Document 24Ry64nNZjV8ON8roo8B8Jbr

PLAINTIFFS EXHIBIT 1933 TRANSACTIONS National Safety Council Incorporated - TWENTY-SECOND ANNUAL SAFETY CONGRESS Chicago, Illinois October 2 to October 6, 1933 Tlie Stevens Hotel Copyright. Xalioiml Stiffly Council, Inc. Plan of Publication THE 7'RANSACTIGNS of the Twenty-Second Congress of the National Safety Council arc published in two vol\ times. The first, containing the General, the General Su jeet, and the Industrial Section sessions, is supplemented by a s nailer volume containing the sessions of the Street and Mir. tway Traffic Section, the Child Education Section, and Home c r.. . THE LARGE GENERAL volume is being sent automatically to the Industrial members of the Council; the smaller volume is sent automatically to members who are be* Jieved to be chiefly interested in those sessions. It may also be secured on request by other Council members, THE PI AN OF PUBLICATION it the same as that adopted for the sessions of the Twenty-first Congress and ' found to be very satisfactory. It is a condensed rec ord. Th'* papers of each session or division of the Congress have been assembled, edited with care and discernment to ab breviate <*r delete the less essential portions, and the concise re sults arc presented for study and reference. Although not ^'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 are on file in the Council Library, available for additional reference as desired. ALTHOUGH THE National Safety Council endeavors to eli- minute from discussion at its conventions matters which arc not pertinent to its purposes or which arc contrary to its policies, the Council cannot accept responsibility for the views expressed either in the papers presented or the discussions thereon. * CONTENTS PAGE .................................. I Council Oflficeri and Directors................................................ .................................. 9 Council Purposes and Policies.... ..v.................................. .................................. II Annual Meeting of Members.................................................... .................................. 21 Banquet and Dance........ .................................................. .Subject Sessions-- ....................... >,, Accident Records............................................................... ............ :................... 3i Dermatitis .......................................................................... Dust Problem in Industry................................................ .................................. .................................. 37 45 Falls ol Persons................................................................. .................................. 51 Fire Prevention............................................................... . .................................. 59 * Handling Materials.............................................................. Hoisting Chains.................. ....... ............... ..................... j< ................ j............... 631 Maintaining Interest in Safety.............. '.................... .... .................................. 69 Practical Medical Program for Industry.................... .................................. 75 Industrial Nursing......................................................... .. Safety Equipment................................:......................... Safety Organisation and Program.............................. .................................. .................................. .................................. 83 91 107 <vSafe Use of Chemicals in Industry.......... ................. .............. ................... 115 Sate Use ol Electricity in Industry............................. ................................. 123 The Eye and Its Relation to Safety............................. j.. .................. ................ 131 Mcnlat Training for Safely................................................... ..................!______ Ml Accident Prevention Equipment Manufacturers' Section .................... ............... 173 ................................... 179 Aeronautical Section............................................................... A. S. S. E.--Engineering Section.......................................... Automotive and Machine Shop Section.............................. ............ ....................... .................... ............... 187 191 t. *.CCCehomenmsetnircutaclStiSoenecctiotSionen..c....t..i..o....n....................................................................................................................................................................................................,.......L.................1......................................................... 201 209 223 Delivery, Taxicab and Bus Section..----- ;....................... .................................... 235 Electric Railway Section,............................ ........................ ................................... ............................. . 249 265 ! Food Section............................................................................. ............................ 279 Marine Section................................................................. Meat Packing, Tanning and Leather Industries Section .................................... 299 Metals Section........................................................................... Mining Section.......................................................................... Paper and Pulp Section............................................. .......... ....I............ ................307 .................................... 325 .................................... 343 Petroleum Section....................... ................ ........................... ................................ 