Document 6RNqbz06Y47vXO1LxkNv23Qqg

TRANSACTIONS National Safety Council Incorporated TWENTY-FOURTH ANNUAL SAFETY CONGRESS Louisville, Kentucky October 14 to October 18, 1935 The Brown, Kentucky and ^ceibach Hotels CepTn'sta 1936, National Safety Council. Inc. M iller M cCuntock, Harvard University. X. H . M cK ennf.y, Carncgic-Illinois Steel Corp. A. L). McW horter, Safety Div,, Memphis ChamlKr of Commerce. If. X. M artin, Fisk RiiIiUt Company F. W . M atson, Minnemia Safety Council. id <3 6 Vw 6 13 ys *W ,ii 33M l35o 5 6rli jf<3w< X-- I * s a*g5 Sg in g fi 1*41u IS 35 -= fill 3 "5H 3 lil 5^3"I"l-- _3 Hi S tf ar 3ill H=II 5 5* s ---5 ** >:ISJs: SI* S S j< 11.1i o -i U :i *** d=| Iji ^ j'5e .sa : o s oS u to I j ~x a CO X J/ ?* Jt JS - 2*.1./) ftO. su W^ il <-> W 2 S3 ".2 3 : S' n? 5 43S*K? ? 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Cati.in , Aetna Casually & Surety Company. ' . Coin-, EwvnU-n Safely Council. It. t.'w.f.M*K, Cement Section. llis-itiKT Corson, Safety Dept., Nashville Chamlier of Commerce. 6 _: < S 50 3$ dX, Vs c is4 *toi *31 .ft 2 o Id..% a 1 1to & , C,S to 2 .2 | 5 sU S2. 3a ^.to ^ J -Ida1: 4 11: sol *-i51 i8*15*3w *5 s I*ls r-iii .= <3 a^sis j: s 2? 1*8 s illc!| s i -- s v it & . y jj 4 l5:^?* X llttll Ml> J |ito i I Et.oft u to s S 5 s:. j .3 to co 2 V_U a u co ^ -rs*i*^^sss,! s J *.. to - 1 s 5.5 <J " *J Sr-; 2 2ft iO SI g s...- w- y*- -- O U u to a O -c2 ^5 *-! <*^5 ^ 3 >* -x A?g . .l3ga- J<Hi Qo - j 2 6 2 a s<^c 2'/. V. r ;d<; u30*tt*aoo , two v5 -S 2 `5v w3 5--< g *J y g sc*x r: f !5 5a Sf$ Res-* ;| soS6O2 -aj5: sz i.2 !s{Js,Rto*siHtOv*sj oto s --; w I H. . 5 to J 2 " .2 = 2 .2 - 2 w S ia - ** us ^2-J Srfgri ft s wt3'i * to i< = =3^4^2 rf-1 1 xJ^* ,(Kft.82us 51 ( O V --- 4to ,~ 2= *-a r 2^ . x <-2 ';? tf 5S 5 r=l 3 . s* SX ?X:s_ .5 "5 2u . . . 2 3 ? I uI S 5 < 2X p < /. ; i e -- " .x * JU. 2 * M V ;5.|lS ca 2a >.si S3 2' 2*3 3a *2 O/? XCO Is XO -O1 -.to 5? 6 x n to a f*"t. a3* : 1 H ue -S ~-- aw Z . x he T Natit the first. Industria the aesai Section ; au: The sm it cover request. M Transac visory For tht quoted over. S TNA A yea of the diviiio ter an other speed comp addte Safet eases are o S Twenty`fourth slmnml Safely Congress--National Safety Council \V. W. Trench. Schenectady Safety Council. W. 15. Tuvuevilul San Antonio Safety Council. M J. Wallmax, Power Press Section. Da. C H. Watson American Telephone Sr Telegraph Co. Harry M. Webber. Illinois Beil Telephone Co. Albert C White, Jil, SprincficM Safety Council. S. E. Wmnxc, Liljcrty Mutual Insurance Company. A. W. Whitney, National Bureau of`Casualty & Surety Underwriters. T. A. Willson, Accident Prevention Equipment Manufacturers' Section. W. H. Wj.vans. Union Carbide & Carbon Corp. C. T. Winw.ar, Automotive & Machine Shop Section. Harry Wise, Sr., Chattanooca Safety Council. J. M. Waltz. The Youngstown Sited & Tube Co. W. E. Worth. International Harvester Company. E. J. Zauft, Safety Bureau, Duluth Chamber of Commerce. Earl W. Zimmerman, Safety Div., Syracuse Otamber of Commerce. ncU rd to the .roup to ,:> took it I a year maintain iterature. sheets of reived a ; to save ;ng lucky - depart* 10 days idditional xularly : trolley reduction '.iee of a . a coal ers. but solely . rhaps I l be re- .iployee .npatgn mst give displays .mittee* i i , Occupational Diseases Occupational Diseases FRIDAY MORNING SESSION ' October IS, 1935 The session *vas called to order by Mr. \V. Dean Keefer, director. Industrial Division. National Safety Council. Dr. C. H. Watson, newly-elected President ot The National Safety Council and Medical Director, American Telephone and Tele* graph Company. N'ew York City, presided. Present and Prospective Occupational Disease Legislation By F. ROBERTSON JONES General Manager, Association, of Casualty and Surety Executives r. New York. N. Y. Shfcc me prtwchtion of diseases is. to -some decree, a community problem, the state ought to do its part toward the prevention of occupational diseases, along with all others. The. public health authorities should study the causes ot such dis eases, their prevalence, virulence and die means for their prevention. They should advise as to such means of control, and. as a last resort, appeal to legislatures for power to order compliance with their rules. Statutory regulations for prevention, emanating from other sources, such as are common in ''labor'* or "factory'* Jaws, have too serious drawbacks to be efficient They are apt to l*e indexible and quickly become "out of