Document wqnBRx9jR2Lvdwz9073eXxX53

1933 TRANSACTIONS National Safety Council Incorporated TWENTY-SECOND ANNUAL SAFETY CONGRESS Chicago, Illinois October 2 to October 6, 1933 The Stevens Hotel Copyright, National Safety Council, Inc. Plan of Publication THE TRANSACTIONS of the Twenty-second Congress of the National Safety Council are published in two vol umes. The first, containing the General, the General Subject, and tbe Industrial Section sessions, is supplemented by a smaller volume containing the sessions of the Street and Highway Traffic Section, the Child Education Section, and Home Safety. THE LARGE GENERAL volume is being- sect automatically to the Industrial members of tbe Council; the smaller volume Is sent automatically to members who are be lieved to be chiefly Interested In those sessions. It may also be secured on request by other Council members. THE PLAN OF PUBLICATION is the same as that adopted for tire sessions of the Twenty-first Congress and found to be very satisfactory. It Is a condensed rec ord. The papers of each session or division of the Congress have been assembled, edited with care and discernment to ab breviate or delete the less essential portions, and the concise re sults arc presented for study and reference. Although net "complete*' in the sense that every word is reproduced, it is a readable, interesting record which emphasizes the memorable parts of each paper and address. The original manuscripts ere on file in the Council Library, available for additional reference as desired. ALTHOUGH THE National Safety Council endeavors to eli minate from discussion at its conventions matters which are not pertinent to Its purposes or which are contrary to he pohries, ,tl>e Council cannot accept responsibility for rise views expressed either in the papers presented or the discussions thereon. 2 CONTENTS PAGE Council Officers and Directors--------------------------- ------ ------------- ------------ 4 Council Purposes and Policies ................. ................... ............. .... . ........ ... 9 Annual Meeting of Members............................................ ............... ... ...... 11 Banquet and Dance........................ ............................ ......... ........... ................... ........ 21 Subject Svesicn*-- Accident Records..................................... .............. ..... ....... ................. .......... . 23 Dermatitis .......................... .. -- .............. ............. ........... ........... *.--------------- 31 Dust Problem in Industry...... .................. ............... .. .............. . 37 FaBs of Persons................... .............. ................................. ................. ....... 4S Fire Prevention........ ............... ............... ........... ............. .. -......-............... 51 Handling Materials.......................................... ..... ......... ................................... 59 Hoisting Chains........ ...... . ...... -- .............................. .......................... . 63 Maintaining Interest in Safety-.................... ..... ......... ........ ..................... 69 Practical Medical Program for Industry----- ------ ----- ------ ,...---------- , . 75 Industrial Nursing............ ............. ................. ......................... - . 83 Safety Equipment................................................ 8*?etx Ofshli Hon and IVegrua ...................... . ............. 91 107 Safe Use of Chemicals In Industry...................... .......... .......... .................... US Safe Use of Electricity in Industry.---------- ----- ------ ---------------- ------------- 123 The Eye and Its Relation to Safety-------- ----------------------------------------- 131 Mental Training for Safety................................................. ................... ................... 141 Accident Prevention Equipment Manufacturers1 Section............----------- 173 Aeronautical Section................................ . -............ ....... ........... - ........................ 179 A. S. S. E.--Engineering Section....... ........... ............................. ................. 187 Automotive and Machine Shop Section --........ ...................... .. 191 Cement Section.............................. .................................. ........................... ................. 291 Chemical Section____ ________ _________ ___________ ________ _______ _____ _ . '209 Construction Section.......................... ......................................................... -............. 223 Delivery, Taxicab and Bus Section....................................................... ........... . . 235 Electric Railway Section.....--- ------ ----------- -------- --------...------------- ------------- - 249 Food Section...... ...................... ............... ..........................*............. ............... -...... 265 Marins Section.............. ........... ..................... .......................... ............... ------- -- 279 Meat Packing, Tanning and Leather Industries Section,.. .------------ --------- 299 Metals Section................... ........... ........................................................ ........... . 307 Mining Section...... ......... ........... ....................... ............... ....... . ............ -....... .. 325 Paper and Pulp Section-------------------------- ------------------------------------- 343 Petroleum Section...... ......... ........... ................... ............................ ......... ........ . . . 357 Power Press Section........ ........... ....... ............................................. -- ...... - . 379 Public Utilities Section.......................... .......... .......................... ........ . - 389 Quarry Section......................... .......... ................... .............- --.............-............ 405 Refrigeration Section............................... .................................................... ......... ... 413 Rubber Section.............................................. ........... ......... .......... ............. .......... 423 Safety Section, ARA--Steara Railroad Section, NSC,.................. -............... ... 439 Textile Section........ ............. ............................... ........................... ................... .......... 479 Woodworking and Lumber Manufacturing Section........... .................. ............ 485 Index .......... ............................................................................................................ .. --- 5 National Safety Council Incorporated 20 North Wacker Drive, Chicago Honorary Members A'N<K.MT!y.S' OY ImOM AND STEEL ELECTRICAL KM.IXKfcfcs ROBERT W. CAMPBELL * Arthur Williams OFFICERS (1933-1934) Jons* F. 3^)sc. President. Rorkrt I. Catux, Vice-President few Public Safety. J, E. Clllinky. Vice-President for Engineering. G. T. Hw.r.Minn. Vice-President for Finance. Lew K. Palmer. Vice-President tor Safely Councils. R. T.. Solenstf.n. Vi-ce-PrcswietU for Mwivlrcrslwi*. C W. Smith, Vice-President for Business ArimimsiratkK! George H. Warfcl. Vice President for Industrial Safety. Dr, C- H. Watson. Vice President for Health, A. W. Whitney. Vice-President for Education.. W. Jv Worth, Treasurer. W. H Camiimox. Managing Director and Sesrctmy. EXECUTIVE COMMITTEE (1933-1934) C. B. Aim.. Past President. J. L Baxash. Past President. C. W. Bewoocist. Past President. Earl F. Blank. Metals Section. \V. H, Camkrox. National Safety Council. Robert \V. Cami*kll. Fast President. ItoKKkT I Catls.v. Aetna Life Insurance Comtiany. J. R Cullinev. Bethlehem Sled Company. O ?*><>* Davis. Memphis Safety Council, Lkvvis A. Drlhot*. Past President. Marcus A. Dow. Past President. J>. n. Fennell, Chicago Safety Council. Donald A. Tinkbkixkr. Toledo Safety Council How ard B. Fonda, Burroughs Welcome & Co. ( U.S A i Inc Orno M. Grave?. The General Crushed Stone Company. Harry Golr&rt, T1c Pullman Company C. T. Helimctii. Chicago, North Shore & Miluai.hcc Railroad Company. Harold G. Hoffman. Street Sc Highway Traffic Section. W. D. James. James Manufactui im; Curnpau* 4 Officers and Directors Walter G. King, Past President, Franklin M. Kreml. Evanston Safety Council. C. L. LaFouktaINE. Great Northern Kaitway Company.. John K. Long. The Delaware & Hudson Railroad Cori*iraiK*J M. J. McCakiiiy, Automotive 5: Machine Shop Section. * Henry Minfur, Elizabeth Safety Council. Arthur T. Morey, Past President. B. W. Nutt, Accident Prevention Equipment MaiuTi.Uucrs' Section. Lew R. Palmer. Equitable. T.ife Assurance. Society. F.. Af. Peeper, Public Utilities Section. C E. PrrrtRONF, Past President. Aldert S. Regula, Industrial Relations Counselors, 1>c. Lt. Oh.. Henry A. Rexinghh, Past Prevalent. John Russrll, Jr., Newark Safety GmmvcJI. Cwas. E. Ruth. Delivery, Taxicab & Bus Section Georce F. Sanford, General Electric Coufcpany. Harry A.. Schult*.. United States Sleei CrjKHvlimj_ Charles B. Scott, T' t President. Lester D. Seymour. u <icim Airways Inc. E. L. Simonds, New Hawn Safety Council. C. . W. Smith, Standard Oil Cotntany (Indiana). R, T. Solenstex, EJItott Service CoroiRiny. Arthur M. Tore, Consulting Marine Engineer. C- P. Tolman, Past President. Gffoanc H Warpei, Union Pacific Railroad Company. Dr. C. H,, Watson, Anrerican Tdcplttmc & Telegraph Company S. E. Whiting,, A SSE-Engineering Section. A. W. Wiiitxey, National Bureau of Casualty A Swc-ly Underwriters. W. K. Worth, IiHematioiadl Harvester Company., Arthur H. Young, Past President. DIRECTORS (1933-1934) William F. Awwutx, Safety Division, Milwaukee Association of Commerce P. M. Arthur, Mining Section, j. I. Baxasii, Consulting Engineer.. K. A. Bars'itz. York Safety Council. Ekxkat \\`. Beck. United States Rubber Cominmy.. H. W. Blekman, Berkeley Traffic Safety Comnnssbm, Ltd. W. A. Bennett. Worcester Safety Council. [L. G. Bentley, Rielwnond Safety Council.. C. \V. Beagquist. Western Electric Company. David S. Dryer. Liberty Mutual Insurance Company. j<L W. Black, Petroleum Section. Earl F, Blank, Jones & Laughlm Steel CorpiratuiL Warren S. Blanvelt, Troy Safety Council. Nathan P. Bloom, Louisville Safety Council C- F> Borkenhacen, Kenosha Safety Council. Col. Phil H -Bwkkmax, St. IamSs. Safety CTimdl 6 J U'cnly-scniud Congress--Nathan! Safety Council R. A. Bryant, Safety Division. Syracuse Chaml>er ui Commerce. W. H. Cameron*, National Safety Council. Robert I. Catlix, Aetna Life Insurance Company. Frank H. Cocan*, Marine Section. Will Cooper, Marshall Field & Company. \V. Ezell Craxc, Safety Department, Nashville Ciaiul>cr of Commerce. J. K. Ccllinky, Bethlehem Steel Company. Coward Dana, Boat* *i Elevated Railway. F. A. Davidson, Consulting Engineer. CirriOao Davis, Memphis Safety Council. Kk;maro H Davis, Bl&ckstonc Valley Safety- Council. L. W. Dawlry, Refrigeration Section. Charms D. Dawson, Grand Rapids Safety Council. Lewis A- D'kBlchs, Consulting Engineer. Jay E. Decker, Mason City Safety Council. James IT Dougias, The Philadelphia Gas Works Couqtany. Dr, T^hjts l. Duuti.f, Metropolitan Life Insurance Company. Charles H. Fames. Textile Section. Marry W Kkixs, Meat Packing. Tanning *\ l.catlier lmhitrkts Section, D. T>. Fknnrll, ChicaKo Safety Council. Kay* A. Finch, Electric Railway Section. Dov.vn A. Fikkreiner, Toledo Safety Council. Thomas Fitzgerald, Western Pennsylvania Safely Council, Howard B. Fonda, Burroughs Wellcome & Co. I'U S.A.) Inc, R B. Fgrtuin, Lehigh Valley Safety Council- H. G. Gilson. Paper & Pulp Section. Dk. Thomas W. Gosling. Child Education Section. Onto M. Giuvrs, The General Crusiiecl Stooe Comjany. Harry Guilrert, The Pullnwm Company. Isaiah Hal*. The Atchison, Topeka & Suita Fc Railway Company. D. T. Harm-vctov, United States Bureau of Mines. (j X. Hkllmutii. Qticago, North Shore & Milwaukee Railroad Company. Chas. E. Hill, New' York Central Liues. Hamulu G, IIor^MAre, Street & Highway Traffic Section. Claud* J. Houunc, Albany Safely Connell. Julius \Y. Horde, Hudson County Safety Council Harry D. Iiaia, Pennsylvania Department of 1-almr & Industry. W. D. James, James Manufacturing Company. A.*L. Kakms, Power Press Section,. K. . T- Keller, Detroit Imhtstiud Safely Council. Ira V. Ke3*xer IVnnsylvauia Sait Manufacturing Comiuny. Ijvuis W. Kerrerc, Woodworking & Lumber Manufacturing Section. Franklin* M- Krrmi. Evanston Safety Council. C. L. LaFoumtaink, Great Northern Railway Company. Jj>okaru C. Lamb, Knoxville Safety Council. Frank J. Lanaiiak, Fort Pitt Malleable Iron Company. M. G. Lickteic, Eastbay Safely Council. Ralph W. Liimm.e. Employees.' Publication Section. Dr. R. M. Lrrx? 7, New York Department of Education. Officers and Directors L. A. I.OHman. Madison Conoiy Safety Cuoncil. John E. Lo.no, The Delaware & Hudson Railroad CujH*utinn. H. W. Low, Rubber Section. W.. R. Tj.oyo, Safety Division, Birmingham Oiaml>cr d Commerce. H. T. Martin, Fisk Rubber Company. F. W. Matron, Minnesota Safely Council. Paxton McNnn.sfcOHN, Detroit. Henry Mixeur, Elizabeth Safety Council. \V. S. Moruerjwc, Ft. Wayne Safety Council. R. B. Mcnuv, Industrial Accident Prevention A-ivoemlmus M. J.. McCarthy, Automotive & Machine Slurp Secthi. Miller MlCuntock, Harvard University. T. H McKenmey, Illinois Steel Companv, South Works. B. W. Xujt, Accident Prevention Equipment Manufacturers' Seei*ic John A. Cartel, Carnegie Steel Company. GKuta.tc C. A. Ow, Detroit Edison Company. Lfiv K. Palmer, Equitable Life Aviurance Society,. John C. Parker, Brooklyn Safely Council.. F. M. PitrrEK. Public Utilities Section.. C. E. PtTTiirONr., American Mutual I lability Insurance Company J. B. Power. Seattle Traffic ifc Safely Council. Albert 5. Recula, Industrial Rclstknn Counselors, Inc. I. r. Coi- Henry A. Rexingkr, Lehigh Portland Cement Company. Makings Kukr, Paterson Safety Council. John Roach. Chemical Section, Charms H. 2?c*lo*qn, Jr., Baltimore Safety Council Tobias; Roth, Rochester Safety Council. John Russell, Jh., Newark .Safety Council. Char. H. Ruth, Delivery, Taxkab & Bus Section. G. E. Sanford, General Electric Company. Henry G. Sciiappkeb. Erie Safety Council. T. A. Scuenoel, Food Section. Otto Sciilnk. Wheeling Safely Council. HaWiy A. Schultz. United States Steel Corporation.. Charles B. Scott, Bureau of Safety, Inc. Letter D. Seymour, American Airways, Inc. Earl S. Siiartzer, Utica Safety CounciI. Gen. John H. Sherburne, Massachusetts Safety Council. Dr. L. A. Shouoy, Bethlehem Steel Company. F. L. SiitoRDS. Soutliern New England Telephone CompanyGeorge P. Singer, ReatliK*Tler}ca County Safety Council. Lek E. Skkel, Oeveland Safety Council C. W. Smith, Standard Oil Company (Indiana).. W. D. Smith. Delaware Safety Council. R. T. So* essi/ek, Elliott Service Conipany. W. D. Speight, Peoria Safely Council. E,, C. Spring, LunskUlc, Pa. Cjeongk R. Stephens, T1c Safety Bureau. Buffalo Chamber of Commerre. Lucius S. Storks, United KaH-v\ayR X Ehxtiic Comiany. 7 s Twenty-second Conyre**--National Safety Council Alhu& H. Sivayxk, General Motors Con*oratiou. AnTittrit M. Toot;. Consulting Marine Engineer. W. \V. Tresen, Schcttcct&dy Sufetv Council. W. D- Touskvuxt., San Antonio Safely Council. WiigjAM F. Veecu, Rahway Safety Council. Vikcekt Wakifieuo, Kansas City Safety Council. George H. VVarkel, Union Pacific Railroad Company. Dh. C. H- Watsox, American TctcplKXic & Telegraph Company. Hark* M. Wkbue*. Illinois Bell Telephone Company. S- E WmTiKB, Liberty Mutual Insurance Company' . A. W. WixrrxKY. National Bureau of Casualty & Surety Underwriters. W. H YVixaxs, Union Carbide & Carbon Corpoiatiou. Dr. C.-K. A. Winslow, Yale Medical School. Harry Wise, Sk.. Chattanooga Safety Council. J. M. YVoct*, Youngstown Sheet & Tube Company. W. E. Worth, IiMcrnatkmel Harvester Company. E J Zaufit, Safety Bui can, Duluth Chamber of Commerce. J Tl. Zook, Cement Section. Council Purposes and Policies Tlw fundamental purpose of the National Safety Council I** to conserve huinau life. Il seeks this goal through a continuous campaign of accident prevcntiosi that t* nationwide in scope, applies to all lines of hazardous activity, ansi directly or nidi redly readies our entire citizenry. It is a non profit orpanizutiun, nomicctarijiv ansi free from political affiliations. Since its organization in 1913, it has won respect a* an essential national institution. Inseparable front accident prevention is live Council's work in improving health conditions and preventing vocational diseases in American industry. Today there are 4.00Q members, representing every state til the Union, u*m1 many os the Canadian Provinces. There arc 400 foreign members. The membership include ; industrial cor[Kwations, firij**, individuals. public official*, scltoofs, cliaitdiera of com merce. dull* and civic organizationn. About 70 per cent are industrial concern* including the twg steel companies, tire oil companies, most of the railroads in the United States, tire automotive industry, and ethers of'outstanding inijwriaiKC; in our natkwal industrial field. The history of the Council is an afjsorbfng story. Unfortunately it cannot be de tailed here. Suffice to say that the First Co-Operative Safety Congress was held umlcr auspices of the Association of Iron and Steel Electrical Engineers hi Mil waukee, hi 1912, and, as a result, she National Safety Council was orgunixed m.Ncw York live following: year with fourteen members. During the first year tile membership increased to 97J. The ptoneerb of American safety went to work on the sound preinue that arxukiitv were an unnecessary part of our social order and that through application of proper remedial measures they could l>c avoided. They set about to nationalise this theory,, and to develop tile detailed methods ami materials through which accidents could be prevented, Hk members of the organLraiiou now arc inure than ever convinced that accidents are unnecessary ami that they can lie and arc being prevented. Striking examples of reductions in many different fields prove this contention. Results of Organized Safety Since the National Safety Council was organized In 1913, the national accident death rate in all fields excepting motor vehicle has been reduced 42 per cent. The motor vehicle ucculcut problem is a comparatively new one. yet there arc evidences of progress. Nineteen thirty-two. fix example, witnessed the first drop ever re* curded in fatal motor vehicle accwferrts--a reduction from 1931 of more dual 12 per cent. Even prior to this drop in total deatlis--which was partially the result of a decline in gasoline consumption--It was apparent tliat uccklenU among commercial vehicles had decreased; that grade crossing tragedies 5ad consideriililv dccrcwsc-1 dur ing recent years; than deaths of school children had decreased; that deaths in states having effective license laws with centralized administration and in cities having com* rminity safety councils hod increased muds less than in other states and chics. These fact* indicate that the engineering, educational, ami legal remedies for the highway accident problc, arc producing results where conscientiously applied. Since the National Safety Council started as an industrial safety organization, the best result* are to Ire expected in this field. Here spectacular achievements have 9 10 Twenty-second Congress--National Safety Council been made. The steam railroad*. for instance, have reduced the accident rate among employees 76 per cent during the i>ast 10 years. A group of our largest steel in dustries have cut their accidents 90 per cent since 1913 During 1932, 42 plants of the Portland Cement Association went through the entire year without a single losttime accident among thousands of workers. Two, three, four, and even five year "no-accident" records among smaller plants and in certain departments of the larger plants arc not at all uncommon. Along with these reductions the whole psycliology of accidents has changed. Em ployer and employee both look at the proposition from a different viewpoint than tliey did some two decades ago. Accidents now are really out of date. In many plants they are considered a disgrace that casts a cloud over good management and effi ciency. There is very little room today for tlx careless -worker in modern industry. The safety problem'is a universal onc--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 matt, woman, and child. It h only natural, tltcreforc, Uuit tlx idea which seems to have so firmly taken root in the United Stales .should branch forth into other countries of tlx world. Organizations similar in pur poses and activity U> that of the National Safety Council have sprung up in many countries- Council posters have been widely copied for foreign use and several Coun cil publications have been translated into other tongues. AU of these arc hopeful signs of tlx times in the world of Safety. The National Safety Council t> still young--institutions gc- A great amount of worth-while work las liecn crowded iutu its short life. Foundation work is always slow, whether one U building safe sky scrapers or safe men. The National Safety Council has been digging away at tlx Led-rock of public consciousness. It has made real progress and it* achievements furnish ample inspiration for continuing its humanitarian efforts. *a* Cooperation The purpose* and policies of the National Safety Council ate not always under stood by those not in dose touch with tlx CowicdV. work. To meet the need for a brief and definite presentation of the Council** objectives, tlx following has been appeared by the Executive Committee a* act official statement of policy: mT1k National Safely Councirs objective i* tlx elimination o*S accident? to men, women and children, as being deplorable. unnecessary ami wasteful. It seeks member ships, cooperation and contacts to insure that its services may provide the instru mentalities and finances to accomplish this objective. "Through education it seeks to demonstrate that the safe way Is the right way and tlvd best way, from the standpoint not only of human satisfaction but of social effi ciency ui*d economy. It seeks those ways mrans for safety that satisfactorily fit Into the practical affairs of life. "Its financial jn>1cy b to return in service all moneys received, to operating without l*rofit, and to undertake only those activities which can be assured of reasonable per manence.- Much of its administrative personnel consists of volunteer workers. "The National Safety Council itolds itself open to give fullest and roost cordial co operation to all individuals. nukulrics organizations, communities, states and nation-: that are in accord with the principle;! and objectives of the organization, and the Na tional Safety Council likewise asks and seeks cooperation from all these in carrying out its purposes.'* TWENTY-SECOND ANNUAL SAFETY CONGRESS N A TIONAL SAFE TV CO UNCIL Annual Meeting of Members MONDAY MORNING SESSION October 2, 1933 The Annual Meeting of Members of the National Safety Couucil at t!r Twentysecond Annual Safety Congress, convened in The Stevens Hotel, Chicago, will* President J. 1. Bauash presiding. An impressive linccalioti was given by the Reverend John Timothy Stone, D.D, president of the Presbyterian Theological Seminary, Chicago. Dr.. Stone also delivered tlx address of welcome to Council delegates, dwelling upon outstanding features Ol education, service, and entertainment which Chkagv* offered to its visitors. He emphasized the educational value of A Century of Progress Exposition and Chicago's contributions to intellectual amt spiritual progress through Its great educational institutions. `Tt is not the material things of Chicago which impressed me most," lie said. `Tt i* the city's spirit of service. And I know of no organization which typifies that spirit of service better than docs the National Safety Council.1* Responding hi a few brief words m appreciation, President Baitasb then read Ids annual address. The President's Address By JAMES I. BAMASH President, National Safety Council Our Twenty-s-ecood Safely Congress convenes under conditions much more encour aging than those of the past three years. We are again facing the future with confidence and our faith in our country and in ourselves is growing daily. An organization as great as the National Safety Cotmei), founded by Industry and dependent upon its industrial membership, naturally parallels the late of the industrial fabric of our country. How has the Council fared during these last few trying years and what of its future? These arc questions of vital interest to all of us. It is hardly necessary for me to remind you that the Council has suffered finan cially. So has every industry and every association, but it is gratifying to observe 11 12 J'nocufy-sccotid CotitrrcJS--National Safety Council that the Safety Movement has lost none of its prestige and tluit it still enjoys the confidence of the public in a constantly increasing degree- Jr; common with our industrial members on whom we dejxmd so largely tor support, the Cotmcil has found it* income cut to less than oue-h&lC of the peak, which is not surprising and to some degree could be anticipated Nevertheless, the essential services tuivc been maintained and the great work of molding public opinion luu been carried on, even with live limited resources available. As a matter of actual fact the Council has lost some members, but it is heartening to us to realize that only in rare instances bus it been due to any dissatisfaction will; the Council's service*. In fact, it has been estimated that on a budget approxi mately equivalent to tlat of the year 1926, we are rendering three times the service, which is always available to the members. A number of members returning to the fold with the improvement of business conditions, particularly since last May, has been most gratifying am! the acquisition of new trwmtars in that period, while not startling n number, has proved that the value of this organization is widely recog nized. S>kc the inception of the National Safety Council as a clearing house of safety information ami a stimulator of public thought, more than thirty ether organizations in this field liavc started and passed out of existence. Nevertheless, the National Safety Council, founded under tlie auspices of our industrial leaders and set up to furnish the information which industry needs, has wot only continued to provide industry with properly* coordinated safety loformatiuo, but is rapidly atlaiomg the position where live tremendous store of experience in its archives is being sought for Ue geaerol benefit. This is rvot a static movement but is continually being molded and adapted to the needs of today and the future, lxt me express licrc our gratitude to thorns orgam'zaiixis and individuals who have continued to support the Council tlirough tl>e lean years. It H due to tlveaw that live work of twenty years has been perpetuated am] that the Safely Movement han been kct& intact ready to serve humanity i the big responsibilities *d opportu nities almnd of m. It is due to tliem that we clo not need to face the speculative lK5SUUiy of what might happen were die Council to be suddenly discontinued. It is mnte xpjmreol to all of us tltut u-e arc now In the midst of changes which may niter our social and economic order. Plans contrary to accepted principles of past generations are now- under consideration for our economic rchabniUtiioo What the eventual outcome will be no one can prophesy with certainty, init we are without doubt now witnessing one of the finest examples of cooperation since the war. Certain drastic conditions now m effect demand the best thought cl every executive to aid in accomplishing the aim* of the National Recovery Art, Many have doubted tlx! advisability of some of the tHovistom; of this act, biif opinions and political differences are being forgotten in an effort no less patriotic than that of winning the war, and live country lias rallied under the Blue Eagle in a whole hearted effort to remedy out economic ills. How will tl*c Industrial Recovery Act affect the Safety Movement? One smalt IjaragrapH in the Basic Codes of Pair Competition published by the Federal Admin' istratkwi does indeed recognize safe and healthful working conditions as an essential of fair competition. This will undoubtedly increase the prestige of Safety work. It will also break down some of the resistance to accident prevention efforts. On the other hand, we must not delude ourselves with live idea that the mere inclusion of this paragraph tn any code will work miracles. It will be of little value if we Annual .Mrethuf of .l/^W-vn* 13 relax ciur efforts. The wwld has tome to regard the National Safety Council as the leader in accident prnentkm and we must lie prepared to make the intwt oi ou<* opportunities. Will thi mean a more direct interest in accident prevrt>on by the federal government and the Hate;? Will h mean more laws? Will any one exj>cct statutes to replace education? 1Tier arc among the possibilities to be considered Let us emphasize the point that the National Safety Council is not a lobbying organization and duo not seek <afcty through legislation. Information ha*. of course, been given when requested Perhaps wm*e legislation lias been founded, in part at least, on such mfornnatioru especially in relation to drivers* license laws, Imt I can think of nothing more disastrous to our cause than to have safety berome a mere matter of Statutes The experience of centuries has shown that we can;>ot make wien virtuous by legislation and eve the limited experience of live Safety Movement in the past twenty years ha> proved that legislation alone is not enough. In the present state of our civilization it docs not seem that vie can do without laws, as there are too many kxIKhIuuL who fail to recognize of their own accord tlieir obligations to their neighbors and it> their employees. The privilege of operating a motor vehicle upon poMx fnjchwa}* must not he granted forever to those wlw ate unfit ami irresponsible. An cropkner must not be permitted to operate an establishment which menaces the lives and health uf his workers Ncvcrtlwlcss, wiwn we attempt to include carry detail in the laws, wc run into trouble. This country is too large and conditions vary too greatly. For tlsesc reasons indexible regulations suddenly enforced mac- impose a severe burden on industry while failing to achieve the desired results In fact, industry as we know it might not survive completely arbitrary control of this kind. AH of s ran think of examples of itl-advised regu lations llte National Safety Cuimci! has participated in the jn*eparauo of some codes which represent standards for t1*c guidance of industry, based upon the experience of a representative cross section of industry. As guides, these codes are invaluable, but us inflexible arbitrary mminuMn standards suddenly enforced, such regulations might work serious Hardships in many Instances where literal compliance with minor details is not immediately practicable. No, tlic National Safety CoimciTs opportunities arc not in the field of legislation and police work. In its fust twenty years it has made people realize the devastating effects of accidents and shown them preventive methods. While the Council was arousing the public to its responsibilities during these years it was also accumulating a vast fund of practical information from the varied experience of the members. It is iliis store of knowledge combined with the reputation for disinterested service that makes the Council the national leader m accident prevention. I am confident that we shall see more and closer cooperation between industry, the Federal Government and the Council and that there will be increasing recognition of the Council and its activities. Let o* now review* some of the accompiishments of the last year. In spite of a income that was cat m halt, the Council has maintained its essentia! baste ** ice* to members. The five monthly magazines, the Aattend Safety News, Public Safely, The Safe IFarker, The Safe Driver and Safely Education, liave continued to serve the members and the public in their respective fields. The 1933 edition of "Accident Facts*' provided the most complete and up-to-date summary of accident statistics available anywhere. The value of this publication grows from year to year. The Council also issued 22 separate statistical reports fur the various industries and 14 Twenty second Congress--National Safety Council continued the revision of the Safe Practices Pamphlets to keep them as nearly up- to-date ai> practicable. One of the important achievements of 1932 was the National Traffic Safety Contest in which more than font hundred cities participated. Through the generous co operation of the National Broadcasting Company, tins contest was concluded with a special program over a nation-wide hook up. The contest has been continued this year with equal interest on the part of the communities participating* Twenty two regional conferences in various Rations of the country have helped thousands with their shop and community safety problems. An essential part of our work is to keep the public informed of the extent of the accident problem and to tell them liow to avoid injury. We lave continued to supply the-daily press, the trade publications and tlie radio stations with, information, and the material so furnished has reached a vast audience. These mediums of public information have slxmn a genuine appreciation of seriousness of Utc accident problem and an earnest desire to help. It lias been a matter of deepest regret that some of our public safety activities have been curtailed, particularly service to communities. With restricted income it was necessary to cut down somewhere and it is hoped that the best choice for the benefit of the greatest number was made. Nevertheless it seems proper to point out ttat live services which had to be curtailed can be. expanded with gtcat rapidity when the mean? become available. Thanks to the financial support of the National Bureau of Casualty k) Surety Underwriters, the promotion of safety education m> schools las been nmmUimt'tl. Through this most valuable activity the next genera tion slwwtlrl lie better fitted to cope with the mo rasing tempo of American life. These activities deal with problems that have srwrtiiig up since the Council's organ ization. The greater part of the membership dollar must be expended for service to members. Consequently these added activities in the. field o-f public safety most be financed from special contribution* and die sale of publications. Such financing at l*cst is precarious amt discs not i>crmit an aggressive policy carefully thought out m advance to do the greatest amount of good. Many educational and philanthropic organizations have received much of their sup port from bequests ami endowments. The National Safety Council is now encouraging members and other public spirited citizens to make bequests in tficir wills to help perpetuate and extend such activities whirls cannot be wade self-supporting- It is hoped that WKh funds will be made available for these tremendously important endeavors. One comparatively bright spot m a none too cheerful year Suss liceti the gcaicral reduction hi accident*. motor vehicle as well as Industrial, during 1932. Of course, \rc must recognize the part played in this reduction by decreased business and decreased traffic activities, bat there is little doubt that such improvement could nr* have been nude had safety workers througlwjut the country relaxed their efforts. We must not forget that safety men have been working often under most discour aging conditions with reduced staffs, among disheartened employee*, and sometimes under conditions made more hazardous through economy m maintenance. It w<tdd be a serkfui error to regard as permanent any such progress made during the pa*t year. Already increasing factory output and increasing travel have been accompanied by an increase in accidents, sometimes out of all proportion to the exposure. We have continually advised that even in organizations thoroughly alive to the necessities I Safety work, well organized to accomplish results, the momentum .Annual Meeting of Members 15 built up over a period of years cannot continue without continual stimulation.. We cannot coast too far in safety work before accidents will increase. With many new employees on unfamiliar jobs and most particularly through the rendu of drastic economies in maintenance over the past few years, we arc at this moment con fronted with most serious problems to prevent an accumulation of accidents whiJi may overshadow the gyod work done in live past. In recent month? tin* newspapers have recorded a number of spectacular accidents which must warn us that viititaucc cannot be relaxed, and that vvlicre reductions in staff or in maintenance have lce necessitated through lack of funds, tiicy must be reinstated at tlie earliest possible momcmerit. To careful observers in this field it also sewn* that the physical impairment of both men and equipment oa these accounts will couqxlicate our problems when imlmtry gets Isock into normal production. Nevertheless. ftc have been lidding on during a period when even standing still was considered progress Wc had logical idea? for the future, but of necessity the stringency of current conditions detuaadcJ all of our attention. Now v.-e must come chii of the Irenehen and renew the attack. Can we keep pace with the demands of a rapidly changing world? Alter some twenty years of consistent effort we know that our status tweny years from now will depend uj*ou yur ability to adapt our technique to the needs of the day. One problem to be faced is the increasing cost of workmen8* compensation. In spile of tire improved experience of many industries, live lottos have become 5nct casing!/ heavy to the insurance carriers. There are many reasons for this. The smaller establishments have not improved their experience to any great extern. Insurance carriers must pay heavier claims from reduced premium aud investment income. Courts are becoming more liberal in their awards and the problem of occupational disease is assuming most serious isroportions in many industries. The Safety Movement cannot eonlrol the legal phases of the problem: it is con cerned solely with the preventive side. It brings together the engineer, the physician and the personnel worker so that all angles of the problem may h-c studied ami remedied. Much research work wilt be iwsedcd as science develops new processes for industry Only through knowledge of the facts can justice be rendered lo both worker and employer. Our knowledge of the effect of many industrial ioccssc* and materials on the health of the worker h stffl vague and many cases have been derided on emotion rather than reason. While our'human sympathies arc naturally with the victim of injury or disease, we must realize the uusoontlness of a policy that may penalise an industry for a disability not caused by occupation. Industry has at times been burdened by well meaning hut ill-advised legislation, which often handicapped the employer without accomplishing the desired result* for the worker. Tlie National Safety Council is a common meeting ground for all interests concerned. Its position as a clearing house of safety information amt its splendid reputation have made its publication? regarded a* authoritative. To main tain this reputation it is necessary to wrijrh carciully ail statements coming frmn Council headquarters and every effort is exerted to this end. The next ten years. I am sure, will make new demands on the Safety Movement. The toll of the highways will again begin to mount when motor-vehicle traffic resumes its normal increase, unless more strenuous efforts tlwm in the past are avail able to counteract the trend Furthermore, the economies of accident prevention will be increasingly important Hi industry. Under tlwr National Recovery AdinmisUation it does appear that enlightened i a Txvcntysccond Congress--National Safety Council business will suffer less from the competition of those who cut costa by exploiting labor, but at the sum* time prices must be kept within the public8^ ability to buy. The total cost of labor and of material may increase, but tc keep going industry must show a profit. For these reasons the savings through the actual reduction of accidents and increase In the health and general well-being of the worker will be needed even mu-re in the future than in the past. So much for the economic side and we need not apologise for emphasizing economic values. Nevertheless, h is the moral and spiritual values of the Safety Movement that gives it such a wide appeal. Today we are thinking more of human values than in past years Wc are hoping that the comhtg. years will have a sounder basis of prosperity than in the past and that this prosperity will not only be enhanced, but that it will have a wider distribution. The Industrial Recovery Act has mentioned the provision of safe and healthful working conditions as a fundamental of fair competition and a basic right of the worker. Wc would extend the same principle to include the community in which lie and his family live. In looking back over the first twenty years of the Safety Movement wc have seen many obstacles overcome. Hostility, ridicule and apathy have all hindered efforts to protect men from the consequences of their own failures.. Now we have readied the point where our work has at least the passive approval of the world. Neverthe less, the goal of universal safety will not be attained until every person old enough to be accountable for his actions realizes his own rcsgiomibiUty. Every industry with a vital safety organization is a powerful Influence in the community. The leadership hi the movement has come from the membership of the National Safety Council and the world will continue to lock to us for direction in human conservation.. The tellers of the meeting were then appointed aa follows: George G- Travcr. Ed Potter, and F. C- Lynch. Munites of the previous meeting were approved unread. Nominating Committee Report The Report of the Nominating Committee was then presented by Frank H. Cogan, Oiairmais, Member of the Executive Committee representing the Marine Section, as follows: "Complying with your instructions, the Nominating- Committee appointed by you with tlic approval of the Executive Committee, and as provided for in Section 4 of Article 6 of the By-1-i.ws, nnd as furtber provided in Section 5 of Article 6 of the By-Laws, presents herew ith the report of Nominations for Directors to serve *until the Annual Meeting in 193G. "The names of the following directors whose terms expire October 2, 1933. are submitted for rc-elcctioci; Ernest \V. Beck, C. \V. Bergquist, E, F. Blaok, R. I. Catlm, Dr. funds I. Dublin, Harry D. Inuwcl, Ira V. Kcpmrr, Dr. K. M. Little, H .T. Martin, George Opj>. Dr L* A. Slvoudy, K. C. Sirring, Lstctos S. Starrs, Alfred H. Swayne, Arthur M. Tode, S. E Whiting, Dr C-E A. Winslow, A. S. Rcgula, II. A. Schultz, and Ernest L. Simmonds" The secretary was tlicri instructed to cast the ballot, a total of 95! votes, for tlic nominees and mxtc against them. Annua! Meeting of Members 17 The Resolutions C. \V. Bcrgijuisc. Chairman of the Resolutions Committee, presented the iuUouing resolution* which were formally adopted: WHEREAS, during 1932 a total of $8,900 liies were sacrificed in acciih-ttial mis haps. including 29,500 motor vehicle deaths,, 28.000 home fatalities and 15.000 *k.<upational deaths, and WHEREAS, this uiineceMary waste represents a financial loss of approximately two billion dollars and an immeasurable social toss, and WHEREAS, accident rcjiorts of recent months Indicate that tlc tuhori.il industrial accident trend is jncrcariitj ahead of and out of proportion with tin* increase u employment and mart-hour exposure, THEREFORE BE IT RESOLVED, that members of tlic National Safety* Council. assembled at the 22nd Annual Safety Congress and Exposition. do hereby Hedge to mcrct^e nnr efforts and assistance In a renewed determination to stop this mm~.e and retiree accidents til all fields of human activity throughout the owitiug year and ib.tt cur activities be coticentrated more esj>mal1y in the follow irty channels: 1. h*iinsiii&i Safety--The safeguarding of all mechanical ju*)*ent a^ul the constant me of swell devices; the revision of hazardous manufacturing iwovoses; the widening of ous- engineering pursuits: regular and complete safety mspccijonsi am! reseat Ch tu all industries, followed In prompt application of approved remedial measures: more psychological studies of the mental aspects of accidents; extension o( safety contest plans; a wider recognition of the dose tdauuoihip between indmtrtttl health and safety; and full cooperation of the National Safety Council with affiliated Community Councils tSuuugheut the country'. 2. Public Safety--Continued effort toward .-securing strong drivers' license laws in every state; uniform traffic laws for all states and cities; standardization of traffic signs and signals; modern highway engmee-ring programs; strict enforcement and observation of all traffic laws; a more intensive effort to read* tlic individual driver; special empltasis on the teaching of ^safety in the school? and homes; and Vm estab lishment erf more Community Comicsl*. 3. Home Safety--live broadening of our educational work, particularly with die schools, tlic General Federation of Women's Clulw. the African Ij^gion. tlw National Congress of Parents and Teachers and kindred groups: and an caiue>t effort In reach the individual housewife with an educational program on home hazards. AND BE IT FURTHER RESOLVED, that since, under the President's Program foe Reemployment, employers of labor everywhere are assuming new financial obli gations through the addition of new employee*, wc pledge unceasing efforts toward realization of the imjiortailt economics of efficient accident prevention, thereby helping direct1.)- the employers who have generously assumed the new responsibilities imimscd by the National Recovery Administration And we further irfedge our altegianoc to President Roosevelt lor ids able leadership and his* unswerving: determination to bring the American people out of economic eliaos into their rightful pt\*pcruy AND BE IT FURTHER RESOLVED. that a copy ol these resolutions he sent forthwith to die President of the United Stales, at the executive mansion in Washing ton. BR IT RESOLVED, that to President ) I. Banath the ntemlxtrs oi the National Satety Council do hereby express their smccicsi thank* lor his unselfish devotion ta 1 svcnty-second Congress--National Safety Council to our cause. for his vision and high purpose, and for that splendid and inspired leadership which has enabled the Safety Movement to drive ouneertrdly forward to one of its greatest years of accomplishment. RF. IT RESOLVED, tlut die deepest appreciation of the entire membership of the National Safety Council be hereby extended to our volunteer officers and execu tive committeemen tor t.icir wise counsel and for that unselfish contribution of time, thought ntul energy which our organization lias so sorely reeled to weather success fully one of the most critical periods or its existence President Banash tl>eu presented Wallace B. Phillips, Chairman, Pyrene Company. Ltd, London, England, and Vice-President cf the 'National Executive Committee. National ''Safety First*' Association. C C hut* itif. jNi. 'C^Safety's Contribution to Civilization U- > By WALLACE B. PHILLIPS Vice-Chairman National Executive Committee, National "Safety First*' Assn,, London, England Civilization is very old, and the Safety Movensent is a mere child. This great inurement did not, as Is commonly supposed, originate In America. The origin of accident prevention on a definite basis goes back to 1891,, In which year Sfr George l.ivesay, a pioneer of welfare work and the far-seeing head of the South Metropolitan Gas Company. London, England, made tits first move in accident prevention when !* adopted the jury system to investigate the cause of every accident and to deter mine methods of averting a similar occurrence. A decade later the lac Lord Leverhnime bajjprased to he a personal witness of an accident at the Port ..Sunlight Works of Lever Brothers in England. With char acteristic energy he set. to work to evolve a system of accident prcveitlioit which today is a pattern for industrial plants. From these small beginning* the movement lias developed slowly ami tatlver pain fully, but nevertheless surely, culminating in this great Congress. Wc arc as yet groping in the dark for cures for accidents. We realize the limita tions of rules and regulations- We can guard machinery almost perfectly, but not the intricate human machine. Safety work has long been recognized as dealing essentially with the mental side of accident prevention. Human rather than mechan ical failure is the cause of most accidents. Within recent years systematic attempts have been made to arrive at a more complete determination of causes of man's behavior, and the srogress made in tlie study of accident caus&twm is but one of many directions tit which psychology is revealing the laws which govern human action. Safety work irs a war against that hist for speed, for1 outlast", or for wealth winch has no regard fur the cost in human hie and limb; a war against selfishness on One side and apathy on the Oliver. In Great Britain, tlie National "Safety First" Association, which I have the honor to represent, has recently compiled a statistical review- oi tala! road accidents in England and Wales during the six months July to December, 1932. In this period 3.129 people were killed, m wlwmi 575 were children. An analysis of the chief con tributory causes of these accidents shows that human failure accounted for 85.8 per Annual Meeting of Members 19 cent. This seanlioc wet indicate* very clearly that only the fringe of seivoufic accident prevention has yet been touched. Thanks to the great strides made by your National Safety Council, tlic United States leads m the numbers of associations, corporations and individuals supporting the Safety Movement. Those of us who have had the good fortune to be associated with your managw^c director. W. H. Cameron, will, I am sure, agree with me that a great deal of the success so far achieved has been due to his untiring energy, perseverance and organizing ability, coupled with his unfailing faith and belief that the Safety Movement one of the supreme necessities of modern life. We need more, much more, of this Lkxl of cntHusuiwn, and I say this knowing full well that there are many thousands of men and women in the United States wIkj fed the same way about the movement as does Mr. Cameron But in the place of thousands we need and must have millions* In Great Britain the National "Safety First" Association is the fountain head from which pours a steady stream of safety propaganda throughout the nation. Thi association owes its Inception to the war, when, due to tle menace of air raids tiic .streets were darkened at night and accidents greatly increased. Sir Herbert Slain, our president, was at that time assistant managing director of tlx London General Omnibus Company and its associated companies. He had long been a strong believer in s&fely principles, and he decided that something must be done to control tlw rising curve of street accidents. He called a meeting of Ilia heads of tlus various municipali ties, transport companies ami all organizations interested in street traffic, and as a result the Loudon Safety First Council was formed.. After the war, interest in. the work, which had been confined to London in its early stages, became nation wide, and eventually resulted in tlx creation oi the present Natkxtal Association. His Royal Highness, the Duke of York, i* our patron. For many years He ho* taken the keenest personal interest in our work, and is always ready to lend hss assistance hi furthering the interests of die* Safety Movement. The Association a also supported very earnestly by the government and those departments principally concerned with safety, including the Home Office and the Ministries of Transport. Education, Health and Labor all give their very strong cooperation. They arc actively represented either on the Council or on the various committees. Through the friendly cooperation of the press of Use entire country, the principles of safety have been so widely broadcast that it must Ire an mluibitaut of a very isolated spot who has not read something on this subject. If in tbe United States it were possible to secure the same degree of federal support as is granted tbe British Association, it would insure your success lo an even greater extent than 1m vet been achieved. Aside from the United States and Great Britain. Canada is the owly other country possessing a strong, well-supported, nationally known safely organization.. Great Britain has recently inspired three of her dominions--Australia, South Africa and India--to start such organizations, and a smalt group of enthusiasts in each country is aiming to make the Safely Movement a vital factor in community life. Associations have also been formed in France. Belgium, Holland. Germany, Austria and Japan, and from our knowledge of the leaders of those organizations we feel very confident that within a few years their work will be as fruitful as that of the larger societies. There is alo some form of safely osgauization * Italy, Switzerland, Norway. Spain and Russia. It behooves the various national safety organizations to work together more closely and be more mutually helpful than perhaps they have been in the past, not because TuvHty-sciviirf Congress--National Safely Council of any jack of willingness, but nuiialy Ikcoujc (here has l.cccs ho time to look beyond cadi one's individual progress It is also essential that the larger associations lend a helping hand io the newer organizations. Within a few years it will become desirable to form an international Safety Council and cal) together the nations of the world in * great congress. Thu National Safety Council very proudly and justifiably announces in its 1033 edhiou of "Accident Tacts*1 that, had the accident rate continued at the same level as in 1913. I'S.OQO more live* would have been sacrificed fu the succeeding twenty years than wire actually lost m the United States during that period. The great problem concerning- us is not only to maintain this excellent reconi but to improve upon it. >Iow arc we going to present facts in a manner that will educate a public composed ol ah races and grades of |>cople to stop, look and think? In other words to be careful. We must commence with die child. Tire *hmgs firmly entrenched in our minds dui uiig childhood arc never forgotten. In Great Britain we have held for many years anmml safety first essay corai>ctitom among school children. In London al<?pe more than 200,OOt) essays from about 1.250 schools arc submitted each year, and mam thousands of children attend our film picture* and lecture* throughout the country. This year, as on several previous occasion*. Their Royal Highnesses, the Duke and Duchess of York, have gi aclinicly contented to award the prizes awarded by the Lon* tlwn Safety First Council to the London school children who have submitted the bext essays. it i* a striking fact that m spite of the enormous increase in the number of motor vehicles and in the d-ungers of the toad, the number of children killed last year m the metropolitan area was practically the same as in 1918, whereas the number of adult* win* fell victims to fatal accident* m this same area has trebled during that period. A similar though not *o marked difference yrith regard to children injured in street accidents Is noticeable; tire number of child victims w TX32 being about twice as marry as m 1918. while the number of adults injured las quadrupled Another form of educational work producing excellent results is a Safe-driving Drivers' Freedom from Accident Cornpetition which is open to paid drivers of all member firms. The vehicles involved included omnibuses, long distance road coadves. trucks delivery vans, etc. In London over 53,000 driver* were entered during the last year: 32.990 diplomas, 2.140 silver medals. 211 gold medals and 4,072 bars to medals were awarded to these drivers. To qualify for a gold medal, a driver smut Stive a record of ten consecutive years without any kind of accident, and for a silver medal, five consecutive year*. laws and regulations may help. but they can never cure l)>e evil. We ums-t awaken llu.- conscience of the people to live stupid waste, of life, due more often than not *to tle repetitnm of a lUmgcuous practice which a person trained to think safe would never have commended. .Accident prevention aims at enabling man to enjoy the privilege* of life witliouL (lie (Klin, Safety's contribution to civilization is the jmtkkite which it provides for the evils arising out of mechanical and scientific progress. Some of these, such as accidents, are due rather to man's slow adaptation to changed"environment than to any inherent evil in the actual means of progress Our civilized world has !>eei receiving the greatest possible benefits from the work tlw.t 1ms Imktji done, but if we ol this generation are going to leave a creditable Iieritage for those who follow us in years to come, wc must bestir ourselves far more than wc are doing today. ADJOURNMENT. T l-F E N TY-S E CON I) AN N UAL S A E E TY CONG H E S S N A T ION .iL S A E E T Y C O V N C1 L Banquet and Dance WEDNESDAY EVENING SESSION October 4, 1933 The annual bamiuet of the National Safety Council, combined this year wiili a dance, was held m Hie Grand Ballroom oC the Stevens Hotel. Interspersed with live service of delicious viands, the guests were entertained with orchestral music and several novel features, not the least of which was the impromptu leading of tlx? orcltestra in popular ntnabers bj` one or two of live guests. Following tin? kuwtiKl, Chairman /ames I. Banasli aitiKMWred tl*e election of officer* of the National Saieiv Council (which had taken place that day) as follows: President--JoImi IL Long, supenritnr of safety. The Delaware 5; Hudson Railroad Corp., Albany, N. Y. Vice-President for Public Safety--Htfattt I. Gatlin, assistant vice-president. Auto mobile Department. Tips Aetna Lite Insurance Company. Hartford, Conn Vice-President /or Engineering--L K. Cnllhtey, manager of safety. Bethlehem Steel Corp., Bethlehem, Pa. Vtee-President /or Finenie--G. T. HcUmuih, general claims attorney. Chk.im* North Shore a*d Milwaukee Railroad Company. Chicago. Vice-Preskfctti far Safety C&midls--htw R. Palmer, conservation engineer. The Equitable Life Assvuawcc Society-, New \orfc City.. Vice-President for Administration--C W Smith, safety director, Standard Od Company (Indiana), Chicago, |* P'icc-President for MemWrship-JR. T. Solensteti. vice-president. Elliott Service- Company, New York City. Vice-President far Industrial Safety--George H- Warfel, sushuud to vice-presidcm. Union Pacific Railroad Company, Omaha, Neb. Vice-Prcshh-nt for H>aUU--Dr.. Cassius H. Watson, medkal director, American Telephone & Telegraph Company, New York City. Vice-President for Education --Albert W- Whitney, associate general manager. National Bureau of Casualty & Suicty Underwriters, New York City. Treasurer--William E. Worth, works manager. Twine Mills, International Har vester Company, Chicago. Secretary and Managing Director---W. H. Cameron, Chicago. The newly elected president of the National Safety Council. John E. Long, super visor of safety. The Delaware ami Hudson Railroad CV>rp.B Albany, N- Y,, then was introduced by the chaimwin. and addressed the Council members as follows: 2i Tvvcnty sccond Congress--National Safety Council /c^) c - ~~ The President's Speech of Acceptance It seems to me that there are two big problems which are constantly- facing the National Safety Council. One is to keep safety knowledge abreast of the advances being made in industry and transportation. We must posh into new fields of research and analysts. The second is to co-ordinate the efforts of those who arc responsible for safety In our industries and communities and stimulate effort all along the line. Wc must not fail to realize that relatively few employers are carrying on safety programs that really produce results. Many are not yet convinced that accident pre venttoo is thoroughly practicable. They fait to realize tbc srau.ll coat of an elTcclive program ami the large benefits obtainable. We stall have thousands of small and medium-sized concerns to win over. And there is still fatalistic indifference toward the public accident tscohlem. * Much more could be said about the accidents happening outside of industry--on our streets and highways, in our homes and in public places. Fundamentally, the problem is the same everywhere: first, genuine acceptance of responsibility, and then organi zation of protective measures. During this Congress week our discussion naturally coders on methods and tech nique, hut even more than the essential equipment and methods, wc need courage, determination and persistence. It is my earnest hope that the coming year will be one of accomplishment both for the safely movement as a whole, and for your individual contributions to the cause. You have rendered distinguished service in the past and I trust tlt&t I can count on your continued loyal support in the future. I am grateful for this opportunity of co-operating with you in our constant attack upon the accident problem. Perhaps it is unnecessary for me to say that I sincerely appreciate the honor you have craiferred upon me. Knowing something of its obliga tion*. I am a bit apprehensive of my' ability to measure up to your expectation*. However, it has been said that the only prayer ever answered is the prayer of service and labor. 3 will give you the best I have. Quinnau Banash then introduced the speaker ot" the evemng, Reverend Preston Bradley, D.D~ pastor of the Peoples Church of Chicago, wlwse address was entitled "The Romance of Life/' At an early hour the tables were cleared away and the remainder of the evening was devoted to dancing. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONG R E S .S NATIONAL SAFETY COUNCIL Accident Records TUESDAY AFTERNOON SESSION October 3, 1933 The session devoted to the discussion of Accident Records was called to order by Chau man P F. Blank, Director of Safety and Wclfaie, June-* and I^ughUn Steel Corporation, Pittsburgh, Pa.. who presided. The chairman welcomed life delegate* on behalf of the National Safety Council and immediately introduced the first speaker. ... .1 , How to Collect and Tabulate Accident Records - By B. O. PICKARD Manager, Pacific Coast Marine Association's Accident Prevention Bureau, Ban Francisco j The speaker said in part: I believe that 1 can beat serve you by placing Induce you my own experiences with accident record tabulations.. But. first, I sh-Diild like to impress upon you the fact that before 192? {the year Utc Pacific Coast Marine Association's Accident Prevention Bureau was inaugurated) there were no available reliable data on accidents occurring in die marine industry. At that time the reports oi injuries were prepared primarily for the use of insur ance daim agents, attorneys, doctors and the Slate Industrial Accident Connimsiosts: the principal interest in an accident was the nature- and possible costs of the. resulting injury; the accuracy of lire details written on the forms, especially a* far as tbc cause of the accident was concerned, was seldom checked, unless the injury proved fatal, or a catastrophe occurred arid public opiimxi became a factor- The report forms were not standard except for each of tlx* Industrial Accident Commissions. Many accidents resulting in injuries ot a presumably minor nature were not reported at all. Supervisors, as a whole, were not interested in accidents or accident preven tion, and frequently did net hear of owe occurring m the gang, or men they were bossing. Our Bureau is now six and one halt years old, and Iras at this writing analyzed meue than 40,000 reports of accidents resulting in i*ersonal injuries to the employee* of more than 100 Pacific Coast ship owner and stevedoring companies. In connec tion with the analytical system, which is now used. I established a few unularoental 23 24 Ttventy^second Congress--Afatbnal Safety Council principles, some ol uhk.li I shall quote in ordci ttat certain statements will Ijc understood. 1. Differentiate between the terms "accident" and `'injury." The injury is actu ally one of the results of the particular accident specified in the report, which type of accident protahly occurred frequently before some unfortunate employee became a i setim. 2. An accident prevention bureau is not interested in an injury except as one of the results of an accident. It is interested in the elimination of all accidents that cause wastage, not only of human bodies, but of material, property and time. 1. An accident is tire end result of a certain number of exposures to industrial physical hazards. 4. To prevent acririct-is, we must first learn our physical hazards and group them according to varied operations. We can then control each hazard as far as is prac ticable. Eventually, we can limit the exposure to the uncontrollable physical hazards through the development of safe working conditions, safe equipment, standardized safe practices and standardized safe habits. 5. An accident prevention program must be predicated oq the belief that (a) acci dents can be prevented: (b) an accident is an error or mistake on sonic individual's part: (c) errors or mistakes are controllable through supervision; (d) if the error ts tolerated the accident will recur as soon as the law of averages catches up; and (t) accidents will be prevented only if resjrenribibty for non-prevention is assigned. One of tire most iutportauL "facts**, which snsat be deduced Ircnt reports of accidents, is the nature of the physical hazards classified in the order of their relative im portant Physical hazards m industry may be considered as represented by a com bination of tire following: (a) the place of employment, (b) the nature of the work, (c) the equipment or material involved, I'd) the types of accidents, and (e) the contributory cruses of accidents. Probably the most important nf these physical hazard factors is the "aeckicnt types.*1 I classify "types" by determining the prinairy cause of the accident, ignoring as far as is possible the cause ol the injury. X differentiate,, therefore between the cause and effects of an accident . For example, here Is an actual occurrence that will better explain what is meant: "A man while climbing a ladder was struck by a moving sling load and was knocked off the ladder ; he fell to the bottom of die bold, landing on a fellow workman who was working in the square of the hatch.** The accident t>pe >u this case (or the unexpected occurrence which started the chain., of circumstances which injured the two men) is, according to this system, the imcontidk'd "moving sling load"; tire "place" of tire accident is the hold of the ship; the i*iutmc of work** is iwxsttng cargo: sud the "contributory causes** are the mtCPMirolictl moving object (moving sling load) and climbing ladder while cargo or material was in tuoliott in the hatch, Tire No. 1 man was injured only slightly when he was struck by the sling7 load, but he was more seriously injured when he landed in (!e bottom of the lioJd. The second man.was injured ulj lie was struck by the man who fell on him. Neither man would tave been injured, neither would there have been any time or material wasted, if the moving sling load had been properly controlled, or if the man tad not been permitted to climb the ladder during hoisting operations. In thi> instance the r,i postirc to tire hazard of hoisting cargo in an open hatch could have been eliminated entirely had the hatch-tender in charge of hoisting in the j-iccsdenf Records 25 hold been instructed u> refuse absolutely to hoist cargo while 3 man was chi the Udder, or anyone exposed in any way to the moving sling load. Classitvmg, as the Bureau docs, more tluui 6,000 accident reports each year, it has been deemed necessary to take advantage of what is known as the Hollerith Card System, followed by the tabulating machine facilities of a tabulating service company in San Francisco. The tallowing information is quote*.! Iron: tire accompanying mjury report and then punrhed on a Hollerith card: (a) Date; (b) Case No..; (c) Employer, if any; (d) Ship by itamt, if any; (c) Port by name. If any, (i) Occupation of injured man; (g) Place ai accident; (h) Nature of work; (i) Cargo; (k) Age ol injured man; (1) T>ic of accident; fm) Seriousness of injury: (u) Type of injury; Part of body; and (sO Con tributory cause. The classification called 'Type of accident" is an outgrowth ot the general causa tions that are used in jwactically every industrial accident analysts. In my system it i# really a grouping of accidents by Type'*, and under types of accidents urc in-e the following major headings: Slipping, Stumbling. Trapping, Jumping, Loring Bal ance or Falling: Falling Objects; Moving Objects (not falling objects); Flying Objects: Hruid Handling; Striking against Objects not being handled (not metaling tripping or stumbling); Stepping on Objects; Ham! Tools; Machinery fopetuimK. adjusting, cleaning, oilingj repairing) ; ATI other lypcs, and not apfiareut from rep-orts. The details in this "Accident Type" classification are offered primarily as the answer to the Bureau's peculiar problem. I sltould tell you that the details are a development of six years of experience in an industry that lias certain outstanding physical hazards. Many details could t expanded. In fact, tire first, second and even the fifth classification, which I attempted, contained many experimental details that have been found unnecessary and are mm discontinued. When it is suspirioncd that an acch-knt type exists, that deserves special study, the detailed accident type i* isolated for a year or two ami thereby I am enabled to analyze it. The seriousness of the injury (Section M) divided into three headings--minor, disabling, and fatal injuries; miner injuries being liiosc which do not result in any loss of time: a disabling injury Is considered as one which causes loss of time in addition to the day or watch ou which the injury occurred, or prevents tire injured man from carrying on hit regular duties on tire day or watch following tire Injury. The only excuse for this classification m an accident prevention program is to balance or cqoalize the reporting variability of the different companies. If I had the power to compel a report on every injury resulting from an industrial accident, 1 would make no distinction between a splinter, a cut, or a fatality. Under contributory causes (Section P) my rule is, that tire accident must be con sidered from the viewpoint of "why it was not prevented." The contributory outs* assigned should be the best answer; that can be obtained from the report and a knowl edge of the practice* involved, to the question--"Who or what was responsible for not preventing the accident?" From many' of the reports only one answer can be obtained and this type is simple to code. However, in other cases the cause is not clearly evidenced. These cases are those involving habits of the men, and practices, methods and operations. A distinction between a practice and a habit is at times difficult to draw. To standardize the classification, lire following definitions are used: "A habit is something indulged iu by individuals as such A practice is in dulged in more or less universally by a group of workmen. Many times the action of a man is ireth u practice ami a habit." 26 Twenty-second Congress--National Safety Council In assigning the contributory cause, tlml cause which ts most important, most easily corrected, and which will do the most toward preventing a repetition of the accident is the one used. Placing responsibility for the iKi*pccientkfli of an accident on a -workman will not necessarily prevent its repetition, hence, whenever reasonable, it is my belief that non-prcvcntion should be charged to tlie supervisory force; for, hi the last analysis, it is tlie supervisory force that is responsible for the non-prevention of the accident Practices, and even habits, can be corrected through this agency. A classification that has proved extremely interesting to the supervisors, and most valuable to me, in driving home tlie common nature of accidents and their relation to continued exposure to unsafe methods, habits, working conditions and equipment, is the "danger of work"`segregation. After the detailed information for accidents is coded and punched on tlie Hollerith Card, tabulating machines are used to assemble and tabulate such infortnaikm as is desired for each employer, ship and port; for each group of employer companies: for each trade, etc. Quarterly, semi-annual and annual reports ore based on these tabu lated assemblies and presented to the companies andassociations in both tabulated and graphical forms. Safety posters, special drives on a certain type of accident: ?yi a certain type of work; on a certain practice; or on a certain habit, arc based on tlie facts thus assembled. In closing this paper I should advise you that I have now determined after six annual mrieys, that there is so IlUle change year in and year out inthe accident types tint this classification study in the future will be checkedonly at five year intervals. However, the contributory cause classification, combined with "Nature of work" will be made each year, because they arc providing facts which are quite valuable in correcting certain prevailing unsafe practices and habits, and in assigning responsibility for the tKKW>reves-f<ion of accidents. f-A. 4 y ...... How to Analyze and Use Accident Records By E. J. KRBH Manager, Accident Prevention, Philadelphia Company, Pittsburgh `life speaker said in pari: Reliable analyses must be based on accurate and com plete data. Therefore, accurate information on the basic cause of every rassl&p is of major importance. It is not difficult to demonstrate through intelligent use of acci dent facts the following: (*) Accident reports keep supervision Informed of the faults in man and equip ment. (b) Accident facts guide management in correcting faults which interfere with maximum efficiency. (c) They can be made to pay big dividends. When these advantages manifest themselves. there is no more difficulty. After complete ami accurate reports are assured, a minimum number of basic records sliould be established and so arranged to provide quick and ready reference. In addttkm to these established periodic reports for executives, superintendents, and foremen, the safety engineer must initiate other research which las judgment dictates as being advisable. As he progresses, further research will suggest itself. No plan Accident Records 27 may be outlined which would be used by all forms of butines*, but tlie following practical examples should illustrate the means which might be employed. Finding the Cause for Accident Fronanesu When the accident report reaches the office of the safety engineer, it is profitable to review all previous reports involving that employee during the past several years. This review permits discovery of any proueness to certain failings If such Is noted, a complete list of past accidents nay then be forwarded to the supervisor or ioeeman, suggesting Uat lie study the men, the tods, the equipment, the lighting, or what other elements may be indicated. A notation is made of the action takeu. and if any other mishaps occur involving tlie same employee, tlie file is again reviewed. Example--Report is received stating that an employee had a foreign body lodged in his eye while working under a car. Review of his previous accidents shows four simitar occurrences, and four other mishaps where knuckles were barked when a wrench slipped on a nut. All these are listed and sent to the foreman. He studies the man and finds that while lie works under the car, dirt and other foreign mailer falls, for which reasons, the mini squints, and with eyes half cloned, attempts the adjustment of the wrench. The result H improper adjustment and consequent slip page. Goggles will cure both types of accident. The foreman will be prompt in coming to that detiskuC and because he mak(:3 it himself, he is wore likely to make sure that hi* rule is obeyed. A report from a molot coach operator describe* a fall inside the coach. A review of his past record shows three similar accidents, as well as five collisions due to vehicles running into tlie rear of the coach after ft had made a stop. The data arc forwarded to the supervisor, who correctly concludes that the man Is making sudden service stops. He verifies this by observation and proper training follows. Lineman reports fall from a pole. Record shows three other falls or near falls, all Klleged doe to spurs cutting out. Record sent to tile foreman who observes peculiar awkwardness on the pole. Physical examination followed. High blood pressure and dizziness discovered as the cause. For street car operators, coach operators, and commercial fleet drivers, some com panies find it desirable to maintain a daily running catd record of each man. Each day he *s credited with the number of hours worked or miles operated. A* each accident occurs, it w noted on his card, together with thi type and cost At the end of each mouth, ratings are established on (lu: basis of hours worked or miles oper ated. This rating is then compared with the garage or car house average. This procedure permits constant identification of the poor operator, after which, his record may be studied and cause of failure inquired into. Observation while operating, con sultation, mental and physical check-up or additional training may follow. Finding th Cans* of Equipment and Material Failure An accident report states that a pipe tong slipped. Tlie rejiort shows that the tong was Sn good condition. The man involved did not have a similar accident. Review of the accident facts sliows six similar accidents during tint year involving other men. The logical conclusion is that the fault is not in the men but may be in the tool. Facts arc presented to the superintendent, who inspects all the trmgs on the system. He finds that the key used in the tong is not the i*roiei size and thus discovers the cause for slippage. 28 Tucnty-sccond Congress--National Safety Council Another accident report describes '`splinter in hand off a mop handle." Review of record cards for mop handle splinter accidents locates six. With that information, the superintendent is justified in looking into the grade of wood in alt of ls mt*p laudle*. He finds all had. Takes the matter up with the manufacturer, who sup plies a better grade of handle.. Accident report describes loot injury due to falling object. It is the first time this man was involved. Check shows seven others in the same department, all in volving the same process. Facts are presented to the foreman. He studies the oper ation and concludes llut a convenor should be supplied. It remedied the accident cause, and also speeded up production. An automobile accident report describes an occurrence wherein a vehicle tan into the rear of a work truck while It stood on live street at night. An inspection showed the truck was equipped with legal lights in good condition. Check of this type of equipment allowed five similar type* ot accidents all occurring at night. This Ijrumpted tlic dqartmcnt head to conclude tlut additional markers arul red lights should he supplied, and the truck painted, as well, in the rear with stripes readily distinguishable at night. Several of the foregoing examples give evidence that accident facts aided in the improvement of methods and practices and assisted the superintendent to increase his efficient)*. Wlt better argument can be found .to show justification for accurate data. Lttd me of accident facts? Group Studies Periodically,, it may be desirable to study the accident record of ail men under each foremen. Particularly is this desirable of those supervisors who have a higgler accident rate than oilier groups similarly engaged. Many interesting facts may l>e found winch are vahuUc to die superintendent in imi>rovmg the Qualities of hi* supervisors. Suppose you find lliat many accidents are doe to Sack of knowledge. Doubtless. that tnformatton convinces tlie sutperuitBudent that tl*o foreman slioold be instructed tu give mure attention to planning the job aisd to live training of men. A frequency of accidents due to infraction of safety rules mdkates lack of discipline. Review of foremans record for one year shows three accidents due to falling objects, one due to ladder slippage, ladder was not tied nor equipped with shoes-- two due to running through tlie shop. one due to horse-play, three eye injuries rxxeiicd in oiwratKwis requiring list* use of AH of these show vfolAUOtt of ll*e prevailing safolj rules. With iltese data in hand, die superintendent is crjuiipittd with iniormatiois to reach proper conclusions anti take p-roj^r action. In such in- unices, accident facts rnxlcr a definite service to the managers of men, which will lead to mi|>rovement in qtifllitievof supervision. Group Studies by Type Because so many factors are involved, many elements in accident cause will remain hidden, utiles* types of accidents are studied in groups. For instance, what effect docs age. experience, time, place. occupation, physical condition, and lighting have upon the frequency of falls. To learn litis, it may be necessary to study all falls occurring over a long period of time Much mtcrestinr and useful data can be developed which may ire ued to great advantage. Tiie^e arc examples. Accident Records 2*J Electrical Accidents Gcxx^n bodies showed that they were much mofc frequent >n <innncr than n wiaavr. This provided data for both employees and foremen It made qt-ud indium beard pqtfcrial The analysis aho showed that while electrical hum* occurred wuh lot hrcqon^y-than other type?:, the severity and the cost were greater `13m. v..i* t^ktdid information and enabled supervision to sec the iinjiortance of maximum tiac of pce<cctive equipment. When the cause of electrical accidents was broken down further bv tlcpanmcnts, ai>d b> job*, occupational hazards were discovered and change in mciluxU and, equip ment took peace. As an example, electrical burns to street car n|scrai,*rs> were found U> be dtsr to the design of tlx* fuse cut-out box. Rack strains were found tc< occur with greater frequency at the K^mniug and cul of the week: two-thirds occulted in the winter, ami only one third in summer. Eye nijurtes showed tlie occupations most effected, dheovex cd jobs which were w*t protected, and provided one of the best mediums to phow the value of e>c iHolcttfou Group studies to determine the effect of age and job experience on the Accident rate usually show tJul the ttMT>pcrieretl hand h* tlie highest rate amt also tlmt the young man is more often involved Thoe facts point out the importance of Irjuiilm; voting as well as new men The Time Accidents Occur The study of peak hntur.s is sometimes valuable as. was demonstrated when it was discovered that tlie major cause foe trouble m one department io the peak hour was aisle congestion. Another division showed that 'Viurmug through the shop m-ar the quitting tirBc" was a major factor.. Wiiliout doubt, these causes would nut have been discovered without this informal ion. Part of Body Injured Before all workers are compelled to wear hsird toed shoes. it would seem reason able to kant the extent and the nature of the foot haaard. Some <leprt>nettts luve none, while other* have many The degree of frequency should t-c tlie smile. This data also provides the safety engineer with sound argument to sell this protective equipment to workers and supervisors. Ocea^Hmatly. fmctori mutt N tuxjictl at th* tac'W !* m *rrue at u tunul solution. A group study of falls insiile a street car involved these factors" Age and sex of passenger*, weather condition*, Mrmgfo, fowl, or curved track, lype d equipment. floors, stanchion*. the otrarafor, the route, direction, mwnlxx of jian-scngcri. the car and many other factors. Conclusions Reached a. That most accidents occur when the car has less than twenty jjassenger* on board. b.. That the majority are women over forty years of age. c. That the majority involve casual women riders hampered with bundles. <L That high heeled shoes arc an important element. c That most occur In die off peak hours. 30 Twenty-second Congress--National Safely Council All of these show that the major effort should be directed toward the education of this type of passenger. It was further covered that-- a. Wet and snowy weather plays an important part b Tint the majority occur when the* car is starting:.. These items focus attention upon the need for training in acceleration, and sanding car floors in wet wealiter. The study may also show that the majority occur in one part of the car. This encourages obser vation which convinces one that the location of stanchions or handholds should be changed. Study may alio indicate that the floors of the cars might be improved whenever new car design Is considered. . Accident Locations Particularly valuable from the standpoint of vehicle collisions, but may also be applied to the industrial plant When records are maintained showing the locations of accidents, these may be studied as the frequency and circumstances warrant. A plan can be made of the intersection and the manner of each occurrence Illustrated oo the plan. These plans may then be submitted to the company traffic supervisor, as well as to the municipal traffic engineer. This may justify changes in timing of signal lights, curb cut-hacks, erection of warning signs, restriction of parking, paint fng af overhang' lines on the street and other similar remedies. Coat It is wise to keep the executive and supervisory family informed of the cost of accidents, as well as the hidden and incidental losses which accrue therefrom. It is desirable to present this d,ila at regular Intervals showing results by divisions, by departments and by companies, so that comparisons may be made. Occasionally, it is wise to set up this cost on the basis of uaits of production. If for example, the executives and foremen of a coal mine understand that their production cost per ton mined has siscn fifty cents, all because >t one accident, it focuses their attention on preventive measure. In litigated claims or those pending adjustment, the payment is made usually a long time alter everyone Isas forgotten the incident. It is desirable to inform manager, as well as foremen, of the final result. Periodically, it 15 found profitable to set up a statement shewing cost of accidents by type. This information calls attention to the causes of tltose accidents which are creating the greatest loss. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS N A TJ O NA L SAFF.T V C 0 U N C / L Dermatitis WEDNESDAY AFTEKNt ON SESSION October 4, 1933 The special session devoted to a discussion of dermatitis problems was culled tu order by C. W. Smith, Standard Oil Company (Indiana), Chicago, representing the Executive Committee of the National Safety Council, who welcomed the delegate*. He then introduced Dr. Bert \V,, Caldwell, executive secretary, American Hospital Association, Chicago, who presided throughout the session. I>r. Caldwell promptly introduced the first speaker. f.\4 r /.v i` V,. '`T Oil Dermatitis -- /* t i *- By dr. w. j. McConnell Awlityint Medical Director, Metropolitan Life Insurance Co., New York City The speaker said in part: "Oil pimples** and "oil acne'* arc the names generally employed by workers as descriptive of the skin affections resulting from contact with oils and lubricating compound* which are used as lubricants aud refrigerants in the cutting of metals, alloys, and in like processes. The skin eruption appears primarily as comedones situated in the orifices of the hair follicles. Encircling each comcdone there appears a reddish, circumscribed macular eruption, with a tendency to slight elevation, varying in size from one to three nrillimetcrs in diameter. These macular ctnfdioos, in turn, rapidly develop into papular lesions or the .characteristic pimples vrith the circular bases and conical tops Utrough which the cilia protrude. The pimples appear usually on tlie backs of the hands, the forearms, and the anterior surfaces of the thighs. Among workers who have the liabit of brushing live hair back with tlie Hand, the foreiscad and face become additional sites of the pimples. The chief complaint accompanying the skin eruptions is an irritation oi the skin. Further injury to the skin may follow picking and scratching at the eruptions. On removal of the individual from contact with live oils, the eruptions usually retrogress and disappear, but may leave ait mky black discoloration or a tatoomg effect at the site of the eruptions. The discoloration presumably is caused by carbon suspended in the oSL Some of the papular eruptions may become infected and develop iuto pustules and abscesses. This has led to the erroneous conclusion advanced by some observers 31 32 Twenty-second Congress--National Safety Council that the infection is tlx* primary came of the vkin eruption. Irritant substance* in the oils, suggested by other observers as tire cause of the eruptions, are undoubtedly responsible in part for initiating the shin inflammation. The occurrence of the crutrtiotis, however, will persist, I am convinced, so long as efforts are directed solely to tire discovery of methods intended to inhibit the action of microorganisms and of irritant properties in five cutting liquids to the exclusion of measures designed to protect tin: shin surfaces from direct contact with t!x> cutting liquids. 1 Analyses ot many cutting liquids used *: industrial ot>eratk>ns, it is true, 'vave tkinorwtrated the presence of infectious microorganisms, but cultures made from the scrappings rauicr the finger nails and on the surface of the shin likewise may demon strate infections nueroorgnimms. That the primal y cause of the skin eruption is not the result of infection is further evidenced by the fact that smears taken by different investigators ascptically from the eruptions have failed to demonstrate any micro* organisms It would seem logical, also, were the eruptions caused by microorgan ism* in Uve manner described, that mote direct evidence of well-defined epidemics of skirt infection*. the ntouber of cases approximating seasonably the number of expo- sures. would be: found. Many cutting liquids, perlwps the majority, apparently arc not mjurioua to the normal skm as is evidenced by Use absence of any skin lesions ascribaWc to the liquids among a number of workers using th.era. Cutting liquids even when penctiating into akin cuts and wound* do not always retard healiug, I liave examined imti-.kluals complaining of the primary skin eruptions whose arms also bore cuts ami scratches into which the cutting liquid Iwtl penetrated, but who staled Unit the lubricant assisted in healing the wounds The infections which are associated with iIjc skiu eruptions in many instances no doubt result from mfct ownanism* derived from lle skin surfaces whhh gain entrance through injury to the skin caused by scratching and packing at tlie et upturns. It is possible, also, that oils winch have atuiucO a high temperature may produce iniimte bums on the skin which favor the ingress of the microorganisms In some few instance* the infectious microorganism* may be conveyed to tlic skhi by tlic reused cutting liquids, but the pou t I wish to empliashe i* that these infections arc secondary to or associated with the primary skin eruptions rather than the cause of the eruptions, NeHSier does the tlteory tlwt the skin eruptions result from the chemical or irritant action of certain cutting liquids adequately explain the formation of ilie lesion* at the site of the hair follicles leaving the rntrafoUhruiar space* uninjured. Analyses of certain lubricating- oils awl divers combinations of ods and compound* indicate the ifroence of irritating substances which in themselves way irritate and inflame the skin surfaces. , Por the purpose o affording a distinctive product or of patentability many cutting liquids coutain one or mofe special agents, such as intro-derivatives of benzene, toluene, plieuots. cresoSs. coloring agents and deodorants, each capable of producing chemical irritation <4 Use akin. Phenols, when prevent, iday rn addition produce systemic poisoning from skm a*ocption. Another fact which may contribute to the chemical content of the oih, ami compound* is that die various metals used for making rods, bars, am! oilier parts of machinery are pickled before they leave the rolling nulls and such chemicals may easily be removed from the metals by the oils and compounds as they jmss over them and in this way become carrier* ol the chemical*. However, wlicn such irritant properties arc iiresent in the oils the entire surface* of the skin coming in contact with the oils become inflamed awl the dermatitis Dermatitis produced is characteristic of the agent causing it. The kiu eruption* which are rec ognized as oil dermatitis or oil pimples appear when no irritant agent* are found in the cutting liquids and, therefore, cannot be. attributed solely to the chemical action of these liquids. Among the many variable factors which may initiate or aggravate tSe skin eruptions the most constant factor a* determined by the United States Public Health Service investigation was the dryness of the skin of tltose exhibiting tire skin lesion*. Those individuals with naturally oily skins did not seem to be troubled with the eruptions. The dryness or the skin may result from ilte desiccating power of tlic oils used or from a deficiency m the natural ciUness of the skin. The cutting liquids, which may be slightly irritating and contain impurities or foreign matter, such as dirt, are more easily absorbed by the pore* of the skin in die absence of its natural oiliness and cause, mechanical obstructions of the sebaceous ducts. The skin in this, respect might be compared to a blotter. Oil is readily absorbed by a dry blotter, whereas a blotter saturated with oil does not take up au excess. The variability in the natural oiliness of die skin of different individuals no doubt accounts for certain workmen developing the dermatosis, sootier than others and accounts, also, for the absence of the dermatosis among other workmen operating Uic same machines and working under the same condition*. Solutions, other tliau cutting liquid*, may cause a simitar skin eruption hi *<isccptihhr individuals. Sugar solutions give rise to what s called "sugar itch" or `"bakers itch." Ink may cause an eruption which is known as 8,ink acneai "Zinc pox" is the name applied when zswc dust Is tltc causative agent; "rubber itch'" and "cement itch" ate oilier descriptive terms for similar skhi eruptions. On the theory that tltese substances entered into and obstructed the small openings of the skin ami in thi* way caused tlic development of the skin pimples it appeared obvious that a dean oil rubbed into the jsores of the skin would prevent the entrance of the solutions causing the dermatosis. It must fee remembered, however, that oil rubbed Into a skm ahead/ coveted with extraneous matters tends only to force further into the orifices the obstructing material. Therefore, in order to obviate this difficulty it is important that l?: worker first clean the skin surfaces with warm water ami soap before applying the dean oily mixture. The following procedure has been found effective in preventing the dermatosis: 1. On entering the plant cadi workman is required U> wash Use hands ami fore arms thoroughly with warm water and soap A mixture of swadust and liquid soap may be used to assist iu cleaning tlte skm. 2. After drying the akin with an individual towel, he should apply cither cantor oil. lanolin, or lanolin and castor oil, and rub wtil into the skin, 3. At noon, l>efore eating luncheon, the workman should wash his hands ami forearms with warm water and soap. 4. On returning to work, he should repeat the morning schedule of washing and applying the oil preparation. 5. At the end of the workday, lie should wadi las hands and aims with warm water and soap, and dry them. If the skin is cut, scratched, or otherwise abraded, the usual first aid antiseptic treatment should be applied. 6. The lesions on the thighs can be he*t prevented by wearing apron* impenetrable to oils. 34 { Twcntx-sccond Couqrcss--Nattend! Safely Council 'tip /Sryfc'C'w. ;J ' * -/2 Cleanliness in the Prevention of Industrial Dermatoses > By W. R. REDDEN, "M.D. Director, First Aid, New York Chapter, American Red Cross The speaker said hi part: Many employees suffer from skin affections because oi tlfrcsr contact with cutting oils, industrial dust, and other irritants. In fact. Industrial dermatoses head the lists of industrial diseases, wherever reported. Yet the real trouble may be dirt; that is, both tiie ordinary dirt that vre tecogmzc as "dirty*' and tlie general kind that lias been defined as merely "matter out of place." Wluit are some of the factors in the development of industrial dermatoses? Anything from hot water ami mild soap, which are harmless and tvon-iKUsonou*. lo pitch, tar, and arsenic,, which arc definitely poisonous, may cause a skin irritation with resultant snfiainmaiiou if these material; come in contact with the skin hi sufficient quantity Over a sufficient length of time. This might W'ell be tile case with workers in sugar, gardeners who handle hyacinth bulbs, or evert l&eusewivc; wlio fondle the beautiful Idooms of the Japanese primrose. It is quite possible that certain persons who suffer from "rubber itch". Tinkers' itch", etc.., might fall under this group even though wc know that at lt*t the hexametbyleiic-tetranws used hi tins rubber industry is of it<eU toxic. Season, temperature and humklity, working conditions, arid kinds o( skin play an important i*art. It has been observed that wlrcu workers in industries in which cutting oils or dusts of various kinds are Sound, become soaked wirth perspiration, there is an increase in dermatoses: ami (hat rtry-skinned persons ami persons troubled with excessive oil are more susceptible than normally oily-skiiu>rd persons. Probably part of the answer in regard to heat and peispuatkm lies in the fact tluU more dirt is taken up by the perspiration; dial U*e person in an attempt to keep the sweat out of eye* and off the hards, brushes his lands and arms across each other, across the forehead and tl>e back of the neck, thus ruMiing hi the dtrL If tlie substance is toxic in itself. *o much the worse.. Moreover, if woik clothes are filled with dust and iiiii. then become perspiration soaked, od soaked, etc., every movement of the body as well as tire mldiiing with the IuuhIs, grinds in the grime ami irritating substances. Apparently the oil on lle skin is the first tine of defense against irritants and other dermatomes producers. Hence, if tins natural skin oil is frequently removed by gasoUne. lieimnc. kero&ena and otlwr grease solvents, the skia becomes dry, itarsh and cracked, and the first harr ier to dermatoses is destroyed. The same Isolds true when pumice. Itarsh and abrasive cleaners, and stiff brushes arc u*cd. The occupational dermatp^cs arc not primarily caused by infection of tlte skin. When the skin becomes irritated. when bacteria from the skin arc carried by dirt, Ricasc. non-poisonous or povsouou*. substances in live 'openings about the hairs, tiic way is open for infection. When itching causes scratching with bacteria-laxleu finger aai>$. or rubbing with dirty lunds, arms, or clothing, the skin is broken and germs find `an oj>en <kvir to a fine incubator. Wiicn tlic skin is wiped w ith coarse burlap, wuste or cloths which contain minute particles of dirt and metal, or when a skin covered with oil and dirt is rubbed with clean waste or clean clodis. the surface is broken and the greatest defense of the skin against infection is destroyed. Obviously, for materials like acids and alkalis, including chromium, which destroy the skin oil and skin, there arc two answers: provide closed equipment wherever Dermatitis 35 possible; provide workers with adequate protective covering. In otlier words, keep these skin destrov ers off the skin. Require a pre*em|>k>>"nw*n phyiiml examination for every applicant and a periodic examination ot ali employees when there is to ?<c an exposure to a known toxic substance. Exclude those with skin disease. It the case cl paraffin workers, there should be a daily skin examination Do a patch skin test on ali wlio uic to be exposed to toxic materials and a ho on all who develop a dermatosis during employment. The skin patch is simple. Wherever ?t is evident tlwst a worker has a susceptible skhu wlvcthcr this is due to a systematic condition. tit a natural dryness of the skin, or to scmilnaiiou of the akin following related exposure, the person should be transferred to a non exposure task In addition, h i. important to keep as much of this toxic material us possible away irooi contact with the worker. This i* done !>y me cf a dosed process as far as this Is imvouWc ami by the use of protective material such as gloves, as=rons, snu* fitting clothe* tight at neck, wrists waist and ankle It is jiust as important to remove tlursc mjliftiances an rapidly and as effectively as possible (tom the skin. An iUusls.itkm ol how tlte American Cyanaivud Company solved its problem will help. Thus company was pestered by cases of dermatitis.. After careful study and experimentation. they- fonmj that the most satisfactory results were obtained as follows; 1. Workers change from -ilrect clMlics :iit clr^it work clothes at the licginumg of the day 2.. They batlsc llvoroughlly e\ cry night before leaving die plant, 3 Tliey make a complete change of work clothes from sfcm CKrt alter the wash-up. 4. In cases where men are unloading cars of the evauanml, they arc tunmhed with dean underwear and outer clothing.. In addition, they installed ui locker rooms, soap dispensers m which was a solution as follows: glycerine, 960 gram*; alcohol, 691 grams; salicylic acid, 340 grams. This solution was applied io face, neck, wrists and itands after btillmigand seemed to keep tiic skin soft ami pliable. Tltc plant hospital records stowed 225 coses of dermatitis treated during 192$. During the next year after the alhive system was put into effect, only 29 cases were treated, and these fell wHlttn the first five mouths. Before you attempt to try out any one of tlte mnumeraldc methods for the preven tion oi industrial dermatoses, give the simple methods of personal and environmental cleanliness, such as we shall outline later, a lltorough trial under adequate supervision. Then add to these, the proper lumcUmg of oil* tor rc-wc. Fes cutting oils and ccsnpourrfts, tltt-u. xlw prittatry preventive measure rests s?jiiarriy upon supervised wshri>g with any mild soap, a soft iriduidtwl scrubUiog bcusli, ruuariug hot water, and the u*c of a pervonat tewd. To this wt add. wear leather aprons to prevent abdominal irriuuion and wear a simple, clean band nlt tlie forrfiead such as is -used by tenuis players to keep perspiration from Aoing down into the eyes and to prevent contact of the arm for soiled hands to wipe away this perqnruium. Swell a i*rocedure calls for plenty or jiroteclor* tirade of okk soft cloth. Keep ah work clotlves clean and dry. The frequency nf washing the clothing will depend upon the autotmt of contact with dirt, oil or perspiration. Some groups liave found it pays to set up a laiuulry csqtiipmcnt to handle tmdcrcloHies and out side work clothes and the towels of the employees 36 Tiwnly~sccond Congress--National Safety Council Certain it is that work clothes should always be changed lor street clothes, etc., and should be kept in locker rooms where they will thoroughly dry in air. The re-used oil should be freed from metallic materials and should be sterilized. The workers should be taught never to use waste to wipe oils from the hands because waste contains, bits of metal and dirt which may break the skin and Often the way for infection. It has bceu found that a magnet will pick up plenty of such particles when the skin Is wiped with waste. The workers should be taught to rinse off the oil. etc., under running hot water with lire use of mild soap rather than to use the cutting compounds few cleansing purposes. This ltolds true for the use of kerosene, gasoline, etc., as before mentioned. Because dermatoses form such a large proportion of all occupational diseases and are often disabling, one should be familiar with at least the more important occupa tions that are exposed to skiu irritants. Complete lists are almost impossible because almost any foreign-substance can become an irritant if it in in coutiraKms contact with the skin But it is always possible to have in chart, form a complete Hating of all chemicals used in your plant. To this list sitould be added a complete chemical analysis of all new materials as they are introduced into old or new processes. Against such a list, it is then possible to cheek up on the substances that are known irritants or that are known to cause dermatoses. Substitute a non irritating substance for a known hritant wherever possible. Give the worker every possible protection against contact with a known irritating substance. In addition to the use of protective clothing, the length of time of cx posure each day should be reduced by a system of alternation of work. Provide for cleaning down machines, walls, benches, and other surfaces. Make this cleaning' frequent enough to keen tbe equipment and the air as free as possible from inalterable dust and to reduce to a minimum the contact of the worker with oils, dyes, and other substances used in the operation. Make floors impermeable and keep them clean. Paint walls so they will show up dirt and so they can he tlioroughly cleaned and have them cleaned regularly. Wherever possible, have machinery painted to show up oil and dirt, and keep it clean. pot tlsc workers in washable uniform* provided by the company and laundered by either the worker or the company. Even the American Koiling Mill Company tried this out with men handling sheet metal and found It paid Have adequate hatxl washing and other toilet facilities ready available in com fortable places and jwnvide ample shower heads to take care of peak loads Either supply soap and towels, or jirovide a routine whereby each worker has his own. If a scrubbing brush is indicated, make it a part of required equipment but Ik sure they are not harsh. Supervise luwwl washing, bathing, and the change from-street clothing into work clutlwa and work clothes into street clothes. Put all toilets, washrooms, and locker rooms in clurgc of a cleaner who does nothing else but keep equipment and rooms clean. Give the workers sufficient time for the routine clean-up on company time; you will find it does not take long, once a system h established. You will find that the reduction in dermatoses with reduction in lost time and increase in efficiency will more than jy for the effort ADJOUnXMllKT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Dust Problem in Industry FRIDAY MORNING SESSION October 6, 3933 J)tiT The special session devoted to a discussion of the''dust problem in industry was called to order by J. R. Allan, assistant manager''. Industrial Engineering and Con struction Department, Interimtiuual Harvcttec'Conupany, Chicago, who presided. He briefly outlined the jan poses of the session land then presented die first speaker. The Mechanical Control of Dust - /* By E. O. JONES i&iC f*/ Consultant, National Founder* Association, Chicago The speaker said in part; Dining the last few years, much has been written about the pathological efleets of dust. Fsom tins material there seems to be some lack of agreement among scientists as to tltc pathological effects of these types at dust, (heir dangerous dimensions, the length of time one must be exposed to their inlialatlon, the density of concentration which is dangerous, and the extent iu which they arc directly causative or contributory to disease. It is unfortunate that in the twilight zone between ethics ami mxi*clhcs. there are certain members of the legal and medical profession who are willing to take advantage of these uncertainties and capitalize on them largely for their own benefit. When tbe foundry industry was confronted with the. aceosatum that it harbored a potential health hazard, Its leaders immediately took steps to study the problem, with live object of eliciting all tire facts and determining upon a course of jarocetlucc to eliminate the causation. This study has been under way in some localities tor some tkne, but its procedure presents many difficult problems. The mechanical control of dust is not our only problem, nor does the accomplish ment of such control depend upon large expenditures of money. We know from experience that gradually human ingenuity will provide ways aiui means to (his part of the problem. But let us digress from the subject to rounder the amount of dust we as indi viduals create. Take the mokfer. for Instance, who goes to his bench at the start of his day's work. He rectcHcs for his air hose, and starts the day by removing, with jts force everything lie can front his equipment In close proximity to his bench. 37 38 Twenty-second Congress--National Safety Council or 031 the window sill in front of him, you will usually find a varied collection of relics. He will usually wet down his sum! pile, hut seldom hi* floor or gangway. Wixn he is through with his shift he usually grabs the air hose and proceeds to take a compressed air hath. And uc have the foundry laborer: he has many menial tasks to perform. When he sweejks or uses a shovel lie seems to be of the opinion tliat his efforts are judged by the atmosphere he creates. If Ire does sprinkle the floor it is usually done very sparingly. Stake-out men and crane men seemingly give little attention to the results of their thoughtlessness. Grab buckets aie usually lifted to the limit of their lift and then dumped. Many companies have ftsrmsHed equipment, such as positive pressure helmet* and respirators, to employees who work hi extremely dusty atmospheres. Hut it is surprising to note the apparent lack of interest on the part of the employee for whose protection this equipment is furmstad. Prom these remarks some may say "Why shift the responsibility r8 Jfot a bit. We have merely cited these few fact* as an indication that possibly we can improve the supervision. If we make every man responsible for the cleanliness :n die vicinity in which he works, and every foreman responsible for his department, and then in turn make tlx super intendent answer for the cleanliness of his shop, we will not lave to worry about the increase as labor cost. After dust gets into the atmosphere, it is, of course, very difficult and expensive to remove. Keeping the foundry floor off tlx ceiling is a man-size job. VentHution is a problem everywhere. A diligent survey of our existing equipment may develop the fact that by small expenditure* we can Improve conditions. Inspect your dust-arresting equijuneut. See that the rapping device is m order, itat the screens arc in good voiwlitwm, we suggest that they are rapped and die hoppers emptied regularly. Hep-air any leaks in pipes. Sec that the valves dose properly. Chutes should be kept m good repair and when emptying arre*~tut %, respirators should be worn by the men whose duty it to perform this work. If refuse from the arrestor* is not removed at once, keep rt in containers or wet down until it is re* moved. Above all. watch jour air velocities and make sure you are removing at the source as much of the du*t as the equipment was originally designed to do. Yon pay for the current the motor consumes to operate your suction equipment, therefore nfit the proper return for that expenditure. T)n not store or allow sund to accumulate around your blasting equipment. Make sure you arc receiving the proper air changes m your sandblast rooms. Inspect your masks to tire amount of air purging through. The wearer is prone many times to just mack or partially open the valve, and when this done lie is not getting the full protection for winch* the helmet was designed. We suggest that the helmet be removed front the sandblast room and stored at the end of the day in a dust-tight cabinet, instructing tlx wearer to clean before re using. In oor cleaning rooms where tumbling barrels are used, we deal again with air velocities. Piping should be diligently inspected and kept in good repair. Make sure traps arc performing the service tliey were designed for It might be well to keep floors in this department wet down. Remove the day's accumulation of refuse at the ctul of tlx* day * run. Wised cyclone* are used, make suae you arc not exhausting at the level of windows which may lx opened in other parts of your plant. We will have to look for further co-operation from the foundry equipuxnt mamifactum* who serve out industry. Equipment will have to He sold to ns net to Dust Problem itt Industry 39 meet existing codes, but as dust-tight as human ingenuity can design them After the equipment i* installed, it will be tlx purchaser's responsibility to see that it is regularly inserted and maintained to perform the service for which, it was originally designed. ^ And we refer again to the employ* c's resixirutibility. When he elects to work in a foundry, he should be willing to co-operate and wcai the safety devices which arc provided by his employer, ami it will lx the purchaser's rosp'aidhility to see ttat the equipment is well cared for ami proixtly maintained. Our industry i% a basic one and wc hope tlvat it will long continue to Lc essential. Fur this rtaivou we want to assure llx*e wIk> ate sitting on the side lines that it is our determination and hope flat, with tlx help of those in the medical profession vv,vo have given so generously of their time in scientific study, we ran soon determine the actual extent of the hazard. In tlx meantime, while many diverse opinions arc being brought into agreement, it is imperative dial we give more that! passive assent to suggested measures of precaution or irnjwovemeut. The accomplislmxitt of worth while results depends upon the diligent anal active co-opcration of everyone concerned and the utilization of all known means of preventkm and control. Only through united effort can wc hope to accomplish an effective program which will give maximum of advantage to employer* and employees alike, ami to such an end wc arc confident the foundry industry will continue to dedicate it* earnest and conscientious efforts. How to Determine the Dust Content of the Atmosphere in Dusty Industries (f: Ir.cp p. /-j> >. By DR. E. G. MEITBR ? *& Director, Industrial Hygiene Laboratory, Employers Mutual Liability Insurance Co., Milwaukee, Wis. The importance of atmospheric dust as an agent in tlx causation of respirator) disease has long been known. However, it is only within the last few years that this subject has achieved medical and legal importance in dusty industries. Because of the extension of compensation laws to include occupational diseases, and through an everincreasing number of legal stwts against industrial1 concerns by employees claiming disability due to dust inhalation, there is need for a severe attack on tlx problem of eliminating or otherwise combating the dust hazard In order to intelligently control the dustiness of the air, tlx amount of dust iwoent must be determined. With a given dust, two factors are usually considered; (1) the number of dust particles m & given quantity of air. which is usually expressed in millions of particles per cubic foot of Mr: (2) particle-size, usually expressed in a size frequency distortion curve, that is the percentage less than stated size is platted against the size of particles. Instruments Used for Determining Atmospheric Dusts Many instruments have been devised for determining the dust concentration in sir and it may be well to give a brief histories,! review of this subject. The South African investigator* began using the sugar tube method for the satnplatg of atmos pheric dust in 1911; the same method was used by tlx U. S. Bureau of Mines as early as 1914. By this method a measured volume of the dust air is passed through 40 Twenty-second Congress--National Safety Council a tube containing granulated sugar, which fillers out the suspended dust. At the laboratory, the sugar is dissolved in water and the number of dust particles are deter mined by counting those in a small volume of the sugar solution wider a microscope. This mctlwd of dust sampling had certain disadvantages, the chief of which was tlic fault that the purest commercial sugar contented a certain quantity of dust, which introduced considerate errors, especially in those samples containing a low dust concentration. To overcome live limitations of the sugar tube method various other devices were developed, one of which was the Painter apparatus. This apparatus consisted essentially of a pear-shaped glass bulbv tbe lower end of which terminated in a U-tube or trap. Suction was applied to the glass bulb by means of an electric exhaust fan and the volume of air measured by means of a Petot tube. Dust-free dis tilled water was put into the U-tube. The air drawn through the water in the trap broke it up btto a spray within die larger portion of tle sampling bulb, which washed out and retained the dust. The dust so obtained was analyzed by the usual methods. The Palmer apparatus also had certain disadvantages, the chief of which was that its efficiency s a dust catcher was lour. In the search for a more portable type of in strument. nhicli at the same time would yield rapid results, the South African in* vestigators introduced ui 1916 a new instrument known as live Kotzc konhweter. The kommeter samples dust by impinging a small volume of air agamst the surface of a vaseline-coated glass plate, the vaseline serving to catch the dust particles. The dust retained on the glass plate was then counted onder the microscope at a suitable magni fication. The chief disadvantages of the konlmeter arc that in atmospheres containing a high concentration of dust, the spots arc too dense to allow counting the individual particles and the merited am, therefore, not l>e used in such cases, also many samples had to be taken to secure a correct average determination in places where the dust concentration was variable. As a result of the different metlwxls of dust determination being used by the differ ent governmental bureaus and others, it was soon found that the various du&t-samplmg methods did not yield absolute results, consequently some confusion arose In inter preting the various dust studies. In order to arrive at some basis of comparison the U- S. Bureau of Mines conducted a laboratory study of dust-satmplmg instruments. Tlie results of this study were published in Public HealIII Bulletin No. 144 entitled '`Comparative Tests of Instruments for Determining Atmospheric Dusts." (1925) During the course of this study two of the investigators, Dr. I-- Gfecnburg and G. \Y. Smith, devised a new apparatus called the wnjunger. Tn the comparative study the dust collecting efficiency of the impinger was found to be Iwgh, and Sn addition the method offered several advantages over previous roetftod*. After several modifica tions to meet special requirements, this instrument was adopted by the Federal Public Health Service and Bureau of Mines as the standard technique for the sampling: of dust hi ali. Tlc instrument lias been used in the study of a number of dust trades, ami is the commonly accepted method In use today. Size of Dust Particles Taken into the Dungs It has been observed from a study of silicotic lungs that most of the dost particles tiiat hare penetrated into the air sacs are less than 10 microns in longest dimension (I micron is 3/IOOOth of a millimeter, or 1/2500th of an inch). It is generally agreed, therefore, that we need not bather with particles larger than 10 microns in measuring the concentration of a. dangerous dust. So tlat you may visualize the size of these small particles consider a 280 mesh Dust Problem tu Industry screen in which the screen opening* are 50 microns. In the absence >1 a beam of light, an atmosphere containing thews tiny particles will appear clear to the naked eye, and therefore is extremely deceptive. Only a powerful mteroacnpe car- mvke such particles directly visible. It is necessary, Utereforc, to make a microscopical examination of the atmosphere to learn how badly polluted it may be. Larger particles such as are visible to the naked eye are essentially harmless in the causation of silicosis, as these are caught by the membranes provided hy nature in the nasal and other respiratory passages ami are eventually coughed up or eliminated before any damage is doju;. When small dust particles are dispersed in air. they arc carried about like smoke and settle out very slowly. How long such particles will remain suspended in quid air can be roughly determined from Stake's law. Assuming a round particle to be one micron In diameter, it can be calculated by means of tins law that such a particle will fall only 20.3 feet in 24 hours- It can be seen, therefore, that any fine diret dr's, persed into the air Is not only a momentary hazard lad remains in the air tor an indefinite period. This fact is often overlooked by workmen, as rt is usually assumed that as soon as the dust cloud t* no longer visible all dost has settled out The lerm "dusty working place" is only a reUiive ce. himi air, both inside and outslrlc of factories, contains some dust. It is, therefore, necessary to adopt a standard content for the dividing line between slightly dusty and dusty working places. 'Die Wisconsin dust code prescribes a "tentative figure ot 15 million cotmtahJe dust par ticles under 10 microns in longest dimension with free silica content of 33 jr cent in a cubic foot of air as determined by Public Health Service technique Variations m free silica content will make proiTTtiona! inverse changes in this standard '* In ac cordance with tlu* standard the permissible count for practically pure silica w tsld lx 5,250,000 particles. How Dust Samples are Collected As mentioned previously, the instrument used in collecting the dust samples Is that known as the "Impingcr." With this instrument the air to be sampled is drawn through a glass tube and impinged at a high velocity on a glass plate which is im mersed beneath a suitable liquid contained in the collecting flask. The impinger, therefore, combines the principle of collecting dust by impingement with ft water-washing or bubbling method aud so'{possesses the advantages of laoih prino.iple*. The dust is thus trapped and remauti in the collecting liquid. Suction U applied to the impingcr by means of a steam ejector operated by compressed air. Where compressed air is not available, a small ctectricaSly-operated vacmim nump may be used. The rate of air flow is measured estlier by mean* of a small vacuum gage or an orifice-type Row meter. The entire apparatus is calibrated before nee against a standard gas meter, so that a known volume of air may be sampled. The rate of sampling is approximately one cubic foot of air per minute. Tlic dust-collecting device is placed m close proximity to the breathing level of ti*e 'Aorknxrn involved white preforming, tlxir respective duties, aft that sir samples representing actus! working conditions may be obtained After a sufficient volume of dust-laden air has beat sampled, the collecting liquid is placed in a suitable container and removed to the laboratory lor the necessary analysis. When the du&t sample reaches the laboratory, the entire sample is filtered into a clean graduated ftask through a 2&>-mcsh screen so that only rwirricles smaller iliau 50 microns are permitted to pass, particles larger than 50 microns are not considered 42 Ttueniy-sccond Congress--National Safety Council injurious and are, thereto:c, removed Iiom the sample. After proper dilution, the contents of the graduated flask are thorcjghly shaken so that a uniform suspension i obtained, and tuo portions of about one cubic centimeter are removed with a pipette to just fill two Sedgwick-Rafter counting cells. The cells are allowed to stand at least 20 minutes and the dust particles are then counted by means of a microscope. The microscope with an Alike condenser is provided with an eyepiece micrometer, a 16-millimetcr objective and a 7.X eyepiece. Tire eyepiece micrometer has a large square engraved on It, and this square is divided into 100 squares, one of which is fur ther divided into 25 .smaller squares. The proper tube length of the microscope is determined by calibration with a stage mic. umeter, so that a side of tire large square of the eyepiece covers ! millimeter (I,00U microns). The large square of the eyepiece micrometer, tlrercfore, encloses the dust in an area of one square millimeter, and since tire counting cell is one rnitltoKiier deep, nil tire dust suspended in one cubic millimeter of the sample is under the ruled field. All particles visually less than 10 microns in longest diameter to one quarter of the field arc counted at fir e points on the cctl, namely, near the four corners and the center. Two cells of each dust sample are counted and the average of 10 counts is obtained. Control counts are subtracted from die average sample counts, giving finally, average net cotints of the number of particles which are then calculated in terms of particles per cubic foot of air sampled. Having determined the concentration of dust particles less than 10 micron* in diam eter in a Riven atmosphere, it is also necessary to obtain information regarding the mineral composition of the. dust before any evaluation of the health hazard can be irwrlc. Iti general it may be said that five harmfulnes* of a quarts containing dust is usually in direct proportion to its free-silicz. (StO) content. It Is, therefore, neces sary to distinguish between Tree stUca", that is the silka that occurs as quartz, and "combined silica ", or tire silica tliat ts combined with other elements in the various silicate minerals. It should be borne in mind, therefore, that the total silica reported in the customary chemical analysis ts no measure of tire amount of free silica. The quartz content of fine dusts is usually determined by a combination of Ixerographic and chemical methods. Icach dust presents individual prohkros and no individual technique applies to all dusts regardless of their composition. Those interested to this problem should consult Reprint No 1560 of die Public Health Re ports, February 24. 1933, entitled "The Quantitative Determination of Quartz (free silical in Dusts'1 by Ado!ph Knoif, Professor of Physical Geology, Yale University, and Consultant, United States Public Health Service. tLf- K-vwbf'L' Discussion of Dust Problems Qf By DR. LEONARD GREENBURG . Vale University, New Haven, Conn. Tire speaker said in part: On the technical side of this problem you have been presented with two excellent irepers by Mr. Jonesand Dr. Mdter. There, is little that I should add from this point of view. Perhaps t!ie most valuable coulributimi that I can make is to pi event to you my own personal view of the broader admluis ' trative aspects of this problem gained as a result of many years of closecontact. Xu order to do this, let us analyze the mohlein inits simplest terms. Dus! Problem hi Industry 13 We may Iregin by agxeetou that pulmouary fibrosis results irotn the iultalatimi oi certain dusts to known concentration over u sufficient ireriod of tunc. Thu fact has been demonstrated leireatedU by means of industrial, laboratory ami j>atln.*loK.ul studies. On this simple fact, I take it. there is complete agreement. Such legitimate cases of disabling pulmonary fitoosi* are held in main states to be the responsibility of tire emplover. 1-urthcr, a perusal of the compensation laws makes it evident tliat there exists a decided trend in die direction o( broadening the compensation acts throughout the Union for \vc find from time to time tliat additional states are being added to the list of those holding silicosis to lie a cumpensakte disease. \Yc would certainly be blinding ourselves to the facts were we ;>ot to admit the existence of this trend in social legislation. It sltouhl he pointed out here that this i> a very wholesome and desirable state of affairs. The insurance principle has justified its existence in spreading lire harden of ill fortune over a long period ot freedom from catastrophe and surely* hi the taire of industrial accident* it has freed us from tire deplorable state of affairs to existence prior to 1912 In the case of the occupational diseases we may Slope for equally satisfactory results. Nevertheless, compensation insurance h not the complete solution of tire problem at hand. The only adequate means of avoiding the burden of ^iltoo-sis is by lire preven tion of this disease AH other methods do not touch the crux of the problem and they carry m their wake a vast amount of litigation, illness, and a large fitwnctol burden uu industry. If what we have agreed upon to tlm point ii une it is obvious that industry must prevent the dusemmalion ol dust in tire workroom air hy aunrb adequate engineering techniques as are available; or in certain cases wlrere this ss net possible industry must provide, and force tire worker to use. such means ol persona! protection as will adequately aafeguard him against the inhalation of dust. It Is only by these means that we can guarantee a future free of disabling pulmonary disease due to dust inhalation. In spite of tire very best efforts of industry to solve tins problem tirere will un doubtedly be a certain number of =:*<** brought to the courts and presented as legitimate cases of silicosis. While wnu of tlresc are true cases of silicosis otlrers, I have been informed. are not, but are designed merely as a means of obtaining tunds from industry. A consideration of such case* brings us logically to the second part of the present discussion. What is tire ktcal method of handling compensation cases with reference to occupational disease and more {uutknlarly silkosis? If wc examine tire development of the compensation acts wc find that a technique designed primarily to adjudicate caws of industrial aecirktils has by decrees been given jurisdiction over occupational diseases, in fact, in some states diseases arc regarded as injuries so that they may be brought within tire scope of die original compensation acts. But on close examination it becomes apparent tliat diseases arc far more difficult to adjudicate than arc tire ordinary injuries arising to mdustry Thcy present many technical facets and often require a detailed knowledge of this particular branch of medicine with which the average commissioner is very often unfamiliar. As a result we find to practice that tire Court is presented with highly technical evidence by experts for the plaintiff and for the deiemUmi which is very difficult if not impossible to satisfactorily evaluate. Often the commissioner is caught between tire conflicting views of such witnesses and is not provided with his own experts to aid him in arriving at the real scientific background of the problem at hand. 44 Twentysecond Congress--National Safety Council What we realty need U a strengthening of the technical side of the compensation acts to keep pace with the increased factual understanding regarding the occupational diseases. This docs nut merely refer to the Courts themselves but should begin with the promulgation of accurately worded compensation acts which clearly define the diseases for which compensation is to be paid. Compensation commissioners should be assisted by boards erf technical experts composed of engineers appointed by the deans ol the various engineering schools and erf physicians appointed by the deans of the recognized xncdkal schools. The engineer* selected should have a very com plete knowledge of factory conditions and the field of ventilation, and the physicians should be experts in the held of industrial hygiene and occupational disease. It is only with the aid of such highly specialized boards, or their equivalents, that the compensation commissioners may be able to do complete justice to both sides in these highly technical cases. It is the belief of the speaker that employers and em ployees alike would benefit greatly from the establishment and use of such boards. In order to hasten the establishment of this system employers are justified ju ap pealing to tlieir legislatures with this end in view; certainly stich a legitimate demand should receive the hearty support of all concerned. Frequently one is asked, what should be done with tho^e claims which arc based on little or no real evidence of injury to the worker but which are merely reared by some very enterprising attorney? Such claims arc, I lave been told, becoming very common of late and constitute a real problem to industry. It is obvious that the compensation advisory boards suggested earlier will, as soon as they arc formed, serve five future as a healthy bulwark against this type of baseless claim and I venture to predict that few such cases wcndd be favorably acted upon by a board of real experts in this field. At the present time factory officials should employ the very best legal talent available and sltould reinforce such legal talent with technical and medical experts thoroughly versed in the field of silicosis. Many cates have been lost by a failure to bring lo bear the requisite technical aid required to prove the non-existence of a hazard. Here is an excellent example erf a ease iu which money may be saved in the end by increased expenditures. We now arrive at the final steps iu tbe control of this problem, the physical and X-ray examination of the worker. Every factory should have pre-employment and routine post-exarowuUioos. It seems obvious that Use burden of the health of tbe worker should not be placed on the plant without the privilege of the pre-employment examination. How can industry be legitimately expected to hire a worker "in tbe blind" as to hi* or her physical condition and tiler, a day later be expected to shoulder tbe burden of the worker's health? By repeated physical examinations it* is possible to discern the faint early deviations from normal health if any take place. In thi* manner the employer would be forewarned very early if any workmen showed lung changes suggestive of early silicosis. The routine industrial health examination oti a broad scale throughout tbe.major portion of American industry would constitute a public health procedure of major significance. By its means at very large propor tion of the population would be aided to the prevention of the degenerative diseases of middle life which today constitutes such a real menace. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Falls of Persons THURSDAY AFTERNOON SESSION October 5, 1933 The special session devoted to discussion of problems arising through tails oi persons was Called to order by W. S. Panic, manager, Engineering and Inspection Department, Aetna Life Insurance Company, Hartford, Connecticut, who presided.. ,Chairman Fame wefoamoi the delegates and immediately introduced the first speaker > Ladder Accidents and Their Prevention tf. By F. L. HURLBUTT J- > 2* Manager, Patent Scaffolding Co. Chicago, Illinois The speaker said it part: In discussing ladder accidents, let us divide our subject into three divisions: (1) selection. (2) care or maintenance; and (3) proper use. I can think of no piece of plant equipment in which there is the opportunity to buy either safety or accidents that there is in ladders. Basically, no ladder is better than the poorest piece of stock used m its construction. Only well seasoned, straightgrained woods should be used. For extrusion ai>d string ladders, the rails should be of spruce, Douglas fir, Norway pine or long leaf ydlow pioe. Because the last named fe somewhat heavier, it is not a& de*Irabl a* the others. Run** of ok. ah or hickory are by far the best, and here grain is all important. To assure straight grain, the best rungs are hand split m distinction to tbe ordinary machine turned rung. Tlte sectional sLte of side rails must vary with the length of the ladder, and likewise the diameter of tbe rungs must vary with, five width of the ladder between the side rails. But wa no case should tbe diameter oi the rung be less than 1J4 inches, nor the tenon less than # indies. A geuttiiic safety measure on extension ladders is the use of automatic locks, instead ol the old fashioned gravity locks AH hard ware should be of malleable iron or mild sied. No cast lion fittings should be permitted. Much discussion has becu indulged in over the question of whether rung leuom should extend fully to the side rails or only to within a quarter of an inch. My -experience is that where the tenons do not go ail the -way through the rails, such ladders retain their rigidity better and do not get wobbly as soon as ladders which have live rails completely bored through. Also, moisture is less likely to get at the tenon of five rung and cause rot. 45 46 '] n eafy second Congress--Nohoittil Safety Council In all the Acid of ladders, there is no greater accident producer than the cfcap step ladder. Any step ladder ior unJirslrtxl use ihovhl have -tide rail* <ti a tJiscfrnes.* of at least ft ot an inch, and preferably one inch, hy 3J4 incites. The stepa or treads to give a good footing slxmld be not less titan 3^ todies wide. Steps should be truss-rodded or braced to the side rails with angle brace*. Frequently, it is necessary for a helper to assist a worker from the back of the ladder; for this reason the rung-hack type of step ladder is preferable ios plant use, as it is de cidedly stronger than the slat type. The spreader is a fertile source of hand injuries. These can be entirely eliminated hy the iwe of safety spreader# which liave a shield over the joint to protect the hands. The greatest contribution to solely in step ladders was the introduction a few years ago of the platform step ladder. With this ladder tlte worker staitds on a colid platform, guarded on three sides hy the side rails ami the top member. If he has occasion to reach outward in his work, be can brace himself by pressure at his knees against the side rails aud by tins front of his legs against Use top member. The gain hi efficiency and safety is very great indeed. Another type of ladder frequently' used for maintenance work is the extension It title. This ladder is oi the "A" type, having a center section which slides up and down. In selecting extension trestles, t!c principal points to look for arc adequate length guides, and strong Jocks for the sliding section, and a safety sp* cadet. But bow can the average buyer elteck tiiesc points when lie buys fodders? The surest way to get safe ladders s to insist that your vendor guarantee these ladders to conform to the National Ladder Code, which has Ix.'cu drawn up for your pro tection by the American Standards Association. This Code lays down the mini mum specifications which tests and experience luue proved must be built into ladders for them to be safe. Care and Maintenance We rww come to the part that cure ami maintenance of ladders play in tlx* accident prevention campaign. Undoubtedly, most structural faiHucs occur as & result of smsu&c in handling surd storing, rather than from rise actual strains imposed by the workman. T.adders arc drsspficd carelessly in liandlmg, slid off the piles .or trucks, often resulting in cracks m the front or back legs Frequently ladders arc stored horizontally with supporting points near the end, resulting in sagging, which may put. a permanent set in the ladder, thereby lessening the strength of the rails. Ladders should always- have several supporting points when piled hori zontally to offset this possibility. Ladders shook! be stored in a place which is protected from the weather. Water and dampness will cause the wood to cheek and rot the rung tenons. The Ijuter damage is difficult to delect. To offset the effect of moisture, it is recommended that ladders for outdoor use be given first a coat of linseed oil, awl then a coat of colorless shellac. Do not paint ladders, as U is then difficult to detect knots or dteckiug. A regular inspection of ladders is strongly recommended to prevent unsafe lad ders from getting back into service. AU workmen sltouid be told to return to their foreman any damaged ladder, instead of putting It back where they got it. for someone else to be iojored on If the damaged laddci is beyond repair, the foreman should immediately break h up w it cannot be used. If it is repaired, it should be conspicixnnly tagged. "Nut to be used while this tag is on this ladder.** falls of Persons 47 When there is doubt about the strength of a ladder, even alter an inspection, .t test should be made. Support the ladder horizontally at points aLjul six inches from each end and apply a load of 200 poumk at tlx: center. For varying length ladders, die permissible defects tletfection decreases with the length of tilt ladder. Reference to tire National Ladder Code will show ilie permi&sildc deflections. If the ladder under test exceeds the permissible deflections, it slmuld be discarded or cut down to a length at which it will conform to tlx: Code. Frequently, an insjiectum shows a wobble or shake which cart be eliminated by lightening up the tie rods. Pcrlutps, I should refer to the third part of my discussion as "misuse'* or "abuse" of ladders, for this is the cause of a great proportion of serious Udder accident* Regaidlcss of imviiig good Udders, in spite of frequent inspections, if a ladder is not suited to a job, an accident may occur. Frequently, an extension Udder is little too short, so someone forgets that there must be a proper lap of the section*. If he gets by, he is lucky, for he has imposed a strain on Ujc Udder for which it was never dei|pied. Extension ladders up to 30 feet should have a minimum Sap of 3 feet . Udders 40 to 44 feet require a lap of 4 feet ; ladders of 46 to 56 itot lou^ take 5 feet; and over 50 feet, 6 fort must be bad. Numerous accidents occur from placing Udders at 'incorrect angles against walls. If the ladder is placed so Fiat it is too close to (He wall fit tltc bottom, there t$ a danger of over-balancing when the user axernds; while if it is too far from live wall at the bottom, there is altogether too much bending strain on the Aide rails. A good ride of thumb lo prevent such accidents is to keep the horizontal distance from the wall to the ladder at the bottom oMc fenrlh of the length I the ladder. Slippery surfaces present a problem when ladders arc to Ik: used. Under such conditions, tlve proper type of safety ladder feet must be used. Tlx* ladder feet are of three general types: (a) tbotc having an abrasive metal surface; fbyi those with cork soles or rubber suction soles; and (c) tltose tiaving linked points. It is not possible lo lay down any lard and fast rule us to what type of feet should be used. In general,, on vniocrih surface# the cork or rubber suction type is best. Vet again, on wet or oily concrete surface*, the abrasive metal type will probably tiavc to be selected. On wood or bard ground, the sted point is superior: When ladders are used against shafting or pipes, if conditions permit, it is de sirable to equip the ladders with Etook* which wiU gu over the shafting or pipes. In using Jong ladders out-of-doors against buildings where the ground conditions arc not good, the safest thing to do is to lash the ladders at the top. There is always a tendency for & man using a long ladder to try lo reach as far as he can either side of the ladder to avoid climbing d^wo and moving it, ami it is this reaching that makes lashmg desirable. Discussion: Two recommendations were brought out in tl*e di*cussk>n: (1) Don't use Code specification if they arc siot sufficient--base your ladder specifica tions oo your own requirements (2) If spikes on the ladder arc sharp, the ladder wiU not slip oti wooden floors. The best safety lesson cue safety engineer ever gave was lo a group he found using a defective, ladder. Obtaining a saw, lie sawed the ladder into small pieces before their eyes, and then threw the pieces into the furnace as an Illustration of what should he done with a defective ladder. 48 Twenty-second Congress----National Safety Council (3ttf JZtyUiA - Sztl , (/ Jr i Stair and Ramp Accidents and Their Prevention - . -> V ' By JAMES L. GKRNON Director, Division of Inspection, New York State Department of Labor, New York City The speaker said hi part: Considering all the injuries in Itoroes, public, places, atid iudusJriaj establishments, fails hold second place in the jist of causes of injuries, fatal and non-ialah In New York State, hi tlic year 1932. falls which occurred on stairs and steps resulted in 2.731 accidents, causing 25 deaths or permanent total disabilities, 421 permanent partial disabilities, 2*285 temporal y disabilities, with 70,021 weeks of lost tune, for which a total compensation of $803,955 was paid out. These figures indicate that falls on stairs and steps were SO per cent of the total number of falls, 12 per cent of the weeks awarded. 10 i>er cent of live amount of compensation paid. * If we hope to make a real reduction in the number and severity of injuries on stairs, the first essential in safety education is to instruct all'people in the art of using normally tike muscular functions of tlte human body, so that they may st&ud and walk properly, and be able to use the normal movements of the body to protect themselves from falls This is very necessary if we Itopc to reduce injuries from bills m homes, public places, and industrial cstaUislirocnts. To make headway we must learn tire bask cause of the fall by securing better reports of injuries. To make better reports, those responsible for making the retxjrt must study the husk cause of the fall before they can apply preventive measures. When we know lire basic causes of fall*, we cam with ordinary intelligence adopt the proper measures to prevent them. What b it that causes falls? "Some viola tion of the laws of gravity " At lhb> point we might ask, do the persons responsible for the construction or maintenance of stairs, or the persons using them, know that it is imposing fourteen times as much strain on the heart to walk up a stair than to walk on a level surface? What causes this violation of the laws of giavity? Are the stairs Improperly constructed, arc they worn or broken, were they free of refuse, were they wet or slippery, were they improperly lighted, was the stair crowded at time of injury, was the person who fell poshed or jostled, was live injured person physically able to use his feet and leg muscles in order to properly ascend or descend a stairway? These causes of falls are but a few of many more reasons for falls on stairs, but they arc of the type that arc very seldom mentioned or admitted as the cause in the report of the injuries. If all stairways were properly designed and constructed, there would be fewer injuries.. In numerous instances, the stairways in homes, pobhe places and industrial buildings Iiave been impropetly constructed because of the failure to allot sufficient space to construct a safe stairway of proper pitch and without winders. A large percentage of stairs are constructed will) tlead* far too narrow for safety. If we could eliminate all the improperly constructed stairs and replace then) with stairs of correct design, we would greatly reduce the injuries occurring on stairs. Some of the best architectural and engineering authorities Isold tlwt the riser of a stair should not be lews than inches nor more than 7# inches. The New York State Labor Law, Section 270, Iras established a standard lor stairs, providing that all exit stairs in factory buildings constructed since 1913 "shall not be m$r9 than 12yZ feet in height between successive landings. Treads shall IftMM falls of Persons 49 not be less than 10 inches wide, exclusive of nosing, and the riser shall not f>c more than 7->i inches. No stairways with winders shall be permitted as a required exit The treads shall be constructed and maintained so as to prevent persons from slipping thereon " These dimensions of treads and risers will provide & stairway about 37 degrees front horizontal- Every stair tread dioukl luive a nosing extending not less than H inches beyond the face of the user. This is an added factor of safety pro viding heel clearance when descending the stairs. Every stair should he provided with a balustrade or hand rails. To reduce falls we will Have to do nunc them provide safe stairs and walk surfaces, Much of the contributing causes of fall* rest with those who travel on stair*. Some people do not, others csuinot, walk properly If all die people could walk correctly, or we could teach them to do so, we would reduce the number of falls on level surfaces from elevations, sid chi stairs. In making this statement, I situ not excusing thovc who arc responsible for failing to provide or properly maintain safe stair* or uriilfcmg surfaces. Nearly half of our people reaching adult life fail to walk as nature intended. To walk correctly on a level surface or on a stair or ramp, the feet should be spread about six inches apart, pointing straight, not fau spread. If they are fan spread, the danger ot slipping, tripping or striking objects increases. When arches are weak or feet or legs ache, the feet arc not properly placed to walk or stand correctly. It is important that the shoes mutt be long and wklc enough to permit the foot to spread normally at the ball of the foot, and without causing 3win in the feet or kgs, in order that the ball of the foot can bear the weight of tlie body as one steps or walks. After we have provided properly constructed stairs, including balustrades and hand rails, we most see tlsat they arc kept m goed repair, clean and free from any kind of rubbish or material, and properly lighted. If more people had a wholesome respect for the liand rail of a stairway and used it when descending, many falls woM be prevented. People must also have a iwnwd ability to use their Isads. kgs and feet properly, in order to cither ascend or descend a suit way safely. They must know how and be physically callable of traveling cm stabs without being subject to tlie many injuries resulting from traveling on stairs. From my experience and the examination of many reports of injuries, I atu con vinced that the inability of the feet and kgs to properly function subject many people to injuries, and that thi* is tlc hade cause of a large percentage at falls on stairs, on level surfaces and from elevations. Haw you noticed Itow easily a person whose kgs and feet function projierly may fall if he steps on a piece of paper lying on a dry cement or wood floor, i on a wet floor? If you have, you can understand Siow difficult H is for a person whose kgs and feet fail to function properly to keep free of injury. To travel up a stair properly, the foot is placed on tlie tread with the ball of titc foot about two inches beyond the edge of the trend noting. this permitting the toe of the shoe to clear the nosing of the tread above. A stair tread 9A incites, including the nosing, will permit the average shea worn by men to have about three Inches clearance if the person steps properly. We should remember that as tlte dimension of the tread is reduced, the danger n! falling increases. If the heel of the shoe is placed co the tread, the possibility of striking the nosing or face of riser increase* when stepping to live tread above, and this danger increases as the dimension of tlie tread is reduced. 50 Twenty-second Congress- National Safety Council When descendiiiff the stair, Uh: ball of the foot is placed on the front of the stair just back of the noting-. The proper placing of the foot provides the space for the Iwel of the shoe to clear the nosing rr face of riser. Here agaru, if the dimension of Umt tread i reduced, the danger of the heel striking the nosing or face of the riser increases. As tlie hall of the foot is placed on the tread, the heel ol tire shoe is just off the tread, so it strikes the tread immediately after the weight of the body comes on the bah ol the foot- When this is dime properly, should tle foot slip for any reason, the heel of the shoe will strike the tread and act as a brake and prevent fulling. hut if the heel or back of the shoe strikes the nosing or case ol tltc riser, the tKjrson is drawn forward off balance and probably down the stairs ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL j ii Fire Prevention THURSDAY AFTERNOON SESSION October 5, 1933 Tlie Fire Prevention Session convened in tlie Stevens Hotel with Chairman R. E. Vcrnor, manager. Fire Prevention Department, Western Actuarial Bureau. Oskago. presiding. After briefly welcoming the dclegutes, Chairman Vcrnor introduced the fir&t ajnaker. ,;S't>. ?. How to Have a Fire in Industry ---- i OC--V.' S By F. M. HIGGINS Chief, Firs Pteventkm Bureau, Grand Rapids Firo Dept., Grand Rapids, Mich. The speaker said in part: One thing t quickly discovered in Grand Rapids sonic years ago when wc were investigating fires was that the same kind oi pco(ile had the same kind of fires under the same kind of circumstances year alter year. In other words, when one small storekeeper, or one industrial plant, or one hnmcin the city Iiad a fire, wc were sure to find in a short time that two m three others, m perhaps half a dozen others, would have similar fires o( almost the same kind. It was plain, then, that most fires began from common causes. So we decided that we would try to explain to the people why fires were caused, and by so telling them Use plain tacts about fires we would be able to teach them how to avoid them Wc went before tlie children in schools, talked to people in churches and seized every other opportunity to talk to groups throughout the city. We carried on this cam paign throughout almost a year, with tlse result that last year Uk kisses from fires in Grand Rapids were redneed nearly $50,000. But otic of the strangest things about our investigation oi fires was that it seemed a lot oi people really wanted to have big fires. You know, there is an old axiom Ural ii you do a thin you should try to do it well, I remember that when 1 was a small boy and Sward a fire alarm in the neighborhood and ran out to sec wliat it was all about, I W'as very much disappointed if the fire turned out to be a false alarm. But if the fire was a good trig fire, and perhaps burned up two or tluee homes or half a Mock in my neighborhood, I thought that fire was a great success. Something of the same idea must dwell in the minds oi a lot of people in our big cities. When a file occurs you will find them running to the telephone and thumbing through the telephone book hunting lor the Fire Department number, and failing / SI 52 Twenty second Congress--National Safety Council to find this in their hurry they will ring up the police station, and all-m-all spend several valuable minute* through this delay. Of course, if they really wanted to put out that fire quickly, they would rush out ot tlic house to the. nearest fire alarm box on the comer and turn iu an alarm which could be acted upon instantly in the distant fire house. In die meantime, of course, that fire will get a very good start and probably will be a fine success from the point of view of size. I notice there i* more competition on the streets today than there was when 1 was a boy and running to fires. If you, foe example, are driving iu the city and hear an alarm of fire, don't fail to turn >tnu automobile and rush after the fire apparatus as fast as you can. if you can get iri front of it, stay right out in the middle of tire street and try to guess which corner the apparatus is going to turn. Tou might, ot course, pull over to the side of the curb and wait until the engine goes by; hut that would be a pity, for then you would have to follow the fire apparatus down to the fire. When you arrive at the fire, be sure to pull up dose to the fire plug and leave your aulotnobU^ parked exactly where the piece of fire apparatus would like to stand. If you can get iu the way of the firemen who are carrying ladders toward a flaming building; don't fail to stand right there wills >uur hand* iu your pockets and watch all that goes on. AmoUvct tlsiug I have noticed is the way iu which most people take care of ashes from the furnace. If you carry cold, ashes out of the basement, douhrJcss you will be very careful where you put* them; but hot ashes arc quite another thing--you can leave them lying about wherever the fancy strikes you. Just dump Um up agninn a wooden box in the basement or store them dose to the coal pile. The point I am trying to make is, that cold ashes couldn't start a fire if they wetted to, but hot ashes will make you a nice little blaze and may even bum down the house if you are only careful to put them where they will have a chance to' spread a 'blaze. 1 have noticed that most people like to hunt for a gas leak or a leak hi tire gasoline feed pipe of their automobile with an open match. Of course, a few people do use a spotlight: but there is no excitement about this. If you will light a match and go poking about the place where you smell gasoline, it isn't going to be any time at all until you have all the excitement you want. Smoking m lied is another good way to have a fire. Ami 1 have known people who would go to the trouble to raise a window and toss a flaming match out to tail upon the lace of some lady's hat, or perhaps to fall into an open baby carriage that passed just at the proper moment. Either of these is a good way to have a fire. You can have almost as much cxictemeni as if you tried to use gasoline or coal oil to suit a fire on a cold morning. There ts nothing that quite compares with the element of surprise you will get out of starting a fire with a can of gasoline. Up in Grand Rapids one winter we were having a lot of trouble with fires iu the Italian district. More than a dozen little fires among these homes occurred in a few weeks. They were all about alike, due to an over-confidence m the abilitv of matches, cigarets and cigar stubs to go cot of their own accord without assistance --like stepping on a cigarct butt or a match after throwing it aside. We decided it was a good plan to ask the good priest in that neighborhood to hdp us, and sure enough, after he Imd mentioned it a few time* in his sermons the fires in that neighborhood ceased almost altogether. Fire Prevention 53 But there was a certain Italian citizen m tlt neighborhood who decided Ik warned a ical good fire. Probably he had already been making a little home brew, but after a time he built a big still in the basement of his home. How, >ou know, ordinary whiskey will burn under proper circumstances, but if you want to have a real good blaze just try setting some o[ this home brew ahre. One day the still in that basement blew up, and not only burned down the home uf out good Italian citizen, but three others were also burned alongside it In short, our experience with fires in Grand Rapids leads me to believe that tlu. average citizen is still a good deal like tlie average small boy when it comes to having a fire in his neighborhood That fire isn't going to be counted a success unless it turns out to be a good big fire with a lot of running about and clanging of fire engine bells and maybe a few people burned or suffocated and a lot ol other excitement. , Handling and Storing of Flammable Liquids ti- By C. W. SMITH A Director o Safety, Standard Oil Co. (IiuL). Chicago I he speaker said m part: You have read m newspapers and periodicals ot the great explosive power of gasoline. But ready gasoline does not explode. iUc tact mat gasotme dmss ml explode is a very great laetor In the method* Hat arc used ut handling and storing this product, lhe vapor* trow gasoline, however, when mixed with the right percentage of ail, aic highly explosive; and it i* tSiis jiomt that makes it possible to use it m internal combustion engines and for nun*, other purposes. J>uriutf the last fifteen years our company ha* had a ateiy and fire prevention organization. The exclusive duty of tills organization has been to study the best methods ot accident and lire reduction and prevention. Tliese method* arc simple tor it is not a complicated matter U> handle these liquids hi a saic manner avid m feuch a way as to prevent fires. Gasoline and oilier petroleum products which are classified a* flammable, liquids are usually carried to an average bulk storage plant in tank carload lots. They arc spotted on a sidetrack near an unloading device. These unloading devices are usually so arranged that they unload from the top of tle tank car through the dome. Before the uukMdiug operation can take place the dome cover must be removed. The nrst hazard occurs at this point. After the unloading pipe is inserted into the dome of the lank car the rest of the opening should then be completely covered. If it is not covered, vapors will constantly arise from the dome of the tank car and may be ignited by some nearby flame ur spark. These covers arc made in various forms, roost of which are satis factory. The Interstate Commerce Commission suggests wet burlap, but there arc other cover* which arc even more satisfactory and which meet with the approval of the Interstate Commerce Commission. At this point there is another hazard, and this is the possibility of a static electrical spark or the possibility of stray electrical currents. The flow of the liquid through a metallic line can produce a certain amount of static charge. These possibilities of static sparks are carefully guarded against by the seller of petroleum products through the proper grounding of lines. Often stray 54 Twenty-second Congress-National Safety Council currents come in on the railroad liacks ainl onto the switch track on which the tank car is spotted for unloading. This nay come from some other industry located upon the same switch track or upon the mam lute nearby. It may come from the leakage of an electrical line lo the rails and from there to Uic tank car itself. In all places where such leakage occurs or where measurements show that there is an appreciable amount of current where gasoline w other petrekum products are unloaded, the rails of such `racks should be bonded to the unloading device and then properly grounded. If this is not done, as the unloading pipe approacltes the dome of the tank car, if there is an appreciable amount of current m the tank car. it will sometimes jump across from the tank car to 4be unloading pipe, producing an arc and a Hash of gasoline vapors. A disastrous fire U liable to result. This stray current, of course, can come from within the plant itself, provided the petroleum industry is usiug electrical currents and motors within its own plant. Some cor*ijmes have recently taken the added precaution of placing in the pipe line between the plant and the unloading device a piece of pipe made of insulating mate rial. This will keep any stray current, which may arise within the plant itself, from the unloading device. These liquid petroleum products are pumped from the tank car through the lines to storage tank* Therefore, the next hazard which exists is hi the pump-lsouse. It must be properly built and its workings-must be ixroperly set mi. A large percentage of the pumps used at the present time for unloading gasoline are driven by electric motors. These motors, wherever possible, should be of non-sparking, polyphase type or exxkwiun-proof. It is imputable at all times to keep pump houses entirely free from gasoline vapors; but they should be well ventilated. They should have vents on at least two sides and these v*ls should be placed close to the door because gasoline vajiors are heavier than air and Iherefoce settle to (he bottom. The pmnp-house shoukl contain no lights unless these are vaporproof, and any electrical wiring within the Imuse should be in conduit and the conduit sealed.. No electrical twitches should be placed within the pomp-house unless they arc explosion-proof. It is an easy matter m have these switches on die outside of the pum|^bentse. These electrical rules and regulations should apply to all rooms which at any time contain even very low percentages of gasoline vapors. I must empitasize that it is the low percentage of gasoline vapors which are dangerous for it is only from about two to fi\c per cent that produce an explosive atmosphere. It is the large bulk storage of liquid that the public fears and that im.i handling fires it respective cities often view with alarm. However, fire loss statistics will show that bulk plants, even considering those that are not up to standard, -have so few fires that for the most part the danger is not great. Storage tanks do not usually explode. Even most of those tank accidents of whkh you have read were not explosions in the true sense of the word In most cases $hcre so-called explosions have occuncd excessive internal pressure has been built up by fire on the outside or surrounding the tank until the metal could not hold up and the tank ruptured. A true explosion from the ignition of vapors within the tank is very rare, Due to these facts, gasoline storage tanks will not autd cannot explode if they are properly vented. It is possible to figure out the exact size of the opening necessary in order to vent a tank properly, and no matter what Fire Prevention 55 tile external heat may be, the internal piessurc can be relieved U the ^niom-ittc venting is correct. Probably the next most important feature of a storage tank to mnke the plant entirely safe from fire is the installation of an emergency internal check valve. These internal check valves arc so placed that they automatically cut off the flow of gasoline, through die discharge pipe, in case of fire or other emogcucic*. They are fastened open on the outside of tfie tank by a rope or a fusible link which, in case of fire, burns off and the internal vaUe automatically closi*. They arc so simple in arrangement that failure is almost impossible. The next operation in a bulk storage plant carries tfic gasoline to lire loading racks and from the loading racks to tank trucks. Tire same clrctrical hazards exist around loading racks that exist around the racks which unload tiie tank cars. and the same precautions must be taken A tank truck passing rapidly along the highway with its tank properly insulated from the ground by the body o! the truck and by tlte rubber tires on the wheels of the truck, can build up a static charge- Ihrfnrc any loading 5s done into the tank of the truck, it is therefore e.-'srniml to take the precaution of grounding the truck's tank to the loading pijj-cs. This is done hy most companies by making a contact through a copjx.-r wire between the hock Uuks and the pipe and this contact is maintained throughout the loading opcratMni. Auy light* on the loading rack sttould fie vaporproof. It there are any switches at mind the loudmg rack tlty should be placed in a remote, positk.cn <u* l>c cxpkr-kso proof. The only oilier place of possible hazard peculiar to the handling of tknum;aMe liquids in the average bulk jdaut is the warehouse. It Uimikl never be a place for storage tanks or for the loading of gasoline and similar products. The loading operation, in order tn be free frem fire hazards, sltould always be In a scpiralelocatkm It ts i>eed!ess to say that warehouses should be kept free from refu-te. such as oily rags, oily clothing, and free from the spillage of petroleum products- 7t should never be built upon a foundation which allows refuse to collect underneath the lloor of the warehouse. The proper handling of flammable liquid* is undoubtedly just as imjxirlaiit as their storage. The places where these fiatimtakte lt<;mds are most largely handled are in the so-called gasoline service station* and, to some extent, in the garages mid in certain stores throughout the country. A gasoline service station is not a dangerous plate. Very few Kres occur around a gasoline service station and those fires which do occur are usually canty handled and usually do uol Involve any great amount of properly. Most fires; at service stations occur while the car is being serviced with gasoline and most of them occur from smoking, sometimes by the customer and, I fear, on t!>e part of tlte attendant, or from small acts of carelessness while service is being rendered. There 3s very little danger unless actual fire is brought in contact with the gasoline vapors while servicing is going on. There are a few simple rules, however, tlwt should be followed lo prevent fires at service stations The underground service lank should l>c vented in such a manner that the vapors cannot get into the service station Iwt will be quickly dispersed when the upper atmosphere is readied. Fill pi|>cs in tfw: underground storage tank should be so arranged that they will not l>e broken off by trucks or other curs. Unloading gasoline in service stations should be handled through i metallic lined 56 Twenty-second Congress--National Safety Council hose so iliat there is always contact between tlw tinck tank and the underground storage tank so that no static spark can originate. The hose from the pump to ile customer's tank on hts automobile should be metallic lined for the same reason, and the nozzle of the hose should be of non-ferrous material so that rt is impossible to strike a spark when the nozzle of the hose is Inserted into the tank. Highly flammable materials such as gasoline and alcohol should be kept out of service stations. They should be stored outside above or below ground. Above ground is satisfactory, the object fat getting it out merely being sc tint fumes will not collect inside the service station. The wiring of electric pumps and the switches therein should be so enclosed that no efcctrfcal sparks can come iri contact with tiie gasoline vapors. At every service station and st every bulk plant, there should be some sort of smothering agent as a fit at aid nre equipment. You all must bear in mind that such equipment is merely first aid fire equipment j$nd is meant only to handle small fires to keep them from getting out of bounds. It is not fair to br ieve that every plant, properly btdte aud equipped according to satisfactory codes, should also be penalized to the extent of where it roust keep on hand an almost unlimited supply u( fire fighting material and apparatus. The ignition of gasoline vapors produces a quick, flash and it is usually true that the explosions which you read about arc merely flashes. Products which are heavier than gasoline, such as kerosene, do not flash so easily. Their vapors arc heavier and more easily and safely handled, especially in the home. Kcrosatc is rwrt a satisfactory fuel with which to start a fire in a coal or a wood-burning stove, but (he public has generally used H foe that purpose; and in many localities it is still used m such stoves. Injury and even death frequently folk** in the wake of its use. Kerosene is safe and satisfactory in every respect for a fuel and foe illuminating purposes when handled in a proper manner, but the most common form of accidents in the use of petroleum products in the borne comes from starting fires m ordinary stoves with this product. Tfe Use of gasoline in the home has alto been the source of many severe accidents and fatalities. Due to the low flash point of gasoline and the ease with which it vaporizes, it should never be used as a household cleaner. Hone has ever been used in ray borne for such purposes and none ever will be used with my sanction. You all have read of severe accidents m the liotue from cleaning garments with gasoline. Some of these accidents have arisen when tlic was no flame present to ignite the vapors. In many instances die gasoline in the rccctrtacle was, ignited from a static spark wlien the Karmcut was rubbed together during the cleaning process. This js esj^cially liable to happen when the work is being done in a closed space such as a small kitchen, and especially liable to happen when silk garments are being cleaned. -- 3 p^.The Hazards of Defective Extension Cords and Fuses By H. M. NAYLOR District Mgr., The Kansas Power and Light Co.. Topeka, Kan. live speaker said m part: Practically all of the electric energy supplied in this country kw lighting and the deration of small appliances is delivered to the conturner at a nominal pressure of 110 to 120 volts. Through long association with it we have all mure or less exemplified the old bromide "Familiarity breeds co- Fire Prevention 57 tempt.'* From this there has grown in the minds o( uiauy people the belief that "110 volts won't hurt you." Nothing could be farther frbtn the truth. Tlx: records of the National Safety Council car. show you countless instances of death from contact with 110 volts. A few years ago, in a middle western city, a 15-year-old boy working with a 12-volt automobile battery received a shock which cost Him his life. True, such instances ate rare, but they serve to Impress us with the really dangerous character of that great and useful servant of society aud industry, as we have it in our homes. There are few of us who have not. at some time, had a shack front some fixture wire, switch. Or appliance. Some of us may even brag Out *T don't mind 110 veils* ' For the greater part of us, the wily reason \vc survived the experience is that wc were standing on, or touching nothing but, some dry sxnwitctaih'c substance nut connected to the ground, such as the floor, a rug, or a chair, which was a sufficiently good insulator to protect us from a fatal shock. The common extension cord is a frequent cause of accidents of this kind Dragged about over rough concrete floors, thrown in a kinky heap when not hi use, alt tend to Weak open the insulation and exjiosc the conductors, however good tltc cord may have been when new. With the conductors thus exposed, a person need only have the cord m his hand, and step onto a wet cthicrtie floor, touch a water pipe or other wise moke good contact with tlx: ground or some grounded object, to receive a Stock that may be fatal. With such tragic possibilities, extension cords, in tho first place, should be of the best workmanship and materials obtainable; then, should be handled with care and properly disposed of when not *n use; and finally, they should be regularly inspected for defects in the insulation. If defects are found, they may be repaired, or if the insulation is too badly worn, the cord should be destroyed. Any workman is amply justified in refusing to use an old ratty extension cord., and his employer should not be guilty of the crime of expecting him to do so. No one, excepting a fire bug, would consider setting fire to hts Iconic. Yet many of US have pnS a penny back <sf the fnsc, either as a temporary expedient, or to avoid the annoyance of repeated fuse bum outs. Or wc have substituted larger fuses titan those originally installed. Such practices are hazardous in the extreme. It should ever be remembered that the passage of an electric curtail through"a conductor tends to iveat the con ductor. If the latter is large enough in proportion to the current flow, the Heating may be imperceptible. With sufficient increase in current the conductor will become warm to the touch, further increase may make It hot, or even heat it to incandescence, in which event the conductor promptly oxidizes or burns iu two. To this phenomena of heating we owe the toaster, percolator, range, water heater, ami other appliances of that type. Were we only concerned with die burning of the conductor, or wire, this paper would be somewhat pointless. But since the electric wires are, more often than not, in dose proximity to combustible material hi walls, ceilings, floor*, etc . some protection must be provided against overheating them. A fuse is the roost common means of providing this protection. But even a fuse has its limitations. First, the wire composing the various circuits must be of proper size. Standard practice in this respect is established in the "National Electric Code." Next, each size wire ls a very definite safe current carrying capacity. Fuses of 58 Twenty-second Congress--National Safety Council propet s-.iC will prevent exceeding that capacity. Fuse sizes, are also established In the "National Electric Code/' Your electrical contractor, when he make* \ouc installation, will know' tire sues of the conductors, surd will install the fuses accordingly. A careful record should Ik? made of the Size used ill each circuit, and that sire should ncm be exceeded. Using larger fuses, or by passing the fuse with a coin, nail, piece of wire, or other means, has the same effect as tying down the safety valve on a boiler. You Ikjvc removed your protection, You lave no assurance that a wire will not butt) m two and start a fire. A blown fuse instead of being ait aivnoyattce, should be a warning. You have overloaded tile circuit, or you Itavc a fault m the circuit; either of which may have disastrous results. Demonstration: Following the presentation of his paper, Mr. Naylor illustrated the points he had made by a demonstration which held the close attention of his audience. He had on tire aritgc a miniature skeleton of a house, including" the floor, walls, ceiling and roof. He described how, during the evening, the household was gathered in one of the rooms about an electric lamp set on the table The man was reading by this lamp. But tire wife decided she wanted to do some ironing alongside. So tire man rigged up a doable socket which supplied current for the electric iron ami stHl allowed him to read comfortably. Next, however, an electric healer, and various other electrical appliance* were accommodated. by putting on otler emergency sockets. When the current demanded by all these became too heavy and a fuse blew out in the basement, the man went down there and stuck a penny behind the fu-je. So all went merrily along for a little while until an overheated wire in the attic of tlw lnwsc set fire to some ol die woodwork. The progress of die flames might be seen by his audience as the wire overheated, smoke began to roll out and the* flames sl<vwly spread under the roof and broke through. It was, in slwnt, a very striking illustration of the foolhardiness and ignorance of the average citizen it) the use of electric current m his itome. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Handling Materials WEDNESDAY AFTERNOON SESSION October 4, 1933 The special session devoted to a discussion of the problems incuktil to hamllinj' materials was called to order by David S. Beyer, Liberty Mutual Insurance Com pany. who welcomed the delegates m the nau>e of the Executive Committee of tltc National Safety Council, and introduced Frank J. Larnhan, president, Fort Pitt Malleable Iron Company,, Pittsburgh, P., who presided during the season. Chairman lonahan briefly stated the objects of the session and tJn?u introduced the first sj>eakcr- Industrial Truck and Tractor Accidents and Their Elimination iC *.^ ` ' / ' By G. 8. SANFORD " ' ' General Electric Company, Schenectady, N. Y. The speaker said in part: Industrial truck and tractor accidents, while com paratively few in number, are quite liable to be more serious titan the ordinary nrn of machine sltop accidents. Our experience over the past four years shows that lost-time accidents involving industrial trucks, trailers, and hand trucks were 3.5 per cent of the total, and nearly equally divided among the three groups. Industrial truck accidents, `1vow ever, were the most serious and included two fatalities. One of these occur red to a man during Use second day of his employment. He was a professional chauffeur by occupation, and was engaged in carrying loaded boxes down a ramp, oat through a door, and through the yard to another building. When he went on tlie job he was. instructed that it) going down the ramp he should turn his truck so that he would be behind the load, and He did so the first day when Ik was under fairly close supcrviskti). The second morning, however, the supervisor was elsewhere and the man took Ids truck down with the load behind him. While tie was on the ramp an automobile truck pulled up at the outside door.. He ran into it and was killed almost instantly. It was assumed that from Ids professional occupation he instinctively pushed down on the treadle which on the industrial truck operates in a reverse direction to the automobile truck, or In other words, the liftiuK of the treadle sets the brake. The truck was In good working order and subsequent tests showed that U pro|Krly operated it would have stopped on the ramp, 59 m Twenty-second Congress--National Safety Council Wc lktvc to seme extent installed additional foot operated brakes which sup plement the usual automatic brake; however, the construction of industrial trucks is such that there is no toom on some of them to install such additional foot brakes. A second fatality occurred at the inierserfton of a side alleyway and a main roadway. A truck operator at the end of hts day's work was leaving the building by the alleyway and was taking his truck to the truck storage room, which involved traveling about 50 yards along the avenue. All truck drivers had had definite instructions to make a dead stop before entering the avenue, and large signs calling attention to this were conspicuously posted. However, .it was raining hard at the time and instead oi stopping tie came out on the avenue at full speed, just in. time !o collide with an automobile which was passing. The tatter jwyt of the vear 1931. definite rules were Issued ia all plants that the speed of automobiles Inside the works must not exceed 15 miles per hour, the only exceptions being fire apparatus, ambulance, or works physician on an emergency call. Employees who have permission to bring their cars Inside the premises are told that violation of the traffic rules will suspend their right to enter. At one plant, the first reported offense by an employee results m a reprimand; the second offense a suspension of his pass for bringing hts car Into the works for a definite time, two weeks or more, depending on the nature of the violation: and & third offense results in an indefinite cancellation of his pass. Drivers of trucks belonging to outside companies arc stepped at the gate, and the driver it given a card calling attention to the fact that car speed inside the work* must not be more than 15 miles per hour. This is done every time such trucks enter, even though a driver may be calling daily. He gets a new card each time unless, as is usually the custom, be has hts old card with him. Any violation on the part of Midi driver is r*c]Crted at once to Uta owner of the tr uck. In addition to these cards, the plants are well postal with warning signs calling attention to the speed limit. During the year 1932, which was the first fall year after this rule went into effect, we bad just exactly one lost-time accident In which an automobile was involved. Operators of nrdwwiry industrial trucks are subject to other types of collision accidents. Men Jiave backed too far and jammed themselves between the truck and a stationary object. In one such case, a man backed his foot rest under a steam pipe, resulting hi a fractured leg. Accidents of this kind can be prevented by equipping trucks with heavy- boiler plate guards suitably placed to the truck body. In some cases, however, where trucks have to be moved go elevators, the elevator platform t not sufficiently large to permit a truck with additional space required by this guard. Trailer accidents are usually due to improper loading, tripping hazards over the tongue, and more or less wilrequmilv live running of a truck wheel over a man's foot. Our tractor operators are instructed never to accept for moving any trailer which they do not consider to be properly loaded: any case in question to be re ported cither to their own foreman or to the nearest division safety inspector, and as a result, it is seldom that a tractor Is loaded improperly, as those loading it arc aware that the tractor operator will not move it. . The tripping hazard of tlic tongue can be eliminated by providing a heavy coil spring, which is sufficient to lift tVe tongue to vctlical from a position slightly above tlie horizontal. A man when uncoupling lifts the trailer tongue slightly and the spring will do the rest. Handling Materials 61 Conveyors, Their Safe Installation, Use and Maintenance By M. A. QUIRK Assistant Manager, Industrial Relations Dept., United States Tire Co. Inc.. Detroit The speaker.said hi part* At the very beginning; ol their use, conveyors imu>c<(iately proved themselves to be labor savers ami more efficient than hand taboi, also proving that while they were not uoti'hazaukms, they did not cause an increase in non-fatal accidents as compared with Imild labor methods. However, it can be said that conveyor cr mechanical accidents arc more severe than non-mcchanical cun vcyiug methods because man is combating against tlic power driven unxlunmns when injuxed by a conveyor. I will endeavor Ifcic to point out some o! the hazards connected with iaMallaliau* I have seen. On movable plate conveyors attached to trolley wheels that ride on tracks when comeying materials from one location to another, Tvese wheels should be contpktcly enclosed with substantial ov-t iron or slice! metal guards, so designed as to make it possible for millwrights to lubricate gears, bearings, and motors. Oticrators usually stand at the sides of surit rmiveyor# when loadins and ucvloadhur. It is essential therefore that these guards should extend to the floor level so at to prevent the flange wheels riding on the Hacks from running over the operators feet. Wlierc continuously moving conveyors are operated hem k* station to nnotlmr or wltcre they are controlled electrically from one central ikmU, a trip rod sltould be installed In a vicinity where loaders or urdoaders arc located, These rod* should lx; cavlv accessible so that they can be trqsptd and tlic conveyor immediately sloped m caw? of danget. On some mslaUattous. due to the nature of the work, such as steam in a itre vulcanizing department, it is impossible for one operator to sec another loading arid tmln&dmg a vulcanizing press. Often due to the excessive anvmnt <>l noiic it V impossible for an operator to hear a cry or warning to slop the conveyor. In im:m insuuKcs un electrically controlled trip rod dunuld be extended along five full length of the conveyor, so as to permit anyone it> trip it. particularly the man who might be accidentally caught iu the conveyor. Suitable rigm should he erected in a!! depai Intents where conveyors Jte operated e caution employee* twa t<> walk on .<cross over moving conveyors Bridges should lie Arranged at convenient ktcatmr.s, II possible. Conveyor installations that necessitate travel from one floor to another riaxiUl lie cquipfxi<i with bell cr siren type warning signals or |>erhxpH a simple telephone or tube communication system. Starting and stopping control stations should lave suitable warning signs conveniently located nearby. All emphnecs should S>e thor oughly instructed that no conveyor should be started after repair wtwk has been ilone unless the foreman of the department, millwright or electrician* have given permission to do so. Belt conveyor* arc perhaps the most widely used tytsc in handling coal and bulk material- Many hazards exist m coimeetion with the operation of this type con vcyor, particularly large pulleys at the end of travel of conveyor belt, and under no circumstances should any installation he approved unless suitable guards arc provided to protect exposed pulleys. On belt incline. conveyors delivering coal from cars to boilers it sltould be expected that suitable handrails be installed at locations where employees walk or work. 62 Twenty-second Congress-National Safety Council I believe a basic cause foe the majority o( accidents on delivery conveyors at power houses is improper ?ightinR. Proper lighting within the delivery house (and alt electric lights should hare vapor-proof fittings) will Insure greater safety and prevent many accidents. Coal crushers should he totally enclosed or suitable handrails in stalled to prevent employees falling inter the crushers. Starting and stop buttons or switches should be conveniently located so that any employee can stop the conveyor in case of danger. Orders instructing and compelling employee* not to ride belts should be rigidly enforced. Periodic inspection and removal of coal dust from con'O'04 house assures greater protection against dust explosions, which have caused a great many serious accidents in the past. Unnder bo circumstances should repairs be made on pulleys or belts while motors are runtiihg. Bcfote any repairs arc made on this equipment all tliosc concerned should be advised as to what is expected of them while repairs arc being made. Continuous chains which run over sprocket wheels at eitlier end are widely known and greatly used in many plants. Tn many cases Itooks are suspended or aUadicd to chain lengths, and from tl>csc 1looks material* are hung. The sprocket mi both starting and return portion of chains should be effectively guarded. Bucket conveyors and elevators are mostly used for boasting and conveying ma terials. They are widely used in the b&nHinjr of coal, cement and sand, and like all Oliver conveyors present serious Ivazards. One yrf the roost Important factors to be considered with this type of conveyor is that no employee or operator should ever attempt to remove materials from buckets while the elevator u running. At tempts have been made to replace or iej>m buckets while the elevator was running, with the result that serious and in many cases fatal accidents have occurred. In this cotMieclKMi where the conveyors lurfst materials and carry them over piled stock of bales, it is advisable to provide ft permanent walkway alongside of the conveyor for flic safely and convenience of repairmen and operalort. . A most important problem is the rproficr maintenance of conveyor*. Every millwrvgbt, oiler or mechanic who is responsible for maintenance work should know the* hazards connected with lis work and under no circunv.taoces should be permitted to go onto the job unless He understands it thoroughly and will work according to instructions which both lie and his immediate superiors know will insure hb safety. The 'removal of guards Has caused countless accidents to either the mechanic or to the operator wlto is ignorant of Use fact that a guard had been removed from the machine. I would like to suggest that wlierever it is jossibJ for a company to install cen tralized lubricating systems, they should tin so Centralized lubricating stations are being installed in a great many plants today. In our efforts to eliminate conveyor accidents, vve must consider that man is of first importance, and that more -careful consideration must be given to the selection of new men, tireless supervision exercised to prevent violatIon f regulations, and discipline; thus the number of accidents resulting from carelessness, iitdillerence, inattention and lack of judgment will be decreased immeasurably. Where a machine o*- ccuvour h installed without proper protection, it U very (irobable that some operator will ht seriously injured before guards arc installed. If a new man u pJacctl at work on a conveyor witlsoul proper instructions and supervision, there is every likelihood tluat he will be injured, not always <>n account of carelessness or indifference, but through his own ignorance. Ignorance is blind Therefore, it seems to me that the iservon responsible for safety in any organization sliould work very closely with the fot email and the man, and at the same time keep up that permanent close contact'with the engineering department ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Hoisting Chains TUESDAY AFTERNOON SESSION October 3, 1933 The session devoted to tl>c discussion ot problems in connection with 1wist km chains was called to order by W. H. Cameron, managing director of the National Safety Council, who, in the name of the Council, welcomed the delegates and pre sented J A. Voss, director-, industrial relations. Republic Steel Corporation, Yuungstown, Oiiin, who presided over the session. Chairman Voss immediately introduced the first speaker. The Causes of Chain Failures By FRANK A. BOND cht 1f4a. t/-t-VyC, Vice-President, Tire McKay Company. PitUburgh, Pa. J im speaker said in part: I feel Hat instead of myself, you safely engineers should be Idling me what caused the drain failures in your factories or shops. It is true I can tell you of a brittle failure caused by cold-working of Ute metal surface, Ural is, hj impacts received during the service--but wlrat good is that going to duf Again, I can recite a complaint from a customer slating Out a cham having a tensile streuglh of approximate!? 30 torts, prooi-tested to 15 tons, and with a safe load of I'/j tons, broke when lifting a load of >5 ton. Now, as the customer is always right, what are we going to do about a statement or condition of this kind? We know it isn't true, and vet we hesitate to pot up an argument with the customer. We may lose him, but most certainly the safety engineer in a case of this kind should be thoroughly acquainted with all the conditions surrounding tills chain failure and handle it from a safety standpoint instead of from the purciiastng department s standpoint of getting a new piece of chain for nolhiug. I know that there arc certain companies who have an excellent system of testing, inspecting and supervising the use of chains, and I can frankly tell you that we never gel any complaint of chain failures where such a system is in vogue My experience clearly indicates that''the cause of chain failures can be summed up briefly in a few words; namely, abuse and lack of organized, intelligent supervision of the use and care of chains in scnrice. I, therefore, commend to you gentlemen that it is a matter erf co-operation be tween you safety engineers, working in harmony with the Nituxisl Safety Council, to work up and attempt to get adopted a standard system covering the use and cate 63 64 Tiecttty-sccojui Congress--National Safety Council oi clmins. As an iixjit..ilx> ot the good work the National Safety Council has already done, I attain commend to your attention Safe Practices Pamphlet No Oft, "Use and Care oi Hoisting Chains", and also the pamphlet on "The Effects oi Annealing on Chains,*' The purchase and application of Ue correct arid projier sue and grade of chain to each specific duty and. second, the proper co-operation between your safety organiza tion and the Shop futeioen axi worknxm using chain, should result in tl*e elimination of chain failures,. T' / Inspection of Hoisting Chains By A. C. BADGER Metallurgical Engineer, The Youngstown Sheet and Tube Company, Youngs town, Ohio The speaker said in partIn our mills we use chain slings to handle beth hot and cold si cel. Tlic steel is til a variety of shapes, such as slabs, blooms, billets, packs rtf sheets, coils of wire, bundles of pipe, etc. A regular chain inspection system was .inaugurated about eighteen years ago. During these years we have had very iew accidents due to chain failures, none of them resulting in loss of life. Chain ntamitorturer*. of course, hat e excellent system* of wispcctk' of diaiiis t.<e:ore shipment. Chain users sliratld purcltfutt to specifications which will udcquAldv- define the quality of chain desired. The use of standard specifications for iron and steel chain, A. S. T. M. A-56, is recommended. In our mills we have % crew of chain inspectors, each utan being responsible for tl'ic tat(icction of slings and attachment* used in certain departments. Tlicy have authority to decide ulien any chain shaft be removed from service for repair, heal treatment or reidocement. In order that inspection may be uniform in all depart ments and inspectkm responsibility not be divided, wc have found it beat to have Use inspectors report to the metallurgical department. This does not, of course, relieve a department foreman from live responsibility of having hit men me the chains properly. Our first inspection of claim is made upon its receipt by our stores depat tment Samples arc cut from each size in each order and tested in tl>c laboratory to deter mine tlsat they meet live chemical and physical requirements of tlie A- S. T. M. A-56. If tlie cliam meets these requirements, it is accepted and sent to the central stores location for which it was ordered, which i* generally live blacksmith shop. Here the clwin inspector gives it a very careful visual Inspection before indicating final approval. Tlie blacksmith shops make up slings of the length ordered by the using deiwrtmcnts, the finished slings being inspected to assure proper workmanship on end rings or other attachments, etc. We luuc found that a system of records, which will show the identity and history of each sling, is no! difficult to keep, and is indispensable, considering the information and control of chant which U affords. Each sling is stamped on the most protected surfaces of the end link or hook, in two places, with a letter to indicate the depart ment for which st was made and a serial number. The sling number is entered on a *roall file card, which provides space for recording (1) the name of the department, (2) order number under which the chain was purchased. (3) size and length of the Hoisting Chains 65 chain, (4) description of hooks or other attachments, (5) purpose for which the chain is u>cd, (6) proof test load, (7) maximum safe working load, <8 weight, (9) date placed in service, (10) dales when repairs were made, with description, (U) dates when heat treated, (12) date when chain was discarded and (13) number of days of total service. This record serves as a systematic check on the inspectors and also permits us to judge which chain manufacturer Is giving us ti*e licit chain. After being placed in service, the slhlgs are periodically inspected, the frequency of inspection being determined by the severity of the service under which they are being used. Chains carrying heavy loads of liet steel may be inspected every lew hours, while chains carrying lighter loads will he inspected less frequently. In some locations tlie chains may be inspected only once a month. Weekly reports are made by each inspector, showing the number of chains under his supervision, number inspected, number of new chains put hi service, number and nature of repairs made, nundxfr of chains annealed and number of chains scrapped. Inspectors, in their journeys through the plant, are instructed to watch the chains in service and to instruct the workmen in the proper use of chain slings. The work men themselves, hi a sense* become chain inspectors and are taught that chain must be kept free from kinks or twists, must not be dragged over hard material, must not be pulled out wisest '"aught under a load, or otherwise abused. They are cautioned to use slings of the - size and length for the work lu&JHed, to avoid overloading and sudden or jerky application of load when making a lift, and to see tliat loads are properly sealed" in the hooks or carriers. The inspectors also watch to sec tliat chains are kept as dean as possible, since an oily or greasy chain not only i* difficult to handle, but will collect dirt and grit which will cause undue chain wear. At tlie proieer iuspcctiou intervals, die d*al inspector will lay tlie sling straight along the floor and carefully examine each link, using a ham! glass. H necessary, to detect flaws. Slings which have become too dirty may be washed in eaustic khU before mspeelion. If flaws arc suspected which may not be readily visible, tire sur face of the link may be coated lightly with oil. which penetrates the flaws ,; the excess oil is wiped from tlie surface* -which is then coated with whiting. After the whiting has dried, tlie oil will appear through it wherever tlwjrc ate surface flaws. The inspector will look for (1) flaws, cracks, gouges or corrosion in the weld or body of the link; (2) cold work as evidenced by a pcciwnl, hatlcred, or polished appearance; (3) worn spots., measuring the diameter if necessary and (4) elongated links, measuring the length of tlx: chain and matching it with its mate, if it be one of a pair Questionable links may be up-ended on an anvil and the upper end ham mered, which wilt produce cracks in excessively cold-worked links and open up defective welds. As previously mentioned, the chain inspector decides what repairs are necessary. A car seal is placed on the end of the sling to indicate that it has been taken out of service and the inspector sees to it that the chain is delivered to the blacksmith shop for repair or heat treatment. No makeshift repairing; slicing or straightening in the department using the chain Is permitted. Chains that are to he discarded are immediately cut up into short length and placed in tire scrap bin, so tliat there may be no chance of u workman carelessly picking them up and using them. Chain* which have been repaired are inspected to sec tliat repairs have been properly made, before being reissued for service. Good bouaekeeping is well worth while in storing chains. Each department is provided with a locker in which idle #lmgs may be stored away from dirt and 66 Twenty-second Congress--National Safety Council weather as much as possible. This &ls^ minimizes the chance of one department picking up and possibly improperly using chains belonging to another department. Some of our departments believe that they obtain better chain life by "giving the chain a rest", rather than working it constantly. Since each department has a certain number of spare chains, this is not a difficult program to follow. The idea may have some merit from the standpoint of fatigue pitcnomcna. Our system functions smoothly with an alert crew of inspectors and a working crew educated to Ate idea that good stings, properly used, are their safest tools. The system is ot>e of the best safety measure* a shop can adopt. QJ.jZlC* - The Repair, Annealing and Normalizing of Hoist Chains r l . BonoKs Kcwnli rmimt, tumtmrm Qmm. Claim. Inc, Bridgeport, Conn. The speaker ***4 mi ***** 1 along Hr the skaMJas of chain rejwariog m order we have, first, the rmciMAina o* tk* dMW detect or eoadetion. The obvious defects in clude raised scarfs ur w*fd riaw lisika which have been distorted or ham mered oat of -Hr* or wW* kwsvc 4*q gsagefi, er fcuch show evidence of excessive urtcr-tiak wear. dwt*** sdurk kem enfiCMnely stretched or elongated, rings which arc thssuivd ir* the vh* -H-afar Ju^c. and Itooks which have been dis torted. The ku wtuefc nm be cl*>kt&cd oa a basis of judgment are: (a) astcr4)h wear k> te* onus shat **eh wear shotfid be measured for the purpose of rerxtinc she dmm; fb> cvidtwfie wbids mdacate* that distorted hooks or links have been straightened by workmen; U) the stee-tdtiflg of chain to the pomt where it no longer works faWy cm packet r sawudacs wheels; (d) evidence tliat chains have been excessively cold work hardened by haatuaserioc* peering or impact, which would result to the formation of surface cracks *aad the coaceotratiwj of impact stresses; which in turn often TvsnHs m coddea faster*. All inspection of chain tutm be predicated oa the fact that "a chain is as strong as its weakest link." The problem therefore is to And not only the weakest link but to recognize the ecodtuoa of all links and attachments which reduce the gross strength of the chain. The inertia of human nature often swna* to be magnified In relation to the making of necessary chain repairs. Many accidents have happened after chain has been carefully inspected and found to be defective, but for some reason or other has been combined in service. Two very definite rules can therefore be established with respect to chain repairs: (a) remove ill defective chain from service at once; (b) repair before fitting again. Removal of chain from service is often delayed because no substitute chain can be found. Often this is a matter of careless operation and misplacement of necessary equipment. The proper method of keeping spare chains, especially slings, is to hang them on a chain board or rack at some convenient place in tite room or department in which they are used. This is simple housekeeping and will in the tong run result in saving much time and minimize accidents. The persistent cry for economy is unfortunately often the deciding factor in returning to service chain which has long outlived its usefulness. The marking and tagging of defective links is desirable as it sets the responsibility for repairs upon the inspector who presumably has the knowledge and judgment Hoisting Chains 6? necessary for this important job. If the chains arc returned to a chain repair specialist it is best to allow him full swing in making repairs In this way {lie responsibility will he well defined. The use of the proper replacement material is a factor of some importance. When repairs are made to a chain of crane or dredge chain quality and a link made of common bar iron or mild sted is inserted, that chain is no longer in fact a crane or dredge chain. Tl>e repaired link should have tltc same properties as adjacent links, both as to the elements of design and the physical properties of the material. A hook having elliptical, round. or square section cannot replace a hook of the same weight bavin a trapezoidal section and be expected to carry equal loads without dangerous deformation. A knowledge of chain materials is therefore essentia! The service of a skilled chammakcr is possibly the most important consideration in the repft o* chains. The Baking of a scarfed end weld in a chain link is a work of art and nee a# are capable of making such repairs. It is easy in- hi a good looking weld widi the scarfs fully and properly hammered and which ;i, * -j smflckjwfy wruec bi* nrittibdo* has a large percentage of its area in the v,v<t of tite weld umiiwTTil *fc*4 filled wish scale and slag. Granting that the services of a hh^kimnh on* W ufccaaoc-d who hMy realizes the importance of little things m the art of wehtewL- W mums keep wsthia reasonable dimensional tuteranccs- Tho* m vuMWihthy iu when thr chain operate* co sprockets. In order to do this properly he mmwt hove uqimwmint which i out ordinarily found in the average shop. hue %m*exluag eoeubts of a furnace of sufficient heat capacity to thone^Wy bet* the daunt* m as short a time as possible. Pyrometer control is ikiiftik ebr theemucoopk should be located as near to the work as possible. Few iocfcMrtJt] plant*. Urge er small, have equipment for the proof testing of hoist chaw*. TW >* cutwadcf-td to be of prime importance in the manufacture of new chatia and k wudd *evn reasonable to expect the same vigilance In Use handling of repaired fH** It b cocuklcrcd good practice to proof test steel chain to )/i of the nucoansl breaking strength. and crane and dredge chain to 1/3 of the nominal break ing *srength. The safe working load is then set at of the proof load in the ease of Steel and 9/10 of the proof load respectively in the case of iron. la the case of sting* the complete unit, including hooks, rings and all attachments, should be tested to tlic maximum safe working load for which the sling is designed. The annealing and normalizing of chains has been the subject of debate over tnauy years. The excellent research conducted by the National Safety Council and con cluded with the final report in the 1930 Congress Transactions is the outstanding investigation reported in this country. The excellent and thorough work conducted by Dr. Gough entitled "Causes of Failure of Wrought Iron Chains", issued by the Department of Scientific Industrial Research of the National Physical Laboratory, England, must be mentioned. As a result of all this work, one reason for the very occasional sudden failure of iron chains is now recognized as being tied up with the theory of a cold work hardened skin formation-caused by the hammering and pecning of link surfaces due to ordinary handling. This skin of hardened metal has increased in hardness and tensile strength and has been reduced in ductility by a proportionate amount. Its energy absorption capacity has likewise been reduced in iwoportion to these changes. In other words, it tends to be brittle under suddenly applied loads. Upon the ap plication of a shock or impact stress this skin fractures, producing a fine crack which extends possibly only 3 or 4 thousandth* of an fitch to the soft ductile material di- 6H Txecuty-second Congress--National Safety Council rectly underneath. Re[>calvd overloading; concentrates stress at the. base of thz crack and this gradually propagates itself' deeper and deeper into the ductile material. The final application ol a heavy load, particularly a shock or impact load, at the base of the crack (the point of reduced cross section) results in sudden and complete break age. It is often stated, erroneously, that the materia! has, in some mysterious way, "crystallized." The purpose of annealing is to restore the ductility of the work hardened smface. thus preventing the formation of the fine surface cracks which ultimately cause all the damage. It lias been demonstrated that if the cracks are already present, hut if they are superficial in nature, that annealing will tend to prevent any furtliei pi le gation of the cracks. What, then, is proper annealing practice? We must firvt distinguish between the two chain materials, namely, wrought iron and steel. Wrought iron lias been called a fibrous material because the normal fracture of wrought iron is fibrous in appearance. The annealing treatment for it on is aimed at restoring the cchl wuik Itardcned suru.ee to its original condition and to relieve the internal stresses which may have been set up due to the distoitxnt of links. Experience has proved Uwt this can best he done by heating to a temperature of 13$0 to 1375" F. for a time sufficient to tltctouglriy lieat the chain ft is then removed from the furnace and allowed to cool freely in air. The rate of cooling is important. The anstcaiinjc of steel chain at this tcm^ierature is likely to result in some grain growth and it is therefore considered better practice to normalize chain made of this material. This is done hy 1toiling the drain above the upper critical point to 1500 to 1650* F,, thoroughly soaking and removing from the furnace, allowing the. chain to cod freely in air. When in doubt as to whether chain is made of iron or steel, the diain nay be annealed at cither Use high or low temperature, but there are considerations which must be taken into account. If the iron drain U heated to the high temperature of 1600-1650* F.. excessive scaling takes place. The chain is likely to be too soft and stretch executively when proof tested, leaving llllle elasticity in the chain fur the absorption of shock loads in service. If steel chain is annealed at the low* temperature, excessive gram growth is apt to lake place. However, the one consideration, that of high scale losses and excessive softening in the case of the iron diain annealed at high temperature*, is a practical one which is easily demonstrated and common knowledge. The other cumidmttion, that of the possibility of excessive gram growth in the case of steel drain annealed at low temperature* is largely academic and if tire pToiwrr annealing cycle is carried ont, that h, heating directly and quickly to tlse annealing: temperature ajxf removing the charge without excessive soaking m the furnace, no excessive grain growth is likely to occur. It is concluded that lira prac tical procedure. in case of doubt as to whether chain is made of iron or steel, is to anneal tlie material at a temperature of 1350 to 1375* F,, withdrawing from the furnace and allowing to cool freely in air as soon as this temperature has bevn readied and equalized throughout the chain mass. The furnace atmosphere should be re ducing at all times to keep down scaling. It Is not considered good practice to pack the drains in boxes as this increases the heating time. Chains annealed itt car bottom furnace* should be removed immediately from the car upon withdrawal from the furnace. ADJOURNMENT TWENTY-SEC OWL) ANNUAL SAFETY CON CRESS NATIONAL SAFETY COUNCIL Maintaining Interest in Safety :5>y<3C rft. . 