Document 2JOZLYk7YD84wyrMz9D1J54n7

1932 TRANSACTIONS National Safety Council . Incorporated If' TWENTY-FIRST ANNUAL SAFETY CONGRESS Washington, D. C. October 3 to October 7, 1932 Tlie Wardntan Park and Shorchant Hotels Copyright, 1933, iVatiu.taf Safety Count it, Inc.  CONTENTS ' P'ftGE Council Officer* and Directors...............................................................................' 3 Council Purposes and Policies...i............ ...................... ........................ .......... o. 7 General Sessions-- '1 Annual Meeting of Members...................................................... Annual Banquet....................................................... 9 21 Advanced Safety Engineering.......................................................................... General Round Table................................................................................. Fire Prevention..........'.........................."........................................................... ^ Industrial Health Section......................................... 23 33 39 45 * Industrial Nursing Section................................................................................ 79 Safety in Forimanxhip by the Conference Method..................................... 83 Accident Prevention Equipment Manufacturers' Section................................ 107 Aeronautical Section................................................................................................. Ill A. S. S. E.--Engineering Section........ .,.............................................................. 119 Automotive and Machine Shop Section........ ................... 131 Cement Section ......................................................................................................... HI Chemical Section...................................................................................................i... 157 Construction Section ........................................................................................... 177 Delivery, Taxicab and Bus Section....................................................................... 191 Electric Railway Section............................................. 201 Food Section ................................................................ 217 Marine Section ........................................... 233 Meat Packing, Tanning and Leather Industries Section................................... 251 Metals Section................ 263 Mining Section......................................... 277 Paper and Pulp Section.............................. 309 Petroleum Section ......................................................................................................327 Power Press Section....................................................................................................347 Public Utilities Section............................................................................................. 357 Quarry Section..........................................................................................'................. 379 Refrigeration Section..................................................................................... .......387 Rubber Section .............................................................................................. ft... 395 Safety Section, ARA--Steam Railroad Section, NSC........................... ,......... 405 Textile Section ......................................................... ;...................................435 Woodworking and Lumber Manufacturing Section................................ 447 Index....................................................................................................................iV.... 455 ** Although the NationalSafety Council endeavors to eliminate from discussion at itsconventionsmatters which arenot pertinent to its purposes or which are contrary to its policies, the Council accepts no responsibility for the views expressed either in the papers presented or in the discussions thereon. ** y/ NOTE: The sessions of the Street and Highway Traffic Section, the Child Education Section, and the Home Safety session are published in a separate small volume of these Transactions, available on request. i National Safety Council . Incorporated ' 20 North Wacker Drive, Chicago HONORARY MEMBERS Association* or Ikon* and Sri.nc F.i,ect(uc.'.l Engineers Robert W. Cammeil Arthur Williams OFFICERS (1932-1933) J. I. Dan-ash, President. . Kodf.ht I. Catlin, Vice-President for Public Safety. J. E. Cullinev, Vice-President for Engineering. Howard B. Fonha, Vice-President for Membership. G. T. Hellmutii, Vice-President for Business Administration. J. E. Long, Vice-President for the Division of Safety Councils. George H. Warff.l, Vice-President for (ndu-tiiut Safety. Dr. C. H. Watson, Vice-President for Health. A. W. Whitney, Vice-President for Education. . Will Cooper, Treasurer. . W, H, Cmeron, Managing Director and Secretary. ' `i EXECUTIVE COMMITTEE (1932-1933) Wm. F. Ardern, Safety Division, Milwaukee Association of Commerce. C. R. Auel, Past President. J. I. Banasii, Consulting Engineer. - Ernest W. Beck, United Slates Rubber Company. ' C. W. Bergquist, Past President. C. B. Coulet, Public Utilities Section. IV. II. Cameron, National Safety Council. Koiiert W. Campbell, Past President. Robert I. Catlik, Aetna Life Insurance Company. ' Frank II. Cogan. Marine Section. Will Copier. Stevens Hold. . ). 1C. Cuiliney, Bethlehem Steel Company. Edward Daka, Boston Elevated Railway. Lewis A. DeBlois, Past President. Marcus A. Dow, Past President. Howard B. Fonda, Burroughs Wellcome & Co. (U. S. A.) Inc. P. 11. Gi.ATPELTF.it, York County Safety Council. 