date": and they are too apt to l*e perverted for the establishment of fietitiou* liases for wasteful and demoralizing damaee*suit litigation. Scientific bureaus of occupational hygiene, under direction of public health authorities, are the best public instrumentality. Efficient bureaus of that character are now to be found in several states: hut. generally, such public health organizations are inadequately manned ami equipped. Therefore the primary need in occupational disease legislation is for measures to improve our public health sendees. Emphasis stwmld lie placed on prevention, not merely because "an ounce of pre vention is worth a pound of cure." but liecause public measures for the assurance of relief to victims arc perilously susceptible of being so perverted that those affected will tend to rely upon and abuse the protection afforded as a substitute for, instead of as a supplement to , means for scli-proteetion. Expert opinion now calls strongly for the entire elimination of employers' liability for ''damages'* for occupational injuries--bv disease as .well as hy aceidcnt--based upon negligence- Tliat remedy is too uncertain in operation, litigious, tlcmoraltzmc and wasteful: it furnishes relief to too few of the victims unless it be so liberalized as to he grosslv unjust and financially perilous to employers--and thereby harmful to industry and all dependent upon industry. losses from ill-health among workmen are primarily subjects for sclt-providenee or for "social insurance"--fur "sickness insurance" to helft out during brief mnesses, and for "invalidity." "old age" and "widows' and orphans' " insurance where illnesses or infirmities result in long or permanent disability or untimely dealth. The cost of these insurances against the common misfortunes of life cannot rightly or expediently be imposed wholly upon industry, hut needs to be distributed somewhat in proportion i i" mtuih im ns*ut*=-iiVl.5-iH f-riUl -SUW ,, .2.*a?s mii: ~r=P Sz 3`S|s=-j=.S.wi 1?Ms 2 ISSSss.3* . s-sf-s " "3 s*r* e ==*= a \ 10 Orni/>nfi<mf Diseases I US T u rtity -ffltii th .In m m t S afety Congress---N a tio na l S afely Council rj il2 +1 g Cj 1 i aw C CVJM V V H 2 fit 1 5 5 | S*5 i = i.5 ?" ?* ;S.5fsiilnKlr 2 i:H.s =S=-|2.1r- = 3 r |ffif! ilKni? * 5 _.* 2 *, =-=`5 **'-=. s 5,5-2 2 s >n **25 3 v*. m UliVt um inn *3 I !; Up Hi . i^rt i ; irs 3 r*ih'IISF.i iS"*3ir !?% Ir= if i?r rr 2*"o -A*in rlf iv wuisa? * 5 a V 's n S: urim BB P lillfif? 8 2fMl|l lUMPf . Mjiifi piKiji: Hllfl- !ii I Mini LUsJERt mm m e 7 u cnty-fourth Annua! Safety Conyress-- National Safety Council IA S jst .1- ;j $ Q a . ill Ii i5 -iif!!is 2 Hills ,, llsl 3-s| 5 J !=!!* JS; S$S 1111 -ai * j lUi^nmn :4|J* i ,, ^ i - ! '2 5 5 = *4 32ssS&^i =: = Occupational Diseases % S -SS .S-s i \ 5 iIHI* : 5! ffllij I iSW 1I ! IfilPW parts V} u `s 1 1* t-H JS a sa -s GO ** 15 (0 1i K: 3 wo '-5 V 126 T w tn ly -fo u rth A nnual S afety Cougrcsf-- N a lio tia l Safely Council i| >> T x^cnty-fourth A n n u a l S afety Canyress-- N ational S afety Council > Twenty-fourth A nnual Safety Congress-- N ational Safety Contteii .J Occupational Diseases Safety Safety Equipment WEDNESDAY AFTERNOON SESSION October 16, 1935 The session was called to order by Giairmau, Irwin W. Millard, president. Industrial Gloves Corjioratton, Danville, III. Gtairmnu -Alillard tnemioncd some 01 Use problems of providing adequate safety equipment lor industry. Respiratory Protective Devices (An interpretation of the U. S. Bureau of Mines, Schedule 21) By CARLTON E. BROWN, Chemist, and WILLIAM P. YANT, Supervising Chemise Gas Section, Pittsburgh Experiment Station, Pittsburgh, Pa. _ The respiratory protective devices of industrial hygienic importance arc those designed to protect against the inhalation of harmful solid, gaseous, or liquid atmos pheric contaminants, or cite inhalation of air dclicicot in oxygen. The devices in common use are the mcehanieal filter respirator {commonly re ferred to ns respirator) tor protection auainst the itdtalation of dusts, smokes, fumes, ajwl mists nr what may lie rcictrcd to collectively as atmospheric particulate matter: gas masks for protection against flic inhalation of gases and vai>or*: oxygen breathin aptetram. hose masks, ami air-line respirators for protection against the inhalation of any atmosphere provided it docs not contain liarmttil constituent which can lie alisorlnil readily through the skin: and the abrasive blasting helmet or hood for pro tection against