'lC fu'~ ___ v x1' FRIDAY MORNING SESSION October 6, 1933 The nesston devoted to Maintaining Interest in Safety wu called tu order by George H. Warfel, assistant to tlse executive vfec*p efficient* Union Pacific System, Omaha. Nebr., and also vkre-proddem fur Industrial Safety for the National Safely Council, who prodded. After welcoming the delegates he introduced the first speaker. The Value of Safety Contests - p* L<`^ i- -'. By DR. R. C. ENGEL : Director, Service Dept., The Corrigan, McKinney Steel Co.. Cleveland The speaker said hi part: We irave put safety across m otr plant mainly iIuikvkU safety education, and it is through safety education that tlie rank and file of employer* are instructed concerning the hazards mid sufc methods of their work. Our safely education campaign is carried on by means of weekly safety letters sent u> all foremen and sub-foremen, wl>o in turn convey the messages contained therein to the meu under Uwrm. This safety letter also contains the standings of the various departments a* to the number of days the department ha* gone without a Icwt-timc accident: much interest is ixrmg manifested in these standings as m department Is desirous of remaining at the bottom of the heap; and this is at ail times a departmental safely contest. The value of a safety contest Is measured in the results obtained foe safety gen erally. and not limited to the wimnriK company, to that the losers should do tetter and the winner endeavor to maintain his standing. Tlic attitude ou the jrart of both winners and losers is bound U make for better safety everywhere The benefits derived through participation mi safety contests are comprise] m the safety education which employees received during the contest. Every red blooded American enjoys fair competition in any effort, and m every contest tl*e feeling should be "let the best man win", but determine to be the winner next time. A safety contest is one way of ascertaining the weak spots in any safety program; it should he frank and honest in the diagnosis, he willing even to admit drat the treat ment was ik* successful. The most successful teacher, I have found, is the man who teaches his students liow to avoid the errors he has made: and tills should be so also iu safety contests. Safety contests depend tijxm each and every employee, and not ujkmi the safety 69 70 Twenty-second Congress---National Shfeiy Council man alone. In ether words, a strong: safety consciousness and job pride must be created in every man and be maintained throughout the employee group. To show that safety contests are of value, witness the results in the Cleveland Safety Council's Greater Cleveland Contest of 1932, where 582 companies, employing 85,912 men per month, worked a total of 90,941,217 man-i>ours during a six months period and lad 1,117 accidents. This was a reduction of 478 lost-time accidents, or 29 per cent over the contest of 1931, in which there were 370 competing companies, employing 81,756 men, and working a total of 91,086,816 man-hours. We do not give awards in our departmental contests which arc continuous, but insist that every department act as a unit m the National Safely Contest, which puts fight into men interested In plant safety. Our departmental contests, however, bring forth great rivalry among the supervisors, and discussions at weekly safety meetings bring out u splendid co-operative spirit to eliminate accidents. The real purpose of a safety contest, from our viewpoint, is to give us an idea as to what other plants arc doing in accident prevention work; and it serves to point out, if our accident record is bad, that there is something radically wrong with our safety program Therefore, a safety contest, such as sponsored by the National Safety Council, acts as a stimulus to tlte plant's safety organisation. It spurs them on in their accident prevention work--because it is only human to be classed as the Usl in any respective field. J>l*eus*ioti: A showing of hands- indicated that very few companies have felt it necessary because of the depression to cut down the number of company safety meet ings or tlte time given up to them In the plant. On the contrary, a very large percentage of the audience, indicated that safety meetings were being carried on as usual by their oornfanics. C. W. Flag, Illinois Steel* Corporation, reported that his company is conducting safety contests on the basis of accident severity reports. He thinks, however, the better plan is to combine frequency and severity rates, as was dune in their West Pennsylvania contest. The General Wrecking Company also uses the latter method. In 3930 the company started the plan of awards to all individuals in a department with a no-accident record. The awards are personal, such as an automatic iwnril or a jackknife. This plan is in use in the company coal mines and steel mills The Standard Pipeline Company carries on a program which includes a preliminary inspection of the plant and the classification of departments in A. B. C. and D. grades, as to efficiency in good liousekcepimg The company grades the contesting groups both for frequency and severity records and also on the basis af housekeeping results. A series of handicaps is established--small versus Urge plants, and hazardous versus non-hazardous departments. A trophy cup is awarded the plant whh the most favorable accident record, and this- cup may be kept permanently if won three times in succession. Chatman Warfel slated that his company trained each man individually through a regularly published four page bulletin describing actual accidents in detail and sug gesting method for ll*cir control. The accidents arc written up in dramatic news paper manner, promptly after each occurs, altliough omitting the name of the victim and the exact location. This bulletin serves the~ workers on 11,000 mites of rail road in ten stales. Repents of live accident investigation do not stare the manage ment when the supervisor or & machine is found to be at fault. Maintaining Interest hi Safety 71 Investigation of Accidents By R. W. BLACK ' Chief Safety Engineer, Standard Oil Co. (N. J.), Elizabeth, N. J. The speaker said in part; To improve the safety record, it is important tlxat each accident be carefully investigated to assure that our employees In' the company may be protected against frequent accidents from tlte same cause. An investigation should start as soon as possible after the trouble has occurred. The shew ter this time period, the more likely jou will be lo arrive promptly at the correct cause of the trouble. If too long a time has passed before the investigation is started, many things may take place to delay or influence the investigation, most of the things lend ing to interfere with the correct solution. If the accident is not serkms or unusual, the safely representative can very satis factorily make the investigation. But m the case of serious trouble a committee should make the investigation, this committee to be composed of the following per sons: works manager or superintendent, department bead or foreman af operations involved in accident, and safety representative. In certain cases a larger group may be desirable, but ordinarily a small group is best. Assuming that the accident ia serious enough tr unusual enough to require a committee investigation, a most thorough investigation should be made to obtain all the factors leading tip to the trouble. Occasionally a most painstaking investigation fails to produce a reasonable explanation of the case. It is sometimes desirable to reproduce the conditions that preceded an accident ia an effort so find the true cause. In tU cues, however, this is not accessary, as the hnestigatioa will show die various factors that contributed to the final trouble, OfdaELiXriy an mveaigatka will touch ou the following points: (a) A complete analysis of the job bang done, s&cludtug a survey of the equip ment used and the metlxxi of preparmjc for the work. (b) The experience of the torcroao awl of his operators is important. The ex perience of this group working together is often important. Sometimes an individual is ajtaxed on a job that be has been doing for a long lime, for a period of years, without any trouble. Cases of this type are perplexing as experience indicates that the operation has beat carried on for a long time by many operators without trodbJe. The investigation plainly Indicates that the operation is doc as safe as you had thought or that the particular individual was largely responsible. The following arc a few a*o iUustratmg various typical causes and die means adopted to prevent similar accidents. To provide for the storage of new products t was necessary to add a tank at some of our wholesale plants from time to time. To take care of this we built a considerable number erf tanks, 10 feet 4 inches tn diameter and 26 feet high, that could be completed in the shop and shipped to the point of use, all ready to set up m the field. To take care of work of this type we employed regularly two or three foremen, each of whom had a handy man or two assigned to Itelp him, the remainder of the gang being hired locally on each job. While erecting one of these tanks with the green crew, there was a misunderstanding of orders, and all of the group but one let go of the lever pole. This lever pole kicked up violently, striking one man a severe glancing blew. The methods of doing this job were simple and had been in practice for many 72 Twcnty-sccmtd Congress--National Safety Council years without accident. The foremen in charge of the work was away from the jU> at tl>e time of the accident and there seemed to be a lack of understanding between him and his sub-foremen as to just what was to be done during his absence. More serious, so far as this case was concerned, was the misunderstanding between the sub^foreman and his gang. /Y pipe-setter and his two delivers were assigned to a job of replacing a four-inch valve in a tank car unloading Sine. The valve was located under a low trestle and about five feet above the group. For some unknown reason, the pipe setter crawled onto the Hi>c ami then stood up with his body between the axle and break beam of a flat cur which was uu the trestle. Soon after he got into this position the car was moved by a crane, crushing the man between the ear tr uck and a cross member oi the trestle. Tire two helpers were away from the job obtaining tools and material so that they or no one else saw the injured man in position under live car truck. The car movetnem was flagged in the usual way. This accident lias always been perplexing, as the injiurd man could do no work in the position where be placed himself Tlie job was done from Use ground without scaffoldiug or any special equipment. This accident occurred soon after a scries of safety meetings, winch caused tlie safety failure to appear that much more conspicuous On two occasions we Ivave liad accidents occur to foreman which investigation showed were llw direct result of a lack of care on their part in iltc performance of a relatively minor job. During the investigation of these accidents the employees, who had been supervised by these foremen, commented on Ute seriousness with which die foremen had cattfiotied them concerning tlie performance of their regular work, and tli workmen were reluctant to bdieve Ural tlie foreman himself would take tlie chance llat it was apparent lie had taken previous to the Occident. As a result of one of these a-ceidcnt.v, which occurred co a foremen mi cliaige of electrical workers a rather strict procedure was established for work on lines or equipment which were alive while in the immediate vicinity of "hot lines.** This protection was extended also to painting work on power poles, some of which must obviously he done while the circuits are in use.. C Foremens Training in Accident Prevention /* ' By C, M. ALLEN Safety Supervisor, Safety and Training. American KoUing MUL Co., Middletown, Ohio Tlie speaker said in part: Relieving in the principle that accident prevention is but one of the many inter-related functions of industrial management, the American Rolling Mills Company inaugurated a "Foremcn-Manager.s** training program some four years ago, and combined its separate safety and training dejuarlmfeuls into one department of safety mid training. We fixed our minds on the job of preventing accidents, not Injuries. Most of us are accustomed to referring to an injured worker as having suffered an accident. This as only partly true. The word "accident"' is sc many times confused with "injury** which is the result of an accident. How main" times have you heard people exclaim, "that was a near-accidcnt" when two cars collided and no one was injured. Tltcy were thinking of the injury, not the accident, lor all the concrete evidence of Maintaining Interest :n Safety 73 an accident was present. In ihc case cited, -we might *ay that "fate" prevented iujuty to the occupants of the automobiles. But tlie safety worker is not interested in fate. His joh is to prevent accidents, and to him only one pltusc should be apparent. That Is, "the severity of an injury is uncontrollable" If jou (irevcnf jour accidents, you do not have to worry about the injuries. In past years we have talked a great deal about "safely education*', bin i rankly, very little was ever done about it in a constructive way. Now e\cr> progressive safety man is approaching the problem from a calm and precise engineering view point. Old iiractices are being torn apart and revised. Facts ut all kinds of acci dents are being collected, reviewed, and applied. The safely man 3ws laid a`.isle the shotgun and is really worthy of the title * safety engineer," Rack in 1911, we began to work in an organized way to combat Injuries We did everything wc knew to do for safety' and followed the advice and counsel of others engaged in similar work. Accidents were reduced and satisfactory grrogress was made. Our fir*l training department was organized in 1918 tinder acudemk leader ship. Wc modeled our efforts after those of the scliool room. Wc md lectures and loud oratory on debatable topics, such as phvdioJogy, leadership, morale, and the like. Attendance was entirely voluntary, and while many signed up in the early fall, there were comparatively few left at the end of tlie season. Many w!*o needed the training most failed to enlist in tire clashes. Training, like safety, during this gwrurd gave us an experience that prepared for what was to follow. As a result of our former cxg>erieice with safety ami training programs as individual functions, due to their ineffectiveness in tlw mill where our major probkm existed, it wav decided that l>o4h of these functions were necessary and had a definite place in (lie organization, provided they could Iw: utilized more effectively for the prevention of accidents, reduction of costs ami improvement of quality. An analysts uf the two departments seemed to indicate that the safety de partment. from the standpoint oi training men to prevent accidents, was more nearly approaching the ideal of what was actually needed along the line of training than tlie training department Itself. Early in l`>29, wc decided to dispense with this isolated safety program and consider safety ami the jfoWcm of production as one. The re- spovudhflity for all safety and training was delegated to the safety department. It was in the nature of an experiment. In carrying out our new conception of what our training program should do, which was to improve the technique of every man in tSe orgumzati'on on his tresettt job, wc realized our first responsibility was to our foremen group. When we analyzed Uieir jobs we found their functions to lie largely managerial, so we immediately inaugurated our foremen-managers training program This program was; designed to give every foreman in our organization a proper and comprehensive view of bis responsibilities. I believe most of you will agree with me that even a few year* hack the average foreman's conception of his job was that of handling either skilled or common kihor, tuid that he gave comparatively little thought to tlie broader managerial functions of Ids joh. In oilier words, he didn't consider that he was in business for himself and didn't appreciate that he was responsible for accident prevention, cost*, quality, production am! morale. Our program was planned to cover a three year period. We are now starling on our fifth year of work. In 1929-30 the major subject of tlie course was "Conserva tion"; in 1930-31, "Prime Yield"; in 1931-32. "Prime Output per Hour." Each of these three courses was of six months duration. Iach of the three programs was 74 Twenty-second Congress--National Safety Council broken down into six major factors and a full month was devoted to tbe study of each. The fourth week of every month was devoted to the study of costs on tbe particular subject. In the final analysis the cost sheet told just how effective the training had been. The 1932-33 course ir now nearing completion. It is called "Man agement for Profit*'. It is set up for twelve months duration and deals entirely with cost control. The 1934 com sc will he ready to start November 1st. It will be of twelve months duration and will deal with cost control and the major problems that were covered in all the pieviom courses. With the foreman well along In his managerial training, he is fairly writ equipped to train his men In the technique of doing his job, and, this work we call "Job Training.** To use a simple expression, job training is merely teaching a man bow to do a job in an efficient way. The plant safety directors conceived the idea of job training men when they discovered that costly accidents were repeatedly occurring on certain jobs in spite of the fact that the machines involved were well guarded, tbe men were provided with protective clothing, and they had been instructed in safety. At one plant the compensation costs alone on one job that was not considered especially hazardous amounted to $9,000, and the computed days lost were 17,000. A complete aim]yah was made of die job, and a careful study of tbe correct pro* cedurc to follow in the operation of die machine. After all detailed work was com pleted, aU of the ciews engaged in operating these machine were called together. There each accident was carefully analysed, and through die use of large drawings the mistakes of the workmen who had been Injured were pointed out. The men were then shown as x group by their foreman how to safely operate the machine, luow to increase production, how to properly maintain the machine, and how to reduce rejections. The resrits from this one training class exceeded expectations. The first class was held in August, 1929, and not one single serious accident occurred until January of this year, 1933. This one training class Luis more than justified all the time jujk! effort that have been spent in job liaming- men. Before going into any training program for foremen and workmen, one thing must be considered before tbe program can be successfully launched. First, the manage ment must be sold on the program; second, they must lend their support to ibe move ment; and third, the program must be made as simple as possible and the school room idea must be completely discarded. Not ever) one can teach, but it is essential that cvciy foreman in an industry, if he is to be a successful foreman, know something about teaching men how to do their jobs. His technique of teaching may be crude, but as long as he can impress die workmen that his instructions are sound, he is worthy of tlie name "foreman." I liave dealt with many types of foremen and have seen many who were highly educated fail in teaching a workman how to follow a simple routine. Again, T have sem the hard-boiled foreman, who thought it was impossible for him to get up before a group of men and explain the details of a job to them, do so in slich a way Otat there was not the least bit of misunderstanding on their part concerning tin* job. .4DJOUHNMEMT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Practical Medical Program for Industry THURSDAY AFTERNOON SESSION October 5, 1933 The special session devoted to discussion of & practical medical program for indus try was called to order by Or. W. A. Sawyer, medical director, Eastman Kodak Company, Rochester, N. V., who presided as diairman. Dr. Sawyer welcomed the delegates, briefly outlined Use purposes of the meeting, and introduced tin: first s|>caket`. u y /4 5^-*- Health Education By J. H. HOI^BOG Manager, Industrial Relations, Chain Belt Company, Milwaukee The speaker said in part: In establishing a program of industrial health, there are two groups to whom tbe program must really be sold, the management and tbe employees. Recently I sent out a letter to about twenty firms requesting informa tion regarding their health programs, and from this survey it is very evident that the majority of employers sure not as yet sufficiently sold on the idea of industrial health tliat they have made any real investment In a well defined health program. 1 do not mean to indicate that employers are wholly indifferent to industrial health as one of their problems. Far from that, for we find a very great many of our larger employers who have established complete medical programs and are doing a read job. However, these large plants are in the minority atid there arc vast numbers of small employers with anywhere from 10 to 1,000 employees wlio hare either no medkal program at all or one which is very limited.. There seems to be three reasons for the lack of more progress: (1) lack of de tailed information with regard to organising such a program, (2) lack of definite knowledge of its economic value; and (3) the lack of some promotional agency to push tbe tiling into action. It is quite evident therefore, that in the majority of cases our health education must begin with the management. Many of our employers are still under the impres sion that a worker's health is his own personal problem and that the employer need not concern himself about it Most of these employers do not fully realize how im portant a worker's health > to the organization until one of their key workers is 75 76 Twenty-second Congress---National Safety Council suddenly incapacitated and they find themselves m a bad situation. Even then, I dare say that many of them would complacently lay the misfortune at the door of Providence. .- You know, this responsibility tiring is a very peculiar one, especially when it ap plies to ourselves. How many individuals will readily accept the responsibility for their own health? Most medical men will agree that one should have a physical examination at least ooce a year. Yet even m a group composed almost entirely of doctors, nurses, and pcofric wire are vitally Interested in health work, (such as this meeting) how many of you can honestly say that you have a physical check-up regularly ooce a year? When accident prevention work came into its own, it was Uie cost of accidents that made employers realize that the accident prevention problem demanded attention and j| was then that they started to walk cm it with real concentration. The com pensation laws and similar legislation in our various states were largely responsible for placing the responsibility (or an injury on the employer. How, I do not want to advocate that we need legislation to make us realize that the health problem be longs to industry, bed it does seem that unless these problems actually cost us money in visible dollars and cents we are very apt to disregard them and consider them as more or less unimportant. In Wisconsin, for example, we have had this fact brought bonne very forcibly through (He medium of a new code on dusts, fumes, vapors and gases, mad the recog nition of silicosis as an occupational disease. I an most famnaliar with the part of the code dealing with dusts. Since the code has been in effect, about ooc year. I venture to say that there is scarcely a foundry in the state that has not had at least one silicosis case and some of them have, had tot or twenty. When we consider that these cost anywhere front $5,000 to $20,000 each, there is little woodcr that management becomes vitally interested. The occupation disease problem a* therefore one factor which ts now and will ctvrtimre to be ooc of the prune factor* w bringing industrial health to the aitentiou of employers. A few of our fargor Institutions have attempted to determine the coats of sickness to industry rad ft is now possible to obtain coossdcra&e authoritative information on this subject. Several yean ago in our own plant when these was not so much absence due to lack of work, we maintained a chart for a period of some months con trasting the time lost due to injury with the time lost due to sickness. We found that the curve plotted on non-occupational lust time stayed consistent above the curve plotted for occupational lost rime, and I would say that the difference was approximately three to one. In other-word*, if we lose tooocy when a imam is off doty due to injury, tite intangible costs amount to just three times as much when the man is oft due to sickness, according to the figures obtained from this study. According to the national Chamber of Commerce, there is an average loss of trine days per worker per year due to illness. As a consequence, it would seem to me that health education should start with the management. They must be void on tire idea that a health program ts an economic investment just ^ they have pretty well generally conceded that safely work is a good investment. It is absolutely essential, too. that any plan or program of this nature must have the whole-hearted support of the management m order to succeed. But to get 'down to the subject of health education for the workers, which is the important point here, let us first consider just what it is we wish to teach these workers. Do we want to attempt to teach them all about the various diseases, their Practical Medical Program for Industry 77 prevention and cure, etc.? That is not our object- We are not trying to teach them to be medical experts but simply to teach them die best way to live. If we do a good job of this, we will not have to worry so much about diseases and their cures. From my observations, it would seem to me that this problem of proper living is more and more becoming recognized as our biggest health problem As to the means of educating our workers on how to take care of themselves, there are undoubtedly a great many wavs of doing this. It seems to me that the logical place to begin education of any sort is with the newcomer. Experience lias proved that in any program we attempt to get across in our various organizations, it is much easier to get new employees to accept the new ideas than to get old employees to change their ways. The new man wilt regard rules, regulations, system and ether methods in use aS standard procedures and in his attempt to become acclimated and to make a good impression in Iris new surroundings, he is not inclined to question the order of doing things. The initial physical examination 1ms proved of particular value in Introducing the ocw employee to the company and its human relation policies. To secure tire fuHest value of this opportunity, the physician must impress the individual with the sincerity at his interest in him as an Individual. Whatever impressions are made upon the new employee at this time determine his attitude and reactions to a great extent in later contacts with his foreman and fellow workmen. This is also true of the new employee and the hospital ireraonnel. Here he makes up his mind, perhaps subcon sciously. whether he will come to tire hospital should be meet with a minor injury or feel the need for advice, or whether this is a place to be religiously avoided m tire, future. Workmen are quick to recognize genuine Interest and are eager to place confidence in those they appraise as sincere. Many people have a great fear of examinations, a fear that perhaps they will find out that they are afflicted with some dreaded disease, or a fear that they will be dis qualified for a job because of it. They should be made to realize that these examina tions arc to their own advantage, as they are conducted in order to fit the individual to Iris job commensurate with bts physical characteristics, ami not to discriminate him. It is absolutely essential to gain the new man's confidence and encour age him to come to tire medical department at any time for counsel and advice. Of course, if we have only the preliminary examination and do not follow it up with periodic re-examinations, the first impression may gradually wear oft. Periodic check-up* give us an opportunity to remind these employees of advice given previ ously and to see that they are really following suggestions made. Alsu, It is much more likely that the man will act on the suggestions from the doctor if he knows that m six months or a year he will face that same doctor again. Where wc do not have doctors services available, almost all of the smaller plants at least have a nurse or someone else who is trained In first afd work. Ih> such cases it is possible to carry on our health education through these people. We must be careful, however, that these people do not attempt to in any way fill the place of a regular physician, they can, however, be of Invaluable service in offering advice and Irealth on the ordinary health questions, whetc a physician's advice is not neces sary. Visiting nurses are also used, rad provide an excellent contact. Further efforts along tire lines of health education, through personal contact can very well be made through our safety committees. This can be done whether or not we liavc a physician in the plant In the case where we do have a full-time physician, the.safety committee can be used to help popularize the medical, department and en- 78 Twenty-second Congress---National Safety Council courage the use of its facilities la the fullest extent. In the case where no regular medical department Is maintained, they can then be taught to disseminate health propaganda of a general nature and to encourage their fellow workers to check up on their own health from time to time. Another way of educating our workers along health lines is through the medium of conferences and lectures. Conferences, of course, are only feasible with small groups such as safety and sanitation committees, or small groups of workmen. Lec tures and short health programs, however, can be carried on in larger groups and can be made to serve a real purpose. In Milwaukee the Association of Commerce has for about ten years organized and managed a yearly school of first aid and health. This school has for its object primary instructions in three subjects. There are usually five bi-weekly meetings which are held in a large auditorium iu the center of the city and during the last few years the enrollment has averaged between 2,000 and 3,000 people. Members of the school are recruited from the rank of the various industries around the city. The instruction given 1$ of a very general nature but I believe that some very real results have been obtained through this school. Other methods of health education, more or less of an impersonal nature, include such mediums as plant publications, rule booklets, and bulletin boards. The National Safety Council has also published a small health booklet which Is a very fine piece of work. There is one other place of health education which is somewhat indirect but very important, nevertheless, and that is the sanitation and ventilation phase. All (he advice sod counsel we can give will bear very little weight unless we back it up with a place to work that is dean, well ventilated, and generally conducive to good health Discussion: Dr. C- O. Sappington, Chicago, suggested that you can do more in teaching children than adults. In a study of children and adolescence, made some years ago m Sait Francisco, he found tint 90 per cent of the children enter industry from tbe public schools. Health education In these schools, therefore. Is the real fdtmdattou for effective work, for these children enter industry with the same delects observed in them as in the public schools. Here is a fine opportunity for some foundation to establish a health program In the schools and follow through into industry. The Eastman Kodak Company, Rochester, N. has a nutrition adviser who carries on a health program through bulletins, personal consultations and other available mediums of contact with employees. One good effect of this program has been to decrease the indiscriminate use of cathartics. The Placement of Workers from a Physical Standpoint By DR. A. G. CRANCH Medical Director, National Carbon Company, Cleveland The speaker said in part: Chiefly I shall try to discuss physical characteristics as they may affect peeper placement--i>oints that the alert safety man should note, and often to his credit does note, even better than a doctor. Both employment man and doctor, to accomplish the best in placement, should know the physical requirements of the various jobs. Then a really satisfactory placement should be possible. The large man may not be fat but usually is (all- The tall man often is not large, only tall and thin. So when we say "this job calls for a six-footer", what do we Practical Medical Program for Industry 79 really mean? A man six foot three and one-half inches appeared lor a chipper s job, one often meaning car loading with lieavy packages which must he piled one on another, requiring heavy and repeated lifting. Our tall applicant weighed but 137 pounds. To have put him or. such work would have meant to court a chronic back case. We put him on a parcels post job free from heavy lifting. The cnhcr job could best be filled by a man heavy and well muscled in prcqioriion to his height, preferably over ISO pounds, neither fat nnr thin. Consider the fat man. His fat may be well distributed, ai>d may cover good muscles. If so he Is apt to be broad in the shoulders and long m the chest, and fit for heavy work. But beware of the fat man with narrow shoulders and with a bulbous abdomen. Such a man usually has very poor posture, and bU abdomen usually encroaches upon his chest. His wind is short and he is very prone, like the long thin string bean, to lame back. And so I would reromd you that all men are not what they seem. A big man may only appear so He may really be quite under weight, have light bones, loose joints, a short chest, and long back, or he muy be heavy with poorly distributed fat. On the other band, tl>e small man may be only a little shorter than tle average but deep chested, well muscled. dose knit, and an excellent example of the human machine. To view the problem in a slightly different way, let us consider some of tins differ ent types of work in the light of their physical rciiuuerocnts. Heavy Work require* strength rather than speed. For instance, agriculture, lum bering, mining and quarrying, road-building, non and steel industries, slaughtering and meat bundling, freight handling, etc. For such work we would look for the stocky type, middle height or better. Not fat but well developed and muscular. Broad slioutders, deep chest, long trunk, at least 150 pounds, preferably over. Never tall or thin, cr Jong in the as compared with tbe body. Heavy work--requiring some speed as well as strength. For example, railroad and shipping, building and construction, helpers for many skilled trades, heavy ma chine operators, truckers and movers. These men may often be of medium build, well muscled bat supple, and if welt proportioned, men under 150 pounds are often very satisfactory. Medium and light work--requirements are varied, as in average factory work, such as machine operations, assembling of products, stores handlers, delivery men. For such work many of the more extreme physical types may be used without dis advantage. The fat man, the thin man, the short or very tall, may often be em ployed without handicaps ot Itazard Here mental characteristics often are of as much or more importance as physical Skilled labor--In the placement f skilled labor, mental traits assume more im portance than with cotnmon labor. In these are right, physical adaptability is greater. Some trades as foundrymen. blacksmiths, boiler makers, masons, struc tural ironworkcts. millwrights, plumbers, tanners, etc., require men of good physique and the more extreme types are at a decided disadvantage. But natural selection has largely done its work before the skilled worker applies for a position. The thin stoop-shouldered man may succeed as a printer, but he would not be likely to fit in as a foundrymeu or boilermaker. The fat man with ample weight may become a suc cessful baker, but hardly will he be a structural ironworker. Many times dexterity is more essential than strength, and granting this is present, physical types may vary 80 7`n'cnty-sccond Congress-National Safety Council much, as noted in such trades as electricians, tool-makers, machinists, painters, clothing makers and many others. The clerical writer--Those in clerical and supervisory work, of course, are selected almost entirely for mental achievements, ami physical characteristics of the natural or fixed type claim but & small part. With these workers, however, acquired char acteristics in the nature of defects arc often vciy important, both to themselves and to tlieir employers. Close watch should be kept for such defects, especially such as may be progressive. Gtantiug that the employment man and tlie doctor have fully co-operated, and the man free from defects but with marked natural physical qualities has been properly placed, let me add a word of caution. Transfers within an organization are often made without iully considering the physical adaptability of ll>e man for his new work. Such things should be considered just us fully in raakiug a transfer as in -hiring a new man. Because a man has proved well fitted for one job, it docs not follow that he could do as well in any job. I must also touch ou a few points relative to the acquired physical characteristics, the "defects** often found. These, too. have a bearing on placement, are often such that the, employment man wcwdrl not delect them, and sometimes even a doctor's examination does not find them before hire. Of course, there are some defects which would disqualify for any employment until corrected. These arc really not so numerous. Usually ally such things as com municable disease, and live mure advanced stages of certain other diseases, as of the heart and kidneys, dlabetcb, arthritis, etc. The other commonly listed causes for rejection arc usually relative, and depend upon the degree of Impairment present, and the opportunity to supply suitable work. Of course, considerable hazard is in volved in employing those with some types of defects, especially conditions almost certain to be progressive. With the interpretation so often put upon "aggravation of a pre-existing condition'* m aqiplymg compensation laws, any employer in &clf defense must exercise caution, and frequently will not employ a man with some conditions, who might work at selected occupation for some years before their defects would reach a stage which would constitute a real Isuzard iu themselves in- their fellow workers. Two points should be emphasized in reference to the placement of defectives. First, the examining j>by$ickui must have a real knowledge of the job requirements; ami second, be must consider the defects from a point of view of man. job. and employer, rather than just a medical or life insurance problem And he must not he misled by some cf the Tcport* made on certain kinds of defects Souse concentrating on cer tain subjects leave us fearful by turn that a large number of our applicants arc suffering front, let tis say, tuberculosis, heart disease, syphilis. defective vision, or what not. Such conditions are sources of concern. They do occur, and those concentrating on thrir study are domg a great service to tlie public and to physicians. But sometimes I am inclined to feel that after a study of a certain series of cases, they some times generalize too freely. In some communities. Cor instance, I know that syphilis is very frequently found. In others it is not. Comparison oi presumably equally reliable figures seems to me at least to show that It-cannot be evenly distributed. So also with defective eyesight. Some surveys lead some observers to deduce that 90 per cent of adults have defective vision and need glasses. But other surveys of large numbers of industrial workeis fail to find even half this number, and also many Practical Medical Program for Industry 81 a case of truly "defective vision" is still amply able to perform his usual work satis factorily and without symptoms. And so defects arc often "relative' ,nul with intelligent placcmeni, many defectives can be employed with safety, and without handicap or lack of efficiency. Discussion: Kxpcrt opinions agiee Ural no examination at ail is better than . mere superficial inspection, ami an examination is of little use without efficient followup. A man with incipient hernia (where tltc rinrf bulges arc present but there Is no break) should not be employed unless he wears & truss. His case should l>e recog nized as a hernia and he should be employed wltere he would not be likely to sutler strain. Practical First-Aid and Its Application to Accident Prevention By HART E- FIHER- M-D- F-A.c.s. / Chief Surgeon, Chicago Rapid Transit Co, The speaker' said m part: At the inception of our medical policy, wc decided lo adopt a definite plan of employee health couservalivn. By this we believed we should be able to prevent not only the accident itself, but retkice the complications of injury if the accident did occur by feeing assured <jl the physical oundition of our employees It was essential, therefore, that we have definite knowledge of the state of physical fitness of all new employees entering our service in every csqiacity. We instituted a prc-crttploynmst examination under a definite standard of job require ments and followed this up with a careful medical examination to fit these standards. With a stop thus put to taking defective employees into our service, from a safety standpoint, it was next necessary that we have a complete inventory of all those old employees who were already iu our service to determine their physical fitness for the work they were engaged In. As a pkmeei iu this preventive phase of medicine and following it yearly with the same group of employees, through the intervening years we are now able to see the great value accruing to ns from this part of our accident prevention effort. Our well equipped medical department was able to givje the employees assistance hi arriving a! a diagnosis of-their condition and were able to extend a lalwratory service in all branches of medicine to them and their jn ivate physicians w ithorrt cos', to the employee. The actual treatment was Icit to tlw physician, except iu the case of lHose who on account of their fituncal condition were not able to employ outside medical aid. We reserved the right to keep under observation all employees under treatment hy their' own physicians, in order to be acquainted with their progress toward recovery and to place them in work where they would not tie a hazard tu themselves or those entrusted to their care. A step further up the ladder of accident prevention through Itcalih conservation of the employee was to fasti utf eadi one in health facts pertaining to his body. We also. as a. matter of course, saw the very urgent need of training him in the fmvlamntu|> of first aid. This school of first aid was established and under a strict standard of instruction by physicians the classe were instructed what to do until the doctor was available. It was iun our intention to make doctors out of these laymen, be* to equip them to be efficient and available when accidents occurred. 82 Twenty-second Congress--National Safety Council Accidents will happen despite all we do to prevent them, but when they do occur out attention can be directed toward bringing the patient back to recovery in the shortest possible time. Many of the complications that result from trivial injuries are due solely to neglect or delay in competent first aid treatment. In cases of electrification alone, the cost and effort put forth hi first aid work luive been in valuable in reducing fatalities. Here the first few minutes are of the utmost im portance if the patient is to live. No physician is ever instantly available in tins class of case and it is thetefore essential that the layman be efficiently trained in life-saving measures. Most of the criticism in industry directed at the layman's first aid as detrimental to the patient, where bunglcsome first aid services may have been rendered, is due entirely to laxness of training and observation of the employee. Some companies use layman first aid executives without any medical authority responsible for what is taught to the employee, and others parcel this work out to associations making a business of teaching first aid who may not be acquainted with the needs of industry. If thfc work is not made a daily routine by the surgeon in industry and a daily observation had of the layman training, then disaster will creep in. There is much mote in industrial medicine and surgery than simply taking care of injuries that arise, and my acquaintance with industry has revealed the fact that xmjit industrial surgetms are interested more In traumatic surgery with its spectacular surgical procedures than they are in the preventive phase of the subject. Keeping industrial employees physically and mentally fit for their daily occupations is as much a part of the industry us it is to produce a given commodity. (Note: Dr. Fisher's address was followed by a practical demonstration of first aid and resuscitation methods, presented by the Chicago Rapid Transit Company's First Aid Team. Tins demonstration was a repetition of nearly 100 metlwxia of resuscitation originally given during the 1931 Annual Safety Congress, m Chicago, and published complete in the volume of Transaction* on pages 97 to 120 inclusive.) ADSO VUNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Industrial Nursing Section TUESDAY AFTERNOON SESSION October 3, 1933 The joint session of the Industrial Health and Industrial Nursing Sections, devoted to a,consideration of problems of industrial nursing, was called to order by Mrs. Fern C. Delcphune, R. N., Stevens Hotel, Chicago, who presided. Mrs. Ddeplaine wel comed the delegates, briefly outlined the purpose of the session, and introduced the first speaker. Safety in Nursing O&U^- Pf'f'J'V By W. S. ASH, M.D. Director of Medical Service, United State* Tiro Company, Detroit The speaker said in part: Practically every quality whkdi makes a nurse a good nurse makes her a person to be reckoned with in the safety picture. Ir a certain bouse organ of a large industrial concern, I ran across the qualities upon which five field representatives were rated. Here are just a few of them: appearance, personality, tact, industry, initiative, dependability, co-operation, habits, health, judgment, vision, planning, training, supervising, etc. In fact practically all of the twenty-five qualities also apply to the nurse. Perltaps the foremost essential is that the nurse be temperamentally fitted for her work. She must feel that she u in r work which permit* her to give the best that is tit her, something into which she can put whole-hearted enthusiasm. She must not be a clock watcher and a pay day anticipator. She mast be slow to anger, almost assuming at times the hotel slogan, "that the guest is always right* She must not close her ears to constructive criticism, but she must let the ordinary "mouthing*" go right over her head. Always remember that you arc doing a worth while job, im possible of being actually measured in dollars and cents, regardless of all the figures the statisticians can assemble. The time has long gone by in industry when the nurse was a person to be tolerated rather than welcomed. And Has relationship of the nurse to safety is equally apparent in the small as well as the large establishment. In larger where there is a doctor in direct charge of the medical work, his worth to the company is measured largely by the scale of your services. Good nursing, good medical service; poor nursing, poor medical service. If only for selfish reasons, the nurse sIkhjM do her best. Poor work on her part may wreck the service and if 83 84 Twenty-second Congress--National Safety Council the service is wrecked t>lir will most certainly find herself among: tiw wreckage. On the contrary, if site puts forth her best effort she has the satisfaction of feeling that her work is well done, a satisfaction not to be overlooked even in this material age when we also expect financial returns commensurate with our work. 1 know of no work where Self is so Important and yet, paradoxical as it may seem, wltcrc Self should be so much relegated to the background. Tl>e value of Uie service you render is based largely on you as an individual' your personality largely deter mines your work, and yet the moment that Seif bobs up ahead of service you are cut on lltc wrong foot. You must sell yourself to both management and employees. Management must be convinced of your ability to do the work assigned to you, but the employee is often the final judge and a liard task master at times. He isn't so easily fooled as we sometimes think he is; he has a way of knowing whether sincerityprompts nw actions. The nurse who sees only the immediate treatment of injury and sickness as her entire held is falling far short of her cptiortunities. Tlvese are only part of a Urge field before hr* Tins "why** and the "wherefore" of the conditions which bring patients to her are of prime importance. Why <ki men get hurt? Why0 do some get hurl oftener than othcis ki the same work? What brings some girls to the office frequently ami oUwtts are never seen? Bark of every patientY visit is a cause. SeekiUR out this cause is just as much your duty as it is the safety engineer's, perhaps more so. Some months ago wc had a girl employee Iwought to chut office with the history of having fainted at her machine. In few days the same thing occurred again. It wa* an unusual happening, tire girl being an excellent worker ami general employee. To moke a long story short, wc checked with the foreman and after some storthing around we found that the girl was actually starving herself Site had an unemployed husband and two children and had recently taken m & sister with her two children. In order that the others might have sufficient nourishment, site had been pretending she was "not feeling wood" ami was actually eating less than enough to keep body and soul together. J,et me imjihwc you not to neglect the things winch may seem trivial to you, but which luocn tip important to the employee *Uo comes to voc for help. A sympathetic hearing to live irotddcd man or woman may prevent accidents later; I am sure it does. Putting a troubled rnuxl at ease is often worth more than physical remedies. \Yc gram the importance of professional skill in this great work, and it is certainly an ideal cunthinatioti when we find it going hand n hand with t` c other qualifications which I am rambling about. However, many a wonderfully skilled worker has been a complete failure at her work, ami more than one mediocre nurse has beat a great success, because site had that indefinable something which makes employees turn to her instinctively when injury or sickness is upon llietn. TSiere has to be something Inside pf you as * starter. Don't forget that you are dealing with a human being the same as yourself, all ot us made in the same image, but through no fault of ours occupying different niches in the game of life. I don't want a nurse w ithout batk-boue, who hasn't tlic courage of her convictions, but I will not lave otic who is coldly calculating, without the least semblance of humanitarian instincts. I don't want a stormy petrel of bluster and :ndej>endencc, but one who is amenable to discipline, one who can maintain her poise hi the face of discouraging odds. If possible, familiarize yourself with shop operations. Find out what a boring mill (ndustnai Nursing 85 is. know a mold or band-saw when you see one, know something of clvemkal processes if chemicals arc involved. Nothing itetps so much as to have first hand kijAl?.jgc of what your patient is talking about when he describes his accident. You can Ivettcc visualize his problems and it helps hint to have confidence in you. I think the alert nurse should not Itesilate t<> cuter into safely committee discussions. She lias first hand information about safety ideas and site should have a cIuukc to uncork them at times. If wc want to know something about how our product is made we ask the production man; if we want to know how the mechanical cud is kept up we ask the maintenance man. Why. then, should we nut ask the nurse about Use relations of health, injury and safety? We sometimes scent between the devil stud the deep blue sea ui trying to see eye to eye with both employer and employee, and yet when we come to analyze the situation wc find that there is no v^ide variation between the two. An amicable relationship with die foreman Is a point wot to be lost sight of. The foreman thinks first of production, and wc think first of health and safety. But it is easv to reconcile the two viewpoints and cooperatkxi is caster than it may seem at first Tying Up the Nursing Program to Personnel Relations By KVALINE F. LOGAN *-f -' jCil l- A' Industrial Nurs*. Wisconsin Steel Co.. Chicago TJjc speaker said m part; The personnel department of auv large firm is the first department that ordinarily conies in contact with the new employee, for the employ ment department usually a part of, or is connected with the personnel department Tlie duties of this personnel deportment do itot end with the employment of labor, but follow labor through its employment, kx>k after its welfare, its health, its safety, ail'd in general keep in touch with it through U course of employment. Naturally, there* fore, the duties of the hfdiwtrial nurse tie up with ami form part of the work of the personnel department. Among tire generally recognized duties of the personnel department is employment and the keeping of employees in such a condition of efficiency and health, both physical and moral, as will be of advantage, not alone to the employer but also to tlte em ployee. The question of health, moral and physical, is a matter of never-ceasing con cern and the maintenance of that degree of health, contentment and morale which keeps the worker properly and contentedly at his task is a niattcr of vital Interest, act only* to the pcrswwt} department but to every department of the phut Loss of time and efficiency due to accidents, avoidable or otherwise, or to poor IsealtU, mental or physical, means a loss to all. In these various activities, tlie morse acts. hoid mi hand with tlie personnel departmem. In many cases of long continued disability crises of many kinds develop. Many employees own their ltomes which arc usually bought on the installment plan. and where accident or prolonged illness threatens the loss of a home because of failure to pay these installments, the personnel department is informed by the nurse of the liirt^atnnnn If it feels justified in acting, the liUehoMer or holder of the mortgage t called a. and request is made foe an extension of time on payment of princijuS, nawtsHAtt beka* made requiring the employee to pay interest only, over such a period a* wdJ permit the employee to get back on his feet financially. Sometimes. 86 Txventy-second Congress--National Safety Council too, loans are nude to employees to assist him in meeting obligations such as rent, gas and electric light bills, or clothing. Many other facts also present themselves in the course of visits to the families of disabled employees', factors that every industrial nurse is familiar with. Owing to her close relations with live family, many of these problems are presented to the nurse for valuation. She is asked for advice or assistance in connection with insurance, wills, truant boys and girls, and so on. Sometimes a member of the family requires medical services which the family is not financially in a position to procure. The nurse is frequently able to secure medical services from some source for the ailing member of the family. Where a death occurs in the family of an employee and no provision has been made for insurance, me nurse is frequently able to get the assist ant of a "Good Fellows' Club'9 or similar organization. At first glance it would seem that these should be things outside the scope of lire nurse's interest or the interest of the personnel department, except in an academic way, but experience has proved that human nature win not confine itself within academic lines. It is only natural that tn the endeavor to prevent shattered family morale from retarding a patient's recovery, or later, when be has-returned to his cm* ptoyment, from acting as a mental curb on his efficiency as a worker, some of these problems should he brought by the nurse to the attention of the personnel department for any action ttat can be reasonably taken. At all times the effort of the worst and personnel department is to build up self reliance, self respect and initiative an the part of the employees and their families. While charity is at times necessary, it is never the keynote of service rendered. The idea underlying any sueb service ts that of assistance In emergency only. Wlieo it comes to monetary assistance there is a limit to what can be doue, and there is a limit, too, to the time and consideration that may be given to individuals or {amities, no matter how worthy the cause; and Ue industrial nurse must be prac tical enough to determine just what recommendations should or shook] not be pre sented to live personnel department. During the period of depression industrial nurses have had to extendi their services more widely along the lines of social service. The personal knowledge gained by them in tlicir home contact with the employees and their families has often pointed the way to U character of relief to be offered, and at times, too. It has prevented unnecessary relief being given. Many employees were necessarily laid off as business declined. It then became the duty of the personnel department to ktfep track as wdl os it could of the majority of these men, and particularly of the older and more desirable employees, so that they might be recalled to service as needed. Many of these men soon exhausted their sav ings and some companies put in plans whereby certain weekly loons were made to the men to tide them over the emergency. The amounts of the loans varied with the conditions and needs of the families.- Personal investigations of the various cases became necessary, so that family budgets might be worked out, and it has been part of Uie duties of the industrial nurse to make these investigations and report on them to the personnel department and recommend proper family budgets. Cases are sonfetimes uncovered where the illness of the wife or other member of the family has necessitated so much home work, nursing, etc , on the part of the employee, that his usefulness as a worker has become definitely impaired. Many employees, confronted with trouble of this sort make no complaints, feeling that the matter is of no concern to tlie company and, strictly speaking, it is not. On the other Industrial Nursing 87 hand, everything that affects the capacity or morale of an employee is the employers concern in so far os it tends to impair his usefulness as a worker. The nurses personal contact wrtU the families of these workers makes it frequently possible for her to unearth (he hidden sore spots, and take the necessary steps to cor rect them. In worthy cases she can secure the assistance of the personnel dejortment, of affiliated organisations, the organized charities, clinics, physicians, and from other souArmceosnkgnosowmnetoofhtehr.e industries, the Industrial nurse is also charged with the duty of imparting itifocmallow to employees with reference to their safety and die safety of their fellow employees during employment Fart of the information she can give is derived from her own experience, particularly with accident cases, but largely the information comes from the National Safety Council or oilier like sources, where information compiled from experience to point Uie way to prevention of accidents. Among many industries, the duty of imparting safely first knowledge, as H is some times called, with the object of minimizing accident and disease, is taken care of directly by the personnel or similar departments. Regardless of how Otis valuable information may be passed on, both the nur^c and the personnel department have an important and interlocking duty to perform in the endeavor to prevent accidents, as well as to alleviate tl*e results of accidents whew they do occur. Dioensioon: la the va*t majority of industrial plants, there is no industrial nurse; only the larger industries support a full-time auric. For the more than 40,000,000 workers m the country there are only a few thousand Industrial nurses; and tiffs is true in spite of the fact that there ts ten times as much lost time caused by sickness as resBueltcsaufrsoemofacthceidegnrtse.at economic phase of the industrial nursing problem, the eco nomic questions involved, such as family troubles, etc., demand that tlie nurse should be trained hi social service work. The Industrial nurse should have the vision of Uie public health nurse, and special schools are necessary for tiffs technical type of most necessary training. New York University is offering a post graduate course for nuTrshees oNfutrhsiisngnaAtussreo.ciations should analyze this problem and take it up; they should outline the needs apparent and idaw to present the problem to available universities. Rehabilitation of the Injured Worker By DR. J. P. COX Modical Director, Illinois BU Telephone Co., Chicago The speaker said m part; When the worker is injured, what can we do for him? The treatment any be classified into: (1) immediate; (2) rehabilitative or corrective. The more efficient the former Is, the lew necessary will the latter beednc. In treating wounds, visualize wEwt may be involved, make careful tests and exami nations to role out severance of tendon and nerves. X-Ray if any possibility of fractures. When repairing use all aseptic precautions. Treat soft parts first and when danger of infection is remote or past, treat for all conditions present. Drains and warm boric or Dakins dressings often prevent infections. Infections produce many hideous deformities in industry. Early warm boric dressings eliminate many of these. Know where and Under what conditions to incite. 88 Twenty-second Congress--National Safety Council incise freely away frwn contact surfaces--mere punctures do not suffice. Drain if necessary and remove wheu it has done its duty-, so that normal process of repair may begin. This will not cccur if drains are left in until they become fordyu bodies. Dress in position to give least possibility of contracture. "When contractures arc inevitable, dress in the most usable position. There js always a best position. In this work under fhc strictest aseptic conditions, use glove for mutual protection of patient and operator. Fractures require constant supervision during the entire healing period. Use aJ! devices at your disposal to make a diagnosis, especially X-rays, with frequent check ups or fluoroscopic examinations. This will eliminate chances of malformations of iiarts from going on to solkl bone formations, only to be discovered when the casts are removed. Do not use circular casts except when necessary, and relieve pressure by splitting wlicrc possible, and watch carefully foe constriction or signs of pressure. Start gentle tussive motion aitd massage early. Many 'cases of fracture are almost ready for work when casts are removed. I have mentioned immediate treatment rather specifically because of the fact that many cases would not come for rehabilitation to any great degree hud the case been handled proi*crly at time of injury. Assuming the worker has had Ids fair share of treatment, be now shows some residual effect of injury; scars, in other words. Hcjiow becomes a candidate for rehabilitation. Tliis may be dmplc; merely hyiirothcrnpy heat treatment, passive motion, massage, the return to modified work with frequent inspections until regular work is resumed and physical therapy measures are discontinued. Many firms do this. They find suitable work for tltcin. work they can do and enjoy, Rehabilitation does not concern Uiesc types. It is for the worker who has been left stranded, unable to do Ute regular work because uf mijwry or is untrained to do anything else. Same firms return to employment at this time tbeir injured employee, finding for him a soft job which offers no incentive or chance for advancement. Another returns to his same job, which lie on finds *j>vt l>e catmot do. This latter is demoted in rank and pay ami he is dissatisfied. Now wc have (wu ciuplojto in unsuitable positions--*oik who is dissatisfied be cause he has no chance for advancement, tire other because lie has suffered from a demotion and reduction in salary. They become malingerers, create unrest among their fellow cmjiluyces, settlements are made and they are finally discharged. Wluu is rehabilitation? Rehabilitation is a large human engineering undertaking deviled for tiro jmrjKise of conserving man power. In 19i0 the Federal Industrial Rduhilflatkm Law was enacted. This act provided for the vocational rehabilitation of (Prisons disabled hewn any cause and their return to suitable, gainful employment. One million dollars is appropriated annually and is apportioned to states which have acceded the plan and submitted a plan fur carrying on this work. Wlictlvcr this stiould be administered as a part of the educational sys tem or as a *cparale dcjartnK.ut, matters little. Arguments pro and con can hi advanced for both. * The fact that a person is a part of our citizenry qualifies him for a right to gaimul occupation--hi* handicapping injury qualifies him to vocational rehabilitation, Compensation laws are inadequate, as no provisions arc made for rehabilitation by which the lunuiicapped man may again resume gamful occupation. Compensation laws, should l>e closely associated -with rehabilitation. To make it a success Federal, industrial Nursing 89 State, especially the Industrial Commissions, civic, social and tratemu! organ-rations., churches, industrial ami insurance firms, should supjnirt it. It costs the state about $1 per day to support an unemployed disabled person. This, together with his de pendents. makes lire cost enormous. Why slxmld not this handic&itpcil pciscm be given a chance to become independent and self suuiKX'tiug. encouraged to do so? Almost all the states (44i have plans and aid from the Federal funds. The Indus trial Commissions work togctliei with the Vocational Reliabilitaltcu Board, ami cases are referred by them for correction and training. First, the injured i* appraised as to his age. education, previous training ami occu pation. His possibilities are evaluated Many tiroes surgical procedures will render him able to resume h*s previous work. At other times there is no possibility of this and he must be re-cducatod m re-trained to a more suiul>k* position. It would be folly to expect to fit an artificial arm for one who had been a watch maker or an artificial leg to a brakemsm and exiicct litem to resume their original occupations. However, there i* always seme position the ItamUcuppcd person can fill provided he is properly trained and lie ha* not lost his morale. Very often employment nioes are averse to employing thv lumilicapjietl in many casks because an injury to a corre.-pomling member may make them rcsjiomildc for a complete total di*ahilt\. This in many states is taken into consideration by Indus trial Commissions. Some years ago the Western Electric Cornimu^ employed alxnM fiOO persons with physical handicaps and compared thdr work with a like number wIm were MormoJ. Tlicir Injuries were no more frequent. In the United States there are approximately 300,000 injured in iiuhtetry alone Of these. 50.000 ore partially permanently divided. Of (1km. 5.000 or 10 j*cr cent arc taken care of yearly by rehabilitation ami vncati*,'nal training. In Illinois vocational rehahiitlatkm is administered by the State Hoard fur Vncaiioual Education at Springfield. Agent* of the division of Vocational Rehabilitation arc X*rcpored to advise ami counsel disabled civilians in tite selection of new- work. Tlw service also include* assistance ami advice leading to physical restoration. The slate is prepared, through jniut Federal atitl state funds, to tay for vocational Irnirung and instructional supplies when vocational training is offered at. a part of the rchnhUhation program. The service indudes abw*assistance in securing- cnqduymettt and supervision in it until the requirements of the new work have been satisfactorily met. All persons are eligible, either mule or Rivals, of emjdoynUe age. who arc. through accident or disease. tm*hle to engage m self supporlmj? w-ark; or n.-r*nm whtf. being tints handicapficfl through accident or disease. may be expected to engage in gainful employment: or persons suffering vocational handicaps who arc American citizen* and who arc residents of dte state of IHiium*. To obtain the service, men or women incapacitated for gainful employment nud who desire the service of rehabilitation should report to the Board for Vocational Education. Division **f Rehabilitation. on application blanks which arc furnished upon request. ' Illinois stations are located at Springfield, Chicago. LaGrunge. Rockford, lJc<*ria, Salem, BlootttrtiRt.m. M*mKmih. Metropolis, and Princeton. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Safety Equipment TUESDAY AFTERNOON SESSION October 3, 1933 The special session devoted to a discussion of safety equipment was called to order by R. T. Solcnstca, Elliott Service Company, New York City, general chairman of 'the Accident Prevention Equipment Manufacturers* Section. Mr. Solcnsien wel comed the delegates in the name of the Executive Committee of llie National Safety Council, and then introduced Albert S. Regula, executive secretary. Industrial Re* latlons Counselors, Inc., New York City, who I(resided. After outlining the pur poses of tile session. Chairman Regula introduced the first speaker. Safety Devices in the Modern Safety Program By C. B. AUEL Maltaltr. Employe?,' Service Department, Weatinghcmie Electric & Maimfactoring: Co., Eaet Pittsburgh, Pa. The speaker said in part. Once we thought that mechanical guards were Uie solu tion to the entire problem of accident prevention. But now we know, after years of effort and experience bought, at a tremendous price, that medumcal guards are but a small part of Hurt solution, while utiscr preventives, some most odd in kind, already play or are commencing to play, an imports l part. Among these are: mini mum labor turnover, good health, contentment, neatness cleanliness, English language, good lighting, wearing apparel, education. X-ray apparatus, air cmuliikwimg apparatus, and photoelectric cells. Let us advance, however, a step further and no longer look upon guards as pre ventive* against injuries simply as negative devices, but rather let us look upon them as something even more valuable--namely, as positive device*, aids to safety and als< to production or lessened costs and as devices to permit more nearly normal func tioning of the worker, even if at times they aid in these other respects only indirectly. Who is there that will deny that light, besides enabling work to be seen better and done better, hazards observed and therefore avoided, also adds aheer to a place; that neatness and cleanliness, involving the removal of dirt and obstructions, produce a feeling of comfort among the workers; tliat safe working conditions relieve or avoid mental strain; that good licalth is & distinct asset to every worker? These are in tangible effects, as far as our present means of measurement go, but of real value, 91 92 Twenty-second Canyress--National Safely Council nevertheless, in accident prevention work, for they add to the ease, contentment, well bciti*. and, therefore, to lbs n.>re normal performance of the workers, tending to raise the morale of the entire establishment. With reference to mechanical guards, in tiie design of tools and equipment and in the development of successes, endeavor should be made to avoid the necessity of the operators having to use guards at all or to take precautions against accidents, thus making whatever it may be absolutely foolproof, for thete can then be no possibility of accidents m the event of human failure. Failing this, the next best tyir of guard is one that does not permit the operator to ci5ter the danger zone with any part of his body. Ami tfc next lest is the type of guard that prevents the machine from functioning until tlte danger zone is cleared of obstruction; that is. a guard tliat must be in the ft!l> clusvd before the machine it is guarding can operate--a gate guard on a punch press is of this type. And another is the type that pulls or shoves the hand or arm away as the machine of>eratcs. Finally we come to the type of guard where some degree of co-operation is re quited on tlc |>art of the operator If accident is to be avoided. When purclutstng machine tools or equipment, it is well to.include m the specifica tions a clause to the effect llsat other things being equal, preference will be given to the best guarded designs: or better yet, include exact">pecific3Utons for guarding and thus avoid misunderstandings, But if. upon arrival, the tods or equipment arc found not to conform to the requirements of good guarding, there should be no hesitation in insisting u|ton the supplier making such changes us may be necessary or else doing the work one's self and charging the cost back to bim. While concerns du much of tlietr own guarding because of the special features con nected with H, commercial guards should wherever possible be purchased- Commer cial guards are built to fill the needs* aitsiiq: from many sources, so that in purchas ing tiiem, one purchases experience beyond one's own limited sphere--again one of those intangible items, not to be measured, but often worth its weight in sold; and it U no* only ta?r btX eonvrtvon tht*iev, to potronU tH* gnatJ manufacturer wi-jo is rendering service of the highest value--tlte saving of life, limb anil utilization, and avoiding besides accident* the giving evi a bad name to a plant. To maintain safety equipment and standards at their proper effectiveness, a special" system of inspection most be installed to include them, aside from any general system of departmental inspection or patrol. Alter a considerable study by our own com pany. no better way lias yet been devised for looking alter certain cC our equipment and standards than our so called safety calendar, a sheet which is divided into as many 5races as seem necessary to record our inspection periods; elevators daily, hand trucks ami portable ladder* quarterly, medical examinations semi-annually, etc. How ever. these insi>cctions do not cover all requirements and at intervals we, therefore, inspect departments to see it goggles, helmets, gloves, armlets, etc, are being steril ized and repaired before being re issued. We also ascertain if gauges and thermome ters continue to be cliecked: if the air flow is right at spray booths and sand blasts; and if any unlocked for hazards have developed or if unsafe practices are being in dulged in hy the workers. X-ray. Mood and urine exainmatkms might also be included among modern safety devices, for they serve as warning signals if used in examining operators at intervals in dusty occupation* or where fumes occur. Without a careful looking ahead of this kind, safely devices and staitdard*. like anything else, will deteriorate and retrograde Safety Eijuiftnoti 93 and be fotmd unreliable or wanting in time of emergency and receive, perhaps, blame to which they are by no means entitled c2A_ Protective Clothing f By LT.-CQMMANDER W. P. BIGGS . /3-L fis/l f g/; ^ ^ "* Navy Department Safety Engineer, Washington. D. C. The speaker said in part: Safe clothing covers a very wide range and is otic of tlte most important factors in the iiwJustrial worker's equipment. A distinction sltould be made, however, between ''`safe** clothing ami ''protective'* clothing. Tn general. It may be said tliat everything the worker wears at his employment should be safe, hirt in most trades, to meet the unusual hazards of the job, *1*0*1 clothing should her provided that has unusual protective feature*.. Some industrial organizations have prepared general safety orders or rules for tltcir employees covering the subject of safe clothing. For example; I*. Super* isoty forces must see that no types of clothing arc worn that will create a hazard in any job. 2. Employees working around moving machinery are prohibited from wearing hanging neckties, long flowing emus, dusters, or aprons. long belts projecting from tlm buckles, rings, watch chains, lobs, or torn clothing. All clothing should fit snugly to avoid tlw: danger of becoming entangled in rooting machinery. 3. Employees handling material fry hand and railroad men are prohibited from wearing rings- Rings often caldt on projecting bars, stakes or car sides when train men arc getting ou or off the cars. 4. AH employees arc prohibited from wearing oily or grease-soaked clothing; such clothing should be washed entirely clean regulaily to remove all grease and oil and avoid the danger of fire. 5. All employees arc prohibited from wearing shoe* with ragged m flapping soles tliat mirht become a sltppmg or stumbling hazard. Safety shoes arc recommended 6. Garments must be reasonably comfortable m any temperature in which they >,- worn, 7. Garments must fit at least fairly well and not interfere with tire worker** move ments. 8. They must afford adequate protection against the hazards fur which they were designed. - 9. They must be durable, and they should not be too expensive. During a good many years both the employers of industrial workers and manufac turers of safety equipment have expended much time and effort in devising suitable and adequate protective clothing to meet the multiple hazards of the job. A very high degree of cooperation between these intercuts ha* l&eti maintained. In some cases special studies have been carried on to determine tlte degree of protection neces sary, the best means to this end, and to establish standards of particular value to which new safety equipment might conform. In tome of these studies the Navy De partment of the United States government has participated. One of the outstanding studies, to which manufacturers, the Bureau of Standards, the Public Health Service and die Navy all contributed, resulted in tin; standardization of protective gugqk* with lenses 50 min In diameter. Thu*, scientific study and the accumulated experience of year's have resulted m the 94 Twenty-second Congress--National Safety Council production of adequate protective clothing of many types in every Held of industry. The Safe Practices Pamphlet of the National Safety Council, No. Id, entitled "Pro tective Clothing,*' very adequately covers the requirements of the employee in in dustry. If you desire protective clothing, it is only necessary to determine your needs and then purchase to meet them. I can assure you that you -will not only find the manu facturer willing, but anxious, to assist m developing the type of material suitable for your requirements. Manufacturers arc always glad to learn your experience mod develop equipment accordingly.. Some General Considerations for the Selection of %Respiratory Protection Devices I V By W. P. YANT Supervising Engineer, Pittsburgh Experiment Station, V. 8. Bureau of Mines, Pittsburgh, Pa, Tl>e satisfactory solution of respiratory protection problems requires considerations beyond the mere securing of a device which will protect the wearer from the con taminating agents. In fact the first consideration and decision to make is whether or not a hazard exists, and assuming a hazard is found, the second consideration is whether or not the situation should be taken care of by personal protection or a general removal of the Hazards, or removal of the workman. The prevention of ex posure may be accomplished by preventing contamination or removing the contami nant at the point of production, by removing the workman or changing his position, by general ventilation and dilution of the air contaminant to a new-harmful amount, and by providing personal or individual protection through the use of protective de vices. Exposure of persons can be prevented by one or a combination of these pro cedures, their desirability of use usually decreasing in the order of mention; that Is, prevention of contamination should be given first consideration and individual pro tection by means of such devices as gas masks and respirators the last considerstiow. There are, however, many exceptions to this general statement, as sitcations where prelection is for accidental occurrence of gases and emergency use in situations where the hazard may be Increased by the difficulty or uncertainty of maintaining a respir able atmosphere, and where the nature- of the process make it difficult if net im possible to maintain a harmless atmosphere, or where it is a matter of the most economical means for providing adequate protection. General Requirements for Selecting Equipment The selection of safe and efficient devices for giving protection against irrespirable atmospheres requires: Ca> A recognition of a dangerous situation and an understanding of the kind and source of all hazards, both existing and potential; (b) The selection of the most suitable type of devices for the situation at hand; rubJished ter jKnuhskm oi the Director, V. S> Burc*u oi Mines. fNot subject to copyright.) Safety Equipment 95 (c) The procurement of u device of good quality and. which will give satis factory performance. It is not possible to discuss here the item* and factors which enter into these broad requirements further titan to convey a recognition and an understanding of their significance and to indicate a general basis for analyzing and dealing with respiratory protection problems. In addition to selection, tlicre are also many other items of importance to safety and efficiency in the use of this kind of equipment, as care, maintenance, and proper usage. Most of these are fundamentally embodied *n train, ins, an understanding of the hazards presented by the atmosphere, the operating principle of the apparatus. Us scope and limitations of use, sate procedures for entry and explorations of dangerous situations, and rescue and resuscitation methods The Utter are important to saving of lives by means of protective equipment and to taking case of the wearer of the equipment in event of accident. Recognition and Understanding of Hazard* The recognition of a dangerous situation and a full understanding of the hazards involved Is fundamental to a decision of whether or not personal protection is needed and it so, the quality and quantity of protection tfjai Is requited. Failure to recognize a hazard, or if recognized, to consider it of not enough consequence to provide pro tection, is die cause of infinitely more injury tu health than improper selection and use of equipment. There is usually little or no doubt attending the recognition of a situation that will cause acute poisoning, because it is almost certain that it must he recognized in advance of injury or it will be recognized promptly by a definite recog nizable injury. However, with situations which cause chronic poisoning, or what is usually termed an industrial disease, after many daily and even years of exposure to small and often unrecognized amounts of gases, vapors, or dusts, there is a much greater possibility that the danger- will escape attention. The reasons for this arc embodied in*a general lack of understanding of tlx; hazards attendintf the occupation and tic absence of manifestations of a dangerous atmosphere by physical appearance, sense affection, and/or -urns of injury recognizable by the layman or even medical men, particularly in adv of serious harm. In many instances recognition Is first OMufc by a casual observation of an unusually high Incidence of some common affec tion or disease occurring in a group of workmen, which as. individual cases were not connected with industrial exposure. Aside from the humanitarian viewpoint and the economic loss to employee and employer through sickness from occupational discs'.es, they are becoming and, m many instances, have become of utmost importance to industry through exists of com pensation. In some instances they may readily threaten the existence of the Industry unless the harmful exposure of workmen is eliminated and/or established as non existent, The importance of this arises not only through live occurrciKe of actual injury and buna fide claims but through malingering and racketeering, the opportunity for which is much greater with occupational diseases than accidental injuries, owing to ti many indefinite items and factors. Potential or actual contact of some kind and to some degree with substances which are harmful to health exists in most indus tries, and. if enough effort Is made it is usually possible to name some contact that could potentially influence the illness of a workman, eithei by direct cause or aggravation. This will serve as a basis for either a bona fide or a false compensation claim. Secur ing the necessary facts for proving Or disproving the claim is often difficult if not 90 TtiCiily-sci'oud Congress--National Safety Council impossible. awl the decision in many eases, rests on ilvc veracity, opinions, and guevses of cxjiert witnesses, on the siatcgy and cihwiuencc of the legal talent, and cm the sym pathy of the referees ami jury. Tiiis discussion of occupational disease which might ap{>ear to be irrelcvent to the subject of this paper, i* given for the pur|09* of pcmrtiuj? out one of the meat im pel taut reasons for iudustry to Ik: cognizant c*f its hazards and to prevent exposure of workmen. There are many instances where the savings in compensation costs will eventually, if mg at present, great!} exceed the cost of protection. Also, establishing tlte fact, in advance of claims, that a harmful exposure docs not exist or that adequate protection is provided and used will discourage false claims, improve live regard of both enqdoyce and employer for occupational disease compensation, and remove im portant difficulties in its administration. Recognition and Evaluation of Hazards An endeavor tn adequately describe all dangerous situations would 9>e endless and incomplete because new ones are being created daily. In general, rccognifhn and cvalutfoal of a UuzardtHJS situation I'erfurrcs (a) an understanding: of all of the harmful substances, conditions ami/or {procedures that may be jwesent or {wmibly created: (b) a consideration of the {jossibdity and extent of cxiH*$ure: and (c) the toxicity or harmful properties under die possible c*mtUtio*ts of vxposure. A good rule for tanknown situation* and otic which will hdp to avoid a good many of those whirh arc found through the occur reticc of accidents tr ill health, is to consider them harmfol until proven safe. The experience of other* can very often be a fallible Laus for evaluating- the safely of coniac-t with substance because a good exjierience depends not only on the substance and tlie geiie-ral process, hot also on the exact detail* of their use. In many instances these details arc n:ot important because there are Sew situations which can not be made safe if enough effort is made. General Types of Equipment for Respiratory Protection Ulte many requests received by the Bur can of Mines fos- mformatto-n rcic*rtiis devices for respiratory protection indicates a good deal of confusion and lack of understanding of tlie available designs, the operating principles. naes. ami thniiatwjcs. The scope of this paper permits only a very brief mention of tlicsc subjects. Fe a more detailed dicttssiou tlie reader is referred to previous reiwts and putJvatiuo* which deal nwwc fully with the subject. Without attempt to give a <x*plr*e bibliography; a lew rtf these references are suspended to lhi* paper. The apparatus in common use hi this country for protection against harmful mdo^trial atnrosphcces may he divided into five general though not always distinct type* 1. Self-contained oxygen-breathing apparatus. 2. Hose masks, 3. Compressed air respirators, irelmcU and hoods. 4. Canister gas masks. Including direct-connected and replaceable cartridge type. Jk Dust. mist, and smoke respirators rtf the filter ty|r. In addition to tltcso common types there are specialized typo among which arc: the "lung", which was devised primarily for use in escaping from submarines: aero nautical equipment for providing oxygen at high altitudes: emergency' oxygen-helmets or hoods for brief eXjHisurcx during fire-fighting and rescue work; and the diving Safety Equipment 97 dress, in either the seU-contaiocd or hose line supplied types. These specialized type, will not be included In the present discussion. Self-Contained Oxygen-Breathing Apparatus The usual design of self-contained oxygen bi eathing apparatus used ia America embodies the following principles and essential parts: Pure oxygen from a com paratively small storage cylinder of the gas at high pressures (1300 to 2,000 pounds) is released through a pressure-reducing valve, to a flexible breathing or low-pressure storage bag and then through a breathing tube, a cheek valve and mouthpiece to the wearer. The exhaled air which contains the residual oxygen and the carbon dioxide from the lungs is returned through the mouthpiece, another cl*eck valve and breathing tube, through a purifying unit which removes the carbon dioxide, to the breathing bag The wearer thus breathes oxygen in a closed circuit, the loss of oxygen from the circuit due to consumption by the body being replaced automatically from a high pressure storage cylinder so that the volume of respirable atmosphere in the circuit remains relatively constant. The wearer's source of oxygen is entirely independent of his surrounding atmosphere; in fact, the apparatus provides an ample supply of oxygen and functions properly under water. Tt is not, however, recommended for use at depths in excess of an equivalent of IS pounds (approximately 30 feet) owing to the possibility of "c-xygcu poisoning.'* The apparatus has many parts and requires considerable attention by a trained person in order to keep it hi a safe condition. A thorough course of instruction combined with training in its use by competent in structors Is also essential requirement for safe use. However, with good maintenance and adequate instruction ami traisalng, the apparatus will furnish protection to the longs against all deficiencies of oxygen and all gases and concentrations that the skht caa endnre. It Is widely u&ed la emergencies and for conducting work in atmospheres where there 5 danger of oxygen deficiency. It is the only type of apparatus that provides this degree of protection and at the same time permits freedom of travel of the wearer to considerable distances from fresh air. The hose mask is essentially a full-mask facepiece connected to a line of hose, by means of which air from an tsncontamtnated place Is conveyed to> a person In a cootaamanated zone. With the exception of devices that employ a comparatively short length of hose. 25 feet or less, the supply of air is augmented by means of a rotary Mowers at the Intake end of the hose. A hose length of 150 feet is live maximum length approved by the Bureau of Mines. As a hose mask supplies the wearer with fresh air, it will obviously protect the lungs against all deficiencies of oxygen and against any gases and concentration* thereof. It provides a degree of protection equal to the self-contained oxygen breathing apparatus but lias the disadvantage of restricting the wearer's movements to a dis tance equal to the length of the hose line from fresh air. Wire? such restriction Is permitted, the hose mask is preferable to the oxygen breathing apparatus. It is lighter in weight (except where the wearer makes a vertical elimh), subject to less mechanical and performance difficulties in use, requires much less maintenance and inspection, less instruction for safe usage, and i* lower in initial and maintenance and operating cost than the self-contained oxygen-breathing apparatus. 98 Twenty-second Congress--Nutivnal Safety Council Compressed-Air Respirators, Helmets, and Hoods Compressed-air respirators, helmets, and hoods arc similar in general principle to hose masks in that they are designed to supply fresh air to the wearer, but differ in details of the. design. The facepiece may be a half-mask, a full-mask facepiece such at is usually used with canister gas masks, or a Helmet or hood that fits entirely over the head and neck. Air is supplied through a (usually small diameter) hose leading from a supply of coni]ressed air. This supply may be from the same source used in the process conducted by the wearer, as in sand-blasting or spray coating, but an in dependent source is usually preferable. In dtlrcr case, iirec&uttou must be taken to insure an adequate quantity of reipirable air free frotn liarrnful contamination. These compressed-air devices have a wide application for providing protection where, owing to localized contamination, protection ts required continually or frequei. ly enough to justify providing an air supply, and where the workmen's activities arc confined to a limited radius. When equipped with a half-nusW facepiece the de vice can supplant the use of dust respirators or even canister gas masks for protection against atmospheres non-irritating to the eyes. Where protection against eye irrita tion is needed a toll-mask facepiece or Reggies may be provided, or if there is need of protection for the remainder of the head and neck (as from sand In sand blasting operations), a helmet or hood completely enclosing the head can be used. When properly designed, maintained, and used within the scope of designed purpose, equip ment of this kind gives good protection and is well adapted to many dost and gas jwoblrwi* where the wearer's duties permit the leash-like hose line. These device*. however, are not designed for emergency uses in highly injurious gas or vapor at mospheres and would In many Instances be unsafe for tills usage. The importance of a supply of dean pure air of normal composition can not be over-emphasized In the design and use of this type of equipment. Precaution is par ticularly necessary when the possible contaminants of the air supply are without odor or taste, as lead, arsenic, or silica dust; or gases, as carbon monoxide. Instances have been {omul repeatedly where the air supplied through the respirator was seriously contaminated and in some cases to a higher degree than the air surrounding the workman, owing to the intake to the supply being located near general ventilation exliau&ts 04- at places wlere there was general contamination. With dusts it appears that a slow accumulation of the contaminating agent occurs in the air receivers o>r lines and later owning to a variety of possible influences it is suddenly borne by (lie air aud results in a marked degree of contamination. In other instances it has been found that the air was contaminated by exhaust gas irons the leaky manifold of the gasoline engine used to drive the compressor. The writer has personally experienced contamination by the stack gases from a locomotive engme that happened to stop at a point on a sidmx close to the compressor intake. Another source of contamination which has caused considerable trouble is ov er beating of the compressor cylinders with cracking and burning of lubricating oil and the formation of carbon monoxide along with other objectionable if not harmful dceomposHtoo products and a depletion of the oxygen content of the air. Also if the air is stored m receivers or lines for extended periods before^ being supplied to the. respirators, a depletion may occur through oxida tion trusting) of the metal. The writer has observed the oxygen of air contained iu iron vessels to drop from the normal of 20.93 per cent to less than 7.0 per cent in tfuee days, and there are records of fatal accidents to persons who have entered tanks and steam boilers after tliey had been standing empty but closed tightly for extended periods. Safety Equipment 99 The general precautions and remedial measures are apparent irom the source ami type of trouble. It is pointed out dial placing a filter consisting of an oil trap, a dust remover, soda liifie and activated charcoal between the air source and`the facepiece ut the respirator will remove most of the contaminants but it will not remove carbon monoxide In fact a filter of this type would tend to remove odors and consequently the sense-perceptive warning properties t a dangerous situation. This is mentioned not from the viewpoint of discouraging the use of purification units hut to indicate that these units do not comjdetcly remove the dangers from all ;>ossiblc air contamina tion. They must be used with full knowledge of their efficiency and limitations and with general precautions against compressor intake contaminations aud improper compressor operation. Canister Gas Masks A canister gas mask, which is die device usually termed a "gas mask", consists of a canister filled with granular form chemicals, usually connected directly through a flexible breathing tube to a full-inafk facepiece, though oilier maritfieatfcms as direct connected canisters, a mouthpiece or haU-mask fart-piece may be satisfactory or even desirable for some purposes. The air is inhaled through the canister and exhaled through a one-way valve at Use facepiece or mouthpiece to the surrounding atmos phere. The canister contains chemicals ot materials which remove or otherwise render harmless the deleterious constituents. This type of mask is merely an airpurifying device. It does nut contain or generate oxygen and accordingly its use i* restricted to atmospheres in which the oxygen content is high enough to support life. As there is no known chemical or material suitable for gas mask use which will re move all kinds of deleterious gases and vapors, the ga*cs or vapors against which a particular canister will give protection depends entirely on the content of the canister. Canisters may be designed for cue specific gas or class of gases, or for a combination of gases or classes of gases, but usually will wot give protection against any gas or dasss of gases not included in the designed purpose Also, the canisters may or may not contain fillers for giving protection Against smokes, mists arid dusts. The classes of gases, members tltcreof, and designated types and color marking of canisters for these gases have been sttmdaidizcd. All tl*e important manufacturers of gas masks hi the Unuited States follow these standards. (Details of tlic standards are given in references IS, 17, 19 and 20.) In general the life of a canister against a particular gas or class of gases is a func tion of the amount of the particular absorbent hi Uie canister. This might suggest that by iwaking the canister large enough it would be possible to provide protection against practically any concentration of gas or vapor. This, liowcver. has limitations. For several reasons the Bureau of Mines has not approved canister-type masks for use in concentrations of gas iu excess of two per cent with the exception of ammonia, for which approval is granted for three per cent. It is believed that higher c<mcentratkwi* arc beyond the intended purpose, the comfort and the safety of this type f equip ment. In situations where higher concentrations exist (usually confined spaces) there is very frequently danger from a deficiency of oxygen. Concentrations of even two per cent of gases, as chlorine, phosgene, sulphur dioxide, and three per cent ammonia are very discomforting and produce slight to moderate irritation and often severe blistering of the thin skin areas if the person perspires. The reactions in the canister with this range of concentrations of all gases, and particularly with carbon monoxide, cause marked heating, aud the air passing through becomes hot and uncomfortable 100 Tzventy second Congress--National Safety Council to breathe. It may be mentioned in this connection that it is actually possible to melt the solder from the canister and, in the case of an activated charcoal filler, set the cliarcoal on fire by passing into the canister concentrations of gases not greatly in excess of two to three per cent and at high rates of flow. This speaks for the effi ciency of the absorbents but at the same time indicates the necessity of limiting the designed field of use. It is realized that m ptactical emergency situations persons cannot wait until the concentrations of gas or vapor in the air has been determined in order to ascertain it it exceed the limitations of the protective device. However, persons with experience in dealing with the particular situation* can roughly judge the degree of contamination and danger. Also if the wearer of the mavk is experi enced, alert, and proceeds into gas cautiously, he can detect inabilities of tire decree to give protections in time to escape. An important exception to this, is an atmos phere markedly deficient in oxygen and which gives very little and often no warning. Important reasons for designating gas-concentration limits foe canister gas masks are to establish the degree of protection afforded by these devices and to furnish a guide for the selection of equipment for meeting respiratory protection, problems. With the exception of a special type, small emergency mask for escaping from sud denly occurring carbcm-ntonoxidc-conUiiniiig atmospheres, particularly for aiding miners to escape following fires or an explosion, all of the canister gas masks which have been approved by the Bureau of Mines (see. list, of approved appliances, refer ence 20), consist of a facepiece connected by a flexible breathing tube to a canister which U carried either on the chest or back, by means of a suitable harness. The Bureau of Mines schedule of requirements for canister gas masks is intended to pro vide a mask that will give protection against atmospheres ranging from those which will be harmful after a single exposure of a few hours or less to atmosphere* winch are intolerable and can not be bqrrw for even a single breath, and the quantity of the most efficient present-day absorbent necessary to meet these requirements is, with few exceptions, beyond that which can be incorporated in a canister of small enough size for a satisfactory direct-connected design. However, this does not indicate ilnat other designs and particularly tbe directcownccted canister type, or the replaceable cartridge type mask are without a place among devices for giving respiratory protection in industry, if they are well con structed and used within the limitations of the protection they will afford These devices provide protection against atmospheres which workmen may breathe wilJiout protection but which will either produce a chrome type of affection or poisoning after repeated exposures of several hours daily. Their field of use lies in situations such *3 spray-cooting and bench work with solvents, where adequate general ventilation is provided but where there is need for individual protection against localized contami nation. The major advantage of this cartridge-type mask as compared with a mask luving a full facepiece, breathing tube, and canister is better vision, convenience, and comfort. These convenience and comfort factors are very important to the adoption and use of protective devices for situations where, owing to the lack of discomforting nature of the atmosphere ami absence of immediate physiological effect, tl>c work men will endure the atmosphere without protection even though there is danger of chronic poisoning after prolonged daily exposure. The cost items is sometimes given as a hosts for using the cartridge-type mask. This, however, is not believed to be a sound, economic reason because for a given expenditure k should be possible to pro cure more protection in the form of one large canister titan in several small ones. An important fact to remember is that these cartridge-type masks are not designed for Safety Equipment 101 emergency use or protection against high concentrations or gases or va(x>rs. They would be definitely unsafe for these usages. Dust and Mist Respirators Dust and mist respirators are designed to give protection agaiurt harmin'] air-borne particulate matter or suspcnsotds. These contaminants may be solid particles, liquid* condensed on solid particles, or liquid particles alone. Also these particles may lie accompanied by other harmful gases or vapors or by the vapor of the toxic liquid condensate or particle. * As the absorbents used for removing gases and vapors are practically ineffective for removing particulate matter from air, it n necessary to employ mechanical or physical trapping and filtering. The usual form of a respirator foe protection from dust, smokes, or mists alone in a half-mask facepiece directly connected to a filter m the form of a cloth or felt bag, a disc or cylinder can containing a paper cloth, or felt dt-tc. The design, Itowever, may range from this half-mask direct-connected filter design to one having a facepiece, breathing tube and filter worn on the chest, back, or head tn tlie form of a cap. If combined protection against paniculate matter (dust, smoke, and mists) and gases and vapors is required, the filter element must contain in addi tion to the filter, a suitable absorbent of tbe kind used in canister gaa masks for the 5ame gases and vapors. Such gases or vapors may be formed with the particulate matter or may result from volatilization to liquid particles trapped by the filter with subsequent contamination of the inspired air if a suitable vapor absorbent is not pro vided. There is obviously no real distinctUm between a dust and mist respirator equipped with absorbents for gases and vapors, and a canister gas mask equipped with fitters for dusts and mists, excepting m the degree of protection afforded agamsl the three physical forms of matter. Selection of Type of Apparatus Hie Ideal selection of a device embodies lie optimum combination of adequate respiratory protection with maximum durability and simplicity in design, construction and operation, and a minimum of encumbrance, discomfort to tlte wearer, knowledge and experience for safe usage, maintenance, and cost. Allltoogh none of the several available types described can be considered as fulfilling all of these requirements for all situations, there are few* if any situations for which one of the types in some available form will not provide adequate protection and fulfill tlie remaining require rrients to an acceptable degree. A good selection requires (1) a complete understanding of the nature of the ho ards that attend the situation for which protection is required, and (2) a complete understanding of the principles of protection, tlx; general design, scope of use, llmi tations, advantages and disadvantages of either the available types of apparatus c-r possible modifications. It may be pointed out that devices for giving respiratory protection are continuously becoming more specialized and there is an increasing de mand for respiratory protection service to meet particular conditions. Adequate respiratory protection against the most Hazardous condition foe which the device may be used is the first requisite of a satisfactory type and one that must be entirely satisfied regardless of all other considerations and factor*. Whether or not "adequate protection" should be considered synonymous with "maximum protection" 102 Txvcnly-sccoud Congress--National Safety Council In making the beat selection, depends on the particular situation and the importance of the oilier factors, many of which also have an influence on safety. Encumbrance and discomfort to the wearer incur fatigue, cause distraction and, in general, handicap the wearer's ability to take care of himself, thus increasing the possibility of accident, not only from tl>e hazardous atroospliere but from other sources. They impede the performance of work and thereby tend to prolong (be hazardous Iteration and possibly tlelay die saving of life and property. It is emphasized that the importance of comfort, particularly in the use of respirators, cannot be over estimated. Simplicity in design, construction and operation in general minimize the chance* for mechanical failure and reduce the maintenance required for keeping the equipment in a safe usable condition. These factors are also conducive to case in acquiring the complete under*lauding of (he working principles, assembly ol jtarls, scope of safe usage ami limitations. which arc essential to good maintenance and safe usage. This understanding is the most neglected item in the present day use of equipment for respiratory protection., ami is responsible for most of the accidents that have occurred. Selection of Quality and Quantity of Protection A good type selection does not insure satisfactory protection unless the specimen or brand fimdly ohiamcd will fulfill at least the minimum essential and expected re quirements of the type. As might be expected,, all tyt>es are available in a variety of capacities and m qualities ranging from good to ioor and men dangerous. It was will* a view tn establishing a list of commercial devices which would meet the minimum requirements for safety, durability, and efficiency, or. in otlwr words, the requirements ktr good roaUty and quantity of protection, that die Bureau of Mimes inaugurated iu system of approving devices, fSee references 16 to 26 in elusive for publications which deveribe this Bureau's approval system.) Briefly, the approval provides a means wliweby a manufacturer can stab- nut his equipment to the Bureau of Mine* for tests of its conformance to the Bureau $ requirement*. If a device possesses these requirements the manufacturer receives a certificate nf approval ol the Bureau of Mines whkh be can display as evidence that his device lias met die requirements. Also the approved devices ate marked in a manner which dearly distinguishes them as approved devices and indicates the limi tation* and the purpose for which tltey arc approved. Consumers can u*e this as h guide in selecting device* of known tested quality. The Bureau of Mines also periodi cally issues for public use a list of the devices (see reference 20) wJiich have met the Bureau's requirements together with tin: manufacturer's name. The type* of devices which are approved by the Bureau at present are ndf-contamed oxygen breathing apparatus, hose masks, and the regular design f canister gas masks. Work which is designed to lead to a schedule oi requirements for dust respirators is in progress at the present time and is near completion. It is opportune to mention that an American Standards Association committee under the chalrmunM-itp of Or. 31. G, Lloyd of the Bureau of Standards it at work on the preparation of a national safety code in which specifications for all types of mask* and respirators will be given. Such a code is urgently needed. It will not oni> have a salutary effect in raising the general quality of device*, but will provide consumers with a guide to obtaining good equipment of all types in much the same manner as the Bureau of Mine* system has accomplished these benefits for a part of the types through its approval system Tt is hoped tliat when such a national code become* Safety Equipment 1<U available, the consumers of equipment will demand devices winch meet the estab lished material and performance specifications. It is only through such demand that the full benefits of the code will be derived. Bibliography The following is s list ol jHiblKAtwiu lelwred to ui Ihc text t>f tb.it iKqer. with |! addition of other rafe/cacai whfe}t are fttnirces ol information to t^oic who lche to obtain more complete dnetifttiotts auvl information on these subject*. As iurUralcd in the list, some ol the IJimcju ol Mines publications are out oi print but they can usually be found in the libraries ol at least the principal cities. 1. ricMncr, A. C- and Kata. S H. Swfe Practice m Using Gas Masks. Solely Cwgin.. t'JlO, '3. Fiddlier, A. C, Industrial Use and LImiuimmu ol Respirators. Gas Masks, and Oxygen Breathing Apparatus. Bureau of Mines panudikt. May 24, 1919. t p(> 3. Kata. S, H., and Bournuiti. T. J-, Comparison of Gas Masks. Hose Masks, and Oxygen Bre&thfngvAnMrsius. II. S. Our. Mines Kep of hvesiijntt/w>* 210% pp. S. 1523. 4. Forbes, J,. |n and Gr&wr. ft. W. Advanced Mine Rescue Training. Fatt 111. I'r/tcclKUi Against Gases Encountered 1st Mines. U. S. Bur. Mwtec Miners* Circiaar 35. pp. S3. 1929. 5. Parker. D. J., MeCaa, (i, S.. and IVetwiy. E. If-. Self- ComI amc*.! Oxygen Breathing-Asquita- tux U. 5. Bur. Mines Handbo-ik, 1933. Keviced b> <X W. Grove. 6. Fiektoer, A. C. Katx. S. H , and Kinney, S. P.,, Gas Masks lor Gases Met in Fighting Fires. U. S Bur. Mim, Tech. Patter 210. rat. 41. 1921. Contains a tlcserqttion of the nut encountered, tbs various tj'pes of a|iparatus tor e*{ittsor protection with advantages, vantages and limisntioos. Also a secekm on eRccla of gases cm men and treatment at various toms of gas poisoning. ._ 7. Kate, S. K. and DteomheW, L J , Gas MaiW for G**o4ic andFrtrc4eum Vapor*. Is S- Bnr. Mines Tech. Paper 348, pp. 371921. A comparison ol the general advantage* ad k* advantages of scH*ccxuai<vcil uxygeu-bre&llmig apt^aratu*. canister gas masks, ami Hose masks f, Yant. \V,, P,, and Traubert, C. E., Protection Against Mercury Vapor Afforded by t'aniste* Css Mstkt- U. S. Bur. Mines Rep Investigations 31W- pp. 11. 19329. Kate, S. H,. Metier. E. G., and Gibson, F. H.,, Efficiencies of Painters* Respirators,. Fn?.ei- Inc Lead I'siot Iktuol, and Vitreous Euttsicl Sprays. U, S- Fub, Health Bull. No, 177. M'- 37. Ifl. Kate, S. H.. Smith, G. W-. and Mafter. E. G-, This* We*;Hi**tswa. These- Gwulructton and Eillleriog EJKclewy. U, S. Wur. Mines Tech. Paper 394. !. 52. 193d. 11. National Safety Council Safe Practices Pamphlet No. M- Romrators, Gas Masks, Ho** Masks and Breathing Apparatus OU2y). Published by tbe National Safe!*' Council. 12. Barreto. T. B., Drinker. P, FUm. J- L. and TbomsoUj R. M.. Masks and Hesratne* tor Protection Against Dusts and Fume* J. I mi. Myy 9. 192/ pp. 2***5. ^ 13. WolttB. K., Proteclkm Against R*i*Irat<iry rolsuns. Abotract lriu Gasmask* .1 trwi>. pp. 24*37. n Chew. Abstr. 25 11931). n. 3744. 14. Klein. F,, Modern McOkmIs of Jlrentkinic 1'iotectioo. Abstract front kfetahbOise. 21, 19Jt. f,ji. 219 20. 2tt-9, 316*17. 364*3, 412*13. 460*61. Cbem. Abstr. 25 (1931). PP* 3413*3414. 15. Code for the IdenliKcattom ol Gas Masks. American KeeosnmendeJ IVsctic* Arnetican Standards Asooeiatiun, stionsoeod by National Safety Council U. S- Bureau id Lab>r Stntsat;c Safety Cod* Series Bolt. No. 512 (1930). pn- 3. IS. If. S. Ibireau of Mine* Scisedule 13A. Piuccdure tw Kst*Wsh*ng a T-Ut of I'en,d4il'4 belf'Coittained Oxygen Brcathing-Apjwrati'*: Fees, Cheraetor of Test*, and Cnmlitions Under Which Mine Rescue Breathing- Apparatus WiB b< Tested., pf)- 12 1910 17. U S Bureau nf ilincs Schedule 14U, Procedure lor Testing Gas Masks fur Pcnuisiitnlity. 13 1910. It U. S. Bureau ol Mines Schedule 19, t'roccd-ure fur XevtiMg Huse Masks tor PcrmissiLifuj*. ^19. Yaist. \V P., What 1'omusubU-ity Means iu Retprralsey Pioiectiou. Nali^al Safely New*, August. 1933. 30. Yaw, W. P., Bureau of Mines Apprevosf Devwoa for Re*.j*<rat#r J'reteeirort. 1. rod, Hy*. 1933. in1* 4/3-80, Curtains a list of Bureau of Mines approved ap|dl<rs^ces (o date with names nt man-jlaciurers. (fa Quality Requirements in Eye Protectors '5* By W. P. EL ST UN Operating: and Knuinaering Dapartment. American Telephone and Telegraph Co,, New York City The speaker said in part: When eye firotectota or goggles are referred to. I im mediately think of the Bureau of Standards and the Safety Code uti Head and Eye Protection. The very purpose in establishing tins code, and in its subsequent revi sions, was to help in insuring quality requirements in eye protectors. In this code 104 Twenty-second Congress--National Safety Council the woik processes or operations are divided into nine groups, ranging all the way from processes involving protection against relatively large flying objects traveling at a rapid velocity to protection against wind and very fine dust particles. They also incl.udc processes requiring protection against excessive brightness, against other in jurious radiant energy, and against acids and spattering molten metal. 1 cannot take the time to describe and explain all these nine groups, but they may be found in the code with which many of you arc doubtless already familiar. I sim ply vnentiou them to illustrate the point that before deciding upon a particular type of goggle or protector for the eyes or respiratory organs, the type of work and the protection required must be thoroughly known. As I sec it. the safety requirements for goggles for use in protecting the eyes against flying objects might be summarized ulong these lines: 1. The goggles must be reasonably comfortable. Under this broad general re quirement I include fit, optical comfort, lightness of weight and good ventiiatiou. These are all features tending to increase the comfort of the wearer. Tins require ment as to comfort Is placed as the first safety requirement because without it the goggles will not be worn when needed. 2. Ttie !cncs and supporting cups must be sufficiently stroug and so designed that injuries to the eye wilt not result when flying objects strike the leas. We cannot al ways insure against cracking or breakage of the lens under all conditions of impact, but we roust be reavjttably sure that even though breakage occurs particles of the lens or flying objects will not enter the eye and Impair the sight. To accomplish this, high grade commercial goggles are built so that when live lens is broken, shattering win rarely occur, and if it should happen the particles which leave the supporting cup wiM tend to be thrown outward rattier than inward toward ilc eye. 3. The gOttKles must have a reasonable service life, not only as an economical measure but to insure against rapid deterioration of parts which might not promptly be detected in lhe field and yet which would impair the serviceability of the goggles. 4. In general, die goggle should be so designed that it can he readily inspected in order to detect a defect produced by use or misuse. Important hidden parts that can not he washed are certainly undesirable in any tool or device upon which the work men's safety directly depends. 5. If the same pair of goggles is to be won; by more than ooe employee, the gog gles should be capable of withstanding sterilization. In selecting for any industrial organization a {articular make or series of makes of goggles, there are but three methods available for judging the relative merits of Hie makes under consideration- These are; (1) technical investigation and study; (2) laboratory tests: and (3) field trials. The technical investigation discloses design features relating to all five of the fun damentals, namely, comfort, strength, service life, ease of inspection, and possibilities of sterilization. For example, tlie quality of the lens, the amount of ventilation pro vided, the adjustability of the distance between eye cups, the shape of the eye cup are all features controlling comfort which may he judged from a careful inspection. Likewise, the materials and quality of workmanship employed, in manufacture have a bearing on strength, service lile, ease of inspection and possibilities of sterilization, and these likewise may be judged from a careful inspection. The laboratory tests will give definite data on strength and ability to withstand sterilization so that facts rather than judgment may be utilized in determining the Safety Equipment 105 relative merits of the different makes tested in so far as these two requirements are concerned. The field trials confirm judgment with regard to comfort, service life and ease ol inspection. This confirmation is often quite valuable because, irrespective of l>ow carefully Ue technical investigation is made, some phase of the field operations nay be over or under-emphasized or neglected entirely and the original opinion formed on the basis of live first technical investigation may have to be modified in the light of developments produced through the field trial. 1 am inclined to feel, therefore, that no one of these methods, namely, technical investigations, laboratory tests, or field trials should be used alone in deciding how satisfactorily a particular make of goggles meets the five safety requirements and the needs of the organization. In my opinion a combination of all three methods should be used. The Relation of Safety Equipment to Experience Rating By H. F. RICHARDSON 3 Secretary-Treasurer, National Council on Compensation Insurance, 5' New York City The speaker said in part: Safety equipment is actually related to experience rating only in so far as it helps to reduce accident frequency ami severity and tliercby to reduce die cost of workmen's compensation insurance to the individual risk. Experience rating v* really a comparison of tlic past actual loss experience of the individual risk over a given period of time with the corresponding expected Uvu experience for such a. risk, and on the basts of such comparison the manual rate is increased or decreased according to whether the risk's individual past experience is better or worse than Ue average. The "expected loss'* experience is what Is an ticipated will be the cost of such awards for compensation and medical service as predicated upon the past performance of all other similar risks in the industry.. For example, past experience may indicate statistically that a machine shop of a certain type and sire b expected to cause accidents amounting in loss cost to $10,000 a year. The experience of this particular machine shop, Itowcver, may have caused an annual average of loss cost of only $5,000- If. for the moment, we over look the feature of size of the risk, a detail which has a considerable influence upon the rating, we can say that this risk is just twice as good a risk as tiic average of the industry and might expect a rate of just half as much as the average of a group of similar risks. If It produced $15,000 of loss cost it might expect a rate just half as much higher than the avciage rate for the industry. This supposition naturally contemplates that the future attitude of the risk toward Accident prevention and the installation and use of safety equipment will be the same as in the past If laxity develops iu tins connection, undoubtedly the future of loss experience will grow steadily worse, while if constant improvement is the goal Cite loss experience will improve and the cost of compensation will be less. The size of the risk has an important bearing upon the experience rating of the risk. In insurance parlance we say that the "credibility" of the risk Is a major factor in its experience rating. It is obvious that with all other things being equal the past record of a large risk a a more reliable guide to its future performance than is the experience of the small risk, because the Uw of averages has more 106 Ixcciify sieond Contjrcss--National Safety Council opportunity to work in a large* risk. Then, too, the experience of a risk in a hazardous trad is a more reliable guide to the risk's future performance than the experience of a risk of similar size in a non-hazardous trade for the same reason; the hazardous trade producing more accidents and. tliercfore, is a better chance of getting an indicative average. In experience rating, it is primarily the cost of tire accidents rather than their number so that severity withm limits also has a major effect upon our consideration of the risk's experience. All oilier con ditions being equal, for example, we would actually not rely as much on the ex perience of the risk if it alt resulted from one serious case as we would if it re flected a lot of less serious cases more frequently occurring. The first instance probably would never occur again for years, because of the workings of chance; while the second would probably approximately repeat year after year. As a result of this condition m experience rating, accidents arc treated under two distinct groups: the low-frcqucncy high-cost cases such as the deaths and permanent total disability cases, and the high-frequency low-cost cases which cover all other corapematkm cases and also medical costs. One other feature of experience rating is of very deckled importance. This is the application of ll*e principle cl "weighting" the experience of the risk in determining a future premium rate. The principle oi the "weighted experience" provides that the same degree of iu>i?ortar.ee sixth not be attached uniformly to the experience dcvclotted in all years of the risk's operation but that each year shall be arbitrarily graded so as to give tlc most weight m* credence to the latest experience. As a matter of fact, the weights assigned to the five years of experience are represented by tlic factors -40. .60, .80, 1.00, and 1.00, beginning with the curliest year's experi ence. In otlwr words, the experience of the two latest years is accepted at its face value, while but 60 per cent, 00 per cent, ml 40 per cent of the experience of the third latest year, fourth latest year ami earliest year respectively arc retained for rating purposes. Tlvc reason for this feature of experience rating Is again to restrict the influence <f conditions which arc not considered reflective of the risk's loss cost prospects fur the immediate future. Suppose wc have a risk wlrere five year* ago it was under tin? management of persons not interested in any way iu accident iirevemioti m in the use of safety equipment. During that year iirubuLdy tiicrc would have occurred numerous acci dents as a result of such altitude on the part of the assured. Sunnite that during the last two years, however, new blood liad been brought into the firm which had been tlioroughly *ohl on accident prevciitFJtt and extensive safely programs had been inaugurated awl all evidence indicated a continuation of this practice. It does not seem logical that the shortcomings of tlte risk hi tltc earlier tears of the risk's his tory should unduly influence Use injure rate <rf rise risk. While unquestionably tlic risk s earlier experience should be reflected in tlic luting. its effect mi the future rate for the risk should he modified in the light of Uc more modern comSitkni*. Tinweighted experience principle which we follow docs just exactly this. In other words, it makes the a>vured pay tn full for the most recent conditions in his plant ami it does not drag out unduly the penally for some particular condition which may or may not be reflected in the present conditions of tin: risk. ADJOUXNMfiNr. TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Safety Organization and Program WEDNESDAY AFTERNOON SESSION October 4, 1933 The special session devoted to problems in connection with Safety Organization and Program was called to order by J. . Cultiney, Bethlehem Steel Co , Bethlehem, Pa. He welcomed the delegates in tlie name of the Executive Committee of the Na tional Safety Council, and then introduced George Opp. safety engineer, Tlie Detroit Edison Company. Detroit, wlio presided during the session. Cliainuan Opf> mstluud the discussion in view and introduced flic first speaker. Mechanical Safeguarding and Engineering Revision - - _ -Q- By L. W. LOHREY Manager of I*exson>iil, Delco Products Corporation,, Dayton, Ohio The speaker said in part: Many speakers have presented statistics so often to prove that roost accidents are due to causes other than (lie lack erf mccluuikal guardwig, that many have readied die conclusion that the job is done, in so far as this very important phase of safety vuuccriMtl. In fact, they have sold this point so wdl that many of Hie safety engineers of the country have lost their jobs within tlvc past few years. Management everywhere evidently believed tlveui and since it was necessary to reduce overhead expense, tlieir service* were tJUj^msed wish, as Uveir departure would not be missed. I can't say that I sympathize with these chaps; in most instances it ws gad riddance. Tlwy were the "fellows wlw told management every time a worker gut hurt that t**c machine was properly guarded aitd that die accident was due to the carelessness or tlic cusseditess of the worker. They did mat. however, tell management that witl* additional gmecrinK the roarhii e coukl be guarded, and vrith little additional expense, so that regardless of the carelessness of the worker, it would be impossible for him to be hurt. No--mechanical safeguarding and engineering is not completed--It is practically in it* infancy. The sooner wc recognize this fact Use greater will be the improvement in this field of safety. Let us consider foe a moment the report of the Division of Safety and Hygiene of the Industrial Commission of Ohio, and then determine wliethcr or not mechanical safeguarding has reached the point of perfection that many would have ua believe. In 1932, 131319 total claims were filed with the Commission. Of this number-- 45,123 were due to cuts and lacerations; 25,723 crushes anil bruises; 19,710 sprains 107 108 Twenty-second Congress-- National Safety Council and strams; 11,523 puncture wounds, 8,663 fractures: 8.295 bums and scalds; 713 dis locations; and 220 concussions. The number of direct amputations of some member or members of the body, by ma chinery or other hazards, was 422. Q( this number seven were arms; five were hands; four were legs; one was a foot; five were toes; and fuui hundred fingers or parts of fingers. You will note that the parts most susceptible to injury were fingers. Of all the claims filled with the Comma- sion most of them were due to injury to the fingers--a total of 33,676. I do not w. nt to tire you with figures, but as long as the state of Ohio continues to scitd out .such reposts no one can coowince me that mechanical safeguarding is doing all that it should do to reduce hazards. 1 would nut Stave you believe that I do not recognise the importance and value of proper supervision and training of the worker to control hazards. This form of acci dent prevention Has a very definite place in the control of safety--but it does not, and should not take the place of a mechanical device when needed. A study of accidents in many of our larger plants will generally show that very few of them are due to unguarded machines. This, In my opinion, is not true of the many smaller plants which for various reasons do not purchase modem machinery and equipment as do the larger plants. I will cite a few instances of accidents due to the lack of proper mechanical guard ing or engineering. Case No. ! An operator working ou a dial feed punch press lost the tip of his thumb when the press did not eject the material properly. Instead of taking a stick or stopping the machine he used his thumb to force out the part, with the result that lie lost the tip of it. After this accident occurred a guard was placed over this par ticular part which made it impossible for anyone to put his thumb in this particular position. Case No. 2. The operator of an automatic punch press received a severe injury to hts finger when lie |>taced his hand on the guard used to prevent the tie rod from falling in case it should break. Case No. 3. An employee lost a thumb on a hydraulic press which operated at a very slow rate of speed. Case No. 1. An operator of a punch press lost a tip of Ids finger when he was equipped with a positive guard. These cases show the need for lietbcr engineering. In the age of speed we cannot trjfct to anything but the best hi safety. There arc too many factors which cause the human being to fall. Again--why sliould we assume that we have reached the goal from the standpoint of engineering? Why do we maintain our large engineering forces for the improve ment and development of cur products? If It is desirable and profitable from that standpoint--why U it not equally as* important to continue, our engineering develop ment in safety? Who would want an automobile tiiat was designed twenty years ago in preference to the splendid-model of today? Likewise, the models ol safety of today most pro gress if we are to reduce accidents to a minimum. Mechanic*] safeguarding and engineering play tm important part in the control oi occupational diseases. A noted labor leader, a few years ago, made the statement that no mau should do the work that a machine can do. Likewise, may I say, that m> man or woman should be permitted to perform an operation which involves an Safety Organization and Program 109 occupational disease that a machine can perform. I have in mind a particular opera tion which requited the use of wood alcohol. Under the old method this operation would have been performed in a very crude manner. Under die present conditions a modern machine costing five thousand dollars was installed to take care of this particular operation. The only reason that this machine was installed was the con sideration of the operator's health. SffACJ SafCty Education By W. J. PEACOCK Head, Department of Personnel. Northern Paper Mills, Green Bay, Wia. The speaker said m part: Most of us in the safety game go through the stage of guarding our plants, and then of having foremen and occasionally executives expcct accidents to cease, as though machine guards might exert an influence on stiunblers, trippers and those who neglect their goggles. It was only after we had analyzed our accident statistics and dug out the causes that we discovered a major category of human causes which no amount of machine guarding could prevent. Today we know that education is the most concern of any industrial safety expert, indeed plant education is so vital that v,e must find ways of putting a thrill into it. First of all, a thrill fee ourselves. It is worth while to visualize the environment in which our modern safety program is being produced. An engineering section, accustomed to weighing facts for their accuracy, acts as sponsor for cor codes and safe practices pampldcts. Psychologists Inspire us to accurate thinking regarding tbc mental attitudes of workmen. Medical science gives us warning and procedure regarding industrial diseases, infections, and every-day health requirements. Psychiatrists are helping us to locate and to re train the "accident-prone*' employee Soaotogurts are writing textbooks o tbc or ganization of our plants for safety as well as production. And checking up on our entire set-up, we have expert statistics emanating from the American Engineering Society. I narrate these facts l bolster nay who may be losing courage In these trying days. It will not be long before safety education will be accepted as on a par with other industrial interests founded upon scientific research. It is not to pillory the men in question, but to express my surprise that their kind itill exists, that I mention two headline speakers on one 1933 regional safety pro gram. The first speaker created a laugh where a laugh was out of place by stating that the only printed matter he could find in pseparalkai for the topic of "Public and Home Safety'* was a book on funerals. The matter was serious, because lie Is a regent of State Normal schools and lives at his state capital, where access to at least three libraries of unusual size is available. The oilier speaker, a plant superintendent and a college graduate, stated that he was formerly a plant safety man and t!t he had been trying to unlearn the nonsense of his earlier years in which plant safety depended upon "the carnival method**, "sob-stuff appeals", and the contest induce ment. There were in the audience many friends of the speaker* who could have loaned them scientific material on their subject* which would have made cither humor or tirades appear what they were in fact, a waste of time that ought to have been used constructively. Every delegate to this Safety Congress owes it to himself to visit die headquarters no Twenty second Congress--National Safety Council library of the National Safety Council in order that he may have his vision expanded to the proportion of the literature available, and certainly any firm would applaud the judgment of those who will buy some outstanding safety book and add it to their expense account. The first thing to mention, therefore, m connection with safety education is the privilege the safety man has of entering into a heritage of scientific literature, text books, if you please, upon which to revise and quicken yvur program of plant in struction. One ought to go farther and urge that every safety man consider himself a collaborator In this work of putting safety education upon a scientific foundation. It used to be emphasised that industrial safety as a program must be carried to the individual workman. Contests are valuable in that they arouse an entire plant ami make groups "safety-conscious", but when wc are told that one-third of our em ployees experience over two thirds of our accidents, in fact, lliat certain men are hurt again and again, we begin lo realize that education, which is directed to the in dividual mind, s most wise and essential. Wide publicity has been given to the story of the Cleveland Railway Company exjiericuce, in which a division with the highest accident record was taken and trans formed m a single year to the safest division on the system by a "clime1* method, dealing with employees as individual cases. Among 167 motormen SO were found involved itt half of tltc total accidents of live division. One man was on the books 32 times in a year. There were seven cases of "faulty attitude"; six cases of failure to see potential hazards: six of faulty judgment of speed and distances; five cases of impulsiveness: four of irresponsibility; four eases of lack of attention; and so cn. Very essential in our safety thinking Ihew days is the discovery that not only safety experts but industry, live schools, clufirches, in fact the Government itself are being weighed for their constructive contributions to human welfare m these NRA days. Today in American thinking there is emerging a philosophy of action as big as life itself. Plant safetv goes far beyoml die "dunT-gct-lnKt" stage. It is concerned with jobmaking and job-saving. It aims to inspire the sort of manhood efficiency which witlisigly adopts Uie ideas of *i>ed, cooperation with others, better licaltb, preven tion of waste. In short, the safety nmtt lias a sweet job of turning out bigger men, partners in activities which are vital to the welfare of society. titiW. res* i- Supervision By CBORQE H. MILLER Assistant Manager, Safety & Fire Protection, K. I. du Pont de Nemours & Co., Wilmington, Del. The speaker said in part: Supervision means the act of overseeriug or superin tending. Cuuscqneinly, it would seem that the subject .should include the acts of all those whose positions in the industrial establishments give them such responsi bilities for safety. - The modern industrial accident prevention program makes safety an operating responsibility and holds each member of the operating organization, from the manager down to the foreman, accountable for his share of safety supervision according to his relative responsibility in the `'tine" operating organization. We generally concede lliat it is at tle (>ouit of direct supervision that such of our accident prevention work fail*. But we must not forget that higher supervision fails Safety Organization and Program 111 first in tliat it does not provide effective direct supervision. Ill any vase, we believe our present problem is largely stated by the question, "how can direct supervision he improved ?*' It is evident to everyone who Has nude a close stud> of accident records that more and more of those accidents formerly riiargcd to live carelessness or negligence of the workers are now being classified as tack of supervision;, ami the old alibi, "risk of employincut", is fast falling into disuse. Supervision is now being held re sponsible io*' those untoward happenings which occur within its jurisdiction. But how many of u* realize fully or act fully tqxm the realization that at the time wc give direct supervision to certain responsibilities, we must at the same time train that supervision in their fulfillment. We liavc no more right to expect a foreman to prevent accidents among his men merely became we have told him that he Is responsible for them, than the foreman has lo expect the job to 1* done safely merely because lie has told his men that it should be done that way. There has been a tendency in the ist lo allow foremen to grow up in the organi zation more or less on their own; and the selection of foremen has many times Wen largely based upon length of service. Consequently, in many cases the foremen lave not been selected with due consideration to the fundamental requirements of fore* tranship. One ol our suggestions for improving direct supervision is lo select fore men with greater care and to train them in forenonslup. It was not a difficult task for the higher uffivets, the area supervisors., or the department luxids, recognizing their responsibility for the caliber ol forrnwu in their departments, to set about some definite need for improving the quality of foremanship. Many of the schools through out the country arc now providing excellent courses for training foremen; and we believe that plant executives have not always taken full advantage os these facilities. Sometimes the safety committee meetings grow monotooous because tlicy are de voted to die consideration of a few minor mechanical hazards. These meetings my be used very appropriately for the development of foremanship in accident preven tion- The National Safety Council publishes a set of twelve pamphlets known av "Safety in Forema:.ship." These pamphlets can l used as a guide for a study ol thw subject in the safety meetinRS Undowlrtedly, five results will not only W an improvement in safety foremaitsliip but also an improvement for foremanshiji for other operating responsibilities. It is impossible for anyone to accept the full measure of his responsibility for a certain task unless tliat responsibility is definitely given to him. Fw this reason, we helievc that plant safety organizations should parallel the plant ^iterating organiza tions and be complete down to the last man. We have observed that many times tl>c position of the foreman in safety work has been usurped by arranging the safety organization in such a way that the foremen are not given their logical places. Some safety organization*, even though they are arranged logically ami according to the operating organization at tlie time, are not carried through to the worker*. Our experience in the chemical industry has indicated that it is perfectly feasible to re quire each foreman to have a safety committee so that he can pass the safety which he received in the meetings he attends down to his men and so that lie will recognize beyond any doubt tlal tlic safety of those who work under his supervision is squarely up to him. Our next suggestion is that the higher officers require that each foreman under them make a periodical safely inspection of his area and report to his respective 112 Twenty-second Congress--National Safety Council superior on specially prepared forms, not only his suggestions for safety improve ments, but also those faults -which the fos ^man has found and coriected. This is another way of indicating to the foreman the scope of his responsibility and another way of giving it to him very definitely. It is our belief that any attempt on the part of outsiders to usurp the inspection duties of the foreman lessens the foremen's respect for his responsibilities. We do not mean that oilier inspections should not be made by higiwir officers and perhapa by the plant safety engineer, but we do plead the case of the foreman and ask that he be allowed to accept fully the responsibility which he lias been given. The safely programs employed by roost industrial plants provide for departmental inspections, but these are usually made by departmental inspection committees; and we wonder sometimes if the department heads or area supervisors do not leave the problems of safely Inspections entirely up to this inspection committee without taking very active parts themselves. Our next suggestion is ibat each departmental superintendent, or whatever he may be called in that particular organization, make a periodical safety inspection of his department with the safety inspection as his primary object. Furthermore, we suggest that he equip himself with a flashlight. This is not said facetiously. We have amazed many departmental superintendents by showing them what dark corners and out-of-the-way places contain. If the higher officers are to know how well the foremen are following through with tlieir inspections, it Is necessary for the higher' officers to occasionally make inspections themselves, not through inspection committees, but personally. From our experience wi analyzing injuries, we have come to the opinion that foremen do not always know the hazards of the work of those they supervise as well as they should. Each foreman should not only know titc hazards connected with the work of his men but be should know die precautions which should be taken to prevent accidents. He should know all the safety rules which govern the tasks of hta employees; and he should be in a position to properly impress these on his workmen. He should know what safety devices such as gas masks, goggles, icsparators, arid special clothing his workmen need for their protection; and he should determine as often as is necessary tliat the workmen (rave these, that they are in good condition, and that they are being used. Y/e have found it entirely practicable to have the foremen report occasionally to their superiors on these subjects. Recently we used, with very Rood results, a special form omtaining a few simple questions. Each foreman was required to make out one of these forma for each of his employees and give it to his superior. One question required that the foteman list the hazards to which the particular employee might be subjected in his work and the precautions Hie employee should take. Another question required that the foreman list the protective devices which the employee should hare and required that he say whether they were in good condition and if they were being used. Tlicre was also one question on this form which was designed to give the superior the foreman's opinion as to whether or not the particular employee was a safe worker. The superior of the foreman reviewed these reports and from them determined what additional instructions in these subjects the foreman should be given. Hr was able to determine those employees whose attitude toward safety should be improved. Furthermore, one may easily realize what happened to the foreman himself. He frequently found that he did not know all that lie should know about Ins workers Safely Organisation and Program 113 and their requirements for safety and promptly accomplished considerable self cor rections. We believe that discipline has a place in our plant safety programs just as it In* ki our plant operating programs; in fact, the same place If a foreman fails to dis charge his responsibility lor safety, lie should be suitably reprimanded. Furthermore, many accidents would be prevented if tlie individual workers were properly repri manded for practices which they know to be unsafe. The scheme of foremanship breaks down unless some means is provided for upltciding the sincerity of rules and regulations. An investigation of a recent major injury revealed that an employee had committed a certain unsafe practice at least 300 times within a year and that on several of these occasions the practice had been committed in the presence of one of his ui>criors. A former sate method of doing the particular job had been entirely abandoned, apparently without much consideration having been given to whether the substituted practice was as nearly safe as the previous one. In another case, an employee re moved his screen guard from a feed hopper so tliat he could poke some large pieces o! material into a mill by band. The result was tliat he lost a portion of his hand. The idea that an employee would be allowed to continue an unsafe practice under the very eyes of his foreman, or that a workman would remove a guard front a hopper and pay a portion of his hand as the price of hU disobedience, would seem preposterous if we did not know that these practices do occur and perhaps more times than uc realize. Sujscrvision should be ever alert to the practices of the employees, ami above all should be sincere and serious in its application; for after all proper supervision is not that which falters to countenance unsafe practices. There should be no employee at the plant w!k> does not appreciate Hie sincerity of the management's interest in accident prevention. Sometime ago we heard the presi dent of a company tell a meeting of supervisors and foremen In no uncertain terms just what the management expected of him in so far as safety was concerned. Thoac supervisors and foremen went away from tlutt meeting with a far greater appreciation of the impoeUnace of safety in their daily operations. Consequently, we suggest that the plant manager or his assistant take the opportunity to call all the supervisors and foremen together occasionally and tell them what is expected of them and that the job of safety is theirs. All tliat has been satd heretofore lias concerned methods of improving direct super vision. Before wc could get very far with any ol tliese plans or programs. we must fix in our minds a certain starting point In our efforts toward safety, as in our efforts toward good housekeeping, low costs, and everything else that involves sou* relationship with men, we will waste a lot of effort and fall far short of the desired results unless we start with the principle that we must first get the sincere co operation of those who are to do the work. We can talk about instruction of supervisors, instruction of foremen, and even instruction of workmen, but unless those instructions arc carried out, we will accom plish nothing. It Is impossible to have a supervisor watching every foreman and a foreman watching every man, every minute of every hour of every working day. Hence, unless wc have first established whole-hearted cooperation and the will to accomplish our purpose throughout the organization, we will never accomplish the best that is possible in accident prevention work. Our last suggestion, therefore, which by order of importance should perhaps have been first, is that we start out 114 Twenty-second Conyrcss-v-National Safety Council on the basis of securing the cooperation of all tn carrying out a program which they have been maefe to realize us intended to minimize and if possible eliminate tlte waste of human life caused by accidents. ADJOURNMENT 1 WEN TY-SECOND ANNUAL SAFETY CONG RESS NATIONAL SAFETY COUNCIL Safe Use of Chemicals in Industry Hi ft- ` Jt TUESDAY AFTERNOON SESSION October 3, 1933 The special sessidn devoted to the safe use of chemicals in industry opened will's Oiairman II. S. Smith, Union Carbide and Carbon Corporation, New York City, presiding. Chairman Smith made a brief statement of the reasons for this con sideration of chemical hazards and then introduced the first speaker. ,1 f /, f Safety in Chemical Laboratories ^ J// / Af By DR, HOWARD ADLER t Chief Chemist, Victor Chemical Works, Chicago Heights, 111. Tire speaker said in part: Most laboratories arc designed and equipped today to make them safe places in which to work. Pome hoods to remove injurious vapors, various types of fire extinguishers to prevent the spread of flames, are common equipment in a day when we think as highly of Udnjrauwics as wc do of factory machinery. The equipment for safety m laboratories is every bit as irrqiortant as the guard on the machine out in the plant. These safeguards help appreciably m redwing the probability of accidents. It is obvious, Iwwevcr, that just as guarded machinery alone is not sufficient to insure a good safety record, so a thoughtfully equipped Jabotatory is not all that is required to prevent !i;**ratory accidents. The unique position of chcmkal laboratories results from the large number of potentially hazardous materials being handled constantly, but even lwire tliere is considerable variation depending upon the type of work being done in a pat titular industry. Let u* consider, then, a research laboratory using acids such as phosphoric, oxalic, formic, sulfuric, and to a lesser extent nitric and hydrochloric; alkalies such as caustic soda and poush and ammonia; yellow jthosphocous, flammable liquids such as methanol, ether, benzine, etc,: toxic gases, such as carbon monoxide and chlorine; and many chemical reagents. Practically all'laboratory accidents fall mio three classes: 1. Those which are due to improper manipulation of simple chemical equipment 2. Those due to improper mechanical handling of chemicals. 3. Tlrose which arc caused by unexpected chemical reactintis. The mishandling of glass equipment probably causes most of the accidents of the first class. Of these accidents, perhaps the most promment are those which result from improper attempt to put pieces of glass tubing through rubber stoppers This 115 116 Twenty-second Congress--National Safety Council accident used to occur at frequent intervals iu school laboratories, and appears most often among the accidents experienced by assistants in cur laboratory. Usually the glass tubing is forced through the stopper, pressure being applied at a distance quite removed from the stopper itself. The glass tubing breaks sutd often inflicts severe cuts on the experimenter. Proper instruction would eliminate this accident The best way to reduce tltc number of accidents of this class is to make sure that the people in the laboratory are properly instructed in the manipulation of chemical equipment and in the use of safeguards such as goggles, shields, etc. In the case of the assistants about the laboratory, it requires proper instruction in tlie tasks they are asked t perform by the chemist for whom they are 'forking. It is possible, if this instruction is properly carried out, to reduce the number ci accidents caused by carrying out simple chemical operations in the wrong way. During a study of our accident experience we noticed that a Urge proportion of the accidents occurring in our laboratories during the past six years happened to assistants- This pointed to the fact that they were being asked to do things for which they had not been suitably trained. Wc have decided to change our procedure in this respect and to have each chemist to whom an assistant Is assigned certify that he has been instructed properly in certain fundamentals. These would include the methods of using chemical equipment, the use of Are extinguishers, precautions in handling of acids and dangerous chemicals, and the use of goggles, rubber gloves, etc. The second class of accidents, those due to inisluuidliug of chemicals, would include those accidents due to the spilling of acids causing bums of various kinds, the spilling of flammable liquids, particularly m the neighborhood of flames, and other similar types of accidents. To reduce accidents of this type materially in auy lab oratory, it is necessary for U members of tliat laboratory to recognize the necessity for care in handling dangerous chemicals and acids. Of the various acids we use, formic acid is particularly corrosive to the skin, producing blisters during the burning process. Chemists know or do learn of this property and treat the chemical with the proper respect, which leads to safe use. The same is true of the other corrosive reagents. Tlie handling of the most dangerous chemical, even yellow phosphorous, can be made relatively safe. k It is necessary to know what can and wliat cannot be done with safety. AH chemists by the time they reach the industrial laboratory know something of the properties of phosphorous, of the ease with winch it caleltcs fire, and of Use severity of phosphorous burns. In general, this causes them to handle this particular sub stance quite gingerly. There is always one danger Su handling a choaical of this type. To what extent does continual liandUng cause the respect lot the chemical to disappear? It is diffi cult for os sometime* lo realize that* we cannot afford to let down. We must not let familiarity breed lack of respect; I am sure all of tts will fold times when we have taken unnecessary chances in handling dangerous chemicals. It is usually in cases where we have been dealing with, these dangerous substances for some time and have come to feel that we have completely mastered them. The nature of the work of research laboratories presents an additional source of accidents to which X liave already referred, namely, the unexpected reaction. Prac tically all chemists engaged in research recognize the potential violence of some chemical reactions. They do not always expect the reaction which occurs, however, and are unprepared. A violent reaction, when cr.e is prepared for it, does not Safe Use of Chemtcals in Industry 117 usually result in an accident. If expected, the quantities used are small and mechan ical safeguards are used to protect the worker. Sonic experiences of our laboratory might serve to illustrate the occurrence of these unexpected reactions. A naan in our laboratory had carried out a reaction between some corrosive organic chemicals including phenol about twenty times, varying conditions oi temperature, concentration, and so forth, to determine tlie best yield of the product. The next time he happened to use one of the reactants in a more finely divided condition. Tlie reaction became unexpectedly violent, the flask boiled over, some of tl>c cor rosive liquid being spattered in the chemist's eye. Prompt attention prevented any serious consequences. But why didn't he wear his goggles? He had worn Uvera during most of the twenty-one experiments. The reaction appeared perfectly under control, so he discarded Hie goggles. This type of things presents a real problem in some research laboratories, especially where the chemists are mature and somewhat set in their ways. It is not as easy to put across to them the absolute necessity for wearing goggles and continuing to wear them, as in the plant. With the laborer, wc insist ui*on goggles l>cing worn in all precarious operations In the laboratory, dealing with more highly trained men, we assume that they are sufficiently intelligent lo realize the necessity for working safely. It should be simpler in the laboratory to enforce safety rules. Actually H appears to be more difficult. Another instance occurred only recently where a new reaction was being tried out. The action of air and of oxygen on a flammable liquid in the presence of phosphorus was being studied. Tlte work was carried out under a hood on a small scale. The reaction was of the type which required a considerable time and did not need watching, as it was at room temperature, and die flow of air and oxygen into the flasks was easily regulated. The precaution was taken of laving a bucket of water under the flasks to quench (lie phosphorus in case they broke. The pre caution, however, was inadequate. After Uwree Iwjurs, al a time when no one was near, there was a sharp detonation ami a fire, which did not prove serious. Had the chemist been near he might have been seriously injured, Ivowever, because the explosion was so severe as to leave nothing of the flasks but splutters of glass. We should not require a warning of this kmd to make us realize tlie necessity of using a shatter-proof screen between the reaction flask and the worker. There appears to be in some cases the attitude that the use of goggles and similar protective equipment is ovctdooc. This seems to be particularly true of chemists who have been out of school for some time, and the only reason which can be given for this point of view is that they have been approached with the idea of working safely too late in life. There isn't any doubt that the earlier wc start considering safety in connection with the problems which confront us, tlie better wilt be the accident records which we have to present. Tix> work which is being done in the schools now to create some interest In safety even by the young child should do much to improve future conditions In clieiwkal laboratories. The place wlicre the most satisfactory approach to the question of safety in chemical work can be made is In the colleges where tlie chemists are trained. I do not know the present scope of safety Instruction, or to what extent young chemists are being taught to consider the properties of the substances with which tlvey are dealing In carrying out their experimental work. Ten or twelve years ago there was a great deal to be desired in the safety teaching in school laboratories. The accident caused by glass being improperly pushed through stoppers occurred quite frequently. In many cases in 118 Twenty-second Congress-National Safety Council elementary chemical laboratories the tendency of the student used to be to work with hb laboratory manual right beside him, and his method of carrying out an experiment would be to read mm or two fuses in the manual, and then proceed with tlie part of tile experiment outlined, without reading through to the ehd of the ittstrudiout. This type of procedure may easily prove fatal The laboratory of a chemical plant is in a unique position with reference to safety in the plant as a whole. The people working in the plant are generally not technically trained men- They arc IwuxlHug chemicals of varying degrees of harmfulness, and are required to handle therm in a safe way. The chemist in the laboratory is technkally trained and because oi this training is supposed to.Slave more intimate knowl edge ol the properties of the chemicals he is using than- the people who arc working with them in the plant. On this account, a laboratory with a poor accident record is not very good for the general attitude toward safety in the plant. The people working in the plant soon fed that if the chemists in the laboratory who are sup posed to know the chemicals they arc using cannot work without Having accidents, Ucn surely accidents which occur in working with these same chemical* in the plant are unavoidable. Hence people in the laboratory should feel an addition! responsibil ity toward the plant and strive to carry out Llieir work in the safest way. In conclusion, I might advance the following points: 1. Accidents occur in the most safety cquippped laboratories. 2. Minor accidents can be greatly reduced in number by insuring proper madet standing of the work to ?>e done. 3. Serious ac cidents can be avoided by utilizing safeguards provided in the laboratory, to antici pate uoexpcclcdb violcut reactions. 4, A good accident record in a chemical re search laboratory can be attained only by conscious effort toward safe manipulation. This requires sufficient knowledge of the properties of the chemicals being used ami recognition of llie hazards involved. ix't ? Jj' ' *-- ^ * '2< . 3 }-. Safe Handling of Adds and Caustics (Small Quantities) 0/) -VAO By C. K. RALSTON Safety Director, Pittsburgh Plate Okas Company, Pittsburgh, Pa. Tlie speaker sakl in part Tlie recognized hazards of handling acids and caustics arc bodily injuries, especially to the eyes; property damage, including destruction of clothing, and in many eases, fire. Undoubtedly, roost of the trouble we all have experienced in connection with this problem has been due to a lack of knowledge on the part of the worker as to the hazards involved. Entirely too much has been taken for granted as to the knowledge of the worker, which is a serious oversight on the part of those in responsible managerial positions. When care has been taken to inform the workers of the hazards of their work and the proper emphasis has been placed on the use of protective equipment, personal injuries are rare. When instruction* are given they should he in the clearest terms and the worker should not be left ou his own until he gives evidence o* a clear understanding. Such instructions should be given ir. the work areas where all equipment, materials and cotiditsons can be visualized. We should not assume that the worker knows, hut should be certain of his knowledge as the hazards are so serious. Too much cannot be said as to the personal habits of the worker with respect to cleanliness in 1handling acids ami caustics. I have observed many workers whose personal condition would lead one to believe that they were total strangers to soap and water. This condition is a sure forerunner for infection in case of even the Safe Cse of Chemicals in Industry 119 slightest injury. Every effort should be made to have the workers me shower bath facilities so generally provided, and also wear clean clothing each day. A lib eral use of water is a very important factor in the prevention of serious results from roost of the recognized hazards. This applies to the sirolcctive equipment used as well as to the body. We arc all agreed that Use best and safest way to handle the carboy is with the two-wheel truck, with adjustable arms, which pick up the carboy container b> slip ping under tlie cleats of the container. The use of this truck keep.* the operator some distance from the carboy and the bottom board strength is tested before he attempts to move die carboy by band Whew tle carboy has been delivered to th-: plan* where it is to be used, we arc confronted with the necessity `if providing the proper inclmators. pitchers, syphons or other equipment a* may he necessary t* fully protect the worker from so-called accidental breakage of container* or spills of material. Glass shields as a part of the inclinator equipment arc an excellent aid in pro tecting from splashes. Other devices. *wh as rubber tubing over the neck of the `carboy, will prove an aW in this work. Where possible, the acid should 1mt re moved from the cat boy by the use of pumps or syphons. When tlie containers arc empty they should Ise thoroughly flushed out with water This is a general requirement but one quite frequently neglected and many in- juries result from the handling of supposedly empty acid containers. Kca! constructive thought should be given to a proper and intelligent use of label* on all acids. In addition to proper labeling of individual acid containers, there should be proper warning signs around the areas where the acids are stored and used. These signs sliould warn those not engaged in Use handling of the acids with the dangers of the area. Acids which arc naturally unfriendly to each other should be kept separate at all tiroes. Just as the work areas wtiere acids arc used should be isolated as much as possible from other areas. Adequate lighting and ventilation arc very necessary when acids arc handled No open lights should be permitted and all light bulb* enclosed in vaporpruof globe*. Effective exhaust systems should be installed as so many of the acid himcs are poisonous and present a serious hazard when inhaled by the workers. Frequent inspections of equipment and work areas arc very important as the need for good housekeeping; cawroot be stressed too much. Foot housekeeping tends to encourage indifference and carelessness which aluavs lead to trouble. Floors should be kept free from slipping and tripping; hazards at all tiroes. Proper clothing and body protection is extremely important. As lias been men tioned before, the clothing sliould be changed daily. Rubber gloves and aprons should be worn arid in many cases rubber boots or wooden clogs will be required Close fitting acid-proof goggles are very necessary m most cases while in others the large lens spectacles may furnish ample protection. Efficient respirators should be provided for use where toxic fumes are involved. Some work will require the wearing of hoods or helmets which completely cover the head and shoulder*. Where the work requires the wearing of hats, these should be of the wide brim type in order lo furnish a* much protection as possible to the face and neck. Operating rule* are very essential and should be conspicuously posted In the work areas as well a* given to each individual worker. On checking over available tna- 120 T-wcnly-sccond Congress--National Safety Council tcrial of this nature, I was very favorably impressed with the dearness and concisenew of the rules of tle General Electric Company. (The remainder of the paper was devoted to a highly technical outline of first aid treatments for chemical bums as established in the Colombia Chemical plant at Barberton Ohio, the speaker carefully pointing out that all practices and treat ments employed there are the result of experience and are directed by medical su pervisors of the plant). Safe Handling of Acids (Large Quantities) Q/ By C. E. SEVRENB Meriimac Chemical Company, Everett, Mass. The speaker said m part: There are three common causes of injury iiu liandllng adds: (1) Burns by coming in direct contact with strong acids. (2) Breathing c-xkfes of nitrogen formed by the decomposition of nitric ackl (3) Explosions and fires from the generation of hydrogen gas caused by the ac tion of weak acids on metals. Burns by acid may be prevented by keeping the acids inside tanks or other equip ment wltere it belongs. Venting poisonous fumes to the atmosphere and the wearing of masks m emer gencies will prevent accidents caused by breathing them. Never permit an open flame to be used where there is a possibility of an explo sive gas being present. Consumers of acids in large quantities have installed the necessary equipment for storage and handling m bulk. Oucful consideration should be given a* to the loca tion and design of tlie storage, as well as the safety of its operation. Tanks., pipe lines, valves, pump*, etc., sltould be built of material that will withstand not only the pressure but corrosion due to the acid used. It is advisable to have pipe lines and valves ovcrltcad. as leaks ate nunc apparent and they are more easily inspected. Repair work on add lines must be treated as a hazardous occupation. When neces- . sary to make repairs the supply should be cut off and valves locked or lave warning signs on them These should be placed and removed only by tlvc men working on the line. A warning sign slvould be placed below the point at which work is being done and llicn allow' the Ime to drain through the leak. It is a good plan to use a shield through which a chisel can be sued when opening flange connections. Bolts ou tiie bottom half should be loosened first, allowing the acid to drain out. Cast iron fittings should lave a bag wrsqqied around them before breaking with a ham mer. Pipe lines have been known, to have acid in pockets or accumulations caused by obstructions in the Ime, which have, due to accumulated pressure in that area, blown out without warning when t!c line was broken and have caused serious bums. Valves should not be packed while pressure is on the Ime. Workmen should not be allowed to break or work on acid lines without haring on goggles, rubber gloves or other necessary protective clothing, and a safely pail filled with clean water. Many accidents have resulted from exposure to fumes and explosions of gases or vapors contained in tanks supposedly empty. It is advisable to have storage tanks equipped with a bottom outlet to aid the cleaning process. When it becomes nec Safr Csc of Chemicals m Industry 121 essary to wash out a tank it should be done under the direct supervision of a fore man who shall be preseat during the whole operation. After opening the bottom outlet, the cleaning; of tanks should be done from the outside by means of a Itcsc fitted with a special nozzle so that it can be introduced into live dome of a tan* car or opening m any other type tank, and a good How of water should be played in all directions. If the sediment is not dislodged by hie force of the water, it may be accomplished with a Hoc fitted with a blade which conforms to the shape of the tank, having a flexible handle of suflrctent length to reach the end of the lank. If repairs are to be made after the washing, the bottom outlet should be closed and. tlic tank filled with water, adding soda ash until the water sltows alkaline when the tank is full. The tank should remain filled for at least twelve hours before allow ing anyone to enter. Should it he necessary to do welding ou an ackl tank that has not been washed out. COj gas must be allowed to Row into the lank to remote all flammable a.wl explosive vapors. Samples of air must be taken at a sufficient number of points within the tank by a competent chemist. The tests should indi cate no flammable or explosive vapor present before live use of a flame is permitted. Closed tanks should not be entered without wearing a safety belt with rope attached. The oilier end of the r&pe must He securely fastened outside live dome or tank, where a fellow employee sliall remain until the workman inside the tank shall fully emerge. Canister type gas masks slvculd not be used in dosed tanks, or where there are nitrous gases. Always use the air ma.k under these conditions;. Gas masks should not be taken off while in tlie tank. In considering the handling of acids we may take sulphuric as a model, as it is the most universally used. Sulphuric acid is transported in carboys, drums, tank cars and tank trucks. Carboys are covered with porous stoppers to guard against pressure building up and bursting the bottle. When moving o|mn carboys a lend cover should be over live neck to avoid splashing. Hand pumps or siphons are sat isfactory if made of materials that will withstood the corrosive action of the acid. If htdinator* are used, special care should be taken to sec that the carboy is held firmly in place. "Whew a number ol carboy* ore to be used, it is best to have a lead dumping trough fitted with slats across l\vc top, on which the carboys can be inverted. Every carboy must be thoroughly drained ami flushed, out with water before being returned by rail as empty, to -- wi?h the I. C. C. regulations Poorly drained carboys shipped as empty are a menace to all handlers. Our accident experience with returned empties has been such that we have designed a kiq tapered cork stopper, and all our employees have orders to insert it in the neck of the carboy before handling. Add drums should be stored in a cool place with the bung up. When received, the hung should be removed slowly, then replaced. Tin* practice should be followed up weekly so the pressure which may have been developed front f*cat nay be re leased. Failure to do this may result in a serious accident. A safe method for empty ing drums is to insert a pipe into the outlet with a 2-inch tee on the end provided with a *4-i*>ch pipe bent toward the top of the drum to admit the air. Men em ployed kt emptying carboys or drums should be required to wear goggles. The usual procedure foe emptying tank cars is by blowing with air. Tanks are equipped with a discharge pipe extending from bottom through dome and air con nection at dome so that pressure oa top of acid forces it up the discharge pipe, alsu with proper safety values or frangible disks that will rupture at 30 lbs. per sq. i*. When tank car is received there may be a pressure on it due to the atmospheric m Twenty-second Congress--National Safety Council temperature or due to the formation of gases lay corrosion of the steel. It Is im portant that one should first inspect the gasket and safety valve and vent the tank through the air connection, as there may be pressure enough to force acid out of the discharge pipe. After connections arc made to the storage tank and air line, turn on the air pressure. When tank is emptied it should be again vented and then all openings should be closed. The method for unloading tank trucks is substantially the same as for unloading tank cars. It is advisable to have truck supply connections located so that operators can conveniently place their trucks. Truck tanks are equipped with safety disks rupturing at 20 lbs. per sq. in. Care should he taken in locating storage so that the lift will not he greater than 15 ft., as 15 lbs. of air will raise Q. V. 16*4 ft. above the level of the liquid. Nitric acid is stored ar.ri handled in glass, stoneware, duiiron or chromium sted alloys. When exposed to the air it gives off nhrous fumes which are poisonous. It Is likely to cause fire if brought itt contact with wood, straw or many other organic materials. Where it is used adequate ventilation should'be provided to protect the men from fumes. Mixed acid, a mixture of sulphuric and nitric acid, should be stored and handled in steel only. The same precautions against bringing mixed acid into contact with organic matter should be observed as with nitric add. Great care should be taken in cleaning out tanks which have contained mixed add! Men should not be permitted to be ext>osed to the fumes that ache from the accumulated sludge, as the inhalation of same may prove to be fatal. Muriatic acid is stored and lutKllcd in glass, earthenware, rubber-lined or hard rubber equipment. No metal withstands the action of muriatic acid. The fume* from muriatic add are irritating but nisi especially dangerous physically. Discussion: In New Jersey many fatal accidents recently have resulted from men cmerntg tanks without adequate inspection and without adequate protective equipment. In one case, three men figured, two of them dying from the effects of poisonous gases. The first entered to clean the tank, the second (plant superintend ent > to rescue him. ami the third in a desperate effort to get the Best two men out. Dhcuisiofi further devek>)>ed tfie comrojon agreement that prevention .of chemical plant acctdem* is largely a naOeJ-T*ideation of all employees in the hazards In volved. In otic case, a new plant being placed in operation, time was taken to school all employees very* carefully, adequate safety equipment was provided; and as a re sult there were no accidents in this.plant throughout the following year. It is important tliat employees he provided with the best safety clothing. One plant lias made it a point to supply all persons handling acids and caustic* with extra heavy woolen clothing It is supplied by the plant to employee* at one-half the net cost. In case of an acid spilt. Ue employee is better protected by this clothing, lias lime to get it off. and also time to reach a water shower before being severely bunted. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL. Safe Use of Electricity in Industry WEDNESDAY AFTERNOON SESSION October 4, 1933 The special session devoted to a discussion of hazards iu tlie use of electricity In tmdustry was called to order by j. I. Banash. president of the National Safety Couticti, who welcomed the delegates ui the name of the Executive Committee of the Council, and then introduced the chairman, Wilis MaciachUu. electrical engineer, Toronto. Ontario, Canada, who presided. Chairman Kiaciachlan briefly outlined Ihe purpose* of the session, atul then introduced the first speaker. C-bA '7^/6 jJ The Safe Use of Portable Electric Tools By CYRIL AINSWORTH Assistant Secretary, American Standards Association, New York City The speaker said m part: The term portable electric tools covers a very wide range. There are tools for grinding, denning and polislung. drilling and boring, reaming, screw driving, not setting, topping, shearing, woodworking, riveting, fabric cutting, blowing and drying, conveying and many oilier opcralkm* In aH of these cases the accident problems are the same and for the purposes of these discussions 1 Itave roughly classified these problem* into four gioups. 1 Design and construction 2 Installation. 3. Inspection and Maintenance 4. Employee training. It would be inuracUcal to discuss these four points here. In fact, it seems unneces sary to do so. The National Safety Council, Underwriters' Laboratories, U. hBureau of Standard*. Engineering Departments of Insurance Companies, Slate Kegtilalory Authorities, and the more reputable manufacturers of portable tools can furnish adequate information to any one who is anxious to look into the situation. 1 there fore will not go Into any technical discussions on these points. Inspection and maintenance hare not been discussed in the past to any considerable extent and a little tmic on these problems might therefore lie worth while. Again the situation with portable tools is no different from that experienced with the use of automobiles, oil burners, locomotives or what have you. The biggest problems tliat we have in front of u* today in connection with tlic safe ue of high ways and disregarding the tremendous problem of individual education is insurance of adequate inspection and maintenance of the motor vehicle. Tle majority of the difficulties that have been experienced in connection with the use of oil burning equip 123 124 Twenty-second Congress--National Safety Council nrent have arisen out ot llie advcrtisen'.eutb of manufacturer* which picture the cellar of your home as a recreation room or billiard parlor and tell you that your worries are over the minute the oil burner has been installed. It is absolutely impossible to continue to operate portable electric tools safely for any considerable period of time regardless of how much thought the manufacturers have put into the construction and installation of tlc tools if you work on the basic that your obligation ceases with the purchase of the eqtu|<tnent. Periodic and thorough inspection and maintenance of tlx: tools in the same state of perfection us when purchased is essential to safe operation. When preparing my original notes for this discussion I communicated with many organizations for the pur|>ose ot obtaining information as to their experience in handling this accident problem mid it is safe to say that fully 00 per cent of the acci dents that were illustrated to me would never have occurred if an adequate inspection system had been ii operation in die establishments which experienced the accidents. Sjieciftcally; may J suggest tlmt all large tools be inspected on the work at not greater than 90 day intetvxls ami if necessary repaired In position. Smaller tools of this class, such as grinders, should be taken into the tool room at least every six months and be given a complete inspection test. The smallest portable hand tools, such as drills and hammers, should be taken to the tool room for oiling, inspection and test. Sudi a procedure as this is being followed by many large users of Ibis type of equipment with much success and in therefore offered, for your consideration The next Important noint of view is that of adequate employee training. This has become somewhat of an obsession with me recently lit connection with many accident problems so tiiat vow will have to pardon me if I seem to stress tlic point unduly. The industries of the country lave paid a terrific price for tlieir lack of effort to insure that those whom they hire to specific Jobs are adequately trained for the work which tlicy will be called upon to do. Too long has industry depended upon the record of employment as to number of year* engaged in specific occupations as the basis of a person's fitness to do a job. Industry lias Hesitated to go to the expense of estabtisliing courses of instruction for new employees fearing tiiat after the em ployee has become well-g;omvdcd in his work and that as soon us the training invest ment is beginning to jay dividends that the employee will give up his job and go to another establishment where lie feds conditions are more to his liking. Many firms arc finding that this is a false understanding of what actually happens and are de veloping systems under which an employee will undergo a proper course of training to Insure that h understands Ikw to carry on his work eAkitntly and safety. Those engaged (n accident prevention work have always been faced with the problem of handling the man who says that lie has been doing his work in & certain way for a number of years and has never had an accident. Tn 99 out of 100 cases such an in dividual is using tlic wrong methods and sooner or later an accident is bound to occur. The method in the past has beeir to make employees safety conscious through a medium of safety tests, plant safety meetings, rallies, posters, slogans in pay enve lopes, etc, I do not Intend to depreciate such accident prevention methods. Tlwty all have tlvcir place in the scheme of tilings but to me they are not as fundamental and valuable to a complete accident prevention program as is an adequate training course, which will give him such a complete background of the technique of Ins job. that he will not only work with a freedom of accident but will insure tiiat his work is efficiently curried on from every point of view. Specific to the problem at hand, it seems essential that every employee who will be called upon at some time duiuig ids daily work to use a portable electric tool, that Safe Use of Electricity in Industry 125 he should have some specific knowledge concerning the construction of the tool tiiat he is using, the correct method of handling the tool, the defects in the tool that arc* likely to occur through its use, and any specific hazards in connection with tlic tool which can not be overcome through design or guarding and wltich the employee inu*t therefore have constantly in mind while the tool w In u&e. I realize quite well tiiat these points which I have brought out arc numbered hi their application and can be followed in connection with the use of any kind of tool. The Use of Low Voltage in Hazardous Locations ct,A By E. W. GORRY Superintendent, Operating Bureau, The United Electric Light and Power it Company, New York CUy What Is low voltage? If I were to put that question to any audience, there would probably be as many answers as there are volts in a kilovolt. Before gating vent to my opinion, let me digress with a few historical facts. Previous to the development of tl*e incandescent lamp and the electric generation and distribution system by Thomas A Edison, tlic lighting of our streets and souse commercial establishments was by means of carbon arc lamps. Coastnet with the supply wires to these arc lamps at 1000 volts or more was generally known to be dangerous. With the advent of alternating current for domestic, commercial and in dustrial use we altered an era of rapid development in high voltage transmission ranging from two to 220 kilovolts with utilization voltages of 100 to 700 volts. As a result of this rapid development we still luve private plants and wnue isolated systems where utilization voltages vary within the range quoted. With the extension of service from the larger utility companies, the discontinuance of private plants, and equipment obsolelion, we arc approaching the day of a uniform utilization voltage. I am of tlic opinion that the majority of us au-c users of the electricity defined as low voltage, tlic uj dinary utilization voltages supplied for tile lighting of our homes and factories, for the operation of motors and other devices commonly used in production and for our convenience. Today ordinary utilization voltages may be classed as any voltage between 100 and 2*50. A voltage of this order will be understood w|>ere tlic term low voltage is used in this article. What arc Hazardous locations? That question tnompted a levicw ot il*c avail able records of the National Safety Council and the Edison Electric Institute of acci dents, fatal or otherwise, attributed to low voltage contact. The records examined, covering the years 1919 to 1932, contain many cases where the voltage involved was undetermined or could not with any degree of certainty be approximated. The in formation recorded has to a large extent been based on newspaper reports collected through news clipping agencies. For the past few years the National Electric Light Association and now tlic Edison Electric Institute, have been collecting reports of electrical accidents through member company representatives and have been and are referring all newspaper reports received to these member company representatives for verification. I am citing the procedure followed to Indicate that a sincere effort Is being made to establish and make available authentic records of low voltage accidents. A report of the Committee on Low Voltage Hazards of the American Society of Safely Engineers--Engineering Section, National Safety Council, was presented at the National Safety Congress in Pittsburgh in October, 1930, covering data collected 126 TwcHty-second Congress--Naltanai Safety Council by the National Safety Council and the Nationat Electric Eight Association. Addi tional data have licen collected hy the National Electric Eight Association dur ing 1931 ami 1932. Tlicsc particular records are. in niv opinion, the most com plete t*i any centralized records, and, furllierrourc. they include a majority of verified eases. For the year 1931 I'have taken the liberty of classifying these cases as follows: Total number of fatal accidents 184. of which 108 have Steen classed as industrial, 38 hare been classed as domestic and 38 are unclassified. For die year 1932 the total number of fatal accidents was 131, of which 61 have been classed as industrial and 32 have been classed as domestic, leaving 38 unclassified- In the unclassified list have been placed all eases that occurred outside the plant property or the home, a miscellaneous assortment embracing in its toll the jokesmtth and the suicide wIk> constructed his own death chair. As we arc primarily concerned for the moment with the safe use of low voltage hi Industry 1 shall tiroceed with a further analysis of the industrial record. Tire year 193i records 108 as our industrial tell, classed as follows: Below 240 bolts........ .......... ............................38 Above 240 volts ............................................... 23 Voltage unknown ........................................47 For the year 1932 the record is 61: Below 240 volts ............ .............. ......................12 Above 240 volts .,........... .......................................... 3 Voltage unknown .... ............................................. 46 Now we are back to tlie question, "What are hazardous locations?" An analysis of the records referred to indicated that any wet or damp location would come within that classification. For example, we find that 9 out of 11 extension cord accidents are deftnHely Involved with a wet condition of the premises, 4 occurring inside of boilers and sled tanks, types of equipment well earthed and frequently wet when under repair. The remaining 2 accidents of the 11 were recorded as having occurred while the deceased were working on machine*. I believe that you will agree that it is reasonable to assume that the machines involved were grounded permanently as re quired under the Factories and Workshop Act or perhaps accidentally grounded at the time of tlie accident, a condition equally as effective for the passage of electric current to earth as any wet location. In the final analysis the answer would be that a wet or damp location is a liaz&rdous location, wlvcn contact is made with exposed wires or defective equipment. It is quite evident lliat witluHit this combination of circumstances (wet premises or equally as good ground contact and defective electrical utilization equipment) die ac cidents Here recorded would not have occurred. If the electrical utilization equipment Is not defective obviously* we would not have a hazardous iocaiiotv It therdorc seems reasonable to assume that low voltage utilization equipment, fixed or portable, when tit good condition can be used safely in any location. That is evident when we consider the relatively small number of accidents,.coupled with the fact that in the United States there are atproxiniatc1y 200,000 mamitacturcfs with installed elec- trie power of. 30 millions or more of available horsepower. It has been conservatively estimated that over 80 per cent of industry has been motorized and in normal times employs millions in man jiowcr. When it is realized tlrnt millions of these industrial workers contact in some form or anotfxrr with fixed or portable low voltage electrical apparatus every working day in the year and do so safely, then our casualty list, while deplorable, is not unduly alarming. Safe Use of Electricity in Industry 127 It is gratifying to know that the total number of low voltage accidents for 1932 indicates an appreciable decrease compared with 1931. This improvement unquestion ably reflects the combined constructive efforts of the various agencies engaged in emubating this hazard. Serious ttaught ha* been given to this subject by iiatioually known engineers, and as a result there lias i>ee prepared and made, available consid erable information for our guidance in the safe use of tlie electricity supi*l> well as enacted mandatory requirement for tlie same ]>oi|kjc. For instance, we find in the National Electrical Code ami the National Electrical Safety Code sjecinc reconmendatiofts as to the type extension cord and lamp sockets, guards, etc., lliat should be used in damp or wet location* There is no doubt in uty mind that compliance with these recommendations would liave prevented many of the accidents wc have been considering. There is reason to believe that the record indicates tliat industrial management t not JuHv awakened to the tact that proper maintenance of utilization equipment will prevent accidents. I would recommend to the supervisory personnel of industry that they obtain copies of tlie National Electrical Code, the National Electrical Safely Code, the National Safety Council's Safe Practice* Pamphlet No 29, "Electrical Equipment in Industrial Plants," Circular No 397 of the Bureau of Standards, and the *'Do You Know,T and "Common Sese" pamphlet* j/uhlislicd by tlie National Electric Light Association. There is a wealth of helpful information contained in these and many other publications. I would also recommend, in order to make sure that portable electrical tools and similar devices arc kept in good condition at all times, Ue following procedure tor maintaining them, believing that it it is followed the hazards incident to the use of this class of equipment can be almost eutitely eliminated. Thoroughly inspect the connecting cord of any such piece of equipment before con necting h to the circuit to use it. This inspection should include a careful inspection of the fitthags at the *u;<ply end of the cord and where It enters the dcvkc to which it is connected. A thorough visual inspection of the device itself should be marie s that any obvious defect will pass unnoticed. In the case of motor-driven tools in particular,, remove the motor heads at regular intervals and thoroughly dean accumulations of dirt, coptwr dust and other materia! from the brush rigging and other pax Is of the motor. In the case of electrically driven toots make a test at least twice a year, and oftener where the device is used frequently, by converting together the conductors of the connectbig cord at the source end and applying a tot voltage between this point and the frame or case of the device. For live ordinary low voltage devices, those rated from zero to 300 volts, I would recommend the application of at least 600 volts. In connectkm with tlie testing of electrical hand tools, I would refer you to a simple and effective set-up described ui ou article by L>.. EL F. Thomas, Research De partment. The Detroit Edison Company. This teat has been published in the Na tional Safety News (September. 1931, page 72). I would make a further recommendation that you discard any connecting cord which k frayed, c-acfccd or otherwise defective. Always use good quality cord, that is, one with sufficient imitation *nd well protected. Type "SH cord should not be tdo ex pensive for general use. Use, insulated fittings or connectors wherever practicable, and above all use common sense. 