1)r. Thomas W. Gosling, Sujicrintcndcnt of Akron Schools. Harry Guildert, The Pullman Company. . G. T. Hellmutii, Chicago, North Shore & Milwaukee R. R. Co. Walter G. King, Past President. Franklin M. Kreml, Evanston Safety Council. ' Frank J. Lanauan, Fort Pitt Malleable Iron Company. Thomas E. Ligiitfoot, Mining Section. . John E. Long, The Delaware & Hudson Railroad Corporation. \ % I SO Twenty-first Congress --National Safety Council a proper staff, and not by some enthusiastic person who has not been trained for the work. Why not use more registered nurses in the smaller plants? The registered nurse is much better qualified to interpret a physician's plan of medical service than any lay attendant. . Much depends upon the physical condition of the employees. I am of the opinion that the physician-, by reason of his professional attainments, is best qualified to handle some of the problem cases among employees. . Mental symptoms, brought about by worry over home affairs, quite often produce accidents. In many cases the fear and worry of sickness in the family can be greatly allayed by a talk with the doctor or the nurse. Many of these cases have come under my personal observation. It should also be absolutely the part of the physician to say when a man shall return to his regular employment after injury, and this decision should not be in fluenced in the slightest by its possible affect on any "no-lost time accident" contest or record. These contests are proper and have brought about outstanding resutts in the reduction of lost-time frequency figures. However, there have been cases of injured employees being urged unduly to return to some form of work merely to prevent the marking up of a lost-time accident. Nothing should be allowed to inter fere with the employee's welfare. The physician has every motive to return the employee to his regular work as promptly as possible, but his higher duty is to conserve both the physical and economic welfare of the employee as well as the employer. The safety director has need of the medical service, and the two should earnestly co-operate and seek to bring about a mutual feeling among the employees. Both departments are striving by all possible means to prevent economic waste chargeable to the disabilities and hazards of industry. . ' TUESDAY AFTERNOON SESSION ' October 4, 1932 The delegates first attended an informal luncheon, and then gathered for the after noon meeting in a Joint Session with the Metals Section. This session was devoted to a symposium on the dust problem in Industry. Chairman Greenburg immediately introduced the first speaker. . The Effects f Inhaled Mineral Dusts %r By LEROY U. GARDNER . Director, Saranac Laboratory for the Study of Tuberculosis, Saranac Lake, N. Y. As long as men have worked in stone it has been appreciated that an unusually large proportion of them suffer from disease of the lungs. It was natural to assume that such disease would be caused by the dust generated, and this .belief was strength ened by the discovery of black, grey or red pigments in- the lungs, sometimes accom panied by the formation of scar tissue. . The term, pneumonokoniosis was introduced to describe the lung pigmented in this manner. With further observation pathologists attempted to classify various forms of pneumonokoniosis on a basis of the type of dust inhaled and such names as au- thraeosis, siderosis, chacicosis and even byssinosis and tobaccosis made their appear ance. It was recognized that some forms of the disease were -attended by severe symptoms and result in death but there was no correlation between the clinical and pathological pictures and the causative dust. Finally, statistical study demonstrated that of all kinds of industrial dusts silica generally produced a definite type of disease with a characteristic pathological lesion and complex of symptoms. Industrial Health Section 51 Today the clinical entity known as silicosis is one form of pneumonokoniosis which is quite clearly defined. Moreover, within the last three or (our years asbestos dust/ has also been shown to produce another specific type oi reaction attended by symp toms differing in some respects from silicosis. The cither forms of pneumonokoniosis still lack complete definition. The wide spread use of radiography has brought together a mass of descriptive data from indi viduals exposed to many kinds of occupational dusts but these findings have not yet been correlated with pathological anatomy, chemical studies of the tissues and de tailed analyses of industrial atmospheres. There is a tendency to assume that many of these pulmonary chances are due to the action of silica perhaps modified by the chemical components of the dust. We shall only be in a position to speak with assur ance about them when the pure types of dust and their various combinations have been studied in human beings or in experimental animals.'' For the sake of clarity no mention has been made of the infections which so fre quently complicate some forms of pneumonokoniosis. In the prcbactcriological era of medicine the use of such terms as "grinders' consumption" and "miners' phthisis" reflects the popular association of pneumonokoniosis with tuberculosis. The names were justified both by clinical and pathological observation for it has been subse quently shown that, in silicosis at least, a super-imposed tuberculosis may cause death in perhaps 75 per cent of the cases. Some observers even go so far as to state that silicosis itself docs not develop unless the lungs are previously damaged by a latent tuberculous infection. This is probably an exaggeration, for typical silicosis can be produced in the experimental animal by the inhalation of silica without infection. The role of asbestos dust as an excitant of tultcrculous infection is not as clear cut as that of pure silica. While there are numerous reports of death in asbestosis/ due to a terminal tuberculosis, nevertheless surveys of living workers have failed to demonstrate any excess of such' infection. Simple anthracosis is said to prevent the progression of tuberculous infection. Statistics from coal mining districts do show a tuberculosis rate much lower than that "normal" for the age group. As vet corrobo rated experimental proof of protective action of coal against tuberculous infection - is lacking. Not only the tubercle bacillus but other bacteria seem to develop with special facility in the tissues previously damaged by silica. For example, the pneumonia rate among silicotic native laborers of South Africa is many times that in non-silicotic natives living under similar conditions. In coal miners, likewise, pneumonia is a common and often fatal complication. What hits been said of the effects of inhaled inorganic dusts woultl indicate- that the reaction of the tissues is not merely a response to mechanical irritation by par ticulate matter. Today it is generally accepted that the injury is chemical in nature and that only certain of the common types of industrial dusts possess properties capabic of exciting reaction. In the cases of silica and the silicate of magnesium or asbestos the slightly