Document 93dd0bbybkmp8K42GvzpzLXBe

1933 TRANSACTIONS National Safety Council Incorporated . TWENTY-SECOND ANNUAL SAFETY CONGRESS Chicago, Illinois October 2 to October 6, 1933 The Stevens Hotel Copyright. ]0}J' National Safety Council, lac. Plan of Publication THE TRANSACTIONS of the Tweoty-eecond Congress of the National Safety CouncO are published In two vol umes. The first, containing the General, the General Subject, and the Industrial Section sessions, is supplemented by a smaller volume containing the sessions of the Street and Highway Traffic Section, the Child Education Section, and Home Safety. 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 lieved to be dat9y interested in those sessions. It may also be secured on request by other Council members. THE PLAN OP PUBLICATION is 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. The papers of each wnrion or division of the Congress have been assembled, edited with care and discernment to ab breviate or delete the less essential portions, and the concise re sults are 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 hi the Council Library, available for additional reference as desired. * ALTHOUGH THE National Safety Council endeavors to eli minate from discussion at its conventions matters which are not pertinent to its pm puses or which are contrary to its policies, the Council cannot accept responsibility for the views expressed either in the papers presented or the discussions thereon. . 2 / CONTENTS PAGE Council Officers and Directors................................................................................................. Council Purposes and Policies................................................................................................. 4 9 Annual Sleeting of Members...................................................................................................... H Banquet and Dance........................................................................................................................ 21 Subject Sctrrrmi Accident Records........................................................................................... 23 Dermatitis .................................... 31 Dust Problem in Industry................................................................................................. 37 FaBs of Pertons...................................................................................................................... 45 Fire Prevention........................................................................................................................ 31 Handling Materials....................... 59 Hoisting Chains........................................................................................................................ 63 Maintaining Interest In Safety........................................................................................ 69 Practical Medical Program for Industry................................................................. 75 Industrial Nursing.................................... 83 Safety Equipment.............................................................................................-............. 91 Safety Organisation and Program................................................................................. 107 Safe Use of Chemicals in Industry............................................................................... US Safe Use of Electricity in Industry............................................................................... 123 The Bye and Its Relation to Safety................................................................................. 131 Mental Training for Safety.......................................................................................................... 141 Prevention Equipment Manufacturers* Section......................... 173 Aeronautical Section...................................................................................................................... 179 A. S. S. E*--Engineering Section............................................................................................. 187 Automotive and Machine Shop Section............................................................................... 191 Cement Section.................................................................................................................................. 201 Chemical ......................................................................................................:....................209 Construction Section............................................................................. 223 Delivery, Taxicab and Bus Section........................................................................................ 235 Electric Railway Section............................................................................................................. 249 Food Section......................................................................................*............................................. 265 Marine Section.................................................................................................................................... 279 Meat Packing, Tanning ^ Leather Industries Section.......................................... 299 Metals Section.......................................................................................................................................307 Mining Section......................................................................................................................................2*5 Paper and Pulp Seetfon............................................................................................................... 343 Petroleum Section..........'.................................................................................................................. 357 Power Press Section...................................................................................................................... 379 Public Utilities Section............................................................. 389 Quarry Section................................................................................................................ 405 Refrigeration Section.........................................................................................................................413 Rubber Section................................................................................................................................... 