128 Twentysecond Congress--National Safety Council Safety Switches, Their Design, Operation and Maintenance By WESLEY M. GRAFF Director of Safety Engineering Division, National Bureau of Casualty and Surety Underwriters, New York City The subject of safety switches is one on which a book could well be written and is, therefore, one which can be considered only sketchily at a session such as this- Its consideration must he primarily from the standout of the user. Our consideration of the subject is limited here to industrial applications as ex* eluding central power stations or sub-stations, although many industrial plants either operate fairly large generating stations of their own, or have large transformer in stallalions connected to public utility lines. "Many*1 is numerically correct, but smalt in percentage of the total industrial plants in tlie country. Although, for those "many*' plants, primarily and secondary transformer switch gear, generator panels, and power and light distribution panels are of interest, we will restrict this talk to the general rim of industrial installations, and, in general, to a maximum voltage of 440. Again, in general, 5t applies to stationary equipment rather than to portable tools. Design From a safety tartdpoint. tlie primary consideration governing the selection of a switch is the service m which that switch will be used. For example, air break switches may be perfectly satisfactory for use m those parts of a xSant where the air is clean ami free from inflammable or explosive gases, vapors or dusts, whereas, if those latter are present, oil-immersed or explosion-proof construction may be abso lutely essential. For accident preventive reasons, all other reasons omitted from con siderstkm for tfie moment, we may choose among straight manual control, push button control adjacent to a switcli, push-button control remote from the switch, airbreak push-button-control of a remote oil-immersed switch, oil-immersed totallyenclosed push button control of a remote air-break switch, or a control such as the MercokS enclosed mercury control for a switch of almost any type. The photo electric cell is, and probably will continue to become, of increasing accident preventive importance as a means of controlling switches of various types in industrial establish ments. To cite just one ether switch control device possessing considerable safety possibilities,, may I mention the Bishop contact cable, which consists of two concentric coildoctors within an uisulating cover, the two conductor# being normally separated from each other but making contact with each other wherever Ute cable is pressed. On the general subject of remote control, it is important to recognize the difference between low voltage release and loy voltage protection, particularly in any case where the unannounced starling of machinery could be dangerous to workmen or to equip ment It is perhaps obvious, but nevertheless a proper subject for repetition, that there should he a disconnecting switch or a disconnecting station not subject to control from any other point, adjacent to, or at least within sight of, any motor or electrical equip ment subject to remote control. There are on the market push-button-controlled motor starters with inbuilt externally-operated manual disconnecting switches which meet this requirement very welt Indeed. In order to provide ample protection to the switch itself, to its operator, to plant employees in general and to the materials and equipment in the vicinity of a switch. Safe Use of Electricity hi Industry 129 all switches should be enclosed. The enclosure should enclose all current carrying parts whether they arc dead or alive, it should be of ample strength and rigidity, it sliould he reasonably dust tight for ordinary work, and more than reasonably du*t tight fur uc in dusty atmospheres <>r under other unusual conditions. There should J)e no open holes or slots in the enclosure. The doors or covers should not be readily removable, for they may not be replaced if tliey have once been removed. All doors should be equipped with adequa>e latclves Switch enclosures for outdoor use. or for use in very wet places, must be of special construction, equivalent to what will exclude a beating rain, and should be galvanized or given equivalent treatment. The switch base again should be of material suitable for U>e conditions in which tle switch is to be used. lit its: selection, one must lake into consideration the pos sibility of extreme heat,, cold or humidity, of unusual mechanical shocks or vibra tion. of acids or other active vapors. These statements apply with at least equal force to the barriers between the switch poles. The switch handle for manually operated switches slmulcl provide a positive "oft position in which it can be locked. The outside of tlie twitch case should be plainly .marked to indicate the* "On", "Oft", "RiMming*' and "Starting'' positions, whichever may 1>e applicable to the case under consideration It should be noted that such marking* in English alone may not be adequate m ttvose industrial centers in which there is a laige fosetgn-langimge population. Manually operated switdics should be externally operated. am) should be equipped with a cover interlock so arranged that tlw switch must bt in the "OfS" position before the cover can be opened, and so arranged that tire switdt cannot l closed while the cover is open. For a safety switch, quick break is an essential It is preferable that the switch include barriers between poles; and some meliiod of limiting or suppressing Hue arc It should be recognized that dangerous cmnditioits ran be created if the aic or its hot products can cscainr hum the switch enclosure. It should also be pointed out that if the arc Is visible to the switch operator, he may be afraid to Itandle the switch ami may thus introduce hazard* which would n-.t he present if he could not see the arc. For switch contact*, topicr is, of course, the material commonly u*ed, but it is subject to fairly rapid oxidation and as its oxide is not a very good conductor, there results a temperature rise considerably higher than that produced when the contacts were new and clean, and which may exceed tlie rise anticipated hi the design of tin switch. For this reason, the plating of copper switch contact* wiili other metals, such as silver. i* of interest from a safety standpoint- Although silver oxidizes,, its oxide is a comparatively conductor ami. Userelore, docs not cause an abnormal temperature rise. Maintenance It h extremely difficult to make more than the most general statements about the maintenance of swHclwss. 1 do feel that evoy switch in use, whether it is oper ated often or seldom, should be inspected and -perhaps tested by a competent em ployee at regular stated intervals of time. A definite inspection schedule will pre vent many shut-down* which might be due to switch failure, will reduce mainte nance costs by preventing equipment from getting into really bad conditions, and Is of distinct advantage in the prevention of fire and of injuries to workmen. What 130 Twenty-second Congress--National Safety Council the time intervals should be between inspections in a given case depends entirely upon local conditions, and can only be determined by a sort o cut-aud-try method based on observation and experience. Maintenance inspections slioutd include the operation of seldom used switches to clean their contacts, the examination of moving parts for mechanical wear, and a cl>eck on contacts which, by an undue temperature rise, indicate pitting or burning. For oil-immersed switches, it should also include a check ou the oil level and the examination of the oil for evidence of carbonization, particularly if k is known that the switch has been operated under a short circuit or heavy overload. What is said of switches themselves, in point of inspection maintenance, ts equally true of their control devices, such as manually-operated push-button stations, float switches, pressure-actuated controls, etc. May I stress particularly the necessity for the periodic inspection and operation of all eleetrkal devices, as for instance solenoid-operated switdies or valves which are used as safety devices. This is particularly true of switches or switch control devkes which ate normally inactive and which of>erate only in case of emergency. I Itavc known, for instance, of solcnold-oiicrated valves, intended for Uks emergency shut-off of gas to gas-fired bake ovens, which failed in an emergency because tliey were stuck so light that they could not be closed. Tbetr periodic inspection and test would have prevented an explosion which resulted in injury and in the destruc tion of properly. Any maintenance program should take into primary consideration the instructions issued by the manufacturers of the switches and devices under consideration. There is. for instance, considerable variation in the matter of lubricating switch contacts and in the lubricants suitable for various switches. In conclusion, may I urge that your selection, installation, operation and main tenance of switches and their related devices, take into consideration the National Electrical Code, the National Electrical Safety Code, the Standards of Under writer* Laboratories. Inc-, the ASA codes pertinent to particular industries, and the Safe Practices Pamphlets, in particular, of the National Safety Council. ADJOURNMENT TirEXTV SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL The Eye and Its Relation to Safety FRIDAY MORNING SESSION October 6, 1933 The special session devoted to a consideration of the eye and it* relation to safety was called to order by Harry M. Webber, Illinois Bell Telephone Co., Chicago, representing the Executive Committee of the National Safely Council, who welcomed the delegates. He that introduced Lewis If, Cants, uiarutgmK director, National Society for the Prevention of Blindness, New York City, who presided as j>crmauettt chairman. Chairman Cam's outlined the purposes of the seraurn briefly, and then introduced the first speaker. Principles Underlying the Practice of Eye Protection Alfl By DR. FREDERICK WILLSON l'<0 y Pc.ad.nt, WilUoa Pcoducti, Inc., Rd!ri|:. Pa. The speaker said in part: To those who like to consider the subject of eye pro tection in all its aspects, there is much of interest in Use wonderful work of that greatest of all safety engineer*. Dame Nature. Man's artificial assistance in eye protection started where nature left oil. and it has been an evolution, too. The need of protecting the eyes first brought out devices that were crudely arid hastily t&oddcd. but latterly. In our effort to make the working man so comfortable that he will willingly me protective devices, we lave gait* back to first principles and itaw remodeled eye coverings to take into account the anatomy of the face and the l&yaiolojty of tin* organ of vision. The slightest study of nuatoray convinces us that lound eye cups cannot l>e made to 6t every face and that for comfort eye cup* should be modeled to the peculiar contour of the orbital cavity. Such construction necessitates tire manufacture cd eye cups m right and left shapes, just as shoes and gloves are made in right and left shapes to conform more comfortably to the human figure. Having in mind the nerve exits through the bony structure about tine eye, it becomes necessary to arrange the facial contact of eye cups so that they will not press on nerves as they emerge from within tire bkull and this need has greatly influenced goggle design. When eye cups were designed to anatomically conform, there ceased to be a need for ex tremely tight head-bands and thus ore common cause of discomfort was removed. Another notable advance was marked when the size of goggle cups was increased so as to remove contact and pressure from the sensitive ridges immediately surround- 131 132 Twenty-second Congress--National Safety Council ing lire eye. The present size of goggle lens with a diameter of 50 millimeters has fortunately been standardized in nur Federal specifications, much to the comfort of those who lime to wear goggles. It seems clear now that the first flood of objections raised by workmen to the wearing of gogftlcs was probably honestly founded on physical inconvenience, if not lm, Some of you will remember the complaints of headache, eyestrain and pres ume on sensitive parts of tire face--one does not so often hear these complaints at tlic present day, for the reason that we have learned to be as careful in die shaping and fitting of eye protective devices as we learned years ago to be careful of the shaping of shoes and other articles of personal wear. Also, there must be some convenient means of clwmgmg die distance between the tye cup so as to fit toggles U> the varying pupillary distances of workmen.. However, care must be taken that when goggles arc drawn to a correct lateral adjustment the cup he shaped so as not to press too hard into tlic inner comers cf the orbital cavity. It will not do to obstruct or inflame tlic delicate tissues at the inner cauthus of the eye. Whether eye coverings are made to protect the eye from traumatic injury from blows, foreign particles and dust, or from the effect of radiant energy in large amount, the fundamentals of construction of the device to Ixdd die lenses before the eyes is much the same and such protective devices must be modeled under the conditions I have already described. Welding helmets ami hand shields do differ in some important particulars, however. Now, having provided for our workmen a comfortable, because correctly shapetk goggle frame, let m consider what is to be done with it. Kitlrer tlic workman must he protected from the danger of flying bodies, the result of mechanical operations, or front the. effect of intense light. Because the chipping of billets is a character istic type of hazard from flying bodies, the Federal specifications now character ire goggles for this t> pc of protection as Mchhirers' goggles" and I shall me this term to describe devices for preventk>n of traumatic injuries. Fortunately, our Government has devoted much attention to outlining specifications for the production of reliable chtppers' goggles and X wish to place great emphasis on the statement Uiat no employer, ustng^deviccs of tliis sort, sltould be tutfaimltar with these specifications, since tl>e> represent the last word in this field of protection. The lenses In chipper** goggles arc clear because tlreir major function relates to traumatic protection. Tire question may be asked as to the best kind of clear glass for lire manufacture of protection lenses and I must confess that I have pronounced views on this subject. Measurements made for us by the Bureau of Standards indi cate a greatly diminished transmission in the near ultra violet ui the case of opiate glass" as compared with so-called "optical glass'9 wlten used for protection lenses For mstance. at a wave length of 313 millimicrons (a wave length in the near ultra violet which approaches rather too' closely to the field of irritation from invisible radiations) optical glass shows a Iransum*ion ranging from 13 per cent to 10 per cent, whereas plate glass shows a transmission ranging Iron) 1.3 per- cent to 2 per cent. Under trying conditions of shop lighting it is altogether reasonable to lufcr Ut tire transmission of so large a percentage of invisible radiation of a questionable wave length tends to fatigue the eye. The uniform refractive index of so-called "optical glass* is of no value in eye protection and, hence, there is no offsetting advantage in optical glass to compensate for the transmission of front six to nine times more near ultra-violet at 313 millimicrons than does dear plate glass. The slight greenish tint in plate glass, indicating a certain metallic content in the glams. The Eye and Its Relation to Safety 133 Is therefore desirable and protective. With this type of plate glass tire transmission of the incident visible light remains above 89 per cent, as required by Federal sjrectfications. Lenses of chippers* goggles should be as free as commercially possible from refractive power and, lienee, the two surfaces should be relatively parallel and in no appreciable degree warped or distorted I have already alluded to the complaint of workmen that tire wearing of goggles causes headache, and another early com plaint was that goggles caused eyestrain. Most likely there was good reason for this second complaint because undoubtedly in the first days of eye protectioii enough care was not used to provide lenses that were parallel as to their surfaces and free from the aberration due tq surface distortion. A workman, having to put in long hours behind a pair of chippers" lenses so distorted IHat the eyes were mulvr constant muscular strain, had goo:! reason to complain, /ntd even at tire present day, except where the greatest care is used in manufacturing chippers* lenses, this defect is not absent. In the last edition of Federal specifications for chippctV goggles, this itanget is recognized and covered by definite stipulations It is both practical am! humane lliat these safeguards should be set up for the (prevention cf discomfort. For greater protection Federal specifications now require that chippers' lenses shall be bent-treated so tlvut llvcy do not readily break when struck by flying bodies There l*ave been tremendous advances in the heal treatment of lenses, hut here aU-> great care must be used by manufacturers to see tliat In subjecting lenses to such treatment surfaces are not distorted or Lhe tension within tlic lens raised to such a point a* to cause dangerous fracture when lenses happen to Ire broken. Obviously, the purpose of goggles is to protect tire eyes and nature owls in this work by causing tire eyelids, by reflex action, to close, if possible, before a flying body strikes. By tnterpociug a protective glass m-tween the eye ami the flying body sufficient time is often given to permit this refiex to operate so that should ll; glass break it is tire outer surface of the. lid which is damaged and not the eyeball itself. This being tire case, the prime efforts in lens production for goggle* should be to obtain a certain condition tif the glass which assures safe fracture. It is tret difficult to produce glass that is hard, but it is less easy to make goggle lenses that are safe to use. With the greater attention given during tire past decade to the correction of visual defects, it has been necessary to provide a special type of eye protection for those wire arc obliged Co wear correction spectacle*. This can best be accomplished by mounting the protection lenses m light goggle cups so designed that they can be worn over other glasses, A safely device of this character docs not interfere with the use of any kind of correction spectacles and yet provides maximum protection We now come to the second division of eye protection, that is, the prevention of injury to the eyes through radiant energy m excess. Until within the last 2S years all that the human being required in the presence of glare was a smoked glass to cut down intensity of the visible light. However, with tire introduction of industrial processes involving acetylene weldiug and cutting, to be followed by more intense processes, such as carbon and hydrogen arc welding, it was found that even with the me of a dark glass workmen developed conjunctivitis or, in other words, inflammation of the external membranes surrounding the eye and lining the eyelids. It was evident, loo, that a mere increase in the density of color in the welding glass did not prevent this destructive action, nor did it prevail prolonged discomfort am! burns from intense heat. Research revealed, at this point. 134 Twenty-second Congress--National Safety Council that mere color protection was not ample and they were driven bock to a study of the scientific reasons for the eye injuries then so common to workmen doing welding. Tl>e problem of protection in welding operations was not easy because, although it was not difficult to make welding glass opaque to ultra-violet rays (by introducing sufficient density of color to absorb these rays), it was extremely difficult to hold back the infra-red rays, in view of the readiness with which radiant energy in the wave lengths is transmitted through ordinary colored glats. Mere density of color in giass docs not, to any satisfactory degree, hold hack the heat and even wlien extremely dense colored glass was used in early welding operations, workmen com plained of marked discomfort induced most likely by the' transmission through the glass of sufficient heat to burn the external tissues of the eye. In early welding glasses, even hi extreme densities of yellow brown color, showed -a free transmission of over 30 per cent of radiant energy from the invisible spectrum, practically all o( which was In tl*e infra-rod range. With such glass, as welding operations became more intensive by the use of tlie carbon arc. eye burns were frequent. Latterly, however, tbo*e manufacturers who continued research in this field found that certain metals could be added to a glass solution and that these metals, when iwoperly incorporated in the solution, would render the glass praclicaltv ojjatjiw to all invisible rays, including the infra-red. In the beginning wcMirig class often showed as much as 30 per cent transmission of invisible radiant energy font at the present day it is quite possible to*predate a glass of no greater density in color which blocks all but a trace of invisible radiant energy, Uie amount bring rather too slight to be accurately measured. The Federal specifications for welders" goggles, always reasonably moderate in requirement] stipu late that the maximum total infra red transmission for "shade No. 12* shall not exceed one-half of one per tent; and, since the Federal specification requirements are based on the ability of reputable manufacturers to furnish material, this will evidence to you the tremendous advance of late years m the production of safe welding glass. One precaution, which is plainly apparent from live explanation already mode, fs that the safety of welding glass cannot be predicated from tlic density of color in the glass. Whether the u chling glass is yellow,, brown, green or a combination of red and blue, it will av>t hold bock destructive radiant energy unless the glass has been specially cumjtourKleil to introduce ingredients which block the transmission in the invisible range. The Bureau of Standards specifies that welding glass shall be yellowish green in hue, but instead of stopping at this point it goes on to specifically state the transmission* of radiant energy which is permissible and also specifically states the technique for determining and measuring the amount of transmission. Wltether used in welding goggles where the haaeard is slight, or in welder*8 lielmels and hand shields where the risk to die eyes, and even to the skin of the face, is extreme, no glass should be used which does not fully ctimiiH with the United States Federal specifications. Owing to the density of die glass used in welding operations, the matter of grading shades i* m k*eU a scientific procedure requiring spectul instruments and great care In the Federal siieciiications the limits of permissible visible transmission foe each shade number are exactly shaded. Workmen accustomed to one range of density arc much affected by the incorrect stading of welding glass, hence, the extreme necessity of keeping the range of transmission for each shade safely within the limits specified by the Bureau of Standards. The Eye and Its Relation to Safety 135 It stands to reason that welding goggles, welding helmets and hand shields should be so designed as to block the passage of all light that might be injurious to die eyes. Welding goggles which leak light, or helmet* and hand shields which permit flashes, are a distinct menace and often the cause of severe eye injuries. A welder working In proximity with other welders mart be guarded against light flashes from his neighbors, as wdl as from his own work; in such operations a workman should not be obliged to wear flimsy devices, the joints of which will not remain light-tight In the presence of intense radiated ireal--Federal specifications lay great stress on this detail. Tlvere are. of course, many other considerations in the development of modern eye protection devices,, but I have attempted to outline tlmse which scent to me to be the most essential. With the rapid development of all industrial operations un doubtedly new requirements will arise. The improvement of eye protective devices jmis-t keep pace with the need* of industry, however severe Not to do so would be the most essential With the rapid development of all industrial operations, tniadeqaately protecting workmen who have to labor under the abnormal stress of this machine age. How To Prevent Eye Injuries By G. A. KUECHENMKISTER Personnel Manager. I>ominln Forge and Stamping Co,e WalkervUIe, Ont., Canada The speaker said in part; If you were to ask any man m our plant how to prevent foreign bodies getting into the eyes, the ouster would be prompt and emphatic: "Wear Goggles all the time."* But that answer covers only part of the ;*roh}ciiit as I see it. The men in mu tool room showed us tire problem, way back in 1918 and 1919. In those days we did not luve a rule making it necessary for all men to wear goggles all the time and we had a steady stream of met. going to the first-aid room to have foreign bodies removed from the eyes. There were not many cases from the grinding department The men were wearing goggles at tlwt work- We all knew that it was necessary to wear goggles when grinding but were not yet cw\ Iiiced that it was necessary to do so m ail detriments. The eye cases were c^nitug from the departments where ft was not thought necessary to wear goggles. To get some ammunition for oar goggle wearing campaign, vvu iuntructcd the first aid man to ask each man who cams in to have a foreign laxly removed the simple question, "Ivow did you get this in your cye?" He was not to start any argument but merely to find out this fact. When those answers were Utter summarized it was found that most of then were like the following; "I don't know1." "I was standing in the aisle." T was working at my bench." *T was walking to the other building." Of course, there were plenty of cases where the man knew he got it when he stepped to Ue grimier to "touch up the tool," or while working at a lathe. l*per or other machine, but most of the men professed not to know where the pieces came from. In 1921 when the order came for all meu to wear goggles, we used that list of answers to show the tool makers that by tlieir own statements tltey were not safe anywhere. Wearing goggles all the time may not be the only way to prevent eye injuries, but wc have come to the conclusion that it is tlie best and least expensive way. 136 Tuenty-second Congress--Notional Safety Council There are so many ways of losing an eye in any plant that it is simply impossible to cover all iIk hazards with gtiards. screens or shields. The men in our plant (and I mean the workmen, not only die foremen and other lx>sbes) are so firmly convinced that wearing goggles is the right thing to do that they consider it foolhardy for a man to work without litem, and criminal for the management to allow them to do so. They arc so sincere in their belief that they simply cannot understand' why the wearing of goggles has not been universally adopted. 1 feel very much the same way about it. The total cost of eye injuries in the United Stales this year may never he known. Dr. I.outs Schwartz, senior surgeon of the United States Public Health Service, estimates that the total coat of eye injuries for one year is at least $50,000,000. In a survey made some years ago. conducted jointly hy the National Safety Council and the National Society for ilc Prevention of Blindness, the experience of 583 plants employ ing 578,396 men was studied. It was found that during one year in these plants there were 2,650 cases here one lens of the employee's goggle had been shattered or sjmttcrcd by molten metal or chemical while being worn, and that 1,974 cases had l>oth lenses riiatteied or spattered; and the year previous there had been 2,787 5*ch cases; making a total during the two years of 7,411 eye Injuries pre vented by goggles in those plants. Itstimatmg the compensation cost of the loss of one eye at $1,800, and the loss of vision of both, eyes at $3,500, we arrive at a saving ui compensation costs of $18,000,000. A saving of wages to the workmen is another $10,000,000. There you have a saving of $28,000,000 by the simple process of wearing goggles. The cost of equipping those 57836 workmen with suitable goggles would probably not exceed $1,000000. Bringing it down to figures we cm all notierstand, we sec that by spending $1 you save $28. I can give you an example from oue own plant, one we fully understand. The average cost of the loss of one eye in Ontario is about $3,000. The loss of two eyes U total disability--m the same class with death. The cost depends very much upon the number of dcitendenfs.. Last June 1 walked into the first ahl room just in time to see the nurse pick a lot of lead out of tlic teeth of a workman. He had been babbitting a bearing and the lead exploded. In addition to his teeth being full of lead, all die rest of his face was badly burned excepting where his goggles covered his eyes and cheeks. Roth lenses were completely covered with a film of lead but his eyes were unharmed. One lens was cracked and because he was wearing correction lens. goggles, we at once ordered a new pair. Tl>e first of the next month one of the hoys in the pur chasing department rang me up and said, "We liavc a bill for $6.50 k> a pair of goggles for jack Moon, do we pay that?" I promptly told him, "Youre damn right we do." In these days of poor business I* can still spend $6.50 of company money without an O. K. from the main office and tlicrc certainly is no kick coming when the spending will save $3,000 or more. Unit! recent*y 1 thought the goggle problem had been pretty well licked in this country and-ihu most plants erc really trying to put a stop to eye injuries but I have become convinced that very little is being done. It is not for lack of informa tion on the subject. I am still wondering why, after all that has been said and written, there are Still so few plants that are really trying to prevent eye injuries. Wearing goggles alt the time is not the ordeal it was in the pioneer days. The goggle manufacturers are producing goggles that can be worn with comfort by any The Eye and Its Relation to Safety 137 man or woman and tlie proper corrective lenses can be provided when accessary with great benefit to the wearer. Every problem and every honest objection 1ms been successfully overcome and all the information on the subject can be had Cor the asking. There is one unavoidable conclusion in this matter and that is that the men wIosc duty it is to provide tltc ptotcctioti do not want to do it. To put the whole mailer In one sentence, I would say that any time five t>)>ctaimg head of any plant wants all his men to wear goggles all the time, they will do *&. To any safely man w!k> wants to put it acioss in his plant I would say: "Get the big boss to want it and order it done, and it will be done." Take our own vase first: I know that one from bitter experience. My interest in preventing eye injuries began in tl>e fali of 3907 when I lay it* llic Tacoma general hospital tor three days with a bandage over my eyes, not knowing whetlier I would ever see again or not. It was the year I was engaged to be married and those three days were hell- For three days awl nights all my hopes, plans and ambitious were shot to pieces and when I recovered I knew I never wauled another experience like that. That made me an open-minded candidate for conversion at the very first safety meeting I ever attended. That first meeting was In Milwaukee. Harry Gtttlbert. safety director for the Pullman Company, was there, awl for the first time in my life I heard a man talk about wearing gaggles. I came away from that meeting knowing that eyes could be protected and I began to wear goggles and preach the wearing of goggles. An foreman of a welding department, it was cosy to get my men to wear goggles. The nature of the work necessitated wearing them while welding and the step to wearing plain lenses at ether work was easy to take. In 1915 I went to W&lkervtlle as a foreman and sooo after getting there I began to get grinders to wear tltcm. I remember tltc first dozen pair of goggles we ever bought. We {laid 59 cents u dozen for them but they did protect eyes. Then, hi I9T7, when X became a full-time safety man, I began to work in earnest, and what a job I had on my hands. Hie foremen called me crazy, die workmen called me nil live names timt they could think of--wlven I wasn't near enough to liear, It was a case of fight, beg, plead, coax and argue all the time. I read everything I could find, on tl&e subject I knew all of Harry GuiSbert** stuff by heart and tried all the tricks he advocated* and occasionally got a roan who had been hurt to wear goggles all the time--*oc at least until the scare of the injury he tud received was forgotten In 1919, when one of our men lost an eye, the boss asked me how we could pre vent such a thing, and X told him "We will never slop it until all the men wear goggles all the time." Then I asked him for an order making It necessary for all the men to wear them. He hesitated, and then saw! "That is very drastic. I'll take that ttp at the next drop forge meeting." He made a note of it in his book. Had we waited until the drop forge association adopted tiiat rule for the industry we would Ik waiting yet. It lias not yet been done. After that wc kept right on plugging along the same old lines. I say we, because by tiiat time I bad made some enthusiastic converts and was getting a lot of help from a few foremen and some of the men. The climax came on May 9, 1931, and it was almost dramatic. C. W. Price, then with the National Safety Council, was at the plant and while Ik and I were out in the shop, a man told roe tlt the superintendent was looking for roe. Later X met the superintendent and he quickly told roc what he wanted. Tousignant, one of our best workmen, had just lost an eye in the plant, and the 138 Twcuty-sccoud Congress--National Safety Council superintendent wanted ne to put up a notice that from then on all men must wear goggles. When I was alone ami began to think about what had happened. I got scared. Here was the thing' I lad wanted almost mere than anythin# else in the 'World, and I was afraid of it. 1 was afraid of what l!>c men would do when they read that notice, I was afraid of a walk-out. X wrote the notice aud took it to the president of the company and asked it that was what he wanted. "If that is what the superintendent wants he will get it." tl*e president replied, ami promptly signed the notice. The superintendent also put his name on It, hut even then I was afraid to post it until Saturday nocn after all tlx* men had left the plant. When I finally put it up I asked die first aid man to be near the bulletin board on Monday morning: when the men first saw tt and tell me what they said. When I came in Monday and heard the first akl man lell me that the first men who saw it said `"Hell, tliat slvould have been done a long time ago,'* T knew we were on our way. Since then our goggle problem has been merely the routine of getting suitable goggle*, fitting them properly, getting eyes examined, re (miring and sterilizing Oie goggles when needed, and things of that sort. Hew men wear them as a matter of course mod wc have no trouble with them.. If we put up a notice today prohibiting the wearing of goggles I am afraul we would have a walk-out. It doesn't require a full time safety man to put tlti thing across if the big bosses are on the fence ready to be pushed over. Three years ago wc built a stamping plant on some vacant property across the street and rented it to a lamp company. Tt was decided that several of our depart mc-nts would take over similar work in that plant. Tite safety and personnel depart ment was one of those chasm We were to do the first aki ami safety work and quite naturally tire nutter of putting goggles chi all the people in that plant came up for consideration. The bosses ai*d workmen admitted that goggles were necessary in tlie forge plant but they could not see the necessity for wearing goggles m a nice dean stamping plant Tt had never been done and they had to be shown. My guess was that it would take a year or two to break down the resistance and do the Job, hut I was wrong. The annual meeting of our local safety council was held in January of that year and we invited the new president of the stamping company to attend. Waller Darling, the blind hoy from Cincinnati, was the prmeipal speaker and l>c told his story that night about as well as I ever heard it. When the meeting adjourned the president of the stamping company asked me whether we could get Walter to conte to our plant the next morning. That was easily arranged, and tlie next morning Walter talked to every man mid woman in that jdant except the telephone operator. When Darling finished the president of tlie company told his people that I was to get the goggles and "commencing tomorrow morning" we will all wear them all the time we ore in this shop He added tliat anyone who did not want to wear goggles d/d not have to, l*e could get his money at tlie office any time. When that. meeting broke up, 1 Jumped into my car and bought all the goggles in tl*c Border Cities and then went to Detroit for more. When I got hack I found a sign painter putting a sign on the door lending from the office into the main shop. It read * "No admittance witliout goggles*', and it is there today. Wc got organized and began fitting goggles. By noon the next day every man and every woman and girl in that plant had on goggles. While fitting the standard The Eye and Its Relation to Safety 139 man-sized frame type goggles onto the girls I wondered what some of my friends, would say if they knew what I was doing. I had heard some very learned di'ctisviotis about having to have special liglit weight goggles for girls hut I didn't la\e time to wire for lielp. The president wanted goggles pul on those people and 1 w as there to do it. The biggest trouble I had with the girls was finding car* to hook tlie temple pk-evs over. HI swear that some of them didn't have any ears. At least I couldn't find any so first we replaced the temple pieces with rubber bands, but later I figured it was a glorious time to kill two birds with one stone, so downtown I went and cam*? back with a couple dozen hair nets That worked fine. We put the hair net on and hooked the temple piece into the net. That's another use for a good strong hair net. There must be a reason for the sudden change of attitude on the pari of n wi wIhj have put the goggle problem across in their plants. Nothing "just happens*' in this old world of ours; there Is a reason for ail things. I think I know the reason for the sodden change front apparent indifference to positive action. Most every plant in the United State* has, or has had. a shop rule which says, ` Goggles must be worn when chipping, grinding, pouring hot metal or--" and then because Use rule-maker cither doesn't know any more specific hazards to mention or because there are too many to enumerate in one rule, he fhuslics by adding the words---"where necessary," Those two damnable "weasel words*' are responsible for most of the eye injuries. "Weasel worth" were defined by Theodore Roosevelt as being word* which, harm less in themselves, when added to an otherwise *ed-blooderi statement suck the life blood from that statement. "Wear goggles." "Wear goggles all the time." "Goggles must !>e worn in this plant " These ore statements lliat cannot be misunderstood. But when you say "guggles must be..worn when necessary ', it throws the whole thing into one grand guessing coolest as to where and wlien goggles must be worn. We luve tried to guess ami have found we are rotten guessem Judging by the $50,000,000 kiss per year the United States Is lull of rotten gucssers. When wc quit trying to guess where, when arul bow men can lose eyes and do the one simple thing of equipping every workman with proper eye protection, our eye injury problem will be licked. The reason for the sudden change of attitude ill every case that I have studied was simply that the man with the necessary authority suddenly decided to quit guessing and put a stop to eye injuries. Proper Lighting As It Relates to Safety * By A. B. O'DAY and ALSTON RODGERS JL* (o 2" v*-*' General Electric Co,, Nela Park, Cleveland, Ohio The speaker said m part: Considering the question of lighting front practically any standpoint we find that its importance lies primarily in its positive connection with the question of seeing. From the *tandpouit ol safety, the matter of seeing may affect the physical and mental welfare of human beings; in two ways: (1) Imperfect seeing introduces a direct possibility of accidents; (2) Difficult seeing saps nervous and muscular energy and may result in impaired health. Many factors tend to tax the powers of vision. Man originally used his eye* almost entirely for objects out of doors. Outdoors the objects to be seen are generally at an 140 Tweuty-second Congress--National Safety Council appreciable distance and as a consequence our eyes are normally far-sighted. Private day working conditions, however, demand that we concentrate our vision on work close to our eyes During daylight hours, the illumination outdoors is generally 500 to 1,000 times greater than that which we ordinarily provide iu our places of work. These low levels of lighting are a further strain on our powers of vision. Where the lighting is very "spotty" with extreme contrasts between bright and dim areas, it generally causes eye suam and makes continued vision difficult because unconsciously the worker's eyes are continually trying to adapt themselves to the many lighting conditions in the field of vision. Spotty lighting: may be the result of: Cl) incorrect spacing and mounting heights of lighting units;,(2) old style localized light ing with no general illomiuation; (3) using the wrong type of lighting equipment; (4) depending on natural light through the windows with the result that the areas near the windows are briphtly lighted and contrast sharply with the dim areas further away; (5) using only a few of the lighting units intended to illuminate the area evenly; (6) the presence of dark colored surroundings which form a harsh contrast with the lighter working areas. Glare presents an accident hazard because it makes it difficult to sec properly. In its worst form, such as in the case of an unshaded lamp near the work, it induces a temporary partial blindness dangerous to the worker. The resulting eye strain causes fatigue and headaclic am! often results in permanent eye defects. Insufficient light is an accident hazard and proves detrimental to work and health because it hinders easy and accurate seeing, retards speed of vision, decreases sjseed of focusing the eyes, causes eye strain, and saps nervous and muscular energy. It has been definitely proved that better lighting reduces live nervous muscular strain of working The factor of maintenance s important. Accumulation of dust and dirt on lamps and reflectors will often decrease the light output as much as 40 or 50 per cent hi a few months. Cleaning lire equipment with a damp doth will effectively remedy this. Where dust, dirt, oil, eU.%, are prevalent, dust-proof equipment with glass covers assists materially in keeping the equipment clean. Burned out and blackened lamps mate rially decrease the efficiency of the lighting and these should be xeplaced promptly To care lor this condition, a good maintenance system should be instituted for clean ing the equipment at periodic intervals, generally not exceeding one mouth. Light colored ceilings and fairly light walls reflect a large part of tJie light striking them and therefore increase ilte amount of iiltummatkm on die working plane. Paint ing the machinery and other equipment in a light color aids the lighting system and helps eliminate shadows and brightness contrasts. If these surfaces are not deajrcd Or repainted pei iodically timy become <Jui k and discolored, reducing the efficiency. While definite statistics have been lacking regarding the exact relation of lighting to industrial accidents, one of the recent estimates by reliable authorities indicates that faulty illumination is a direct cause of about 5 per cent of all accidents and a contributing cause of about 2) per cent. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Mental Training for Safety By HAROLD S. HULBERT, M.D., F.A.C.P., Chicago Illinois AXIOM: The facts of the nature of things are neither comforting nor uncomforling ui themselves; the knowledge of these fads way be either used or ignored Wrong thinking or no thinking about a fact xvtU mi change a fact nor tIs existence; saying. *ll is a rainy day,'' "my enemy tiAH perish"1 xoitl be rich seme day.'* "chaos tons chaotic,"' "Shis Shin?} is safe" does not make any such thing so. 1. Psychiatry is the understanding and modifying of the actions of the human mind under all circumstances of health and ill health (mental health and mental ill health as well as physical health and physical ill health), and under all circumstances of environment (including accident risk), as well as under all circumstances of social problems or constellations. Much of that is understandable and usable by leaders of good sense and good education and good-will without protracted technical training or experi ence to moibid psychiatry.. 2, The problems this year and at foreseen in the next few years are a bit different from those m the past, but the laws of Nature, including the laws of Human Nature, are fixed and constant and immutable. Further knowl edge of some of these laws ol Human Nature, simply expressed, may help us to meet modern problems. TUESDAY MORNING SESSION October 3, 1933 LECTURE I What Mental Equipment and Mental Habits Has Man to Meet Today's Man-Made Problems Work inflation means increasing accident risk. Some understanding c-f mental processes of workmen and others may indicate how intelligent leadership may modify accident risk. As the causes of accidents are so multiple and the combination of causes in one individual so unique and propitious, it is not possible to generalize as to the one 141 iCupjfrigkl ISSS - y'iW `fe/ef* Cauntii. J-tc- - IrUnt*4 in V 3- .4-} 142 Twenty-second Congress--National Safety Council universal cause of the human contribution to accidents and the violation of safety, and it is not possible to develop psychometric or aptitude tests for safety. Aptitudes Few people are over 40 per cent of their potential efficiency. I believe that heredity limits the development of any individual, and lie can not be helped beyond his hereditary limitations Until he becomes blind, hardly any person develops his ability to hear to his potential maximum; but evi then he cam not hear every thing; the limit is hereditary. The same might be said of most of our other char acteristics ; heredity limits us. It is very interesting and perfectly possible deliber ately to modify oneself, to guide and guard one's physical and psychological habits and tendencies, and to develop one's personality even beyond one's apparent limita tions. All this is profitable both to oneself and to society. Special Abilities and Special Defects Some persons are gifted with special ability along one line or another, and there are a few humans who have several special abilities. One person may have excep tional ability in mathematics. That does not mean that he has a fine memory for everything, such as posting letters given to him to mail. A person may be a stickler for punctiliousness in appearance, yet be slovenly about paying bills. A workman may be very clever, apt, quick, and sure with his hands, yet careless In leaving tools around in dangerous places. A woman may dtive a cai skilfully over rough roads, yet she may become Hurried in thick traffic in the rain. The danger wc are all too apt to fall into is the making of over-expectations of others, or of ourselves, just because a person is much above average in some one trait or characteristic, we arc apt to expect him to be just as much above average in all of his traits. Ovcn-expcctatkms of course fail. This failure leads to disappointment, and then that leads to hostility. Hostility becomes mutual. Loyalty, loyalty up and loyalty down, disappears. Without loyalty there can be neither leadership nor fellowship. ft is judicial, not critical, to keep on making ever NEW evaluations rather than to adhere to prior over-expectations. Jlvery mistake in hunum relationships brings its &ivn penalty. The price h high. Similarly there are special defects. Persons may appear to be average, but scrutiny over a period of observation will reveal some glaring defect. To us In medicine tliere are two pronounced defects. One is a healthy and well built body quipped with a child's mind Mental defect we call feeblemindedness. Another is acquired defect, such as the loss of memory and judgment after a stroke of apoplexy. Other special defects pro deafness, blindness, color blindness, no sense of rhythm, and motor or muscular awkwardness. There are a great many kinds of special defects. One person simply can not Icam nor be taught to spell accept' ably. Others are slipshod in arithmetic, like the woman who whined at Iter husband when he was going over her check book stub at the end of the month. (Remember those good bid days?) "Well, why make such a fuss, Charlie? I only slipped a little decimal point one place.*' You know, most family fights are over money they have not got. Silly, isn't it? Or good looks, or luxurious hair, long since departed. Fighting over things that are not! And your foremen will make just that mistake, and your workmen will, arid tills fighting leads to accidents. There is no gain in being emotional about special defects or non-cxit*nt things. Mental Training for Safety 143 It may be hard, but it is fair and just and useful to be open-minded, open-eyed and open-eared iu continually suing up people, especially co-workcrs. Coach Yost one evening explained to a group of us wild Indians the problem of sizing up sophomores who turned out for the football squad. In effect, he said that these boys came bearing fine football reputations from their high school teams and from the freshman squad Some soon showed that they were not gifted with what is called tire spirit of team work or team play. The coaches could not teach them that, nor use these men Some players did not have loyally.. Or call St faith-- faith in their coaches, faith in their plays, faith in their team mates. Others had. They had it or they had it not. Some players, it was observed, tended to shirk or avoid mauling plays. It is hard to charge a man with lack of personal courage. But they had it or they had it not. It depends upon the formulation and the development of their character as influenced and modified and cvoU ed at home or in adolescence. It cun r.ot be added as a native endowment m the three months of lire football season. It is better to tell the boy in some non-crushing way, "Son, sorry you had the flu. Better turn in your suit. Try something else than football." But skill in the technique of football, tliat we car. teach. And I think that we do. And we can develop faith and loyally and courage if the boys come already en dowed with a good measure of these personality traits. So, with your workmen, in tire various menial, emotional, health, and social factors that contribute to safety or to accident. Of any one specific factor under consideration, some have it and some have it not I would further say, that under varying circumstances a factor* may be less prominent and less useful titan under other circumstances. Life is an endless parade of variables interacting But skill, ah, tliere con be training m skill and in safety practices. Let us look into that. A Few Definitions Intelligence i the ability to use ideas. The proper use of ideas depends largely upon the constant use of them. It has been shown that twenty men with no musical training and no typewriting experience can be taught to play the violin and can be taught to typewrite. Their efficiency, except fern, was all about equal. This was at one summer school. During the ensuing year, half did not use the violin any. and by agreement U*c otltcr half did not type any. They all met at tlic ensuing summer school, and all had one review lesson on the violin and one review lesson in typing. Then they were tested. The average result, excepting tie four I have mentioned, was that those who had during the year used their acquired ideas and skill in typing did better typing than the others, and that those who had used their violin skill and musical knowledge did better on the violin than those'who had had a musical moratorium. It intelligence is the ability to use ideas, isn't it intelligent to use 'em once in a while? I do not refer to elections and things controlled by prejudice, habit, need, or hope. But if we want our workmen and others to be intelligent about safety, they must have Ideas cm safety before they can exercise or use these ideas. Sources of intelligence are two, at least. One is consdcus imitation, and another is association of ideas. A workman may be aware of Ins conscious idea of intending to imitate a foreman, safety engineer or executive, but at that same moment, the foreman, engineer, or executive may be relaxed and not thinking of his being an example which will be imitated So may we not paraphrase the slogan of "Watch your step" to "I must watch what example I everlastingly show"? In 144 Twenty-second Congress--National Safety Council other words, don't you scratch matches on a "No Smoking" sign as you go through the factory. I am frank to admit that there may be hours when no one thinks to imitate you, to moments when someone will. We can find consolation in the parable of the sower--"Some fell on barren ground." Math. XIII-3; Mark IV-3; Luke VII1-5. Had He not made a conscious effort to sow when he could, there would have been no subsequent harvest. In the association of ideas, thinking really is hard work for humans. Talking is easier for many, maybe for most of us. Conferences by inter-communication may help in associating ideas. All kinds of conferences, from family fireside confer ences, to safety councils, to foremen's councils, to a congress like tins, to legislative and oratorical congresses, to international conferences on tins and that. There is much to be said for "participating talkies." There remain*, however, a duty on every man to try to associate his ideas into a useful arrangement. Knowledge is information from others. It Is acceptable in proportion to various things, such as: A. Impressiveness or prestige of the teacher (or author), and his attractiveness, i.e., pleasantness, or at least his avoidance of being repellent, and upon the community of interest shared by both teacher and learner. B. Concrete vs. Abstract presentation. Pre-adolescent thinking is worthy of some attention, so I should like to digress here and speak for a few moments on puerile thinking and the change of thinking which takes place in the latter part of adolescence. I do this be cause it is so much easier to think In the way a child does and because when sick or convalescent, or very tired, or sometimes when or after being highly emotional, or when too relaxed, or when we feel free from observation by either our equals or by out constant associates we slip hack into some of the traits of childish thinking. One point U that a child can not think by analogy. IVe can, sometimes. The child may learn or be taught that he must not take pennies from mother's pocketbook on tlie bureau. All right, he quits, especially if he is given a regular allow ance of a few penaies a week, for which he does not have to make an accounting. But being unable to think by analogy or comparison, he sees no wrong in helping himself to pennies from grandma's pocketbook cn the kitclien shelf back of the clock. Then he is taught that that is forbidden. He, being a child, can not think for himself that it is wrong to take any money from any source. No. Not yet So he swipes some from the teacher's desk at school. Caught. That too is out of bounds or contrary to that rule. Only when body and mind mature together does be think for himself that all swiping is forbidden and that it Is up to him himself to forbid him taking things not his own or not yet earned nor given. Yet how easily we grown-ups slip back. I -would not think of picking flowers from the yard of my neighbor, my constant companion. No indeed. Yet at Lincoln Park they put up signs for such as me or all of us, "Do rtoi pick flowers." Away from home it is often too difficult for adults to think in a grown-up fashion, too difficult to think by comparison that if it is wrong to pick flowers one place; it is wrong to pick them m another place. This is called the "Holiday Conscience." You doubt it? Visit some lug convention sometime, and see and hear and feel for yourself. Women are prone to think by analogy. One of mother's maids was observed taking some medicine of mother's. Questioned, she replied, "T It Is good for Mrs. Hulbcrt, it must be good for me." Men too. For example, several autos approach a railroad crossing. The driver Mental Training for Safety 145 ot one of the rear cars says, referring to the driver of the car just ahead of him, "If it is safe for him (to cross), it Is safe for me." I do not want to go on record as saying tliat thinking or reasoning ( }) by analogy is high grade thinking. It is net. It is higher than being unable to reckon to analogy, but it is much lower titan factual or judicial thinking. Another difference between the thinking of childhood and youth and adult think ing is that a child's memory is fragmentary and an adult's may be continuous. "Maybe," because there is a difference, as we shah see soon, between "total mem ory'* and "available memory." Another difference is that a child imitates but does not respond from internal stimuli, self evolved, to such sentiments as motherhood, loyalty, patriotism, imper sonal moral indignation. Surely a little girl can "mother" her doll apparently just as her mother actually "mothers" the baby. It its imitation. Comes a fire depart ment. and she leaves tSie dol! carriage where it la while she runs to the comer. Towards marriage and its duties and obligations, some childlike-minded persons leave their mate, for when a torch dancer (or what not) comes they rush to the corner. Another example is waving the hat and cheering at a parade when massed flags go by, while there reposes In the pocketbook an unpaid tax bill. "I must ace the alderman about it and maybe he cast fix it." Loyalty? Patriotism? Yes, of a kind, but not of an adult kind. It is so easy to slip back. It is also possible to be very mature. We are a nation of volunteers; the drafting of men and supplies lias the merit of being equal for all. Another trait is that a child can not think in the abstract, but can think only in the concrete--from example. And it is much easier for us to think hi the concrete, even the brightest of us. Therefore, gentlemen, you teachers and. professors of safety in your work ami in your uwu communities, I recommend that you teach in concrete ways by example, although in your own studying of safety and in contem plating it, you think In live abstract. When I have a class of senior medical students, bright ycting men in their seventh or eighth year of college, and I want to teach about a certain disease, I bring la a patient and place her before the class. Then the various symptoms become really concrete. I pick up the wrist and talk (teach) about the rapidity of the pulse and the heart's effort and strain Thus the boys learn, and retain what they levin. Returning, from the digression, to other things which affect the acceptance of ideas from others, which we defined as knowledge, another point is that the learners must not have a feeling of hostility toward the teacher. If there be hostility, there will not be learning, although force may inflict acquiescence of conduct I do recommend that a foreman or teacher of whom everyone i in awe should be transferred to work of such nature and place that he will have a minimum of human contacts. Especially after strikes, the safety instructors should be selected for their agreeability or suitability from the workmen's viewpoint Ideas arc impressed upon the minds of others by the intensity of the emotion used in the exposition. An Irish cop or police officer is a wonderful teacher. lie can be both intense in his emotional display and be witty. Ideas are retained, other things being equal, in proportion to the repetition of them, provided the repetition is so presented as to be heeded. Ideas aie acceptable if the learner realizes that he needs these ideas and will be bettered if he adds these Ideas to His mental storehouse. Ideas are also acceptable if within the mind of the hearer (or reader) there are no Tieeiily-serond Congress--National Safety Council not already in existence prior opposite ideas. Re-etiocalion is vastly harder than education in the first place. Godly children from godly homes make better citizens Ilian godless children do when they grow up. Good training, early in every phase of life. Is the greatest single contribution to good practice subsequently. Beliefs are information self-derived or from imagination. They are tenaciously licld and are impervious to argument. Every inventor beiicves that HIS idea is wonderful. Did he not think it up himself? Wisdom is knowledge with the capacity to use it. Like gold, tl*erc is not enough to go around and give everyone a useful amount. Therefore wc must train per sons whose wisdom may be deficient, train and train and train them in what they should do under a set of future circumstances. If they had wisdom, they would not need to be slaves to precedent and to training. In the army it is felt that only majors and higiier rankers have wisdom in tactics. We just said that wisdom is knowledge with the capacity to use it. Here, knowl edge should be defined as avail-able knowledge. A11 one knows is not always avail able. for mood, health, or circumstance (such as in a strike or in a panic) varies the amount of knowledge available at a given moment. The influences of moods or emotions, of health, and of social circumstances will be taken up in the tluce succeeding lectures. Common Sense Is the sense of proportion. It is a native endowment, 1 believe, and it can not be taught. You have it, or you have it not. Of course, everyone believes that he has these two censes, common sense and a sense of humor. But this much about common sense may be learned. l>c* not nag about what others consider little thing*. A woman who makes as much fuss over her hus band's spilling ashes on tlie carpet as site docs about his coming liome drunk so often lacks a sense of proportion, lacks common sense. Why not nag? Complaining over two weeks at a stretch is nagging. Not only does the listener become calloused to lltc harangue, but a change takes place deep in tiis mind. Why? The subconscious mind Iras no negative. Like the bank derk promoted to teller. He says to himself, "I must not steal Oh, 1 must not steal. I must not steal." He may even seek strength from his Y.M'.C.A. secre tary or from his pastor. And they kneel down and pray for strength for tliis brother that he does nol steal. Then lie docs steal. Of course. Why? Because tlie ubc0n*cioui has no negative, and all it has been doing has been putting cm phasis on the idea of stealing, not upon not stealing. So in your safely work. Ho not put emphasis upon the avoiding of accidents, alllimigh it is a spectacular way of leadling, but teach safety. Mental Development is largely proportional to the experiences with which the mind comes m contact. Therefore, a rich life is one of varied experiences.. This richness may be in part second hand You safety engineers with your rkh ex perience in safety work are teachers. You volitionally increase the mental devel opment in safety of tliose who are receptive to your ideas as you present them. Use your prestige, gentlemen, so that they may be more receptive. Memory depends upon many factors, such as recently learned material is soonest forgotten, whereas earlier impressions are more lasting- So start your safety in struction of a new workman just as early as yon can. "All of us at this factory are keenly interested in safety, and we think poorly of men who cause accidents. If you want to know the methods which enhance safety and what you yourself can Mental Training for Safety 147 do and Ieam to be one of our 'safe' workmen, we will teach you." Tdl him that when you hire him. Memory is increased by repetition which attracts and holds tire attention. Also if thoughts are connected and related. Particularly the vividness of experiences fixes memory. Since 70% of the experiences which j*crmai*eutty color the memory are experiences of childhood, we who deal with adults arc handicapped compared with teachers and parents in moulding (icrsonality. Apperception is the ability to relate things together and form one picture image in the mind- Some folks simply can not see for themselves the relation between cause and effect. Some folks arc too impetuous to correlate things even if they tried, and they are often the offspring of an alcoholic or otherwise jKriswurd patent.. Attention is affected by tlie intensity or by the emotional tone of the stimulus, by tlie ease of conforming to a late memory image, and by tle relation of the idea claiming attention to constituted ideas. Attention may be diverted to more intense or more emotional topics or to one's personal problems. The man who finds his work of greater interest during working hours than his unsolved personal prob lems is not accident-prone, but is apt to be above average in success. If his work is so interesting as to hold his attention in the early morning hours while his rivals sleep, he will progress far* this presupposes good health and hygiene, for without an abundance of this. Nature enforces rest at the expense of qualifying for social advancement. Training Man and some higher animals van be taught by regtcttiioii oi similar stimuli to s eact in certain ways, which are not the original way of reaction u those stimuli. For example, the smell of codec and sizzling bacon arouse* htw gcr. If breakfast is always prepared when tlw seven o'clock whistle Wow*., eventually the sound of the whistle without the odors from the galley will amuse hunger. This is called "conditioning/' Well conditioned children arc neither curious as to the souice uf the smoke nor in panic from it when they hear the school trie alarm:: they are habituated to start their fire drill. Training of workmen in safety attitudes is a matter of conditioning, of getting the safety response. One of the best ways to achieve this h the apprenticcship-m-safcty method, ap prenticing either to a workman known to be a man with a good safety record or to a foreman. An essential hi early training includes the establishment of bonds of sympathy, mutual understanding, and approval in one or two things unrelated to tlie conjoint occupation, such as interest in band music or old-country customs, or passing on at noon a copy of the "Detroit Free Press'* if both men originally came from Michi gan, or conversation about big league baseball, or an invitation to go to lodge ui church together. These will lead to a real interest on the workman's part in the foreman's hobby--safety. The classic method of teaching for permanence o belief is the method of the old Greek Socrates He taught by asking questions. But each question was so phrased that there couid be but one proper answer. A scries of questions led to the in evitable conclusion. Tlie student believed, however, that he had discovered for himself certain truths. He and that conclusion "lived happily together ever after." So, if you can lead a man to think out for himself certain safety principles, he will, other things being equal, be an exceptionally safe man. 148 Twenty-second Congress--National Safety Council Take the held of slogans. No matter how unimpressive a slogan may be, if a workman evolves it out of his own mind, let it be placed itt a position of prom inence and honor for a few weeks. Of course he will think better of it than will the other workers, arid his interest m it will last much longer. The intangible benefit from it is that from then on, he will be safety conscious or safety minded. Slogans which arc epigrammatic "click," such as automobile slogans like "Children should be seen mid not hurt," or m re night driving, "Turn down your brights when you see two lights," or re sunset driving, "When the sun's at your back, don't let your car look black," or "Turn ou your lights when you see your own shadow before you." Priority establishes normalcy. The first experience of a kind lo which an in dividual pays heed becomes the precedent for him forever afterward in what he regards as the normal or proper thing So with new men and with men returning to work after an injury or lay-off or strike, if is imperative llot tlveir first work be done safely and successfully; this result can he achieved by supervision and by selecting for them then tasks which they arc sure to do safely and successfully. Some persons need continuous training or supervision: only the brightest or most mature or those of good family (then only when healthy and when not fatigued) can get along after training and supervision stop. Due to resistance to change, which the physicists in their laboratories dealing with inert matter call inertia but which is equally true with single and group human minds, things once started going in one direction lend to keep going the same way. People so resent change that novel changes are called unorthodox, tire inferences being that there is something wrong about the new compared with "the good old days," or "when I was a beginner," or "under lire old man we did" such aud such or so and so. To decaudition a person and Uteu m a different way to recondition him is ex tremely hard. To forget aud then to learn some other pattern of reaction is so hard that the enthusiastic aid of (lie individual must be enlisted. Once wlten there was a student riot at Arm Arbor the public officials and the college officials made deputy sheriffs out of tire ring leaders. The riot died. A fine man known for reckless driving was so often arrested that lie and the police officers became well acquainted. One day at the station while visiting (and awaiting bail) the Lieutenant interested him in participating in the conjoint citizens' and police com mittee engaged in finding jobs for homeless boys. Later he was put on the village Safety Council. He now is a fine man and a careful driver. Training and practice until automatic is a desirable goal. Rehearsals are valuable and tend to obviate tlie need for the making of decisions and definitely tend lo lessen the uncomfortable and the useless state of mind called surprise. Identification We tend to cast ourselves iu different roles, to identify ourselves with our heroes and see ourselves in them. It is stimulating a.nd a basis for ambition. It is effec tive when a -man himself makes tlie identification of himself with another, but it is disastrous if an outrider audibly COMPARES the man with someone else Specific comparisons arc objectionable. Sometimes. however. both "peaker and listener may be cast into new rules tem porarily- A |tteBcr ujon dismounting told the bus driver that his driving had been atrociously recJdt**. The driver sputtered justifications. "Well, when tlie Mental Training for Safety 149 road is narrow and a private car comes toward me, I Set him go off tlie road as his. car is light and his wheels won't sink into tlie shoulder." He lost his brass when the passenger said, "Sergeant, if we were both back in the army. I'd break you back to the ranks for your driving." "Sir, I'd not stay there in the ranks, but I'd earn back my stripes. I can be a good driver. I must have put on a lousy dem onstration. Thank you. sir. for calling it to my attention." He saluted smartly and turned away. I'll bet he never had a higher rank than corporal either. Sergeant 5 Identification. Rationalization Only after the mind has formulated an idea or belief does the person attempt to explain how hi a rational way was that idea or belief thought out. This process of after-thinking is called lationahzatkxi. It is always incomplete and usually inac curate. In fact, tlie more emotional the idea or belief, the more inaccurate the rationalization. It is useless to ask a man, "Tell me just why you did so and so." It would be still more useless to ask him why he did not do so and so. It would be folly, you realize, to ask someone to explain fttUy why he is a Democrat, or an Episcopalian, or a Mgson, or why he prefers "Who is Sylvia" to "With a hot chn cha." It is sense to ask a man, "Tell me what you can about what happened and what you recall of what were your contributions toward the episode." The prim itive need for self-justification creeps in. Without some self*justification some self-excuse, some memory failure and some retrospective falsification of memory we and all our ancestors would have or would have had need to face suicide. How ever, an abnormal and a hurtful amount of self-deceit is cabled paranoid and is incurable. Equal self-eiiticism aud self-approval, well based, is proper and stim ulating. Conscience is self-diiectiou to act alone in the same way we would act if wc realized wc were under observation. It is funny, but conscience, like so many other mental traits, is not a constant It increases and shrinks like an accordion. We are better (golfers excepted) on Sundays than ou week days. We are worse alone or almost alone. We are better when we are not tired, ami cue mother said, "Tlie kids act fresh when they are tired."* Good influences with normal people linger longer than bad influences. Hence the enormous influence of churches, ritualistic fraternities, and contacts with our au periors, noblemen. Accepting for the moment this definition of conscience, then there may be many kinds of conscience, moral, financial, social, and, what wc arc mainly concerned with today, SAFETY CONSCIENCE. It varies, depending upon health (and under health I include both constitution and age), upon mood, and upon environ ment. But before it can amount to much, it must be developed and tlie ideas relat ing to it implanted in the minds of men. Conscience needs reinforcement. The best reinforcement Is having friendly super vision and at both expected and at Irregularly unexpected times. One college student said, "l never needed a chaperon when I had one* and never had one when 11reeded one." I bet she told the truth. Spirituality For success, man needs a spiritual factor in his make-up. If it is powerfui within him, it becomes a guiding force. It augments faith, colors determination, causes him to grant and to expect mercy, and, by balancing self-interest and concern for ethers. is the basis for this glorious national movement for SAFETY. 150 Twenty-second Congress--National Safety Council WEDNESDAY MORNING SESSION October 4, 1933 LECTURE II The Role of Emotions or Mood on Effort We are only apparently blase or non-cmotional, and actually normal persons re* act more to their emotions than to tlieir knowledge or intelligence- Discipline of mood is by modifying tine environment of the mind. Problems A pioblem workman, Hkc the problem child, is not so much a problem to us in trying to handle him beneficially, as lie is a person who has problems of his own which ate still unsolved. These problems arc to him highly emotional. When a workman is highly emotional about anything except the work in lutnd, he becomes accident prone and a bad accident risk. His attention turns to the thing of greatest emotion, and without attention to die work lias hands are doing or should be do* ing, his poor handiwork may invite an accident. It is worthwhile to look into the subject of die emotions, ami if possible to see what may be done about them by the individual involved, or by the olhets con* ceincd with his welfare. A Few Definition* Emotions may be called affects (cf affectionate, a most common emotion}. Affects are feelings which affect the body. Moods are feeling tones of long duration: they rnay be buoyant or depressed, may be transferred from one idea to the next and others, may suffuse or irradiate (like sunrise beams) to manyother Idea* entering the mind about that same time, or the mood may be one of dullness. Affects may influence the speed of flow of thought and the speed of reaction; we are slowed up when we are in, a disagreeable or pessimistic frame of mind, but speeded up more and more forceful when pleasant and optimistic. Little waves of emotion of the same kind can accumulate (summa tion of affect) until tliev become very perceptible, such as in outburst of anger, or in joyous actions. Then there are certain prolonged states of emotion, such us 111 humor, or being grouchy as when a patient lias jaundice. There are even constitutional states of emotion, such as a sour or dour disposition. Emotions may be repressed from the conscious memory store, whereupon they may cause bodily symptoms, or although buried m the subconscious mind may break into the conscious myid at times and upset it. This break-through may he with clear or be with distorted memories. Homesickness and longing is disturbing and is in the conscious mind Anxiety is a form of sadness plus tension. Emotions may arise from many source*:. They may originate within the indi vidual, from'memnries, from readings or experiences or things previously thought of, from appetites, and from the state of health; or may arise from the environ ment, material or personal. We are particularly concerned with the pernervation (from v-, to persevere) or "hang-over" of the emotions, with emotions aroused before coming to work clat tering up tlte mind of the workman at his work bench. Mental Training for Safety 151 Untrained In the first place, emotions arc more primitive than idea*, hence are mure power ful in influencing us. Ordinarily one's reaction to emotion is hvc tunes as strong as one's reaction to ideas, but it may be countless times stronger yet. In the second place, they are unschooled. We school our minds, the intellectual parts ot our minds, in schools of learning. Wc school our morals and conduct in Sunday school. We school our bodies in sports and exercise and work. Hut where do we go to learn how to love or hate, whom, where, when, how much, how long, and what to do about it? Or worry and anxiety? Or fear? Or desire, or aver sion? Or anger, or tenderness? Or pride or shame? Or any of Use uWic gamut of emotions? We are brought up upon an ancient, incomplete and Inadequate cixk oi doul's Thou ahalt not kill, but are we taught exactly how to keep others within t!=c bounds of law and order? Punishment and reward, confinement and greater privilege, loss and profit are instruments at hand We do not know* exactly how to u?e them, for we are not trained. We have highly skilled and thoroughly trained pianists and violinists and surgeons and specialists in every vocation. In emotions we ate ah rank amateurs, very rank. Worse than that, we have snarls of a lot cf emotion with lillie intellect plus a memory disorder. These are called complexes. Of them aim We can trot handle them in ourselves, and we can not handle them in others either,. Complexes are identifiable by etrremotionalism from apparently slight immediate stimuli. They are not subject to voluntary control. So. in handling persons, keep off their complexes, and make enormous allowances for them. Some persons are called "sensitive." It is too bad for them, 'ho gel good work and safety from them, train your foreman to speak qoolably, fairly, but not harshly. Worse than that, our emotions are most closely inter twined will* our biology, with our many appetities and their cravings and their surfeit. The emotions, to and from one of the lower brain ccnteis called the thaltmis tia the sympathetic nervous system affect all the internal organ*; of the body, also tltcse organs affect the emo tion*. Example, anxiety from any cause gives heart symptoms, and heart disease always causes anxiety. Fortunately emotions are responsive to persons ami conditions in our environment, There lies a Sever to move them purposely. Three Important Things Probably the three most important things about awj and every person are: (1.) Being bom. Birth control is silly and unnatural, and one sixth of women wlio practice it, eventually, at the menopause, become psychopathic (2.) One's immortal soul. (3.) One's emotions. There are other things of importance, of course, such as health (including heredity and constitution), social and ouomic stums and others which come to mind. Emotions are too valuable to misuse, Conflict* Conflicts are normal, especially for males. Conflicts may wound, but conflicts are not sickening. That is, if when in conflict, something may be done about it. am' it the conflict has an end. Being in a state of mind to engage in a conflict, yet being unable to engage in con flict does hurt both the personality and health 152 Twenty-second Congress--National Safety Council The v>ors>t conflicts arc when a. person is at war with himself. 1 can not fight me. Another malign form of conflict is against intangibles, like contradictions in theology, or wishing the past had been different. Use but do not misuse the intangibles. For example, use religion; do not gel wrecked upon its bar but cruise within its protecticu and guidance. Leave the study of intangible* in religion to the theologians, while you get to understand and live up to the rules of good conduct according to your teachings and belief. In the same way, you should know the rules of hygiene without knowing the philosophy of medicine. And in the same way persons should come to know the rules and prac tice* of safety without the deep knowledge of the rationale of them as the safety engineers must. It is unfortunate also to be in conflict with an cnctuy or with an inimical force which is so distant as to be inaccessible to counter attack. Poverty classifies here, and kidnapping It is sickening to be at heart m conflict with the actions of those whom we love. "Oh, I hope (or hoped) that our daughter would become engaged to Peter and not to Paul/' Or "1 wish my wife would not drink," nor dance with Oscar while I am on the night shift." 1 think it is proper and good sense for a person in conflict to get aid, and I think it is smart for the personnel division to invite those in conflict to seek their pastoral advice. Probably the welfare worker can pour some oil upon the troubled waters. Conflict which has no end and no outlet leads to mental and to nervous exhaus tion and may lead to terrific physical fatigue, ltcmors, inaccuracy and irritability. Perplexity over envneshment by a loan shark is one example of unending conflicts in the mind. Living perforce with too many relatives seems interminable A man engaged in conflict going on in his inner mental life is the most accident prone of any healthy workmen. Effect of the Home Anxiety and anxiety states, feelings of insecurity, and morbid doubts usually have their origin in the home, cither by certain deprivations 'iu the social or biologi cal aspectj of family life, or by imitation. This is most easily seen in problem school children. The emotional stresses and strains of the jparents at home are impinged upon the children. The children come to scIkjoI emotionally fatigued. Tlicre they show distraction of attention. Conse quently they can not icact emotionally to those things which arouse the other chil dren, who are not emotionally fatigued but are fresh. School work does not interest theirs. Their capacity for interest is burned ouL Also they can not accept into ihcir crowded minds the new ideas the teachers offer them for absorption. Thus, we see, there arc accumulations of the disadvantages resulting from domestic stress. Many of these children become workers, and all of them, like the rest of us, are exposed to risk of accident in their personal lives The habits of worrying and of doubting or feeling insecure carry on into adult life. And if they fail to establish homes of their own full of mutual love and esteem, rich in the fulness of life, then they, already predisposed, become flighty and unstable. Being in love is hard work and occupies the mind more than forty Hours a week. Being in doubt about love is terrible and troubles one almost 168 hours a week. It ranks next to the distress of semi-fuclng the probability of impending death. Mental Training fur Safety 153 Hurry Being hurried too long, especially being hurried by others, ordinarily causes emo tional and mental fatigue before it causes physical fatigue. When one is Lee from self-blame and hurries himsdf because more or less indignant at circumstances, then hurrying is not productive of trouble. Some persons are impatient They provoke accidents. They are usually below par in health. Comfortably fat folks are not apt to be impatient Impetuous men are bad risks. One effort, and then a jerk! "Hang it all!" Usu ally they have alcoholic ancestors; and if so, their impetuosity is incurable. They sltould be transferred at once to less hazardous work. They can not be Laittetl nor become self-trained to be cautious. Judges should be strict in taking from them their driver's licenses. Gamblers, too, arc unsafe. Often subconsciously, they prefer excitement with risk to monotonous safety. Wlule wc are listing constitutional bad risks here should be classified psycho pathic and sadistic (duel) pet sons, for they remain psychopathic and the sadists arc repeaters of recidivists. They should be shunted aside, as a street car snow plow and rotary brush shor t snow and slush ir.to the gutter. They should be retired from general circulation. There is no free place for them in a civilized world. After Injury Sdf pity is weakening to the personality. A person occupied, even ui light duty, is not self pitiful. Therefore, keep year convalescent workmen busy within their strength, and upon recovery you will have trained and experienced workmen. Thai is better than luring gieen men to teplace them. We hear a good deal about compensation neuroses. To avoid a chronic neurosis do not let the Injured man offer a settlement and then allow your claim agent to try to beat him down. No. You should make an offer and give some sensible reasons for tlie amount of die offer, and let the injured man Jew you up. Once you and he arrive this way at an agreement, both his conscious and his subconscious minds are in accord and not in conflict with each oilier. There will be no neurosis. Espe cially this will be true it meanwhile he is kept reasonably busy. Sense of Guilt We may be guilty of wrong things done, or of Tight things left undone. F.vcn women admit liaving made mistakes of commission: of omission, never. Do not let a foreman try to make her plead guilty to socnetlHng not done, for she can not see it. But have a big, hoarse, elderly matron or forelady iron out the working woman. With the sense of guilt of things wrongly done, every individual needs must, and because his ancestors werc human, does offer to himself sclf-acccptable, suffi cient self-justification to be at least 51 per cent or more not guilty. At that, lie is probably right: we arc so complex and so little master of our fate. Some poor souls are obsessed by a sense of guilt of things thought about, of things not done at all. They are haimted. Tbcir work falls off. They become slovenly. They lose weight, hence tlic phrase which is really keen, "What's eating you?" They need reassurance after confession. All thinkeis on this subject agree that no one Is responsible for unwholesome ideas which pop into the mind If those ideas are rejected at once. What these folks next need is a hobby or diversion, which leads to at least a bit of success and local renown. Incidentally but essentially 154 Tiocuty-seeviid Congress--National Safety Council they must regain the lost weight. Diet and hygiene should do that Sickly or halfsickly states cf health too often cause sickly emotional tone to sickly ideations. Few folks have enough exercise away from their work. Shame and Inferiority Complex Front childhood on up we recognize inequality between ourselves and others. A boy says to himself that his big brother is a man, almost as much of a man as bis father is, but that his little brother is only a kid. A foreman realizes that Mr. Kirk is the superintendent or the "Old Man," but t^iat Isadoie Kommski is a green hand freshly employed. AU that is normal. Why? Such contrasts ate fac tual. They are not sources of embarrassment. ' However, when an unwarranted comparison is made, (lien tliere is mental hurt. When a pale thin stooping boy is compared with a short stocky ruddy active boy of about the same age, when someone says to him, "Why don't you play baseball like Rudolph does? You ought to be ashamed of yourself for reading so many books," then an inferiority complex is bom. All the necessary factors are here. (1) An unwarranted comparison. (2) A physical condition below par. (3) The idea of shame. It would be the same if the boy made the comparison himself. "I wish 1 played as well as Rudolph. I'm ashamed of myself." Sometimes there are variations in the formula. Instead of a physical or baddy inequality, there may be a material or a social inequality. On a cloudy or threatening Easter (rooming a lady decides to wear to church a storm proof (and sionm bat tered) rather dark frit hat. She is seated behind a more courageous or frivolous woman wearing a bright colored straw and lace hat. "I never did like her anyway, 1 know something about her." She has an inferiority complex. She hears only part of the music. "Why don't they gel a new tenor?" She is attentive to only part of (he sermon. "Why do ministers always scold the congregation for those who slay away?" Feeling infex ior, she is pro tern unable to appreciate excellence in which she does not share and to which she did not conttibule. Tell your foremen not to compare one workman with another lest be sulk, and not to use the word "Shame" or the phrase, "You ought to be ashamed of yourself" lest he become slovenly, slipshod, careless, and accident prone. It is belter to say that he is a good man and a good workman but has a bad itabit---let us say, of leav ing gear around upon which others may trip. - Suicide There is always more than one cause of suicide. Depressed mood is root enough. Feelings of intense self-khame, feelings of reproach and of remorse, feelings of hopelessness and of futility, feelings of Impotence, any of these tend toward selfdestruction. But they arc not enough. There must be in addition a feeling of forlomness, of desertion. Love, support, encouragement, approval, everyone craves, and deserves, too, to a more or less extent. Loyalty in time of failure, and a full biological existence, and wholesome hygienic living and some creative work of self-expression prevent suicide. Since suicide is as much a community failure as it is a personal failure, we should be heedful not to increase its bid factors of shame, desertion, or lack of loyalty, and wc should everlastingly push forward the antidotes of encouragement, hygiene, and expressions of our esteem of orthodox public and domestic .living. Mental Training for Safety 155 True Inferiority There are many types. In every body some organs or systems are infetior to the rest. We arc not built like the one boss shay of equal sturdiness in all the parts. Eyes may be weaker or wear out sooner than the heart, so we wear glasses. The heart in another is frail compared with the digestion. Such inferiorities are normal. However Nature sometimes puts "seconds" on the market. Like tire seconds, they blow out or fail on lesser bumps in the road. Some persons are born Inferior through and through. We call the/n cases of Constitutional* Inferiority. (Cl.) Mentally some are dull and limited, some are cowards, some are spunky, and some may be anything. But to our topic. There are certain mental and emotional sub-dassifications cf C.L The CP L or Constitutional Psychopathic Inferiors are lifelong burdens.. There is the Emotionally Unstable Type, easily excited, easily ecstatic, easily depressed or discouraged, easily angered, easily aroused, easily attracted, easily attracted else where, and not faithful. Another type of C.P.I. is the Inadequate Personality Type, inadequate in love and in hate, m patriotism and fidelity, in honesty and sacrifice and service, in school and play, in workmanship and in safety, in sportsmanship, in everything except talk. Many arc verbalists. They are not thinkers. They regard themselves as hrain trusters, but I for cme do not trust their peanut-sized brains. They and the preceding type are the prey of agitators, and many of the agitators belong to the following type. This is the Paranoid Personality Type. While it is Itue that these mild paranoids arc constitutionally too frail to commit the mistakes and excesses of more tugged men, there are insufficient grounds to warrant their holding themselves in such high esteem. They are of jealous disposition, fault find ing. suspicious, and self-pitiful. Self-excusatory, of others accusatory, when things go wrong. Home-made and homely reformers with a mission in life to perform, patient, painstaking, and persistent to an abnormal degree. Not dear thinkers, but protesters always. Verbose, not fighters. The blind leading the blind is a prettier picture thari one type of psychopath leading other psychopaths. A communistic meeting is a clinic of CRT and CX's. They are a low blood pressure, low success record group who have a common blind spot for appreciation of orthodoxy and past achievement. There is no room in competitive industry for the C.F.I.'s, and in America there is no- room for them except in private hemes and Public Homes. Do not employ them If by inadvertence you have employed some, assign to each of them an impossible task, and then discharge them for obvious failure. Of all groups of workmen, the most umalc are the Constitutional Inferiors and the Constitutional Psychopathic Inferiors. Sublimation and Easement Waves, sometimes accumulated into tides and floods, of tension sweep over us and almost engulf us at times. Emotions aie battled because the force of them is greater than our own puny force or ability to combat them. It is each nan's duty to save himself by swimming It is everyone's duty to permit others to save themselves, and if passible to help a bit in the struggles of others to survive. Constitutional: born with, not acquired. One is constitutionally two handed, though later one arm mar he amputated. One la constitutionally blond, or tall, etc. No treat ment cr guidance can change constitutional eemditlcna. 156 Ticcnty-sciond Congress-National Safety Council How may this individualism be assisted or accomplished? Sublimations bring easement ot tension. One should sublimate bis need for self-expression if and whenever he may not give rein to self-expression in customary and normal ways. A sublimation must meet the following postulates, just as a key to fit a lock must have crests and troughs and channels to fit the tumblers in the lock: It must he self-selected and not assigned by others. It must be creative, in part at least, unusually largely creative, and not merely maintenance nor repair. It must permit the person to do the planning, or at least to share in the plan ning of it. It must permit the person to execute, in part, at least, the plans. It must engage the hands as well as Uie mind. It must be pleasant. It must be a rather short task, not Interminable. It must lead to a visible result, the existence of which no one can deny. It must be something of which one is not ashamed. Note, I do not say "it must be something of which one is proud.** No Something of which one is not ashamed. For example, building a house or part of a house, such as a rock garden or making new curtains, writing a book, starting a movement like a local "V* or Safety Council or Scout Troop, or a house organ, or a poker-debalmg-cating club. Anytiling creative, self-selected, permitting planning" and execution and seme lard work, and the other postulates. New sublimations grow out of the old ones, and like so many original by-prod ucts, become greater and more interesting than the original sublimation. New sublimations ordinarily engage our minds and emotions (interest) and hands, about every two or two and one-half or three years. They are wholesome and heaUhemng. They keep one young. Wishing vs. Teaching Wishing is an extravagant dissipation of emotion. The silliest wishing is wishing others would change themselves. Proper mental activity is desiring othcis would change, and then engage oneself juat as actively us possible in getting diem to change. The world needs to be reminded as well as informed. The impressive force ful teaching of safety and safety practices is a practical' way of getting others to change, provided we realize to some degree both their capability and their limita tions for change. Adaptability It Is folly to debate an accomplished fact. It is smart to adapt one's self to changes In tlte environment. The ones who adapt most promptly succeed beR, be it daylight saving, right hand drive, elections, N. R. A., war, peace, or the enforced restrictions of oa-commg age. The smartest persons are those who use their per ceptions and their reasoning ability to anticipate changes in their environment so that they may make Lite necessary adaptations promptly and without emotions (put on tire chains and put up the curtains before it storms) so that they can use their emotions in-pleasant ways for the enrichment of their personal life. I Menial Training for Safely 157 THURSDAY MORNING SESSION October 5, 1933 LECTURE III Physical Health Modifies Mentality in Many Ways The relation of the state of good health or ft] health on lessening accident risk. Constitutional States. Youth and Age Transient or progressive conditions. Energy and alertness. Heredity, familial and racial. Temp eramen t Temperament, by our definition. Is not emotional sprees of self indulgence, but is die physical support the body gives to the mind by the support it gives to the brain. A person with Bright's disease and some uretmc poisoning Is terribly dull. A person without anemia but with rich blood, and with a body healthy in the other characteristics, has his mind at its dearest. An unduly tired body means a tiled mind. As a body gets old and worn the mind grows old and worn. A body slow to mature has a mind slow to mature. A body poisoned, whether by an external poison like alcohol or by an internal poison like throid-toxin has a poisoned mind. A body denied something it needs or something accustomed to. be It a chemical like calcium, or a vitamin, or reasonable activity of one sort or toother, has a mind which fuitc dons irregularly and unsatisfactorily. A body wot king under strain, like eye strain, has a mind which is touchy and sensitive. A body in pain has a mind which is grouchy or irritable or emotionally unstable. Tempercncnt is of bodily origin. A sickly body means not only sickly thinking, but sickly emotions, and sickly adjustment to society and to the environment and its changes, DU-ease Attention is attracted to the state of health because of pain. I)is-ea$e, lack of ease, is called disease. Syroprons are what a person fuels, rignt (of disease) arc what others by observation, examination and tests find. We now know that there are many pathological states of body, and of body and mind, where tlicrc are no feelings of pam or distress, where there are no symptoms. In fact, in some of these the afflicted one feels extraordinarily good. Witness lire euphoria or feeling of well being coriy in intoxication. There are many painless diseases. Anemia, adenoids ar.d tonsils, tuberculosis, epilepsy, Bright's disease, diabetes, blood pressure disorders, worms and amoebae are some. Some non-disease conditions enforce inactivity on one, cause distress. It is painful to be unable to be busy. As any of these may interfere with clarity of thought and with agility or stability or endurance of muscular effort at impor tant or critical times. Is It not indicated and worth while to inquire into the state of health every once in a while of persons who are accident prone, and of those who are in positions of responsibility for the welfare of others, and also of people who arc Important to the world? Bright people who realize tlicir own importance are tlte ones who are most apt to accept the idea of an annual physical examination on their birthday. 158 Twenty-second Congress--National Safely Council Inequalities It is obvious to the observant world that people are unequal in every observable characteristic. No two laces are alike. No two persons are just alike, excluding of course contemporaneous siblings like twins. Since wc arc not alike in structure, it may not be assumed that we are just alike in function. One man's eyes or heart will fatigue easier than another's under tbc same strain. It is proper to infer that there are hidden unequalhics too. One person is more anemic than anotlier. One needs more bran, or more rest, or more exercise than another. 1 am here referring to the spread of what is called berroal, ami not having in mmd those who really* arc sick whether they know it or hot. These inequalities may be of great number. And as each person has his own constellation, the whole problem of physical structure and function is very complex. Xo two of us are alike and from day to day no one is just like he has been nor will be. Most of us have a tough time getting along with ourselves. And being a motherin law* must be as hard a tele as any in life. Or it would be if minds were trans parent and easily read. It is hard to get along with others, if wc befog our vision of them by falsely assuming they are just tbe same always. Since the human mind docs not always receive identical chemical and mechanical support front the body, and since the environment which stimulates it is forever changing without redupli cation, and since the memories which flood it are kaleidoscopic in their alterations, and as emotions are in a state of Aux, is it any wonder that personality is infinite in its presentation ? Add tbe growth factor and our wandering toward an unknown goal (unknown to us frail temporary* mortals), it is inevitable that there be a parade of reactions. This is not discouraging, for we all fairly* wdi know that, unless sick, any per son's reactions will be within his normal variation of reactions. Wc need only* to observe him with scrutiny to know* what arc the limits of what he might do or be or fed. Nonna) is far short of ideal Ecology There is some relation between the mind and the influences of geography and devotion. The mountaineer type is as rugged as his -native hills, slow* and resistant to change. Shall we call him persistant or stubborn? 159 years is too brief for them to transfer their loyalty. They arc not as socially graceful as mUilandcrs. Low landers, swamp livers are retreaters, are defeatists, are easily* prosyletcd to new ideas or philosophies, and thence to still newer chics. Heredity as shown in racial culture is mote enslaving than familial heredity. We who deal with groups of men of definite racial differences know quite well that racial groups differ one from cads ctlter and that within each group there is i.iaikcd similarity of characteristics. I believe that the racial culture is, for each group in its natural habitat and environment, a splendid culture, and is probably the best culture for it. The question is, is it a suitable culture for industrialized America? I do not mean to say that members of any tme racial group are safer or more accident prone than any other carial group. I do say that difteient racial groups needs to be differently handled and differently taught It is best to handle groups Mental Training for Safely 159 (not your own) through their loaders, the foremen. Foremen are euucahle, are btddible, and arc leaders among their own kind. Constitution Constitutional stales depend upon a mixture of family pattern and upon the endocrine glands of internal secretion such as the thyroid, thyimi^, pstuiusy and others. Some human beings are born to be gigantic, others miniatures or runts; some to be fat, others thin, some to be dynamic, others to be passive; some to be mature, others sweet and simple; some to be alert, others dull; but none are bom to speak any certain language or to be of any certain occupation, and none arc born to be eitlvcr safe or careless for such are matters of training and habit pattern of reaction to environment and self discipline. Constitutional physical states do affect the mind in rather typical ways, affect it bat not fix it For example take the thymus and pineal gland*. \\ hile tlie thymus gland functions the individual Is sweet and nouaggressne and child like. This gland should wither at the age ot rune years, permitting the individual to prepare to adolesce physically and meanwhile to prepare to wear, himself from close parental supervision. Then the pineal gland begins to function, and by twenty-five or thirty it has lived its life span and by then the individual has fairly well attained his plateau of maturity. In some children the thymus lingers cm too long; such children do not become self independent. A thymus child never would be chosen by his playmates to be umpire of a playground game. Not sufficiently self reliant and mature. In high school days, when continuous memory is well inaugurated, this sweet and passive attitude stamps out mental attitudes which persist for life. Or on tbe otircr band, assume tbc thymus underwent its decline ratlter early or pre cociously. Tire child becomes quite independent in early years. Depending upon bow well socialized he is in using litis independence, he will become either a Horatio Alger supporting himself and family from tender years oar up, or he will be the neighborhood desperado and incorrigible. Did McGraw of the N. V. Giants ever hate any thymus? Dynamic fighting leader! Constitutional state of health, especially the evolution of Ike endocrine glands determines social maturity. The most frequent disorders of mental maturity are two, irregular maturity in some aspects (faster in one titan in another like a basket ball captain who had a lot of leadership but was not manly in handling the team's funds entrusted to him), or the premature stopping of the development of Hus or that trait at a juvenile level. Maturity is the assuming of self responsibility and of self guidance, feeling able to do tite right thing or say tbe right thing vdtheut guidance, prompting or re straint ; maturity is the functioning of conscience. It also includes willingness to accept ciedit or discredit for the past and equally to claim rewards or to pay In full for past mistakes and debts. The idea of a statute of limitation is hnmatuie, is purile. Maturity includes the mental trait o being able to suspend judgment, final judgment. Last acquired, first lost. Real old people decline in maturity as irregu- laily as they had achieved it. And so we speak of types of personality in terms of over function or under function of various glands. The point for us to consider here this morning is that ail persons need to be taught safety, but that depending upon their constitution and personality they will learn differently. So to get them all for their own sakes and for the sake of those whom they do or might affect, WE MUST OVER-TEACH SAFFTY. 1(50 Twenty-second Congress--National Safety Council Laziness There is such a thing as laziness. The term ``lazy'* should not be applied to children, because the so-called lazy child is nut a well child, and examination shows utcraia or Bright's disease or poisoning from adenoids and tonsils, etc. It should Ixs reserved for the sell-indul gent adult-then applied only if it lias been ascertained that he was well-born and is in good health and has sufficient energy if he hot will make adequate efforts to do what he really knows is the right thing. Most so-called lazy persons are not only self-indulgent hut are cheaters habituated to impose upon others, arid therefore are selfish, like the road-hog or like the chronic fishing-bum whose wife labors to support the family. The treatment for this type of selfishness is the same as the treatment for vice and criminalism, namely, take the profits out of it: this may include penalty and restriction of liberty. Many folks are too lazy to make the proper effort to apply their knowledge of safety measures; they should be dis ciplined severely, especially upon their second offense, for their own sake as well av for that of others. The impetuous child and adult is the offspring of on alcoholic or otherwise poisoned j.*arent, or else he is hungry and craving natural intake or activity. He cannot be deliberative to suspend judgment nor suspend activity. Doily Variations . The terrific late morning and mid-afternoon fatigue which leads to nervousness and weakness (lack oi endurance o-i lack of initiative or both) is caused by insuffi cient diet. Many people do not eat enough. "Eating makes me feel full." In time their stomach and bowels get small and get used to small meals. But the body's need for good food, mixed food, in adequate amount, has not lessened. Nature theu puts the brake on loss or drain by a feeling called "tired0 which lessens work. Self indulgence in denials is as common as, in others, is self Indulgence in excesses. Mental self indulgence shows itself in the fallacious policy of self for give fulness in advance. Self indulgence weakens particularly those who already are weak or weaklings, especially the psychopathic inadequate* and immaturcs. They need strict orders given by someone with prestige. Self indulgence only is proper in the senile* or in an early stage of convalescence. Self indulgence In most of us show* hi denying ourselves opportunity to work or exercise often enough and hard enough to sweat. Night dreams and night terrors affect the health ami SjKmtaneity and faliguability the next day. So does night life! Normal good conduct and normal daily activity helps us )>car our burdens: poor hygiene means the selfish, uncivilized subconscious mind works tbiough the night in devisiug some expeditious method of unloading troubles.. Without calm rest wc awake already tired. The sedentary wife who has on Iter tiands a husband at home imtable and sick, at home for a few days because he has tonsillitis, dreams of deatlu Whose? And the next day she Is overwhelmed by lassitude with insufficient energy to meet even ordinary problems. Included under daily or periodic variations of health may be listed constipation headache, headache from eating wrong foods, from not wearing glasses, from toothache, from twinges of neuralgia or of rheumatism, from neglected painful feel. The toxic effects of colds, sinus affection, bronchitis are shown in dullness. Many persons of well integrated personality and who are self-disciplined into good mental habits and attitudes can "free wheel" for a few days when a hit sick Mental Training for Safety 161 and maintain their poise and ihythm. Weaker ones last only a day or so before they "go to pieces." It pays to be constant if we want to be esteemed while sickly The Half Sick There are relatively fewer healthy sturdy persons now-a-days because more frail children are assisted to grow up. Lower death rate among children means more semi-invalidism or lack of ruggedness in mid-life adults, ami also means more folks live to the decades ox cancer ami apoplexy. We have fewer epidemics. Vet we have relatively fewer good bodies to support the minds of cur people. This may mean an increasing irreducible minimum o! minor mistakes in all kinds of thinking anil reactions, social, economic, political, safety and what not. The fact that a person reaches a certain age. 40, 50, 60 or anything you will, may have meant that he was unusually sturdy: now it may mean that he is frail but has been safeguarded. Better get as strung as you can, and keep strong as long as you can. Theodore Kooievclt exemplified what he preached, the strenu ous life. Therefore, those from 35 to 55 must realue that though it may be (possible for them to meet the competition of those of equivalent years, they must be strenuous m their own hygiene if they hope to compete with younger men and women. The half sick includes especially those with !&tv blood pressure. They usually have an associated low blood chemistry, low Wood sugar, low calcium, low iron (anemia), and low vitality and endurance. Many are heroes, engaged in the hatlies of life with low velocity aims, yet they force themselves heroically to keep up. They are more comfortable in sedentary work and living, yes, but they run the risk of that dreadful condition of senile dementia. There is no medical cure for low blood pressure. A little repair wmk hcic and there, shed a tooth, take some irou. The prevention and relief of Iqiv blood pressure is outdoor work and outdoor play High Mood pressure iv the risk of the slave driver who lias made a slave of his body and driven it too hard and too continuously. "Who do you think you are any way?" I often say to such a man. "Do you really believe you can improve upon nature, tinker and alter natural equipment, and without really giving the matter your deepest thought either?" "Be reasonable. Haven't time? All right, it's your stroke and not my headache." Fifty-five to 65 are dangerous years for the human dy namo. However, with reasonable attention to health and hygiene our best men may remain our best till their sevenlys. Otherwise judgment and memory and emotional stability and T. F. M. (thoughts per moment) insidiously start to fail. Alcoholism. Changing political viewpoints can not change physiology and path ology. Eyes read, yes. But chronic gastritis and toxic parenchyma of the liver and heart muscle cells, etc, can not read to see what is the latest bulletin on the legality of permission regarding the sale of liquor. In all seriousness, I do say that the constitutional make up of the body has a great deal to do with Uicfability to withstand moderate alcoholism. Poisoning is poisoning, whether it lakes 60 CC to poison a civilized man or 120 CC to poison a hairy atavistic man. If poisoned, then poisoned. There may be every gradation of poisoning in degree, in symptoms and in duration. The social implications arc obvious. A doctor abhors the degree of anything which hurts body, health or society. 162 1 zocnfy second Congress--National Safety Council An interesting variation o halt sickness is vagotonia and its opposite state, over tone of the sympathetic nervous system, sympaihoricociia, There arc two opposing sets of involuntary nervous fibers going to the internal organs. One set of these nerves stimulate some of the organs to increase their function whilst it checks the function of the other organs to which it goes. The other set of these nerves go to tire same organs but have opposite effect upon the functioning of these organs. Usually the two systems arc in pretty good balance, sometimes ooc set predominat ing a bit, sometimes the other predominating depending on the time of day ot upon activity or opportunity or emotions or environment. Whichever predominates in fluences the mind the more Sometimes in a sliower at night uc get up to dose the windows, and sometimes wc say to ourselves (not aloud lest the mate hear it and know v.c arc awake) that maybe it won't rain hard enough to rain in and that it is all right to stay abed. Sometimes take a chance, sometimes conservative. The relation to safety risk and to accident is obvious. However, in some persons, even in the fluctuation of the strength of these two opposing sets of nerves, ooc set always predominates more or less but predomi nates. In other persons the oilier set has a varying degree of superiority. Wc differ so. Some are always pessimistic, crave 0 cups of coffee a day to keep going and are benefited by the coffee, chill easily, have low blood pressure, are abrupt often, and may be reckless. Other persons get palpitation or insomnia from coffee, have fair skins, get alarmed and are kind and may be tearful. How can wc classify them? I dare not. Someone classified these two extremes as perennial front seat drivers and perennial back seat drivers. Tire most ol us, in good nervous balance, can com* fortahly alternate in riding in front und back scats. The three Ts, Tumor. Toxic states, and Trauma, are the only three physical condi tions affecting the mind which may overtake anyone at anytime of life independent of liis care in safeguarding his health and hygiene. Tumor, as used here includes brain abscess ami meningitis and Snflamatvon of tire brain. Toxic states are poisoning from either external sources (gas, alcoliol, lead, etc) or from internal sources (typhoid fever delirium, chorea (St. Vitus dance), thyroid poisoning, food or vitamin defi ciencies, etc.). Trauma is head injury, usually with unconsciousness, irrespective of whether or not there is skull fracture. Its sequels are memory failure, head pains and head sensations, bad judgment, coarseness and f&tigu&bHiiy. Relation of Age Age affects mentality. Children think as children, even if they' have the knowl edge of tltcir elders. Youths arc acquisitive and curious; in age they become con servative, or if abnormal, they become spendthrifts or misers. The healthy, some what educated, voutig American boy of 1734 to 23 is so alert and energetic that although in peril, he causes but few accidents because his apperception is so keen and hi* reflex time is so fast. He has courage and is not falsely modest about it. Older, he strikes a ]*lateau, where health and emotions color his life. Still older, hi* environment and public regard affect him more. Grief Human nature is not hmlt to adjust to sudden increases What a flurry and hubbub is made over the marrying into the family of a new* daughter. And when a new son is born! Great emotional excitement attends the arrival of a new car Mental Training for Safety 163 or die moving into a newly built and owned house. How comically awkward the newly* rich arc. Human nature is poorly built to adjust to sudden decreases. What secret grief is created by the going away of a daughter recently married. Terrific pain at tends the realisation that a loving couple unfortunately must be childless hereafter. The loss of property by fire, theft, accident, or business reverses it almost vei-whelmitiR. Tlte impoverished are more pailtelic than the poor. Grief for those gone from us for the rest of our lives is prostrating The lovelier they were and the more beloved they were, the more keenly they arc missed here. If the one for whom we grieve stood m one of the seven or eight closest of human relationships father, mother, brother, sister, son, daughter, husband, wile, or lc trothed, then grief is indeed intense. Extreme grief is either for the loss of a sou when approaching manhood or for a lover taken away just before marriage There is no one normal reaction to death; there may be many normal reaction*. There are many different abnormal reactions or attitudes. Each individual re acts differently. Only those over seventy-four years of gc, accustomed to de creases and shrinking in everything, are not upset by death of relatives or 1 friends. In tlie human mind there is some vague and dose iclaiknislup between death and sacrifice, especially voluntary sacrifice which is not a selfish cscape. Thcxe is a dignity and a nobility in dying for one's God or country. Kight men embrace the opportunity to risk it. There is also & worthiness in dying by sacrifice for the helpless and innocent, such as trying to save a child who Ims fallen from a bridge. The survivors arc proud *if them as heroes. But every human mind since the time of Abraham revolts against the wastage of human life when til1* victim has not volunteeied t risk his life. When humans are sacrificed needlessly, there remains no pride to salve that grief, only sickening baffling anger that it occurred. Jn the human mind, ancient and modem, there is a deep-sealed belief that there is a Divinity and that there is an immortality, incomprehensible and undcmousiraUe as it may be. Among ray acquaintances among American, American-born psychia trists tlmre is the simple firm conviction that there is a God, ami tliere is an Ivercafter. These wise men know better than to try to think much about it a?l its many questions, maybe because they realise more than others that there arc many hard questions unanswerable by human intellects, if anything, they keep their thinking vague, and tend to believe that probably the virtues ami potential best spirituality of each soul survives somehow* Faith, faith based upon previous demonstrations, is necessary in anticipating the reactions of life. Without faith, we might as well as quit. With faith, life and living are practicable. The simpler the faith, flic better. Those who grieve need the comfort of a lifetime of faith. They do not help matters by ariring questions nor by seeking answers. It is sufficient to believe, that there is a God wlxo understands both life and death, who controls the past, present, and future, all according to rules of which wc today here know only a part. What those w!k> mourn may well do is to memorialize their beloved. Tliey may dedicate themselves to cariy on some characteristic of his life-work Or they may keep bis memory green in their own hearts and in the hearts of others But what ever they do, they must keep active about it, tenderly but actively investing part of themselves in their dedication. Meanwhile, without quarreling with Fate, await reunion beyond imagination. 164 Twenty-second Congress--National Safety Council And toward one's own death the sanest attitude to take is that of a child going to sleep and who, trusting, hears the voice of love and superior guidance say, "ft will be alt right."- Then the voice inaudrbly whispers to itself, "Somehow." X>eath Accidental death may or may not be painless, and is hideous. Non-violent death is painless. Normally it is a gradual concentric narrowing of the field of consciousness and a gradual dimming of perceptions, a blurring. Consciousness and perception clarify and wanr, without terror and without memory and without ability to force oneself to think. Emotions filter through and are mutually exchanged, but ideas do not get through. The mind seems free, interested but acquiescent without protest A bit of revival of life is sweet, less is calm. A comparison is when one sits facing west in the last car of a safe train going east through a scries of turutels at sunrise. The hills are gray green, with fog in the valleys. Suddenly the train plunges into a short tunnel. Tlw field of conscious visual perception is restricted to the entrance of the tunnel, practically a circle with glistening rails like beams of light from the center of the circle to our eyes. Fogs and most hills are lost to sight, only the sky and a few hill tops arc seen. The circle grows smaller. There is some fogging by billow ing smoke clouds, but a few hill tops appear in brighter green, m softer green as smoke intervenes, in brighter green between billows Tire circle gets smaller. Then the tunnel cards, and the world of sky and green hills with their lights and shadows ami the valleys lost in fog appear as before. One sighs a bit, is calm knowing it was safe, and one was interested. Wc rush on. Another tunnel, longer. The same feelings and perceptions. Out again. Calm interest, security, no apprehension nor distress. In and out, m and out. Tlusti wilWut warning and without any different stnrr, without knowledge that It is the last tunnel, consciousness is restricted to the circle of what is just before out eyes, to what is most welcome and familiar. Colors dim with the billowing darkness and the circle gets smaller. Colors dwn and forms dim and the circle gets smaller. Colors and form become indistinguishable but there remains a pinpoint of light It gently goes out as the train goes around a curve toward an unforeseeable destination, THEN, suddenly and without warn ing appears a new world, a new country, alt bathed in golden light, no foggy valleys, a different terrain, and tattrutgu mb. Conclusion What conclusion can you draw? Certainly not to practice medicine on everyone wli may precipitate an accident. You must make great allowances for variation in health. You may place more emphasis upon hygiene and happiness and outdoor living if you would increase public*safetv Mental Training for Safety 165 FRIDAY MORNING SESSION October 6, 1933 LECTURE IV Social Psychology and Safety The relation of members of the group to the Individual and the relation of the in dividual to the group. Training in complying with group standards, especially safety standards. Individual variations, many forms from many causes. Undeittandsng: oneself anti others enhances individual and group successes. Greater Need for Safety Certain safety practices and safeguards have become outmoded. What was adc quatc one year may not be adequate a few years later due to other changes ap parenlly unrelated but actually affecting them. For example, when Auto Highway *U. S. 12 was built a few years ago thiough Michigan, it was a fine highway for the traffic tlien. considering the width of the trucks and busses and the speed of the traffic. Now it is too narrow and its curves are regarded as dangerously sharp. Human evolution and life is rapid in so far as the improving of the environ* n*ent but human evolution is historically slow in the development and acceptance of new idcav It takes three generations for a people to accept new made laws ov cultural char acteristics. For example, the advantages and the propriety of no slavery,, or drive on the right side of the rood, or daylight savings, or temperance, or the advantage of a public school system, or safety. After the people accept a new idea into their culture, the idea must be taught to every incoming generation and Uic adults must be reminded as needed from time to time. Wc will have to do with larger numbers of men as employment increases, and in cluded will be large numlwrs of men who arc not now in the habits of hard work and mental alertness, and we will also have to do with new men mot heretofore cm ployed nor trained, and with increasing alcoholism and with men burdened with worry. Among tlie new men there wilt be two groups, both extremists though of opposite extremes. One group will be those who are indifferent or are hostile to the plan of taking on in employment large number* of men now not employed, and tlic other group will be certain .psychopathic individuals and faddists and persons who have grown old without knowing it and who take a "what's the use" attitude towards safety teaching and safely practices. We should pay little heed to either of these two extreme groups but concentrate on the middle 70 per cent of persons who are called normal. The apprenticing of new young workmen to foremen or to workmen known to have a good safety record has been mentioned. It is also impeutant to apprentice in the unique way's of an industry mature and trained workmen who have licieto fore worked in some other industry or factory, railroad or quarry. Their ability to fit in with the safety practices in the new place should not be taken for grnuierl. If the workman has a record of having been employed in a great many places then you had better see that his local training is particularly' well done. There may !: something the matter with him. 166 Ttvetuy-sccond Congress--National Safely Council Since health and hygiene are so important in safety work, it is advisable to see that when they are apprenticed they are placed under foremen or workmen who are healthy and live normal hygienic lives. Social Instability Tlie scientist anticipates that both group psychology and social psychology will snow a lot of dunItied good sense and a Jot of damned nonsense in men in all walks of life. He further anticipates that there wilt be more violent but buefer oscillations of the following - of wars and peaces, of booms and panics, of following experiences of the past versus trying of new experiments. Train yoiir men to save some of their money to survive the next panic, because it wifi be sharp and severe, even though it lasts a very sliort time. Your executives and your woikmea should realise that right now world-wide international peace is very unstable, and they should be prepared for both war-time industry and peace-time industry although it H not likely that any of tl next few wars will involve the United States. Japan wants India more than it wants Mexico or the West Coast. There iis nothing necessarily wrong with any new Idea any more than there is anything necessarily right about It. It is just a new idea no matter who pro pounds at- New ideas which fail are bitterly expensive in every way. The true worsl* of a people lies in the people themselves and not in their governments. Racial Culture An individual in all probability can best fit in with the culture of his own breed or race. This is true as a generalization even though he be reared m the foster home of another race. Only the unstable members can easily accept the religion and the philosophy and habits of a widely divergent race. In fact, racial character istic* are preienJatiom of the personal characteristics of any race under considera tion Where except Scotland could stern Presbyterianism be evolved f Mercy is tlie keynote of the Irish religion, as it is of the Irish persons, in much the same wav that masochistic or self-cruelty is a characteristic of both tlsolTacbl Indians aud of their tribal religion. The British show dignity both in their religion and in tlicujj-clvcs The Italians feature the strict code. fn 5ndustry.it is well to have Montenegrins work together in one group and Sicil ians in another. It is easier for them to comprehend and live within the nutuntten laws of tle group than it would be for aliens. They might all acquiesce in the writ ten law* ImH group traditions arc stronger.. "This railroad employs no engineers who drink." Not all race* nor mixed breed* can tin well in our mixer! American industrial and >oti;d s\j4em*. but almost every race or mixed breed can do his best when he is with other* of his own kind. Here It may be said, ratlrei paientlietiotlly, that llteie are seme persons who. be cause of race or health or previous accident, can do their best only m a supervised eijv ux'imicnt and also cuih at a slow pace hi Itic. Team Work There arc three degrees of team work. One is obedience, namely the giving and obeying of order*, with cxtia reward or extra punishment flack of reward or deprivation) for doing exceptional]}- well or exceptionally poorly. None of us ever totally outgrow olcdiettce. and this applies at home as well as elsewlierc. Meu/al Training far Safely 167 A higher degree of team work is discipline, name!}' the setting of an example fur the disciples or followers and the following of an example set. There is a higher form known as indoctrination, where without orders given or examples set persons do the right thing from a point of view of team work or con joint efforts towards success- This is possible only with higher grade mind* who have conferred and conferred with cadi other discussing all manner of future probabilities so that when a new occasion arises each one knows what to do and what to expect of the others. Duty to Anticipate Bcrausc there may be social changes as well as environmental changes, there has arisen the doctrine known as the "Duty to Anticipate* that whatever change is inevitable will happen to me, and that which is liable to happen is apt to happen to me." \ person is negligent if lie fails or breaches in his duty to anticipate a poison uses due care if he docs anticipate and prepares foi cotniisgeuciev This is net only good sense ami adaptability, hut it is the laiv. We are siJl evolv ing common law, that is, creating law by "pronouncements by the courts resulting from the customs of the people, but as ait human rights as ivd! as duties ate cor relative, ue arc rapidly increasing laws by legislative statute, statutory law. The duty of a pedestrian to look is a common law duty: the duty of the automobile driver to slow down wl'ien approaching a crossing and anticipate that there may be some pedestrian* moving with tlie green lights who will not yet have fin islicd crossing the street is a statutory duty. It is easy to exercise the duty to anticipate when what the future may or will bring is pleasant and Iiaid when it will be unpleasant. Just because it is hard and unpleasant does not relieve the individual in the least from his duty to anticipate. Associating Men associate together because they are more alike than unlike. Groups and grouping have seme interesting traits, knowledge of which gives power to influence them toward a specific igool--here, safety. This natural tendency to associate furmalic* a lever to change men from without, by handling them cn masse, hi so far as they share traits alike Loneliness, weakness and defensetessoesa, arc the Heritage of the individual man. It is a bargain to lose them and to gain tire comfort of intercommunication, strength and security, by yielding some of one's individuality. The socialized man is wliat lie is because of his heritage to be that way. The impulse to yell "Fire" and to try to save some one else is stronger than the impulw to run alone. Individual will Is not as strong as the tendency to act as others act and fee! as they feel and believe as they believe The penalty for dissimilarity is that the group excludes the indi vidualist or else he must desert to make his weak way alone. One must conform, or one may perish. Conformance pays. Groups, to increase or to maintain strength and to replace vacancies, inevitably welcome new members. Therefore it is silly to be shy about joining any group or to fed one is intruding. In the life history* a child conforms, by imitation, to the home and neighbor hood pattern and demands. As an adolescent, he may oppose some of the demands Credit tor thU point la due to the author'* brother. Attorney A. R. iiuibert, of Chicago. 168 Twenty-second Congress--National Safety Council put upon him When a post-adolescent, he may rebel and liberate himself. When a young man, of the age when he seeks employment, he has attained the idea that it is best to conform to the group and its standards. He seeks initiation : "Tell me, tell me how, show me.'" By conforming, he accepts the merits and th^ rewards of society, ignores its inconsistencies and contradictions and shortcomings and its ex pense to him and it> limitations of him, ami enjoys the opportunities offered him to excel ami he achieves mcnul comfort of being freed from perplexities and risks and temptations inherent to the individual man. When he reaches mid-life, he as sumes to enforce group confounity upon the younger members. It is comfortable to belong to a group doing the "righ't** tiling; it h, more comSorting than being solitary even if engaged in doing the same thing. When with a group, one feels warm physically; emotionally too. We use such phrases as "warm friendship," glowing with pride.'* Tsie human soul is lonesome, lonesome for companionship and hungry for affec tion or regard or esteem. Within a group ooe may offer and receive friendship; one may talk and listen; one may admire and cans admrratkie; one may assist or be assisted In work; one may plan with bojc of frust*ua: one ma> wfaare emotions; ooe may lower sword and shield to relax, to play, and to wd a*d rcrcb himself. Soon. k KtriLo a lutgtn medium o! dtJdce of being conspicuous and of being too 5ncon*.picxKtJv. StiU -- ijrl* W (inliWn w uthm their becoming couspiciioiit by being different we att kucw better d*a we do, and adhere to a higher code than wc main.1' wr vi tkwc who are too conspicuous because of deviation from acvrptod aeiMdixd-* o ^oaduet and of those who are so incon spicuous as lo Uc *WLcr tu the extent of calling names, even dis approval to the cxVciftt oi Ut^***J**5 l*vf ti**M Mtorv and ridicule, for us good will and happinev* and shared hamt wufk Withra the grour. abe get***? mwtd leadership. Within the group, I said. The leader mu*! U- cw*iJ> <ud aiwa^-a utotubaftk at a member of the group. The group expects and d^maad* tliai lewder* be ut good repute, otherwise they will not follow, hut wit! ea*i iH*t the ex-kcadcr a an alien who by some mishappenstance gained entrance and eHow:hjfr Fadnee is more forgivable than deviation. Dis- agreeal!i<> is dilu>ahy ta-. tbr group, for thr eorapoaents of the group must agree if the group ha* tl*v and p4va*wre of concerted action. Certaintlv, a disagreeable fureexan or one of had reputation can not be of value in handling and training new men. Wljat a newcomer needs, is a combination of iu&tructor-idol-advocate. Advocate? Some one must help U* Iccqi out of trouble and help us out when we get into trouble. Some one must handle the men, while the men handle the work. Instructor? The human mind craves certainty. The new employees think, 'Tell us fust what you want os to do. and we'll do it.** Old men are men of inelastic minds and can not accept new ideas, in general, folks tend to do what is gen erally done, "if they know it is expected of them, whether it be a chore or pleasant. When the instructor says. uWe do it this way," then mistakes and the repetition of mistakes arc avoided. Slip-shod methods, even at hist, must not be pet mitied. Habits start too easily to permit the Start of bad habits of work. Good habits are better than good thinking. Instruction should be in training habits, in achieving skill in automatically doing tilings right. Mental Training for Safety 169 The master of an apprentice smooths the way from the very first, ilc welcomes, he explains, he makes the newcomer feel at home. Unfamiliarity, which by caus ing nervousness, might inaugurate a career of poor workmanship, is replaced by interdependence. Reassurance when burdened and commendation when earned must precede criticism, when deserved. Personal interest is heartening. Why be tongue-tied on everything but the most serious? Communion or community of interest in outside ir!eress, firmly estub fishes the group bonds. Are not pleasures meant lo be shared? People have loo few pleasant interests, or else people take too huic pleasure in their interests. Within the group, there is a craving which should be met to engage in a variety of physical activities. Dancing, bowling, hiking, riding (horses, not cars), golf, ball games, rowing or swimming, even fighting side by side, these and many other similar group activities make the individuals healthier and make the group Lsalthlcr. Neglect of safety then becomes treason to the group. Everyone wants lo be "safe'* for the group's sake as well as for his own sake. Education There are many types of education. There is the formal schooling Home tram mg is education. Traksg wish other groups such as the Y. M. C. A. or a musical organization or vwtswmag classes * really education, although usually so pleasant it seems d**cta*ed. Playmates arc educators and, gentlemen, I insist that work* mates are edweator* TWre t* a malign type of education, gutter language, and what is >tiB wor*e. the evil edweatsun of willful seducers. There are two forms of misrdacaitsoa Or* t tnna ttiM.nxsprehensk*). that is partly comprehending and partly grttmg thing* 4r*oetcU- There * alo the education one gives oneself of ehMg* that wrvrf weeur Vdult education is our chief problem and I ihmk wc aJsutdd regard h a* lunul c^hseatkm of persons not enrolled when we ntfh thr p*bUc at Urge **i with persons enrolled when they are in employment. ImpcTMjo*! c*e<hrra arc better accepted than orders given by persons without pre^ttge \ts taseefauaaL order is a red, yellow, and green stop and go sign. A woman * more m? so obey theta than she would obey her husband if he should tdl ber * they come to the curb that it was not safe for her to start across as ap parently she w* tntci&dmg to do. Husbands have not prestige. A traffic officer, whom voctafly *he might regard beneath ber dignity'to heed were lie not in uni form. Could Wr0 ber to stand back and she would because of the prestige of the force behind him and would be heedful of his order. One great advantage of the imporonaJ order is that people cannot talk back. Women like one tncic, be it one more word, the so-called last word, oi be it one more kiss, assuming llwt either of these tilings happened to be in order. One form of icnpersoual order is tlie posting in a shop of an order issued by the operating vice-president whose office is w New York. The men cannot talk back to him like they could to the foreman if the foreman gave the iam order on hi* own initiative. The ideal educator in safety is the slightly gray man who is knows* as Uncle to a group of adolescent*, even though he may have a few grandchildren. He is heeded when he speaks and his listeners await further instruction rather than engage in argument with him Usually he is both very imyressive and he is obviously un selfish and benign He may be in addition also clever and possibly even witty. 1 do not for a moment wish to say that there is no benefit in conversation or discussion. Intercommunications have enormous value. There are time* when edu I/O I'lenity-sccond Congress-National Safety Council cation musi be abrupt. For quick comprehension a terse order may be best. An alderman has been defined as someone who is very generous with other per sons' money. There are times when we cannot be generous with other persons' time. In case of impending accident, there frequently is not a moment to spare to explain why a certain thing should be done and there may just be time to say that something must be done instantly. Approbation People crave approbation and will go as far as necessary to secure it. The work man who is "in dutch" at the factory may he expected to join some group elsewhere who w ill approve of him, and it does not matter much to him whether it is a radical group or a conservative or study group. People want approval which is public and obvious. Unfortunately there is an irregular line of demarcation of what a man may say to show his good fortune. By our funny conventional codes only certain boasts and certain griefs may be told. You may* talk about hour fast your horse or your dog can run, but it is not con sidered genteel to talk how fast your car can go. You may talk about your wife's lemon pic. hut not about her goodness. You may talk about your golf score but not about your bank score (but $ome of us have about neither of these). Yon may talk about your son's strength and your daughter's beauty, but not conversely. You may talk about yowr garden but not about your activities in the Church. And so our saints are irot commonly recognized, roi are worthy traits commonly drscusved. You all recall the service chevrons placed on the forearm of the uniform of our soldrets ami sailors indicating that they liad had so much service during the war. Those who were fortunate enough to wear them wore them with enormous pride and distinction and hoped for more. Would it not be equally sensible and practical for a man to be awarded a letter MS" to wear on his right cuff after he bad had a clear safety record for a fixed period of time; ins right cuff would remind him ro keep his right hand, his useful hand, safely engaged. The idea has possibilities of evolution, namely a gold letter "S" if he has a veer's clear record and an obi Eng lish style "S'* if be has two years' dear record, etc. This would be public signifi cation of our approbation for his interest and practice in safely. I admit that that idea of distinction appeals to his self interest. It is proper because that self in- tercet is usually interest in public welfare as well. It would be fine if someone could fijiite out some wax of expressing public dis approval for being actively, not passivdiy, involved in an accident. It would be fine if good automobile drivers had some way of properly expressing disapproval of bad drivers who arc so frequently encountered on ex1cry* Highway. Maybe the gasoline companies will issue fiee postern ds possibly picturing the morgue and on which one could write the time and place and circumstance to remind the offender and mail tlictn to the Secretary of State giving the automobile license number and he could forward them. Some way, probably not this way. needs to be evolved. Public disapproval is a stronger whip towards keeping people m line of good ac tions. including safely actions, than the whip of the police and the judicial system, which be the second line of trenches. Selfislwiof and wickedness and group misconduct are like term insurance. They arc good while they last, but are not good in the long run. Service and proper actions bring retreated dividends. Therefore, it is helpful In every group effort for the group to participate in some common wholesome grout/ activity or diver sion. Annual picnics of the employees at a factory are not only jolly affairs, but Mental Tmining for Safety 171 each person present feels that he Is there not only by the sufferance of those who hire and fire, but he is there because the other employees like him. He wed knows that unsafe workmen are not well liked workmen. Conduct Persons who take their conduct as a matter of course because they are coolonniits do not let their minds wander when at work as do persons who engage in deviated conduct and who tend to be distracted to thinking cither about die pos sible results of previous mistakes or the excitement of planning new ones. A person who desires to differ as far as possible from otdinary standards has not a good future. Nature is almost ruthless in seeing to it that extremes perish. VYc should assist tins process when tire deviation of conduct becomes a social mat ter. Persons who are recklessly cruel because of selfishness need to be sent to the frontier or to a mule ranch* or, in court, should be given short shrift and maximum terms. Some parents are too authoritative.. Actually they arc bullies. Their children .arc apt to be social misfits unless they ate saved by a more ancient good family in heritance. Sometimes patents are discourteous to each other to the point of quar reling before the children. When children hear parents say tliey liate each ulher, such children cannot grow up to love both parents hut they hate one and possibly both. Then they begin te hate all persons in authority and later our social sy stem. They defy as worthless ordinary social customs and are not amenable to irtwer social thinking such as safety thinking. Smart parents use courtesy with each other even though there be iron hands within their velvet gloves One should not apparently indicate tacit approval by silence when by expressing;* disapproval one can lielp another to live in accordance with social am! industrial standards. Under conduct possibly one may classify an attitude of agrteabdity Anyone -alio has a permanent potation should be agreeable if he hope* to keep it. If. however, there Is a reasonable expectancy of advancement, then emphasis should be placed on prcpaiation for that rather than agrccability where he now is. Norms for Work According to the laws of human nature, a man sltouid be occupied should be working at something whenever there is light enough to work, and for women whenever they are awake. It is better to be occupied than unoccupied. It is better to be occupied with others in a group during daylight hours than to be atone The time to work alone is before the others get up. and mu sons who are able tv use die early morning bouts for self-advancement have the greatest hope for success During the day it is better for tlte individual man to have his mind in comae! with others than it is to be isolated- Exclusive pride causes the personality to become a hollow shell Advane cm ent Sometimes we employ as a young workman one with a precocious or um:nallv highly developed mind. He shoolrl not be advanced too rapidly, nor sltouid he skip certain promotional steps He needs understanding and this understanding is best gained by experience so that he can understand those persons who eventually will be under him. Under-privileged persons, as well as persons of a most superior family, should not be indulged but they should each be treated as very natural persons Otherwise 172 Txvcnty-second Congress----National Safety Council they may fail to develop responsibility to discipline and later on may fail in selfdiscipline. We are here concerned with safety discipline and safety rules but the same applies in other lines of activity as well. For example, the son of the presi dent of a company was pampered from the time he first went to work for the firm, lie took a hurried apprenticeship in all departments. Later he succeeded his father The first time he and his company raet bard times he suicided It is best for us to treat persons as natural persons and not as exceptional ones. Persoits, however, should treat themselves as individuals. Frail workmen en dowed wtl more energy than endurance may destroy tltemselvcs by over-activity brought Oil by engaging in jivalry. Ideas Persist This safety movement has a tremendous virility and will be extended far beyond ordinary expectations. One of America's most famous anthropologists had occasion in 1803 to study the culture and characteristics oi the children in a certain school district in Brooklyn, He found them to be short, round bead, dark hair, with a prominent upper lip and a full lower lip and blue eyes, playing Irish games, using Irish oaths, and sncaring by tire Irish saints---Irish children showing Irish culture. In 1923 circumstances took him back to tills same district and tic rcstudied tlte chil dren he found there and their culture. He found them to be short children, with round heads, dark hair rather glistening, two large full lips, aud dark eyes. In other words, Italian children, playing Irish games, using Irish oaths, ami swear ing by the Irish saints. The melting pol melts. The Irish had moved out but left their culture Itclimd to those who had infiltrated into this zone. IDEAS PERSIST. Conclusion Most nun-made problems can be solved by tire human mind by clarity of thought, but not U the variables of desire fear are added factors in the equation. Safety Is a soluble problem under inspired leadership plus enormous energy constantly spent. I want to say that I appreciate the opportunity to be here and I appreciate the attitude of the audience, so attentive and interested and cooperative, more than I can express. It lias been a gTcat pleasure to address you. (Editor's Note: Because of the interest aroused by these lectures it is possible some members of the Council may xvuut to secure Ike services of Dr. Hulbert. He way be reached through the National Safety Council, 20 North lYacher Drive. Chicago.} TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Accident Prevention Equipment Manufacturers' Section Officers 1932-33 General Chairman--R. T. Scuucstrk. Elliott Service Co.. New York City. I * e-Ckairmau.--Buell \V. Nurr, Safety Equipment Service Co,, Cleveland, O. Treasurer--Allex Cl.**k, The Safety Clothing Co.. Cleveland, OSecretary--F. H. Klkih, Willson Products, Inc,, Heading, Pa, Execulhv Committee at Large-- W. T, Gamkhom, American Optical Co. Cleveland. OF. R. Davis, Davis Emergency Equipment Co,. New York CityLawkkkce E. Dickson', Starnlard Safety Equipment Co.. Chicago, III Howako B. Fomua, Burroughs Wellcome & Co. (LT. S. A.), Inc.. Tuckaltoe. N. Y. I. W. Miu.Axt, Industrial Gloves Corp- Danville. Ill George E. Shull, Safety First Supply Ox. Pittsburgh, Pa. Esward H. Svkes, 628 Grant St.. Pittsburgh. Pa. Frfjvrkick Waiilkot, Pulnvosan Safety Equipment Cucp., Brooklyn, N. Y E. L. Whkkles. F. H. Wlieeler Manufacturing Co, Chksigo, III. ylu.^uAXv ^ r . BUSINESS SESSION j V_ ifec. C * October 2. 1933 The business session of ibe Accident Prevention Equipment Maiiuf.urlurci' Sec tion wav held on Monday evening. October 2. ducmje the Congress, at which tlsc re port of General Chairman R T. Solenaea was presented. coverutg Uie activities of die section committees during the year. The report of the Nominating Committee was then presented, aivd officers were elected a* follows: General Chairman--Buell \\\ Nutt. Safely EqnjproerU Service Co, Cleveland, Of "ice~Choirtnau--I. \Y. Millard. Industrial Gloves Corp., Danville, III, Secretary--George S. Shull. Safety First Supply Co-. Pittsburgh. Pa, Treasurer--L. J. Bowkcr, Mine Safety Appliances Co., Pittsburgh. Pa Exeeuthe Committee-- E. W. Bullard, JL D. Bullard Co- San Francisco. Calif. 173 174 Twenty-second Congress--National Safety Council Frederick Wahlert, PulnKwan Safety Equipment- Cor[>., Brooklyn. N. V. Charles H. Callaway, American Optical Co., Southl.ri'dgc, Mass. Accident Prevention Equipment Manufacturers Who Made Exhibits at the Twenty-Second Annual Safety Congress and Exposition, Stevens Hotel, Chicago, Illinois, October 2-5, 1933. American Air Filler Company, I-ouisville, Kentucky Air fillers am! (hist collecting equipment. American Ladder Company, Chicago, Illinois Safely ladders, A merican-La.France & Foamile Industries, Elmira, New York lure protection equipment. American Optical Company Southbridge, Massachusetts Industrial eye protection. Aiujica Metal. Inc.. Milwaukee. Wisconsin Nonsparkiag tools. Bauer & Black, Clucago, Illinois Surgical dressings and first aid kits. Robert A. Bernhard, Rochester New York SaLTTop amjjoulcs and Sus lust adlurstvc. R. H. Bislirke Company, Chicago, Illinois Safety belts, straps, buckets, and tool guards. E. D Bullard Conijwmy, San Francisco, California Saicty equipment for mines and. industry. Burroughs Wcllccwnc & Co. (U. S. A.) Iuc.. New York City First aid and medical equipment ami surgical dressing*. Chicago Ec Shield Company, Chicago, Illinois Head and eye juroteeikm equipment. Chippewa Shoe Manufacturing Company. Inc.. Chippewa Falls, Wisconsin Gardtoe and Kushiou~Air safety slwcs. C-O Two Fire Equipment Comjrany. Newark. New Jersey Automatic and Manual carbon dioxide fire extinguishing systems. Davis Emergency Equipment Co., Inc., New York City First aid. gas masks and safety equipment. Accident Prevention Equipment Manufacturers Section Dudley Lock Corporation. Chicago, Illinois Conibinatka; locks, key locks ami builders hardware Eagle Signal Corporation, M'oHne, Illinois Traffic signal equipment and industrial timing equipment. Economy Electric Lantern Company. Chicago, Illinois Safety eeoJite electric hand lanterns. Elliott Service Company, New- York City Forcmanship bulletins: quality, waste and satety education display* Holcomb Safely Garment Company, Chicagu, Illinois Industrial safety clothing Hvumju, Weslcott & Dunning, Baltimore, Maryland Mcrcurochrome. Illustrated Current News, Inc., New" Haven, Connecticut Current event pictures for bulletin hoards. Indian Motorcycle Company, Springfield, Massachusetts Police motorcycles and equipment. International Shoe Company, St. Lout*. Missouri Safety shoes. Justritc Manufacturing Company. Chicago, Illinois Approved oily waste and safety cans Junkin Safety Appliance Company, Louisville, Kentucky Juki safety guards for punch presses. Walter Kiddc & Company. Inc., New York City Luse carbon dio.Ude type fire extinguishing equipment. Lakewood Engineering Conqany, Columbus, Ohio Traffic signs. Lehigh Safety Shoe Co., Inc., Allentown. Pennsylvania Leather and rubber safety footwear. Lima Cord Sole & Heel Company. Lima, Ohio Gro-Cord and Raw-Cord rtCii~sUp soles and ItccU. Liquid Carbonic Company, Chicago, Illinois Infestation control devices. The Machined Steel Casting Company, Alliance, Ohio Rotary safety highway guard. The Merdis Corporation, Chicago, Illinois Utilhe Hares. Metropolitan Life Insurance Comjuiny, New York City Insurance. 175 176 Tzventy-sccohd Congress--National Safety Council Milburn Company, Detroit, Michigan Dermatological creams. Mine Safety Appliance* Company. Pittsburgh, Pennsylvania Equipment for mine and industrial safety. National Safety Council, Chicago, Illinois Poster, Library and Education Division. Olympic Glove Company, Hew York City Gloves for Industrial use. Pangbom Corporation, Hagerstown, Maryland Blast cleaning ami dust collecting equipment. The Patent Scaffolding Company, Chicago^ Illinois Gold Medal ladders and scaffolds. Portable Lamp and Equipment Company, Pittsburgh, Pennsylvania Electric mine lamps and safely equipment. The Protectoseal Company, Chicago, Illinois Flame arrestors, tank fittings, safety cans, bench cans, etc. Pulmosan Safety Equipment Corporation. Brooklyn, New York Respiratory protection ami general Industrial safety appliances. Pyrene Manufacturing Company, Newark, New Jersey Hand fire extinguishers, chemical eugiiK** on wheels, plsomcnc hopper, continuous foam generator; phoroenc systems. Safety Equipment Service Company, Cleveland, Ohio Drednatft goggles and general safety cqiiigmver.L Safety First Shoe Company, HolHstasi. Massachusetts Safety First shoes. W. H. Salisbury & Co,. Inc., Chicago, Illinois Linemen's rubber protective device*. Shepherd Safety Shoe Cocjorat*o, Chicago, Illinois Safely slides, oxfords and boots. Tire W. \V. Sly Company. Cleveland, Ohio Sly dust collecting systems and Sly Purair lielmct. F. J.. Stahmer Shoe Company, Davenport, Iowa XbuentKwt wooden sole footwear. Standard Safety Equipment Company, Chicago, Illinois General safety equipment. Stonchouse Signs, Inc., Denver, Colorado Accident prevention signs made of steel. Surty Manufacturing Company. Inc., Chicago, Illinois Safety guards for all kinds of machinery. Accident Prevention Equipment Manufacturers' Section 177 The Jolm S. TiUcy Ladders Company, Inc., Watcrvlict, New Ymk Ladders. Tuthill Spring Company, Chicago. Illinois Tuthill highway guard. Universal Atlas Cement Company, Chicago,. Illinois Atlas white portland cement for traffic markers. Wfflson Products, Inc., Reading Pennsylvania Personal protective devices Sor head, eyes, nose and threat. WHmot Castle Company, Rochester, New York Sterilizing apparatus for first aid rooms, hospitals, doctors, dentists am! laljorulorivs. Wil-X-MTg Co'-poraticiii, Urnoklyu, New York Wilbur fire extinguisher- TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Aeronautical Section Officers 1932-33 Chairman--Lestkk D. Skvmouk, American Airways, Inc., Chicago. I'ice-Chairmat--Captain* K. V. Uickpkhackkk. North American New' York City. Secretary--W. Dka:v Krrrr.x. National Safety Council, Chicago. Aviation Curt*.., THURSDAY MORNING SESSION October 5, 1933 The session of the Aeronautical Section was called to order by Lew XL Palmer, conservation engineer. The Equitable Life Assurance Society, New York City, wlvo welcomed the delegates in the name of tlte Executive Committee of the National Safety Council, aiul then introduced Paul A. Wright, American Airways, Inc., Chicago, who presided. Cliairmau Wright briefly outlined the program preputcd for liter meeting and then introduced the nist speaker. Safety in Air Transport " C-'AyC-C V sf , f OCt, By W. A. PATTERSON President, United Air Lines, Chicago The speaker s*kl in part: The new dependability and expansion of air trausf>oi ta ttoo has come simultaneously with added dependability ot flight. Safety in the air has conic from a background of experience, plus improved airplanes and engmes, new and important scientific aids to aerial navigation, improved servicing plants, extensive ground facilities and a firm attitude of responsible air lines tliat safety first must be the controlling factor at all times. Let me, for example, describe one of the new Boeing all-metal multi-motored mono planes, which have a top speed of 182 miles an hour and cruise 171 miles an hour, yet laud at the low speed of 58 miles an hour, because the designers gave them a low-wing loading. They are powered with two 550 horse power sutercharged wasp motors, and should one motor cut out or lose its full power, this airplane can main tain its altitude on one motor arid continue its flight as long as the gasoline holds out. 179 180 Twenty-second Congress--National Safety Council At the factory In Seattle there s a large sign in every iocmu--'"Don't Cover Up Any Mistakes", which is typical of the safety first atmosphere which prevails in the well established airplane factory. The first steps in the plane's manufacture are a complete stress analysis and review of technical information supplied by tlie manufacturer. These are made by the De partment of Commerce, whose inspectors watch every step in the plane's construction. Upon its completion, static tests are made. This is placing a kud on the different parts such as the wings, tall surfaces, ribs, ailerons, and control systems to determine the strength factors. The control systems are static tested to load 20 jr cent greater than the surface design load. The new all metal transports typify tlie strength of the modern day airplane. For instance, the outer wing panels of the new transports, which were required to with stand a load of something over 39,500 pounds, actually withstood a load of 50,720 pounds. In other words, they stood up under a load of more than 30 tons. The landing gear of the plane actually is designed to withstand a load of 32# ton;, al though the gross weight of tlie plane is only something over six tons. The next step is a complete engineering inspection made by an engineering inspector who looks over every item of the plane. Before the plane is given Department of Commerce approval, test pilots and government inspectors learn all the cluraeteristic* of the ship and put it into maneuvers to determine its inherent stability and Its dur ability factors. Among other things, a plane must glide at a speed not less than 120 per cent or more than 140 per cent of its calculated stalling speed to insure safe landings by gliding, even with a loss of certain controls. Tire plane is required to take off folly loaded within 1,000 feet and without the aid of the wind, and it is "required to climb at least eight times its calculated stalling speed, or not less than 300 feet per minute. The landing speed of a plane carrying passengers should not be over 65 mites per hour. Multi-motored planes arc required to maintain level flight with their gross weight at a minimum of 2,000 feet, even with one engine not in operation It is further required that the plane be able to maneuver In banks and turns against tlte engine which is running. In oflwr words, if the engine on the right side cuts out and pulls the plane to the left the pilot must be able to bonk the plane to the right. Even after the plane is approved and pot Into service the Department of Commerce follows through with regular inspections. If the plane is a commercial carrier oper ating on a scheduled route, it is still under the jurisdiction of the Department of Commerce after it goes into operation. The govemmeut secs Utat the planes are properly maintained, that the pilots are qualified for all tyircs of flying; and tlmy keep a most thorough clicck on all operating practices, In the operation of the airplanes the same rigid standards of safety, govern. Another constructive side of die picture is the progress made to increase the de pendability of air transportation. Tlie operators Imve benefited immeasurably from the participation of the aeronautical branch of the Department of Commerce and the United States Weather Bureau. High standards of equipment and operating prac tices were formulated and the responsible operators are anxious to adhere to these standards. The element of uncertainty lias been substantially minimized through de velopment and adoption of aids to navigation, weather observing and reporting, airway developing and lighting and radio telephone. One of the most outstanding aids in the radio telephone voice communication system between planes in flight and ground stations, virtually live block system of the air. Aeronautical Section 181 Around this radio telephone system, developed five years ago for aircraft use, have been created several other radio aids. There is the directive radio beam of tlie Department of Commerce for identifying the true course of airways during conditions of low visibility. There is the airport localizer beam for bringing pilots directly over airports which are obscured by clouds, Tlictc lias been developed lately a landing beam designed to make it possible to laud an airplane wln tlie airport is obscured Safety Methods at the Chicago Municipal Airport CtA--**/+ By j. n. broker Chief Radio Operator, Bureau of Parks, Recreation and Aviation Department of Public Works, City of Chicago The speaker said in part: The Chicago Municipal Airport has more airplane traffic than any other airport in tlie world. There were 30,326 landings and 30,321 take-offs during the year 3932, or approximately 164 movements per day. These planes land and take off front cinder runways formed in the shape of the English Union Jack, thereby permitting movement to practically every point uf the compass. The surface of tlie runways, as well as flic siniouiuling country, is perfectly level, and frequent grading keeps the runways in good condition. An extensive drainage system extend ing under the field prevents water from collecting. A large wind tee, or weather vane, which is lighted at night, shows the direction of the wmd. When the velocity of the wind exceeds 20 miles jr hour, the color of these lights changes from green to white. In addition to this wind indicator, there are a number of wind ennes, the familiar tubular bags seen over airports. All ob structions such as buildings, radio uasts and electric light and telephone poles are lighted at night with red lights. To further insure correct location and direction of landing and take-off, large neon arrows 15 feet long by 8 feet wide arc being installed on each runway. At night two 5 million candle power flood lights arc used to illuminate the fields for landing. These lights are in such a position at opposite sides of the field that either may be used so as not to throw the light into tlie face of the landing pilot. These lights are so powerful that a newspaper can be read at a distance of half a mile. There are also two 3-miUk*i candle power beacons. Tlie main beacon throws a white beam and the auxiliary beacon a green beam: tliey re volve six times per minute and are visible for 40 miles. Besides these general methods of traffic flow control there arc two individual methods, namely, signal lights and radio, which ate manipulated by an operator in the traffic control tower. These signal control lights of 500 watt power are mounted on a rotatable shaft in such a manner that a beam of light, either red or green, may be projected to any i>ortiou of the field. These lights are used at the take-off only, the green indicating that it is safe to take off and the red light that it is hazardous. Planes without radio as well as those so equipped are permitted to take off or ordered to remain stationary m this manner. The radio consists of a 15 watt, pistol control, voice modulated transmitter on 278 kilocycles and six short wave receivers. All trans port planes use a long wave receiver for following their radio beacons which is tuned to the control tower transmitter when within ten miles of the airport. The receivers in the control tower arc toned to the frequencies of all planes in the vicinity of the airport as well as those en route to Chicago. Prior to take-off twoway communication is tested between the plane and the control tower and the plane 182 Twenty-second Congress--National Safety Council is informed of the wind direction and velocity and which runway is being used. When it approaches the runway fr take-off. permission is given to take off if there arc no planes landing and tile runways are clear, otherwise it is ordered to sjop to await clearance of the runway. After llse plane is in the air it \i informed of the planes in the vicinity of live ain't* t, especially those in its own immediate vicinity. In addition, the location is given os a plane which U may pass cn route. When planes are cn rotate to the airport a watch is maintained on their frequencies and a progress report is kept, on which ate noted live positions over which the plane reports. By this means an accurate knowledge b had of all arriving planes and when they arc within a ten mileage radius they are contacted and given the wind direction/ velocity and runway being used, also the location of other planes approaching and leaving the field. Contact is then continued and the progress of other planes is communicated. When live lime for landing approaches permission i* given if conditions are favorable, otherwise an order is given to circle the field in such a manner as to avoid other aircraft and to permit % landing as soon as possible. Although most of the planes used on (Jus field ate radio equipped, tlvere are still some, such as local sightseers and itinerants, which are not. Every effort is facing made to induct the owners of these plane* to properly equip them, and live percentage of non-equipped plane* is becoming constantly lower, as it h evident to the owners that radio promotes safety and thereby adds ms inducement for passenger patronage. We arc proud of the airplane traffic control on our airport as it luis proven! success ful over a period of six years during which time not one person lias been seriously injured. i. J.rr 2. //.?./ " Personnel in Aviation By DR. HERBERT B. WRIGHT American Airways, Inc., Cleveland, Ohio The speaker said in part: Aviation transportation companies arc peculiarly dependent upon their Hying persotiacl for the efficient operation of their air transport systems. The majority of men who are hired as co-pilots have been trained in the army or the navy Hying schools. These men love received a college education, have been chosen for physical ami menial qualifications from a group of several thousand appli cants, and have spent from two to three years in concentrated training in live theory and practice of aeronautics. After a strenuous physical examination mid a very careful perusal of his record and experience, the pilot may tlven be lured as a co-pilot for one of live large companies. It will be at least a year, and perhaps two years, before he will have acquired enough actual *flyng experience 0*1 the airlines to be promoted to tl>c position of first pilot. By this time lie will have had at least 1,200 flying Ivours; he will lave undergone constant scrutiny and observation Uy Ida fellow pilots and officials; will have lccn examined every six weeks or ollener by a flight surgeon, and will, in general, have passed the most critical and exhaustive prc-cmploymcut tests that are known to exist tu any industry. To make certain that these important people keep themselves in the higliest state ot mental and physical efficiency many of the large air transport companies give tl*cr flylug personnel a periodic physical examination every six weeks- Tlvese examination* are given by physicians trained in aeronautical work and are in addition to the Aeronautical Section 183 examinations required twice a year by the government. The eye examination requires that the pilot not only have normal visual acuity btit tluit his judgment of distance be accurate, tlicrc must be no strain d.vc to faulty balance of the muscles which move the eye. no night blindness or color blindness can exist, and a test is given to make sure that when looking at an object straight ahead the eyes are capable of seeing objects lo either side, out of the "conver of tlic eye.'' The function* of tire oiK-ins of the ears which have to do with equilibrium are tested, and tlic hearing must he effi cient in the use of the radio telephone and other auditory imtruiivents. The general physical examinations include diligent search for disease of the tonsils, teeth, heart, lungs, abdominal organs and nervous system. If noted early the defects may well I* corrected and the frequency of the examinations prevents abnormal physical conditions frost* gaining much headway before their presence is detected and corrective measures instituted. The examination takes another constructive angle when we inquire into the amount of physical exercise and athletic recreation obtained by the men. We are constantly busy persuading tlvem to allot a reasonable amount of time for athletic recreation We insist that they obtain at least four to six Ivowrs of physical exercise each wcek. Strenuous games are not encouraged, for after all tins is a sedentary occiqution, and it is not necessary to keep these men in strict athletic training. Care must be taken that the wrong types of exercise arc not used. Tor example, games which tend to cause eye strain, such as ping ponp played for several Hours when the lighting con ditions produce glare, arc distinctly harmful and unnecessarily tiring lc the eyes The subject of fatigue among tin* Hying personnel is aw important one wlteu the factor of safety is being considered. The importance of estimative fatieue m this field can well be realized, and we are only sorry that we must say "estimate'* for there i* no quick and simple test which will give us this highly desired information. Fatijpic in pilots is more nervous than muscular. It is well latown among psychologists and physiologists that detectable changes due to fatigue occur in live body. In the study of fatigue in pilots die question of the number of hours a month the pilot is efficiently able to fly 1ms becouse an increasingly important problem. We are in favor of a pilot flying a run moderate iu length, rallter than one eight or nine hundred miles lone. The shorter run enables him to spend most of the leisure time at home where ccmm- tkHis ore live best foe test and recreation, and a run of this kind does not entail nearly the amount of exhaustion and worry over weather conditions which is such a real problem on the longer trips ! In tle not far distant future we are going to Ivavc to decide at about wlvat age the pilot becomes too old to properly carry out his duties. Thfn must necessarily vary greatly in individual cases. We already have had men who quit flying the Haves at 40 years of age because they found that the pace was becoming too fast for them. The newest profession for women is that of air hostess or stewardess on the large air lines. These young ladies are carefully selected from the ranks of trained micscs for the reason that the nurse ha* had a rigorous institutional training ami i accus tomed to discipline. She is also accustomed to dealing with people in a sympathetic manner and is the most capable class of person available for the job.. Her duties in volve taking complete cliarge of the passengers while they are in the airplanes, and vary from serving lunches to taking part in conversation on subjects of current inter est- She is charged, with two Important, functions in increasing the passenger's safety during the trip. The first is to see that whenever the plane lands or takes off the safety helt which holds the passenger hi the seat is properly buckled iu place. In the 184 Twenty-second Congress--National Safety Council event of rough air, a rough lauding or an accident, serious injury to a passenger is rare when the safely belt is properly fastened. Her second duty toward preventing accidents is to explain to the passenger the methods of taking care of the cars. The drum of the ear extends across the external canal so as to completely close it oft. It communicates from the inside with the top of the nose and throat by means of a continuation of this canal which is called the custachion lube. In rapidly descending from lugh altitudes the air pressure against the outer surface of the drum rapidly increases, and unless this is equalized from tlx inside by an equal increase in pressure through the custachian tube, the drum will be considerably retracted and may even rupture. The eustaqhbn tube is kept open by a frequent swallowing motion or by moving the lower yaw forward on the upper jaw. It is for this reason that passengers are always awakened some minutes before a landing is to be made and cautioned as to tire care of thor ears. Neglect of Utis little maneuver will cause intense pain in the ears if the descent of the plane is at all rapid. _ ^ - '"<a v- T rU Weather By WILLIS KAY GREGG Principal Meteorologist In Charge, U. S, Weather Bureau, Washington, D. C. The speaker said in part: Since safe flying depends so largely on weather, it Is necessary tliat a weather service be organised and maintained which sJtatl reduce tlx hazards to a minimum. Let us reasonably summarise what is being done along this line. Experience ot the last Jew years points to the following as the all essential features of a weather service tlut should yield the maximum assistance in maimaming scheduler, consistent with absolute safety: 1. Observation tlttl are accurate and truly representative, from a flying stand point, of tle section in which they are made. 2. Observations at sufficiently frequent intervals aih! from a sufficient number of places to provide adequate information regarding changes tivat are taking place along all sections of the route. 3. Prompt receipt of the reports at important centers wlxie they can be readc available to all who need litem.. d. For ecasts as accurate as it Is humanly possible to make them, 5. Research. Since observations form the bids of all meteorological work, it is essential that they be of a sufficient order of accuracy to serve adequately the purpose for which they are made. Olwervatiosrs include a variety of what are known as "weather elements", some of which can be measured with a high degree of precision, whereas otfxrs, under certain coodtuotts, can at best be given only approxumicly. Thus, pressure, temperature, dew point, and wind can be observed within close limits, and these data are of a character tlvai `requires accuracy since they constitute a large part the basis of forecasts. On tlx oilier liand, such wcatlver dements as ceiling ami visibility, also remarks on miscellaneous phenomena such as thunder storms, squalls, etc., are unsusceptible of as high an Older of accuracy. This wltde matter of accuracy in the observational work forms live foundation of tlic entire structure. Wiilsout dependable data tlx wl*ole service necessarily breaks .down. Tlx number oi observing stations and the frequency of reports from them shouM be such as to provide at all times a comprehensive picture of conditions along and Aeronautical Section 185 near the various airways. The frequency oi reports required for safe operations varies chiefly with the season, and also with the prevailing general conditions. The pobey now In effect provides for regular hourly Teports from all terminal airports ami from selected intermediate stations on airways where flying activities are conducted on tlx 24-hourly basis. Communications, to a considerable extent, may he regarded as "ilte bark bone" of the service. A pilot wants to know what the weather along his route is mw. This cannot be accomplished exactly, since the mere mechanical transmission of reports from a number of places requires some time. However, through the utilization of modern improved nxthods of communication the lime has !>een reduced to a minimum. The responsibility of providing an adequate commumcatioo system Its* been assigned to the Aeronautic branch of the Department of Commerce. Tile pitot about to start on a trip, as already stated, wants to know what the weather ts now at points along HU route, particularly at his destination. But he is interested in much more than that. What lie needs above all else to know arc the changes tltat will take place dormer his flight. Accurate forecast, therefore, constitute* tlx chief end and atm <? the whole service. The airways are well covered with observing stations. These are of great im portanre in forecasting, but they are not sufficient. They must be supplemented by reports from various points off the airways, in order that all may be charted on suitable map bases, thus presenting a synoptic picture, which forms the underlying basis of all forecasting. Tlve charts, which are tlx working tools of tlx forecaster, include a variety of surface and upper air data which make possible the identification of sir masses of decidedly different thermodynamic structure. It is along tlx border line' between tlxse antagonistic air masses tlmt weather, fltat is new weatlver, often times hazardous weather. Is formed. Ac / Aviation Radio Communication & By H. N WIL.LBTS Aeronautical Radio Engineer, Western. Electric Company, New York City The speaker said fn part: As speedier schemes of transportation have developed there has been a paralleling demand for communication. The relation between speed and reliability of comxnumcatiou is in properlion to the speed of the trans portation facilities with which it is identified Therefore, with tlx cxpamine network of airlines there arose a need for communication service which would be in keeping with high speeds of the flying units. It is a dull, bleak day, raining perhaps, with low clouds in the sky. You have a reservation on a plane leaving for a distant city. You colt the airport to ascertain whether the plane will leave due to the weather. You are informal that the plane will leave on schedule. You take off am) your plane climbs upward and passes through tlx layer of clouds and rain and in a sl>ort time yon find yourself flying above this layer of rain clouds, the ground totally obscured. The sun is bright and the warmth very wclcume from tlx bleakness on the ground below. Possibly when you have arrived at your destination you have passed out of tlx storm area, for as it fre quently happens, if tlx storm area Is extensive, somewhere along your flight the pilot, with what seems to be an uncanny instinct, points the plane to the ground, to leave the sun behind, the plane is enshrouded by the clouds and as you enxrge from beneath you find tlx airport directly under you. 186 Twenty-second Congress--National Safely Council Two separate and distinct radio services assured the pilot of reaching his destina tion safely. Previously, when flying above the clouds, the pilot flew by compass, had to correct for wind, drifts, etc., and at best could only estimate about where he was to relation to the ground. Fur thcn;K>re, he did not know the conditions under the clouds over which he was flying; perhaps a squall of unusual violence lay directly beneath him. These obstacles to the safety of the air traveler no longer exist. In 1928 the Department of Commerce installed along some ot the more important airways, at 200 mile intervals, radio stations. These stations perform two functions: they establish a radio path alouft dve airway and also at periodic intervals broadcast the weather information along the route. Therefore, if tlws plane has a radio receiver it can ascertain its course and also know (he weather conditions along the route. The scheme Is quite simple and involves no Additional strain on the pilot. Tins radio beacon path cstablislicd along the airways may be likened to a beam of light emanating from the radio station. In Uiis case it is a radio beam. When the pilot is in the beam or on his course he hears in his headset a long dash or tl letter "T." He knows, even though the ground is totally obscured, tliat he is above the airway. Should he veer to one side, this long dash breaks up into a dot-dash or "A", am! should he veer to the other side the long dash breaks tip into a dash-dot or a long Knowing the side of the course on which each of these signals appear, the pitot is then able to know on winch be is off his course and will change his direction until the Song dash indicates lie is again above the airway. To inform the pilot of his progress along the airway, there are miniature beacon stations between the main beacons just described, mkI as l>c ucars these local stations lie is thus able to definitely locate himself. The second factor which assured you a safe journey over the inclement weather beneath was the two-way radio telephone system. Briefly, this involves a transmitter and receiver on the plane and a transmitter and receiver at points along the airway. While the previous system described, that of the beacon service, is provided by the government, the same as light-houses are prowled along the coast, the two-way telephone system is installed and*operated by the Air Transport Companies. Itmigtutbe likened to U>e automatic block signal system of the railroad. By means of tl*e two-way tclepJione system tlic pilot may, at any time during his flight, pick up his microphone and call one of his ground stations. He will report his position, describe weather conditions along that portion of the route, etc. This may govern the schedule of other planes approaching tliat section of the airways m which lie is now flying. He may converse with suvotiver plane flying itt the same section of the airway, particularly at night in order to check respective altitudes to eliminate any possibility of collision. From the ground be receives instructions as to wliere to land, wind direction,, visibility and the condition of tlte field. Report of Nominating Committee Tlve report of the Nominating; Committee was presented and officers for tite section were elected as follows: Chairman. .Lester D. Seymour, President, American. Airways. Inc., Chicago, Illinois. Vice-Chairman, Captain E. V. Rickenbacker, North American Aviation, Inc., New York City. Secretary, W. Dean Keefer, Director, Industrial Safety Division, National Safety Council, Chicago, Illinois. ADJOURNMENT TWENTY SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Amercan Society of Safety Engineers-Engineering Section Officers 1932-33 General Chairman--H. S- Smith, Union Carbide & Carbon Corp,, New York City. Vue-ChoOrman--S. E. \Yiiitikc, Liberty Mutual Insurance Co, Boston. Vice-Chairman--E. S Beaumomt, Peoples Gas Light & Coke Co., Chicago. Secretary--\Y. Dean Keefer, National Safety Council, Chicago. jMembers at J,-arejc-- Cvftxt Aivswostii, American Standards Assn.., New York City. C, B. Amx. WeMinglwwtsc Electric and Manufacturing Co . East Pittsburgh,, Pa. J. I. Banasu, Consulting Engineer, Chicago H \\\ Beck, United States Rubber Co., New York City E. F Blank, Joctcs & I.aughlm Steel- Corp.s Pittsburgh, Pa. \V. GsutAu Cmx, Metropolitan Life Insurance Co New York Ctty. J. E. CutUNF.V, Bethlehem Steel Co., Bethlehem, Pa R. E. DonovaX, Standard Oil Ce of Calif., San Francisco. \V. M, Graft, National Bureau of Casualty and Surety Underwriters, New York City. Harry Goilbest, Pullman Co, Chicago. A. S. Jon xsox, American Mutual Liability Insurance Co., Boston. M. G. btov, United States Bureau of Standards, Washington. D. C. R. McA. Keowtf, Industrial Commission of Wisconsin. Madison, Wis. R- B. McCmxoctr, Bureau of Safety, Chicago. E, E. Pi.ace, American Mutual Liability Insurance Co., Boston, J. A. Oaxtel, Carnegie Steel Co , Pittsburgh, Pa. A. S. Rbgula, Industrial Relations Counselors, Inc./ New York City. G. E. Saxforo. General Electric Co.. Schenectady, N. Y. W. R. Smith, United Engineers & Constructors Inc., Newark, N. J, R. F,, Tiialxkm. Buick Motor Co, Flint, Mich. 187 188 Twenty-second Congress--National Safety Council WEDNESDAY LUNCHEON SESSION October 4, 1933 TIk annual meeting ot the ASSE-Engiuectmg Section f the National Safety Council followed a luncheon and convened with H, S. Smith. General Chairman, presidm#. Report of the General Chairmen (S)i By H. S. SMltfH Union Carhida and Carbon Corporation, Novr York City It is my understanding tha: each member present has before him preprint of the reports of all of our standing committees. Under the circumstances, we dicrefore will not ask the chairmen of these committees to present these reports in detail. Nevertheless, as the retiring chairman of tr< ASSE-Engioeeriog Section, I find it my doty and distinct pleasure to comment briefly on these reports and emphasize some of the outstanding facts contained tlicrem. Research. Standards and Codws: The repott o our Steering Committee on Research. Standards and Codes, J. E. Coltmey, Chairman, reflects a considerable portion of the broad field of activities in which our society lias been Interested. We have 27 active research committees, 22 of which are amending thehr final reports from time to time, and the remaining 5 of which have not yet published final reports. In the safely code field, the American Standards Association has committees on 74 safely codes. We are represented on 55 of these committees. Of these 74 safety codes, 51 have been approved and published. The ASSE-Engineering Section sponsor or joint sponsor for 15 safety codes, 10 of which have been approved, and work on the remaining 5 is well under way. Under the supervision of our Steering Committee on Research, Standards and Codes, the ASSE Enginhering Section has this year undertaken a new activity in the formulation of a series of Industrial Data Sheets. The first Data sheet was pub lished in the October issue of the NATIONAL SAFETY NEWS, and extra re prints will be available upon request. Other drafts are well on the way toward completion, and the scries will be extended almost indefinitely. Fortunately, the personnel of our Committee on Research, Standards and Codes is the same as tliat of the Engineering Committee of live National Safely Council itself. In litis way. the engineering work of the National Safety Council and all of its sections is well co-ordinated and supervised The Safe Practices Conference Committee is primarily a committee of tle National Safety Council, but iiwwuc!i as practically all member? of this committee are ASSIl-Enpbicermg Section men, it can truthfully be said that the work on Safe Practices Pamphlets is virtually an activity of the ASSE-Eiigirvcering Section. Regional Safety Conferences: It is indicated iu the report of our Committee ou Regional Safety Conferences, E. S. Beaumont, Chairman, that regional conferences have as heretofore been held at various points throughout five country, ranging from Maine to Texas, am! from New York lo California. The number held in the past A. S. S. E.--Engineering Section 189 year has been fewer than in some years, but the quality has been maintained and the attendance has been very encouraging. Most of these meetings arc devoted to what may be called educational work; the technical and engineering aspects of accident prevention play a minor role. This is probably a desirable condition, but our mem bers should be alert to see tlot the engineering phases of this work are not neglected in regional safety conferences, and that suitable topics are placed upon the programs to help the safety engineer, as well as the foreman and plant superintendent. The Greater New York Safety Conference held by ovr Metropolitan chapter was outstanding from an attendance, organization, and general success point of view, and credit Is due our Metropolitan chapter for tins accomplishment. - Let me also call attention to the Farm Safety Session which was held in connec tion with the Rock River Valley Safety Conference, which assembled this year at Fort Atkinson, Wisconsin TIjc ASSE-Engineering Section can lie justifiably proud of this, the first Farm Safety Session ever to be convened. Chapters: Our four chapter located respectively in Boston. New York City,, Northern New Jersey and Western Pennsylvania have all continued to function daring the past year. These chapters represent a very Important phase of nr work, and members m other districts should consider the possibility of starting new chapter* in thetr own localities. Your officers are convinced that it is unwise to start new chapters where they will not liave adequate support, due cither to a deficiency in numbers or m active interest. Where this interest exists ot can be developed, how ever. h is highly advantageous to the local members to organize m this way so tlcy will have facilities for coming-together oftener than once a year to dutcuss their own tndivkhxiil problems. Engineering Colleges: Our Committee on Accident Prevention in Engineering Colleges. R. McA. Keown, Chairman, has accomplished goad work this year. The problem before this committee is a continuous oue wiudt will involve steady work for a series of years, and I feci that ground is being steadily gained in our effort to secure greater attention for safety engineering in technical sellouts. It is generally agreed that c are to look for results through the consideration of safety in estab lished courses, rather than by tlvc inauguration of separate courses in safety engi neering. Statistic*: Our Committee on Statistics, C. 13. Bouict. Chairman, lias also dune excellent work during the year. Statistics are gathered over an ever increasing field and by Ihc use of more uniform methods, so that all reports arc comparable. Co-operation With Other Engineering Societie*: A short but satisfactory re port conics from our Committee on Co-operation with Other Engineering Sictic>, I^ew- k. Painter, Chairman. Our outstanding accomplishment iu tills field was a luncheon meeting which wc sponsored jointly with the Engineering Division of the Chicago Safety Council during Engineering Week at A Century of Progress in Chicago. Membership: llarry Guilliert, Chairman of our Membership Committee, retorts that we now have 1,009 members, of whidi 653 are foil members, 354 associate metu bers, and 2 junior members This represents a net loss of 12, as compared with our membership of last year. 190 Twenty-second Congress-"National Safety Council Conclusion: Our society and the National Safety Council as a whole have passed through several difficult years which.have reflected the business depression felt so keenly by our industries throughout the world. Regardless of commercial deprcs*ion, however, safety work must be carried on. The conservation of human life is just as important during times of slack work as it is ui boom years, and our work* is now more essential than ever before because it is anticipated that the NRA will bring back to work thousands of men who have lost considerable portions of their old skill and stamina. The mental hazards of.their jobs are also increased because of worries due to idleness, reduced income, and pressing financial obligation*. Many indus trialists are asking ".`What is to he done to keep our accident xecotds down to the low figures of 1931 and 1932?** Certainly such conditions 'and questions constitute a challenge which cannot be ignored and which definitely calls for the very best that is hi each individual safety man, as well as for co-operative effort through new as well as old and established channels of the ASSit-Eogmeermg Section. Note: Report* of sub-committees and of chapters are not published In theige trans actions, but copies iire available upon request to Gpumcil headquarters. ^ -lr*~,L CLcu.J J/C4&66 rhv^.i- 2 i Ct-At..-! - -/` .V.:, - '' Report of the Nominating Committee Mr. Keovvn presented the report of live rKwninating commiUee, tie petscoocl of which included R. McA, Keowu, Chairman, Horry Gnilbcrt, Cyril Ainsworth and E. J. CuMiney. The following officers were elected for die coming year: General Chairman--S. . Whiting, Liberty Mutual Insurance Company, Boston, Mass. Vure-Ckalrm*r--E. I7. Blank. Jones & Laughlin Steel Corporation, Pittsburgh, Pa. Vice-Chairmin^A. S. Regula, Industrial Relations Counselors, Inc., New York CHy. Secretary---W. Dean Keefer, .National Safety Council, Chicago. Members of executive committee for three years: W. S. Paine, Aetna Life Insurance Company, Hartford. Conn. C. B. Boulct, Wisconsin Public Service Corporation, Milwaukee, Wts. C. W. Smith, Sumdard Oil Co. (Ind.), Chicago. A. J. McMasler, president and technical director. General Motors Laboratories, Inc., Chicago, then presented a demonstration am! illustrated address on **The Elec tric Eye--A New- Tool For Safety.'' Tire following subject sessions of the Congress were sponsored by die ASSEEngineering Section: Accident Records Hoisting Chains The Safe Use of Chemicals In Industry Handling Materials Safety Organization and Program The Safe "Use of Electricity In Industry Falls of Persons The Dust Problem In Industry Maintaining Interest In Safety ADJOURNMENT rsc TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Automotive and Machine Shop Section Officers 1932-33 General Chairman--M. J. McCarthy, Kiilwn Body Corp., Detroit. = Vice-Chointtcn--Dr. James H. Greens, Studebaker Corp., South Bend, Iitd, Secretary--KL A. Callam, Kelsey-Hayes Wheel Corp., Detroit. Neva Letter Editor--Nils Juell, Hayes Body Corp., Grand Rapids, Mich. Chairman Program Committee--HoTt I.. Fmacher, Detroit Sled Pro-!uctf- Co., Detroit. Chairman Statistics Committee--C. W, Bishop, Lycommg Manufacturing Co.., Wil liamsport, Pa. Chairman E>i&iuecnntjt Committee--V. H. KurtERER, Studcbaker Corp., South Bend, Ind. Chairman Slides and Safety Kinks Oftumittee--Marvin A. Hftior, Budd Wheel Corp., Detroit. Chairman Membership Committee--M. A. Kroger, General Motors Corp., Detroit. Chairman Publicity Committee--W. A. Bechill. Chrysler Corp, Detroit. Chairman Health Committee--Dfu A. F. Luckliuer, Fisher Body Corp., Detroit. Members at Large*-- I.. E. Avraiit, C. H. Dockson Co., Detroit. C. M. DorrotaER, Detroit. R. A. Shaw. The Murray Corporation of America, Detroit. R- F. TBALNfn, Butelc Motor Co, Flint, Mich. WEDNESDAY MORNING SESSION October 4, 1933 The Automotive and Machine Shop Section convened with General Chainnau M. }. McCarthy, Fisher Body Corporation, Detroit, presiding. Upon calling the session to order, J. I. Banash, president of the National Safety Council, took the chair, welcomed the delegates, and miroduced as Jpresiding officer, J C. Wilson, vice-president in charge of safety, Lumbermens Mutual Casualty Company of Chicago, who acted as chainnan througlaout the sessions. 191 192 Twenty-second Congress--National Safety Council Safe Construction, Installation and Operation of Grinding Wheels By A. ROUSSEAU SscioMri Norton Company, Worcester, Mass. The speaker said ki part: It is important that everyone concerned with the use of grinding wheels have a good general knowledge of the characteristics ol the wheels they are using. A basic understanding of the fundamental rules tor mounting and operating grinding wltccls is also important and some knowledge of the general rules covering grinding wheel protective devices is essential, The subject has been verywell covered an the Safety Code for the Use, Care atxl Protection of Abrasive Wheels approved by the American Standards Association. Relatively few grinding wheel accidents are due to defective wheels. Some un doubtedly are doc to the use of incorrect wheels for the work in hand, but accidents atlrsbotabJe to defects in the wheel itself or to improper construction of the wheel ar c extremely rare. Many accidents are undoubtedly doe to a lack of knowledge of the great difference in the strength and physical characteristics of the several types of wheels m common me, or to the general assumption that a "grinding wheel is merely a grinding wheel** and should therefore be capable of bang handled or treated just lake any other grinding wltccl. Perhaps few people realize the tremendous difference In strength properties between wheels of various practical grades and types. Many may be surprised to learn that certain wheels used daily in a certain plant may possess only one-tenth of the strength of other wheels being used in the same plant. The first natural question for a safety man, who is not familiar with grinding, to ask would be "why not use the strongest types* of wheels for all classes of grinding? If safety is a paramount consideration why not use only such wheels as cannot be brokea under the conditions which are likely to be encountered?'* It would, of course, be possible to make grinding wheels which It would be almost impossible to break even under the most severe conditions imaginable. However, such wheels would not be practicable excepting for a very limited range of work. The character ol ti>e work to be done determines die type and grade and consequently the strength of die wheel which must be used. Thus, the factor of safety oa some grinding operations is high while in others it is relatively low. In some cases it is even necessary to sacrifice maximum efficiency by using lower speeds iti order to maintain an adequate factor of safety. Because the manufacture and grading cA grinding wheels is not yet standardized amongst the various wheel manufacturers, the user must depend upon the wheel maker for advice as to the type of wheels which should be used, and llie speed at which they should be operated. It the usual custom for the wheel manufacturer to sImjw the maximum operating speed on tags or labels accompanying the wheels, suid this speed should never be exceeded. To do so might in some cases prove serious, because on some classes of wheels the factor of safety has already been established at a minimum by the wheel manufacturer. The safe installation of grinding wheels involve* not only proper skill and judg ment but suitable equipment as well. While most grinding machines are equipped with suitable arbor, flanges, sleeves, chucks or other devices, some machines arc found, even new ones, where the arbor or flanges arc of inadequate size, or the chuck or Other mounting device is not suitable to safely mount the size and type of wheel which the machine is intended to carry. More frequently, however, cases are encountered Automotive and Machine Shop Section 193 where the user mounts,* or tries to mount, on a certain machine, a wheel ol different design or size than that which was intended by the. designers or builders of the ma chine. For example, it is not at all uncommon for a wheel maker to receive orders (or wheels with ltole$<so much smaller than they should be tlut the orders are held up until this dimension can be verified. This type of error is not difficult to detect: but there is no way tor the wliccl maker to tell from the wlied order whether trie flanges are large enough or in fact if the user intends to use flanges at all. Thus it will be seen that every man who is responsible hi any way foe the installa tion or mounting of grinding wheels should have at least a bask knowledge ol the type, design and proportion of the tCiuipmcnt which should be used as well as the tare that must be exercised in handling and mounting U*e wheels. A complete treatise on the subject of mounting of grinding wheels is given in the Safety Code. It ts urgently recommended that everyone who in anyway has anything to do with the mounting ci wheds, should secure a copy of the Code and familiarize themselves with those sec* tions which are applicable to their work. Here, however, are a few general rules: 1. Be sure that the wheel you are about to mount is the right kind of wheel to use. This refers to size and shape, type of bond and grade. 2. Inspect the wheel carefully to be sure dial it Is sound ami tliat it lias not been damaged since leaving the manufacturer. 3. Make sure that the speed of the machine is not higher than the operating speed recommended by the wheel manufacturer as shown cm the tag or blotter which esme with the wheel. 4. If the wheel is mounted between flanges (and a large percentage of wheels are) check the size of the flanges to determine if they are large enough. If the machine is provided with a hood and the wheds are mounted between straight flanges, these should not be less tliaa one-third tlic diameter of the wheel. If no hood is provided and die wheels are mounted between tapered flanges these should not be smaller than the diameter ol the wlieel minus six inches. In cither ease both flanges must be of equal diameter. The flanges should also be in good condition so that tltev run true and bear evenly all around. The inner flange shook! preferably be seemed to the shaft while the outer flange should be an easy sliding fit. 5. Unless the flanges are faced with lead or babbitt or other yielding metal, some sort of resilient gasket, such as leather, rubber or blotting paper, slmuld be used between the flanges and tlte wheel. 6. In handling the wheel, placing k on the arbor, and tightening the nut, bolts or screws, remember that the wheel is breakable. If it is vitrified or silicate, the bond is very much like glass or porcelain. Treat it as such. Even though the wheels are rubber, bakelite or slielUc remember that they, too, cau he broken, even though not quite so easily, Remember, too, tlut these types of wheels usually operate at higher speeds and consequently, if breakage should occur the resultant damage is apt to be proportionately greater. The matter of protection devices is also quite important. While it is true tlwit if the correct wheel is properly mounted and not ill any way abused, there would be no danger of breakage, yet these things are so subject to error of judgment or omis sion that breakages are apt to happen even in the best regulated establishments. As all wheels operate at relatively high speeds in ordinary use, tlic consequences in case of breakage are apt to be very serious, and it is recommended that a suitable protection device of some type be used at all times. The only exceptions to this rule indicated 194 Twenty-second Congress--National Safety Council in the Safety Code are (1) "Wheels used for interne! grinding" and (2) "Wheels three inches or less m diameter running at a peripheral speed not exceeding 3000 feet per minute." Complete specifications for the proper construction of several types oT protection devices to fake care of all of the usual types of wheels encountered are given in the Safety Code. This includes hoods which are the most common, protection flanges for use with tapered wheels, and chucks and hands which arc used with cup or cylinder wheels, 't hose responsible for the installation or mounting of wheels should also assume tin: responsibility of seeing that the proper safety device is used. In most cases it is necessary to remove all or part of the guards an^l it is extremely imjwrtant tlwl these be properly and completely replaced. The strength of most types of guards is dependent upon all bolts ami screws being in position. Tire installation of guards, with the exception of tltc tapered flange type, is quite separate front the proper mounting of the wheel and should not be confused wills it. The fact that the wheel is properly mounted does not obviate the necessity for properly installing die guard. By the same token, the knowledge that a standard guard is going to be used does not eliminate the necessity for care in mourning. We always (top? tint the protective features of the guard will never be called upon to work, and if no errors are made in the mounting or use of the wheels, they seldom will be. There is surprisingly little to be said in connection with the actual operation of wheels. More accidents are due to improper mounting or incorrect selection of wheels than to faulty operations. Operating speed is of course of great importance but this has already been touched on. The speed recommended by the wheel maker should not be exceeded. Care must also be exercised to avoid side pressure, especially on wheels of thin eross-seettoo. Bumping the wheel tnfo the work, or the work into the wheel, is apt to prove disastrous. Catching of Die work or other objects between the wheel and the work-rest or other rigid part of the machine is the cause o>f a good many breakages. This danger can be minimized by keeping the work-rest at all times adjusted close to the wheel. Bear in mind that the rotation of the wheel, even at normal speed, imposes certain stresses on the wheel, anti therefore less extraneous face Is required to break it while in operation than while at rest. On any operation which tends to gesurraie considerable heat, care roust be exercised to avoid increasing tlte temperature of the grinding surface too suddenly. This is particularly important when starting work in the morning, especially if tire grinding room is cold at night, or starting work on a new wheel uhtdi has just been taken from a cold stock room. Continuous con tact of work with wlsecl, where pressures are heavy attd area of contact great, naturally generates more lvcat than when live contact interrupted Also haul and dense wheels generate more heat than softer and more open structured wheels, and this *1tooId be borne h mind in selecting the wheel for the work or in adjusting the work to the available wheel. It is* false economy and sometimes dangerous to use grades which ate hard in an endeavor to make ulteels last longer.. Report of the Nominating Committee The ieport'of tire Nominating Committtee wa-s prcscoed by R. A. Shaw Murray Corporation of America, Detroit, and officers foe the section were elected as fellows: Genera/ Chairman-->-M. J McCarthy, Fisher Body Corp., Detroit, Mich. Vice-Choiruutu--K. A. Callaoi. Budd Wheel Co., Detroit, MichSecretary--Marvm A. Heidt, Budd Wheel Co., Detroit, Mich. Automotive and Machine Shop Section 195 New.s Letter Editor--E. C. Walker, Dodge Brothers Corp., Detroit, Midi. Engineering Committee Chainuan--W. \Y. Jatizer, Seaman Body Covp., Milwaukee, Wis. Health CemMtttee Chairman--Dr. A. F I.ceJdidcr,. Fisher Body Corp., Detroit, Mich. Membership Committee ChairnHHtSi\s Jticll, Hayes Body Corp., Grand Rapids. Midi. Poster. Slides and Safety Kinks Committee Cltai^mau--M. A. Kroger, Chevrolet Forge Division, General Motors Corp., Detroit, Mk-h, Program Committee Chairman--M. A Clark, United Suites Rubber Co , Detroit, Mich. Publicity Cajt>ut(/rc Cltahuian--W. A- Bcchsll, Chrysler Cor^-rahon, Detroit, Mich. Statistics Committee Chairman--C. W. Bishop, T.yeonssstg Manufacturing Co. Williamsport. Pa. Members at Large-- L E. Averill, C H. Docksoti Co., Detroit. Mkh Hoyt L. Fracher, Detroit Sled Products Co., Detroit, Midi, R F. Thahicr. Bukk Motor Co., Hint, Mich. R. A. Shaw, The Murray Corporation America. Delioi't, Mkh. Carl I.. Storck, lUfkk Motor Co, Hint,. Mich. .) l&ui f-iXfie Safety in Machine Shops Under 1933 Conditions By HARRY U SAIN Division of Safety & Hygiene, Industrial Commmitm of Ohio, Columbus, Ohio The speaker said wt part: The fwt point I would like to moke is. that safety u the machine shop ts u different than safety in wxnlworkiuK shop*. foundries, or other type of industry. However, 1 do think *af.