357 Power Press Section............................................................... .......................... 379 PRQueubfarlirigcryeUrSatetiilocittniieosnS.e.S.c..e.t.ico..t.ni.o....n................................................................................................................................................................................................................................................!.............................................. 3S9 405 413 Rubber Section............................................................................................................... 423 Safely Sectibh, ARA--Steam Railroad Section,'NSC........................................ 439 Textile Section................................................................................................................ 479 Woodworking and Lumber Manufacturing Section............................................. 485 ..................................... 495 Index...................................... ................................................... / Treenty-sccnnd Comjress--NatinmiI Safety Council H. A. Bmv,\r, Safely Division, Syracuse Clumber of Commerce.. W, if. Cameron, National Safety Council. Konst I. Cati.tv, Aetna Lite Insurance Company. Frink II. Cocak, Marine Section. \Yiu. Cooper, Marshall Field 4 Company. W. Ecru. Casio, Safety Department, Nashville Chamber of Commerce. J. E. Culu.nev, Bethlehem Steel Company. Kins Aim Dan' s. Boston Elevated Railway. I'. A. Dvvmsux, Consulting Engineer. CnnoKn Davis, Memphis Safety Council. Kiciiaco H. Davis, Blackstone Valley Safely Council. I. . W. D.ssvtr.y, Refrigeration Section. Ciiah-.es D. Dawson, Grand Ra)>Uls Safety Council. I. cssn A. Df.Blois. Consulting Engineer. Jay E, Decker, Mason City Safety Council. ; James II. Douglas. The Philaclelphia Gas Works Company. Da. I.on? I. HunuK, Metropolitan Life Insurance Company. (Tiahi.es li. Eamcs, Textile Section. II.shbv W. Ekiks, Meat Packing. Tunning St Leather Industries Section. I>. D. I kvni l i., Chicago Safely Council. Rsy A. Finch, Electric Railway Section. Doxai.ii A. FixKnriKKK, Toledo Safely Council. ' Thomas FtTici-iiAi.il, Western Pennsylvania Safety Council. 11 ossa hi> P>. Fonda, Burroughs Wellcome 4 Co. (U.S.A.) Inc. It P, Furtuin, J.chieh Valley Safety Council. II. G. Gilson, Paper 4 Pulp Section. Da. Thomas W. Gosunc, Child Education Section. , Urno M. Gkast.s, The General Crushed Slone Company. - ll.siinv Guilnut, The Pullman Company. ; Is.mah Hale. The Atchison, Toi>cka 4 Santa Fe Railway Company. '"li. T. Harrington, United Slates Bureau of Mines. G. T. IIkilmutii. Chicago, North Shore 4 Milsvaukcc Railroad Company, ('has. E. Hill. Nesv York Central Lines. <i ll sroin G. Hoifman, Street 4 Highway Traffic Section. Claude J. 11 owing, Albany Safely Council. Iri.lus W. IlnuitK, Hudson County Safety rimneil. . Harry D. Imsii'i., Pennsylvania Department of I-almr 4 Industry. W. D. J/sshs, James Manufacturing Coin|iany. \. L. K.m.ms. I'osvcr Press Section. K. T. Keiler; Detroit Industrial Safety Council. *n.\ V Kitmu. rcmisylvania Salt Manulncturiug Company. ' l outs W. Ki.imWG, Woodworking 4 Lumber Maiuifactnring Section. I'hanki.in M. Khi.mi, Evanston Safety Council. 1.. I AI'm'Ni aiNk, (ircat Northern Railway Comiiany. i.ionaku C. Lamb, Knoxville Safety Council. I hank J. Lanahan, Fort Pitt Malleahlc Iron Company, vf. G. Lickteig, Easthay Safety Council, ' .'Aim W. l.innt.E, Employees* Piihlieation Sort ion. ' )h. R. M. I.irrLt. New York Department of Education.- . * Officers and Directors A, LmimAW Madisim Comity Safely Gnincil. John K, Long, Tlw Delaware 4 Hudson Railroad Gir,|Kiratiuii. M. W. Low, Rubber Section. - W. R. Lt.ovn, Safety Division, Birmingham Chandler of Commerce. II. T. Martin, Fisk Rubber Company. F. W, Matson, Minnesota Safely Council. Paxton Mendelssohn, Detroit. Henry Minki.-r, Elizabeth Safety Council. W, S. MnElt.Eiu.VG, Ft. Wayne Safety Council. K. B. Monlev, Industrial Accident Prevention Associations. M. J. McCarthy, Automotive 4 Machine Simp Section. Miller McClixtock, Harvard University. T. 11. McKennev, Illinois Steel Company, South Works. II. W. Ni-tt. Accident Prevention Equipment Manufacturers' Section. John A. Oartel. Carnegie Steel Company. George. C. A. Ora, Dclroit Edison Company. Lew R. Palmer. Equitable Life Assurance Society. John C. Parker, Brooklyn Safety Council. F. M. Pei-i kr. Public Utilities Section. K. PET tinine, American Mutual Liability |ti<ur.nH-c Company. J. It. Pmv 1 j. Seattle Traffic 4 Safety Council. .. -, Ai.iikrt S. jS'EGtiLA, Industrial Relations Counselors, lue. 'i l.T. Col. I f;nrl" A. Reninger, Lehigh Portland foment Company. 1 Marinus Riter. Paterson Safety Cotmeil. jJotiN Roach, Chemical Section. Charles II. Roi.osu.n, Jr., Ballimorc Safety Council Toihas Roth. Rochester Safety Council. ' John Russei.l, Jr.. Newark Safely Council. .CiiAS. II. Rutii, Delivery. Taxicab 4 Bus .Section. feeJCi. F,, Sanford. General Electric Company. IIkxhv (i. Sciiafi ner, Erie Safety Coimril. ` ' T. A. Sciienlel, Food Section.* Otto Schenk, Wheeling Safety Council. ''Harry A. Schultz, United States Steel Corporation. Charles B. Scott, Bureau of Safety, Inc. I.isthi D. Sevmoi-r. American Airways, Inc. ` Earl S. Shartzer, Utica Safely Council. . Gkn. John II. Sherburne, Massachusetts Safety Council. Dr. L. A. Stiounv, Bethlehem Steel Company. F.. L. Simonds, Soulliern New- England Telephone Company. -, George P. Sixnr.n. Reading-Berks County Safety Council. Lee K. Skekl, Cleveland Safely Council. C.. W. Smith, Standard Oil Company (Inclinin'!. W. I). Smith. Dcla ware Safety Council. U. T.Soi.f.nstf.x, KUiolt Service Company. . W. I). Speight. Peoria Safety Council. J'-. C Spuing, Lansdalc, Pa. * CiIxjrt.f. U. Stetmexs, The Safely Hurcaii, Huflfalo Chamber of Comincrec. I.tH'lvs S. STOUR.