the inhalation of and the impact and abrasion from the atmospheric particulate matter generated in sand blasting or abrasive blasting with suvl shot. These devices arc designed to furnish protection either by making the wearer's mpirrd air safe to breathe or by supplying the wearer with safe air irnm a supply which he carries or from otitside thc comamiuatctl zone. TJie wearer of the first or atr-imrifying type, on inspiratimt draws air from his immediate stirroimdings through the device which either removes the v-mtaminant. usually by chemical or mcclianienl filtration, or couv-erts it into a harmless substance. Tliis iyi*e. of course, offers tu protection against atmospheres deficient in oxygem as it does not add oxygen to the air. There are two types of respiratory protective devices of the seeontl type designed to supply the wearer with safe air. In one. the wearer receives his air supply from a cylinder of compressed oxygen, liquid oxygen, liquid air. or from a chemical which yields oxygen upcm decomposition. Tliis air supply is part of the self-contained unit, all of which is carried by the wearer. In the other type a hose, attached to a facepiece. is connected to a compressor or blower whose intake is located in safe air. Air is forced through the hose to the wearer. K'mi: rttbtisfxd t>r twniuint f Itirseter, V. & Runu d Mines. (Net wtqttt u> copy, right) 133 *' i wnmm.ij;,, c " u. II it = 5 l-s l'Ait4 K.U 20 \\; bUU ii H t? 'It ^ ,, : ^ * vs-'? . . r e :- t h M(A -3 az < w H n U H > e ,5 O < ofr* u. * b W 2w c Mz 5> w a u. ft. O w u* < & a a < H H -O* *5TM m* *SS ?* --85>.4? 3in |Sl! 5 v * 1^1 9+ S* iS| 3-*U 1!lil !ii*5 s$*a `Jill. ,,.5 S> ^wS'Ss 'S.E* gJ^SI - *i, **-=s* >"2*C; s!Ls Srs flil ?5Sl tI t fhf4 w.lhla 142 T"Vi'HlY'fourtIt Annual Safety C ant/res.t--`National Safetv Council short blasts of air into the hag. This procedure fttwwes {mm the bag dust and grit which dogs the pores of the filter ami makes breathing difficult. The proper time for cleaning the hag is when the wearer experiences discomfort in breathing. When compressed air is not available some dust may l>c removed by tapping the bag lightly and brushing the outside of die hag. S* -To prevent irritation of tlte skin and for general sanitarv poroses the respirator should lie cleaned after each day's use. The rubber amt metal parts may be cleaned with soap and water, and for general sterilisation they may be dipped in a 3 per cent solution of carbolic acid, a 2 per cent solution oi Jysol. or a 70 per cent solution of denatured alcohol, ihm rimed with water, assembled, and hung up by the loop in the felt bag to dry. The filter bag and headstrap always must lie removed before tire respirator is washed or stcriliied. fi. While not in use the respirator should lie kept in a dust-free place, prefer ably in the original container. The manufacturer is rcuuired to maintain the quality of his product and to see that each mechanical filter respirator in all its parts is constructed according to the drawings or recordsthat have been accepted by the Bureau for this device and that are in the Bureau's files. Mechanical filter respirators that exhibit changes in de* .sign or include any parts that have not leen approved arc not permissible respirators and must not tiear the Bureau's approval laliei. Schedule 21 provides for the manu facturer to apply for an extension of approval on any change in the mechanical filter respirator which does not affect the filtering clur.ictcristics of the filter. Glances in the filter require the application for a new approval. * The Bureau obtains information on die maintenance of design and quality of approved mecitanieai filter respirators by testing samples of tlte devices obtained on the open market. The Bureau reserves the right to rescind (or cause any ap proval issued. A Safety Style Show By E. J. SMITH Safety and Health Director. Western Electric Company Hawthorne Works, Chicago Fur the purpose of assisting ottr foremen in the selection of the proper jaietv equipment we have standard specifications and every foreman lias a copy. In it he will find the protective equipment required for any class of work. Mohkrs. cupola tenders, furnace tenders ami helpers in foundry and forge are equipped with heavy duty metal or composition cup goggles with hardened lenses. The lenses iu the furnace tender's goggle* are of a forge anti furnace shade. Electric furnace tenders, however, weae a welder's goggle, deserilwd later. When a