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362 involved a loss of time to an individual. As soon as a single injury occurred in either end of the ship which involved a loss of time, the pennant for that par- ticular end of the ship was to come down and was not to be flown again during the entire season. If a_ ship came through the season without any such injury to the members of the crew the second mate got $25 and the sec- ond engineer $25. Through this simple device the Pittsburgh Steamship Co. last season reduced its personal injuiry cases by 68 per cent, though its personal in- jury record for previous years had been as good as anybody’s. Obviously, to achieve such a record there must have been uncommon vigilance displayed on the part of the officers. In making fast, the mate was undoubtedly watching the line just as keenly as the man handling it, and if there was any loose material lying around to be tripped over it was removed at once. World Wide Movemen: “The Safety First movement is a world-wide campaign and the Lake Car- riers’ Association is doing its share. There is really no more important work than this, and it has its reward not only along humanitarian lines but in actual dollars and cents. Every man is born with two eyes, two ears, two arms and two legs, and he wants to go through life with them. Yet by reason of a little thoughtlessness he may lose one of them to his life-long regret. Mone- tary compensation is cold comfort for such a loss. It is doing far greater service to awaken a man’s understand- ing as to his own liability. A man may do a job aboard ship in such a way as to incur a possible injury, whereas there is a way of doing it by which no injury could possibly occur. It is in pointing out the right way of doing things that the welfare committee is doing a real service, and it has in mind at present the making of moving picture films showing the right and wrong way of doing things aboard ship. For instance, there is no likelihood of a man falling into a hold of a boat if he handles the wooden hatches with a club instead of with his hands; nor will he ever fall through an open hatch if, on his way to i the mess room, he walks along the side . of the ship instead of over the hatches; nor will he ever be hit by any falling ore when the. vessel is unloading if he avoids the side of the ship upon which the unloading machines are working. Splendid moving pictures could be made of instances such, as these. “Most accidents occur through the carelessness of the individual, but the welfare committee is doing all that it can to lessen accidents due to personal thoughtlessness. For that reason dan- gerous places are distinctly marked, THE MARINE REVIEW railed off, or covered with protecting guards. In this work the welfare plan committee is greatly aided by the indus- trial committee formed from among the masters and engineers. In fact, without the active and unremitting assistance of this committee of captains and _ en- gineers, the general committee in charge of welfare work would make but little real progress, as the men aboard ship are certainly more familiar with the vicissitudes of the days’ work than the committee itself. During last summer the welfare plan committee prepared safety signs which were distributed to all vessels in the association. They ex- hibit a red disc, the universal danger sign, and are lettered in white against a background of blue enamel. One is placed on the after side of the forward house and one on the forward. side of the after house. “Three or four years ago a few of the companies, notably the Pittsburgh Steamship Co. and the Cleveland Cliffs Iron Co., established eastbound and westbound courses on the lakes for their vessels. It was the understanding that the westbound vessel should follow an inside course and the eastbound vessel an outside course in Lakes Huron and Superior. Fog is quite prevalent on the lakes during the summer months, and it was to minimize the possibility of head- on collisions that the courses were adopted. Practically all collisions on the lakes in fog are head-on. During the years. of trial it was very clearly demonstrated that the observance of in- side and outside courses contributed to reduce the number of accidents. They have been, therefore, adopted by the Lake Carriers’ Association upon the recommendation of the committee on aids to navigation, which is made up of captains selected from a number of fleets. These courses have greatly con- tributed to the safety of navigation and therefore of life and property on the lakes. In fact, there was only one total loss on the Great Lakes during 1914 from collision in fog. Campaign Against Intoxicating Drink “The change which is. gradually spreading over the face of the whole world in relation to drink, is one of the most extraordinary things evolution of the human race, and no- where is this metamorphosis more ap- parent than on the lakes. A quarter of a century or so ago the first thing that came aboard a vessel was the whiskey jug. It is, therefore, highly significant that among the recommendations of the committee of captains and engineers of the: Lake Carriers’ Association the fol- lowing paraghaph occurs: “That all masters and chief engineers of the Lake Carriers’ Association’ be instructed that temperance shall be encouraged as much in the October, 1915 as possible among the crews and be made a consideration for promotion as between men of otherwise equal merit. Further, that notice to the effect that drinking is prohibited aboard the boat and that.no person be allowed to carry liquor aboard the vessel be posted in the rooms of the .deckhands and _ firemen. Further that the Laké* Carriers’ Association provide temperance pledges and buttons in their assembly rooms and aboard the ves- sels for free distribution among the men.’ “The importance of that recommenda- tion lies in the fact that it came from the men themselves and it created a powerful impression upon the minds of the members of the association. The board of directors acted upon it at once and caused signs to be posted in the forward hall, in the mess room and on the after side of the engine room bulkhead of the steamers enrolled in the association, to the effect that intoxication must not be tolerated, and that bringing liquor aboard ship. was strictly pro- hibited. On barges the signs were placed in the forecastle and dining room, A Pernicious Practice “President Livingstone referred in his annual report to the campaign against drink in a striking paragraph which has been widely quoted in the press throughout the country, as follows: ““<Of all the pernicious practices going on in this world, drink is at once the most com- mon and most dangerous, and more sins can be directly traced to it than to any other cause. It is an exceedingly easy habit to drift into and a difficult one to part with. The most deluded of all mortals is the so- called ‘‘moderate drinker.” The moderate drinker does not know when to quit. He has the idea that his acquaintances and friends are drinking too much and wakes up some morning somewhat surprised to find that they have the same opinion of him. There is only one safe thing to do, and that is to cut it out. If the signs of, the times are being read aright, that is exactly what the world is doing. The sentiment against drinking is growing very rapidly, and the time is not far distant when the so-called moderate drinker will not be employed. Large undertakings cannot be handled by men who are addicted to © drink. No man is quite normal if he has taken even a single drink, because its imme- diate effect is to alter his normal point of view. In all industrial enterprises the drink- ing man is the first to be laid off in times of depression, and the last to be taken on in times of prosperity.’ “The result of the campaign have been: immediate, J. H. Sheadle indicating in his annual review that the accidents: attributable to intoxication had been diminished by 75 per cent during the past year. Mr. Sheadle’s remarks in this connection were as follows: of personal injuries the season’s record shows improvement.’ It is probable that a few personal injuries were not reported, but some comparisons may be seen in the figures that follow. In 1913, 171 boats reported 312 injuries, or 1.82 per boat; in 1914, 160 boats reported 250 injuries, or 1.56 per boat, a decrease of nearly 15 per cent. Of the accidents in 1914, 164 were due to carelessness on the part of the injured, 59 through negligence of co-worker, and 27 were unavoidable. A “ ‘Tt is evident from these figures that men have been more cautious themselves, but on the other hand, those injuries which were avoidable, and cases where the co-worker con- tributed, increased 25 per cent over 1913, so that while there was a favorable showing in the matter of accidents to men by -their, own (Continued on page 375.) ‘In the matter