*, United Hailways & Electric Company. * 7 \ s Twenty-second Contjeess--Notional Safely Council Alfreo H. S'.vaynk, Genera! Motors Cor|Hiratinu. Arthur M. Took. Consulting Marine Engineer. W. W. Trench, Schenectady Safety Council. W. D. Tfanr.vtt.LE. San Antonin Safety Council. William F. Vf.ecii, Rahway Safety Council. Vincent Wakeeif.ld. Kansas City Safety Council. Georce H. Warff.l, Union Pacific Railroad Company. II*. C. H. Watson, American Telephone & Telofiraph Company. Harry M. Wf.rber, Illinois FJcll Telephone Company. S. E. Whiting. Liberty Mutual Insurance Company. A. W. Whitney, National Bureau of Casualty & Surety Underwriters. \V. H. Winans. Union Carbide & Carlmn Corporation. D*. C.-E. A. Winslow, Yale Medical School. .. Hassy Wise, Sr.. Giattanooga Safety Council. J. M. Wolti, Youngstown Sheet & Tulw Company. W. E. Worth. International Harvester Company. E. J. Zaltt. Safety Bureau, Duluth Chamlwr of Comnicrce. J. B. Zook, Cement Section. . ` tir n x tv- s /: c ox i).x v x x.. l s a / /: r i co x a a /: .v $ ' X A T t OX A L S A /' /: T i' CO O' ,V C / /. Dust Problem in Industry . ' " . !/-'' ';/ FRIpAY MORNING SESSION (j_. ' ' ' October 6, 1933 The special session devoted to a discussion ot the dust problem in industry was called to order by J. R. Allan, assistant manager, Industrial Engineering and Con struction Department, International Harvester Company, Chicago, who presided. He briefly outlined the purposes'of the session -nd then presented the first speaker. The Mechanical Control of Dust ' ` - -- - ^ ' ? *. , . '?y E. 0. JONES iA - Consultant, National Founders Association, Chicago The speaker said in part: During the last few years, much has !>ecn written aliout the. pathological effects of dust. From this material there scents to be some lack of agreement among scientists as to the pathological effects oi these types of dust, their dangerous dimensions, the length of time one must lie exposed to their inhala tion. the density of concentration which is dangerous, and the extent to which dietarc directly causative or contributory to disease. It is unfortunate that in the twilight zone between ethics and non-ethics, there arc certain nicmltcrs of the legal and medical profession who are willing to take advantage of these uncertainties and capitalize on them largely tor their owtt benefit. When the foundry industry was confronted with the accusation that it harbored a "potential health hazard, its leaders immediately took steps to study the problem, with the object of eliciting all the facts and determining u|ton a course of procedure to eliminate the causation. This study has been under way in some localities for some time, hut its procedure presents many difficult problems. The mechanical control of dust is not our only problem, nor docs the accomplish ment of such control dcp'cud upon large expenditures of money. We know from experience that gradually human ingenuity will provide ways and means to this part of the problem. But let us digress from the subject to consider the amount oi dust we as indi viduals create. Take the nioldcr. for instance, who goes to his (tench at the start of his day's work. He reaches for his air hose, and starts the day by removing, with its force everything he can from his equipment. In close proximity to his bench. 37 Mi Treenty-secancl Conijrcss--National Safety Council or on the window sill in trout of him, you will usually find a varied collection of relies. He will usually wet down his sand pile, hut seldom his lloor or vane way. When he is through with his shift he usually grabs the air hose and proceeds to take a compressed air hath. And we have the foundry laborer; he has many menial tasks to perform. "When he sweeps or uses a shovel he seems to he of the opinion that his efforts arc judged hv the atmosphere he creates. If he due* sprinkle the floor it is usually done very sparingly. Shake-out men and crane men seemingly give little attention to the results of their thoughtlessness. Grab buckets are usually lifted to the limit of their lift and then dumped. Many companies have furnished equipment, such as positive pressure helmets and respirators, to employees who work in 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 furnished. From these remarks some may say "Why shift the responsihilitv?" N'ot a hit. We have merely cited these few facts as an indication that possibly we can improve the supervision. If we make every man responsible for the cleanliness in the vicinity in which he works, and every foreman responsible for his department, and then in turn make the superintendent answer for the cleanliness of his shop, we will not have to worry alxmt the increase in lalxir cost. After dust gets into the atmosphere, it is. of course, very difficult and expensive to remove. Keeping the foundry floor off the ceiling is a man-size job. Ventilation is a problem everywhere. A diligent survey of our existing equipment may develop the tact that by small expenditures we can improve conditions, fustwet your dust-arresting equipment. Sec that the rapping device is in order, that the screens are in good condition, we suggest that they are rapped and the hop|K-rs emptied rceularly. Repair- any leaks in pipes. See that the valves close properly. Omtes should lie kept in good repair and when emptying arresters, respirators should he worn hy the men whose duty it is to perform this work. If refuse from the arrestors is not removed at once, keep it in containers or wet down until it is re moved. Alwe all. watch your air velocities and make sure you are removing at the source as much of die dust as the equipment was originally designed to do. Von pay for the current the unitor cixtsumes to operate your suction equipment, therefore get the proper return for tliat expenditure. * |}o not store or allow sand to accumulate