goggle is equipped with dear lenses, it is used for such operations as breaking defec tive castings, cleaning eastings with' compressed air, gruvlutg castings to remove gates t>r fins, jwnnning on castings to remove sand cores, pouring molten metal into molds with hand err bull ladles, removing gates or fins irunt castings with aw chisels, or hand chisels ami hammers, am) working in vicinity of chipping hammers. Leggings arc of the nou-lacmg. non-buckling and snap buttoning type held in place by hidden steel springs similar to the old bicycle pants guard. They will come oft instantly from a tug at any point. There are no gadgets to confuse von or those who arc trying to help you in an emergency, just one simple thing to remember-- grab anywhere and pull. Men wear safety itats wlien chipping slag out of cupolas. Our coM.truction crews of masons, carpeutcrs. millwrights, ami so on. wear them whenever they are engaged in work where there is die slightest chance of objects falling from overhead. Our employees wear "Congress" safety shoes for tlwir protection in addition to the leggings. We use a leather steel faced glove when charging a ctqwla or liandling pig iron. Full leather palm gloves with land top are used in chipping easting fins, load ing and unloading tumbling liarrcls, and removing castings from sand. For the protection of hcaiili, workers in the bras* foundry are provided with overalls and undershirts with full length sleeves. This is in accordance with Illinois mi Safety Section, A A R--Steam Railroad Section, N S C Safety Section, AAR-Steam Railroad Section, NSC Officers 1934-1935 General Chairmen--T. H. Cabbow, Pennsylvania Railroad, Philadelphia. First I'ice Chairman--XV. H. Faimnc, Central Railroad Company of New Jersey Reading Company, Philadelphia. Second Fire Chairman--C F. Labson, Missouri Pacific Lines, St. Louis. Members of the Committee of Direction: Eastern Territory "H. R. Ccut, Erie Railroad. Cleveland, Ohio; CttABtXS E. Hot. New York Central Line*. New York City. Western Territory--L. F. Surdo, Chicago, Rock Island and Pacific Railway, Chicago. Southern Territory--D. H. Bratty. Southern Railway, Washington, D. C Secretary--}. C. Cavistox, Association of American Railroads, New York City. Officers Elected for 1935-1936 General Chairman--C F. Labsox, Missouri Pacific Lines. St. Louis, Mo. First Vice Chairman--E. A. Marta, Chicago, Milwaukee, St. Paul and Pacific Railroad, Chicago. Second Fire Chairman--l'.. G. Evans, Louisville aud Naslwille Railroad, Louisville. Members of Committee of Direction: Eastern Territory--A. O. Deck, Canadian National Railways, Montreal; H. A. Rowe. Lackawanna and Western Railroad, New York City. Western Territory--I*. W. Cuans, Denver and Rio Grande Western Railroad, Denver. Southern Territory--L. G. Brxtuy, Chesapeake and Ohio Railway. Richmmwi. Va. Secretary--J. C. Cavistox, Association of Ameriean Railroads, New York City. A complete report of these sessions is published hr the American Railway Associ ation in a booklet entitled, "I'roeecdinas of the Fifteenth Annual Meeting of the Safety Section, Louisville, Ky., Oct. IS to 17. 1035." Copies of the booklet are available from the Association of American Railroads, R. Y. C. The follaniny is a condensed record. TUESDAY MORNING SESSION October 15, 1935 The opening session of die Safety Section. Association ox American Railroads-- Steam Railroad Section, National Safetv Council, was called to order by General Chairman T. H. Carrow, Supt. of Safety, Pennsylvania Railroad, who presided. 459 Council :( all times, .tat there is hides more ety rules or '.hr the case, in trouble, lion recently, years ago. i. to properly U-rstand your .it will never because he pressiotis im`ti*h interests .moved from die early days of education tended doing ructions, but forethought < widely dis* un to glance of habit that ..ceidetitj, or influence of niofce those processes for roup of men "ne Railroad mess Associ* * id down to tain of our danger worv :gers killed. to be uiwii 'N FORCED. . stray upon ;.<tanter and surplus and respect is 'nates 50.025 ''nited States two months, .da. In the red on the jada." Safety Section, A A R--Steam Railroad Section, tV S C 463 From the following tt will lie gleaned the situation on mir railroads has im proved perceptibly with regard to the trespassing evil, particularly when considera tion is given to the fact that our imputation has increased and operation accelerated. Years Killed 1901 to 1910.:....................................50.025 1925 to 1934..................... 