423 Safety Section. ARA--Steam Railroad Section, NSC.................................. 439 Textile Section.................................................................................................................................... 479 Woodworking and Lomber Manufacturing Section................................................-. 485 Index...................................................................................................................................................... 695 National Safety Council Incorporated 20 North Wacker Drive, Chicago Honorary Members A.<** i.\thix i# ItuX axo Stixl Klcltriyal Kxwxoai# Rnrar W. Campbell ARTHUR W'lLUAMft OFFICERS (1933-1934) Jtuix K. 1 j`xc. I*mii}(A, KtRRT 1. C'tijx. Vicr-l'rriiiWnl iw Public Safely. J. K. IVluxet. Vice-Prwidtiil ir Kminwring. (i. T. Hoisnu. ViwPrc*ttb.ni for froftet. Ijnr K. PalmFa. McfPmiHrra for Safely Council*. R. T. Slw.tw. Yice-Prrrtdem fr Mfmkrhip. 0. \V. Smith. Vice-President {<e Uaxincxs Adrmn:raltuii. H. Warfel. \'ke PrtMdnM fie Indwtrial Safely. Ila. C. H. Watxox. Vice President for Health. A. W. W'timcKY. Vicr-rmi^ul fr H>fufa|iri \Y. R. Worth. Tmamr. \Y. H. Cameron. Managing l%f1e and Secretary. EXECUTIVE COMMITTEE (1933-1934) 1*. IV A**kl. l*at Prryidrm. 1. I. I*aa-,11s!i. Part Pfwdnit f. W. ]*ai PrcawWnt. Karl F. Uiaxs. Mctak ScclaeL \V. H. Cammb'S. Xatiieul Safety K<nr \V. Camwell. Vart President. Kinxrsn- 1. Catlix. Aetna life Insurance Omnany. .1. K. IVllixey. I!dhlchrn Sled Cunjuny. Curnan I l.wi#. llaniltic Safety Council. 1-f.wi* A nr.nut>. Part TYr4dmt. MxhT5 A. Uw. I'm Prrsidcm. |. I>. Fr.\'xn.t. ChirapM Safety Council. U'x.ap A. FivKacixix Ttdcxb Safety C<*mr3. Howard n. Fiwpa. r.urr*och# \Yrlkrcw & Cv . Inc. tHit M. (Jmvls. The General Crushed Stnr Company. llAtn* Gcilrert. The Pullman Company. O. T. 11tilmitii. Chirapn, X<eth Fher & Milnankcc Kaibad C*miany. G. Hottuax. Sirvt St Highway Traffic Scethm. \V. |1. Tame*. Jinw Maiiufactunnp Ompany 4 Officers aud Directors Walter G. Kinc., Part I'rctWmi _ Fiankus M. Kul Evanston Safety Comwl, , C. L. LaFouxtaixe. Great Xoetbem Eailay Oanjany. t Joiix E. Loxc. The Delaware & Habon Railroad Ortumtwn; M. J. McCarthy. AntonAivt & Machine Sbup Sccihn. $ Heart* Mixetl Eluabefh Safety Council. * Abthvr T. Morey. Part Proidmt * R. \V. Xm. Accident Prevention Ktmijmirnt Manufacturer.-* xrtwit Uv R. Palmes. Equitable IJie Assurance Scicy. F. M. Perm. Public Utilities Section. C. E. Phurixl Part President. j Aunsrr S. Rfall Imlvtra) Rrlatkat* CoumcVw. Inc. I.t. Cnu Hl-yrt A Rexixces. Past Proidem. * Jntix RrfSELL. Jl. Xewarlc Safety Council. # Cit.tr. K. Rmi. Delivery. Taxicab & dm Scctim. GEtotne E. Sax ford. General Electric Omtiany. / Harry A. ScurLTz. United Stater Sled CiTtKoaiMt Charles It Scott. Past President. lama D. Sevmwi. American Airways. Inc. ' K. I- Siuoxw. Xcw Haven Safely Cmmdl C. W. Smith. Standard Oil Gmqanr (Indiana). R_ T. Srt.r.x<tTtx. Ellioti Sen ice Crnnjiany. Akth t*a M. Tore. Craxakmc Marine Engineer. C. P. TnLMAX. Part Prcstdon. Gcnenc H. Warfel. Union Pacific RaDroad C*np*ny. I)l C. If. \V.ti. American Tdnbrne & Tefcprapb Comjany. ' S. H Wirmxi;. ASSK-Engineering Section. A. W. WnuxEY. Xatkml Rureau nf Casually X* Surety Underwriter*. W. 1C Worth, International Harvester Odnionr, Actiicr H. Vm'xc. Part Ptnidmt. _ DIRECTORS (1933-1934) William F. Arherx. Safety Diriiim, Milwaukee AMCtttim of Gntmcrce. P. II, Artiicrl. Minioc Section. J. I. Haxami. Cotuulltnp Enjiiiwcr. K. A. RaRXITs. York Safety Council. HmRrr W. Urre. United State* Rubber 0iany. H. W. Reekmax. Berkeley Traffic Safety Cimimiiwoi, l.uL \V. A. Bexxett. Worcrrter Safety CunvtL I. G. BexTunr. Richmond Sairty Council. C. W. Rercol'ist, Western Electric Company. David S. Rkvex. Liberty Matnl Insurance Goujxuiv. R. W. Ulacr, Pctnileutn Section. Earl F. Blank. Jane* & 1-aughlin Steel Cirioratim. Warren S. Rlaxvelt. Troy Safety Council. ' Xatiiax H. Rumi. 1-nuisvflle Safety Council. C. F. BnRKRXii.tnex. Kcnortta Safety Council. C`i- Piiil H.-Ubdckrax, Sl l-otris Safety Council. 6 Tuu'nfy-serand Cotu/resS--National Safety Cohueil R. .V Bryaxt, Safety Dimini Syracuse ChaniW If Commerce. - W. If. Camows, National Safety Ceanol Kcoxt I. Catux, Anna Life Insurance Ccrajijnv. I'uvK H. Ckas, Marine Section. Will Onrat. Martitall Field & Company* \V. Ezell C*ait.. Safety Deportment, Nashville Chamber nf Gmunerte. I. K. Ci'ujxey. Bethlehem Sted Company. Ktuauh D.\s.\, IOc\atc<t Railway. F. A. Daywsox. Ccnsuiting Engineer. CuFHn Dayi.c. Mmqfus Safety Council. Kt^iiAui H. D.\n*. Utacksltotc Valley Safety Council. I. \V. Httazr. Refrigeration Section. CtiAttJV D. Dawson. Grand Rapids Safety CounciL Ia'i5 A. DcRuas. Consulting Engineer. J at K. Pa KCi. Mason City Safety Council. ,|.\ut5 It. IVutlaj. The Itubidchdria Gas Works Guupauy. Da. Ijnns I. Pl`U-\. MctnqmHtan I.ifc Insurance Company. Cn.tm.K5 H. Have*. Textile Senion. Hakrv W. Kuix*. Meat Parking. Tanning & leather lorfibtrio Sertio. I>. D. Kkxxkll. Chicago Safety Gamed. . Kav A. Kixcu. Electric Raiheay Section. ItnxALO A. Fixcanxe*. Toledo Safety Gamed. Thomas Fincnuu*. Western Pennsylvania Safety Council. Howard R. Fusni. riormoghs WeUcomr & G*. US.A.) Inc. R. P. Feurrox. txtiigh Valley Safety Council, li. G. Gilsox. Paper & Pulp Section. Ds. Thomas W. Gosuxe. ChtW Eduratkm Stetkxu Onto M. Grates. Tltc General Crushed St*mc Comiany. II. Meat* Golrtkt. The Pullman Comjony. Isaiah Hale. The Atchison. Topeka & Santa Fe Ra*h*av Gmqanr. D. T. JLvmuxctox. United States P.oreau * Mines. G. T. Hrxi.MrTfi. CWcagv North SU*re & Milwaukee Railroad t'tmuany. fiiAf. F- H:u. New York Central lines. IIaKOLP <1 Hojemax. Street Jc Highway Traffic Smitu Claoe J. Houuxg. ADanv Safely OaoxiL JnJtt W. Hesn. Hudson County Safety CounriL Harry D. I mm cl. Pennsylvania Department *<f 1 aUe & Industry. W. D. James. James Manufacturing Company. A.'L. Kaems. Power Press Section. K. T. Krun. Detroit Industrial Safety Council. Ira V. Ku-Xtt. Pennsylvania Salt Manufacturing Ci<nt|anj:. 1juris W. Krannte, Woodworking & 1 .timber Manufacturing Scctiun. Fraxkux M. Kazan.. Eranstim Safety Council. C. L l~tF*XTAtxc. Great Xnbrrn Railway Company. ).uix.utn C Lamr. Knoxville Safety Council. Fraxc J. Laxaiiax. Fort Pitt Malleable Into Company. M. G. L};ktex6. Eastbay Safety CounciL Kaltii W. Umz. Emphwees' PuMintin SecikoL Or. R. M. Lim.