around your. Masting equipment. Make sure sou! are receiving the proper air changes in your sandblast rooms. Inspect vour masks to the amount of air purging through. The wearer is prone many times to just crack or partially open the valve, and when this is done he is not getting the full protection for which the helmet was designed. We suggest that the helmet lie removed from the sandblast room and stored at the end of the day in a dust-tight cabinet, instructing the wearer to clean lieforc re-using. In your cleaning rooms where tumbling barrels arc used, we deal again with air velocities. Piping should lie diligently insiiectcd and kept in good repair. Make sure traps arc performing the service they were designed for. It might lie well to keep floors in this dqiartmcm wet down. Remove the day's accumulation of refuse at the end nl tlte day's run. When cyclones arc used, make sure you are not exhausting at the level of windows, which may he opened in other parts of vour plant. We will have to look fo/further co-operation from the foundry equipment manu facturers wlwi serve our industry. Equipment will have to lie sold to us net to Du.il I`rnhl( in in hitlustrv 39 meet existing codes, Init a? dust-tietlit as Imniaii ingenuity ran design tliein. Alter the equipment is installed. it will lie the purchaser's responsibility to see that it is regularly inspected ami maintained to perform the service for which it was originally designed. And we refer again to the employee's responsibility. When he elects to work in a foundry, he should lie willing to cn-otteratc and wear the safety devices which arc provided by his employer, and it will he the purchaser's responsibility to see that the equipment is well cared for and properly maintained. Our industry is a basic one and we hope that it will long continue to he essential. For this reason we want to assure those who are sitting on the side lines that it is our determination and hope that, with the help of those in the medical profession who have given so generously of their time in scientific study, we can soon determine die actual extent of the hazard. --" In the meantime, while many diverse opinions are being brought into agreement, it is imperative that we give more than passive assent to suggested measures of precaution or improvement. The accomplishment of worth while results depends upon the diligent and active co-operation of everyone concerned and the utilization of ail known means of prevention and control. Only through united effort can we hope to accomplish an effective program which will give maximum of advantage to employers and employees alike, anti to such an etui we arc confident the foundry industry will continue to dedicate its earnest and conscientious efforts. How to Determine the Dust Content of the Atmosphere in Dusty Industries By DR. E. G. MEITER Director, Industrial -Hygiene Laboratory, Employers Mutual Liability Insurance Co., Milwaukee, Wis. The importance of atmospheric dust as an agent in the causation of respiratory disease lias long liccn known. However, it is only within the last few years that this subject has achieved medical and legal importance in dusty industries. I'.ecnttsc ..i the extension of compensation laws to include occupational diseases, and through an everincreasing number of legal suits against industrial concerns hv employees claiming disability tine to dust inhalation, there is need for a severe attack rat the pruhlcm of eliminating or otherwise coinlvuing the dust hazard. In order to intelligently control the dustiness of the air. the amotmt of dust present must lie determined. With a given dust, two factors are usually consult red: ft) the mmdier of dust particles in a given quantity of air, which is usually expressed in millions nf particles per cubic foot nf air; (2) particle-size, usually expressed in a size frequency distribution curve, that is tile percentage less than stated size is plotted against the size of particles. Instruments Used for Determining Atmospheric Dusts Many instrument* have liccn devised for determining the dust concentration in air and it may lie well to give a brief historical review of -tin's subject. The South African investigators iwgan using tlte sugar tulic method for the sampling of atmos pheric dust in 1011; the same method was used by the U. S. itorcan of Mines as early as 1014. Tty this method a measured volume of the dust air is. passed through Dttsl Problem in Induxlrv 41 screen in which the screen openings arc 50 inicvmis. In the absence of a beam of light, an atmosphere containing these tiny particles will apia-ar clear to the naked eye, and therefore is extremely deceptive. Only a powerful microscope can make such particles directly visible. It is necessary, therefore, to make a microscopical examination of the atmosphere to learn how badly polluted it may be. Larger particles such as arc visible to the naked eye arc essentially harmless in the causation of silicosis, as these arc caught by the membranes provided by nature in the nasal and other respiratory passages and are eventually coughed up or eliminated before any damage is dune. When small dust particles are dispersed in air, they arc carried about like smoke and settle out very slowlrr How long such particles will remain suspended in quiet air can be roughly determined from Stake's law. Assuming a round particle to be one micron in diameter, it can he calculated by means of this law that such a particle -will fall only 20.j feet in 2-1 hours. It can lie seen, therefore, that any fine dust dis. persed into the air is not only a momentary hazard but remains in the air for an indefinite period. This fact is often overlooked by workmen, as it is usually assumed that as soon as the (Inst cloud is no longer visible all dust has settled ottt. The term "dusty working place" is only