alkaline body fluids probably effect a slow solution of the dust particles liberating silica in colloidal form. This substance irritates the connective tissue cells which respond by multiplying. The result is-an overgrowth of the sup porting framework elements at the expense of the more delicate cells specialized for specific functions. . ' For these two types of dust the character and form of the pathological changes has been carefully worked out. In silicosis the essential tissue change consists of nodules of connective tissue which develop first in the lympoid tissues situated in the drainage apparatus 'of the lungs. These nodules interfere with the physiological removal of foreign bodies and subsequently inhaled particles accumulate in the framework of the lung itself. Such reaction gradually decreases the normal elasticity of the organ and encroaches upon its functional elements. As a result the cardinal symptom of the disease, dyspnoea or shortness of breath develops. Because of the excessive amounts of scar tissue formed in the lungs the right side of the heart Industrial Health Section 53 ferent from that of the pure quartz worker. When the amount of inhaled silica is excessive, the effect of the coal is negligible and the reaction approximates that in pure silicosis. There is said to be more reaction to hard coal than to the bituminous variety but there is evidence to suggest that this is due to the greater amount of siliceous rock which must be worked in mining anthracite coal. Finally, consider the silicosis of granite cutters. This develops somewhat more slowly titan that of the pure quartz miner and it has been maintained that this is due to the relatively small amount of uncombincd silica in granite (25 to 40 per cent). But it is believed that other components of the glomerate granite may neutralize or at least inhibit the effects of the silica so that only after prolonged exposures to high concentrations does significant reaction occur. While typical silicotic nodules develop in guinea pigs inhaling pure quartz for a year, not even the earliest sug gestion of nodules have appeared in the lungs of animals inhaling comparable concen trations of granite (40 per cent silica) for four years. This brief discussion of some of the problems involved in pneumonokoniosis draws attention to the limitations of our present knowledge. It indicates that the reaction tti an inhaled dust is determined by the chemical and probably physical composition of that dust. It emphasizes the need to further study of different types of dust both in the pure state and in measured combinations. The ultimate aim of such a study should be the neutralization of the toxic action of such dangerous substances as silica. The Dust Content of the Atmosphere in Various Dusty Industries By J. J. BLOOMFIELD - Sanitary Engineer, United States Public Health Service. Washington, D. C. The speaker said in (tart: The properties of a given dust which determine its capacity to produce pulmonary' pathology are. the nature of the dust, that is. its chemical and mihcralogical composition, its partiele size, and finally the quantity of the dust dispersed in the atmosphere. One of the outstanding results of the last 20 years of research in the field of dust inhalation is the demonstration of the fact that, in general, the degree ol henhh hazards associated with the inhalation of any dust, all other factors re maining' constant, is dependent upon the mincralogical composition of the dust. For example, it is now well established that the inhalation of certain types of dust, such as granite dust, will in time produce fibrosis of the lungs, at times associated with tuberculosis. In other cases cx|>osurc to dust may result in the production oi much less fibrosis without notable tendency toward subsequent tuberculosis; this is true of cement dust. And finally, there arc certain types ot dust, as typified by marble dust, which in the quantities and lengths of exposure so far observed produce little lung fibrosis. In general, it has liecu found that those dusts which are high in quartz content arc the ones which produce a disabling fibrosis of the lungs most readily. So far as the size of the dust particle is concerned, it is apparent that in order for any given dust to produce injury to the lungs, it mbst gain access to the parenchyma of the lung, the site where the harmful effects of the dust take place. It is known that not all of the particles of inhaled dust gain access or are retained by the human lung. In this connection it is of importance to have regard to the size of the dust particles present in the industrial atmosphere. With reference to the quantity of dust present in the air of a workroom it is apparent that when the dust concentration is high the exposed person will inhale a greater quantity in a given period ol time than he will when the dust concentration of the atmosphere is relatively low, and since the rate of production of the fibrosis =4 Twenty-first Congress--National Safety Council ' is partially dependent upon the rate in which the dust ii inhaled, this latter item plays an important role in predicting the relative dancer of different environments. -- Hence the need for the evaluation of the quantity of dust in the industrial atmos phere is obvious. Research on the problem of industrial dust inhalation has indicated that so far as their fibrosis producing qualities arc concerned, dusts- may be divided into three groups: (!) those composed completely oi combined silica, that is silicates, such as pure asbestos; (2) those containing free silica in the crystalline form known as quartz, (granite contains approximately 35 per cent of quartz); and (3) dust con taining free silica in a non-crystalline form such as diatomaccous earth. In general, it has been found that the harmfulness of a quartz containing dust is in direct proportion to its quartz content. For this reason, in attempting to evaluate the harmfulness of a dust, it is of the utmost importance to ascertain its exact min- eralogical composition. . It has been our experience thaf to determine accurately the exact mineralogical composition oi a dust one should resort to a combined chemical and petrographic analysis. By no other method have we found it possible to determine the amount of quartz present in a given sample. In certain instances, such as when one is dealing with a mixture of quartz and pure potash