-ty in any type of industry in Id.ij is hy far a. more difficult and an entirely different problem to handle than any ol us living today have ever evjKrrienced. We are dealing with an entirely different man than we bad to deal with in 1913 or 1923 or 1929. Not only has the average workman been made a pessimist, ami if I dare say it. a Bolriievik. m the past three years doe to his Inability to get employment but I ~n point out to you good and capnMe men, educated men, men of judgment and sagacity,, who have in tlte past held executive posilicxis, hut who have just about lost faith in our industrial and business structure. Some of our thrifty workmen have had dreams of giving their children live tyie of education to which they are rightfully entitled. Many of our workmen lune Iteen pay. ing ou a Ignite in t'oml hopes <C lifting the defe and some dv enjoying, tin* supreme happiness of a comfortable and independent old ape. Yet today they find our uly, county and state etfucfttional machines, our building jihT Jwin and banking machines and our industrial machines running like an ciglrt-cylwktcr car which is only hitting on about two cylinders and with three flat tires with no spare. Now, what has all this done to the minds of our workers? "Up to 1929 or 1930, progressive industries made safety records that were far beyond any of our expecta tions; accidents in many of our industries went down to an unbelievable sninimtnn. Much of this, of course, was due to better guarding of machinery and practiced safety devices. But one thing of still greater importance was the attitude cf minds that progressive industries developed in their employees--the attitude tint takes no chances 196 Tu`nt\'$econd Congress--National Safety Council and thinks before it act*. What ha* happened to these safe attitudes? Men have congregated on corners and in waiting zooms adjoining employment offices and have exchanged ideas, and I am sorry to say that in many cases they were not treated with the common courtesy to which any worker is entitled by some oi these employ ment managers. The worker, through all these disappointments, has had his confi dence in industry shattered. Some of these workmen have even envied some of their fellow workers who were drawing compensation due to a back ailment or perhaps t some minor injuries suffered during previous employment. I am afraid the seeds of safety that have been planted in our machine shops in the past two or three decades in many cases have perished"because we hare failed to cultivate them. As these millions of unemployed workers gradually return to worlt the plant executive will find himself faced with quite a different type of mind, and much of the hard work and watchfulness that in the past produced such good results iu safety, in place of being curtailed, will ot necessity have to be stepped up it we are going to hold any appreciable percent of Ule ground we bad gained in our accident prevention work of the |Kut two or tlrce decades. I would like io tell von of many conversations I hear about men wIk> haze been imcniployed for several years and who new get employment at a very low "`age, and hew they are planning, through some hook or crook, to fake a bock injury or strain so that they can get on compensation. Others who have been unfortunate enough in the juist to get a lieruia while not employed by an insured company arc try to slip into a wlwe no physical examination is required so they can shift She respon- sibility oa the insured company. We have, in fact, through our inability to provide employment, made parasites out of many of otir good workers; we have forced them to team how t live without working; we liavc earned them to form the habit of IcsafiiUC- It is apparent that id any type of organization, wbdltcr it be military, rdigkHtt, fraternal, commercial or industrial, the attitude of the man at the top is reflected throughout the organization. The greatest results in accident prevention under 2933 conditions will be measured almost entirely by mauARetuetu's ability to develop in the minds of the workers a mental attitude toward wosldng safely. The big job before ns is first to gain back their lost confidence, and then develop once more their lost safetyconsciousness--that nicutal attitude toward danger ot the hazards about the job that wifi enable them to act subconsciously, but instantly and correctly, to protect them selves against accident*. 3 am sore you will agree that the greatest hidden asset in industry today is the good-will of its employees. Our big problem in accident prevention for 1933 is not so much a mechanical problem as ft is a human engineering problem. Is it any mote important to organize our operations to save material scraife than it Is to organize our 0|frations to save human scraps? The personal safety of all our workers should be of first importance. Industry has spent thousands of dollars in research work and hours of time in a concentrated effort to bring materials, machines and methods of production op to tlie highest degree of efficiency. This has been esiwrially true of our nx&mdactptiug plants zip to this most unusual 1933 condition. Now the question is, are we going to allow all this hard working effort to go back thirty years? All of ts must awaken to the fact that we are facing a serious problem and in order to prevent accidents we. must organize a safety department with the same degree oi efficiency as we do an engineering department, a material control department, a ma chine department, inspection or any other department. Automotive and Machine Shop Section 197 Under the NIRA all industries in the same classification must pay Uie same mini mimj wage, the hours of work arc set Jn a certain sense, and selling prices as a result of these restrictions must necessarily be within a very close proximity of each other. Therefore, the contjwuy l>tat lias the smallest expense as a result of accident will have a far better chance of selling their product at a profit. This, it cannot be rknied was ail unheard of problem previous to 1933. These are days when accident prevention cumiut be carried on from remote control. You will admit that no eminent general was ever a headquarters Hoard, and by llw same token no safely director or executive can successfully handle his job while sitting in his office. ~Jvsst as long as the attitude exists n an industrial establishment that accidents arc caused by the carelessness of workers and this is accepted as a reason for tin: accident, then accidents will continue to Itappen in oar Industrial establishments. But when management takes the attitude that accidents i any particular department are a reflectiou on Ue abllitv of die supervisor of that department, and tl>e ability of that supervisor is judged on this factor, a* well as others, then progress can Ikj made. Let Us look at accident prevention entirely apart Irons the amount of suffering; entailed in industrial accidents ami look at it solely from tire business viewpoint. No imbtstry can be considered efficient when there are a number of iujurics resulting from its operation The waste of time, live shattering of morale, the cost of such accidents, are all a burden no efficient Industry can afford, ft is worthy of note that those industries which are operated on the most efficient basis are the ones that are doing the most akmg the lines of accident pretention. I think- it is not going too far to say that a high accident record is evidence of inefficiency, ami good management should take tills point of view at this time. Some Requirements of Effective Plant Organization ' (<i By MEKLE C. HALE director, Personnel & Industrial Relations, General Motors Corp., Detroit The speaker said iu part: The mechanical and scientific developments that have gone hand in hand with the discovery of how to use coal and petroleum for power have, almost over night, created an entirely new type of [physical work!. But human nature has changed very little and there Iras been no corresponding metamorphosis in our plan l human relations. These physical, mechanical and electrical developments have accentuated the extent to which the individual is depeiukut upon his fellow man. Tlie problem is further complicated by the rapid growth in tlie size of our industrial organizations. Under tlie plan of owner-managership., which was the general order of things until recently, tliere was apparently no need for social legislation. This was doc, at least In part, to the high degree of human understanding; which formerly existed between the owner-manager, his employees and his customers. Conversely, some of our present difficulties arc due to the lack of understanding which now exists between the executives of our large industrial corporations am! their employees and customers. lit considering this problem, I have been struck with the analogy between the flow of ideas through an organization and the flow of an electric current through a circuit. One of the simplest forms of electric circuit is a small electric light directly attadied to a single dry buttery. There is little resistance in such a circuit. This is somewhat analogous to the owner-manager who deals directly with his employees and customers. 198 Twenty-second Congress--National Safety Council At the other extreme, we have our present super-power network with powerful dynamos supplying energy to thousands of lights many miles distant from the source. This is analogous to the present large industrial company with a general manager controlling the activities of customers and employees far-removed from his influence. Great strides have been made in electrical engined mg The resistance between the dynamo and die light has been reduced and the modern dynamo generates an extremely high potential By reason of this, a satisfactory proportion al the energy develojicd by the dynamo is converted into useful work. But what about tile big business? Although we have sonic very high powered industrial leaders, there is a limit to the potentialities of a human being. Further more. it would seen* that lliere are many of>]x>rtimities for reducing the resistance which now- exists in the various layers of organization--or should X call them layers of insulation--that separate the working man from the big boe*. It is this problem of organization imailatum that 1 want to deal with specifically. Otir research latirirAlories have developed some very interesting gadgets by means of which it is ixissiblc to carry this electrical analogy somewhat further. Let us try to visualize our industrial organization or company as it looks to the average employee. To Inin the company is rcjweseiited by a single man. tl foreman, and so on up lluough the organization. The foreman* Iiuraelf, look* up to Uc gcueral manager, and the general manager looks up to the plant superintendent, the ptam superintendent on up to the works manager, ami above him is the general manager. Now. Uuu foreman is just an ordinary foreman, tlte kind \on have m your factory and the kind we have in ours--sort of a slate-like individual, not particularly brilliant, yet a pretty good sort of man. And similarly, we Iwvc an ordinary genera! foreman, an ordinary plant superintendent, and an ordinary works manager. But after all. wind is it that makes an organization go? \VJIt b it that gets the work done and pays the dividends * It is direction or guidance, and this must emanate from the general manager. But no matter wlut personal!} may origs&ate, untiring will happen from a production standpoint unless Iris ideas ami his instructions Anally percolate down through the various levels, of organization to the employee group, the people in overalls who actually do the work. Most people refer to these as "levels of organization." r call them levds of in-uilalkm ami. alter all. that is what they are. One, two, three, four levels of insulations. I thought it would be inta csting to try to measure the cv*xluctivit> of this ordinary every-day-sort of an organization. To do this. I had cntr research laboratories develop wlwt the) call an "odcr meter/' Let me explain that an "odcr" is a unit measurement of an idea. It ts an ahhreviatkm of the phrase "originally developed effective remedy." Now, to get bach to the proidem of measuring the conductivity of this organization. This particular general manager is.a very* high powered executive, and under conditions can develop a 10,000 odcr idea, an<l believe me. gentlemen, a 10.000 der idea i& some idea I What :s Uic Hive loc and low many oder* finally get down p* the employee group where something can be <{onc atom it? I^et n* look at the adrr meter. A 10,000 oder idea star ted up at the top with tlte general manager and tried to percolate down through the organization. Only 20 per cent of tlvc 10.000 otter vka finally gets down to the nmu in overalls where it will do sonic good. If a power company tried to opiate on au 80 tier cent line lts basis, it would be licked before it started, hut still this is just tlte ordinary, usual tyjie of organization--80 per ecru line loss. Some Hue loss1 Insulation, yes. Suit* layer* of insulation, but very little conductivity. Automotive and Machine Shop Section 199 But what about the conductivity m the other direction? To what extent do the ideas of the workmen finally percolate up through to the general manager? Tl>cy might have an idea about a safety device or some way to cut coats, or a better kind of material. If tlte general manager ts going to set policies* lay out plans or make important decisions, he should know something about what ts going on hi the employee group. Of course, you can't expect these birds down in tlic employee group to have 10,000 oder ideas. They will do well to generate 1,000 odcr ideas. Let's measure the conductivity up from the employee group to the general manager. One hundred oders get thiougli. This time a 90 iter cent tine loss in getting up from the employee group to the general manager. One out ol ten ideas Anally finds its way tip to the man who is m a position to put the idea into operation, but nine out of the ten ideas arc lost in imssing up llirough these layers of insulation Again I say an electric light com pany trying- tn operate with a 90 per cent loss would be out of business before die/ could |p;t their fust dytiamo running. Still, this is typical of modem industry. If we consider the foregoing as generally typical, the real problem is to explore tlte various ways in which the conductivity of the organization can be improved. First, let us consider the possibility of putting In another circuit between the man agement and the employees which might parallel die regular circuit down through the levels of organization. Strangely enough, the most effective means of by-passing the regular organization is employee representation. Accordingly, we will drop employee representation into this organization picture and measure its effect tlte conductivity of the organization. Wc have improved tlie downward conductivity 50 per cent. Now wc only lose 70 per cent of the effectiveness. But what power company would operate wn a 70 per cent hue loss basis and what organization can afford a loss of 70 per cent of the general manager s ideas before they finally get down to this group tliat makes the products? Of course, employee representation cannot take the place of the regular line organi zation but it does provide the gcneial manager with a very effective means of finding out what is going on in the minds of the workmen. It should iucrcase the upward conductivity materially. And it does, for by our oder meter, we find that the upward conductivity ha> been increased 400 per cent; however, only one out of two good ideas occurring to the employee group finally finds its way to the general manager. Apparently we ivaven't the answer yet. Employee rcptesenUlkm has Improved the conductivity materially but we only have a 30 per cent conductivity in one direction and a 50 per cent conductivity in the other. That is not enough To answer this problem, we should peilnps go back to our electrical analogy. If wc are to reduce tlvc resistance of a circuit, vve must be sure that every contact is tight. We must solder the joints, we must make these joints conductors. We cannot allow them to be air-gap insulators. Oar problem, then, is one of improving tlvc conductivity through each layer of tayronlzatioo. This is a problem of education. A problem.of making each supervisor appreciate the importance of interpreting the company to the men and of interpreting the mca to the company. He must become a conductor and not an insulator. There are various metuis of doing thi*; educational job. One of the commonest and eoe of the most successful is through foremen training. Let us take this slate foreman train him, let's coppcr-platc him---let's make him a conductor of ideas. Yoa tU remember that with a slate foreman we had only a 30 per cent downward 200 Ttventy-secoud Congress--*National Safety Council conductivity. Now, with a trained (copper-plated) foreman we have a 40 per cent downward conductivity. Evidently we are on the right track, so let us continue with the general foreman. Of course, the problem ol educating a general foreman is more difficult. He usually consider* hmiscU beyond the schooling age, but management, with the assistance of a good personnel man. can- find ways and means to educate even a general foreman. When wc substitute a copper-plated general foreman for a slate general foreman we get further improvement m conductivity. Now wc only have a 45 per cent loss. If tills educational process is worth while with the foreman and the general fore man, why not try it on the plant superintendent and the works manager? Management should find ways and means to impress upon them their responsibility for interpreting the company to the men below them and of interpreting the withe* and the problem* of the men below them to the management. So, if we substitute a copper-plated superintendent and a copper-plated works man ager for the untrained slate executives, we get a conductivity of about 75 per cent, which wc might regard as a practical ideal. I am sure that any general manager wonJd feel quHc contented if three-quarters of his ideas finally found their way to tire workmen. Hot what about the conductivity tm the other direction? If these men Iiavc been properly trained, not only in mterpretmR the company to the man but in interpreting the men to the company, wc should lave an improvement in the upward conductivity. This lus been accomplished. Now* three-quarters of tfe ideas originating in the working force find their way to lire front office. In the foregoing, I lave tried to bring out into the limelight, by means of tins electrical analogy, one of the most serious problem*, confronting bag business today. It is my personal opinion that the solution of this problem, which is the development of a better understanding between managensent and the employees, will sooner or later be recognized as a major objective and when recognized will go far m bringing about satisfactory industrial relations. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Cement Section IvV'V Officers 1932-33 Acting Chairman--Davjij Auam, Laurence Portland Cement Co., Northampton, Pa Secretary--A. J.. B, Cuktis, Portland Cement"Assn., Chicago, News Letter Editor---Jack Dlsiistw. -Canada Cement Co Ltd.. Port Gdbontc, Out., Canada " Chairman Poster Committee---A. R. Couciiaian', North American Cement Corp,. Marttnsborg, W. Vs Chairmen Program Committee--J~ B- Zook. Great Lakes Portland Cement Corp., Buffalo, N V. Chairman Membct ship Committee--H A, RemngeK, Lehigh Portland Cement Co., Allentown, Pa. Chairmen Engineering Committee--Frederick B. Hunt, Nazareth Cement Co., Naz areth, Fa. Members at Large-- Charles P. Btwweb, Lehigh Portland Cement Co., Allentown, Pa. W. W. Hamilton. Alpha Portland Cement Co., Easton, Pa. \Y. M. PowBtr, Medusa Portland Cement Co, Cleveland, O. C ft*' TUESDAY MORNING SESSION October 3, 1933 .* > fvh-'*<11V1 The first session of the Cement Section was calledjkfoeder by R. B Fortum, Penn sylvania-Dixie Cement Corporation, Nazaretlu^Fa., past chaiimau of llie section. Mr. Forluin introduced J.. B. Zook, Great Portland Cement Corporation, Buffalo- N. Y., Chairman of the Section PrograprCommittee, who presided, Mr. Zook read an inspiring letter from David Adam,'"''Lawrence Portland Cement Company, North ampton, Pa., Acting General Chairman f the Section, and then called for the report of the notnuiatuig committee. This report was presented by Gordon C. Huth, Universal Atlas Cement Co, and officers were elected as follows: General Choirimn--'J. B. Zook, Great Lakes Portland Cement Corp., Buffalo, N. Y. Vice -Chairman---W. W Hamilton, Alpha Portland Cement Co.. Easton, Fa. Secretary--A. J. R. Curtis, Portland Cement Association, Chicago, III. Notes Letter Editor-'-Jack Dempster, Canada Cement Co., Port Colborne, Ont., Can. 201 202 Twenty-second Congress--National Safety Council Engineering Committee Chubw---Frederick B. Hunt, Nazareth Portland Cement Co., Nazareth, Pa. Membership Committee Chair(imu---H. A- Reninger, Lehigh I'ortland Cement Co, Allentown, Pa. Poster Committee ChtthmaH--M, P. Greer, Marquette Cement Manufacturing Co., Caf* Girardeau, Mo. Program Committee Chairman--D. B. Coletnan, Missouri Portland Cement Co , St. Lotus, Mo. Members at Large-- JR. B. Fortuin, Pemi*ylvama-Dixtc Cement Corp . Naiareth, Pa. Edward II- Parry, Glens Pall* Portland Cement Go., Glens Falls, N. Y. E. Possdt, International Cement Corp., New York, N. Y. C. E. Ralston, Pittsburgh Plate Glass Co., Pittsburgh. Pa. F. E. Town, Manitowoc Portland Cement Col, Manitowoc, Wis, H. Vamlerwerp, Medusa Portta^Kl Cement Co., Cleveland, Ohio. ':-(i /j'ac L Safety Progress in the Cement Industry i.4 By A. J. R. CURTIS Assistant to General Manager, Portland Cement Association. Chicago The speaker M in yrt: Nothing Iras given hk greater satisfaction than the way in which our Cement Mill Safely Organization* tiave continued to carry on lately ha the face of txemcmloua odds. However, curtailed operations! and redocud personnel liave brought us to the point where safety organizations *rc seriously disrupted in many plants. Keep close to your men. At least one workman is involved first-handed in every aeddent. Strengthen your contacts with them by means of social as well as educa tional means You can get closer to men by jsrovidmg brief, kindly advice, inter spersed with coffee or rider and doughnut* or a few cigar*, tlwmjjy inviting them to occupy uncomfortable benches while the speaker offers a long-wkxled sermon. Many plant safety meetings have been discontinued. The men miss them and would derive unusual advantage from them at this time. Emphasize the welfare angle in your meetings. So far as possible, call on every man to help in some capacity in connection with safety and welfare work. Successive meetings might well he in charge of different departments. Tlie General Safety Committee might be amplified considerably by the appointment of small groups or sub-committees to handle divisions of the work such as the follow icig: plant inspection, accident investigation, first aid training, safety bulletin boards, fire prevention, sanitation, sick investigation and report, helping liand (charily). pro grams for safety meetings, publicity ami social. In more prosperous times public mm frequently have been invited to the plant and have provided beneficial outlet to the employees on subjects involving general economy, the oement industry, and patriotic national subjects. The morale of the men could be benefited greatly today by providing them with more enlightenment and food for -tlKMight during these bewildering times. During the first right mouths of 1932, cement mills reporting to tfie Portland Cement Association suffered 99 accidents causing loss of time or more serious cotisc- Ccment Section 203 quences; 93 of these involved only loss of time, while 6 were fatal. During tluit year these mills operated on a basis of about 30 per cent capacity. During eight months of 1933 tins same grt>u)i of mill* suffered 87 recordable acci dents, 80 of which caused loss of time and 7 were fatal. This year these nulls Iwnc operated on the basis of about 23 per cent capacity. Had operations Item at 30 jwr cent capacity in 1933, ami the accidents per barrel increased in proportion, there would have been 104 lost-time accidents and 9 fatals, an increase of over 12 per cent for lost time and 50 per cent for fatal accidents. During right moutlis C 1932 the outside department?--quarry, clay, field, railroad and yards groups--suffered 30 lost-time accidents against a proJxahle 29 for the cor responding period of 1933. had exposure been equal. But comparing with tlie oiw fata) recorded against the outside departments during two-thirds of 1932, arc three fatal accidents against the same departments for the same period of 2933. Inside departments, particularly the crushing and burning groups-, made a much floorer record than last year although packing and power departments have done bet ter this year tlian Ja*t. During tlie first eight months of 1932 the inside department* suffered 49 lost-time accidents, against 65 which they should have lad this year had the exposure been equal. Fatal accident* in tlie inside group are. running about tlie same as Last year. What shall we say for this record? Let us read the handwriting on the wall and begin now, definitely and forcefully, to drive, sliese figures down to lower and more reasonable levels. Safeguarding the Health of the Cement Worker &&L c `^3 By DR. C. H. OGDEN Surgeon, Illinois Steel Company, Chicago The speaker said* nr jart: Tlie requirements of an efficient health program sltould Include: (1) Sickness and accident prevention; (2) Physical examinations; (3) Care of the injured; and (4) Consultive advice and health education. The preventive measures arc sanitary, including plant juk! personal hygiene and the prevention of disease Itazard*. both ncctipaficmal ami crnttagimis In instances wltere Uic stale and comity facilities would overlap and duplicate those within the plant, such as water analysis, vaccinations, tuberculosis, typhoid and malaria control, the result can be accomplished through rc-operatk>n with these services. The provision of showers, lockers, the temperature regulation of drinking water, and the clicking of those physical conditions which fmqht cause accidents and disease hazards, most originate within Uic plant. Cement du*t on chemical analysis shows 35 to 20 per cent silica, which, when sep arated into the silicate and free silica or silica dioxide by petrographic analysis, shows only owe per cent free silica, and dust originating hi the raw material departments six to seven per cent free silica. That the chemical action of particles of free silica under 10 microns in diameter and not tlieir abrasive action is the cause of fibrodic silicosis or pnemitoaocotucsis, is generally accepted. The United States Public Health Serv ice, as a result of studies begun in 1923. and still being made by Dr. Russell and others, concludes ihat a dust concentration of 10 to 20 million particles per cubic foot containing 35 per cent free silica, could be tolerated without danger to the worker. 204 7'wenty-second Congress--National Safety Council Also, "exposure to (hist generated m the manufacture of Portland cement Is not provocative of tuberculosis, nor is it a factor in the reactivation of the arrested disease." Also, that tins respiratory problem in the cement plant that was surveyed, and prob ably others of the same dost concentrations. Is apparently confined to disease of the nasal fossae, acute bronchitis and diseases of the pharynx and tonsils. The preventive measures recommended include: (1) prevention of generation where possible; (2) ventilation at point of origin; (3) prevention of careless exposure; and (4) isolation of the hazard from other activities. The prevention of dermatitis in the cement industry is cite of insuring personal hygiene, particularly m view of the fact that 80 per-cent of these conditions occur during tlie hot weather, also in changing tbe occupation of those having a predisposi tion of eczema, or those who liave acquired a hypersensitiveness. Physical examinations made at time of employment should be complete, including blood pressure, urinalysis and *pTal examination and laboratory tests where indi cated, and should Include history of previous illness, injuries cr operations. This examination slrould insure the placing of the employee at an occupation commensurate with Ills health, vision and hi* relation to Ins fellow workmen. Periodic re-exanmtatlwis should be made of those employees 1wiving physical findings which might result in incapacity, remedial defects, contagious infections, and those over at least fifty years of age. It should be the purpose of these later examinations to replace in a more suitable occupation where indicated. . i' *3 THURSDAY MORNING SESSION October 5, 1933 What a Safety Program Has Meant to Our Company By WH. H. BAKER Safety Engineer, J. E. Baker Company, York, Pa. The speaker said in part: One day in April, 1928, Mr. X. T. Quigley, of the Pennsylvania Slate Department of Labor and Industry, called on our president and called his attention to our accident record for the three previous years. This record showed six fatal accidents in 1925, one m 1926, and in 1927 tliree fatal accidents and 261 lost-time accidents. He told our president that accidents do not ballpen but are caused. And he explained that if he, as president of the company, had an earnest desire arid willingness in his hcari. to save human suffering among Ins employees, he could reduce accidents in number and severity. Tlie fust step, he told htm, must lie taken by the captain of industry, whose leadership must be inspiring and commanding. Shortly thereafter our prcskknl gave a dinner to which he invited hi$ general manager, general superintendent, plant superintendents, and foremen, the party in all composing `some sixty men. Mr Quigley was tlierc and explained In detail how to organize an accident prevention program. Our president said that he had adopted "Safely First" as our company slogan. He said he would back them up in their efforts to prevent accidents, but that after all he could do little unless all those present would co-operate in helping to make the unsafe places safe, and by impressing upon the minds of their men that it is the everlasting practice of safety tltat counts. Cement Section 205 A few mouths after our safety committee* were functioning, an inspection com mittee was appointed at each plant to inspuct that plant regularly and to rci*Kt its findings at each monthly safety meeting. This committee reports dangerous places to be repaired, careless practices to he eliminated, aud suggestions for signt> to be In stalled. It is tlien tbe superintendent's duty to have the repairs made. If repair work is held up due to lack of material, live following sign is posted above tin: luizardous place: "Danger, This Place is Not Safe." This sign is not removed until the danger ous place is made safe. Our inspection committees also visit ami inspect each other's plants. This aiouses competition and enables us to have closer inspections and helps us to find many Iiaxards that coukl have been other-wise overhmUed. Our president demands iliat all plant safety minutes, inspection reports, lost-time and nuTost-liiue accident jeports, aud all minor or major injury reports, he marked for his personal attention. After lie has finished with them they are given to the safety engineer.. A few years after we had been endeavoring to promote safety the toiemeu started to hold weekly safely meetings, at which time each foreman explained accident pre ventiem methods to his wen. These weekly meetings have iwo* ed very valuable, be cause they enable the safety engineer to receive suggestions from tlie men through die foremen. One of the valuable suggestions that a foreman received from one of his men was tluit lie use slips of paper to !>c passed out daily during the mouths ol January. April. July and October, of every year. These slips read as follows: "Remember, we need the help if everyone in preventing accidents. "Did you get hurt today t "My suggestion for safe-tv is a* follows. (And here there arc several blank lines). Svgn here,"___ ___ _________________ _ ___ ___ You can readily see that this helped us greatly to find hazards, because U made every workman feci trial he had an important duty to perform *n preventing accidents. It impressed opon his mint! Hat the company not only wanted lib help but iiad to have Ub full co-opcratifto m the safety work. AH suggestions that our men give their foremen al these meetings are sent to Use safety engineer. We impress upon the minds of all foremen and workmen tltat there are approxi mately seven nc-losUlime accidents to every lost-time accident Tlie accident investi gation committee investigates all nolost-time acddettls. as well as the lost-time acci dents- They fill out a report outlining n>ethods of how to prevent a similar accident from occurring: again. This report is also sent to the safety engineer. Safety signs and slogans arc an excellent way of indicating to all mew how to prevent accidents. We made aud installed 1.030 safety signs at our plants during the last few years. We placed a molt sign at the entrance of every plant which U changed monthly and lias created a lot of interest among the men. One reads: "Careless Men Detour Here." We also instruct our men in first aid. There arc first aid teams in all the quarries, which are instructed by men who have received national first aid vet tifreates. Classes meet weekly for ten weeks. Every department is represented by one member of the first aid team. This member carries first aid material to render treatment. When a new man comes to our plant for work we scud him to the doctor's office with our timekeeper who personally sees Htm receive a very thorough physical exam ination. After the examination he returns to the plant ami is uiven a ljok louUming our safety rules and is given 24 hours to study them After this time he reports for work. Before lie is permitted to work he vs instructed by a designated person that 206 Twenty-second Congress--National Safety Council safety means freedom from danger, and that in the safety first slogan '`first'* means in preference to anything else. He also makes it plain in a nice way that if tins man wants to work for our company he most become safety-conscious. Then the new rout is sent to the foreman, who is recognized as a lieutenant in industry. He instructs the new roan exactly how to work in a safe way. He tells him "your work is only as safe as you make it.'4 We teach each foreman to be a good leader by setting a good example to his men so that he can tell them, "Do as I do and not only as 1 say." Ho matter how closely U*e new man has observed im instructions, lie will likely make mistakes when lie tries to work the first time by himself. The foreman is then to correct any mistakes that the man may make, as it is far better for the foreman to watch the learner and correct his mistakes tlum io leave him alone to continue making mistakes, which often cause accidents. Last, but not least, the foreman teaches the new man to keep hi* wits as well as his tools shari*ened. The foreman is then to follow through by returning several times to sec that the new man is working accord ing to instructions. We believe this type of training helps tl new man to form a favorable opinion of the company and we know that his attitude will govern liis habits. We know that men wlto exercise careless habits ate chance-takers who dis appear permanently, and we know tliat careful men make efficient and permanent employees. We have been successful in saving human life and jedudng the number of injuries and misfortunes that accidents bring Our record in I92S showed that 6 men were killed, ami we received rejiorts of 13 lost-time accidents that occurred in one day. We paid $?6,6320Q itt compensation alone during 1926. which was the year ve started paying for the above mentioned accidents. In 1927 we hade 261 lost-time accidents: but in 1932 we had only 5 lost-time accidents, uml for this last year we paid $3,936.00 in compensation and other safety first program expenditures We were able to make Uus improvement because every mat; in our organization believed in safety to the extent that he put every ounce of energy he had into making our plants a safe place to work. 3; 4 ^ Safety and the Man By C. E. RALSTON Safety Director, Pittsburgh Plate Ginas Company, Pittsburgh, Pa. The speaker said in part; We outuot have safety wiUwut the man and we will not have the man very long without safety. In looking bade over many years of experience we can recall numerous difficult problems, iu some of which the roan him self was the most difficult problem, and It was only after u careful analysis of him and a careful handling of him. that safety development finally started. First rmss-t come our organization plan. Then we must have our educational plan. After that will come our protective treasures or methods. And then, we get that which we were striving for, our safety atmosphere. and m no oiber way can c put >t arto&s. I recall one of my early experiences in the plate glass industry. One man stands out there prominently, a man who had been a general foreman for thirty-eight years, a man of the hard-boiled type. He was cold-blooded, not interested in a thing, not Interested, in hi* fellow man, a typical slave driver. When we started to organize that plant for safety he resisted all our efforts and it was a long time before He would even call his men together for an organization meeting. But after spending a great Outfit* Section 207 deal of time with this man, he did conic through in wonderful sluipc, which is illus trated by an incident that occurred about six months later. This foreman had sent in a requisition the night before lo the employment office for ten men, and in the group that were sent to him this particular very cold morning was one man who had been p against it pretty hard. Bob sized up the man, and said, "Buddy, yoti will either have to get shoes tliat fit this job or you will have to get a job tint fits those shoes.'* The roan said to him: "I am a stranger Iwrc, I liave just come to town. I had heard Iww \otir company looks after its people and t want to werk Cor you." Bob answered, "Do you mean to stick?'* And when the fellow- answered "Yc, I want to stay,** Bob, out of his own pocket, gave him some money, told him to go uptown and get some slices and come back and go lo work. That mail is still with us, a valuable employee. We had made it plain to BU> that it was necessary to so plan his work llist un fortunate occurrences could not happen. We do not call them "accidents" m otw organization; we call tliem injuries; and our reason for tliat is that the word "acci dent"' has no place in this game. It does not awe&r cm our recoup or in our litera ture. You can find a reason for practically everything that 'is occurring today, awl when your men understand tlud and begin to analyze their occurrences, their condi tions, their methods, and their purpose* from a constructive viewpoint, then you are going to eliminate those things ami you will liave a much stronger organization m every sense of the word. I bod an interesting opportunity to develop Uiat line of aensoning curly hi the war while on duty cm the west coast. Prior to that time nut a single vessel, so far a* records show", had ever hern constructed without the loss of life. Also, prior to that day, it required a period of two years to construct one of our destroyers. But we liad a remarkable man m ot;r organization. Cay*. Henry Gleason, w!k> doped it out that by constructing certain parts of the ship separately, tliey could be assembled iu a record-breaking manner ami eliminate much time. The keel of that vessel was laid one rooming at fecven o'clock with quite a ceremony, because back of this whole drive we were hoping to break live morale of the people on the oilier skk. At the end of eight days, however, we realized that our plans were all wet and that the job could be performed in a still shorter period of time. In fact, ten days were taken oil. and twenty-six days was the challenge period. Later, when Capt Glea^ou was called to Washington for a conference, the men were so inspired with a desire to make his plans come out successfully that they doubled up and worked like demons. To make a long story short, at eight o'clock on the evening of the sixteenth day after the laying of the keel, we laurelled that U. S. Destroyer, with more work completed tii^m Irad ever been done before, because the effort was to make a teal job of it. She went into dry dock h little later for her camouflage. Then w had our firit injury, a. pipefitter knocked a wrench down a ventilator and struck a painter; and three days later a machinist knocked over another painter. We lost 42 days nut of 10,700 and some odd man-days on the construction of a ship from her keel to her commissioning, with only two comparatively minor injuries. Those men had been working through with the thought tliat to do rt right, it must l>e done safely. The men understood the plan and tliey were witling to work that plan because of the challenge that was before them. And I am free to say that there Is not a roan in industry today (except a very rare 208 Twenty-second Conyress--Natiumil Safety Council ease) tlvat will not accept a challenge of that character, or of any other character alone similar Hues, uhcu he understands the game. They will work and they will put it over. In our own plants in the last ten years, there has been a reduction in lost-time injuries front 1,366 in 1922 to 72 lost-time injuries in 1932, or a 95 per cent reduc tion. In 1932, cuts caused only 9 injuries, (and this in a plate glass plant) and there were no eje. eases and no fatalities. Planning the work--yon can call it what you will, ii is education, it is nothing else-- and with that planning you are developing in the minds of those men a condition that some people might describe as discipline. I had an csj>erfence a number of years ago In Jersey in one of the old plants there. We had spent some time m organizing this plant for safety, getting their committees to function and to understand what h was all about. One morning the sopev'tnendent of the plant went out to look over the premises, and as He came by one large tank he noticed a crew working alolL They were working oa a swmaing stage, apparently perfectly conducted will) respect to (1m Itand-rails, toeboards and everything of that kind, but we had asked them to adopt m their organization plans one stipulation in connection with walking in that manner; it was (hat no man should work aloft without a life line. The man n this stage was not so equipped. The superintendent noticed Uus the very first thing, and called to tl>e man to come down and get his life line. The wan resisted, however, contending that "be was perfectly safe; but the supttt intcuden-l said. '`All right, you may be just as safe, bat you know what tlwi rules are: you know tliat we want those things worn and used." Reluctantly, the man climbed to U>e top of the tank, got in the elevator and went down to his tool chest, got his life Hue and his life belt and put them oa. A slum time after the man resumed his fiositton. he called to the helper below to lower him down another ring, three ojk! one half feet. Then the thing happened that we liad often feared might happen: man failure entered into the picture. The man who was liawdlmg those hand l`m( with a human life depending entirely itj>cn him, instead of slacking off tliat line slowly, letting tlc stages down gradually, he gave the line a flip, expecting to take up the slack m his hands; hut he did not hold it, the line burned through his bands, amI as a result w*e had a man hanging in mid-air, tl> scaffold swung away from below* him, ami the only thing that kept him aloft wss that five-eighths inch line and his life belt. Underneath him were several valve stems projecting from the side of the tank any one of which would have penetrated his body had he dTopjwd upon them. When that man was lowered from las perilous position, it took him about half an hour to recover his composure, and lie looked up nt his superintendent and was man enough to come through with it. He said. `'Charlie. I know I was wrong now. You won't catch me that way apmt." . The closing feature of the progjam was an interesting talk on the subject "Why Safety Pays." by J. B. John. president, Medusa Portland Cement Co., Cleveland, Ohio. Mr.. John, unfortunately, did not have a prepared address hut spoke extemporaneously. He traced the progress of safety m t1c cement industry from its beginning years ago up to the present time. He recalled iiow the man who took a chance was once con sidered & hero, etc. lie stressed the necessity for gettmg ready fix better tiroes and the personal attention that must be given to employees. He closed hi* talk with a discussion of How safety pays an inestimable sum both to employer and to employee ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONOR E S S NATIONAL SAFETY COUNCIL Chemical Section Officers 1932-33 General Chairman--Joux* Roach. Deputy CoJnmiss.ivuu al Lalior. Trenton, N.. J. ITVc-C'hairiuuit in Cha/fji: of --A L. Ahmstkoxc, Eastman Kodak Ox. Rochester, K, Y. Vuc-Chairmau u Chutye of Bmiuiccrimj--G- H. Miller, E,, 1., duPont fie Nemours &: Co.. Wilmington, Del. Secretary--Ralph O. Kukri*. Aluminum Company of America, Maswnwu N. Y. Sews Letter Editor-- F. W. Denxis. Hooker Electrochemical Co, Niagara halls, N. Y. Chairman Sialls!us CflAtwidfer--Ika V. Krpvvm, Pennsylvania Salt Manufacturing Co.. Menominee, Mich. Chairman Health E. Ssamlns. Mcrrimac Chemical Co. Inc.. HoMon. Chairwan Metnivrjhip Committee---H, F. Ktxn. T-cver Brothers Co,, Cambridge. Mass. Chairman Publicity Committee-- S. F. Larch ah, Thomas A. Edison Industries, West Orange, N . J. .Vmlyrjr at Large-- F. E. Claxcv, Jn^ M&thie&on Alkali Works, Inc., Niagara Falls, N. Y. I- A. DtBrws. Consulting Engineer, New York City.. M. G. Gogejl Westvaco Chlorine Products. Inc., So. Charkalon, W. Va. StoVEV D. KiBKi-ATittCK, McGraw-Hill Publishing Co., New York City. H. L_ Mixex, K. I. duPoot de Nemours & Co., Wilmington, Del. N. I- Pajimelee, Celluloid Corn., Newark. N. J. Jomjc S Shaw, Hercules Powder Co., Wilmington, Del Revel C. STRATro.v, The Travelers Insurance Co.. Hartford, Conn, S.. E. WinrisT. Liberty Mutual Insurance Co , Boston P,, M. Wilson*, Mathtesmt Alkali Works. Inc., Niagara Falls, N. Y. MONDAY AFTERNOON SESSION October 2, 1933 The opening session of die Chemical Section was called to order by die General Chairman, John Roach, Deputy Commissioner of Labor, Trenton, N. J , who pre sided. After welcoming the delegates, the chairman presented a brief resuimi of the activities of the flection during the past year.. He said in part' /i'tc-L \f-.ixa s'? /r/ - KiJic > > 11 c -a ij 210 Tzvcuty sccostd Congress--National Safety Council "I led that hi spile of the bitter depression that has cast a blight ujion industrial America. v\c have many reason* for confidence and cuagnttuialion due to the steadi ness with which our membership lias continued its onward course in safety activities. The fact that we have lost so few members during this trying period is convincing jnroof of the sincerity of purpose of those who compose the Chemical Section. We arc holding our own anti maintaining a very good record during these trying times/' t* Is The Chemical Industry Making Progress? By .IRA V. KEPNJER Safety Directory Pennsylvania Salt Manufacturing Co., Menominee, Mich. The speaker said in part; A review of the accident experience in chemical indus try. covering the past six years, shows a pronounced reduction in Uve frequency of disabling iujutics, but a marked increase in die severity of injuries since 1929. During the year 1950, 211 chemical plants reported their accident experience to the Statistics Committee of the Council; during 1931. 238 plants reported;; and during 1932, 266 plants reported. The number of reporting units this year was the greatest in the history of thr Cbetide*I Section, but the hoars of exposure arc somewhat lower than in 1931. Tire diange noted in accident e.\per*ei*c*: of the industry from 1930 to 19.12 inclusive, however, is more reliable than iri earlier years because it is based on the reordi of more ootnpuniw. Ihcsc reporting chemical plants, during 1931, with a little more than 181,000,000 man hours of exposure, laid a frequency rate of 12.65. During 1932, vhh reporting companies having an exposure of 175,000,000 man-hours, the frequency rate was re duced to 10.53--a 14 per cent reduction over 1931. During 1932, however, we had the worst experience of recent years in the severity of accidents. The severity rate for 1931 was 1.84, and for 2932 it was 1S2--an increase of 16 per cent over 1931. A pronounced increase m the number of fatalities accounts for this unfavorable 1932 severity rate. During 1932 all reporting clwmtcal plants were divkled mto three classifications, those-with comparatively low, tlime with middle class, and those with the highest rates. The group with the lowest frequency rate had a 71,185,000 man-hour exposme; 213 injuries, 64,348 days of lost time, a frequency rate of 2.99, and a severity rate of .90. The next group with a middle frequence had 58,640.000 !tours of exposure; 588 injuries, 111,178 days of lost time, a frequency rate of 9.61 and a severity rale of 1.91. The group with the highest freqtteucy haul a man-hour exposure of 45,659,000 hours; 1.071 hijuTtca, 166,455 days of lost time, and a frequency rate of 23.46 and a severity rate of 3.51. The best plants have an average frequency rate of 2.99--31 per cent below die next group; and they also have an average severity rate 53 per cent lower than the next host group. Tliesc result* seem to indicate tlvat to obtain a given rcducliun in severity a large reduction must be made in frequency- In other words, the plants that have suc ceeded m greatly reducing the number of their injuries have also .reduced the time loss from accidents, but not to so great it degree. It seems that prevention efforts have been more successful against minor accidents tlwn major accidents. However, U>e wide differences in individual rates in the various chemical groups show oppor tunities for better safety records. During tlve year 1932 large plant* had the best frequency records, but the small plants excelled in severity records. A frequency rate Chemical Section 211 in large plants was 11.36, and the severity rate 2.19; in small plant*. the frequency rate was 16.66, and ti>c severity rate UO. If in going over your accident records you find your frequency and severity rales jhow a tendency to increase, or indicate ik> progress during the jat few years, a piorough inspection and investigation of plant hazards should certainly be made: ami this is especially true at this time since the New Deal is in force, ami a new set of NKA cisuliltiHti prevail. Inspection and Repair of Stainless Steel Equipment By C. E. PLUMMER * f ^ >- Director, Chemical ami Metallurgical Eugioeering, Robert W. Hunt Co., ClucagO r The speaker said hi part: Selecting the pri>j>er materials for flic construction of stainless steel equipment is one of the inqiortaut duties of die engineer. In ortier to .select correctly a stainless Ueel tor a particular application, a knowledge of the most commonly used stainless steels and their properties is essential Such preliminary information may be obtained from a study of: (!) pulwished lists of materials; (2) data supplied by the manufacturers; (3} tables sinewing the physical and chemical properties of stainless steels; and (4) Looks on the subject of currosiou-reahiant alloys. But, Ikwiix' uf lc imsi) ti .adc nnk: and api*rer<tl) kr(ie numt>r >l allay*, till* preliminary si tidy is often perplexing to one not a trained metaUtwrgist. Tltc problem of selection is greatly siroplicd, however, by the fact that, because of similar detracter istics, stabiles* steels may i>e divided into three main groups: martensitic, ferritic, and austenitic. Hence, two-thirds of the work may be eliminated by first sHtclintj the prefer group rather tliau attempting to choose a specific alloy. The proper group may be determined by selecting specimens from each, am! testing them under actual operation condition*. Laboratory tests can be employed as an alteniathe. but arc not recommended ficcaute of the uncertainty of adequately duplicating actual condi tions, Some of the characteristics of each of tl>e three groups arc as follow*; Group I--Martensitic Steels;--These steels are composed principally of chromium iron aitd carbon. They air harden intensely, arc magnetic, am! arc subject to heat treatment like carbon steels. Typical comlnnatiuo* arc 4 to 6 **vr cent chromium, and 12 to 35 per cent chromium, both with Sow carbon. Type--4 to 6 per cent Chromium, Low Carbon: T1 4 to 6 per cent chromium alloy, used extensively in the oil industry may le obtained in plates, sheets, squares, octagons, flats, strips, tubes, wire, forgings, blanks, ingots, castings, etc. In Ue folly annealed condition lid* steel is stronger than soft steel with the same carbon content. Addition ot per cent molybdenum of one per rent tungsten gives a stronger steel at elevated temperatures. Type--12 to IS per cent Chromium, Low Carlnm. Tlie 12 to 15 per cent chromium steel is stronger than soft steel, takes a good palish, and in this condition resists atmospheric corrosion indefinitely. It is not apjorently affected by fruit jukes and resists oxidation at temperatures up to 1400 degrees R It x* SL fair stainless sted where strength, toughness ami high impact value arc re quired. To obtain the best properties this steel should lie heat treated. Like the 4 to 212 Twenty-second Congress-National Safety Council 6 per cent chromium steel it air hardens. Applications arc golf dub heads, valve parts, automobile pact*, etc. Group II--Fcrntic Steels--These sleds are composed of chromium ajid iron with the chromium til exces* of 18 per cent. They arc uoti-tardciutig, ami in (ise annealed condition are relatively strong and ductile. Type--18 to 23 per cent Chromium, Low Carbon: The 18 to 23 per cent chromwm steel combines case ol fabrication with better corrosion resistant properties than the 12 to 15 per cent chromium steel. Chromium sleds with chromium content higher than 18 per cent will not air iiarden, provided the carbon is low. This analysis hods application hi nitric; acid equipment, condensers and evaporator, fans and blows, and plays an important part tn chemical tslant equipment. Tv{>e--26 to 30 per cent Chromium, Low Carbon: The 26 to 30 p*sr cent chromium steel shows remarkable resistance to many corrosive influences, including nitric acid and acid mine waters. Because of Us resistance to oxidation at temperatures up to 2000 degree* F. it finds application in furnace parts, supports. lahbcl arms on roasting furnaces, etc., whet) brittleness isTiot a factor. At elevated temperatures the higher chromium steels are susceptible to grain gruwth which cannot be prevented or corrected by heat treatment. When these sleek are licuted fur a long period at about 800 to 1000 degree* F. and cooled slowly, they be come brittle tt-hen cold This brittleness is only partly relieved when the metal is reheated. Steels containing 16 to 30 per cent chromium show considerable weakness if a notch or a change in dimension is present. This should be taken into eMijuderalion when holts arc used. The chromium alloys are used at elevated temperatures where sulphur is present iti large amounts. The addition of two per cent nickel gives a steel that is not so brittle when sold. Group m--AuatonitSc Steel*--Nickel is added to chroauuni-troci alloys to produce a sled of suitable austenitic type,, possessing toughness, ductility, non-hardening propertics by licet treatment, and high resistance to impact. The nickel also increases resistance to scaling al high temperatures, reduces grain growth, and at the same time lessens embrittlement after long service. TIms. steels are nora-magnetfo. Like oilier alloys, projier processing is necessary to put tire metal in its best corrosion resistant condition. In contrast to ordinary non and steel, these austenitic steels are softened by coding quickly from above their critical range. Four detracteristic chromium nickel steel* have been selected for discussion Itere: Ty pc--18 per cct Chromium. $ per cent Xickei: Since this analysis takes a high polish, will resist indefinitely tle attack oi atmos pheric air or a weak organic acids, it is used extensively for equipment in food manufacturing and processing, creameries, fruit and vegetable canneries, meat packing plants, refrigerator lining* and trfm, soda fountains, diexnical plant equipment, etc. This alloy is easily fabricated, provided proper precautions are taken. Much has been written concerning die failure of welded stainless, due to intercrvstalline corrosion. Wlien this alloy is heated m tltc range of 800 to 1500 degrees R, carbkles,arc precipitated which, probably due to an electric potential difference, results in corrosion at the grain boundaries. Elements such as columbiuw, titanium, vanadium ami molybdenum have been added in an'attempt tn prevent intererystalline corrosion. A theoretical discussion of the subject is beyond the scope of this article. Welds sltould be beat treated to put the metal in its best condition for resistance to corrosion. Chemical Section 213 There are many applications where heat treating after welding and the use of modified analyse* are not necessary, but where corrosive conditions are scierc heat treatment is absolutely essential. Many failures have been observed in the paper pulp industry due to corrosion by sulphite liquors where there was no heat treatment after welding. Type--24 per cent Chromium, 12 per cent Nickel: This steel is used for its strength value and oxidation resistance at elevated tem peratures. Because of its higher chromium content, it is snore resistant to sulphur atmospheres at high temperatures than an alloy containing 15 per cent chromium ami 35 per cent nickcL Type--21 per cent Chromium, 22 per cent Nickel: This analysis combines strength at 1500 to 1600 degrees R. with excellent resistance to oxidation. Type--15 pci cent Chromium, 35 per cent Nickel:: Since this steel can be forged or rolled only with considerable dtthctuly. it in used mostly in the cast condition where both high strength and corrosion resistance at elevated temperatures are desired. This steel is not recommended for use at elevated temperatures in the presence of sulphur, since the lower chromium and higher nickel result In breakdown due to attack of the sulphur at the giam boundaries. Although there are many alloys, classified as corrosion and heat resistant, this article ha* been limited to stainless steels where the Iron content I* 50 per cent or more. Ti>c leat resistant alien* is a held by itself. Many times the steel manufacturer's rcqtvcst for information about tire use of stain less steel Is misunderstood. However it is to tltc benefit of all. but particularly to the user, that the steel manufacturer be informed of the use to which tin* material is to be put so that he can follow its course with the ultimate u*e hi mind. Inspection of Raw Materials--By raw materials, of courser, are meant plates, Mrijis, larging*, castings ot other shapes from which are fahiicated cquiimicitf or structures. The inspection of such material follows the same principles, for tlc most par!, as the inspection of ordinary carbon steel However, due to its greater cu>?, the exticn*tf care with which the material must he produced, and the inqmrtauce of the t:fleet pro duced by the various alloying dements, as well as tlie treatment in shaping, inspection must be more diligent and critical than would be required for ordinary steel. The cltctmcal composition h of utmost importance it the desired properties are to be attained. Therefore, check analyses are advisable so that inspector am) inner may both be satisfied that the alloying elements are present in the specified amounts, and that in general the materia! conforms to specifications. Particular attention should be paid to the chromium content, the nickel content, or any other alloying element desired. At the same time the carbon and sul|>hur content should be watched so that they do not exceed prescribed limits. Because the effect <yt too high or too low* a temperature would prove detrimental to the ultimate efficient and safe use of any equipment, it is essentia! after live rolling or working of the alloy into the proper shape that the heat treatment of sudi shape* be carefully conducted. The only means of determining t!>e correctness of the heat treat ment is for the inspector actually to witness this operation and check both the time and the temperature used. Actual witnessing jl the V*eat treatment slxuiid be supplemeued by corrosion tests on test pieces. As in ordinary steel, the finished material in tin: ibaix: of bars, plates, etc. should be thoroughly checked for surface defects, such as laminations, seams, cracks, blisters, 214 Twenty-second Congress--National Safety Council blow holes, pipes, etc. Since the making of alloy steel is & more delicate operation than the making of ordinary steel, the chances ot mishaps and consequent defects arc also greater. Finally, if there is to he a further finishing operation involving (he use of heat, as in the manufacture of rivets, this too should be witnessed by the inspector to make sure trat the proper temperatures are maintained. Inspection of Fabrication---The fabrication of the raw material Into such equip ment as tanks, j*rcssurc vessels, pumps, centrifugal machines or soda fountains likewise requires competent inspection to insure safe and satisfactory performance. Tlie range of products into which the raw materials may be fabricated is vast, and smee the particular method of inspectkm in each case must vary m detail, no attempt will be made to set forth each condition. It will be sufficient to outline rather briefly some of the major considerations which should guide the inspector. If the stainless steel is to be fabricated into tanks or equipment of similar nature requiring fitting of parts and subsequent riveting or welding, it will be the inspector's duty to check the laying out of the component parts. He must make sure that lltey tit absolutely, that edges are planed and not bevel-sheared, tliat rivet holes (if needed) are sub-drilled and reamed rather than punched. If the equipment is to be welded, additional precautions are necessary. Corrosion or embrittlement must be guarded against, and in addition the type ot class of parent metal will be an important factor m the particular method used. Various welding methods are used today, such as the metallic arc, carbon arc, resistance, scant or butt, spot. line, atomic hydrogen, alternating current arc, and oxyacetylene. If the metallic arc welding method is used, reverse polarity is recommended, tlvt work being the negative and the welding rod the positive. Before welding; the inspector should be sure that the parts are clean, since grease may cause pits or hard spots. The selection of the welding rod is very important: coated rods are recommended for metallic are welding, and uucoatcd for oxyaeetylewe welding. The gage of the material influences the method used. Fur economic reasons one method may have an advantage over another. There are so many influencing fac tors that the selection of the welding method should be left to the advice ot an expert. It is axiomatic, of course, tliai before any welding Is done the inspector will want to make sure that the fabricator can produce satisfactory welding work. It is Imperative that every precaution be taken. As a chock on welding, tltc X-ray is tcconintended as an ideal method of non destructive inspection of tlie finished product. This is particularly desirable where pressures or stresses arc to !>e resisted, or where corrosive substances are encountered. After welding, annealing is generally required to remove embrittlement and prevent corrosion at or near die weld. Both would weaken the equipment and lead ultimately to its destruction. The proper temperature for annealing is necessary, and it is the inspector's duty to see tliat tlicsq temperatures arc maintained. Thus, austenitic steels will require a temperature of 1850 to 2000 degrees F.. the 4 to 6 per cent chromium steels 1550 to 1600 degrees F . the 12 to 15 per cent chromium steels 1450 1o 1500 degrees F. Since the 24 to 30 per cent chromium steels are non-hardening, annealing after welding Is not required. The atmosphere should be slightly reducing. The rate of cooling also dififci*; in the austenitic groups rapid cooling is desirable, while in the chromium-iron alloys the temperature should he lowered slowly at a rate nut exceeding 50 degrees F. ier hour. The shearing of austenitic alloys differs from ordinary sled in that more power must be used, and the material must be cut completely through. The principal con- Chemical Section 215 slderatuxi in this operation is to guard against work-hardening of the metal, which may be deleterious to its use and certainty increases the fabrication cost. In blanking and punching austenitic alloys more power must 1 used than for mild steel. A necessary precaution is to keep a neat clearance between the punch and the die. Too great a clearance will cause the material to work-harden. Machining of austenitic steels is besi accomplished at a speed about one-half that used for mild steel. A tool with design similar to tliat used in machining dead soil brass is recommended. Austenitic steels have been machined successfully in automatic machines when they have a brimsll hardness between 200 and 240- Forming and drawing require Iwravier lubricant, slower press si*eds, and greater clearances between punch and die than with mild steel. Drilling, as nventioaed, should be done by a high-speed tool, adequately backed up. Sawing requires lugh specd liacksaw blades with wavy teeth. Tle types 4 to 6 per cent chromium and 13 to 15 per cent chromium have been ,found to machine better when they have a brindl liardncss of approximately 220. Slightly lower speeds are recommended. In machining types 15 to 18 per cent chromium and 24 to 30 per cent chromium, a tool similar lu design to tliat used on semihard brass is recommended. When used on automatic screw machines, manufacturers can furnish special free-machining grades Austenitic, martensitic and ferritic steels may be cold or hot riveted. If hot riveted, the temperature of such rivets should be 1&00 to 2100 degrees 1% for austenitic (finish ing above 1600 degrees F.); martensitic steels 1450 degrees or less; ferritic 1500 degrees F. The temperature ol the rivet furnaces should be thermostatically controlled. Electric furnaces are preferable. Brazing is not recommended for these types of steel. Its tendency is to decrease corrosion resistance. Stainless steels can be soldered provided the metal properly treated. Uncut ynuriatic acid is recommended as a flux. Because of lower thermal conductivity a larger iron is needed. Care should be taken not to fiave the iron too hot as embrittle ment may be the consequence. To prevent buckling, chill plates may be used, and with the austenitic group Uicsc should be of copper. Another precaution is to wasU with ammonia water after soldering to inhibit fnrtl>er action. Rightly fabricated and intelligently used, stainless steels are safe and satisfactory. If rules are not observed in fabrication or use, a dangerous situation will exist. Equip ment will be called upon for functions for which it is iso longer fitted. A a conse quence, the safety factor of such equipment is unknowingly exceeded and perlia;>s life a endangered. A few of the more common causes of failure of stainless steel equipment are: Improper selection of stainless steel Inadequate inspection during fabrication Failure to heat treat after welding Material of too thin, gage Galvanic action resulting from dissimilar metals in contact m an electrolyte Mechanical failures. Many failures are attributed to abuse in service. If thin gage material is used, accidental piercing of the equipment may make repair necessary. If repairs must be made by riveting or welding, the precautions set forth under "Fabrication" should be observed. Careful consideration should be given, to the selection of the method of welding, both from the standpoint of corrosion resistance and eeooomy. The location 216 Twenty-second Congress--National Safety Council of tlie weld is important. It should be placed so that auy breathing action or motion of equipment will not place the stresses at the we'd, but at a place where the material is less liable to failure. Safety In Synthetic Ammonia Plants /IS By K. c. CURTIS Assistant General Superintendent, Niagara Operation*, Mathiwon Alkali Works, Inc., Niagara Falla, N. Y% The speaker said m part: Commercial scale high pressure operations are less than fifteen years old in this country, but in this comparatively short time a very adequate technique of design and operation has been developed. I shall limit myself to a discussion of safety in synthetic ammonia plants because it is in that industry that all my own experience has been gained. The rale of reaction of the gaseous mixtures with sleds is very much influenced by the temperature, ammonia content, and the composition and physical condition of the steel. The effects are of three sorts, decarburization, nitrkimg' and Assuring. All three of the effect** mentioned, dccarborizattou, nitriding and Assuring, alter the physical character of the steel for the worse. The first decreases strength, the second increases strength but decreases ductility, while the third results mi a loss of both strength and ductility. The net result is inability to sustain bending stress or suddenly applied loads--a condition approaching brittleness in extreme cases. Steels now obtainable Tfeslst ammonia synthesis ccttdiliom very imtch belter than thoMt avail able ten years or mure ago, Tbe transportation of hydrogen in low pressure pipe lines and its storage give rise to some special hazards which should be noted. Hydrogen alr mixtures arc explosive between 4 per cent hydrogen and 75 per cent hydrogen roughly. Wherever a flammable gas Is handled time iw always u itotsvbility %A admixture with air m pipe Hues o>r holders. The obvious way lo prevent trouble is to avoid explosive mixtures and to this cud we employ on our hydrogen lines air alarms which operate by thermal con ductivity to warn us that air Is being admixed with the hydrogen. A red light and a gong give visual and audible warning before the percentage of air gets anywhere near the danger point. Fortunately about 25 per cent of air must be present before the mixture becomes explosive. When hydrogen cOntainiug lines or equipment are worked on, certain precautions ynuit be taken before the work starts. It is insufficient to close a valve or insert a blank somewliere in the line It must be comtfettly discuHuaettd from the source of hydrogen and then flushed out with some inert gas such as nitrogen. It is equally important that the line or equipment be carefully inspected before turning in the hydrogen to be sure that it has been properly "buttoned up.** Explosion arresters m the form of metal gauze installed in pipe lines are rather extensively used at our plant. For small pipes, 2 incites diameter or less, single or double flat screens are used. For the larger pipe sizes double cone screens erf 40 mesh gauze axe used. The long axis of the cone is twice the pipe diameter and the apex of the code is pointed toward the prohahle source of ignition. The cones are crimped and laced with wire* not soldered. Relief valves for high pressures which will open at constant pressure and reseat repeatedly without leakage present some special design problems. To illustrate, the usual type of bevel seat valve designed to blow at 4600 lbs. and to pass the full Chemical Section 21/ capacity of one of our compressors will have a seat with a inch small diameter, H inch large diameter and a 45 degrees bevel. When die valve is newly ground and tested the pressure may be sealed close to either the A inch or the inch diameter. Subsequent blowing of the valve may wear the scat so that the seat is at a different diameter. The quantity of oil on the scat may also change the sealing point Calcu lation of tlie area exposed to pressure when the seal is at different points will show tliat the total load tending to open tbe valve may vary several hundred pounds in the 4500 11). rqnge. The foregoing b. of course, merely our theoretical explanation of observed irregul 'ie< m the operation of this type of valve. With any type cf valve it win he found advisable to filter tl>c pas which passes through it for the removal of oil and particles erf pipe scale. Another device very- useful to the operating man is the frangible disc.relief valve. The essential part of this valve b the differential piU<n. the smaller end of which acts as a punch to shear a thin sheet of phosphor bronze. The larger en*l of live piston rests upon a dbc of 1/64 meh sheet lead which seals off U*c pressute ami acts as a gasket for the piston holder. The nut which bears on the piston liolder or guide, serves also as a die on which the punch shears the bronze disc and at the same time it untst center tlie piston perfectly with its die by means cf the counterbore, (t will fie readily appreciated that accurate machine work Is required here Imt tlte results amply repay us for the time and effort expended. Probably tlte most important application of safety valves Is for low pressure equip ment which must be in direct connection through piping with high pressure equipment. Such a situation is practically unavoidable where there fc a continuous production of liquid ammonia at several hundred atmospheres pressure which must be drawn off continuously into low pressure storage tanks built for working pressures up to 500 lbs. Our storage tanks are normally operated at less titan 225 lbs pressure. The tanks are protected by two standard 3 inch ammonia spring type relief valves set to blow at 300 lbs These large valves arc designed to relieve pressure fast enough to protect the tank under all conceivable conditions. As warning reliefs vve have on each tank a Yt inch spring type valve and one of the frangible disc reliefs previously descrilied- Both tl>e&e are set to blow at 260 lbs. Operation of the small valves gives warning that something is wrong and gives sufficient time to correct tlte trouble before the 3 inch valves blow at 300 lbs. Inspection and test of safety valves at regular mtdrvals is of the utmost importance in any plant vriiere Urey are used. Unless regularly inspected and tested, safety valves ace tuorxe than useless. They give a.false feeling of security and safety. At our plant we list all these valves on cards. When tests are made the entry is made on the card which is filed under a tickler system. About one minute w ith tins file tells the supervisor wliethei all tests due in any month were made. A somewhat "irniHar system takes care of any hydrostatic tests which must lie made on equipment. Such tests are made according to tbe u>ual standard of 1 y'i timet the working pressure although in many cases we go to three times the working pressure depending mainly on whether the equipment operates at normal temperatures or at high temperatures. Pieces under test are alwav* carefully sand-bagged for protection in case of rupture. Pipe lines which carry anhydrous ammonia are hazardous to often because of the possibility of liquid ammonia being trapped in pockets. Pressure may be bled off these lines but even so they should be opened cautiously and only by workmen with goggles or, belter, a face mask which covers the face completely. Constant super 218 Twenty-second Congress--National Safety Council vision is required to ensure observance of this rule but sooner or later it will i>ay by saving an eye. Aqua ammonia tanks must carry both pressure and vacuum relief valves Tanks just emptied of aqua. ammonia hut full of ammonia gas are quickly collapsed when water or weak aqua is pumped into them. A vacuum is created by rapid solution of the a*. Vacuum reliefs must be of ample capacity. I Itave seen at least one tank collapsed even though it had a vacuum relief, because the valve opening was too s snail. Production of aqua ammonia directly from synthetic, and anhydrous ammonia is accompanied by another hazard which must be guarded against. The high pressure at which the anhydrous is produced causes a considerable volume of hydrogen to go into solution in tlte liquid ammonia Most of this passes out of solution in the anhydrous storage tanks where the pressure is 200 lbs. or less. Some, however, re mains in solution and is released when the anhydrous is dissolved in water. Dangerous mixtures of hydrogen ah- and ammonia gas may result unless precautions are taken. Corrosion of equipment by cooling water gives rise to dangers which are not necessarily peculiar to high pressure operations but which are rendered more acute hy the pressures used. The water of the Niagara River is quite corrosive. Compressor intercoolers, for instance, are quite rapkily attacked. Continual cleaning and renewal erf tubes is necessary to prevent leaks of flammable hydeogen gas. Danger of igniting the gas is the principal luuard here because leaks due to corrosion do not tniully show up as a violent rupture. Electrical cquu*ment is an ever i*rcsewt source of ignition of flammable gases. The best maintenance possible docs very little to mitigate this hazard. The only sure way to prevent disaster is to prevent leaks and tins means constant inspection ami thinking ahead to possible occurrences with a view to heading them off. One other hazard is more or less peculiar to high pressure plants. The tube of Bourdon Tube type gauges somethnes bursts. Most of these gauges have a blow-out disc tit the buck but with high jiressures this is not very good insurance that the glass will not be blown Into the face of an rthaerver. A shield of heavy wiicd gloss #na> be used in boat cl the gauge or, if lids is not couveukrot, then celluloid may be substituted for the glass in the gauge. A shut-off valve should be provided at socue distance from the gauge so that the gas flow can be shut off if the tube bursts. I have seen a gauge produce a pin-wheel of flame six feet m diameter when U burst and tins gas became ignited by an electric bulb which was blattered by the bursting gauge. As every safety engineer knows, the maximum degree of safety may be designed into a plant and no expense or technical ability spared to build the safest possible cqiriiwncnt but tills same jdam may show an extremely poor safety record unless the operating personnel are very carefully* trained to work safely. Nowhere is this more true than in high pressure plants. The moat complete system of safeguards, alarms and automatic etpiiptucm may he installed but accidents will happen frequently unless there is a studied effort on tlie part of the supervision to develop a training system fur operators tlj*t will ensure only ikottyhiju! action. Most of the accidents and near accidents that 1 lave seen in ammonia plants Impelled because someone acted droughtlessly. that is. without first trying to foresee the consequences of his action. It may be objected tint some situations require speedy and automatic action with no time for thought. That U true hut in nearly all cases of tins kind the situation can be foreseen by the supervision and the necessary reaction so thoroughly taught to the Chemical Section 2iy men that they do the right things. The necessary thinking has been done before the emergency arise*. It there are any secrets about how to prevent accidents in any industry that is surely one of the most important. , WEDNESDAY MORNING SESSION (f L&Zc , -rKX^fdSn/ October 4, 1933 Application of Automatic and Remote Control to Chemical Operations From a Safety Standpoint By J. V. ALFKIEND, JR. General Engineer, Weatinghouse Electric & Manufacturing Co., East Pittsburgh, Pa. The speaker said in part: Probably t!c must spectacular hazard in the dwnical industry is the explosion of gases ignited by electric sparks. Owe such explosion can wreck a plant ami kill or mahit dnzenn of men. The production of films, cellophane, alcohol and petiuleum derivatives are typical processes where malm" drivers must operate iu explosive pas mixtures. To remove this hazard the explosion resisting motor was developed Such a motor must be enclosed to prevent the ignition of a gas mixture outside the ea*e from an exidoskwi inside tlc case. Tlrree coiTSlroctkjns arc availabile: totally enclosed; totally eucloeed fan cooled; and totally enclosed pipe ventilated. The first is practical in small and slow speed ratings but becomes proliibitive in cost in medium sizes and impossible to build in tire larger ratings. The last is applicable in relatively few cases am! then only when few unite are installed. The fan-cooled construction is practicable for medium size motor* of 2 h.p. up to 300 h.p. Built in accordance with Site sgtcciftcstiuns of the National Board of Fire Underwriters and approved by tlxau for Class 1, Group T> atmospheres, this motor insures adequate protection under all conditions coming uodcr that classification. This motor in a most desirable form is called the heat exchanger or dual ventilated construction. By circulating the interna! air through ducts in the frame adjacent to ducts for the external air tlvc motor heat is disposed of witlwut large temperature gradients and with complete elimination of hot spots. The gases escaping after an explosion within tlte motor must escic thvuugh the bearings or through the ground metal fit of the brackets to the frame. The cooling thus obtained has been proved bv actual tests iu the Underwriters* Laboratories to prevent ignition of the atmosplrerc outside of tlte motor. Probably llie second most common hazard is that due to fires originating from the ojieration of circuit interrupting devices Since the discovery of the Dc km prin ciple of current interruption my company lias been rapidly developing air circuit hreakers to apply to all feeder and power circuits and to eliminate the hazards of the older types of construction. The number of electrocutions in chemical plants from ojK-ratocs and laborers com ing in contact with live circuits is beyond estimation. This tyqte of hazard falls into two classes. (1) Accidental contact with known live circuits, (2) The contact with supposedly dead circuits. The first form of hazard is entirely eliminated by the use of "dead front" control 220 Twenty-second Congress--National Safety Council and switchboards. All power circuits arc behind the board--ail opiating handles arc "dead.'' Not even deliberate suicide is possible from the front of the board. The supposedly `dead ' circuit may be protected against by otic of the forms I metal clad switchgear know n as '"lift up" or "roll out." In tl>e former the circuit breaker is lowered from engagement with stationary contacts (only possible with the circuit breaker in five open position) and the unit removed from its compartment where ii may he worked on uith all possible safety. No one can dose these dis connects while the oi>cratar i< working: on the breaker for the disconnects are the terminals of the breaker. Tlic "mil out" equipment is similar except tliat a* tlte term implies the movement os the unit to disengage the stationary contacts is horizontal instead of vertical The most fool proof equipment that the manufacturer can devise can be nude a death trap hy thoughtless or careless installation. Many ft control hoard has len Installed on tlie toutkmal tenUrilmc of tin: driving i* driven equipment or where a broken belt might kill or injure tile operator. Operat ing ami control stations should be placed in the most secure of positions considering the mcclwnical, electrical and fire hazard. In other words, the control equipment slnmld be located at a place where men in tlnnger will naturally run to ratlicr than run from. This is made possiMe only with electrically operated devices such as circuit breaker* ami contactors. Main circuits must Iws kept dose to the equipment but control circuits for the operation of these devices' may be conveniently and eco nomically mu almost anvwlicre. The use of a multiplicity of stop stations is most advantageous. A foot or hotly operated emergency stop pushbutton should be located at a machine which Is liable to entangle an operator's hands. A second stop station should be do*e by tlx* machrne but safe from it. A third stop station should be located at the super visors desk which should be protected from the operating room by safety glass Here id.v> dsould !*c located an emergency switch to shut down the entire plant. lit rare Instances it is iivc#ry to place Hte entire control In si room separate front and prelected from the liazards of tlte operating room. Such a control station must have a clear view of every operating equipment mu! must be capable of complete control of eflch individual item. Many hazards exist which arc not subject to elimination by the selection uf suitable equipment or by the most careful iiibluHatkni. lit our transformer test department we were menm.ee] by the tUruicr of men falling off the top of traiife-mers when making collections for a lest. Safety belts could not be used. The seme problem may be met with in main plants in tin? case ;md maintenance of any large transformer, tank or hin. \\\- solved the |>roblem hy building n portable secttonalizcd fence. The posts are held to tlie transformer hy means of. tlie cover bolts and the short sections supported by f.-shaiHsl Imlts in the inist By .making the sections of one standard short length the economy of duplication is obtained and tlie assembled fence fits any sliape of transformer sufficiently well to prevent an accident. We cannot prevent a man from deliberately walking into danger nor can sufficient guard*, always lie employed to save fingers, hands or arms. But we can disconnect power amt apjdy brakes witcti a tnati aj>proaches oc enter* tl*e danger ^cnto- The photo tube or electric eye has made this possible and the development of the ibototroller has made it practical. The phototroller h a standard device for the control of electric circuit* at the demand of a beam of light. So long as the photo tube is Chemical Section 221 iliummated socking happens. The instant anything imerveno between the Iwdu >**uree and the tube, cattkm off the illumination, tlie photo tube plate current change* and the circuit operates to open circuit breakers or motor starters, to apply hrakr* or t- sound -gaming signals. Safety's Ally--Improving the Human Feature by Teaching the Employee the Elements of His Job > , /- By C. S. CHtNG ,: Director, Industrial and Pnblic Relation*. U. B Rubber Co.. New York City The speaker said hi part: I think it would lie advisable to break down the course Of tile enqdoyee's existence into three separate phases: CO hiy pre-employment ex perience; {-) his interview and jilacctwcnt on the job; and (3) teaching the job. I think the first opportunity for teaching the dements of any job is in tlie jtub!hr school. We realize and pay tribute to the schools for the early attempts in leaching safety, in which movement they were almost pioneers. Tlie safety teaching tliere. However, has been almost entirely confined tv safety on the highway and the move ment of human beings from place to place. Probably the most immediately in.poriaut part of training in the elenwnts of the job can be done directly in the employment office before tlx: individual actually secs the job on which he lias to work. In some industries, our own in particular, after tlie employee or a small group of employees have been signed up and passed physical examination, they ate vctveti quite a lucid explanation *>( the immediate hazards in the plant and particularly on the jobs to which Ukjv are assigned. We ck> this quite prac tically by segregating as far as possible the grnujM assigned to similar job* For instance, when we hire a mixed group including a number of tire builders, we would place the tire builders m one group, the mill men in another group, and tltosc handling chemicals, etc-, in another group, and the employment manager, who is a very active member of oor Safety Council, and who is also as) engineer, explains to each individual group the hazards of their particular job. In explaining to the individual or the group the hazards uf the job, the employment manager goes tsiiough itw* various cuotirms of the job-to indicate exactly where tlie more prominent hazards are located. Fur instant?, in cutting rubber on tlie mil!, lie demonstrates the actual use of the knife, having one in his desk for that pm pose; he shows the sweep of the arm; the possibility of the knife being pushed back from tlie rubber between tlie thumb and index finger which would cause a severe laceration. He shows by the movement ui In's body tlie best method of Sifting a reasonably heavy weight of crtule material, etc. Of course. It is absolutely impossible for him to get down to minute details, but Isaving watched tlie performance time and again, I fed reasonably sure tlie majority of our workers enter tl>e plant with at least a compre hensive picture of the general approach to their particular jobs. The third phase, training on die job, has always been a matter of dispute- There arc those who favor vestibule training and others who can only adltere to the trial and error or pick up rii<hrnnt* by otfvcrvhi othr. or by placing Die skilled man alongside tl*c new man. However, I insist that the tcacltcr, whoever he might be, foreman, supervisor, instructor, or fellow-workman, roust himself recognize and be appreciative of the hazard of each element beiore fie can point it out to the new man. 222 I zvcnty-secuud Couyrcs*--National Safety Council This is not as difficult as it might seem at first glance, but its rapid success depends primarily upon: <3) the clnsc rrwtperaliou of the safety *ui*ctvsot ami the in structor, whatever his position might be; and (2> the receptiveness of tfc employee. The second feature has already been enlarged upon by the description of the job by the employment manager. The first, however, is a long process, because, you will realize as I do, that in spite of any slogans that may Ire created, or in spite of the soimdncM and logic of the whole situation, foremen have l>eeu ami will continue to be primarily interested in quality and quantity production. 1 do not believe that constant lecturing ott slogans or safety meetings will have as much effect upon the foremen's analysis from a safety point of view as will the constant and close approach to the foremen on the part of the safety supervisor or whoever is charged with the safety centraliza tion within a given organization. And I led, therefore, tliat until every new employee, in being taught the elements of his job. is first taught the safe mciiiods in detail by repeated performance, rather than the necessity for production and increased earnings, we will have failed i otir job ns safety men: we will retard the flow of production through our plant* and will still continue the high co*t of the loss of limb ami the suffering of human brings. I think it is entirely possible that in foremauship training or development altogether t*Hi much time has been devoted to educating the foremat) on some of the high leases of his Job. particularly costs, maintenance and so-called executive ability, ami too little to live very elementary phases cf the jobs which he controls. There seems to be an excellent held for each foreman to handle his assistants and for each divisional manager to hamUr hi* foremen by conference method ms breaking down absolutely every optfndiug fob the foreman is responsible far: and I believe that quite a simple plan con'd bo made very effective by taking every machine, every job, and every avinlu in a small unit ttml analyze it in a c*Hifercncc. Nomination and Election of Officers The report of the Nominating Committee was presented and the following section officers were elected to serve during live coming year: General Chairman--Jolm Roach. Deputy Commissioner of Labor. Trenton, N. J. Fire Chairman m Charge of Proyrim--A, L Armstrong, Eastman Kodak Co . Rochester. N. Y. Fice-Chairman in Chary? of Enymsainy--G. H. Milter, IL 1. duPout de Nemow* & Co, Wilmington. Del. Secretary--Raljih O. Keefer. Aluminum Co. of America, Masseua, N. Y. Arrr Letter Editor--John Morexver, Aluminum Co. of America. Massena, N. Y. OentjHslfoual Disease Committee Choirnui--Dr. Leonard Greenburg, Yale Medical School, New Haven, Conn. Afcwhciship amt Publicity Committee Ck(tin*iwt--~S> D. Kirkg&triek, Chemical ami Metallurgical Engineering, New York City. Statistics Committee Chairman--\r* V. Kepucr, Pemiavlvauia Salt Manufacturing Co., Menominee, Mich. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Construction Section Officers 1932-33 General Chairman--Jmix Kt`f$ELL, J*., United Engineers & Ctmsiruubra Inc., Newark, N- J., Vice-Chairman--NC. G, \Viie*.i.ek. Building Trades Employers' Assn,, New York City. Secretary--Rxltxi A. M.u Millan. The General Builders Association of Detroit, Detroit. Nett* Letter Editor--James X- Dovtr.. James X Doyle Adjustment Bureau. Kegd., Montreal. P. Q.. Canaria. Chairman Poster Committee--R. J RriOEurm,, C W. Bhkeslee & Sous. New Haven, Cornu Chairman Meutpership Committee--Eix;ak N. Gulpstis'R. Barrett <& Htlp, Sait Fran cisco. Chairman Pioyeum CvuiniittC~*-\\~. A. Dearrumv, Linnbermcus Mutual Casualty Co., Boston. Chairman Publicity Committee--W. Walton, Henry W. Horst Co., Phil adelphia. Chairman Statistics Comuti(lce--l C. Forkstlk, The U. E. Myers Co., Chicago. Chairman Engweermp Committee--Ittmutiv McKixlkv, General Accident Fire & Life Assuraucc Corp.s Detroit, Chairman Safely Kink & Piim Strip Committee--Miss E. S. Ghkh:, McLaury Marble Cotrp., New York City. Members al Large-- W. F.. Austin. Detroit. C H. Black. Slone & Webster Engineering Corp., Boston. \V. R. Riciiakps. Jefferson Park, Alexandria, Va. Gsowee WitoUA, 6349 S- Sacramento A ve., Chicago. MONDAY AFTERNOON SESSION October 2, 1933 The opening session of the Construction Section was called to order by Harry Gullbert, The Pullman Company. Chicago, 111., who welcomed the delegates m tire name of the Executive Committee of the National Safety Council. He then introduced Geneial Quitman John Russell, jr,, United Engineers and Constructors. Inc , Newark. 223 224 TtCdiSy-sccoud Congress---National Safety Couucti le X- who presided. In his "JSesumo of the Year's Activities." the general chairman praised the work of all the section's committee* and pointed out tliat each of them had accomplished valuable -work during the year. It is an honor, he said, to be selected as Chairman of an active committee of Iftc Construction Section. Tire chairman then introduced tire first speaker: Statistics of the Construction Industry and A,A c 1'' What They Show By J. C. FORESTER Vice-President and Treasurer. The L. E, Myers Company, Chicago The speaker said in part: It is gratifying to note that the severity rate for 1932 showed the greatest decline since 1928, although the frequency rate remained prac tically the same. Marble worker* had the best severity rate, and viere a close second to public utility contractors in frequency. Stcd erection contractors stood at ?le foot of the list *n respect to both severity and frequency. In view of the marked decreases in construc tion company payrolls, it is self evident that the ^renounced decline in severity is creditable to utd time employees. It Is furtlier evident that tle Slight decline in the frequency rates for the corresponding periled corroborates the assertion that the oldtimer reports his accidents, no matter how trivial they are Speaking of tle old-limer, it i* obvious that because of the general stagnation in construction activities during iyJ2, there were very few new employees taken on. The result hears out the contention that all new cmployeea should be taught to be "old timers* so far as concerns accident prevention. This is an especially opportune time, while we yet have surplus energy and ap parently are or the eve of a quick recovery in tlie buiidmg industry that will teit eajwcity, to stress live necessity for devising plans and making active preparations for proper instruction in tlie fundamental principles ol safety of the vast army of inexperienced and doubtless tvotv&afety-mmdcd men that will have to be employed to meet the demand of the new era. 1 Cutting Construction Costs By H. W. UNDERHILL The H. W. Underhill Construction Company. Wichita, Kansas Tlie speaker said in part :: There is Just one way foe the contractors to get lower compensation insurance rate* and tliat is by reducing the number of accidents on their iul*. It twi* 1en done in other industries and it can be done m the construction industry. A certain mamsfacttiring concern which operates two small [slants hired a man as safety engineer a few years ago. This man went into the plants and had proper and ,, recommended guards placed on all machinery. He carried out other recommendations designed to prevent accidents in the plant and then he started talking accident pre vention to the employees. He showed them how accidents liappened roost frequently Construction Section 225 and how to prevent them. He sent them bulletins*, on accident prevention. Today these two plants enjoy an especially low accident rote. As a matter of tact, the saving in this rate alone more than pays the safety engineer's salary and the cost >f operating his department. In addition, tlie company saves an uiutctcrniiued amount through keeping its men on their regular jobs. Every time a new man must be placed or* a machine of any kind bis inefficiency aiI inexperience costa the employer a con siderable sum. Every construction organimikMi of any size should select from ks orgamzatio one man to supervise its satct> work. It will not be necessary for him to devote all of his time to this work. He slrould first be given an opportunity to make a tltorough study of safety principles as they apply to tlve construction industry. From the Na tional Safety Council and the insurance companies, he will !>e able to obtain informa tion and help on how to prevent accidents on all kinds of construction work, Gue this man an opportunity to t*ut tlwse safety principles into practice, ft will mean an expenditure of a small amount of money for propter .safeguards ami devices mi con struction equipment and it will nicim lie will have to spend some time educating the workmen on every job ki safety methods and prauk.es. Hovvr\*t. all of this can lc accomplished at relatively small costs ami the savings u ill mute than offset these omi* Nearly every operation in tlie construction industry from tlie lowest to ihc highest can be reduced in cost with safe surrounding*. methods and training. Accident pre vention and lowering maintenance, otterwting and upkeep costs require the mine care ful, consckrtticu* ami untiring effort of managers as well a* employees In making a study of the maintenance* upkeep and operating costs of construction motor trucks, it is learned without exception tliat a caretml and *&fe driver is the most efficient one. Taking a fleet of eight trucks working under the same conditions. one will be sur prised to learn that safe drivers cost 2.4 cent* per trurk mile for tires whereas other drivers cost 50 lo over 100 per cent more per truck mile on tires alone:, for the [ugliest one costs a little over 5 cent* per truck mile. It is common knowledge that the greatest came of cou*lruetio#i accident*, in fact 25 per cent, or one in every four of such accidents, arc due to workmen stepping on t c striking against objects. Such accidents can usually lie traced to poor housekeeping, careless storage of materials., tools trod equipment. rubbish, etc. To reduce tilts large source of construction accidents ami lower coats thereby. Iwre are n few simple rules: 1. Insist on the co-operation of every workman in maintaining good lvous-ckccping conditions. The result of this is tliat with a good clean job men can move around faster without stumbling over materials, tools and equipment Operations ran S>e speeded up and a definite reduction in cost obtained. 2. Arrange lor the iH'onqit removal of rubbish and waste material. Nothing slows up a job more than to have piles of rubbish and waste material ever* where to interfere and impede progress back and forth across the.job. 3. AU projecting nails should be removed. Imminent] ta oi bait over. Nail bear ing materials should be idled neatly with nail point* down, as protruding nails arc the greatest single cause of injury to construction workmen. For example. In stripping forms, as fast as the form lumber comes down it should be promptly and neatly piled out of the way and then the mas can complete the stripping in safety a* long as such debris is taken away from them and kept out from under foot. By Iiaving an addi tional man cleaning up under each crew all of the time the entire operation wilt be so speeded up as not only to save live cost of this extra man but the resultant unit costs will be greatly lowered. 226 Txecuty-sceond Congress-National Safety Council 4. Eliminate protruding obstructions which workmen may strike against. Where this is imfxmihlc, jxt warning signs and paint tte obstructions with bright colored paint. If you are going to sjiccd up the tempo of the job and necure more results per hour for each man. the field must he cleared tor quick operations back and forth. Some obstructions cannot be renivcd, and these should be marked so that quick dchmrs arc jtossibtc w itliout slowing up the speed of ttw operation. Danger signs .lould be posted hi passageways where there is insufficient overliead clearances Runway* ami passageways should lx* kept free from loose materials and rubbish. 5. Adequate lighting. particularly where footings arc immtain ux where there ate dangerous projections, is important. As soon as a man -Is hurt on the j<-h tlic news is instantly spread among all lire workmen and they immediately slow' up to prevent such an accident happening to them. The job cannot be kept in high gear if Hie men are thinking in terms of moving slowly and carefully. A Insist that all employees wear good heavy soled shoe*. This Is perhaps the easiest ami sinsjdcst rule to support and the one that will be the most productive of results. In our own company we put on a '"shoe examination*' at iiayoft time with the warning that if tlcy do not have heavy soles they do not need to come back- Monday morning. If tuen arc not afraid of stepping on something and injuring their feet, they will snap lino the need that is required to reduce unit costs. The cost of hamllhur materials is one of the largest items on any piece of con- struetiou work and tlicse costs can he lowered by safety rules such as tle following t 1. Construct suitable toeboarrf?. around all floor oiieifings am) at the edges of the platforms, scaffolds ami staging. 2. Caution workmen against placing tools, rivets, bolts or other materials at points from which they may be accidentally pushed or kuicked off on somebody below. 3. Materials should newt be dropped from overhead unless absolutely necessary. In such cases, make sure that any person below is warned, a. Material:, may be passed or earned front point fo point find should never be thrown. 5 Never permit workmen to stand or walk beneath swinging loads 6 Materials should be piled carefully so they cannot topple over 7. Where it is necessary to stand bulky material, such as planks or forms <ai end. they jJhouUI Sw placed so they cornu* he Mown over or upset. 8. Warn workmen against dislodging materials when taking supplies from piles w trucks. ^ A Occupational Disease Hazard of Silicosis in Construction Operation and Its Prevention By D. HARRINGTON Chief, Health and Safety Branch. United States Bureau of Mines, Washington. D. C. The speaker* ^stirt hi part: This paper is based on approximately eight years of personal study ui the effect of underground dusts on -health ami safety, supplemented by about twenty-five additional years of close attention to data awl studies made by other*. The subject will be bandied from an engineering viewpoint rather than from that of tire pathologist, the doctor, or tlic lawyer; and while this is unusual it should Construction Si i t ton 227 lie logical, as the real solution of a serious and widespread industrial health i.r.fih'?n. brought about by breathing dust, is tha? t>t prevention of du*t disease. Tl*cre appears to be warrant for the conclusion tluit any dust, or combination of dusts--*wlKthcr of a c<`dl or melftl mine or a tunnel--which is insoluble ** with difficulty in the fluid- and tissues of the respiratory organs, is likely to Imh harmful ultimately to the health of underground workers, if it is present in the air in minute form and is breathed iu large quantity over large |K>rtiom of the working shift for any considerable number of months consecutively pet year; some soluble dust?; which occur in underground workings arc also decidedly harmful. It np|:ar.\ that the quantity of dust in the air breathed mote or less continuously. together with its lack of solubility or difficult solubility, governs tfxe hygienic hatmfuhirss of dud to workers much more than do the specific physkal or chemical qualities ct the dusts hkely to be found in umfcrground workings, this docs nut mean that air containing a large quantity of finely divided Hint dust or similar hard, sharp, insoluble mate* ia\ is mu Hkely to be wore harmful than air coniaumur c similar quantity of probably k-s-s in herently harmful dusts, sue!* as very fine limnstowe, coal, or shale. Breathing com parativcly mall amounts of finely divided free silica or similar hard, sharp, insoluble. suptKwedly more dangerous type of dust is, however, likely to be much Uv%< lianuful to health than breathing much larger amount* if less hdxrently liarniinl dust, such as that from coal, shale. lveiwahtc. ore. or Imiestunc. m combinations of such dusts. Physical examination of underground workers rlsows that tuen who work in very dusty place? in coal mint?* Iwve definite respiratory disease, uhcdier the dust is hew coal only or from a mixture of coal with mclc or sluilc or clay Mw have worked in cowl mine* and lave tlwru Roue to work in dusty metal mines or tunneb umt have become affected by miners* comumptiort, or have worked in metal mme* or tunnels and later have socctmilicd to resjwratory disease after having worked iu du-ty places iu col riUmn. White >Ui.t iiwiUihl* in? diffiudllv toluMtf In tlic ami tUim-, of the respiratory organs arc chiefly responsible for rt*p*rAlory dtscuAc i miner*.. there arc certain soluble dusts of lead, arsenic, and other rock* or ores which me definitely poisonous or wluch result in material bar n in the health of worker*. That tltc quantity of dust breathed is the imjKwUint point in the harutfuiucs* of dut is a certainty, yet tu state whut h that `.Ituigcrous quantity u,r what is a safe Hwdl is difficult. fact, is impossible with our presetvt CacUttics oml knowledge. In South Africa an arbitrary limit of 5 mg., or 500,000.00 iwu. tides per culne meter of air. wa set. Their recent reports, iwmexer. give tl>c average air dustiness of tin: working places as around or just over 1 mg. per cubic meter of air; there is firolKsldy r.ot one dry mine or tunnel in tlie United States wiKre the average, air dustiness of working places is as low as S mg. jicr cubic meter of air (the South African .standard) or 10 mg. per cubic n vlcr of air (the standard set In* Higgins, atui Luuza in tlveir sttttly of miners' consumption in the Joplin. Mo. district in 1915). anil a recent taic regulatioit restricts the number oi iiartides to a maximum <* 1S.0UO.fAW per cubic font uf air or a'xurt 530.000.000 per aibfc meter In general, tile average air dustiness of working places of our dry metal mines; rims afiove 20 nag- ?kt cubic meter of air ami many rim above 50. Tlic outstanding: remedy for tlw Jjad situation with respect to dust disease (in many localities a most distressing cue) in undergrowkl workings is education--education of underground workers in the necessity oi taking such precautions a are available; of employers in recognizing the seriousness of the situation and in providing devices and methods to reduce or prevent the incidence of disease and, if accessary, enforcing 228 Twenty-second Congress--National Safety Council their adoption on the woekcis; of the doctors in correctly diagnosing the disease, giv ing: publicity to Us prevalence. seriousness, preventive remedies, etc., and m death cer tificates religiously assigning dust disease as the cause wlicrc such is the case; and of the merchants, mrvvjqapcr:!. and other influence* in the community in trying to prevent the disease rather than in hiding its existence. As specific remedial sncteuics for metal mines and tunnels, the writer suggests the following: mechanical ventilation, with a definite person or persons iu cliarge, should be adojtfccl to force moving currents of air m every place where men work in order to remove dust. heat, ami gases. Tltc use of water should he enforced in all drillings, in the sprinkling of ore and rock pile*, hi tl>e wetting of timbers, man and haulage ways, and in every place wlicrc dust may be found. Where possible, the blasting should all he done after a shift; where this cannot be douc there sliould be an en forcement oA strict vcguWivws as to the wetting of the region of Wasting both before and after firing the slioCs, a* to the removal of all explosive fumes by adequate air current*, and as !o the iHcvcnirwi of entrance into a Wasted place until all dost, fumes, etc- have been removed. There should hy all mean* be strict phvsical examination of underground workers licjorc employ imrut and at pcriIs W not mure than six months during the employment, whli prompt removal from dangerously dusty work sliould unfavorable physical symptoms be FouiwL In our coal mines education is nUo badly needed. Tlic dust health problem of the cvtvtracior is likely to lie Mxiicwhut different than that of th* mine ofierator--ycl some of tlsc factors arc iundamentaUy similar. There is no question that far tore much stress has been laid un silica dust ami silicosis when tlc emphasis sliould he placed on the very* definite danger* to workers in breathing a large quantity any and all kinds of fisiety divided dust Thiels the worker accusnulaves or Is likely to accumulate day by vlay his system: Use vouUluU respiratory disease should !e termed ittKmivHmocooio&i* or simjdy dust disease rather than silicosis or anthmcsud*. etc., since it is highly probable that no person has ever been incapaci tated bv tlx* breathing of any single dust hut rather hy a combination of dusts. While it apjvears that all dusts nml cmwbtnatirms of dusts which are breathed into the respiratory |a*vrfc* in large quantities and over considerable time period* arc likely to be Starmful to Stealth, umjuesttunabh some dusts arc relatively n*ore harmful than others: wmie have effect in one manner, some in another: some dusts affect tlic litmtr. some the bronchia! apparatus, some tlve eyes, some the septum of the nose, some the stomach ami some the skin: some individuals have considerable resistance to the liarmful effect of hreathirse dust, others are readily susceptible to l; some nationali ties ure likely to succumb quickly to dust disease, and otIrs are much better able to resist it* inroad* on health. Having Ixeathed one kind of dust does not aid any human being: to resist am other kind of dust; tuberculows may accomjiany the other ilk due to breathing of t-ilicu dust, hut tuberculosis does not always accompany or result from breathing silica dust; tuberculosis may occur in connection with thj breathing of coal dust or other dusts. though it is not so likclv to be found in connec tion with coal arid with some other tv pcs of dusts: silica as a rock, whether as fret silica or as a silicate, is practically insoluble in water, Inn when in the form of very finely divided particles which float m air these very finely divided particles are readily voluble even in water: mi human being' knows vvftat percentaKC of silica in a dust is likely u, jjiv'c aificosts. whether 5 per cent. 25 per cent. 50 ;>cr cent or marc, and silicosis (so-ei'led) h alleged to leave l>een caused by breathing dwt with as little as 5 per cent silica.': no person knows what quantity of dust in air fsilica or other dust) is likely to be dangerous though numerous arbitrary standards of air dustiness are Construction Section 229 given to the public, these standards ranging ironi as low as 250.000 particles per cubic fool of sir to 15,000.000 particles; present methods of determining air dimiws*,. whether by weight or by count of particles, arc anything but accurate or dependable; while the X-ray is unquestionably useful hi determiuing the condition oi the revpiratofy passage* as lo dust harift, it is improlmblc that any person can from tin: x-ray alone determine whether the person v ruyed has silicosis, anthracosis, or any other specific type of dust disease: practically every human being breathes silica dust, as 50 or more per cent of the earth'* crust with which we come n contact in dlucous ami probably 15 or more per cent is free silica ami all of us breathe dust from fields, roads, etc.: dusty air. with high temperature* (say. over 80 degrees Fahrenheit) and high humidity, is more likely to be liarmfui because of dust than air with less trying tem peratures: dust laden air contaminated with gases, such as high earl son diuxuk* rvr high carbon monoxide, is more likely to give K health from dust than would ah' free of high content of extraneous gases: dust disease may Mcapncitnie its victim *r may kill him in less than a vear from tle lime Ite first works in the dusty place, but in general it takes a much longer period: it is said that any person may work in a dusty attuostdieie for several years without *pt<*rcnt ill health, yet several year* aft.'v leaving the dusty work, may succumb to dust disease; generally when a worker has become afflicted with dust. disease, it is impossible tc> cute hn i so as to completely remove the ill effect*, and this h aptly expressed by A doctor in "The American Slone Trade*1, August, 193.1, as follows* " Mo treatment for the cure of stHrosta is brown. We can't make stiff tissues aoft again. Prevention ss live only resource" U > said that sickness cause* at least eight times as much loss of time to workers as to indus trial accidents and uiu;ueationahly cue oi :Uc muwt prolific causes - McUvwsfeS of dusirhl workers is the hreathhig of du: rlusl disease unquestionably is (he scourge of Ue wthtslrUd worker of today. What can and should Ik- d-ue aliout it? First of all, industry should reoognire that any ami all dusts breathed in hir#;y quantities for a long period are likely to be dangerous to the persons who breathe them; then available measures should be taken M prevent atr ditshncs*. the ntxse essential !>eing: 1. Use water in drilling, or spuokliug sui faces, or iia ciwitscciitm with processes 2. Use tlve best possible verttilatlou to sweep away any lute dust whkh may get ito the air where people work. 3. Install the best available equipment to prevent hit katnuiHui. 4. Have every person ht the orgauisatloit undergo a real pliysical examinaisun Ih - forc entering tlie organization and at slated intervals (not less than annually), with removal from divity air as soon as symptoms develop in the respiratory tract. 5. All those really interested in tfur preservation of the Iveatth of workers should taimUartze themselves \vit!i available data as to dust dauget; a limited 'jibuouraphy. 6. While there is now an enoruious amount of Htigalmn as to dust disease dnefly of the misnomer '`silicosis", knowledge of a definite, dependable, accurate character about dust disease is ivoefufly lacking and tlwre i-s proliahly no mure fruitful field fur concerted, unbiased, dhiuteievted imestigation thau that in connection with tlic Ijv^jUs harmfufne&s from dust Industrial organizations, co-operating with the state mid the Federal povemment as well a* otlwr parties, .sliould institute studies as to dust disease to have available authentic disinterested data for use not chjJv in connection with (lie numerous court actions now pending, and likely tc increase, but also as a solid back ground for state regulations and itaie laws whici> now are being framed withuut dc (lendable data chiefly because no really dependable data arc in existence. 230 Ttccniy-sicnmi C mtgrcss---National Safety Council ^ Effective Safety Program for Contractors ' By J. C. WILSON Vice-Pre&Idnt In Charge of Safety. Lumbermen Mutual Casualty Co., Chicago T Im; siK.*akcr >*i! in jart; Taken as an entire industry, there arc few mechanical operations in the obstruction game--very leu- hazardous ruacbmi'S to l>c guarded. It is therefore plainly evident tlwt accident prevention in tliis line. i> distinctly one which rests on tfic human element. Our comjwiisy lias sjveciulizrd fo accident prevention ajul has Itad souse success in assisting member* ot tlc *'A. G. C." to reduce and present accidents. As a brief oiHline of an effective safety program for contractors, t would like to submit the following-, developed through years of constant effort on this particular problem. We stuiHed more than 1,000 construction accidents and found the outstanding- enures fo he; 25 jnrr cent stepping on nr striking *m*t objects: 18 per cent handling objects; 15 per cent struck by falling objects: 13 per cent fall* nf persons: 10 per cent dying particle* in eves; and less than 5 jut cent of all *cdlcl* studied could have fccn prevented ilmandi the iwe <x additional mechanical safeguards. Thus 95 per cent <>uld haw Jk.ch prevented by pinpcrly educating the workmen ill safe practices, or in dther words by in*niuig on oIkmIIciicv in necessary rules far tlcir own safety. Will* this as. a h>uud,nkiM. we opened a camisugn to educate the foremen so they i turn c-.aihl train their workmen tu guard against these causes--to watch constanthand to foil- w through mi a progiam reiju ring full co-operation from everyone on the job. We suggest holding a foreman responsible for his results including accidents. To tins end. a report form la?, been prepared which supplements the regular accident report. It rebuke* llte forcnflm' personal investigation and hi* written statement emerfag wfou happened--why--how ami what has been done to prevent another accident like it. A safety committee should Ik: formed as soon a> tin? new job starts. The timekeeper is usually the secretary ami the superintendent the clutinuan. As each type of wcfc is added tin.- iWcuuni *f that crew is made a member. This committee will Ime comforte eluirge <*i seenlent jrci cation. ami by cmvtimth- tramuig the new men and alwa>s watching the work as it jH-ogres.se* should have no difficulty in avoiding accidrills. A safety engineer will make regular inspections, review accident* and inamtam interest in accident prevention. The system of posting Imlletim armuni the job-placing safety slogans inserts in pay emvlo|ic<--rctjiittmg each employee to study the rules--sending safety letters to the workmen'* homes--all arc a part of a general program and add to the results of intelligent supervision Much success has followed llic use of chart* which analyze the accidents reported over any given period of time--usually monthly where a large crew is working. These rc divided by foremen ami clarlcd a* to canxv They require full co-operation from the niaiMigeimitt * tloe* any scheme in a safety program. With Use contractor s help, a safety meeting is called and cnch superintendent. foreman., and straw boss is present to discuss each accident and to c.Nplaui to the safety committee just what hapjicucd ar.tl why. .But--ami here we pul it up to you--if llse meeting ends ;l>ere and the hig boss tloci nothing--*# ha.pjK.-iiN many times--the accidents will continue. If lie takes proper ac tual and follows up the foreman, he will soon have a good record ami a safe job. Construction Section 231 Following this procedure on a certain large job, with a fora* averaging about -45*> employees, their lost time record by months was as follows: January. none; Febru ary, one; March, none; April, one: May, three: June., one; July, iw.e; August, n^ic: September, five: October, none; November, four: and December, one. The complete co-operation wrailiup between Ibis firm and their imiiQiKC com pany. and in fact every one of lue 450 workers all down the line, which made pos sible this record cf Imt sixteen lost time accident* in tin? whole >var; fine month.* with no lost time accidents. ;uhI with four mouth* wills hut mu- lost lime accident; sltenld dearly indicate that safety pays hig dividends ami -avet construction cw!. WEDNESDAY MORNING SESSION October 4, 1933 The chairman called for the report of the Nominating Coi muitHre. ami thfo was presented by W. F.. Ttibcsntfr, AssocialccI General Contractor* of America. eSudrm.-m of the committee; u-.sii officers were elected a* follows:: General CWrwim--Join* Russel!. Jr., United Kugmeers A Constructor*. Inc.... 80 Park Plate. Newark. N. T. frhc-Chiunu,m --\V G Wheeler, Ihiilding Fradcst Kntploycv*; Association. 2 Park' Avc.. 2Ccw- York, N.. Y. J'Sre-CkitUiuan far /iwfomvrw./ Ptvh'els--^P- B- ManeJta. Jr Thomj^nn Sltirrcli Co, 250 Park Avc.. New York. N. Y, Vire-Ckmrman lor Utility Constriction--C H Black. Stone Se Webster Kssgineer- ii-g C<t*'p, 49 Federal St, Roman. Mass. I'lee-ChairM-Qn for tj. S. Drfui'tnsmi--Csij>t. KIHolt Vaudsvantcr, U. S. Kngincer Office, 2830 Mtmltioos Bldg.. Wa*hingtois. P. C - AYrrr/iiry--Robert McKinley., General Accident Fire & Life Assurance Com*-* T-edyaid St., Detroit. Mich. AfotiJ Letter Editor--Edgar X. (iohbtme. Slate Con.tKusat'on ImuraiKe Fund of Calif., Su Fiancisco, Calif. Bttplneeriitft Committee Choi* j. C Pirc-fcr, The I- E- Myers 1314 Monadnock Bldg.. Chicago, III. 'Membership Committee C/jtffnnuH--Noramui Wellhigs, Booth X: FliiUl. Ltd.. 1942 l3otl>c* St.. Pittsburgh, Pa. Poster Committee Clnunuau--James: N Doyk. Janie5 N. Doyle, Adjmtmvut Bur eau, Reg'd, 353 St. ?-?klKda St .. Monti cal. Qud>cc. Can Program Chairman-Ai J. ReigeUuh, C W. Illakcskc & Sous. 58 Waverly St.. New Haven, Conn. Publicity Committee Chairman--Thomas W, Walton, Heorv W. Horst Co. 1505 Race St.. PhilMdelphia. Pa. Statistics Committee Chairman--W. A. ifoow. A*i.>cuted General O>ntrator oi America. Inc.. 1329 K. Street. N, W,, Washinglon. I). C- Mctuberj at Large-- \Y. F. Austin. 4649 Humlwldt Avc.. Detroit, Mich. Mis* E S. Ghee. Mel aun Marble Carp., Walnut Ave, and East 141st Su New York City. W. R. Richards. Bureau of Contract Information, 729-- 15th St., N. W,, Wash ington.. D. C- 222 Turnty-srcoml Congress--National Safety Council George Widtia. Guilders ami Manufacturers Mutual Casualn- Co,, 120 S LaSalle U '-.te oajsc 3' a"ae- In' /-f.v \i7tT2. The Program of the San Francisco Bay Bridges By E. N. GOLDSTINE Safety Engineer, State Compensation Insurance Fund c-f California. San Francisco The i>caker said in jarl: An extraordinary effort is.!wing marie in the construe.ti#n of the two San Francisco Bay* bridges to assist the contractor in Achieving the objectives t!tat have been outlined. The State Compensation Insurance Fund of Cultfomia. which provide* the Workmens Compensation Insurance coverage for most of tiie work insured. U wording cIomtIj and harmoniously with the California Indus* trial Accident Cotutuissjon. other insurance carriers the bridge engineers, and all of the major contractors to eliminate accidents as much as it is possible to do so. Some of the measure? adnfvtvd arc here described. The contrachirs are members of the Construction .Section of the National Safety Council, mid are rli^layinar regularly !y weekly chants from three to fifteen safety posters. Every emplovcc lias received an individual stt of safety instructions. Any failure to Jwcrvc tbcm may result in dismissal. Evfcry foreman Isas received an 18* page xct of more com]wcl>cittvc safety instructions. Every employee received every other week hii emplovcc imhltc.ukm prepared by the State Fund under tl title of the ' Bridge Bulkier.** consisting of four or five pages. Itw contents cover the nature of the work that is J>cmjr done. de*or*iH>uti of tltc materials l>eing used and bow they are prepared. personal items about the men. safety cartoons, and one page on sonic aspect of accident prevention At each libation a supervisor of. first aid employed by tltc contractors has liccu appointed. It is live part of hia duty to sec that first aid supplies arc maintained; that all minor injuries arc reported on a special form: th*t all cixnct rcqthrmR mediewl allvutioii are thoroughly mvestiitnlcd and the facts recorded on a special investigation report; that safely posters are regularly displayed: that accident re[x?rts are promptly made out and sent in; inspections are to be wwulc regularly, as well as being on the outlook constantly for any dangers that may be . present: that safety suggestions are encouraged and Iweded; that arrangements are made for any meetings with foremen or groups of employee*. Two of tins contractors have had all km men in their organization present at a serie* of first aid talks, which wan foJkvved hv a series of discussions on die experience of tlie respective organizations and wliat was to lie done in the future. A third coo* tractor has selected a dozen men to wear chromium plated safety badges and con stitute a workmen's Safety Committee. They meet every week for half an hour for tltc same inirpose. Tim first aid supplies have been carefully selected in the light of what would probably be needed for the work in hand. First aid stations equipped with slretclicrs and m one Instance with a private ambulance have been set up, Safety contests have been held and prizes awarded. Comprdiensive tabulations of accident exjwrricnec have been prepared showing the number of days of lost time in various types of employment, by nature of injury by body part injuied, by general cause, by primary basic cause. by work groups, hy days of the week, months of the year, and hours of the day. When they liave an accident they know about it and come to the realization that it would be better not to have any more if tltcy could possibly avoid it by reasonable foresight. Construction Section 233 Safety Measures in the Construction of Municipal Facilities By SAMUEL A. GREELEY Fearsc, Greeley & Hansen, Chicago Vmorunatcly. since Mr. Greeley spoke extemporaneously from miscellaneous notes, no copy of bis address is available. However, he particularly stressed the wxessity of dealing with the general public hi this type of construction. especially where the corwtnaciiofl work consists of public hiighv>a> and ojH-n cut sewers, which paw* through various towns along trie right-of-way. He pointed out tire necessity of the proper storage of materials, tiw jvrotection of trendies and machinery used on the peratkets. clc. In tunnel and open trench work lie stated that probably the greatest Istzard wa> that of cave-ms., being caused by jmor shoring, rains, etc. He also brought that the iroproficr handling of explosives caused a great many accidents. Another hazard i the lack of specific requirements not being covered in tide specifications hy the cneiBcffs. He claimed lliat the specifications should be. very clear in reference * accident prevention, this should be covered so that there can be no guesswork on the part *f the contractor. Samkary requirements should also be dear!) defined. He jminicd -nit several iti.T?rKVf ta the past wlrcre jobs were seriously interrupted by disease ami desertion. Pcvxval hygiene is am important factor wlvere camp* arc necessary. The men *&oa3d be required to hethe frequently, be provided wills changes of clothing, Inmk hooew dvxdd be kept clean, blankets and bedding should be aired frequently. Urn* phai*W the importance of sanitary and proper hygienic conditions, he pointed out mi <sse jrfx where 2.500 employees were working. that in u period ef one year they had ijnljr {tier cases of pneumonia. Safe Practices in Construction Work u* It * t~,f By R. J. RKIGKLUTH C. W. Blakealee & Sons, New Haven, Conn. The speaker said in part : In 1929 our firm was faced with the problem of reduc ing accidents *xr bearing an increased cost of insurance. Wc made a study of cm accidents and found ten major items c*f cost which arc definitely caused by accidents. 1* There the increase in cost of insurance owing to a higher rate imposed for bad experience. 2. There is sm expense which results from the interference with production caused by an accident. 3. There is an expense following the accident owing to a demoralization of thu esprit <fc corps The resulting timidity and nervousness of employees who observed or knew about the accident slows up production. 4. There is also a definite cost in vcunecti >n with the training of substitutes for the injured men 5. Another item of cost is in connection with spoiled work. This is incident to almost ererv accident. 6. Frequently on serious accidents, the cause of the accident or tl>e result of the accident is damage to equipment, winch must be repaired before the work can con tinue- 234 7 ii'enfy-second Congress--National Safety Council 7. If the equipment has not been damaged, it will at feast tave to stand idle vihilc repairs are being made, either to the crew or to the work on which tire equip ment has been engaged. 8. If an organization is properly managed, it will not let any accident go by with' out investigation; therefore, the time of supervising and executive officers spent in investigating the accident arc certainly items of cost. 9. The time lost by the injured for dressing, even when the accident is not serious, is an item of cost. tO. In connection with every accident of any serious nature, there is always con. sicVerable time lost by others in addition to the injured. The idea prevalent among so many contractor* that the cost of accidents does not srrtomlv concern them because Un?j" arc covered and protected by an insurance com pany. i* palpably erroneous when you consider this list of ten items of caste which have to be borne definitely by the contractor. We faced this situation squarely in our organization and found that U*e accidents we were carrying under self insurance on comparatively safe tsrojects cost us $4.08 per $100 of payroll, whereas the insurance on liazardons Jobs that we carried with the insurance company cost us only $3.70 per $100 of payroll. When we added to these insurance costs the otlw uinc items of cost, we found that it was necessary that we find some way of seciu ing safe practices ami so lower our cost of protection. We were aide to accomplish ihc in tin* directum because our executives were roused to the scriouliiess of the situation, \\ e found tint the first thing to do was to get out superintendents aiwl foremen together.. We held the meeting* wee a month and tad our superintendents and foremen coimc in to attend them for an evening dinner. We brought them from these work, no matter where it wtt*. isi some eases it being necessary for them to travel all Uv to attend the meeting. We found, towever, that the costs of the meetings were amply justified b> the reduction lu live coet of accidents. At these nlcethigs we read the record of accidents on each job, giving emphasis to the pood records as well as the bad ones. We also tad instruction talks on matters of vital interest to Use men and items which tad direct hearing on the question of safe practices. Our speakers included men frown insurance umiiisnict. rope and cable manufacturers, and also some oi our own organization. They talked on such subjects as rope, cable, ctaim. boilers, and method*, and exhibited broken tools and other factors cutei mg iota accidents which could easily be brought to t?w meetings. When we tad carried the meetings to the point where the men became interested in safety, we gave them definite orders on tine adoption of safe practices. We found that there was no particular advantage in appealing to them on the humanitarian side, but wc did find that they would accept orders from us on the question of safety the same as ttoy accepted orders on oilier features of the work. We placed the responsibility definitely oo the foremen and supernitewlenls. We succeeded in carrying on for Over u year without a single accident by itr ts uck drivers. Wc operated four of our quarries for over two years without a tingle lo*ttime accident. In 1929 >4if construction blanch of the business reitorted 4.52 lost tours fur svery ttausara! hours worked. In 1930 the ratio was 5.20, tat in 1031 the results of our efforts began to he apparent when we lost .007 per thousand hour* worked. ami in 1932 our record in the construction field was even lower than that. ADJOURNMENT TiV JINTY-SECOND ANNUAL SAFETY C ON CRESS NATIONAL SAPllTY COUNCIL Delivery, Taxicab and Bus Section Officers 1932-33 ilcnertii Cahill V. Wmi.i..:-, Pillshurv -Mill* L>, Mutneapolis, Mimi,, Vice-Chairman Jar Delivery Pieeis--F. H Yaws, H. J. Menu Co.. Pitutargh. i iiV'CAsi'ififlij /*" 7 ii-xms'' /'/fi7.f"-S. S hHKVvuPki", Miiswcll'llavis, Inc.. Hiifdun!, Conn. rhe-Chsirmtm far Bt*t Fleets--AlexaMiEk SuAmto. Washington Rapid Transit Co., Washington, I). C- Seeretary ami Xetes Tetter */--Kicjiamp Lkoxaiu), The Taxi Weekly. New York City. Chairman Paster & Sih Commitice'--Nxcroa T. Nt.nruu_. Northwest Casualty Co.. Seattle. Chairman Program C ontu ittec-- C G- IfnaAkT, Wsehohlt Stores. Inc.. Chicago. Chairman Puhfithy Committee---L'has. H. Ruth. Evening Star Newspaper Co.. Washington. D. C. Chairman Meatlx'nliih Cuntiuat-,**-- H. C. Skck^, City lee Co. o kaiiws City, Kansas City, Mo. Chairman Statistics Cowwitlce--A. E. LuvnSTrApr. Bowman Dairy Co.. Chicago. Chairman P.nymrentni Committee--William V. S*-s*Kotm, Tlve United Electric Light & Pew cr Co., New York City. Members at Large-- Row-tar Clajk, Liberty Mutual Insurance Co., Boston, H. L. Cummixss, Yellow Cab Co, Richmond. Va. Marcus A. Dow, Greyhound Management Co., Cleveland. Dale Habmax, Yellow Cab Co. Kansas City. Mn T. A. IfoBROCKS, MimicsoiR Truck Owners' Assn., Minneapolis. Minn. H. A. Isaess-Bkowx, The Taxi Weekly, New York City. T. R- Jonxsox, United Parcel Service of New York, New York City G. F. C. Taylor, Shell Hasten1'. Petroleum Products. Inc.. New York City. J. ). Zeiixkk, New York City. 235 236 Tn'euty-sccond Congress--National Safety Council >, > * *v*<*V/ 7/- TUESDAY MORNING SESSION October 3, 1933 The first session of the Delivery, Taxicab ami Bus Section was called to order by C 11 Auel. the Westinghouso Electric and Manufacturing Company. East Pittsburgh, Pa., who welcomed the delegates in the name of tise Executive Committee if the National Saiety Council. He then introduced Genera! Chairman C. V. Wells, IMUbury Plour Mills Comjwny, Minneapolis,, Minn., who presided. Chairman Wells opened live meeting: for forma! business, and the following actions were taken: 1. The old set-up of sectional officers was changed to* consist ol one genual chair man, fourteen vice-chairmen for different type* uf fleets, a secretary who is also to serve as head of the Program Committee, three chairmen m genera! committees on Engineering, Posters, and Statistics, respectively, besides which there are to be an indefinite number of members at huge, including the past general chairmen uf the section. 2. It was deckled t< go oxer the sectional membership to weed out drone who tad been automatically enrolled but had no particular interest an the activities of the section, and to invite through the News Letters of other sections other Council members with fleets f more than five vehicles ta enroll in this Delivery, Taxicab ami Bus Section. It is understood that all fleet meiuhers and insurance companies writing piddfe liability insurance are to be retained automatically a* section members Report of the Nominating Committee Chairman Wells culled for the report of the Nominating Committee and this was fwcSeulcd by Joseph HoHendci". The Hollrmler Storage and Van Company. Chicago. Chairman of the Nominating Committee. Lite following officers were placed in tiomtnatkm and elected: General Chairman--C. H. Ruth. The Evening Star. Washington, D,, C V ke-Chasntum Fur Bakery Fleets--A. E. Cameron. Pic Bakeries, Inc. Newark. X. J- I tti--CfnnrtN<jM F-nr Fleets---T. A. Scftcudel. Premier Pabst Corpe-ra- timi. Milwaukee, Wit, Vice-Chairman For Bus Fleets (City)---Leonard K. Maruiel. United Motor Coach Onnpany. lies Plaines. 111. Vice-Chairman Pur Bus Fleets (Inter-City')--Earl Hensley, Pacific Grcyliound Lines. San Francisco. Calif. Vice-Chairman For Dairy Fleets--A E. LuudstCfM.lt, Bowman Dairy Company. Chicago. I 'iec-Chairmen; For lee and Coal Fleets--L. W. Daw Icy. Southern United Ic- Company. Jackson. Miss. Vire-Chairtmtu For .Yi-i.r/ni/vr Fleets--W. if. Burk, Traffic Manager of the Caution Repository. Canton, Ohio. Vice-Chairman For Petroleum Fleets--Clyde W. Smith. Standard Oil Company (Indiana). Chicago. Jlee Chainuan For Puttie Utility Fleet*--"H, N. Gainer, New York St Queens Electric Light & Power Company. Long Islam] City, N. Y. Vice-Chairman For Retail Store Fleets--C G. Hobart. Wieboldt Stores, Inc., Chicago. Dclwery, Taxicab and Bus Section 237 Vice-Chairman For Taxicabs--Prank K. TY>ye, Toye Brothers Yellow Lab Com pany, New' Orleans, I-a. Vice-Choirmo\i For Truekiuy (City)--H. E. Trerise, Koppcrs Seaboard Coke Co, Brooklyn, N. Y, Vice-Chairman For Trucking (Inter-City)--D. M. Miles, Here Comes Meeks, Seven Mile, Ohio. Secretary and Chairman of Program Committec-S. S. Grcenburg, Maxwell- Davjs, Inc., Hartford. Cocm. Chairman Enpiueaiut! Ctwndtiee--A. D Prentice, Hartford Accident A- Indem nity Company, New' York City Chairman Poster Committee--V. L- Nutley, Northwest Casualty Ci>mj>auy, Seattle, Wash. Otdiruuitf Statistics and Context Committee--Georgy A. Meyer, Southwest Trans portation Company, Xcxuikuna. Ark, Members at Large-- Marcus Dow, Greyhound Management Company, Cleveland, Ohio. Robert Clair, Liberty Mutual Insurance Company, Boston, Mass. Dale Harman, Yellow Cab Company, Kansas City. Mo. C. V. Wells, PtUsbury Flour Mills Company, Minneapolis, Mum. B. C. Skeen, City Tee Company of Kansas City, Kansas City, Mo. C. C Rosenbetger, Markel Service. Inc., Kansas City, Mo. George Wtdtta, Builders and Manufacturers Mutual Casualty Cct., Chicago. A report of the Poster Committee. prepared by Victor L. Nutley. chairman of this committee, was read by G. J Coleman. Northwest Casually Company, Seattle, which called attention to the fact that all through the depression tlie Council has steadfastly offered a large assortment of posters for the use of its members. Since the last Annual Safety Congress. 756 different kinds of posters have been offered to the members, and 2,888,000 copies have actually been met! More posters have been issued drat were suitable for the Delivery, Taxicab and Bus Section members than tor any other individual seetmn. This is probably attributable to the fact that meat industrial concerns operate a fleet of motor vehicles, thus making them eligible for membership in the section The Chairman then introduced the first speaker: Selling Safety to Drivers { &/i ,f. A- 'i. t t ( Xo &/ By MERRILL HUTCHINSON President, Hutchinson Advertising Agency, Minneapolis, Minn. Mr Hutchinson spoke extemporaneously from notes, and therefore, unfortunately, no copy of his talk Is available and only tlse substance can be reproduced here. He said: There arc tlircc important steps which must he discussed in the selling of safety, fust as the samo steps occur in the selling of any other commodity or service. These arc, first, whom do you want to reach; second, wtat <k you warn to get him to do; and third, what means have you to get at him? Now, although these principles arc the same in any kind of selling, the selling of safety is usually left up to the transportation department or the delivery superintendent, or some other administrative officer, and the advertising department of the concern or the public relations department is left entirely out of the picture. Perhaps this is a mistake. If the advertising men of the business were called in for advice or a*- 238 Twenty-second Congress--National Safety Council sistance, they could doubtless make valuable suggestions, and 1 want to recommend co-opcraikm in this respect. It would be splendid if we were able to say that posters redace accidents 17 per cent, safety talks 5 per cent, emjtloyecs' magazines 3 per cent, and so on; but there >5 no wav to discover whal medium accomplishes the results when several are used Therefore, we cannot answer the question: "What is the best way to sell safety?" The situation is like that of a sick man who goes to a doctor w!>o makes him go on a certain dku take certain exercises, get more fresh air, and take certain treatments. Neither the doctor nor the man will be able to tell which of these did die business nor how much cadi one contributed. It is emphatically not a matter of using this or that method, but of using this that,--all together. 1-ct us now consider whom wc want to reach with the safety message in fleets. What kind of i*cjIe are lltese drivers? We know that their average Intelligence is about 12 years. Therefore, we must not tell them anything in words or figures which a 12-year-okl Uiild would not understand perfectly. One of tlw: great stumbling blocks in advertising safety or sausages or shoes is titat the man who pays for the adver tising wants the advertisement to be the kind that he would like, and fails entirely to realize dial this would only be pood for reaching people like hitraidf. If the management insists no thinki-ng that what it wants is what the other fellow also should have, die effects of the effort may be entirely lost. Another thought in selling safety or anything else Is that tlic thing is not under taken like starting a chicken farm. Tliat is, by getting a few* hens and a rooster and putting them in a coop, with a yard, to produce eggs. Advertising doesn't work that way. The tiling doesn't keep going by itself after it is started; it lus to be pushed alt the time hard or it wilt stop dead. Tht* pushing must be of good quality as well as abundant in quantity. It is not enough to keep ou making a noise; the noise must he an enthusiastic one. The advertising material must radiate belief in something. With regard to the medium to be used hi reaching drivers, I have already inti mated that as many different approaches should be used as possible. Care, most be taken, however, in using novel ideas. They arc only effective when closely asso ciated with the idea you wish to pul across. For example, a dentist might use a giant tooth for a savings bunk to pay fix' dental work, hut a giant tooth would not be good for a piano company to me. If the associated Idea detracts from the central one. It should be discarded. Some advertisers consider that it is necessary to have a beautiful girl to advertise titinjifs. but 1 cannot see where this is advantageous if the beautiful girl is not associated with the things advertised. The person to be reached is too likely to remember the girl and forget safety. In any case, however, it is necessary to use something out of the ordinary to get attention. Position of [testers or bulletins is also impoctant. You simply can't get a human being to go out of his way to look at your advertising, no matter what it is. You must stick it right in front of them and dress it up. The billboard stuck up oil a dump heap will not be nearly so successful as one pot on an attractive spot. The appeal used in your advertising of safety should challenge. I remember a splendid example from an insurance company which advertised, "Will your widow dress as well as your wife does?" That sort of thing bangs you m the eye. This is a difficult thing to do but important and worth much study. You want your reader to say "That's right" when he gels your message. It must ring a bell in him. Finally, let me advise you to sell safety on the basis of selfishness,. Let the men Delivery. T'a.vicab ana Bus Section 239 you want to reach know that if they arc injured in an automobile accident, that may be the end of them. Or worse still, they may l>e crippled for life. Let them know definitely that if they kill a child with their vehicles, they may never get over it anJ may be nervous driving for the rest of tlieir lives. You must make continually clear what effects accidents will have on the man you want to reach. f C'Syf. decent 'Technical Problems of the Engineering Committee By W. E. SANFORD Safety Supervisor, The United States Electric Light and Power Co.,, ,. New York City ,~ /fti, The speaker said ia part: The following subjects have been referred to the com ? mittce for action during the past year: 1. Revision of part II of the "You and Your Car** leaflet series, entitled "Mechan ical Equipment/' Tins subject apparently carries considerable interest, as it brought forth many constructive suggestions. 2. `"Safe Driving." This pamphlet, designed for the use of organizations winch do not fed justified in going to the cxjiensc of publishing drivers' rules, also excited wide interest and many valuable suggestions were tirade. The pamphlet is wow avail able to organisations and to date some 50,000 copies have been sold. 3. "Brakes on Trailers." The proposal of Wisconsin to enact a law requiring brakes on all trailers having a gross weight of 0000 pounds of more, made it de sirable to secure the opinion of organizations interested. The consensus of opinion seems V* be that all loaded trailers should be controlled by the operator of the power vehicle and that depending on an attendant on live trailer or semi trailer would be extremely hazardous. It Is also considered to be essential that adequate parking brakes be provided on the trailer, so arranged that the wheels may be locked when the trailer is detached from the motor vehicle. 4. "Refueling Hazards--Buses" Considerable information was furnished on the operating experience of organizations all over the country, accidents,, however, have been infrequent. It is suggested that the succeeding committee follow up thi> question. 5. "Side Lights on Vehicles." Should some form of side lights be required on all vehicles, with a view to reducing the danger of night accidents at utterscctkms? It is suggested that this subject also be carried on by the new committee. Brakes and Accidents / By LIEUTENANT GEORGE ANDREWS ' -S? /J>t f,K<ZL ~7 Vehicle Homicide Squad, New York City Police Department The sjieaker said in part: In the early port of the year 1930, a conference wav held by the Police Commissioner and the Chief Magistrate of the Magistrates Court, City of New York, for the purpose of formulating a squad organization to supply complete information and reports of fata! and near-fatal accidents. This squad in vestigates and reports on such accidents in the boroughs of Manhattan, the Bronx and Brooklyn. TIhkc squads have a personnel of three lieutenants, forty five detec tives, and cover twenty-four hours service daily. The detectives assigned to this 240 Twenty-second Congress--National Safety Council work arc picked for their qualifications and knowledge of automobile mechanism, some having technical training in automotive lines, others training in draftsmanship, and in conjunction with this they arc instructed by engineers and professors in the study of physics that apply to formulas, as used in the stopping distance charts All rules, tapes, and measuring devices used have a certificate issued for their accuracy by the Bureau of Weights and Measures. A decelerometer is used to test brakes, of the type that bolds a maximum reading throughout the stop. A gauge to test air brakes, also a pedal pressure gauge mud two mercury gauges to test booster biakcs operated by vacuum. A special form has been provided for the answering of questions relative to the vehicles tested. These police detail squads are investigating squads and do not make arrests or issue summons. Each squad operates from the borough Headquarters of ilie <ietectivc division, under the immediate supervision of the inspector of tbc boiough. Upon notification of a fatal or serious accident, from the telegraph bureau of the borough in which the accident occurs, tliat particular squad wumediatcly responds. Procecdmj; to the scene in the police department automobile, witnesses arc detained, statements taken from them and measurements made. Then the motor vehicle is examined for brakes, steerage, lights, etc., and upon the completion of the investigation a report is submitted on the findings to the desk officer in the precinct in which the accident occurred. Based on the investigations that have been made, the following causes of accidents have been listed: fatigue of the driver: poor judgment of speed or distance when a quick stop has been required; ignorance of road conditions or pavement surface when required to slop suddenly, cars jwsfkcd in narrow streets and pulling out without looking; operator's vision on trucks obstructed; hitching cm one car and falling in the path of another; vlart'wifi before the green light appears; turning left on l!>e green light, thereby striking persons crossing walk; listening to radio. Ins mind, therefore, not being on his driving; disregard of the eight-foot clearance law between vehicles in motion. Lights and Reflectors for Commercial Vehicles By WILLARD C. BROWN Illuminating Engineer, General Electric Co., Nela Park, Cleveland, Ohio Mr. Brown first demonstrated how the ordinary headlight with a parabolic re flector projects on the screen a spot of light, and how this may be modified or extended by use of prisms. The ordinary headlight beam which is narrowed vertically so tliat the light is. cmicenttated near the horizontal center line and spread horizontally, was then shown. It was demonstrated how sensitive such a beam is to loading of the vehicle and to bumps of the road, ami this pointed to tlvc conclusion that no beam that would give adequate illumination could be made free from glare with ordinary lamps fastened to the automobile body. The necessity for a second filament in the lamp to give a depressed beam (or Oilier niiiij of accomplishing the same results; was then derfionstrated. And it was pointed out that this arrangement is illegal now in some states. Following this, lantern slides were shown which indicated a very great diversity of state legislation with respect to automobile headlightingr and it was pointed out how it would be necessary to get approval of modern equipment before manufacturers Delivery, Taxicab and Bus Section 241 would install it on automobiles which arc being marketed. Automobile headlight makers were reported to be several years ahead of legislation in tlie various stales in this field. Finally, the effectiveness of headlights in which only the left side of the beam was depressed for passing while the right side remained at normal intensity in illuminate the road, was shown. Public education, it was pointed out, would be necessary to bring dual-beam headlights into sufficiently good xepute to force legis lation in a progressive direction. Drivers must learn lo use the new equipment before It will be acceptable. When proper education lias taken place we can expert very much better headtighting. Regarding tail-lights, it was stated that although red luxl been standardised to such an extent that it would lie almost impossible to chatu'e it, yellow would (notably be a preferable color, and is being introduced in present tail-lights to the extent that they are now orange rather than red. The tail-lights of tlc future will probably be two in number -with a standard spacing by which a person can judge the distance ot a vehicle ahead and estimate his rate of approach . With tl>esc tail-lights will piobabty be included slop and turn indicators which may he in the form of flashing indicators til the tail-lights thcrmcke*, or part of It. WEDNESDAY LUNCHEON SESSION October 4S 1933 Progress in Commercial Vehicle Safety ,CT pc By A. E. LUNDSTEADT Claim Agent, Bowman Dairy Co., Chicago A* The speaker said in part: In compiling data for the fiscal year 1932 33, it was desired to have the experience of as many fleets as possible. In addition to farts reported by fleets m die contest, therefore, data were gathered from Oliver members of the section and also from a considerable number of fleets affiliated with local community safety councils. As a. result, it wan possible to obtain accident data from 602 fleets with over 41,000 vehicles in use and operating 583 million miles during the year. The 602 fleets, consisting entirely of cither gasoline or electric motor driven vehicles, experienced 304 accidents per 100,000 miles during the fiscal year. This is one accident for about every 33,000 utiles of operation. It is a pleasure to report that accident rates were materially reduced last year. Accidents per 100,000 vehicles mites declined 37 per cent m comparison with 1931, and this improvement, together with a smaller reduction in 1931, makes a total decrease of 41 per cent since 1930. The improvement in the past year is based uo the records of 306 fleets operating about 22,000 vehicles that travelled nearly 320 million miles during the year. Exactly the umc Herts were used !<>,- both years, in making the annual comparison, so that this change is a reliable indication of what occurred in a very large exposure. Turning, now, to an analysis of the past year's experience, we find that small fleets, as m previous years, hod lower accident rates than large ones, averaging 2.42 against 3.35 for the large units. The rates of small fleets, likewise, arc generally 242 Twenty-second Congress--National Safety Council lower in such groups as department stores and other retail deliveries, in laundries, in public utilities where reports were classified in large, middle sized and small units. Large petroleum fleets, however, averaged 1.88 in comparison with 2-17 for small units; and large dairies, operating almost entirely In large cities, had less than half as many accidents per IGO.UOO miles as their smaller competitors- Considering the three principal types of motor vehicle fleets, commercially used passenger cars lad the best experience, averaging 2.60 accidents per 100,000 vehicle miles, and commercial trucks had the worst records, averaging 3.07. Bus fleets engaged in both city and inter-city transportation had a comparatively low rate of 296 which, however,, is due to the favorable experience of inter-city bus fleets. Such fleets averaged 1.04 accidents per 100,000 vehicle miles in comparison with 6.00 for hoses operating' over city streets. Kales among ninety different types of commercial trucks ranged from 1.99 for petroleum fleets to 6.95 for units engaged m hauling fuel The rates of fleets operat ing mostly In urban sections are. on the whole, higher than for vehicles used mostly m rural areas. Inter-city trucking fleets lad an average rate of 2.09; fleets operating m both urban and rural territories averaged 2.85; but trucking companies whose operation* uie confined almost entirely to cities averaged 5.19. Aft analysis marie by rise National Safety Council staff indicates that fleets definitely known to have adequate safety program* have been successful in reducing their high rates for previous years. I nm told that one city 'bus company located in a large eastern city reduced Us rate 64 per cent in the past year; also that a large bakery along the Atlantic Coast had a reduction of 59 per cent; and that a Urge fleet of imssenger cars and trucks operated by a public utility company decreased Its rate 49 per cent. Irs conclusion, let me emphasize the opinion of your Statistics Committee that the gtiincipal value of these recoids is in tlie individual fleet. We urge yon to keep corn* pkrte accident records so llial you can determine without any doubt just what your own accident problems are. If you wiU do this, then H is a very simple natter to file the simple monthly report necessary in the National Safety Council. It may be that there are some fleets represented in this audience that are not yet enrolled in llfre rHt'tc-Mt content which started July 1. If so. I MiuiMOil thnt ywi send your rt. (ration at cmcc to headquarters. I believe you owe ft to yourself, to the section, and to commercial vehicle operation in general, to maintain adequate accident records ami to participate in this competition as a means of achieving greater safety. i# Ca,L i/s~c. Accident Records and Costs By A. E. SCHMEISEK General Claim Agent, Aurora, -Elgin & Fox River Electric Co., Aurora, III. The speaker laid in part: Accident records and coats are twn separate matters, hut they' are closely related. The claim agent or superintendent who is in charge of accident prevention work would be lost indeed if he had no system which would inform him .as to w here to place the damper on the steady flow from the treasury of his company. Iu explaining our s> stem, I want to outline how we handle the accident situation as a wlvote. The company that t represent has a combination service to tl>e public of street railway, bus service a:Kl tlc sale of gas and electricity, and as such we require, separate types of accident reports for the various kinds of accidents we encounter. Delivery. Taxicab and Bus Section 243 For our street railway department we have one type of accident form, flexible to the extent that it meets the requirement* of various types of accidents. We also have a bus report form which is also used in the gas ami electric department (or automobile accidents. Then we have a type classed as the laiblie accident form which we use for accidents in both the street railway ami gas departments for cases with the public which do not involve either an automobile, bus, or street car. 1 have in mind such accidents as the failing of .trolley wires, poles bring struck by autos, the destroying of trees by gas leakage, unprotected diLchc* and hundreds of other cases along this lino-. We also have a report form covering personal injuries fur employees of all of our properties. For this we use tle standard State of tUuxovg, tn<Ui*irlal Board report form, and uur reason For this is that we find the question* in this form as a rule cover any accidents which our employees have. Aside from reports, we obtain additional information hy having our employee* report direct to the claim agent's office on all teriou* accidents. This is in addition, of course, to an iuvestfeation by an imeslifi&tor. It is an ironclad rule of our company that the failure of an employee to make out a report on any accident that he might have is a serkmf offense and subject to a severe reprimand. Iu the majority of cases we obtain a quick and very thorough report of all accident*. Control of Fleet Accidents By ROBERT CLAIR a(> k/t i Home Office Supervisor. Liberty Mutual Insurance Co,, Beaton The speaker said in iwnt; True managerial control as applied to acci*toils is .< comparatively recent development. An application of it to our fleet vriddems wiU give us almost everything we can desire in the way of efficiency. 1. Wliat has fleet safety in common with industrial safety? 2. How has managerial control of accidents developed? 3. Of what does modern managerial control consist? 4. How mu' we apply this efficient method of accident control ? From the standpoint of organization, industry has always operated on a department or foremen's group basis. This provided a ready made system of employee super vision which conforms tu the requirements of any problem of managerial control. The large fleet owner wlio is organized under i sales or regional sujfervisory sys tem, or who operates his vehicles from sep egated terminals. las a set-up for managerial control almost identical with that of die industrial foreman's system,. Tlx: small fleet, which docs net use the supervisor plan bait which operates its vehicles out of a single garage, differs hut slightly from the industrial organisation plan. If the operator runs ten trucks, the ten drivers assume practically t!*c same status as ten industrial foremen. Use drivers are both foremen and laborers in dual capacity. They* are of foreman caliber both in view of thcr responuhlfitie* and because they possess, generally, a higher degree of intelligence than the average factory worker. They are really individual supervisors with uo one to suitcrvisc. but themselves. As such, they are truly susceptible lo managerial control.. These comparisons should dispose of any existing idea that tlic fleet operating oigamiatiosv is wot comparable to the industrial system. It is -mly the `'tools" of the fleet accident prevention trade which differ from those used in industry. The funda mentals arc the same. 244 TtvcHfy-sfcoud Congress--National Safety Council We have prepared a chronological diart containing a comjttrison of the histories of the industrial and the commercial fleet safety movements, The conclusions which the chart indicates arc: 1. Organized industrial safety work is about eight veto's older than organized fleet work (1906-1914). 2. It required 22 years for industry to arrive at a general recognition of the effectiveness of managerial control of accidents (1906T928). 3. Fleet work arrived at a comparable conclusion ill respect to managerial control in 18 years (1914-1932). 4. Fleet operators could have reduced this 1$ year period of development to J4 tears by following more closely the development* in industry. There should have liern u etrim, of coKatisu.-os regarding immaterial control of accidents in 1928, Managerial control consists, in the first place, of a clear omlcrstamlmg; of two tilings: First, the definition ol a vehicle accident. as adapted from tlie definition of an industrial accident: second, tlte actual cost of a vehicle accident. A* early as 1910 we find an industrial accident defined as "an interruption to production." Tlie fleet- executive or safety man has probably always ignored this as not being pertinent to bis operations. As a matter of fact, the success ol any commercial fleet is lundainentally dependent upon its ability to produce miles. Inefficient miles destroy and delay cargo. make customers dissatisfied with your service, ami adversely affect your volume of bust* ness. Accidents, mere than anything else, prevent the commercial fleet owner from producing efficient mile*. For profitable fleet operation, inefficiency must be removed, and Utcreforc accidents must be eliminated. There can I>e no compromise with the word must! Tti regard to tlw cost of accidents, tire modern fleet operator nmst again heed the ad\ke of industry. In 1927 it was demonstrated tlvat the incidental accident cost paid by the employer directly is four times the amount represented by compensation and liability claims and medical treatment. Do we really know the cost of the accidents reported hy our drivers? Within two nmaths, wc bad occasion to talk with the officials of a large trucking fleet who had been drifting along, hynntized hy the. idea that "they were paying their insurance company to jay for all their accidents." T3ie results which had fol lowed this old-fashioned attitude bad been pretty sad. For the previous six months their accident losses amounted to $1Q,0GQ. It was pointed out to the officials of this fleet the fact that tlic accidents which their drivers had reported were worth approximately $10,000 to settle and that, in all probability, these same accidents represented an additional $10,000 in direct and indirect uninsured losses paid directly by the fleet management itself. After a moment's consideration ot the statement, die treasurer of this fleet said: "You are not far out <of llie way in making tliat statement !** As a matter of fact, the accidents which they reported probably cost. In actual cash, more than $10,000 which came directly out of that fleet's profit and loss statement. The superintendent of maintenance of a fleet operating more than 200 delivery trucks tells me that the average cost of each truck accident reported is $80, which represents a direct loss to the fleet owner on items on which he cannot or does r.ot carry insurance. Delivery, Taxicab and Bus Section 245 With tlw help of another maintenance superintendent we uotked out the usually uninsured cost of a typical intersection collision, We arrived at a figure of $397. Although this accident may have been more severe than the average, some indication may be had regarding the volume of such costs which come directly out vi the flee; owner's pocket. These few indications of tlie true cost of vehicle accidents will serve our iii.mcduie purposes. We will net even mention-other cost items such su increased insurance rates and loss of good will which also arc a[4 to follow vehicle accidents The fleet operator must banish from his mind the idea that it is necessary fur him to give his drivers sonic special educational, psjrliological, monetary or inspira tional treatment to enable them to drive carefully. lit* accident problem presents fundamentally a problem in non-productive operating cost elimination. Induced to this fw-rn, our fleet safety problem only needs some direct and aggressive executive control applied as you would apply it to any other operating cost problem On the basis of our country-wide experience, it bits been only during the last year or two that we. have generally found fleet operator becoming aware of the cfltdctKy of direct managerial methods for controlling their vehicle accident costs. For instance, a chain of six grocery stores hark east had developed most unsatis factory truck losses for two consecutive year*. This in spite of llw fact tlvat their president is a young awl capable individual who lias been carrying on actively with all the conventional "tools" of the accident prevention trade. Among other thing-* he had been holding quarterly dinner meetings, at considerable expense, for ail his drivers. These took the form of safety rallies. Last January ho developed a new method of attack. He decided to cut out all his meetings and rallies. He called in his store manager* and told them that from that day forward l*e expected them to control accident costs in the same way as he expected them to control the cost of twine and wrapping paper and other thinx* which came under tlielr supervision. He told them tliat each month lie would review all the acculcnts, hi groups as repored from cadi store, and that lie would call each manager to account dwuhl his ex perience appear to be out of line. During the first seven montlis of this year Ins truck accident costs have dropped 62 per cent from tlieir 1932 level. This executive used direct methods of accident control,, ami the conclusion h obvious Such results are typical. They can be predicted almost invariably ulsc-n a top fleet executive discontinues indirect methods and readies for bis most effective weapon winch is direct managerial action, There is a type of fleet official who stamps lus approval upon some suit of safety program and then paws along to the next business of the day, thinking that hi* accident problem has thereby been solved. It has not! Thu mistake; made by such officials is obvious. A ftasswe managerial interest or approval will not make any iwogram i>ermanently effective. There is auodter fleet executive or engineer who works hard at the business of accident xfcventkm. He becomes quite discouraged after having spent time and effort, as well as money, on elaborate educational campaigns involving rallies, high pressure speakers, safety committees and all the other fixings with no satisfactory results forthcoming. These men finally decide tliat there must be sotnc trick, or stunt, or secret which they need to put their accident prevention work on a paying basis. This second man makes a mistake because, going back to our earlier distinction, he thinks tlwt the "tools" used in the actual carrying out oi & safety program are the 246 Twenty-second Congress--National Safety Council things that get the results. This is not true but what does get the results is the managerial control that gives lhe.se "tools"' their authority. We must continue to use these so-called `'tools'* of our trade in our interpretive work. They are common property. The National Safety Council and most of the insurance companies can supply almost endless lists of them such as: Safe dr n ine bulletins on general hazards Mimeographed bulletins on local and seasonal hazards Drivers' bonus plan Drivers* group contest for a trophy or other prizes Driver awards or buttons Safe driver certificates Method for selection of drivers Driver training or education Driver's safely committees, either fact-finding or Court yf Inquiry Psychological tests Htad tests Personal letter messages to drivers Safe driving rule boohs Driver's request for repair form Drivers* meetings, rallies or dinners Statistical studies and cattle analyses Blackboard detnonslxaltims of accidents Accident prone studies . Accident spot maps Dashboard slogan cards Physical examinations l believe tliat any given combination of these "tools** or procedures will prove suc cessful among any given group of drivers it the ptojKjr moving spirit of managerial control supports them. It is difficult to outline the details of just what steias a fleet operator or engineer should take to install a system of managerial control. There is a wide variety of local condition* to be considered,. Managerial methods differ. Rased on tlte fact that vehicle accidents not only can but must be reduced and tliat the best control method* arc the most direct methods, the highest fleet executive should begin by issuing an executive order or official sot of rules governing autorooJiiJc accidents. Directed to suirervisors or individual drivers, these instructions must he dear and they must have "teeth.** Disciplinary examples must be made as would follow the infraction of any executive order of a similar kind. Kindly understand that we are not recommending hard-boiled methods. Discipline i< necessary lor effective control in any field of organized activity. We are using it iu many other pint*'?* of our managerial activities Strh discipline is fair but firm. Why should we not be consistent and use it for the control of cur fleet accidents? ft works! I.ct us take ad\ ice from a tried and true industrial safety man, Q. A. Kuechcn- mcistcr of the Dominion Forge and Stamping Company, who wrote, m the January IU32 Food Section News Letter: "I have been wondering whether the pioneers in xfcty did not lead us all astray and complicate the whole matter of safety by ocigi* noting all the `monkey business* of committee and campaigns and prizes, etc. My personal opinion h that if tliey had recognized safety as merely a part erf, not the Delivery, Taxicab ami Bus Section 247 whole thin, in plant operation, and had had the guts to treat it in exactly the same way they treated infractions of all other rules and soilage of material ami machine smashing -we would be a lot farther along toward a practical minimum of accidents than we are. "Yes. I slatted with committees, campaigns, prizes and all the other fol-tle-iol stuff but quite a long time ago I determined to fight it out on a "safe production* basis to the bilter end. I have gone far enough' along that line to see tliat when it gets results it gets permanent results." If we were to ask representatives of those fleets which were successful in winning trophies iu last year's national kster-flcct safety contest, l venture to say that each of these men would give credit for their success to some ajwrcifie "tom** which prolxably has been enumerated among Umse we liave listed above. We need not be so modi interested in the "tools'* to which these men attribute their success. It does not make so much difference what sort of a safety committee they used, wliat kind of bnlletms tliey distributed, bow they analyzed their accidents, or whctlrcr or not they used individual driver awards. Whatever "took" tliey used were undoubtedly dominated by the executive energy and the control methods ot the fleet officials themselves. In other words, we cars depend upon it that these fleets are efficiently operated fleets. Among the concluding remarks in the findiugs of the Committee of tin: American Engineering Council, which published iu history-making report on "Safety and Pro duction" in 1928, appears the following: "There are hidden sources of strength in executive control which here hitherto liave not been applied to the accident situation. If American industrialists adopt the same executive policy toward safety which they have developed toward production, we may confidently expect a decreasing number of dcallts and disabilities, with tlwrir attendant cost." With every feeling of confider.ee, the owner and the safety engineer cat* apn'Jy this same conclusion to fleet safety work. The manager of every commercial fleet has the direct and simple answer to his accideut problem right in his vest pocket. This takes the form of a direct and aggressive system) of managerial control applied as we are applying at In all oth 'r phases of oor business Management is apt tn be unaware of this, in which case it is up to us safety men to do some logical talking to secure the necessary managerial control methods. WEDNESDAY LUNCHEON SESSION October 4* 1933 Upon calling th Ion to order Chairman C V. Wells introduced R. I. Catlin. Vice-Prevident for Pablic Safety. National Safety Council. Mr. Catlin, whose duty it was to present the National Safety Council trophies to lire winner* m the National Fleet Safely Contest, whkfi ended June 30, 1933, first briefly reviewed die high lights of the contest. More titan 200 fleets participated In this Second National Fleet Safety Contest sponsored by the Delivery, Taxicab and Bus Section of the National Safety Council, During the contest year from July 1, 3932, to June 30, 1933. the vehicles enrolled in the contest operated 319,972,489 miles and were involved in 7,134 accidents. For the entire contest tills meant an average rate of 2.23 accidents for each 100,000 vehicle miles oiserated. 248 Twenty-second Congress--National Safely Council All vehicles, except the horse-drawn division, were rated on the basis or accidents per hundred thousand vehicle miles. For horse-drawn vehicles rates were computed on the Itourly basis. With a few appropriate remarks in praise of the good records made, Mr CatKn presented the handsome plaque troidiies to representatives of the following companies - Public Utilities Division (Large Fleets)--Ohio Power Company, Canton, Ohio.. (Small Fleets)--Lincoln Telephone and Telegraph Co., Lincoln, Nehr. Petroleum Division (Large Fleets)--Gulf Companies, Fort Worth, TexaL (SnsjU Fleets)--Gulf Companies, Shreveport, Inter-City Bus Division (Large Fleets)--Greyhound Janes, Cleveland, Ohio, (Small Fleets)--Pocahontas Transportation Co,, Welch, \V. Yu, City Bus Division (Ijirge Fleets)--Triple City Traction Corp.. BmgWntcm K. V, (Small Fleets)--Duluth Street Railway Co, Duluth, Minn. Coal and Ice Division (Large Fleets)--Somlvrrn United Ice Co,, Tennessee. (Small Flceti*)--Central California Ice Co, Bakersfield, Cain'- Dairies and Bakeries Division (targe Fleets)--Schulze JJakins Co., Cliicugo, 111. (Small Fleets)--Schulze Baking Co., Grand Rapids. Mich, Heavy Trucking Division (Large Fleet*)--Southwestern Traiwp-wlatkm Co.. Tcxarkmui. Texas. (Small Fleet*)--Txcxkx Farms, Allentown, Pa. Light Delivery Division (Large Fleets)--General Cigar Co.., San Francisco,. Calif. (Small Fleets)--United Parcel Service Co., I.os Angeles, Calif. Miscellaneous Manufacturing Division Pittsburgh Steel Co., Moncsseu, Pa. Transfer and Storage Division John Winkler s Sous, Inc... Far Rochaway, N Y Horse Drawn Vehicles R. F. Worden & Sous, Inc., Walcrbury, Conn, ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Electric Railway Section Officers 1932-33 General Chairman'--Ralph C. Bush, Transit Mutual Insurance Co. Boston, Yue-Chairmon--T G. Baabstqx, BirmiugEtani Electric Co., BinninKluuis, AD. Viee-ChairtttM--Paul Hoosox, Hast St. Louis Railway Co., St. Louis. Yitc-Chairman--Gfcwck R- Whitjjorr, Illinois Power & Liqht Corp., Peoria, lii Secretary unrf News Letter Editor--Ray A. Fikcii, Bureau of Safety, Chicago. Chairman Program Cmmuittec--H. V. Sciikkihlk, Capital Traction Co, Washiiiipnn, D.C. Otainuau Membership Committee--\\riluau Pasciik, Chicago Surface Line*. Chi cago. Chairman Statistics Committee--H. E Gtu>VK,, Tin* Columbus Railway Power & Light Cm, Columbus, 0. Chairman Enginecting Committee--W,, A. Bmoiyk, Tennessee Electric Power Co., Nashville, Tenet. Members ai Large-- M. W. Bnioces, Chicago Rapid Transit Co , Chicago. E. K. Ea&tiiam, St. Louis Public Service Co., St. Louis. R. M. Emrk&ox, The Cleveland Railway Co., Cleveland, G. T. Hblimuth. Chicago, North Shore & Milwaukee Railroad Co., Chicago. H. M. Keyser, Washington Railway & Electric Co., Washington, D. C. Samuel H Rod. Dicucr-Dugas Fire Extinguisher Corp., Chicago. G II. Sii uy, Ohio luHstin Co., Akron, O. >CA ' 2 " s'*k *7` *- tfC r i ' --/ .' / TUESDAY MORNING SESSION October 3, 1933 -W4 ':, The first session of the Electric Railway Section was called to order by Charles B. Scott, president. Bureau of Safety. Chicago, who welcomed tl*c delegates in the name of the Executive Committee of the National Safety Council. He then intro duced General Chairman Ralph C. Bush, Transit Mutual Insurance Company, of Boston, wlto presided. Chairman Bush gave a brief resume of the activities of the section during the past year, and then introduced the first speaker. 249 250 Tuvuty-second Congress--National Safety Council "The Human Factor in Accident Prevention /??& By G. A. RICHARDSON President, Chicago Surface Lines, Chicago The speaker Mid in i*art; The story of the increase in street traffic has been told many times. It is sufficient ltere to point out that in 1913, only two decades ago. tlicrc were Imt 1,700,000 motor vehicles in the entire United States, while today their number is approximately 26.000,000. Not only has tlieic been a tremendous increase in tlic number of vehicles, but there also has been a vastly greater increase in speed of operation. Most of us can remember when city councils worried about the speed ui a trotting horse and can recall how they wrinkled their brows over the great menace of the speeding bicycle riders. In those days eight or ten miles an hour in city streets was a menace to humanity. Even in the early days ol tlie automobile our ideas of speed were erode. Ten or fifteen miles ati hour was regarded as the limit with safety and even on the open road cars could not exceed thirty-five w for ty miles an bom because of their mechanical limitations. Recall this picture, contrasted with the traffic on streets and boulevards of the modem city, and you get a very clear idea of the reason for the existence of such an organisation as the National Safely CouiKil. You also will understand better what Has been accompffslsed in accident prevention, in spite of the huge accident total today. You will wonder that this total is not larger than it is. Much l>as been accomplished, but much remains yet to be done. Improved equip ment ol all vehicles has been most helpful. Indeed, without the improved brakes, the sturdier construction and the greater ease in luuxlliug of all classes oi vehicles, ihu traffic flow and the sjieeds maintained today would be an imjxiasihihty Auotlvcr lidpful improvement has been the wijilcspread education and agitation against reck lessness on the part of the operators of vehicles and the temlewcy toward requiring some evidence of fitness on the part of the driver before he is liermittcd to operate an automobile. Electric railway trainmen who operate on fixed tracks with precise clearances and therefore fewer hazards, are selected with great care and are thor oughly trained before being allowed to operate a car. Something of the same re quirements should be made in the case of those who operate private automobiles which are relatively more dangerous tlian street cars, since they are free agents, weaving in and out of traffic and starting, stopping and turning at the will of the driver. In die development of safety appliances we must admit that live electric railway industry did not keep pace with the automotive industry. There has been little im provement in braking efficiency since the invention and application of the air brake and until recent years little attention has been paid to the weight of cars. Instead of building a car with complete equipment adjusted to the unit, as automobile menu iacturcrs do, we lave followed the practice of assembling cars with equipment pur chased from various manufacturers, The individual companies have lad too much pride of autltorship. A car body is designed to satisfy some local ideal and then the purchasing agent shops here and there for the equipment. Needless to say, the re sult has not always been a happy one. Out of many experiments, however, there is reason to hope that the electric street car of the immediate future will be on a com parable basis with the automotive vehicle in quick acceleration, smooth starting and stopping, braking efficiency and riding comfort. AH of these factors will contribute to the prevention of accidents Likewise, five? industry is making long strides in the selection, training, and man Electric Rttihwy Section 251 agement of men, and this is the most fertile field of accident prevention Cor, .liter all. the human equation is by far the most inq>ortaut. In any discussion of man power, the selection of employees, of course, has fir.st place. In the early days of electric railway operations, trainmen were selected with out much regard for their adaptability to this class of sen. ice. If they were healthy and physically fit and could establish a reputation for honesty, little Uk>tight was given to their other qualifications. We have now discovered that there are men who are physically fit and who have a good reputation for honesty, but w-lm ate incapable of making good trainmen because of tcini>erameut or other personal handicaps or limitations. Street car operation, either as motorman or conductor, requires a certain type of personality.. The motorman must be alert, quick to comprehend the traffic initiation and do the right thing at the right time. The conductor must be even-tempered and well-balanced enough to attend to all of the duties of his job and at the ume time be courteous and obliging. Consequently the better operated systems lave built up some form of examination and inquiry for the employment of men which seeks to discover not otdy their ihyst cal condition, but their mental alertness and their temperament. A period of trial is generally required during which live man is giveu anijvlc opportunity to sitow tin.* stuff that Is in him. If he fails to measure up to tlie standard of the* company he is not employed. Tlie efficacy of this employment system naturally has a great deal to i(< with tlie accident prevention record of the company. It reduces to the minimum the number of new employees wlio ate `'accident prone.** It provides a foundation for tins building up of the right kiwi of personnel. Unfortunately, the industry does not have at the present time any adequate stand ardized system of preliminary examination to determine the fifties': of men who apply for p-ositiotts in Use train force. The exam illations on a itumlicr of jwopcrfics are good, but little effort lias been made to co-ordinate them and get a system based on the best experience of all properties. It is not sufficient for the prospective trainman to show that he knows Itow to perform all the perfunctory duties of Ins position. Ah effective examination should try him out m various typical emergencies and see how quickly and how efficiently Itc reacts to them. In some statcu, in examining applicants for slate automobile drivers* licenses, fhc driver is fttaced on the front seat of an automobile body in front of a motion picture screen. On this screen is shown a picture taken from an automobile proceeding down the street,, thus giving the driver the impiesston t>f proceeding through congested traffic. Various emergencies arc flashed on the screen in front of him, nwcli a child suddenly darting from the curb, an automobile turning witltow signal, and the sudden stopping of a vehicle in front of hint. His reaction to lltcsc emergencies ami live time required by him to apply the brakes or make the necessary turn of the wheel are properly registered and they determine Ms fitness to drive in traffic. Some such test could he made for prospective trainmen. Various other menial alertness tests also can be adapted to this particular problem. We measure the until seeking a job to determine his height, we 'weigh him and test his lungs and kidneys, why should we not also measure his mind and test his nerves? An an indication of what can be accomplished by proper selection of operators, the experience of the Chicago Surface Lines with its trolley bus service is worth men tioning. When this service was inaugurated in 1930 the operators were selected from the younger men in the train force on the basis of their records. Last year these 252 Tzceuty-sccond Congress--National Safety Council one-man operators of trolley buses, operating in traffic without the advantages of fixed clearance'. such as rail ofHMators have, made a remarkably good record. Compared with two-man cars on street car lines, they made, alfout 50 i*cr cent better showing cm imks per accident. Important as good cmpk>ymcnt practices arc. however, they can change the char acter of the tram fence only by slow degrees. In the period prior to the depression the annual turn-over In train forces on large properties was abort 10 per cent, and *irtcc that time it has been negligible. The big problem in dealing with the human factor, therefore, is to build the proper morale and sense of individual responsibility in ihc ot>eratng personnel Many of these men have Ijeen in the service for years. Tl*cy entered it when the life was not inearly as strenupus as it is today, and some of than have not adjusted tltcmsclvcs to the changed conditions Tltesc men must be brought to see that most accidents arc preventable ami that they -must train them selves in accident prevention. X am not much of a believer in safety preachments. Golden rule talks on man's duty to man and generalisations on the necessity for "playing safe'' do not lu't the marie. Like everything else tltat is worth doing, accident prevention must be sys tematized. The first step in any system o accident prevention is to provide accurate and de tailed information on every accident, fixing the responsibility squarely where H be longs. On the Chicago Sur face Lines we have had such a system in operation for the past six years and d>e results in the decreased number of accidents seem to indicate that we arc on the right track. Under this plan Occidents are classed as chargeable or non-chargcabtc. The super visor of accident prevention gets a report of every accident iimmediately after it occurs, makes an investigation and places it in five classification where lie believes it belongs. The man involved in the accident lias a right to appeal to the supervisor for a change m classification if he does not agree with live decision, and he also has the right to appeal from the decision of the supervisor to a committee on accident prevention consisting of the heads of the operating departments. When the classi fication ts detertntried it is made a part of the nan's record. In this way it easy to spot the accident-prone men--those who have a number of cliargcable accidents-- and also to give credit to the men who lave no chargeable accidents marked up against them. The proof of any system is in the results and we arc very well pleased with the results obtained by this method. Last year 8,040 men out of tlie total train force of 12,000 had no chargeable accident during the twelve months. Of this number, 1,805 ftul had uo chargeable accidents m the six years since t!e system uus established. A comparison of certain types of accidents during this six year period as against the previous six years, shows a decrease of 20 per cent in car or bus and person acci dents, o! 53 i**r cent in car or bus collisions. 12 per cent in car or bus collisions with veldcles, and 16 per cent in fatalities. The number of rootwmen who had six or more accidents in one year has decreased 50 per cent as compared with 1930. Wliatcver success in accident prevention has been attained cm this property lias fieri: the result of keeping dentally at it. Under the direction of tlic supervisor of acci dent prevention, the staff committee with wliocu he advises and the lieads of all op erating departments, there is a constant hammering at this problem. The results of the study of all accidents are passed on to the u*en for their information, They arc shown how certain types of accidents could have been prevented, and intersections Electric Rnilxvay Section 253 which have proved particularly dangerous, because, of the number of acci!nit> occurring tin;re, are spotted and the nten are warned to be unusually careful at these i points. Accident prevention contests arc carried on throughout the year among the wriio is I divisions and suitable awards arc made to the division with the best record. Eye . tests are requited and the men must wear glasses vvlicn they are rtcedcd. Group ; meetings arc held at which all tyj>es of accidents arc dismissed and helpful suggestion* i are requested. Especially do we make if a point to recognize record* 1 am tlor 3 oughly convinced tliat more can be aixuuijiHsiied by a word of appreciation for the I man who has done * good joh titan by harsh disciplinary measures and tlic general ** attitude of taking it fur granted Ural those with good records have only done their duty. I When you have provided tlve best type of equipment and liave done all yon can in t co-operation whit public officials to secure satisfactory regulation of street traffic. live prevention of accidents in local transportation imply resolves itself into a proh; lem of psychology. Our trainmen are human, like Use rest of us They have the same reactions to praise or blame; they arc just as anxious to earn the good opinion J of those about tlwm and they enjoy the same satisfaction in going home to lheir j families at night with a feeling that they lisve done a good day's work--that "some| thing attempted, something done 1ms earned a slight's repose" [ The destiny of any transportation property in ru tire hands oi its ojicjaimg cm- | ptoyces; they can nwk-c it or Weak it. They can be driven by the lash of discipline to j perform their duties servilely, but servile obedience to rules destroys sell-respect ami Initiative. Ou the other hand, tlicy can be made to feel that they have the confidence and the respect of the management, that they are relied upon for intelligence and \ loyalty, and tliat they will receive comerat-tiklkms for work well nkme as well as |j censure for neglect of duty. Railroad-Highway Grade Crossings and Their Protection By J. R. BLACKHAX.I. (&Aj*. Manager for the Receivers, Chicago North Shore and Milwaukee R. R. Co. i The sfxsikcr said in part: Railways have used many tv pcs of eroding protection, which may be broadly classified as follows: l a. Warning signs, such as the standard fixed eroding signs b. Visible and audible signals, such as wig-wags, flaslvers, or watdnvtcu equipped with stop signs and whistles. 1 c. Gates or barriers, equipped with lights and bell, manually r autuiuatk-aUt operated. d. Grade separations. In tlte public mind there ha* developed die thought that the answer to this problem lies in grade separation and in recent jears considerable demand for extensive cross ing elimination projects hats been voiced. The separation or crossings which are heavily traveled by highway traffic can be justified, in many cases, but the justifica tion is based on tlie economic value of the prevention of traffic, delay as well as 'n accident prevention. The emjrhasl* placed on the grade separation question resiili* | from, a lack of knowledge of the costs involved and a misunderstanding of the share J the railways play in motor accidents, or of the relative delays to highway traffic at railway erodings as compared with highway intersections. The grade separation 254 Twenty-second Congress--National Safety Council demand receives support because of tine disinclination of people In general to exercise care and intelligence, or to be subjected to restraint or delay at railroad crossings. There is, both from the viewpoint of accident prevention, and of xeduction of loss from traffic delay, a greater need for grade separations where trunk Highways inter sect highways, than where highways cross rail lines. A little thought makes ft ap parent that, whoever pays the initial cost of sue* projects, it is the general public "ho ultimately foots the bill, either m increased taxation, or in higher rates foi railroad service, or both. Therefore, it is logical that when expenditures arc made for this purpose, the work should be done at those locations where the entire public will derive the maximum benefit. , Looking at the problem from a purely economic point oi view, grade separation seems justified when live value of lime consumed in delay to traffic at an intersection equals or exceeds the carrying charges ou the improvement. On tliis basis at Has been computed that, assuming normal rail traffic, an average urban crossing should be separated when the vehicular traffic becomes approximately two thousand tains per hour for at least twelve hours of the day, and that the average rural crossing should be separated when the traffic readies an average of owe thousand vehicles per hour for at least twelve hours of die day. These facts lead to the question whedier grade separation should first be consid ered at the railway crossing because it is a railroad, or at those main Highway utter- sections where the volume of traffic Is more dense, where the hazard is more pronounced, and where by far tl>c greatest number of accidents lake place. It would be wiser to ask wlietbcr the railroads could not accomplish much more, both fa the matter of accident prevention and in the reduction of traffic delay, by being allowed to use- what funds they can obtain for these purposes in the installation of protective device* at a much greater number of crossings, than by being required to invest large sums in a few expensive grade separation projects. Wc should seriously concern ourselves with the questions of how* many crossings can be provided with safeguards and what type of protection furnishes the maximum effectiveness. That some kind of protection is needed at grade crossings is clearly indicated by live figures of the Interstate Commerce Commission. The Commission's report shows that in 1931 approximately two thirds pf the grade crossing accidents of the country happened at unprotected location*. Tire same approximate propor tion fields true for the number of persons killed and injured in accidents of this class. In 1928 wc made a complete grade crossing survey of the Chicago North Shore and Milwaukee Railroad. Each of the 184 crossings wax photographed from th direction of view of the motoruum and the motorist. These plrotograi** supplied valuable information as to visibility and, combined with written data on the type of protection installed and otler circumstances affecting the hazard, they make a useful record. Following this survey, 36 per cent of our crossings were protected by gates. Thirty-three per cent were protected by visible and audible signals, including watch men- Thirty-one per cent were equipped with fixed warning sign*. In that year two-thirds of our fatal accidents occurred at crossings protected by visible and audible signals and one-third at those equipped with warning signs. There were no fatalities at gate protected crossings. Our program of crossing twotcction has progressed until at present our 187 grade crossings arc protected as follows: Forty-five per cent are equipped with gates, .one-half manually operated and one-half automatic. Thirty-three per cent are equipped w ith visible and audible signals, as w as the case in 1928, Only 22 per cent have warning signs. Electric Railn'ay Section 255 We have analyzed our fatal crossing accidents for the three and om-luili year period embracing 1930, 1931, 1932, and the first half of 1933. Although wc bad an average of 82 gate protected crossings as compared with 62 locations protected by signals, we had three times the number of fatal accidents at tlie latter group of cross ings as at the former. The 82 crossings where gates arc used account tor nearly one-half of our total number of crossings, but in three and ottc-iialf years wc had only four fatal accidents where gates were in use,. In alt four cases the gates lad been properly lowered and had not been j*reiaturely raised. Two of the four cases in volved pedestrian* who walked around or under tlie lowered gates. The other two accidents twppeiied wIkmi mototists dmvc through the gales. Our experience, during this period of three and one-half years, with the three general types of protection, as measured by fatal crossing accidents, is as follows: Crossings protected by gates, 82; signals, visible and audible, 62; warning signs, 44. Fatal accident per crossing protected by gates. ,05*. by visible and audsble signals. .18; and by warning .09. However, these figtirc* make no allowance for the differ ences in highway traffic. With a given number of trains, the accident possibilities are far more pronounced, of course, at the crossings traversed by the greater number of vehicles. Many of the locations equipped with warning signs arc tittle more than farm crossings, and do not present the danger of collision found at a IwRvily traveled highway. Therefore, I have lad the above figures weighted, to make allowance for traffic differences, fa order to show more clearly what the results have been in rela tion to the possibilities. On the basis of a large number of actual traffic counts made during the period under consideration* b^Ui at gate protected crossings and those equipped with signals, wc have found that fa ottr territory there is a traffic ratio of six to one between these two types of crossings Making allowance for this difference, our fatal accklent* per crossing protected would he .18 fur the crossings cquipitcJ with signals and .608 for those protected by gates. Hie highway traffic at the crossings where we use visible ami audible signals is nine times as Stcavy as at those where we have warning signs. Allowing for this difference,, our accidents pa crossing become .02 at signal localium compared with .09 at the warning sign locations. Co4nparing1 all three types on a weighted basis, we had .09 accident* |mx crossing wtiere warning signs were used, .02 wl>erc signals were used, and .0009 per crossing where gates were used. Stating the case, fa another way, we find, if we regard each vehicle crossing the track as an aeridmt possibility, that our gate protected crossings are twenty-two times as safe as the signal pioteeted crossings,, and are one hundred times as safe as the crossings equipped only with warning signs. Nomination and Election of Officers The report of the Nominating Committee was then called for ami officers for the ensuing year were elected as follows: General Chah'tnan--Ray A. Finch, Bureau of Safety, Chicago, 111 Vics'-Chairmcn--Paul Hodson. East St. Louis Railway Co. East St. Louis, UK: W. A. Brown, Tennessee Electric Rower C-, Nashville, Tm Secretary~H. V. Schretber, Capital Traction Co., Washington, D.-C News Letter Editor--Ernest G. Cos, Chicago North Shore and Milwaukee Railroad Co., Highwood, III- 256 Twenty-second Congress--National Safety Council Lrujuircrlr.il Committee Chan man---W. G. Clevenger, Northern Indiana Public Service Co., Hammond, Ind, Afentbership Committee Chairmen--E. Parke*", Wiiinijicg Electric Cfl., Winni peg, Canada. Poster Committee Chairman--Harold F. Webb, West Pena Electric Co., Pitts burgh, Pa. Program Committee Chairman--Paul R. Kuhn, Penn Central Light and Power Co., Altoona, Pa. Publicity Committee Chairman-^William Pasche, Chicago Surface I.mes, Chicago, IU. Statistics Committee ChuiruHtu--K, E. Grover, The Columbus Kailway, Power & Liglil Ca, Columbus, Ohio. Members at Large-- M. W. Bridges, Chicago Rapid Transit Co., Chicago, III. Ralph C. Bush, Transit Mutual Insurance Co., Boston, Mass. R. W. Enxarsoti, The Cleveland Railway Co., Cleve'and,, Ohk>. H C Foss, Savannah Electric and Power Co., Savannah, Ga. G. C. Hccker, American Transit Association, New York, N. Y. G. I Hdlmntb, Chicago North Shore and Milwaukee Railroad Co., Oiicago, IU. H. M Keyser, Washington Railway & Electric Co,, Washington. D- C. E. J. Kreh, Philadelphia Ca, Pittsburgh, Pa B. G. Noah, Duluth Superior Transit Co., Duluth, Minn, Samuel H. Reid, Dleoer-Dugas Fire Extinguisher Corf*., Chicago, IU. A. P. Sebendorf, National Pneumatic Co., Rahway, M. J. Glenn H. Shaw', Ohio Edison Ca, Akron, Ohk) George R. Whitmore, Illinois Power and Light Cor])., Pernij, III. i f . ! ' . THURSDAY MORNING SESSION October 5, 1033 The Accident Prone Employee By w. j. McCarter Superintendent, Employment and Training, The Cleveland Railway Co., Cleveland, Ohio The speaker said in irt;; Last year I constantly heard the. expression, voiced by many speakers at the Congress, "li we could only find out what goes on between the ears.'8 In tl>c l*t couple of years 130 men have l>eeti studied in Cleveland iu great detail including the giving ol the meclianical tests. Tlie group is a selected group of men uIkj have l>cen in service for a number ol years, and it is reasonable to expect that ux>st men who lacked tlte proper mechanical ability to perform the job had been eliminated by the process of natural selection. The results should be understood, then, to be the relation between test scores and the accident rating of men who have some what successfully jilted the job for a number of years. All of the correlations are near enough to zero to indicate that the mechanical factors arc m general not causes of atcidcnt-fwoncocss for men who have survived a number of years of set vice. In my paper two years ago I pointed out tltat our subjective analysis of the causes of individual accidcnt-proiteuess were largely of an emotional nature. These included Electric Railway Section family troubles, distractions, emotional tensions, ami otlicr form of purely menial difficulties. Here, then, h a real problem of finding out nliat on between (tie ears. As early as 1017 Dr. Woodworth devised an adjustment questionnaire to get at the mental maladjustments of Ue soldiers during the war. This has Ix-cn revu-ct! <*\vi and over again by other psychologists and given with varying results. An mtcgraihin of these various questionnaires designed to measure adjustment has been effected m .