24.951 Injured $3,427 30,200 Totals 103.452 55.151 Decrease.................................23.074 (50%) 23,227(4J%) 48.301(46%) Seeking an answer to these decreases, the following comes as the result of investigations: (a)--Safety education in the schools, promoted to a great extent through activi ties of the railroad safety departments. (b)--Protective measures adopted by railroad police departments. (e>--Introduction of other modes of transportation brought about by improved highways and the practice of hitch-hiking. Persons entering upon property occupied hy another, in the absence of any contraetural relationship between them, nccessarilv come under one of three distinct classifications or categories. (1) Invitees; (2) Licensees: (3) Trespassers; and the duty Use occupier owes to any suds person is graduated in striet accordance with the category to which such person belongs. Toward trespassers the occupier owes no duty. The treipasser goes on the premises at his own risk and the occupier is liable only for acts done with the deliberate intention of doing harm to the trespasser or with reckless disregard of the presenee of the trespasser. The very nature of our business and the vast amount of territory covered hy tracks, terminals, yards and stations renders the problem of trespassing unusually difficult. The impossibility of policing all these properties every hour of the day and night, is apparent. The best we can hope to do in that direction is to extend the services of our special officers, guards amt watchmen a< far as they will go. and. rely upon these men to inculcate tlie spirit of watchfulness into ail officers and employees so that trespassing will be held to a minimum. Trespassing by our better class of citizens who sooictimcs do it unwittingly is capable of being controlled by active interest on the part of our agents or representa tives. Trespassing by school children can be partially cured by appealing to parents and school authorities. This plan lias been tried out on many railroadsSvith success. As to what might lie termed "general trespassing" on railroad premise*, it is conceded that an appeal throneh the press, and by continually reminding the public tliat Itazards exist wherever there are moving engines and cars, is by far the best method known for correcting this evil. The use of bulletins and posters should commend themselves to all railroads interested in breaking up the practice of trespassing. TUESDAY AFTERNOON SESSION October IS, 1935 Value of Accident Prevention By FRANK WENTER, JR. General Claims Agent, Chicago & North Western Railroad In tlie early days accident prevention activities on the American Railroads were confined to the safe delivery of the trains over the road, and these activities in' time were consolidated in our present Book of Rules. This apparently was the only safety JOS 1 .wn/v-y ourtli Annual Safety Cantjrcss--Wittonal Safety Council portatit rules tint are not Itcim; enforce*!, and I want to quote .\tr. \V. }. Patterson, director. Bureau of Safety, Interstate Commerce Commission, in what he said last year--"An operating officer assumes a crave responsibility if. in Ins desire to ex* pedtte die movement ot traffic. he permits violations of rules to go uncorrected.'' WEDNESDAY MORNING SESSION October 16, 1935^ . Address By JAMES J. DONOHUE Claims Attorney, Louisville & Nashville Railroad. Louisville. Ky. More than three deeadcs ago. President THeo. Roosevelt. Gifford Pinchot. ul Pennsylvania, his brother Amos, and others began to preach the preservation of the natural resources of our country, and since then we have heard much in regard to the conservation of coal, timber, iron, oil, copper, and the precious metals. But to me it has always seemed strange that it was not until lOH^tltat any organized, concerted effort was made to conserve the most precious thincs in .the world--the lives and limbs of our men. women and children. In that year the National Safety Council was born, and there was then begun and intensively carried uut a well* organized campaign to instill into the minds and tlie hearts of the people of America. the principles of safety--safety not only on our railroads and itt our manufacturing plant*, but in the homes, on the streets, in our schools, and at other places where accidents involving personal injuries are likely to hapt>cn. To my mmd. the Na* ticual Safety Council, after