*, New York Department of lulonti>. ` Officers and Pirceiars L. A. htilMAX. Madfeon 4'nwuy Safety G<unrtt. Jimx K. IaiSc, The Delaware & llmlson Railroad H. W. Ijnr. RtdilfCr Sccitctn. W. K. IxtiTP. Safety Division, lUrnnngliam Chamber if Owtnuvcr. II. T. Martin. Fisk Rubber Comjany. F. W. Matrix. Minnesota Safety Council. Paxton Mexbelrsoux, Detroit. Hkxrv Mixccr. Elisabeth Safety Council. W. S. Mocllouxc, Ft. Wayne Safety Gamed. R. II. Morlev. Industrial Accklenl Preventi>i As^eiatMH. M. J. McCarthy. Auhonotivc & Machine Sluq Section. Miller McClixtock, Harvard University, T. H. McKexxet. Illinois Steel Company. Somh Wert#. It. W. Xl*tt. Accident Prcventkm Equipment Manufacturers' Scctkm. Jnnx A. Oartfl. Carnegie Steci Company. Genaor. C. A. Orr. Detroit Fj&oi Cmiranv. I-ew R. Palmer. Kqtthahle Ufc Assurance Society. Jmtx C. Parker, Brooklyn Safety Connefl. I7. M. PrmB. Public Utilities Section. C. hi Pcitiroxe. American Mutual l.blnYily (iLMinncr Comiany. J. R. Power. Seattle Traffic & Safety Gmnril. Albert S. Rgscla. industrial Kdatums Gitumlw. Inr. 1-T. Col. Hexrv A. Kexixucr. l.chtgh Portland Cement Gmqany. Mamxys Ritcr. Paterson Safety Gxmcil. Jtnix Roach. Chemical Section. CiiABt.CR H. Roinsox. Jl, Baltimore Safety Council Tobias Roth. Rochester Safely Gnxncil. Jtutx Rcsuil. Jr^ Newark Safety CounriL Ciiar. H. Rcth. Delivery. Taxicab & Hus Scomi. G. 1*1 Saxforu. Genera) Electric Company. Henry G. Scuaffxer. Erie Safety CounciL T. A. Seti excel. Food Section. Orro ScufcXR. Wheeling Safety Council. Harry A. Sciiclt*. United States Steel C'*pratki. * Charles R. Scott. Bureau of Safety. Inc. bsm D. Sstmoi;r. American Airways. Inc. Earl S. SiiartcER. Utica Safely Council. Gcx. Joiix H. Sherrcrxe. Massachusetts Safely Council. Dr. I. A. Snotror. Rethlcheui Steel Cnxrqnny. E. 1. Simoxos. Southern New England Telephone Gmipony. Gtona P. Stsen. Rewling-fVrWs County Safety Cmril. I. E8 E. Skeil. Clcvdand Safety CounriL C \V. Saimt. Standard Oil Company (Indiana). W. D. Smith. Delaware Safety Council. R. T. Solexstex, Elliott Service Company. W. D. SroctiT. Peoria Safety CounciL F. C Sraxn. Lansdalc, Pa. Gcorck R. Stefiiexs. The Safety Rurean. Ruffalo Chatnfwr f Gmmtrrrc. 1-cat's S. Storrs. United Railways & Electric Cor-pany. 7 8 Tli'rnty-sfcond Congress--National Safety Council AukFi H. Stt'.vvxE. General Moturs Cieixeation. Astuck M. Twit, Consulting Marine Engineer. W. \V. Tkcxcii. Schenectady Safely C*xndl. \V. I). Tnoenur. San Antmio Safety Council. \Viui4u I*\ Venni. Rahway Safety Council. ' Vixcknt Wakcfillu. ICumi City Safety Council, r.nane H. Wauu. Union Pacific Railroad Company. Dr. C. If. Watjox, American Telephone & Telegraph Caiqoin*. Haw M. WuqzB, ItliooU Bed Telephone Cumjany. S. K. WiirnxG. IJbcrty Mutual Insurance Company. A. Wiiirsfiv. Xalirmal Bureau of Casualty & Sorely Underwriter*. \V. H. Wixaxs. L'niio Carbide & Carlxei Cn*imratun. Da. C.-K. A. Wixfunr. Yale Medical SdiooL Dabby Wise. Sa_ Cl-atlanooga Safely Council. J. XI. Weave. Youngstown Sheet & Tube Company. W. 11 WiKTii. ImematRxal Harvester Company. K. J. ZAL*rt. Safety Bureau. Duluth Ottmher of Cumnwcc. J. It. Zook. Cement Svetm Council Purposes and Policies The fundamental purpose of the National Safety Owncit is to muenT human life. It seeks this goal through a cootmom*? campaign of accident rreventam that is nationwide in scope, applies to all tines of hazardous activity. and directly or indi rectly readies tnxr entire citizenry. It is a non-profit iCKanintim, non-sectarian. aivl free from political a(!iliati*ts. Since its orcamzalttm in IV1.1. it os won respect as an essential national institution. Inseparable frum accident prevention is the CuuitciT* >rk ui hn|trm'hi|: licallli cmtditkms and preventing national diseases in American industry. Today there are UWO mrmbers. representing every* state in the Union, and many of the Canadian Provinces. There arc 400 foreign tuetnliers. Tire membership includes industrial corpnratkms. firms, individuals, public officials. schools, daidiri *t enmmerer, clubs and civic organization*. About 70 |*er cent are industrial ouccnu, including the lug steel comranics, the oil companies. most of the railnails in tlic United States, the automotive industry, and others of ^outstanding irrqwwtancc in our national industrial field. The history of the Gumcil is an ahsorhmg story. Unfiutunatcly it cannot be de tailed here. Suffice to say tlm the First Co-Operative Safely Cigress was held under auspices of the Association of Iron and Steel Electrical l*nctnerrs in Mil waukee. in 1912. and. as a resnll. the National Safety Council was ananizrd m. New Vick the following year with funrlcea mcmfirrs. During the first year the member ship increased to 971. Tlic pimwers of American safety went to work on the sound premise that accidents were an unnecessary tart of our social order and that through appliratitei of proper remedial measures tltry could he avoided. They set abrut to nationalize this theory, and to dorltqi the detailed ractUdi and materials through which accidents could lw jircrmied. The rarmlwrs the rwgamzatkm now arc more than ever convinced that accidents arc unnecessary and that thrv can lie and are facing prevented. Striking exam}lies of redactions in trany Kffcrcut fields iirnvc this contention. Results of Organised Safety Since the .Vatioat Safety Conned was organized m 1V1J. the national accident death rate in all fields excepting motor vehicle has liecn reduced 42 per cent. The motor vehicle accident |intJr(n is a comparatively new one. yet there are evidences of progress. Nineteen thirty-two. for example, witnessed the first drop ever re corded in fatal motor vehicle accidents--a reduetkm from 1931 of mare than 12 per cent. Keen prior to this drop in P4al Hsilh*--which was partially (he result of a decline in gandinc consumption--it was apparent that accidents among commercial vehicles had decreased; that grade crossing tragedies had ctstskleraldy decreased dur ing recent years: that deaths of school children had decreased; that deaths in stales haring effective license laws with centralized administration and hi cities haring com munity safety council* tad increased much less than in other states and chics. These fact* indicate that the engHierring, educational. and legal remedies for the highway accident profile, are producing results where ooiseicaiinusly applied. Since the National Safety Council started as an industrial safely organization, the Iwt results arc to lx? expected m this field. Here s;*cciactdar achievements have 9 36 Twenty-second Congress--National Safety Council Certain it that work ckthts should always be changed for street clothes, etc* and should be kept in locker rooms where they will thoroughly dry in air. The re-used oil should be freed from metallic materials and should be sterilized. The worker* sliould be taught never to use