\ "Personality Inventory'* constructed by Bemretitcr ami published by the Stanford University Press. Tins qirotimmaire of 125 questions to be answered by cuciiclmg oue of the three respotues--yes, no and ?---is .vcnretl four ways to yield, firs?, a measure of neurotic tendency, second, a measure of sdf-sufficicncy. third, a measure of tntroversRm-extroversivm, and fourth a measure of LaninaiH-e-suhn-issicm. The reliability co efficients arc reported high. After studying all of the questionnaires I decided to make up my own in the form developed by Dr. Ghmatt, Head of the Department of Psycltolojty of Cleveland Col lege. I have called lids a "Social Behavior Questionnaire/' It consists of thirty-one social situations. For each situation I have indicated seven types of l.etiavtor. Type 1, represents an aggressive, defensive, belligerent. iloattiiteeriug, hitter sar castic. attack upon the problem. It mlghl be called a strong defense reaction against conscious inferiority. Usually it is an attempt to break the situation. Type 2, represent* a direct, straightforward, natural, unemotkmal. attack- oh the problem; doing what is most reasonable and least emotional. This is supposedly tinmost healthful type of bcltavior. Type 3, represents flight reaction*. Tlvese may be ohjcctuc flights in tlic form of disregarding:, avoiding, rrvovir-g away, etc, or subjective flights kilo pluuttasy ami day dreams and wi&h thinking Type 4, represents an Mc the fence" or nervous type of behavior. Indecision, doing nothing about it, allowing tensions to accumulate, becoming restless and nervous, is typical. Type 5, represents what I have called an "indirect reaction from the problem.** !t is a sort of an ttmotkjvud explosion i estiUing fremr the problem but not made to Um problem. It Is art emotional transfer. It is emotional outburst earned by the problem but the tension release is usually directed to things and jmople rather than the problem. Often it is an outburst after the situation has passed.* It is usually infantile in nature, and resembles the tantrum under thwarting.. Most of these reactions are carried into adult life because of conditioning earlier. Type C, represents a "sense of humor** reaction. It involves a change of attitude, viewing die situation from a new perspective, taking an impersonal slant at it. taking It "philosophically" It might be said to be an iuner adjustment rather than an ex ternal social adjustment. It is a way of making one's peace with himself hy making the situation impersonal and therefore objective and unemotional. Type 7, represents a submissive, giving-ftp, acceptance of defeat reaction.. It is probably the true inferiority reaction. It is self-blame. One would c*|ect that the same individual might show some of Type 7 and Type 1 (defensive) behavior. I was particularly fortunate in having a group of furlouglied men to re employ in the last month, on *0 of wliom I had sixteen months of accident record. As they passed through my office I asked each man to All out this questionnaire for me. For the first type of response, tlie aggressive, domineering, attack type of response, 30 of the men had questionnaire ratings and accident numbers on the same side of th 258 Twenty second Congress--National Safety Council me&n. Tn other words the most aggressiveness as expressed by themselves corres ponds to their degree of accident piotvcness. Few the other type of response there were no significant relations to accident protieness. Of course, the research on this phase of the problem is just begun but if a ques tionnaire can be developed which will tell us our emotional types with reasonable accuracy, and this is found after further investigation to have a dose relation to acci dent proneness, rt will be important in two ways: In the re-education of our older n*en in their specific attitudes; and in the selection of new men with the proper attitudes to prevent accidents. / Analysis of the Safe Operation of a Street Car By J. J. CONNORS Safety Director, The Tennessee Electric Power Company, Chattanooga, Tent). The speaker sakl in part: After attending several conference* for vocational in structors, in which the training of apprentices, learners, helpers, etc how to do their J*0^ was stressed to increase production, it occurred to us that some sort of safety training along this line for the man wlx> already knew his job might be beneficial iti reducing accidents. To test this theory, we organired our transportation opesatj* s in group* of 25, and proceeded to analyze the safe operation of a sheet car. We selected the simple job of an operator taking on a passenger and operating the car a distance of two blocks. The operators developed llxi* analysis themselves, the instructor placing upon the black-board die various operations and hazards as they were developed. The instructor started the discussion as to the relative imjtorUnce of these hazards, rearranging tlwm in their sequence as deckled by the group. It developed tliat in stopping a car, to take on a passenger and start the car. seven operations were usually performed by the operator. These operations were taken up and analyzed as to the hazards involved. It was found that there existed 13 tiazards or ways that an accident might occur in bringing the car to a stop. The most serious was Use operator accidentally using the emergency feature. Opening the door for the passenger to board, offered 5 hazards, the most serious being, open ing the door before the car stopped. Closing the door occasioned another 5 hazards, the most serious being striking the passenger with the door. Then as the operator started the car, 7 hazards existed, the most serious being the abrupt starting of the car. Operating the ear in relation to traffic and pedestrians brought out 27 hazard*, the most serious being automobiles passing ou the left side of the car. Six liazards in regard to passengers falling m the cars developed. Here again abrupt starting of the car was listed as the most serious. Six types of collisions between ears and automobiles were listed, the bead-on type being molt serious. These types of collisions were diseased in their order aad it developed that head-on collisions occurred mostly from 3 causes, the most serious being automobiles pulling out of Hoc of traffic. Ifive causes of rear-end collisions were developed, the most serious being following the vehicle ahead too closely. The side-swipe type of collision developed 3 hazards, the most serious occurring when trying to pass the vehicle going in tlw same direction. The rear-end swing developed 3 hazards, the most serious being not making allowances for width of car while rounding curve. Cutting-in collisions occasioned 3 hazards, the roost serious being the operator not anticipating automobiles pulling on to the trade Collisions at intersections developed 6 hazards, the most serious being lack of vigilance on part Electric Railway Section 259 of the operator. Causes of collision* in general were 5, the most serious being thoughtlessness on the part of the operator. Weather condition and its relation to accidents brought out 3 hazards, leg being the roost serious. Light conditions developed 2 hazards, ditsk considered the roost serious. Track conditions occasioned 4 hazard*, sweaty condition of track being considered tlw most serious. Street conditions developed 4 hazards, street covered with a sheet of icc being considered the most serious. We do not claim that this analysis is correct, either in part or in its entirety, and we agree that if a similar analysis were made with a group of operators in another city, the development would probably be entirely different as lo which hazard in live various groups is considered the most serious. But we do feel that tite value of such ractlvods is getting the operator to think about the various hazards which exist in the operation of a street car. It will be noted that the actions of drivers and pedestrians were almost eliminated from these analyses; however, before these group meetings were inaugurated the writer made a check in order to ascertain the actions of pedestrians ami drivers, and the relations of their actions to accidents. This check was .made by riding on the front platform of a street car with an operator during bis nine hour period on duty. At the end of this 0 hour run, tins check indicated that if the operator Had operated his car as thoughtlessly as the drivers and pedestrians which be came in contact with during the day, it would have been necessary for the operate* to write out 51(5 acci dent icports. This operator actually prevented 35 accidents by reversing the car, using bis emergency air brake and using his bead dorlnw the duration of his mu Relationship Between the Claims and Safety Departments By A. K. PARKER Accident Prevention Committee, Winnipeg Electric Co., Winnipeg, Canada The speaker said in part: Hvcry accident Is an object lesson, provided wc know the actual conditions that lead up to it. There are at least two devilments imme diately involved when an accident happens; the claims department ami the accident prevention department. For the time being, the claims department is usually given priority--it is expected to be ou the job immediately to protect the company's interest, to get the actual facts and thus guard the company against excessive, illegal or fraudulent claims. The duties of the claim* department are primarily to ascertain die legal liability, if any, of the company to those affected by tlw accident. The claims agent lias no immediate concern as to whether or not the accident could have been prevented, except in so far as this affects the company's liability. He is with the stern reality that the accident lwx liappetied and it is his job to see that hi company does not pay more than it .should in settlement of claims that result therefrom. Once the immediate needs of tlw claims department have been complied with, the accident prevention department should jem in the investigation of the circumstance* surrounding the accident. This makes an ideal combination. Both departments desire lo fret all the facts, but for different reasons, the claims department to enable it to deal with claim* and the accident prevention department so that it may prevent similar accidents in the Suture. 260 1 wcniy-second Congress--National Safely Council How can such an investigation, carried on by these departments with quite different objectives, be made a thing of joint value to each of them, and of ottfandiag value to the property concerned? hirst, it will be agreed that the better the accident prevention work is, the fewer the claims will be, with consequent benefit to the company. It will also be that the thorough investigation of accident* will provide most valuable k&owkdge upon which to base accident prevention policies. Furthermore, in this as to many thhigs, two heads arc better than one. 1 1ms claims officer in the course of his duties gets the evidence os witnesses, many of whom will not be in the employ of the company. In. this way he gets an outside viewpoint. Thiouh these witnesses he is able to see the company's operations as Others see them; he learns of accident hazards die outsiders see but which, owing to familiarity with the work, employees perhaps do not see. He sometimes finds t while tlic company is technically net liable for & particular accident, with a slight change in the circumstances it might have been. He knows the company should not go loo far m assuming responsibility for conditions over which it has no control, lest st thereby make itself liable by publicly acknowledging Itazardous conditions. We have had instances where an over-zealous official has rcco-mracnded the display by die company of warning signs for the benefit of the general public, which our claims department,, though its legal retnesentative. advised us would provide /rrW-/crrtV evidence of the company's liability, should aoch conditions result in an accident. On the other hand it is the duty f live accident prevention department to use a little imagination ami certainly not to underestimate the results of an accident. A particular accident being investigated may be a minor occurrence, just becau-j^ the company got the beaks. As an illustration, u collision between two street cars, when there were no passengers on board, would not cause much worry to the claims department, but if the cars were loaded with passengers it would be a different story. To the accident prevention department, there is no difference, whether there are pas sengers on hoard or not. To that detriment the outstanding fact is that there was an accident which sltotiM not have happened. We therefore must always keep iu miud Use different objectives each department has when investigating accidents. and endeavor to find the common ground which exists, despite the difference in objectives. The practice and polio* of the company in the matter of operation, inspection of equipment, examination of employees, rules and regulations governing passengers and accident prevention methods generally m use on the property may have an important bearing on the cause of accidents as well as on the liability of the company. The accident prevention officer should have a detailed knowledge of these, the claims agent should also have that knowledge, and there should be complete co-operation between them so that this joint knowledge can be used for the protection of die company ami the lJrcventKwi of similar accidents ht the future. The claims agent can usually get a quicker and more dependable opinion of the reaction of employees to unusual or emergency conditions than the accident prevention officer can. The claims agent sees die employees immediately after the accident-- the event is still predominant in their minds, they have rot had time to think out ingenious reasons for the accident and the part tltcy had in it. Tlie experienced claims agent senses immediately whether or not the employee is Idling the whole story: the agent through kmg experience knows how to draw the complete storyout of a reluctant witness, lie gets tlic facts--all the facts--and these facts arc what the accident prevention officer needs. Electric Raihvny Section 261 Bonuses and Awards By H. M. KEYSER *"" ' C-4 Y-oi. Secretary and Assistant Counsel, Washington Railway St Electric Co,, Washington, D. C. The speaker said in part: I believe' some form of bonus or award is justifiable as a recognition for good work. Such a recognition is the source of much satisfaction to the man recognized, and is an incentive to tlie other men in the group who might have won the recognition or who will be contestants for a future award. The value of an award lies largely in the importance attributed to it by the manage ment in the attention given to the contest and interest shown in its presentation. I do not favor cadi awards, but do believe awards of useful articles, such as uniforms, arc better appreciated and do more good than cash or objects which arc of value merely for display. For some time we gave both cash and uniform award*, but when the cash award was abandoned, the reason was explained, uniforms were retained, and we did not suffer by the change. We have some 60 men who have been awarded uniforms every year for twelve years, and many men have won them for long or sliortcr periods. The fact that we have been keeping irp this contest for twelve years and still find many men winning uniforms and still keep our accidents down, leads me to believe that this form I recognition for safety interest and effort is still very well worth while The question may be raised whether such awards tend to promote blind claims-- unreported acculeflta--but our experience does not leave any question in our minds on that subject, as such cases were reduced as much as accidents during die first year, and do not now give us any undue concern. We have, of course, a severe penally attaching to any tinreported accident which can be shown to have occurred m which one of our men is found to have beta concerned. I do not believe that the cost of such awards is great enough m comparison with the savings they effect that we should abandon them, even if laconic has greatly declined. The fact that our men are today more interested in doing a good job just to hold their jobs when jobs are so scarce, still does not, 1 believe, justify abandon ment of this award. Group awards, even though of no financial value, have a healthful influence in that they promote co-operation and understanding between the men and the management. The Training and Supervision of Trainmen . By J, L. TROY '&, u Supervisor of Street Operation and Safety, Boato-n Elevated Railway The speaker said in part: Boston, like all other railways, is using a one-man service wherever this is possible. At the present time approximately 85 per cent ol the schedules during the rush period is one-man operation and after 8 p rn. and on Sundays and holidays it is 100 per cent one-man operation. To arrive at this clwnge-over from two men to one man operation, it requited con siderable training of trainmen. The most difficult problem was the training of long service conductors to one-man operators. The management felt tliat the conductors. 262 Txvcnty-sccoud Congress--National Safety Council due to their long and faithful service am! because of the changing conditions, should be ciftn an opportunity to qualify as operators. A study was made tu determine if it was possible to shorten the length of time for an operator to gain the experience necessary so that Ik would be classified as a good operator. It was then found that the problem became a matter of supervision. Tltereforc. as a part of * street supervisor's duties, Ik is required to supervise the new men. He does this bv boarding the car or coach as H passes IVuoufth his district, and making observations of the operator's babhs tlwt need correction; unless very' serious, he docs not correct them at this time but makes a written report. When the reports are assembled from the different supervisors on any particular ojtcratec his most prominent habit of improper operation is noted and the operator is then given sjKcial instruction to correct this habit. Each faulty habit is watched thoroughly and when it is found that the must serious habit is eliminated he is tbeu corrected on his minor faults. He is placed on probation for a period, not exceeding ninety days, and if lie lias not the primary qualifications, he is then disqualified. 1, Tiie theory of this development was to have a unified system of iratrmig and suficrvision under one director baited on a Job analysis of a street supervisor's or inspector's duties. T!c job analysis, summarized as follows, provides that all inspec tors must-- Know their respective districts, especially the heavy and important traffic paints and accident hazards: be familiar with the location of cross-overs and cut-outs; observe all list notices iu regard to car and motor coach operation and see that opera tors comply with tlsesc notices; have complete knowledge ol schedules, running time and timing points; know where heavy loading points are, both in the morning and afternoon rush hours and observe where the riding is during the normal hours. main tain a headway and assist in loading passengers; see that o{>crators have their cars under counol when iiassiuu intersecting streets or when passing moving or parked vehicles or persons; observe conditions of rails, order sand car when needed, and rejKvrt all dangerous conditions of track or street; and caution or instruct operators in a manner not offensive to them. 2. The street supervisors or inspectors were especially selected from the younger meu who were operators and car starters, whose previous records indicated that they had qualifications tltat would fit them into the program. This was done * gradually. 3. They were then given special training in car equipment and trained to operate coaches by representatives of motor coach companies, who selected some who were to do die training of coach operators. 4. The street suiiervisor is assigned to a district. The district to be covered is based on the mileage and headway that is operated. 5. They were held strictly responsible fur every unusual occurrence hi their dis trict, such as: collisions, uneven headway, delays, etc. ft Conferences are held by districts every ten days and all matters pertaining to their district arc discussed with them. 7. A measure slieet is kept on each street supervisor which Indicates the work he performs while on duty. Summarized, the object of the unification plan was to insure safety and regularity of service. The system required considerable small detail: the close check and follow-up of the individual operator and die dose check and follow-up of the indi vidual street supervisor. This system has proved itself from die results obtained. Electric Railway Section 263 My Observations of Careless Habits " ; J ^ By CHESTER K. THOMAS Chicago North Shore & Milwaukee Railroad Company The speaker said in part: Although I shall confine my remarks to a discussion of those habits common among moiormeit and bus operators, I want W ^ay emphati cally that all those careless habits commonly indulged in oil the job, that tend to undermine tlte morals, destroy the health and injure the personality of the worker, have an important bearing on the subject of careless habits as discussed here, because they weaken and sometimes destroy the person's mental discipline ami control, wh.ch are his more effective weapons against acquiring careless habits while nt work. The careless habits common to motormen and bus operators can be pot in three groups: 1. Habits of omission, conceived in failure and neglect. 2, Habits commission, conceived in recklessness and intolerance of other forms of traffic. 3, Con cealed habits. The first two groups ate outward manifestations of certain menial tendencies. The source of concealed habits is entirely mental, but there is no outward manifestation. I disagree with tltfse who say carelessness is mental lethargy. Laziness, indifference, tack of Interest, recklessness, etc, all these constitute a description of a careless person, hut carelessness itself is merely lack or precision in thought or m action, or in both. A habit is a development of repetition, so a careless habit is the product ot repetition of an act characterized by lark of precision. It would be useless to study careless habits without recognizing Umt they reflect a certain type of mdirida&L We must learn the cause of these habits if we would dimmatc Htcm, and the cause- he* in the mental complexities of the man who has them. I will mention a few habits of omission- Failure to report for work. Failure to read bulletins and special instructions. Failure to inspect equipment lot defects. Failure to report defects. Failure to leave terminal on time. There are plenty of others, but you will note that failure and neglect are apparent in each. Ticsc belong to a lazy, indifferent sort of person, one who has Utile or no intetest u*d enthusiasm for his work. Probably hts one great desire is for an extended period nf inactivity, and if be is a bad case, the industry will be better off to gave Sum hts desire and make k permanent. Laziness, indifference and a lack of interest represent a cotnbuuitkm welt nigh incurable and a person so afflicted sho-uld be in some other industry where he could be subject to continuous personal supervision. I now mention a few habits of commission. Stepping and starting with a jerk. Following ether vehicles too closely. Short braking. Passing other vehicles in the face of on-coming traffic. Disregarding stop signs and other traffic regulations. Excessive speed over switches, around curves and through points of congestion Taking chances on clearance when passing parked cars, and numerous others of a similar nature. You will note that iu each of these habits Hktc is evidence of haste and excessive energy. A t^rson with these habit* may be suffering from any one of the following: lack of knowledge, recklessness mania for haste, over-anxiety, intolerance of other forms at traffic. He rs a good man to have around if he can be controlled. I would say this could be done if gone about properly. If his trouble is lack of knowledge, instructions will be needed. If recklessness is the cause, plain talk and. it necessary, punishment is the remedy. If bis trouble is mania for haste, over-anxiety 01 intolerance, then a supervisor in whom he has confidence can bring him out of this by explaining to him in a firm, hut friendly manner, that these habits 264 Twenty-second Congress--National Safety Council arc not only endangering his record, but are also taxing his mental and nervous energy to an unnecessary degree. Tins t\ pc o nut; has energy, interest and alert ness and you can well afluid lo spend tttne and effort to improve his work. More than Jikely lie covets the good opinions of his superiors ami this can often be used as a cure. The third group, or concealed habits, If a delicate question; delicate because it is difficult to prove anything you may say about it. I know it exists and I know it is rfonRcrtHis because I have Iad to combat it myself for over twenty years of my twenty-five of active evork. I refer to the liable of letting die subconscious mind direct our work white the jaychtc mind is allowed to travel to irts unknown. This I consider most dangerous of all careless habits, and certainly the most difficult to control. The bad thing about it is that it usually afflicts the best men in the service, creeping up on tliem gradually, so gradually, in fact, that they often put in a lifetime of active service without knowing they have been Its victim. You cannot know they Imvc it by observing their work. They arc skillful and alert apparently. They seem to do everything right, and yet if you could photograph their thoughts for a trip you would be amazed On a trip of 50 miles you would see a picture of their love, hate, uar, all t!ws extravagancies of wealth, and thousands of visions, fantastic and impossible. tliat Hood the mind of an Indivfdtml while alone. Along with all this you would see a nice train or bus ride for a surprisingly small portion of the dis tance. When an emergency arises the minute interval required for the psychic mind to assume control may represent the difference between escape and disaster. The sub-conscious tuhid cannot visualize, it camu>t anticipate. Therein the danger' lies. Tle remedy, if any. is suggestion to your men as a group that they try the trick of keeping their roimb concentrated on their woik between two designated points just lo see if it could be done. This would serve to let them knew that you suspect they June the habit, and at the same time it would make the roan who has the habit, realize how tltncoughly it lias gotten hold of him. Another remedy is schedules as fart as can be made, considering rendition of equipment ami track. This makes the opera tor put more concentrated effort hito liis work urn! renders him less liable to the wandering habit. hmally. 1 waul to wy dot whciwcr csrlc*wr<is is evident among motormcn and bus drivers you will also find it among tlwsc managing the property Not all care lessness is at the bottom. Some mutt be at the top. Carelessness is mental and can be treated only by precept ami example It is the function of managements to furnidi instruction mid set an example. Know your men. Classify their habits. Diagnose the cause. and by patience, intelligent effort, coupled with the riicht kind of example, much can be done to eliminate the menace of carelessness. ADJOURNMENT. TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Food Section Officer* 1932-33 General Chairman--Henry J. Mixeur, The Borttan Co., New York City.. rTcr-C'Aafrmaw--FnAKK A. Hassr, Corn Products Refining Co., Chicago. Secretary and News Leila' Edher--J_ J. Zeitnex. New York City. Chairman Membership CoMinitiet--RowMr J Fi.kmixu, Kellogg Co., Battle Crock, Mich. Chainuan Prog* am Cainmttir^'W. C. Washburn, Sheffield Farms Co, hw.. New York City. Chairman Poster CommUtr?^Thomas Stbomiak. Wagner-Tarior Co, Philadelphia. Chairman Statistics Couimtitec--T.. A. Scmenum., Premier Malt Products Co., Peoria, 111. Chairman Enghteerh^i CoMmittee-^J. J. Lyons, John I*, JclIce Co, Chicago. Chairman PaWiYiVy Rirni E. Cams, A. K. Staley Manufacturing Co , Decatur, III. Members at Large-- Wiiuau F. Barrett, Horn & Haritart Baking Co . Philadelphia. TV. P,, Bell., California Sl Hawaiian Sugar Refining Carp.. Crockett. Calif. D. M. Clark, Society of Grain Elevator Supts. of North America, Chicago. Morris, Cohen, Schulze Baking Co.. Kansas City, Mo. Will Cooprr, Executive Offices, Stevens Hotel, Chicago. Aucxaxrer Diekst, National Sugar Refining Co., Long Island City. N. Y. Paul Goouxouch, Quaker Oats Co., Chicago. E. W. Gkekk, Oahu Sugar Co., Ltd, Waipahu. Oahu, T HC- E. Gtm-nx, Tlie AMon-Fishcr Tobacco Co.t Louisville, Ky. Elmer Hrimsiacit, Hotel Alien. Allentown. Pa. S. B. Hoaxell, Carey Salt Co., Hutchinson, Kans. Robert McDaor, Atlantic Sugar Refineries, Ltd., St. John. N. B t Canada. Atxvj.i-ii l'mnsK, Adolph I'ieffcr Rice Milling C., Houston. Tc.t. G. L, Km vs, John Morrell & Co., Ottumwa, la. William A. Sullivan, Loose-Wiles Biscuit Co., Kansas City. Mo. Vlrn D. Sutton, The Postum Co., Battle Creek, Mkh. C. W. Turning, Goddard & Heinselntan, MuuieasHjlL, Minn K. W, UfSHAW, Anheuser-Busch, Inc., St. Louis. Earl Whitalock. Washburn Crosby Co., Inc.. Buffalo. N. Y. Charles F. Wiehrs, The Southern Cotton Oil Co, Savannah, Ga. 266 Twenty-second Congress--National Safety Council TUESDAY MORNING SESSION October 3, 1933 The fiisi session of the Food Section was called to order by Ernest W. Beck, United States Rubber Company, New York City, who uelcontcd Die delegates m the name of the Executive Committee of the National Safety Counuct! Mr. Beck then introduced Vice-Chairman Frank A. Hasse, Corn Products Refining Company, Chi cago, who presided. The first feature of the morning program was a genera!.discussion of the `'Safe Han dling- of the Various Substances used to Promote Sanitation in the Production, Preparation and Distribution o Food Products/* This was divided into two su5> jeets. handled by serrate speakers. Chairman Hasse introduced tl*e first speaker. i_--t L`C ^ 'I-- Acids, Caustics and Cleansing Agents By . K. WHITING Assistant Chief Engineer, liberty Mutual Insurance Company, Boston, Mass. It may well be assumed that any plant that is. manufacturing food for Human consumption must keep all its cooking vessels, containers and floors thoroughly dcius by rej^eated applications of suitable cleansing materials. Soaps vary in their injurious effects on the body depending mainly on whether or not they contain any free alkali and tiik variation maybe inferred by tlx* common toms `strong: soap/1 "mild soap*1 ami even "super-kited &oap/` 1 would assume that anyone who desired to retain "that school girl complexion" would not attempt to rise a strong soap, yet a food plant might be impelled to use a strung soap from the service standpoint. No harm need result Uierefrora providing employees assigned to the cleaning work -use reasonable care in avoiding ipersonal contact with the soap itself especially m its concentrated form. While splashing of strong soap solution into the eye might cause severe inflammation, the chief indus trial danger in handling strong soaps has been formation of skin sashes or derma titis. This danger is a sligirt one and can be readily guarded against by care in handling the voap and particularly by thoroughly cleansing the haud with warm water after work', followed by thorough drying of the skin, especially in the whiter time However, with dermatitis in most any industry, there are the rare individuals W have a susceptibility to skin lesions and such persons should preferably avoid this class of work altogether. Even salt water, as experienced sometimes by ice cream manufacturers, may be tlc came of skin troubles unless careful individual hygiene is maintained. While the chemist knows many kinds of acids and bases, it is mainly the strong IiHX'ganic acids, such as sulphuric acid, nitric acid and hydrochloric acid (some times called muriatic acid) and Die strong inorganic bases like sodium hydroxide and potassium hydroxide, which are sufficiently active chemically to cause severe bodily injury! I am not, of course, attempting to list all caustic chemicals by any means and some of the organic adds such as oxalic add need to be Handled with great care. The general rule of safety in itutidling these caustics, especially important where they arc present in other than a straight chemical industry, is to impress upon the Pood Section 261 employees that any spillage or splashing of the chemical, particular!} when it is. in concentrated form, should be carefully avoided. Tire responsibility for following out of this practice can, by no means, be placed entirely upon the employee himself. The employer should provide such equipment lor handling tlic chemicals in hulk that any spillage or tplashuiR is reduced to the minimum i refer not only to the use of inclmatois or pumps for pouring caustics out of heavy carboys but also the use of safe containers for carrying lhe caustic wherever H may be needed throughout the plant. Class bottles are in many respects the most suitable containers tor caustics because of their ixm-corrosirc character but they are so easily fractured that it is a wise practice to place them in a suitable carrier that will prevent any spillage in case the bottle itself is accidentally broken. Tints, in cite food plant, I observed the refinement of having a lead-lined box at which the small rattle of sulphuric add could be kept when not In use so that if a bottle cracked Die arid would not spill about the Boor. I fed that wc cannot over estimate the value of the greatest care in haivdlicg strong caustics. A single splash on Dk clothing may lead to so severe a burn, healing U delayed and there will !>c Die danger of infec tion with prolonged disability or even a fatal outcome. A single splash of strong caustic in the eye might cause the loss of sight or at least a reduction in vision sufficient to make (he eye practically useless. Sulphuric acid, as you know, is used m the milk industry in collection with the Babcock test. In ice cie&tn manufacture, the analogous test is made, I understand, with glacial acetic. While this is one of the organic adds and is Die same thing as ordinary table vinegar, its concentrated solution ami its dry crystal form demand every refinement in care of handling. As to strong alkalis, I have not found that caustic soda U used in any food industry but, if so, the solid or Bake fertn uf caosik soda must be handled with particular respect. A mere speck of it in the eye will produce a `"boring'' action that will cause irreparable damage unless prompt ami adequate first-mid measures are instituted. In diluting the strong acids ami alkalis with water, care must be exercised because there is usually a leeat reaction that may cause the cold water to quickly reach boiling point, with resulting spattering or fracture of the container if it be made of glass. In general, only responsible and well instructed employees should be assigned to any handling of the bulk chemicals as they come into the plant. While it is beside the subject matter of this paper-, -1 cannot retrain from calling your attention to a particular type of clvemical reaction Dial has occurred in certain food manufacturing plants and converted an attparently harmless process into a fatal death hazard. 1 rcietc to an asphyxiation hazard in closed bins, tanks, vats, etc., and particularly to an asphyxiating gas that has no odor whatever and thereby lies its chief danger. It is odorless, colorless and, in dilution, entirely uon-poisouous. The gas called carbon dioxide, GO*, is tlx: natural end product of the oxidation nr burning of carbon. It is a constituent of ull flue gases, of gas engine exhaust (I am not referring to carbon monoxide), and of fermentation processes, ft is tn the latter process tliat the members of the Food Section may And sonic possible interest in this hazard of carbon dioxide when generated within enclosed spaces. An addi tional important source of carbon dioxide is dry ice which is getting into common use in Die food industry wherever refrigeration is necessary. Dry ice is merely solidified carbon dioxide gas and when Die dry ice absorbs heat, it cva;>orules inij this same colorless, odorless, "noti-poisonous" gas of carbon dioxide. The gas is about SO per cent heavier than air of the same temperature. I almost overlooked the 268 Twenty second Congress--National Safety Council fact that carbon dioxide is now being used in increasing quantity in the manufacture of beer in which, as with all aerated waters, carbon dioxide is the gas that causes the s|>arklu or the foam. Because of its inert nature tlere is no harm from the disclwrg* of carbon dioxide in u{>cii spaces where it quickly diffuses through the atmosphere and there is no harm in swallowing it dissolved in aerated drinks. In fact the exhaled air from oar lugs * laden with curbent dioxide since one of the basic chemical reactions ol tltc body is the oxidation of carbon from our food by the oxygen from the inhaled air. One man was asphyxiated whim lc was lowered into an `'empty'* bin that Iwd contained cracked grain. lie had to be lowered to Uie bottom of the bin to dean out the chute at tltc bottom. Even after the first man had been asphyxiated in this maimer, no one really appreciated the ltazard because there was nothing to see or *ntcU and the foreman himself insisted on entering the bin to rescue the first man. He was fortunately equipped with a life line and was promptly withdrawn when his Iwlpci"* noted his immediate loss of cowsckwasnes? after he fad been lowered a foot or two into tire empty grain bin. Evidently die gram that bad just been removed front Uiat bin had fermented ajsd generated sufficient carbon dioxide gas tn drive out enough oxygen fremi the air so that it was too lean to supiKWt life. The human body is quite sensitive to any lack of the normal 21 ixrr cent of oxygen in the inhaled oir and a dilution of this normal proportion by 50 per cent or even less causes immediate symptoms of collapse and ultimate death unless the individual so exposed is promptly rescued. The second case I will mention was so harmless a thing as a vinegar vat which had been drained empty to allow men to enter It for repair work. Not only was the first man to enter killed by asphyxiation but also his first rescuer. In addition, the second rescuer was almost killed also. 1 believe the last nan did indeed wear a gas mask for protection before entering the tank but gas masks are of no value whatever in atmospheres that arc deficient in oxygen since they merely absorb toxic gases and do not supply oxygen to the wearer. Even against toxic gases, such mask? are suitable for only Unv concentrations, usually not exceeding 5 per cent. I liuve not heard, as yet. of any carbon dioxide asphyxiation from the handling of dry ice but it is bound to occur sooner or later, even in an open pit Uiat contains die evaporating dry ice,---unless the hazard of this colorless, odorless and heaviertitan air gas is appreciated wherever dry icc handled in nou-ventdated spaces. The general answer to all such asphyxiation hazards is thorough ventilation of all enclosed spaces before men are put into them or at least the wearing of hose masks by which a constant stream of pure air is supplied to him. In every case of doubt the man should be protected by a life line with helpers ready to remove him item Lite enclosure instantly if he shows; the slightest symptoms of distress. In closing. I will mention the first-aid practice that should he followed after there lias been accidental exposure to acids and alkalis. Promptness in applying the first aid is quite essential since the severity- of the injury ts almost directly proportional to the lime of exposure. The application of first-aid should not be delayed tot tins arrival of a doctor nor even Cor itua time necessary to no to a firstaid room. Fortunately it happens that no special knowledge or equipment is neces sary. Ail one needs tu do is to apply water to rinse off the chemicals that are causing the injury and no food plant is likely to have exposure to any chemicals Uiat are not freely soluble m water. The only point to be emphasized in this connection is to make the washing job a very thorough one and moderately warm Food Section 209 water is preferable to cold water Especially in the case of eye hums is it of prime Importance to apply the water in so thiKouxh a manner that all residue of live caustic chemical? ha* been removed. Subsequent treatment of the chemical bunts is usually along the lines of treating burns of any type and this can lx: left to the ntcdical profession. However, it is clearly the first-aid mart's job to cc that suitable facilities are provided (faucet, hose, etc.) for instant application and Uiat the employees exposed have been clearly instructed in their use. Fumigants for Foods ' fa-*' By K. A. BACK ` (\Lm> JZL&3`j- In Charge, Stored Product Insect Investigations, Bureau of Entomology Department of Agriculture, Washington, D. C. live speaker said in part: Before the Bureaus of Clteniisiry and luvtomology i the Federal Department of Agriculture undertook the co-operative project on fumi gant* at the request of the railroads of tire country, person* storing foods or mamiinclined products subject to insect attack Iwui a very limited number of funu^auts available in promoting sanitation. These fumigants in genera) commercial use were carhou di&ulphid and hydrocyanic acid gas, with carbon tetrachloride used only as a if,st resort when tltc otlier two fumigant* could not be used safely. Carbon disulphid and hydrocyanic add g* are two excellent fumigants.. They are well known and their usefulness b established beyoud a question of doubt. At the present time they enjoy a place in insect sanitation that is not likely to be lost in certain fields of activity, each enjoys almost universal prcfereivce in spite of more iccently developed fumigants One cannot deny, Itowevcr, Uiat carbon disdpbkl is flammable and explosive in i)*e presence of fire m any form, and tliat hydrocyanic acid gas is htgltiy toxic to mnn Explosiveness, flammability and high toxicity to man are thiee diaradcmtics tliat work against flu: use of these two fumigants in com gested city districts. Of tliese three undesirable characteristics,, toxicity to man is th ka*t objectionable from a professional standpoint, for modern types of buddings and special fumigating vaults now in general use by business firm* tuake possible the safe use of a gas Iwghly toxic to man when the fumigation service is in the "hands of experienced persons licensed by an intelligent, well informed public health service. There arc loo many instances of the safe, intelligent and successful use of hydrocyanic acid gas now on record to warrant the elimination of this fumigant from in*ect control work in con gested areas. Where it can be used safely within city limits, hydrocyanic acid gas is probably still die most generally useful fumigant available. Tire entomologist's ideal, however, lias been a fumigant that is non-flammable and non-explosive. highly toxic to insects and still not particularly toxic to man and one that will not affect adversely the commodity fumigated. Such a fumigant lias actu ally been developed during the past few years, is being recommended highly by the Department of Agdcltme and is today enjoying a wide use and well deserved pop ularity iiu insect control work. It is the ethylene cxlde-carhnn dioxide mixture. The vapors of ethylene oxide arc in themselves highly toxic to insects, but arc explosive when as high a dosage is used as Z*& pound? per each one thousand cubic feet of space fumigated. But when one part of ethylene oxtde h mixed with about seven parts of carbon dioxide a non-flammable and non-explosive vj*or is formed, 270 Twcr.ty.second Congress--National Safety Council The vapors of ethylci>c oxide alone, or in combination with carbon dioxide, are only slightly toxic to man as he ordinarily comes in contact with them in inject sanitation. The ethylene oxide mixture also has an a<J>ania^e o\er hydiocyauk acid gas in that food product* fcmiigatcd with ft do not appear affected adversely in any roan iut. Foods fumigated with hydrocyanic acid gas do absorb some of the poisonous pus and this added deleterious substance is ruled against by the pure food laws. To lie sure, thousands of ions of food products have been fumigated for many years. ad arc ttttl being fumigated today, with hydrocyanic acid gas without observable inrotths to human health. Foods fumigated with hydrocyanic acid gas have ied u aiumalfr wfihuot observable Harmful results and fumigators have re- l<at*dly caAc-n many jot after fumigatioa without experiencing harmful re sult*. However, the regulatMuas of the Food and Drug AdromistratSoa of the De- jiartment ot Agrcultwr are made in Uc interests of the Public and must be eotiridcred carefully by all havmc occasion to treat foods. The ethylene o.dc-eartx*j dioxklc mixture imparts no harmful or deleterious sub- stance to any food ao far a> is today known. Foods fumigated scan changed in no nay. Tlxnt flavor. talc or smell remain unchanged. Because of the nun-flammable, non-explosive nature of tlie ethylene oxide-carbon dioxide mixture, its slight toxicity to man, and the fact that it imparts no deleterious substance to a food product nor affects its odor, taste or smell, this fumigant can be used in many congested districts without fear of Ere or explosion, without danger to human life and without the interrupt too of the daily routine of business except as tlie fumigation affects Ujc immediate area under treatment. Being about 1 7 heavier than air, and slower in action than hydrocyanic acid gas. the ethylene oxide-carbon dioxide mixture Iras not proved so satisfactory as a fumi gant for large food warcltouscs and manufacturing plants which are often fumigated as single units. Many of these buildings are not tightly constructed and will not Isold a heavier*iliirt air vapor Joug enough, at tlic concentration desirable, to pene trate the cotiumodily, and kid the insects before leakage so reduces the concentration that the fumigant becomes Inoperative. All said and done, one cannot deny that hydrocyanic acid gas is peculiarly valuable because it kills insects quickly and Ius a place in insect sanitation iln large buildings and manufacturing plants not yet at tained by any other fumigant except, hi a few instance#, dtloroptcrm. But in the compartments of thoroughly modern warehouses, or iu special fumigat ing vaults, or vacuum chambers where the temperature can be controlled and where leakage of vapors is negligible or lacking, tlx: ethylene oxide-cat bon dioxide mixture U proving a thoroughly desirable addition to the fumigants available in insect sani tation. It fills a great need long felt and H is believeil that its usefulness will be extended particularly in structures where the element of safety to nan is of prime importance. Another recently developed fumigating mixture whose value ha* been proved by the Department. whose use already has found wide application, is the ethylene dichlorkle-carboo tetrachloride mixture. This also is the product of the research work of the l>cpartmet of Agriculture. It consists of tliree volumes of ethylene dkhlorkJc with volume of carbon tetr*-chloride. The mixture is marketed in tin cans or Ucd drew*, and can W W*e ued at tonperatuxes above 70* F_ The vapors produced by cvaporaexai ui the faqmd are heavier than air, non-Aaramabie, non- cxplovive, cedy nhgtatK **.r v> m*a. but HUcrivc laGing trisects in foods and other commodhie*- It *iw<**id im W *wrl w*r wearing food* with a high fatty content bc- Fcod Section 27 i cause it affects their taste and odor. But for the destruction of insect life in con gested districts where its use is well supervised tt is filling a need long fdt by those engaged in insect sanitation. The same objections to the use of the ethylene oxide-carbon dioxide mixture in large beddings. or loosely constructed storages, hold for the ethylene dichloridc-carfeoo tetrachloride mixture. It is best used iu very tightly constructed storages at a temperature of 70* F. or luglter. All things considered, die two ootjaanding fumigants which have been nude avail able daring the past few years as a result of the Department's research program, and tbe development work of the business world, are the ethylime oxide-carbon dioxide mixture and the ethylene dkhloridc-carbon tetrachloride mixture. The great factor m their favor is safety. They* have their drawback* which advocate* of other good useful fumigants, such as chkeopierm. hydrocyanic acid gas. carbon disulphid and some of the formates, will be pleased to point out. Literature, or itiforiwalico in other form on the usefulness of any {unmeant in kv-ect sanitation will be clieerfully scut aoyooe inquiring of the Bureau of Entomology. We have information on many fumigants--to many to make mention of them here practical. I fust wish you to ap preciate that the research of the federal Department of Agriculture has made very important and practical strides m the direction of reducing the fire, explosion and toxicity hazards in the treatment of foods and other warehoused commodities. You have only to Investigate briefly to locale many Imrincss Arms that arc today actually making practical use of these new fumigants. THURSDAY MORNING SESSION October 5, 1933 Ihe second session -was opened by General Chairman Henry J. Mineor, Ho; denV New York City, who presided. Chairman Mincur introduced the first speaker. The Safe Use of Ultra-Violet Radiation in Industry By DR. M. J. DORCAS U" I / National Carbon Company; Inc^ Cleveland. Ohio h 99? ^ The s]eaker said In part: Within the past few years new ty^j of artificial light sources rich in ultra-violet have been developed and some of these are more powerful than the sun both ia kind or quality and degree. These new and powerful light sources are finding increasing application in industry where they replace the rutural sunshine, enabling such processes to proceed independent of time, or season. In other cases, the artificial sources are applied to processes that are new aid never were operated in sunshine because these new powerful sources can accomplish things that are impossible for the sod to do. They are now used in die food industries, tnciud ing nnBc proctuuNt piaot*. bakeries, sugar refineries and soda fountains, the Ieatlier, tobacco. chemical, photographic and other industries, all of which use the most powerful source* of ofera-rioJet that are available. There are also a Host of h*gb!y kperiahEtsed w*c iuc smaller units of otherwise somewhat similar character. Ultra ynaict radlariun i a powerful agent and to *$vnc people a somewhat mysterious agene It caiwiuf W ms *r beard and its physiological effects are not immediately -> 272 Twenty-second Congress--Notional Safety Council evident. In U>c absence of definite information, operators sometimes imagine that ultra-violet is a terrible thin? and take unnecessary precautions that prevent proper application of live radiation or, on tlie other hand, treat it contemptuously or with no proper regard to its potential effects, and thus create an unnecessary hazard for themselves and others. Hither of these extremes, usually based on lack of knowl edge, is mulesirable and costly to society and industry as a whole. Ultra violet rays are generally considered by the physicists to be riecU <>magnetic waves or radiations of energy, as arc the wireless waves, visible light, x-rays, ami wane of the radium radiations. Because of live classification with x-rays and radium some pcttjdc have considered ultra-violet possibly as dangerous as x-rays or radium, and Itave therefore. acquired an unreasonable and unjustified fear. X-ray and radium both jiroduce many effects on human bodies; altliough moderate exposures luxve no pronounced effects, with greater exposures to x-rays and radium the ultimate effect may be quite serious. If such effects were to he the result of the use of ultra-violet rays, extreme pre cautions would be justified wherever they are used, but experience has proved that there is no occasion for anxiety in this direction if simple precautions are observed Another large Imt unrelated group of people exposed daily to such radiation for long periods are the testing crews ami lump trimmers who work in the control laboratories of the factories producing such lumps, am! tho&e who repair and service them after they leave the factory. These include* the lamp trimmers, who for u couple of generations following 1870 looked after the carbon arc street lamps La these industrial groups no delayed after-effects of live radiation are observed. Most significant in this respect probably are those medical establishments that Itavt used these ultra-violet generating arcs foe many years in the practice of medicine. The outstanding institution in this respect is the Fmscn Institute in CopcnliagGii where over a hundred patients daily receive treatments with these arcs. This establishment has used light in medicine for more than 40 years. In such hospitals there exists constant supervision of both patients and nurses. Some of the patients treated who suffer from chronic disease may be irradiated at intervals for years. The nurses arc exposed daily--sometimes almost constantly to the radiation from some of these lamp*.. GivWnwry precaution t>a proved ainjite to avoid any ^immediate injurious effect and the absence of unexpected physiological effects, that may appear after a long interval, may he cortstdered to Ivave been definitely established. Therefore, by observing rather simple precautionary measures, there should be but little diffi cully in avoiding completely any accidental or harmful effects to operators using ultra-violet jicueratmg equipment. Certain other effects tliat appear comparatively promptly do exist and should not be ignored. There arc five such effects which may occur when a normal healthy person is exposed to a powerful lifeht source. First: All high powered light sources produce a certain amount of beat. Every one la familiar with the fact that long exposure to hot summer sunshine may cause licat prostration or sunstroke. This is caused mainly when the radiation is allowed to fall for a long time on the bade of the head, and is resi>ofs*blc fur the peculiar type of head-dress worn in tropical regions. There is little hklthood of accidents of this type with arc lighting equipment Individuals respond quickly to heat and it is -almost certain that discomfort would cause an individual to move before any injury would occur. The usual precautions to provkle shields and ventilation to limit exposure as much as possible will prevent injuries of this character. Food Section 273 Second: Most High powered light sources used for irradiation produce strong visible light as well as heat and ultra-violet radiation. The same feeling of dis comfort experienced by anyone looking with unprotected eyes at the bright sun occurs when he looks directly at one ol these light sources There is a natural tendency to turn the eyes away due to the intense glare. If otic stares at such a ludit source for any length of time without a protective screen for the eves, a temporary disturbance of vision will result, which if exposure Is prolonged, might result in a permanent eye injury. It is therefore, advisable to warn against the danger of looking at any bright light source lor any length of time. Thi* inuneUiatuly sug gests the use of appropriate goggles or other protective glass screens. Thud: Long continued exposure to short ultra-violet rays will result in the tanning of the skm of most persons. This tan or pigmentation is nature's way of protecting the skin against subsequent burning, and while deep tanning may be objectionable to some people, it cannot be classed as an industrial Itazaub Fourth: Prolonged exposures to light sources giving off ultra-violet rays mav also result in erythema, or sunburn. This action is much the same as that produced by prolonged exposure to summer sunlight. The only noticeable effect at the time of exposure is the slight reddening of the skin and a slight sensation nf heat and warmth. This immediate effect results from the heat radiation given ofl by the light source, and subsides in a few tntmdes after fcltc end of the exposure. A few Iionrs later. However, the effect of tl*c ultra-violet becomes evident. The skin again Leans* to get red and feei warm. In a day or so in severe cases blisters may develop. Such eases should be treated by a physician because they are similar to snnburu or Oliver severe burn*. In a few days, Imwever, such sunburns ate lulled ami leave no permanent effect. Fifth: The moat commonly noticed of all effects of ultra violet are those of the eye. As commonly described; the effect* are somewhat as follows : After excessive exposure of the unprotected eyes to an ojc arc lamp during the day, one awaken* during the night with the impression that the eyes are full of sand. No amount of rubbing seems to remove the trouble, Itowevcr. The eyes are vciy painful and red and inflamed. Copious tears are shed and the condition gets worse for several hours. Sleep is tmirasiblc. Next morning the eyes still are inflamed ami slightly sore, but in general the trouble has disappeared. This effect ts known as "conjunctivitis.** A physician can relieve the inflammation and the pain and prevent possibility of infection if he can be consulted during the hour* that piescnt the severe svmptoms. If infection is prevented from developing in the inflamed eyes, no perma nent injury results. The eyes never acquire pigmentation, tan or other natural protective shields, as does the skin, and therefore the eyes must always be protected by some externa! means. If helmets or welding masks are worn, the eyes are protected by the glass eye pieces. If such protection for the wltole head is not worn, goggles should be worn. The glass can be almost any kind of glass. Ordinary window glass or spectacle glass will absorb tlic conjunctivitis producing rays in most cases, but on account of the brilliant visible radiation usually present, the darkest grades of welding goggles that will permit the work to be seen should be used. Ordinary glasses provide considerable protection. They do not prevent stray radiation hitting the eyes at the sides of the eyeball, howexer, and ffoggles, to be sale under all con ditions, should be completely enclosed and should not have ventilating slits so placed that they permit light to fall on the sides of the eyeball. 274 Tu'cnty-sceoiui Congress--National Safety Council The problem would thus seem to be solved by using ordinary precaution to prevent acute temporary results on the skin and eyes of those, who work about such light sources. Small intensities of ultra-violet continued for many hours, or extreme intensity for only short time, may result in an equal degree of sunburn, or erythema, and eye burn. These Injuries may be avoided by using protective devices wherever possible and by making sure that tlto$c who work near such lamps, or who may occasionally be in their vicinity, are aware of their nature and the possible effect of the radiation and accordingly govern lltcitucives so tluvt they are not exposed to the radiation in exces sive amounts. Protective devices arc a help but the constant attention of those who are in the same establishment to guard against careless practices is the most effective safety measuiu wlicrc ultra-violet radiation is employed. The first precaution should he to locate the light step of the process in a separate room, large enough to Itouse tlie arcs and associated apparatus and not large enough to permit auy other process to be conducted in this room. Such rooms may be made tf metal or tile since both are tree from fire hazards and opaque to the ultra violet rays. The necessary meter asul control apparatus may be placed outside this room and windows of colored glass installed to permit observation of the process without necessitating the presence of anyone in the room. Inside the ultra-violet room still further shielding, of tlie arcs is jiossibie. Usually thiv shielding is accomplished to a considerable extent by the apparatus itself, since live designing engineers lutvc tried to utilize m the process as much of the light as possible and to reduce to a minimum wa*te from light scattered around the room. Simple trnc-Ul screens will cut off most of the stray radiation.. Such screens protect those in the vicinity of die apparatus most of the time. There will be certain times, however, when it is necessary to start or stop, regulate, inspect or repair tlie apparatus or the ultra violet arcs themselves ami when it is necessary to work hi the presence of the ultra-violet radiation itself. At sodi times die eyes should always be protected by suitable goggles and, if die exposure is of appreciable Juration, face and hands be protected by helmet and gloves. Static Electricity as a Source of That Fatal Initial Spark `f ' By CHESTER J. ALQER ^ Corn ProUuct* Refining Company, Chicago The speaker said In part; Static electricity is produced in industrial plants manu facturing food products by die operation of such equipment and machinery as trans mission belts, pulleys, reels, bucket elevators, (sncumatic conveying ami dust collect ing system* including spouting and fans, and hi some instances, it is developed in grinding nulls. It Has been my experience that belts and pulleys are the greatest producers of static electricity. Why this exists Is explainable by the fact that it It not uncom mon to find belts slipping when passing over pulleys. Also, it must be taken into comideratioh that after tlie belt las passed around the pulley, and in straightening out again, the friction l*?twecfl tlie plys of the belt in going over the pulley generates static electricity ; smaller diameter pulleys develop more static than the larger diameter pulleys. Since It has been estahlislicd tlrnt static electricity is developed in industrial plant? and that it can ignite dust, the next question is: what are we going to do about it? Pood Section 275 In our industry, safety inspectors carry with them for the purpose of locating static electricity a tninerallac "statiscope" manufactured by a Chicago concern. This is a very sensitive instrument, and when static electricity charges are discovered, we proceed to eliminate them by proper grounding. It hat also been my experience that when the atmospheric humidity is extremely low. such as on a cold winter day, static electricity is made or developed on machinery that does not occur during the other seasons of tlie jear. This in my opinion indicates the importance of making static electricity tests m tltc winter season. Also, mill and wooden construction type buildings are more subject to sialic electricity than other types of construction. Other static electricity producers such as reels, bucket elevators, fans and dust collecting systems should be grounded to building steel or water Iuicr hy Ue use of a flexible stranded copper cable, both ends of the ground wires sokteced in position. It may be of interest to mention an experience relative to static electricity being discovered on the wooden frames of a set of reels. AH the usual and customary means of grounding to discharge the static electricity were employed withont suc cess, and as a final resort tlie compete wooden reel housings were painted with aluminum pfifnt which, due to its metallic base, completely dissipated all traces oi static electricity after the painting had been done. As a final word, let me want you that if and when grounding is done, frequent inspections must be made to see that the ground wires have not been broken, other wise, the possible ignition hazard of static electricity is increased y/r,/?*&''-Oe; if Cutting Machines a > t A >C 4c- > > u > /.. By H. K. RONDTHALER t: ' . > u C C .-I./L dc. ft/ / f. / Z.' v Vice-President, U. S. Slicing Machine Company, Chicago ` / ^ Mr. Kotxkhalcr spoke extemporaneously, making his interesting address from copious notes mid illustrating wivat lie had to say with stereeptieon views These pictures illustrated the development of safety devices In slicing machines and traced the slicing machine industry through some thirty years of activity. Unfortunately, these pictures cannot be reproduced here and no manuscript of tlie speaker's remarks is available. Railroad Sidings By G. L. RHYS A'-tt. --v be W,, i\` Employment Manager, John Morrell & Company, Ottumwa, Iowa The speaker said in part: Tlie hazard of a railroad siding or track is one which la recognized by everyone and also one where constant familiarity tends to breed contempt. In the National Safety Council's Safe Practice Pamphlet No 48 a diagram is shown of a bridge over a track to take care of men coming from and going to work. This is excellent, but it Is not always advisable. II such a< arrange ment b not pw>ble it is well to have either a watchman or some type of automatic signal. And where men have been accustomed to depending upon a watchman or signals, fchcje must be a continuous use o this means. 276 Twenty-second Congress--National Safety Council In the case of sklings within a plant, it is net often advisable to have a man con tinually on guard. It * often possible to use an automatic signal of some suitable type, but then again there it live matter of expense to consider on the siding which is very rarely used. One type of signal which is inexpensive is the klaxon or warn ing horn controlled by the main watchman, so that on the few* occasions when the track is used the employee will receive an adequate warning. Often a gate can he arranged equipped with a light in event Ural there is occasion for night use The danger of men coming around the building and stepping directly in front of tire track can be avoided by building a small railing forcing them to step around the corner far enough to get a view of tire track. - * It is also important to maintain tracks in good condition. Quite often railway sidings do not receive the attention which is necessary to keep them tu safe condi tion. The switch crew can be of valuable assistance in this respect by reporting to the maintenance department any repairing or cleaning up which needs attention. The danger of employees catching their feet in switches can he to a large extent eliminated by equipping switches with proper guards. Many other hazards arc incurred by men who work at loading or unloading cam Men have their feet injured as the result of wheels of a tractor passing over them, the danger of stokes or wires and packing cases falling, and metal running boards or toeboards. These boards arc sometimes nailed to the dock and the car so as to avoid slipping. One railroad superintendent nvakes a suggestion that countersunk holes be drilled in the toeboerd and that after the board is placed both could be dropped so as to keep the board from slipping. Brackets can also be placed on the underside to avoid slipping of the board. Tl*e same safety rules which lend to make your shipping department safer are also applicable to the men on the loading docks. Here again it is a matter of super vision and education, -which to a targe extent will cal down the accidents. An elaborate set of rules can be drawn up, but unless there is intelligent and construc tive supervision, no definite accomplishment in the way of safety will result It Is often a wise idea to call the switch crew together and with them go over the Itazsrds of the plant insofar as tltcy arc concerned. Man-Lifts By R. B. DALSTROM Supervising; Safety Engineer, Lumbermens Mutual Casualty Company, Chicago The speaker said in part; Everyone is familiar with the passenger elevator*, but in dour mills and grain elevators^ there lias developed the need for raising only one man at a time, and also the need for conserving space in the special type of building required by the milling and elevator industry. Quite naturally, therefore, the verti cal conveying belt equipped with steps, known as the "man-lift" or employees' serv ice belt* was evolved as a helpful solution to the problem. Consisting of a series of steps spaced about 16 feet apart on a vertically moving belt, it is like so many elevator cats, thus providing the necessary speed, although traveling only % feet a minute. The space required is only the combined width of two steps adequate to carry a man up and down, plus the diameter of pulleys at the top and bottom over which the belt travels. Needles* to say, such a continuous moving device, that does not even stop to load and unload passengers, presents hazards far in excess of Food Section 277 modern passenger elevators which are equipped with every possible control for safety. A man-lift has to be boarded *'ou the fly*', so lo speak, and a special technique has to be developed through experience for workmen to go up and down safely. In the installation of such an equipment it seems appropriate to mention a few points that should be kept m mind * 1. Make the Boor openings fust large enough to permit the average sized work man to step on comfortably, but not so small that a workman will not have sufficient clearance if he slightly protrudes any part of his body while riding. (The standard set by some states is 14 inches from the edge ot the step to the edge of the opening.) 2. Provide an operating cable witiim easy reach ot passengers tor emergency stops. 3. Provide an effective safety stop which will instantly haft the man-lift if the passenger fails to get off at the top floor, and whenever possible have sufficient clear ance between the top pulley and the roof (about 4 feet) so that workmen cannot be seriously injured even if the safety fails. Once the man-lift equipment is installed, proper maintenance is of course essential. A competent mechanic should be delegated to inspect the elevator daily. These tnapectfoos iltould include: (1) cliecking step bolts for security; (2) dwcklug condi tion of step surfaces; (3) testing safety device; (4) examining belt for wear. After proper installation and maintenance are arranged, consideration should be given to the possibility of additional safeguards, and instructions to employees Railings and toeboarda around the openings are an important safeguard. They should be arranged so that a workman cannot directly approach tl>c opening of Uh man-lift, thus forcing him to hesitate and get properly set before stepping rm It. Railings will also prevent workmen from accidentally walking into the opening. (Some state codes require a landing space Inside of tails of at least two feet.) Non-slip floor surface inside of railings w essential for complete safety. Two separate sets of handle* are usually provided above each step--one set for the down-travel and one for the up-travel of the belt. Employee* should be instructed as follows-; 1 Always face the belt and keep both hands on the handle when riding man-lifts. 2. Never caury material on the step and have no tools or other articles protrading from clothing. 3. Avoid use of man-lifts for carrying freight. Should this be absolutely neces sary one man should be assigned to place it ou the step and another assigned to take it off while employees on intervening floors should be warned so that they will not accidentally attempt to get on the step carrying the freight. 4. Keep both feet firmly placed ow the step in such a way that no portion pro trudes. (Crossing the legs while riding should he prohibited.) 5. Never ride on the same step with another employee. (Violation of tins rale should justify discharge.) 6. Report defects immediately to the superintendent. Conspicuously placed signs carrying proper firsts uctiorts can be placed at cadi landing as a constant reminder to passengers. Mon-lifts are intended only for limited use by certain employees. It is therefore very important that definite steps )>c taken to confine their use accordingly. Visitors, children and other unauthorized passengers have been involved in more serious accidents than the plant employees themselves. By restricting the use of man-lifts to qualified employees, die major pari of the accident prevention problem is solved. 278 Twenty-second Congress-National Safety Council Report of the Nominating Committee General {..hairman Mincur At this point presented a brief resume of the year's activities of the section, based ujxhi reports from the chairmen of standing committees. He then read tlxr recommendations of die Nominating Committee for officers of the section during the ensuing year, and officers were duty elected as follows: General Chairman--T. A. Scliendch Premler-Pabst Corp,, Milwaukee, Wisconsin. Yiee-Chttirman--Frank H&ssc, Corn Products Refining Co., Chicago. Secretary & Nws Letter Editor--XliUh E. Cade, A; E Staley Manufacturing Co., 1'Xcatur. Illinois. Cfiairtitatt of Wwwij Committee--Paul Goodneugh, Quaker Oats Co-, Chicago, 111. Chairman of Membership & Program Comusittees--\V. C. Washburn, Sheffield Farms Ca. Inc,, New York. CJutirutau of PAfter Committee---Robert J. Fleming, Kellogg Company, Rattle Creek, Michigan. Chairman of PuMiulv Committee--C W, Turning, Goddard & Heitisclmau, Minne apolis. Mmn. Chairman of Statistics Committee--] J. Lyons, John F. Jelke Co. Chicago, Ilf. Chairman of Slides & Safety Kinks Committee--VaX&i Lehman, Piltsbnry Floor Mills, Minneapolis, 'Minn.. Members at Large'. Henry J. Mineur, Borden's, New York. Ral|>h E. Prouty, Aetna Life Insurance Ca. New York. Thoms* Strabbsr, Wagiter-Taylor Co., Philadelphia, Pa. William F. Barrett, Horn Sc Hardart Baking C., Philadelphia, Pa. W. P. Bell, California & Hawatiau Sugar Refiimig Corp., Crockett, Calif. I). M. Clark. Society of Grain Elevator Superintendents of North America, Chicago, 11!. Morris Cohen, Schulze Baking Co, Kansas City. Mo. Alexander Diemt, 'live National Sugar Refining Co, Long Island City, N. Y. C. W. Dempsey, Liquid Carbonic Corp.. Chicago, 111. E. W Green, Oahu Sugar Co., I.td... Waipahu, T. HC. E. Griffin, The Axton Fisher Tobacco Co., Louisville. Ky. Elmer Heirobsch, Hotel Amertctts, Allentown, Pa. S. B. Horrell, The Carey Salt Co~ Hutchinson, Kansas. Robert McDude, Atlantic Sugar Refineries, Ltd., St. John, N. B., Canada. Adolph Pfeffer, Adolph Pfeifer Rice Milling Co.. Houston, Texas. G, Rhys, Joint Morrell &- Co., Ottumwa, Iowa.. William A. Sullivan, Loose-Wiles Biscuit Co., Kansas City, Mo. Vera D. Sutton, Posttun Co., Inc.. Battle Creek, Mich. R, W. Upshaw, Anheuser-Busch,. Inc, St. Louis, Mo. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Marine Section Officers 1932-33 Genera! Chairman--Iuakk H- Cogan, The Delaware, Lackawanna & Western Radroad Co. , Hoboken, N. J. f 'iee Chairman (In Chart/e of Posters and Slides')--Robert lv. Haxu. Standard Shipping Co., New York City. Yirt-Chairman (In Charge of Publicity) --Arthur M. Tout-', Consulting Marine Engineer, New Yoik City. / icc-Ckoirman (Per the Pacific Coast')--Byron 0- Packard,, Pacific Americas! Steamship Assn., San Francfeco- SeerctQry--CA'ht. W. Crtti, New York State Merchant Marine Academy, New York City. Netrs Letter Editor--Hkkr* Blackstonk, United States P. & I. Agency, San Francisco. Chairman Program Committee--I'&tx Woou. Moore & McCormack, Inc., New York City. Chairman Membership Committee--W. E-. Stewabbson, Colombian Steamship Co.-, New York City. Chairman Statistics Committee--Benjamin H Self. Travelers Insurance Or, New York City. Chairman Engixcet tug Committee--B. C. Edwards, Grace Line, Inc,, Brooklyn. Chairmen Stevedoring Committee--F.. C Gaecoav, United State's Employees' Com pensation Commission. Washington, 3>. CMembers at Large-- W. F Biggs, Navy department, Washington, D. CA. R. Bosu, International Blast-Signal Co, New York City. H. W. Fisks, Jr., Standard Vacuum Transportation Co., New York City. C. H Flatfisrs, Eastern Steamship Lines. Inc.. Boston. E. P- Foisic, Shipping Federation of State of Washington, Seattle. J. M. Grisks, Alabama Dry Dock & Shipbuilding Co., Mobile, Ala Wat. Groundwater, Union OH Ca, Los Angeles. E C. Hoi.ukw, Jh., United States P. & I. Agency, New York City, J, S. Hunter, The Atlantic Refining Co, Philadelphia. W. P Kaiw. New York City. W- A. Kiocins, Jr., A. H. Bull & Co., Inc., New York City. R K. Kelly, Tide Water Oil Ca, New York CityJames Kennedy, Gulf Refining Co., New York City. 279 280 Tmenty-second Congress--National Safety Council J L- Luckexbacii, American Bureau of Shipping, New York CityC. V. MrCr>xftck, Cities Service Transportaticm Co., New York City H. W Pnoois, Black Diamond Steamship Corp., New York City. 1*. J- Robeson', Jh, Newport News Shipbuilding & Dry Dock Co.., Newport News, Va. J, K. Rooisox. Siixdair Navigation Co., New York City. J C- Roni,r., Standard Oil Co. of California, San Francisco. H. I- Skwako, Yale University, New Haven, Coon. A. J. Smith, Marine Office of America. New York City. J. Tomb, New York State Mcrdiaul Marine Academy, New York City. A. O- Wc-ll, General Petroleum Corp. of California. Terminal Island, Calif John Whigiit, American Export I-inc, New York City. G. P. Zfcii. Associated Oil Ct-, San Fsauicisco. ys 7 A >-A J -I TUESDAY MORNING SESSION October 3, 1933 The drat session of Utc Marine Section was called to order by Howard D. Fonda. Burroughs Wellcome & Co. (USA) Inc., who welcomed the delegates in the name of tls Executive Committee of the National Safety Council. He then introduced Genera! Chairman Frank H. Cogan, The Delawaie. Lackawanna Western Rail road Co.. Hoboken, N., J., who presided. -Chairman Cogan matte a brief report of the sections achievements during die year, praised live work of all sLanding committees and especially complimented the section ujwn maintaining its membership in the Natonal Safety Counuc?! during the past year. He said further: "It was only through the wholehearted support of both officers and members tVvat we have been able to survive during this period of acute economic distress. I am pleased to report that the interest in safety has been manifested increasingly hi alt portions of the land. For example,, wc have had requests for the exchange of data from the wct coast, the Gulf, the Great I-aUcs and all along the Atlantic seaboard, which lias been of value to all.'* The clwirman U>eii introduced the first speaker. The United States Shipping Board Bureau and Maritime Cpi^-A^^ // . Safcty By CAPTAIN DAVID W. TODD U. S. N., Retired* U. S. Shipping Board Bureau* Dept, of Commerce* Washington, D. C. The speaker said n part: Safety at sea is dependent ewi well-found shit*, proper operation of such ships in service, ability to summon assistauce quickly when required. and proper provision for the rendering of assistance as effectively as possible. Modern science has contributed greatly to maritime safety during the last quarter of a century. It lias given us radio, submarine signalling, echo depth-sounding. the gyro-compass, automatic fire detecting and fire exingimhing s> stems. and a multi tude of other navigational aids and safety devices. Of all these appliances and in strumcnialities radio, with its ramified applications to navigation, most take first place. Marine Section 281 The sinking of the steamship "Republic'7 off our North Atlantic Coast on January 23, 1900, and the rescue of all aboard Her, about 750 paisunRcr* and members of the crew., dearly demonstrated the practicability of this newly developed instru mentality and vividly indicated its life-saving potentiality winch had :>oS, up to that time been duly appreciated by the general public. The event gave impetus to the modern general maritime safety movement, which culminated in the signing of the International Convention for the Safety cf Life at Sea by the principal maritime na tions of the world at London, on May 31, 1929. The following year, on June 24, 1910, there was approved by die president and it became law, an act which provhled that from and after July I, 1911, it would he unlawful for any ocean-going steamer of the United States or of any foreign country carrying 50 or more persons to leave or attempt to leave any port of the United States for a port 200 miles* ur more distant therefrom unless such steamer was equipped with efficient apparatus for radio communications, m good working order, capable of transmitting and receiving mes sages over a distance of at least 100 miles, night or day. and in charge of a person* skilled in the use of such apparatus. At 11:40 P. M,, on Sunday. April .14, 1912, the `Titanic," then the largest and finest vessel in the world, on her maiden voyage from England to New York, cutting the first pathway across the North Atlantic through u smooth sea and on a clear. Starlit night, struck an iceberg. Two hours and forty minutes later, she disappeared from the surface of the sea, and left Her 2,201 persons struggling in the icy waters of the North Atlantic Ocean 500 miles from live nearest land. The "TetanicY' dis tress call was picked up by the radio oi*erator of the passenger ship "Carpathian who Had removed has coat and was preparing to retire, but while unlacing his shoes was listening in at his instruments with head phones on his cars, for a final minute or so before retiring. Tn die cold, gray dawn of the knowing morning, the. "Carpathta" rescued 711 men, women and children from tlie "'TitanicV* life boats; but 1.490 persons had perished. The radio operator and the captain of tlie "Carpatliia," also Mr. Marconi, him self, testified before an investigating committee that interception by trie "Carputbia" of the "Titanic's" cry for help was purely accidental and providential; ami Mr. Marconi stated that all ships equipped with radio should maintain continuous radio watch at sea. It transpired flat the passenger ship "California" was but M miles from the "Titanic" when she sank, but the radio *o]Hrratur, having completed his hours of duty, had left his instrument for the night a few' minutes before the "Titanic's" call for help was broadcast. It is quite probable that every passenger and member of the crew of the "Titanic" could have been saved if there had been a radio ajcrater "listening m" aboard Use "California" at tlie time of the disaster. The "Titanic* disaster, naturally, profoundly stirred t!>e world and threw into relief especially the necessity for better "safety of navigation" regulations, of "boats for all," and of continuous radio watch for prosper protection of human life at sea, and it greatly accelerated the safety movement. Ihe disaster was quickly followed by the establishment of the North Atlantic Ice Patrol by Vessels of the United States Navy, which has been so effectively maintained for the last 20 years by our Coast Guard Service; by enactment of tlie U. S. "Ship Act of 1912," which provided that no steamer of the United States or of any foreign country navigating the ocean or the Great Lukes, and licensed to carry 50 or more persons, should leave any port of the United States for any port 200 miles or more distant therefrom unless equipped with efficient apparatus for radio communication. 282 Twenty-second Couoress--National Safety Council will tint the radio fquijiuiClit should be in charge <jf two or more skilled Jierssas skilled ill its use, otic or tlic other of whom should be on watch at alt times while the steamer wax under way. The United Slates was tlic pioneer among the ualkms of the world in providing for increased safety at sea by making mandatory the equipment of merchant ships with radio apparatus and the maintenance of continuous radio watch board such vessels, and at the International Radio Telegrajdj Conference which convened at London on June 4, 1912, the United States Delegation aggressively advocated the making of provisions for similar international utilization of radio. However, the convention considered such work to be the function of a projected "safety of life at sea" con ference which was to convene at London in the following year. The world's first international com endow for the safety of life at sea was signed on January 20, 1914. It embodied, substantially, the requirements of the previously mentioned U. S. radio laws; reaffirmed and supplemented the International Radiotelegraph Convention, and provided for increased safety in many ways. The United States delegation exerted a most potent influence and played a most conspicuous part in tlic framing of this treaty. Owing to the World War ami oilier militating- in fluences., tins safety treaty was never put into effect internationally, but certain of its provision* have been adopted and [Hit into force by individual countries from time to time, mid the United States Government has fur 20 years maintained the North Atlantic Ice Patrol provided for in iL Iu 1927, representatives of seventy-nine nations of the world met at Washington for the purpose of revising and modernizing the Loudon International Radio Con vention, which, during the IS year period of its existence, had become obsolete by reason of tlic tremendous development of radio and the many new applications thereof in navigation, international communication, education, amusement, etc. This conven tion provided for every necessary inspcctional service, s> slematic collection and dis semination of meteorological information, elfident utilization of radio direction finding facilities, etc.; prescribed an krternational radio telephone distress call, comparable to the International Radiotdegraphic distress call "S O S", ami a very definite and desirable procedure to be followed by ships, aircraft, and sluice stations in handling routine radio traffic, distress and emergency commumcatiosts; laid down tiie require ment tkat every ship or aircraft compulsorily equipped wkii radio apparatus in accord ance with an international agreement must be able to send and receive signals of a certain kind peculiarly suitable for use in die event of distress or emergency on the international distress wave-length, and that all stations, coastal, ship, and aircraft in the mobile maritime service must,.during their boors of service, maintain watch on that wave length or frequency for two three minute periods each hour, beginning tic 15th and 45th minutes after each hour,, Greenwich meantime; and in general provided very satisfactorily for international co operation in the use of radio for the protection of* life ami property at sea by international agreement The feasibility of using automatic radio receiving apparatus. In lieu of radio op erators, for the purpose of automatically "picking up" distress calls and of calling dperatbrs to their instruments by means of warning signals aboard ship* not maintainiri^-continuous human radio watch, bad been demonstrated, and tlic convention there fore also established an International "auto-alarm" signal and prescribed conditions with which such automatic apparatus should comply in order to be suitable for use in accordance with provisions of a new "Safety of Life at Sea" Convention which was to come into existence shortly. Apparently, automatic receiving apparatus of the kind referred to is destined to play an important part in future maritime history. Marine Section 283 During the Washington Conference tentative arrangements were made for the hold ing of still another conference cm safety at life at sea to revise the work of the 1914 convention. Great Britain extended an invitation to hold this conference iu London on April 16. 1929. The spectacular rescues of the entire crews of tlic Italian freighter "Ignazio Florid** (iu October, 1925) and the British freighter ''Antinoe*" (in Janu ary, 1926) by the Shipping Board passenger ships "President Harding"' and "President Roosevelt" respectively, had contributed m no small degree to the beginning of prepa rations for another conference; and the rescue of the entire crew of the Italian freighter "Florida" by the Shipping Board passenger ship "America." TOO miles ft the coast of Virginia In January, 1929, was not without its significance for those charged with the duty of preparing proposals for consideration at such a conference. The location of the three distressed freighters referred to was wholly attributable to the fact that they were equipprd with radio apparatus wherewith tliey called for help when they were sinking; that the passenger liners which rushed to their assistance were maintaining radio watch when their distress calls were sent out; and that tlic suffering vessels were equipped with radio direction finders, used iu conjunction with gyro-compasses, with which they unerringly "tracked down" the doomed vessels after erroneous estimated positions had been received from them. The estimated position reports received front these vessels were, rcsjtectivdy, 75 miles ami 150 miles iu error. In addition to impressing the world with the skill and valor of American seamen mud increasing- greatly the prestige of our merchant marine, tltwc outstanding rescues of foreign crews by American ships, effected in mountainous seas and in defiance of the fury of the elements, directed public attention to the necessity of a new imbrna tional sea safely code which would provide adequately for more general utilization of recently developed products of modem sdcuce. particularly the radio direction ftttflci*. or radio compass, as it is sometimes called. This government made 'very thorough pee[aration for the projected safety coufeicnce. Instructions issued to this govern ments delegation on the eve of its departure for London stated flat the delegation lud the following responsibilities: 1. To uphold the prestige and dignity of the government of the United States. 2. To obtain the highest practicable standard of safety achieved lor American natkmah traveling in ships flying the flags of foreign nations. 3. To obtain au international standard commensurate with the high standard cd safely now being constructed into American vessels, -in order that these vessels may not suffer in commercial competition with foreign catniie-titors. The conference convened on April 16, 1929. Plenipotentiaries of eighteen of the principal maritime nations of the world were present The general purpose of the conference was to revise the "Safety of Life at Sen" Convention which had been drawn up 15 years earlier, but which Had not been pul into effect, and hy appropriate modification and supplementation as dictated by the accumulated experience of that period of time, to give the nations of tlic world a new .safety code wltich would pro vide lor and insure (a) the building of new' ships, and improvement of existing ship. Hi $t*eh manner as would make them as seaworthy and accident proof an practicable; (b) their safe operation in service; (c) their ability to summon necessary assistance quickly when iu trouble; (d) receipt of calls for assistance by ships, shore stations, etc ; and <c) efficient ami proper rendition of assistance when required. The new International Convention for the Safety of Life at Sea signed at the con clusion of the conference on May 31, 1929, by representatives of all the eighteen par ticipating nations and now In effect in seventeen of tile countries of tlic world, but 284 Twenty-second Congress--National Safety Council not m*the United States, is a treaty which embodies advanced safety rules and regulatiora; takes advantage of the progress that has been made hi science and invention and of the exjierience of all of the years that have gone before, especially those of the World War. when hundreds of passenger ships were lost, many of them under vary* ing conditions that paralleled less frequent peace-time marine disasters; increases safety of transportation by sea In much the same way that increasing' safety of transporta tion over laud has been demanded and provided for: provided uniform rules for all which moans, of course, fewer misunderstandings and increased good-will, on which foreign trade depends: and pledges the maritime nations of the world to co-operate by exchanging information and by taking every step necessary for promotion of safety at sea. Another very important contribution to maritime safety was the international loadlitre convention signed at London ut 1930 and now in effect in practically all maritime countries of the world, including the United States. That convention allies to all ship* in excess of ISO gross tons in sire, and lays down rules for effective closing of deck and hall openings, protection of crews, loading of cargo, etc. It is designed, in llus main, to insure tine general seaworthiness of tlie ordinary cargo ship. Statistics indicate that the average annual Joss of life in the United States Merchant Marine, for the last 10 years, with which British records generally agree, attributable tn fimnderings, stranding*, and collisions o! vessels on ocean voyages, has been about 13 passengers and about 100 members of vessels* crews--very reassuring evidence of the fact that ocean tnin*iK>rtatk>n a about the safest mode of travel in the world. But that average can be very materially reduced, and the "Safety of Life at Sea*' Convention, which is now before the Foreign Relations Committee of the United Stales Senate awaiting approval, provides a means for so reducing it The convention lias the endorsement of shipowners and ship-operators, marine insurance companies, and of the marine industry generally, and its ratification has been recommended by the Society of Naval Architects and Marine Engineer*. American Bureau of Shipping, National Conferences on Ute Merchant Marine, Osambcr of Conanerce of tlw United States, Board of Trades arxl Merchants Associations, the heads of all Government Departments am! agencies concerned, and the technical press, etc. "Safety of Life at Sm" Convention Resolution Upon the completion of Captain Todd's paqier. the Marine Section of the National Safety Council formally adopted the following resolution, a copy of which was for warded to Hon. Key Pittman, "United States Senator, and Chairman. Foreign Rela tions Committee. U S Senate, Washington. D. C.: cas, tile Uuited States Senate Committee on Foreign Relations btue not as yet ratified the findings of the 1929 London Conference for the promotion of Safety of Life at Sea, and IVhetvas. the Marine Section, National Safety Council, considers the findings uf said conference to have great value, loili from tlie humanitarian standpoint ol protecting life, and also Iroui the economic standpoint in the protection of the property of United States citizens, and Whereas* the failure to ratify the findings uf said conference has already occasioned some embarrassment to American shipping, and will cause increased embarrassment and possible foreign inspection oi American owned vessels. lie it therefore AV.ro/iyt/, the Murine Section, National Safety Council, hereby urges the United States Senate Committee on Foreign Relations to immediately ratify the findings of the 1929 London Conference for the Promotion of "Safety of Life at Sea." Marine Section 2B5 ^ ^ Analyzing Statistics to Promote Safety By CHESTER P. WAITE Assistant Supervising Engineer, The Travelers Insurance Company, Chicago The sjieaker said in part: There are many kinds of accident records in use and many plants keep no records except what are required by the Labor Department oi the state in which due employer oi>crates. Each employer's individual injury records containing the essential data to prevent recurrences is of most value to ll*c employer himself- The records should tell him what failures (mechanical or human) exLl within his organization, and alo s>1k>w him tlie reason* for ilieir existence, thus giving him an opportunity to correct what is wrong by appropriate cxcculivc action If these record* by employers were available to them fur examination, sulLtkianj would then be able to prepare records showing why various types of accidents occur, which would automatically slow wliat remedial action was necessary, inasmuch as the reverse of the true cau^e is usually the remedy. For prevention purposes, the essential data required for cadi injury are at follows: location--plant, department, or operations: name of persons injures!; date and time of accident; occupation of poisons involved; description of the accident; uiiat jtiwie act was committed; why was it committed; what unsafe condition existed: and what remedial action taken or suggested to bring about permanent remedy. AH these items liave a bearing upon the effectiveness of the report, but the last four are the most valuable of tlie group. By giving the exact location, a specific point of attack u furnished should a sum mary drawn off at frequent intervals slxow a high frequency at the same location The location shows definitely where to go to stop accidents, ami prevents misguided efftwts- Naming the person injured is of course, common, but to tlie prevention engineer the name can be of value should the same person become involved ton often. Invcstigation of tins person, his habits, his mental and physkal condition, his ltaimu,, nuy show him to be totally unfit for the task given film. To protect him front further injury* >t may be necessary to remove him from the type of work he has been doing.. The date and time of accident arc valuable to some extent, as it may show that there arc certain hours in tlte day Ural employees are injured more frequently, often `attributable to fatigue or operating conditions. Including the occupation of the injured serves a two fold purjiose. Preventive efforts can be directed to those employees performing tlvc type of a task that is pro ducing frequent accUkul*. Arxl also inturmuttou may be developed to show whether the injured was performing the task he wan hired to do. For example, a truck driver replaced a hoisting engineer teini>oian'ly. Due to misinterpretation of tlie signal bells, he raised the load instead of lowering it. The prevention engineer will he interested in the description of the accident by comparing what is said with tlie remainder of the report. The description should show* as nearly as possible just what occurred, and as a result of the accident, what {tart was injured ami how severely. The information given thus far serves the accident prevention engineer an excellent and useful end- By applying it, accident* may be assigned to specific machines, occu pations men, hours nf tlx: day, days of the week, months of live year, type and severity. All ot this is raw material that can assist the prevention engineer in his task of prevention. 286 Ttvcnty-sceond Congress--National Safety Council My duties ha\e made it possible $or me to investigate hundreds of accidents for the true causes. Difficulty has been experienced in some instances tit determining why the unsafe act took place. For within this scope appears such reasons as discipline, psychology, mental attitude, or physical conditions. Lack of proper instructions, failure to do as told, or instructions not enforced constitute the majority of reasons for the existence of (he unsafe acts. A trucking organization having a total of 3,200 trucks of various size# (the ma jority being light delivery cars), country-wklc m scope, has adopted a universal method of reporting accidents. Their report slates the unsafe act committed, why it was committed, and the remedy. Periodically, all drivers are instructed what not to do--information not selected from general principles hut selected from ist perform ances of the drivers by correctly reported accidents. Maim- issues such as tampering with speed governor*, not reporting defective equipment, following car ahead too closely, turning from improper lanes, lack of fund signals, and others, have slowly become eliminated. Men in charge knew why accidents occurred and knew what to tel) their men what not to do. They also knew what instructions to check, which they do by observation ami by reviewing tire proper reported accident form. This iwoccdtire of furnishing valuable data is so simple it works. Assigning true causes is the mmit difficult part. The man in charge of tbc injured should have this re sponsibility. The management should make arrangements to have the foreman's report checked for accuracy. WEDNESDAY MORNING SESSION /2/ w ** October 4, 1933 The Port Captain's Place in Safety By CAPTAIN K. W. FISK, JR. Port Captain, Standard-Vacuum Transportation Co., New York City The speaker said in part: The port captain's position is unique, In that he is more favorably situated than any other official for the control astd direction of safety meas ures in a shipping company. Safety, primarily takes root in the selection, assignment and supervision of personnel. Here the port captain reigns supreme. It should be the function of the port captain to personally select the members of the ship's crew and his selections must be based upon experience. general appearance, intelligence, ability, physical condition and adaptability. The port captain by virtue of his training and occupancy of positron of command, is the logical man to put the idea of safety across to the men, rather then someone selected at random from the office. Furthermore, seamen, like all other men, in stinctively respect the one by whom they gain employment. Nor should it be for* gotten tlttt h>e port captain was appointed to iliat office by virtue of the qualities of leadership which to succeed he must posses*. It is these very qualifies of leadership uj>on which the effectiveness of safety so largely depends. A vital Factor in the contentment and efficiency of the personnel lies in the security or tenure of the position which live company is able to offer. If a man knows that h!s position is reasonably permanent, lie react* more favorably to the interest of the company and takes a great pride in performing the duties assigned to him. He is able to plan for the future and the uncertainties of unemployment do not beset him. Marine Section 287 All of which naturally has a potent bearing on arousing and sustaining interest tn safety or any other activities organized by the company. Of first importance is the set-up of the safety organization In the Standard Vacuum Transportation Company, this consists of safety committees on the individual ship*, which have been functioning now for about three years. These, committees consist of the master, who acts as permanent chairman, the chid officer, tltu chief engineer, the first assistant engineer, ike steward and a secretary, generally the radio operator. On coastwise voyages, Canada and Mexico included in this category, the com* outlet meets once each voyage. On foreign voyages the committee meets wax a month. Each committee inquires into all accidents, and whenever possible personally examines the scene and investigates the causes leading to it. The master has his m*tructions to see that every injury, regardless of how trivial, must be reported in all details on forms ifcovided for that purpose,, and he is held responsible (or any subse quent mlections which may develop from an injury of which there appears no filed report. In cases where an injury is of such an nature as to call for immediate changes, either in equipment or in operation, the committee has the power to effect such changes temporarily until the vessel reaches port and the port safety committee has had an oppoctumty to scrutinize the circumstances and give its approval. The committee also gives careful consideration to the suggestions emanating from its own members or from anyone of tl^e crew. These suggestions, in the form of safe practices, are submitted to the port captain, who periodically prepares them as a bulletin known as "Ship Safely Committee Doings" and distributes them to each ship for posting on the bulletin board. The secretary keep* minutes of every meeting, a copy of which is referred to the port safety committee. The master, as chairman, also designates someone to change weekly the posters on the bulletin board, each ship prior to sailing being supplied with a sufficient number of posters, bulletins and other material sufficient for the length of the voyage. Parenthetically, it is my personal opinion that both our committees afloat and ashore would function more potently if they included in their membership a representative from the deck and engine room of the tower rating,. Believing as do that the port captain should be the centra! authority with rela tion to safety, reports from the ship's safety committees should first pass through his hands. He should personalty Investigate the causes of the accident and examine the scene of its occurrence, therefore becoming thoroughly familiar with si! tle circum stances. He will thus be able to act most intelligently in connection with the recom mendations from the ship's safety committee. His own recommendations will carry far greater weight with the port safety committee than would otherwise be the case. However, It Is of course plain that this procedure is not applicable In collisions where live Claims Department should necessarily take prompt jurisdiction. The port safety committee, which has general safety supervision, is composed of the following: two representatives of the construction and repair departments, cue representative each from the claims department, the harbor operating department, the deep sea operating department, lighterage department, office, and the port captain. The committee receives and reviews all personal injuries and other reports relcrred to it by the individual ship and these reports are then digested and assigned to sub committees having direct jurisdiction of the matters cosvcerned. Tire sub-committees in turn make their own investigations and submit their recommendations to the port safety committee. 2S8 Ttvcniy-sccond Congress--National Safely Council Here again it seems to me, personally, that matters ulight be expedited by the direct reference of these reports to the official in cltargc, as for example, all accidents, personal injury and other reports, going directly to the port captain, who will per sonally investigate and transmit his conclusions at the subsequent meeting of the port committee. Waiting for action by the port safety committee is sometimes found cumbersome and tends to delays not in the best interest of an efficient safety program Recapitulating the duties of the port captain, having his direct *Ji*M vision of safety always in mind, lie should as frequently as possible visit cadi vessel on arrival either in the home or nearby port. The purpose of this visit is to make a thorough inspec tion of the vessel to satisfy himself that all safely regulations have been observed. He checks the condition of gas masks, examines life boats, safety bulletin boards, companion-way ladders, pilot ladders, safety signs, wire and rope gear and sees to the prujicr handling of the vessel's cargo. By his manifest interest in and attention to all safety matters aboard, be instills in the crews the belief that the management rcatty is behind the safety movement. Sea-faring men, as a whole, take a great deal of pride in their ''floating million dollar homes", and esteem their own physical prowess and stamina. They consider that they stand a step nr two alwve the poor mortals whose misfortune it is to find it necessary to work ashore, it is the hazardous nature of their employment which renders seamen more readily amenable to accident prevention precautions, than any oilier group erf workmen. They recognize its importance and the ertse with which tlteir lives might be forfeited, or the affliction of an injury resulting in crippling them for life. It should therefore be no superhuman task for any steamship company to obtain success in safety, provided the essentials of leadership are present. What the West Coast Is Doing for the Safety of Marine 6 * . /&-& 'is Workers 33- By HENRY blackstonk Safety Kngitwer, U. S. P. & I. Agency, Sen Francisco, Calif. *J'he speaker said in pari; Dm log the year 1925 the realization of a definite con nection between the rapid increase hj accident frequency rates and mounting insurance costs, dawned on the west coast shipowners and others employers of marine worker?, with tJic result that a joint meeting of all San Francisco marine employers was held early in 1926. Oct of this meeting came an organized. voluntary effort by a group of shipowner# to correct the conditions, methods and habits which were causing personal injuries to their employees. Byron 0. Pickard was selected to manage this Burtf&u. The committee succeeded in selling hs ideas to the individual members of the Pacific .American Steamship Association. tins Shipowners* Association of the Pacific Coast, and the Waterfront Employers' Union of San Francisco There were over 300 ships, operated by some seventy companies, included in the membership. It was estimated that about 10,000 seamen and nearly 5,000 longshoremen would be affectcd by the program. The Marine Service Bureau of San Francisco and the LongslwMcrnen's Association of San Francisco Bay were asked to cooperate, and have cooperated since the inception of the department. Tie department has extended its work to Los Angelos, Harbor arid to the Columbia River. At both Los Angeles and Portland there are resident safety engineers and Marine Section 289 safety committees working with the shipping companies, all functioning under the management of the associations' chief safety engineer at San Francisco. In June. 1932, the United States Protection and Indemnity Agencv. luc. extcutUd Hs safety activities to the west coast and established an accident prevention depart ment in the San Francisco office. The work of this department is confuted pri manly to accident prevention service to ships under insurance lovciauc in uue of the companies represented by the Marine Office of America, hut the safety engineer in charge cooperates with the accident prevention department erf the Sun brancisc-o Marine Associations and is a member of their "Ships' Advisory Safety Ortmmttcc", and chairman of the sub-commRtee on new constructions. The "Ships' Advisory Safety Committee" is composed of a number of marine superintendents, piDrt captains and superintendent engineers of the varitms steamship companies having headquarters at San Francisco. This committer meets periodically to discuss every dav* problems of accident prevention and to go into detail in the formulation of rules for safe practice aboard ship The sub-committee on "Xcw Con structoo" was formed to discuss changes and improvements that coni*! I#c made in new ships with Use view to eliminating many of the existing hazard*. In Los Angeles there is the "Tanker Safety Committee*, composed of executives of the various marine departments of the oil companies stationed at tlut jrar!. This committee is particularly active and lias formulated and put into effect nanny excel lent rules of safe practice aboard tankers and at marine terminal*. In Seattle, tlwrc is a safety organization! of the Shipping Federation of live State nf Washington. This is really the pioneer safety organization m the marine field on the Pacific CY*avt haring been organized prior to die San Francisco Marine Association* Safety De partment. but having to do with longshoremen exclusively. The Pacific Coast -Marine Safety Code Committee held its Fourth Annual Meeting hi Seattle on October 21st and 22nd, 1932. In addition to amending and adding several rules to the Pacific Coast Code for stevedoring operations alioard sltip (which has been in effect for more than three years), practically entire agreement was had with the American Steamship Owners' Association in New York on a proposed national code. Also, a new code for terminal or dock operations on tl>e Pacific Coast was adopted, published and distributed. This dock code is trie first, as Far as is known in marine history* From the above outline it can be seen that the field of accident prevention is well covered. The San Francisco organization covets nearly every marine operation in California and Oregon. The Seattle Organization covers practically all hmgdiorc activities in the state of Washington and tire U. S. P. & I. Agency safety depart ment serves the ships of eight companies as well as some dredging companies and other marine contractors. The activities of the Utter department extend from Seattle to Los Angeles and include tankers as well as canto arid passenger ships. For the calendar year 1932 the accident frequency rate for seamen, based on acci dents per reporting ship, indicates a reduction of 45 per cent in disabling injuries as compared with 1928 The reports show that there has been a decided improvement in practically every reporting Seel. Based on a total of more than 3ti,000.000 man hours reported, there were twenty disabling injuries per million man-hows worked. The frequency cl disabling injuries to longshoremen, based on man-hours worked, is as follows: San Francisco Bay, 95; Los Angeles, 97; Columbia River District, 127 disabling injuries per million mur.-bcmrs worked. In comparison with the 1931 frequency ratings, this represents decreases as follows: San Francisco, 30 disabling 290 Twenty-second Congress--National Safety Council injuries per million man-Stours worked, or 24 per cent; lor Los Angeles, 37 disabling injuries |r million man-hours worked, or 27 per cent; for the Columbia River, 90 disabling injuries per million man-hours worked, or 41 tier cent. The severity of stevedoring accidents has also steadily declined, as is evidenced by the decline in the number of fatalities. In San Francisco Bay, a period of one year and foot months has elapsed without a fatality, and in Los Angeles there had not been a fatality for two years and four months, to August 1933. On the docks there has not been a fatality in California lor three years. In Los Angeles Harbor, i 1932, a severity rating of 3.S8 lost-time days per 10.000 man hours worked was established, which record will probably stand for years. In San Francisco Bay, the severity rating for the year was 13.87, while in the Columbia River district it was 32.77 lost-time days per 10,000 man hours worked, giving an average for the three districts of 17.12. First aid instruction in X-o* Angeles and San Francisco has increased in popularity, tlxrrc having been 841 longshoremen graduating In San Francisco Bay and 1,898 isi Los Angeles Harbor. The training is practically 100 per cent for registered long shoremen hi Los Angeles Harbor. Weekly classes are being continued in both har bors. One company in Ixw Angeles Harbor has organised a first aid team that lias received mote than 100 hours of concentrated training. Two companies in Fortland are striving for a 100 per cent status. The work of tlic three accident prevention departments mentioned, covering the activities, of longshoremen and seamen, employed m San Francisco, Los Angeles Harbor. Columbia River, and Puget Sound, is along parallel lines ami consists of the following principal phases: 1. Inspection of gear, working places, methods of operation and habile of men. 2. Investigations, analyses, and reports of accidents. 3. Development of minimum standards for methods, gear, habits and working conditions. 4. Education or selling of safety to executives and workmen through: (a) safety tetters: (b) first aid edursc*; (c) posters; (d) dinner and other group meetings; (e> company ami group safely meetings; (f) personal contacts; and (g) articles in trade journals. 5. Public relations contacts (workmen's organizations; state industrial accident ctHTimt&iion); federal UHciK.ku; rntaested in safety and compensation, etc,). 6. Cooperation with Rational Safety Council and oilier national and state safety iortrnu. 7. Reducing the cost of injuries through work with claims agents and insurance carriers; reeomnwndatimi of plans for insurance, medical and hospital services, 8. Recoroeneudatkin <m\ proposed legtslaViosi affecting the compensation for in juries and state and federal codes. 9. Administration of departments, development of policies, and meetings with safety committees. Most of tire steamship companies have appointed an official known as "safety con tact executive*" for the company, and to this executive is assigned the duty of working with the safety engineer. Some erf the companies have a shore safety committee, consisting of the marine superintendent, superintending engineer, and port steward. This committee, together with the safety contact executive, reviews the accident reports and minutes of the ship's safety committee meetings, and issues letters and bulletins for the benefit of the fleet. Marine Section 291 ^ Marine Safety in the Gulf Ports *^ By FRANK E. AMES MaHitr, Safety Dept., Lykes Bros.-Ripley Steamship Co , Inc. and Affiliated Companies, Hew Orleans, La. The lyciltr said in part: This paper will be confuted to Utc personnel of freight truck and tbuee connected with the stevedoring actmties of tin? discharging and Inalkig cargo. Here \vc have two distinctly different classes of labor with which to deal. Mix* the early efforts toward accident prevention were applied on board ship, oar aBur mast did not lake kindly to the idea. Since the officers were mostly grad uate* erf the forecastle, tficii reception of tins so-called new "fad" was also much titt same. Consequently, die road to education in accident prevention on hoard >hp ha* been a long up-lutl pull, but I am pleased to say t'ual it lias now "caught un*. so to speak, and results ate being obtained which a few years back would habv been considered impossible. Your sailor man is a bard headed creature, Imt ooce he i convinced that the scheme or method is workable and of value to himself aod his mates, be is for it all the way. It is by appealing to this characteristic of the seaman that mental oppositionis being gradually removed and the rank and file are becoming safety-conscious. In our c\j>cMcricc wc have found that the conference method Has proved the most direct and reasonable means of reaching these men. and consequently on all of our vessels safety leaders have been develop*! who, being sold on the idea, quickly snocculate their associates and tlic thought spreads until the majority oi the crew find themselves safety-minded without being conscious ot the fact. Seagoing is an occupation wherein the accident hazard is ever present and yet, as a result of limited training, we tvc during the first Half of this year, a record of forty deep-sea voyages wherein there was a man-hour exposure of 1,188.000 hours without an injury of any nature; and on thirty-nine voyages there was a man-hour exposure of 1.155,000 hours with but mnebsen minor injuries. These figures demon strate that a maximum degree of safety on seagoing vessels can be attained, but tn order to .do so it is essential that the safely work lie thoroughly organized on each vessel and its execution in the bands of an officer who L himself thoroughly sold on the idea. A study erf our records plainly allows dial tl*c injury record of each vessel is ait exact barometer of the interest in safety work shown by the master and other officers; this is a further x>rtK>f that slu absolute minimum of injisrtes can be reached by constant and intensive training. Such results cannot, however, be uuticijw.led unless the safety movement has the unqualified support of the management and a constant manifestation of interest on the part of those whose d*ty it is. to promote and execute the safety program of tlie owners. It is most essential that the men be trained, not alone along the lines of safety, but with the view of inculcating in them a spirit of loyalty to the house flag under which they sail, and to their individual vessel. To do this, they must have fair treatment, clean and comfortable quarters, and sufficient wholesome food. Surrounded by these conditions, the sailor man is found to be tractable and willing to do bis part in accident prevention; and tins policy serves to reduce the turnover of the unlicensed personnel, which in itself is a long step ns accident prevention. We now come to the question of stevedoring and the class of labor employed in 292 Twenty-second Coityrcss--National Safety Council lhat activity. In the gulf. as vn other districts, the labor is, ot course, an entirely different class than the seagoing personnel o the fleet and is composed largely of colored men. probably in the proportion of 30 per cent white to 70 per cent colored. As a class, they are a carefree, happy-go-lucky people, easily controlled by those foremen who have been brought, up on the waterfront with them, but poison to one who is not acquainted, with their ways and unaccustomed to handling this type of labor. They arc naturally careless, and it has taken much time and patience to open their minds to the idea of personal safety. But when the idea is ooce accepted J.y them, they render valuable assistance m spreading safely propaganda. Realizing their characteristics, we Slave appealed to this dans of labor through bulletin boards, posters and warning signs, as well as in group talks on safety by the stevedore jurumot. It ha* been found that severe disciplinary measures have a marked effect. 1 he white tabor employed as longshoremen compares favorably with that found in north Atlantic ports; in general, it is more migratory than the colored workman and difficult to handle from the standpoint of safety. He requires more of a per sonal appeal than his colored co-worker. It it the custom io the gulf to Iiandle cotton mud lumber with a single whip, using *kds from the hatch coaming to t!*c deck; three bales per draft is the rule and it is not uncommon for a cotton gang of eighteen to truck and stow 180 bales per Itour by this method; when an entire held is being worked tire hatcla is doubled with two whips and an average of 360 bale, per hour pouring into the hold presents a very real accitknU hazard. In fact, it is in the loading of cotton that most of our injuries occur, especially when teamwork is u process In certain ports the custom of rotating longshore gangs lias served to impede safety work for the reason that, >kc many stevedore contractors are satisfied to {lay the workmen's compensation premium rates on thehr payrolls, as required by law, they arc not deeply interested m safety work, as they feel in any event t!*ey are obliged to pay a fixed sum and therefore arc not concerned about accidents for which the underwriter* will have to pay. This attitude works a real hardship on those who operate under a different fondness policy. Wliere rotation is in order, it is moat difficult to implant the safety tika mi the minds of the nten. They migrate from one company to another ami lessons regarding safety are quickly lost when working under a changed environment. In an endeavor to overcome this. Safety Councils have been established in scene of the large ports. The council Is sjiomoecd by the Association of Master Stevedores ami a maritime committee of die steamship operators ami tlic International LongsStoremens Association. Monthly- meetings arc held and all stevedores, foremen and the longshoremen arc invited to attend Safety in regard to working conditions on tlw docks and ship is the only subject considered. All in attendance are requested to express their views and one or more principal features are provided. Tliese meet ings arc gradually assuming the status of an open fnrum, and although there is some question a to the ultimate benefit to be derived from mass gatherings of this nature, it is Imped that they will serve as an avenue through which the passive resistance of certain elements may be overcome. In general..a man's thoughts on any subject arc based upon hia experience and knowledge, and to my mind, there has been a wealth of experience gained by the stevedore foremen ami longshoremen which would be of great value in the solution of the problem of accident prevention, if it may foe brought out and intelligently applied. It is for this reason that the meetings of the safety councils are open to * discussion of the causes of accidents to longshoremen, their frequency and what Marine Section 293 steps may be taken toward reducing them to a minimum. Statistics prove a higlucr frequency of accidents among longshoremen than to seamen, railroad freight handlers, steel workers and almost all other industrial workers engaged in the so-called heavy industries. Why are accidents to longshoremeu more frequent and serious than m other heavy employment? To wliat extent does the physical condition of tltc men have a bearing? To what extent does the general attitude of the individual toward safety affect the frequency of injuries? Our view is that the frequency of longshore accidents is largely due to lack of interest oa the part ot the men, careless habits that arc not corrected by the foremen and an attitude that if injured they will receive compensation. Also, that many of the men are of very limited experience and .hat no one has taken it upon himself to instruct these men *u the rudiments of longshore work. I cannot see where stow ing cargo *n the hold of a vessel presents a greater hazard titan luudliug material in any other industry. We seldom beat of failure of ship gear causing an accident, but we have careless and improper slinging of cargo, and once the cargo is lauded in the hold, tlverc arc all kinds of injuries, no matter what the commodity may be. In our opinion, the answer to the first question is poor or questionable supervision. It is an accepted fact in industry that adequate supervision is the cheapest commodity purchased for a job. Are we getting what we pay for? Tle record says we arc not, and wc can never make the industry pay for longshoremen or bring longshore labor up to the standard attained by other heavy industries until wc give more thought and action to the type of foremen and other supervisors connected with stevedoring activities. Consider, now, the second phase of the question: "l>ocs tlie general (dvvsieal condition of the individual have any bearing?" 1" my opinion it has a very material bearing on the stevedoring results obtained, buih as to output of tonnage and injuries. Under existing conditions, it is a delicate question to itandk. but it should not be so. It is inhuman to place a itmn's safety in jeopardy, even though the man himself is willing to assume Ute risk. Under present laws, his employer assumes the expense resulting from an injury, the primary cause of which is that he was physically unfit fot the duties to which Ite was assigned* And why should wc assign unfit men to the task of handling cargo which in itvelC contains liazard* that require men to be physically fit? It is because wc hate not given proper thought to the subject. Just because a man is sent to us for work is no good reason why we should accept him, unless he can meet with our specifications. You will not receive a package of cargo on the dock m a damaged condition without taking an exception. Why accept a longshoreman? You are assuming infinitely more risk on the longshoreman than on the cargo and yet, in general, wc accept -one and reject the other. Since it is the commendable aim of all stevedore officials to handle the maximum of tonnage at a minimum cost, the fact should not be lost sight of that the expense accruing on account of injury to longshoremen rightfully belongs to the final cost of handling cargo; that every injury, no matter how slight, which represents an expense is actually just so much additional to the per too cost of handling the cargo on the job where the injury occurred. It is plain that the per ton coils may increase rapidly and in exact proj>ortidn to the injury sustained. It goes without saying that if the men themselves, the longshoremen in the gangs, are not interested in their own safety, nothing that we can do will serve to lessen the accident toll. If a man deliberately assumes a "don't care" attitude or is so 294 Twenty-second Congress--National Safety Council Mentally deficient tlwt lie laili to observe the first law of nature, there seems to be no hope except to eliminate such a man from the Rang, for tile sole purpose of protecting his fellow workmen, it lor no other reason. The policy oi creating safe working conditions and accident prevention must start from the top of any organization, but the actual fulfillment or accomplishment of Use policy must lie worked out by tlw men m cooperation with their foremea anti *u|x*rviKWfc. The desire to work: safely and in an orderly manner must be present mi the miml of each workman, if results arc to be obtained. It cannot be a halfway desire--`it must be an individual fundamental purpose. "Those who do not or will not assume this attitude are a menace to the job. Although these remarks Inuc a pessimistic note, it would be unfair to overlook the results accomplished by many of tlic stevedore supervisory forces and longshore* men of our organization wlw> m the fnce of unsatisfactory conditions have loyally fought to uphold our safety standards. With a safety campaign inaugurated ou January 1, 1933, tire efforts of six months produced one unit, which, although small in numbers, worked J0.00Q man-hours wit!tout an injury. Our largest unit reduced its accident frequency 44 tier cent below hs record for the last ludf of 1932, and three otiwr major units show a reduction of 30 per cent. 27 per cent, and 9 per cent for tin's period Based on these figures, all is not lost, and we feel justified in taking a more optimistic view f future possibilities. Report of the Nominating Committee Tlie ici>ort of the Nominating Committee was then called kn* and officers for the enduing year were elected as follows: General Chairman--Trank H. Cogan, The Delaware, Lackawanna and Western Railroad Co.. Hoboken. N. J, I hV.-OWftmon (in clurge of posters ami slides)*--Robert F. Hand, Standard SlujuKrtg Co,, New York, N. Y. f `icf'ChmriMiHs (in charge of publicity)*--Arthur 34.. Tode, Consulting Marine fuigmeer, N'w York, N. Y. l~iee~Ckairuum (for tlie Pacific Coast)---A. O. Well, General Petroleum Cojjk of California. Terminal Island, Calif Secretary--K. C. Holden, Jr., United States P. & I. Agency, Inc., New York. N. Y. Xeu? Letter Ei/iioi--Henry Blackfttone, United States P. & I. Agency, Inc., San Francisco, Calif. JZujtiueermjt Committee Chao*<--*B, C. Edwards, Consulting Engineer, New York, K. Y. Membership Committee Chairman--W. E. Stewardsoii. Colombian Steamship Co, New York. N. Y. Program Committee Chairman--f S Hunter, The Atlantic Refining Co., Phila- Pa. Statistics Committee Chuinmn--'Benjamin H Self, Travelers Insurance Co., New York. N~ Y. SlexvilortHtt Committee Chairman--F. C. Gregory, United Slates Employees' Com pensation Commission. Washington, X> C. Members at Large-- Frank E. Ames. Lykes Bros.-Ripley Steamship Co,, New Orleans. La. W. P. Biggs. Navy Department Safely Engineer. Washington, D C. Marine Section 295 C F Blacktott. Erie Railroad Co., Jersey City, N. J. A. R. Bush, International Flare-Signal Co., New York, N Y. E. W. Fiske, Jr., Standard-Vacuum Transportation Co., New York, X. Y Charles H. Fathers, Eastern Steamship Lines, Inc... Boston, Mass. F. P. Foisi*, Shipping Federation of the State of Washington, Seattle, Wadi J. M. Griscr, Alabama Dry Dock & Shipbuilding Co.., .\Muie, Ala. Win. Groundwater, Union Oil Co. of California. Di* .\ngctv*. Calif.. Win. K Jones. Gulf Refining Co,, Nciv York, N. Y. \Y. P. Kain, Marine Surveyor, New York. N. Y. R, K. Kelly, Tide Water Oil Co, New York. N. Y. J. I-. LucUenbach, American Bureau of Slnppanx, New York. X Y. Daniel J. Mnrjihy, Murphy, Cook <Kr Co., PhiladcU>ltia. Pa Byron O. Pickard, Pacific American Steamship Awn.. San Fraucivco. Calif. B J. Robeson, Jr., Newport News Shipbuilding ami Dry Dock Co., Newport News, Va. J. K. Robison, Sinclair Navigation Co, New York. N.. Y. J. C. Rohlfs, Standard Oil Co. of California, San Francisco. Calif. H. L Seward. Yale University, New Haven, Conn. Arthur R. Savage, Peninsular & Occidental Steamship C>., Port Tampa, Ha. A. J. Smith, Marine Office of America, New York, X. Y_ J. H. Tomb, New York State Merchant Marine Academy. New York, N, Y Elliott Vandevartter, Capt, Office of the Chief of Engineers. Washington, D. C John Wright. American Export Line, New York, N. Y. C. D, Zeh. Associated Oil Co San Frandscn, Calif. _T (ytui - Marine Non-Safety Pays No Dividends ... By CARL F. VANDES CLUTE ^ Pioctor in Admiralty, New York City The speaker said in pert: The causes of personal iojwrie* on board ship amply demonstiate that parsimony is a false economy. Some operators economic, r at least so they believe, m failing to furnish sufficient equipment, using c4d am! spent equipment, defective Hocks and tackle, failing- to iutrush safeguards of one kind or another and a million other items which many time* could be furnished at a nominal cost. Common scute eoonohy helps insure tlvc vmage, but parsuuu> is e of the unnecessary peril* of die venture. I shall endeavor to prove to you that parsimonious economy m safety work pays no dividends, by referring to actual cases that have readied the courts ami the duckets of operators. In the case of J. W. Phitany versus J. S- Packard Dredging Conqtany, the facts were as follows: Phitany, a man of the age of 70 years, was employed as pilot cm a tug owned by tlie dredging company. The tug. which had beat undergoing re pairs, was about to be returned to service. In order to Itave a dock trial, the tug was being shifted to the deep water end of tlie dock. The pilot at this time w in his room, the captain ashore During tlie shifting operation a six inch hawser, with an eye in one end and a large liook hi the other end. was used as a spring line. Such a line was customarily used for towing dump scows. The eye of the line was placed, over a bht ou a vessel alongside. The Imc lead through a chock 296 Twenty-second Congress--Notional Safety Council and the hook was attached to a cleat. While in this shape the engines were turned, and the strain on the line caused the hook to slip and fly. It struck the pilot, who, upon hearing the engines torn, came cm deck, mortally wounding him. It was contended that the vessel was unseaworlhy, due to the lack of sufficient lines and to improper appliances. In this respect the trial judge charged the jury as follows: MI charge you tlrat the duty io furnish a reasonable number or quantity of safe tools or lines, and appliances is an absolute, one,imposed on a ship owner If you find that the defendant did not furnish reasonably safe appliances and equipment, the fact that deceased may have known of the insufficiency would not be a defense. I charge that the defendantis chargeable with furnishing an miseaworthy vessel, dial is. a vessel unacaworthy because It may not have been properly equipped, even (hough knowledge of the faulty equipment was had by deceased. That it is the duly of die defendant to furnish a vessel that is properly equipped, and that duty could m4 be delegated or assigned, tliat is. passed on to someone else/* A verdict of $12,500 was returned. How many prcqwr six-inch lines could have been bought for $12,500? Was it economy to permit the tug to be start of line? CorUm!y that was expensive parsimony. Jn Griffith* versus Seymour Midland Petroleum Corporation, wc have another instance where live expenditure of a few dollars would have prevented an accident and resulting lawsuit Tlie libellant was a marine engineer on a tug which was tied up alongside of an oil targe. Hath vessels were controlled by the respondent. The barge was con structed with x tiassagew'Ay running fore and aft between tanks, through wluch any one desiring to cross the barge was forced to walk m order to reach the small open deck forward or similar deck aft. After dark the libel!ant desired to go ashore; he look no flashlight; he climbed onto the barge, went forward through the passage way. and fell through a hatch leading to the lazaret. This hatch was about two feet square and was in the path which libellant hjsd to use. It was customarily kept cIomhI. There was a low sill around it Libellant suffered injuries consisting of a chipped bone which incapacitated him for about four months. It was held ttat tlie rwjKjndent was negligent in leaving tta open hatchway unlighted ami unguarded in tta pathway of anyone crossing the barge or going forward or aft. It wa* further held that if it had been necessary to leave tlie hatch open, a rope guard should tuive been put up. The injury was not very severe, hut good fortune was responsible lor that, not the care, caution or investment of a few dollars for tlie much needed rope guard. ' Tta award was $1,000. The Phoenix is another case which only "Lady Luck" prevented from being a $20,000 award instead of $2,000. A rope Udder was used to tta fullest extent to wit, until it fcwoke. It is a sure test of the usability of a Udder, regardless of age. When it breaks it Is too old for future use. The testing medium, the human body, is, however, exceedingly expensive testing material. Tta libellant, being unemployed, got a position aboard the S. S. "Phoenix/' Upon Ixrr arrival, he boarded her by means of a Jacob's ladder hanging over tar side. The chief mate hired him as a seaman, assigning him to the 4-8 watch, and granted permission to go ashore for his duffle. He started ashore in the same manner ta tad boartfed tta vessel, hy the Jacob's ladder, the only means available It broke under his weight, causing him to fall. In falling, ta* struck the side of the dock Marine Section 2V7 and fell in tta water, from which he was assisted by some of the ship's crew. For tta injuries he sustained, suit was brought. It was held the ladder was tmscaworthy, in that it was worn out and old, nod not sufficiently strong to hold the weight of an ordinary human body. Such umcawortliioess of tta ship was the proximate cause of the libellant's injury and us con dition was known to the ship's officers, or if not known, could have taui known and discovered by ita use oi reasonable and ordinary diligence. It might be said that at times safety appliances are provnlcd, but the tnemtar*; of tins crew do not use them. This is undoubtedly true, Tta remedial procedure in this respect is through education, one means of which is the well developed system of itostcrs made available by' tlie National Safety Council and which should ta mud to tta utmost. A picture is otic of the tast means of making an impression oo the mind, especially on some of tta mimU we come in contact with in ship crews U U for the individual*# benefit to make use of safety equipment available. It i: to the advantage of tta ship owner to make the satety equipment available, not only to avoid loss of man irours through injury, but to save money. * Tta case of Brhtmgliam versus Ore S. S. Comiiany is illustrative of tta aforesaid, Tta litallant claimed damages for the loss of sight of (he left eye. He was first assistant engineer nnd was assisting; two members of tin* crew under tlie. per direction of tta chief engineer in chiseling a broken set screw out of a binder or collar surrounding a rmt. in order to remove it from a valve stem. The negligence claimed was tta failure o? the respondent to supply tta injured man with goggles or other protective appliance for his eyes, U was sitown that tlie injured man himself tad etarge of the glasses and goggles supplied by tta ship, and kept ttam m his room. The libel was dismissed by the lower conn and affirmed upon appeal. Tta furnHliing of goggles u> the ship saved tta owner from having a judgment taken which quite likely would have 1*en comi*arablc to that of the Nobel case mentioned lwetofoie. Tta ship ownrs may fulfill all the requirements resting stjvfKi him in so for as safely appliances are concerned, burl in tta prevention of accident*, how can Ik escape the human frailty, the weakest link hi tta machine, tta disregard of satety by tta employee? Education is apparently tlie only answer Hanson versus LucUcubach S. S. Company. Hanson was a seaman almaul one of tlie defendants ships which was lying alongside a wtarf. A life boat tad tacit taken off a deck load of lumber stowed on the after deck, and the chain which tad made it fast felt user tta side in a bight, held at either end, Tta lumber rose 9 feet above tlie deck, and a space between its side ami the gunwale was not more titan a foot, at least sr> the plaintiff said, and the jury to which the case was tried might so have found. The bight, hanging over tta ship's aisle, between it ansi tta wharf, was about 120 pounds, and the boatswain wishes! it stowed on deck. He ordered tta plaintiff to go down from the deck- Insd into tta narrow space and overhand tta chain, laying h alongside of him as ta came aboard Tta plaintiff obeyed and got the chain partly over the rail, when for some reason It .dipped from his hands and again went overboard, catching his thumb in its passage and causing tta injury for which he sued. It was left to the jury to say whettar tta defendant furnished a safe place to work, and if not, wtaitar this was the cause of the injury- The jury' returned a verdict of $1-600. In the "Aiitietan", the plaintiff was a wiper. He was tuiming a bulkhead between tta engine and fire rooms. He was cu a plank. one end of which rested on a frame at tta ship's side, and the oilier on the side of the port taller; the plank wks 298 Twenty-second Congress--National Safely Council nut fastened in any way. nor was tlitre a hand rail or guard of any Wind. The ship was at sea and rolling. Plaintiff claimed tliat some hot water fell upon his back, the ship lurched, the plank slipped, and he fell to the engine room floor, sostaming injury. It was held tliat the vessel's officers were negligent in (ailing to secure die plank or provide a guard line. But Ox* unsafe condition was apparent and should lave been remedied by the plaintiff himself w!vo was guilty of contributory negligence. It is almost possible to hear, m reference to some of these cases, tlw rernaik "Why should we worry, our insurance takes care of all that" But some companies do not carry insurance, and others are self insured. 'Those carrying insurance must consider the premiums. A few disastcrous verdicts and the premiums at the next renewal, which arc based upon the company's experience, show a marked increase. Insurance companies arc not eleemosynary institution!. If the policy is not a paying proposition, they soon find means to make it so, or get off wlal is a bad risk. The Marine Section Safety Contest The last lettuce of the session was the presentation of trophies of Use National Safety Council to winning: units in the Marine Section Safety Contest, which ex tended from January 1 to June 30. 1933. The outs'landiug facts of the contest were presented by General Chairman Fiank H. Cogan. Fifty-four units registered in the Marine Section Second Annual Safety Contest, as compared with thirty-five units'registered in tire first contest. During Use contest 36,571 persons worked a total of 40,322,460 man-hour*, for an average of 1,103 hours per person. The average frequency rate for the contest was 14.037, which is an increase of II per cent over the 1932 rate of 32.619. Thirty-five units com pleted the contest with a frequency rate below the average, and nine of time units completed the contest with a perfect accident record. During the period of the contest there were 566 disabling injuries, only two of which were fatal and three permanent partial. This compares with five fatalities and nine permanent partial injuries m of a total 4 437 disabling injuries, in the 1932 contest. l.cw K. Palmer, conscrvaltoo engineer. Equitable Life Assurance Society, New York City, iwl vice-president of the National Safety Council, presented the trophies to the winning companies. aud aix> certificates to Other companies deserving special tnerh. With a few genial and appropriate remarks, Mr. Palmer presented trophies to the following: Division I /.tner*--Colombian Steamship Co-, Inc, New York, N. Y. Division II Tankers--Venewtela Gulf Oil Co. New York, N. Y. Drt'Lsiow /// Harbor Eqidptuenl--Kxic. Railroad Co, Jersey City, N. J. Physio* iV S!lici/ur/u/j--Lykes Bros.-Ripley Steamship Co, Inc. Tampa Steve dores, New' Orleans, La. Division F Shipbuilding and Repair Grottf A--United States Navy Department, Mare Island, Calif Dhisiow V Shipbuilding and Repair Group Western Railroad Co., New York, N,, Y, The Delaware. Lackawanna and ADJOUR\MRNT TWENTY-SECOND ANNUAL SAFETY CO N G R 'IS S NATIONAL SAFETY COUNCIL Meat Packing, Tanning and Leather Industries Section Officers 1932-33 General Chau nun*--Iltxav 1). Teht, Institute of American Meat Packers. Chicago. Tiee-Chairmast--Harhv W. Ekixs, Brown Shoe Co., St. Louis. ' Secretary--J&H* I auer^ax, Armour 5. Co., National Stocks Yards. IU. Pfctsrs Letter Editor--A. C Michbnkk, John Morrell & Co, Ottumwa, la. Ctutirman Publicity Committee--]. L. Nelson, Tanners' Council of America, New York City. Chairman Program Committee--L. Clover, International Shoe Co, St. Louis. C&airwim Pastor Committee--Louts E Kakk. The E. Kahn's Sum Co., Cvuciunati Chairman Membership Committee--C B. M aram**, Tint Wm. Schludcitierg-r. j. Kurtiie Co., Baltimore. Chairman Engineering Committee--Hamolb M. Toombs, Armour & Co., Chicago C/utfrHio Statistics Committee--E, J. McCain, Jacob E- Decker & Sons, Mason City, la Members at Large-- N. L. Brainarr, Swift Sc Co., Chicago. E. E, Dmws, Libl>y, McNeil! & Libby, Chicago. A. B. DuaMMOKn, Chicago. T. H. Jokes, American Hair Sc Felt Co., ChicagoW. F. McClf.u.akd, Armour & Co., Chicago. Dean Mowmakw, International Shoe Co., St. Lotus. R. R. Roach, Geo, A. Hormet & Co., Austin, Mum. H. G. Scitaffhkr, Scliafiner Bros. Co, Erie, Pa. Frances E. Silbauok, Oscar Mayer Sc Co., Madison, Wis. MONDAY AFTERNOON SESSION October 2, 2933 The Meat Packing, Tanning and Leather Industries Section was called to order by G. T. Hclimuth, Chicago North Store & Milwaukee Railroad, member of thu Executive Committee of the National Safety Council, who welcomed the delegates in the name of the Council and Introduced General Chairman Henry D. Tefft, Institute of American Meat Packers, Chicago, who tluru presided. Chairman Tent presented 299 3(X) Txvcnty-sccond Congress--National Safety Council a review of the activities o the section during tlie past year and outlined some of the objectives desirable during the coming year. He then introduced the first speaker. Arc We Making Progress in the Meat Packing, Tanning p*. and Leather Industries? ft/ez-tr By E. J. McCANN Employment Manager. Jacob R. D-eckar ax>d Sons, Mason City, Iowa Tlic speaker said in part: Tire steady reductions ia both injury rates, characteristic of recent years, did not continue in our section during 1*132. There was an improvenicnt f (5 per cent in (lie frequency rate but we suffered a severity rate 14 per cent higher. Sharp increases in the frequency and severity of permanent paitial disability injuries account for the upward reversal. In tins connection, it may be that serious Hazards have been receiving less attention tlian minor ones, due to the greater financial outlay necessary for (Jjeir correction. It is possible, also, Utat more liberal interpretations of the compensation laws have had an adverse influence. The 1932 records of all rci*artmg companies average 25.50 in frequency and M3 in severity. These rates arc based on the records of 74 plants with exposure ol almost 139,000.000 wan hours; the number of Hours worked is slightly less than fr*c plants rcj'H'wrfmg foe 1931 but more plants are included than ever before. Small establishments had more injuries in fwoporticn to exposure than large or middle-sized plants. Frequency rates averaged 2326 for the laigct-L organization; 30,12 for middle-sized units, and 39.10 for tbc smallest. This experience is sunlhtr to tliat of 1931. But small plants, in spite of their high frequency rates, have tl lowest average severity rates. 0.05. compared with 1.14 for the middle-sized and 1.16 for large units. The better showing of the small plant* in severity is a tremendous improvement over 1931 when the c*|>erience rale for small plants was over twice the rate for tlie industry as a whole. Tile injury record of tanning *md leather companies during 1932 was highly creditable to the industry. The frequency of disabling injuries was down 26 per cent and a Urge decline of 41 per cent occurred in severity, in, comparison with 1931. Reductions were made in the frequency and severity of all types of injuries with the exception of fatalities which remained unchanged. Shoe manufacturing companies as in 1931 easily lead die industry in safety. Their frequency and severity rales arc much bc'lowr corresponding one* for taxmeriev. Tlie records of large ami small plants in each group vary considerably; large shoe manufacturers have slightly belter records titan their smaller competitors, but m tanneries small plants have tlie lower rates. An inspection of individual records 5hows many possibilities for improvement. par ticularly in tanneries where frequency rates varied m large organizations from 5JJ9 to over 50.00. and se\erity from 0.08 to 235. Plants with rates above the average foe their size and type should deter nunc tlie reasons foe their adverse records and lake steps- to improve them. Improvement in frequency hirt continued birth rate* in severity over a period of >ears cannot be considered a satisfactory be cause while minor hazards are being eliminated, k is evident lliai some serious ones are being overlooked and that these arc resulting m costly injuries. Now is the time to survey operations, equipment and safely activities carefully because in the event of a pick- up in business, plants with good records will find it very difficult to reduce their rates. Meat Packing, Tanning and Leather Industries Section 301 Nomination and Ejection of Officers The Report of tlie Nominating Committee was presented by H. I- Clover, Inter* national Shoe Company, St. Louis, Mo., in die absence of Dean Moneymaker, the Committee Chairman. Officers were elected as follows: General Chairman--Harry \Y. Ekins, Brown Shoe Co. St. Louis. Mo. Vice-Chairman--John Latterman. Armour and Company, National Stock Yards, Chicago. Secretary--E. J. McCann, Jacob E. Decker & Sons, Mason City, Iowa. AVww Letter /iditor--A. C. Michencr, John Morrell and Co, Ottumwa, Iowa. Engineering Committee CTuiiVxki.n--Harold M. Toombs, Armour and Company, Chicago. J/c6crj/n> Committee Chairman--A. A. Sierevcld. The E. Kahn's Sons Cu, Cmcmnati, Ohio. Poster Committee Chairman--Philip C. Rhoads, J, E, Rltoads & Sons, Wilming ton, Del. Program Committee C/jtfirjHflM--Wilson Palmer, United Shoe Machinery Corp. Boston, Mass. Publicity Committee Chairman---Hubert L. Clover, International Shoe Co, St Louis, Mo. Statistics Comtnittee Chointmu^J. L, Nelson., I'anners* 0>u*:en of America, New York; N. Y. Members at Large-- N. L. Brainard, Swift & Company, Chicago, 111. E, E. Drews, Libby, McNeill & Libby, Chicago, III. T. H. Jones, American Hair and Pelt Co., Chicago, III W. F. McClellan, Armour and Company, Chicago, 111. Dean Moneymaker, International Shoe Co., St. Louis, Mo. R. R. Roach, Geo. A. Horiuel & Co., Austin, Minn. H. G. Schaffner, Schaffner Bros Co., Erie, Pa. Frances E. Silbaugh, R. Oscar Mayer & Co , Madison, Wss. Henry D. Tefft, Institute of American Meat Packers, Chicago, 111, Safety Organization and Its Effect on the Cost of Injuries By FRANCES E. SILBAUGH, R. N. Lt't-lf Oscar Mayer 9c Co., Madison, Wia. Tlw speaker said in part: The first essential in safety wojk in an organization (''A i# ;i working-safety committee. To secure results in the accident prevention work,/(i the full cooperation of tlie management ts then necessary. I f you have this you v invariably have each and every foreman willing and anxious to liave hi* department }*~j free from mechanical hazards, and his men equipped with guards, goggles, box-toed ^ shoes. and all saiety equipment necessary for safe working conditions, Then, too. if the foreman who is vitally interested in production ami the costs of production, feds that he has the full cooperation of the safety committee, he takes considerable pride iu living up to the high standards set for him. Safety is nothing more nor less than carrying into execution the correct methods of doing things. In the Oscar Mayer plant we have compiled a booklet on "Safety Rules" for 302 Twenty-second Congress--National Safety Council the government of all employees, approved by the Wisconsin Industrial Commission. AH men and women employed by this company must report to Uie nurse before taking up their duties with the otgamzatton. In this way contact is made with the first-aid department, a rather superficial examination, vision tested, teeth and throat conditions noted, then a short talk is given by the nurse on the accident prevention work wc are doing. A small safety button and a book of rules is given to each new employee with a request to help us in our safety work. Where the individual lias a physical defect, diseased tonsils, decayed teeth or poor vision, these factors are noted, and m each case Ute man or -woman is urged to correct the condition as soon as possible. It sometimes takes a month or two to complete the work where finances are low and time must be given for adjustments. We have no idea how many very serious accidents have been averted by the me of knife guards and knife sheaths. Very frequently workmen come into the medical department in our plant and say, WI saved a finger today by having my mesh glove on"; or "I saved xuyseti a lot of grief by having a guard on my knife this afternoon.* No one is allowed to carry knives through departments or hallways without having them encased in a knife sheath. Box-toed shoes, especially in the ice department, prevent many fractures. Goggles Tor welding and goggles for long distance driving come in for their share of credit for keeping down the cost of production and con serving man power. Workmen in all departments are urged to report to their foreman hazards existing in any part of the plant. They, many times, are aware of hazardous conditions ex tremely important to the welfare of workmen which may have been overlooked by the foremen or members of the safety committee. Tiie old type of foreman, who ruled lus men through fear, lias no place in present day iixJustry. The up-to-date foreman asks for cooperation and gets it. Then, too, men have a certain pride in their own ability to accomplish results. When they feel that their foreman looks to them for high standards of production and depends upon them to do llicir work the safe way, even though it may not be the quietest way, they will not care to turn out poor work or be absent from their job without permt&sfoa. We fed that education m safety work has decreased the accidents in our plant 82 per cent in tlie past three years. A nurse contributes much to the safety program In an organization by making use of each opportunity as it presents itself. An intelligent understanding of the employees4 problems and tlie motives and desires of the management is essential in industrial nursing. When an accident happens where a workman is injured, the responsibility does not end with giving first-aid and^ getting the man safely to the hospital and under tlie care of the doctor, The accident has happened in the organization of which the nurse is part, and it behooves her fo know die how and why and be able to show a clear record of the cause and the nature of the injury. The nurse or doctor should visit the scene of the accident, find out juftt how it happened, and llp with investigation for the purpose of eliminating similar ones. No real safety organization was established in the Oscar Mayer plant in Madison until July, 1929, when a large insurance company took over the insurance. Tlicy asked for and established a first-aid department with a graduate muse in charge who was familiar with Industrial nursing and its problems. A safety committee was Meat Packing, Tanning and Leather Industries Section 303 also organized, mechanical guards installed, and a real campaign for safe working conditions got under way. As a result, I might quote you the following figures: Frequency rale, or number of accidents per million hours worked, 1928, 266.98; 1929, 115.0; 1930, 43 0; 1931, 48.0; 1932, 26.4. Severity rate, number ot days lost iter 1,000 hours worked, as follows: 1928. 6.75; 1929, 1.01; 1930, 0.3; 1931, 2.06; 1932, 0J. In 1931 the costs of accidents were boosted, due to the loss of an eye for industrial use by one of those mechanics who, allltough suffering from repeated small accidents, neves seemed to learn that safely equipment must be used continuously if accidents are to be avoided. In 1932 we also had another serious accident through lax super vision. More rigid enforcement of rules and making men understand that Instant dismissal would follow the disregarding of safety rules would eliminate much suffer ing, lost time and needless expense. With all our hard tack our accidents in 1931, however, figured only 18 per cent of the accidents in 1928. Our frequency has decreased 90 per cent and the severity 06 per cent. We firmly believe that accident prevention pays it* better work, in creased production, health and happiness for all. WEDNESDAY MORNING SESSION October 4, 1933 The newly elected general chairman of the section, Harry W Ekms, Brown Shoe Company, St- Louis, Mo., assumed the chair and presided over this session. He mvltetf ali members of the section to participate m a progressive and highly profitable campaign for- better accident prevettltoo during tlie coming year. He then introduced tlie first speaker. s'A Safety in Meat Packing Establishments 1 f By ML F. O'MEARA General Superintendent, Artecnr amd Co, Omaha, Neb. The siteaker said in part: It used to be my impression that knife cuts were the main cause of injuries sustained in a meat packing establishment. But an analysis of our loss of time accident records shows that four major causes account for 60 per cent of our accidents. Knife Cuts: Injuries from knife cuts average a little over 20 per cent of the total over a period of three years and nine months. In 1930 we suffered 2$ injuries from this cause, but these injuries were reduced to 8 for tlie nine months of this year. A year o-r so ago we made a survey of alt knife operations in the plant and found that there are very few that do not permit Use use of a guarded knife. Wc now have a policy of encouraging the use of guarded knives wherever practical. Moat of tlie resistance from this policy comes from our old time butchers, but we arc gradually breaking down this resistance. In my opinion encouragement of employees to use guarded knives is tlie only means to bring accidents to a minimum from this cause, and our experience sincewc adopted that policy would be to bear out such a statement. ^ 304 Twenty-second Congress--National Safety Council Infections: For the year 1930 we had 24 cases of infection causing loss of time; lor the nine months of 1933 we have only had four similar cases. Nearly all of our infection experience has been nothing more than neglected minor injuries, which could have been avoided had light scratches or cuts been properly treated immedi ately after they happened. There is no excuse for a loss of time accident front a minor injury. We have Utn very insistent tluit our employees have all cases of slight scratches or miner cuts given first-aid treatment promptly and the records would indicate that we are receiving very splendid cooperation in tins connection. It is purely an educational proposition. Injuries from Slipping: I am surprised at the number of lost-time accidents suffered through employees slipping on wet floors or on greasy platforms and stairways. The clanger of injuries from this cause Is widespread in packing establish ments, since they have occurred on killing flows, in coring cellars, on the pork cutting floor. In car icing, ami in -vausage manufacturing departments. The best means that can be taken to minimize the danger of slipping is the regular use of a clean-up hose on killing floors, and keeping the floor as clean as possible. The use of safety treads and plenty of light on stairways will minimize the danger of slipping on such stairways. Sprinkling a little coarse salt on greasy floors prevents slipping under those conditions. The use of rubber boots, which is the general tyj>c of footwear used on these particular occuiatioos, after the soles and heels of the slices are worn smooth, increases the danger of slipping to that extent Toe Fractures: Toe fractures are caused by dropping something heavy on the toe. Our worst experience with this type of injury was with employee* handling frozen meat cuts. Wc luivc had it happen also to employees removing boiled ham from containers, as well as from ice buckets an<l trolleys falling from a rail by being posited through an open switcli. Also from dropping cakes of ice on tlic toe. Wc have for some time been encouraging the use of safety shoes and we believe tluit the widespread use of safety-toed shoes by employees where there is a jKissibility of dropping something on the toe is entirely responsible for our elimination of toe injuries during th current year. Miscellaneous Injuries: Miscellaneous injuries account for about 40 per cent of our accidents Our experience with elevator accidents shows that they arise from three causes, mechanical defects, improper doom an iamlmgv, inexperienced elcvat'* operators. With proper inspection for mechanical defects and proper protection of all floor levels and only experienced operators allowed to run the elevators, elevator injuries can be almost entirely eliminated. All of our elevator operators are fur nished with a book of instructions which tltey are obliged to follow rigidly. Many times accidents have been caused because gears and moving parts of ma chinery were not properly guarded. U is very essential to the safety of the operators that all machines throughout a packing establishment be properly guarded. It is important hi installing new machinery to see that proper guards arc attached before the machine is put in service. To avoid eye injuries, goggles should be provided in all cases, both in the me chanical shops where emery wheels are used for grinding tools and on grinding wheels on the killing floors where the danger of bane splinters flying into the eye prevails. The danger of injury from an emery wheel exploding can be prevented by having a progter guard placed around the wheel. Another general hazard is due to me chanics, who may be working on overhead shafts or tails, leaving loose timbers. Meat Packing, Tanning and I-rather Industries Section 305 bolts and similar material lying oa the beams when the job is finished, and these may fall off and injure employees passing or working below. Injuries through falling off platforms can be prevented by proper guard-rails. It was customary some years ago to have periodical safety campaigns Certain weeks or months were set aside for clean-up campaigns. There is an old saying that "a clean plant is a safe plant.'* Hut the days of the periodical clean-up in safety campaigns are past. Thanks to the effdrts of the Institute of Antcikxn Altai Packers, the spirit of competition instilled in the industry has substituted a continuous safety campaign fur the former periodical campaign. Machinery hat* been set up in every establishment for the control of safety. At our home office in Chicago, wc have a general safety inspector and at each of the outside plants some individual is anointed as safety insjieetor tor tint particu lar plant. The general safety inspector makes regular visits to the various outside plants, nukes a thorough inspection of tiie plant from a safety standpoint, leaves his recommendations on any conditions that need correction* sis well as instruction, that they be corrected. On our Plant Conference Board, wc have a safety committee. The chairman of litis committee is our safety inspector, and being of a mechanical frame of mind, he is peculiarly fitted for the duties of safety inspector, and inasmuch as his regular duties bring him in contact with all parts of the plant, he lias an opportunity of observing any accident tmzacds that might exist. In all cases whetc accidents have happened, the safety committee makes a thorough investigation ff the circumstance* sorroondiug the accident and makes recommendations as to tltc Iks! means of pre venting a similar recurrence. The credit for our present excellent standing in acci dent prevention is due to the splendid work of our Safely Committee, coupled with the. whole-hearted cooperation they have received from the workers- Our safety standing was made possible, nut by a temporary effort, but by a safcly-cuuscioussivs^ that lias been fostered by the continual educational program. Why the Lack of Accidents in the Boot and Shoe Industry -A&fi1'!'u " By }. W. LAKE H 'y Vice-President, I',diKQ.LaV. Silo. Cc.. St. LouU, Mo. The speaker said in pari: If safely rules and regulations were not given doe and full consideration by the management of the shoe industry, and if safety of the employees was not regarded as one of the most vital and important factors of man agement alonfc with other principles of safety and consideration, no doubt our record for safety would not be as good as it is. However, safety rules and regulations re quire preparation and if preparations are not sufficient unto themselves and are not hi themselves conducive to good safety records, safety rule* and regulation* should be executed and carried out to tlte fullest. The best proof of the proper preparation and execution of safety rules and regulations is a good safety record. You say that you have safety rules and regulations too, and that yen also carry out your plans for safety. If so, why is your record not as good as tliat of our industry? If this is the case, it is my opinion that you should look to your machinery manufacturers for assistance and also you should give cooperation to the manu facturer of machinery for your industry sc that lie might be in a better position to help you in your safety problems. 306 Ttvcnty-second Congress--National Safety Council You probably are sot acquainted with the fact that much of the machinery furnid>ed for the industry, particularly the lieavier more hazardous types of machines, arc rented or leased from the United Shoe Machinery Corporation. This corporation has for ycais consistently endeavored to design their machines having in mind the safety of (lie operators, applying all practical suggestions toward that end. and whenever machinery in use develops dangerous defects, whether this is discovered by the management of a factory and reported to them or whether they discover it themselves, they immediately make changes to overcome the trouble. Thorough in structions arc furnished with each machine. Road men are trained in the operation ol new machines, worker* are instructed by road'men representing the company. The worker's attention is drawn to unavoidable hazardous conditions which may exist. In short, these designers of shoe machinery liavc followed a very thorough and complete plan of engineering revision in the design and construction of their machiues in order to make them as nearly accMerot-proof as possible. They have kept in mind the fundamental facts Utat an accident is always costly and that the value of their machines to Use shoe manufacturer is vastly increased when their machines are made fool-proof and accident-proof by the elimination of all hazards. Shoe production costs are kept at a minimum, also. because the worker himself realizes that mi (lie operation of the machine he is hi no danger and can therefore work with maximum speed and accuracy. In conclusion, permit me to suggest a very practical plan, one that has proved highly satisfactory. In my company I am actually in a position to come personally in contact with the same safety problems tint you encounter daily, and I feel qualified to rectHibmeiKl this safety plan. Name it Uvc safety board. Make one of the official* of your company chairman of the board permanently. However, be sure that he safety-minded. The other members of the board should comprise every department head whether or not they are officials of the company, and each should be a man in direct clvargc of a department. Select a president for each quarter year, a vice pmuWvt to act (or the president in Itls absence. Also a permanent secretary to be appointed by the chairman of the board whose duty it shall be to keep complete records of all the meetings and safety reports Selectkm should be arranged on a rotating basis, so that each department head is selected president before any one of the department heads is selected a second time. In this way everyone of your department heads will soon become safety-conscious. Hold regular safety meetings and as a group the Safety Board should make a regular tour of inspection from xoof to the cellar of lie plant. The president of the board, of course, being one of die department heads, will make a joint report of inspection to the chairman of the board in writing, along with other suggestions and recommendations for corrections toward safety, retaining *a copy for himself for reference, and will cooperate with the chairman of tlc board by seeing to it that the properly approved recommendations of the board are carried out Of course, it 5s necessary to see to it that no ill-feeling or animosity is generated between department beads. Tlc plan must lie worked on tle basis ot good business and fair plky. However , men in charge of departments are or should be hie enough to be aMe to understand that the plan is for the best interests of safety, and therefore, is part of their responsibility as men in charge of production departments as well as members of the safety board. It is obvious, of course, that any safety plait, where the factor of safety is not the first cousklciatkm, will not get results and therefore will not be a success. AUJOUXNMENT TWBNT.Y-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Metals Section Officers 1932-33 General Chairman--Robbut T.. Schmitt, l omsviHc Car Wheel & Railway Supply Co, Loui&iiUc, Ky. Vice-Chairman--E. F. Blank, Jones & Laughllct Steel Corp^ Pittsburgh. Second Vice-Chairman--J. A. Voss, Republic Steel Corp., Youngstown,, O. Secretary and News Lena Editor--H. W_ Darm, Bethlehem Steel Co , Ichmtowit. Pa Chairman Fro&fBM Committee--A. V BiutQi'isr, The Youngstown Sheet and Tube Co., East Chicago, Ind. Chairman Membership Comuuitee~-'H. M. Choohajj, Inland Sled Co.. East CUicagn, JttcL Chairman Foster Committee--IL A Luavkh. Continental Steel Corp., Kokonw, Iml. Chairman Publicity Committee--A. D. Lynch. The Ohio Brass Co,, Mansfield, 0 Chairman Statistics Committee--W D Sv&iohx, Keystone Steel & Wire Co.. Peoria, lit Chairman Engineering Committee--J. E. Cfi i ts-f v. Bethlehem Steel Co, Bethlehem Pa. Chairman Slides and Safety Kinks Committee--J. A. Oartm., Carnegie Steel Co., Pittsburgh.. Choh mm Health Committee--* R. C. Excel, The Corrigan, McKinney Steel Co., Cleveland. Chairman Foundry Committee--F. G Bennett, The Buckeye Steel Castings Co,, Columbus. O. Chairman Pathway Car Builders' Cauuniitee--P. J. Brand, Pullman Car & Manu facturing Corp-, Pullman, Chicago. Jifembers at Large-- J L. S. Adam, Continental Roll L Steel Foundry Co., Hast Chicago, Ind. C> M Allen, American Rolling Mill Co.. Middletown. O. J. A. Coltiun, National Radiator Corp., Johnstown, Pa. G. A. Davis. Illinois Steel Co., Chicago. J. P. Eib, Illinois Steel Co., Joliet, 111. A C. Gibson, Spang, Chalfant & Co., Inc., Pittsburgh. H. G. Hkksu., The Youngstown Sheet and Tube Co,, Chicago. W. J. Ireland, Kohler Co. Kohler, Wis. F. A. I.auerman, Republic Steel Corp., South Chicago, 111. A. M. Lytle, Newton Steel Co., Monroe. Mich. T. H. McKenhey, Illinois Steel Co., South Ou'cago, III.. 307 308 Twenty-second Congress--National Safety Council D. V. Mkoai.ii, Irttcrlakc Iron Corp., Chicago. W. E. Meckaw. H. H. Robertson Co., Pittsburgh. C. E. Ralston, Pittsburgh Plate Glass Co., Pittsburgh. J. K. SfArroROv Mississippi Valley Structural Steel Co.. Decatur. 111. J. M Woltz, The Youngstown Sheet and Tube Co., Youngstown, O. MONDAY AFTERNOON SESSION October 2, 1933 The first session of the Metals Section was called to order by J I. Banash, Prcsi, dent of tlte National Safety Council, who welcomed the delegates in the name of the *r"<.*'-'E\*eciTtive Committee of the Council. He then introduced General Chairman Robert *2 \ ` L. Schmitt. T-ouisvillc Car Wheel & Railway Supply Co., Louisville, Ky, who pre-*" sided. In presenting a "Resume of the Years Activities'1 the chairman covered briefly the activities of each of the section's committees and commended tlicir faithfulnebH to duty. He then introduced the first speaker. (C i t/V'The New Deal in Safety By 3. KUS3BDD CRAIG Safety Director, Pennsylvania Indemnity Corporadons, Philadelphia, Pa. 'Jr The speaker said in part: The executive of today wlw makes accident iwevention *>> .- , Y * ** * secondary concern is short-sighted and narrow in hi* entire business outlook because it plays a very important part in the yearly profit and loss statement One safety director, in preparing a report for his chief, showed in 1932 the frequency rate and severity rate of his company in comparison with five competitor*. This was excellent but he did not go far enough. He should have, in addition, placed beside these the estimated difference in dollars and eeuts. One company, which liad an miltide safety personnel, made a review of its accidents am! costs before organizing a safety de partment, and was amazed to find hi this new interpretation of their annual state ments that If the accident costs had not existed, their annual statement instead of showing; a net loss would have sluwm a net profit. Right here is a good time to bring up the question of so-called accident-prone employees. In reality, a company should have no such group as those called accident prone employees. If it does, then it is managerial fault rather than the fault of the men. Physical examination? help to place a man in a position which will be a stepping stone to a higher job and create in the organization a booster for the company. In a very definite respect, the Westmghouse and Electric Manufacturing Company lias liad the new deal'in safety because of such planning. Examinations and executive participation have resulted in the hiring f over 3,000 employees who have been with the company for 20 to 50 years. In a real sense "The New Deal in Industry' means more men working fewer hours. Efficiency througiuxrt the entire organization is necessary because waste rs mit only prohibited but must not occur, as the margin of profit cannot carry it, which mean# waste is evaluated higher than heretofore. Accidents cause waste. Im proper hiring causes potential waste because of costly training. Improper training or lack of training causes waste. Any training whether organized in classroom style Metals Section 309 or personal instructions by foremen not laving accident prevention as the basis, will be both costly and wasteful. Does the foreman, your keyman. realize this and lias the management prepared the foreman to meet and solve this problem? True, your foreman by now should have passed through or at least know of the various stages and successful method* of accident prevention in years gone by, but is he ready for tlc "New Deal in Safety-'' If not, may I recommend "the National Safety Council Course in 1'urcmaudnp Train ing ?** Waste is seen in improper methods of training which not only waste material but cause accidents resulting in damaged machinery and man power. The "New Dent in Safety" as well as in industry demands a new and better method of dioosing foremen unless already in use. As pointed out by H. W. Darr. of the Bethlehem Steel Company, "seniority las no place in the cliooting of a foreman. A man's ability and aptitude are the governing factor* A majority of men would never be good foremen if God permitted them to equal Methuselah in age. In selecting men for foremanship positions wc try to impress upon their minds three things, viz: they arc responsible for tire quality of materia! produced; tltey are responsible for tlic equipment required in the jirtxJucticn of any commodity; ami, most imporUht, they are responsible for the safety and welfare of die producer--utatL" The third major problem 1 wish to mention in this * New Deal for Safety" is, more leisure time for the entire industrial personnel--which brings tlwtV employees into a new and more Intensive accident exposure. The answer to tins very important problem is tlte development of active community safety programs by industry. If your plant fas 3,000 employees it Is reasojWe to assume it represents between 8.000 and 15,000 persons dependent upon those on your payroll Anything seriously affecting any number of tliese persons reacts on some one or more of your employees. Consider the effects of worry, loss of sleep, added expense and il?nc*s as reflected in the attitude of employees while at work. The community has learned of industrial accident prevention micccsc ami unconsciously looks to industry to lead the way in community safety activities. In many place#, and I dare say in most places, there are more employees killed ami injured outside of the plant# than inside. What a challenge this is to industry to Cake the lead in community safety activities. Many of these men killed or injured outside of the plant arc lost to industry, not only as factors in immediate ((reduction schedules, but men for whom time and energy have been spent in luring and training them. Some of these men, no doubt, were entitled first to disability benefits if tint killed outright, and then entitled lo death benefits, costing many thousands of dollars. To whom shall this loss be charged? New men must be hired which cost unexpected expense for their training. Who shall stand this expense? Community safety should include community health programs because safe thinking will prevent unhealthy conditions which result in indirect causes as well as direct causes of accidents. Sickness in tlte borne hfmgs a strong pull on the mind and energy of the working man. This i emits tu reduced producing ability and il con tinued may lead into causing accidents to himself and oilier*. Ill health in tlte employee many times lia* been tl>e beginning of a disease on which industrial diseases arc attached by compensation board*. Continued exposure to unlwallhtul conditions at borne undermine the health of the employee which ally take* a slight strain to cause a serious injury which otherwise would not have developed. All of these are items of cost--and who pays? Let me suggest where vou mav help. 310 Twenty-second Congress--National Safety Council The Jones and Laughlm Steel Company, through their poster contests in safety potter making for their employees, extended the offer ami prizes to the members of the families of employees, also. The Westmghoase aod Electric Manufacturing Company whkh has been doing m\ excellent health program for years, offers employees, without cost, periodic physi cal examinations. They do not prescribe any medical treatment beyond first aid but if anything is found wrong, recommend them to their family physician. Their medical department, including an x-ray outfit is available at a nominal charge to employees and members of their families. The effectiveness of this community Health work is seen in the report tliat in normal times as high as 2,000 visits a month to the homes of their employees are made when sick. They have also assisted in the establishment of annual clinks of various kinds--dental, baby, and pre-school child clinics. This work is genuine and sincere, and its effect is further seen in the giving of over 60,000 health certificates in the schools of Allegheny and Westmoreland Coantics m Peonsylvaciia. Many companies arc members, not only of the Natkwtal Safety Council, but also of local councils. If you have no local safety council in your neighborhood, get behind the organization of one. This suggestion comes because safety council* can guide the work of community safety better and reach more people than a company, and at the same time it gives the smaller company a chance to learn and practice safety within its own plant as well as to contribute to community safety programs. f ct* tJ-tn-AlC'C/ # /g*>( Correlating Safety with Plant Operations in a Steel Mill rV iCg -' By F- M- gillies J. y Assistant General Superintendent, Indiana Harbor MB, Inland Steel Co., -* {JgC<? Indiana Harbor, Ind, The speaker said in part; One of tl>e major problems in instructing plant per sonnel m safety is to have some definite means which will assure the management that the workmen are tltoroughly instructed so that they can keep clear of the hazards they must encounter daily. Tills problem is distinctly important in die steel plant where the roster of employees consists of such a great number of na tionalities with var>hg degrees of education and intelligence. Assuming that the great majority of the foremen are Americans, and only speak the English language, and conceding tl*e fact that the foremen must be instructors, it is obvious that unless the particular foremen have convenient interpreters, much of their instruction will not be perfectly understood. The plan of printing signs in various foreign languages Iras bow m vogue for many years, but these signs necessarily deal only with danger warnings hi prominent locations; and the rest must he understood by the men as lx**l they can. Most of tlse major steel plants liavc books of safety rules in the language of the men who make np tlieir greater i*ereemage of foreigners, but this again only.expands the idea of signs;, ami at tlie best does not deal with detailed work and temporal situations. We are definitely confronted with an obstacle here, and, hi my experience, a great many accidents occur from this cause alone. The effect on the foreman who is giving safety instructions to ear* that he knows arc recording imperfectly, is most discouraging and influences an attitude of doing tl*e best he can and hoping for luck. Even in the case of an available interpreter, the second-hand instructions are very. Metals Section 311 often distorted, and so from both angles wc recognize a problem most difficult. There fore, I believe that the problem of the management is an educational one and cadi steel plant should carry on a program to teach the English language to these for eigners who have not mastered it. This problem oi English classes can be turned over to the safety director and i^crsonne! for teaching can lie readily and economically obtained. Limiting the employment to English speaking people, or those who are willing to attend classes where they can leant English, gives any plant a good control over this situation. Assuming now that we are on a basis where every employee is fundamentally educated enough in our language to understand our various methods, wc can set forth with a program from all angles. The first and most popular angle is to bring safety to the front, and- this can be accomplished best by advertising. The type of safety adveitismg most familiar to us is the sign or the poster, but tins can be definitely overdone. One sign placed at a strategic point, or where it would be generally observed. Is worth a hundred cluttering up a wall or a mill entrance. Bulletin boards hi each department of the plant have had quite a spree in recent years; and a great variety of slogans, posters, photographs of Babe Ruth and other celebrities in sports and the columns of oewsj>apcrs. have been used indiscriminately. All of these, perhaps, have a certain value. But my recommendation, in order to get the same attraction, and to arrive more quickly at my subject matter, safety, is to drive from a different angle. Photographs can be used, large clear photograph* properly gotten up of various types of work done in the department in which they are exhibited; one picture showing the improper way, the other the safe way oi men actually employed in that department. Tins plan utilizes one of die best ways of promoting newspaper sates that one of live larger newspapers m Chicago has employed in recent years. People arc always anxious to see thcfraclvr* m a photo graph. That in itself should attract men to the boards. Once looking at live photo graph, they cannot l*clp but observe the safely lesson graphically sixmo dicrc. The kk of promoting personal Interest by turning over part of the bulletin board f*r a Xeck at a Ume or a month to various groups in the dqaxlnicnl to make their own bulletins, never fails to attract and to interest the employees. The safeguarding of men and equipment, in order to be properly controlled in each department of a large steel works, must be uniformly adhered to. To have a specially rigid requirement, we will say. in the coke plant or transportation departnvent, and to have less rigid standards in the blooming mills, brings about an un satisfactory plant condition. And this condition can exist in spite of a good safety man at the head of the department. Such variable result* are unsatisfactory generally to proper handling of the subject because dissatisfaction arises among the working personnel who feel Ut they arc needlessly oppressed m live strictly tun department in comparison to their friends who do not have to toe Ihe mark as closely in the more lax department. The best way to eliminate these irregularities is to standardize the foremen's education on the subject of safety hy carrying on a foremen's training course. This las been done by a number of steel companies with excellent results. However, a point of discussion docs arise as to what kind of a course to give and how often to repeat it- I believe that for six weeks of every year we should maiutaiu a fore man's training coarse and the subject of safety should be treated each year, but 1 do fee! that we cannot treat entirely with safety for six sessions and make it suf ficiently interesting to maintain an enthusiastic altitude, 1 therefore suggest a general foreman's course each winter which treats generally with the business of acquainting 312 Twenty-second Congress--Notional Safety Council this supervising personnel with all the intricacies of the company's business aud intimately informing diem of ail the varying commercial problems that arise from year to year. One of t1e vessionc can be given entirely to safety, while all of the others will indirectly affect safety by increasing the general interest and enthusiasm of the individual foienian in plant operations. In this way we can standardize safety practices ami vre then can hope to liave a well balanced application of safety effort in all departments. One of the most generally used and most practical metlods of enforcing safety is by disciplining those who are guilty of infringement of the safety rules. Just as in any other plan for law enforcement, the problem is to insure strict adherence to tl>e law, and all punishment is designed to gain this result or serve as an example to others who may at times fed that it is unnecessary to the up to the law. It would be pleasant to be certain that an intelligent wanting to a man who Had violated his safety rules would guarantee against a repetition, but experience has proved that too often this warning has had influence for only a brief period. My l>clief is that education is our only hope for die safety millennium and a perfectly safe performance of all work can never be realized prior to the time when our safety education is complete: in the meantime positive and direct punishment seems the only practical plan. We cannot put a man In jail for a safety violation, although he may deserve it, but we can punish to what we feel is our beat extreme, and that is by laying men off. It is simple for a supervising head to send an employee home for several days or a week. It has more authority than a judge because there is no possibility of appeal, and so with the exercising of this authority must go con siderable conscientiousness of judgment. A working man disciplined unjustly will not become a safe worker, and therefore, the management must take a hand hi the administration of punishment We have a regulation in our plant requiring that department superintendent personally investigate ciery minor accident that occurs under his charge. This investigation brings in the foreman under whom the acci dent occurred and also all witnesses. In this way the department head has a thorough knowledge of the accident and 1>e orders the punishment for tiie offense, aud this guarantees us against possible unfairness. The foreman has more influence on safety progress than any roan in a working organisation. He is our best safety bet. We must look to him to do the work, to know* the men, to note the regard for safety in his men, and to observe the conditions lhat his men work under. We must depend on the foreman to get our results and to properly make certain f them. We must penalize him for failure to carry this end out. Here is our best spot to put the penalty of discipline for accidents that occur in his department caused by proved carelessness or laxness on his part. This will awaken him to his responsibilities ami produce results. Knowing that plant management stresses the foreman's responsibilities so strenuously, has a tendency to cause the man agement to modify discipline if there is a way out, but this should not be done. IC the foreman is the right sort he wants to do his work as well as it can be done and If he lias neglected the safety phase it should be forcibly brought to his notice; with tills in mind, our roctlxxl ot dealing with lost time accidents is to have them investigated by the assistant general superintendent of the plant. The investigation is complete and tliorough, and fair, and if in the findings the foreman is proved negligent, he is disciplined. The steel industry for many years has not had a very high standard of qualification for employment. White the department head and his assistants were naturally favor Metals Scclion 313 able toward employing the roost proficient men they could, years of immigrant labor, plus long liouis, and much work which was quite irksome, had not developed a very good standard for the general classification of semi-skilled and unskilled workmen. These requisites liave improved somewhat since the adoption of the eight hour day in 1923, but our methods of selection still, I am afraid, have continued on much the same basis for the last 30 years. Therefore, I am of (he belief that some sort of test sliould be required. And along with the mental ride must be considered the physical side. A man in bad health from one cause or another, or oe with disabilities not easily detected, is more prone to get hurt than one well equipped in good genera! health. There has been quite a variation in this regard in the various large plants, as far as requisites are concerned. Some have no examinations, others only cursory ones, and some, I understand, are quite thorough. While I question the. value of a very thorough examination, I believe that a general examination should be held which will bring out physical defects, or con ditions such as bad eyes or impaiicd hearing, bad bcsit or lung conditions, or infectious diseases which bring about general run-down conditions. Refusing employment to men who cannot pass an examination of this kind cannot help but liave its beneficial results in the safety record. The practice of rewarding departments, groups, or individuals who have been suc cessful in. completing a period in which satisfactory or -mtatamlrnsr safety records liave been node, has been in practice to a lesser extent in some industries. I am of the opinion that there is merit in live plan generally, for we know that one of the greatest fundamentals in securing unusual perfot m*uKC is a reward of one kind or another. Cash rewards are the only kind I consider. The idea of a watch fob, or ulher decora tion, is all right as an emblem, and may distinguish the receiver of the reward, hut money' will secure more, certain results. It is impractical to attempt to distribute a nominal sum to a large group of employees, for unless extreme generosity Is used the sum given to any one workman would be too small to have the desired effect: so I recommend that U>ese rewards be given to those men who, I have said previously, are our best safety bets--the foreman should receive the reward. Injury Experience in the Metals Section During 1932 Lktjt'C t ' //s& By L. H. KAKBEL Keystone Steel and Wire Company, Peoria, I1L -( The speaker said in part: Last year I was able to tell you that the frequency and severity of 193] lost time injuries in all branches of the Metals Section reached two low levels. Our results during 1932, unfortunately, were not so favorable. The steady improvement from 1929 to 1931 in the injury rates of companies in the non-ferrous metals group and in foundries was followed by higher' rates in these industries during 1932. While rates in the steel, railway car and equipment, and machinery groups dropped still further during 1932, decreases over the previous year were generally smaller; frequency in the machinery industry was down 45 per cent in 1931 and only 15 per cent In 1932, and the corresponding decreases in severity were 21 and 3 per cent. This is true for American industry as a whole, which, according to the Coun cil's figures, reduced frequency 18 per cent m 1931 against 16 per cent for 1932, and severity 13 per cent in comparison with only 6 per cent for 1932. The 1932 reductions for all industries were considerably exceeded by cur railway car and equipment plant* 314 Twenty-second Congrc?. --National Safety Council but, with the exception of a larger reduction in severity by our steel null*, we fell behind in average improvement for all industries. Serious injuries in most divisions of the section declined only slightly in frequency and severity, except in the steel industry, where improvement was marked. The foundry and non-ferrous metals groups had unfavorable experience will* both fatalities and permanent partial disabilities. None of us, as a (natter of fact, have been able to eliminate serious injuries as rapidly as temporary disabilities since 1926. 1 empha sized this point in my talk last year and I want to reiterate it again this year. Since members from the steel industry constitute the largest single group m the section, I will cite their experience during the last six years to show the problem which coo* fronts us with respect to serious injuries. Fatalities decreased sharply between 1926 and 1928, rose almost to the 1926 level daring' 1929, and then fell off about 51 per cent in intervening years through 1932. Permanent partial disabilities, on the other hand, have not decreased below the 1926 level and have declined only 33 per cent since 1929. The industry, however, has reduced the frequency of temporary disabilities in each year since 1926--the total reduction being 65 per cent. The experience of steel plants with serious injuries has been similar to that in the cement, public utility, and other industries which have done outstanding accident prevention work. A comparison of the 1932 injury records of thirty-one important American indus tries shows that tlie divisions of the Metals Section arc doing a good job in safety work, particularly from the standpoint of frequency.' Machinery manufacturers led the section by ranking fifth in the list of thiry-one industries; non-ferrous metals plants rank eighth; steel plants rank eleventh; railway car r td equipment companies rank fourteenth; and foundries were the only group to fall in the lower half of the list, ranking twenty-fifth. None of our industries, however, improved their standing over 1921 in severity. Machinery manufacturers, as in frequency, had die lowest rate, (L84, and rank ninth in the list of tlurty-one industries; manufacturers of railway cars and equipment were twelfth; non-ferrous metals plants followed in sixteenth place; steel mills occupied nineteenth place; and foundries were farther down the list in twentyseventh place. The accident experience of American industry as a whole shews definitely the superiority of safety work in large organization*, but hi the industries represented In the MctaLs Section, this is true only in the steel industry. While large cr^mzatlous have lower frequency rates in most of our divisions, small plants generally excel in severity. Frequency rates for machinery manufacturers, far exampe. rise from 6-32 for large units to 8.24 for middle size, and to 14.49 for small units; but severity rates were 0.62 for large; 0.65 for middle size; and only 0.35 for small organizations. Fre quency rates in the steel industry, on the other hand, range upward from 7.87 in large organizations to 25.62 in. small ones, and severity rates vary from 1.77 to 2.66. The comparatively high frequency rates in small plants arc a potential source of danger because there is a greater likdihcxxf of a serious accident when injuries, even tlxmgh minor, are numerous. This situation can be corrected quite readily because our ex perience in tlw last six years proves that frequency can be reduced easier than severity. There are, unfortunately, numerous large organizations with high iujury rates in all branches of the section. Frequency rates among the big steel mills, for example, varied front 0.57 to over 26.50 in 1932 and severity rates ranged from 0.05 to 5.03. Injury rates in large foundries with machine shops vary even more widely, and this is true in other branches of our section. It is apparent, therefore, that marked reduction in frequency and severity arc necessary to bring the records of high rate plants in line with the averages for their size and type. Metals Section 315 Many safety engineers are wondering whether the low frequency and severity tales from the last two or three years can be maintained, considering the increase in opera tion* of 1933 and the possibility of further expansion in following years Our 193J reports to headquarters in January will furnish us, when compiled, with this informa tion. Every member of the section, therefore, should be sure to send Ins 1933 record. In the meantime, however, our experience during 1927, 1928. and 1929, when indus trial activity was Increased, indicates that all safety engineers need to be on their toes, because most of us were barely able to hold our own tit those years. WEDNESDAY MORNING SESSION October 4, 1933 <5,-^7 s - a '" "* Safety in the Railway Car Industry By P. A. LOVELY District Safety Supervisor, The Pullman Co., St, Loins, Mo. The speaker said lu part: I believe you will all agree with me that an accident pre vention program, to be absolutely successful, must come from tlvc big office and with a deep sincerity of purpose. The management may prove this sincerity of purpose by making or having made a thorough inspection of the plant and surrounding and cor recting all dangerous or hazardous cooditknas tf&t are found. Tticy must realize that their first duty is to put tlic bouse in order and while correcting all dangerous cottdilions as walks, floors, stairways and platforms, as well as live safeguarding of all machines and making everything as fool-proof as possible, the employees will be tak ing their part by beginning to show an interest Some will ask a question "wlut is it all about?* And those in the know, of course,, will reply "well, the big boss is going safety crazy-1* But this is the result of cowing the safely seed, which w ills the proper care and encouragement will grew. Of course, tiiere will be differences of opinion and some will say "safety is the bunk" but the majority who are always willing to listen to reason will begin to play their part Then, the management calls in the foremen for a special meeting about safety. 1 believe one of the main things is to make the foremen understand they will be held directly responsible for any accidents which occur in their individual departments If this is done, it will take away the focenan's alibi that the prevention of accidents is the safety man's job. Safety, my friends. I* every man's job and if your accident pre vention program is to be a success every one must play his part. We will all agree that hazards are humanly created through failure lu dunk and that accidents are prevented by human sound thinking. Therefore, we have a human problem to deal with. The real hazards, as I see them, arc defective equipment, un safe tools, unsafe clothing and footwear, faulty instruction* and failure of the super visory forces to see that duties are performed in accordance with existing instructions. Too much cannot be said about the necessity of thorough supervision In my experience, I have found dial 90 jir cent of the employees will accept safety from an educational point of view, leaving 10 per cent of that indifferent type which will not accept safety or, in fact, any other policy of the company. Discipline will serve a purpose with this clement but it does not furnish a cure for the attitude. 