the American Red Cross, is the greatest humanitarian agency in this country. In no other industry lias die doctrine of "Conservation of Men* been more intensively and intdligentlv applied than in the railroad world. In the old days, casualties were considered inevitable: it uras thought that they were all in a day's work and were bound to Inpjien. no matter how well regulated or efficiently operated the particular railroad might !. How utterly fallacious this theory was, you are able to demonstrate by pointing out the' constructive work your organization has tone in the past twentv*tive years. It is now well recognized that "railroading" is not extra-hazardous when con ducted by prudent, careful men. hut tiiat when railroad operations are in the iumds of the reekiess. the dare-devil, and the chanee-taker. it. is hazardous in the extreme. Railroad manaecmems. now more tlutn ever before, exercise earc to furnish em ployees witii tools tlust are safe and in good condition, and with a safe place in which to work, safeguarding that place in every wav practicable. In addition, railroad supervisory officials, safety committees, and employees acting in co-operation with *:eh committees, are endeavoring, in season and out ot season, to bring safety tessous Iwme to tlie individual employee, through tlie written and the sjkeu word and through tlie medium of apt posters displayed in conspicuous places about shop ami yard. The very nature of my calling makes me prefer to talk to you in dollars and cents. In 1927, fatal and nonfatal cases cost the Lotrisvillc & Nashville Railroad Company 51.00t.Sll.5fi, while in 1934 the cost was onlv S31S.0Sa.88. These figures tell their own story, looked at through the glasses of a humanitarian or through those of ait economist. They reflect a easualtv decrease of from 21JS per million* man-hours worked in 1927 to 5.45 per million-man-hours worked in 1934. To Mr. Earl G. Evans, to our oj>erating officials, and to the rank and file of our employees I take on my hat ami felicitate both him ami them with all my heart. Our experience Safety Section, A A I\--Steam Railroad Section, N S C 477 Accident prevention is a problem that will !>e solved primarily by individual action. We will never have adequate prntectinn for human life until the manufacturer insists on safeguarding evert* machine More it is offered for sale: until the employer insists on sate equipment and sate methods of performing every job; until the worker makes safe practices a part of his sulwrouscious habit; until die motor ear driver becomes as courteous as he is in his home or office. Permit me to cite just one illustration. Not long ago in a large gas plant, an executive of the company attempted to enter the plant while smoking a cigar. The gateman. not aware tint this individual was the vice-president, flatly reiused him admission until he liad deposited his cigar in a metal refuse container provided for that purpose. This gateman fully understood his personal responsibility and lived up to the confidence reposed in hint hy his employer. But. ymt might ask. can we bring about such a change in the habits and customs of 130.000.000 people? Can we get cad) person voluntarily to assume his share of the responsibility for the prevention of accidents? The answer to these questions, in my mind, is unqualifiedly "yes." How? By continuing the same methods and procedures ivhteh have been em ployed so successfully during the past decade or more by onr leading railroads and industrial 'organizations. In each location, in each industry, the work was started by one nr two jar-thinking individuals sometimes called safety men. WEDNESDAY AFTERNOON SESSION October 16, 1935 Transportation By Rail--Speed With Comfort and Safety By ROY V. WRIGHT Managing Editor, "Railway Age" We are in the midst of a speed ace. Records of travel--in the air, and on the rail, highway and water--are licing broken with such frequency that announcements of new records have lost much ni tltcir old force in diallenging our attention. With die introduction of the private automobile on a large scale and the increas ing use of the motor bus and the airplane with high speeds, the railroads have steadily lost passenger business for many years, although the trend started to turn lack up ward slightly in 191*1. In that year, however, it was less tlian 18 hillimi passenger-* miles, as compared to an average of .11billions for the five years 1926-1930. A further increase will lie