waste to wipe oil* from the hands because waste contains bits of metal and din which may break the skin and open the way for infectkm. It has been found that a magnet will pick up plenty of such particles when the skm is wiped with waste. The workers should he taught to rinse off the oil. etc- under naming hot water with the me of mild soap rather than to use the cutting compounds for cleansing purposes. This holds true for the use of kerosene, gasoline, etc, as before mentioned. Ikcausc dermatoses form soeh a large proportion of all occupational diseases and arc often disabling, one should he familiar with at least the more important occupa tions that arc exposed to skm irritants, Ccatpkte lists are almost impossible because almost any foreign'substance can become an irritant if it b in continuous contact with the skin. Hut it is always pjsuMc to have in chart form a complete listing of all chemicals used in roor plant. To this list should he added a complete chemical analysis of aH new materials as they are introduced into old or new pnewfw. Against such a list, it is then possible to check op on the substances that are known irritants or tfat are known to cause dermatoses. Substitute a non-irritating substance for a known irritant wherever possible. Give the worker every possible protection against contact with a lotown irritating, substance. In addition to the use of protective clothing, the length of time of ex posure each (by should be reduced by a system of alternation of work. Provide for cleaning dmen machines, walls. 1tenches, and other surfaces. Make this cleaning frequent enough to keep the equipment and the air as free as possible from scattcraMr <!u*t ami to reduce to a minimum the contact of the worker with oils. dyes, and 4hrr suhstantes used in the operntwm. Make floors impermeable and keep them clean. Paint walls m they will show up dirt at! so ihry can be thoroughly cleaned and have than cleaned regularly. Wherever possible, have machinery painted to show up oil anl dirt, and keep it clean. Put the workers m washaldc uniforms provided by the company and laundered by -':her the worker nr the company. Even the American Rotting Mill Company irr * this inn with mm handling sheet metal and found it paid. Have adcquali hand washing and other toilet facilities ready available in com- ptarcs and prink!? ample shower heads to take care of peak loads. Hither supply stap and towel*, or provide a routine whereby each worker bas I is own. If a scruldmtg hresh is indicated, make it a part of required equipment but he **jre they arc not harsh. 5u|rvbc hand washing, bathing, and the change fmm-reet clothing into wurk cUnhes and work clothes into street clothes. Put all toQets. washriawns. and locker moms in charge of a cleaner who docs nothing else hut keep equipment and rooms dean. Give the winker* suflkrrut time fur the routine clean-up on company time; you will find it does iwu take htg. uncc a system is established. You will find that the revhictiua in dermatoses with reduction in hist time and increase in efficiency wfi] more than par for the effort. .tnJOURttiM.XT Tll'FlNTY-SF.CONU ANNUAL SAFF.TY CONGRESS N AT ION A L SA F F. T ]' l V N C / /. Dust Problem in Industry FRIDAY MORNING SESSION October 6, 1933 The special session devoted to a discussion of the dust problem in industry called to order by J. R- Allan, assistant manager. Industrial Engineering and Con struction Department, International Harvestec^Cooipany. Chicago, who presided. He briefly outlined the purposes of the session ^nd then presented ihe first speaker. The Mechanical Control of Dust - ' r.' . '' ` By E. O. JONES ^ r_ Consultant, National Roundels Association. Chicago The speaker aid ra part: During the last few years, much has been written about the pathological effects of dust. From thh material there scans to be some lack of agreement among sckrrttsls as to the pathological effects of these types of dust, their dangerous dimensions, the length of time one must be exposed to their inhala tion. the density of concentration which is dangerous, and the extent to which they are directly causative or contributory to disease. It is unfortunate that in the twilight cone between ethics and nmxthks, there are certain members of the legal and medical profession who are willing to take advantage of these uncertainties and capitalize on them largely for their own benefit. When the foundry industry was cunsrunted with the accusation that it harbored a potential health hazard, its leaders immediately took steps to study the problem, with the object of effecting aR the facts and determining upon a course of procedure to etinunatc the .*aosation. This study has been under way in some localities for some time, but its i-roccduic presents many difficult problems. The mechanical control of dust is not our only problem, nor does the accomplish ment of such control depend 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 ns digress from the subject to consider the amount of dust wc as indi viduals create. Take the mtddrr. few instance, whu goes to his bench at the start of his days work. He reaches few his air hose. and starts the day by removing, with Hs force everything he can from hi* equipment. In close proximity to his bench. 37 3$ Twenty-second (,'onyress--Xationul Safety Council or cn the aTwfaff sill in inmt ot him. j'ou will usally find a varied cdltctioo of relic*. He will usually wet down hU sand file, but seldom hi* floor or gangway. When he is through with hb jshiit he mcaDy grabs the air hose and proceeds to take a compressed air hath. ' And wc have the finmdry taUrcr: he has many menial tasks to perform. When he sweep* nr uses a shore) he seems to be of the opinion (hat his efforts are judged liv the atimopherc he create*. If he doe* sprinkle Ote floor it is usually done very sioringly. Shakeout men and crane men seemingly give Htlle attention to the results of their ihouphtlctfnoK drab Imckrt* are okoIIt lifted to the Hmit of their lift and then itamfoL Many oimpamn have furnished equipment, such as positive pressure helmet* and respirator*, to employees wlio work in extremely dotty atmospheres. Tint it is surprising to note the ajipanmt lark <d interest cm the part of the employee fie whose protectkm this cqwpmrui Is furnished. Fram these remarks some mar say "Why shift the responsibilityXrt a bit. We have merely cited these few fact* as an mdicatiun that possibly we can improve the Mqim-pkn. If we make every man rvsptmsihlc for tie cleanliness in the vicinity in which he works, ami every uxeiitan rwpn>iWc for hi* department, and