316 Twenty-second Congress--National Safety Council 4 y Safe Operation and Maintenance of Pressure Vessels By E. B. FISH Chief Engineer, Boiler Division, The Hartford Steam Boiler Ins. Go., Hartford, Cornu The speaker said in part: The safe operation of a pressure vejsd at any time is dependent oti several factors. First of all, it must lvc been built of the proper materials which are adapted to the uses to which the vessel is to be pul. If the sufcsUuice to be contained in (he vessel is such as to affect some kinds of metal, tlvcti another kind must be chosen. Even tliough llte destructive effects may be relatively slow, it may be only a question of time before a point is reached when the vessel is no longer safe to operate. New alloys of different kinds arc being developed and some arc now available so that long life under safe conditions, for almost any kind of product, can be assured. Workmanship in the original construction of a pressure vessel b of great imj>orunce. Good workmanship m fabrication not only contributes to long life, but helps to avoid exasperating troubles during operation, such as leakages and minor failures of various kinds, which require interruptions of operation to make repairs. Troubles due to im proper material and workmanship may be avoided by purchasing from reliable makers, under proper specifications, supplemented with shop inspection. By shop inspection is not meant merely the presence of an ins<>ector when the final hydrostatic test is made, for that kmd of a test docs not, by any means, serve as a final criterion of ttie char acter of either the material or workmanship, llte inspection should cover the whole period of fabrication or, at least, inspections at sufficiently close intervals for the in spector to be able to determine the character of tlie work being dotsc. This is jarticularly true in tlte case of wedded construction now becoming so widely used. Supplementing the structure of the container and contributing in no small extent to the safe otieration thereof are the necessary contr ol and protective devices. These, of course, must be suited to the needs of each specific case, and will vary between wide limits. Almost witlioot exception there must be some means to guard against over pressure. Safety valves, relief valves, or some frangible arrangement that will break at a predetermined pressure, arc generally used. Pressure indicating instrument? arc very necessary and may be in the nature of the usual form of steam gage, graduated for the necessary range of pressures, or a man ometer. Liquid level indicators arc essential for drat equipment hi which it is necessary to know Uk amount of contents in the vessel. Devices of this kind are particularly needed for those vessels where injury to the structure might result by reason of sti excess or lack of the substance. Temperature indicating and control apparatus are required in many ojKrrations. both to prevent dangerous operating conditions from arising as well as to safeguard the jiropcr carrying out ol the manufacturing or treating process Pressure control devices, such as redoeinj? valves, are frequently necessary for the proper operation of live principal piece of the equipment. Inlet and outlet valves of various kinds and sizes are needed in varying numbers on practically all pressure vessels. The use of valves not adapted to the purpose to which they are applied may result in failure and subsequent endangering of lives and property. There Itave been many illustrations of this kind. Only valves which are known to be of a design adapted to the purpose should be allowed. For instance, a Mdais Section 317 choice may lie between a slow opening- valve, one ot the globe or gate type, one with fixed or rising spindle when the opening has to be carefully gaged, or the en closed position of the valve be evident from a distance, etc. Many of the control and indicating devices are mainly tor tlte guidance of and to help the human operators on whom dependence must be placed for the safe operation of the equipment. It is essential, tbetefure, dial at least the one in ctarge be mack thoroughly familiar with the reasons* for the various pieces of apparatus and die function which each performs. The safety with which any piece of apparatus can be ojicrated depends to a very great extent upon tlie intelligence with which the equip ment is handled. Only those who can be relied cn who have a complete undcrsunUniK of all the principles involved, both as regards the dangers which may arise to- improper operation, and those which may arise through the possible failure of the. various parts of the whole apparatus to properly function. Particularly in the case of the more dangerous processes, no one should be permitted to be in diiect responsible -Jiarjic who has not been thoroughly schooled and trained in all the details of the care and opera that of the equipment. Because >f die many and varied sources of deterioration that cause wcakitc^ses of various kinds to develop, pressure vessels, or machinery of any kind for that matter, have to be maintained in order to keep them in the proper operating condition. It seems logical and proper that a brief i<num of tlie causes or weaknesses in preas-nre vessels be given so that die means foe tlie prevention of failure may be more readily appreciated. Tlie principal sources of weakness are corrosion, erosion, and iatig;w due to changes in shape caused by temperature and pressure differences There are several kinds of corrosion, some of winch arc entirely preventable while others are infarct* in tlie nature of the process. All vessels made of tlie customary low carbon steel are susceptible to ordinary every-day rusting, which is invariably caused by the presence of moisture. This kind of corrosion occurs both internally and externally and nay be expected or be wholly unanticipated. Corrosion which may be definitely provided for is that caused hy the action of tlte contents of the vessel and is always taken into consideration In tlie original design. The [tacking industries suffer gr eatly from this cause and many vessels used in packing house operations are being constantly replaced. Oil refineries also suffer very greatly from corrosion in their refining processes and many phases of die chemical industiy have the same uooblc. Erc-jiou is not so great a source of deterioration a> corroshwt hut there arc many cases where vessels have reached tlie dangerous state due to wear. Rotating [tarts used for mixers and scrapers on the interior of vessels very frequently, through wear or some misadjustmeut, scape tlie sides of tlc vessel which inevitably sooner or later wears the port to a considerable depth. Often parts of such apparatus become loosened or separated entirely and in being pushed around and around cause serious wear The strength of the walls of pressure vessfeL may be very seriously affected ever a period of time through the action of the changes m pressure which usually take place acid which arc repeated many times in tlie life of the vessel. It Is practically impos sible to so design a vessel that there are not some clungcs in the slpc wlwn tire pressure clwnges, even though these distortions may be very minute. Modern codes governing the construction of vessels take into consideration this factor and if the requirements of tliese codes arc carefully followed much trouble from this source may be avoided; In fact, it can be almost entirely eliminated A great many vessels are subject to ratfar wide changes in temperature. If the changes take- place uniformly throughout tlie whole structure, not much damage can result. Wlwm a part of the structure is at one temperature and other parts at other 31S Twenty-second. Congress--National Safety Council temperatures* stre*s arc set up due to these differentials. These cannot well be measured as to magnitude, nor can their distribution be accurately predicted or easily ascertained. Repeated many times,, they arc likely to ultimately have a strions effect ujxm the strength of the mctaL The effect of both temperature aud pressure changes in sliapc causes the so-called "fatigue of the metal" which may ultimately result in a crack or failure of some kind. Everyone is familiar with the simple phenomena of the readiness with which a soft ductile piece of wire will break when continuously bent backward and forward at the same place. This cause of failure is widely recognized and is taken into account by many industries who endeavor to ascertain the metal best suited to their purpose by making tests in specially constructed machines to determine the relative resistance lo fatigue of metals of different constituents. In order to maintain pressure vessels of all kind* in ccxititmonsly safe operating comfitsom, constant vigilance is necessary. In order to properly exercise this vigilance, equipment must be installed so as to be relatively easily accessible. There must be no part w hich cannot be sufficiently closely examined to make sure that it is not deter iorat ing. In short, the condition of tire structure must not be taken for granted. Net infrequently jiarts of vessels arc imbedded in concrete as a convenient method of sup port. Because of the differences in the coefficients of expansion, a little space will develop iu the course of tune between concrete and steel and it is practically uicvitabie that dirt and moisture will find their way into these interstices. Tliere arc many cases where pressure vessels are placed so close lo walls or other pieces of machinery that proper inspection is not possible. Sometimes it is found that, although means of access to the interior of vessels has been provided by the manufacturer, the vessd has been so installed that the opening is so obstructed that a man cannot get mskJe to make art impectiQU- Persistent leakage, the cause of which is not perfectly obvious and which does not yield to simple methods of repair, should be regarded as almost positive evidence ox the presence of serious corrosion or cracks. Many dangerous cracked riveted seams have been discovered by correctly diagoosiUK Uus judication of weakness. Objection able accumulation inside the pressure vessels is. in many industries, inherent to the process and may or may not erkbwger the process itself or the safety of the container. The extent to which accumulations should be allowed to gather oftentimes 1ms to be determined hv cut-and-try methods. They should, of course, b removed at suffi ciently {rt^iwent intervals to prevent tlc dangerous condition from arising. As an illustration of this kind of jihrocme-na, and one which is not generally known or anticipated, may be cited the troubles in connection with air pressure tanks. Many (4 the failures of air tanks have been became of internal combustion explosions due to the presence of explosive gas mixtures. These gases frequently are due to the pres ence of oil carried over from the compressor and which gather' on the imw4e of the air tank. Being fairly hot, the mere volatile- substances are vaporized and form an cxidosivc mixture. If ignited in some way, and how it happens is oftentimes very nhtciu-e and hard to exfdafn, a dctouatio-n occurs. It is not practicable to iprovide metal sufficiently Ihick or strong to resist the extremely high and wholly unanticipated pressures that result from such an occurrence. It is really important that high grade lubricants be used in air compressors and that care be taken to keep the receivers well drained. The use of telltale holes, that Is, holes drilled part way through the wall of a pressure vessel, are of great advantage In those cases where wasting away of any kind Metals Section 319 is anticipated. These holes are drilled iu ijic surface opposite that on which the wast ing occurs, to a depth that is the. minimum thickness of plate tlxat can bo allowed be fore the vessel is retired from service. When the attrition reaches the bottom ot the telltale hole it becomes evident, ettlver by llte leakage of the substance on the inside, or in the case of jacketed vessels,-by the leaking of steam. Usually deterioration of this kind cannot be repaired. Of almost as great importance as the.pressure vessel itself arc the various indicat ing and control devices with which it is, to some extent, usually equipped. Automatic instruments do get out ol order. Those protective devices which function only at very long intervals, if ever, must be kept In condition so that they will certainly operate when the crucial moment arrives. In order to be sure that your automatic controls will not easily get out of adjustment and therefore fail to oj^erate when they should or ti*e protective devices clog up so they will fad to operate when they should, tliey must be examined and tested at frequent intervals. The only possible way to deter mine whether a safety valve or relief valve is in operating condition is to cause iil to operate occasionally, and most equipment of tlm kind is provided whh try lexers for this purpose. Connecting pipes of tmdicatiuR equipment, such as level indicators, arc apt to become stopped up for one cause or another, and must be actually looked into to see whether they are clear. Automatic feeding devices become clogged up so tliat they do not work and an internal examination is the only way tt> sec that they arc kept free. The compacts and general condition of electrical equipment, on which controls of any kmd are dependent, must be kept clean ami free from scctmudati-cm oC dirt and moisture. Nominating Committee Report and Election of Officers The Report of the Nominating CuowmUee was thro called foe and the following section officers were elected fee the ensuing year: General Chairmen--E. F. Blank, Jones & Langhlm Sled Carp.. Pittsburgh. Fa. I'kc^Cmirman--J, A. Voss. Republic Steel Cwp^ Youngstown, Ohio. Fice-Chatrman--H. W Darr. Bethlehem Steel Co.. Bethlehem. Pa. Secretary and Krscs Letter Editor--Berquist. Tlic Vouu&stowB Sheet and Tube Ca, East Chicago. Ilk Engineering Committee Chairman--J. E. CulHney* Bethlehem Steel Ox, Bethlehem, Fa. Health Committee Chairmeu*-~Xlr. R. C. Engel. The Corrigan, McKmney Steel Ca. Cleveland, Ohio. Poster Committee Chairman--W. D, Speight. Keystone Steel & Wire Co,. Peoria, 111. Program Committee Chairman--C M. AUm. The American Rowing Mill# Co, Middletown, Ohio. Publicity Committee Chairman--A. M. Lytle, The Newton Steel Co.. Monroe, Mich. Statistics Committee Chairman--C. E- Ralston, Pittsburgh Plate Glass Co,, PiltS- burfih, Fa. Slides and Safety Kmis Committee Chairman--]. A. Oartri. Carnegie Steel Co., Pittsburgh, Pa. Foundry Committee Chairman--F. G. Bennett, The Buckeye Steel Castings Go*, Columbus, Ohio. 320 Twenty-second Congress--National Safety Council Membership Committee Cluiimtan--R. A. Chaffin, Continental Steel Corp., Kokomo, Indiaj;*i. Saitway Car Builders Committee Choir man--P. J. Biarnl, Pullman Car & Manu facturing Corp., Pullman, Chicago, IVh Members at Large-- L. S. Adams, Hubbard Steel Foundry, East Chicago, Ind. C. M. Allen, The American Rolling Mill Co-, Middletown, Ohio. J. A. Cohrin, National Radiator Conx, Johnstown, Pa. H. M. Croghan. Inland Steel Co., Indiana Harbor, Ind. G. A, Davis, Illinois Stcd Co., Chicago, HI, John P. Eib^ Illinois Steel Co., Joliet, III. E. A. Ellis, Wheeling Steel Corp., Wheeling, W. Va. W.. T. Filmer, The Youngstown Sheet Sc Tube Co., Youngstown, Ohio. A. C. Gibson. Spang, Chalfsnt & C&. Inc., Pittsburgh, Pa, Claries W,, Hanko, Pittsburgh Steel Co., Monesacn, Pa, S. K. Hawkes, MacWhyte Company, Kenosha, Wis. H. G. Hcnsd. The Youngstown Sheet & Tube Co., Chicago, IU. W , J- Ireland, Kohler Co,, Kohler. Wis. W. A. Jarvis, The Chase Ccnnpenies, Waterbary, Conn. F. A. Taiuernian, Republic Steel Corp-, South Chicago, IU. T. H. McKermey, Illinois Steel Co,, South Chicago, 111. IX V. Med*lie. Interlake Iron Corjx, Chicago, 111. W. E. Mcgraw, H. H. Robertson Co., Pittsburgh, Pa Rol>crt L, Schmitt. Louisville Car Wheel Sc Railway Supply Co., Louisville, Ky. J, K. Stafford, Mississippi Valley Structural Sled Co., Decatur* Hi J, M. Woltz, The Youngstown Sheet & Tube Co., Youngstown, Ohio. ! ~ Health Hazards in the Foundry P- By CARRY J*. llcCOKJD, M-D. Medical Director, The Industrial Health Conservancy Laboratories; Cincinnati, Ohio Tlw speaker sard in part: Over and over again it seems, necessary to restate hi many guises such well established foundry fundamentals as the following: 1. Excessive heat is e hazard common to all foundries, 2. Excessive heat means high loss of valuable chlorides from tltc body and calls 4or retracement. The use of sahmxcd drinking water *s ik>w better established *s desirable than ever before. More rather than less salt is advocated for the normal foundry worker exposed to high temperatures. 3. Molten metal emits chemical rays at times harmful to the eyes. Goggles fitted with glass harrinc these rays prove their worth to the workmen in many plants, 4. Metal fume fever fortunately is fleeting in its known effects, but: no less is real It is more often found where zinc cuters the metal mix. 5. Sudden and extreme variations in temperature may be the lot of foundry workers--notably so in winter. The body makes-adjustments to these quick changes with admirable facility. No less* these burdens are conducive to respiratory diseases, including pneumonia. Pneumonia reaches highest frequency among foundry own. 6. Lead poisoning is far bom-rare ir. the foundry. Metals Seciian 321 7. Carbon monoxide may be fomid in harmful quantities. 8. Antimony, nickel, cadmium, manganese, phosphorus. arsenic, and sulphur nay on occasion find their way into the crucible and thus make possible the development oi ill health traceable to such causes. 9. In core making, many binder* have led to skin diseases. 10. If metal grinding, polishing and buffing constitute a part of the foundry's activi ties, a long Hat of additional hazards may be cited, ranging from the action of chrome polishig material* to teuovltis from the drag of the buffing wheel 11. Last, but foremost, is the hazard of dust. At the present moment concern over health hazards in the foundry m*y be divided in the ratio ol 99 per cent for dusty lung diseases and 1 per cent for all others combined. While this disproportion may not be warranted, it appears desirable that 1 devote the major portion of my comments to selected items related to dusts and die diseases produced by dusts Confronted with any new and outstanding hazard in industry, the tendency is to exaggerate the requirements for control. `Ibis notably was true when benzol first came into wide industrial application. Now the conditions under which benzol may with safety be used are so well delineated that where time condition* arc provide:! benzol poisoning is unknown. A similar course is predictable fix- the silica ftazard in foundries. As the major problems connected with dusty lung diseases and tiurir causation* be come harnessed by the specialist, opportunity is provided for the consideration of many secondary aspects of dust and dusty lung diseases. I propose now to comment ou five of these slightly less significant matters - important in my opinion to the employirwnt manager, the safely engineer, and the plant physician 1. How shall the foundry operator protect htntself against casts of dusty Itmg dis eases originating ia other plams? Many foundry operatoc* are faced with suits or other form of claims that undoubt edly are related to previous arcpJoymeni in other foundries or other dusty trades. Since silicosis may require and usmally does require many years for its devel-oivmeiu to the point of Usability, it naturally follows, by way of example, that 16 years of previous foundry exposure is more blamable in the causation of silicosis than two years of similar exposure in present employment Yet the preseat employer is likely ta find himself saddled with full responsibility. Lately I have Itad opportunity to examine well made film negatives of applicants for work, without a rimitted previous exposure iu industry. These persons were found to live and drive on dusty country r<wl* made of flint Approximately SO per cent of these young adults presented sufficient mvGlvcmcnt in their film* to he rated us ***tpiciows',` in relation to imeumoconioais Given a few exposure in a foundry anyone might hold himself eligible for claims against h*$ employer alleging dusty long disease. The answer to the problem Is definite. Every i*roi>ectlve employee for any dusty portion of a foundry should be x-rayed by a competent maker and interpreter of chest films. For the good of the prospective workman and for the good of the operator, any applicant exhibiting any x-ray evidences of any degree of involvement resulting from the action of dusts or the presence of other pulmonary imthology in well estab lished degree, should be denied employment in any dusty exposure. Expensive as x-rays may be. they are likely to prove one of the most economic *te{>? that may be taken m these days of wholesale litigation, synthetic testimony, unskilled physicians, and plaintiff-prone juries. 322 Twenty-second Congress--National Safety Council 2. What shall be done wilh Use workers known to possess dusty lungs? In late months many employers in dusty trades have procured routine x-ray exami nations of all employees Out of every hundred undisabled men, properly examined, a fair percentage is likely to present some degree of clear-cut pneumoconiosis. What Is to be done with such men? Many are not disabled. Some are outstandingly hale and hearty Shall they be told of their state? Many are likely to develop mental quirk* and neuroses. Some will take an unfair advantage of the employer through claims. A small concensus of mature and fair-minded opinions as to appropriate ac tion for thi* very time may be epitomized as follows: Seek to eliminate further exposure to the dust hazard. Do not apprize any umlssaWcd woilunan of his condition. Make repeated x-ray examinations at about six months intervals. If advancement of tl: condition appears, then take, action suited to the individual case. Otherwise keep these men at some work. 3, Arc negroes more susceptible to dusty lung diseases than whites? I know of no large series of eases arising under identical condition*: in this country among whites and negroes that prove the negro to be more readily involved by dusty lung diseases. The negro is more susceptible to tuberculosis titan his white fellow workman. His housing is likely to be on a lower plane. His exposure to tuberculosis is prone to he greater llvon in the case of the average white matt. On account of this background, the negro at this time is rated as a greater risk in the foundry than whites under conditions of equal exposure. 4 How uecesaary are dust counts in detecting hazardous work points in a plant? The dust counter lias established Itself as the best available yardstick for the deter mination of different quantities of dust in th atmosphere. Like so many instruments in its class, the dust sampler and counter has been glorified far beyond its rd merits. Opportunities for errors are legion. Legal standards based on present dust counting methods are utterly futile. Ntw-HH*t*diiig many pitfalls, however, the dust counter Is a most valuable instrument. It finds its greatest usefulness in discriminating between much dust and little dust; improving the efficacy of preventive measures and devices; in the determination of the carriage of fine dust into now -dusty departments; in the detection of unsuspected dusty work points. 5. In litigation what medical defense may be involved? Without presuming any qualifications in tire domain of law, the plant physician, the safety enRmeer or tire employment manager may be called upon to furnish attorney* all possible information in preparation for trials. Below I am listing a number of items that are in prospective use or have been used in various instances: (a) Denial of the existence of dusty lung disease: Recently u\ the examination of a sample of 202 films *of useu c*ikmmx1 and unexposed to dust, one was singled out as exceptionally free of even usual amounts of fibrosis. This film was examined as an unknown, as were all others. Later it was pointed out that the workman from whom this fiUu was made was. a litigant .demanding a large sum of money on account of a alleged riUcoai*. Similarly, about four out of every five litigants alleging dusty lung disease are in fact free of such diseases. The claims are sp-uriou* and m^y be proved so by appropriate examinations carried cut by qualified investigators, (b) The'denlal of disability <w prospective disability: A large Tmmbei of work men whose lungs show sonic signs of dusty action are not incapacitated and no proof exists that real disability is an early prospect. fc) The denial nf neglect: Many of the true cases of dusty long disease have beeu <Scveioptoff over long periods oi years such as 15, 25 or 40, Since the medical pro- Mctals Section 323 lession has professed scant knowledge of these diseases during these periods, it is unreasonable to believe that the industrialists could have possessed more. Inevitably it follow that operators of dusty industries may not be presumed to have possessed earlier and greater information of these occupational diseases than physicians, indus trial hygienists, state health departments, state factory inspectors* and other agencies t^voled to health conservation. No industrialist may be charged with neglect for failure to supply protection against an insidious disease unknown or IHtle known to the medical profession Even at this time the- average physician possesses the most meager information as to tliese conditions. (d) The origin of the dusty lung disease in previous employment: Manifesting it is unjust that a few weeks of employment in some one foundry should he held re sponsible for a well established dusty lung disease when antedating this employ iiw. literc have been years of exi>o&are to similar work in other plants. (e) The origin of the dusty lung disease from causes other than industrial em ployment : In some localities over the country it seems probable that vtxffiaVnt dust may arise from road3, farm work, etc., to induce charactcrtMtc mv-Ucmeut *>f the kings. (f) The actual quantity of dust present in an usduMry hekrw any reasonable threshold of probable production of damage: The mere fact char an industry or de partment is classified as a dusty operation is not in itself pf**f >jf the possibility of development of pnenmocoeuosU. The nature and extent =4 pr>crctive devices may fully exculpate the plant as a practical hazard. Du>t cnont meth*win have certain un deniable Usrritatiom. but this form of testing along with test-* of the efficacy ->r ven tilotiag apparatus may be utilized on occasion wholly to eliminate any jttvtifieaiw*! fur contention that the air dustiness prevails. (p) Dt***e* other than pnenmocontoris fully may account foe abnormal state in the lungs, or other chest cwateoU; At least ten other diseases may %o stimulate pneu- ntocooiosts os to permit confusion and error. Among others are fungus diseases, tuberculosis, especially disseminated tuberculosis, cancer, syphilis, pleurisy with calci fications. certain types of unresolved pneumonia. Tn addition. claims are known to hare arisen allesmjj pacumecawiokis when in fact the pathology centered about such unrelated conditions a* aneurysm, mediastinal tumor, anaidiylactk asthma, valvular heart disease, etc. (fa) Silica is not a poison: In some states claims.at law must be based upon ads applicable only to poisonous substances. What constitutes a poison is a matter of definition. At the present time, the best thought as to the action of silica within the lungs is unfavorable to acceptation of it as a poison. Primarily, silica action is physical rather than chemical. (k) Pneumoconiosis does not constitute an accidental injury: In some instances it lias been contended that dusty hmg states are accidental injuries. Snch specious arguments ordinarily are put forth in effort to obtain compensation in political states where no provisions arc made for occupational diseases. To the contrary, every valid concept prompts a recognition of the jmetimrtconiosis and occupational diseases. These several defense items are of course not set out as having any element of the panacea. However, cn occasion some one or more may play a helpful j&rt in de feating some of the case# now pending, richly deserving defeat. 324 Twenty-second Congress--National Safety Council THURSDAY MORNING SESSION October 5, 1033 At (his session the trophies of the National Safety Council awarded to winners in (he Metals Section Annual Safety Contest were scheduled for pceKnUliod. General Chairman Schmitt first called attention to the outstanding points of tile contest as follows: A total of 208 units participated in the contest, which ran from July 1. 1932. to June 30, 1933. During the twelve-month period approximately 118,000 employees worked 222,997,701 man-hours for an average of 1,890 hours per person. Tile average frequency rate during the contest was 9.534. This represents a 4 per cent increase over the 1932 rate of 9.194; but a 14 per cent decrease over the 1931 rale of 13.117. 1 he formal presentation of tire handsome awards to first place winners, consisting of bronze plaques, was then made in tlw name of the National Safety Council by C B. Scott, president, Bureau of Safety. Chicago, and past president of the National Safely Council. Trophies were presented to the following companies: Strrl Mills Phisien C>u:tf A--The Corrigan. McKinney Steel Co.. Cleveland. Ohio. Steel MUls Pmskm Groups U amt C--Republic Steel Corp., South Chicago Plant, South Chicago, HI, Ratting, Finishing amt Fabricating Dhisim Givnf A--Pittsburgh Steel Products Co., AHenpoct Plant. AUeo'cn t, Pa. Iren Femdries DMsum G-snfis A and B--Mackintosh Hemphill Co.. Garrison Plant, Pittsburg, Pa. SUd Foundries Dfoukm Grnnfr A md llayncs Stdlite Co, Kokomo, IwJ. tfcmvy Machine Shops Division Groups A and B~ C. Haj<r * Sou* Hnixo Manu facturing Co , SL Louis. Mu. "Safety Kinks" and "Your Hour" The remainder of the session was derated to two highly interesting features. The first was a presentation, by John A. Cartel, chief of Safety Bureau, Carnegie Steel Company, Pittsburgh. Pa., of his annua) collection of "Safety Kinks--Illustrating tlw Handling of Materials by Hand." The feature consisted of a long series of lantern slides and was accompanied by a miming fire of comment by Mr. Cartel in his characteristic manner. Unfortunately, it is unpractical to reproduce these lantern slides in tlw Transactions and without the pictures no description of the devices would be intrihgibfe. The secrairt feature was flic annual event entitled "Your Hour" led by T. H. McKernley. supervisor of halier and Safety. Illinois Steel Company. South Chicago. III. This feature, enlivened in characteristic manner by Mr- McKcnney, was par ticipated in by a large number of the section delegates. Since the remarks were all extemporaneous. and no record of them is a.ail.ble. tliey cannot be reproduced or sunnnarired in llie Transactions. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Mining Section Officers 1932-33 Gcncial Chairman--Thomas E. Lhsmtfoot, Koppcrs Co-. Pittsburgh. KfVr-CAfiVwaa--Frank B, Du-vrak, MalUsr 1 Co-, ilather, F'a. yicc^Chairman in Charge of Engineering---P. M. Akvuuk, Atncrkau me of Tennessee. Mascot, Term. Viee-Ckainmm--J- W. Alt, Calumet & Heela Conxmidaied Copper Co-. Calumet. AlieH. yice-Chairmau--William G. Mwicrji. Hudson Coal Co., Scranton. Pa. Secretary end A'exvs Letter Editor--Daniel If <wr koto.**, United State? Bureau of Mines, Washington. D. C. Chairmen Statistics Committee--W,, W. A&ams. Ousted States Bureau of Mims, Washington, D. CChetirmon EuJertahtmeut CcmmUSee--j T. Kyak. Mine Safely Appliances Co., Pilisburfh. Pubtuiiy Committee--M. K. Bum*, Exploaivc Engineer, Wlhmiigtocu Del. R. Dawsox Hall. Coal Age. New York Cily. Chairman Poster fr Slide Committee,- }. J. Ftmarav, United States Bureau of Mines. Pittsburgh. Chairman i'rd^dm Committee--Lee, Lokc, CHnchficld Coal Corp., Dante. Vu. }tenders at ljsrge-~ W. IL Comins National Lead Ccl, St. Francois-, Mo. M. K. FAraLLE, The Mining Corporation of Canada, Toronto, Out. Canada. C. \V. Gitas. Hantick Coal & Coke Co, Pittsburgh. H. C, Hlxuk, Phelps Dodge Corp.. Bisbec, Ariz. R,, X. Hoplol Pennsylvania Compensation Rating & lussKicltun Bureau, Harris* borg, Pa. Geofeuc Martinson. fSckands. Mather & Co., Hibbuig, Minn. D. D. Mo*fatt. Utah Copper Co., Salt Lake City. Howard I, Yucxc, American Zinc. Lead & Smelting Co., SL Louis. TUESDAY MORNING SESSION October 3, 1933 The first session of the Mining Section convened with Frank J. Lauahan, Fort Pitt Malleable Iron Company, in the chair, who welcomed tire delegates m the name of U*e Executive Committee of the National Safety Council. He then introduced 325 326 Twenty-second Congress--National Safety Council General Chairman Thomas E. Lifthtfoot, Koppen Coal Company, Pittsburgh, Pa, who presided. Chairman Ligfotfoot then introduced the first speaker. 7/V $ i " Report of the Secretary By DANIEL HARRINGTON United States Bureau of Mints* Washington. D. C The speaker said in part: For the first right months of the present year the mines of the United States have had the longest consecutive freedom from major explosion disasters in the past 50 or more years. Seven person* were killed and one injured in an explosion in a bitununons coal mine in Pennsylvania on tlic morning of September 11, 1933, this bring the first major explosion in any mine, coal or metal, in the United States since December 23, 1932. There is no record of any continuing period of immunity from major disasters in our mines even approximately this in length. The first eight months of 1933 show a lower fatality rate in the coal mines of the United States than for the same period of 1932 or for the full year 1932. But 627 persons were killed in the coal mines of the country to September 1, 1933, in the production of slightly less than 240,000.000 ton* of coal, the fatality per million tons being only 2 62; for the first eight months of 193. there were 684 killed in the production of about 216,000,000 tons of coal, with a fatality rate of 3.17 per million ton* produced- It is noticeable that there were fifty-seven fewer deaths in the first eight months of 1933 than in the first right mouths of 1932 and there was an mexease of about 24*000,000 tons in the 1933 period. Tentative figures available as to coal mine fatalities in 3932. placed the total at 1.166 against 1,463 in 1931. West Virginia had the largest number of fatalities, 263, a decided improvement over the 351 for 3931. Pennsylvania anthracite came second with 245 fatalities, also a much better showing than the 383 of the previous year. Pennsylvania bituminous was third with 1S8 or considerably fewer than the 210 in 1931 Fourth place went to Illinois with 114, an increase over the 92 of J93I, and filth place to Kentucky with 101, a slight decrease from the 110 of the previous year. The health and safety of the approximately 1,000,000 Iversons in the United States engaged m the mining and quarrying industries unquestionably are improving during recent years in spite of the numerous unsatisfactory conditions now confronting those industries. x-ta- Safety By CHARLRS B. BOCKUS President, CJinchfield Coal Carp* and President, National Coat Assn., New York City The speaker said in part: At a time when the selling price of a product is less than cost, when red figures show up month after month, and that ha* been the unfortunate history of a'great majority of the cool producers for the past three years, it is not irard to curtail the amounts paid for safety work. I say it with real pride, however, that in many of the companies this temptation has been resisted. Nor should we forget that in periods like the recent past when mines are operated only one or two days in the week, liie most careful inspection is of the highest importance, both as regards top conditions and ventilation. Increase in mechanization has helped reduce Mining Section 327 certain classes of accidents.. The working of men in groups under direct supervision is undoubtedly the reason for this. On the other side of the picture, you will find experienced miners who state that the amount of noise from conveyors or loaders is a handicap. Mechanization should be coupled with intensive inspection of the ti p at all times. IIow much do coal mine accidents cost? First, the actual cost to the operating company in payments made under Em ployers* Liability or Compensation Laws or in damage to property. 'That item is put first, not because it is cither the larcot or the must important, but merely be* cause it Is the easiest to measure with the yardstick of business--dollars and cults. Second, the loss of wages directly doe to the enforced idleness of those who liave been injured. That can be determined with relative accuracy by those employee* wlui keep careful records and follow op their accident cases to the emL But even in those circumstances there has to be some estunatinj;* for a man. alter a severe injury, ntay have to return to employment to some position mot compensated for *o well as was the place he held before. TW*. measured In "cash loss" is the largest item of the four. Third, the loss, and it b a serious one. that tome* from the shattering of the morale of any organization where there are frcipjent injuries to the workers, amt iltc effect i particularly marked after a fatalky. Fourth, the loss of effectiveness of any worker who lias suffered a serious accident. A man who has passed his youth may be discharged from the hosgitlal as recovered completely from damage- dorse: fern it is only in exceptional cases that he can ever be really restored to the physical and mental condition he enjoyed before bis iujury. I know of no way the losses under the last two headings can he even approximated* but they are actual and material. Last year accidents cost our company directly more tlian did the salaries of all our mine foremen and their assistants: more than the total expense under either of the items, hoisting **id loading, or ventilation and drainage. Please do not misunderstand me; by cost I mean what was paid out in 1932 Irrespective of the year in which the accident occurred. But our cost of acckkmts that happened in 1932 was of itself more than the charges for ventilation and drainage. What it cost our employees under my divisions, two, three, and four, is a question. I am sure of this: Under alt the leadings I have mentioned, the burden was far more than double the direct expense to the employer. Greetings from South Africa By J. W. STRAW Safety Inspector, Roan Antelope Copper Mines, Ltd,, Luanshya, Northern Rhodesia. Africa Mr. Straw made a slvurt extemporaneous talk without' manuscript, and unfortu nately no adequate lecord of his remarks is available. In many respects his talk was a personal one. He commended the work of the National Safety Council and empha sized the profit which his company has received from material and service rendered by that organization. Suggestions by the Council have been widely used in the organization of accident prevention campaigns on the properties of the Roan Amdope Copper Mines, and have been vry instrumental in keeping down the accident toll 328 Twenty-second Congress--National Safety Council Mr. Straw stated that durmq the past sear accidents have been decreased on his properties by 66 per cent. V/ /^Phj^ical Examinations Re: Accident Prevention t'SC j? By WXL.I.IAM C.. MAYS, M.D, Plant Physician. Elkhorn Piitey Coal Mining Co, Stanaford, W. Va. Tlu: speaker said in part: 1 am of the opinion that if each individual working iti and around the mines were classified according to a standard classification. this based upon a jvliysical examination, and pronounced physical-y fit for liis duties, that your accident record would be surprisingly decreased. Your compensation costs would hit a new low level, and the few accidents you would have would not carry such a hijth percentage o disability, time for recovery would not be as long, hardships would be reduced, happiness restored, and more able men would be sent back to their duties m the mine. The "I don't care attitude^ of many an underiti ound wosker # largely brought about, in my opinion, by illness and disease that is slowly but surely sapping his vitality, and las a tendency to render him less safety-minded than if he were enjoying good Health. He is not so apt to obey, the rules and regulations that guide him in lu's daily duties, is more apt to indulge in unsafe methods that will eventually place him on a hospital cot. and his name on the list of the injured and disabled. He cannot he a vafe and efficient wurker if his vitality is low. his body harboring disease, hi* capacity for quick thinking dulled or deadened, his loco motion unpaired by deformitY, and hts muscular tissues itKoordinatittg. A few words about the kiml of examination given am! just How it H conducted. First, all the information obtainable^ ^recorded on" ah, empfdynient card, not only about the man himself, but Ids fatuity history as well, diseases he lias had, opera tions if any, acute illnesses, diseases of childhood, all accidents suffered, amount of compensation paid cut each, tlic amount cl time required to get back to work, name and age of dependents, a description of the man. all amputations carefully charted, scars noted, weight and height recorded, place and time of birth, and where last employed and m what capacity. lie ts then taken to tlte examination room where all clothing is removed, body carefully msjvccted with particular reference to deform ities, skin eruptions, clandular enlargement, hernias, ctradition of joints, and scars from previous injuries. Following this inspection, tlie mam examination i* begun, and the entire hotly very carefully and thoroughly gone over, with particular reference to tlic condition of the Heart, lungs, thyroid, teeth, gums, eyes, am! ears, condition of the spine, its flexibility, and the free movement of all movable joints, feet for Aatfooledncss and hammer toes. After this tlic blood pressure is taken and a specimen of blood for blood test, and the urine tor urinalysis. The man is either pasted for duly or rejecter!. If passed, he i* classified, and assigned to the particular kind of workins physical -condition is best suited for, and where lie is able to perform his duties with greater safety to himself and with less danger to others. For convenience in classification, the fir^t four letters of the alphabet arc used: A, B, C. D. and only A and B men are allowed to work inside the mine in any capacity: Cln*s C and D men perforin the duties of outside men only, the D class to take the Jess dangerous of these duties- Minuty Section 329 Not many weeks ago I asked a certain physician vdio annually examined many men and who is affiliated with a large company who are large producers of coal in the field, and also where the accident rate is very high, if he thought a Utorough physical examination was a facto*- in the prevention of accidents and injuries in and around mines. His reply was "No/* By questioning him further about his exam inations, I foiiod that he rejected only men who were suffering front serious heart lesions, and advanced tuberculosis, with no classification or shifting of occupa tions at all. It was on his job that an epileptic was found employed in tire capacity of a motorman: also a man 58 years old with hardening of tlic arteries and a blood pressure quite high who was employed as a loader and cara brakeman; ami many others in equally as serious a condition of health, I did not wonder,, therefore, at his accident rate bring high. Why this company required a physical examination of employees at all I am unable to understand. All examinations of tins kind are of no value whatever, only a waste of time and do more harm thou good, us tl' examination serves only to build up a false impression m the mau. that lie thinks he is enjoying a perfect state of Health or else he could not pass live examinahouPermit me to review briefly the injury record of a mine employing on an average 000 men and producing daily about 2,800 tons for a ten-year period, or from 1918 to 1927, inclusive, when no physical examination of men was required. Note the following: 1918, 128 accidents with five fatalities: 1919. 142 accidents with four fatalities: 1920. 110 accidents with four fatalities; 1921. 126 accidents with six fatalities; 1922. 135 accidents with four fatalities; 1923, 101 accidents with five latalities; 1924, 107 accidents with three fatalities; 1925, 116 accident* with five fatalities; 1926, 127 accidents withsix fatalities; 1927, 132 acckktits with four fatalities. Thirty-one of the fuety-srix fatalities In this ten year iriod were found to have imperfections and disease of sufficient degree to severely handicap them in their duties underground. A physical examination would lave eliminated them and a classification would have shifted tl*elr duties to a place where daer of injury was negligible. At the end of this ten-year period, in 1927, it was decided by the officials to require each new employee to undergo a rigid physical examination before h was employed, and at the same time the classification and examination of old men (men who were working) was also begun and tliric duties shifted as they could be brought in for examination. This examination was i>ot compulsory on the part of tr*e old men. and it took some time to get all to the examining room, but all were finally gone over in the course of a few months. Tin* mine at that lime was stfil producing about the same tonnage, 2,800 tons daily, and the number of men working was nearly the same, but the lost-time accident was not considered on a basis of seven days, as formerly; if the injured man kwt one day it was cltarged a* * lost-time accident. This., of course, bad a tendency to run the record up somewhat; but now please compare the five years following the beginning of examination and classification of ll*ese employees with the previous ten-year record: 1928, 45 accidents and one fatality; 1929, 39 accidents and one fatality; 1930, 44 accidents and two fatalities; 1931, 49 accidents and two fatalities; 3932, 35.aeddcnts ami one fatality. Not a single pcrinanc.it disability was charged in tlee period after examination was begun and the highest award given was a 40 per cent disability. Not a leg or a hand was lost, only one eye, a few fingers'(four in ail were amputated), and 80 per cent of the injured were hack at their usual occupations m less titan 60 days, 10 per cent in three months, mid 10 per cent in lev* than one year. 330 Twcnty-secoid Congress--National Safety Council _, ^ How Can Interest in Accident Prevention Be Best - _ Maintained? S'C*- 'Y" yf> - By LT.-COL. HENRY A. RENINGER Special Representative, Lehigh Portland Cement Company, Allentown, Pa. The speaker said in part: While each section and each Industry has its own peculiar problems, the matter of sawing the seeds of safely in the various departmeats of a company and manttamtng that interest not only with the executives and department heads but with superintendents and foremen, is very much the same. Let me call your attention to the Safe Practices Pamphlets published by the National Safety Council. These pamphlets are a compilation of experience in acci dent prevention gathered from all tyi*es of industry and over u period of twenty years. They are not federal, state or insurance requirements or national codes, but they' are common practice* and experiences of all tyypcs of industries, and, if followed out. will do more to help tbc safety engineer, the superintendents and foremen, in their accident prevention work, than anything I know of. X also want to refer you particularly to pamphlet No. 67, entitled "Maintaining Interest in Safety,** which is a complete discussion of my subject and covers it far more thoroughly Ilian I can do here. Most of our big industries have awakened to the fact that today Urey must have their presidents and vice-presidents understand tliat they cannot afford to operate without a safety program. But it is not enough to liave them merely interested--- tltey must issue a blanket order to all departments and all operations that safety is a Iarl of ihe company's program and must be carried out by all employees in the company: and that ft is just as important to prevent accidents as it is to produce the company's products. It is Important that the comptroller of a company be interested in safety from the financial standpoint, and he should he fumhhed with the reports showing the cost of accidents, cost of compensation, insurance, etc. These reports should also be given to the treasurer, am] when you can sIkhv them reports of several years of experience wltere your insurance premium is coming down and your cost of com pensation is lower, tlten they will not Iveaitate to approve any bills that may come hi for safety work. Naturally, your engineering department should be vitally interested In safety, and to maintain their interest it should be tlie duty of the safety engineer to furnish them with reports and charts showing accidents, days lost, man-hours, and days lost per 100.000 man-hours. Anything new in sate practices pamphlets, any new state codes affecting construction, fire prevention, good housekeeping or anything that comes under their jurisdiction, should he brought to their attention. To maintain the interest of the higher executives, I wish it were possible to get the president or vice-president, general manager, superintendents and any other high officers to attend this Safety Congress each year. If they would spend three or four days at a gathering tike this I am sure their eyes would be opened and they would get a picture of accident prevention activities and tlieir importance that could be given to them in no other way. Safety committee meetings sometimes become dry and uninteresting. Many safety committees are organized merely for Uc purpose of taking care of plant inspections relative to safeguards. Wc believe that a safety committee should be the one func- Mining Section 331 tioning body or organization in a plant to handle any and all problems whether they relate to plant hazards, machinery or construction: and wc also believe that it is their duly to look after fire prevention and fire protection Sanitation and health hygiene should also be a part of their work. Wltere you give your safety committees t-onxr zeal authority and some real definite work to do you can maintain their interest. Safety contests properly run will maintain the interest of tlie organization. An outstanding example of this Is tlie Portland Cement Association yearly content for the trophy awarded by the Cement Association to those mills who go through tlie year without a lost-time accident. This contest lias been ruonmg since 1923 and there i* just as much interest and enthusiasm today in the cement industry as there was in the very beginning- If a safety contest is conducted for one month during the year, this will interest and inspire the men for a time, but we cannot expect a campaign of a month to give the men sufficient enthusiasm to catrv through the balance of the year. Wc find that the material furnished by tlie National Safety Council Is needed to keep the interest of the men, the foremen and the superintendents. All of our plants receive copies of the National Safety Nev.s each month, also each plant has a com plete set of tlie safe practices pamphlets, the foremen and members of the safety com mittees get a copy of The Safe Worker as issued each month, and every truck driver of the organization receives a monthly copy of The Safe Driver, and all the plants are supplied with the poster bulletin service of the National Safety Council s In addition to these, of course, various local poster bulletins are made up and used. Another important item of service by tlie Council is the safety calendar, and I urge all organizations to make use of this in a large way. I make it my business to go into many of the homes of workers at our pistils, to see hmv they are kept with regard to sanitation, fire prevention, etc. I cannot recall any one of tltesc Ivoincs that did nut have a copy of the safety calendar on its wall. During this depression we considered doing away with the safety calendar, but before we took that step wc consulted with our safety committees in our various plants Such a howl was set up by the safely committees that wc fell we could not afford to stop the safety calendar. Any accident that happens in tlie family of au employee has au indued effect on our company. We believe dial tlie safety calendar keeps safety in the minis of the mother and children and if wc can avoid one accident in tlie saving of one life in the family of any of our employees, wc liave saved many time? the cost of u calendar. WEDNESDAY MORNING SESSION October 4, 1933 The session was opened by the reading of several brief reports presented by chair men of standing committees. The chairman then called for the presentation of the Nominating Committee's Report, which was given by W H. Comins, National Lead Coenpuny. St. Francois, Mo, ami officers for the ensuing year were elected as follows: General Ckairmtm--F, M. Arthur, American Zinc Ca of Tcnu, Mascot, Tenn. t'ice-Choirmmi it* Charge of Membership Coat Mines--F. B. Dunbar, Pickands, Mather & Co., Mather, Pa. Vice-Chmrtau in Charge of Membership Metal Mines--J. W. Alt, Calumet & Hecla Consolidated Copper Co., Calumet, Mich. 332 Ttveniy-sccond Congress--National Safety Council Vice-Chairman In Charge of Engineering--. G. Metzger, Hudson Coal Co, Scranton. Pa. Secretary and Ncus Letter Editor --Darnel Harrington, U. S. Bureau of Mines. Washington, D, C Entertainment Cvinniiitce Chairman--`J T. Ryan, Mint Safety Appliances Co., Pittsburgh, Pa. * Poster and Slide Committee Chairmen--}. J Forbes, tJ. S. Bureau of Mines, Pittsburgh, Pa. Program Committee Chairman--"R. N. Hosier, Coal Mine Section, Pennsylvania Compensation Rating Sc Inspection Bureau, Harrbbuhg, Pa. Publicity Committee Chairman--M. R. Budd, Explosives Engineer, Wilmington, Del. Statistics Committee Chmnnan W. Adams, U. S. Bureau of Mines, Wash ington. D. C. Members at Large-- W. Ho Cosmos, National Lead Ccx, Su Francois, Mo. M. F. Fairlie, The Mining Cwp. of Canada, T4d., Toronto, Canada C- W. Gibbs, Harwich Coal k Coke Co., Pittsburg!*, Pa. H. C. Heiirie, Phelps Dodge Coro., Bisbcc. Artr. T. E. Lightfoot. KypjK;r> Coal Co , Pittsburgh, Pa Lee Long. Oinchfield Coal Cnrp.. Dante, Va George Martinson. Pickauds, Mather & Co., Hibhiitg. Minn. D. D. MoJTatt. Utah Copper Co.. Salt Lake City, Uialt- M. W. Price, Jeddo Highland Coal Co,. Jeddo. Pa.. L T. Sicka, St. Joseph Lead Co., Bonne Terre. Mo. Howard I- Young. American Zinc. Lead & Smelting Co,. St Lotus. Mo. Following Through With Safety By THEODORE MARVIN Editor, The Explosives Engineer, Wilmington, Delaware The speaker said in part: The explosives industry is thoroughly cognizant of* the importance of having its products correctly and safely employed, and it expends time and money to develop products capable of utmost efficiency in application, but which also can be lumdled and used safely. Ordinarily, oik; considers explosives as one of the greatest potential hazards hi mining, quarrying; and construction. Yet, because of the attitude of the explosive* Industry, that it must do its part to see that explosives are correctly and safely used, U>e following achievements have been made; 1. In the last *ix year.*, two qpd onc-half billion pounds of commercial explosives lav# L-eni tran%[i<ncted on railroads of the United States and Canada, with no less or life, with no accidents resulting' from tlx explosives, and with total property loss of less than $100. 2. In 1930 the fatality rate per million man-hours underground for explosives in this country'* hHuminous coal mines was .048 for one death every 20.833.000 man hours,). The non-fatal injury rate, was .733 (or one injury every 3,360.000 manhours underground exposure). 3. In keeping with these records for consumers of explosives are ilie operating and safety achievements of explosives manufacturers themselves These achievements in controlling the dangers inherent in explosives did not "just Mining Section 333 happen"; they were accomplished only by intensive attention to absolutely every detail involved in the design, making, storing, moving, and use of die different types of explosives and blasting supplies. Following through with safety for the explosives industry involves many activities, some of which might advantageously be employed by other manufacturing groups. For instance, there is the Institute of Makers of Explosive*. Many of its committees are continuously at work on safety subjects such as transportation, explosive con tainers, fumes, magazine construction, storage conditions, general safety education, and elimination of Wasting cap accidents. Approved regulations for moving and using explosives are printed on cards and In booklets for distribution to users. A number of explosives manufacturers individually publish data on safety in handling explosives. Their salesmen, service men. and technical expert* are available at all times to advise customers with respect to selecting the roost efficient explosives for a definite job and how to employ it vyith maximum safety. I have said tliat the explosives industry recognizes its obligation to users of its products, and I believe consumers concur that a good job is firing done to advance the cause of safety in their properties. But the full force of this effort cannot be utilized unless users of explosives wholeheartedly co operate; therein is the only obligation of the buyer which explosives sellers ask. To obtain this co-operation many mines and quarries supply capable explosives cnginecis and safety engineers. Many of these men have been specially trained and are capable of supplying detailed rules for safe and efficient use of explosives in their company's work. In some organizations, instructions, for tlic correct and safe handling of explosives comprise almost a fuU sized book. For the usual operator, however, single rules of the proper handling of explosives and blasting supplies--practices which would practically abolish explosives accidents if correctly followed--is available in primed form. I refer to the safety rules of the Institute of Makers of Explosives. By placing in effect sug gestions applicable to each particular job, most jiropcrlies can improve their blasting practices and their safety standing. -#W e.-y',*',!... Discipline--Accident Prevention (Anthracite) ff _ t, ^ By CADWAI.X.ADER EVANS. JR. ' 10 General Manager, The Hudson Coal Corapasy, Scranton, Fa. The speaker said in part: The'question of discipline naturally divides inm two parts: (1) Discipline enforced upon officials; (2) Discipline, enforced by offi cials upon tl>e workmen. The question of disciplining officials is a very ini|K>rtant one, and at the same time very delicate. We have adopted no set standard, but endeavor to judge each par ticular case upon the facts developed. There is. however, an exception to this, o! course, in such major offense as neglect of duty, intoxication, etc. In such cases discharge is mandatory. Except for the major offenses just mentioned, our dis ciplining of officials takes several forms: (1) Placing them on undesirable jobs, such as steady night shifts; (2) demotion; (3) discharge. Pisclpline of tills nature bus been enforced on officials because they allowed unsafe working conditions to exist, or because they failed to properly leach their men to protect themselves, as a result workmen being injured. Discipline has also been im posed because of the failure of the official to find gas. which was afterward discovered 334 Twenty-second Congress--National Safety Council without much difficulty. 1 understand that some of our neighbors in the anthracite business also discipline officials by suspension for a couple of weeks {or tor as much as a month) without pay, hut we have wily resorted to discipline of this sort in one case, and that was several years ago. Always in the case of demotion, we endeavor to transfer the affected official to a diffcicnt mine. This is not the general practice in the anthracite region, but we believe that it is wise, because it gives the demoted official a different atmosphere in which to work, and tliere is therefore less danger of breaking that individual's morale. Let me insert here a few words about a change in our program put into effect, a little over two years ago which has produced beneficial results. Formerly the only written reports of injuries were in those cases which resulted in death, or tlu*e resulting from explosions of gas. We determined to revamp our methods in an endeavor to stimulate a more active interest in injury prevention on the part of our subordinate officials. One of the practices which we adopted was to require each sectional foreman to make a wiitten rei*ort, addressed to me, and forwarded through the mine foreman and superintendent, cohering every injury ieultmg from a fall of roof or rib. The sectional foreman is required to write this report in his own hand and h> asked to tell how the injury occurred ; to review the injured man's past record and to make suggestions as to bow similar.occurrences could be prevented. These report* are handed by the sectional foreman to the mine foreman, who en dorses hU comments on them; then to the colliery superintendent, who endorses Ids comments; and then direct to me. We scrutinize these special refiorts very carefully and do not send them to the Safety Department for filing until we have satisfied ourselves that the individuals connected with the handling of the report have given us all of the facts, and have clearly staled the surrounding circumstances; and we endeavor to make sure that all concerned have learned a lesson which each injury carries. In order to make sure that tire lesson is thoroughly learned, it is our practice tn send these reports back with inquiries asking for more and clearer information, or pointing out the individual responsibility of the officials through whose hands the report lias passed. Many times such reports have been sent back to the colliery two or three times, ami on each occasion the sectional foreman is required to personally answer the questions which are asked. Our company lias been administering discipline to its miners, miners' laborers, and its company men over a long period of time. This discipline has been administered not only for major offenses, such as theft, intoxication, neglect of duty, etc., but also for losing time, loading dirty cool, failure to follow instructions, etc. Some years ago we adopted a standard discipline for various offenses beginning with a reprimand, going next to suspension for various lengths of time, and finally discharge; and our records show tlial this "standard discipline'"' has been adliemt to fairly closely, but tt had not. however, had much effect upon our injury records which coutlncd to be lad. Under our standard each employee is given a hearing before his mine foreman or superintendent, or both, before he is suspended or discharged; and only the super intendents have the authority to discharge. Until 1930 our sectional foremen did not have authority to suspend their workmen, but merely had authority to send an offender to the mint foreman, who decided upon the discipline and administered it. We came to the conclusion that this plan tended to weaken the authority of the see- Mining Section 335 tional foreman so a few years ago we changed our program and we now authorize the sectional foreman to administer instant discipline; that is, he lias the authority to suspetxi any of his workmen for any offense for which he thinks suspension >s justified. Automatically, when a man is suspended he is told to report to the mine foreman cither that afternoon or the next morning. The mine foreman and sectional foreman have an opportunity to discuss the case before the individual reports for his hearing, *o that the sectional foreman can fully acquaint the mine foreman with the reasons which caused him to enforce instant discipline This gives the mine foreman an opportunity to enlarge the discipline if he thinks the case justifies it; and hat, we bdreve, tended to strengthen the authority of ne sectional foreman and to improve the attention to which individuals pay to tlie question of safety. We regard this authority as an obligation on the part of the sectional foreman and we believe Uutt if we can just get him to regard it as an obligation we have definitely increased the cluuices of safe operation in his section. We believe that our sectional foremen should be teachers as well as disciplinarians, and we carefully instruct our mine foremen tlial they shall not increase the discipline which the individual sectional foreman has enforced if, in their opinion, the sectionih! foreman has in any way failed to teach the man how to take care of himself, but shall instead place part of the blame upon the official himself. We believe that improved results have followed from this change In our practice, and that oar men In general follow out the instructions which the sectional foremen give them more carefully than ttiey did under prior conditions It is obvious that any improvement In average performance at a colliery can only be accomplished by the improvement of the individuals who go to make up the average; and believing this, we have for several years maintained at each one of our mines in a separate folder a personal record of each employee* This record b started Mi soon ns He is registered, by filing his registration card, and it is built op from time to time by including in the file a written record of every offense that the man com mits, togcdier with the resultant discipline. In it also, we keep a record of the in juries which each man sustains. Having such a file urn colliery officials are m posi tion to talk turkey to any man after he returns to work foliowing an injury, or on account of having been disciplined, because they have assembled in one folder all of the facts concerning the man's record. This method has resulted in pointing out clearly those men who are reckless or careless. After a man is able to return to work following an injury, he is required to go to the mine foreman for a personal interview. The mine foreman then has available the man's complete record; talks to him about five causes of the injury from which He is recovering, amt endeavors to impress upon him the necessity for working moire carefully in the future. In many cases, men who have been injured due tn their own carelessness, have been suspended, such suspension taking effect after they are returned to the work by the doctor. A targe proportion of our coal h loaded mechanically and we have, therefore, many machine operations in which there are employed from three to ten laborers; and in some ci oar mechanical uticratiom there arc as many as 25 to 30 men at work. In the post we have enforced discipline in such cases only on the individual who is loaad to be disobeying instructions, or to be working wider unsafe conditions, and nmnrh os this seldom included the leader in the place we found that wc were mak ing tittle or no improvement. A* a comcquence of tins we are now holding the leader m the place resjionsible for the offenses of his subordinates, and at times we 336 Twenty-second Congress--National Safety Council suspend the entire crew for the failure of one of them. We believe that this is hav ing a beneficial effect upon improving the attention which all of the men pay to safe practices. Each month each one of our colliery superintendents forwards to our central office on a special form a recapitulation of the discipline administered during the preceding month, with a brief history of each case. Each colliery superintendent also keeps a comparative record of the performance of each sectional foreman, showing the in juries which have occurred in that sectional foreman's territory and the discipline to which he has subjected his men. Those injuries ace divided into several classes, such ai roof falls, gas, transportation, explosives, etc., and with such a record the superintendent is obviously able to sliow his sectional foreman when certain safety hazards or unsafe practices are escaping the sectional foreman's attention. Wc use similar statistics in following up sectional foremen who have "bad'* injury records, for wc consider that our sectional foremen are responsible for preventing their work men from taking unnecessary chances, and we know that they can do this by proper teaching, and b> lire application of discipline when teaching is disregarded. This is the lesson that we are endeavoring to get across to our subordinate officials, and c expect them in turn to pans it on to every man for whom they are responsible. fi*. ,Sjrfety and Health in the Metal Mining Industry % S~."?!.- fiy A. H. FINDEI8KN Mining Engineer, Industrial Commiesjc-n of Wisconsin, Madison, Wisconsin The &ieakcr said in part: The basis at modern production with respect to both machines and men is standardization. While it is hijikm taut that processes In machine operations be standardized, it is just as Important that conshkratkm be given to the operations of men from a viewpoint oi safely and health, both of which arc essential to maximum efficiency. There are two principal factors to bo considered In the prevention of meia! mine accidents (I) The mine management most be convinced that most accidents arc preventable ami must be determined to institute a thoroughgoing program to keep the accident rate as low as possible. (2) Safety most be considered a major operat ing problem. The executives must therefore be charged with the responsibility if setting up a program and arrange and revise the details of operation or practices to improve safety conditions. The management also has a direct responsibility to see that only safe methods of mining arc chosen and Hint due consideration is given the safety of all operations, including tlic laying out of new work and installation of new ct|uij*roent. Certain mining methods used In some mines are more hazardous than those used elsewhere, and greater precautions must be chosen to prevent accidents. Unsafe methods or dangerous practices cannot be made safe by merely employing a safety engineer. Safety and operation problems cannot be separated, and must be planned and educated by the entire mmie organization which includes the following: (1) Safety Department, (2) Executive Staff, (3) Engineering Department. Various-forms of safety organization arc employed at different times, apparently with equally satisfactory results, and even tltougli tle same form of organisation may be used at different mines, vastly different results are obtained. The success of accident prevention measures apparently depends largely upon the attitude of the management and ti*c personnel of the organization, rather than upon the form of the organization. Any form of organization, if functioning properly, is bound to produce Mining Section 337 satisfactory results, whether it lie an elaborate one in connection with the large mines or a simple organization in a small mine. Accident prevention can best be assisted by each company preserving complete records of accidents classified according to cause and rates per thousand or ten thousand shifts. A systematic method of recording accidents and the employment of graphs and charts will be helpful to tiic safety department m analyzing the causes of accidents. Brief monthly reports should be issued analyzing the accidents for each department. They are necessary for discussions by committees and provide good material for posting on bulletin beards. Discipline and sufficient supervision are important agencies m the prevention of accidents. Discipline means training ami education. No mine can operate success fully unless the management li&s received proper training No safety program ran be carried out successfully unless all officials are properly trained and arc in favor of carrying out all safety standards. It is lolly to employ a safety engineer and mine inspector or to purchase safety bulletins if it is done because the insurance company or state autliortties insr-t cm it, or because rebates are held out as inducements. Statistics show that at least 20 net cent of all accidents are the result of lack of supervision ami proper instructions on the part of the foreman. If a foreman U not willing to accept this responsibility, requiring as it does sufficient education to prop erly instruct the employees, then lie does not meet the requirements of his positaon. Educatloti and enforcement of operating rules pertaining to the safety of employees are important agencies for Overcoming accidents caused by carelessness. If practical working rules ate issued, the wearing of protective clothing encouraged, and safety devices installed wherever necessary, the management has placed itself on record as being wholeheartedly in favor of safety. There will be little. If any, reduction in accidents, however, unless strict observance of safety practices is demanded and enforced through strict and competent supervision. A brief outline of safety methods pursued by one successful company m the Lake Superior district, as described in one of the circulars issued by the United States Bureau of Mines, is as follows: 1,, Maintenance of bulletin boards and service in prominent places in and a!out the mines. 2. IDO per cent training in first aid and a liberal percentage of trained apparatus men, 3. Safety education for children in the public schools of the district. 4. Education in foremanalup. 5. Educational campaign an safely rules of company to individual workers when visited by bosses and safely inspectors. 6. Instruction of operating rules by new employees. 7. Investigation of near accidents or accidents not involving injuries. 8- Safety committees. Probably most mining companies employ capable men as bosses, but their effec tiveness as safety men is reduced to a considerable degree if the territory under their jurisdiction is too extensive or too many men are placed under their charge. Probably one of the most Important functions m a mine is the prevention of failures to equipment and the detection of worn or defective appliances which may cause accidents as well as loss of production. The system employed by one large iron mintstg company, as reported by tlie Bureau of Mines, includes a periodical safely inspection of each min?: made by a committee ot three, including a safely engineer, a 338 7\octly-sccond Congress--National Safety Council superintendent, and the head mechanic from a mine in a different district, and tfiis may be semi-annual. Inspections are made of the condition* of wire rope. Where conditions arc continually changing, such as on equipment which is used for trans porting men into and from the mines, inspections are made every day. Other in spections arc made weekly and monthly. A form of report is provided for inspection tests on mechanical equipment, such as joisting ropes and so on. The result* ol other iukiyeciions arc reported in writing- Accidents or oear-accidents are all investigated and reports made. Accident investigating committees are composed of the mine captain, safety engineer and electrician or other mechanics selected according to the danger of the accident. Fire inspection* of the complete mine are made after catch shift, and inspectors carry a one quart carbon telra&ilorkle extinguisher. A mins inspector is employed to make daily inspections of all working places aud installation. Good order ami good hoosekecfmig are now generally recognized as essential to safety as well as safeguarding and other features and if tlw: safety movement is to reach its hijtlicst point of efficiency, the workers must be taught Ute importance of Rood order. Housekeeping in and about a mine has a psychological effect on the workmen as well as preventing a source of tripping or stumbling, fire hazards and defective or misplaced tools. Clean and unobstructed areas about shaft collars and stations are maintained to guard against accidents and fire. Good order prevail* among men entering or leaving i&ge*. Riding with tools or material on cages ts a forbidden practice: riding on cars unless especially provided for the purpose is forbidden. Refuse roues are provided at hundred foot intervals itt haulageway* and marked with colored lights. Block signal systems arc provided along haulagcways to prevent collisions. Cleanliness involves almost every activity lit a mine irom the cage house to the working jdace. CkatdiiKrs* and good housing are only one more argument foe the necessity of operat ing rules. Physical examinations are necessary hi order to prevent tlie spread of disease: to plaCT men in position* suitable to their physical condition*; and of importance, the detection of industrial disease* and elimination of cause*. Industrial diseases arc now being considered by legislatures for enactment as amendments to the compensation laws. Wisconsin ha* already provided for fwnefits to victims of industrial diseases. THURSDAY MORNING SESSION <. r. f <u f fitc October 5, 1933 / Cr ^ % * Bonus Payments or Rewards for Safety Records By EUGENE McAULIFFK President, The Union Pacific Coal Company, Omaha, Nebr> The speaker saw! in part: On the property of the Union Pacific Owl Company a continuous effort was made for years toward accident reduction without much apparent result. A very substantial increase m safety woik expenditures was made, couuucncmg with tlte year 1923, the cost per ton for labor and material employed Su safety work during the ten year period. 1923 to 1932. ranging from 2.2 cent* to 5.5 cent* per ton. Tn addition to the measures taken to prevent explosions, large sums were sjct in establishing iinulngc clearance. In making safe tlni underground and Mining Section 339 surface electrical insulations and die haulage track*, etc.; and numerous attempt!' were made to inspire a safety spirit, a competent safety engineer employed, with local and general safety meetings, prizes consisting of tooks. flags, framed paintings, Ivouse silverware, watches, etc., awarded tlie individual and district producing the best re sults, but withal, little definite improvement was being made. Early m 1931, a somewhat enlarged system of award* was decided upon and the men were promised two automobiles as prizes for tins best perfouihancc shown during the last lialf of 1931. The mines were then separated into safety districts, a foreman placed in charge of safety work in each district, and an accurate record of lost-time accidents and m h:fts by districts was established. Cash prizes were promised to foremen of the. d. r . wimiing the automobiles and all men passing through the six months period without a lost-time accident were given ait equal chance to secure the automobiles. Wlieu the time for making the award arrived, some 1.500 men and their families met in the Oklrimer* Building at Rock Springs, and after brief com plimentary talk*, with an appropriate short musical program, the work of selecting the witmers was undertaken. With tlie plan well established in 19.11, it was repealed in 1932. the competition,, however, being carried through the year instead of for six months, ss prerfousJv outlined, even greater enthusiasm shown on the occasion of the second award Briefly, the safety results may be outlined as follows: Year 1930. 8 fatal accident* and 276 non-fatal accidents; year 1931, 6 fatal accidents and 157 non-fatal accidents, year 1932. 1 fatal accident and 60 noa-fatal accidents. There was, of course, a small decrease in the number of tons mined each year but this ltad little effect m the record. The number of man shifts worked per lost time accident in the first lialf of 1933 increased approximately 52 per cent over tfe first lialf of 1932, evidencing the fact that the good work 1* still continuing, but with room for further improvement. The automobiles, representing a substantial and usually coveted prize, plus Il*c separation of the men into small groups, made it potsib!e to establish not only a better sense of personal responsibility, but a definite sense of rivalry, every employee attempting to police not only himself but his ucSglibor, tlie unlucky individual receiv ing a minor accident sometimes being given bat a limited measure of sympathy. The added mew ate established made it possible to induce ICO per cent of the employees to take Hie U. S. Bureau of Milted First Aid examination, ami a marked disposition to attend the weekly and monthly safety meetings was evidenced. L o X, c _ U) l<is' Safety and Compensation Ij By W. H. NICKELS, JR. Chairman, Industrial Commission of Virginia, Richmond, Va. Tlie speaker said in part: The ultimate cost of safety reflects itself pecuniarily in medical and compensation payments in the compensable cases, and in medical cosi* and depreciation of working morale in the non-compcnsable cases. Any worth while safety program is predicated upon equal consideration of both classifications. Also, the serious and rion-serious accidents receive parallel consideration on the part of executives charged with responsibility of safeguarding the cost of operation and the welfare of those employee* engaged m the business, trade or occupation. The manifest general purpose of workmen** compensation act* is to compensate tin: injured employee for loss of time by accidents or to remunerate hi* dependent* 340 Twenty-second Congress--National Safety Council for the loss of his services in fatal eases, the object being to place the pecuniary re sponsibility upon the industry wherein the accident causing the injury or fatality arose. It is universally conceived, at this time, in the light of the progress made in accident prevention v>ork, that the incentive to safeguard accidents, as a means of minimizing pecuniary loss, is subordinate to the underlying human interest in con serving life and limb. A combination of the two reasons fulfills the legislative intent underlying all acts toward reducing, for the common good, both Hie frequency and severity of accidents to a minimum degree. Also, the financial welfare of the em ployer and social organization benefit* to a degree commensurate with the effectual accomplishments of safety first. In a resume of the objects to be attained by workmen's comjKnsation, they may be summarized as follows* 1. To furnish certain prompt and reasonable compensation, limited in amounts and time, to the injured employee, which should consist of-- (a) Medical and surgical treatment and adequate hospital service Imnvc diatdv after injury, and for a limited time thereafter, to cure and relieve from the effects of such injury and to restore the sufferer to the ranks of producing labor. (b) Such limited compensation or financial aid to the injured workman, based ni>on his wage income, as nil) maintain him and Ills dependents above want until he recovers from his injury or can develop a self sustaining capacity. (c) In the event the accident results in death, then such limited aid to those dependent upon him for support as will keep them above want until they can develop a self sustaining capacity. 2. To ultfirc for the benefit of Injured employees and those dependent upon them the vast sum of money wasted under Hie old system of employers* liability. 3. To inculcate and cherish more friendly and co-operative relations between employers and employees. A, To encourage the introduction, maintenance and use of preventive devices and preventive discipline so as to reduce the number of accidents to a minimum. Accident Prevention on the Witwatersrand Gold Mines '/nCfiS'ct' By EDMUND STEINBERG Secretary to Hie "Prevention of Accidents Committee, Johannesburg. Transvaal, South Africa The speaker said in part: We hi South Africa follow closely amd with keen interest tire activities of the National Safety Council. Tin? vast amount of data, literature, bulletins and other information relating to safety issued by your Council lias *u the past been of great assistance to ue- Thc Witwatersrand Gold Fields which represent the mines situated along a dis tance of scene &0 miles east and west of Johannesburg, were first discovered k> 1&86. For years the Wilwaterurand has been regarded as the leading gold producer m the world. About 48.5 per cent of the world's output of gold was last year produced on the Witwatersraud. Tlicrc are thirty-four producing gold mines which employ sotue 23 000 Europeans and 225,000 native*. Of this labor force, some 11,000 Europeans and 185,000 natives proceed daily underground. The tonnage of rock hoisted during the year 1932 was approximately 41,000,000 of which about 34,500,000 tons were sem to the mills. The gold recovered amounted to approximately 11.000,000 fine ounces Mining Section 341 valued at approximately 46,500,000 pounds sterling, winch translated into gold dot lars, is equivalent to some $220,000,000. As you can imagine, with a native labor force of some 225,000 who are In most cases raw and uneducated aboriginals, accidents are inevitable. The success so far attained by the Prevention of Accidents Committee iu its untiring efforts to keep down accidents lias been truly remarkable. The Witwatersrand mining industry may be regarded as one of the world's pio neers of the safety movement, which originated in Johannesburg in 1913, and was stimulated by the result of investigations into the indiscriminate and apparently reck less contraventions of the mining regulations. The Prevention of Accidents Com mittee then consisted of four members. Its personnel now exceeds twenty-six and includes the Government Mining Engineer, Chief Inspector of Mines, Chief Inspector of Machinery, Director of Native Labor, heads of groups, consulting electrical and mechanical engineers, mine managers, medical men and representatives of every bianch of the Industry. In 1913 the death rate due to accidents tm the Witwatcrsrastd gold mines was 3.11 per 1,000 employed for Europeans, and 3.80 for colored persons. Year after year since then this rate has been reduced, by safely education and by elimination of sources of accidents wherever possible, and the comparative rate for last year was 1.33 per 1,000 for Europeans and 2.47 for natives. This reduction In the fatal accident rate is most encouraging. It must be re membered that the natives working on the WHwatcrsrand mines are drawn from various tribes througliout the Union of South Africa and from Portuguese East Africa. Most of the tribes speak their own language* and differ in customs ami habits. It most further be realized that the majority of natives work on the mfoea for an average period of nine months and then proceed home. They only return when inclination or necessity derides. A tag proportion of this enormous army 1* recruited from raw natives with no knowledge of underground working conditions, and nee very Intelligent. The training of these natives in methods of working pro vides owe of the great problems of the mining industry. The fatal accident rate far both white and colored employees in 1931 was 3 81 per thousand; the rale for 1932 was 2.36 per thousand. This means that the Improvement has resulted in an actual saving of over 365 lives in one year, as based on the 1913 figure. The chief cai^cs of accidents on the Witwatersnmd gold mines during 1932 were as follows: Calls of ground, 25.63 per cent; truck and tramway accidents, 23.51 pm* cent; explosives accidents, 1.37 per cent; falling of material, 21 31 per cent. Falls of ground, there fore, as In other parts of the world, are the most prolific cause of accidents ami account for nearly 40 per cent of the deaths due to all accidental causes. The safety campaign of our accident prevention committee is conducted on well known lines. The committee is divided into a number of sub-committees and ihcxe carry out most of the work. There is a technical sub-committee which investigates safety devices and ideas; those approved are recommended to managers for adoption. Experiments and nivciiticationi; are conducted periodically with specific types of acci dents. such as falls of ground, truck and tramway accidents, those due to explosives, underground fires, etc., and the results of these are comeyed to the parties concerned. A publications sub committee takes charge of propaganda to reach the workmen, largely through the medium of "The RccP*, a monthly magazine devoted to social news on the mines and to accident prevention. Over 8,000 copies of this magazine are distributed lice each month, mostly to underground employee*. Th< most important medium m use for carrying the message to the workers is the safety bulletin. Over 344 Tucnty-secend Congress--National Safety Council Executive Committee of the National Safety Council, welcomed the dtleyates and i a few gracious words introduced the general chairman, of die section, J. JL Plzak, Consolidated Water Power & Paper Company, Wisconsin Rapids, Wk, win? pre sided. Chairman Plzak presented the first paper. /'/!;> mJPast, Present and Future of the Paper Industry By J. J. PI.ZAK Consolidated Water Power & Paper Co.. Wisconsin Hapids, Wis. - The siteakcr said in part: The past, the present, and the future arc three separate worlds. You know the oast, you yourselves wrote its history.. Tf>e j>resent is here in this room--the future is in your hands, yon arc molding it right now. Build your itaiterns carefully. Two years ago we set up certain objectives; some of these we have carried out most splendidly, others wc tailed in. Our ultimate success is measured by the net results of our accomplishments In your hands Is the yardstick---not individually, but ccllcctivcly- Unforlunatcly, we arc scattered over a wide domain and personal contacts arc quite impossible even as seldom as once a year in our national conference. But individualiww can become a thing of the past and if our future is based on collective co operation, uc must start now. now in the present, and tSic future will take care of itself. From now oo let mdlvidmaltsiYi be replaced by collective co-operation; indifference by eagerness; selfishness by beneficence, and then there will be no ''buck passing." First, let us set up a live, wide-awake section of committees--cull out the non productive committees ami concentrate on tire active ones--lire consolidation of several committees into one may help. Next, we must set up an agency for the exchange of our ideas, expressions and problems, and hy this experience exchange, wc shall profit. Last, but not least, we must reinstate the old spirit of good fellowship among our members (; ^ Data on the 1932-33 Safety Contest .Y1/'7 ' By A. SCOTT DOWD Xit Chairman, Content Coramittss, Paper and Pulp Section, National Safety Council: ~ s v.... N The Paper Industry Magazine of Chicago The speaker said in part: We have concluded the sectsud contest of a twelve month period and arc now in (lie third, which will be the ninth consecutive annual competition among tlte mill members of our section. Each of the past eight annual events lias produced greater achievements. True, the number of mills participating in live last contest was less than in former years, yet it is clear that the reason for this has been the condition of the industry itself. In spite of reductions and curtail ments that have taken place, some definite progress has been made in the prevention of accidents. Twelve and one-half per cent of the mills that finished the contest last Paper and Pulp Section 345 June made perfect scores of no accidents--a total oi 11. Iu the previous contests., only 9j4 prr cent of those that finished were perfect--a total of 9 There were nearly 14,000.000 fewer man-hours worked in the p<ut twelve months compared with the previous period, but on the other hand there were 2,255 tnure employees engaged, and only 87 mills finishing in the late one compared with 97 mills in the former contest. The decrease of mill participants was In Groups B, C, a;>4 Division II; Group C having the greatest decrease. Gams were made in Groups A and D. which were double the number in those groups hi the previous year. The number of disabling iujuries was far less than in the year before but the totd time was greater. Some reason for the latter lies in tlx: fact that in all contests i=rior to 1932-33, the standard scale of lime charges was not used fur deaths, permanent disabilities and permanent partial disabilities. Only one-sixth of (He scale charge for specific injuries was used. On July 1, 1932, the standard stale was adopted The average frequency rate has been steadily decreasing during the past eight years. There were 53 mills with frequency below average in the last contest and 71 mills with severity below average. The ratio of employees to acekkrrt* was 42 to 1, and non-Calais to fatal* was 83 to 1. Both of these ratios were a considerable im provement over the previous year. The following mills have won trophies, which are awarded to them by the National Safety Council: Division 1--Paper and Pulp Mills, Group A. Rank 1; Hollingsworth & Whitney Co, (Algonquin and Tocotmct Mills at Wale?- vllle, M&me.) Record of four injuries, 312 days of lost time Group B-- Rank 1--St. Croix Pajier Counai*y, (Woodland, Maine.) Record is a perfect score of no injuries during term of the contest. Group C-- Rank 1--Cornell Wood Products Company, (Cornell, Wis.) Record is a perfect score of no injuries during term of the contest. Group D-- Rank 1--International Paper Company. (Riley Mills, Riley, Maine.) Record is a perfect score of no injuries during term of the contest. Division 2--Re-Manufacturing. Rank l--Kimberly-Clark Corporation. (Atlas Mills, Appleton, Wis.) Record is a perfect score of no injuries during term of the contest. Presentation of Awards of National Safety Trophies By J. I. BANASH President, National Safety Council Upon learning that Governor Brann. Governor of the State f Maine, was in the audience. President Bartash invited him to participate in the ceremony by presenting the trophies which had been awarded to plants located in Maine. Of the five bronze plaques awarded to group winners by the National Safely Coun cil, therefore, three were presented by the Governor to Maine paper mill representa tives; four certificates were also awarded by tlie Council to mills in that slate for outstanding safety performance. Governor Brann remarked at the dose of the cere mony that U was often said, "As goes Maine, so aces the nation," and he earnestly 350 TtLV'iily-srcond Congress--National Safety Council iotendent devised a piece of sheet Cron running over the full length of the knife and completely enclosing the upper cutting edge, so that a man could not get his hands anywhere near the nip. \Vc have also had some trouble in guarding saws. There has been difficulty ui trying to cover the sawing edge at all times. But one of the men on the safety com mittee devised a saw guard that works on a swivel arm which keeps the saw covered at all times. I do not believe the lime will ever come when nip hazards will not exist. After all guards ate put on, there will still be nip hazards. But there Is another kind of guard that in the past lias been overlooked. Tim is not exactly a guard--it is a state of mind. When we think of nip hazards, we think of a guard or a knife, or a saw. or a point of contact. I believe a nip hazard may also be considered something the person has failed to do or snmcthhtg that was ck>oe incorrectly. The solution of the nip hazard problem is therefore not so much a question of guards as It Is a building safcty-rmtlediu>s into the organization front tltc boss down. Back in 1925 the Cornell Mill had 125 accidents in which a doctor's services were needed. Out of those, 82 were lost-time accidents. We had a safety organization, safety committees, foremen's meetings, and all sorts of plans, but most of these per tained to guards. The Cornell general manager who Iwul charge of tlve safety work at that time curocelvcd the idea that we were getting nowhere in eliminating accident:. He be lieved three steps should he taken m safety work: CD In*tr uctkm, (2) Appeal, (3) Discipline. He turned tilings upairie down. Instead of the usual foremen's meetings, they bekl mass meetings in the local theatre of all employees, and com bined with thw entertainment features to create Interest it* safety. In 192*5 the first annual Safety First Picnic was held at which a thousand people were entertained. Back of all this was the name of safety. During the year after starting this camj^ign, lost-time accidents drojipcd from 87 to 29. and the next year they fell to 13. Tle year after that these were only 8 lost-time accidents, and during tlic last three years there have been no lost-time acci dents at all. * p<^4jC ^ * J J TNS3ew Lessons Learned from Old Causes o Injury s By W. J. BRENNAN Safety Engineer, Main# Dvpartrrumt of Labor and Industry, Augusta, Maine The speaker said in part: The following "Lessons" were not gleaned from ilie paper industry alime, but only lho*c of intercri to Ulus gi oup have been included, A worker taught us a lesson wlien he shtpjicd a belt onto a "loose pulley" and pro ceeded to shove an arm into the mechanism to make repairs. The belt worked ever onto the adjoining tight pulley enough to produce a half-revolution. A fearful injury resulted, a duplicate of which no one I liavc contacted with ever heard about. Today a supplementary device prohibits such consequences. Dvnamiie occasionally cocnes into wltolcsalc use In tire paper industry. Imagine tire consternation of a group of workers who, after the Bring of a string of shots, saw several sticks of explosive dangling in the maw of a steam shovel, ready to be dropped into the body of truck. Now special staffs with Bags mark each hole and the w-ltole safety world should be appreciative. Paper and Pulp Section 351 A welder otic day was sent into a large tank to make certain repairs am! because of limited hose lengths, had his oxy-acetyleiie cylinders sent in as well. For some reason he had to leave after a few minutes ot work and iu his absence an explosive mixture leaked from Canity valves to collect iat the bottom of the tank.. Upon re turning be struck a torch lighter and a terrific explosion resulted. The lesson we learn from this is that our foremen must know the potentialities and peculiarities of the substances hc use dnd must consider the safety phases along with the mechanical problems as orders are given They ami wc must have u set up capable of (getting all the information down through to lire individual Suppose you asked your welders the following questions: What is oxygen and acetylene? Why is oil forbidden ior use around the valves and fitting* of cylinders? Why should torclies be shut off at the tanks? What rices the mechanism of a pressure regulator look like? How does it work and what precautions must be taken? Perhaps this gives you an idea; certainly no finer meeting will be had than that one attended by die factory expert on welding. It seems m a paper or pulp mill that the floors ate forever being torn up, usually by live use of jack-hammers. Buried in these floors are high tension cables and woe betide him who drives a drill point into such forked lightning. To my knowledge, it Has happened, and now in each department of this mill hangs a blueprint showing the location; purpose aitd voltages of all such buried cables. Your fire extinguishers arc in fine shape, no doubt. But have you looked at *he tip of the nozzle* of thoae >ou recently used to be tiue no residue of sodium sulphate has cemented the tiny orifice to deny the release of die tremendous pressures gen erated when the extinguisher is inverted? Somewhere 5 Use country one of these plugged extinguisher* went through the roof; forewarned is forearmed. Those of you who have concerned yourselves with the slipping hazards on oral around paper machines will Itave learned that there ate dozens of places on the florae* where operators stand to perform various function*. A safety engineer of whom we are very proud has done a great deal in this respect and from studies made during the various operations has practically eliminated slirpuiff about his machines. Here, there and everywhere ott his machine will be found non-slip racial welded to surfaces where mice operator* jeopardized their limbs. In a neighboring mill, a walkway across the face of die stack so surfaced would have prevented a mats from shoving hit hand Into a nip during the doting days of the contest. It seems to me that the best way m which to wring the last drop of benefit from the story of anoihet's grief is to make the incident Into a project. Incorporating this into the records of our meetings. It requires no great vision on the part ot anyone to appreciate the folly of reading of injuries in our News Letters In Safety journals, or otherwise, only to have the person or pet sons fail to railroad the facts through to a logical conclusion. One of the most effective method* uf getting lire mfon.ialkm down the line sup plementary to its presentation and discussion in our meetings, Is by the use of mem oranda sent to the desks ol interested parties. In some plants sjxscial note books are provided in which such material is kept. In one plant a receipt slip accompanies the data, this to be signed and returned to assure the safety department that the subject matter has been given it* proper attention. Remembering always that there is nothing accomplished in accident prevention until such time as the basic lessons arc firmly irt the heads of the rank and file of the workers, wc must supplement the teachings of supervisory forces with direct 352 7\ccnty-sccomi Congress--Notional Safety Council educational material aimed at the man on the job. A favorite method is to use port able blackboards, these to be properly inscribed and embellished with illustrations if need be, then placed in such strategic locations us dressing rooms, main thorough fares and areas where men gather for luncheon. For many years I have uiao wondered why wrote of us have net taken advantage id tire opjrortunrtics afforded by the worker's pay envelope. One plant with which 1 am well acquainted uses pay envelope enclosure with a very considerable success. At one time these enclosures carried a terse message, but of late years the subject matter has been dunged to a recital of injuries sustained elsewhere, warnings per taining to gamine, kiclcs. Udder equipment and the like. To assure themselves Uuit this material is retained sufficiently long for the subject matter to be absorbed, the enclosures bear numbers and several days after issuance, a mimatuie lottery is held. This little feature has been 100 per cent effective in alleviating the litter of enclosures which once were disgracing the main gate. When the safety director goes into the locker room of a crew ten minutes before quitting time, Ik brings with him a single topic and develops it completely within that lime. l>e may expect a very liberal dividend. Such an appearance not only supple ments the educational activities of a crew supervisor, but affords a very intimate contact which is most advantageous. Shaw me the mill in which the safety director frequently meets with small groups of workers, ami I will $1k>w you a mill where safety cnihuia*n4 is at a high pitch among the rank and file. LX 'Uy. u fie? '7 THURSDAY MORNING SESSION October S, 1933, c~= \J ' " . /fa'a-/ 7 p-f-ff*. Managed Safety in Maintenance and Repairs By C. K. BOYER MiU Manager, Consolidated Water Power and Paper Company, Appleton, "Win, The speaker said in part: Safety in maintenance and repair work must be man aged. Too often lhi< has been damped on the back of tliat universal scape-goat, the repair foreman, and the poor foreman is Left, thereafter, to carry his constantly in creasing load witlnast well-defined guidance, with liatf-adequate tools, with a hodge podge repair gang, and with iron-clad orders to keep a lot of junk running like real iionest-to-goodness machinery. The practical ha<*& for safety in maintenance and repair work must start with management itsdi. Management must include safety in its program, not as some supcrinjpowfd fancy uramrun*' fur - publicity purposes, but as an Iwjncst, human and sound economic fartur winch will produce goods of the highest quality at a minimum envt in dollars and in human suffering. Management can well lx* interested in the economic results of safer practices i production and repair work. Injuries cost money these days Tliey call for em ployers to pay medical hills, to pay* for hospitalization, to pay for rehabilitation ex penses and to pay tor lost time compensation Injuries make necessary untrained workers being placed on the injtired man's job. Most orgaxnaalious have someone wlto is charged with the engineering work, per haps an engineering department. If so, it is up to the engineer to see to it that Paper and Pulp Section 353 safety is incorporated into all new equipment and construction. New machinery should be designed so as to demand a minimum amount of maintenance. For all repairs eliminated means less repair hazards. No machine, liowever, can run per peiuaily without some repairs, and hence machines should be huilt so us to uuke ic- pairs safely and economically. Furthermore, new machinery should be pttt in space where repairs can lie made safely. Many times new equipment is jammed into a reinloterd conccrcte l*ntd-box in winch the maintenance man must labor amid darkness, dirt and desperate lan guage. Perhaps it is an electrician who must squeeze Ins shrinking form behind n crowded switchboard in order to examine a high tension oil breaker. Tltc engineers can watch out for unsafe equipment and badly placed machinery in old installations as well. Possibly a high pressure lubrication line will make it un necessary for a repairman to crawl into a greasy cubby-hole to tighten up a beat ing three times daily. Perhaps a modern enclosed feed reducer -will dimmatc a mp; of open gears and greasy belts ami at the same time cut power costs ami repairs. Here also a managed mill cost system wifi give facts and figures cm repairs and ,maintenance winch will economically justify such removal of regtair and mamtenam-e hazards. Logically, the engineer's safety plan can be followed up by live purchasing depart ment. For the purchasing agent can watch out for safety features cm newly pur chased equipment. He can ask for and obtain scientific and accurate data for the me of new* materials which are dangerous if not handled safely. He may buy consid erable cottosivc resisting paints that arc mixed with highly flammable solvents. Others which he buys may poison the lungs or else affect the eyesight. Some suds materials cause sertoua skin irritations. If chermsts arc available such new chemical materials can he referred to litem for a safety analysis before being purchased, or else before being used promiscuously by painters and other repairmen. Properly planned equipment and materials should be placed in the hands of retialrmen wlx> know their job*. Suck men are tl>e choice of the employment or personnel manager. Production men must know their stuff but these men are confined to one spot in which they do their work. Repairmen, However, must be men capable of going anywhere in the mill with safety born of accurate knowledge of potential hazards. 1 hey must be mew wtvo intuitively foresee danger and take proper steps to safeguard themselves and others. They must be men of steady nerves, able to climb about ext ladders or scaffolding' without dizziness. They must !>e men of physical power suffi cient to do the heavy work sometimes unavoidable.. In sIkmI, a really safe repair crew needs to be hand-picked men. Mention of die safety manager or of bis department has been deferred until this point, for he naturally has to have methods and means with which to do his work. As that part of management which thinks first in terms of safety, it is his job to co ordinate the work of the engineering, purchasing, cost accounting, and oilier personnel departments in their specific safety function. In short, he is the inspector general as well as the bureau of education hi safety. This survey of the foundation principles of an adequate managed safety program may appear too remote or out of place in a discussion of safety in repair work. How ever, such a program of safe practices must start with management and run all the way through to ttie repair foreman and lus crew. Nor can we cover every safe practice item by item for your mill lias Us specific hazard which must be solved by your own organization. 356 Twenty-second Congress--National Safety Council merit department presents him with a card on which are listed questions and other information pertinent to the safety policies of the company. The man signs this card and presents it to the timekeeping dejiartment, which stamps the card and sends it to the foreman with instructions that he see the man and give him all information in answer to questions indicated on the card. These cards arc then filed and may be referred to from time to time as evidence that the worker was informed upon safe practices. Auotltcr method of handling the new employee was explained by Chairman Gilson. This coexists of a safety examirutk* card, outlining ten important safety questions, which the employee mast answer in detail. The foreman's first duty, on having a new employee or a transferred employee report to him, is to talk over these ten safety questions with the nan and get his signature on the card showing that the acci dent prevention practices outlined are completely understood. Still anutiter plan is used by the Crystal Tissue Ca, Middletown, Ohio, and was explained hy Jy E. Grant. Here those famous safety laws, originally devised aod promulgated by Dr. Harry MycYs, liavc been summarized and printed in a small liookleL This booklet, adequately arranged and displayed, is given to each new em ployee, together with a short safety talk. The testing, care and use of rubber protective equipment is another important sub ject J J- Plrak referred to his own experience. Some years ago he became appreheitsfvc about certain rubber protective equipment used by electr icians in .his plant which lad not been inspected recently. So lie secured pcransskN-i to have the gloves, blankets, and other equipment tested. During the process several gloves, which ordi narily should stand tests up to 10,000 volts, were found to be defective between 2,000 and 3,000 volts. Rubber blankets which should stand a test of 2,300 volts were punc tured sometimes as low as 550 volts. As a result, an ironclad rule was established in the plant to test such equipment every thirty day's. Chairman Gilsou suggested that m many plants proper equipment for testing mb* her equipment, gloves, blankets, and so on, is not often available. But m his expe rience he lwd found tlwt any neighboring public milky company would be very win ing and ready to make such tests, if requested to do so. He recalled that uue lime a new shipment of gloves came into his plant and he had one of those peculiar "hunches* which sometimes come to a safety roan. The gloves were brand new, nev ertheless be took them to a friendly utility company for testing. Among them he found a considerable number of gloves that were unable to stand up under the stand ard tests for such articles. It is therefore important to teat all new rubber equip ment when it arrives in the plant and before being placed in service. Regardless of flic fact that equipment may be bought from a thoroughly- reliable manufacturer or dealer, U is oltcn possible for tlc equipment to be damaged in shipment. In discussing the News T etter of Use section, it was agreed that the News Letter can be made successful only by. each member of the sectkm contributing something toward its pages. Mr. Augustus presented the suggestion iliat each member make a record of all accidents or near-accidents occurring in his plant and from t?n*c to time supply tlic News .Letter with a description of these accidents which had un usual or especially instructive feature*. He further suggested a type of record and file card for such information about each accident which has been m use in his own plant. The information would, of course, be used annonymously in the section News Letter, emphasis being laid upon tic mctlnxls for meeting accident problems. ADJOURNMENT. TWENTY-SECOND ANNUAL SAFETY CONGRESS NA TIONAL SAFETY COUNCIL Petroleum Section Officers 1932-33 General Chait muii--C L. HmiiTOwcn, Texas Pacific Coal and Oil Co., l-Y-rt Worth. Tex. Vice Chairman--"E. R, Acokw, Vacuum Oil Co., Inc.. New York City. Chairman Atlantic Dwiswa--R. VV. Black, Standard Oil Co. (N. J.), Elizabeth, N. h Chairman Great Lakes Division--]. C. Bekxb, Sinclair Refining Co., East Chicago, JndChoirman Mid-Conlmeut Dhsieu--J- C Youxc, Tide Water Companies, Tulsa. Okla. Chairman Calf Division--H- C.Kkkz, Atlantic Oil Producing Co., Dallas. Tex. Chairman Pacific Dhnsicn-- L. F. Kkux, General Petrulewn Cm alien of Cali forma* Los Angeles. News Letter Editor--A W. ako, Lone Star Gas Co. Dallas. Tex.. Chairman Pester Committee--C B. Swaxhkr, Magnolia Petroleum Co, Dallas, Tex. Chairman Engineering C&mniUtee--O. Q. Lockwood. The Empire Companies. Bartles ville, Okla. Chairman Publicity CatuwUlee--U. V Osnoax, Standard OU Co. Ctad.}. Cas'}*er, Wyo. Chairumu Program Committee--J. L. RjsjnctV, Magnolia Petroleum Co.. Dallas, Tex. Chairmen Statistics Cotn-mittee--J. W. MvMts, Standard Oil Co. (N. J.), New York City. Chairman Health Committee--Dw. C. M. Avks. Humble OU and Kefmmg Co.. Houston, Tex. Past General Chairmen-- R. S. Boksib, Standard Oil Co. (N- J.)* New York City. V, R Currie, The Texas Co., New York City. R. E. Donovak, Standard Oil Company of Calif., San Francisco. Geoace F. Prossimg, Union Oil Company of Calif., Los Angeles. E. J. Sexitx, Socony-Vacuum Corp , New York City. C. W. Smith, Standard Oil Co. (Ind.), Chicago, D. J. Wallace, Mid-Continent Petroleum Safety Council, Tulsa. Okla. Secretary--H. N. Blakcslef. Amctican Petroleum Institute, Dallas, Tex. 357 356 Twenty-second Congress--National Safety Council mcnt department presents him with a card on which are listed questions and other information pertinent to the safety policies of the company. The man signs this card and presents it to the timekeeping dexwrtment, which stamps the card and sends it to the foreman with instructions that he see the man and give him all information in answer to questions indicated on the card. These cards ate then filed and may be referred to from time to time as evidence that the worker was informed upon safe practices. Another method oi handling the new employee was explained by Chairman Gilson. This consists of a safety examination card, outlining ten important safety questions, which the employee mast answer in detail. The foreman's first duty, on having a new employee or a transferred employee report to him, is to talk over these ten safety questions with the nan and get his signature on the card showing that the acci dent prevention practices outlined are completely understood. Still anutitcr plan is used by the Crystal Tissue Ca, Middletown, Ohio, and was explained by K E. Grant. Here those famous safety laws, originally dsvised aod promulgated by Dr. Harry Myers, liavc been summarized and printed In a small booklet. This booklet, adequately arranged am! displayed, is given to cadi new em ployee. together with a short safety talk. The testing, care mod use of rubber protective equipment is another important sub ject J. J. Plrak referred to his own experience. Some years ago he became appreheitsivc about certain rubber protective equipment used by electr icians in .his plant which had not been inspected recently. So lie secured per mission to have the gloves, blankets. and other equipment tested. During the process several gloves, which ordi narily should stand tests up to 10,000 volts, were found to be defective between 2,000 and 3,000 volts. Rubber blankets which should stand a test of 2,300 volts were punc tured sometimes as low as 550 volts. As a result, an ircxidad rule was established in the plant to test such equipment every thirty day's. Chairman Gilson suggested that hi many plants proper equipment for testing: nib* her equipment, gloves, blanket*, and so on, is not often available. But in his expe rience he liad found tlwt any neighboring public utility company would be very win ing and ready to make such tests, if requested to do so He recalled that one lime a new shipment of gloves came into his plant and he had one of those peculiar "hunches* which sometimes come to a safety raan. The glove* were brand new, nev ertheless be took them to a friendly utility company for testing. Among them he found m considerable number of gloves that were unable to stand up under the stand ard tests for such articles. It is therefore important to teat all new rubber equip ment when it arrives in the plant and before being placed in service. Regardless of flic fact that equipment may be bought from a thoroughly reliable manufacturer or dealer, it is often possible for tle equipment to be damaged in shipment. In discussing the News letter .of the section, it was agreed that the News Letter can be made successful only by. each member of the sectkm contributing something toward its pages. Mr. Augustus presented the suggestion iliat each member make a record of all accidents or near-accldent* occurring in his plant and from tunc to time supply flic News letter with a description of these accidents which had un usual or especially instructive features. He further suggested a type of record and file card for such information about each accident which has been m use in his own plant. The information would, of course, be used annonymously in the section News Letter, emphasis being laid upon tic mctliods for meeting accident problems. ADJOURNMENT. TWENTY-SECON D ANNUAL SAFETY CONGRESS NA TIONAL SAFETY COUNCIL Petroleum Section Officer* 1932-33 Genera! Chairman--C. L. Huurrcnvcft, Texas Pacific Coal and Oil Co.,, i-V-rt Worth. Tex. Vhre-Ch-aiVin--E. R. ALOkw, Vacuum Oil Co., Inc., New York City. Chairman Athutic Diwjiwi--R. VV. Black. Standard Oil Co. (N. J.}, Elizabeth, N.h Chairman Great Lakes Division--]. C. Bkkx. Sinclair Refining Co., East Chicago, JiwL Chairman Mid-Contweut Division--]- C- Youatc, Tide Water Companies, Trisa, Okla. Chairman Calf Division--H. C.Kkn*. Atlantic OH Producing Co., Dallas. Tex. Chairman Pacific Division-- L. F. Kkiwc, General Petroleum C*iioralioji of Cali forma* Los Angeles. Nexus Letter Editor--A W. U*t.ZL.\KL, Lone Sun Gas Co. Dallas. Tex. CtatTmoK Poster Committee--C B Swammrh, Magnolia Petroleum Co , Dallas, Tex. Chairman Engineering Committee--G. O. Lockwood. The Empire Companies, Burlier- ville, Okla. Chairman Pnlrlictiy Committee --B V OsaOMt, Standard Oil Co* (link). Casj*r, Wyo. Chairmaa Program Committee--J. L. RjsjnctV, Magnolia Petroleum Co.. Dallas, Tex. Chairman Statistics CotnmUtee--T,, W,, Uitmks, Standard Oil Co. (N. J.), New York City. Chairman Health Committee--Dw C. M. Avks. Humble Oil and Kefmmg Co.. Houston, Tex. Past General Chairmen-- R S. BrmsiB, Standard Oil Co. (N. J.)* New York City. V. R CuRKit, The Texas Co., New York City, R. E. Donovah, Standard Oil Company of Calif . San Francisco. Geomos F. Fkus&ihg, Union Oil Company of Calif-, Los Angeles, E. J. Sixxe, Socony-Vacuum Corp, New York City. C. W. Smith, Standard Oil Co. (Ind.), Chicago, D. J. Wallace, Mid Continent Petroleum Safety Council, Tulsa. Okla. Secretary--H. N. Blakcsllf. American Petroleum Institute, Dallas, Tex. 357 358 Twenty-second Congress--National Safety Council TUESDAY MORNING SESSION October 3f 1933 f 'V v * [ ^ j\ A^ ! /VjLl / ' D v'"" * f/7*- ` 1,+- Tiie first session of the Petroleum Section was called to order by J. X. Banish, President of the National Safety Council, who welcomed the delegates in the name Executive Coimmitee of the Council. He Uten introduced General Chairman ~ Hightower, Texas Pacific Coal and Oil Company, Fort Worth, Texas, who twesided. Under the general topic "Looking Back As We Go Forward.9' the chair' ' m*n briefly reviewed the activities of the various committees during the past tear, dosing with the following words: "In my opinion, there has never before been a time in the history of organized safety work when there was a greater need for an exclwnge of views and a frank discussion of <wr common problems than there is at the present time. The adoption the petroleum code is certainly forcing to the front pertinent problems of personnel control which are not without the province of tire safety eugineer. We are daily being confronted witli new problems on health. It is also true that constantly changing processes of producing, manufacturing and marketing have developed prob lems as yet unsolved. These must he safe individually, but their solution demands our co-operative effort. I therefore urge that each of you consider our sessions as not only an opportunity for a discussion ol the prepared programs but also that they offer an opportunity for you to bring up for discussion those particular problems with which yen are confronted It is only in this way that we can get the greatest ttood (root our meetings," He then introduced tile first speaker. ^ -c* -V ,, The Accident Trend in the Petroleum Industry - ; . - By w_ MyERS - (C fi C r *** Standard Oil Co, (N. J.), Chairman of the Statistics Committee The speaker said in part: Our statistics show that the petroleum industry con tinues to be the second largest group in point of exposure of all the industries co operating in the statistical program of the National Safety Council. In 1932, our accident rej>ort covered 505,760,000 man-hours worked, this being exceeded only by the Public Utilities Section. It is a real pleasure to rcjjort that our frequency rale for disabling injuries for 1932 was lower than the average rate for all industries, the rate being 12.28 as cotnfiared with the all-industry rate of 13.20, It is significant that this has been the situation for three consecutive year*. Moreover, the spread between tlicse averages lias been widening in favor of our industry. Nevertheless our jKjsitkm among the industries as. a leader in accident prevention is somewhat less favorable than a year ago. Thus, in frequency we rank fifteenth lowest in 1932 as cornered witli fourteenth lowest in 1931, while our severity index dropped from 16th to 21st place. This does not mean that we have lost ground, but rather that some other industries have gained ground somewhat faster than the oil industry. Although the accident prevention record of our mdxistry is one of which we may well be proud, it is fairly certain that wc liave now reached a critical period in which the effectiveness of our safely work will be thoroughly tested. This belief is based on the following factors: (a) Increase industrial activity. Petroleum Section 359 (b) The infiltration into our safely trained personnel ot new employees as a re sult of the operation of the NRA Code. (e) The tendency of executives and supervisors to temporarily lessen their em phasis on safety work, due to extremely pressing problems of great magnitude aris ing out of the reorganization of industry under the NRA. It is entirely possible that we arc even at this moment losing some of the ground which, after much effort, we have gained in recent yearn, but wc must lace the situa tion with the same optimism with which we are tackling our other problems. That the effort is worth while from a strictly business standpoint cannot he questioned especially n these days what other operating costs arc necessarily rising. Proof of this h found in the saving effected by the reduction in our industry's accident rates during the depression period from January, 3930 to July, 1933- If the 1929 rate of 26.78 bad continued throughout this entire period the number of disabling injuries vmutd have, totalled 66.849 instead of 42,957. Opportunities in Accident Prevention By GERALD O. LOCKWOOD The Empire Companies, Bartlesville, OkJa, The speaker those a novel way in which to present his subject. Instead of pre paring a paper, which might have been made tip trem material secured by question naire from a large number of persons qualified tliroUfilKHit the petroleum traiustry to make iretereitkig and valuable suggestions, he chose, rather, to hold a conference on the subject before die delegates in session. There are three essentials hi conference work, said the speaker. First, all member* of the group must have some knowledge, for a vital interest in the problems to be discussed, Second, Ihe conference group must be small, so that all men will have time to make their own contributions. Third, some method must be used to record the remarks as they are made so that all members of the group can sec what has been said. If wc are all able to see the recorded remarks, our thinking can be directed along logical clumnels. Now, I am sure that all of m me interested in the subject to be discussed. How ever, the group in Us entirety today is much too Urge to serve the purpose which I have in mind. I have asked 12 or 15 men to take the front seats tins morning and serve as a conference group* These men will suggest methods that they arc using, which are new to the rest of us, and the conference will analyze these methods for us at). The following ineu. who had beer*, suggested by Mr. Lockwood to form a part of a unit conference group, then took part in a lively discussion conducted along con ference lines: jL C. Young, Tidewater Companies. Tulsa. Okla.; L. A. Hodell, The Carter Oil Co., Tulsa, Okla.: Carl Martin, The Phillips Petroleum Carp, Bartles ville. Okla.:; H. W.. Baggett. Sinclair Prairie Oil Ox. Tulsa, Okla.; C W. Smith. Standard Oil Co. (Ti*L), Chicago; J. T. Manes. The Sun Oil Co.. Dallas. Texas; H. N. Blakcslee, American Petroleum Institute, Pallas, Texas; R. E. Donovan, Standard Oil Co. (Calif.), San Francisco; C. L Hightower. Texas-Pacific Coal and Oil Co.. Thurber, Texas; J, C. Bcritd, Sinclair Refineries. East Chicago. Ind.; R. \V. Black, Standard Oil Co. (N. JElizabeth, N. J.; H. C. Rcjiz. Atlantic Oil Produc ing Co, Dallas, Texas; R. B. Reaper, The Humble Oil Company, Houston, Texas; 360 Twenty-second Congress--National Safety Council E. D. Murphy, The Mid Continent Petroleum Corporation, Tulsa, Okla.; and R,, R. Owens, Wirt-Franklin Petroleum Corp., Oklahoma City, Okla. In closing the conference, tlx leader said, "some of you arc interested in the con ference idea. I cannot claim any originality for the method I have used today. This lias been learned by association with the supervisors of trade and industrial education of the state of Oklahoma and Texas. I understand that practically every stale has available a man trained in conference leadership and the further training of indus trial men. I believe it would be well worth while for all of you, who have not already done so. to take advantage of the services of these men. Report of the Nominating Committee The chairman then called for the Report of tc Nominating Committee and offi cers for tlx ensuing year woe elected as follows: Genera! Chairman--IX. \Y. Black, Standard Oil Co. of N,, J., Elizabeth. X. J. J ire -Chairman--A. W. Breeland, Lone Star Gas Co., Dallas, Texas. C'Aatrmiw, Atlantic Division--J, H. Brown, Tide Water Oil Go., New York, N. Y. Chairman. Great Ijtkes Dfaisfan--J. H. Herbert, Standard Oil Co. of Ohio. Oeve(ami, Ohio. Chairman. Mitt-Continent Okla. A, A. Odell, Barnsdall Refineries. Iuc. Tulsa. Ctwhatau. Gulf Division--Vf. P- Raymond, Jr.., Standard Oil Co. of La., Baton Rouge, La. Chairman. Rocky ilfountain Division Camper, Wyo, V. Osborn, Standard Oil Co. (Iml-), Chairman, Pacific Dnnsion--j. F. Roberts, The Texas Co, Les Angeles, Calif. Chairman. Paster Committee--U. J. Wilson, Associated Oil Co., San Francisco, Calif. Chain****. Ennmeerlng Committee--It- B. Roapcr, Humble Oil & Refining Co., Houston, Texas. Chairman, Publicity Committee--}, L. Risuiger, Magnolia Petroleum Co,. Dallas. Texas. Chairman. Program Committee--C. L. Hightower, Texas Pacific Coal & Oil Co.. Pi. Worth, Texas. Chairman, Statistics Committee--J- W. Myers, Stand** d Oil Co. fN. J.), New York, N. Y, Chairmen. Health Committee--Dr. R. A, Jewett, General Petroleum Corp,, Los Angeles, Calif. Hews Letter Editor--G O. Lockwood, Empire Companies, Bartlesville, Okla. Members at Larne-- R. S. Bonsib, Standard Oil Co. (N. J.), New York, N. Y. V. K. Currie, The Texas Ctx. New York, N. Y. R E. Donovan, Standard Oil Co. of Calif.. San Francisco, Calif. C. L. Hightower, Texas Pacific Coal & Oil Co., Ft. Worth, Texas Geo. F. Prussing, Union Oil Co. of Calif., Los Angeles, Calif. K. J. Some, Socony-Vacuum Corp., New York, N. Y. C W- Smith, Standard Oil Co. (Ind.), Chicago, III. D, J. Wallace. Petroleum Safety Council. Tulsa, Okla. S'lVicl/ny--H- N. Blakcslcc, American Petroleum Institute, Dallas, Texas. Petroleum Section 301 WEDNESDAY MORNING SESSION October 4, 1933 The newly elected general chairman of the section, K. W. Black, presided at tlix session, and 3rr,mediately introduced the first speaker An Effective Accident Prevention Program for Refinery Operation 6 By W. P. REYMOND, JR. Saftty Engineer. Standard Oil Co. of Loulsum*, Baton Rougis, La' i-'~ : The speaker said in part: It is self evident tint management must show its in terest in and make accident prcvetUior. work a necessary part of production. U must stand behind safety work so firmly and actively that every foreman and work man will fed the management's support. Its purpose to retain no employes w!uj fail to co-operate in the movement must be made known. With this full co-operation of the management, tlie following program of aridities slsould be effected ami super vised hy the safety director: 1. General Safety Committee. 2. Workmen's Safety Committee. 3. 1-uceiuen's Inspections. 4, Investigation of accidents. S. Formation, adoption, and enforcewent of safety rules. 6. An educational program. The General Safety Committee should be aiipointed hy the management, l#c tutu posed of foremen representatives from all of the principal refinery departments, with terms of service limited to about six months each, arid these terms of service rotated so that all foremen will serve from time to time on this committee. At their meet ings, where the safety director (or pcrliaps the sufxrrmtcmknt) will serve as chair man, reports of all Occidents, both scriou* and minor, should be disc is'erl. Reports of foremen's inspections should also be read and discussctl. The workmen's safety committee should be composed of workmen represomativt1* from the principal refinery departments, appointed by tlve respective foremen to serve for periods of two or three month* each. Thus this committee will change Us mem bership every two or three months and the majority of workmen* will in time have an opportunity to servo on it. It hs been our experience that when workmen fee! they ate given recognition and responsibility along safely lines, their interest in tlse work is increased. In plants using these committee*, it has been found that a Urge per centage of the workers' suggestion* ar e practical and w orthy of adopt inn. Every effort should be made to demonstrate to these committee members that the manage ment fully appreciates their work and interest in safety and that suggestions that w:H tend to improve conditions, not wily are welcomed but desired. Every week, two foremen from the general safety cotimnUee should be assigned 1 inspect one or more refinery z'mea Such inspections should include close obser vation of all unsafe conditions and practices, unsanitary conditions, poor house keeping, the need for safeguards, and the need of mp ventents in that zone. The reports of inspections should be sent promptly to live safety director. Afterward they should be read and discussed at the meetings of the general safety committee. Once tire items mentioned have been assigned to the foreman most concerned for their attention. it is highly important that a fohnw-up be made. 362 Twenty-second Congress--National Safety Council Whenever an accident occurs an immediate investigation should be made to es tablish the cause of it and to find out where the blame should be placed. In each case an investigation should be made by the department in which the accident occurs and also by the safety director, who, as soon as the department foreman's report i* received, should prepare a final report based on information gained from both in* vcsltgaitons. Valuable lessons are always to be learned from an accident Unless corrective measures are immediately put into effect, however, there follows the pos sibility ci a similar happening, the result of which nwc can tell. It is the duly of tlie safety director to definitely fix the cause of each accident and if possible render an unbiased opinion as to the result abd responsibility for it. When this responsibility clearly shows that disciplinary measures are justified, this action should be initiated by the department bead or the management, never by the safety director. The latter must secure and maintain the good will of all employees, for only by the the cooperation which results from this feeling can he expect to attain success in the prevention of accidents. Rules should be adopted which, in t!e judgment erf the management, the safety director and the foreman, will best protect the refinery workmen from accidental injuries. Safety rules should include; I Instructions outlining the safe and efficient methods to be followed by the vari ous crafts m performing llieir every-day duties. 2. Instructions outlining the safe procedure for conducting refinery operations. 3. Instructions outlining the procedure for adequately preparing refining equip ment for inspection, maintenance, and repair work. 4. A system of written i>crintt3 for issuance by authorised process foremen allow ing hot work or work on and near equipment tlvat has been in service. 5. Instructions regulating the personal conduct of employees and the use of nec essary safeguards. To ha-e accident prevention successfully promoted, safety regulations must he enforced. An army cannot hope in reach its objective unless there is obedience in the ranks to tlc instructions of the officers; aud by the same reasoning the prevention of accidents wilt not be accomplished unless safety instruction* arc carefully folkmol It is the duty of all formen and supervisors to see that safety instructions are fully complied with. The attitude of the average workman toward safety depends largely tapoo the atti tude of his foreman. If his foreman is "sokT* on safety, and shows his men by careful instruction and sujiervisicn that he is trying to protect them, he will haw little trouble m builJmg up safety in his department. Miner infractions of safety rule* should bring reprimands, and more serious violations should call for suspension from work. A necessary part of any educational program must be the training of the foremen, who in turn must Iraki their men. The conference method of improving focemamhip. as conducted under the auspices of state departments of industrial education, pro vides an excellent medium for foreman education. This conference method of train ing bring* nut an cxclwu-ige ol ideas concerning the duties erf foremen m such a man lier that each one benefits by the ideas of others. This exchange of ideas, which is based on the exjicricnce* of the individuals throughout the plant organization, is one means of bringing about a better understanding aud relationship between the contjiany and its employees. Iu the prci>aration of a safety educational program a variety of methods have been devised. Reports, showing comparative records of department and company acci Pctrolcum Section 363 dent experiences, serve a useful purpose by informing the refinery ixrrsouiicl of the progress of tbeir plant and of each department in accident prevention. Safety post ers, conspicuously placed about the refinery, and frequently renewed, arc most effec tive in arousing and maintaining the employee interest. A refinery publication or news letter, issued at regular intervals, affords a good medium of publicizing safety information and makes a strong appeal to the workmen. The petroleum industry is fortunate in having available the services of the United States. Bureau of Mines in first aid training. This framing is a wonderful help In leading men to prevent accidents. It has been seen that the workman who is trained in first aid belter understands the effects of accidents, aud this is probably because of his knowledge of the care necessary in rendering first aid relief to the injured.. Every refinery employee, in my opinion, should receive this course of training 1mm*diatc treatment for minor injuries is most inqortant and every employer must be trained to seek the proper attention when hurt. Many infections, am! later *erk>u developments, may he prevented by the correct treatment of minor injuries. Safely contests and other forms of competition afford means of encouraging re finery employees to practice greater safety. The Annual Safety Contest sponsored by the National Safety Council stimulate* considerable employee interest. The cornpefrtive spirit, whether H be found in sport, btnmvess, or m safety, always finds re sponse in American hearts, and the workmen appear to show more interest in safety as a result of competitions along that line. An Interdepartmental safety content, wliereki every department competes for an annual trophy, provides a good incentive In a large refinery, it may be desiraMe to divide the departments into contest groups, mechanical and process. In this wav, each department xriU be competing agam*t others whose activities are ol a comparable nature. Problems in the Handling of Ethyl Fluid Jjnd Ethyl Gasoline 0S^ By .ROBERT A. KEHOK, M. D. / Ethyl Gasoline Corporation, Cincinnati, Ohio In order to clear the way for a detailed consideration of the dangers potentially existent in the handling of ethyl fluid, I shall deal very briefly with the hazards speculatively associated with the distribution of ethyl gasoline a distinguished from other gasoline. Tcu years of experience and of critical investigation have failed to reveal the existence of danger to any group of workmen, or to the general public, because of the presence of small amounts of tetraethyl lead in automobile fuel. Va rious aspects of the question are being further investigated at present, but only two matters deserve mention in a practical discussion of safety problems. I. Exposure to Lead Compounds m Cleaning Storage Tonks for Ethyl GasolineTetraethyl lead alone or dissolved in gasoline slowly decomposes to yield crystal line triethyl lead compounds. Under the normal storage conditions this decomposi tion is almost inappreciable, but over a period of years variable amounts of such deposits can be found in the scale on the sides and bottom of storage tanks. If the sides or bottom of such a tank are cleaned in a dry state, finely divided dust con-,.. Ukiiog trietbyl lead salts may be suspended in the air, and may be inhaled by un protected workmen who rnay enter the tank. The inhalation of these compounds causes irritation of the respiratory mucous membranes and the skin, accompanied 364 Tvvcniy-sccond Congress--National Safety Council by violent sneezing; weeping, and burning of the skin. If thu slurp warning be ignored further exposure may result in rapid lead absorption ami acute intoxication. It is a simple matter to prevent lead exposure of this type, either by cleaning the tanks in a wet state, or by the use of air line masks during the cleaning. Ac tually a combination of these two safety measures is employed in routine cleaning at refineries in general, in guarding against the inhalation of gasoline vapors. Never theless since the lead hazard would not be considered of itself, the attention of re* finery personnel has been directed toward it through instructions which coincide with or supplement the current pt actices of tank cleaning. It should be pointed out fur ther, that materials of this type removed from ethyl gasoline storage tanks should be buried or otherwise disposed of so that they may uot he resuspended by air currents, 2. Lead Accumulation pm the Surface of the Earth. Through a variety of avenues lead compounds are being brought out of tlx* bowels of tlw earth and distributed upon its surface. The deposition of finely divided lead bromide by way of Use exhaust gases of automobiles and air planes which bum ethyl gasoline is only one as{>cct of this process. I mention the problem in tilts connec tion not because the use of ethyl gasoline is the most important factor---for it is not--but rather because the whole question arose out of the investigation of the public Itealth probScnia associated with the distribution of ethyl gasoline. The Hazards of Handling Ethyl Fluid The general character of the hazards in handling ethyl fluid is determined by the properties. of the lead compound, which is Us principal constituent. Therefore, if I to ipnore the other ingredients, it Is because safety measures must be di rected specifically toward llte prevention of exposure to tetraethyl lead. The latter is an oily liquid which shows a decided tendency to creep through the seams or joints of containers and pipe lines, thereby supplying abundant opportunities for the danger of leakage. Moreover, it is a heavy material, of almost twice the weight of water, so tlat packages of suitable sin for the operation of mixing with gasoline are iisntfled with some difficulty, and with the ever-present danger of physical in jury to the worker, as well as lire likelihood of bursting if dropped. Tetraethyl lead has an appreciable vapor pressure at ordinary temperatures, and if exposed to heat the vaporization of the fluid develops a pressure within containers, which under extreme condition* (conflagration) may result in the bursting of tiro container with ignition of Us contents, and which m the hot sun's rays causes a sudden escape of vajKW when die container Is opened. The oily (fat soluble) and somewhat volatile character of the material gives it a peculiarly hazardous quality among lead compounds in that absorption takes place into the human body both by way of the nnhrokcrt skin through ccmtact, and by way of the lungs through inhala tion. The saturated vapor of tetraethyl lead in air at ordinary temperatures con tain* approximately 5 mgs. of lead per liter of air--a concentration which is lethal fur experimental animals after a few hours of exposure. It is apparent, therefore, that the rate of absorption of tetraethyl lead through the lungs is very much more rupkl than in the case of particulate inorganic, lead compounds, and that the dan gers of inhalation arc correspondingly gcak The tendency of tetraethyl lead to decompose to yield peculiarly irritating and toxic solid componuds has been men tioned previously. With these characteristics iu mind, it is possible to visualize the chief difficulties Petroleum Section 365 which attend the manufacture, transportation, storage, and handling of cllijl fluid. The necessity for the avoidance of leakage and spillage of fluid, and for preven tion of skin contact or inhalation, is apparent. And not only must safety precautions be designed for the prevention of rapid absorption and acute illness, but also for the avoidance of repeated slight exposure with its resultant slow accumulation of lead which may result in chronic plumbum. Hazards in the Manufacture of Ethyl Fluid The preparation of ethyl fluid consists essentially of the blending of tetraethyl lead with a sufficient amount oi an organic halogen carrier to convert tlic lead to the corresponding halide when combustion occurs, and with an oil soluble dye to give the fluid a deep color. The materials must be thoroughly mixed, and clicckcd by chemical analysis for correctness of Ihc quality and proportions of the ingredients. The finished fluid is stored in tanks, or introduced into drums or tank cars for ship* mem. The control of the dangers of manufacture is relatively simple, since all llie operations arc carried out by a single isolated, group of men who are under con stant supervision, The solution of the problem of safety is found in the use of care fully constructed closed systems of pipes, pumps uxl tanks, with the necessary vents carried well outside working areas. General and local ventilation is employed as a supldementary precaution. The filling of barrels for shipment necessitates a break in tbc closed system. This operation is carried out, therefore, in a specially con strutted. highly ventilated liood, equipped with safety devices which care for either a few drops of fluid or a large accidental spill. Thu difficulty U increased by the necessity for accurate measurement of die fluid, this being accomplished hv filling the container up to the desired net weight Skin contact with materials, and inhalation vapor is obviated through detailed regimentation of the tcchnutue of alt plant oj>v fit ions, including the earn ing out of repairs, and the maintenance of meticulously careful housekeeping jn the plant. The adequacy of piccautkmaiy rneasuies is checked by regular medical supervision of the workmen and the plant. An icttesral part of the manufacturing and shipping procedures is the cleaning, testwig and repainting of metal drums before refilling, oik] Uie testing of refilled drums for teaks before shipment. TS>c hazards of the cleaning operation arc essen tially negligible since it is done by equipment enclosed in highly ventilated hoods ami operated from die outside. Cleaned drums are given an air pressure test, and filled drums are tested in a specially ventilated room, by setting them with the bung down for a period of twelve to {sty-eight hours. The slightest teak becomes readily apparent because of the spread of the deeply colored fluid into the bright new alumi nium finish on the surface of the drum. Suitable warnings arc pasted tightly on each drum, together with mstroctk*i& tor curing for accidents nr !eak. Mention is made of these details because they are of extreme importance in guarding agamst danger tn transportation. It is evident that the filling; and handling of tank cars at llte manufacturing plant ts a simpler operation titan the introduction of corresponding amounts of fluid into barrels. The construction of the tank is such that leaks are well nigh impossible ex cept for the occurrence of most unusual transportation accidents. Tank cars are Inspected, cleaned if necessary by equipment controlled at a safe distance, filled by weight from a storage tank, sealed, padlocked, and placarded with suitable in structions. 366 Twenty second Congress--National Safely Council Hazards In the Transportation of Ktbyl Fluid The difficulties hi irans}K>rlaton arise largely from the fact that the fluid may pass into the custody of persons who have not been instructed adequately as to the nature of the dangers with which they are dealing, and the proper means to employ in avoidance of such dangers. There is the greatest necessity, therefore, for antici pating and guarding against the type of handling which is given to ordinary com modities in transit. In fact, every effort must be made fo sec that no opportunity occurs for contact or exposure from the time of shipment until the material arrives at its destination, where it can be taken in charge by properly trained persons. For this reason shipping of drums, with rare exceptions, is carried out in full carload lots, or at full carload rates, so that the drums may be safely fastened hi place in the car at the manufacturing plant and removed m safety by the trained personnel of the purchaser. Where shipment occurs by boat, live drum cargo is under the super vision of a representative of the shipping plant, until it is properly fastened in place on an opal deck of live vessel, from which It U removed at its destination under the supervision of tlte shipper's or purchaser's trained agent. Tire shipment of tank cars of fluid is not fraught with the same dangers as those associated with the Irampoi tatioo of drums, and for obvious reasons which require no further cluektatkm. It is true that major accidents might occur which would necessitate special handling of these cars and their* contents. Carriers are instructed by placard to notify the shipper in such au event so that instructions ro*y be given or tire situation may be handled by an agent of the shipper. No serious difficulties of this type liave occurred up to tire present. From time to time drum shipments of fluid have been made by truck. This has been done usually in order to avoid a transshipment of less than carload lots by rail. Thus a carload of fluid, shipped to some central point has been split among neigh boring purcliascrs, each of wlrem has transported a number of drums by truck. This, again, merely represent* tire attempt to maintain tire responsibility for the handling >f drums in the hands of persons who are follj* informed as to proper methods. Hazards in Handling Fluid at Refineries sad Bulk Mixing Points The above paragraphs have dcah with the precautions which mmt be taken .by the distributor. From this point on, h is necessary for tire purchaser to sec that tire fluid is handled only by the proper persons, tivai it is mixed with gasoline in proper amounts and by aoeeptaldc procedures, and that tire emptied containers are returned to the distributor with the same care against danger to the carrier that was ob served by the distributor. The difficulties to be overcome may be separated into the hazard* of storage and lire hazards of the actual mixing procedures. These hazards In the case of drum storage include the mechanical difficulty of handling heavy packages, tire possibility of leaks and spillage, the development of pressure m tire drum with high temperature, the partial solidification of Ore fluid at low winter temperatures, --h e., freezing out of Ore halogen carrier, which must be melted before the flttkl can be mixed into gasoline, and the occurrence of a fire, with the possibility of bursting of drums and ignition of the fluid. Theft of the fluid, and tampering with it must also be prevented Obviously the fluid should be stored where the containers can be liandled with ease, wltere vapors; will not be confined, where spilled fluid can he readily washed away, where there is protection from direct sunlight {in warm or temperate climates), and from the spread of fire, and uivcrc there is security from chance or intentional handling by unauthorized persons. Petroleum Section 367 When fluid ts shipped in tank cats the chief storage problems have to do with the transfer of the large amount of heavy fluid from the tank cars to a fluid storage tank without allowing exposure to Occur, the prevention of leakage of cither liquid or vapor from tire storage tank, and provision against excessive cooling or healing. The hazards of mixing with drums of fluid arise In moving heavy drums to the mixing she, in removing the bungs, in emptying out accurately measured amounts of fluid. In mixing the fluid with gasoline, in rinsing out the drums vJren emptied of fluid, and in retracing the bungs AU this should be done without leaks or spill*, and it must be done without exposure, on tire part of the handler, to tire liquid or vaporized fluid. Mot cov er any implement* or equipment used in the process must be cleaned up &o as to remove any opportunity for subsequent contact with liquid or vapor at the mixing site. The most serious aspects of the problem of handling fluid out of a storage tank are concerned with accuracy of measurement, lice prevention of leaks in tire pipe lines, and the carrying out of repairs if and when leaks develop. Methods Employed In the Elimination of Hazards It is one thing to bring under control the occupational dangers of a single indus trial plant, or that of a series of similar plants which operate under tire same man agement. It is quite another to accomplish this end in the case of Hundreds of widely distributed plants which have almost as many different owners and managers Especially at the beginning of this new industry, it was necessary to make a cartful appraisal of the hazards. In outer to do tins, score type of centralized responsibility for the maimer in which mixing was to be done, had to be established. This was achieved through the issuance of regulations and Instructions to the purchasers of ethyl fluid, together with specifications for mixing cquqwnent. Compliance with these regulations and specifications was made mi obligation to which purchasers were bound by contract. Under this regime a high degree of uniformity both in equip ment and m technique lias been maintained. Mixing plants arc built so as to satisfy not less than minimal specifications sup plied by the distributor of ethyl fluid. These specifications cover tire storage facili ties for ethyl fluid, the mixing equipment, locker rooms, bathing facilities, ordinary and special protective clothing ami equipment, and gas masks. Regulations are pro vided covering all tire procedures, including tire requirements In tire matter of clean lines*, clothing dranges and similar details. Workmen are selected from tliosc available by a medical representative of the distributor of ethyl fluid, *n the basis of physical fitness, and each man is instructed as to the regulations, and the dangers associated with improper handling of ethyl fluid and exposure to if. A placard of in structions to -workers Is posted conspicuously at the mixing; plant. Storage sjiacc for drums of fluid consist? of a concrete platform at box car nr truck height, with at least three sides open to Ihe ah, and a roof overhead suitably connected with drains so that it can be thoroughly hosed. This platform is con tinuous with lire mixing area, the entire structure being enclosed with heavy wire, locked against entrance, ami being of fire|*roof construction.. The storage tank for fluid delivered by tank car Is located adjacent to the mixing equipment.. Mixing of fluid supplied hi drums is carried out by means of two tyjres of equip ment, one for less than full drums of fluid, the other in which not less than a full drum is used. In tire former case a special apparatus is fastened in the bung opening, and the desired amount of fluid as indicated by gross weight loss, is drawn off by means of an eductor, attached to the gasoline lure. 368 Twenty-second Congress--National Safety Council In tlic other case, the full drum of fluid is used the unit of measure, and one or more drums as required are emptied by means of an eductor attached to the gasoline line, and mixed with die proper amount of gasoline in a tank. The opera tion is completed when the eductor line lias been well washed out, when all the fluid has been introduced into the gasoline, and when the fluid and gasoline have been recirculated so as to obtain complete admixture. The latter is an important item, for when the heavy fluid is merely poured into gasoline it drops to die bot tom and remains as a separate layer for a long time. Not only would tins intro duce serious error imo the composition of the gasoline, whereby excessively low ami (more important in relation to safely) excessively high concentrations of fluid in gasoline might be distributed, but it may also result in the accumulation of con centrated fluid at the bottom of the tank, to be encountered, perchance, when the tank is to be cleaned. The entire procedure of storing the fluyd and. mixing it with gasoline in mixing plants which ItandJc tank cars of fluid is carried out in two steps: (1) emptying the tank car into a storage tank which is suspended on a scale; and (2) mixing weighed amounts of fluid into gasoline. Both steps are carried out through the use of an eductor on the gasoline line. Since all movements of the fluid arc accomplished by suction, and since sufficient vacuum for the purpose can not be obtained in the presence of leaks in llte system, it follows that if* the apparatus moves the fluid at all, there is no opportunity for skm contact with leaking fluid or inhalation of escap ing vajx.tr. The various factors which influence tl>c magnitude of occupational hazards of the workmen may be listed in the order of their importance a* follows: (I) The ex tent of die co-operation of refinery management in the avoidance of irregular prac tices such as unnecessary sampling of fluid, the removal of small amounts of fluid min intermediate containers for experimental mixes, and for the correction of errors In mixing--hi short, the avoidance of any handling of fluid except by means of the suncUud mixing equipment; (21 the quality of the mixing equipment; (3) the fre quency of mixing (this depends largely upon the adequacy of storage facilities for ethyl gasoline ra relation to the volume of Ethyl gasoline distribution); and (4) live degree of caution exercised by the mixing personnel in following tlsc instructions as prescribed, Tltc importance of the last item is stressed at all times m the promotion of safety, but much greater dependence is put in llse automatic safety which is afforded by the installation of proper mixing equipment and adequate storage facilities. It is manifestly impossible to prevent departures from accepted and safe procedure* ex cepting ax the refinery management and jiersonwcl give their willing and intelligent co-opcration toward the promotion of safety, and unless they accept in practice, the point of view that no commercial consideration can justify the violation of a regula tion which is reasonably designed to promote safety. The importance of the devel opment ami maintenance of this point of view toward tire handling of ethyl fluid can not be ovcrctr-idiarixed. for titerein is the most significant problem of safely. The chief functions of the medical representatives of tlie distributor of ethyl fluid are to promote such a point of view, to maintain and improve tlic quality of mixing plants and to prevent the gradual decrease i caution which otherwise is almost inevitable after years of freedom from occupational injury. Tlic periodical medical examina tion of every person engaged in this work, together with occasional study of the lead excretion of a representative group of such workers, serves largely to deter Petroleum Section 360 mine the degree of success which has been achieved in the performance of these functions. Peihaps tliis statement describes a somcwltat uncommon concept of the signifi cance of medical examinations in the promotion of safety.. If this is true, it should be understood that such a concept does not arise from any lack of appreciation of the necessity fnr the utmost care in tfte performance of examinations., ami fmthe maintenance of proper professional relationship* with the workmen. Ratlier, it springs from the certainty tluu no amount or excellence of medical care is suffi cient, in itself, to prevent the occurrence of lead poisoning among men wlio are working uuder conditions of exj>osurc which bring about the absorption of significant amounts of lead. In our opinion, the only successful way to prevent occupational lead poisoning is to so limit occupational lead exposure that poisoning cannot occur. ,. C' L `-'-j. Safety in Marketing Petroleum Products By A. J. MARTINSON "-V-Safcty Supervisor, Union Oil Co. of Ci.Hr, I.O, Anxls. Calif The speaker said iti part: The ideas set forth Siere arc of necessity limited, but the organization and methods outlined resulted in the following achievements: The tangible money saving lias been at least $6 for each dollar expended, which slxxild be of interest to any oiganizatTun w hich carefully scrutinizes operating expense. The decreases in number of accidents and their frequency front the year 1929 to 1932, bearing in mind tliat our acoden* prevention efforts started in February, 1930. are as follows: 1929, 182 lost-time accidents, and a frequency rate of 23.4; 193(1, 134 accidents, and a rate of 18.2; 1931, 62 accidents, and a rate of 9.4; 1932, 30 acci dents, and a frejj rate of 5.1. This shows a reduction of 78 per cent in three years. Our first step was a careful study of tlic accident experience of the department, which revealed that tact-time accidents had Increased 105 per cent in four years, with a corresponding increase in injuries and in medical and competKation costs. This was also true of other direct losses such as loss of commodity ami repairs to equip ment. The indirect losses, such as delayed deliveries time off with pay. cost of time lost by other employees due to curiosity, sympathy and other reasons, plus the cost of time lost hy supervisors in assisting injured workmen, investigating causes of accidents, selecting und training new employees and preparing accident reports, had increased in a similar ratio. Three routine operations, lumdling drums and barrel*, fall* of person* from vari ous cause*, ami cranking trucks had caused 60 per cent of the disabling injuries. tt developed that 35 per cent of the lost-time injuries were minor in nature; tliat there was in 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 injured employee had been given salary or wage consideration for these short absences, vve had many miner injuries which unnecessarily were classed as lost time From the high ratio of accidents occurring to new employees it was evident that they had rust received the necessary training in their new jobs from the foreman in charge. Obviously, this not only resulted m lost-time accidents, but m much inefficiency from a production standpoint. There was also evidence that experienced employees liad more accidents than should 374 Ttk'f*iy`-st\<sH<j l ot*yre*+--Xattono! Safety Council hauvtion. u lundling xivd cutting icrucnt i> a rapid jsacc and very hard work. Also wc haw the dancer <f cement barns and eye infectkms It has been difficult to in fluence men u-e ri<nefc white cutthu* cement, as they* are unable to grip the sachs securely. We hate been wry successful in xetting Uw men to wear goggles to pre sent cciuent. dust from lodging tn the eyes. The goggles are so equipped with en closed rims and thin mesh wire that very little if any cement can get through, but they do allow air to jienetratc which eliminates the tugging of the tens. After jaiutmu and necessary repairs are made, we rig tip to drill the surface ping. This cmisists of changing drill collars, taking oil tenant joints, connecting up flow nipple and fill up line*. This in regular routine work, hut here exists the hazard of material and iuuls piled and laying around on the dctrick floor. To eliminate these Ijazards. we have placed a tool box awl sjvace 4*4 feet wide by 20 feet long on one side level with the derrick Hour, where men arc required to keen the tools, slips, small connections, hits, and so on. I want to say here that one of the easiest things to keep repaired is the most difficult on a drilling rig and diat is small hand tools, such as hammers, flies, wrenches, hatdvcis, saws, chisels and sledges. When rigging up is eomplelcd and the service pipe is set, the drilling of Ivole for lltc oil string is started, with breaking down drill pipe and running of oil string; here we experience tite hazard of making croutections. Matty injuries arc received from making up posts, short liandlcs on rotary tables not properly supported, tailing d elevator links wlten changing elevators, pulling in tape, using pipe wagon. bad derrick floor*. and many oilier dulses that are performed at this lime. I feel sure that some ictjuric* can be credited to driller* making hole, and that of trying to make as much hole as the driller diat masks flic first run after service plug was drilled. Tins is usually easy and fast drilling and he is credited for making a good run or a lot nf hole. If you Have ever watched men at work cm a chilling rig, I believe your opinion is the same as mine, tlut the driller and his crew work at everything like they have only five minutes in which to do tliat job. After lire well h conqdcte and flowing through separators into the tanks, the rig is torn down, which in tl*c majority of cases is done witlwwi cutting off production from the well. Here much care and safety must be practiced in tying and letting dmvn crown blocks. Should crown blocks fall tlwre is always a danger of breaking live well comvcclum* ;id alkmrng the well to get out of control. Here ts au excellent place to ivrovide and install derrick slides. Heavy lm1>crs are placed over Christinas tree cmmcctions h r protection in case blocks should fall. Many times, if tltc Christ mas tree connect inns are all under the derrick floor, the rotary table is placed over the connections. /^V^^Bringing in the Well and Disposal of Oil and Gas (JUs.' SXs By L. F. KNOX C>C.Cfc^s Safety Inspector, General Petroleum Corp. of California, Los Angeles Tlic speaker said hi part: One hesitates to think what would have happened to an operator with the limited knowledge of twenty years ago. if he should have attempted to deal with die deep wells, flic large quantity of high gravity oil and the enormous volume of gas wider tremendous pressures which arc to be found in this fidd today. Considering how flic most ordinary safety measures of today were disregarded or even unknown fifteen or twenty years ago. the modern operator cannot help but f'c/rolcniu Section 375 wunder huw many of hfs jcdt-cc>-Jir> uumuned * survive. Few precaution', wef* taken, if the prujwr material could in*t be olitained quickly. any tliat coukl he found at hand was used. Gas, when encountered, was allowed lv> go to the Air under ihc most unfavorable conditions, and with little thought given to the danger of ignition The operator's one idea was to get the oil out of the ground aiul on its way to the refinery. Today all is different. Given adequate tools and equipment, a well tr.un.ri and a complete understanding of the hazards to be encountered, feu- ...y* .u-i,-,, i. forward with any great misgiving to the. actual work of putting & wtU ,i ^....h*, tioo. Unhurried and ucl! ordered procedure. varying sautewk it with |>r->t,d = i cih:c of the man in charge and the established practices of Tetcnt ts;:ni?r-. will in any given field result almost always in successful completion. h ' that their occupation is a dangerous one. the operators rarely t>verhjK any known precaution which may result m a failure. With tin: Christmas tree erected, the tubing in the hole, the flow lines to the sump and traps in place and all other service equipment in readiness, the actual work rtf bringing in the well is started- Tlie usual practice in KcUlciuau Hills is to reduce the specific gravity of the mud by gradually thinning tire water as it is circulated down through the tubing. In some cases live well will start flowing during this process. Wlien this happens, tiie casing head flow lines arc dosed and the well flmvs through Jive tubing. The usual practice is to direct Use first flow to a sump. All obvious sources nf ignition should be eliminated while the well is ficing blown. The oil and gas jet slvould be directed through the middle of (lie srunp so that the energy of the jet will be dissipated before it strikes the grmmd. Jets should not be directed toward the walls of the sump which may contain hard material capable of producing sparks. I>wc to the jet reaction, which in some cases b tremendous, lead lines should he securely anchored so that they cannot tear loose am! endanger life and proiwty by whipping around. The practice of blowing the well into the derrick should be avoided wherever possible because the fire luizaid is greatly increased on account us sand and pebbles causing sparks in striking portions of the steel derrick or by faulty wiring and static electricity. Once a well lias started flowing, few operators consider it advisable to shut it in or to circulate nrod in flic hole again under pressure. For this reason, a tubing machine has been developed which makes it possible to successfully ra&e or lower the tubing with the well pi oduemg through the flow line from the casing head. A plug is first pumped ill the tubing to the desired depth, after which the fixtures above the upper control valve are removed, and the tubing machine Installed above this valve. This valve, as well as the master valve below, is then opened and a joint of tubing lowered through the tree and screwed into die upter end of the special collar which was placed on the upper end of the tubing string when It was first landed in the hole. The tubing string is then raised and the special collar removed, after which it can be raised or lowered in the hole as required. The tubing machine is provided with a pair of gas-operated rams which can be used to handle the lulling string in case this cannot be done with a hoisting line from the crown block This operation is carried out with safety without interrupting production from the casing head flow lines. After separation, tint crude oil is gauged and shipped by pipe line or other means, either north to the San Francisco Bay area, or to the Los Angeles Basin area for refining. There are no refineries at Kett'emtm Hills. The gas from die high pres- 376 Twenty-second Congress--National Safety Council sure traps is treated in absorption plants at 400 to 500 pounds pressure and delivered to the utilities. The gas from the low pressure traps and vapor tight tanks is treated also in absorption jdants after which it is compressed to 400 pounds for de livery. targe pipe lines are maintained by the public utilities by means of which the dry gas is cornered to both the northern ami southern metropolitan ureas. i'hf L>Api,-is jfitL Operation and Maintenance of Pipe Lines -'t.-at. Lt i Ujs By H. L. HERSHEY Safety Director, The Hast Ohio Gas Co., Cleveland, Ohio Tire speaker said in part: In discussing the operation and maintenance of pipe lines, let me assume that all necessary work has been completed in the laying of field or gathering line.*, trunk or transmission lines, both intermediate high and low pres sure distribution lines, the construction of compressor stations and all phases of work from the source of supply to the place of consumption, taking into account all safety practices known m the construction of a gas distribution system. To under stand this more thoroughly, it will be necessary to separate the operation aud maintcnaucc of pipe lines into four classes, as follows: (1) field or gathering lines; (2) compressor stations; (3) trunk pipe or transmission lines; (4) distribution lines; medium high pressure and low pressure. Field &r gaUscting lines: These lines are laid and connected to the side gate of the well after the well has been sltut in The size of pipe detrends on flic volume of gas at the well and the distance from the well to the transmission line, or to the compressor station. Well drips, tarter or measuring stations, check valves and line gates arc set at locations where they can be conveniently tcached and operated. Tin: ore and operation of the wells which are turned on and off under live direc tion of the pressure department, tire blowing of drips, the walking or patrolling of field litres to l<Katc possible leaks, the changing of charts on gauges, and the impectirm of safe conditions at the wells and along the field lutes are in care of men known as well tenders. Each well tender has a certain number of wells under his care. Small repair parts arc kept at convenient locations for maintenance of these field lines. Where repairs camuvt he made by the well tender, field or repair crews are stolified to do the work. The field division is under the supervision of a field superintendent, and is divided into vmrioua districts, each under the supervision of a district fottrrnan. Wlrerc re placement or repairs ate necessary, pressure is taken off the line by closing various control gates; the line is cut, and a section of pipe ia removed (usually one joint) on both sides of the location where replacement is to be made. Care is taken tint a great enough distance is used to insure against gas entering low places or drifting back into the ditch where tire men are working. Vents are also placed oi the end of pipe and extended up high enough to allow any dead gas to drift away in high atmosphere. Inasmuch as the field is tire source of supply, the perfect operation and main tenance of the field division is one cf the most important phases of the industry. AH other branches must depend on It. Compressor staiioust Compressor stations arc necessary for the varying require ments of gas consumed. The distance that natural gas will flew under its rock or Petroleum Section 377 natural pressure is limited. Compressors insure a projrer control of field pressure, prompt and rapid delivery, and a satisfactory service to all companies. Carcful operation of compressor equipment is very necessary In order to keep tle maintenance down to a minimum. A constant clteck-up on all saietv device* and other equipment is necessary to eliminate any passible trouble. Trunk pipe or transmission lines- Operation of the pipe or trunk lines is under the supervision of a superintendent of. trunk lines and is further divided into thidrim. each under Use supervision of a district foreman wire is stationed at or near the pres sure or control station on the trunk line. At these stations gates and sircssure gauges are set for the control uf gas as it passes through the lines on its way from die well* or compressor stations to the corotairers. Various pressures are maintained at tlnue stations, depending on live distances they are located from the wells or compressor stations, the place of consumption, and the amount of gas consumed. Tire demands of the industrial, commercial mul tkmreatic consumers and the weather comfilions at various times of the year also are dominant factors in the. pressure carried on tlresc lines. All hunk lines are walked or patrolled at regular intervals, tire interval* depending on the importance at the line and tire pressure maintained. The duty f the line walker is to cover regular distances, repair or report all leaks, inspect all regulators, all private telepiione lines, note pressures at various, joints along lire lure, report any unusual condition such as washouts, landslides, road improvement, erection ol build iiifc* on or near the Sine, take complaints of proirerty owners, and when necessary, he is called upon to assist regular emergency crews when repairs ate made in hi* district Temporary repairs are made at any time of the year, but any eomtntctkui work which compels the closing down oi certain sections of the litre is always done m tire summer when the load demand k lighter. Tills work is under tire supervision of the district foreman, who uses all of tire valuable regular employees hi his district U mure men are needed, Urey arc selected from near locations, and are wren who have done similar work at various times. It is very essential wlreu replacement w made out a dresser line whidi is being relate! over a lull or high level that the pipe f*c connected by enough sleeves to eliminate any possible change of pulling apart by any settlement or contraction which might occur at some later tune. Distribution system; The distribution system is operated under two stages of pressure: intermediate or city high pressure, and a low pressure system. The city high pressure system begins at tire border stations, or where the trunk lines end. These stations are located at tire city s edge, am? it is here that tire regulators and mcastirinc dcvkcj arc use<1. High pressure ga* 1* sullied to industrial consumers throughout the city, if the plants arc located wltere it is possible to reach them; oilier high pressure litres reach into various sections of the city in order to keep a required pressure in the regulators which supply the low pressure system. Pressures vary at these regulators, depending cm tire- population of various districts ami the required consumption. Low pressure, or district regulators, arc placed at selected locations along the city high pressure lines, these hi turn reducing the pressure from pounds to ounces ivrto the low pressure mains, from which service lines are run and meters installed to measure the gas used by the consumers in various appliances. The maintenance of the distribution system require* a continuous inspection to avoid leaks. Certain sections of tire city mains are spudded and inspected every month. Other section* call for inspection once or twice each year. Replacement juul 378 Twenty-second Congress---National Safely Council reconstruction of maim are necessary due to soil conditions, electrolysis, city im provements such as street grading, paving, sewer*, water mains, bridges and public buildings. It is the pressure control department that is constantly on watch 24 hours a day over the entire transmission system which assures a continuous supply of gas to satisfy aU users of this commodity* THURSDAY LUNCHEON SESSION October S, 1933 : This session was devoted chiefly to the presentation of National Safety Council trophies awarded in die 1933 Petroleum Section Contest. H. N. Blakeslce, Anerican Petroleum Institute, secretary of the section, spoke briefly on the statistics of the contest. He said that only in two departments, manufacturing and marine, did the figures show an upward trend as compared with the annual summary of injuries for 1932. During the contest which lasted from January 1 to June 30, 1933, 158 contest emits, employing 46,174 men, worked a total of 219,794,874 man-hours. During the contest a total of 2,414 disabling injuries were suffered, making the average fre quency rate for the coolest 10.983. Eighty-two of the contesting units finished the contest with a frequency rate below the average. The handsome trophies awarded by the National Safety Council were presented to representatives of the winning companies by W. H,, Cameron, managing director of the National Safety Council. He spoke briefly In commendation of the individual companies and also tu praise of the fine work that was being done to reduce accidents throughout the Petroleum Section. He then presented the trophies to the following unit companies, each of which had won first place in the contest, and also certificates of merit to certain other companies: Manufacturing Department* Group A--The Water Oil Co,, Bayonne, N. J--- 2J0&553 hours, 3 injuries. . Manufacturing Department, Group 5--Indian Refining Co^ Lawrcnceville, 111.-- 491,765 hours, no injuries. Marketing Department, Group .4--Standard Oil Co. (Indiana), Chicago, IIS -- 3f,884,896 hours, 76 injuries. Marketing Department, Group i?~.Tcx*s Pacific Coal and Oil Co., Thurber, Texas --1,065,868 hours, no injuries. Producing Department, Group'A--`The Ohio Oil Co., Findlay, Ohio--2,335,517 hours, 12 injuries. Producing Department. Group fir--Hope Construction and Refining Co., Pittsburgh, Pa.--336,232 hours, no injuries. * .Yaluraf Gasoline Department, Group A--Lone Star Gasoline Co., Dallas, Texas-- 237,566 hours, no injuries. Mature! Gasoline Department, Group B--General Petroleum Corp of California, Los Angeles, Calif.--120,895 hours, no injuries. Pipe Line Department, Group A--Union Oil Co., of California, Los Angeles, Calif--495.043 hours, 1 injury. Pipe Line Department, Group B--Ajax Pipe Line Co.. Muskogee, Okla.--155,265 hours, no injuries. /fD/OC/RNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Power Press Section Officer* 1932-33 General Chairman--. J. Smith, Western Electric Co., Chicago.. Secretary and hrCTt>3 Letter Editor--Gcoke H. Bcaav, Western Electric Co., Chicago. Chairman Program Committee--J. D,, Lyle, Fisher Body Company of Cleveland, Cleveland. Chairman Poster Committee--L. It. Jupsox, Timken Detroit Axle Co., Detroit. Chairman Membership Committee--11. L. VtTS, Aluminum Goods Manufacturing Co.. Manitowoc, Wis. Chairman Publicity Committee--B- E. Rockhqyf, Detroit Steel Products Co., Detroit. Chairman Statistics Committee--A. L. Kaeus, Simmons Col, Kenosha, Wis. CAoirmflM Engineering Committee--Louts Bdkaks, Liberty Mutual Insurance Co., Boston. Chairman Health Committee--Dm. George R. Nichols, American Can Co , Chicago. Chatmum Slides and Safety Kinks Committee--Herbert Roth, 4S5 Marlborough Rd,, Yonkers, N. Y. Members at Large-- W. J. Graves, Michigan Mutual .Liability Co., Detroit. J. W. Hknmxno, Automatic Electric Co., Chicago. G. A. KuLCUEHMEiaTEn, Dominion Forge & Stamping Co., Watkervitle, Out , Canada. T. O. Meishex, American Can Co., Chicago. S. H. Slaywakki, Fairbanks, Morse & Co., Beloit, Wis. G. S. Tiiomrsoh, Gnau & Co,, Detroit. TUESDAY MORNING SESSION October 3, 1933 Tle first session of the Power Press Section was called to order by Harry Guil- bert. The Pullman Company, Chicago, III., who welcomed the delegates in the name of the Executive Committee of the National Safety Council, He then introduced Gen- s eral Chairman Elmer J. Smith, who presided. Chairman Smith, speaking oa "Our s' Progress During the Past Year'*, gave a brief resume of the activities of various sectional committees and praised each for its devotion to duty during the year. He then introduced the first speaker.. ka-i 7 379 380 Tiisenly-second Congress--Nalioual Safely Council Trend of Accidents in the Metal Trades Industries ~~ ByA'L kaems * Safety Engineer, Simmons Co., Kenosha, Wis, The speaker said in part: Our ajwuul injury reports to headquarters of the Na tional Safety Council are the basis for available information on the trend of injuries in the metal trades since 1926. These reports show that substantial improvement has been made in the last six years; tlic combined records for manufacturers of hard ware. stoves, stampings, wire, and other metal products show a decrease of about 50 per cent in the frequency and severity of disabling injuries. With operations At much lower levels today and many organisations disrupted, can we maintain the low rates of the last year or two as business improves, or will injury rates start upward? We want to hold the ground wc have gained. Fatalities and injuries resulting in Use loss of a few days time are now far down in frequency; Wt such Vnjmics as crippled hands, lost fingers and toes, and Oliver permanent lEsaiding fc/jories, which occur nftener in metal trades than in must industries, luve not declined very far in eilSvar frequency or severity. In other words, any significant in crease in these injuries, which, I want to tnipliasize, impairs the efficiency of a man mul invariably results in considerable medical and. compensation costs, will quickly change tlvc whole picture of our accident situation. Pc* inancnt partial disabilities m our industries accounted for over twice as much lost time as fatalities last year, although 6.000 days arc charged for cadi fatal injury. Onr annual reports do not give the details about the circuxm.lances involved in such injuries am! so I cannot rneution specific conditions which require attention. I hope that tu tin: not distant future we will have such facts available, but in the meantime, I request each one of you to report the facts about your permanent partial disabili ties to live News I.ctter editor arwl profit from a description of accidents by checking your own plants for similar causes nr conditions tliat might cause live same accidents. The small organizations can be a bipr lielp in maintaining our good rccosd. Sta tistics covering the manufacture of light and heavy metal products show tlvat large organizations have frequency and severity rates about 50 i>er cent lower than small Hants. I firmly believe that any thinking manager of a small shop will agree that snail organizations can reduce this differential. Many amaU organizations, like the Xoera Manufacturing Company, a subsidiary of tlic Chase Company, the C. C James Company, of Grand Rapids, Mich., die Horton bled Works, a subsidiary of the Chi cago Bridge ami Iron Works, and the wire plant of the Aluminum Company of Can ada, Ui, have <krx>nstrated that perfect records can l>e maintained over lon< periods. There arc, it is true, miincrrms. large organizations lliat can also well afford to keep a watchful eye cm their safety record*. Plants producing metal campings and metal wary averaged 12.15 for frequency and 085 foe severity in 1932 but many had much higher rates. Tlic records of some of these organizations sivow', also, little or rto im provement In the last two years. A company whose rates are far below the average lias shown the effectiveness of its safety program, but the high rate plant with no record of improvement over several yeafs lias good cause to investigate its situation. If each metal trade organization examines awl analyzes its own record catcfuUy and then acts accordance u. ith it* conclusions, we need have no concern over the future trend of injuries in our industries Power Press Section 381 Report of the Nominating Committee Chairman Smith then called for tlve report ol the Nominating Committee as/d offi cers were nominated and elected as follows; General Chairman--A. L. Kaetns. Simmons Company, Kenosha. Wis. Vice-Chain*tan--li. JL. Vits, Aluminum Goods Manufacturing Co , Manitowoc,, Wis. Secretary---G A Kuecltemncistcr, Dominion Forge and Stamping Co., Walkcrvillc, Out., Canada. jVetor Letter Editor--C. E. Libby, Scintilla Magneto Co.. Sidney, N. Y Engineering Caamtillce Chairman--Louis Books, Liberty Mutual lus-uar.cc Co,, Boston, Mass. Exhibit Committee Chairman--3. K Kotkhoft, Detroit Steel Products Co. Detroit. Midi. Health Committee Chau man--Dr. George R. Nichols, American Can Co , Chtcagoi, Membership Committee Chairman--II. C Ilowsam, Hubbard Spool Co., Chicago. Poster Committee Chau man--G. S. Tltompson. Gnrttt k Company, Detroit, Mich. Program Committee Chairman--George H. Berry, Western Electric Co., Chicago. Publicity Committee Chairman--U M. Zelder, l&iisoti Ucncrnl Electric Appliance Co, Chicago, III. Statistics Committee i,Jnfirnutit--J. D. Lyle, Fisher Body Company of Cleveland, Cleveland, Ohio. Slides and Safety Kinks Committee Chaimum--V.. J. Wallman, Great Lakes Forge Co., Chicago, 111. AJemlvi s at Large-- T O. MciS'Oer, American Can Co, Chicago, III, J. W. Hemmtg, Automatic Electric Co.. Chicago, III. Joiwi B. Gibson, Western Electric Co., Chicago. 111. S. H. Slaymaker, Fairbanks. Morse and Co., Beloit, Wis. W. J. Graves, Michigan Mutual Liability Co, Detroit. Mich K J.. Smith, Western Electric Co , Chicago, III The Safe Operation of Portable Pneumatic Tools *3 & <T By WILLIAM W. JANZER Safety KnRmeer. Seaman Body Corp., Milwaukee. Wi*. The speaker said in part: Probably tlve types ol portable pneumatic tools most correnonty used are tlve liammers for riveting, caulking, chipping, culling stone, and flanging, all in different sizes and speeds; the jack hammer lor mining, drilling rock aiMl concrete and tamping; the grinders, the drills, nut runners or setters, and many so-called 1tome-made air-operated clumps; small itcmcs, squeezers and riveters. In brief, the items of safety that aliould he applied to all types of portable pneu matic tools are as follows: 1. Good air hose--metallic protection where subjected to rough usage or for dragging over sharp edges. 2. Good couplings or connection*--such as cannot be disconnected accidentally and permit whipping of the uir hose. If threaded connections are used, see that plenty of threads arc turned in. 382 Twenty-second Congress--National Safety Council 3. A valve, within easy reach, to sliut off tlie air when changes of tools arc re quired. When a valve is not handy, men will kink the air hose and if it slips out of hand, the operator or co-workers within range are apt to get a good wallop. With the usual metal fitting on the end of the hose, serious injury may be inflicted. All fittings on hose should be well clamped. Where more than one hose is attached to a line or manifold a valve sltould be installed for each unit. 4. In all grinding, chippmg, drilling, and many of the other pneumatic tool oper ations, eye protection sltould be used. You have not only the particles you cut or chip away to contend with, but the discharged air will blow foreign bodies into eyes. While the latter cause mostly minor injuries, if the.foreign bodies are not removed promptly, ulcerations are started which often cause permanent loss of vision. Con stant irritation of the eyes causes inflammation, resulting in cost for treatment and Irritation and also produces a grow th over the eyeball which has to be removed phys ically. This condition develops very slowly and its seriousness for this reason may not be recognized. In connection with required eye protection on many pneumatic tool operations, it is not always the operator wlio is m gravest danger of eye in juries. Rather, it is the worker nearby. Portable shields or screens of various sixes can often be placed between men and permanent shields can be erected for bench work to prevent particles flying. 5. On some operations or tools it may be possible to direct the discharged air from the tool in a direction where it will do the least harm. This is an Item I would like information on with particular reference to applying it on die grinding wliere you must work from many angles* 6. Tripping over air hove, especially where many units are punched, is also a hazard. 7. Exposed triggers and tlirottles that do not automatically shut off (He air pres sure when hand is removed, arc also a source of danger. The hazard of accidentally setting a tool in motion can be eliminated, or contact prevented while it is in mo tion, if ail tools are placed In a proper receptacle, such as a stand, pigeon bde on bench or jig or metal holster. I advise against hanging tools on hooks or nails, es pecially the open haodle type. If placed in litis manner they can be easily bumped off or pulled off by tripping on air hose or electric cord. In our shop metal Itolsters are fastened to the work bench or iorniiUK jig. 8. Heavier portable tools, if used within a fixed radius, should be counterbalanced for ease and safety in handling. P. On air clamps or air presses used as jigs, and bencJwts, the throttle should be guarded so it cannot be bumped and the tool accidentally set into motion. 10. On all so-called Itome-made atr operated toc^ls, such as squeezers and rivet ers. all working parts excepting, of course, the points, should be fully enclosed. 11. Workmen sltould be required to report defective tools as soon as unit* go wrong and the tool should be repaired immediately or removed front service. Too often Investigation of an accident disclosed the fact tlt such defects were reported and not attended to. 12. Gloves should not be woru while using revolting air tools. Loose or ragged clothing is also a hazard. Recently we had a man get tlie leg of Ids trousers wound ttp on a portable air grinder. In the case of air grinders special care sltould be required In the handling. Rough handling such as dragging or pulling the machine with the air hose, tripping an atr hose and pulling the unit oft the shelf or bench onto the floor will cause cracking of wheels and the subsequent breakage when in use. Rough handling also springs Potvcr Press Section 383 spindles and wheel breakages follows- Air grinders operate at different speeds and care should be exercised that proper size and kiwi of wheels arc used for its speed. Flanges of proper dunett&hm for size of wheels arc as essential as ou a fixed grinder. It Is not uncommon to find men u*ing ordinary washers m place of a flange or using a wheel up to three Inches lit diameter without a flange or washer. Bluttcis should be installed between flange and abrasive wheel. Metal flange* should not lie light ened directly against an abrasive wheel. `Guards should be used on the wheels wher ever possible. In the case of air drills and reamers, we liavc a hazard of injury from sudden turning of the machine should the drill or reamer stick. Blocking the throttle Is an unsafe practice. Use a hoWtet or proper receptacle for tire smaller type, especially those with exposed trigger. In the ease of hammers, wherever possible have a device on the hammer to hold the tool iu place. If this is not practical, require tlie men to remove the tool when the hammer is not in use. Here, too. the holsters or oilier suitable receptacles can he tteed for safe aud convenient handling of the hammer. Importjujice of Safety. Inspection in the Press Room i. -r By j. Leonard juhl General Superintendent of Planning, The Murray Corporation o! America, Detroit Tlie speaker said in part: The importance of safety inspection covers a multitude of significant aspects--especially when one singles out the press room wlierc hazards are great and the conmmtoti run of accidents exceedingly bad in character anti the resulting costs higher tlutn the average in tins majority of other department* or divisions. Floors to be safe must be properly maintained. Press room floors must be kept free of oils and greases. This requires scraping at tegular intervals. Bad floor con ditions are one of the principal causes of accidents In all kinds of trucking. We must insist on both inspection and maintenance of floors if we are going to do our part to keei? a low accident record. The Jumdling of material in the press room is a very .complex problem. We must deal net only with the piling and uapiltng. loading and unloading, lifting by band and by power, bait we must also have a comprehensive understanding of live opera tion of cranes, hoists, conveyors, eteelrir trucks and gas driven trucks. Material han dling accidents are numerous and this is not particularly to he wondered at when one tries to take into the scope of his mind what a very definitely large part of the in dustrial operations axe directly associated with the handling ot all kinds of material. Outside of tlie important problem of the correct method of handling dies, our stor ing and handling problems in live press room are necessarily confined primarily to sheet steel and stampings in process and also the fiuislied stamping. Continuous inspection, not by the safety engineer alone, but by the foremen and workmen is necessary to Insure against piles being too high or carelessly stored. Despite Hie fact that the modem press room is equipped with cranes and hoist* of all types and every workable and conceivable type of conveyor, there is still much trucking, both hand and electric, yet to be done. Likely, under any and all condi tions, trucking will continue to be as much a part of the press room as some of the press operations. 384 Twenty-second Congress--National Safety Council First, Id roe say that no man operates art electric trade vithous bemc licensed by the safety detcirtmcnl and then only after he has shown the cv-mal and physical stamina sufficiently sound to warrant his handling a piece ca equipment which rep resents an investment t.f from $3,000 to $5,000. Art electric track > a dangerous. piece of equipment, if the driver docs not know his job. Hand lift trucks are used to transport flat skid or box *kid kod* of material from operation to operation where Ibe routing specifics work < the part away from the continuous oj>crat!*i line-up. Thu tvpc of hand lift track is also used for moving to the central small part <u#rage. skkU and other containers which the electric trucks take to tire shipping room or assembly lines. Other types of hand tracks in our press room have been practically eliminated. The virtual passing of hand trucks of the obsolete tyi>es las definitely cut down material handling accidents to a degree at one time believed unattainable. There are many rules relative to crane operation. To mwe safety, cranes must be operated only after an authorized inspector has passed ct them and then by crane operators wlio have successfully answered all necessary points of issue in the question naire submitted before giving operators' licenses. Tlie movement of any crane white handling material of any description must be governed by a definite ami uniform code of signals. We employ the signal code as recommended by the National Safety Council. Signals can only be given by one imisvidu-jl and litis man absolutely governs the movement of the operators except in a case where the operators can see a hazard that will result in an accident if signal in structions as given arc carried through. Warning signals such as sirens, whistles, hells or gongs should be sounded before starting ami during crane load movement. *1 be necessity for speed in tliis highly competitive Industrial era has pushed the use of all types of conveyors into the foreground. Mechanical conveyors are occa sionally put in for safety's sake but more often to improve methods of getting material tit and from a given area. Mechanical conveyors soon determine after a few months of operation Ivow safety minded were the plan engineer and the safety engineer. Too much cate cannot be exercised in any type of conveyor mstaHatvoo. Chain conveyor* shoukl be guarded with a wire trough-vhaped screen where opera tors or assemblers arc working directly brocath the c**nc>or proper. Flai conveyors arc used hv us in the transporting of loose scrap steel to the baling room. The con* revor lt placed approximately five feet under the floe*- level; this operative beta* con trolled from the baling room. Flat conveyors arc used chiefly by os in loading sheet metal scrap which lias been baled. The hazards here are approximately the same as with lltc ordinary chain conveyor. However, it is mure essential that a substantial guard screen be placed under the flight conveyor, owing to the nature of the product being carried. One of the greatest difficulties in getting men to wear goggles is the fact that sometimes safety engineer* arc inclined to want goggles worn by workmen in areas wlicre they really arc not required. However, if there is any question as to the advisability of goggles, they should 1* worn, by all means, regardless of what the operator ipay think. It is our practice to inspect every man's job, without consid eration ns to what production department he is in. to determine whether or not goggles are necessary. In reviewing protective clothing in so far as the press room is concerned It seems that only a few practical rules need be laid down. First, it is advisable to have safety shops Second, the ordinary shirt sleeve is too loose and should be cut off Power Press Section 385 above the elbow or a pair of over sleeves or cuffs should be used Thud, neckties should not be worn by press room operators for fear of getting tl>e tie in some of the moving machinery parts. Fourth, steel-lined gloves should be worn only in ex treme emergency, where the materials arc rough or sharp Cloves constitute a ical hazard and their use should be carefully studied. THURSDAY MORNING SESSION. October 5, 1933. Selling Safety to Workers in the Metal Trades By THOMAS P. KEARNS Superintendent of Hygiene and Safety, Industrial Commission of Ohio, Columbus, Ohio The speaker said in part; At the outset 1 must say I am not sure whether I like die term "selling** safety to the worker. I like better the phrase "`leaching safety in workers", since the whole problem is fundamentally grounded m education.. The first step, of course, is contact. You must reach tlte worker m order to sell safety. And here arises the first barrier which you must hurdle in order to get in touch with your prospect. Tlie worker is in a plant. You cannot inarch uninvited into a six# and preach safely to the worker, individually or collectively. You must first have the consent of the management to even gel In touch with your prosper! Furthermore, every argument you make will fall on sterile ground if you bw noth ing more from the management llwm consent to jskllc jour wares. A successful sales talk depends on management's interest aiul coo;>eratkjn. And you cannot go into a shop to sell safety to Uic worker unless and until management has set the siege by taking all measures that are management's part it) a safety program--approved me chanical guarding, prop-er assignment of men, alignment of machinery, well defined aides, adequate lockers, toilets and lavatories, well lighted* sanitary and orderly work rooms, safely conumtUc-% a thorough system of reporting accidents, and mimeriju* other features that might be enumerated but with which you, us safety engineer, are thoroughly acquainted. Thus it is that m answering live question of Ivow to sell safety to the employer., we are compelled to answer by giving you some idea of bow to sell safety to the em ployer. He is die real salesman. Safety sentiment never grows from the bottom up. Hence tlie necessity of fortutmg a safety proftreru with the arousal of man^/criid interest. In selling safety to the employer, reliance must be placed on two main arguments-- safety as a form of employee welfare and safety in the light of Us economic value A convincing presentation of citlier one of these arguments should be sufiidrnt to effect a sale, but as a matter of fact it generally requires thorough conviction on 1k>s1i lH)iuts before the average employer is reedy to recognize tlx.* desirability of safety and adopt it as a principle of operation equal in importance with production. If the safety movement is based u]xxi humunitiuriamstn, as we will all concede u should be, ordinary common *e*e sfiould teach us that the ultimate success of that movement dejKmds largely on mutual understanding and good will, and these are certainly not encouraged and cultivated by arbitrary regulations, the observance of which are niaudatorily enforced. Furthermore, it seems the height of folly to exjK-vt 386 Twenty-second Congress---National Safety Council the fullest measure of interest and cooperation of workers in a program actuated largely by purely economic motives. The point I am trying to make is this; no worker is really a safe worker who ob serves safety regulations because he has to. He must be made to reach that stage of conviction where he works with an eye to safety because he wants to- I have made this statement before ami 1 repeat it for the reason that it is my firm convic tion that therein rests the key to the problem of mental attitudes, which have such ao iuifiorant bearing upon the whole accident prevention question It is only a touch of !toman nature that a man sIkhiW have a deeper interest in projects of hts own creation titan he has in matters "thought out by others and im posed upou him as one of the requisites for holding his job In the one instance he has a {wide in demonstrating his own achievements. In the other lie is performing a duty in which lie has no real creative interest. Telling ft worker he must do this or do that may prevent a lot of occupational injuries; but convincing a worker that, as a matter of self protection, he should do this or that will prevent even more. People do things more cheerfully and more effectively from their own volition titan they do under compulsion. This is just as true of the employer as it is of the worker, yet many employers who arc themselves convinced that safety pays arc blind to the lesson involved. Since the subject of our talk is the sale of safety to the worker, let us lock at the proposition front the standpoint of the employee. Which thought ts mostly likely to compel his interest in safety work, that which indicates a real human interest on the part of the employer in hi* physical well-being or that which attempts to enlist his co-operation on the basis of economic saving to the company? Before this question can be properly answered, we must all have a clear realization of the fact that industrial conditions have changed with the times. A few years ago, before the age of mass production and consolidations, the employer was in close con tact with fats employees. He knew them personally, was acquainted with their family life and social affiliations and had a personal interest in tbdr welfare, not only in tltnae conditions which had & bearing upon their productive capacity, but in a physical suid economic welfare, also. Today, the real employer in the average plant is often without {KTSonat contact will) a single man in Ihc plant. He may nut even be a resi dent of the community in which it is located and his autliority must be delegated to subordinates wltosc positions often depend upon greater production at less cost. These subordinates, no matter what personal views they may entertain on the sub ject of safety, arts powerless to put tlteir tlveories into practice without the sanction of the higlter official who may be located a thousand miles away, who may never have been hi the plant and who has no first hand knowledge of the conditions existing as related to accident Imzards- If I were to be asked what is the firt and most difficult harrier to be surmounted in getting a group of workers sold on safety. I would say without hesitation--mental attitudes. Here the engineer is many times groping about in the unseen. He lias tto knowledge of the character of the relations between management and men. the extent of the confidence and respect each has for the other, the sincerity of the em ployer in his safety profession* or the loyalty of the worker to his superiors. Yet these mental attitude* sell success or failure to any safety undertaking, regardless of the completeness (4 safety regulations or the rigidity of their enforcement. No substantial safety structure can be reared on the flimsy foundation* of dislike and dis trust. It must be firmly embedded In the rock of mutual respect ami interest Poxvt'r Press Section 387 No matter what system of safety education juti use. and tiicy arc man> and \arkd. tl>e seeds of safety thought you have sown will never come to fruition if you neglect to completely impress upon the mind of the employee that you have a real personal, human interest mi his welfare and convince him that that interest is entirely free from exercise of dictatorial authority. Safety ground can be followed in no other way and success in any safety movement depend* largely on ground preparation. Psycho-analysis of individual* and groups, as a preliminary to the carrying out of a safety program, 1ms an bupot tance lliat cannot be too strongly emphasized ami the extent to which the result* are favorable or unfavorable depends largely ujxm the perception of management hi assuming- attitudes that encourage loyalty and pride rather than antagonism. Tlw success of the safety movement depend* almost entirely upon somebody setting safety to the employee. You cannot sell a man something hi which he is nut in terested. You cannot interest a man In a movement sis which he is denied the rigid of participation. Hence, it should be plain that no safety program can be fully sue cessful that iloes not give the employee ft voice in its plans and policies.. And just as certainly, the full measure of no employee's interest in safety can be aroused by purely economic appeals. Safety regutatksis may secure his compliance but no real heart interest can be awakened until there comes to him the conviction that the em ployer lias a human interest iu his welfare that transcends all consideration of pro duction and profits, that refuses to weigh physical pam am! mental anguish in term* of dollars and cents and h actuated solely by the spirit of brotherly love. Education and Discipline in the Accident Prevention V-- Program ET 6> 2- By J. A. VOSS Director of Industrial Relations, Republic Steel Corporation, Youngstown, Ohio The speaker said in part: Statistics of recent origin indicate that approximately 96 per cunt of accidents in industry today are due to (1) indulgence in unsafe prac tices, (2) violation of safety rules, and (3) chance-taking and indifference toward the safety movement. These statistics a1*> emptiasize five necessity of education amS discipline, and therefore chit efforts must be concentrated on the education, training, and instruction of the employees. This can be done only in three ways (1) By a study of die safety requirement* oi the job itself. (2) By a plan whereby Hie man is taught Itow U> fulfill the j<^> with the greatest safety and efficiency. (3) By absolute discipline, so that m the course of bis training the best and safest way of ixr forming a job becomes a liatrit with hmz. The effectiveness of safety devices, rules and regulations depends largely on how much the human being* working with them keep their minds constructively activeWe will have safety largely in proportion to the number of workmen and execu tives who think safety and who use this thinking as a basis of safety action; there fore. any devke, scheme, or plan which will stimulate or improve thinking by indus trial workers m their relation to safety merits our careful and thoughtful consid erstioci. 1. Keep all officials and all employees actively interested in the safety and well being of their co-workers by maintaining great Interest at meetings of general safety 388 Twcnty^sccond Congress--National Safety Cohjicu committees and departmental committees. We hold monthly meeting* with our dis trict managers and department superintendents. The department superintendents hold monthly meetings with their foremen, and the foremen hold meetings at least once each month with their employees. We feel that this method of carrying safety from management to workmen is a wonderful medium of keeping safely education alive. 