a relative one. Most air, both inside and outside 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. The Wisconsin dust code prcscriltcs a "tentative figure of 15 million countable dust par* tides under 10 microns in longest dimension with free silica content of 55 pc* cent in a cubic foot of air as determined by Public Health Service technique. Variations in ^fearfilica.fontcnt will make proportional inverse changes in Ibis standard." In ac` cordance with this standard The permissible count for practically pure silica would lie 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 lie sampled is drawn through a glass tttlic and impinged at a high velocity on a glass plate which is im mersed liencath a suitable liquid contained in the collecting flask. The impingcr, therefore, combines the principle oi collecting dust by impingement with a water-washing or bubbling method and so (iohscsscs the advantage; of both principles. The dust is thus trapped and remains in the collecting liquid. Suction is applied to the impingcr hy means of -i steam ejector operated by- compressed air. Where compressed air is not available, a small clcctrically-ojicratccl vacuum pump may he used. The rate of air flow is measured either by means oi a small vacuum gage or an orificc-tvpe flow meter. The entire apparatus is calibrated lieforc use against a standard gas meter, so that a known volume of air piay lie sampled. The rate of sampling is approximately one cubic foot of air |icr minute. The dust-collecting device is placed in close proximity to the breathing level of the workmen involved while performing their respective duties, so that air samples representing actual working conditions may lie obtained. After a sufficient volume of dust-laden air lias Iwen sampled, the collecting liquid is placed ill a suitable container and removed to the laboratory tor the necessary analysis. When the dust sample reaches the lalxiratory, the entire sample is fillcrctl into a clean graduated flask through a 2R0-mcsh screen so that only particles smaller than 50 microns are permitted to pass; particles larger than 50 microns arc not considered 42 Txvcnty-xccond Cont/rcss--National Stifciv Council injurious And Arc. therefore, removed from the sample.' After proper dilution, the contents of the graduated Itaslc arc thoroughly shaken so that a uniform stispension is obtained. and two portions of about one cubic centimeter Arc removed with a pipette to just fill two Scdgwick-Raftcr counting' cells. The cells are allowed to stand at least 20 minutes and the dust particles arc then counted by means of a microscope. . Tlie microscope with* ail Ab!>c condenser is provided with an eyepiece micrometer, a 16-millimeter objective and a 7.X eyepiece. The eyepiece micrometer has a Urge' square engraved on it. and this square :$ divided into HH) squares, one of which is fur ther divided into J5 smaller squares. The proper tulie length of the microscope is determined by calibration with a stage micrometer, so that a side of the large jtquare of the eyepiece covers l millimeter (1,000 microns ). The large square of the eyepiece micrometer, therefore, encloses the dust in an area of one square millimeter, and since the counting cell is one millimeter deep, all the dust suspended in one cubic millimeter of the sample is under the ruled field. All particles visually less than 10 microns in longest diameter in one quarter of the field arc counted at live points on tlie cell, namely, near the lour comers and the center. Two cells of eaclt dust sample are counted and the average of 10 counts is obtained. Control counts arc subtracted from the average sample counts, giving finally, average net counts of tlie ntimlicr of particles which are then calculated in terms of particles per cubic fot of air sampled. . Having determined tlie concentration of dust particles less than 10 microns in diam eter in a given atmosphere, it is also necessary to obtain information regarding the jftincjal co/Tn*osition of the dust before any evaluation of the health hazard can he made. ` In general it may be said that the harmfulness of a quartz containing dust is usually in direct proportion to its frcc-silica (SiOs) content. It is. therefore, neces sary to dhtingmsh !>etwccn "free silica**, that is the silica that occurs as quartz, ami "combined silica**, or the silica that is combined with other elements in the various silicate minerals. It should lie lmrne itt mind, therefore, that the total silica reported iit tin* customary chemical analysis is no measure of the amount of free silica. The quartz content of fine dusts is usually determined by a combination of petrographic and chemical methods. Each dust presents individual problems and no individual technique applies to all dusts regardless of their composition. Those interested in this problem should consult Reprint Xu. 1560 of the Public Health Re ports. Kchrttary 24. 1`kTl. entitled "The Quantitative Determination of Quartz (free silical in Dusts** by Adolph Knopf. Professor of Physical Geology, Yale Universitv, and Consultant. United States Public Health Service. . f Discussion of Dust Problems ''Ztic'/f By DR. LEONARD GREENBURG ^ Yale University, New Haven, Conn. Tlie sjicakcr said in part: On the technical side'at this problem von have liccn presented with twn excellent pa|>crs by Mr. Jones and Dr. Mciter. Then* is little that I should add from this point of view. Perhaps the most valuable contribution that I can make is to present to yon my own personal view oi the broader adminis trative as|iccts of tins problem pained as a result of many years of close contact. In order to do Ibis, let us analyze the problem in its simplest terms. Dust Problem io liitliislry 4.5 We may begin ly agreeing that pulmonary fibrosis results iront tl;e i:iiiril:itum of certain dusts in known euucrnl