theu in tom make the superintendent answer fix the cleanliness of bis shop, we will not have to worry ahout the increase in labor cost. After dust gels into the atmosphere, it ts. of course, very difficult and expensive to remove. Keeping the foundry floor off the ceding is a man-*ire jnh. Ventilation is a pauMcm everywhere. A diligent survey of our existing equipment may derrlop the tact that by small expenditures wc can improve conditions. Inspect your dust-arresting equipment.' See that the rapping device is in order, that the screens arc in mod comlitim. wc suggest that they ate rapped and the hoppers emptied regularly. Repair any leaks in pipes. See that the valves dose prop*rly Chutes stxmld he kept m good repair ami when emptying arrester*, respirators should be worn by the tnen whose duty it is to perform this work. If refuse from the arrestor* i* not removed at once, keep it in containers or wet down until it is re moved. Above all. watch yiur air veficuie* and make sure you are removing at the sort? a* orach *f the dust as the equipment was originally designed to da You pay tor the current the consume* to operate your suction equipment, therefore get the proper return for that expenditure. l)o not store or alkur sand to accumulate around your Masting equipment. Mater sure you are rvcviving tlx pnqwr air changes in your sandblast mom. Inspect your masks to the <*i air purging tliraelk The wearer is prone many limes to just crack or partially qa the salve, and when this is dune he is not getting the full protection for which* tltc helmet was designed. Wc suggest that the helmet be removed from the sandblast room and stored at the end of the day in a dust-tight cabinet, hutructing tltc wearer tit clean Iteforc re-using. * In your cleaning rows wltcrc tumbling barrel* are used, we deal again with air velocities. Piping should he diligently inspected and krpt in good repair. Make sure traps are jcTiorming the wrvicc they were designed for. It might he wdl to keep flo.tr* m this drpartmem wet down. Remove lie day's accumulation of refuse at the end of the day's run. When cyctrars arc used, make sure yon arc nut exhausting at the level of window* which may be opened m other part* of your plank We will have to look fra* funhrr nwcwrathoi from the foundry equipment uuou- fadutvrs wb>* rave our industry. Equipment will hare to be sold to us net to Dust Problem in Industry 39 meet existing codes, but as dust-light a* human ingenuity can design them. After the equipment is installed, it will l the jmrchaser's responsibility to see that it b regularly inspected and maintained to perform the service fix winch it wax ixighally designed. And wc refey to (he employer'* rrstjunsfljjlity. When lie elerts to wurfc m a foundry, he should be wilting to co-operate and wear the safely devices which are provided by hi* employer, ami it win he the purchaser*s rc*)rai<fliility to xec list tlie equipment is well cared for ami properly matntainrL Our industry b a haste one and wc hope that it will lung continue to lie essential. For this reason we want to anon thnsc who are sitting m the side line* that it b our determination and hope that, with the help of those in the medical profcsswxt who have given so generously of their time in tcvniidc study, we ran serai determine the actual extent of the hazard. In the meantime, while many diverse opinions are faring brought tnlu agreement, it is imperative that wc give more than passive asset.* In suggested measures of precaution or improvement. The accomplishment of worth while results depends upon the diligent and active cn-operatina of everyone concerned and tl*c utilisation of all known means of prcventicm and control. Only through united effort can wc hope to accomplish an effective program which will give maximum of advantage to employers and employee* alike, and to such an end we arc confident lltc foundry industry will continue to dedicate its earnest and oexknthnu effort*. How to Determine the Dost Content of the Atmosphere in Dusty Industries By D*. E. C. MEJTER ' .-Ciic Director. Indnstrial Hygiene Lsbmxtuiy, Employers Mutual Liability Insurance Co, Milwaukee. Win. - The importance of atmospheric dust as an agent in the cauxstkai 4 respiratory disease has long been known. However, it b tally within the fast few years tltat this subject ha* achieved medical and legal importance m dusty industries. IkcMbc </ the extension of compensation laws to include occupational diseases, and through an cvertncreasmg number of legal suit* against indnstrial concern* by employees claiming disability due to dust inhalation, there is need for a severe attack on the problem of eliminating or otherwise combating the dust hazard. In order to intelligently control the dustiness of the air. the amount of dust present must he determined. With a given dust, two factors are usually considered: (I) the number of dust {articles in a given quantity of air. which is usually expressed in millino* id {articles |icr cidtic foot of air: (2) particle-size, usually expressed in a size frequency distribution curve, that is the percentage less than stated size b plotted against the size of partides. Instruments Used for Determining Atmospheric Dusts Manj- instruments hare been devised for determining the dust concentration m air and it may be well to give a brirf historical review of this subject. The South African investigators began using the sugar tube method fix the sampling of atmos pheric dust m 1911: the tame method was used by the U. S. Bureau of Mines a* early as 1914. By thi* method a measured volume of the dust air is passed through 40 Txcrnty-sreond Congress--National Safety Council a (ole cratainaq; pamiUtcd ar. whkh filter* om the suspended dost At the lahorautry. the sngar is dissolved hi vsttr and the nuniba' of dost partidcs arc deter* muted hy counting those in a small volume of the sugar solution under a microscope. This method of dost sampling had certain disadvantages, the chief of which was the fact that the purest commercial suga:~ contained a certain quantity of dust, which introduced considerable errors, especially in those sample* containing a lour dots concentration. To overcome the limhatiom of the sugar tube mahod various other devices were developed, one of wind) was the Palmer apparatus. This apparatus consisted essentially of a pear-shaped glass both, the lower end of which terminated m a U-tnbe or trap. Suction was applied to the class bulb by means of an electric exhaust fan and the volume of air measured by means of a Petot tube. Dust-free dis tilled water