feldspar, it is possible to deter mine the amount of quartz present in such dust merely by a chemical analysis. However, most dusts which come into question are mixtures of quartz and silicates. Take granite for example. The average granite is made up chiefly of three min erals in about the following proportions: feldspar 60 per cent, quartz 30 per cent, and mica 15 per cent. Chemical analysis shows that this average granite contains 70 per cent of silica. Of this 70 per cent. 30 per cent is present as quartz (free silica) and the other 40 per cent is present as combined silica, in chemical com hiuatinn with the other minerals that make up granite: it'is possible to determine these proportions only with the aid of the petrographic microscope. * We find in practice that samples of dust settled out of the asmosphere at the breathing level of the worker serve admirably for both chemical and mineralogical determinations. Table 1 presents the quartz content of dusts obtained in various industries which we have studied. TABLE 1 Pereentage'of Quartz Present in Various Industrial Dusts Kind of Dust Percentage oi Quartz Rock drilling dust (bituminous coal mine)........................ Granite cutting dust............................ Rock drilling dust (anthracite coal mine)........................ ' Brass foundry dust.................................................................. Dust from raw mills in cement plant................................. Slate mill dust (Vermont red slate).................................. Silverware polishing dust................................................... Anthracite coal dust............................................................ Bituminous coal dust............ 1................................................. Cement dust ................................................... Slate mill dust (Vermont green slate)............................. Talc mill dust.......................... Marble cutting dust.............................................................. 54.0 33.2 31.0 19.0 6.5 . 3.0 1.7 1.5 1.2 1.0 trace none none It is evident from this tabic that rock drilling occupations in the coal mining industry and certain occupations in the granite cutting industry and in brass foun dries would he in the hazardous class as judged by the proportions of quartz in the atmospheric dust. Industrial Health Section 55 It has been demonstrated that particles oi dust of a size greater than 10 to 12 microns in longest dimension are very seldom found in the lungs. This absence of larger particles is partly due to the fact that the numbers of such particles greater than ten microns in size present in industrial air is, as compared with the lower sizes, comparatively small; furthermore, these larger particles do not pene trate to the terminal portions of the respiratory tract. Hence we need only concern ourselves with those dust particles that are less titan ten microns in longest di mension. In order to ascertain whether or not an industrial dust is capable of gaming- access to the lungs, it is necessary to know something of the size of the particles in the dust under consideration. In practice the samples for particle size studies may be obtained by the use of the Owens jet dust counter. The advantage of this instrument over other devices is that the Owens apparatus projects the atmos pheric dust in unaltered condition directly on a microscope cover-slip. This cover- slip may then be properly mounted and examined by any one of several methods. In another method a microphotograph of the dust is made at a high magnifica tion: the particles revealed on an enlarged print or screen may be measured by means of a millimeter scale. Xo matter which method one uses for particle-size measurements the results may be treated in the customary manner. The-particles may be grouped in classes according to size, from which a percentage distribution curve is easily obtained. As pointed out earlier, a knowledge of the quantity of dust dispersed in the atmosphere is very important, since with any given dust the rate oi production of the injury will be dependent upon the total quantity inhaled. ,.. From tlio. practical hygienic viewpoint, the particle count is at present the best .Cqurffitatiee index of the degree of atmospheric pollution. The decision as to the size range of the particles which should be included in the dust count is a question requiring carciul consideration. Obviously the size of the smallest visible particle will depend on the magnification and type of illumination used in the microscope, the refractive properties of the dust and to some extent on the visual acuity of the observer. We must bear in mind that our chief interest in this problem is in the industrial hygienic aspect. Primarily we are interested in differentiating between the dust content in the ordinary normal atmospheres, not yet known to be harmful, and certain industrial dusts which are known to be associated with lung damage. This difference is sharply marked so far as the dust particles between approximately one-half and ten microns in diameter are concerned; but the difference between such normal and abnormal air is masked and lost when we include in our deter mination the particles of ultra-microscopic size which are present in vast numbers in all air. So far as the upper limit of particle size is concerned it has been demonstrated by the South African studies that particles greater than ten microns in longest dimension are, as a rule, oi negligible importance. The data concerning the lower size limit of potentially hazardous dust is not so conclusive. Moir of South Africa, who examined microscopically 120 dust particles obtained from two specimens of silicotic lung, found that only 13 per cent of the particles were less than 0.5 microns and about 36 per cent of the particles were less than one micron in diameter. The majority oi the particles, 60 per cent, were between one and three microns in size. The median size of the dust was found to be 12 microns in diameter. Drinker, in comparing the size frequency of the particles measured by Moir with the par ticles measured by him of the dust found in the sputum of men employed in ore mills, found a close correspondence. These findings have also been corroborated- by Navrogordato. . In connection with the lower limit of particle size of dust of pathological sig nificance the following pertinent question arises: Aside from the evidence direct or indirect of the lion-retention of minute particles of dust by the lungs, what 56 Twenty-first Congress--National Safety Council . TABLE 2 Average Dust Counts in Certain Dusty Trades Industry and Occupation Dust exposure iit millions ' of particles per cubic foot Talc Mining and Mitling: Jack-hammer drillers ........................ ..... Packers ........... ,...................................... ................... Muckers ...................................... ............ ................... Crusltcrmen and evlindermen................. Slate Finishing Mills: Floormen ................................................. Loaders .................................................... Disc crusher operators............. k............ . Quartz Grinding Plant: Mill operators ................................. ;.... Laborers ................................................... Packers ................................................... ................... Granite Quarrying and Finishing: Levner drillers ........................................ Jack-hammer drillers ............................. .................. Hand pgcumafi'e tool finishers................ Machine pneumatic tool finishers.........1, Plug drillers .................................... . ................... Attendant labor (indoors)...................... .................... Anthracite Coal Mining: Miners and helpers .:................................................ Attendant labor ....'............................... Bituminous Coal Mining: Coal cutters and loaders....................... ................... Attendant labor ........................................ ................... Marble Cutters .............................................. Cotton Cloth Manufacturing: - Carders .................................................... Weavers and spinners............................ ..................... Silverware Manufacturing: Dust? trades .................................... . Xon-dusty trades ..................................... ' SO 4S S3 112 37 17 232 112 4' s 7 Average per cent of quartz in dust None None None None None 3 3 3 3,, 29 99 99 99 35 33 33 35 35 35 35 1.5 I.S 1.5 1.2 1.2 1.2 None NVmc XI!C None 1.7 1.7 1.7 ' evidence is there that appreciable percentages of ordinary industrial dusts ever fragment into those minute sizes less than O.S microns in diameter? The best answer to. this question would be data nf actual measurement of such dust. Un fortunately we have but scant published data on the particle size frequency of dusts in the air of industrial establishments. In 1929 Fclmel made some particle size measurements in connection with the dust study of hard rock drilling in New York City. He reported the findings on three samples, which showed the dust which was less than 1 micron in size to vary from 1 to 13 per cent. Most of the dust in these hard rock drilling1 operations was between 2 and 3 microns in size. Badham, in studying the dust hazard among sandstone workers in Sydney, Aus tralia, measured some 16,000 particles of dust in the air of work places and iound that 67 per cent of these particles were about t micron in size. In a particle size Conference! Public fSr ^ $3 HfcSEi^ 232i<iBjSSs3 820 ^psSuSblKisah!Se3d.0^ tSS?f; $2332 CD ftTftra STS 02SS3 nRyfRli SS^^jC^uSa? SSSjE^W^SGJtSSSi, tg .g^G^tQSOt-nSglmfeye^stgiga^tigye, S&& 3 <2^ owawtioni presenting designated second,1 ilicosi symptomsireferable E257.&3 mmsupplemented International convenient! establish 6^ 3.6flf; capacity; &lil5$ttl)U!v~ accentuate] ^S^SJUiSswi worskingi^IIS!gIMSii tbograpfaic incapacity ^jgma^s8g ^tm1 e:Wo*im'r sp^ h*^e*^a1t3sodasfe patently gz^&szhmm advahcedlstagesi Inmhati >*- - *v. t- rv_ ui irfam coraistrntifindirig working WSSSk: U? tD^Swl223 S3 ife* dSiSsslIi' Es? R T&Qs?sms$rM pjM&M sissssseaem aosSs eas s &g$ ^GSMsSbF?' _^TCCjvL_Iwi.ln_ tL:' ^HiL^Li Aii-wi-lr *j8..trSi 'tfA-Si ^dteWTCGssssjrascM (besoata & csea&sfc3 otdEs sobatitutin_ harm! &-x surfacing OTifl. artificial fabraaivc  '"co"nfinin1g XS3 ^SSSSamtSSSSW. SSSfeSQlSD S5'flgg^r? $S&3S reducing protected lS t2Gf ^*1 ,* --~*' *r itl^rv Iffi j T>mY Tw^uitV* ^VwifH ?SSSSSD -UZI *'** sssatoS^ttaffl9ffiBMSs-i-ii--Sj^^^ amj Qij ii ifciiy twu uj ^SJsSSSSte j53^:4* pn% :t& (3dE22S^ G3a3.prohibitive GCu2SGS)(CS?I3SS5 623a2? &) 853 GfiSl ?;'.^i jss \(S=2Ss2J v/-,;r.,:iv^.'-.i __should jj'^p>^?<aII3tSi GESSSr.& 5) .... ,,_____ "sbmmprrmmi _______ e^<&tS0.<3E*33? &3W&* G&ZS T.GSsftS^il2tfdr^r'.tJSSl^]^''^?; tuning apiw1*liquid"s ~........ tS3 333SS822& 63 $33 (226'&f <&*!L.____________________________ ftftkhwnftl aftyteffrcafffrEgfl ftn GiSSj^'Mi particles opcratii suspendedH53 SIff(IkaAjfe^.6a]3l3. v$S.fc! C2^!S<^.fi3S2il',5>^ ttaSjBa),2SSSxiS3 Illus.fcjS&iiQTwt 1^^? Ggssssefej^rStBss^w^' iSX%b CuSsS? S*fp.SSSSJ &# eSft.(S8i3EB3? QjSS&^i t5gflSS^8B suspended atmOsp evaporated.' wettinggefficigncy fSMisfigg^^^ -' -------- ^ ` ^** Smmim TS G2S&20cscsgiira gagg? mlqs -fe ^SSCu2Sfe3.^i': WW!W8^^ as Mtfi&tyrtt e3 GSStx&SS efh 023 fotSS $583 IV csffltet.gsfe' jfiSSSJ :f r.tfVr3-*^--*-1-3e^lu..s^i-o^n^ m#3 KVlrJAK ^ivu ..... ... sgt&uggST carejte.eGsSm-g&. $s$i$g s_pecifica_tionsJ VSZ&SZlJW' G2& <S2#i tffart- .,-------------iuSilia/ A*.________ _n__e3_r_t;tUt_t_Ew_ggwSwI Srdrr<?3/MOr?yftwttfrtt <# w*>ft ffjftrnen9' C{Sftrj7r?Si52 tSfiB'Z mmaww&msr " ^?^!ISji!SS>!2SSj (0l3 txfi? *&%& ffjffitffi'-' -~- -'?'?%tiimff?Ttj frjrfiiK Mi;i(jt.. .. . , , .......... .. ...r... &:;(& ffl&33:<collecting>-f: exhaus ______m____w___f__m____s__g___s__M_ U_pecific.a..t.i.o..n..s..^is)ff<naq 42"contrary; AS 'O"T'iU'y ffTfiTeW" K.i.t.?..?......--($ M/JrfjfcV? fa {fjJ3 efficiency] CSuSlcS'' permissible * *{- . L- t--M-an .L.^..rv - ** fli *"-- *-**--* . _____ ________ ssariftQSS*i(,*i_~ir*.> [I -- <* <d+LemjLte*jr~m"ma ~ -- T-l g$M ;iCD. dub (SSSSSife^l^tSiS^SjA emphasiz ssnss23 ftSCSSW^W*j* rot ^assaag 69 gjszassstSssb qssgjXGxffl*;t*i - gg.est^M 6SS33S0. g? (fie eg& ms&w> m&gm&ssggMj68 magnitude ms &8&ZV3 Qs ftggfrrfo*rfa GsaSsarftsgja^- m tssfe cmstew'' ^GuS&fe S29 CSS&3 examinations s9 eDea^sns <&&sa cs.tsasssM tew? n tlSaS?{S^Lw^y a VJ^-- ^L-,-,'...K--. Ka3' Cri&&b| fiS? `*5 &,(S3553 _e_x_a_ c,,_t_in__gI,- `tsS3 gawffisn CSS2? ,t& tSfe ` .. . n ' " " ................................... (&; reasonable sandb doriditiorifofitheiobiects compressed faiftlsuppliS3G3JG 7^ Requirements ...