inn over a sufficient pcriisl of time. This met has hecit demonstrated repeatedly by means of industrial, laboratory and pailudugtcal studies. On this simple fact. I take it. there is complete agreement. Such legitimate cases of disabling pulmonary fibrosis arc held in many states to lie the responsibility of the employer. Further. a [K*rusal of the compensation laws makes it evident that there exists a decided trend in the direction of broadening the compensation acts throughout the Union for we find from time to time that additional states arc being added to the list of those holding silicosis to I* a com pensable disease. We would certainly he hlimlittg ourselves to the tacts were we not to admit the existence of this trend in social legislation. It should he pointed out here that this is a very wholesome and desirable state of affairs. The insurance principle has justified its existence in spreading the liurdcu of ill fortune over a long period iff freedom from catastrophe and surely in the ease of industrial accidents it has freed us from the deplorable state of affairs in existence prior to l'J\2. In the case of the occupational diseases we may hope- for equally satisfactory results. Nevertheless, compensation insurance is not the complete solution of the problem at hand. The rntly adequate means of avoiding the burden of silicosis is by the preven tion of Ibis disease. All other methods do not touch the crux of the problem and they carry in' their wake a vast amount of litigation, illness. ami a lares* Imancial burden on industry. If tvliat we have agreed niton to ibis imint is trite it is ebviMUN that industry must prevent the dissemination of dust in the workroom air by such adequate engineering techniques as arc available: or in certain eases where this jsftiorjfinssihfe industry must provide, and force the worker to tt-s*. -uclt ott-nns of personal protection ns will adequately safeguard him against the iititalnlio.i r.t dust. It is tally by these means that we can guarantee a future free of disabling pulmonary disease due to dust inhalation. ' In spiic of the very licst. efforts of industry to solve this problem there will un doubtedly lie a certain tutmlier of cases brought to the courts and presented as legitimate cases of silicosis. While some of these are true eases of silicosis others. I have been informed, arc not. hut are designed merely as a means of obtaining hinds from industry. A consideration of such cases brings ns logically to the second part of the present discussiutt. What is the idea! method of handling enttqiciisaiiiiti cases with reference to occuteuioual disease and more particularly silicosis? If we examine the development of the.coiii|ictisaiott acts tve find that a technique designed primarily to adjudicate cases of industrial accidents has by degrees liecit given jurisdiction over necti|i.Hiou:d diseases. In fact, in some states diseases are regarded as injuries so that they may !>c brought within the scope of the original compensation acts. Hut tat close examination it becomes apparent that diseases arc far more difficult to adjudicate than arc the ordinary injuries arising in industry. They present.many tecluiieal facets anil 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 in practice that the Court is presented with highly technical evidence by experts for the plaintiff and lor the defendant which is very difficult if not impossible to satisfactorily evaluate. Often the commissioner is caught Itctwcctt the couffictiug views oi such witnesses and is not provided with his own experts to aid hint in arriving at the real scientific background of the problem at baud. . r u-- /: n rv- s i; c o n d a <v .v c a l s a / /; tv c o n c, r >s s RATIONAL SAFI-TV COUNCIL Safety Section, A.R.A.--Steam Railroad Section N.S.C. Officers 1932-33 Chairman--Charles F_ Hill, New York Central Lines, New York City. First Vice-Chairman--C I.. LaFoun'tain'e, Great Northern Kailway Co., St. Paul, Minn. Second Vice-Chairman--H. A. Parish, Chicago vk North Western Railway Co.. Chicago. Secretary--J. C. Cavistov, American Railway Asm., New York City. Members, Committee of Direction: __ _ F. Hartexstein'. Lehigh Y'allcy Railroad. llethlchem, Pa. "* . H. A. Rowk, Delaware, I.ackawnnna & Western Railroad Co.. New York City. C. N. Woodward, New York, New Haven & Hartford Railroad, New Haven. Conn. . Romert Scott, Atlantic Coast I.ines Railroad Co., Wilmington. N. C. A. O. Heck, Canadian National Railway, Montreal. P. (J., Canada. . I'. W. Curtis. Denver Sc Rio Grande Western Railroad, Denver. R. G. KVAN'S, Louisville Sc Nashville Railway, I.ouisvillc, Ky. C. F. Larso.v, Missouri Pacific Railroad. St. Louis. F. M. Metcalfe; Northern Pacific Railway Co., St. Paul, Minn. J. T. Pratt, Reading Co,, Reading, Pa. , The coml<lele retort of these sessions is fuMishrii in a booklet entitled "Proeeedini/s of the loth elntwal Merlin</ of the Safety Section", available from the ehnencan liaiheay elssociation. 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 Cmigrcss of the National Safety Council in the Stevens Hotel. 