was put into the U-tube. The air drawn through the water in the trap broke it up into a spray within the larger portion of the sampling bulb, which washed out and retained the dust. The dust so obtained was analyzed by the ustal methods. The Palmer apparatus also had certain disadvantage*, the chief of which was that its efficiency as a dust catcher was low. In the search for a more portable type of in strument. which at the same time would yield rapid results, the South African in vestigators introduced in 1916 a new irnli ument known as the Kctie konimeter. The komroetcr sample* dust by impinging a small volume of air against the surface of a latdhectalcd glass plate, the vaseline serving to catch the dust particles. The dust retained cm the glass plate was then counted under the microscope at a suitable magni fication. The chief disadvantage> of the kooimetrr are that in atmospheres containing a high concentration of dost, the spots are too dense to allow counting the individual particles and {he method can. therefore, not he used m such cases, also many samples lad to be taken to secure a correct average determinalion in places where the dust ccmcentratioa was variable. As a result os the different methods of dust determination being used by the differ ent governmental bureaus and others, it was soon found that the various dust-sampluig methods did not yield absolute results, consequently some confusion arose m inter preting the various dust studies. In order to arrive at some basts of comparison the IT. S. Bureau of Mines conducted a laboratory study of dust-sampling instruments. The results of tins study were published in Public Health Bulletin No. 144 entitled "Comparative Tests of Instruments for Determining Atmospheric Dusts.** (1923) During the course of this study two of the investigators. Dr. L. Giecnburg and G VY. Smith, devised a new apparatus oiled the Rnpmgcr. In the comparative study the dust collecting efficiency of the impxngcr was found to be high, and in addition the method offered several advantages over previous methods. Afta* several modifica tion* to meet special requiicmmls. this instrument was adopted by the Federal Public Htahh Service and Bureau of Mines as the standard technique for the sampling of dost in air. The instrument has been used in the study of a number of dust trades, and i* the commonly accepted method m use today. Size of Dust Particles Taken into dm Lungs It has hern observed from a study of silicotic lungs that most of the dust particles that have penetrated into the arr sacs arc less dan 10 microns in longest dimension (1 micron is 1/1000th of a millimeter, or 1/2500th of an inch). It is generally agreed, therefore, that we need not bother with particles larger than 10 microns m measuring the concentration of a dangerous dusL So that you may visualize the size of these small particles consider a 280 mesh Dust Problem in Industry 41 screen in which the screen opening* are 50 micron*. In the absence of a beam wf light, an atmosphere containing these tiny particles will awear clear to the naked eye, and therefore it extremely deceptive. Only a powerful nncmsn>)e can make such particles directly visible. It is necessary, therefore, to noke a tmrmscoptcal examataltmi of the atmosphere to learn how badly polluted it may be. larger particle-* such as are visible to the naked eye are essentially harmless in the causation { siliesi*. as these arc caught by the membranes provided by nature in the nasal and miter respiratory passages ami are eventually coughed up or eliminated before any danage is done. When small dust particles are dispersed m air. they arc carried about tike smoke and settle out very slowly. 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, h can be calculated hr means this law that sod) a particle trill fall <*nly 2113 feel in 24 hours. It can he seen, therefor^ tint any fine dust dis. persed into the air is mn only a momentary hazard but remains in the air fur an indefinite period. This fact is often overlooked hy tnvVuwi, as H is usually assumed that as soon as the dust cfoart t* no longer visilde all dust has settled nut. The term "dusty working place" is only a relative one. Must air. !*nb inside and outside of factories, contains some du>t. It is. therefore, necessary in adopt a standard content for the dividing line between slightly dusty ami dusty working places. The Wisconsin dust code prescribes a "tentative figure of IS million countable dust par ticles under 10 micums in longest dnhcnshai with free silica cteilent of 35 per cent in a cubic foot of air as determined by Public Health Service tcriiniquc. Variations in free riltca content wilt make proportional inverse changes in this standard.* In ac cordance with this standard the permusihle count for practically pore silica would le 5.250^000 pantries. ' How Dust Samples are Collected As mcotxcmed previously, the instrument nsed in collecting the dost samples is that knoun as the "fmpingtr." With this instrument the sur to be sampled is drawn through a glass tube and impinged at a high velocity on a gL?s plate which is iromerred bexatli a suitable liquid contained in the collecting dk. Tae unjringcr, therefor, combines the principle of collecting dust by impingement with a water-washing or bubbling method and so* possesses the advantages of both principles. The dust b thus trapped and remains in the collecting liquid. Suctm.-* is applied to die fanpmger by means of a steam ejector operated by compressed air. Where compressed air is not avathble. a small electrically-operated vacuum pump may be used. The rate of air flow is measured ehlter hy means of a snail vacuum cage or an orifice-type flow meter. The entire apparatus H olibratcd before use against a standard gas meter, so that a known volume of air may be sampled. The rate of sampling is approximately one cubic foot of air per minute. The dust-collecttrig device is placed in close proximity to the breathing level of the workmen involved while per fouling their respective duties, so that air samples representing actual working conditions may he obtained. After a sufficient volume of <tn*t4aden air has leen sampled, the collecting liquid is idaceri in a suhahSc container and removed to the lataratory fiir the neccssry analysis. When the dust sample readies the laboratory, the entire sample is filtered into a clean graduated flask through a 280-mesh screen so that only particles snaltcr than 50 iracrcns are permitted to pass; partidc* larger than 50 microns arc not considered 42 Tuvuty-seeond Congress--National Safety Council