Document 4jr3gEG053ykJboaEb7x01ka

488 T'centy-fifth Xalional Safely Congrai U. & Sll Corporation & SobrMUrie*. 1`itUbarEh. Pa. Steel 1'rodacts and Cement. Weaver ilantifacturinjr Comitany. Springfield. 111. Automotive Toting Equipment. West Disinfecting Company. Long Island City. X. Y. Products for the Promotion of Sanitation. Willson Products, Inc, Reading. Pa. Personal Protective Devices. Steam Railroad Meeting WEDNESDAY MORNING SESSION October 7, 1938 The Steam Railroad Meeting of the Xalional Safety Congress was called to order by Chairman W. \V. Wood. Super intendent of Safety and Welfare, The Baltimore and Ohio Railroad Company, Baltimore. Mdn who presided, welcoming the delegates and introducing the speakers in tnrn. Safety in Construction and Maintenance From the Viewpoint of a Chief Engineer BrCH. PARIS Chief Engineer, Chicago & TPmots Midland Railway Co^ Springfield, UL Accident Bulletin Xo. 103 of the I. C. C reports, table No. 55, shows casualties by daises of employees and other persons for non-train accidents. For the 10-year period 1924*1934 the casualty rate for the maintenance of way department was greater than the rate for all employees on duty. For example, in 1930. this casualty rate was 11.07 while for all employees it was 9.36. In 1934, for maintenance of way employees it was 8.06 while for all employees it was 7.04. In 1930. 70 roads out of 162 had rates in the maintenance of way department trctovr the average for their group. In 1934. 62 roads oat of 158 were below the average. This means that less than onehalf of the roads have casualty rates in the maintenance of way department bet ter than their rates for all employees. In 1930 the spread between the lowest and the highest rate for the maintenance of way department was from 0 to 77.92. In 1934 the spread was from 0 to 89.11. This shows lack of uniformity of results and h is plain that the maintenance of way department has a safety problem. Its casualty rate is too high and this rate is too widely divergent as between the different carriers. Now what about the nature of the ac cidents that go to make up the casualty rate? The four principal causes of injury are: I. Handling rail, ties, timber, etc. 2. Kails. 3. Using hand tools, jacks, etc 4. Muter, and hand car accidents. Why cannot employees handle rail. ties. Umber, etc safely? Is it because of im* proper methods, improper tools and equipment, poor quality of men, too much haste without regard to safety, or what? The majority of injuries are to hands and feet. Take the handling of creosotetreated tics for example. These lies may come loaded in flats, gondolas, box or stock cars. They are slippery if freshly treated, so this hazard is added to that of picking them up and throwing them out of the car. The elimination of injuries can only come through careful instruc tions as to exactly how the ties should be picked up, the assignment of the correct number of men, and their proper placemem so they will not foul one soother. This is true not only of the men In tbe car but also those on the ground. 489