439 444 Tteenty-seconii Congress--National Safety ( TUESDAY AFTERNOON SESSION October 3, 1933 , Address . By FREDERICK E. WILLIAMSON . President, New York Central Lines, New York City The speaker said in part: I not 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. I swung down on a side ladder, with my mind wholly intent on what I was trying to accomplish, and stepped hack on track No. 2--there was a screech of a whistle, and here suddenly was No. .Vs engine about SO feet away, or so it seemed to me. Instinctively, I made a dive between this string of cars that was pulling out, and I could just feel that pilot licani whistle by me. and the engineer thought he had hit me. He stopped and came hack to find that I was all right, hut certainly I got a safety lesson from him in no uncertain words. So I learned my first safety lesson by a shock and a scare. Today, however, we have adopted another principle. Now we arc trying to teach the young men safety by rules, by education, rather than hy letting them learn through experience and narrow escapes that safety is essential. .. You and the affiliated safety bureaus of the several railroads have taught us to understand that white you can't undo accidents that have happened, you can sec to it that no accident that docs happen will be considered a closed Ixxik until then! is a thorough analysis of its cause, with a view to the avoidance, wherever possible, of that same cause of succeeding accidents. As we review the official records of the Interstate Commerce Commission, we note with pride the progress of the American railroad in the reduction of accidents, and all who arc familiar with the subject recognize the large contribution of the Safety Section of the Association in that 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 dependent upon a recognition of the large importance in safe railroading of the so-called "human clement.'' You must consider and deal with a mental ap proach of otliccrs 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 these things, of course, arc vital. Of equal importance, perhaps of larger importance, is the molding of mental attitude toward safety movements, and toward safety itself. The mtmlier of accidents that are utterly unavoidable is surprisingly small. Everything that is done to impress on alt the frightful cost of accidents in life. limb and money, is yeoman service. We must eternally seek to instill in 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, and it is but candid that I say to you that railroad executives generally, congratulate and honor you for what you have done and arc doing. 452 Twenty-second Congress--.Wtlimutl .S'ii/V/y Con mil the operation of track motor cars by: (O opcratiim a car at cxccs*ivc speed; (2) improperly storing tools on the car; (3) permitting men to occupy tinsaie positions on the car; (!) failure to protect acainst trains and other track motor cars: and (5) failure to observe switches ami crossings, especially with respect to speed and obstructions. The maintenance of way supervisor must know the standard operating rules, and should at all times have in his possession current time tables and be familiar with special instructions. There arc 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 tne shop plant. He should he quick to hear any report of unsafe conditions oi 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 lias an important duty toward the injured employee. He should see that immediate first aid care is given the injured person and make sure that lie 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 smalt injuries. But there should he 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 "Green Book" by I- R. Palmer, Conservation Engineer, Equitable I.iie Assurance Society. N'ew York City, Mr. Palmer very briefly called attention to the fact that 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 Green Book grouping and will forward copies to Class I railroads. ` . . . WEDNESDAY MORNING SESSION ' October 4, 1S33 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 again to employees that one of the greatest things which has been given us is sight and how necessary it is that they use the 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 lias shown that we cannot take it for granted tliat men will of their own accord think for themselves in this respect, and for this reason it has been 462 Tu'cnly-srct'iiil C oiii/rc.ts--Nulioinil Sufriv Council went into hospitals, too brer a percentage, sometimes 50 per cent of them (tied, although the operation was successful. Onr tronitlc is not tliat we don't know how 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 those trains line and comfortable for passengers or to meet the needs of die shipping public, but we cannot perform onr operations without the infection of carelessness; and the only way we can eliminate it from onr railroad operations is to make each individual man on onr railroad an expert in the |icrforinancc of his operations. So we need to study each individual operation anil sec where the hue ects into that operation, and develop a technique that will assure ellieieucy every time that operation is performed. . WEDNESDAY AFTERNOON SESSION October 4, 1933 Report o Committee on Train Service Accidents By D. G. PHILLIPS Superintendent of Safety, Wabash Railway, St. Louis The speaker said in part: tn 1933 there were <53 employees killed and 336 in jured in train accidents, while in train service accidents for the same period there were 367 employees killed and 6,84! injured. So without minimizing the import ance of safety work in connection to train accidents, these figures show us the much greater field for work in the prevention of train service accidents. In I''32 there were six times as many killed in train service accidents as in train accidents, and 20 times as many injured. In 1933, 20 persons were killed and 507 were injured in accidents while coupling or uncoupling cars or locomotives. The remedy for this class of accidents natur ally suggests itself, keep from lietwccn moving cars that arc about to couple, do not attempt to make any adjustments in the coupling .apparatus of a moving car that requires von to go itt front of the car. Such adjustments should be made when car is still. We believe that proper supervision can eliminate entirely this class of accidents, but if a supervising official stands around seeing meit doing work in ibis manner and says nothing, just so long will accidents of this kind occur. During 1932. 