2. Inter change of all information relative to lost-time accidents, showing briefly die causes of such accidents and recommendations to prevent recurrence so that when accidents Ittppen the manager, superintendent, am! in fact everyone in authority, will all preach the same gospel of safety to prevent recurrence. Education on any subject can be accomplished when the student takes die keenest intercut in the subject. To insure success in such a movement there must be instilled in the employees the feeling of self-interest and self-protection, possible cany through their own efforts, explaining to them that it may be tfseir own individual person that is injured or that it may be a very dear friend or relative. If they can be made to understand that it is their individual duty to report these dangerous practices* condi tions, etc., (Ik greatest incentive for the contkiualioa of safety will be recognized. Employees should be educated not to put off making reports of unsafe practices or conditions until some periodical meeting, hot the motive **do it now" sltotild be in stilled >n the mirnl of every man who lias anything to do with such matters. The fact that some employee* have no accidents or practically none in the per formance of their duties, while others working under similar conditions have many accidents, is due to the human factor. They may be caused by insufficient training or education, by lack of proper discipline, hy lack of interest m the job, by worry or other distractions, by poor health, by a wrong attitude toward Use job. the em|do$et% or tiw worker'* associates, or life in general. Therefore, it becomes neces sary to develop a study of the individual who tends toward having accidents, and fdlow this with an application of suitable corrective measures. Tltc foreman should be made to realize that it is his responsibility to prevent acci dent* and lliat It is an important part of Ids duties to catch all unsafe practices, viola' lion of safety rules, etc., so that hazards may be met before an accident really occurs. If lie sec* otic man domg something in an unsafe way he should use this as text for a talk to his men ami an example to help other* avoid live same thing. It docs not do to talk only to the cne nan wtto las used tile unsafe practice. Foremen should he instructed to select one source of accidents each week or month, and use this as a basis for department inspection to remove such sources of imzard by either equip ment or method of work. Discipline Iras an important place in live safety program su that m the coutsc of the employee's training tl*e best and safest way of performing a job becomes a liabit with him. Forenven should never allow an unsafe practice, violation oL safety rules, or other infraction of safety instructions to get hy them. We all know that men as a whole arc amenable to reason and in the accident prevention program, therefore, one only needs to combine jmtiencc with fair discipline to get results. It may be an unpleasant duty to dncipline an employee after an accident lias happened; if discipline becomes necessary, it i* much easier to apply this before accidents happen. Penalties should be given for infringement of rule* or indulgence in unsafe practices if the employee has l?ecn previously cautioned against them, li a warning is not effective, dudiarge should then follow I would rather see an employee walk tltrough die gate of a plant for discipline on account of an unsafe practice or infringement of a safety rule than to Itavc him carried out on a stretcher. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Public Utilities Section Officers 1932-33 Genet ftl Chau wail----C. B.. Bovlet, Wisconsin Public Service Corp, Milwaukee, Wis. Vice-Chairman in Charge ef 7'eJcphene am! Telegraph l>iteesss--F. M. Perro, Illinois Bell Telephone Co.. Chicago. Vice-Chairman in Charge oj Gas hucrcsts--'E. j. Kveh, Philadelphia Co.. Pittsburgh. ^ Secretary---Howard M. Shaw, North American Light & Power Co, Chicago. Neivs Letter Editor--W. G. Cllyexgkr, Northern Indiana Public Service Co., Hammond, Ind, Chairman Membership Committee--S C Dickinson, Pacific Gas ami Electric Co. San Francisco. Chairman Poster and film Strip Committee--H A. Ptolemy, Public Service Co of Northern Illinois, Chicago. Chairman Program Committee--'VVslls. Maclacmla:.,, Consulting Engineer, TWrmtn,, Ont- Canada. Ckatrwtan Publicity Comnsittcc--lV E. StfEt*, Appalachian Electric Power Ctx, BlurSeR W. Va Chairman Statistics ami Contest Committee--W. H. Brovvsv Northern States Power Co. Minneapolis. Chairman Engineering Committee--Roy M Goowik, Philaddjdua Electric Ca, Phil adelphia. Special Representedn*es-- J. M. Buswell. San Joaquin Light and Power Corp., Fresno. Calif. E. W. Gokkv, The United Electric Light and Power Co., New York City. A. A. Kli.vc.r, Public Service Company of Colo.., Denver. \Y. H. M.UU.TGAV. Hydro-Electric Power Commission. Toronto. Ont, Canada. John* M. Okts, Public Service Corporation of N. Newark, N. J. John- Stilwell, Consolidated Gas Company of N. Y... Xcw York City. J). W. Wait, The Bell Telephone Company of Pa., Pittsburgh. Councilorst-- E S. Beaumoxt. The Peoples Gas Light and Coke Co.. Chicago B. B, McCulloch, Bureau of Safety. Chicago. H. L. Meap, Ohio Bell Telephone Co., Cleveland. C. B. Scott, Bureau of Safety, Chicago. J. L. Va2ci>egwft. The Cbcsa?>eake ami Potomac Tclepltoue Co., Washington D. C. H. F. Webb, West Penn Electric Co., Pittsburgh. H. M. Webber, Illinois Bell Telephone Co-. Chicago, 389 390 Txventy-sccoud Congress--National Safety Council TUESDAY MORNING SESSION October 3, 1933 The first jiesskm oi the Public Utilities Section was called to order by Ernest L. -'Siroonils. Southern New England Telephone Company, New Haven, Cotm., who ex tended a welcome to the delegate* in the name oi the Executive Committee of the National Safety Council. Uc then introduced General Chairman C. B. Boulet, who presided. Chairman Boukt made a brief report on the activities of the section during ti>e past year, mentioning especially the work of various active committees, and em phasized tlie need and willingness of all members of the section to co-operate fully with the newly elected officers during the strenuous times ahead tor industry under the "New Deal." He then called for tlte Report of tlie Nominal)rg Committee, which was presented by E. S. Beaumont, Chairman, arul the following officers were duly elected for the ensuing year: General Chairman--F. 31. Pepper. Illinois Bell Telephone Co., Chicago, 111. Vice-Chairman jer Telegrapi* af^ Telephone Interests--D. W. Wait, The Bell Telephone Co. of Pennsylvania, Pittsburgh, Pa. Vice-Chairman for Gar Interests--"E. J. Krch, Philadelphia Company, Pittsburgh, Pa. Vice-Chairman far Electric Interests and Pr&yra*n--Hoy M. Godwin, Philadelphia Electric Co., Philadelphia, Pa. Secretary--John J. Barada, Laclede Gas Light Company, St. Louis, Mo. jYitot Letter Editor--"Ray A. Edwards, San Diego Cons. Gas and Electric Co., Sail Diego, Calif. Engineering Committee Chairman--W.. H. Mulligan, Hydro-Electric Power Cci- missxm, Toronto, Ontario. Canada. Membership Committee Chairman--A. A. Kliiige, Public Service Co. of Colorado. Denver, Colo. Paster and Film Strip Committee Chairman--H. W,, Lueck, Commonwealth Edison Con Chicago, 111. Publicity Committee Chairman--H. K. Shedd, Appalachian Electric Power Co., Blucfield, W. Ya. Statistics and Contest Committee Chairman--W . H. Brown, Nortliern Stales Power Co., Minneapolis, Minn. Health Conimittee Chairman-Air, Hnrt E. Fisher, Chicago Rapid Transit Co , Chicago, III. Special Representatives-- J. M. Buswelt, Sau Joaquin l.ight & Power Corporation, Fresno, Calif. S C. Dickinson, Pacific Gas & Elect! ic Company, San Francisco, Calif. P. R. KiiImi, Penn Central Light & Power Company, Altoona. Pa. \V. R. Loyd, Alabama Power Company, Birmingham, Ala. H. A Ptolemy. Public Service Co. of Northern Illinois, Chicago, 111. John Stilweil. Consolidated Gas Co. of New York New York, N. Y. A. G. A. Representative (Not yet named). Councilors-- R. S. Beaumoni, The Peoples Gas Light & Coke Co., Chicago, IlL C. B. Boulet, Wisconsin Public Service Corp., Milwaukee, Wis. B. B. McCulloch, Bureau of Safety, Chicago, III. Public Utilities Section 391 H. L. Meade, Ohio Bell Telephone Co., Cleveland, Ohio. H. W. Moses, Edison Electric LtlumiitalmK Company, Boston, Mass C. B. Scott. Bureau o Safety, Chicago, 111. J. L. Vandegrift, The Chesapeake & Potomac Telephone Co. Washington, D. C H- F. Webb, West Fenn Electric Co, Pittsburgh, Pa. H. M. Webber, Illinois Belt Telephone Co., Chicago, III Chairman Boulet then called U{>on the first speaker of the program. ,-A. Training : From the Standpoint of The Psychologist By MORRIS S. VITELES . Department of P.yehulogy, University of Pennsylvania, and Director of Personnel OX, .\ Research, Philadelphia Electric Company, Philadelphia ^ -i *1 'The 5iieaker said in part: Training is among the principal factors in mercasmj; efficiency, in reducing accidents;, and in otherwise improving individual adjustment hi industry. ' Although the value of training may be recognized and the attempt made to organize it, much of its beneficial value may be lost through a failure to apply psychologic!I principles of learning in the development of skill through training This is well illustrated in the methods ordinarily employed In training motormcn in the electric railway industry. The safety with which a trolley car is operated depends upon Use integration of habrts of response during the training period. The purpose of devoting a period of two or three weeks to training the moionuau to promote the Intecrated co-ordination of these responses. They must be so firmly established and co-ordinated that when the matorman goes; out on the road alone, in full charge of a street car, he perk* ms titem without Site intervention of conscious ness, that Is, wrtliout thinking. The procedure adopted by many street railway companies m training motormcn is somewhat as follows: The apprentice spends a half day or a day in a school-room-- ordinarily an okl car fitted up for this purpose. Here he is taught the simple opera tion* ed starting and stopping a car, the meanings of signals, the uses and locations of fuses, the use of the fender, and similar detail* of operation. He is then assigned to a "ran" with a tnotornaan chosen by reason of his record for the instruction of ap prentices. He spends a day with the motorinan, watching him run the car and nwwung the car himself under the direction of the motorman. For a period of len days to two weeks this procedure is continued, the apprentice bong assigned each day to a different motorman on a different run. The purpose of placing the apprentice with the different motormcn is to give him contact with a number of experienced, trusted men, from whose example he may profit, ard at the same time to enable him to learn something about the different routes, the special difficulties of each, etc. The effect of assigning live new man to different motermen each day in this way is, however, from the point of view of the psychologist, most harmful. Experimental studies of learning have shown that when opposing associations arc alternately prac ticed. they have an interference effect upon each other, particularly during the early practice period. In other words, the formation of a habit is interfered with if other responses, antagonistic to the one. being learned, arc practiced along with it In the procedure for training motormcn described above this law of habit inter, fcrcnce is overlooked. It was found by the speaker, who learned to run a street car as a preliminary step to the preparation of a test for the selection of motormcn, ilia! 392 Twenty-second Congress--National Safety Council practically each of the motormen under whom he took training had his special "tricks"' --individual ways of handling the controller and the air-brake handle. Instead of re ceiving from day to day uniform training in a definite series of response* involving the same muscular combinations, there were variations in the patterns of response em ployed from day to day. The total effect wa# to create interference in liabit forma tion--a condition which retards the development of skill, lengthens the training period, and promotes an uncertainty of response which continues after the close of the train ing period, to the danger of the public and of the operator. There arc a immber of training methods that can be used in overcoming the dis turbing element in cite training program descr ibed above, but each of them, in order to bring results must apply the knowledge of the learning process contributed by the psychologist to industry. In the development of all kinds of skill--m working a punch press, in handling steel plates, in electrical substation operation, in gas plant mainnuaixc, the training program is of ntmiwfc importance in the development of pro ficiency and of safe habits of work. An important feature of tin; good training pro gram is a consideration of the psychological factors involved m the acquisition of skill. Allied to the problem of exposing tlx: new worker to variations in practices such, for example, among ex|*cri>eneed motormen, is the question of whether practice on one form of work is of advantage in enabling the worker to perform better other kmds of work. Until recently educational practices were formulated on the belief that an increase in efficiency in one activity is accompanied by an increase in the power to perform other similar activities. This belief in the transfer cf trahUay assumed the existence of "general faculties'' or "unitary powers'* of memory, observa tion. judgment, muter ability, etc., each of which was dcYeIoj>cd through exercise with any difficult task involving that faculty. Tire study of transfer effect has indicated that under certain conditions the practice of similar tasks may induce a wc&athte transfer or interference with the acquisition of skill. `1 he character of such interference is well illustrated in the classic card sorting experiment, m which the subject is required to sort as quickly as possible a set of 100 cards divided into 10 suits. The cards are so shuttled that in no case do cards of the same design come together. After the cards have been distributed 10 times, another order of designs is substituted for the oue to which the cards 'nave been sorted and the cards are again sorted 10 times. During the first three trials with the changed arrangement of designs die time taken to sort the cards is generally longer tlan the time for the first three trials of sorting to the first arrangement An outstanding' weakness of the program for training mototmen described above is the ujiporlunity which it allows for negative transfer. The possibility of such nega tive transfer, combined with the evidence that the practice of similar movements has liulc if any positive value, further confirms the desirability of insisting upon the repetition of only those movements which have been found most suitable for the task us. a ntemni o>f emuring tha aichWvennt of the nccMy level of skill <xl safety in its performance. An analysis of laboratory findings suggests that, as a general rule, it would ap pear to be good practice, from the viewpoints of efficiency and safety, to emphasise first the correct performance of the task, but to supplement this as early as possible with an emphasis on speed. The new worker must be trained in such a way that he Hill never be tempted to develop what the consensus of expert opinion agrees to be had habits or undesirable methods of work. However, if the training period is to Public Utilities Section m accomplish Its aims the habits of quick workmanship must step on tire Itccls of correct habits of workmanship. Very early in the training period an emphasis on quantity of production must be introduced in order to profit fully from a joint stabilization of the correct and fast pathway into a fixed "motor form'* embodying the advantages of speed and accuracy--of high quantity and quality and safety of production As indicated earlier in this discussion, tire most important single factor in the acquisition of skill is practice or repetition. However, in order to take full advantage of the influence of repetition in establishing skills it is important to employ during practice only the most effective movement*. It is just u> easy to c-.tabli-Ji ait in correct or inefficient response as to set up. one which will most effectively meet the needs of the situation. The repetition of a faulty swing in golf, for example, will serve to establish that swing more and more thoroughly amt. because of the effect of negative transfer, may later intcrlcrc with tlie development of a swing capable of producing better results. In the same way the repetition of a faulty method uf work may result in its settlement and m interference with the learning of better methods If left to his own devices the workman may as readily adojrt a relatively inefficient method of work as "hit upon* a method calling for the least expenditure of effort on his part. If given an opjortumty and the incentive to thmk through the problem involved in learning, the worker nuy ultimately choose u better method, hot tlw: unl.v certain way of insuring tlx: choice o? an efficient method is through instruction from the very beginning in tlie method or methods which an analysis has shmvn to be most effective for accomplishing the purpose of the task. Effectiveness, in this connection, must be measured not only hy a production criterion, but bv tlx: co*t in energy ex penditure awl safety. Energy cost becorr.es particularly sinuifidui* because nf the fatigue induced by extra effort, and became of unfavorable effect of such fatigue upon accklem pronencs^. Training: From the Standpoint of The Teacher .. - -~&n n'7 By PROF. S. N. STEVENS Department of Psychology, Northwestern University, ISvanston, IU. The speaker said m part: Teaching is an art which, because it centers so c-.elum the anjtucncing and directing of human thought and SM-tieu, implicitly or explicitly requires that the teacher, if he indeed is to be an artist at his taskn must of xwcrw*y soke ox of certain very definite psjehoiogical principles. I think sonsctaaar* we Bake a rather fatal error of assuming tliat the knowledge of the laws .of unseal hh essentially synonomous with the art of teaching. If we OBvidrr the attributes of a good teacher, we find among other things, first, dot *oijd araetamy involves tlie cummunicatiou of ideas in such a maimer that the iaAviifaal feetag taaght not merely understands the meaning of the nk-us in a KcnurtJ way. bat c*rmie* to appreciate the significance of tlie ideas in relation to ether areas c in'fcwxmTM o to which they are naturally related or to which they become associated a* tiw inactw *x the student expands and wkkus under the stimulation of the teach ing ic*rti. The teacher does not begin his task with a group of mental vacuums. He starr* wfc a*A a passive but a very active material. The students whom he seeks so teach bring to lum diverse backgrounds of experience, a wide range of individual dKtfrnm in basic capacity to learn and profit from experience, as well as a diversity of ntwil intvrets in the problem to be discussed. Consequently, these things rru.st be taken ios eoedderatton and as nearly as possible adapted to, if the teaching is lo 394 Twenty-second Congress--Nation'll Safety Council possess any art at all, or is to have any value and significance for tike people being taught. It appears to me that one of the weaknesses of both training methods is that It does not take into consideration these facts which seem to me to be essential to the problem. A good teacher adapts his instructions to the needs of the students. No two men arc alike, either in their capacity to understand or perform. The teacher will conse quently be faced with adapting hts methods of teaching to the capacities and needs of his pupils. In some cases he will have to repeat information and instructions many throes before the student will have the Ideas clearly enough in mind to transform them into action. In other instances a single careful statement will be enough to furnish alt the insight and orientation tliat is necessary. It as obvious then that tlie teacher must be patient, and be willing to state and rc-state hts instructions many times. It will be well for him to remember that if (he students are of average intelligence and after several periods of instruction they are still unable either to reproduce his ideas or to interpret them in form of action, it is more than likely a failure on his part to hare communicated the ideas clearly, concisely and definitely in the first instance. A good teacher respects the attention limits of the student. In general, it is safe to say that he can attend to only one thing or situation at a time. Under normal conditions we will attend long enough to ascertain what the situation implies or means and what we are to do about It. It is better to sea to it that the student gets three or four basic facts or principles clearly and definitely and in the form In which he can put tlietn to work, than it is for him to get twenty ideas, not anyone of which is meaningful to him. At its best, teaching involves a leading out process It is not merely putting new ideas snio llic miml* of the students, hut also getting the. man to reproduce for you in the IirHi of his own experience and undcrstandwiK the facts and principles which you as a teacher have expressed. Teaching is more than lecturing. It is more thaw just Handing out ideas. It is process by means of which Ideas so handed out arc given back spontaneously and correctly by the student who has been exposed to them. A good teacher illustrates die principles that he is enunciating, by means of perti nent examples and illustrations, taken directly from the situation in which they are to be applied. I am a great believer m Rood demonstration. The more care used In selecting visualized material and in developing well planned and carefully rehearsed demomtration, the more effective the teaching will be. A good tcadier recognizes the value of repetition. Some ideas are so new ai d so novel that they are not easily tied up by means of the process of association with earlier experiences. The habits of performance which they imply has to be built from the segments of liabit formation employed in the performance of other tasks and acts. The leaching must be of such a character as to facilitate the iwocess of reorganization and integration of these earlier Habits into a new complex. Many phases of work are o nov el that a great amount of thought and experience is necessary for the student to gain any feeling of reality from them. Repetition should never be dull in the sense that the same words are employed repeatedly, but die same ideas- should be reiterated many times, through the use of simple, yet vivid illustrations. A good teacher should be able to arouse interest in the student, not rncicty by means of the things he says but also by the manner in which he says it A spontane ous, vital interest on his own part is an essential prerequisite for the stimulation of interest in Uic student. The vital spark of enthusiasm which flies off from his own convictions will strike fire In the minds of his listeners. . * cT* Public Utilities Section * 5-<^" - - 7/ 395 Training from the Executive's Viewpoint By F. M. PEPPER General Plant Employment Supervisor, Illinois BU Telephone Co., Chicago The speaker said in part: In the Illinois Bell Company in Chicago, we have ap proximately 700 foremen and supervispr* in the plant trained as vocational instructors and about 95 per cent of all plant training is now being <kmc on the job under actual production conditions and on productive work. From a psychological as well as pedagogical viewpoint, traimug on the job under actual production conditions or, in other words, linking the learning process with activity, is sound. We have found that where the learner is being trained on the job and on productive work, the Instruction is more effective and that the learner is more enthusiastic and interested due to his actually contributing something to the produc tion job. A survey or analysis of the management fuuetiua indicates tliat it is in itself largely a training job and that it is never complete. In any progressive enterprise, training is always going on and it is not confined to the newer employee. With the recognition that training 1* a responsibility of management, are executive* and supervisor* qualified to do the training job? Generally not. Keen knowledge of the job and ability to perform in itself doe* not insure ability to efficiently teach it either in whole -or m part to others. Teaching in itself is a profession, just as much so as any other art, and the individual foreman must be taught to teach, just as lie s taught and trained to do the rest of his job. The Bell System recognized in our earlier foreman training conferences that there existed a real need for training foremen in How to teach, and that this had to be done before we could, with any degree of certainly, transfer tlte training job Ixtck to the foremen. I say back to the foreman because we had really taken dial responsibility away from him and he had very little to say or do about it. We developed a voca t>orul instructors' training course for supervisors and foremen which consists of a three to four weeks* course on a full time basis in the teaching process with sufficient supervised practice to insure capability. This training work is carried on by men specially trained for the purpose. It takes ten to twelve weeks full time to train them as teachers of teachers Briefly, the course consists of: Cl) An appreciation of the need for an organized vocational training program. C2) The teaching-learning process, <3) Teaching methods. (4) Method of making job analysis and lesson planning. (5) Method of preparing lessons. (6) The layout and use of courses. (7) The field application of the plan. In the development of training course, outlines, the question of standardization of work methods invariably comes up. In our work, ami I think in all industries, there are many jobs where there are several ways in which the operation may be per formed. A real analysts of the various ways of doing the job generally determines that there is one best way, one series of small operations which will result in the greatest efficiency, and this, invariably, is the safest way. In one instance, foe example, an analysis of the operations incident to spiking cable resulted in the diminatton of approximately 20 per cent of tlte motions which were found to be superfluous. (In the case of an 1,800-pair cable this would ap- 396 Tivcnly-sccond Congress--National Safely Council proximate 18*000 unnecessary motions.) Of coarse, this gets down to a motion study, hut such studies do have a place in training programs. In the development of any program for training or improving the performance of industrial workers, die hig job is not determining what you want them to do; it is devising the ntelhod that insures that they will do what should he done in the teay it should be done. The iwchlem of preventing industrial accidents is not so much devising methods and toils which, if properly used, will avoid accidents, but rather one of getting workers generally to use, properly and consistently, the safe methods and tools which we now have. Tin: prevention of accidents, like the prevention of waste of material and time, is largely a matter of forming habits of careful workmanship. The same slip of the screw driver which punctures the hand also mars the screw* head, damages some other part of the equipment, wastes time, and indicates faulty or incomplete training. From the workman's point of view, it is easier to use a screw driver cor rectly. Then why are the careless methods still in vogue? Simply because workmen at the outset learned wrong habits and were permitted to use them for years and years. Now. when you attempt to teach correct methods, you encounter a baffling resistance to cltiuigc. A poster proclaiming "Work Carefully" will have little effect ufioo the work Habits which liave been used coatlnoously for years. The key to effi cient and safe workmanship is the continuous repetition, over and over, true to form, of correctly planned methods of work. There are in short cuts. Tins point of view is not new to management. Tlwry Have known it foe many year* hut they* are perplexed to know how to get these correct liabits ingrained in workmen. I venture the suggestion that one of the principal difficulties is that the supervisory organization, particularly the first line foremen, arc not aware of Uie importance of proper habit formation: they do not see the necessity for breaking- incorrect work habit*, they do not know how to go about ffevelopJng the proper habits in tlielr men. and they* are not aware of Ohs rignilicaivee of constant supervision to see to It (hat good (mbits remain fixed. Our practice in the Illinois Bell Company Iwrre in Chicago Is to refer every report of an accident, minor or major, to die Plant Training Supervisor for anulysh a> to whether Use particular work operation involved was included m the training course, whether the one best method of performing tl>e operation is bring taught, wheUwsr the training lecords indicate the operation has been taught, and what, if anything. Is wrong in the performance of it. Oti the basis of this analysis, proper remedial meas ures arc instigated. This frequently results in change in method of doing work, Mnt>rovcd tools in sotnc instances, retraining of the man. or. perhaps, training or retraining of Use foreman. The reparation or taking away of our training job from the foreman and making il a centralized, special school job* resulted in increased costs and lowered quality of training. It took away from the foreman tliat interest which he is bound to have if he is allowed to assume what he knows to be his rightful responsibility. If we separate the safety feature from the rest of the operating job or in aity way take away from the foreman the responsibility for tlic safety lectures of tlic job, he will lose interest and just naturally will not concern himself with this important matter. Let's let him do the job and let's help him so he may do It easily and naturally. To do this we must give due consideration to Llvose psychological and pedagogical aspects of training which link safety with the operating job, together with real constructive effort through the medium ot an adequate training program. Public Utilities Section 397 WEDNESDAY MORNING SESSION October 4f 1933 The first feature of this session was live formal presentation of National Safcti Council trophies to winners in the Animal Safety Contest of the Public Utilities Sec tion. Chairman Bouiet called upou \V. H. Brown. Director of Safctv, Northern States Power Co.. Minneapolis, Minn.., and Cliairman of tlie Contest Committee of tlie Section, who jtresented briefly the salient prints aln-m this rotiicsi. Tlic contest extended from July 1, 1932, to June 30, 1933. A total of 127 units were entered in the contest, representing 91,779 employees who worked a total of 221,124.566 man-hours. These employees suffered 1,507 disabling Injuries, creating an average frequency rate for the contest of 6.815, and 55 of the units finished the contest with rates below the average. Six of these unit companies had jicrfect no accident scores. Lieut. Col. Henry A. Rcmnger. special representative,, Lehigh Portland Cement Company. Allentown. Pa.. and past president of (he National SaK*t> Council. then presented the Council trophies to winners of first place m tlie contest He also handed cut. with appropriate remarks, certificates merited by other contestants Tiophie* were presented to the following unit companies; Combmattoo Gas & Electric Division Group A--Central Illinois Light Co, Peoria, 111. Combination Gas & Electric Division Group B---Oklalioma Power & Water Co. Sand Springs, Okla. Electric Division Group A--Indianapolis Power 4c Light Co.. Imhumpriis, Lui Electric Division Group B--Mississippi Valley Public Service Co., Wmosva, Minn. Gas Division Groups A and B--Central Indiana Gas Co.. Murtcie. Ind. The rerrawider of the session was devoted to a symposium of three talks presenting the "Physical Plant from the Safety* Staudpoml," ami discussing (1) Responsibility of the Design Engineer. (2) Responsibility of the Construction Engineer, and (3) Responsibility of die Operating Engineer.. Q&irnmn Boulct called upon tlie first speaker. CjyU-.i Jp v- The Design Engineer Va/v By W. R. SMITH Assistant Chief Engineer, United Engineers & Constructors, Irxu, Newark, N. J. The speaker said hi part: Tlie design engineer must, in live very beginning, be conscious of the fact that he is in the position of being responsible lor conditions affecting the constructor and the operator, and which neither will be able to alter tv any marked degree. He must, therefore, fulfill his obligations in three respects: l His own design features must be predicated on the sound technical knowledge and experience which will insure reliability, efficiency, and economy. 2. He must be able to visualize, eifiier out of his own previous personal experience, which is the more dependable, or out of such knowledge as he can acquire from tm associates on construction, the respects in which !tc can reduce hazards of erection, etc., and give to the constructor the greatest latitude in his own operations. 3, He must lie able to picture in his mind the finished plant in operation, under both normal and emergency conditions, and be qualified to apply the viewpoint of (lie 398 Txk'cnty-sccond Congress--National Safety Council operator as He makes his decisions with regard to general arrangements, clearances, accessibility, hazard elimination, etc. From the first, or technics}, standpoint, we may well expect a proper solution of any given problem by a qualified engineer. Here he deals with more or less well estab lished fundamentals and data. If his work is pioneering to some degree, because of the utilization by him of higher temperatures or pressures, of greater capacities, of new or relatively advanced features of design or arrangement, he will need to be con servative in such cases where he cannot support hts own conclusions with data out of the experience of others. Here the question of the safety of plant operators and workers in general goes band In band with that of safeguarding the investment and of guaranteeing the service of whatever nature against interruption or shutdown because of the failure of apparatus or equipment. As we consider the second phase of the engineer's responsibility, that concerned with hts obligation to the constructor, wc realize that, whereas the engineer is in the lH&ioa of being the one who can, with the exercise of good judgment, make it less difficult for the installation to be made with safety, yet. In general, his negligence, if there be any. (except of course, because of wrong technical approach), can be re garded merely as contributory. The construction force is responsible fur the doing of work, and in all respects is expected to approach any construction operation with due regard for live hazards involved, and the technique in this respect is of such different character from that with which the designer concerned. Fundamentally, the technique of construction involves the use of tools and equipment in ways correct and best suited to the nature of the work. But if difficulties of erection or inherent in certain arrangements arc foreseen by the designer, and either removed through change or adequately provided for. much of the burden C responsibility in these respects can be lifted from the shoulders of the constructor. Here, therefore, docs the engineer's obligation to develop that which can be produced economically stand out: for he may well see to it Uiat he does not pas* on to those who can do little if anything to improve them, situations which increase costs of construction because of complications in layout or congestion of the working forces, both usually imposing hardships on Uiose responsible for schedules and necessitating extensive gafcguai ding and prolection. To die operator, ihc engineer's responsibility is real. In the first place, efficient axvd ecoor-mkal operation is expected; but in the second and more important respects, from the standpoint of our present consideration, what the ojieratoc desires is safe operation, free front routine hazards and the dangerous situation so often found to exist at times of trouble ami which jeopardize the lives of workers during emergency and rush maintenance work. Specifically, tlwn. the engineer's problem is to strike the proper balance between the expenditures that lie can afford to make to improve what we will call the safety factor of his project and the costs which might tlwrwisc have to be incurred because of possible accidents due to hazards that would not have been eliminated. Those hazards which experience had definitely shown to exist with certain arrangements or operations, we would expect to be eliminated in some effective way in new de signs; but it is to the new developments that, I think, our greatest concern should be iitven in this analysis. No one can predict alt of the conditions that will arise, nor the actual extent of the risk that will confront the constructor and the operator respec tively, when they in turn are called upon to construct and operate in accordance with a certain layout or genera! arrangement. It is through a thorough analysis of all the Public Utilities Section 399 possibilities, however, that we direct the engineer's attention, and iti making such analyses and determining what, if anything, he should do. he has a right to assume & reasonable knowledge, experience, and exercise of discretion on the tart of those who, as members of field forces and plant crews, come after him ami take up thetr work where he stopped. Illustrations are likely to be too specific, and it has always seemed to me tlat this subject, m general, is more one of principles. Perhaps, however, n few typical ex amples may serve to direct our thinking and show where emphasis belongs in certain respects. In the realm of details which we expect tlic engineer to examine moat thoroughly from the standpoint of safety, let us consider: 1. Establishment of clearances and working space where not otherwise dictated by operating considerations. 2. Provision of suitable exits from all building or areas where there is danger of any sort, thus making possible escape of men in emergencies. 3. Protection of equipment and apparatus from fire and selection of fireproof con struction wherever necessary, as for compartment door*, etc. 4. Consideration of danger from burning oil, steam, water, conducting and asphyxi ating gases, etc.. In connection with selection of grades, Itcighls of floors, placing of pits; duninxtion of piping from any area where it would be a hazard; dosing oi all openings between areas, sections, floors, where prevention of spread of any of tiw above Is desirable. 5. Safety Interlocking of operations to: (a) safeguard life and limb of operators who perform operations; (b) safeguard life and limb of any others--construction or maintenance men, testers--who might ot'ncrwise be endangered. 6. Adequate grounding of electrical devices, and of mechanical equipment to eliminate static charges, particularly wlterc there is any condition that may contribute to explosion* from this cause. of dust, oil, or gas fumes, etc. 7. Degree of isolation of circuits and operations, 8. Selection of gang or multiple operation of switches, valve#, or other devices whereby" hazards arc eliminated. 9. Dual control of operations, requiring two men, in any cate 1-tcre there is like* liliood of mistakes which would have serious consequences to workmen or equipment. 10. Provision of insulated platforms or surfaces for aress at telephone or other communication facilities, and in front of switchboards, or where there is danger of operating handles becoming electrified or statically charged. 11. Use of fire walls, harrier*, dampers, etc, to protect equipment from fire,, or assist in the prevention of its spreading and its extinguishment. 12 Proper ventilation, normal and emergency. 13. Adequate illumination, norma! and emergency. 14. Arrangement of all piping containing any flammable gases, oils, or other fluids, to that they will not be subject to undue vibration, but also removed from locations where tlic contents may, if any pipe is broken accidentally, come tn contact with hot surfaces or flame. 15. Provision of means and facilities for the successful and dependable working of such "hold-off** schemes as may be essential or desirable. Accident prevention work, however, cannot be predicated on the assumption that there are no limitations to the expenditures that can he made io improve condition*, but rather on the relations between such investments, the likelihood oi accidents (re lated to frequency), and the severity of such accidents when they do occur. If the severity is great, death or very serious injury being the probable result, then wc find 400 Tiocnty-sccond Congress--National Safety Council that wc are prompted to conclude that any designed expense to prevent this would be justified- \V are. however, faced with other considerations, and cannot always con clude that extreme precautions are necessary, just because we can't imagine ourselves as the 5*ossiWc victim of the lack of them. Obviously, of course, there is at some point a limitation 01* the amount of money that the engineer can with justification spend in icuardinjz a given insulation. If experience and cost records on previ ously completed work of a similar nature establish with sufficient definiteness the facts concernkvjz certain conditions that can be improved, then Use engineer is dealing with known values aod can proceed with assurance, Many cases will arise, however, wltcrein only his mature judgtnent can be depended -upon to guide his decision- Tltc engineer charged with the responsibility for design, can prove his worthiness of the trust placed in him only if his work demonstrates his ability to use nun. money, and materials efficiently. whkh means without waste. Wc are all familiar with the great works of man m Egypt and elsewhere which were accomplished at tremendous sacrifice of life and under working conditions which we would today regard as in tolerable. Tiie great pyramids, constructed in accordance with the designs of the engineers of that day to be the tombs of monarchs, are more truly memorials to the lives which were sacrificed and the Imrdship and suffering borne Ivy those who had m> choice Inst to do the will of their masters. I think that no designer is ever justified in the assumption that certain types of accidents arc ot preventable. The very progress oX his profession. Ire it in whatever hr;mch of engineering he may operate, has been made possible by an undying belief in the watchword, "it can lie done." Assistant Superintendent of Distribution, Brooklyn Edison Co-* Brooklyn, N. Y. The Speaker said in part: What arc the essential means the construction engineer must adopt? The essentials of an accident prevention program are, undoubtedly, the following: *CO standardized job methods; (2) adequate tool equipment; (3) carefully planned schedule--no congestion: (4) trained foremen ami forcei (S) supervisory follow-up--i>n delegation. Of tltewr. *1 may he said that the first three are fairly easy of attainment. Experi ence ami experiment will develop live !cst methods and indicate the best tool equip ment. I have recently made an analysts of 55.000 accidents which occurred in public utility works Thi-*- experience has been broken down by type of injury against cause, responsibility, and prevention. I have segregated for study the nature of the injury, agency, the immediate occurrence'or incidence (which most people term the accident which really is liot one element)*. Uie indirect causes, the inherent or existing hazard, tire key to preventk>o. the |*rcvcntive, tl>e grades of authority. aod ultimate responsi bility in the *cn*c of obligation. Let me discuss briefly how these items vary with the different tyj*es e4 accidents. The infrequent (hit severe) Occident: This type can be controlled generally through designed features of plant which will often prove costly to buy and install. They are, however, justified iwcause. while infrequent, tliey result in heavy costs--by which is meant both the human suffering and the dollars lost in repairs to costly equipment and loss of use. Their infrequency lias led to the mistake of omitting the protective Public Utilities Section 401 features of design as costly and tmnecessarv gadgets. Of course, not all serious acci dents can be so controlled, but much of the really fine improvement in records, at least in the electrical utility experience, has been due to the scrapping of the older stations and replacement by switching aod other equipment embracing protective nwacures. Wc can. therefore, pass over Ibis teaturc of the accident experience as it lies hi the province of Mr. Smith's contribution. Ike frequent accident (/ess severe* ut injury) ; Perhaps we have paid too little attention to this class of accidents in comparison to that which wc give to the spectacu lar individual case in which someone is killed or permanently maimed. In the aggre gate, the cost (again Including both human suffering and dollars loss) probably runs much higher in this classificatfcfo--and do not forget that a minor accident may <le velop into a serious case. Another reason for our neglect 5s heeuusc in most rases the perfunctory reading of a report leads us to dismiss it, hiding behind the words. ' Sac?; of concentration," "carelessness of fellow employee*."' "failure to obey orders,*' or some other Hock-passing phrase. Design features will not go far to guard against this class of accident. Prevention depends on the actions of individuals us influenced by their training, methods of work, personal habits, and especially by the intent and keenness of the supervision the>' receive. J he success or failure ot the construction engineer m his safety program lita light here. Methods of TVumiap: The foreman is the key ami supervision of the farce which turns it. Then we must lock to the training of foremen. While this may he in part an encroachment on the program of another section of this Congress. I feel lliai It is important enough to warrant duplication here. I would like briefly to descrllw a program of training foremen in job methods which is getting results. The method used is that of conferences of small groups of foremen led by men in their own groups. The conference as a method is not new but perhaps some of our features are novel. The objective is to break down each job of field work to its least details and, through discussion, agree on the correct mciiiod of procedure to secure both efficiency and safety. At first we did not emphasise safety or analysis of accidents, but started on job training. We were encouraged greatly when the men soon devcl-upctl live point that to do the job well and efficiently it mu&t be done safely. Through these discussions, field practice is rievelrijied or corrected. Rules may be suggested and adopted and thus the foremen have a ceflain amount of self government. Rules tlius originated and endorsed ore more likely to be observed and followed. Supervisory control'. Assuming then that the foremen have been well grounded * the details of their jobs, may we furlIter assume that the safety job is completely whipped? By no means l The real job remains of getting the knowledge of correct methods to the field men and to see that they follow them We expect a tremendous amount from a foreman. By and Jarge, we get a fine performance. His resjxmsibilitic# arc great. He has a large part of the duties which wc enumerated for the con struction engineer delegated to him to provide for the unit of force in liis charge. Added to thisris a lot of papci work on payroll*, receipt of material, reports m vari ous kinds, sutd the difficulty of it tb that he cannot delegate any of it to others. How in the world can wc expect him to line up his gang and do the school teacher stunt? It just can't be dune all at once. It's a alow, gradual educational process. I am drawiug a conclusion from my own groups* experience. Our force of several thousand men is engaged m station, overhead and underground line work, emergen cies and repair#, service work, sub-station cpciatkws, work in consumers' vaults and 402 Twenty-second Congress--National Safety Council premises, etc Any accident report, whether loss of time results or nut, goes across my desk. Generally, in reviewing a single ease, it appears that either the man directly concerned or someone close to him in authority is responsible. In the more serious cases, we frequently have to took higher up. In a whole series over a long period we can gauge a much dearer view of the point of chief responsibility. But 1 would much prefer to watch this and determine the probability of results before the accidents occur by tabulating the inspection reports of job conditions. The inspection reports moreover show the construction engineer something beyond a performance of the foreman. They show whether the assistant general foreman, general foreman, and supervisors are on their toes and are watching the foremen who report to them. In fact,* it is a tonic to performance all along the line. The laxity may exist much higlver up tire line if the supervising group becomes perfunctory in its attitude toward cither efficiency or safety, or prefers haste at the expense of safety, forgetting that planning might remove the necessity for haste. The danger of complaisance i Probably in most companies we arc either in or nuy soon reach a period of re-employnwnt. In any event, we have been transferring men from job to job in an endeavor to keep them employed and on the payroll. The great danger is that we assume dial they are qualified to perform work hi their new locations, are familiar with the special conditions and methods necessary if a hazard is to be avoided or. indeed, if we are to avoid actually creating hazards. Wc must not become complaisant because we !ve had good records. We must place the responsibility tor training foremen, for seeing that they follow and know the capabilities, limitations, and performance of the new or transferred employees assigned to them. The supervisors must set a standard of schooling, physique, Jrammg in technique, and knowledge of safety precautions for special work, and must see that no unqualified employee is given work beyond his capacity. This program, then., b primarily one of advanced prevention by attention to job details. To succeed, it needs more than a force of skilled mechanics, more than trained foremen, more than safely inspectors--it needs a construction engineer who can imagine the difficulties his men have to meet, who will personally analyze the failures and give sympathetic aid and apply direction In correcting them. When once the rank and file gets a feeling that the boss is out to help and not to "get something on them." their confidence and co-operation are assured. There is no greater stimulant to a good alert accident prevention spirit than for the men to know' that the ho** is watcJung. There is no greater reassurance to the boss than to realize that his force i on its toes, knows Us job, and backing him up. x..ha.-X.J The Responsibility of The Operating- Engineer 2b By.W. A. BUCHANAN District Manager, Appalachian Electric Power Co., Welch, W. Va. The speaker said in part: In my Industry, the electric light and power, which now employ? a quarter million men, marked strides have been made in the reduction of accidents. In 1913, this industry killed one man out of each 50 employed, and injured one for each man on its payroll, whereas 20 years later, in 2932, fatalities were only one man out of each 1,400, and injuries were only one man of each 40. This great improvement, however, is not accepted as a satisfactory goal by those who have carefully analyzed and studied the problem. By the application of a rea sonable accident prevention program, our industry should reach the point where there Public Utilities Section 403 will be only one fata! accident per year for each 2,500 men, and only one man in jured from each sixty employed. What is a reasonable accident prevention program, and wliat is the responsibility of the operating engineer in arriving at the minimum of accidents? The first and most fundamental problem with which he is confronted is the development of the operating personnel into a compact, co-ordinating group, each employee understanding his function and trained to meet any situation which may arise. Many factors have to be considered in solving this problem. The selection of employees, their Jtealth and family connections, their character and personality, the individual training neces sary tlwt each one qualify for his position, the careful planning of line authority within the organization, are all matters to which the engineer must give earnest con' sideration. Whether it be a water, gas, transportation, telephone or electric utility, this question of employee selection and training in order to develop a unified whole mint be answered. Beginning with the production division and endeavoring to bring to jour attention some of the responsibility of the operating engineer who supervises a power plant * where energy stored in coal is transformed into electrical energy, we first meet with the problem of proper handling and storage of slack coal, which in many cases in volves the operation of various forms of cranes, conveyors, and like equipment Many plants of later design pulverize their fuel, a process which greatly increases the stor age and handling hazard, pulverized coal being highly explosive unless profierly cared for. Injuries to the eye in and about the boiler room should be avoided by use of goggles and smoked lenses. AU rotating apparatus slioukl be carefully safeguarded in order to protect against persons or objects coming in contact with moving machine parts. Periodic inspection of all equipment and apparatus is essential to order not only to secure cent!nutty of service but also to prevent serious loss of life and prop erty. Past record's indicate numerous instances where workmen have lost their lives from electric shock caused by faulty extension cords. Cleanliness, order., and con sideration of coutiimily of service ore the concomitants of accident prevention in the well managed boater room. In the turbine room whether the generators be driven by steam or by water, the responsibility of the operating engineer resolves itself largely into a daily inspection of the machines. The governor mechanism, which is tlvu nerve center of the generating machine, should be checked at frequently recurring intervals in order to determine dial it will function when called upon to do so. Steam and water conditions must be carefully analyzed to protect the turbine blading. Pumping equipment and auxiliary motors, each cf which is but a cog in the gear of continuous servke, must be scrupulously inspected and properly maintained. These functions of plant supervision automatically decrease accklcnt hazards and. if systematically fol lowed out, will improve the accident experience of any plant. Engineering research and the development of high -voltage transmission of electric energy have afforded us the opportunity of locating generating plants at the mosteconomical point where coal and water ore best available. Connecting these plants by means of transmission lines which reach oat to load centers at quite distant taints, a transmission system is built up winch may cover great areas and include many hundreds of miles of tines. In order to supervise properly the functioning of these line* and attendant apparatus, including transformers, oil switches, and switch gear, it is common practice to locate a system operator, more commonly termed a dis patcher, at some vital point, to whom is entrusted the responsibility of handling all switching operations. This dispatcher must be in constant communication with every 404 Twenty-second Cotigress--Nattonal Safety Council point on the system. When it is desired to change the status of any equipment or circuit, the dispatcher must be consulted and orders received from him as to the procedure. The system operator must lx* prepared to protect 11 ic and property in case of emergency, and he should make analytical studies under assumed conditions of trouble in order that his mm! will be trained to function when actual emergencies arise. As long as normal conditions exist and operating procedure follow s established routine it is possible that certain faulty conditions of personnel acd equipment are overlooked. It is wltcu trouble occurs or an emergency arises that these coodkiucu appear. The operating engineer should so closely follow up his organization and so carefully inspect the equipment under his supervision that chances for error and ap paratus failure arc minimized. The maintenance of transmission lines uncovers hazard ous conditions which require the utmost ingenuity to overcome, particularly m mowfamous country where employees are operating far from their iroin headquarters. High voltage switch gear used in connection with transmission systems vberaid be carefully and frequently insjiectcd for defects. OH switches {articularl? require the most exact adjustment in order to avoid possibility of failure to open when required. In tltc routine operations of distribution, where employees are operating wb-^tatanq^, where line crews change front job to job daily, with no headquarters ether thaa the truck from which they are working, hazardous conditions are developed which ratqarc constant vigilance. Distribution voltages rarely exceed 13.000. the boupX cniMim being 6,600 and 2,300 volts. In handling such voltages, workmen cam be *td&c*c***y proloctet! from electric shock by the proper application of rubber blankets, far*, ho-e. and globes, The operating engineer should make a study of the needs ,* curb type of crew and see tlmt every man is provided with sufficient rubber goods* to a*ort tbr conditions he encounters. All protective rubber goods should be carefully iwnpccscd aiul tested at regular periods under competent supervision. All tools, ropes, ladders and other accessories, both those owned by the company and the prrvxmlly owned tools of the employees, should undergo regular periodic inspections. Even the marine* screw driver which is found to be defective should be cast aside Maintenance of o*l* fiHed apparatus and proper adjustment of oil circuit breakers should be nxtiaaottdy supervised in order to avoid cqttir^werrt failure with consequent loss of property and possible Injury to life. Particular care should be given to tree trimming procedure. The principal points to be watched in order tn avoid accidents in uakwowi distribution work are: protection against street traffic. support of trenches to avoid cave-ins, determination of the presence of noxious gases, proper xkarificatsow of cables, correct use of Ivot solder and compound materials, and proper checking: and inspection of air compressor eipiijimcnt. The operating engineer should very carefully follow up all inspection reports and see that any condition of hazard is irntnetfiatriy corrected. Many utility companies have concentrated all work on consumers premises under one department. Such work includes service installation, meter installation, handling of complaints, liandling of consumers trouble, meter testing, meter reading, and ap pliance installation and service. The possibility of accidents occurring to die utility employee and to the public is very great and requires the utmost care and caution. Special attention should be given to the selection and training of employees whose duties require them to enter consumers premises, inasmuch as not only safety of life and property but the public relations of the conqiany largely depend upon the char acter, attitude and personality of t!e utility representative. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATION AT, SAFETY COUNCIL Quarry Section Officers 1932-33 General CAarnwaM--Ovuo M. Gkavhs, The Genet*1 Ci ashed Stout Co.. Easton, Pa. Vice-Chairman--S. M.. Shai.lcross, American Lime and Stone Co., Bdlcfonte, Pa. Secretory and News Letter Editor--H. I*. Vomit, Tins General Critslicd Stone Co., Easton, Pa. Chairmen Publicity Committee--], R. Bovd, National Crushed Stone Assn, Wash ington. D. C. Chairmen Statistics Committee-- W. W. Adams, United States Bureau of Mines, Washington, D. C Uembers at Large-- \Vni4Aii H. Baker, J. E. Baker Co., York, Pa. R. E. Colville. Chicago, XofciiAX G. Hounn, The National Lime Asm., Washington, D. C A. WoKTiiEx, The Connecticut Quarries Co., Inc, New Haven. Ctum, TUESDAY MORNING SESSION October 3, 1933 The first session of the Quarry Section was called to order by General Chairman Otbo M. Graves, The General Crushed Slone Company, Easton. Pa., who presided. The chairman gave brie? resume of the activities of the sectional committees, par ticularly the Executive Committee of the Section, during the past year, and then introduced the first speaker. !tr? Emergency First Aid By DR. H. W GENTLES Chairman, First Aid Life Saving, Chicago Chapter, American Red Cross The speaker said in part: The first picture that comes to my mind is made up of a series of accidents, men crushed, bones broken, bad bleeding and all of evidently serious nature from the start. Chi the other hand, in this city a few weeks ago a tailor pricked himself with a needle and a few days later died from lockjaw. One ol our largest employers of labor in this community had no fatalities in the running of his plant, but one of die girls in his office suffered a slight abrasion on her finger and died of blood poisoning. It is quite evident that if an injury, no matter how trivial, causes death, it must be looked upon as an emergency. Therefore, practically all first aid is emergency. 403 406 Ttvcnty-sccond Congress--National Safety Council What do we require in equipment to meet such clangers? Asphyxia, drowning, overcome by gas, electric shock, require no equipment. For serious cuts with bleed ing and tourniquet provided or improvised, and antiseptic to apply to the surface of the wound and the surrounding skin, dressings, bandages, and splints For serious contusions or fractures we require splints, padding, bandages or tics. In the work done in this section of the country the problem of getting at the pa tient is sometimes a difficult and serious one; and the safe removal of the patient without further injury is also a grave problem. Wc must realize that all cases that arc serious from the start suffer great shock and the extant of that shock may modify the method of treatment very decidedly. In the case of a man falling, strik ing on a ledge, with .several ribs broken and a compound fracture of the thigh, if a rope is tied around his chest and l*c is lowered to the ground a considerable distance below, he is quite likely to succumb to added shock. If the weather is warm and the man can !>e reached, blankets, hot water bottles and splints used on the spot will be the thiug to do, while a means of removing him flat will lessen the primary shock. The same case under die same conditions m cold weather, if allowed to lie, would mean tliat the shock would be continued and if the man did nut die at the time, he would be very apt to develop pneumonia in a few days. From what I bate said, it is evident that the smallest company can provide the material that is required to handle these cases or pan improvise much of it. During the war the experience of the allies in splinting fractures up at the front with tlw Thomas splint saved huge numbers of limbs ami lives, and in the newly issued edition of the American Red Cross text hock the directions for applying these splints are given in detail. Any company can get these splints at a comparatively srrtall outlay from the instrument maker, the local hospital or their physician. Who is to do the lumdHng of these cates? This brings in the question of the status of the medical man. First aid was brougirt out by the medical man. The scope ami the limitations and the text books were written by him. It does not seem good sense, if the company lus a medical man to wlvom these cases go after having first aid, that he should be Ignored in the jwmiary handling of those cases. Tite interests of the patient, of the safety man, of the employer, are all definitely tied up in this, and the Red Cross or the Bureau of Mines or the Safety Council text books on first aid and its organization make it evident that there ought to be the closest cooperation between the four. Any man who has had to do with first aid, who has seen the work id a number of companies, realizes that first aid should be done by men who have been carefully trained. If he has any doubt about it let him decide at once wltether he would rather have his owrt broken log fixed up by somebody who knew' uothmg about it or by a man who had been trained. The training should be given according to the standards of the Bureau of Mines or the American Red Cross. * These set a definite minimum standard of teaching, which i>as already justified its existence by, first of all, cutting down accidents when ever it has been properly installed; second, by making men lake care where before they were careless, when tlicy understand wliat happens to their bodies atxl the risks involved": third, by changing their conception of bravery and of common sense. I can think of nothing that would add to the success of installing a course of first aid more than that the supervisors and executives shall become students of the first course and go up for their examinations. A number of years ago the American Telephone and Telegraph Company felt that it was important that every employee should be trained. To make the employees realize how important the executives Quarry Section 407 ictt it to be, the directors of lids great organization took the course iltcmjclvcs Wherever I have found the executives not enrolling to take the course, or who only drop in for a lew minutes occasionally so that the men felt that tlicy were being patronized, that is the best way to kill a course. Many men wltose jobs are more or less monotonous, whose lives have got to a point where the men can look clearly to the future and realize that they cannot ect much further ahead, men who have got good sense and a good brain, welcome this course because it gives them something new. They like to feel that they are taking it so that they can be of service to others. Many of these men and many of the younger men also become very enthusiastic and work many hours. If yc-u bring the competitive side into it, you immediately add another element which brings in a good feeling betucen the wen of the company that is very fine. After giving the competitions, many companies feel that a small number of trained men is all that is required. Fottunately there is not much hi our average daily life to keep a man up to scratch in first aid, and tlierefore, it has constantly to be repeated; unless it is, the enthusiasm, the gem] feelings, die out. How can one keep that alive? First of all, it is not necessary to go to great expense hi having com petitions. Secondly, tltc men so trained slxmld be encouraged to tie themselves up with the community projects and volunteer their services to the American Red Cross for groups like the Bey Scoots, GirU Scouts. Catholic Youth, etc. A town m Missouri last year had one plant that had eleven of their men, now all accredited first aid instructors, coaching eleven teams for the Boy Scouts. The Chicago Chapter of the Red Cross ha* develogred this idea through trophies being given to groups of towns so that the standard* of the Chicago competitions arc vetting the standards for a population of between ten and twelve millions. The men who have been doing ihl* work arc more active and alive titan they were eight or ten years ago. Many of them, in spite of the depression, are distinctly better off than they were,. All of them arc more mentally alert, handle responsi bility better. Tliey have learned to handle youngsters wkli a gentle hand, because young people will not attend first aid classes if they are bored. They try to be in teresting: and alert and they are of more value to tlietr employers. It will be seen from these remarks that so far as emergency first aid is con cerned the training of the teadwrr is the most important thing of all; secondly, that this teaching shall go as widely through the rank and file of llw employees as possible. Tliat wherever the medical dciartment does not oversee this work, die safety depart ment should not only grab ft ami malm it its own, but should bring the medical man lu so that all are Fed up, and it is backed in every possible way. Equipment is the least important thing. Report of the Nominating Committee The chairman then called foe the Report of the Nominating Committee, ami officers ior Use section during the corning year were elected as follows; Gcnesal Chairmen--Otho M Graves, The General Crushed Stoue Co., Easton, Pa. Vice-Chairwan--William H. Baker, J. E, Baker Co., York, Pa. Secretary and News Letter Editor--V. P. Ahearn, National Sand and Gravel As sociation. Washington, D. C. Poster Committee Chairman--II. F. Toiler The General Crushed Slone Co., Easton, Pa. Publicity Committee Chairmen--J. R. Boyd, National Cruslwd Stone Association, Washington, D C- 408 Twenty-second Congress--National Safety Council !) tatistics Committee Chairman---W. W.. Adam.*, United States Bureau of Mines, Washington, D. C. Members at Large-- Norman G. Hough, The National Lime Association, Washington, D. C. H. V. Owens. Eastern Rock Products, Inc., Utica, N. Y. John Prtncc, Stewart Sand and Material Co., Kausas City, Mo. A. L. Wotllien, The Connecticut Quarries Co., Lie., New Haven, Conn. Mental Hazards By CLAUDE L. BAYLOR Safety Engineer, Louisville Cement Company, Speed, Indiana The speaker said in parti You cannot help anyone in any better way than by helping him to help himself. This means that you most get hold of tlie dynamic qualities that arc in him--that ore natural to him, that belong to him, that are a jart of his oritfioaMife--or that have hern built up by hU training. Nearly all accidents happen when men are worried or when their minds are wonder ing. Accidents will happen when men are nervously tense. When a mau is happy lie is relaxed. A workman may be preoccupied,.he may lie thinking about his best girl; but he is fairly safe if lie is relaxed. Few accidents liappen when a man 3s thinking about his best girl, unless, of course, he ** afraid she is going to throw him over. Then he is tense. There are many aspects to the psychological causes of accidents. The ones Ibal I consider most outstanding and interesting are: (1) stupidity; (2) lack of attention (or inattention); (3) irritation; (4) worry; (S) interest; and (C<) physical condition. What I mean by stupidity is the entire lack of forethought of accidents, a man starting out to do a job or perform a task without considering just how much danger there might be in this particular thing and ttie way He is going to do k. This might be called lack of foresight and a great many accidents would be eliminated if only wc had the power of using more hindsight along with tmr foresight. Going about work blindly, blundering through a task. I would like to offer a word of caution, however. Do mk mistake bullheadedness for stupidity. Inattention is another great faslmic of Uc human *mml. laid* of aliention causes many accidents Tina has also been called wool-gathering, "Sloppy mental reac tions result in sloppy habits." Men with slow mental reactions and physical reac tion on jobs that require alertness ami quick coordination arc misfits and out of place and their accident records will tell you so. The same is true of the meu of nervous, quick action or jumpy employees working where cool thought and regu larity are required. This failing is both Inherited and acquired. The third mental hazard Is irritation. In it arc found many causes of accidents. Among the causes o! irritation which I might suggest are poor light and poor eye sight. Noise is IrriiatiriK to notne people. I'or Instance, tlwrc may be wmc men In \our quarry who arc unable to settle down to the regular routine work for some lime after they have listened to a l>eavy blast or shot. Next comes that grim spertor, worry. Here is a mental cause that fairly cats out the heart of a man. A mental hazard which may cause almost anything to happen is this Attitude of mind- It can cause a worker to become tmobserviug, careless, and Quarry Section 409 inattentive; unable u use even the ability which he lias. He will put lus feel or Ins hands where he shouldn't, in short, he hardly knows what he is doing- This may be due to his personal worries at home or from some other cause, perhaps created by an inefficient foreman or keyman. It may be his dislike for his job; lw may Ik dissatisfied with his wages or his working hours; but usually I have found that it is some real domestic worry. Let us come to grips with our own shortcomings ami weaknesses. It is astonish ing bow few of us are willing to do this. Wc have heard so much about the destructiveness of unsound (or unhealthy) self examination. Wc have it so im pressed upon us that a man must believe in himself if be hopes to make oilier* bclicvo in him, that we deliberately avoid self-analysis and cultivate an illusion oi self perfection. We sometimes find the characteristic habit in workmen of self-pily. How inanv of us are guilty of it? Is there another man anywhere who has to work so hard awl for such a small sum or for such an inconsiderate firm? Is tliere anyone who 1ms to put up with such exasperating fellow workmen? The effect of such a state of mind is to create an inner tension, a sense of maladjustment, which makes happy and effective living impossible. The greatest wisdom is to have learned lo think; a clear unburdened mind free of mental strife will bring forth the results that make for a perfect organization. Study yor men, understand than and remember that many who have contempt for the follies of others have only excuses for their own. There are but few men m this world who do not rare to take someone into their confidence. Why not let lid* confident lie you? It will serve the two-fold purpose of helping liiin and yctf at the same time. Watrh for particularly sullen nven in your organization, keeping in mind that live most miserable people in the world arc those who me too busy to be happy, and some people are so occupied in revenging past injuries that they are wholly unpre pared for the new ones. Lack of interest in a workman is reflected not only in our accident prevention work but m our production. One of the greatest problems the school teacher of today has is liow to interest the pupil. How to make his work more attractive, how to make it more enjoyable. Tl>c same problem applies in industry, am! to interest men simply means to engage their attention, to excite, to create any advantage for them, to first make them a skilled part of the job which they arc doing, lo make tlw job attractive to then*. It is interesting to watch a workman and see just How thoroughly and efficiently be will produce a jnh after you have made him under stand that you are depending on him, that you have confidence in his ability to handle this particular job. It is not fair to expect efficient high quality work- from one in whom you have Instilled an element of doubt. Take the Reyman into your confidence and they in turn will carry this confidence on down the line into even the lowly pick-and shovel man and if he is shown the thing you want done, how tt is to be done and understands that you know that lie u, tlte man that can produce this job, he will do it. Last, but not least, let us consider physical condition of the workman. In select- ing our workmen we should look for certain necessary qualifications. Wc should have certain specifications to which he must measure up. in order that he may fit Into our organisation properly. He sliould be physically fit and qualified to handle the particular job on which wc wish lo use him and not to he just another semisatisfactory element in our organisation. The physical examination in industry can he looked upon in two ways: (1) as a necessary qualification for employment; and 410 Twenty-second Congress--National Safety Council (2) as an interest shown In the workman, to make hie physical handicaps known to him in order that he may take steps to correct them and qualify as a mentally ami physically fit workman and, therefore, prolong his own life. I would also surest the following, along with a rigorous physical examination covering the usual field: 1. A test of general intelligence--not "book learning" but such characteristics as memory, attention, adaptability to unusual situations, reason (common sense) and perseverance. 2. A test of emotional stability, meaning the ability of the person to perform cer tain simple tasks as previously directed, despite the distraction of other things. 3. Minor tats for muscular fatigue, reaction time, judgment of space and motion. 6^tcr Safety in Quarry Operations By THOMAS J. QUIGLEY Chief, Mines and Quarries, Bureau of Inspection, Department of Labor and Industry, Harrisburg, Pa. The speaker said in part: In order to put safety across and get 100 per cent re sults it is necessary to sell safety to every employee on the payroll. Every man is a salesman, but some fellows luve better success in selling than others. Salesman ship is simply finding a fellow who does not agree with you and sticking to him until you change hts mind. Do not try to change hk mind by using language Uiat he does not understand, talk plain shop talk, point out to him different things lie or someone m his gang has done in a unsafe way or in violation of safety rules or state law, which resulted m an accident or loss of property. Do not try to do all the talking, give tlic roan you are trying to sdl safety to a chance to do some of thr talking. Give him a chance to answer your questions and ask others. In the years I have followed accident prevention work, I have always cujoyed hearing the other fellow's side. Many times he has said things that irritated me. but I have always tried to avoid offending him. When selling safety I have always tried to convince the person to whom I was selling it. first, that I was absolutely honest m what I was telling him; second, that I was sincere in the cause of safety; third, tlwt if he would try the plans I suggested, I would guarantee him increased production, reduced cost of production ai>d greater efficiency from Ins men. Once you have established confidence, your battle is woo. One good sale will bring cm many others. Find a real tough job, and by that I mean, find a company with a Urge payroll and a bad accident record, find the man who digs down into hi bard; roll to pay the accident costs. If you sell him, you have a real safety booster aiK| he will get you some real prospects. Make jm impression that lasts for years. I would like to call your attention here to several remarkable safely records broken by what is known as "nan failure.* No* k This plant had operated 1,104 days without owe lost-time accident. The plant electrician, also a member of live Safety Committee, in violation of the safety rules, attempted to make repairs while the conveyor was in operation. His leg was crushed, necessitating amputation at tire knee. Three days later he tossed away. In his possession at live time of the accident was a safety lock and key furnished by the company, and lie bad been fully instructed to stop the machinery and lock it before making repairs, which orders he had always previously obeyed. Quarry Section 411 No. 3 This company had a wonderful safety record. They had won the safely trophy in their home state, also had been awarded the Joseph A. Holmes safety trophy by the United States Bureau of Mines. A fatal accident ruined this safety record. The investigation allowed live deceased was working hi violation of the safety rules and tiie superintendent admitted that he personally dkl not require the use of safety belts and safety lines because, in his opinion, it wa* ;>oi necessary. Here is a case where the superintendent personally decided tliat lc knew more about safety than all the officials of the state am) his own company, and it was necessary to take a human life to prove to him that he knew nothing about safety. WEDNESDAY MORNING SESSION October 4, 1933 C&i The Individual's Responsibility for Safety By R. C. SALISBURY Safety Engineer, Hardware Mutual Casualty Company, Stevens Point, Wla. The speaker said m part: Apparently, it is difficult for workers to believe that a minor accident is a potentially serious injury--a "miss is as good as a wile"* to many of them. In surveying many types of risks throughout Wisconsin, Minnesota, and Illinois, and coming into contact with numerous types of foremen, it is surprising to dis cover their otter feck of tmdei standing of the real principles of effective accident prevention work. They neither anticipate not look for unsafe practices. True, they do advise employees after an accident lias happened, but in many cases investigation liaa shown they do not, at least sjslcntoticallv and frequently enough, varn ihc employees before the accident has happened. Anil who. gentlemen, is responsible for this? My thought is that if supervisors do not know the actual and probable causes of accidents, o* are not familiar with printed and publislted safety codes governing the industry in which they work, then the individual responsibility for safety nay justifiably be shifted to that of die employer, or upop the shoulders of the safety engineer, fee the failure to properly instruct the supervisory force. With such knowl edge, a foreman cannot intelligently merge *aiety with production; disctplmaiy ac tion is haphazard and subject to personal prejudices, ami workers arc blamed for "carelessness." Until the foremen are trained and have passed on all of the knowledge acquired from such training to the workers, we cannot, with fairness, bold the individual worker responsible. I a*u fully aware that there are many instances of "failure on the part of the employees to obey instructions", but I repeat that there arc just as Many instances where tlie instructions were never given or that they were faulty and frequently misunderstood. T1e general orders on quarries and pita for the State of Wisconsin, revised and published effective January 4, 1930, and your own Safe Practice Pamphlets of the National Safety Council, contain Information that every foreman should have. A study of these pamphlets will do much for your industry. The responsibility of teaching right methods is yours. Until this is done, the individual's--either foremen or operator*--responsibility ought not to be taken too seriously. 412 Twenty-second Congress--National Safety Council Safe Practices in the Silica Industry By WAYNE B. GYQEK Superintendent, Ottawa. Silica Company, Ottawa, III. The 5-jKjktrr saul in part: The silica industry is singular in many of us charac teristics as compared to ether mining or quarrying operations, but ts not unlike its sister industry in relation to potential accidents. The mining and refining of silica require an exacting yet fairly rough class of work. Removal of .the overburden is usually accomplished by means of power shovels and trucks, or dump cars. The overburden contains rocks and boulders which often fall from a well loaded shovel, and for this reason Use truck drivers are required to leave their trucks and stand at a safe distance until the loading is completed. On account of this measure no cmjdoyec has ever suffered an injury from this source. Tl>e writer las no knowledge or a dynamite accident having ever occurred amongst the washed and dried sand operators in this district. There axe several reasons for this, but chiefly because none except well trained workmen are allowed to handle any explosives. TIjcsc men are all {mid a good wage, and as a consequence there is practically no turnover in tills class of help, assuring tlic management of highly exjNrricncctJ men.. Strict cooperation is given thq blasters by other mining depart mems. erasing the possibility of persons, other than blasters, being injured by explosives. No tools arc used around exirfosives which have any metal abc-ut them. Wooden mallets and wooden wedges are used for opening dynamite boxes. Pundics made of wood are supplied fix cap insertion into the dynamite sticks. Tl shooting; of dobies is accomplished by placing a single stick of dynamite on any chunk loo large Ui handle in the usual manner. These chunks, if Inmdted b> laud, would cause many injuries to the hoods and also result in injurious lifting. The number of dobies shot at one time is limited to twelve. This number requires a theoretically safe time for lighting. There is no nervousness on the part of the lighter, and therefore, less danger of late or Inst shots. Blasters are instructed to use mut e than sufficient luxe to guarantee ample time to walk clear of the blasts. When electric detonators are used, the lead wires arc of a liberal length. There Is no stinting of supplies given tlic man to assure safe practice. The housekeeping inside and around the yards of most silica plants is especially This maintain* a safe condition m wtauy respects. Rigid compliance with the State Factory Inspectors' recommendations is observed without question. In some of tire plants a safety organization among the men has proved to he beneficial tmviird finding possible dangers through discussion of the subject A first aid outfit is maintained at all plants, but Few cases are treated in this way. It 1ms proved a better practice to liave a physician treat even small cuts and scratches. One plant boasts of a 100 per cent record against infection over a period of more than 25 years, ami gives ilie above reason for this enviable record. Posters issued by tlic National Safety Council arc displayed at strategic points in the jdant. The comments of employees relative to these posters prove them to lie psychologically reactive. A periodical physical examination is made of each man and a record of this ex animation is kept on file. This record is used by the plant superintendent for the purpose of selecting the class of work for which each man Is physically Ijest suited. There is no limit to the value of these examinations. ADJOURNMENT. TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Refrigeration Section Officers 1932-33 General Chairman--L W. Dawlry, Southern United Ice Co.,, Jackson, Mb*. Vicc-CfttsirMtun--T. A. Auaais, Union Terminal Cold Storage Co., New York City Vice-Chairman--Carl C- Clements, National Dairy Products Corj*., New York City. . Secretary ami AVfas Letter Eduoi--EmvApii H. Xfo.v, National Association of Prac tical Refrigerating Engineers, Chicago. Ojarrsf-iM Membership Cosnmiuce-'A. J- Amtnsrfkit-Tit, Middle West Utilities* C-> , Chicago. Chairman Statistics Committee--Heshak Ilri.LKKhAC!i, American Icc Co, care of Knickerbocker Ice Co, New York City. Chairmen Bntfinecr'mg Committee-'-Emersox A. Bka.xut, Nntfon.d Aocr.dihu of Ice Industries, Chicago. Members at Large-- A. 11. Back. Carbondalc Machine Co , Caibondale. Pa. Giomoc. B. BrwuiT, George B. Bright Co., Detroit. G. H. GtxG"j<. The City Icc and Fuel Co, Cleveland. H. F. HiascttrtEui, Wisconsin Ice & Coal Co., Milwaukee. Wis 15. G. Hitt, American Associated SCnlsal Insurance Cos., Atlanta. H L. Ltxcocx, The Union Ice Co., San Francisco. B. B. McCulloch, Bureau of Safety, Chicago. Joirv W. Nrrr, Suburban icc & Fuel Co, LaGiaugc, 111. W. M. Q'KEtre. American Warehousemen's Assn.*, Chicago. Gawjnex Poole, American Institute of Refrigeration, Boston. H. L. Trask, United States Cold Storage Co., Kansas City, Mo, Vixcekt WAKtriLLu. Bar Rusto Corp.. Kansas City, Mo, Col. P. A. Weatuejuuso, Southwestern Ice Manufacturers* Assn., Himtun, Tex. /fM -WEDNESDAY MORNING SESSION ' October 4, 1933 The first session of the Refrigeration Section was called to order by R. L. Forney, representing the National Safety Council, who welcomed the defaflateg and intro duced General Chairman 1. W. Dawiey, Soutiiem United Icc Company, Jackson. Miss, who prcskkd. OmtYman Dawiey presented a brief resume of the sectional 413 414 Tivenly-secojtd Congress--National Safety Council activities during the past year, outlining the work of the standing committees and commending Uc work of each committee chairman. He then introduced the first speaker. Safe Operation and Maintenance of Pressure Lines and .... , , , Vessels By A. L. BLATTI >=! a-T sC. Railways Ice Company, Chicago The speaker said in part: Wliat arc some of the know'll hazards that stalk every refrigerating plant and how can tlicy he coped with and prevented from taking their usual annual toll? Normally, a pipe line is a harmless, inactive piece oi apparatus and if properly selected, installed, tested, operated and maintained, will go on doing its work for years and nothing unusual liappens. However, should any of tlic foregoing he neg lected, several things can huppeu, such as rupturing of pipe due to picssure in excess of that for which it was designed; troublesome leaks at flanges or fittings; small leaks resulting m loss of refrigerant and costly shutdown*, liquid trapping in lotv points, coming over to compressor in quantities greater duut capacity of compressor; pipe failures due to Strain; lack of proper supports; crvutaUizaiicm; expansion; lack of safety valves, and that arch enemy of all metals, corrosion. Selection of tnulcrivl: Careful consideration should be given to the liquid or chem ical to be used. In the selection of pipe fittings, be sure tJiat they are of sufficient size and strength to withstand the pressure to be imposed. They sluutld be of the proper alio}- and of sufficient sue to obtain low velocities. Pipe lines of considerable length and subject to extreme temperature cltangcs should be provided with expansion joints or loops. All gaskets should be of material that wilt not he attacked by contents of the pipe or container; lead gaskets arc not recommended. Horizontal pipe lines should always lie constructed to prop erly drain at all times. See that they are properly braced, free from undue strain and in proper alignment. Piping should lie so arranged that the refrigerant from any pipe lines, vessels or section of containers can lie withdrawn and stored! in other parts of the piping system, or discharged to the sewer in the event of a severe fire. Testing: The testing of refrigerating systems is an important procedure and care ful supervision is warranted whether the equipment is new or old. In the City of Chicago the pressure tests adopted for certain refrigerants are as follows (giving first tlic high pressure side and second the low pressure side) : Carbon Dioxide, 1,500 pound* high pressure side, and 750 pounds, low picssure side; Kth.me. 1.100 pounds and 550 pounds; Ammonia, 300 poimds and 150 pounds; Propane. 250 pounds and 125 pounds; Methyl Chloride, 175 pounds and 125 pounds: Sulphur Dioxide, 135 pounds and 100 pounds: Isolnitane. 135 pounds and 100 pounds; Butane: 100 pounds and 50 iioumls; Ethyl Chloride, 100 pounds and 50 pounds; Dichlorumethanc. 15 pounds and 15 pound*; Trichloroethylene, 15 pounds and 15 pounds; Dtehloroethylcne, 15 pounds and 15 (K>unite. If air is used as the pressure element, care should lie exercised to maintain a moderate temperature, since high air temperatures ami pressures, when exposed to other gases such as is present in some oils, may result in internal explosions cn- Refrigeratiou Section 415 dangcring life and property. A refrigerating system free frym leaks under above pressures is not likely to cause trouble. Shell coulahtcrs attd pressure vessels: Pressure vessels represent a potential liazard that justifies careful consideration. Tlicrc liave been a number of disasters in the past resulting from vessel failures that can be traced to carelessness or neglect in one form or another. Such failures can be prevented, for obviously failure is due to greater internal pressure being exerted than the ability of the shell to withstand. There arc many causes that can influence excess pressure. I,et us consider, for example, a shell and tube brine cooler using anhydrous ammonia. Let us assume that the cooler has been properly fabricated and is in every way suitable for the serv ice required of it. It is put into operation ami performs satisfactorily. It is later deckled to discontinue its use, the ammonia is pumped out and the \ahcs dosed; the exitansioci valve leaks and ammonia is accumulated in the shell. The maintenance engineer decides to give the cooler a thorough cleaning; he removes the brine, takes off the beads and proceeds to wash it out with warm water, or the temperature of the brute may be raised for the purpose of defrosting coils. Heat applied in any man ner might easily result in sufficient pressure to rupture the shell; therefore, it is recommended that each pressure vessel containing expansive liquid or gases, lie pro vided with an approved type of relief valve tested and set to open at not to exceed 90 per cent of the tested pressure of the vessel, it should lie close to tlic vessel with no shut-off valves between, ami the discharge from the relief valve should be piped to the outside of the building or to a low pressure point iu the refrigerating system. There arc other conditions that arc conducive to vessel failures, such as erosion, corrosion, chemical action and electrolytic action. Because a piece of equipment lias performed safely and satisfactorily for a period of years is not an indication that it will continue to do so. All equipment should be inspected periodically. Wall struc tures may be so weakened as to cause failure under normal pressure. There arc a number of comitanies who will insure pressure vessels and piping systems at a very nominal rate. Stick insurance also entitled the insured to a thorough inspection twice each year and in the opinion of the writer it is an excellent investment. A general inspection of all equipment should be made periodically and a perma nent record kept. Any condition constituting hazard or material weakness should at once be corrected Yet in the final analysis, safety rests with the personnel. A plant or system may be equipped with all manner of safety, devices but if common sense and good judgment are not exercised by responsible parties, serious trouble may re sult. I have found on inspection that safety valves were plugged, fuses bridged over, relays blocked, pressure gauges not functioning, etc. Tt should be remembered that safety, good housekeeping, and economy arc very closely allied and where one is in vogue the other two are given consideration. Too often, however, we find plants where all three are neglected. Report of the Nominating Committee The report of the Nominating Committee was then presented by B. B. McCulloch, Bureau of Safety, Chicago, and new officers for the section were elected as follows: General Cheinnau--L. W. Dawlcy, Southern United Ice Co., Jackson, Miss. Vice-Chairmen--T. A. Adams, Union Terminal Cold Storage Co., New York, N. Y.: Carl C Clements, National Dairy Products Cotp., New York, N. Y.; W. S. Wilcox, E. B. Higley & Co., Mason City, Iowa. 416 Twenty-second Congress--Notional Safety Council Secretary--Edward H. Fox, National Association of Practical Refrigerating Engi neers, Chicago, lit. News Letter Editor--W. O. Ham, Soudiern Ice & Utilities Co., Dallas, Texas. JSspturcrui# Comuiitlcc C/imnnim--Enierson A. Brandt, National Association ol Ice Industries, Chicago, III. Membership Committee Chairman--Col. P. A. Wcatherred. Southwestern Ice Man ufacturers* Association, Houston, Texas. Pasicr Committee ChflinuttH--B. C. Skeen, City Icc Company of Kansas City. Kansas City, Mo. Publicity ComtmUce Chairman--O- J. Willoughby, Refrigeration Publishing Co-, Atlanta, Ga. Statistics Committee Chairman--Herman Hillenbach, American Ice Company, c/o Knickerbocker Ice Company, New York, N. Y. Afembers at Large-- A. 3- Authcnrieth, Middle West Utilities Co., Chicago, IU. A. H. Baer, Carbondale Machine Co., Carbondale, Pa. George B. Bright, George B. Bright Co., Detroit, Mich G- H. Gcnger, The City Ice & Fuel Co., Cleveland, Ohio. J. Albert Greene, Geyser Icc Co., Waco, Texas. H. F. Hirsdiheid, Wisconsin Ice 8: Coal Co.* Milwaukee, Wis. E. G- Hitt. American Associated Mutual Insurance Co., Atlanta, Ga. II. L. Lincoln, The Union Ice Co., San Francisco, Calif. L. T- McArthur, Peoria Service Co., Peoria, III. B. B. McCulloch, Bureau of Safety, Chicago, III. J. F. Nickerson, American Institute of Refrigeration, Chicago, IU. W, M. QKecfe, American Warehousemen's Association, Chicago, III. Gardner Poole, American Institute of Refrigeration, Boston, Mass. H. J-. Trask, United States Cold Storage Co., Kansas City, Mo. Safety in the Wholesale Delivery of Ice (t^Ly By j MOUDRY J(y *1 Superintendent, California Ice & Coal Co., Chicago The speaker satd in part: In the olden days we carried a plank 14 to 18 feet long, with two "T" rails in the center to guide the icc into simps across the sidewalk. This, of course, obstructed the. free use of the sidewalk to tlte public and the public, im patient as usual, ratlicr than wait until the plank was lifted out of the way, would attempt to step over it. the result being that women, handicapped by their long skirls in those days, sometimes fell and were injured, resulting in a law suit. The ice was also a magnet to children, who would stand around tlte plank and sometimes be injured when the ice cake fell off. Then tlicrc was the old fashioned hook in the ceiling to which would be attached a block and tackle with hoisting tongs, and this was quite a factor in the accident record. When a cake of ice fell from a height, whether live accident was caused by the tongs slipping or by the cake splitting, this usually spelled disaster and death sometimes resulted We have now substituted for these methods the carrying of all ice on the shoulders of the men from a wagon up a pair of stairs especially built which are strong enough to stand a good-sized man and a cake of icc weighing 200 pounds. In our store- Refrigcralion Section 417 rooms we insist on the n>en wearing a special shoe with a safety toe, able to with stand a pressure of 400 pounds witlumt injury to the foot, but ue do not demand it in our wholesale delivery. Tlicrc is also quite an clement of danger when kc is e<lgcd in trucks and a sharp jerk of the truck may cause it lo fall, sometimes several tiers being precipitated into the street. We instruct our men tn wedge ice at the side with a 2x4 cut on a slant. This not only keeps it in place, but also keeps it from breaking. There is another practice which has caused severe injury, especially to the public, and many costly law suits. This is the leaving ot pieces of ice on tlte sidewalk just big enough for anyone to step on and fall. I cannot impress too strongly upon our fellour icemen the necessity of correcting this evil. The motorizing of all delivery equipment and also equipping the trucks with pneumatic tires in our city, leaves us with tlte same problem that confronts liiose in other lines. That is the speed at which they travel and the ever increasing acci dent record, which in spite ot what we have done to promote safety, still forges ahead in increasing number of accidents. . .. Safety in the Retail Delivery of Ice (Vs <_ (y'jf'Y By i.. t. McArthur L' . PeorU Service Company, Peoria, 111. The speaker said in part: The first factor of safety is met at the garage in the morning in the examination of ail tools and equipment. Tong* must be examined for sharpness. Do not allow a man to use tongs with broken or blunt points. Next, see that every juan has a pick scabbard, and insist on h;s using it- This should be a very stringent rule as tlte carrying of a bare pick in the pocket is one of the most dangerous practices in our industry. Caution all men about driving through alleys with car under control, as children and adults uften walk or run out from between garages, or other buildings or gates, directly into the path of the truck. In driving on driveways or parkways where there is shrubbery, caution ol the same kiwi is imperative. Teach your men to watch the rear end of street cars and busses so that if anyone may be passing behind them, It will be possible to see their moving feet before they come into full view, and thus there will be time to apply the brakes. In the actual delivery ot kc in the homes, care must be taken in placing the ice In the refrigerator so that when the door Is opened none will fall out. Also do* not leave pieces, no matter how' small, on the floor. In one case of this kind the lady, stepping on a small particle of icc, fell to the floor and broke her leg. In another case where the delivery man cut ice on tire porch a child slipped on a small piece and fell down a flight of stairs, breaking au arm. In another accident, tlic driver had a bare pick in his pocket, and while putting ice in a refrigerator, a child passed behind him and Itad its face cut on the pick point. Another bad habit is practiced hy sonic drivers, that of loading the truck or wagon when not properly backed up to the platform. Insivt on every rig being backed up to the platform squarely so that if a foot slips you will have no broken legs or skinned shins because of this space for them lo slip into. This may seem to be a trivial hazard but serious* accidents have happened here. The same applied to pieces of ice on the platform Did you ever compare the price of a broom with the cost 418 Twenty-second Congress--National Safety Council and pain suffered through a fall on or off of a platform? I am convinced that it pays to be very strict in all of these cases. When I say strict* I do not mean the dis charge of a man, but a quiet, serious explanation of the hazards will almost always bring proper results. One of the most important things to remember is that children love ice and will hitch on tee rigs. Caution your men about leaving long fifties or seventy fives stand ing upright so they may fait over on the arms or hands of any child while hitching. Of course, they should not hitch, but children are not responsible. You are the one who will be held to blame, if not by law, then by your own conscience. I hope you have never had to suffer the memory of killing a child and that you never will, but you can never do too much safety work or spread the gospel of safety too wide. The avoidance of one serious accident, that may be traced to the accident prevention work you have done, will be a dividend payment equalled by nothing else you can receive for the same amount of effort. THURSDAY MORNING SESSION a. v 7 October 5. 1933 Safe Handling and Staring of Ice By f. w. BRAUN Manager, Safety Encinecrmg Department, Employer, Mutual Liability In&urancu Company, Wausau, Wis. The Speaker said in part: Accidents cannot be prevented until we know where and how they occur. Accidents do not happen. They are caused. Someone or something is usually responsible for an accident. A hammer or hand tool falling from a stcpladder and injuring a person below, does not cause an accident It causes an injury. The person who carelessly left such equipment on the stepladder is the real cause of such an accident. Management should take more intciot in actual causes so that a more intelligent program of accident prevention can be followed. A study of five year* of accident* under ice harvesting showed that 19 per cent were doc to falls; 20 per cent were doe to hand tools; and 30 per cent were due to handling. Statistics prepared by the National Safety Council show that the small operator had one death to each 38 disabling injuries, while the large operator had one Heath to each 100 disabling injuries. Small operators frequently neglect their equip ment and because of the size of their operations pay no attention to their equipment and personnel. Tliiv is a serious mistake. Regardless of the size of the operations, men and equipment should be m the best of condition. Slipping seems to be the chief cause of men being injured in falls. Floors should he free from small ke and be kept as dry as possible. Frequent sweeping costs little, yet aids materially in keeping the floor in the right condition. Slippery floors have been prevented by nailing half oval wood strips to the floor about one and one half inches apart. The men can brace themselves .firmly on this type of construction. It also keeps the Boor free from water as this runs m between the strips. Feet should be protected by safety shoes so that foot injuries can be prevented. In the nutter of hand tools, particular attention should be given to the maintenance. Refrigeration Section 419 Poor, dull tools are a hazard. The points should be kept slurp. There should be a definite place or a definite rack lor all tools. At tl*e end of the day the workman should see to it that these tools are in that rack and kept in their place until it be comes necessary to use them again. When tool* are kept in such a location it U easy for the maintenance man to inspect them and keep them In proper shape and condition. Men should not use tools to open chute doors or use them &5 chisels. It requires an educational program, of course, to regulate this but it can be done. The workmanship of tools is very important. Employer should got the best ami see that they are properly kept In condition, as previously stated. Ice lungs should never be carried over die shoulder, but closed in the hand. Ice picks should be sheathed. The handling of ke, of course, in storage and delivery is quite a problem. Push ing large chunks of ice with your foot is a had practice and sltould not be tolerated. The lifting and pulling of icc is a problem and should receive careful consideration from the management. It seems to me that pulling ice from the side is much better than a direct pull as accidents frequcutly occur when tongs slip. All gears, fric tions, sprockets on ice saws ami machinery should, of course, be completely enclosed. Men should be instructed in the lifting of ice. Stiff knees cause strained backs. Men should be taught to lift with their legs and shoulders so tliat these injuries can be prevented. Ice is a food. Employers dealing in this product should look upon it as such and keep the plant clean and tidy. Accident prevention does not require unusual genius, but the application of a little common sense at the right time will solve most of the difficulties in any industry. Safety in Cold Storage Operations By A. K. SHEPHARD Superintendent, Fulton Market Cold Storage Co., Chicago The speaker said in part; In the operation of a cold storage warehouse, only 5 to 10 per coit of the employees work on mechanically operated equipment, namely, elevators and engine room equipment. Thus 90 to 95 per cent working within a warehouse are using hand-operated and hand-controlled equipment. It is found that minor accidents occur most frequently in this-large proportion of the employees, and in coping with the safety problem it is most necessary to instruct the individual em ployee and to provide all safety devices necessary for the mechanical equipment. Some of the more common accidents will be outlined here. Plates leading from the car to the unloading platform slipping, and truckload of merchandise going down between the car and platform, endangering the employee, is not an unusual accident. This can be eliminated by proper instruction of the em ployee in securely placing the plates before starting to load or unload the car. Smashing toes under front wheels of a truck is also common with new employees. This U caused by placing the loot too close to the front wheels when turning a loaded truck. Forewarning the employee seems to be the only cure, although an in jured toe seems to be remembered longer. Sprained backs are often caused by lifting Wavy object*. There is a proper way of lifting and handling any heavy object without pulling undue strain on the back. Our practice is to place an experienced employee with each new one to teach him the proper method- 420 Twenty-second Conyress--National Safety Council Wounding the hands on nails, splinters, etc., in the handling of wooden boxes and barrels can be greatly overcome by having the employees wear gloves while working. Dropping objects on the feet, hitting the fingers with hammers, stumbling over ob jects, slipping on stairs, etc, seem to be time-worn accidents that only individual effort will eradicate. In the power plant there arc many possibilities of accidents because of high pres sures and moving machinery. The precautions that aic necessary in an ordinary plant are doubly necessary hi the plant using gases under high pressure. In taking care to prevent such accidents in our ammonia equipment, wc have provided all re ceivers, coolers, traps, tanks, machines, or any vessel containing ammonia at any time, with suitable safety valves on both high and low side of compressors having the relieved pressure piped to outside air. In case an accident sliould occur and the operator could not get near the machine, we have a safety trip valve operated by a long cable placed at the entrance to the engine room so the machine and pressure can be shut off on the suction line. We have relief valves on the low and high compressors and check valves in the discharge lines. In case of an emergency, ammonia helmets have been placed tn different places w ith extra canisters--one in the center of the engine room, one by each exit, and one outside die engine room within reach of any one coming from outside. Our electric motors arc equipped with under voltage and overload relays. In front of switch-boards are wooden platforms covered with rubber matting. AH high ten sion wires and buss-bars are screened in. All fly wheels and other movable parts are protected by screens and guards. Emery wheels are provided with safeguards and also goggles for the operators, complying with insurance and factory inspection rules. Good ventilators capable of rapid air change are necessary in tlie compressor room. More than one exit is necessary for quick getting away in case of emergency. Fire extinguishers of tetrachloride and carbon dioxide type sliould be installed in compressor rooms in an accessible place. These are non-electric conductor types and arc most suitable. Suitable tools should l>e accessible at all times for cmeigcticy repairs. Well-equipped first aid kits are very essential and employees should be taught the use of resuscitation methods used by the Red Cross or similar organizations. The Proper Use and Care of Respiratory Equipment in the Refrigeration Industry 'f'V-. )? , *7 -ut- By GEORGE KNOLL Chicago Manager, Mine Safety Appliances Company The speaker said in part: The past ten years have witnessed a considerable change in the refrigeration Industry. The development of mechanical refrigeration, air con ditioning of homes, theatre*, office and other buildings has greatly enlarged the field of refrigeration service. This is undoubtedly the beginning of an extension and de velopment program which will hi the not far distant future open up larger and mure extensive fields for the industry. Naturally, with the advent of these develoniueats, refrigerating gases other than Refrigeration Section 421 ammonia and those commonly used have been developed ami utilized. Generally, they are not poisonous in low concentrations, but arc irritating to the eyes, mem branes of the throat and respiratory organs, so that one has ample wanting of their presence. Such refrigerants as arc not in themselves easily detectable, either by odor or by other means, have warning agent* added, which ere eye, nose ami ?lm*u srri tants and in very low concentration*, three to five parts, per million, arc intolerable to breathe. When released in confined areas, tlw gases become concentrated and as a result present respiratory hazards against which protection must be provided. Carbon dioxide is used quite extensively us a cooling agent. However, a j>ersun can breathe up to three or four per cent in air with no effects other than a marked increase in the depth of breathing. At five per cent breathing is further increased, and ten per cent cannot he endured for more than a few minutes. It is not danger ous excepting in concentrations producing a deficiency of oxygen, which condition is rarely if ever encountered. As some of the gases within certain limits arc explosive, if it is necessary or de sirable to determine whetltcr or not au oxygen deficient atmosphere is present, it is generally recommended that tests be made with the miner's flame safety lamp, which will give positive indication of this condition by the flame becoming extinuu^hed. Various types of respiratory equipment have been used in the refrigeration indus try, but the type which has proved the most practical and universally satisfactory is the mask consisting of a facepiece, connecting tube, canister and canister harness. The canister is filled with diemicals for removing the gases and is the meet vital part of the mask. It is obvious that some chemicals have a greater cajxicity for absorbing specific gases than others. For this reason canisters arc manufactured for individual gases, such as ammonia or sulphur dioxide, and also for various combinations where more than one is likely to lie encountered. A standard of colors for canisters has been adopted, which in addition to their markings makes them easily distinguishable and assures the selection of the proper canister for the gas or gases against protection is desired. For example: for protection against acid gases such as sulphur dioxide, the canister is painted white; for ammonia a green canister is used; a canister for protection against all gases is furnished in red. Research is being continually conducted to develop new chemicals and improve those in use in order to give industry the maximum in safety and protection. Very rigid specifications have been set up for the manufacture of canisters and tire chemi cals used must equal or exceed tliesc specifications. They arc kept under very strict laboratory control. The life of the canister depends on the concentration of the gases to which it is subjected, the duration of exposure, and the manner in which it is stored when not in use. Tlte concentration of gas is usually an unknown quantity and as the chemicals used are absorbents, they finally become saturated with the gas, at which time the canister must be replaced by a new one. This condition is readily detected by some of the fumes coming through. It usually requires about ten minutes from the time tlie first trace of gas is detected before the chemicals break down completely, which provides ample time for the wearer to leave the gaseous area to replace the canister. The selection of masks should receive very careful consideration. Only aoch masks as have proved their efficiency and meet the approval of recognized authorities should be considered. In the United States we look to the U. S. Bureau of Mines as being our highest authority on matters relating to respiratory equipment. The Bureau has the proper research and testing facilities to pass upon the safety, effi- 422 Twenty-second Congress--National Safety Council ciency and practicability of apparatus, and masks submitted for approval must meet very rigid schedules. The Bureau's approval seal on gas masks is assurance that the equipment has met their requirements and offers the safeguard to the purcliascr that he is getting the best and safest equipment available. All plants, apartment buildings, hotels or wherever refrigeration equipment is used slxjuld be equipped with an adequate number of masks to meet aay emergency. The number is dependent upon the number of men to be exposed in the repair of the equip ment, The masks should be located in some readily accessible place outside of the room in which there is a possibility of the escape of gas. In service work all men who are exposed to gases should be provided with Masks. The occasion requiring the use of masks is usually we of emergency, and unless handled promptly and efficiently, may mean considerable loss in refrigerant and pos sible damage to life and property. The equipment is of ix> value whatsoever unless it is maintained in first class condition, and the men are thoroughly familiar with its use. The masks should be inspected periodically, at least once a month, to see that rubber parts have not deteriorated, and that all connections are tight. The canister should be replaced once a year whether or not the mask has been used. Quite often masks are used at such infrequent intervals that the men do not get sufficient experi ence in their use to make them proficient. The masks arc so simple that intensive training Is not necessary; however too much emphasis cannot be placed on the im portance of adequate training to thoroughly familiarize the men with the proper ad justment of the mask, testing for tightness, inspection and care. It would be time well spent if the engineer or employee who might be called upon to use a mask would, about once a month, put it on and wear it while performing some work, in order to become accustomed to the feel of the mask. This would build up his knowledge of the equipment and confidence, so that when called upon in case of emergency he would perform his work without hesitancy and with absolute safety. Refrigeration gases and equipment are involved m a great many fires, in which gases, fumes and smoke produced from combustion are present also. An all-service gas mask which provides protection against all gases, smoke and fumes, including carbon monoxide, is used in a great many plants where masks are desired for title range of protection* In connection with respiratory protection it is appropriate to mention the subject of resuscitation, as occasionally an accident occurs where it is necessary to employ resuscitaiivc measures. Employees should be trained in the adrainUlralkxi of ar tificial respiration and first aid measures so that in case of necessity, proper treat ment can be given. ADJOURNMENT. TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL O Rubber Section Officers 1932-33 General Chairman--Chaiu.f_s F. Smith, U. S. Rubber Reclaiming Co. Inc., Buffalo, N. Y- yice-CUairmau in Charge of Program--H. W. Low, Miller Rubber Products Go., Inc., Akron, O. Secretary--R. A. Bullock, Corduroy Rubber Co., Grand Rapids. Mkli. News Letter Editor--B. F, GxFtpmtmE, The Goodyear Tire & Rubber Co.. Akron, OCftairvsan Membership Committee--E. W. Beck. United States Rubber Co., New York CityChairman Publicity Ccmmittrc--\V. L. Schneidek, The B. F. Goodrich Co.. Akron, Ohio. Chairman Statistics Committee--R. W. Morse, The Firestone Tire and Rubber Co.. Akrou, O. Chairman. Engineering Committee--James Q. Lee,. India Tire and Rubber Co., Akron, O. Chairman Health Committee--Dr. j. Neuto.v SurkLuv, Hood Rubber Co., Water- town, Mass. Chairman Slides and Safety Kinks Committee--A- M. Dietz, Pennsylvania Rubber Co., Jeanette, Pa. Chairman Poster Committee--Rolaxb Kasteix, United States Rubber Co., Passaic. N. J. Members at Large-- J- T. Kidkev, The Goodyear Tire and Rubber Co:, Akron, 0. M. A. Quirk. United Stales Rubber Co., Detroit. TUESDAY MORNING SESSION October 3, 1933 The first meeting of the Rubber Section was called to order by Franklin M, Kreml, Evanston Safety Council, Evanston, Illinois, who, as a representative of the Executive Committee of the National Safety Council, welcomed the delegates and introduced General Chairman Charles F. Smith, U- S. Rubber Reclaiming Company. Inc, Buffalo, New York, who presided. In Mrqyie^g-the.yMz!&ju^iyilies," the general chairman sketched the two meetings of the Executive Committee of the sectkin, held respectively at Akron, Ohio, and 423 424- I'wculy secviiti Congress-National Safety Council New York City, and then complimented various sectional chairmen oi committees on their work. He said that ll>c depressed state of business conditions m general affected the activities of the Section. Fortunately, however, the News-Letter editor, B. F. Gerpheide, Goodyear Tire & Rubber Company, Akron, Ohio, was not so affected, and he gave the section an excellent News-Letter throughout the year. The excel lent work of the Program Committee was also notable. Likewise, the work of the Slides and Safely Kinks Committee, and of the Statistics Committee. Dr. J. Newton Shirley, Hood Rubber Company, Watertown, Massachusetts, Chairman ot the Health Committee, lias warned the Section members to be on the lookout for accidents resulting from malnutrition of workers. - The Membership Committee has not obtained any new members, but has dissuaded several ir.embers from dropping out. "We arc disappointed/* said the General Chairman, "in not being able to present the Section with a Safe Practices Pamphlet, but hope that the data which lias been selected toward a pamphlet on the subject "Vulcanizers" will permit the new chairman of the Engineering Committee to complete the work early in liis term of office." Is the Rubber Industry Making Progress in Accident Prevention- By K. W. MORSE Director of the Workman4* Compensation Department, Firestone Rubber Co., Akron, Ohio The speaker said in part: The figures compiled through the co-operation of various rubber manufacturers indicate lhat frequency rates have been reduced substantially since 192(5. They reflect the effort and sincerity will* which the industry has worked for the physical welfare of its workers. Taking 1926 as a base year, wc obtain the following index numbers, which show the degree lo which accidents have been reduced: Use index numbers m 192? was 89J: 1928. 75.1: 1929. 60.5: 1930. 40.8: 1931, 36.7; ami 1932, 34.2. So in the short tpan of six years, the decline has been 65.8 per cent. Viewing the frequency picture alone, however, does not disclose the truth about sc* why rates. Again taking 1926 for a base year, the severity rate index numbers arc as follows: In 1927. tlc index was 61.2; In 1928. it increased to 69.9; in 1929, it rose to 79.6; In 1930. it dropped to 60.7; and in 1931, it increased to 647; then in 1932 It dropped back to 48. These violent fluctuations indicate the need of more effort to find a solution for improvement. As yet. control of severity appears to be very difficult. It is hard to explain why it is that a certain type of injury which necessitates only one dressing for a certain person may require many dressings for another; or why the same type of injury in one case produces a strained back, and in another results in a hernia. It may be due to the difference in physical condition of tlx: injured employee. However, I believe that all of us, realizing that we Iiave very dangerous jpots in our plant*, can put forth greater efforts to educate the men doing a specific type of dangerous work to he more cautious. At present there seems to be no tool with which we can work so well as that of education. In order to be successful with education, of course, wc must remember that it wilt be necessary to make a study of tlic causes of accidents in order to prepare the most suitable plan of education. Rubber Section 425 Our machinery designers must carry their sliarc of responsibility hi designing and locating- machinery to see tliat the human factor is more adequately protected, and it is the function of the safety departments to contribute tlicir share in making the machine designers more conscious and sympathetic with the protection of the men that operate dangerous machinery. Comparison of tlic rubber industry rates with those of all industry shows that tlio rubber industry occupies a foremost position among those industries reporting to the National Safety Council. Noting the comparison ol frequency, we find that during the past six years all industries dropped from the 1926 base 61.5 per cent, while the rubber industry dropped 65.8 per cent. Severity iu the rubber industry h.ss decreased 5? per cent as against only 35.3 per cent for iudustry as a whole. The Effect of Outside Conditions on Accidents By J. J. LOGIE Supervisor of Employment and Safety, General Tire JSc Rubber Co., Arkon, Ohio The speaker said in part: Man is a creature of the Iteart and not of tlx: mind. His conduct is influenced more by his feelings and emotions than by his reason. Psychologists assert that our efficiency is below normal or. an average of 30 per cent of the time, due to the influence of some crisis In our emotional state. The sources or causes of crises are in many cases only trivial things. In other words, crises that aggravate our feelings reduce our efficiency, and hence wc become "accident-prone." Take the case of Mr. A. This man for years had been a steady and dependable employee. He was a sort of gang boss, and his personal accident record was perfect uuti! % certain day when he received a badly contused finger and it was necessary to amputate the finger at the first joint After about one week, wc allowed him to return to work, as he could act as a leader for his gang, and at the same time favor the injured finger. On the second day after his return to work, I happened to drop into the hoiqiital for a casual visit, and tlicre sat my friend A soaking an injured foot X asked him a few simple questions to determine the cause of tite accident and Injury and noticed that he was considerably embarrassed at having received a second injury so sooa after the first. I invited him to come to my office, after he liarf received treatment, and there A and I had a complete understanding. At first he was rcluuctant to talk, but giadually he opened up and told me hi* story. Some weeks previously Ik had been out with the boys and came home late, with too many drinks under his belt. His wife made the mistake of scolding him while he was In this condition. They quarreled, and lie slapped Iwr. In the morning, he found that his wife had lett for her home in the south and had taken their only child with her. She wrote him after a few days and asked him to come and bring her back, ex plaining also that she hud not revealed their troubles to her people. The letter had been written about two weeks earlier, but A, although remorseful, was too proud or stubborn to reply. Naturally, I advised him to do the manly thing and go and bring his wife back. I pointed out to him how considerate his w ife had been in not telling her relatives about their quarrel. You can readily see how this crisis in A's life reduced his efficiency and was the direct cause of two persona! injuries in less than two weeks, 426 Twenty-second Congress--National Safety Council Another case was that of B, also recognized by his boss as an excellent worker. He was a widower of middle age and "stepped out* occasionally. On a certain Monday morning he reported for work, and, about one hour after starting, his hand was caught between two solid tire bases, causing a fracture of several bones. This man made a slow recovery, and eventually suffered a permanent, partial loss of func tion of the Irand, costing the company a large sum of money. Within ten minutes after the accident, we got tire story indicating the cause of this mail's troubles. lie had spent the week-end celebrating in the usual manner. He had lost all sense of time and location and awoke, that morning, to find himself in one of the low dives common to all large cities. He came directly from this joint to the plant, changed his clothes and started to work.. The accident he suffered soon after is another proof that outside conditions do make us accident prone. I could go ou for a long time quoting cases of this kind. For instance, one man received a broken leg, and when we called to notify his wife, she informed us that he had left home a week earlier and that site had not seen him since. Another one received injuries that resulted in his death. We found he had deserted his wife and family and was living with another woman. Each of these cases could have been prevented. Men usually relieve the pressure by telling tlieir troubles to someone else. Fellow workers knew these stories before the injuries occurred, so the whole responsibility reverts to tlie foreman. Just as it is his duty to know machines and material*, so he muit also know the persons who arc in his charge. He must gain their confidence by his sympathetic attitude. It is not necessary for him to coddle or baby the help; just an earnest effort to understand their problems h sufficient. A friendl}' inquiry, or a word of advice or encouragement new and then will accomplish this. It ts a wise foreman who treats his help in this manner, as he will know in advance when there arc outside conditions liable to cause acchlents in his department. - cyL'V e ' The Safe Use of Carbon Tetrachloride in the Rubber Industry By LEON J. D. HEALY Consulting Chemist and Engineer, Milwaukee, Wisconsin The speaker said in part: The subject of this paper implies that there is a hazard involved in the use of carbon tetrachloride. There seems to be a considerable differ ence of opinion amongst various investigators as to whether the use of carbon tetrachloride involves any hazard Published data on the subject, is quite confusing and often contradictory. The situation was quite well summed up by Dr. I1". II. Brunot of the United States Public Health Service, Bureau of Standards. Washington, D. C., at the last annual congress of tlie National Safety Council, who said that his rather superficial study of the matter has led him to believe that a number of people Interested in carbon tetra chloride adhere to one or the other of two diametrically opposed beliefs; First, that the chemical is a non-toxic agent under any and all conditions; and the other group believing, secondly, that it is so highly poisonous as to be dangerous for any use. "Of course" said he, "the truth lies in the mid-ground between these two opposing ideas/' It was his impression, based upon work carried on with animals, that carbon tetrachloride properly used cannot be considered a product dangerous to health. Rubber />'. ction 427 "The sensible way to look at the whole situation is to recognize that carbon tetra chloride is toxic in high concentrations, quite possibly dangerous m the middle range, and in all probability so slightly harmful in small concentration as to make the damage done negligible, it then becomes simply a matter of using ihe chemical in such a way as to avoid the danger zones." The writer has had experience in handling many thousands of gallons of carbon tetrachloride during the past dozen years and on several occasions has personally experienced the toxic effects of this chemical. He can readily understand why there are contradictory opinions on the subject because the physiological effects arc not very marked where concentration* of the vapors are low or exposure Is of short duration, and any ill effects could easily be laid to some other disorder of the system. But it is the writer's sound belief that any person who has had extended experience in the liaudling of carbon tetrachloride under varied conditions, wilt readily admit that there if a hazard involved in the promiscous or un-mtelligent me of this mate rial. Please note that l have qualified the hazard as conditional upon how it is used. Although there is a lack of published data covering alt phases of tlie physiological effects of carbon tetrachloride, nevertheless, the chemical and physical characteristics of this chemical compound arc well understood and sufficient knowledge is at hand which, if used intelligently, can overcome any serious hazard involved by the use of this chemical m the Rubber Industry. C. T. has milder physiological effects than many uf the other solvents used in the rubber industry, notably for instance, carbon-bisulphide. Iienzol. chloroform, and coat tar solvents. Furthermore the odor is not so disagreeable, its vapors arc non-irritating and it does not promote coughing in low concentrations. However, prolonged exposure to C. T, vapors of high concentrations may bring about serious physical disturbances marked by drowsiness, headache, nausea and possibly irritation of eyes, nose, and throat. Moderate exposure seldom shows serious symptoms al though some persons appear to be more susceptible than others Effects resulting from less serious exposure usually are rapidly overcome by fresh ait. Quoting from Hamilton (`Tndusti ial Poisons in the United States"), Dr. Hamilton says: "Chronic poisoning occurs sometimes in rubber works ... I have never found a case of very serious poisoning from this source, although in three rubber factories I found men complained that their health liad begun to suffer from exposure to fumes. Nausea, lots of appetite, loss of weight, irritation of eyes, nose and throat and inflammation of the >kin of bands and forearms were symptoms they described/' In this connection, there is no information as to tl*e nature of the ex posure nor the time required for the symptoms described to show up. From the writer's observations in the use of C. T. ui the rubber industry, the symptoms just described were no doubt produced by daily exposure to relatively high concentrations or to poorly ventilated rooms. Such symptoms often show up in cold weather when windows are kept closed. The writer recalls a case not long ago where eight girls were set to work re pairing some defective goods, during which operation carbon tetrachloride cement was used.. These girls were seated at several small tables in one corner of a large high ceiiingcd room and each was given a small can of cement and brush. Late hi the afternoon the forelady reported to me that most of the girls complained of Iwaduchc and that two were somewhat nauseated. Wc found that white the room had all the appearance of being well lighted and ventilated, the heavy C. T. vapors had settled in the corner where the girls were working. The windows were closed on account of cold weather and the vaiw>r$ had not escaped. The windows were opened 428 Twenty-second Congress--National Safety Council and the room ventilated and the next day none of die girls complained of any further bad effects. This is an illustration where the job was not a regular one and no thought had been given to the matter. It goes to show, however, that: the peculiar heavy suffocating vapors of C. T. can cause trouble even when used in small quan tities if tliey are allowed to accumulate, and this they assuredly will do if not suffi cient air is stirring to dissipate them. At the last National Safety Congress, Dr. J. Newton Shirley, in a paper entitled *Is Carbon Tetrachloride a Health Hazard as Used in the Rubber Industry?*' de scribed both the effect of C. T. upon the flesh and when taken internally through the mouth or inhaled. In the first instance Dr. Shirley states; "We first note that when used externally, it causes a sensation of warinth and smarting to the skin as noted with chloroform. I have never seen this go on to blister formation when prolonged exposure occurs. Since this is an excellent fat solvent, it will quickly re move the normal oily and greasy secretion of the glands of the skin, leaving the sur face exposed to clvapping and drying out. Such a condition may allow secondary infection to take place. ... I have never seen what I could call- an infection from its ttsc in this way. There is eveidence to believe that C. T. can be absorbed through the skhi because of its high affinity for fat. 1 can find no record of a toxic condition resulting from such absorption alone." Again quoting Dr. Shirley: "Now. you may say that consideration o the toxic action O! C. T. when taken by mouth is not important, but I will call your attention to this as I consider that the most dangerous toxic effect of exposure to lower con centrations of C. T. vHjKirs may be due almost entirely to that amount of C. T. which is absorbed by the saliva and swallowed. This enters the system as though it were injected." . . . "Turning to the inhalation of C. T. vapors, we enter the main source of danger in ao far as the rubber industry in concerned. Fairly concentrated fumes cause smarting and burning of the eyes, nose and throat. Then we note run ning of the eyes and nose and tl>c increased amount of saliva in the throat with swallowing. The employee soon feels sick at his stomach and vomits. If the worker is able to continue his work, he becomes sluggish and confused, mental dullness. He loses his finer sense of touch, if such exposure does not use him up, lie complains for tlie next day or two of loss of appetite. It seems that his symptoms, if he gives up work, continue to grow worse for several Hours and will require three to six days to clear up" According to TJ. S. Public Health Service Report, Bulletin No. 185, the toxic effects of C. T. vapor at various concentrations is as follows: CONCENTRTION F.P.M. TN AIR 48000-63000 Kills most animals in a very abort time. 24000-32000 4000- 6000 Dangerous in 30 to 00 minutes. Maximum amount for 60 minutes without serious dis turbances. 1600 Maximum amount Cor prolonged exposure. I liave cited those references to emphasize the fact that there in a definite hazard to be contended with in the use of C. T. in the rubber industry. Carbon tetrachloride is used in tlic rubber industry as a solvent for rubber, in the manufacture of cements in certain dipping and spreading operations and as a clean ing solution. Its solvent properties are made use of in the manufacture of rubber cements and many of the rubber cements put out to the trade are made with this solvent. C. T. Rubber Section 429 has replaced carboci-di-stdphtUc. betisulc. and coal tar naphthas to a great extent within recent years where it greatly reduces the poisonous properties of tlsc.sc more highly solvents as well as making the cements non-inflammable and non-cxploiivc. These cements are made by dissolving the rubber in the C. T. and are put out to the trade in drums, tin cans and collapsible metal tubes. They arc used for a multi tude of purposes including library, office, and household uses. For the latter purposes they arc usually j>ut up in collapsible tubes or small cans or jars. C. 1. cements are also used in rubber factories for cementing rubber articles dur ing the process of manufacture. The usual method for making these cements is to put the required amount of C- T. into a churn, start the rotor and add the masticated rubber in small pieces until all of the rubber has been added. A rubber cement churn might be anything from a small open kc cream freezer to a 500 gallon enclosed and sealed tank with agitator. The most popular type of small churn used in many factories consists of a 50 to 75 gallon capacity vertical cylindrical iron tank with a cover and revolving paddle extending down within the tank. One half of the cover opens to permit the charging with solvent and rubber while the other half of the cover supports the bearing for the shaft driving the agitator. These covers arc not very tight and considerable solvent is lost through the lid and around the opening through which the shaft passes. When cements arc prepared for the trade in large quantities, either a 250 oc 500 gallon tightly sealed type of churn is usually used. These types of churn are of heavy construction, with holted-on top in which fs a manhole for charging which in turn is fitted will* a tight gasket so as to keep the chum sealed during the actual churning process. The shaft for turning the agitator also passes through a stuffing box so the leakage from such a churn is very small indeed. Some years ago the writer checked the loss of solvent during churning operation* of these several types of churns. It was found that the old pony type of mixer with loose fitting cover had a loss of solvent of from 20 to 25 per cent. The usual 50 to 75 gallon type had a loss of from 10 to 15 per cent whereas the large sealed type showed a loss of only 2 to 3 per cent. So you can readily see that the type of churn used is a controlling factor in amount of ventilation necessary to remove C T. vapors front the cement churning room. During the charging of the churn Is where the greatest danger lies. But this operation is over in a few minutes, so duration of exposure is short. There is, how ever. some precaution necessary to prevent the solvent splashing onto the hands or clothing. The solvent will not harm clothing, but will soak through rapidly and irritate the skin. Often the solvent is added at various stages of the churning. In the case of the small churns it is poured in with a bucket or through a Iiosc. Tlic large churns are fed by hose or automatic pipe system and pump. One of the best equipped cement departments which I have been in had full automatic system whereby all dturns could be filled and emptied by compressed air through a system of pipes and valves. In this room the only contact with C. T. vapors was while rubber was being charged in through the manhole. Needless to say, there was very small chance of fumes escaping here. This room also had vents near the floor for the heavy vapor* to escape. Although there was no forced ventilation of this cement room, there was scarcely a trace of solvent odor at any time. All hazard in the cement department can be removed by installing tight churns and having a good circulation of air. especially near the floor so that any escaping fume* which settle can be readily removed. A poorly ventilated room can be made 430 Ttventy-sccoud Congress---National Safely Council safe by installing a suction system which withdraws the air from the lower part of the room and especially directly under the churns. Large 500 gallon churns are sotoctimes set in a well below the door level to make charging easier and to economize on head room. In such installations, no operative should attempt to desccn4 into the pit for the. purpose of making repairs or otherwise without first ventilating the pit with a fan, vacuum hose or other suitable means. The filling of cams and collapsible tubes with the finished cement, unless done by machinery, should be dot* under a hood or over a table with down draft of air to draw any volatile fumes away from the operator. Even where machine filled, some ventilating device is advisable to prevent the fumes from spreading throughout the room. In the manufacture of certain rubber articles, considerable cementing is done. Sometimes this is done mechanically and in other places it may be done by land. As an illustration of satisfactory system of the former method, I will describe a system with which I have had some experience. The articles to be coated with cement were immersed in the rubber cement solution, withdrawn and placed in wire trays setting within a rectangular metal box with a suction applied at one end uear the bottom. 'J he surplus cement drained into a removable pan at the bottom where It was re turned to the cement churn and reworked. The articles were dried by a rapid down draft of air passing out through the opening at the bottom and then carried by the exhaust system without the building. When cementing small articles by liand, the operatives can be seated at a table fitted with small grid plates directly in front of each worker. A suction pipe runs along under die table and connects all of these openings. The small cement tin sliould be placed m close proximity to the opening in the table top and the actual cementing carried out directly over the screened opening. I have in mind one in stallation where the cemented articles were placed on a traveling belt and carried to a drying chamber supplied with heat for drying and suction to exhaust the vapors. There arc numerous places throughout a rubber plant where various solvents in cluding C. T. are used for cleaning surfaces of rubber to make better adhesion during the manufacturing operations. Some of tlie worst hazards are involved here. There is both the hazard of getting the hands continuously wet with the solvent as well a> the danger of inhaling the vajiors arising from evaporation. It is quite common to use mixtures of C. T. and naphtha for such purposes iu the proportion of about 3 of C T. and A naphtha or gasoline. Tins is done to render the cheaper naphtha non-inflammable and to increase the cleansing effect of the latter. In these washing operations a fell swab saturated in the solvent Is frequently used and often handled with the bare hands. It is here where serious effects might develop and there are instances where very bad cases of poisoning have dcvcloied through such methods. Practically all such operations can be carried out by using a swab with a handle, thereby preventing the solution from coming into contact with the skin. Adequate ventilation sliould also be provided as noted above. I! it is impos sible to keep the solution from getting on the hands occasionally, it is well to have the workers rub a little glycerine or a mixture of glycerine water and a small amount of gelatine" on their hands. The glycerine solution rends the solvent and prevents removal of fats. C- T. is also used in a few special spreading operations where it is a vehicle for applying a thin coating of rubber over paper and delicate cellulose fabrications. The rubber is dissolved in the solvent as previously described and the solution led onto Rubber Section 431 a traveling sheet of the material to be coated. It is spread evenly by a system of rolls and scrapers and then passes through a drying chamber where the C- T. is driven off thereby leaving a dry coat of rubber on tlie surface of tlie material. The coated material emerges directly from the coating apparatus and enters the drying chamber. In the drying clamber the solvent is removed by the so-called imbalanced pressure system. Hot air is passed over the surface of the material through jets in a counter direction to travel of the material. The solvent laden air passes downward over the edges of the material and is withdrawn downward through tl*c well by a suction system which maintains a very slight vacuum, thereby preventing escape of solvent vapors into the room. In summing up. practically all hazard can be eliminated in the use of C. T. in the rubber industry by carefully studying the particular operation involved and carrying out the latter In such manner that tlie workers are protected from either inhaling the vapors or getting the solvent on their hands or clothing. A simple ventilating installation such as suggested for the operations mentioned will in most cases give ample protection. The principal points to be considered are: 1. C T. is toxic and dangerously so if concentration of vapors Is high or exposure of considerable duration. 2. Evaporation of C. T. is rapid. 3. C. T. vapors are very heavy, toxic and suffocating. They sink to the floor and suction ducts should be placed low. A. C. T. is absorbed through the skin and by inhalation. Therefore protect the skin from direct contact and remove vapors by adequate ventilation. Presentation of N. S. C. Safety Trophies and Certificates The data on the 1933 Safety Contest in the Rubber Section was presented by General Chairman Charles F. Smith. Twenty-five units were registered in this Con test, which ran from March 1 to August 31, 1933. A total of 32.569 persons worked 31,653,195 man-hours or an average of 972 hours per person. The average frequency rate for the contest was 9.636, which is a 67 per cent increase over the 1932 content rate of 5.760. Thirteen units completed the contest with a frequency rate below the average. The ratio of persons employed to disabling injuries during the period was 107 to 1, com pared to 176 to 1 for the 1932 contest One unit completed the contest with a perfect record. Three units completed tlie contest last year with perfect records. During the period of the contest for 1933, there were 305 disabling injuries, one of which was fatal, and ten permanent partial disabilities. The trophies and certificates to winners in the contest were presented by W. H. Cameron, managing director of the National Safety Council. Trophies were pre sented to winners of first place iu each of the two general groups of contestants, and certificates to those ranking in second and third places. Awards were made as follows: GROUPS A. B AND C1. National India Rubber Company, Providence, Rhode Island. 2, New York Belting tk Packing Company. Passaic, New Jersey 3 Glove and Shoe Companies, Naugatuck, Connecticut. 432 Twenty-second Congress--National Safety Council GROUPS D AND E. 1. Fabric Fire Hose Company, Sandy Hook, Connecticut. 2. Canadian Goodrich Company, Ltd., Kitchener, Ontario, Canada 3. Pacific Goodrich Rubber Co., Los Angeles, California. WEDNESDAY MORNING SESSION October 4, 1933 The session was opened by a presentation of "Safety Kinks in the Rubber Induir try." Tins feature, illustrated by many lantern slides, was presented by A. M. Dietz.) secretary. Safely Division, Pennsylvania Rubber Company. Jeannette, Pennsylvania. The safely kinks consisted of newly developed guards, novel display boards, and other devices originated by members of the Rubber Section for the greater protection of. employees from accidental injury- The material for these lantern slides was contributed chiefly by the Goodyear Tire & Rubber Company, the Corduroy Rubber Company, and the United States Rubber Reclaiming Company. Nomination and Election of New Officers The report of the Nominating Committee was presented by Ernest W. Beck, Chairman, Nominating Committee, and officers were elected as follows: General Chairman--H. W. Low. Miller Rubber Products Co., Akron, Ohio. Vkc-Chainnan w Charge of Program--B. F. GcrnhcSdc, Goodyear Tire & Rubber Co.. Akron. Ohio. Secretary--A. M. Dietz, Pennsylvania Rubber Co. Jeannette. Pa. Xcit-s Letter Editor--R. A. Bullock. Cordnrov Rubber Co., Grand Rapids, Mich. Health Committee Chairmen--Dr. Ash, United Stales Tire Co., Detroit, Mich.; Dr. J. Newton Shirley, Hood Rubber Co., Watertown, Mass. Poster Committee Chairman--Oliver Hopkins. National India Rubber Co.. Provi dence, R. L Statistics Committee Chairman--J. J. Loge, General Tire & Rubber Co., Akron. Ohio. Publicity Committee Chairman--R. W. Morse, Firestone Tire & Rubber Co., Akron, Ohio. EMyincerinff Committee Chairman--W. L. Schneider, B. F. Goodrich Co, Akron, Ohio. Slides and Safety Kinks Committee Chairman--H. A. Walker, Goodyear Tire & Rubber Co.. Akron, Ohio. Membership Committee Chainmiii--E. W. Beck, United States Rubber Co., New York, N. Y. Mrmbers.at Large-- C. F. Smith, U. S. Rubber Reclaiming Co., Buffalo, N. Y. J. T Kidney, Goodyear Tire & Rubber Co., Akron, Ohio. C. F. Horan. Hood Rubber Co., Watertown, Mass. M. A. Quirk, Samson Tire & Ruliber Co., Los Angeles, Calif. V\ Rubber Section -M3 Time Study and Safety By C. L. HUNGERFORD The Firestone Tire and Rubber Co., Akron, Ohio The speaker said in part: What is fitne study? It is a certain scientific analysis of methods and equipment used or planned in <k>ing a piece of work, development in minute detail of the best manner of doing it, and accurate determination of the time required. What are the functions of a time study department? In short, the function of the time study department is to determine the one best way of doing work The best wa> is tle right way. and the right way is always the safe way. The time study department at Firestone comes under the lal>or department, the head of which controls safety, compensation, employment, hospital, fire, and police departments. This type of organization naturally effects a co-Gjrcraliou between time study and safety, not apt to be found in other organizations. ' There is no change in planning;, scheduling, new equipment, or layout made with out die time study department being first consulted, in any of our plauts at Akron or subsidiaries. Primarily the reason for this is to determine whether the contemplated diange is good business from the dollars-and-cents staml;>omL The investment to be made and the required time to par out is a very important determining factor in the decision of tite management. It is during these conferences that defects in equipment and layouts are checked from the labor angle, and we are quite free to propose improvements, mechanical perfections which not only affect labor costs, but arc also instrumental in removing hazards which might otherwise be overlooked until installations arc made and ready for productions. The safety man also sits in on these conferences today; in the early years, he was unaware of such changes until someone was injured, or unless lie just liappened to sight the new equipment operating in the department. We will now place otr equipment or make the change in layout or scheduling. TIk time study engineer is called to make a study. He acquaints himself with the character of the work and all conditions which may afleet it. With the aid of the foreman, he familiarize? himself with the quality of the work demanded. He observes the conditions under which the material is furnished the worker and the facilities winch arc provided for disposition of the finished product. It, during this preliminary study, it appears that certain conditions arc abnormal, they are rectified before the time study is started. It is essential tliat a time study lie taken only on' standard conditions which can be repeated In the ordinary conduct of the work. If the study is a machine operation, he must determine speed at which the machine can be oper ated for best results. In the rubber industry, for example, there are various limiting factors to machine speed: txi all mills and calenders or similar equipment which masticates rubber, l>ot is generated by friction and the limiting factor is the amount of heat tl>e compound being studied will stand. On other equipment, the rate of speed at which calender materia! can be separated from the liners or aprons In which it is calendered, is a limiting factor. A worker has only so much euduruncc. and this can not be over taxed: so in some cases, the machine speed is limited by the human clommt. The next step in taking a time study is an analysis of the task as a whole into elements. Tfiese elements are listed in the order they occur so that each one can be studied and analyzed individually, and it Is the time study man's duty to point out 434 Twenty-second Congress--National Safety Council to the management possible improvements either through elimination of operations, further change in method or layout or substitution erf machines for hand work. It is at this point that the time study engineer can be most effective from a safety standpoint. A scientific time study will result in an operation that is done in a skilled manner at a high speed but not in a hurry. A distinction should be sharply drawn between work done at a high speed and work done in a hurry. The first will give perfect work because speed is obtained by elimination of all the unnecessary motions; the latter gives bad work because it is speeding up of all operations necessary and unnecessary. Tlie greater number of motions we eliminate, the greater chance we have of eliminating potential hazards. Elimination df handling, trucking and moving from one operation to another works in like manner. Reducing the number of motions also reduces fatigue- We are familiar with fatigue and its effect on accidents from that standpoint, because a tired worker is an accident Itronc employee. Establishing of standard work specifications and correct time elements make for specific job habits, which should be habits of skill, which are built around the worker so each capitalizes on the strong human motives to form habits. This is skill, which is present in the skillful manipulation of the hands. Such factors as pointed cut by Mogcmen in his book entitled "Common Sense Applied to Motion and Time Study*' are as follows: (1) Consistency; (2) Rhythm of movement; (3) Precision; (4) Speed; (S) Ambidexterity; and (6) Co-ordinated use of both hands simultaneously. You can appreciate the results to be obtained by placing supplies, tools, and mate rials in six positions at correct heights and at such locations as to effect a minimum of effort, a minimum of distance traveled, a better distribution of motions of right and left hands, and the use of both hands simultaneously. Tire repetition of motions during the learning period becomes fixed with the individual whether good or bad. This explains the wide range of skill found in a group of workers on the same job. All hand motions may be divided Into five classes: (1) Finger motions; C2> Motions involving fingers and wrists; (3) Motions involving fingers, wrists, and forearms; (4) Motions involving fingers, wrists, forearm, and upper arm; and (5j Motions involving fingers, wrists, forearm, upper arm, and shoulder. It is important that motion should be confined to the least classification necessary to perform the work correctly. Prc-posUioned tools not only make the work much easier but have also eliminated a lot of accidents. Frequently when called to make a lime study, the engineer will observe that equip* ment. material or tools arc in such condition and not only to be defective from & work standpoint but unsafe. These are always reported and corrected before studies are completed. Although a number of foe above treatments have been with piece work rates, we at Firestone through our unit cost system, time study every day workers to establish unit hours.* As a result of these studies, ntanv changes have been made affecting not only efficiency but also the safety of these workers such as: oilers, janitors, and service men. A study of oilers reveals that their work took them in places of great hazard, Uch as exposed sitailing which did not need protection as per the state law but which should have been protected to avoid personal injuries. Oilers were found to be climbing on equipment which was very inaccessible and ladders were installed to provide safe access. Important items which must be taken into consideration during foe course of a time study are such factors as illumination, ventilation, access by workers to drinking fountains, toilet facilities, etc. Rubber Section 435 Respiratory Protection for Dust and Fumes in the Rubber Industry By JOHN M. LEWIS Mine Safety Appliances Co., Cleveland, Ohio The speaker said hi part: The progressive, ever dianging panorama in the rub* ber industry, with its consequent replacement of old accelerators with those of move recent origin, makes it rather difficult to definitely enumerate the respiratory hazards encountered during the manufacture and labrication of rubber. Some of the early accelerators used in curing rubber were very toxic, and during the milling ami calendering of rubber, they gave off fumes that were quite dangerous to breathe, as well as being objectionable skin irritants. You have made great forward strides in protecting the large groups of your work men by the installation of efficient general ventilating systems. You have insisted that these very toxic accelerators be superceded by less and less toxic ones, even though somewhat less efficient in hastening the cure of rubber, until today there is little or no danger from the use of accelerators. In the use of solvents, Ivowever, in tl*e industry, there still exists a hazard of con siderable proportion from a standpoint of their effect upon the respiratory organs. Gasoline, benzine, carbon tetrachloride, acetone, and methyl alcohol arc definitely toxic, while amyl acetate, and ethyl acetate may be classified as irritating and mildly anesthetic. High alkali chromic acid, and cyanide solutions, of course, present a respiratory hazard when vaporized and inhaled. If hydrogen cyanide is formed, due consideration must be giver, the fact that it Is readily absorbed through live skin and thus presents an additional Iiazard. When we consider the various pigments used m the rubber industry, we must think of both the chemical and physical or mechanical action of dusts on the respiratory system. We must consider the nature of the pigments and the manner in which they are handled in the practical operations of the individual plants. We have known for a kig time that various compounds of lead, zinc, antimony and mercury are poison* os when taken into the human system in sufficient quantity. Tire manner in which these pigments are used and handled in closed vessels and mixing vats, so that the workman is not exposed to the dust, shows excellent direction of engineering efforts In preventing the existeiKe of what might readily be a serious respiratory hazard. Let me describe briefly foe construction and application of various types of respi rator}* protective appliances. We will assume that a respirator is a filtering device with a half-mask which covers only the mouth and nose and not the eyes nf the wearer. Respirators, when equipped with a felt filter, are quite useful in preventing bland dusts from entering the respiratory system. When equipped with proper chemical filters, they afford the wearer relief from nausea and irritation which is frequently encountered in the use of volatile compounds. The M. S. A. paint respira tor is an example of this latter type. In order to give adequate protection to prevent virulent dust front entering the respirator system, the Burrell gat mask was developed. The dust is removed from the inspired air as ft is drawn through a large wool felt filter pad which offers but slight breathing resistance. When canister type gas masks are used, there must be an adequate supply of oxygen in the atmosphere, that is, 16 per cent or more. The concentration of poison ous gases must not exceed 2 per cent, with the exception of ammonia, which may be 43<5 Twenty-second Congress--National Safety Council 3 per cent in air. These mask* arc not suitable for use inside of tanks or closely confined places. The Burrell Industrial Gas Masks represent one type of canister mask where cer tain canistcss arc used for protection against specific gases or gas mixtures with dust. We arc frequently questioned regarding the active life of ft canister. We could give definite answers to these questions if we knew several variable factor* such as con centration of a specific gas, breathing rate of wearer, etc. In general, tins life of tliese canisters used on the industrial mask without a timer, is determined by the faint odor of the gas coming through the canister. When this occurs, it Is time to change to a new canister. This type mask will not give protection against carbon monoxide. The Burrell All-service Gas Mask gives protection against carbon monoxide and all oilier noxious gases and dusts which are known to lie encountered m industry. In the all-service canister are chemicals and mechanical fillers which embody in ooe unit, protection afforded by the entire group of canisters used on the industrial masks; further, it provide* protection against carbon monoxide. The all-service mask is equipped with a mechanical timer which automatically counts (he respirations of the wearer and tells him when his canister must be changed for a new one. Never under any consideration permit an all-service canister or mask to be used without tlie tuner. The all-service mask particularly designed for. use by fire departments and for emergency use in the latxwatory. When it becomes necessary to do work inside of tanks, pits, vats, or bins, where (Ik- atmosphere may be deficient in oxygen and pertaps polluted with toxic fumes the combination hose mask will give adequate protection to the workman. This de vice gets its name because it is made of a combination of gas mask face piece safety harness, oil-proof, iKm-collapsibte hose, fresh air rotary blower, and trunk. The Mower which is operated in fresh air is capable of furnishing an adequate supply of fresh air through ISO feet of hose to several workmen at the same time. The one-half hour McCaa apparatus is an example of a self-contained oxygen breathing apparatus which permit* the wearer to go into any irrespirable atmosphere with absolute protection for his own respiratory system. It is used most geaerally for rescue purposes. It consists of a small cylinder of oxygen under high pressure, ft reducing valve, a lumr governed admission valve, breathing bag, inhalation and .ex halation tubes, mouth piece and nose clip, regenerator and cooler. Tile thought of rescue brings up the consideration of suitable equipment for the proper treatment of a victim of gas poisoning. The Ji-H inhalator, designed by Doctors Henderson ami Haggard of Yale University,' is used as an adjunct to Shaefer Prone Pressure method of artificial respiration. The iuhalator supplies a mixture of 7 pec cent carbon dioxide tor stimulation and 93 per cent oxygen for ventilation of the respiratory system. In order that you may get the moat practical benefit from respiratory protective appliances, you must use good judgment in the selection of proper equipment for the particular job. In this connection may I suggest that you read very carefully the article \Yhal Permissible Means in Respiratory Protection" by William P, Ysmt. in the National Safety News. August. 1933. To the conscientious manufacturer of respiratory protection appliances, the approval of the United State* Bureau of Mines is a cherished possession. As a user of respiratory protection appliances, it should lie your standard of protection. After you have selected your equipment, do not just hand it to your foreman or workmen and say "Here it is. it's up to you now." Sec that thorough instruction* Rubber Section 437 arc given in the method of use and maintenance of equipment. See that the men who w H! have to use the equipment arc actually trained by wearing the outfit before they may have to encounter the cold facts of a hazardous situation. Train your men Ps put their masks on In fresh air. Test them for tightness and insist that they keep the masks on until they return to fresh air. Paying Dividends on the Accident Prevention Dollar By ERNEST W. BECK Supervisor of Safety, United States Rubber Company, New York City The speaker said hi part: I think tlmt one of the greatest satisfactions in safety work lies in the fact that well organist and efficient effort* pay big dividends---not only from a humanitarian point of view, but also from a cold dollar-and-cetits point of view. In order to show that safety work pays, it is the duty of every safely engineer to keep simple and accuiate accident Statistics and to use them. It is not sufficient only to keep such records, but in order to cash in on their values, they should ha properly used. The statistical work of a safety department is similar to the work' of an ac counting department in any well organized company. It is the accounting department Ut figures out the profit or loss--the same is true with the accident figures,. Accident cost records should be compiled each month, and accumulative figures distributed periodically. Accident cost figures sliould be studied not only by the safety engineer, but also by the plant management, who should bring them to the attention of other members of the supervisory group, including foremen Even more cmpliasis should be placet! on the poor accident experience, which shows high cost, than on the most excellent record. Tile company that I represent operates about twenty manufacturm*. umt>. employ ing approximately 30,000 men manufacturing all lines of rubber products. We also operate two textile mills, a chemical plant, and a factory making shoe hardware, including metal lasts. It is true tliat we have fewer factories* and fewer employees than we had ten years ago. But I want you to note that in 1923 we liad over 1.100 lost-time accidents, while last year, at the end of a ten year period, we Jxul oulv 158. Our frequency rate has been reduced approximately 66*3 per cent, and our severity rate ha* been reduced approximately 50 per cent. The number of deaths allow* a decided downward trend. You will be interested to know that the United States Rublwrr Company operated its factories for 34 consecutive mouths, covering the period from February I. 1930. to December, 1932. without an Industrial fatality--a total of 115,668,802 man-hours without a loss of life. I think you will agree with me that when a company the sue of ours, with its many factories scattered all over the country, can c;>crate 34 con secutive months vvitlwut a loss of life, it is a record to be proud of. Tire second set of figures which I wish to bring tc your attention shows our com pensation cost for all plants. The cost figures arc not ex-medical, but include 50 per cent ot all salaries paid to our plant doctors and nurse*, and one-half the cost of ail medical supplies. They include all money paid to outside doctors and hospitals, and also iegal expense. You will note that our cost has been reduced during the last ten jears front approximately 60c per $100 of payroll to 36c per $100 of payroll. With tut annual payroll of from twenty to thirty million dollars, one am very easily figure 438 Twenty-second Congress--Notional Safely Council the annual savings. This tabulation alone, I believe, proves conclusively that the accident prevention dollai, properly invested, pays big dividends. Aboat ten years ago the executives of our company believed that it would stimu late furtljcr Interest in accident prevention to organize an annual safety contest. 1 will not burden you with die many details that have, been carried on each year in conducting our annual contest. Suffice it to say that each year during the past nine years, with the single exception of 1929, our company lias shown an improvement in accident prevention work. During 1929 there was a decrease caused by fiv*- deaths, two of which, however, were disputed claims and were settled un a twreentage Ijasis, but have been considered as fatalities in our tabulation. I believe that every industry should know how its accident experience compares with oilier industries. Likewise, every factory should compare its accident experi ence with the experience of other factories in the same industry. Years ago the rub ber industry was considered a hazardous business, and pet haps that was true; but during the last few years, due to the splendid efforts on the part of the National Safety Council in accumulating industrial accident statistics, we arc able to prove* conclusively that the rubber industry is not now a hazardous industry. In 1931 the rubber industry stood tenth best in frequency and ninth best in severity among 28 of the leading industries. In 1932, the rubber industry was ninth best in frequency and sixth best in severity among 31 leading industries of the country. The only industries hating a better combined severity and frequency rate than the rubber industry were the tobacco, laundry, printing and publishing, and textile industries Itoubtless you will be interested to know how we use our accident and cost figures at a particular factory. .`For example, take the accident and cost experience of a factory employing from 1.500 to 2.000 men, manufacturing mechanical rubber goods, including fire hose, packing, belting, rubber tiring, etc. You will note that during the four years. 1927 through 1930. the accident experience of this plant did not im prove. In October. 1930, a decided change was made in the entire safety program at the plant. An experienced full time safety man was engaged, safety committees were organized, safety foremen meetings were leW, and the safety advisory com mittee. composed of executives, met monthly to discuss safety policies and pending safety matters. Tl*e results were outstanding. Within one year the cost was reduced $17,000. and within tuo years the cost was furtltcr reduced $27,000. And this was a factory which liad trailed along for several years well down in the list nf factories in our annual safety content I can not liclp but mention, also, tlw excellent work of one of our textile mills. Puring 1928 they Itad 77 lost-time accidents; in 1929, 50; in 1930, 13; hi 1931. 2; and in 1932. only 2 Don't think that it is necessary to spend large sums of money in order to get divi dend*. 1 know small fact<wies where there is no safety organization, but the man agement is constantly faking the time (and I believe that time is worth more than motley) t impress all of bis associate* with the importance of accident prevention work. As an illustration. 1 know of a large plant where an employee coming down the stairs one night slipped on an apple core, falling in such a manner that he broke his back. The i*oor man has not worked a day since. In the small factory that f have just referred to. no one in die plant could imagine ariyo**.- throwing or leaving an apple core on the slab * ADJOURNMENT riyexr r-second annuai, sae f. ty conarnss NATIONAL SAFETY COUNCIL Safety Section, A.R.A.--Steam Railroad Section N.S.C. Officers 1932-33 Ckairmtm--Charus E. Hiu., New York Central Lines, New York City. First I'ice-Chalrmau-- C. L. LaFoumtaixk, Great Northern Railway Co., St. Paul. Minn. Sceutttl Vice-Chairman--H. A. Pakssh, Chicago & North Western Kailway Co., Chicago. Secretary--J C. Cavjstos, American Railway Assn., New York City. Members, Committee of Direction: F. HAirrtxsrEiN, Lehigh \ralley Railroad, Bethlehem, Pa. H. A. Rowit, Delaware, Lackawanna & Western Railroad Co.. New York City. C. N. Woopwasd, New York, New Haven & Hartford Railroad, Ne-.v Haven, Conn. Roacirr Scott, Atlantic Coast Lines Railroad Co., Wilmington, N. C. A. O. Beck, Canadian National Railway, Montreal, P. Q., Canada. F. \V. Cuans, Denver & Rio Grande Western Railroad, Denver. E. G- Evans, Louisville 4 Nashville Railway, Louisville, Ky. C- F. Larson, Missouri Pacific Railroad, St. Louis. F. M. Metcalfe, Northern Pacific Railway Co, St. Paul, Mam. J. T. Pratt. Reading Co., Reading, Pa. The compute report of ihac sessions is published in a booklet entitled "Procccdinus of the 13th Annual Meeting of the Safety Section", available from the /fmetteau jRailzvay Association. TUESDAY MORNING SESSION October 3, 1933 The sessions of the Safety Section, American Railway Association--Steam Rail road Section, National Safety Council, were held as a part of and in conjunction with the Annual Congress ot the National Safety Council in the Stevens Hotel. 439 440 Twenty-second Congress--National Safety Council The opening session was called ta order by Chairman Charles E. Hill, General Safety Agent, New York Central Lines, New York City. The invocation was given by the Very Reverend Gerald Gratton Moore, Dean ol St. Luke's Pro-Cathedral, of Evanston, I1L The report of J. G Caviston, Secretary of the Association, was presented; and the chairman then called upon the first speaker. Report of the Committee on ^Education By L. O. BCNTLKY General Safety Agent, Chesapeake ft Ohio Railway, Richmond, Va. After presenting figures on the distribution of educational literature under the supervision, of his committee, the speaker said in part: The committee on education believes that in producing educational matter for the consumption of the men back home there are three kinds of ideas that can be presented. There is the inspirational, which puts the minds of men to work on their moral responsibilities for the safety of their fellow men; there is the informative, which tells the men over the country how the work is progressing; and there is the educational, which gets right down into the heart of accident causes and remedies arid seeks to plant in the minds of those who direct and those who work a knowledge of the manner in which they can prevent men from getting hurt. It has been said Uut tire day of the inspirational appeal is past, that safety today is altogether a matter of supervision and obedience to rules. Is this true? Is the day of sentimental appeal gone? Have we forgotten that man is his brother'* keeper? The answer to these questions seems to be conclusive, when we find that during the last 3-ear our distribution of inspirational posters greatly exceeded in volume the distribution of any other type of educational material. Although both our in formative posters and our strictly educational posters were well received, the inspira tional posters led all the rest. But are we doing alt that we can with these products? Do yon know that there are 450.000 miles of track on our railroads and that we sold but 2,000 copies of our educational poster entitled "A Bum Stroke/* or one poster for 215 miles of rails? On tlie very best distribution that we were able to effect, we sold only one for 45 miles of track. A man would have to travel a long way to see such a poster. If 1 were the executive of a railroad, what would be my attitude toward the safety of my men? Would it be active or passive? Are you, Mr. President, satisfied to delegate the authority of carrying on the safety work to your subordinates, and then withdraw your active evidences of interest? Nothing is more discouraging to the matt who is out in the field striving to accomplish, than to know that the big boss has s passive attitude toward his work. I think the safety work on apy railroad is an operating feature. Safety is opera tion. If there is an accident it is a criticism ol the operation of that organization. Therefore, the safety department of a railroad, in my opinion, should be actively and closely associated with the operating head of the railroad; and by the saint token, it seems to me tfot the reporting of accidents to tlie Interstate Commerce Com mission should bi done by the operating head of the railroad. They are bis accidents, and if he is required to report them to the Interstate Commerce Commission, he must know all that is to be known about those accidents, how they occurred, what might have been done to prevent them, ami whether or not tlwy are proper to be reported to the Commission. Safety Section AHA--Steam Railroad Section NSC 441 Report of Committee on Prevention of Highway Crossing Accidents By H. A. ROWS Manager, Claims Department, Delaware, Lackawanna & Western Railroad, New* York City The speaker said in part: Your committee has tlie satisfaction of once more reporting a definite decrease in the number of railroad highway crossing accidents, fatalities and injuries throughout the nation for the calendar year 1932, this being the fourth consecutive year of recessions from the peak year of 1928. The record is as follows: 1932, 3,499 accidents. 1,5% fatalities, and 3,989 injuries; as compared with the year 1928, 5,800 accidents, 2,568 fatalities, and 6,667 injuries. The reduction therefore, m accidents was 22 per cent, in fatalities 40 per cent, and in injuries, 40 per cent. The problem of the prevention of railroad highway crossing accklcuts where . double or multiple tracks are concerned seems to be growing in Importance. In the month from the first week in March to the first week in April, 1933, three crossing accidents occurred in widely divergent sections of our country. In each of these cases, seven persons were killed. AH three tragedies happened on double tracks. These tragedies are indicative that the present signal system at highway crossings docs not convey to the public mind a proper understanding of the situation. There appears to be necessity that signal systems should speak the language of motorists rather than be regarded strictly as a railroad engineering project. The consensus of opinion of members of this and preceding committees of your section, studying the same subject, is that approximately 95 per cent of all railroad crossing accidents are preventable by the driver of the motor vehicle. This indicates definitely the necessity of education of the individual driver. Your committee unanimously- presents tlie following recommendations: That particular stress be laid upon the necessity of giving adequate and timely warning to the public of the approach ol trains to a highway crossing by sounding of the crossing whistle and the ringing of engine bell ; That the warning from engine should be continued until the crossing is definitely reached; That suitable standardised methods of protection be employed where necessary at crossings to facilitate uniformity and public understanding thereof; That crossings be periodically Inspected and continuously maintained in sound (ratable condition. Address by the Chairman By CHARLES E. HILL General Safety Agent, New York Central Lines, New York City The speaker said in part: During the five-year period coding with 1913 and immediately prior to the general adoption of organized safety on American railroads, the employee casualty ratio Increased at an alarming rate. In 1914 tlie casualty rate began to drop and there lias never been a year since this downward trend in accident frequency started when the casualty rate was us high or even approached that of iun 442 Twenty-second Couyress--National Safety Council Based upon the official record of the interstate Commerce Commission, covering all railroads ol the United States, 1932 as compared with 1913 shows a decrease in the number of employee deaths from 3,715 to 557, and a decrease m injuries from 171,417 to 17,416. Q a man-hoor basis, this represents a reduction of 72,5 per cent in deaths and 81.6 per cent in injuries. This means that in 1913 there was one death for every 498 employees, whereas in 1932 there was one death per 1,829 employees. The injury rate was reduced from one injury per 11 employees to one iujury for 60 employees. Had organized safety not been Inaugurated ui*on the railroads of this country and the record of 1913 continued, there would have been .during the succeeding 19 years up to and including 1932, 79277 more employees killed and 868,162 mote employees injured than actually occurred during this period. Although railway accidents ltave been -substantially reduced, we must not be un mindful of the fact that this record is in the past and future achievements must be measured against the record of today. We arc still having accidental deaths and injuries to employees in such volume and through such inexcusable causes that they stand as a further cliallcnge to railway management. They not only warrant our increased efforts, but a greater concentration of such efforts in the application of the well known specific remedies that will serve to ultimately result in the complete abolition of preventable accident*. The Safety Section of the American Railway Association was organized in 1921 for the purpose of coordinating the efforts of the individual railroads in the prosecu tion of various activities in connection with the prevention of accidents cf all kinds resulting from railroad operations. It is imperative that we carry on this work and it must be pursued with greater zeal than ever before. As an aid to this plan, we must have a goal pledging this section and the individual carriers to use every legitimate effort to continue the descending ratio. It is necessary that we have a goal, it matters not what our vocation in life may be. A man, to be successful, must have a definite objective. When that is reached, he must cliange his objective, making his goal increasingly difficult to attain. Our perspective in life changes as our ideals change and our ideals arc controlled largely through a process of comparison. Therefore, our plans for the future must contemplate a new goal--one that will reflect the spirit of the Safety Section, the spirit of the individual character and the spirit of the American Railway Association--a spirit of mdomit&ble courage and the will to do. Wc must visualize the more than 18.000 railway employees who were the victims of 1932 and resolve unto ourselves that in so for as it is within our control such needless sacrifice shall not continue. How to Establish and Maintain Safety in the Shops By T. W DEMAKEST General. Superintendent of Motor Rower, Pennsylvania Railroad, Chicago The speaker said in part: The development of safety in a shop is wrapped around three major factor*, which have already produced lack of safety: (1) conditions; (2) practices; and (3) the human equation. It ts certain that if the conditions in a shop are such as to produce lack of safety, no rational correction of practices can be consistently made. The workman is always Safety Section ARA--Steam Railroad Section NSC 443 in a i>ositkm to point out that the management is not consistent iu endeavoring u correct practices when they themselves do not establish sale working conditions. I would first then clean up the slop, maintain a clean shop, not Only from the view point of appearance but from tiie viewpoint also of the distribution of materials. ! would endeavor to create a desirt tor cleanliness in the minds of the workmen. A dirty shop makes a dirty man, a dirty man cannot respect himself, and the com bination will produce very poor results in any safely movement. I would correct as far as practicable all unsafe conditions iu the shop in order that the management shall be in a position to approach the iucn and obtain sate practices from them. _ ________________ ^.vvuwo, an.i'A.twi*; ><-- Riaruw ones for correction first, and in such correction would most thoroughly explain not only to the man involved but all of the employees in such departments, the reason why the practice is unsafe and the possible effect of preductug an accident, the results to the man involved and also perhaps to Ins family. If you arc acquainted with the more personal conditions of a man's life, you can use this knowledge very ` effectively iu getting his attention when talking about safety work. Refer to his faintly, to his children, and in this friendly way you will be able to interest him in what you have to say about safety. Talks of this nature cun be giver, by the department foreman or Ids gang foreman to his men at regular intervals. In the meanwhile, the education of the master mechanic, the general foreman, department foremen and gang foremen should alto be progressing. The question of education is never completed. Talks are much more effective than papers or letters of instruction. Too little attention has been paid to the mental process of new mett being em ployed for service. We arc very careful as to their physical condition, their educa tion, and tlieir skill ami ability tn perform the service for which they were being hired. We ltave in the past, however, paid no attention to their mental trends, to develop whether or not from a safety viewpoint they would make a good employee Such tests should be established at a requirement and in addition to the physical examination. Safety to be effective must be automatic and subconscious in the individual. If it is accessary for him to stop and think before performing any operation, whether he is doing it safely or not, he is more apt to make an unsafe employee than s% safe one. Its initial establishment must begin as a youngster at home, and this has caused me to believe that wlicre there arc ladies' societies of any kind on a railroad, that a part of their work at regular meetings or tails should be the safety education of the mothers from the home viewpoint. It is certain also that safety studies in our schools would be more useful tlran some of the work now being taken. 1 hen safety rules: their development and application are apparently necessary iu the inauguration and advancement of a safety movement. They arc the texts from which instruction is given. They are effective, however, Only in so far as their practice becomes subconscious no the part of the mar. I am of the opinion thut the explanation of a safety rule should be reinforced by practical illustrations. Men transferred front one department to another, with little knowledge of such department's work, have difficulty grasping the rules as the terms used are not familiar. We find the same situation in our laborers, many of whom are of foreign extraction and v.i\o do not twve a good knowledge of the English iangunce. 444 Twenty-second Congress--National Safety Couucil TUESDAY AFTERNOON SESSION October 3, 1933 Address By FREDERICK E. WILLIAMSON President, New York Central Lines, New York City T/jc speaker said m part; I got my first lesson in safety in a very trying way. I was working in Utica, and the yard was badly congested. I was working with a switch engine in the lower part of the yard, and it was snowing hard. I was on top of a string of cars- and I was trying to figure out how to get them out. X swung down on a side ladder, with my mind wholly intent on what I was trying to accomplish, and stepped back on track No. 2--there was a screech of a whistle, and here suddenly was No. 3's engine about 50 feet away, or so it seemed to me. Instinctively, I made a dive between this string of cars that was pulling out, and X could just feel that pilot beam whistle by me, and the ettgineer thought he had hit me. He stopped and came bade to find that I was all right, but certainly X got a safety lesson from him iri no uncertain words. So 1 learned my first safety lesson by a shock and a scare. Today, however, we have adopted another principle. Now we are trying to teach the young men safety by rules, by education, rather than by letting them team through existence and narrow escapes that safety is essential. You and the affiliated safety bureaus of the several railroads have taught us to understand that while you can't undo accidents that have happened, you can see lo it that no accident that'does happen will be considered a closed book until there i$ a thorough analysis of its cause, with a view to the avoidance, wherever possible, of that same cause of succeeding accidents. As wc review the official records of the Interstate Commerce Commission, we note with pride the progress of the America/) railroad in the reduction of accidents, and alt who are familiar with the subject recognize Ue large contribution of the Safety Section of the Association In tliat noteworthy achievement. One of my distinguished predecessors in the presidency of the New York Central Lines was fond of saying that a railroad is composed of plant and personnel, and that personnel represents 90 per cent of its value. Much of the success of your work is dependml upon a recognition of die Urge importance in'safe railroading of the so-called "human element'* You must consider and deal with a mental ap proach of officers and employees to all safety work. It is not enough that the physical plants be cleared of lurking hazards, nor is it enough that instructions as to'The safe methods of operation be promulgated. Both of tl>ese things, of course, are vitaL Of equal importance, perhaps of larger importance, is the molding of mental attitude toward safety movements, and toward safely itself. The number of accidents that are utterly unavoidable is surprisingly small. Everything that is done to impress on all the frightful cost of accidents in life, limb and money, is yeoman service. Wc must eternally seek to instill m the minds of all a serious respect for safety measures and a dogged determination to do, each one, his job, not only well, but safely. Your section is now. as it has been from its inception, in the vanguard of that movement, ami it is but candid that X say to you that railroad executives generally, congratulate and honor you for what you have done and are doing. Safety Section ARA--Steam Railroad Section NSC 445 The Art of Teaching Safety By C. B. BOITLET Safety Director, Wisconsin Public Service Ccrp.. Milwaukee, Wis. The speaker said in part: Safety engineers and executives have learned that before you can stop accidents, the accidents must be analyzed individually and col lectively, and proper remedies applied; and the only way to apply the remedies is through teaching the facts that the accidents disclosed must be taught. That cannot be done in a week or a month. It is a continuous job, year in and year out. It is a generally accepted fact that teaching is made easier and more successful if the individual we desire to teach is in a receptive frame of mind- How are you going to do this? By appealing to the things that the man most desires to have. Put yourself in the position of the man who is working for you, and let's see what the things are that are wanted. Suppose he is a machine operator, a switchman, or wlutevcr his job is--there are certain things he wants. First, if he is any kind of a man, he wants to keep his job. That is the first thing. Second, lie wants to keep his pay. He doesn't want a job unless he gets paid. Third, he wants to be able to do his work in a satisfactory manner, not only satisfactory to himself but to his employer. Fourth, he is interested in his family, in his. family's protection and in his family's welfare. Fifth, he is interested h his own pleasures, playing tne violin, moving pictures, playing golf, etc. Sixth, if he is the right kind of an employee, and if you have taught him right, he is interested in tl>e company's success, because in that he will find Ins own success. We as safety engineers must absolutely first convince the man tliat an accident to him, no matter how minor, is a real !o*w to himself and to society. After that, I think you can show him first of all that your company is interested in safety, and you can prove it to him by saying, "Do you know that safety construction U in everything wc have? Notice tlic guards on the machines, the type of operation wc are carrying on, the type of equipment we arc using. Safe construction and safe conditions are part of the management" I used to be a teacher and there are a few' things I believe 1 can pass on that will be helpful. First, the presentation of the subject tiuit you want to teach. The presentation must first of all be simple. It must be brief. It must be absolutely to live point. Second, the arrangement of the material that you teach must be logical. There must be % logical sequence to the things that you are trying to teach. Third, the facts that yon are trying to teach must be, wherever they can. related to the facts the man already knows, in order that by association with existing knowledge he can retain those facts. Last, your word picture mutt be clear. How can we accomplish these things we are going tc try to present; Let tis go back to the school situation. How did your teacher teach you arithmetic and spell ing? First of all, by repetition. You remember how you learned the multiplication table. How were you taught spelling? Again, by repetition. You would spell the word orally, and if you missed it you would write it a hundred times. Are you using that trick in teaching safety, or are you just telling the men once and forgetting it? That is one of the first principles of teaching safety, repetition. In collection with repetition, it is very important that repetition he made not over only one day, hut over a long period of time. Experiments have proved that the 4-16 Twenty-second Congress--National Safety Council longer tin* j<rkd of time over which Utc repetition is made, the more firmly will the idea lr fixed in the iiaii's mind. TJ?e teaching oi safety must not stop n> one week, one month, or one yeai, but it must !jc continuous. What do you get by continued repetition? You get reflex action, a subconscious wording of Hie nun's mttid. so he cannot help himself. He has to do the thing that way. You do one thhiR. tle same one, time and time again, and no matter how you try to break yourself of that Itabit, it is almost impossible.* With an old em ployee who lias done a thing a certain way for a long time, you may run into sales resistance, because he has formed (he habit. The new man is the fellow to go after. When you arc taking on new men it is voor hjiportunity to teach them by repetition. Form the right habits. Second, tlicrc is a proverb that practice makes perfect. Just telling a man some thing isn't going to teach him. ile has to do it himself. Once having gained a fact or an idea, continued practice will improve technique and more firmly fix that technique in tlte mind. That is particularly true of complicated operations. It is the only way a man can (cam them. And right alone with practice, you will remember another phase of your school work in high school or college, perhaps. You were taught bow to experiment, and experimentation and practice are very similar, although actual practice is better than experimentation. To teach by experiment fixes the thing in a man's tniud because he not only gets the lesson through the car, but he gets it from several other sources. First of all, he works with bis bawds and gets the sense of touch. The thing is impressed on his mind through the sense of toudk Second, be hears it; third, he secs it; fourth, he has to be thinking about it while he is doing it. You arc stimulating practically every sense the man has iu teaching the subject, if you are doing it through practice or experiment. I suggest to you that another old proverb might come in handy, nirndy, "Ex perience Is the Best Teacher." It ties right in with the other. What a man experiences he doesn't forget. What is told to him, as I am telling these things to you today, he soon forgets. If I were to do this job right, I would make each one of you write down the things I am telling you, I would have a board with slides or lights on it, ami you would sec it, and I would (ell you about ft. But the things 1 am saying to you here you arc going to forget, unless you arc making note* of their?. lint we can also bring to any individual the result of soaielxxly rise's experience. That is where experience steps into tlie play. Every time there is an accident, make use of the experience obtained through that accident, because an accident is a real living issue. It is part of the man'* life. If it happens to someone that he knows, or In some town that he is familiar with, he is going to be particularly interested in that accident. You picture the accident to him, explain tlte accident, and say to hint, "How could it be stopped?" You are employing some of the best teaching in that way, a conference method. After be tells 3-011 how that accident should !>e stopped, do you think he will have an accident like that? No He has analyzed that accident, lie has told you the results and how to stop the accident, and lie is not going to be queered by doing what he said should not be done. Make use of every accident you can lay your hands on. Let the employees tell you about them; bring into play the last sense, the seme of speech. Make the man tell you how that accident can be stopped. 'lake bin; into vour confidence and he won't lave an accident of that type. Safety Section ARA--Steam Railroad Section NSC 447 I mentioned a few moments ago that teaching could he improved by the use of a chart That is known ns visualisation.* There arc a number of wajs lo visualize. A chart is one way, and there are also pictures, posters, actual demonstration of apparatus, just looking at it--ail visual demonstrations. The only object of that in teaching is to get another entry into the man's mind through the Cye. A man is given a certain number of sense*. How many are you making use of? Make use of all the senses you can. Few of us realize that we arc all teachers, wltcihcr we want to be or not. Each of you, I venture to say, has some particular gentleman in mind as a person who has had influence wv your life. You have set up somebody as your example. You have watched him and tried to du things as lie did them. Every minute of the day, you also are a teacher, whether you want to be or not. Just the way you act makes you a teacher to somebody. And it is very easy to be a bad teacher by example. The case of railway officer*; stmulmg on (lie tracks is a perfect example of terrible teaching. They are setting up a wrong example. They are establishing a wrong practice, and men are going to follow their example because they respect them and look up to them. It is like the case of the foreman who posts a "no smoking" sign, and the president of the toad or some other officer comes through there smoking. The employee says. "I don't know what kind of fire he smokes, but I can smoke if lie can." We are today iu difficult times. New men arc coming on the job, and old men who have bccu laid off are coming back to work. They are sometimes unfamiliar with the operation; tliey have forgotten; the period that has elapsed since tlicy practiced these things before ha* been so long that the practicing of them has be come kind of lost in their minds, they are hazy, and they try to do the thing In the way they used to do it and tlsey will get hurt. The new man and the old man coming back need especial attention, and ought to have it the day they come on the job. Don't delay, because, if you do, some of them will have trouble, per haps a serious accident, before you can teach them again. Address By M. J. GOKMLEY President, American Railway Association, Washington, D. C. The speaker said in part: While sitting Were thinking about this question of rotating instructions in the interest of safety, I recalled to mind that good old war horse whom wc all remember, Ralph C. Richards, one of the fathers of the safety movement. I worked with him on the North Western Railroad for a great many years. He was an inspiration to anyone, regardless ol whether lie was on the claim end of it or the operating end of it or the safety end of it. I remember one ex perience while a trainmaster in Minnesota. We had a switchman with red hair who got injured too often to suit me. One day he was coming down through the yard with a string of cats and made a stop, and instead of getting off the side of a flat car as he should, he reached over and look bold of (be uncoupling lever, and fell off. He was laid up for a week, and I thought, "I guess 1 will write to Mr. Richards and recommend that he pay the gentleman nothing f>r the time he is off." He wav off about ten days. Well, Mr. Richards wrote the letter for me, and I presented it lo the switchman. When he got home ami told his wife that lie wasn't going to get any pay for those 448 Tiventy-second Congress--National Safety Council ten days, she became bis safely supervisor from that time on, and he was never thereafter injured. That was one of those object lessons ttiat cannot be forgotten. I was also much interested in the idea of repetition of safety instructions. I have two daughters whom I taught to drive an automobile. I said to them: "There is just one rule in driving an automobile, that I want you to remember; and that is to learn to talk to whoever is sitting alongside of you without moving your head sideways.'* I drilled this idea into the head of the younger one time and time again until she got it down pat. One day she was driving alongside of me and I said suddenly, "There's a new house." Instantly she turned around and looked at tlie new house, and then site caught herself. I don't believe anyone could catch her on that kind of thing again. I have heard it said tluit the railroads are obsolete, that their equijnneiit is run down, under-maintained, and everything of that kind. I was greatly interested in that, so I checked up a while ago carefully and I find we have a decrease in owner ship of freight cars of 337,000 compared with 1925. There has been a decrease in freight trains. We have better cooperation in loading and unloading. You do not get the full results of the efficiency and movement unless you reduce the units required to handle that business. How much has the reduction of 337X100 cars in the handling of a given bushiest contributed to tlie safety movement? How much lias the retirement of 1,091,000 cars since 1923 and the addition of approximately 91XJ.OOQ new ones added to the safety, movement? If you buy a new car that is better than the old one, it is a move toward safety. If you buy a locomotive that is better, you add to safety. If you can handle more cars on the train, you have less, opportunity for employees to become injured. The more safely you operate the more economically you operate. I saw some figures prepared by someone in a statement, I believe by Mr. Palmer, comparing the last ten years with the previous ten years, showing that the payment for liersonal injuries alone sliowed a decrease of $160,000,000. To carry it further, to make a comparison on the question of the reduction In the cost of operation due to wrecks, derailments, etc., ivc liave something in excess of a billion dollars saved during tliat same period. Report of Committee on Statistics By T. H. CARROW Superintendent of Safety, Pennsylvania Railroad, Philadelphia The speaker said in part: I want to summarize as briefly as I cast some of tlie previous reports of this committee, because it Is necessary to give a basis to what I am going to recommend today.* In 1921 the first report covered the question of accuracy. In 1922 we were able to report tliat the Interstate Commerce Comnitatoa had adopted a million man-hours as the basis for comparisons by roads and by occupations. In 1923 we made a general analysis of fatal and non-fatal injuries due to being struck by trains. In Salt Lake City in 1924 for the first time the possibilities of reductions weie ap parent, because up to that time we had no knowledge of what we might do, and even then our conclusions were predicated largely on our practical imagination, be cause the statistics were snore or less in a -Crude state no further back than 1924. We, therefore, recommended the 35 per cent goal. In 1925, recognizing the necessity of a definite program, the committee worked Safety Section ARA--Steam Railroad Section NSC 449 up twelve skeletonized bulletins for publicity and recommended that the Association adopt these as a regular program. In 1920 we presented four resolutions on the basis that the remedy for accidents on tlie railroads, rested directly with trainmasters, road foremen, master mechanics, and division engineers. In 1926 we introduced four resolutions appealing to these four classes of supervisors. There were mis cellaneous analyses from 1927 to 193 lfj particularly in charts that were put out showing the different departments of each railroad, how they stood in comparison with each oilier. 