registered in 1935. Railroad managements realize that they face serious difficulties in attempting to build up their passenger business, and that only by unusual and spectacular efforts, (used on high standards of service, can they stage a comeback. The public demands fast transportation, both passenger and freight. The demand ' for speed, as a matter of fact, luis predominated over the demand for safety. Air traffic lias continued to grow, and the stcd of highway traffic lias increased tremenduously. However, the cost in human lives oi litis speed is startling. An increasing proportion of the public, it would appear, is going to demand safety in travel, along with speed, comfort and convenience, and reasonable price. What are the railways doing to meet this demand? The answer, in a broad way, is the provision of facilities over which modem and specially designed equipment can lie operated successfully at high speeds with a maximum degree of safety. This may appear difficult, but a study of developments indicates tliat the foundations have been weil laid for a more intensive development of rail transportation at this time. The rapid extension of the railroads, in the ctTort to open up and develop the Interior and far parts of the country, slowed up in the early part oi the presestt Safety Section, A A J?--Steam Railroad Section, NSC 481 fatalities is concerned. However, there were 5,794 automobiles registered for each crossing injur)', attd this record is not so favorable. Your committee again recommends tltat individual railroads particularly stress the necessity oi their train crews and others giving adequate and timely mntinti to the f<nhlie of the approach of trains to a hitjirtvay crossing; tltat teaming from enqine should be ennfimted itiuii the emssinq is definitely reached: tltat the standards oi protection established (ty the Joint Committee on Grade Crossing Protection lie employed where necessary at crossings to facilitate uniformly ami politic under* standing of the signals; dtat crossings be periodically inspected and maintained in sound, travable condition witli all oltstructiotts to the view removed wherever prac ticable; that advantage lie taken of the opportunity to address scliool children and students of colleges and universities on the subject of railroad-hiclm-av crossing safety, no opportunity being lost to present die subject at luneheen clubs, automobile clubs, and any places where automobile drivers may gather. THURSDAY MORNING SESSION October 17, 1935 Report of Committee on Non*Train Accidents By . B. PERRY -- f-m. Assutanffto General Manager, New York, New Haven & Hartford Railroad The reduction of over 46 per cent in non-train accidents to employees on doty, accomplished in die past three years, is gratifying. However, the very iact that material reductions liave been so readily made supports die belief that a large decrease (n*m the 1928 figures is still easily possible. We have felt that no good pun***c would be served by a mere recital of statistics. Tint which ttas liappcncd cannot be corrected )>ut slmuld l>e used as a basis tor thought and action to prevent recurrence. Your committee are agreed dtat they sltould outline plans fur die future rattier titan recite history. A review of tlte statistics indicates the major causes of uon-train accidents fall into die following classes: Use of hand tools, apparatus, etc; Collapse, fall, etc, of objects; Handling rails, ties, bridge timber, etc; Handling freight and supplies: Falls of employees'not in cludible in class (a) to (l). (Report had been distributed in advance to alt delegates.) There has iieen a marked ami steady decline in nou-train accident* per million man hours worked--die 1933 figure* lieing (lie lowest tn record. Use of Hand Tools and Apparatus By H. R. COLE Assistant to Vice President, Erie Railroad AH tools and machinery should be inspected at least monthly. Proper tools sltould be used lor different classes of work. Reclaimed tools such as elawbars, cold chisels, etc, should be thoroughly tested licfore placing in service New men sltould be instructed in the use of tools and how to keep them in proper condition. Tools should not he left in dangerous places where employees may fall over them. Metal spurs should be u*ed on ladders. The use of a rubber collar on cold cr hand chisels to prevent pieces of material trom flying is suggested. A jack can be used at wheel pits eliminating use of jacks with lever which might slip.