9 persons were killed and 123 injured while coupling or uncoupling air or steam hose. The principal cause of employee injuries coming under this heading- is due to attempting to do their work without proper protection and from inadvertently uncoupling air or steam hose under pressure. If accidents of this kind are to lie prevented, it is absolutely necessary that where a lilue flag rule is applicable, such a rule should be made and should lie complied with. However, frequently in switching operations there is no opimrttmity lor the use of a blue flag. In such eases, not only the men doing the work, Imt those working with them should lie on the alert to see that no movement is made when men are lietwceti the cars. Of course, the man himself should !>c sure that air and steam are shut oft lieiorc any attempt tn uncouple hose, and even then they must lie careful, as steam and air arc frequently trapped ami remain for sometime in a short section of hose. Supervising officials should not overlook the failure to Mite flag when the rule so provides and should watch to see that the man understands the proper method to uncouple air and steam hose. Safety Section ARA--Steam Railroad Section A'SC 473 reduced and supervision understaffed and which condition will, we greatly tear, continue for some time. But whereas many activities must he 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 S, 1933 Report of Committee on Proper Method of Reporting , Casualties to the Interstate Commerce Commission By G. H. WARFEL 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 method of determining the relative progress of safety work on various railroads. The casualty- rate per million man-hours 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 oor Committee was appointed to study the desirability or the practicability oi 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 eamc to the conclusion that the casualty rate per million man-hours lias been and is a very reliable guide and index to the progress of accident preven- `tion work on railroads, and that the general casually rate, as it lias liecti cstalili-licd through tlic Green Book and our ctiicr agencies, is a good and reliable general guide to the progress of safety work among the railroads. ' Tiiere 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 witat constitutes reportability. Your Committee believes, however, that witat is needed is not some oilier yard stick to measure by, but the assurance that cvcryltody use the present yard stick the same way! We come to the conclusion tiiat 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 Reporting 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 itcre some of the points in the text we have finally agreed upon. Take, for example, "Accidents arising from the' operation of a railway." I will read two nr three tilings here: "This expression is intended to include not only accidents resulting directly from the operation, construction or maintenance of a . 478 7 > wii/rcss--A't 'muil Sufclv Council ami to the co-operative response1 ami assistance of those railed upon to onanl'titc their thought. time and effort to promote such a cottmtcmialile pause as the con servation of hitman life ami limit, ami desiring to recognize each ami every one in a proper and fitting manner.--therefore, lie it resolved-- Tltnt this Section rs*eognizes ami appreciates the contribution made hv each and every one who n; any manner arranqcd lor or participated in the conduct of these meetings, including, ami with particular reference to. those whose presence, although not upon the prosratn. have added so much: That the Section is not only grateful, hilt indebted to Messrs. E. E. Williamson. President. New York Central I.ines: if. J. Oormley. President. American Railway Association, and Judge R. Y. Fletcher. General Counsel. Association of Railway Executives and m*. the American Railway Association: for their sacrifice of time, and for the great and lasting Ivenctits that must accrue to ami aid in the advance ment of this Section and its work because of the timely, well chosen and pertinent thought given us: That our appreciation is also extended to the management of the Stevens Hotel: to the Press and to alt others who have so kindly assisted in making our stay in `America's Chicaco." so pleasing and so profitable; That in our hearts, we cherish the memory of those who have been called to fields beyond, and express our earnest desire anti hope, that to those of onr Members ittMin whom burdens have Itsmi placed through physical infirmities and otherwise, lasting ami effective relief may speedily come. That these Resolutions he spread tt|toit the records of this Annual Meeting. Announcement of Election of Officers The chairman then called for the rc|>ort of the tellers who had cauva--etl the votes for officers of the Section for the ensuing year. This report was presented by Frank Strousc. Pennsylvania Railroad, who announced the election of officers as follows: Ckoirmuu--C. I- I.aFountains1. Great Northern Railway. Vir.it l'ire-Clioinmm--H. A. Parish. Chicago & North Western Uailwav. Second ! 'icc-Chainmn:--W. if. Failing, Central Kail road of New Jersey. Manners of Committee of Direction-- Eastern Territory (One-Year Term')--T. II. Carrow. Pennsylvania Railroad. New England Territory (One-Year Term)--F. It. Bradford. Boston & Maine Rail road. Southern Territory--I.. G. Bentley. Chesapeake & Ohio Railway. Canadian Territory--A. O. Beck, Canadian National Railways. Western Territory--E. A. Meyer. Chicago. Milwaukee, Si. Paul and Pacific It. it., and G. If. Warfel. Union Pacific System. Committee rnt Xominalions-- 0. E. Johnson. Minncaixilts & St. T.ouis Railroad: J. (. Eitzhueh. Ciuit. Colorado and Santa Fc Railway: A. V. llohwedcr. Duluth. Missalic and Northern Rail way: J. T,, Walsh. Missoiiri-Kansas-Tcxas Railroad: P. G. Phillips. Wabash Railway. .IDJOr/CXMVXT