1 think that was an innovation that marked great progress. In 1932, for the first time, wc suggested the possibility of a standard rate; we sug gested for the first time the possibilities of standard casualty rates. I have here a statement which a composite of the accident situation on all the railroads in the United States. It is cue that shows casualties in the seven classes of service, from 1923, 1931, 1932. In maintenance of way and structures in 1932 wc have, roughly, 4,000 accidents; in maintenance of equipment and stores we have also 4,000 accidents; and m "other transportation" which is nearly all station, wc have nearly 2,000 accidents. Then in train and engine service, wc have in round figures 7,000 injuries. If you examine those rates you svilt notice a very marked drop from 1923 to 1931. But we came to an impaste in 1932, and showed almost no improvement As a matter of fact, in the maintenance of equipment department the rate was virtually the same each year. There are two significant features to that statement. The first is the fact that we made no appreciable progress in 1932, and the second is the preponderance of accidents to train and engine service employees. The total number of accidents to all employees last year was, roughly. IB,000; in the train and engine service, however, 7,000 accidents occurred, which is 38 per cent of the total, while the train and engine service had only 19 per cent of tlie man hours. There is something, however, very much more significant even than that, and that h the rate in engine service is very small indeed, and in the passenger service there is no more hazard than with clerks. The fact that the train and engine service predominates indicates that we must concentrate our energy on that department, and I am prepared to say that I don't believe that from a purely numerical standpoint die hazard in train and engine service is materially greater than it is in tlie shop or in tlie maintenance of way department, and that the explanation far the poor performance is that we as a body have not done our job, and that the trainmasters have not done their jobs, and that individually and collectively we have got to get together and find the solution for the train service accident situation, which is indicated very clearly by ait analysis of the statistics. I want to speak of the fluctuation in train service accidents. Fifteen trainmen were killed in 1923 on account of negligence in connection with train orders, and not a single one in 1931. That was good work, wasn't it? No, it wasn't good work, but just largely luck, because in 1932 there were ten of these accidents. Now let me turn to another matter. I will not mention any roads specifically, but I have taken fifteen roads and designated them as No. 1 to 15, inclusive. Isn't it indicative that something is decided wrong when we find that the first road I have listed has a rate of 2.40, and the last road has a rate of 13.40? There is something wrong somewhere, there is some deficiency, as surely os figures can indicate it. 450 Ttvcnty'Secvitti Congress--Nurieva! Safety Council l have made a note of a railroad that hus made a * cry hue record, and that still lias a rate or 7 in tlm maintenance of way department and only 2 m the main- tcnance of equipment department If 1 were president of that railroad, knowing safety as I <lo. I would say. "Look here. Mr. Maintenance of Way Office, what is the matter with your Have you lost your interest in safety? What is the difficulty that keeps you front getting in line?" 1 warn to suggest to you tlic propriety of working up a statement similar to this for every one of your divisions, and at tlte end of each month using tlte cumula tive figures, put a red ring around each one of them and pass them on to the boss, and say, "There are tlic individual officers who are not on the job." Now I am coming to the purpose of my talk. Let's then begki to consider the future of our work on the basis of the possibilities of each department. There is no sense in assuming that train service will ever be exactly like the maintenance of way or the maintenance of equipment. For tliat reason, we liave got to establish rales that will be reasonable for each department. There arc a iot of circumstances that enter into this thing. It may be that Mr. War lei's report may change the basis of reporting. It may' be lliat there are plenty of railroads id the United States that are just as honest as they can be, that would report more accidents if Mr, Warfel's report is accepted and adopted. 1 don't know' exactly what tl>e rates ought to be, and I think ought to know if anybody else docs know. But I have thought tliat the figure for the maintenance of way department ought to be less than three casualties per million man-hours; the main tenance of equipment dejiartincnt ought to be three and the train and engine service ought to be eight, and the total ought to be four. I come to tile important question, "How will this goal be readied, bow will these figures be achieved?" By the same methods lliat wc enunciated in Salt J-akc City, namely, improved design, construction and maintenance to insure tlte greatest im munity from physical hazards, and all of the accidents from that cause represent only five per cent; improved training, supervision and discipline to insure the ad justment of the mind to the hazards of operation in the case of every railroad man in the service of our railroads, so that tfkry will be literally capable and able to master the dangers of their work. This consummation, which is so devoutly to be wished, will be realized when required by the management of every railroad; that is. when safety is fully woven into the duties of all operating officers and supervisors. Following Mr. Carrow's report, the suggestions he had made were embodied in a motion, and the recommendations of the report were duly referred to the com mittee of direction for consideration. The Railroad Trespass Kvil By T. E. PRATT Chief Special Agent and Superintendent of Safety, C. B. St Q. Railroad. Chicago The speaker said in part: I am not exaggerating when I inform you that there are at least one-half million trespassers using railroad trains as a means of trans portation, 90 per cent of this number being under the age of 25. Men, women and children are now traveling via the hobo route. For iustance, a man and his wife, with a three weeks old baby in a basket, were found on top of a refrigerating car Safety Section .-IRA Stcaw Railroad Section NSC 451 on the Illinois Central Railroad recently. In another iustance, a mother and father placed their two children. 6 ami 7 years old respectively, in a box car to send them to another city where they had relatives. It is not an uncommon thing to see on a freight train a* nemy ns 150 hobos. Wheu a derailment occurs, many are injured, or killed. Hundreds oC than are injured while beating their way on trains, resulting in the loss of arms anil kgs, which is costing either the community or the railroad large sums of money. Some of them unconsciously turn angle cocks while climbing through trains, some ui this being done maliciously, and this at tintts causes serious accidents. Perhaps you may wonder why the special agents or the police department cannot do anything about tins trespassing. Do yeu realize that wc have communities where, if we arrest a man for riding on a train, he is not only turned loose but the officer is critidzcd by the court, and snitch lawyers are there to file suit against the company? In one iustance we had a fine young man working for our coniittuy, who was killed hi cold blood by a man taken off the head end of a passenger train. In lliat community, when the man was apprehended, upon trial he was not only -turned loose but the citizens in the community made up a purse to send him back to his supposed home, I say to you that because the public was not informed, they did not understand what a menace to society that man was. They did not understand what they were saying to the youth of our land who are going around under the guise of hobos That is the reason, when we talk about trespassing, that we must, before we start in, educate the public, and this section of the American Railway Association, together with every other section, should assist the Protective Section in molding public opinion so that they will understand that it is to tlwnr interest to stop this unde sirable traffic. The Supervisor's Responsibility By H. s. CORBIN Supervisor of Safety, Atlantic Coast Line Railroad, Wilmington. N. C. The speaker said in partt Working on the theory' that every accident results from a definite cause, it is my belief tliat there is no greater cause of accidents than supervisor's responsibility coders a!! phases of operation. Standard operating rules, along with special instructions, cover practically all conditions of service and, when there is an accident, or personal injury, it usually develops that some rule has been violated. Therefore, there can be no greater responsibility resting upon a supervisor than to see and know that rules and instruc tions are carried out. From the standpoint of the maintenance of way department, the supervisor is responsible for condition of the roadbed and tracks on the territory -which he covers as section foreman, roadm&stcr or general roadmastcr. He is also responsible for the safety of tlte men under his supervision and the tools tliey work with. He should make a personal study of local conditions and needs in this respect. One of the most Hazardous conditions with which track men must contend is-the operation of track motor cars. Because they usually carry more than one man, and an accident assumes greater proportion in the number of employees injured, and the extent of their injuries. Some employees will naturally take a chance m 452 Twenty-second Congress--National Safety Council the operation <rf track motor cars by: (1) operating a car at excessive speed; (2) improperly storing tools on the car; (3) permitting men to occupy unsafe positions cm the car; (4) failure to protect against trains and other track motor cars; and (5) failure to observe switches and crossings, especially with respect to speed and obstructions. The maintenance of way supervisor must know die standard operating rules, and should at all times liave in his possession current time tables and be familiar with special instructions. There are few duties of a maintenance of way supervisor that we can well delegate to someone else, or avoid responsibility for. From the maintenance of equipment standpoint, it is particularly the duty and responsibility of the supervisor to note hazardous conditions about the shop plant. He should be quick to hear any report of unsafe conditions of the premises, ma chines and tools, and his quick eye should personally observe these conditions. He should be of as great value as others working under him in foreseeing possible accidents and injury as the result of these hazardous conditions. After a possible injury, the supervisor also has an important duty toward the injured employee. He should see that immediate first aid care is given the injured person and make sure that he gets into the hands of a competent physician as rapidly as possible. To call in a physician and a claim agent every time a man stubs his toe or skins a knuckle is, of course, a mistake.- It is possible to make too much fuss over small injuries. But there should be at hand some simple means of pre venting infection for minor injuries, and if an injury is serious, the personal atten tion of a physician is the only recourse. The Green Book The final feature of this session was a presentation of the current "Gseeu Book" by L. R. Palmer, Conservation Engineer, Equitable Life Assurance Society, New York City. Mr. Palmer very briefly called attention to the fact tliat he had pre pared a tabulation covering employee casualty rates for the six months' period of 1933, Class I railroads, in accordance with the standard Grn Book grouping and will forward copies to Class I railroads. WEDNESDAY MORNING SESSION ^ October 4, 1933 The Goggle Rule and How Enforced By'J. c. YOCUM Manager. Safety Department. Chicago, St. Paul, Minneapolis and Omaha Railway The speaker said in part: It Has always been a puzzle to me why it is necessary to repeat over and over agaiu to employees that one of the greatest things which has been given us is sight and how necessary it. is that they use tire means so freely afforded them to protect and preserve this blessed gift. To my mind, being blind is about the worst disaster that can happen to anybody. Experience has shown that we cannot take it for granted that men will of their own accord think for themselves in this respect, and for this reason it has been Safety Section ARA---Steam Railroad Section NSC 453 found necessary to adopt rides requiring men to wear goggles in performing opera tions that are hazardous to the eye. The record of one of the largest railroads shows that there was a total of 124 eyes destroyed over a period of five years, as follows: 1928. 34 eyes lost; 1929. 32 eyes lost; 1930, 29 eyes lost; 1931, 21 eyes lost; and in 1932, 8 eyes lost. The principal causes of these losses were as follows: struck by flying materials, 18; using tamping picks, 11; using track* chisel*, 6; cinders in eyes. 6; driving spikes, 5; driving nails, 4; struck clar bar with spike maul, 3; cutting cotter keys with hammers and chisels, 3; cutting nails with hammers and chisels, 3; striking steam hose coupler with hammers, 3; and struck by stones thrown by boys, 2. There were also reported 31 other causes, each producing loss of one eye. A total of 26 eyes also were lost doe to dust, scale and other foreign particles entering the eyes. Iu checking goggle rules issued by several of the lines, it is found that some arc very brief and merely recite that goggles arc furnished by the company and must be worn by all employees in performing operations hazardous to the eyes, while another road wilt use the above quoted rule and then follow with specific items covering operations in which goggles must be worn. To my mind, the rule should be as specific as a rule can be made, as it is more easily understood and violation* itiore easily detected. In my study as to the means of enforcing the goggle rule, my conclusions arc that it is a matter of cooperation between the management and the employees, and that each has a duty to perform. To further emphasize the enforcement of the goggle rule, I would gather together the foremen or supervisors under my direction who have direct charge of gangs and speak to them in the following language: "The management expects me and my department to enforce the goggle rule 100 pc* cent, and I expect the same from yoif I also expect you to know that each man working under you is furnished with the proper type of goggle for his work, and you must take especial care to have proper goggles for your men who wear glasses with corrective lenses. You are to see that these goggles fit properly, arc in adjustment, are comfortable, and that they are afterward kept in proper repair. You will remember that the safety department has given you some valuable hints as to the wearing of goggles and the care of them. The most important of these hints are as follows: "1. To prevent fogging, keep ventilating screens clean, and lightly rub glycerine soap over (he lenses, then wipe off. ,UL A gauze band worn over a man's forehead above his goggles will prevent perspiration from running into and over the goggles and prevent fogging. "3. There Is a proper way to remove goggles. Bend head forward with both eyes closed, take off the goggles and with the eyes still shut, wipe off the forehead. "All of the above are duties in connection with the saving of eyes which yon owe to tire men wl*o work under you and will do much to assist you in enforcing the roles. When you carry out the above ideas completely, you have done all you can for their comfort, but you have a further duty and it is up tc you to educate your men to have their goggles with them at all times during working floors. The fact that some of your men may think it a burden to carry the goggles on their caps of around their necks in the extremely hot weather is no excuse for you allowing them to do without their goggles when they need them--also, you are to consider that it U just as essential that goggles be worn in doing work dangerous to the eyes 454 Twenty-second Congress--National Safety Council which takes only a second or two as that work which takes a longer period oi time. I expect that each of you supervisors will be smart enough to secure the full cooperation of at least 95 per cent of your employees in a 100 per cent obedience to the rules because your employees realize the wisdom and desirability of compliance. It is possible you may have 5 per cent of your men who cannot or will not obey the instructions and rules, i am back of you tolly in the enforcement and discipline accessary.'' Accidents to Yard and Train Employees -- Their Cause and Remedy By E. A. MEYER Manager, Safety and Fuel Departments, Chicago, Milwaukee, St. Paul and Pacific Railroad, Chicago The speaker said in part: In looking over tlw list of accidents to switchmen on the Milwaukee System, which comprises 11,207 miles of main line, I 6ud we had 20 switchmen injured during the past 12-month period; 7 of tltese were injured by falling; .1 had tjteir hands injured or fingers crushed while making couplings; 5 resulted fatally, 3 of these 5 victims went between moving cars to adjust couplers which is a direct violation of the rules, and one stepped in front of moving cars. TIjc fifth fatal injury was to a num who crossed in front of moving cars to reach a platform. During this same one-year period, we !ad 19 trainmen injured. Five of them were conductors and 14 brakcroen. No conductors were killed although 5 were seriously injured. Four of these accidents to conductors could have been avoided: one scratched his hand on a train order Hoop and neglected the injury until infection had set in; one was injured in opening a stockyard gate, the wind blew' the gate against him, throwing him against the loading chute. Another was hurt while kick ing a wood block out from under a wheel, and one was pulling a jack from under a derailed car on a bridge when the jack gave way and he fell backward off of the bridge. The fifth accident was one for which the conductor was not to blame. He was assisting passengers to alight from the train when a lady missed the top step and fell. He caught her and in so doing severely injured Ins knee joint. Fourteen hrakemen were injured, one of these being killed when a train was derailed. He was not to blame., simply a victim of the mistakes of his fellow employees. A majority of these accidents tv brakemen were falls front cars ot injuries received while the men were getting <m or oft moving trains They were not particular about getting a good hand hold and fool hold and were not sure of tlie nature of the ground surface whore they alighted. One hrakcir.au was injured while standing alongside of an engine when the engine man opened the blow-off cock. I have given a icsume of the accidents to train and yardmen for a period of a >car. What-are the remedies? First, safety education. By meetings, talks, and letters we arc trying to have our men become safety minded. We also try to instill a competitive spirit in them by issuing statements ritowing the list of accidents in their departments in comparison with the same department on other divisions. We also compile comparative stand ings of divisions. This creates a desire to have tin* record of their craft or depart Safety Section ARA--Steam Railroad Section NSC 455 ment excel. It also generates loyalty to and pride in the saicty record of the entire railroad. A second remedy is stricter discipline. Whenever an accident happens, whether there is an injury or not, an investigation is held. The cause of the accident ri determined and the responsibility placed. Very often several persons are to blame. The punishment varies depending upon the seriousness of the mistake and also on the man's past record. Sometimes a reprimand or mark against his record is all that is given. He is sometimes taken ont of service for a certain pencil of time. Often it results in his dismissal from the service. Wc are placing more and more stress upon supervision. Tlie man at the head of the department should be held responsible. Even though a foreman docs not per sonally disobey a rule, if he allows anyone to follow an unsafe practice or if an accident happens through the lack of his suiwivision. lie is the cod who should receive the punishment. For instance, a conductor is responsible for the brakeman. and if he allows Ins brakeman to do something contrary to rule, the conductor is the one to be held responsible and he should be disciplined as well as tlie brakeman. Operation of Hand Brakes By FRED BKASTRUP Superintendent, Fargo Division, Northern Pacific Railway The speaker said in part: Tn considering the general subject of hand brakes, the upkeep, I think, should be mentioned first. A great many accidents that result in persona! injuries, as well as damage to equipment ami contents of cars, occur as the result of defective hand brakes. Some of the items that contribute to this result arc too much brake chain, which permits the chain to be wound around the staff and jammed before the brake shoes cornc in contact with the wheels. Defective ratchets and dogs that will not function after the brake is set are another cause of trouble that should be checked in making: equipment inspection. The styles of brake differ from the old style staff, mainly in tlmt they are con structed with leverages that will respond promptly and bring a heavy load to a quick stop. In this connection it is important, towever, not to provide excessive leverage that will result in sliding wheels, as it is a well known fact drat too much breaking power is not good practice as it increases liability of flattening wlwels which again is a source of danger. The following are points that are essential in a hand brake: 1. A brake that can be applied and released with one hand. Both feet and the left hand arc thus free to be used in retaining safe position on a car. 2. A brake that can be quickly applied with one hand with such small effort that the operator's mind and body are free to observe and art promptly m emergency 3. Instantaneous release by the use of cue land only. 4. Graduated release for permitting a car to drift with the use of one hand only controlling the brake, thus permitting a trainman or yardman to maintain positive control of car movement with minimum effort and with safety to himself. Some of the Unrigs to be guarded against in connection with the operation ot hand brakes are: I. Do not permit the use of a make shift brake club The use of tlie biake dub in the spotting of cars on sidings and in yards, particularly in what is known as hill territory, is recognized, but the practice of train or yard men using a pick or 456 Twenty-second Congress--National Safely Council mtwl handle converting it into a brake club should not be permitted. Such a stick, frequently made of inferior material, is liable to break when stress is exerted against it, resulting in personal injury. Brake clubs should be selected from the very best of material. 2. The importance and necessity of securing every car left standing on a heavy grade, at way stations and at isolated points, should be stressed, 3. In controlling the speed of several cars that are being kicked or switched over a hump in the yard, or on heavy grades, tl>e operator should not depend on one hand brake to control a greater number of cars than may be Cully retarded with that amount of braking jwwer. If necessary the.brakes should be applied on several cars. The bracket platform on the ends of high cars is favored instead of the deck location as it is quicker to ascend to this location and it permits the operator to have a double hold at all times--once he is positioned on the bracket platform he is enabled to watch in both directions, which is a decided advantage over the deck type of brake. Operation of Air Brakes By MARK PURCELL General Ait Brake Inspector, Northern Pacific Railway, St. Paul, Minn. The speaker said in part: Mr. George Westinghouse invented the "Plain Auto matic" Air Brake in 1872. The automatic feature resulted from die obtaining of an Indirect application of the brakes through the medium of a valve device called a triple valve, and an auxiliary storage reservoir, which were added to the brake cylinder on each car. The plain automatic air brake was a gteat improvement in many respects over the straight air brake, but chiefly from an emergency or safety i>oint of view. Much of the flexibility (ability of the operator to increase or decrease the cylinder pres sure quickly and in small amounts) for ordinary service brake operation had to be sacrificed. This brake served the purpose fairly well while trams were short and speeds, weight and frequency of trains low, but as these factors changed, its limitations became more and more apparent, particularly with reference to emergency operation. The propagating operation was too slew with long trains, which resulted in severe interchange of slack due to brakes becoming heavily applied on the forward portion of the train before the application had time to take hold on the cars farther back toward the rear. This limitation was overcome to a great extent by the invention of the "Quick Action Triple Valve" in 1887 and the equipment with which it was used came to be known as "Quick Action Automatic Brake." The quick action triple valve was developed by adding to the plain triple valve parts which brought about a local venting of brake pipe pressure in emergency applications, and thus caused a rapid serial application throughout the length of the train so that the time for the full application of all brakes on a 50-car train was reduced to about coe-sixth of what is inherent with plain triple valves, and shocks are therefore lessened to a great degree and the distance for stopping greatly reduced. Two of the features that exert a governing influence on braking are: First, the adhesion between the car wheels and the rails*, this varies to considerable extent due to rail and wheel conditions, but changes little when the vehicle is moving as compared to when it is standing. Second, the adhesion, or friction between the brake shoes and the wheels. This latter is greater when standing than when running and varies widely with a change from low* to high speed and vice versa. Tlie per Safety Section ARA--Steam Railroad Section NSC 457 centage of brake power used u based upon the empty weight of the car, unless an empty and load type of brake is used. For a long time it las been customary to use a somewhat higher percentage of brake power on passenger than ou freight train equipment. Due to passenger train speed generally being greater than that of freight trains, making greater braking power necessary if stops arc to be made in similar distances, the amount of braket power necessary to stop in the same dis tance increases as the square of the Increase of speed; that is. if speed is doubled, it requires four times as much braking power. To take care of the many conditions that affect the safety and economy of tram operation, from a brake control point of view, such as die progressive increase in weight of cars, longer tianis, high speeds, greater weight and power of locomotives and greater frequency of trams, has necessitated several corresponding changes in brake equipment for passenger and freight cats and for locomotives. Getting On and Off Cars By J. B. SULLIVAN Road Master, C, R. I. & P. Railway, Burr Oak, 111. The speaker said in part: Quoting from the records of train service accidents, I find the following: Year 1930, 5,451 accidents in which 441 persons were killed aud 5,010 injured; year 1931, 4,543 accidents tit which 447 persons were killed and 4,096 injured; year 1932, 4,466 accidents in which 520 persons were killed and 3.946 were injured. These records further sltow that but four train service accidents and four casualties were caused by defective equipment, all of which goes to show that practically all those deaths and injuries were directly traceable to the old human element, better known as man failure, A great many of those injuries were caused by alighting from cars on unfavorable terrain, such as ice, switch stands, timbers and ties, rocks, lumps of coal, holes in die ground, etc. Alighting from, or trying to board cars moving at excessive speed, is also conducive to injury and should not be attempted. The proper way to get off a moving car is, first, face the direction of movement; second, place the inside foot on lower tread of sill step; third, giasp convenient tread of side ladder (depending on height of person) with inside of hand. When sure of the ground on which you are about to alight, let go with hand hold, remove foot from sill step and with body slightly inclined backward and legs partly flexed, alight on outside foot, using the other foot to overcome momentum. To get on a moving car, grasp a convenient grab-iron or tread of side ladder firmly and swing the inside foot onto the lower tread of step. Practice, natural agility, a sense of timing and judge of distance, all go toward simplifying the movements until they become almost second nature. The standardizing of safety appliances, such as sill steps, grab-irons, side ladders and such, although considered adverse legislation at the time pi its inception, proved to be a blessing in disguise aud their uniformity has done more itt my estimation to eliminate casualties than any other thing. But it is to the unsung hern of the railroads that 1 would dedicate this theme. This is the nun that is known in railroad parlance as the "end man" or "pin puller' on a switching crew. Invariably the youngest inan on the crew in point of service, he has more mounts, dismounts and remounts than all of the jockeys in America put together, with all of Uncle Sam's cavalry men thrown in for good measure. On 458 Twenty-second Congress--National Safety Council a busy lead, tliat docs nothiuR but swing switches, this man will get on, make hi* cut and get off on an average of 200 times on an eight-hour shift, and this in addition to his other duties. Just a few hints to make his work easier and safer. Assuming that the crew is working in the orthodox manner on the right hand side of the switching exit, the pin puller in getting mi. shuuld grasp live second tread of the side ladder (irmly with left hand, place left foot on lower tread of the sill step, and brace hit right leg against the rear journal box. This position will give him all the necessary leverage to operate the cutting lever with his right hand and, what is most important, his body will be braced against all unexpected bumps or jblts. Inspection of Trains In Yards and Enroute By A. A. LOWE Supervisor of Transportation, Southern Pacific Railroad, San Francisco The speaker said in part: On the lines of tins Coast division we work on the principle that the best way to avoid trouble is to remove the fundamental causes, and the best way to do it is by stressing the need for thorough conditioning of triple valves, tight brake pipes, paying attention to leakage tests by enginemen, testing of retainer valves at designated points, correct piston travel, close, attention to draft liggiug and air hose, careful education of enginemen in the handling of air brakes and constant attention to tliose numerous other details of maintenance and operation which have a vital bearing on avoidance of stuck brakes, break-in-twos, slid flat wheels and damage to brake rigging. Our principal yards are located about 500 miles apart. Cars arriving and depart ing in those yards ace placed in thorough condition and, as a rule, require very little attention after serving at these points. As a train arrives in yards where car in spectors are employed, they station themselves where they can give entire train a careful rolling inspection. Rush cars are usually blocked at the head or rear and arc given first attention by inspectors for prompt release to yardmen. In some yards it is found advisable to have traveling carmen make the rounds of the indus trial, team ami house tracks to effect minor repair*. When trams are made up, the usual inspection is made in accordance with Inter state Commerce Commission regulations and general practice. Trainmen arc re quired to look train over to see that baud brake* are released and assist carmen In making rolling inspection as tram departs. We have no hump yards with de* pressed inspection pits as the volume of traffic through any one yard is not con sidered sufficient to justify this investment Standing inspection of freight trains is made every 50 to 80 miles in open countrj. Stops are made at intervals of seven to ten miles cu heavy descending grades to permit wheel heat to equalize. Inspection is made at such point* by trainmen. On these heavy grades inhere view is obscured we require a trainman to ride on rear of caboose to watch tracks for indication of detailed wlieels and by night we light the track to the rear of the tram with two impcctoi s* heavy lanterns. We make standing air brake tests before descending heavy grades and give train a rolling inspection at every opportunity as stops are made. In snow shed territory we make use of electric reflector lights, permanently lo cated on foundations at the wheel level and facing the track to aid trainmen in making rolling inspections. These lights are accuated by track circuits as trains Safety Section ARA--Steam Railroad Section NSC 459 approach and depart. Trainmen are required to rule on the top of trains to change retainers as required and to watch for overheated wheels, excessive fire flying or other indication of trouble. In certain districts where operating condition* are especially difficult, such as through snow shed territory, we make use of emergency air hose cut in between cars and extended to top of train so ilut trainmen may apply air if an emergency arises and if obstacles cannot be seen. Our records show we arc remarkably * free of accidents which may be traced to the quality of our train inspection, but that, on the contrary, both carmen and train men, including the enginemen, render a good account of tliemsclves in detecting trouble at its inception and taking necessary action to prevent serious results. The Car Department's Responsibility In Accident Prevention By W. K. DUNHAM * Superintendent, Car Department, Chicago and North Western Railway, Chicago The speaker said in part: 1 be responsibility of the car department can he sep arated into three general groupings: 1st, the responsibility lor accidents to car department employees themselves; 2nd, responsibility for aiciilents to employees of Other departments; and 3rd, responsibility for accidents to the patrons of the road. As an example in the first grouping, our railroad in 1910, when matters of safety and accident prevention were first attacked in something like an organized manner, had in the car department about 289 reported lost-time accidents and 7 fatalities per year, with an average force of 3,356 employees. By dint of curiKst correction of tools, exchanging methods that had In themselves any chance for accidents, by installing safety guards and similar devices, as well as trying to develop in the individual employee a persona! interest in his fellow employee's safety, tliat original record, after ten year*, was brought down in 1920 to 593 reported lost-time injuries, and to 6 fatalities. However, the problem was studied from a different angle. Direct responsibility of the supervisory organization for the actual training of tlic employee under the individual jurisdiction was determined to be the most prominent line of attack on the causes of injuries. A few years of effort along those lines, in addition to the maintaining of the previous form of attack, brought the reported lost-time injuries for 1928 down to a total of 80 per year, and reduced the fatalities to 3, among a total of 5,234 employees. Such u record, as compared with 1910, might have appeared to be very satis factory, but there was still another step in accident prevention that was practical. That step was to eliminate tiv= careless man and the man whose mind was not o the job at hand. The result was that in 1930, with an average force of 4,846 on the payroll, there occurred but 21 lost-time injuries and 2 fatalities. In 1932, with an average force of 2,434 on the payroll, 8 lost-time accidents were reported and only 1 fatality. In considering the second responsibility, tliat to employees of other departments, it is rather more difficult to present concrete results. However, they can be brought out in a genera! way. The employees referred Jo are those who in their assigned duties use the active freight and passenger equipment which the car depart- 460 Tweuty~second Congress--National Safety Council luent employees maintain and inspect daily on the repair (racks and in the yards. It is here that personal responsibility of the car department employee is demonstrated, and a full appreciation of that responsibility is shown, for underlying the doty of the department in the inspection of equipment is the keynote of safety. First and foremost in a review of the activities of inspection and maintenance of equipment, there properly comes to mind the elaborate system of safety appliances, such as fund-holds, ladder rounds, coupler releases, etc., as established by regulation on all cars for passengers or freight. The primary purpose is to reduce accidents to train and yard men. The condition of the brakes on tl cars, including air operating features as well as the physical parts such as rods, levers, pins, beams, shoes, etc., is another of the car department's responsibilities in accident prevention. Every one of these parts is subject to constant wear and possible breakage. They must be watched with extreme care to know that at all times they are in safe and suitable condition for further service. Running gears, couplers, draft gears, etc., are parts with which many railroad employee* are not familiar and their "diseases'* arc not known. To the carman they are vital parts of the safe operation of the train as well as in the prevention of accidents. Experience has taught him where to look for failures, wliat weaknesses to check, what wear to allow and what limits beyond which he must not "take a chance" under any circumstances. Freight House Accidents -- Their Cause and Remedy By T- B. HINE Agent, Erie Railway, Binghamton, New York The speaker said in part: Freight house accidents do no* happen--they are caused. It is the agent's responsibility to eliminate them. This can be accomplished only through untiring effort, investigation and developing the cause of every acci dent, and the application of a remedy or cure that will prevent a repetition. There are many routines and manners to be followed by a successful agent, m his promotion of the safety movement, and it is needles* to say that this goes hand in hand with efficiency. One, know your men. Two, issue a daily bulletin, quoting a safety rule, and require each member of your force to know that rule. Three, adopt a suitable safety slogan and change it with regularity. Four, be fair with your men, create in their minds witliout a shadow of doubt that you arc interested in their personal welfare; develop their confidence--get them to realise the requirements of the rules and necessity for compliance -with them to protect themselves and their families. Realize that the education of some men at the larger stations or piers is quite a task owing to the general class of men employed. You must not forget, however, they are human beings. It can be done. Have the rules and slogans issued in languages in accordance with the. nationalities of your forces. Have the general foreman and the foremen give a short safety talk to tlieur forces each day before starting work. Conduct a weekly safely meeting, at which the agent must preside. Place bulletin boards at various positions in your freight house, indicating the number of days your forces have worked without a personal injury. One of our large railroads has had what is known as (lie star system. A dart is placed in a conspicuous position, in whkh a space is shown for each day of each Safety Section ARA--Steam Railroad Section NSC 461 month, covering the current year. The foremau places on this chart before the force* go to work each day a gold star 3f no accident has occurred the previous day. A blue star for a minor accident and a red star for a lost-time accident, also arc used. It doesn't take long to create enthusiasm by such an arrangement. It is by the creating of personal interest that results arc accomplished. A contented man is an asset; and when the average man knows tliat his superior is interested in him, he is contented. When he is in that stale of mind you can easily convert him into a safe man. Report of Committee on Train Accidents By G. H. WARFEL Assistant to Executive Vice President, Union Pacific System, Omaha, Neb. The speaker said in part; The subject of train accidents is one which oftentimes does not get the attention it deserves, particularly from railroad safety men, because only a comparatively small proportion of the casualties (and the casualty rate per million man-hours is the criterion upon which the safety men judRe their work on railroads) result from train accidents, and men are apt to overlook their importance. Of the 1,265 coll. >n occurring in 1932, 114 were 1rcad-on or rear-end collisions between trains. Tl.^-e .vere also 112 side or raking collisions and 10 at crossings with other railroads, leaving something over 1,000 occurring on yard switches and m similar operations. More significant from a safety standpoint is the fact that mors than 90 per cent of all collisions are directly ascribed to negligence of employees In the analysis of these negligent cases, the principal items arc: the disregard of fixed signals; the disregarding or misunderstanding of hand signals; failure to secure hand brakes; leaving switches set wrong; failure to comply with speed restrictions; improper handling of locomotives; and failure to keep proper lookout. We find, therefore, as we go through other classes of train accidents besides collisions, that that same bid factor, which in die annual statistical bulletin is described as negligence oi employees, insists on showing up. Train accidents are important in another way, too. A railroad may have a very fine employee casualty rate; h may even have won an award because of its employee casualty rate on the basis of safety work among employees. It may have a good safety record all the way around. But one train accident of serious nature may largely undo in the public mind all the advantage of those long years of patient work in building up a reputation for safety. So wc get back to the same thing in train accidents that wc have in the train service and in every other type of accident on a railroad. The all-important thing in any safety campaign on any railroad is the proper education and training of employees. The first thing necessary for a trainer is that he know the thing he is training the men for. If he does not know it from his own experience he must study it very carefully, because the teacher cannot teach the student if the student knows more about the game than the teacher himself. We have a situation on the American railroads today somewhat analogous to that m aurgery a generation ago. Thirty-five or 40 years ago American surgeon* knew* almost as much about anatomy as they know now. The doctor knew where to cut and how- to cut; he knew how to stitch; but of the number of cases that 462 Twenty-second Congress--National Safety Council went into hospital*, loo large a percentage, sometimes 50 pci cent of them died, although the operation was successful. Our trouble is not that wc don't know hew to switch cars, it is not that we don't know' how to get trains over a railroad, it is not that we don't know how to make tliusc trains fine and comfortable for passengers or to meet the needs of the shipping public, bat we cannot perform our operations without the infection of carelessness; and the only way wc can eliminate it from our railroad operations Is to make each individual man cm our railroad an expert in the performance of his operations. So wc need to study each individual ojxratinn and see where the hug gets into that operation, and develop a technique that will assure cfticioucy every lime that operation is performed. WEDNESDAY AFTERNOON SESSION October -4, 1933 Report of Committee on Train Service Accidents By D. O. PHILLIPS Superintendent of Safety, Wabash Bailway, St. Louis The Mtcakcr said in part: In 1932 tlicrc were 63 employees killed and 326 in jured in train accidents, while in train service accidents for the same period there were 367 employees killed and 6,861 injured. So without minimizing the import ance of safety work in connection to tram accidents, these figures show us the much greater field for work in the prevention of train service accidents. In 1932 there were six times as many killed in train service accidents as in train accidents, and 20 times as many injured. In 1932, 20 persons were killed and 307 were injured in accidents while coupling or uncoupling cars or locomotives. Tint remedy for this class of accidents natur ally suggests itself, keep from between moving cars that are about to couple, do not attempt to make any adjustments in tire coupling apparatus of a moving car that requires you to go m front of tin: car. Such adjustments should be made when car is still. Wc believe that proper supervision can eliminate entirely this class of accidents, but if a supervising official stands around seeing men doing work in this manner and says nothing, just so long will accidents of this kind occur. During 1932, 9 person* were killed and 123 injured uluie coupling or uncoupling air or steam hose. The principal cause of employee injuries coming under this heading is due to attempting to do tlieir work witliout proper protection and from inadvertently uncoupling air or steam hose under pressure. If accidents of this kind arc to be prevented, it is ahsplutely necessary that where a blue Hag rule is applicable, such a rule should be made and should be- complied with. However, frequently in switching operations there is no opportunity for the use of a hhte flag. In such cases, not only the men doing the work, but those working with tltem should be mi the ilnt to see that no movement Is made when men are between the cars. Of coarse, the nan himself should be sure that air ami steam are shut off before any attempt to uncouple hose, and even then they must be careful, as steam and atr are frequently trapped ami remain for sometime in a short section of hose. Supervising officials should not overlook the failure to blue flag ulien the rule so provides ami should watch to bee that the man understands the proper method to uncouple air and steam Iiose. Safety Section ARA--Steam Railroad Section NSC 463 In 1932, 12 persons were killed and 593 injured while ojxrutmu liand brakes. Injuries arising from operating hand brakes result largely through men losing lhcir hold on wheel, slipping or falling, or by sudden move m train or when tightly set brakes are released, or thrown or knocked from the car by brake club or revolving wheel. While it is true that defective brakes arc frequently found it is also true that ii the employee properly braces himself ami holds the brake wheel properly, a defective condition is not going to cause an injury. Employees must lx* taught when handling brakes to constantly be on the alert for sadden movement of cars. In 1932, 2 persons. were killed and 210 injured while operating switches. Before a man operates a switch, lie should be in such a position that the switch lever cannot strike any part of his body or feet, especially where a switch is being thrown with the engine or car almost on the switch. T'ncre is a great danger of -serious injury doe to lever dying around, but if a rnan will place himself in a j>osmon free of the lever, all danger from flying handles is removed. lu 1932, 520 person* were killed and 3,946 injured while getting on or off cars or locomotives; however, 471 of those killed woe trespassers. A number of rail roads prohibit men from getting on or off moving locomotives and, of course, mm arc seldom injured; but on the other hand it is possible if a man has his mind oo his work to get on or off of the moving engine or cars without danger of accident. No matter how careful a man may be he is liable to slip if attempting to alight on ice, snow or mud. When about to alight from a car or engine, he should make that his special older of business until safely on the ground and lx* governed by the conditions at the time and place he is about to alight. AH rules are valueless, however, unless complied with and they will not he complied with unless those in authority exercise the supervision that they should exercise and see and know that tlie rules are being enforced. In 1932, 1,445 men were killed and 3,911 injured in accidents (tram service) at highway grade crossings. Although the subject of grade crossing accidents will he handled in a. separate report, it also comes within the scope of this report. While it is true that nearly every accident could be prevented by the exercise of ordinary care on the part of the automobile driver, that dots not mean that the railroad must not do what it can to lessen the danger of grade crossing accideuts. The neighborhood of the grade crossing should be kept as free from obstructions as possible. The crossing itself should be kept in first' class condition and. above all, our enfiinerrten should comply with rules with regard to whistling. Good whistling has avoided many a grade crossing accident; bad whistling has been a contributing factor to many accidents that have happened. 1. Switch crews aud train crews working at stations should he prohibited from dropping cars across highway*, their engines going down one track and the car going down another track, without protection on the crossing by a member of the train crew. 2. Switch engines, switch runs and local way freights backing car* over crossings at uncontrolled speed and without proper protection on the crossing should he prohibited. 3. Passenger trains and switch movements backing up with tail hone at the rear over highway crossings, should reduce speed at all crossings that are not protected. 4. Cars being kicked over crossings widtout engine attached should be pro tected. 464 Txvcnty-second Congress--National Safety Council 5. Switch engines, way freights and switch runs doing industry switching where it is necessary to shove cars by a building where there are alleyways where trucks and automobiles might be parked too dose to the track, should be prohibited unless a member of the crew walks in advance of the movement to protect. In 1932, 6 persons were killed and 1,042 injured while operating locomotives. We must again call attention to the fact that many of these injuries due to operating locomotives arise through failure to comply with operating rules and the general regulations. Men injured operating locomotives arc generally doing somctluug that they should not do. In 1932, 71 persons were killed and 284 injured when coming ui contact with Axed structures. Men are usually injured by fixed structures on account of for getting their location, generally coupled with looking backward or rather looking in a different direction than the train or car is moving. Of course, if the fixed structures can be conveniently moved, it should be done, but frequently this is impossible. The remedy then is to get an employee, first, to have in his mind all these non-clearance points, and second, in switching movement always face the way in which the car is moving. In 1932, 1,590 persons were killed and 911 injured through being struck and run over, not at public crossings. Nearly all of them come under one of the fol lowing three heads: failure to look before stepping on the railroad track; walking on the railroad track or foul of the track wliere possible to walk elsewhere; walking too close to the end of a car in a live yard. It is all the more regrettable that wc have so many men killed in this manner when we remember that this class of accidents can probably be more easily reme died tlian any other. Of course, the remedies, briefly stated, would be as follows: always look both ways before stepping on the railroad track: never walk on the railroad track or foul of the (rack when it in possible to walk elsewhere; never go within ten feet of the end of the car ist a live yard. An)' railroad man will tdl you that these three remedies are proper and reasonaide things to do. They ail know of the large number of men being killed by their violation, then naturally, the question arises why do men continue to do these things, knowing that they arc wrong, knowing that every time they violate one of these three rules, it is merely a matter of chance that they are not killed or in jured. The answer is "habit;' Maintenance of Way Accidents -- Their Cause and Remedy By G. C. WENDLING Division Engineer, Louisville & Nusilvilic Railroad, Louisville, Ky. The speaker said in part r The key note of our safety endeavors has been the development of an interest in the safety situation in the minds of our foremen. We started with this idea and our experiences have strengthened us in our belief. If he goes safely, then the safety of the gang is assured, and he will go safely if lie is held strictly accountable for the actions of his tnen and is given the proper training --by means of various pertinent printed matters: by instructions and by die example of Ins supervisor, his roadmasters, his division engineer and his superintendent. Without the moral support he receives from these men above him, all the printed matter we could send him would avail nothing; hence our first necessity was the Safety Section ARA--Steam Railroad Section NSC 465 guaranteeing of this interest on tlc part uf superintendents, division engineers, road- masters and supervisors. And realizing that the same principle prevails with them as with the foremen, that they would not reflect the attitude of the men above them, we went to the top, to our president, and secured from him a statement which served as a key note for tire building up of our safety organization. We then laid out our campaign under two headings, primary safety, and secondary safety. Under the heading of primary safety canto the general policies designed to affect the masses of our workers, such as the development of the proper morale, creating in a man the desire to improve his record, and the development of a spirit of interest and a spirit of competition between the various units. Under the head ing of secondary activities came die actual preventive measures to be taken on the ground, proper supervision, proper reports to be made when injuries occurred, in struction of the men as to the safe way in which to perform their various operations, supervision of tools, the inspection of equipment; iu other words, the removal of the causes of injuries. , One of our first moves was the preparation of a book of rules on safety. Our foremen were instructed to make these rules tlie warp and woof of the pattern of their dally lives; they were to know the rules and teach them to their men. They were instructed that at the noon lour they should have the men get out their books and they should discuss with them the rules; that before starting out every morning they should remind die men of the necessity for working safely through the day. They should, in case special work was to be done, go over with tlieir men the precaution* that slnniM be taken in performing the work; they should, in case injuries occurred, point out to their men the violation that caused the injury; they should impress the men with the fact that the rules were made for their pro tection and for no other primary reason; that to work safely does not mean to work slowly, our experience having proved that just the reverse is true. In some cases wc have been forced to resort to discipline and in my opinion it is these cases that are helping us to go forward in our campaign of education and enforcement The day of the heavy hand h passed, but the day of right is still with us, and it is certainly the right of an employer to insist that after he has provided his employees with the proper equipment and conditions with and under which to work, that these men perform their work in.a proper and safe manner. The problems offered by the malingerers were virtually solved by insisting that every roan who was injured promptly report his injury to the foreman, who fol lowed up all the details. So far I have dealt with our general problems; but I want now to go into details regarding the specific causes of injuries occurring in the track department A detailed analysis of the injuries occurring during a typical period showed that while injuries were divided among 18 causes, more than 50 per cent of the total was chargeable to one cause--handling of rail and tics; 65 per cent of these while han dling rail and 35 per cent while handling ties. One of the most Important steps toward improving this condition was in ar ranging for our new rail loaded on fiat cars instead of in gondolas. This alone removed one of the principal sources of accidents. A close study of the situation proved also that a lack of supervision was responsible for a large portion of there injuries and we are insisting dial supervision be given to all matters pertaining to the handling of rails and that alt movements be made according to signals. The same principles are applied to loading, unloading, carrying and piling of crossties. 464 Twenty-second Congress--National Safety Council 5. Switch engines, way freights and switch runs doing industry switching where it is necessary to shove cars by a building where there arc alleyways where trucks and automobiles might be parked too close to the track, should be prohibited unless a member of the crew walks in advance of the movement to protect. lu 1932, 6 persons were killed and 1,<M2 injured while operating locomotives. We must again call attention to the fact that many of these injuries due to operating locomotives arise through failure to comply with operating rules and the general regulations. Men injured operating locomotives are generally doing something that they sliould not do. In 1932, 71 persons were killed and 284 injured when coming ui contact with fixed structures. Men are usually injured by fixed structures on account of forgetting their location, generally coupled with looking backward or rather looking in a different direction than the train or car is moving. Of course, if the fixed structures can be conveniently moved, it should be done, but frequently this is im possible. The remedy then is to get an employee, first, to have in his mind all these non-clearance points, and second, in switching movement always face the way in which the car is moving. In 1932, 1,590 persons were killed and 911 injured through being struck and run over, not at public crossings. Nearly* all of them come under one of the fol lowing three heads: failure to look before stepping ,on the railroad track; walking on the railroad track or foul of the track where possible to walk elsewhere; walking too dose to the end of a car in a live yard. It is all the more regrettable that we have so many men killed in this manner when wc remember that this class of accidents can probably be more easily reme died than any other. Of course, the remedies, briefly stated, would be as follows: always look both ways before stepping on the railroad track: never walk on the railroad track or foul of the track when it is possible to walk elsewhere; never go within ten feet of the end of the car in a live yard. Any railroad man will tell you that these three remedies are proper and reason able things to do. They all know of the large number of men being killed by their violation, then naturally, the question arises why do men continue to do these tilings, knowing that they are wrong, knowing that every time they violate one of these three rules, it is merely a matter of chance that they are not killed or in jured. The answer is `'habit.'* Maintenance of Way Accidents -- Their Cause and Remedy By G. C. WENDLING Division Engineer, Louisville ft Nashville Railroad, Louisville, Ky. The speaker said in part r The key note of our safety endeavors has been the development of an interest in the safety situation in the minds of our foremen. We started with this idea and our experiences have strengthened us in our belief. If he goes safely, then the safety of the gang is assured, and he will go safely if he is held strictly accountable for the actions of his men and is given the proper training --by means of various pertinent printed matters; by instructions and by the example of his supervisor, his roadmasters, his division engineer and his superintendent. Without the moral support he receives from these men above him, all the printed matter we could send him would avail nothing; hence our first necessity was tlie Safety Section ARA-- Steam Railroad Section NSC 465 guaranteeing of this interest on tlie pail of superintendents, division engineers, road- masters and supervisors. And realizing that the same principle prevails with them as with the foremen, that they would not reflect the attitude of the men above them, we went to the top, to our president, and secured from him a statement which served as a key note for tlie building up of our safety organization. We then laid out our campaign under two headings, primary safety, ami secondary safety. Under the heading of primary safely came tlie general policies designed to affect the masses of our workers, such as the development of the proper morale, creating in a man the desire to improve his record, and the development of a spirit of interest and a spirit of competition between the various units. Under the lead ing of secondary activities came lire actual preventive measures to be taken pit tire ground, proper supervision, proper reports to be made when injuries occurred, in struction of the men as to the safe way in which to perform their various operations, supervision of tools, the inspection of equipment; in other words, the removal of the causes of injuries. , One of our first moves was the preparation of a book of rules on safety. Our foremen were instructed to make these rules the warp ami woof of the pattern of theft daily lives; they were to know the rules and teach hem to their men. They were instructed that at the noon hour they should have the men get out their books and tlicy should discuss with (hem the rules; that before starting out every morning they should remind tiie men of the necessity for working safely through the day. They should, in case special work was to be done, go over with their men the precaution* that sliould be taken in performing the work - they should, in case injuries occurred, point out to their men the violation that caused the injury; they should impress the men with the fact that the rules were made foe their pro tection and for no other primary reason; that to work safely does not mean to work slowly, our experience having proved that just the reverse is true. In some cases wc have been forced to resort to discipline and hi my opinion it is these cases that are helping us to go forward in our campaign of education and enforcement. The day of the heavy hand is passed, but the d3y of right h still with us, and it is certainly the right of an employer to insist that after lie has provided his employees with the proper equipment and conditions with and under which to work, that these men perform their work in.a proper and safe manner. The problems offered by the malingerers were virtually solved by insisting tlui every- man who was injured promptly report his injury to the foreman, who fol lowed up all the details. So far I have dealt with our general problems; but I want now So go into details regarding die specific causes of injuries occurring in the track department A detailed analysis of the. injuries occurring during a typical period showed that while injuries were divided among 18 causes, more than 50 per cent of the total was chargeable to one cause--handling of rail and tics; 65 per cent of these while ban thing rail and 35 per cent while handling ties. One of the most important steps toward improving this condition was m ar ranging for our new rail loaded on flat cars instead of in gondolas. This alone removed one of the principal sources of accidents. A close study of the situation proved also that a lack of supervision was responsible for a large portion of these injuries and we are msisimg dial supervision be given to all matters pertaining to the handling of rails and that all movements be made according to signals. Thu same principles are applied to loading, unloading, carrying and piling of crossties. 466 JiKiiuy-srcuml Congress---National Safety Cottncil Motor Car Operations By F. F. GUTKDIUS, JR. Division Engineer o the Delaware & Hudson Railroad Corp., Oneonta, N- Y. The speaker *aid in part: It is surprising, as wo review the accidents occurring in motor car operations, the number of division engineers, roadmasters, or super visors wl>o arc iuvolverl. As long as this condition exists on the roads, I suggest to them to look to tltcmscUcs before tliey can expect wife motor car operation from their subordinate*. Tim is the supervisor's responsibility and it is to be regretted the number of times justice bas erred in dealing out discipline. Recognizing the A.K.TLA. Manual of Rules and Instructions Pertaining to Main tenance of Way Employees, we used this information as a base for formulating h group of such instructions adapted to nnr local conditions. It was then a question of educating the individual operator. The old system of placing this in the hands of the roadmaster was discarded because many were of the old school and could not adapt ihrimclvcs to this new mode of railroading- We, therefore, through the co operation of Ills operating department, had live services of the Division Rules Ex aminer made available to us. This man, knowing tljc transportation rules, made an ideal instructor. TIk candidate selected for the course was one capable of passing the eye test satisfactorily. Classes were held once a week in the evening and were fully attended. After an instruction of six or seven weeks the embryo motor car o]*crator was given a written examination, his paper reviewed by the Rules Ex aminer and graded. This course was also compulsory for roadinasters, track super visors, region building masters and supervisors. After the first aid course had been completed and the division safety agent felt his students were ready for examinations, they were sent to the company doctor who gave them an examination, if they passed in tl>c first aid examination he made a note to that effect, arranged for a safety first certificate to be presented to them, and tlic railroad in turn gave them a portable first aid kit. Shortly after tint it was made compulsory for every man in the maintenance of way department to wear safety shoes. But we did not stop there. There was a re-examination in motor car rules and in first-aid made compulsory every two years. Handling Rails and Tics By JOHN w. SIMS General Supervisor, Maintenance of Track, Illinois Central Railroad. Chicago, Illinois The sneaker said in part: The safe handling of rails begins with the loading; f improperly loaded tlicrc is eruuis danger of injury to die hands of employees. Frequently, when cars are loaded by using a magnet or crane in a liaplxuard man ner. It is almost impossible to unload the rails without having serious difficulty. Tlic proper loading begins with the placing of the first rnil imd the first tier of rails on the car. The first layer is placed balt-np along the floor of the car, then ilie second layer is rolled in ban-down across the first layer This process provides proper footing for the men on the car both when loading ami unloading. Sufeiy Section ARA--Steam Railroad Section _V.SC 467 To properly handle tiie loading or unloading oi a car of rails*. require* a gang oi .six men; these men should always be experienced. A power crane, either steam or gasoline, should always be used. Three men are placed on the car and the other three on the ground. In each group one man is clamp man while the other two are used to steady the rail. The center of each rail should be marked before the loading is commenced, so that the clamp man on the ground will know exactU where to place his clamp in lifting the rail from the ground to the car. When the damp is placed on the rail, the clamp man gives a signal to the o|*cramr of tlte crane to lift the rail- As it i$ lifted, the two men on tlie ground steady it at either end until it reaches the level of the car, when tlic work is taken over by two of the men on the car, who continue to steady the rail and keep it from swinging. When the rail reaches its proper place, the damp man on the car gives si signal to the crane operator to drop the rail. The directions for unloading rail arc very similar to those for loading. Next in importance to proper handling of rail in loading ami unloading, is the proper method of laying it in the track. In laying rail a power crane should akv.us used with three men besides the train operator. Again we liave one man who acts as clamp man. He should give nil of the signals and the train curator must not take signals from anyone except him. Tlic rail should never ! raided higher than two feet from the ground. This forces the men handling the rail to bend over, and in this position their feet are protected in ease the rail sltouhl be dropper!. In rooring it to a position on the ties the man nearest the crane lundlc the expansion shims. The rails should never be handled with lore hand*, either rail tongs or rail forks should he used to get the rails in position for the damp. The source of almost as many injuries in ItaiKilutg rail i* tire work incident to cutting it. Many eye injuries and serious cuts have occurred tit this work. The use of acetylene torches has eliminated much of this, but it is frequently necessary to cut a rail with a track chisel. When this is necessary the greatest of care should be exercised. Those wen not directly engaged m the cutting should fie stationed where they will not be struck by flying chips. The man holding the chisel should always wear goggle*. The chisel itself should always be provided with some sort of a guard. Frequent inspection slxmld he made to see that chisels with battered heads arc not in service or used: a spike matil must never be used to strike the chisel, but instead a sledge should be furiiislied for this work. The safe handling of ties starts with the leading of the tie. From a safety standpoint cross ties sltould be loaded Oat and crosswise in coal cars. If loaded in stock cars or box cars the tics invariably shift during transit. This makes bad footing in the car and personal injuries result whet) men start to unload the car. In unloading lies from stock or box cars, the first consideration is safety. Not more than two men should he allowed to break into a car, sauce there is not wife room for more. These men should remove a sufficient number of tics, probably 100, to give a freer working space. It is then satisfactory to put in one yr two additional men. If ties are loaded crosswise in coal cars there ih no eluincc for them to shift, the footing is better, and it is not necessary to carry them lengthwise it) tin.* car to unload. Two men are not enough to pick up a heavy creosoted tic and throw it out of a car. Three or four men. if necessary, ran take hold of a tie in coal car and slide it over the side, while in a box car two men always have to handle a tic. Unloading from coal cars requires special attention from foremen to be sure that 468 Twenty-second Congress--National Safety Council there are no men on the ground along the cars, as the men in the cars cannot see them on the ground, fn handling ties, the men should be trained to watch each other. Invariably like man who gets pmcSwrd by a tie rolling or being dropped can Marne the man at the other end of the tie. Safe Use 6f Machinery and Tools By W. O. LeBEK Safety Inspector, Canadian National Railways, Montreal, Quc., Canada The speaker said in part: The thought of being injured is generally associated with power driven machinery but you wilt find that a great proportion of the acci dents today are still caused by the use of hand tools. The mishandling of hand tools, the neglect of proper care and inspection, and the leaving of these tools around in dangerous places are the most common causes of such accidents. It is of prime Importance that the material from which the tool is made shall be the best. Probably no one thing contributes more to safety in the use of hand tools than proper care fn manufacture. The tempering of the tool is a very im portant factor, because it is possible to temper a tool sufficiently hard to stand the blows without mushrooming to any special amount, and yet soft enough to avoid fracturing, and that is an important thing to consular in your tool. Shock tools, such as chisels, punches, hammers and sledges should be made of the best and most suitable class of steel. Frequently companies try to economize by buying cheaper handles for tools. There is no money saved In buying cheap handles for tools, flic handle should be of the best grade possible, and preferably of hickory, ash or maple. When the handle of a heavy sledge hammer breaks, you may have a fatal accident as a result. Probably one of the most common tool* used is the hammer. There are various types of lianuners, each of which is suited to a particular class of work, and an important factor is the choosing of the hammer suitable for the work. A machinist's hammer is not a good hammer to drive uails with, nor is a carpenter's hammer a good hammer to do a machinist's work with, and so on. On one occasion I found that our purchasing department had bought a hammer which was two pounds lighter than the usual one used m track work. The result was that the mhstrokes that were being made were causing accidents. We immediately recalled thetc liammers and sent out hammers of the proper weight for the work. The wrench is another tool with which we arc having quite a few accidents. Men will use wrenches of a smaller or larger size than the nuts which they are trying to tighten or loosen, and as a result the wrench wilt slip and injuries will be caused. Sometimes a wrench will be used as a hammer and we all know the wrench is not to be used as a hammer. Axes, adzes and other sharp edged tools frequently cause accidents, because if left lying around a workman is likely to stumble against them. When such tools are not in use, a good way of preventing an accident is probably by putting them into a tie where the cutting edge will be covered up. 1 have seen men using draw knives and trying to steady their work by using their knees to hold the material. The lathe Is probably one of the most common of the metal working machines. Every industry has one or more Sallies and we Iwive many lathes in our large shops. The most common accidents that happen in connection with the lathes are thofec in which the man's sleeve is caught in the revolving stock or chock, because he is not Safely Section ARA--Steam Railroad Section NSC m paying close attention while working, and that sometimes results in a very serious accident. We recommend that men who are working on lathes should not wear any sleeves at all. DriH presses, driving pulleys, belts and tilings like that, of course, should all be properly guarded. The best types of modern machinery are i*roj*:ri>- safeguarded by the manufacturer. But you might have some antiquated machinery in some of your shops or roundhouses, and I assume that you men who have been in the safety department far some years have seen to it that these antiquated machines have been properly safeguarded You have got to pay tire necessary attention to the guarding of these driving pulleys and sometimes the drill presses. Specific Remedy for Avoiding Foot Accidents By O. F. JOHNSON Superintendent of Safety, Minneapolis & St. Louis R. K., Minneapolis, Minn. The speaker said in part: On one railroad, out of 27 injuries to the feet during tlic past two years, approximately 7, or 26 per cent, were reportable. Adjusting draw bars with the foot, as cars are about to couple, is a dangerous and reckless thing to do. Years ago most every railroad had one or more of these accidents. What is the remedy? We must continue to impress upon our men the importance of compliance with the roles, by adjusting the draw bars only while the engines or cars are standing still. A number of foot injuries have occurred while hopping off engines or cars while train is in motion, -without looking down to see if the ground is clear of cinders, pieces of coal, wood or other obstructions. The result is often a badly sprained ankle. A number of accidents to the feet each year are due to adzing tics or timbers. Sometimes ki adzing one may strike a knot and on account of its being harder titan other parts of the timber, the adz may glance off and cause an injury. Extreme care should be used in handling adzes. Many other accidents are caused each year by stepping on nails, glass, etc. Board* or other scrap material with nails sticking up may be hidden in the weeds, etc. Sometimes infection sets in and you know the result. We should correct, where possible, any defects which may be discovered. As an example, turning down aa upturned nail found in a dangerous position; removing broken glass from paths used by workmen, etc. Soles of shoes should in all cases be free from holes that may catch on splinters in wood floors or that may allow the feet to be cut by stepping on nails, broken glass or other sharp objects. Heavy soles are necessary. Safety shoes which arc made substantial and flexible, and look like the ordinary sticet shoe, can be pur chased at reasonable prices. Men should become more interested in toe and foot safety. Many injuries to the feet are caused in the handling of materials, rails, ties, timbers, etc. Failure to act in unison where two or more men are carrying a load and one eod is dropped without warning, usually results in injury to others. Unless men are properly trained in handling tie.% rails, piling and other heavy material, there is always danger of injury to the feet. Too much sties* cannot be laid upon this subject and upon the importance of training men in co-ordinating their efforts when handling heavy material. 470 I'tCiiiiy si i'ond Conyrcjss--National Safety Council Handling Materials and Supplies By F. W. CURTIS Supervisor of Safety and Fite Prevention, Denver, Rio Grande Sc Western R. R.t Salida, Colo. Tlie speaker said in part: How important is (his phase of safety work? Here arc some interesting figures, as taken from the I. C. C. Bulletin No. 100 for the year 1931: Handling rails, ties, bridge timbers, etc., accounted for 4 deaths and 1,874 injuries; handling explosives, flammables, hot. or corrosive substances ac counted for 8 dentlis and 306 injuries; handling freight and supplies accounted for 6 deaths and 1,573 injuries. Thus, in handling materials and supplies in 1931, there were 18 deaths and 3,753 injuries on American railroads. Let us proceed, then, with a consideration of the men who handle these materials. In selecting men who by reason of their positions most do much of tl>c handling of materials and supplies the same generk! requirements applicable to all railroad em ployment should he followed, with these characteristics outstanding: intelligence, physical fitness and a co-operative disposition, for he must be able to team. 1. Men are cautioned not to show their strength foolishly, like the unnecessary handling of a band of oil alone. Setting a barrel of oil on a can is two men's work. 2. Never put green met! at handling wlnrels, mounted or loose. It is n big hazard and a waste of time. Keep the wheel platform free of loafers. 3. Only capable men may operate alligator shears--those who know metal. 4. In haudling scrap or salvage material men must know that way is clear and piles or bins must be kept orderly tins same as with new material. 5. No man may enter nor remain in an oil tank without another man at the manhole. 6. Only experienced men may make hitches or hooks for train loads. 7. Men are forbidden to ride any load being raised or lowered by power. 8. Metz must keep from under loads, magnets, etc., and be close only when loads arc lowered to position. If necessary to guide loads, ropes or long poles must be used. 9. When any unusual load or unusual material, because of it* weight or shape, is to be moved, the foreman must direct its handling. 10. Finally, the most important consideration in handling heavy materials is team work. An adequate number of men to handle the job who can be counted on to work in unison or harmony, each doing liis stare, lifting and reaching at the proper time and being watchful of his own safety and that of fellow workers is a prime essential. And don't forget that some men simply cannot do this. Tlwur make up is not rhythmic. We may now consider mctltods- * It is quite universally recognized that the first essential of safety in metlKxls is good housekeeping. General suggestions on han dling materials and supplies may be as follows: 1. Keep workroom supplies as low as practicable. Storage should not be al lowed here. ..Likewise keep finished products moving; congestion makes hazards. 2. Piling stock safely is an obvious requirement of the safe method. Heavy materials tow, light materials higher; height of piles governed by nature of shape, bulk and weight of materials; fillers to prevent piles from rocking, rolling or slip ping; bins, boxes and trays for smaller articles; adequate aisles, runways and truck clearance* arc all necessary general governing rules to follow*. Safety Section A RA--Steam Railroad Section NSC 471 3. Trucks, trailer wagons, etc. should be kept m hm class repair, and good judgment used not to overload them. In placing and piling of materials on them uork must not be slovenly anti awkward; materials must be secured or held during the movement. 4. In store stocks, many good standard piacdcc* have lnx-n recommended. These should be followed and occasionally checked up. Then there is the standard method of stacking journal brasses, sale and which will protect bearing mu face*. All such standards should be followed religiously unless better methods arc known and here we might mention the many standards prescribed for loading freight on cats, all ot which may be obtained from the mechanical division, A.R.A. 5. Only standard signals should be used to direct train movements and one man at 9 time giving them, unless necessary to relay the signals. In directing the move ment of timbers a long stick is helpful. All hitches should l*c tett out imforc lilt is made. Lifts should not be made until operator know* men are in the dear 6. Heavy loads should not he lifted until outriggers on portable crimes arc placed. 7. Wired platforms should be kept free of obstructions, smooth, free of icc, snosv anal frost when in use. 8. Perhaps it is the failure to foresee the unusual in the ordinary routine that causes more injuries in handling materials ami supplies than any one of the whole range of classified causes, for pinched and bruised fingers ami toes constitute the greater part of them all. The general cause is usually given as carelessness, hut another name for lapse of attention. 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: An employee in any department r ncciifwtinn ma> suffer a non-train accident, but the general classes in which this lypi; of accident predominate arc maintenance of way anti structure employees: shops, roundhouse, power lieuse and store department employees: and station and office employees. We arc using the Interstate Commerce Commission figures for the year 1931. because these are the latent complete authentic figures that have been analyzed and made available to your Committee, and because 1931 was a more representative year than 1932 by reason of heavy repair* arid betterment work having Ikeen almost completely out of the picture during 1932. Attention is directed to tins fact that the number ot non-train accident* is gi cater than the train accidents and the train service accidents combined: 154 killed in non train accidents in 1931 represents 24 per cent of the total killed. 12,598 injured in non-train accidents m 1931 represents 58 per cent of the total injured. Thus a total of 12,752 casualties arc recorded in non-traiu accident* in 1931, which represents 57 per cent of the total casualties. The principal effort against non-train accident* should hr carried on in the main tenance of way and equipment departments, since they produce 75 per cent of the total industrial accidents, and 95 per cent of the accident* in those departments are to men; 38 oer cent occurred in maintenance of way. with 4,965 casualties. 472 '/'iiCHiy-jccoitd Congress--National Safety Council 64 of these being fatal and the casualty rate being 8.52; anti 37 per cent occurred in mechanical and stores, with 4,733 casualties, 46 lieirig fatal and the casualty rate 6.59. Before proceeding to a study of the occupations which produce the majority of tin. casualties in these maintenance departments, it is well tu have in mind the six priiici|ial possible causes of these particular casualties, as follows: 2,103 falls of persons; 1.878 handling rails, ties, bridge timbers, etc.; 1,579 handling freight or supplies (3.457 handling materials); 1,476 in the use of hand tools; 1,466 falls of objects; and 825 motor cars. Thus, there were a total of 9,327 in these six causes of aLcideuts. which represent 75 per cent of all uon-traiu accidents. When we view tire results of our study of the statistics relating to maintenance of way :<inl struclwcs we find a picture that is not satisfying and one that should excite railroad management to take more aggressive steps to remedy the evil that, is ruu-.nig so much Miffcring ami cconumic waste. We recognize that supervision in this department has, at its fountain source, a highly technically educated overseer in the person of the Division Engineer, and uixkrr him there ate the roadmasters, bridge and building supervisors. From tlicse .fhccs must flow tire instruction and inspiration that will, or should, bring about that tiiidcr>t;uicii*tg ami knowledge among the worker's that will cause them to be safetye..*sci^is at all times. A*i a rifle, we do not have a foreman directing the men out on the work, the same high class of men as yoti find in other supervisory posi tion-^. Wing drawn largely from tlic same class of employment over which they now have sujtcrvisiou, a class that is not always as susceptible to educational effort and training as those having a better opportunity, but who. when slxnvn what is wanted, arc willing tn abide by instructions when made plain to them. We would here pay tribute to a das* ut labor .whose loyalty to the employer under all conditions is un equalled by any other clays. Called at any hour in all weather conditions to do ruiythftig in emergency, he is there fulfilling every demand made on him to the ut most of his ability. We, therdorc, feel tltat employees in the maintenance of way ilt-p.truuciit deserve and should have. tle closest and most intelligent supervision that cun Ik: given them. In liny department we find bridge men falling from bridges due to wrenches slipping from nuts and Ih>U heads, causing all kinds of serious injuries. Ixrcause they have not been told how to place themselves when doing this work fo that they would not tall from the bridge; or. if they knew, the iuiportaiKe of it was not enforced by the foreman in charge who. if present, permitted it. Section and extra gang laborers are being injured when falling from motor ami hand cars while in motion, sometimes due to overloading and men standing up on tlic car. Eye injuries are due to flying steel when cutting rails, and from flying rocks, etc. front ballast when tamping * etc. l~ack of understanding of intentions between men and groups of men when movements are to be made, or material is to W* thrown, i* causing many accidents. To avoid these and numy other accidents is a matter ui simple education, hy giving instruction In language tliat can be and is understood hy the worker, and the foreman seeing that instructions arc invariably earned out. not winking at or encouraging violation* Your Committee feds that it is iuamil>em upon all supervisors to enforce all rules and instructions through measures planned to promote live general efficiency and safety to tlicir units. We further believe that, except in cases where all reasonable measures to correct an employee have failed, discipline usually is unnecessary, as effective leadership tends to overcome accident probabilities. We have not failed to n-engnize that due to recent business conditions, railroad urbanizations arc greatly Safety Section ARA--Steam Railroad Section NSC 473 reduced and supervision understaffed and which condition will, we greatly fear, continue for some time. But whereas many activities must be reduced, the one activity, safety education of railroad workers, cannot be allowed to be relegated or delegated to inefficient leadership. The safety organization on every railroad must function as never before in energizing and stimulating interest. THURSDAY MORNING SESSION October 5, 1933 Report of Committee on Proper Method of Reporting Casualties td the Interstate Commerce Commission By G. H. WASFEL Assistant to Executive Vice President, Union Pacific System, Omaha, Neb. The speaker said in part: A year ago, in the Committee of Direction, the ques tion was raised as to whether or not there was need for some other metliod of determining the relative progress of safety work on various railroads. The casualty rate per million man-hour* has from time to time been questioned, particularly the very low casualty rate sometimes established, and there have been those who won dered if some other basis could not be developed. So our Committee was appointed to study the desirability or the practicability of developing some form of severity rating for casualties, as well as the frequency rating, to see if by that the relative standings of different carriers and the progress of safety work generally could be better determined. After a very careful study of severity ratings and the conditions surrounding their reporting, and especially the very great difficulty of securing accurate severity statistics, we came to the conclusion UwU the casualty rate per million man-hours has been and is a very reliable guide and index to the progress of accident preven tion work on railroads, and that the general casualty rate, as it has been established through the Green Book and our oilier agencies, is a good ami reliable general guide to the progress of safety work among the railroads. There is no question in our minds but what there has been some distortions one way or the other of the relative standings of individual carriers, due usually to different interpretations of what constitutes reportability. Your Committee believes, however, that what is needed is not some other yard stick to measure by, but the assurance that everybody use the present yard stick the same way. We come to the conclusion that what was most desirable was that everybody who had to do with the reporting of accidents on a railroad should understand alike the require ments of the Interstate Commerce Commission Reporting Rules. So this Commit tee undertook to put together an interpretation of the Interstate Commerce Com mission Respiting Rules. We tried to make this interpretation as clear and concise as possible, so that anybody reading them could understand clearly whether or not a man's injury was reportable. I want to sketch for you briefly here some of tlic points in the text we have finally agreed upon. Take, for example, NAccidents arising from the operation of a railway " I will read two or three things here: "This expression is intended to include not only accidents resulting directly from the operation, construction or maintenance of a 474 Ttx't'iitx-sccond Coiiifi'i'ss--National Softly Council railway, hut aim tb-<* .irismg u connection with *ueh activities, Report* arc uot r<Npored Cor certain kiwi*. n accidei< as designated in iiaragrapb three of the General Instructions. nor for any accident *ccurring outside the railroad right oi way or premises leased or used for railroad purposes, if such accident does not result directly from the operation uf the railroad" The following kinds of accidents arc not considered as arising from the ojxjration of a railroad: a. Contact with poison ivy. nettles, and similar weeds unless received in ie(juired handling of shipments oi same. b. Stings, bites, snake stings, etc., of insects, reptiles or animals, unless oc curring in connection with accessary handling of judne in shipment, driving off right of way. or handling quintals being used in railroad work. c. Accidents at highway or street crossings, or on |*arts of highways, within railroad right of way. not involving the presence or operation of trains, loco motives. cars, track cars nr similar equipment ami not involving employees en gaged in the repair or maintenance on the crossing or the protection of highway traffic. In other words, the hrakemun who is out on the street crossing to act as a walclmian. and i* struck hy an automobile has an accident arising from tin: operation of the railway, because his doty put him there. But the hrakeman who has re ported for duty ami is walking down through the yard to get on Siis tram, or report to the cal>oot.v. and wlio walks across a crossing and is struck by an automobile, [ms an accident that is not arising from the operation of the railway under this phrase. You remember, al<*. the phrase of tlvc original text. "Accidents arising from the operation of a railway, resulting in damage to railway property amounting to more than $150, including the expense ol clearing wreck/' There was considerable difference in practice of the reporting of such train acci dents. Some roads did not consider that the breaking of a side rod or a main pin that did uot result in the derailing of the locomotive, although it might result in serious detention of the train and $400 or $500 of repairs, as a train accident, if the detention oi the train could be made up Iwfore the engine got in, or if they did not have to send out a relief engine. The fact is that anything that occurs in connection with the operation of a train tlwl causes $150 property damage should be reported as a train accident. Now. let us take the word "injury/' Hetc arc a few paragraphs: "For I.C.C. accident reporting .purposes, an injury resulting from accident is defined as any physical impairment or damage to. or distortion oi, any part of the body resulting directly from a specific act or occurrence, but not as a stimulating effect of repeated or continuous exposure. Thus, a bruise, laceration or sprain resulting from a particular swing or stroke of a pick, bar or other tool should be considered as an injury, hut a blister nr lameness developing from continued chaf fing or manipulation of the tool fur several hours should not be classed as an injury or reported as such. "Freezing,-sunburn, sunstroke, dizziness or hunting arc uot considered accidental injuries, hut if a person so afflicted should fall, or strike or he struck by anything as. a result of such affliction, any physical damage thus received must be considered At an accident injury Hernia, resulting from a fall or from the strain of violent effort and developing immediately theseafter. U reportable as an injury. Hernia developing gradually and not definitely connected with exertion at a specific lime Safety Section AKA--Steam Railroad Section NSC 475 and place promptly identified, should m* be classed as nn injury. Any sprain or strain of back or oilier part of body must be classed as an injury if it develops im mediately from a specific act. movement or occurrence in the nature of a sudden and unexpected mishap at a lime ami place immediately identified." The next word we have defined is "employee." 1 will read to you as follows.. "A person who performs joint ser vice .and is paid directly Ikoth by the railway and another employer for their respective portions of such service, should be consid ered an employee on the railway only when engaged in that part of lm duties fr which he receives pay from the railway Since tk*pot potter* derive their pimcu*n! remuneration from individual tips and gratuities, they arc not clawed as railway employees for accident reporting purposes, even though under the genet ;t! anpcivision of the railway. Persons employed only foe emergency jobs, or intermittently as need fur their services may arise, must be classed as employee* during period* for which they receive compensation. Perseus who contract i<i perform occasional services, such as carrying mail between depot and pnsi-otticc at stated times, esuttaking of non-agency depots, slwlters, parkways, etc., will not lie vlasscd as em ployees but should be considered other non-trespassers." Here is a paragraph on the term, "on duty." "It must be understood that the phrase `on duty* applies? to an employee <xt radroad premises (or on industrial nr private while actually engaged in train or switch ing operations), throughout nis designated work, from the hegimmig moment to the ending moment of his shift, trick or tour of duty or time paid for. unless he has hren definitely relieved iron; the performance ui any or ah service for a definite time, or has wilfully left his customerv post contrary to accepted or tolerated prac tice, constituting a recognised violation of the carriers' ruler,. Thief absenre just to get a drink, go to a lavatory, get a breath of fresh air. etc., are not to he consid ered wilful absence from post of duty. Regardless of whether In* hours paid lor have begun or ended, \n employee coming to work or leaving work must uot be considered as on duty (hiring the time he is traversing company premises to reach the point where lie customarily repoits, chocks, in or registers, or otherwise assumes duty, nor after departing from such work when through work, \n employee either on duty or oft duty (other than a member of the crew in dtarge of the train) when riding in that Iart uf u train open to the use of passengers, must be classified as ;i passenger. An employee dead-heading on a train, whether under pay or not. should be classed a* an employee ofi duty, unless he is riding in iluu pari of a train open tor tlic use of passengers, in which case he is a passenger." Here we have the phrase, always of interest, "injury to an employee on duly.'5 "The phrase `sufficient to Incapacitate* is interpreted as meaning sufficient to pre vent a person from doing bis usual work, by reason of possible injury consc^ucncc-s. or because of pain or limitation ot motion or of function, whether such pain or limi tation result from the injury, or from the bandaging or treatment. Thun*, a lacera tion or fracture <rt a finger or toe might not in itself prevent a man from doing his u*ual work, but if the hand or foot h bandaged, splinted or placed in a cast in such a way as to prevent a man Irom doing his usual work, bis injury should he con sidered as sufficient to incapacitate him. In like manner, if the dressing, bandage or medication erf an otherwise minor injury to a dining car steward rr waiter or ticket clerk required to meet the public, makes it undesirable for him to do so in the opinion of the railroad management, it must l>c considered sufficient to incapacitate " Under "performing hi* ordinary duties." we have tl* following: "*J|ie phrase 470 7 Ouprrju--A'a/iowaf Safety Council 'petk*mm* to* ucduary duties,* is interpreted as meaning perforroso* fully *xh! *cc*pt*h}y **4 wrfcto** extra assistance all the duties customarily included m a regular a**-d3***cnt to uoc of his title, payroll classification, and pay rate. Ftf example, a hrsLemo ur iwttdatan roust be able to walk, throw switches, get ou and off cars and art farakrs: a fireman must be able to fire an engine, take water, shake grates, etc; a trackman most be able to walk, remain standing and work, use wrench, shovel, rake, etc with both hands; a carpenter must be able to stay oo his feet, walk, set and drive nails, use handsaw and oilier tools in a workmanlike man ner, a machinist must be able not only to operate his machine, but to do the cus tomary work in connection with placing material in position on the machine and removing same. Generally speaking, any injury which, if it occurred off duty, would be regarded as necessarily incapacitating an employee from performing his regular work should be likewise considered as incapacitating him when the accident occurs on duty. The best and most acceptable evidence that a person is able to perform his ordinary duties consists in his continuing to do his usual work and performing those duties throughout his regular working period without disability amounting to more than three days during the ten days following an injury." I have heard contentious from railroad safety men that employees were trespassers, merely because they violated some rule of the company at the time they got hurt, and I am particularly anxious that we all have uniform understanding of this term, as well as others. A railroad employee cm* the premises of a railroad, injured while on duty during hours paid for, should not be classified as a trespasser. The fact that he was vio lating the railroad rule, or even a law, does not justify such classification. Such casualties must be reported as occurring to an employee. A railroad employee on the premises of a railroad, injured while off duty or outside of hours paid for, can not be classified as a trespasser if his presence on the property is for the purpose of getting to or from point of work, or for any other purpose connected with his service as an employee. Violation of a rule or law does not justify such a classification. Such casualties must be reported as occurring to an employee off duty. He may only be classified as a trespasser If and when bis presence on the premises is for no purpose connected with his services as an employee." Necessity of Uniformity in Reporting Accidents r p*. m. o unnz Dinm. ....... f wiimk. X. C. C-, Wihin*ton. D. C. The *asd m pan ah air^mrsMC that it is important to have these statistics hkod a tto ** *ewrw>- a pmaible. and if they show a favorable tendency. *c & **<** u *v *m m*vocable tendency, you are the fiirt pervero wbm wa *> *hw * e* correct the condition. I thick the work >nnwim*i * vr> ua^jrtaax and will help a great deal toward tretrw Tto ttoftnm.**. wtodh it proposes are, with very slight exeepekau. in w#i rt* and rales. as X understand them, now, aside from rain r dMtov wbwfc -k*lt W Ur to iron out without any troubte. There w otwwtoeh 1 h **m,uj* wipweittty. to which I take exception, and that is the ro^df*cnima what w a rtpurt*fc4e train accident. Mr. Warfel has indicated tVrt be w* ewt out iron the expense which is counted m building up u- $15**, that sfar Urns oi a reportable accident, the expenses of Safety Section AHA--Steam Railroad Section NSC 477 going to and from a wreck. Hu propoftiuen is entirely logical. Of course, the ex pense of going to and from a wreck does not affect the importance of a wreck at all. but tim is a critical sign in the condition of the railways, and thc*c particular statistics of tram accidents are being watched, and it would be unfortunate to make any change just now that would destroy or affect to any material degree the com parability from month to month, or from year to year. I would rather not see the statistics disturbed, even though they arc not entirely logical or pcrtiaps entirely uniform or complete, but I would let each railroad continue to report them as they have been* and the trend in this particular period will still have some significance. In fact. I think that instead of tinkering with this rusty old dipper, we might try to get a new dipper and frame an entirely new definition of what is reportable as a train accident, and make a fresh start, for that $150 limit has very serious objections. Passing to another part of the Committee's report, tlic interpretation by llie Com mittee, that the three days' incapacity means 72 tours and not three calendar days, is in accord with our past interpretation. We put out a circular letter sonic years ago to tiiat effect. On the other hand, as lie has said, there is not complete uni formity at the present time. Some roads are using the calendar basis, and they have perhaps on their side of the argument the fact that the American Standards Asso ciation, in its plan for uniform accident reporting from all industries, suggests a three-day calendar day basts. I should be inclined to adhere to tluj Committee's report and our past practice, unless I heard from a good many more of you that the calendar day basis was preferable. Perhaps, we ought to issue a circular on the subject and gather our experience, unless the Committee is satisfied that the majority using the 72-hour basis is now so large that it would not. be wise to duotge. I am much pleaded with that part of the Committee's report which Mr. Warfcl explained, defining the phrase '`performing his ordinary duties." As he pointed out, his proposed definition i, **Tbc phrase, performing his ordinary duties, is inter preted as meaning performing fully and acceptably and without extra assistance ail of the duties customarily included in the regular assignment to one of his title, payroll classification, and the payrate. For example, a brakeman or switchman must be able to walk, throw switches, etc.** If we had had that strict definition and had adhered to it in recent years, I think it would have efimtnaud a good deal ol the criticism thit has been leveled against the statistics of injuries. 1 am sure that even if we had adhered to it, there would still hart hem a very com*krabk drop in the number of injuries reported Iwwause of the eiomr jtmtlm brain id So what k a reportable injury, but I mean it would hare tW grooad* k* ervtiekm that Ime existed. For example, it seems as thooch a iwh*hm *po*i*d at work when he was merely answering a telephone. Tbiatts of th*e kmd are mrrcnrfrti Ur toy<md 'hew rcat importance, and therefore this particular pan ** eh* (ummntm*\ report will Help a great deal, 1 think, to verify the --cier The fcaBoumic umuimtom licai Cntwtam pevaaitod by L. F Stoxld. chairman of the kesolu- Where**. toe Scanty >*e**u* of the Amertra* Railway Association in session at the Sieve** i* Chicago, Ocsutor 3-5. 1W3--is not unmindful that the success of thk Thinmatth \nmml Cowventiun and of those Conditions that have preceded it cast <-*dy to aembtjwd to the m:a*mx interest and untiring efforts of those in wto*e httwd* the rv*pa*ibtSixy for arrangement ami necessary details were placed 4/8 TtK't'utx-St'eoud Conyrcss--National Safely ( onnt:il and to the co-operative response and assistance of tftose walled upon to contribute their thought, time and effort to promote such a commendable cause as the con servation of human life and limb, and desiring to recognize each ami every one in a proper and fitting manner,--therefore* he it resolved-- That this Section recognizes and appreciates the contribution matte by each and every one who in any manner arranged for or participated in the cotwluct of these meeting*, including, and with particular reference to. those whose presence, although not uprm the program, have added so much: That tl*c Section is not only grateful, but indebted to Messrs. V. E, Williamson, President. Xeu York Central Lines: M. J Gormlcy. President. American Railway Association, and judge R V. Fletcher. General Counsel, Association of Railway Executives and of the American Railway Association: for their sacrifice of time, ami for the great and lasting benefits that must accrue to and aid in the advance ment of this Sect**** and its work because of the timely, well cltosen and pertinent thought given us: That nn apjwcctatuHi is also extended to the management of the Stevens Hotel: to the Press and to nil others who have so kindly assisted in making uur slay in "America's Chicugo/' 50 pleasing and u profitable: That in our hearts, wc cherish tlic memory of thusc who lave been called to fields beyond, and express our earnest desire and hope, that to those of our Members upon whom burdens have heat placed through physical iulumities and otherwise, lasting and effective relief may seedily come. Tlwt these Resolutions be spread upon the records of tins Annual Meeting. Announcement of Election of Officers The chairman then railed for tin; rcjtort of the tellers who had canvassed the votes for officers of the Section for the ensuing year. This report was presented hy trank Slroltse. Pennsylvania Railroad who announced the clcetiun of officers as follows; Chairman--C. I. IJtl'onntahte. Great Northern Railway. Firs! Vice-Chairman--H. V Parish. Chicago & North Western Railway. Second t ire Chairman--W. H. Railing, Central Railroad of New- Jersey. Members at Ceninnfter of Direction-- Eastern Territory (One-Year Term)--T H. Carrove. Pennsylvania Ratltoad. New England Territory (One Year Term)--['. K. Bradford. Boston & Maine Rail- road. Southern Tcrrit*ry--L. G. Bentley. Chesapeake & Ohio Railway. Canadian Territory--A. O. Beck, Canadian National Railways. Western Tcrriwiy--K. A, Meyer. Chicago, Milwaukee, St. Paul and Pacific k. R-, and G. H. Warfcl. Union Pacific System Committor Nominations-- 0- F. Johnson. Minneapolis $ St. Louis Railroad; j. G. Fitzhugh, Gulf, Colorado and Santa Fe Railway; A V. Rolnvetler. Duluth, Missabc and Northern Rail way: J- I- Walsh. Missouri-Kausas Texas Railroad: IX G Phillips, Wabash Railway. AbJOVRNMnXT r I V E iX TY -SECOND AN NU A L S A F E T V C 0 X 0 R E S S .X A T / 0 X A L S A F F. TV C 0 V XC IE Textile Section Officers 1932-33 General Chairman--Dr Cium.fs H. Eames, Lowell Textile Institute, Lowed, Mass Vice-Chasnnan in Charge o/ Program--Ignatius MacNultv, American Woolen Co., Malden, Mass. i ice-Chairtnnti-- M. \V. Hfiss, Proximity Manufacturing Co., Greensboro. N. C. Secretory and News Letter flditor--E. Pi.acr, American Mutual Liability Insur ance Co., Boston. Chaii tnan Statistics Committee--J- T. Tmoi.txgi*#. Bemberg Cor?., Hii/abcth5wi, Tenu Chairman Poster Committee--Pkeo XV, Skiil, Aetna Life Insurance Co, Hartford. Conn. Chairman Pngineenmj Committee--Paul W. Vjets, Plymouth Cordage Co., North ampton, Mass. Members at Large-- Aktuur Barlow, Armstrong Cork Co., lancastcr, Pa. Russell T. Fisher. The National Association of Colton Manufacturers, Boston. Walter Humphreys, National Association of Wool Manufacturers, Boston. E. G. Padgett, North Carolina Industrial Commission, Raleigh, N. C. TUESDAY MORNING SESSION October 3, 1933 The session of the Textile Section uas called to order by Will Cooper, repre senting the Executive Committee of the National Safety Council, who welcomed the delegates, and then introduced General Cliaiiman Charles H. Haines. Lowell Textile Iititiluie. Lowell. Massachusetts, who presided. Chairman Eames outlined the activities of the Section during the past year, praising the individual work of com mittee chairmen, and also called attention to some of the more outstanding problem* which would have to be met during the coming year. He then introduced the first speaker. 479 480 Twenty-second Congress--National Safety Council How We Eliminated Hazards Encountered in the ^ Manufacture of Textile Products By B. R. BROWN The Columbia Mills, Inc, West Pullman, Chicago Tltc speaker said in part: Previous to the time that we became a member oi the National Safety Council and took an active interest in ` accident prevention, safety work in our plant was more of a spasmodic nature, only taking on an active interest when some misfortune befell a worker. Soon after the institution of our safety program we furnished a room, centrally located in the plant, with equipment adequate to render efficient first aid and to handle emergeoey cases that might arise. A registered nurse was in cliargc of the first aid room with a resident doctor on call at all times. This step, while being nothing startling for industry, played a large part in our early successes, especially ju getting our program to the individual workers through die daily contact the nurse had with them aud through her ability to render timely advice. Many articles have been written on the accepted, procedure in employee educa tional work, and I shall attempt no complete description oi our methods here; T do wish, however, to bring to mention briefly some of the items which have been brought into our educational program and have filled a place in the general scheme. Early in the work the National Safety Council's pamphlet "The Safe Worker" was brought to our attention and it was very apparent to us that the distribution to the workers of this little booklet, with its timely topics and characteristic cartoons, and its wealth of accident statistics in all fields, was aa excellent way in which to help keep the safety spirit alive. Incorporated with this Safe Worker is an insert com piled by the safety director. The insert narrates happenings in our plant, with which we desire all the workers to be acquainted, personal notes, departmental standings in suggestion contests, no lost-time accident records. Another phase of our educational program lias been the institution of a sponsor group. This group is made up of a representative worker from each department in the plant, and these workers, needless to say. should be chosen with discretion if the group is to obtain satisfactory results. Once a month this group hold* a meeting which Is conducted by a member of the safety committee. The original purpose was to make each sponsor a secondary contact man fer the new employee, to acquaint Imn with the new working environment and to keep before him our safety program, the primary contact man. of course, being in all cases the foreman in charge. Other phases of our educational program include the periodic distribution of posters: general factory group meetings, when a safety plaque has been awarded tu the plaut or when an educational movie film lias been shown; a suggestion system whereby we encourage written suggestions on safety from the workers; and bi-weekly foremen's meetings where tl* item of safety is the first topic of discussion and where the ex perience of the past period is thoroughly narrated and the individual foremen re minded anew of his responsibility in accident elimination. Another way in whfcli we have kept our safety program alive and active is through the installation of a yearly safety button system. The principle of the button scheme is patterned after a similar scheme which apimred in tl*e August 1930 Issue of the National Safety iVexcs under the caption "Individuals Make the Textile Section 481 Record." Our button scheme Is based on tle service the individual has had with the company and the degree of safety with which he has performed lus work during that period of service. The degree of safety is measured by the same yard stick that we use iu compiling statistics for the National Safety Council. Eye injuries have never been a large contributing factor in our lost time, never Uiclesj, psut records are no proof that tlie lightning will not strike the next time, and with this thought in mind the safety committee was called on about a year ago lo make a survey of our plant and to submit a report of the places where they thought goggles ought to be worn. It is surprising to note the large number of places where goggles should be worn that a survey of this type usually brings out, and i our instance it was timely and we have already been repaid for our effort and ex pense, as we have since had one case where a lens was shattered by a flying object and another case where a lens protected the eye from flying molten babbitt. In the case where the worker requires correction glasses, a gogRle with a corrective lens lias been provided. Good housekeeping has its proper place in our safety piogram. Wliile it is very difficult to give any concrete figures to show the value of good housekeeping in tlic elimination of hazards, and while someone may argue that he knows of plants that were spotless and had terrible accident records, and knows of others in which good housekeeping was given little thought and they had a fine accident record, we arc of the opinion that safety and good housekeeping are closely related and that good housekeeping has a real value in our safety program. Once a month the entire plant is inspected by members of the safety committee and a detailed report is writ ten up aud recommendations made. Each department i* given a rating by the committee of good, fair, or poor, according to the findings of the inspection. This report is read aud further discussed at one of our bi-weekly foremen's meeting*. Certainly, a good housekeeping program, property carried oat, is visible evidence to the workers that management, in asking for safe practices m performing the work, is ready and willing to do their share in making the plant a safer place to work. Still another step toward the elimination of hazards in our work is a campaign recently put on to make the workers see the value of safety shoes in accident pre vention. This phase of the program has never been made compulsory, it simply being left to the discretion of the worker whether he shall take advantage of it or not. But In the short time tliat safety shoes have been in vogue in our plant, vve have had two instances, both of which would doubtless have resulted in lost time to the worker if he had not been wearing safety shoes. One instance was where a worker ran a heavily loaded truck of material onto his toes; the other was where the worker dropped a heavy casting on his foot. The results obtained in our efforts to decrease the frequency and severity of ac cidents, since we have had a constructive safety- program, have not shown a con tinual decrease each succeeding year, but have been subject to fluctuations which probably closely approximate the safety record of the average textile plaut. The following figures show tlie plant record between 1928 and 1932, inclusive: 1928. frequency rate 19.23, severity rate .64; year 1929. frequency rate 1-13, severity .02; 1930, frequency rate 4.32, severity rale -49; 1931, frequency rate 186. severity rate .56; 1932, an entire year without any lost-time accidents! This perfect performance in 1932 had been preceded by a run of 331 days in 1931, and was followed by a period of 25 days in 1933, for a total of 722 days without a lost-time accident. 482 Twilly-Si'caml Comjress--Natioml Softly Council rj . /j ^ Are We Making Progress in the Textile Industry? ''" By J. T. TROLINGKR Insurance Department, American Bemberg Corp, American GlanzstofF Corp, EUzabethton, Tenn. The speaker said in pari: Beginning with the year 1926 and continuing through 1932, the frequency rate of ail industries lias decreased 61 yj i>ci cent, while the severity foi all mdmtries during the sanx- period has decreased 35-3 per cent. Coming, now, to the records of our own industry, wc find that the frequency rate has decreased since 1926, 34.6 per cent, while the severity rate slvows an increase of 3.7 )>cr cent. From the frequency figure we sec that the improvement in this rate has kept pace with the average of all industries only to the extent of 44 per out and tlut its improvement is only 48 per cent of the average of the four industries which l have referred to. On the surface, these rates uvjwJrl indicate that tl>e tr.ttile iudustrv has improved, hut whether improvement in this sense car. lie considered progress i> a different question, ami is hinged upon the fact of whether or not imyffcwjjtr illan llit* hot is acceptable to us. A study t-f the chart .showing the severity curve.* of our industry shows that it i* a repetition of mis and downs with no positive indication* as to what the trend would finally develop. However, bcirmniug with 1930, the curve took a downward turn and has continued definitely in this line since that time and, with the present good experience continuing, I feel that it is safe to predict that we have readied mir stride and arc making definite advancement in this direction. Another drought which may help throw- some optimism on tlic disappointing picture painted by a portion of tl*c severity trend of our hulu&tty. lies in the fact tliat our actual 1932 severity rate was only 0.45 aiul that there were only five other industries with rates fletter than ours. T also fee? that we can safely say that at present we are among' the leaders of live frequency group. It is indeed encouraging to know that in 1932 all fatalities dropped 50 per cent stud permanent partial disabilities declined 8 per cent. n-ltiJe temporary disabilities were only reduced by one per cent. However, tlie temporary disabilities arc not nearly so important as the fatal and permanent partial disabilities, unless they arc aecomjKiuicd by an unfavorable frequency rate. In our ease at jwesent. however, this docs not exist and we arc primarily interested there fore in the fatal amt permanent partial eases. During 1932 live textile industry was responsible for only four fatal eases. Even this, naturally, is to lie regretted, hut wltcti it is considered that approximately 1.4.000 persons were killed in the course of gainful employment during the year. It is encouraging to know that we were responsible for such a very small fraction of one per cent. Nomination and Election of Officers Tltc report of the Nominating Committee was then called for and new officers ol the Section for the coming year were elected, a* follows: General Chairman--Charles K. K.mics. T owel! Textile Institute, Lowed, Mas*. Vice Chairman in charge of Program--Ignatius MacXuHy, 81 Wallace St., Malden, Mass. Vice Chairman--M VF. Hcf*s. Proximity Manufacturing Co, Greensboro, N. C. Vice Chairman--B. R Brown, Columbia Mills. Inc., Chicago, III. //V C9 r i ( AsHe i m Secretary .md News J r-ttcr I'tfitur--F F Place. American Mutual Liability In surance Co.. Boston, Mass Engineering Cnnmtituv Chairman--Paul \V. Yiets. Plymouth Cordage Co.. Boston, Mass. Membership Cnmmittcc Clurman---K. G. Padgett. North Carolina IndiKiri.il Commission, Raleigh. N. C- Poster Committee Chairman--Fred V.' Sehl. Aetna Life luj.urav.Lv <_>>. Martford, Coim. Statistics Committee Chairman--J, T. Tiolinger, American Ben4n.-r^ Coni., .uv.\ American Glznr.stotff Corp., Elizabethton, Tesut. Members at I-argc-- ArtJmr Barlow, Armstrong Cork Cm. J,awinter. Pa Russell T, Fisher. The National Association of Cotton Manufacturer*. Boston. Mass. Walter Humphrey*. National Association of Wool Manufacturer*. Boston. Muss. ,J Safety in the Textile Industry '3/X. By VQYTA WRABETZ Chairman. Industrial Commission of Wisconsin, Madison, Wis. The sjicakcr said m part. The >oioi of ojK-ratioii ou machines is the principal source of aceidems in the textile industry. In Wisconsin over 86 jxt com ol all textile machine accidents occur at the point of operation of the machines. Of second importance, on the basis of compensation costs, arc disabilities mound through tuijvuij* pails of tltc Mi.iclnnt s. *nvh as gears, sprockets, pulleys, rolls, and through, lielts and chains ami the like. Mechanical safeguarding in textile plants is seem ingly much less adequate than in metal working, woodworking, and many other lines of industry. In the textile industry tl\e ratio of machines, to machine workers i* much higher than in most other industries Tlie employer who regards workmen's compensation as an jnMuancu scheme Jo which he pay* premium and thereby, in his opinion, ends hi* responsibility for accident prevention. Is gravely mistaken. Unless employers mamtnui safe plants and influence their employees to lxrcnme **?c workers, there is ih> hope of getting lower compensation premium rates. In ibis relation, the- employer should have the most dependable and definite information obtainable for bis reports of injuries to insurance companies and state labor departments. The defense against certain tvpi-s of nnu-jneriiorious compensation claims is often aider? by knowledge which no one other than tlie employer can supply. The textile industry has a higher proportion of infection injuries than am other industry group. In Wisconsin approxiniaiely 18 per cent of all workmens com pensatiou eases occurring In textile plants result from infection, 'f lic possible rea sons for such high ratio of imvctuxv.i may lie in several directions: (a) Textile plants create a considerable amonut of dusts in the nature of broken down particles of fibres which are kept stirred up by tin* meviianicnl oiK.-rali-.-ii> ;.t the plant. <b) Textile ojjeratives require much manual dexterity ami skill ami they may not wish to submit to having small injuries treated and bandaged, because to tlo so would interfere with their work. 4$4 Twenty-second Congress--National Safety Council (c) The textile worker generally attends continuous operation machines and for this reason is less ready to shut down machinery and get first aid treatment than are workers in many other lines of industry. (d) Puncture wound* frequently arc not accompanied by much bleeding and readily seal at the point of injury and, therefore, introduce deep-seated infection w ithout draining. Small puncture wounds and small abrasions ordinarily do not impress themselves upon an individual and, therefore, are very frequently neglected. This is due prin cipally to the fact that persons generally do not come m very close contact with the terrible results that may follow from such injuries, juncture wounds and small abrasions are not minor in any sense of the word. When the experience of au entire state is brought to a central point and when one observes many cases of terrible suf fering with frequent deaths after maddening torture, with amputated limbs nude necessary by inattention, and of horribly crippled hands and arms that result from infection following neglected puncture wounds, the possibilities impress themselves upon the person who lias had the opportunity to observe the results of such appar ently "minor'' injuries. In view of the fact that in the needle Industry there is such a high percentage of infection cases, one must draw the inescapable conclusion that such injuries are not given proper attention and that with proper care the ravages of infection might be very materially reduced, with a tremendous saving not only to tl*c industry but primarily to the workers. Viewing the textile industry from the standpoint of one who deals with industrial safety problems in general, it seems to me that many persons having charge in tex tile mills feel that there is no real accident problem in the textile plant On this question we have some statistical evidence lo present. During the four-year period, 1923-1926, Wisconsin textile mills lad a total of 1,091 compensation cases. Of this number 353 cases, or 32.4 per cent, arose iu connection with textile machinery. Dur ing the following four years, 1927-30, the textile plants in Wisconsin had 854 com pensation cates: and 257 cases of that number, or 30.1 per cent of all cases, arose in connection with textile machinery. In 1931 and 1932 machine accidents in textile plants totalled 30.1 per cent and 22.4 per cent, respectively, of all compensable in juries in Wisconsin textile plants. What about the compensation cost of textile accidents? What is the bill? For the past six years, 1927-1932 inclusive, Wisconsin textile plants with perhaps not more than an average of about 14,000 persons employed, reported 1,175 compensable injuries which cost $211,370. Of this amount, $151,681 was for indemnity, and $59,689 for medical costs. The figures indicate an accident problem in textile plants, and no doubt a large proportion of all textile accidents could be prevented- In the 1,175 cases costing $211,370, tlcre were 240 textile machine accidents costing $70,483. There is here an opportunity to secure financial savings to the industry through the prevention of accidents. For the United States as a whole, the U. S. Department of Labor reports that textile plants m 1929 had 12 tabuiatable accidents per eadi one million man-hows of work done. On the same exjiosurc basis, the mining industry had 74 accidents, the construction industry 50 accidents, paper and pulp mills 28 accidents, etc. The fre quency of accidents is much lower in textile plant* than in manufacturing and median kra! iudusiry generally. Furthermore, accident severity rates in textile plants aver age only about owe-fourth of the severity rate of industrial injuries generally. ADJOURNMENT TWENTY-SECOND ANNUAL SAFETY CONCRESS NATIONAL SAFETY COUNCIL Woodworking and Lumber Manufacturing Section Officers 1932-33 General Chairman--Roland Jones, The Surty Manufacturing Co., Chicago. Yue-Chainitan--J. W. SMITH, Employers Reinsurance Corp, Kansas City, Mo. Secretary--M. C. Goodspeeo, General Electric Co., Erie, Fa. News Letter Editor--Louis W. Kersekc-, Mcngel Body Co , Louisville, Ky. Chairman Program Committee--E. G. Padgett, North Carolina Industrial Commis sion, Raleigh, N. C. Chairman Statistics Committee---M. Francis, T. H. Mastln & Co , Mobile, Ala. Chairman Membership Committee--"E. Ross Farra, Grand Rapids Safety Council, Grand Rapids, Mich. Chairman Health Committee--F. W. Braun, Employers Mutual Liability Insurance Ctv. Wausau, Wis. Chairman Engineering Committee--J. A. Pua*>v, Michigan Mutual Liability Insur ance Co., Detroit Members-at Large-- R. C. Barr, Lumbermens Mutual Casualty Co., San Francisco. Haary Guiidert, Pullman Co., Chicago. H. J. Kfxiat, American Seating Co., Grand Rapids, Mich. John H. Lee, Liberty Mutual Insurance Cor Rockford, 111. F. A. Pollock, Lumbermens Mutual Casualty Co., Chicago. /1 /- MONDAY AFTERNOON SESSION ^^ C October 2, 1933 The first session of the Woodworking and Lumber Manufacturing Section was called to order by General Chairman Roland Jones, The Surty Manufacturing Co., Inc., Chicago, who presided. Chairman Jones welcomed the delegates, spoke briefly o<t the future year's activities of the section under the general heading "Where Do We Go From Here?", and then introduced the first speaker. * 7} .$t / 7~ 486 Twenty-second Congress--National Safety Council ^ Trend of Injuries in the Woodworking Industry ^ U 7 ' f' '/ ; - 'gfcf . By li. FRANCIS $ 'T ^ Safety Engineer, T. H, Mastin Sc Co., Mobile, Ala. The speaker sakl in part: In the woodworking and lumbering Industrie* injury rates liavc shown au unfavorable trend during 1932. Woodworking companies con tinued to make progress in reducing tlic frequency of injury, but c.M*rience to severity was the worst since 1926. The 1932 frequency rate is down IS per cent from 1931, but there is an increase of over 100 per cent in severity. The improvement in the general frequency rate is due entirely to a reduction in the number ot tempo rary disabilities' Fatalities and other serious injuries increased in frequency. These Increases, combined with higher severity rates lor permanent, initial am! tempo rary disabilities account lor the sharp rise in the 1932 general severity rates. Injury rales ior all types i woodworking plants averaged 15.77 for frequency, and 1.71 for severity in 1932. These rates arc based on the records of 109 plants whose employees worked over 28.000,000 man-hours during tlc year. Manufacturers of boxes luirl tlc highest frequency rate. 26.23; ami the higliest severity rate, 2.60. Sash and door manufacturers had the lowest frequency rate, 11.59; and manufac turers of miscellaneous wood products had the lowest severity rate, 1.37. The !om!>crmfc industry also showed a reduction in frequency rate, but the severity of disabling injuries turned upward. In comparison with 1931, the 1932 frequency rale is down 12 jier cent, but tlve severity rate is up 26 per cent. The increase in general severity' rate is due entirely to a sharp rise in fatalities. There was an increase in the frequency os permanent partial disabilities hi 1932, but their severity rate was actually tower than in 1931; which indicates that jicrmanent partial ami tcmj>orary disabilities in the lumbering industries are of shorter average dura tion than in the* woodworking industries. For 1932. the lumbering indostry averted 47.96 for frequency, and 5.43 ior severity. These rates are based on die records ot 48 units with an exposure of over 13.000XKW man-lKmrs engaged in logging' timber treating, the operations of saw mills and planing mills. The hazards of logging are exceptional, as shown hy a frequency rate of 66.46, and a severity rate of 7.93. Tim ber treating plants had the lowest severity rates. 0.86. and saw mills and planing mills had the lowest frequency rate, 42.86. Statistics tor 1932 seem to prove that we arc removing the causes of minor injuries, but that we are neglecting ihe major injury cau>es. However, tins may be mislead ing. My observation* U-ad me to believe dial the difference between a minor and a major accident is frequently nothing more than a very narrow escape. The high frequency rate of major injuries during 1932 may l>c nothing more titan the law of averages catching up w ith the callous operator who permit.-' dangerous and carries* practices to in: carrier) on and who. in fact, frequently creates the hazard which causes tlxr injury hy requiring his employees to i>eriorm dangerous tasks' in the interest of production: snrit ax working < moving machinery, putting on or throwing licit* without a'shut <town. and other similar dangerous act>. It apjieats to me that our >1)0*1 direct and urgent effort** for live future should lie the reduction in the frequency of fatal am! total permanent disabling injuries. It has always been my lieliet that ii we eliminate tlx* minor accidents we shall Have very few major accident*. But we im>t have siqw-rvishm. The only accident prevention failures I lave ever kuouii failed because supervision was inadequate. Woodworking and Lumber Manufacturing Saltan 487 Report of the Nominating Committee The report of the Nominating Committee was then presented by It. Rnvs hurra, mauager, Graixf Rapids Safety Council, Gram! Rapids, Miili., officers for the uc.v year being elected as follows: Ccm-iul Chau man--Louis W. Kerberg, Meuget Body Co. Louisville, Ky. / TVe-Oiotrwc-- F. \V. Braun, Employer*; Mutual Liability Insurance Co.. Wausau, Wis. William Haggerty, Edward Hines Western Pine Co.. Hnic*. Herrvey Co., Ore. .Secretory---M. C Gnodspeed. General Electric Co., Erie Pa. -Vctvj Letter Editor--Robert Onnshv, Ii. F. Huntley Furniture Co, WinstouSalcnt, N. C. Etujineerittii Committee Chairman--Thomas J. Healey, T. H. Mastin 3. O*. St. I.ouis, Mo. Health Commi/he Chairman-^P. J. Brand, Pullman Car E Manufacturing Corp., JhiMman, Cliicago, J11. Xfetnbciship Committer Chairnnut--E. G. Padgett. North Oiruhna Industrial Cornmission, Wtuston-Salcin, N. C. Poster Committee Chairman---Rotiert A. Shaw. Murray Body Curp., Detroit, Mich. Program Committee Chairman--J. A. Purdy, Michigan Mutual Liability CoDetroit, Mich. Statistics Committee Cfiatnmw--W. H. Culver. Kltsc Manufacturing Co.. Ire, Grand Rapids. Mich. Mcml'crs <>t Large--R. C- Barr. Lumbermens Mutual Casualty Co.. San Francisco. Calif. E. Ross Farra, Grand Rapid* Safety Council. Grand Rapids, Midi. Harry Guilbert. Pullman Conqiany, Pullman. Cliicago. 111. Roland Jones, The Surly Manufacturing Co. Isc.. Chicago. 111. \V. S. Paine. .Aetna Life Insurance Co.. Hartford. Conn. F. A. Pollock. Lumbermens Mutual Casualty Co.. Chicago. III. E. K Prichctt, Prichett-Powers Co., Grand Rapids. Mich. Accidents--Their Cause and Prevention on Shapers and Stickers ' c By GEORGE H. GIBSON C '0 *> - -X Foreman, Wood Cabinet Shop, The Pullman Co., Chicago The speaker said in part: Accidcuts tto not just happen. There is a reason for every one. and I believe that u great deal of benefit can he derived hy exchanging views on the hazards surrounding the two dangerous machines T have selected to discuss here. What are some ok the cause* of accidents on the *haier? 1. No person should he allowed to nitrate a shaper wl> does not understand the grain of wood. 2. Material should not f>e piled up around the machine su as to interfere with the operator, as he should concentrate on the point of operation at all times. 3. When making a set up, the iterator should first make sure that the tones balance and that the bevel on the knives i the same so that they will fit the slut in the shaper collar. 4158 T\venty-second Congress--Motional Safety Council 4. Great care should be exercised to see that not too large a cut is taken at one time. It is far better to take two cuts and be safe than coe cut and be sorry. 5. A great many shops still perform shaper operations by simply cutting a shaper form cxi the band saw, smoothing off the edges, driving a couple of brads through it, and using this as a shaper. This practice should be discocttt&tied as ranch as possible. A shaper form is made with two clamps to bold down the piece, aad it shook! also have two handles for grabbing and holding down the clamp blocks. These forms will practically eliminate any possibility of an accident and will speed up production, and they can be used on a live or dead collar. 6. When an operation is performed without a form, a guard should be placed over and around the head and should be clamped down tight enough on the piece to hold it firmly to the tabic, thus preventing the operator's fingers from coming m contact with the knives in case the piece should split or kick back. 7. In my opinion, the operator should concentrate as much as possible on sound and feel, as I am firmly convinced that a great many times one is forewarned that a piece is about to split or break by the sound of the cutters or the feci of the material in hand. & I believe that we can benefit most by studying where hazards are and how to minimize them. 1 also believe that the supervisor of any wood milt should be a niau capable of pointing out the hazards which are apt to confront the operator. And now a word about the sticker. While it is true that this machine is not con sidered as dangerous as the shaper, great care must be taken to sec that the knives arc properly capped and absolutely tight before the machine is started. The greatest difficulty seems to be with the knives throwing themselves or, in other words, slipping from under the caps. A great many operators use sand-paper under the heel of the knives, but if much trouble Is experienced, it would be well to remove the heads to the machine shop to have them trimmed. -- Handling Material Accidents ^ By ROBERT WILLIAMS Safety Director, Thomaaville Chair Co., TboraaaviUe, N. C. The speaker said in part: Accident statistics tdl us tliat injuries from handling materials not only occur more frequently than from any other cause but often are more serious. More than 50 tier cent of accidents in an industrial plant come from handling or transporting materials. This is not surprising, however, when wc stop to consider that a large part of manufacturing operations consist of loading, on* loading, piling, unpiling, lifting, carrying or transporting material by hand or power. This is as true of the woodworking plant as of all other industries. In the fol lowing paragraphs an effort is being made to suggest some specific safeguards in reference to handling materials. Piles should be started on good foundations, and lumber should never be piled too high. Platforms used in passing lumber up should be made of good stock and the top boards should not extend beyond the bracings to prevent their tipping by a man standing outside the brace. Lumber hoists obviate the necessity for much labor, ladders used at lumber piles, and elsewhere, should be spiked. Lumber pliers should wear leather aprons and gloves or square leather pieces strapped across the inside of tlieir hands as protection against splinters. Care should be taken in fastening the Woodworking and Lumber Manufacturing Section 489 covers, or roofs, on lumber piles, as many serious injuries have been inflicted through loose covers being blown off. Many accidents in woodworking plants arc caused by overloading of trucks or careless piling of lumber on them. If a truck is overloaded, a wheel may break and the load be thrown on someone nearby. Care should also be taken m loading the truck to avoid the possibility of the load tipping over. Trucks should be examined frequently to see that their wheels are in .good condition and that the fastenings are secure. Hand Trucks: Handling material on and off the truck results in many injuries. Men should be instructed in the proper way of piling, to avoid pinching of Angers, slutting or falling off the load, or breakage of the truck from overload. Often it is worth white to provide a truck body of special size, shape, or strength, or with special sides or stakes, so that material may be transported safely. When trucks are in motion, wheels sometimes run over the employee's foot, some times the feet of men working alongside the aisle where the truck is pulled, which is due to the thoughtlessness of the trucker or to the employee injured. Sometimes the trwcker slips if the handle of the truck is too short. The risk of this kind of acci dent is greater if more than one man is necessary to move the truck. Men pushing the load too often push with heads down and do no4 watch the man prilling, who may trip and fall. Trucks equipped with bail and roller bearings arc much easier to handle than others, but the temptation to speed must be overcome by supervision or collisions may result. Three-wheel trucks should be designed with a low frame, so that the center of gravity of the load will be close to the floor surface. This will prevent tipping. Loads sometimes shift because all bolts and nuts are net tight and great vibration occurs. One company was able to handle its material with trucks much niore safely after every truck had been thoroughly inspected and all bolts tightened with the aid of lock washers. It is much safer to locate wheels within the outside members of the truck frame. Men will instinctively regulate their path of travel so as to avoid being struck or run over by a large object, while such is not the tendency with the small object such as a wheel. Also, the men pulling or pushing the trucks are less apt to be run over by the wheels if these are set inside the plane of the frame. This is especially true of trucks of the four-wheel type with small swivel wheels set under the center of each end. Two-wheel trucks should never be operated with any of the parts in need of repair. If any of the wooden members are broken or split, they should be repaired before failure results in an accident. Wheels with a portion of the rim broken should be replaced with new ernes because these trucks are often operated over rough surfaces and a broken wheel may unexpectedly change the direction of tljc truck and injure other employees besides the operator. One company recommends the painting of truck frames with alternate black and white stripes, similar to railroad crossing gates, so they can be readily seen when on the floor. Guards should be attached to truck handles to prevent abrasion of knuckles The knuckle guards should be so wide that they cannot be grasped as readily as the handle. Brakes are an important asset for the safety of the truck operator. When loading, the operator can keep one foot on the brake and prevent the truck from moving and at the same time the dangerous practice of blocking the wheel with the foot is eliminated. 490 7 7iu'uty second Conyres*--National Safety Council Conveyors: One hazard of the operation of conveyors is the failing of materials from (ht conveyor itself. Tins can be redvKcd to a minimum l>y controlling llie load ing of the conveyor and guarding its sides, especial!} at turns, as in the case of belt and apron conveyors. All conveyors running overhead, especially over passageways, idiooid fx- guarded underneath by a net of wire mesh screen so as to prevent injuries from failing objects to men passing heknv. Hand injnrifs. and sometimes foot injuries, occur in the taking off and putting on ,t materials mt conveyors. Fingers are pinched between the pieces of material or Immuccii the cmve>or and the material; if the piece is not properly picked up by tlxworker. he i* liable to drop it. It is possible in man} eases-to determine the safe way to liaudU: material and so to instruct the workmen. With some types of conveyors, which automatically pick up and discharge their loads, this is not a set ions habit. But it is olios desirable to have a standard method ci loading the conveyor and re moving the stock, especially t the shape and size are odd. Piling Materials: Special care should Ik exercised when piling material near aisles ami iwiwutgcway*, to *c< that the danger of falling or knocking over material is minimized. The piles should not be too high, neither should parts of the pile project yo as lu he btmi>cd into by passing men or trucks, lit constructing piles, it is many turns advisable to place ever\ second layer crosswise. Piles should not be placed too clc.se tu benches or oilier work places. Workers sliould have enough room so they will have freedom of action to perform their duties efficiently. Guard rails or other device?! should Ik installed at necessary points to prevent moving parts from causing piled material to fall. The amount of material stored in work rooms should be kept as low as is consistent with efficient oix-ration. Material should not Ik Iwought in from the store rooms except as production needs demand, and fmislwd articles should be moved from work rooms as soon n* practicable- Briefly, the joints tc consider wlieti piling material, either in work hkniu or m store rooms, are: effort required to handle materials, number of pieces needed in a given unit of time, space available, maximum safety when working around material or when faking from or adding to piles. Bins or shelves can often Ik used efficiently- Specially shaped racks arc often of great value in preventing accidents whin piling round or irregularly shaped articles. Elevators: The unused sides of the elevator car should Ik enclosed with substantial enclosures not less than 6 feet high. The top of the car, unless the hoishvay is pro vided with trap doors, should be provided with a cover o sufficient strength to with stand a load of 150 pounds at any ]x>itH as a protection to tint operator against falling objects. All elexulor cars should be provided with safety catches or devices which will prevent the car from falling if lor any reason tlx* cables should break or become slack. These car safeties should he operated by springs, meclunical devices or gov ernors and should preferably Ik located under the car platform. AU elevator cars should 1>c equipped with an operating mechanism so located and so operated tlwit the ciir cannot In- moved unless the operator Is within the car, or if the elevator is controlled by a shipper rope a device sltould Ik provided which will lock the shipiHtr tops and prevent the car from being operated at any landing other Ilian where the car is slopped. AU elevators should Ik installed, maintained ami operated in aecortlancc w ith local and state requirements. Valuable safety mfcrimitnn on freight elevators will also he found in the Safe Practices Pamphlet Xo. 15 of the National Safety Council. Finishing: The two chief hazards in finishing operations arc danger uf fire and explosion ami injury to the health of the worker. T he fire and explosion Iiazatd is iroodxcorkhttj anti f. umber Munitftte/unnti Seelu m due to the use nt flammable materials. improper pr.-teeiiuii. aiul i****r housekeeping Souk of the ingredients used, |arhctil,irly in -prayiuu. arc harnmtl t<< tlu: health of the operator if breathed into lu hmp>. if -.wallowed. **r if ab.-orlxd through the skin. To insure safety in the storing, mixing and liamUiug of tiihdmig materials, tlicsc oiKrations preferably should be in a sejsuate building. Care should be taken to remove all ixsssible hazard'? vi igniting tlammabie vapors from finishing materials. particularly those m sprat mg. This includo precautions against pmttancus ignition, improper heuting. oiKn flame*. faulty electrical installa tions and posible static electricity. These precautions should. id course, include adequate lire protection. This can Ik accomplished, itt part by the installation of a wet-pipe sprinkler system, which Opens automatically in case of fire. WTure a dry *v>irtn > in use. additional protection will usually he required u> control a t.re The location of spraying operations is important. Such itrnce.ws preferably should Ik in buildings separated from other work or in a one-story cut off addition for pro tection against fire hazards. One of the most essential steps in safety is to maintain cleanliness around all Dera tions which involve the use of paint, varnish or lacquer. Tin* may Ik summarized in the term 'T'ood iwtisckceping." To accomplish this, there should he a tegular daily cleanup i*rod. All enclosures and equipment should he cleaned at frequent intervals. This cleaning program should include attention to splaxhev. drippings ami other wane on ceilings, floors and walls, removed ;md burning of oily rags am! other washmaterial. Warehouses and Shipping Rooms: Although waichouses am! shipping rooms arc not usually looked upon as hazardous places, they have lx.cn the >ccne of man} acci dents. These departments involve a large amount of hand labor, under changing ;un] often disorderly conditions. Railroad tracks arc usually laid alongside the buildings. with accc>s through doors of the building to cars spotted opposite. or alongside a loading platform, sometimes uncovered, running the length of tine building. Changing weather conditions make either of these two arrangements hazardous from.an accident prevention stand|w>iuy Wherc ice is a hazard dry sand or salt should be used. Machinery in the packing room should be fully guarded especially as it is likely to be used occasionally by all employees. Glass and furniture having gloss sections sometimes break in packing due to shock. T he practice of concealing glass can very easily be discontinued, it serves no particular advantage and will be a great benefit to others who must handle the same package. Freight handlers would be more careful if tlicy could see glass, and they would be saicjmaideu it they could sec the broken edges. Strapping wooden boxes and crates with round or flat wire or metal strapping is often necessary lor shipment. Practically all round wire is applied with, a tool that cuts off the wire In such a way as to tic the ends securely and leave no burred cuds. Hat steel strapping is often applied to the ends of a box or crate hy driving nans through tlie strapping as well as the wood This ton often results in the edge of the strapping running over the edge of the crate and leaving a small piece tlrnt will cut tire man who takes liold jd that particular point, or the ends are not turned down and thus leave a sharp place. Flying mails are probably the greatest hazard ol the packing anti shipping r^m. Companies operating large shipping rooms and cmplmmg a large number uj people report many accidents due to these flying nails. Frequent!} eyes arc lost. One remedy 492 Twenty-second Congress--National Safety Council is, simple and is capable of universal application. Corrugated hammer heads are known to prevent nails from Hying1 and can be used in any shipping rooui. The only disadvantage is Die objection of the workmen to the corrugated hammer. If a man misses a nail and strikes his hand he receives an ugly wound. Skilled men, however, do not strike their hands. Very likely, one out of .three accidents from handling materials is a strain and the bugatxto of this class of injury is the hernia. It seems that nature, provident in most ca:>es. lias been rather negligent h> regard to the strength she has given to the muscles of the abdomen, with the result that man finds himself peculiarly susceptible to con stitutional weakness in that region. From our study of hernia cases we know that a weight of 75 to 100 pounds is dangerous for some men, even though they be of the big brawny type. An improper method of handling material, especially when the height is over three feet, may develop such a strain as might later help to produce hernia. The handling of material which is too bulky and consequently unmanageable also causes weaknesses in the abdominal regions to become acute. The proper method of lifting heavy or bulky material will prevent 75 per cent of the cases In which txunia is alleged. Squat, then Uft, is the warning issued by our safety department. Push your entire body upward with your legs; it is easier and safer; and this is a lesson that should be taught to every employee. WEDNESDAY MORNING SESSION October 4, 1933 The Use and-Abuse of Woodworking Saws By H. SCHREIBER Deputy, Industrial Commission of Wisconsin, Oshkosh, Wls. Mr. Schreiber spoke only from notes, and unfortunately no complete transcript of his interesting talk is available. However, he prefaced his discussion of saws with a resume of the safety history of woodworking. He has personally been engaged in this work since 1880, startingin s match factory and doing practically every sort of job pertaining to the wood working industry. He recalled that in those early days there were no so-called safe guards for machinery and the prevention of accidents by mechanical means or safety instruction was practically unthought of. Accidents were considered a necessary part of tlic work, serious injuries were common, and a fatality w* not an unlooked for' occurrence Accidents which injured, or broke down the maduuery were sometimes considered more serious than those, which involved the human dement. In those early days machine accidents approximated about 37 per cent of the total; now they are approximately 3 per cent. In discussing woodworking saws, Mr. Schreiber pointed out and discussed at length the following points: 1. Saws must be sharp. A dull saw is more liable to calch in the material, causing kick-backs, broken saws, etc. 2. The spread of the saw most be correct. Too high a peripheral speed may mean a broken saw ; also, the speed should be changed, depending on the type of work, hard wood requiring approximately 10 per cent less speed than soft wood. * IVoodworking and Lumber Manufacturing Section 493 3. Saw filing is extremely important. The shape of the teeth, the amount of inder-cot and the set arc important and to u certain extent arc dunged, depending on the type of work. 4. Cross-cut saws not properly slwrpcned arc particularly liable to split or crack. A cracked saw should be scrapped. In this connection, Mr Sehrciber was asked how saw speed could be regulated c*n a constant speed arbor for different types of work. He answered that this is in some bases impracticable, but the same result can be secured by changing the speed of the material as it is fed to the saw. Mr. Schreiber also pointed out that many accidents are due to changing men into unfamiliar jobs. Men seem to be especially susceptible to accidents who have been on one type of work for a long period of time and then are icquired suddenly to take up other types where the various operations arc unfamiliar. 6^-C-d. OS s'? How Do You Select Your Sawyer? By JAMES C. WILSON Vice-President, Lumbermens Mutual Casualty Co., Chicago The speaker said in part: The information contained in my paper has been as sembled from many sources in answer to a number of questions submitted to men who should know. I shall give die results of this questionnaire briefly. Question 1. "Should men be advanced from other jobs to that of sawyer?*' All employers answered by saying they would advance men to the sawyer job. Question 2. "If so, how should they be trained?" This is answered very com pletely In one reply which reads: "They should be educated by mill superintendents, first as block-setters, and gradually tiained in the principles of sawing. Both sawyers and block-setters should be educated by continual meetings, with mill superintendents and sales managers. The idea that sawyers <k> not need to know anything about prices as long as they know what the mill is trying to get out of the lumber, is faulty. Every sawyer and block-setter sliould know the differences in the price of each grade, so that he will understand in dollars and cents what a mistake costs the company for which he works." Question 5. "If an outside sawyer is employed, what procedure should be followed to determine his ability before he i given a permanent job?" Various replies are as follows: (a) "Wc learn what his experience has been and, if possible, get die ideas of the men he has worked for as to his ability. The next tiling to <Jo is watch his work and reach your own conclusions as to whether he is getting out of the logs the quality and quantity that you have reason to expect" (b) "In my opinion he.should be trained in the niceties of sawing, as these exist in your particular nidi, under the other sawyers for a period of time before he is allowed to saw." (c) "Inasmuch as our machines are of a special design, any sawyer from the outside would have to be trained and familiarized with the operation of our machine before he could be given a permanent job." Question 4. "Are size, gc, physical condition and eyesight factors to be considered in selecting sawyers? If so, to what extent?*' The replies agreed that size has no bearing; that the age should be between 30 and 50; that good physical condition and perfect eyesight ate essential. More particularly, one reply is as follows: "The nutter of size Has no bearing. A middle-aged man is preferable and naturally one that is in good physical condition. The reason for this is that the job is a strenuous one and demands 100 per cent attention to work every minute that the mill is operat- 494 Twculy-sccoutl Congress--National Safely Council ig. There arc no intervals Sor rod ami a <1L i>su t of hi: aHcmimtaway from what be is tlcfiq; is ajit to result in an accident, which may mean injury or loss of life to the men on the carriage, as well as the smashing up of equipment Therefore, the qualifications iJiat are uecosary to make a good sawyer arc steady oerves, good eyeihuht, a mentality that will admit of making decisions quickly and correctly and, of course, a knowledge of what a log should produce in quantity ami quality" Ques/ian 5. "Can literature be secured from saw manufacturers or from otlwr source* winch is of value in instructing sawyers?'' All replies were negative. Question 6. "Should a sawyer !>e mechanic enough to change saws, etc ?" Here t# a good answer from a large Wisconsin saw mill: "The 'ordinary methods tobe used in the modern mill require very little knowledge on die iwirt of U*e sawyer irj the matter of changing *aws or the general rare of them. Tin's work is left teethe filer, in a large measure. The sawyer, however, should be able to adjust his guide on either a rotary or a band saw; also he. able to adjust the strain tluit is used ou a hand saw, and naturally he helps in making the change. The responsibility, however, of idling up a saw in a way that it will run properly is all in the hands of the filer, and when the *>m>cr gets on a new sow that will not rim properly and consequently not make good lumber he calls for the filer and a change is made." Question 7. "What, if anything, should tl*c sawyer know about various conditions, giades, and types of wood?" Apparently he is not a sawv.cr unless he has a complete knowledge of wood. Here again is tle complete Wisconsin reply: "It is absolutely essential that a sawyer be familiar with die grades of lumber a log will produce and l>c able to judge pretty accurately after he takes a slab off afwut what the log should !>o worked into, both in the matter of grades and thicknesses. This knowledge lie gets by experience In other words, he should he able to know apiiruxinialely how far be can saw into the log without running into knots. You will realize that this is neces sary because you may find that it is desirable to have the dear portion of the log made Into 8/4, 10/4 or !?/4 and the sawyer must he aide to judge by the looks of the log how far in he may go without making a piece which would be dear on one face uml jiossible #2 or #3 common ou the other. The lumber, as you probably know, is graded from the low lace. ' Question S, "Slioukl a sawyer be able to condition a saw? If not. how much of the theory of save conditioning sbuukl be know?" A targe, western manufacturer answered as follows: "An intelligent filer and a sawmill foreman will keep after snvycr* so that saw conditioning will he complied with hy the sawyer.. In general, the sawyers arc very important to a saw mill. The saw mill foreman is directly in charge of the sawyers. He must not only be a millwright and a good mcdwnic, but it is vital that he liave a keen iniciest in quality sawing. The sales manager and plant manager, or whoever has to do with actual selling and pricing of lumber, should keep in ' cry close touch with the foreman, and at least once a week should luive meetings with the sawyers. It is also the conviction of most modern plant managers that a JtMjg day 5s im longer practical for sawyers, particularly in high class timber, such as white pine, jioiidciosA pine and fir." The final feature of the program was the presentation of a moving picture entitled "Safety in Togging Operations" presented by F W Braun, Employer* Mutual Lia bility insurance Co., Wausau, Wis. This picture showed many very interesting scenes dcpkting tlw derations in a ml around a logging camp, including vast stretches of timber, haohiru. hv.-liuu. ami die "timber** call. stDJOURNMENT INDEX Accident Prevention Equipment Mamduciurer* Section: Minutes. 173 177. Nominalinx Committee Hc\h t. 173-171. OFKc*r- 173Accident Prone Employees: See renviiil lac ter*. Accident Rec.-rds Seistou: 23-30. _k Accident Statistic*: AcchUnl Ktcofd# am? Costs lSch.ueiwrt. 242-243. Analyrinc Statistic* lo Promote Safety (Waite). 2R5-2S6. Hw na Analyze and Use Accident Hecr<l: (Kreh). 3* JO. How to Collect and Tabulate Accident Uec oed* <Pkrkatd), 212N Xece.*Mtv ot Uniformity m Ktponmf: Ato- dent* i Lorenz). 47S-4/7. Rejwtri ol Commute ott Proper Method >> Reportitij: Casualties to the Interstate Ohii- uierce Commission (Warfel). 473-47*. Accident*--Costs; Safety and CwtjetisalM*i {Nickels). 339-340. Safe Piachces m Constiuction Work (KetRe- ImU). 233 234. Acids: Aekl*. CntiHtw.* and Clran*ii; Audits ('Whttiujr). 260-2t>VSafe Handling <il Acids (Large (famines) Sa{tSeeHvraennsd)l.ing120o-f12A2 cid, * and Cau.iur* ^ (Small Quantities) (Ralston), ll*-`20. See also Caustic*: (Itenucal Industry. Adam*. G. J.: Nip Hazards in FniNhmc Room*. .146 -.iUf. Adler. Ilr. H.: Safety in Chemical I.ahutaio* rief. 1)5-119. Aeruuautieal Section: .Minute*. 179186, Xominatine: Oj*nniisee Report. ISOOftem. 17?. Aeronautic*: Aviation Radio Comiiiiimcatnni (Willets). IK-ttt Personnel in Aviation (Wright). IRj-JSk. Safety *** Air Tnumixort fPauerawnil. 179-IS!. Weather (Creme). IW W5 ,,, Ai*wocih. C.; Sale I;mt of Portable Electric T*K UJ-IJS. _ Airports: Safety Methods at the Chicago Mu nicipal Aiq.irt (tfecker). 191-182- Allritnu. |. V.. Ir.: Application ol Automatic and Remote Control to Chemical Operation1* fn>m a Safetr Standpoint, 219-221. Aleev, C. 1-r Static Electricity ar a Source ol That Kata! Initial Spark, 274-375. Allen, t*. M.: Fnmnea's. Training in Accident I'fertntint, 72-74. A. k. A.. Safety Section: See -Steam Railroad Section. A. S. 5- E.- Rnjeineertojt Section: (General Chairman'* Rejuvrt. 18K-190. Research SUmknb ami C<*k Regional Safety Cnttfemwo. Chapter* Eactneefin* OUe***Slatikiko. I'n-npefaii-m With other tiipwcmv' cieiie*. Mfnderluirc M unite*. 197-190 Woifttatnic Gnitrtttucc Report, !a>. . ftftcct*. W7. . ,t Ames K E. Marine SMelj m the !!* Port*. 291-294 . ,. Ammnui: Safety til Syathetw Aittmoma Plane- tC<r*i->. 31* 2W. Andrew*. I.t. (I.: brakes and Actidem*. 239- 240. Anoealtn* Chainf* See Cham*. Annual Mrctin* -i Member.,. 11-20. A*h. \V :> Saicty in Nur-iuje. And. C. 13 : Saletj lfevice- 'i the Modem Safety projiam, 91-93. Auiomohiie Itnvitte: Accnlent Kcv*U am* Co*t* (Schmeixrr). 242*243. Jjidiisin.il 1'tuck and Trart'i Acchlem* au'i. Jlicir Ehmmatiou (Sanhwdt Manateiial Control f Heel Accident- (Clatr). 243 247 ... Projtrei i C'nmncoul \ chicle Saietj tkundiueadl). 241-242. SelliaiK Safety u Urnn* tllmhn-.vn>. 2J, 239. Automobile*: Urake* and Accnlent* fAu- dr**>. 239-240 Liphi and ReUcct-w* f-r C mumercial Ve hicles (Hmwil), 240-2*1. Automolive and Machine Stn*t- S<-.ti--n. Mn ole*. 19J 200. XotntnalttiR Committee Hrp'ii. *'*4.l*o Ofliccrs, 191. Awards. See Reward-*. Rack, K. A.: Ftnmn*"!. *-< K***l*. J*' 27t Hadnrr. A. C : Inspcvtwm of H.n-tit.ji V luni'. M Vi. Raker. W. H : What A Safet* I't.-iiram ha* Meant let Dir ('nntaiiv. 2U4-20*. Banaslt, J. I - Pe*e>itati-~ of Award-, m N t tlomd Safety `i'n|diie-. 345 31*. PremdetitS Aildre-'. U R*. llanouet and l>atne: 27 Jj.r.,ta. H. 1).: Nu> llacanl* in T**te f- vertiitK Plants. 34K-3rt. Uavkn. C. h : Mental Hazards. 4QR 4ia iierd*lcv, C- K-: Kespom-ilmlii} d ii>c Iwi- Kuuction Engineer, 400-4(32. Heck. 12. W'.s Paying JRvbieml.* the A- deu Prevention fkillar, 4.17 431*. Heeker. J- N.: Salety Methods at the tin* C*KO Municipal Alrjrt. tkl-ViJ. Itemler. I.. Rrjrt of t <Hinviitee <m fcJ* *R-.-itio>i. 450. Uijres. I.t. C'h. W. P : Proteeuse l Intlnmr. 93-94 illack, U U.; ln\e-l4e*ti` 4 Ale.if>. *1- IVlackhaU. J. U-. ttmlroatl llutt.waj. Grade Crnsriiufs amt Their l*rmecti'>. 7d-_>v lliackRtone. li.: What the We*t 5i-**V !S ist the ijafetv of Marine W wl" 2W-290. 3*n,tii. A. f--: Safe Operation Mamtc- n:iHce of Pressure an.1 Vt`-ls 4l 41.x liockns. I* E.: Safetv. 324-.V27. JlotHU F. a.: Causes of Chain hsiUtie*. MM Bonur. St'Mcot.*: Bonus I'ayments or Rewards for Safety Rc<>nh (Mi-AuliBd, 33*1. Bonuset; and Awards (Ketper). 261. Boot and Shoe IuduMr : See She lihi*cry. Bciikt. C. B : The A> .4 Teathiiu? h^fet:, 445 44? .. . Bovcr. C. K : Masnl Safety m >** nance and Kepaii-s. 3'2-3>4. Bx.-tke--Ati!tm*5biles: Brakes ,,m| Acrideut- (Ainlrew *), 239-240. , 4 .. . HrjiVes--Uaitioadn. Ot>rat*m sd Atr llr::i.e* {PmxelU. A?-4s7. . , ... Oncrattoti *! Haiul Jtiakes j |lra*tiut<>. B'- 45fiBtxstryn, F-? 0|**rti-n< of Hand l)ake. 4-i^- Btauu, P. W.: S.*fe ItarHllius and Storage 4,t Ice, 418-419 r _ ., Bienivats. \V. : New l-ewaj* Lt.vrnetl ii n.i OM Cause* ot litjmj, 3S0 3:3. 496 Twenty-second Congress--National Safety Council Bay Budge* (Comline), 233, Brown. 13. K.; How We Eliminated Hazard* Encountered in the Manufacture oi Textile Product*. 480-481. Brown, W. C.: Lights td Reflectors for Commercial Vehicles, 240*24'!. Iluchanan, W. A.: Responsibility of the Op* crating Engineer, 402-404. Burn* -- Chemical: In Arid*. Caustic* and Cleansing Agents (Whiting), 261-269. Duses: My Observations of Careless Hauls (Thomas). 263*264. Calenders: In Nip Hazard* iu Finishing Room* (Adam*). 346*342. Car Building; Safety in the Railway Car In- , fa. Foods (W). 269271. in Aciils, Caustics and Cleansing Agents Carb2n H >tim^pMd1^ Fumigants for Food* (Back). *0 271. ,. Carbon Tetrachloride: Fumigants for roods (Back). 260-271. _ ,, . Safe Use of Carbon Telvarhlntufe m the Rubber Industry (Heajy), 426-431. T. H,: Report of Committee ou Sta tistics. 446-450. , Caustics: Acids. Caustics aud Cleansing quantititd (Ralston), Ilf 130. See Also Acids; Chemical Industry. Cement Industry: Safeguarding the Health of ilw Cement Worker lOgdeju, 303-301. Safety Progress in ike Cement Industry (Cnrtis), 207-203. Cement Section: Minutes, 201-206, Nominating Committee Report, 201-232. Chains: ' Csu*s of Chain Failure* (llotid), 63-64. litspectioa of Hofulug Chains (Badge'-), 64- KcTMir, -.... ... _ - Chains (Hopkins), 66-61. Chemical Industry: Application of Automatic and Remote Control to Chemical Opera tions from a Safety Standpoint (AUriend)- 219-221. Is the Chemical Industry Making J-'rogreis? ("Kenner). 210 211. , Safe Handling of Acids (Large Quantities; <Sevru>, 120-122. ,_ , _ ,, 5<c HaiuRmt; of Acids ak<1 Caustics (Snail ' Quantitbra) (Ralston). 111-120 Safe U*e of Chemicals , industry Session, 113*122. Safety iu Chemical Laboratories (Adler), Safety iu Svuthelie Ammonia. Plants (Cur tis). 2M-2I). See *)* Acid*; Caustics. Chemical Seetirm: Mlmut*. 209-222. Nominating Committee Report, 222. Officer*, 209. (.Imu, C. S Sufuiy * Ally--Ittmrowiug the Hu:aau Feature by Teaching the Employee Use Elements of Hi* lob, 221-222, CMocopicriu: In l-uuitgants los Foods (Back), Chromium: lurtxctiou attd Repair of Stuin- le*s Steel Enutirmctit (rUmnner), 211*214. Claims-. Relationship Between the Claims and Safety Departments (Parker). 259- 340. CMir. K.: Managerial Control of Fleet Acci dents. 243-247. , Cleansing Agents: Iti Acids, Caustics and Cleansing Agents (Whiting), 262. Clothing: Protective Clothing (Biggs'), 93- Cokf^Storage Plauts: Safety in Cold Storage Operations (Shephard), 419-420. Commercial Vehicles: See Automobile Driv ing ; Automobiles. Community Safety: See Public Safety. Connor*. J. J.: Analysts of Safe Operation oi a Street Car, 258-ZS9. Construction lodtmry; Cutting Construction Costs (Underhill), 224-236. Effective Safety Program for Contractors (Wilson). 330*231. Occupational Disease Hazard of Silivusis iu Construction Operations and Its Preven tion (Harrington). 226-229. Safe Practices m Construction Work (Rcigduth). 333 234. Safety _ Measures in the Construction of Municipal Facilities (Greeley), 233. Safety Program of the S~s Francisco Bay Bridges (Uoldstint), 232. Statistics of the Construction Industry and What They Show (Forester), 224. Construction Section: Minutes, 223*234. Nominating Committee Report, 231-232, Officers, 223. Contests: Data on the 1932-33 Paper and Pulp Section Safely Contest (Dowd). 344-345, Pdiyery, Taxicab and Bus Section, 242-248. Marine Section, 298. Metals Section. 334. Presentation of Award* of National Safety Trophies j Paper and Pulp Section), (Ban* Presentation of the Paper Industry Trophy (Frit*). 346. Presentation of Petroleum Section Contest Trophies, 378. Presentation f Rubber Section Safety Tro phies and Certificates, 431-432. Public Utilities Section, 397. Value of Safety Contests (Engel)*. 69-7B. Conveyors: Conveyors, Their Safe Installa tion, Use and Maintenance (Quick). 61-62. Co-operation: Safety--And the Man (Ralston). Corbin, H. S.t The Supervisor's Responsibil ity. 451-452, Cox. Or. J. F.: Rehabilitation of the Injured Worker, *7-89. Craig. J. B : The New Deal in Safety. 108-110 Cranch, Dr. A- G.; Placement of Workers from A Physical Standpoint, 78-81. Curtis, A. J. R : Safety Progress in the Cement Industry. 2CJ2-IR33. Curtis, E. C.: Safety tu Synthetic Ammonia Plants, 216-219. Curtis. F. W.: Handling Materials aud Sup plies. 470-471. Cutting Machines: In Nip Hazards iu Fin ishing Roams (Adams), 347. Cutting Oils: Cleanliness In the Pievmttiou of Imluifrfal IV;mitoses (Redden), 34-36. Oil Dermatitis (McConnell), 31-33, D Dalatrom. R. F-: Man-Mu, 2/6-277. Delivery. Taxicab anil Bus Section: Contest, 747-246. Engineering Committee Report (Sanford), 23'-'. General Chairman's Report, 236. Minutes. 235-241 Nominating Committee Report, 236-337. Officers, 2>. roster Committee Report, 237. i>einare&t, Y. \V.: How to Establish and Maintain Safety In the Shops, 4*2-443 Dermatitis: Cleanliness in the Prevention of Industrial Dermatoses (Redden), 34 36. I;i Acids, Caustics and Cleansing Agents Index 497 <W [VwM<tx iMcCnnnetD, 31-33. ' a. 31-36. Dk*cw-h --* Accident Prevention Evans). 333-336. Mwm'-- a**4 Discipline In the Accident nvfw Program (Voss), 387-38*. ragbm-'nn. R. O : Si Hazaras in the Board MrfU. Us-tcn Fumigants for Foods (Back). (WtK tv 8 t Stale l**e of Ultra-Violet' IUd*te.m m l*4w*trr. 271 274. Itsmid. X A Than on tb 1932-33 Safety --t r. tu w. Urv l*o In \nd*. Caustics and Cleansing * i ***>*--nl. 3S8. ri*o Car Department * Re- .Vtiknl Prevention. 459- . .. .* Sesskxi: 37-44. Dust Problems (Green- WeaK 'lUeaidv m the Found.y (McCord), cat;t. B-- a* OverauM the Dust Content of the Atm i *hcU im Hasty Industrie* (Xteiter). Relationship Between the Claim* and Safety Departments (Parker). 239-260 Training and Supervision of Trainmen (Trey). 261-267. ,. ^ TraimMg: From the StAndj>o<iit of the Pay- chokrglst (Vilelesj, 391 393. Electricity: Application of Automatic ami Re mote Control to Chemical Operations front a Safety Standpoint fAlftienn). 2i9-221. Hazards of Defective Extension Con) and Fuses (Naytor). 5C>-S. Rubber Protective EoutpinetU. 356. Safe Use of Electricity in Industry Session: 123-130. Safety Switch**. Their Design. Operathni ami Maintenance (Graf). 128-130. Use of T^ow Voltage in Hazardous Locatuui* (Gorry), US W. Ekxlticitv---Static: Static Electricity as * Source of TSiat Fatal Initial Sfiark' (Alger). 274 275. Elevators--Freight: In Handling Material Ac cidents (Williams). 490. Elevators--Passenger: Man-lift* (I)alstrnm), 276 277. ,,, Elstua. W. I*.: Quality Requirement* m f.ye ___Brotectors. 103 -10^. TW Mcn*A*cml Control of Dust (Jones). ST-W. .. Ocntutinu! Disease Hazards of Silicosis tt t'*mtnsct>nn Operation* and Its Prevention tHarerngUm). 236-729. Kexpiratory Protection for Dust mid Fumes m the Rubber Industry (Lewi*), *15-437. FrvKMuics; Effective Safety Program Contractors (Wilson), 230-731. In Nip Hazards in the Boaid Mills (Dickm- soot. 350. ,_ ... , In Safe Practices m Construction Work (Reinefmh), 234. Im Safety (ftockus). 327. In safety ami the Msn (Ralston), 208. In Safety in Marketing Petroleum Products (Martinson). 369. In What a Safety Program has Meant to Our Company (Baker), 206. Paving Dividend* on the Accident Prevail- . tioa Dollar. (Beck). 437 431. Education f Woikmcu: The Art of Teaching Safety (Rnulet), *45-447. ,, Foremen's Training in Accident Prevention iARecO, 72-74. . In Re-ip*cuibiUt>- of the Cofistruction Eugt- Mt (Beardsley). 401. Stktr Edacation (Peacock), -09 110. Sae*v'< Alhr--Improving the Human Feuture b- Yeachttur the Employee the Elements of lli* Job (Oiing), 221-22^. Traintmc anti Supervision of Trainmen iTror). 361-362. TraiMtiur From the Executive s I IVmvi). J45-JK. Traitssac: From the Standncmt VtewiHuiit the Pi>- ebeftiettt (ViteJes), l-3. , . ,. Training: From the Standpoint ol the Teacher (Stevens), 393 394. EktiiK Railway Section: Minutes, 249-2<>4. XmmmHm Committee Ket>mt, 255-256. OlKref*. 249. . Electric Raihravs: Die Accident Prone fc.m pfovee (McCarter). 256-256- , ,_ AuhM< of the Sale Orwatiou of a Sheet Cm (Connors), 238-259 Ikmm and Awards (Keystr), 261. ||sa Faetor in Acddant Ptevemioi, (Riih- anIoa). 250-253 Mv Observations of Cureless Habits (Thom- Employees* Training: See Education of Work EmploymenC Placement erf Worker* from a Physical Standpoint (CraiwM, 78-IM- Knget. Dr- R. C: Value <rf Safety Coolest*. 69-70. Engineering Ktihicn; Mechanical Safeguard ing and Engineering Rev|ion (Tj>her). 107-109. Engineers--Constnicticm: Responsibility of the Construction Engineer (Beardsley). 400- 402. Fngioccra--Design - The Design Engineer (Smith). 397-40). Engmeers--Operating: ReiponnWity of the Operating Engineer (Buchanan). 4Q2-4W. Ethvl Fluid: Problems in the Ilanclhne ol Ethyl Fluid and Ethyl Gas*>htie (Ktaoel, 363-3W. ^. , ,,, Ethylene Dichkinde: Fumignut* tor rooi* (Back), 269-271. Eth yl-e-nleOOxxUid,e.: "Funitgaiits for Foods (Back). 269-271. Evans, C., Jr.: Discipline-- Accident Preven tion (Anthracite). 333-336. Executives. Sec Managgnient. Exhibits: Exhibitors at the 22nd Annual Safety Congtess, 174-177. ,. Explosives Industry: Flowing Ilirough with Safety (Marvin), 332-333. Eye and It* Relation to Safety Session: 133- 140. Fall* of Person* Session- 45-90. .... Feet--Tn]uiSe* Specific Kcroedy For Avotutug Foot Accident* (TafrotmO, , Findeften, A. H - Safety and Health in the Metal Mining Industry. 336-331- I;lre Prevention: Handling ai>d Storm* of Ft&mmabtc Li-iulds (Smith). 53-5^ Hazards of Ilelecttvc txteutiou Cords aiw Fuses CKaykg), 56 5*. . ,, .t How to Have 4i Fite ro Industry (H:ggia'->. 51-53. Fire Prevention Session 51-58. First Aid* Emergence Fust Aid (Gentle*,). 4CS-4G7. _ ... . practical First-Aid and its Application to Accident Prevention iFuhtr). 5 82. Rehabilitation of the Injured Worker (Ctix), 35JM& May Grade Ctitsstugs attd Their PioUctKei (BwekhaU), 253-253. Fish, E.'R.j Safe Operation and Maintenance oi Pressure Vessel*, 316-319 498 Txeenfy-xeenmf Lnnifies.i--National Safety Council J-mbci. II b- Avi-Ut Anl , 81' l-i.-k. (.'apt, K \V.. J>\: T1e i'oi'l. 1Car? Msce in Safety. 3i*2M.. ,. Flammable t.uiiiUD. llnudhni: nml Storing H FUnmi: able Lmiiul* (Smith), a3-56 F)el ike Automobile Driving. , K.*d liMtii'iU v . CauhIic* run! Cleansing Agent* (Whiting), 2C6-2M7. Vn>iiixJ*i.i. h*. FmaU < Hack}. ?>/? 2/1. Safe Use of I'ltra-VioWt Radiation in lmhi- try (Dorcas). 271-27*1. Static Kiecu icily a a Source >; lisa! Final Initial Spark {Atger). 274-3?*!. F'ontl Sculimi. Minutev <W27S. N'nniinaliiUr Committee ]<cim>ii. 278. OfliCcr*. 2fc5. Torcnien: Fi>je>i*u'* Ti Mining m Accident Prevention (Alien), 72 71 Supervision (Milter), UO-'.N. I?ui*te?, j. C-: Statistics of tiie Construction Industry and What thee Show, 2?4 Fo-.iudiier: Health Ha<a:-.U in the F'.Hiudrv (\WnnO. 320 321 The Mechanical Comod o H*t <Jm>c<0. 37* 3V. Francis, M.: Tteud of Iiijuiies in ti>e Wood- working Inthistry, 486. in?*. E. 1L: i-retentutiem oi l'.l|H5l 1m* (iustry Tk^Jiv, JtTi. Fumes; See (jacS. Fumicnnts r See RDfiifectaiits. G Oarages: Sec Service Stations. i.ce: Kespifalorr Protectum !*<r Hum and Finite* in tlm Rubber IwUmtty (l.*n). 43?. 437. Caroline: 1 fondling and Storing of Plntnmi- ble T.i<iui<U (Smith). U-M. Problem* ><> the ilaudhtur of Ethyl Fhml anil Kthvi Caroline (Keboe). 363-3(/>._ licsillo. Dr. II \V.: Kmcisciicj J:irt Awl. 40v 40?. Hennw, 1. I-.: Stair anil Kami* Atikltu> TJicii Pretention. 48-50. <'.ib*oit. li, H.; AccjcleiiK -- T'heir Cause mid I'fevtiiiiim im Shaper* ami Stickers, 487- Gillie*. l-\ M-: Cm relating Safely With Plant (liicriitwiix in a Steel Mill, 310-313. ln,)u*tr>-: Soty and the Man (Rl- Mai). 30fi.aOA. _, Goguleit: Tbe Goggle Rule and How' Euloiced (Yocum), 452-454. Him i> IVcveut Eye Injuries (Kuechcnmci- sler). 135-1*9. , I'liiKi'i'k* Underlying the Practice of L>C Protection (Willeon). 131 135 Qualitv KeuuitemeiUs m i,ve l*xoteci<ir4 (ElituiO. IW-lCv CoMuttite. li. X.: Safety Program of the sail Francisco Hay llshlpe*. 2.12. (inrmiev. 51. j.: A*idre*^. 447-1IK. (iorrv, H. \V.: l-"*e of Imw Voltage m H.u- ardoua l^Kfttious. 125-127. th-ad CrAo-iua*: Kaihoad .Hig]v Ciovfiiiji* and Their .icciion '(wllWi-klvali). 253*255 K]ort of C'cmmitlev on I'levention of Ui*<` wav Croiiint .Vrenients (Kowc), 441. Craf. lv. M.; Safety Switch**. Their DetiRH. D|>etatHi :.nd Mamtciumce. I2S')30. Creetey. S. A.: Safetv Mea-tures in the Con* ytructiou of Municijut Faclluici, 233. ChccwbuiK. Hr. L . IlivCMAAioii >f 2>ust Prob lem*. 42-44, drtKK, W, K.: Weather. 114-lls. Wheel* Safe CM*imciion. ln*ta<lathsi aivd Ot-erathvt i.i t.rmiSm \\ i>eel- (K'Hi*eaul. 1*0 1`*4. ihiatiU, Mechanical Safesnardim; anti iiccrvow Revision (Lohrev), S.ifety J3ekes in the 3iOsi*r:i Safety Pto- ki'jiii VI-V3. Ihilditts. r. I',, Jr.: Motor Car Operations. 406. fi>|ter. W 11 : Sale Pijurncc-. in the Silar.t Xndusliy, il2. H Hale. M. C.: Static Kimuirciici of EfTectivc 1`Unt Oreaiiiaatton, 19"-200 Handling Material*! HandMnir Mntei'iol Acci dents (W'ilttmi)!*}. 4H8--I92 jHmwUitif; Matesinls kimI Supplies (CortuO. 470-471. H.mhIIiuk Maierifil* Session: ^-(,2. U.irrinKtOM, j).: Occu|Mtliona! ilisea^e Hazard Of Silicoeik in Cointtruelkm 0|tcratiu>i and ii Prevention. 226*229. Rej*ort of Secretary of .Whim* Section. 336. HcKiUi^litK. See Automobiles. Health Hazards: Henhli Hcianls in the Fouu dry (McCord). 320-323 Occupational iKacaac Hecard pi .Silicosis m ...................... ..................... ktry (Lewis), 43**4"7. Snfc Use of Carbon Tctmchkiride in the Rubber Imiuatry (Healv). 420 431, Saieguardmff the Health of the Cement Worker M>gde), 2U.1 204. Healy, T- J. I),: Safe Use ot Carbon Telrach* loitde ni the Rubber Imluury, 426-4JI, Helmets: Some General Consideration* for the Selection of ltes|>iratore )*r<uctioti Hevic-r* iVaili). H-KIJ. Hershcv. H L.: Oi>erathai ami Maiuteuaucc .if I'.jur I.iCH. 37K-37X. HiKKina. K. M,: How U> Have a Fire in In dustry, 51-53. llili, f. E.: A<Wr f Chairman of Salct> Section. .A. K. A.--Steam Railroad Section. W. Hinc. L B.: Kreihthuie Aecidentr'--Their Caime and Keme*ly, 4fj0*461 Hoisthiir Chain* Session: 63-fift. HoUts: See AUo Chama. Hopkitis, H VV.: Repair, Annealing aid Nor- mallsio/r of Hoiiil Chains, 66-6S. Hulhert. l)r. H. S.: Metit.d Traiuin*; fur Safety. 141*172. Human Element: See Personal Fautun*. lluiifferforl, C. I. : Time Study amt Safety. 433-431. Uuributt. F. L.: Ladder Accwleut^ and Tlieir Preventiou. 45*47. Hutchbisoti, M.: Selling Safety lo Drivers, 237*239. HvdmcvAiiic Acid (;: Futnigauta for Fo.hU (liacb). 2CV-271. 7cc Imiuatry: Svu Reft atiuu ItwJuCtsv. Smluatnal Health: Health FiiueatlOtl (Hoi* botch 7? 78. ,,. Itiikiililal Xuisiug SctlKHi. Minute*. 83 ft). lulcctioii: Sec Also Dermatitis. JnhaUtors: In Respiratory Protection h Dust and Fumes in the Rubber Industry Lewis), 436. Inspection: Itn;*>itAnce of Safety Inspection in the Presa Room fjuhl). 383 385. Inspection and Repair oi Stainleas Steel Equipment (Phnnnser'v 211 21?* Inspection of Wolsiing Chains tllndget), 64 fucrveftiAu nl Tiai'1% in Yards and Hitroute tl.nn-e). 458*459 Index In.-uraure: ReLiuni *f Safety lunii|i;etu_ t' Enperivnee Katim: (R>cliard>tt). 105-106. Inve*taatmt *>f Accidents: Invcviiy.-uum *. Aecidentr (lllack). 71-72. tnvocalnui-' See Piayee. L.me. A A. I.WHiciinn of iiaim in Y.iid- am! Liiroote. iflC-Wi.. 1.umbei M.-mtifaciviriuK Scnimi: Scr W-**l (..Mian* ami Lumber un: Ser- lior. .. Lunstetdl. A L-- iv.-.uic^ m t ..mmervial Vehicle S*fet>. 2*' 32- lauxer. \V. \\.. sate iher:tuiu *i FurtaWe Fueuniauc T<*-U. 3KI-353. l4tu. I. IF; Why Safely JWt> .JUS. . ,` Jtdmxttt. O P.: SiKCitic Remedy h" Av--l- tu F*>l -Vcidecits. 46'* I*me-. K. *.: "I'he 3!ech^ncnl C*iiir*l of Um*t. 37 J?*. lull!. I. 1. - hii*rt.UKC *=l Safety Tns^ecU-u m the Pres* K<vmi, .IF3-5S5. Knebcl. I- H.: Injury L\pci-ience in t* Section Dining 313-314. Kaems. A L.s Treiul of AceidenK a> me ytetai Trade* Iti.luxtiie*. tf-0. Kearns. T. I*.: Sellittjf Safety >o Woikeis m the Metal Trades. 3*5-387. Kch.ve. Dr. R A.: Problem-* h tlie Hatuibv-u of Ethvl Fluid and Ethyl Gs'-d.ne. .163 M MeAi-thui. I- T- S..ict> m the Rud *'e hverx U Ut. 417-418 McAuljflc. 1-1: |b'iui*. Payment*- m Krwai.l- fnr Safety Ke-.oid-. 151. M'.Cann, K. J : Arc We Making l`i in *he Meat l*aekn. Tat. mi-1 Leather In,In >JI McCarter, \V. J.: I he Accuiewl Pi-ne Fjii- ,.kn ee, ?5f. 258. Mc< nniieli. J>r. W L: <*il Deriiiaiuia. M 51. Mifrvrcl. C. I*.: Health Hazard* in ihc 1 '- drv. 330-323. 3(aclune Rhoi**: How tn Est.ildisk and Main tain Safety in the SI:oi<n (I Imuirsi). 44. 44.3. Safely in Machine Sk*|i* muler I'Hi i n<*u- tioan. (SjihV 195-I97YLiiiitamimt Interest: How tan luteie>t Accident Pievanin.u lie ]te*t Maintained Krkner. I. V.: Is thcOietutc.il ImlusCiv Mak tug Progress? 21 211 Kevser. H. M.: Uowuj-e# and Ausuds. 3..# Ki-.olL ti l'rotier Ute and Caie oi Res|*ifa too* fetiniinttettl m the Refrigeration i- dustt >. 420-422. Knot. L. F-: llriivgina in the Well and Du tmsal 1 Oil anti (ia;. 3/l-37ii Kreh. E. J.: Ikov in Aiulvze and Osc Acc i dent Kec.jrd-r. 26*-R>- .. Ku*cb*nieit*i. <> A.: How 1" I revent j:vc Injuries. 13k 139. Labnratoncs: Safety in Cheniic*'. I ubm.itoiles (Adler). 115-11* Ladders: La<Me- Accalentc and Tteeur Pre nttott (Hurlbutt). 45 47. Lake. J. W.r Wrhv tke Lack of Accident** in be Boot ami Si>oe Industry, 103-306 I^rson. C. F.: Rei*orl of Committee on .'ju Train Accidents. 471-473. Leather Industrie*: Are We MakwK 1 rogre<c in the Meat Packing. Tanning and Leather Industries? 300Why the Luck of Accident* nt Ue Bt atkl Shoe Industry <Lak^). SX3-306. Leather Industiies Section: See Meat Jack log. Tanning ami Leather industries bee* LeBerT'W. O.: Safe U<e oi Maciunery .mil Tools. 40<t- *69. , . ,, . Ixwis. J. M-: ke^t'tratorv Protection for Dust and Fume? is tbe Rubber Industry. 435 437. I.iuhtm*: Ptit^r Liul.tiog a* it Ktlalc* U> Safety (O'llay awT Rodgers). 13V-140 l^xicwood. (J. O.: Oi'tortutsi!iea Accident Prevention. 3*9-300. , Logan. E. F.: T.vwji up tbe Nursing 1 >sram to Personnel Ktuil'Mi*. 8*-lt7. .. Lat. J. J : KRrct of Outside Conditions on AcculettO. 435 43$. , Ivobrey. L. \\`.t Meclnmical -Hafcguardmg *ml Engineering Revision, 107-109. Long, J. E-: President** b>xcch of Acc*t*t- Lof*nu.e*JvT M. O.: Necessity of Uoifomut} in RetKH-ting Acesdeuts. 4?C-4?7. Imvelv. P. A : Saletv Iti the Railway Clu it** du*try. 315. Siaiuteuamc mid Hcixiir: Safety in Xlainteuance and Ke1*ar< (Rover). 352-354. Man-Lifts: Mxti-Liftr. 276 277. Management Managed Salety ui^ Muime- n.incc ami Keimir*. (Iloyer). 352-1*4 iimtagerlal Omtiol of Fleet Aecnlea^ (Claii). 24.1*247. Su|>erviiofi (Miller), tin 114. The Swjiervisoi's Ue-ti**-'!-lnhlv (Cnrijiit). 451-4*3. t raining from die Executive * \ iev*iv><it (l^nsir). 395-3% Mimes. J. L.: Moving is anl Dulling the Well. 375*374 . Marine Imlustry; Marine Nor. Safety Pay* No Dividends fVan<!*r Cluiel. 24-. lit*. Marine 5aht> in the iulf Port- (Am*-), 2<n.294. I he Port Captain'* Place Snfct> (l-i*k, 2S6-2M The United State* Shipping Ho?r`L Bureau and Maiitmie Safety (Toikt). 280 284. What the Went Coast U Doimr for the Saleiv of Mamie Worker* illiackl<inci. 2*8 m Mirim Section: Cmitu. > Minuien. 279-2^8 Natmufthmi Cnntnmtee UejuMrl. 2`14-2'J* OfKcers. 279-2*0. , "Safety >f Life at Sea' Cmirenuoii Reso.lu- tton. 284. klartiiiMHi. A J * Safety m Marketing s - irokum Producis. 369-371. Marvin. T-: Fnlktuuifi I'lirougl-. with Hafety, M2 333- ,,, Maaka: Proper Ue ami Care of KennraPn-y Eouipmeut hr Hie Mefriucratmit Indusuv (Knoll). 420-422. r_ Respiratory Protection for Dual ami Ftiine* in tlie Rubber Industry (Lewltd. 435 417. Snoia Ccueral Cruaiderati*. l"t the Semr- lioM of Respiratory i'micttioii jl*vis.efc tVaiit). *44-101. ila-.K. W. C.Z Phvakal E\aillU*tiona Rc: Accident l'ieveti*.i, 328-329. Meat Packing Industry: Are We Making ProKmi the Meat 1'aclsuK. Isatilan and Leather Industries? 300. Safetv iti Meat Packing F-i>tbl**hMcnt* (O'Meara). 303-305. Safety OrgmusalMm and US; hfleet mi the Coal nf Jnjlirk* (Slh.niKli). .Ml*,t0.t.. 500 Twenty second Congress--National Safely Council Meat Packing. Tanning and Leather Indus tries Section: Minutes. 299-306. Nominating Committee Report, 301. Officers, 299. Medical Program For Industry Session: 75-112. Meiter. lir. E. G.: Hour to Determine the Duat Content uf tire Atmosphere in Dusty Industries, 39-42. Mental Training for Safety. Lectures (Hot- bert). 141-172. Metal Industries; Correlating Safety With Plant Operations In a Steel Mill iGlllle*), 310-311. Injury Experience in the Metals Section /hiring 1*32 fKaebel), 313-31$. Safety m the Railway Car Industry (Love ly). 315. See Also Foundries. Meta! Trades: Selling Safety io Workers in the Metal Trades (Kearns), 3*5-387. Trend of Accidents In the Metal Trades In dustries (Kaems), 3&. Metals Section: Contest, 324. Injury Experience in the Metals Secitou During 1*M (Xael*5). 313-315. Minutes. 3Q7-321. Nominating Committee Report, 319-320. Officers. 307-MI. Mtytr, . A.: Accidents to Yard and Train Employees---Tt>Ir Cause and Remedy, 4$4. 455. Miller, a H.:. 5ui^rvisioii. 110 114. Mines and MinitiK'- Accident Prevention nn the Witwttennnd Gold Mines (Stein berg), 340-342. Bonus Payments or Rewards fur Safety Records (McAuliffc). 339. Discipline -- Accident Prevention (Anthra cite) (Evans), 333-356. Phirkal Examination He: .Vci^eot Preven tion (Maya). 338-329. Safety (Botin**). 336 337. Safetv and Health in the Metal Mining In dustry (FiedtiMO), JQ4-33R. Mlnlar Stctim: Minutes. 325-3-12. Nominating Committee Report, 331-332. ORrcrr. STS. Secretary's Report fllarringtoo), 321. Mixed Acids: In Safe Handling of Acids (large quantities) (Sevrens), 122. Morse. R, \V.r Is the Rubber Industry Mak- 5 Progress is Accident Prevention. 424- Moudry. J-: Safety in the Wholesale Delivery of Ice. 416-817. Muriatic Acid: In Safe Handling of Acids (large quantities) (Sevrena), 122. Myers, J. *\\: Accident Trend Itt the Petro leum Industry. 358 339, N National Safety Council: iTireclura, 5 3, Executive Gotuniilee. 4-5. Honorary UuaWr, 4. Nommating Committee Report. 56. Officers, 4. Purposes and Policies. 9-KX Revolutions Committee Report. 17-18. See Also Annual Meeting of Members. Naylor, H. if.: Hatatd* of Defective Evten sion Cords and Fuses, 56-58. New Employees: In Experience Exchange, 355-356. -. ........................... In N|p Hazards m Fmnh>njt Rooms (Adams). .348. \ Safety's Ally--Im|r<iviog the Human Faa-1 ture by Teaching the Emidoyee the Hie- meots of His Job (Cfainjr), 231-232. NtchoHm. A A.: Safety for the Public in Sales Operation. 371 -372. Nickels. IV. !!.. Jr.: S*<ly and Compensa tion. 339 340. Nitric Acid: In Safe Handling of Acids flar^a quantities) (Sevreas). 123. Nurses: Safety in Nursing (Ash), 13-85. lying up tr.t Nurtfag Program to Persecute! Relations (Logan). 85*87. O'Day, A. B. and Rodger*. A.: Proper Light ing as U Relates to Safety, 139-140. Ogden, J>r. C. H,: . Safeguarding the Health of the Cement WoUcer, 30.1*204. O'Meara. M. F.t Safety in Meat Packing Es tablishments. 303-306. Organization: An Effective Accident Preven tion Program fog Refinery Operation (Ray mond), 361-363. Corralatmg Safety With' Plant Operations in a Steel Miff (Gillie*), 310-313. Educitka and Discipline in the Accident Prevention Program (V>). 387-388. Effective Safety Program for Contractors , (Wilson), 230-231. Responsibility of the Operating' Engineer (Ituchinanj, 4Q3-4H. Safety and Health In the Metal Minim; In dustry (FKtdeiieni, 336-338- 5afeiy to Marketing Petroleum Products (Martinson), 369-371. Safety Organization and it* Effect on the _ Cost of Injuries, (SHbaugh). 301-303. Safety Organization and Program Session, 107-114. Some XeciuircflimU of Effective I'Ikmi Or- gauftaUen (Hale), 197 200. what a Safety Program Has Meant to Om Company (Baker), 204-206. Paper and Pulp Section: Data on the 19)2-3' Safety Contest (Dowd). 344-345. Experience Exchange, 355-356. Minutes. 343 356. Nominating Committee Report, 355. Officers. 343. _ Presentation of Awards si National Safety Trophies (Ranasb), 345-346. Presentation of the Patter Industry Trophy fFritz), 346. Paper Industry: Experisuce Exchange. 355- Managed Safetv in Maintenance and Repairs (Boyer), 352-354. New Lessons Learned From Old Causes of Injury (Brennan), 350-352. Nip Harzard* lit the Boaid Mills (Dickin son). 349-3S0 Nip Hazards in Finishing Rooms (Adams), 346-34*. Nip Hizatds in Tissue Converting Plants (Brnita), 348 349. Past. Present and Future of the Paper In dustry (Fixate), 344. Parker, A- E-? Relationship Between the Claims and Safety Dc^arlnwiiti, 359 260 Patterson. W. A.: Safety In Air Transport. 179-181. Peacock, W. J,: SaJety Education, 109-2SO. Pepper. F. M.: Training from the Executive's viewpoint, 395-196. Personal Factors: The Accident Prone Em ployee (McCarter). 2S6-2S8. Effect of Outside Conditions on Accidents (Logie). 425-426...................................................... Human Factor lit Acciueut Prevention (Richardson), 250-253. Mental Hazaras (Baylor), 408-410. Mental Training for Safety (Hulhett), 141- 172. My Observations of Careless Habits (Thom as). 263-261. ........................................ Training: From the Standpoint uf the Psychologist (Vitcfcs). 391-393. Index SOI Peimwl Cwinimt: T.imt ,,B the Nurting Program to Personnel Relations (Logan), Public Safety: The New Deal i Safety sJF/A'^thc^l'ubUc in Saks Owatlun Petroleum Industry: Accident Trench th* Petroleum Industry (Myers), 3S8-3W. An Effective Accident Prevoitic*. Program for Refinery (fetation (Raymond). 361- Briniting in the Well and Disposal of Oil art! Cas (Knox). 374-374. , , T , ., Handling and Storing of Flammable Liquids (Smith), 53-56. , ,, ... . Moving in and Drilling the >>etl (Manes), 373-374. _. , Operation and Maintenance of Pipe Lines O^rtunltiet^in Acckient Prevention (Lock JNfchosoci), 371-372. .. _ ic Utilities: . Respc-nsibilitT of ** Cn* truction Engineer (Beardsley), 4W--*?. Responsibility of the Operating Lngmttr (Buchanan), 402-40*. Public Utilities Section: Comcst. 397. Minutes. 389*404. __ Nocninatinx Connmttee Report, 390-Wl. Officers. 389. , .. ,, . Purcell. II.: OptralKon of Air Brakes. 456- 457. wood). 359-360. Safety for the Public m Sale* Operation (NKhosoo). 371-372. ^ . Safety in Marketing Petroleum Product* (Martinson), 369*371. Petroleum Section: Minutes. 357-378. . _ h'Mniastirar Committee Report, JW. Officers. 3S7. Presentation of Trophies, 37*. Statistics Committee Report (Myers). 358* Phillips. D. O.: Report of Committee on Quarry Industry: Safety Quarry Oi4ratjlona (Quigley). 410-411. What a Safety Program has Meant to t)ur Company (Bsker). 204-205. Quarry Section: Mipute*. 4W-4I2Nomhiating Committee Report, 407-408. Officers, 4(B __ Quigley. T- J.: Safety in Quarry Operatmus. Quirk? mV A.-. Conveyors. Their Safe Insial* lattoe. Use and Maintenance. 01 67- Trob. Service Accident*. 462-461. . Pktlknt. W- B.: Safety s Contribution to Civilization. 11-2U. . ,, Photoelectric Colls: In Application of Auto matic and Remote Control to Chemical Operations From a Safety Siattdl>o:nt (Al fred). 230-221- .... . Phototroiler: In Appltcatioa pf Automatic and Remote Control to Chemical Operations From a Safety Standpoint (Alfrieild). 220- 22i Physical Examinations: Iu Health Education Ph^sleM^^xamlnaitons Re: Accident Pre vention (Mays). 321*329. .. PlacemMt of workers from a Physical Standpoint (Crunch). 78-81. Practical First-Aid and its Apt l'i "> Accident Prevention (Fislr). 81-82. Pickard, B. O.: How to Collect and Tabu late Accident Records. 23 26. . Pipe Lines: Safe Operation and Maintenance of Pressure Lines and Vessels (Blatti), Placement of Workers: See Employment, lumntcr. C. E.: Inspection and Repair of Starakss Steel Equipment, 2JI-Z1& Plralr, J. J.: Past. Present and Future of the Paper Industry, 344. riieumonoconlosis: Sox Dusts, Tower Plants: Responsibility of the Ouerat io Engineer (Buchanan), 402-404. Power Press Section: Minute*. 379-318. Nominating Committee Report, 381. Officer*. 379. Practical Medical Program for Industry Ses sion: 75-82. Pratt. T. E.: The Railroad Trespass Evil, 458-451. Prayer: (Slone). 11 President's Address (lUnash), 11-16. President's Speech of Acceptance (Long). 22. Presses--Power: Importance o( -Safety Inspeetion in the Press Room OuHl). 383-SIS. Trend of Accidents in the Meta! Trades In dustries (Kirmi). 380. Pressure Vessels: Safe Operation *"d Main tenance of Pressure Lines and Vessels (Blatti), 414-415., ._ Safe Operation and Maintenance of Pressure VesseU (Fish). 3*6*319. Psychology: See Personal Factors. Railroad Stmffi: See Machine Shejis. . Railroads: Accidents to Yard and Truui. Em- pk>yces~Theii Cause and Remedy {My* Across (Goftnky), 447--M8. ^erArt of'ToicbtiSt Safety (BouktL 5 7. TIu Car Department's ReiponsiWity 1 Accident Prevention (Dunham). 459-460 , Kteigkt House Accident*--Thr Cause and (Siitlivan). 457 The Goggle Rule and How Enforced (to* HudlingSUateviaIs and Supidies (Curti*). Ril a4 Tt CSims). 460-1**. How to Establish and Maintam Safety m the Shops (Demprest). 442443Inspection of Trams io Yards and Euroute Maintenance of Way Accident*--Their Cause and Remedy (Wendiiag), 464-463. Motor Car Operations (Cutenus). ffifi- , Necessity of UnHornuty m Repotting Acci dents (Lorenz), 476-477. Operation of Air Brakes (Purcell). 4-4V. Operation c4 Hand Brahes (Brastrup). 455- Rafhoad Sidings (Rhys). 275H|6- ,, The Railroad Trespass Evil (Pratt), 450 451. Retiort of Committee onApo-lrain Acci dents (Larsoa), 471-473. .. Report of Committee on Treventtmt of Hbthway Crossing Accidents (Rowe). Commerce Commission 473 476. Report of Committee n Statistics (Cgtrowj. RMWt^ol Coramhiec on Train Accidents (Warfd). *61-462. _. _ , . Reoort of Committee on Tram Service Ac cident* (Phillips), 462-464, Safe Use of Machinery and Tools Remedy for Avoiding Fool Acci dent* (Johnson). 469. The Supervisor's Responsibility (Cobm). RlIjii'52C E-: Safa lUndKac ft Adi. anj 502 Twenty-second Congress--National Safety Council ' Kjauik See Kmnuiv UnlJeti. Dr W. K.: (Itauliut.-; in the (`re vention ni liulm-trial Derm-mi-c*. 34-36. Kefi iueraiii> Inducts>--l`n*|>er L'-t und Care ol Ucat'tratory K<iuipmet>l in the Kelriger atioi> itwlnifv (Knoll). 420-422. Safe Handling 4ml Storage ol Ice {lirun(f 418-419. Safe Operation ami MaSritenmu-c of IVex- -*me l-inc* ami Wml3 (Blatti). at 4. Snl(v tn ('W Sluraga (Stter*- hardl. 41U-420 Snfclv in the Retail Ifetfverv o< let fMc- Arlhiir). 417*41*. S-iFru in the Whole-ale Ueli'en ni Ice (Mmntry). 416-417. Refrigeration SecinMi: Minutes 413-422. Nominating Committee IIS--JJ6, (HBcem. 411, Keliahilitarinit: Rehabilitation of the Injured Worker *7-8v. ReiKehitU. U. J.: Safe I'wncc-. in Oni'l'itc lion Work. dU-214 KtiUBKcr. Lt, (.4. H. A : H<w can Interest in Atciilciii I'rtvcuiHH Ire lleat Mam Ulned? AW3.U. Ker-idminn-: Return i O-muiilsce. X. S. C.. 17 1*. "Safely of ILife at Sea" veniioii Renolu- lion, 2X4 Swfelv Secti-n. A. K. A.. 477 47*. Ke*pir*tr>r>: Kcsl*iraiory Protection im Dual smd I'umcs iu the Rubber lndustrv (Lewi-0. -it* 4.47. Some ffeaeral < mxfer*i-m< for the Selec tion of Ke-tdratury Protection Device* (Yaut). 94-KB. Rci<Mitibtiiir fc*r Airlilenn: The llv-ign Fj>- Kineer (Smith*. 3^7-WO. e Individual** Re*-i"i.-iljiUi> jr Safelv (Salfeburv). 411. RcspouMtnlitv fe the Oet^ti'Uctum Engineer (Ucardt-feyl. 400 402. Ke*f<nuibilii> <4 the Eugmeer (Ituehnnari). 402-404. Rewards: Hoou* Puvniet or Rewards (or Safety ,Record* (MeAultffe). 339. ]lnrii-c* ami Award* (Keynr), 2&1. See tho !kint Syntawi.'. Ktrmofiil. W. I\. Jr.: An Effective Acchfent I'revcniitm IVkwitm few Itefmciy 0|>ers- IHHI. 36134*. Rhys. ti. Lr Railmail Sulinj's, 275 27b. IticharUxHi. (,. A.: Human Factor in Acci 1dent Prevention. 3.HJ 2!U. Richardson. II. *.: Relation of Safetv Equipment to Ex:>erieitce Rating, lOS-Xy*. Ilviletrs, A. and O'l^ay. A. 11.: Proper LightiK ;* it Relates to Safety. 139-140. KooUtbaler, .V U : Cutiiiuc Machine*. 375. l{fuweau. A. : Safe OwMiiitlinn, Jntttliiitint* and Ot*erlon of Grinding Wheels. 192194. Rowe. H. A.Kepriit of Committee on Pre vention yl* llittlnrtv Cnmitijt Accident-. Kubber industry: l~_ the Rubber JaHluitry Makiitft Pn')cre> in Accident Pfeytii>'ii (Mntx). 424-425. Paring Dividend* mi the Accident Frevcu* Pen Dollar (IlccW). 427-418. Kesiiirntorv Protection for IXiit amt hurnex in the Rubber Industry (Lewis). 43s-437. Safe Use ! Cart***! *l>ira.,hhtrt.le m ihe Rubber lixiuftrv < H<1>>. 426 43i. Time Stuilv ami Safelv (nuui.'ei'Lid). 433- 434. Rubber Pr-ncvrive K*iiH|nem: 1* Kri^rseucc: Exchange. J*. Kubber Section: Minute*. 423-438, Nominating Committee Report. 432. Officers, 423. Presentation of Safeti T<ojdie* and Certlbcatej. 431-432. Runways: Stur aiul Katut> Accidents amt Their Prevention cCSemoo). 4S-S0. Safe Uve rtf Chemuals iu Industry HeavKti:: 113-122. Safe Use of Electricitv in Industry Se*'ion: 123-m Suteiy E<]ui)nuiit: Relation -of Safety oidf' inetit to E-ctxricnce Rating (Richards'.n). 105-1Of. - Safety J>evics hi the Modern Safety PnKram (Auel). 91-93. `iafety Kqui|tmeut Session: 93-IOf. Safety* Movement: Accident Prevention nn the Wiiwftlrrsrim) Gdil Alines CSteiuberv). , 340*342. fireelinftfl fronr S^Mith Africa (Straw), 327 32ft. Safety's Contribution to Civifiration (Phil lips). 1S-2Q. Safety MnremeiU -- Kivlory: In ManaEciat Control of. Fleet .VcclileiUs (Clair). 244. Safety Orpaiuration ami ihogram Session: 1(37-114 'J7.Sain. H. U.: Safety in Machine Shmis Utuier 1W Comljilcm#. I'A-l Salia^iurj'. K. C.,: The individual's Resi^etiii bifiiy (re Safety . 411. $*udUa'i<tiitg: In Mcchameal Control ol l)ui>t (Jones). 38 39. Sanford. G. E.: Iiulurtrial Truck and Tractor Accklcnta and 'I'licie Elimination. 5y-60. Sanfotd. W. E.: Recent Technical Problems of the Eneiaccrinft Committee, 239. 3 4 4Saw* --- Woodworking: How Ho You Select Your Sawyer? (Wilson), -W . Q . Use and Abuse of Woodumkir.j* Saws (Schreiber). 492-4W. Sclimeisei. A. E: Accident Records ami Coats, 242 243. Sciireiber. H.: Use and Abuse of \\tx/dwork- Saw*. 492-493. Seliiux Safety: Srilin* Safety to Workers in the Afetai Trades (Keam), 3S5*387. Service Stations: In Handhnc and Storm* of Flammable Liquids (Smith), .35 54. Safety for the Pahlk in Sales Operation (Nichoson). 371 372. Scvreiu, C. E.: Safe liamHm# of Acidt {Lhirc Ou.iHtitiea), 129-122. Sbui>crs: Accidents-- Their Caure ami Pre vention cm Sliaotrs aiul Stickers (Gibson), 487-489 Shcuhard, A. R.: Safetv in *.4hl Storaxe Op craiions. 419-439. Siioc Industry: Why the Lack o( Accidents iu the boot ni-.<l Shr* Imlustry (Lake), 305-305 Sir>ial.v--Automobiles: Sec Aulotnobties. Silbauch, K, E.: Safety Gruanization and lt>. Effect on the Cost >* Injuries, 301-303. Silica Ittiiustrv: Safe i'facucee m the Silica Industry (Gycer). 412 Silicoiii: ike ituMj. Sima. J. W-: Hmidlintt Rails and Ties. 4664f>8. Smith. C. W-: . ljamhitij; ami Storirijc ot Flammable LkjuuL>, 33-.*C Smith, W. K.: Toe Design Engineer, 397-400. Soaii: See. Ckoasltsir Agents. Stairways. Stair ainl Ramp Acci.knt* and Their Prevention ((Jerikin), 4U-50. Steam Railroad Section: Aldre*.> of (hairmail (Hill), 441. .M mutes. 439-4)8. XoiutnatioR Committee Uei*rt, 4Jg. Index 503 Ofiic,,,. li'i Riikkt of Cautaitlee <n lev), HOKei>ert <f Cnmomtiee o. tducaUoti {Pent- 1t . X., iv Acci dem {fArsotO. 471-473 Report of Committee mi prevent tun c>t Hinhwav <>o**ii:jr Accident* (Rowe), 441. Reiiort of Cowmittee on Proir Metiiod t*f Reiwtlng Caxuahies. to the Interstate Commerce Commission (\'at(d). JTt.ayg. Report of Cunmiittcc on Siatislic-t ((.arrow). , 44g.430. Xeieitt m Committee on Train Accklent* (Warfel). 461462. ^. ReiH.rt of Committee on Tram Seivice Ac* culctu* tl*hlHi>). 443-4M. Report of Resolution* Committee. 477-LK. Steel EmniMHcni: l>peciirm ami Repair o Sululev* Sreei Equipment (Plummer). 211 216Steel InduMfv: See Metal Imhu-triea. SteinberK, E.: Acckfcnt Prevennou on the Witwateriraod Gobi Mine*. 340-342. Sievedoriup: Mariuc Safety in tlie (oll Iwit (Amei). 291-294. Stevens. Pr.if S. N'.: Traimnci from the Slandtxunt of the Teaclrer. 393 394. Stickers: Iu Accident- -- 'Their Cause .mu* Prevenlirwt oil Shaper* and wicktrs (tnb- --4;mi), 488. Slone. Rev. J T.. MWlrt of Welcome. H- Invoratioti. II. Straw^ I. W.: theetings frmn South Alrwa. Sullivan. J. H.; Getting On *><! Off Car*. 457-438. ...... Sulphuric Acid: In Acid*. Caustic* ann Cleansing Agents, (iVhiting). 2tt>-2f7 lu Safe HawUm* cf Aei.1* (Large Quauti ties) (Scrrmil. 121 122. Supervision: See Foremen; Mjwajrement. Switches--Electric: Safety Switche*. Their DcMCR. Oi<eratioo and ktaintenance (Grid). ia iso. T-mk Car*: Safe HaiaUutg of Acid* (Lame Stuuititie*) (Serreiiii), 120-122 at Safe rfatMlling of Actil* (Large Quftu- titica) (Sevren*). 120 112. . Tniinitifr Iwlutity : Arc W e Mxkmc S*ro*re* n the Meat Packuur. Tanning and Lcatlier Industrie* ? 300. Tarmtiut Section: See ileat Packing. Taimmg and Leather Industries Seetum. Tetraethvl I<ead: Pwddeme m tile Haiidhuir of Ethyl Fluid and Ethyl Gasoime (Ke- hoe). 363-369. Textile Industry: Are We Makiug Prugrcas in die Textile Industry? (Trolmsei). 4*2. How We Eliminated Hazard* Euiountered hi the Manufacture nl Textile T'nxhict* (Browx). 480*481. _ . Safety in the Textile Industry (Wrabetz). 483-484. Textile Section: Minutes. 479-484. Nominating Committee Kcpnrt.. -W2*4b3. Officers. 479. 'Miomas, C. K,: Mr Observations til Careless Habits. 263-2)51. IjrtJC Study: T ime Study and Safely (llun- iferd). 133TcKl3?*Capt" I> W.: Tlw United States Ship ping Rvard Ilurrau aud Maritime Safety. 289*284. Tools: In Us* of Low Voltage iu Hazardous Locations (Curry). 127. .. Safe Operation of Portable Pneumatic r'OA (ffiuxer). W1-3M. ^ #. Safe Use of Machine?} aud f<'h iLeBcr). Safe Use of Portable Electric Toot* (dins* worth). 123*125 Tn>\. J. L 'I rauiui*. and Jnn>efii--'!i *4 Twinmcn. 261-2ft2. 'truck Driving: See Aiii-mi'-lilr llfinm: Trueku--llaiai In Handling Materul Avuileiu* (Williams), -tve Industrial Truck am: Tad>>r Aci i-lcut. Ami Thrii Fliminatioti (Sauf>ui), 59-wl. i'ruckA-ilctor: Iialumrial Truck -iml l.-icmr Accuieutc and iheir KImuiiiaIu-k iSxiifonl). 59-GO. u Uitra-Vlolet Radiatkix: Use <4 Pina Violet Rswliation in Imin-vtry (Ilmvaxl, m-V* L'mlerhilf. H W.: Cut liny* I miorucinni C.rsls. 224-226-. Vamler Chile. C VMauac Non-Safety Pa> * ncr IliviiicmU. ^95-298. Vciitikitimi and Exhaust Sysieuts: Lie Me chaiiKal Cnntnd of |>si tjottes), 37-.W. Viteles, SI. S.; Training: r**m ihe Sizdnoiilt of the P*vcUkgiM, 391-3*13. Vos'-. J- A.: Education and Discipline Iu the Accnlcut Pieveuiion pi--gr,va 3X7-3W. Waite. C. P.: 1 wAn. l) ziinr butfenc.-: p. mote Safety. 285-2W. Warehouse*: lu IfatMlling Materia; Atct5eni (\Vil(iam), 491-W2. See Also CoW Sn'ragc PUut*. Warfel. G II.; Itejiort of fmumi(c on Proiwr Method of Jttsmrtmu Casunhiea t. the Interstate Cummeive (-omnii'Mon. V3* 7fi. Reiio.it of Conuu'Uce on Train Acciaei*!'. 461 - 462. 111Welcome. AJdiesc of (Stojicl. II. Welding: Principles_ UiKlerlshig the Prac tice of Eye Protection <\\ illm). 133-135. WendUug, C. C rfeuta--Their CaMutafeintmenma! ncKeetotfel ilWv.a4y6>A4*4cf*' - Whiting. S. E.: Avid*. Cai*ic* and Cle*u*- mg Agents. 2fA-?7/- . Willets. H. N.: Anatx'u Kanin Comummca tlon. 185-186. Wtlhnra*. K.; Ham)lin Material -AionenH. 11481-492. WiUiamxc- . F E.: Addre as, 444. WiIPchi, Dr. lv: Pxincipk:* Umlerlydug the to,Practice ol Eye Protection. 13; 135. WiLmai. J. C: Effective Safety Program Cnulrac-tors, 230-231. How do You.Select Your Sawyer? 493-194. Woodworking and Lumber MamifncumuK Scc- tiiwt: Mirmtex, 4*5-492. Nominating (animitiee Kt)w>ri. 487. Officers. 48a. Wootlworkiug Indiifery: Aeciifec-t* - Then Cauxe and l'rcvemkm on Shape) g and Stickers (Gibson). 4K7-488 Handling Malerui Accidents. (Williams). 488*492. How do You Select Yutn Sawyea? (Wilson). 493-494. Trend uf Infuries in the W o<jd>c jrku.g In dustry {Francis), 4*o 492Use and Abuse oi Woodworking Sim' (Schreiber), .493. Workmen"* Compensation: Safely a*ni (..> pensation (NKkete). MW-340 WVub*t* V : Safety m the Textile Induslis. V.*right, !):- H. 1).; Peifomiel m Aviniimi. U2-184. Y Yaut, W. 1*.: Some (feneral Considerations lor the Sekeiiou of Reipiratory Piotectiofl The (ir.pgle Ride sniJ How F.n