^ , miiit.04gJGSuEI____________________ . .. ^-,-r. s&taEBfc ij&SSs?cjssssss geg$L .Uffis.Ss gjtfl&rfc?, toGMiSSssr; fee Os? (M? $& ss^tes&a^^ iMe *; os c&,Q2^3 m gfasgaaA-TO& 03es$# <hf 0E&d3 es? &> ns: ffl3 easSJGGa&u) i ~ ' " Grg? <rsSr\S &&& -C-E---Q*S--ir^-*- J. &-2mS- <?> '0tT" ` " T IV EXTV-FIRST A X N UAL SAFETY CONGRESS NATIONAL S.-LFETV COUNCIL ' . Safety Section, A.R.A.-Steam Railroad Section, N.S.C. Section Officers 1931-32 Chairman--C. T. Bailey. Oiiei Safety Agent, Oregon Short Line Railroad. First f icS-C!:airm,m--C. E. Hill, General Saiety Agent. New Vork Central Lines. Second I- iee-Chairuxan--C. L, LaFouXt.\ine. General Safety Supervisor, Great Northern Railway. \ Secretary--]. C Cavistcn*. ' t'XOTB: The foHozeing f-ages contain a condensed abstract of the records oj the sessions of the Sciety Section. ARA--Steam Railroad Section. NSC. as fnblishea in full by the American Raikeay Association in a bool-let entitled. "Proceedings of the v 12th Annual Meeting of the Safety Section, Washington, D. C,, October 4 to 6,1932.") TUESDAY MORNING SESSION October 4, 1932 The sessions of the Safety Section. American Railway Association--Steam Railroad Section. National Saiety Council, convened in the Hotel Washington with Chairman C T. Bailey. Chief Safety Agent. Oregon Short Line Railroad. Salt I-ake City, Utah, presiding. The invocation was given by L. G. Bentley. Chesapeake & Ohio Railway. Report of Committee on Relations with National Safety Council ' By ROBERT SCOTT Director, Insurance and Safety, Atlantic Coast Line Railroad Mr. Scott said in part: Your committee linds pleasure in reporting tliat much satisfactory progress ha# been made in the direction oi co-ordinating the work of both sections with the view of avoiding duplication oi effort and expense and to the end that the cause of safety might be advanced. The first annual meeting of the Steam Railroad Section. National Safety Council, was held in Philadelphia in October, 1913, while the Safety Section of the American Railway Association held its first special session in Boston in September, 1921. Both of these sections have been functioning properly and well ever since they came into existence, and have been a powerful force in the reduction of avoidable accidents. On September 2, 1931. a meeting was held in Chicago at which there were present members of the committee on- relations and officers of both sections. At this meeting . 405 412 Twenty-first Congress--National Safety Council in the stress of economy it has been necessary drastically to restrict all expenditures, and dark because the economic depression kept our backs and shoulders bowed to the storm which has raffed around us--but during all this stress, you centlctnen of the Safety Section have carried the banners of safety and safety first tlyinff. and your shock troops have been supportiitff and defendinff them and there has been no let-up. While there have Iieen let-ups in other directions, there has been no let-up in this safety movement, even with your depleted forces. Now. as we approach the crest of the hill, the sloffan ".I.' hv '33" floats down to our ears from the throats of thousands whose lives have licet! spared by the drive for safety. I see the light growing clearer ahead and as we lift our heads and throw back our shoulders, I see a smoother, broader, lighter pathway with more moderate slope stretching away to the green meadows above. The storm clouds are breakine. the warm rays of the economic sun are gradually coming through: doubt and despair are nearing their end. * TUESDAY AFTERNOON SESSION October 4, 1932 Report of Committee on Prevention of Highway Crossing Accidents By H. A. ROWE ,._.Manager^,C!aims Department. Delaware. Lackawanna & Western Railroad. /f -j i- ' New York City The speaker said in part: The Committee is again gratified to be aide to aimmmce a further reduction of grade crossing accidents, fataiitics. and injuries in l3l as compared with 1930. Thus we have had three consecutive years of progress in the curbing of crossing crashes, the records being as follows: l'Ml, total accidents 4.100. killed l.SU, injured 2,657: 1930. accidents 4.S53. killed 2.020. injured 5.51"; and in 1929 there was a slight reduction. The year 1923 was the peak year in railroad crossing fatalities, since which time the reduction of such fatalities has been 757 per year, the 1931 record being but one more killed than in 1922, when the careful crossing campaign was inaugurated. The outstanding accomplishment of crossing accident ^eduction can he better grasped when we note that motor vehicle fatalities on streets ar.d highways in 1922 were 13,670 but in 1931 there was an increase of 18.913 deaths or 139 per cunt. During this saute lO-ycar period there was an increase of but one death at railroad crossings. A very important feature of the committee work has iieen the careful crossing campaign which has continued to enlist the interest and cooperation of many organi zations and the general public. Tilts has been furthered by general publicity, the regular posters initiated for this special campaign and other literature. During the past year the National Safety Council has been active in its educational campaign for the prevention of accidents, and in its May. 1932. issue- oi the Xatimtal Safety Xeiis contributed a most useful and illuminating frontispiece. The crossing accident situation was stressed in the same issue of the Xexrs. ar.d in many other respects the National Safety Council has shown deep interest in cooperating in the prevention of crossing accidents. Opportunity is presented tor a fuller enjoyment of the facilities offered by the 41 Community Safety Councils associated with the National Safety Council. Collec tively. 30 Councils reach 803.000 school children throttch 3.141 meetings. Railroad safety representatives, cooperating with such local Councils, have an excellent oppor tunity of extending the gospel of careiul crossing over railroads. _ These Councils hold vast numbers of other meetings and should be regarded as fertile soil. Safety Section, A.R.A.