injurious and are. therefore, removed from the sample. After proper dilation, the cincuts of the irradaated ffok are thoroughly shaken so that a uniform suspension is faatncd. and two portions about one cubic centimeter are removed with a pil>c1te to just 6U two Scdgurkk-Itaftcr counting celts. The cells are allowed to Asxnt at least 2N mimnes and the dnst pankies are then counted by mans of a mkro*-opc. The imctwctpe with an AMe oetden^er is provided with an eyepiece micrometer, a lG-roOlimctcT objective and a /JC eyepiece. The eyepiece micrometer has a lane square engraved va it. and this sqtarc is divided into 100 squares, one ot which is for- ther divided into 25 smaUer squares. The proper tuhr length of the microscope b determined by calibration with a stage micrometer, so that a side oi the large square of the cyqw.T covers I millimeter (1.000 microaj). The large span <d the eyepiece micrometer, therefore, encloses the dust in an area oi rate s*iuart millimeter. and since the counting cell is one millimeter deep, nil the du>i suspended m one cuhk miltimcte*- of the sample b under the ruled field All particles visually b> than 10 micron* in longest diameter m one quarter of the field are counted at fin |>outts cm the cell, namriy. near the fmr comers and the center. Two cells i each dnst sample are counted and the average of 10 counts b obtained. Control count# are subtracted from the average sample counts, givfog finally, average net eoemts the randier of particles which are then calculated m terms of particles per cuhtc frail of air sampled. * Having determined the owwlraiin of dost particles less than 10 microns in diam eter in a given atmosphere, it is jlm necessary to rditaki information regarding the mineral composition of the dust before any cvaltalion of the health hazard can he made. In general it may k said that the harmta!oess of a quartz containing dust b usually in direct proportion to hs free-silica (SK>>) control. It is. therefore, ueces- sanr to distinguish between "tree silica-, that is the silica that occurs as quartz, and "craabwcd silica-. or the silica that b combined with other dements in the various silicate minerals. It should he borne m mind, therefore, that the total silica reported in the cust.mory chemical analysis is no measure of tk amount of free silica. The quartz craitem of fine dusts is usually determined by a wwnVimtwn 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 imMem should consult Reprint Xu. 1560 of the Public Health Re ports. February 24. I9S.V entitled The Quantitative Determination of Quartz (free silka1 in Ihtsts- In* A<k4|4t Knopf. Professor of Physical Geolr^y. Yak University, and Goniltant. United States Public Health Service. * /JY'1' Discussion of Dust Problems By DRl LEONARD GREBNBURG . Tale University. New Haven. Ccmn. The speaker said m jam: On the ledmical side of this problem vnu have been presented with two cxreOcnt taper* liy Mr. Junes and Dr. Meitcr. There is little that I sit*mid atkl from this poira d view. Perhaps the mnt valuable contribution that I can make is to present to you my own personal view ui the Iiroodrr adminis trative aspects if this problem gained as a result of many yean of close contact. In order h do this, let us analyze the problem in its simplest terms. Dust Problem iu Industry 43 We may begin l*y agreeing that pulnsstary filirwii result* inmi the inhablto d certain Hosts in known ctmccntratuwi over a sufficient |*cr*id of lime. This fact has been dermnstrated repeatedly hv means i industrial. hlnliry and luthultgical studies. On tkb simple fact. I take it. there is complete agreement. Such kgitimatc cases of disabling pulmonary ftltmsi* are held in many states ti lie the responsibility of the employer. Further, a perusal of the compensation law* makes it evident that there exists a decided trend in the direction if broadening the compensation acts throughout the Union fur we find frum time t time that additional states are being added to the list of those bidding silicosis to k a ant* Deniable disease. We would certainly be Winding ourselves to the facts were we not to admit the existence of this trend in seal legislaiuav. It should he pmttal out here that this is a very wklmune and desirable state oi affairs. The insurance principle has justified hs existence in spreading the tmrden of ill fortune over a Umg pcried of freedom from eatastrojihc and surely' in the case ot industrial accidents h has freed us from the deplorable state of affairs in existence prior to 1912. In the case of the ncctqatimal diseases we may Itupe for ajtally satisfactory result*. Nevertheless, compensation insurance is iu4 the complete snJutuei *>i the pmhkcu at hand. * The only adtxpate means of avoiding the lenkn it silkusi* is by the |mvn- ticn of this disease. All other mrthtds du mg umdi the crux of the problem ami they carry m their wake a vast amount of litigation, illness, and a large fuancial burden un industry. If what we have agreed tqxai to ibis point L* true it is obvious tint industry most prevent tlte ritsscnunalirai uf dust hi the wurkrooni ak k such adequate engineering techniques as are availalilc: *ir in certain cases where this is not possible industry oust provide, and force the worker ( use. such mean* of licrsunal protection as will adequately safeguard him against the inhalation of dust. It t* only by these means that wc can guarantee a future free of disabling polmraary discase !oe to dust inhalation. * In sphe of the very best efforts of industry l solve this |ir44cni llxve trill un doubtedly be a certain number uf cases brought to the courts'and (resented as legitimate cases of silicosis. \VhUe some of these are true cases rtf silicosis others. I have been informed, arc not. but are designed merely as a means of ofdarning funds from industry. A consideration of such cases brings ns logically to the sec*Bid Iart of the |wescat discussion. What is the ideal method of handling compensatei cases wiih reference to occtqattunal disease and more particularly silicosis? If we examine the development uf the compensation acts we find that a technique designed primarily t< adjudicate cases of industrial accidents las by degrees hem given jurisdiction over occupational diseases. In fact, tn wmc states discuses arc regarded as injuries so that they may be brought within the scope *f the original compensation acts, lint on close examination it becomes apparent that disease* are tar more difficult to adjudicate than are the ordinary injuries arising in industry. They present many technical facets and often require a detailed