--Steam Railroad Section, .V.S.C. WEDNESDAY MORNING SESSION October 5, 1932 417 Report of Committee on Train Service Accidents ' By D. G. PHILLIPS Superintendent of Safety, The Wabash Railway The speaker said in part: In the year 1931. out of 3.099 fatalities and 33,636 per sons injured, accordion to reports to the Interstate Commerce Commission, 4,624 of these fatalities and 1S.S49 of the persons injured occurred in train service accidents. While it is true that a large proportion of these fatalities occurred in grade crossing accidents and to trespassers,-it is also true that over half of the fatalities to employees on duty occurred in what is known as train service accidents and about one-third of the injuries to employees occurred in train service accidents. We feel, therefore, that we are justified in saving that the prevention of train service accidents is probably the most important saiety problem confronting us today, as far as accidents in and around railroads are concerned. Under the heading "coupling or uncoupling cars or locomotives" in 1931 12 persons were killed ami 394 persons injured. This may be compared for the year 1930. when 30 persons were killed and 604 injured. The year 1931. therefore, shows a decrease of 60 per cent in the number oi fatalities and 35 per cent in the number of personal injuries: and these may be compared further with the record for 1920. when there were.131,fatalitjgs and 2.430 injuries due to this cause. TKe pjptcipar reason for personal injuries under this heading is due to employees stepping in between moving cars, usually at a time when coupling is about to'he made, to determine if the knuckle has fully opened, to adjust location oi couplers, or to adjust the coupling or uncoupling lever, with the result that they are caught between the couplers; or perhaps due to tripping or falling while performing this act. ami arc thus run over by the car. Our remedy ior correcting this dangerous practice is for each and every railroad to make a positive and definite, rule prohibiting employees from going lietwcen moving ears when nearing each other, to examine the employees to see tiiat the rule is understood by them, and that supervisory officers see that the rule is enforced. . Under the heading "coupling or uncoupling air or steam hose." in 1931, 13 iwrsnns were killed and 173 persons injured, winch may be compared with the record for 1930, when 7 persons were killed and 232 injured. The increase of 86 per cent in the number of fatalities is decidedly regrettable, although the record shows a decrease or 24 per cent in the number of injuries. Tltc principal cause of employee injuries under this head is due to their failure to protect themselves by performing this work in accordance with the rules. The remedy for this class of accidents where car men are employed rests in a full and complete enforcement of the blue signal rule which is guile uniform on all railroads. Railroad managements should improve this blue signal so as to make it as efficient as posssible. The rule should also govern, the placing of the blue signal so as to make sure that it is in a location where it will serve the ben purpose as a signal to warn train, engine and yard men who might lie guided hv it. Where en gine is coupled onto cars and trainmen are performing this work without blue, signal protection, they should not permit themselves to get into a place where an unexpected movement of the cars might cause an accident, without first notifying the engine man and fireman so as to be fully protected. " Under the heading "operating hand brakes," in 1931 there were 18 fatalities and 824 persons injured, as compared with the record for 1930 when 26 persons were killed and 1.154 injured. The year 1931 shows a decrease of 31 per cent in Safety Section, A.R.A.--Stcam Railroad Section, X.S.C. 423 It may be argued that no one has time to dignify minor accidents by careful and painstaking investigation, but the answer to any such argument is that it they are investigated carefully and with sufficient thoroughness to bring out any under lying condition or.situation which may exist, the time soon will come when there will not be very many to investigate, and we may rest assured that the occurrence of major accidents will decrease just as rapidly as do the minor accidents. Further more. all employees involved arc available for questioning, whereas in the more disastrous accident important witnesses are often permanently silent. Railroad casualties have been decreasing for years, although just what the immediate trend is I cannot pretend to say; you may rest assured, however, that they will continue to decrease, hut only if all accidents arc treated with the im portance they deserve. As to the steps to be followed by the various railroads in this humanitarian work, these must be worked out for each individual organization. They all have the same object in view, the saving of life anti limb, and I do not believe that anything can impress itself to any better advantage on the rank and tile of railroad workers in the way of accident prevention than to have the investi gation of the minor accident, regardless of its character, as thoroughly and pains takingly handled as the investigation of the major accident. The investigation of the major accident obviously would take more time because of morefacts to he developed, and more evidence of one kind or another to heconsidered, hut aside from the question of volume there would appear to be no difference in the investiga tion itself. The result to be accomplished is the same in each, and only by han dling it in the same manner can those results be best attained. WEDNESDAY AFTERNOON SESSION October 5, 1932 .. . Value of "Safe Practices" Committees By F. HARTENSTIEN Assistant to General Manager, Lehigh Valley Railroad The speaker said in part; In our efforts to reduce the number of casualties on the railroads it becomes natural for us to analyze their causes ami if possible adopt ways and means to prevent repetition. After a careful study of this subject, and considering that 73 per cent or more of the injuries that occur on the railroads are the result of unsafe practices, it appears to be in order to make a ciiange in our safety organization tint is adaptable or more in keeping with the causes which arc responsible for producing unsatisfactory safety rcciyds. With the I:c-f.c and ex pectation that a change in the name of safety committees to that of "safe practices committees." will he conducive of better results, it is recommended to the members of the Section that such a change be made. ' The ciiange is recommended for the purpose of inspiring careful employees who are dependable safety workers to caution their co-workers when they observe them doing anything that is liable to result in personal injury. Also. to more clearly instill in the minds of committees and other employees that the causes of the majority of personal injuries on the railroad arc from unnecessarily taking chances and their discontinuance will lie a large contribution to the goal that we are strug gling to make by the cud of the year 19.13. It it is decided to change the name of committees it should lie under-tood that reporting any unsafe conditions observed ou railroad property must not he dis continued. but a careful analysis of the records indicate that a very small percentage of our injuries occuc from defects and unfavorable conditions, and die change suggested should direct the attention of officers and employees to the real reason .for the majority of railroad accidents. 42S Twenty-first Congress--National Safety Council of train, a trainman may go over'the running board if necessary to get on top of the train to extinguish fire or pass signals. If anything should develop on the engine requiring getting out on the running board to fix it, and such work cannot be deferred, the train must stop between stations to permit it to be done. " THURSDAY MORNING SESSION ' . October 6, 1932 - Power Apparatus in Maintenance of Way Work By LEM ADAMS Engineer, Maintenance of Way, Union Pacific System The .speaker said in part: The maintenance of way employees on any railroad are constantly beset with hazards of accidents. When the motor car is set on the traqk for the day's work there is a potential hazard of being struck by a train, an .automobile at a grade crossing, or another track car. Hence we surround them with innumerable rules and reguiations to safeguard their movements. Men in this branch of railroad service must constantly be on the alert to protect themselves. Their tools are watched closely for the smallest defect that might result in injury from particles of flying steel, and the very best steels and heat treating methods are used to provide tools that will be as nearly fool-proof as possible. Yet with all these precautions, we still have accidents. Perhaps a rail is struck with a spike maul when a spike is not properly hit. or a sledge hammer fails when striking a track chisel in cutting a rail, and we have a cut or eye injury from flying steel, or an adze strikes a knot in a cross-tie when adzing for gauge and a foot is cut. Or perhaps a bar slips, or the trip gives way when operating a ratchet jack for spotting track, and we have a broken arm or other serious injury. These things are especially prevalent when large groups of men are working in a rail renewal or ballasting gang. With such a picture before us. we maiutaiuence of way men have for years been thinking in terms of machinery to do the more arduous and dangerous operations. Then, too. we were thinking in terms of efficiency, for safety and efficiency usually go hand in hand. . (The speaker then showed a score or more of lantern slide* illustrating various types of power equipment employed in maintenance of way work.) ' This set of equipment is one of our best safety agents. However, all power operated tools are unfortunately not the safest to use. although they are great labor savers, borne tools in this class are the power saw. the sandblast for cleaning sur faces preparatory to repainting, the power drill for either rail or bridge work, and many others--but efficiency and accuracy of work demand their use, and with proiwr care on the part of the rqicrators they can he handled, safely. Planning for Safety in Track Construction By FRANK R. BRADFORD Director of Safety & Fire Prevention, Boston & Main Railroad The speaker said in part: My object in being here is to show you a picture illustrating one of the modern methods of main line rail renewal. The operation, which is notable in many respects, is the outcome of the idea that the old estab lished methods of rail renewal were no longer justified from the .standpoint of economy, advantage of the operating department,' or safety to the maintenance of men. . 434 Twenty-first Congress--National Safety Council (10) Avoiding setting men excited by unnecessary hollering on the job, etc. fll) Have all laborers examined as to physical condition before employment. The report of the resolutions committee was then presented by J. A. Long of the Delaware 5: Hudson Railroad, Chairman, and two resolutions were formally pre sented and adopted by the Section delegates. ' The first was a resolution of condolence upon the death of J. Flanagin, Manager. Safety Department. Chicago, Milwaukee, St. Patti & Pacific Railroad. The second resolution acknowledged with thanks and appreciation efforts of all who had participated in making the Washington Congress Session succcssfid. Report of the Nominating Committee The report of the tellers who canvassed the election of officers for the Section, was made hv J. J. Hcavey, The Erie Railroad, ami announcement was made of the election as follows: Chairman of the Section--Charles E. Hill, General Safety Agent, New York- Central Lines. ' First Vice-Chairman--C. L, LaFountaiue, General Safety Supervisor. Great Northern Railway. Second Vice-Chairman--H. A. Parish, Assistant to General Manager, Chicago & North Western Railway. ' Members selected for the Committee of Directions for the Ensuing Year: Eastern Territory--F. Hartenstein, Assistant to General Manager. Lcldgh Valley Railroad: H. A. Rowe, Manager, Claims Department, Delaware, Lackawanna and Western Railroad. . Ncxe Enaland Territory--C. N. Woodward. Assistant to General Manager, New York. New Haven & Hartford Railroad. Southern Territory--Robert Scott. Director Insurance & Safety, Atlantic Coast Line Railroad. Canadian Territory--A. O. Reck. Director, First Aid & Accident Prevention. Canadian National Railways. Members of the Committee an Nomination for the ensuing year: F. W. Curtis. Supervisor. Safety & Fire Prevention. Denver S: Rio Grande Western Railroad. Chairman: E. G. Evans, Superintendent of Safety. Tmtiisville & Nashville Railroad: C. F. Larson. Suiierintcmlent of Safety. Missouri Pacific Railroad: F. M. Metcalfe. Superintendent of Safety. Northern Pacific Railway: J. C. Pratt. Supervisor of Safety. The Redding Company.- The closing minutes of the session were devoted to the introduction of the new chairman. Charles F,. Hill, and to .appreciative and eulogistic remarks concerning the services rendered by officers of the section during the past year. ADJOURNMENT *