knowledge of this particular branch of mrafirinc with which the average commissioner is very often unfamiliar. As a result wc find in practice that the Cimrt is (wcM-iitcd with highly technical evidence by experts for the plaintiff and for the defendant which is very difficult if net impossible to satisfactorily evaluate. Often the commissioner is caught between the conflicting views of such witnesses and is not provided with his own ex|ts to aid him in arriving at the real scientific background of the problem at hand. 44 Twenty-second Congress--National Safety Council \Wnt wc really octO is a strenglhroing of the tcdnkal side oi the compensation mu tu keep pace with the increased factual tndcrttaodaig regarding the occupational diseases. Hus docs not merely refer to the Court* themsetas but should begin with the pruurulgathm of accurately worded compensation sets which dorty define the dircasq fur which compensation is to be raid. Compensation t should be assisted by boards of technical experts composed of engineer a appointed by the deans of the various engineering schools and of physicians appointed by the dans oi the recognized medical schools. The engineers selected should have a very com* plctr knowledge of factory conditions and the field of vailDalion. and the physicians should be experts in the field of industrial hygiene and occupational dt**. It is only with the aid of such highly specialized boards, or their cqtriraloiu, that the cumjmtsatioa commissioners may be able to do complete justice to both sides in thoe highly technical cases. It is the belief of the speaks- that employers and cm* [Joyces alike would benefit greatly from the establishment and use of such boards. In order to hasten the establishment oi this system employers arc justified in ap pealing to their legislatures with this end in view; certainly such a leghiznate demand should receive the hearty support os aQ concerned. Frequently one is asked, what should be done with those claims which arc based on IhtVr or no real evidence of injury to the worker but which are merely reared by sume very enterprising attorney? Such claims are, I have been told, becoming very common of late and constitute a real problem to tndcstry. It is obvious that the compensation advisory boards suggested earlier will, as soon as they are formed, serve the future as a healthy bulwark against this type of baseless claim and 1 venture to predict that few such cases would be favorably acted upon by a board of real experts in this field. At the present lime factory officials should employ the very best legal talent available and should reinforce such legal talent with *hntfat and medical experts thoroughly versed in the field of silicosis. Many have been lost hy a failure to bring to bear the requisite technical aid required to prove the ma-cxistcncc of a hazard. Here is an excellent example of a in which money may be saved m the aid by increased expenditures. We now arrive at the final steps in the control of this problem, the physical and X-ray examination of the worker. Every factory shoald have pre-employment and routine post-examinatioas. It seems obvious that the burden of the health of the worker should not be placed im the plant w ithout the privilege of the pre-e-.ipJoyment cxamiiulkn. How on industry be legitimately expected to hire a worker "in the bUnd~ as to his or her physical condition and then a day later be expected to fh-Mdrr the harden of the worker's health? By repeated physical examinations it- is possible to discern the faint early deviations from normal health if any take place. In this imnner the employer would be forewarned very early W any workmen showed hmg changes suggestive of early sQjcosts. The routine rattastrial health i^ a bread scale throughout the. major portion of American industry would constitute a public health procedure of major significance. By hs means a very large propor tion of the population would be aided in the prevention of the degenerative diseases of middle life which today constitutes sud) a real ADJOUHXMENT Til' ENT Y-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Falls of Persons THURSDAY AFTERNOON SESSION October 5, 1933 The special session devoted to discussion of problems arising through falls of persons was oiled to order by \V. & Paine, manager. Engineering amt Inspection Department. Aetna life Insurance Company. Hartford. Connecticut, who presided. Chairman Paine welcomed the delegates and immediately introduced the first speafer- Ladder Accidents and Their Prevention -- :* % By F. I*. HURLBUTT Manager, Patent Scaffolding Cow Chicago, IIHocss The speaker satd in pan: In discussing ladder accidents, let us divide our st&jeel into three divisions: CD selection; (3) care or maintenance; and (3) proper use. I can think of no piece of plant equipment in which there is the opjawturaty to buy either safety or accidents dm there is in ladders. Basically, no ladder b better the poorest piece of stock used in hs construction. Only well scavmrd. straight grained woods should be used. For extension and string ladders, the rails should be of spruce. Douglas fir, Norway pine or long leaf yellow pine. Because the last named is somewhat heavier, it b not as desirable as the others. Rungs of oak. ash or hkkory are by far the best, and here grain b all important. To assure straight grain, the best rungs are band split in distinction to the ordinary machine turned rung. The secttonal size of side rails must vary with the Irogth of the laddrr. and likewise the diameter of the rungs must van- with, the width of the ladder between the ride rails. But in no should the diameter of the rung be less than Ijf inches, nor the tenon less than ft inches. A genuine safety measure on extension ladders b the use of automatic locks, instead of the old fashioned gravity locks. All hard ware should be of malleable iron or mild steel. No cast iron fittings should be permitted. Much discussion has been indulged in over the question of whether rung towns should extend fuDy to the side rails or only to within a quarter of an inch. My experience b that where the tenons do not go all the way through the rails, suefa ladders retain their rigidity better and do not get wobbly as soon as ladders which . hare the reds completely bored through. Also, moisture is less likely to get at the tenon of the rung and cause rot. 45 106 Tu'cnty-secand Congress--National Safety Council opportunity to work hi a larger rink. Then. ton. the experience of a risk in a hazardous trade U a itmcc reliable guide !<> the risk's future |<rfonmme than die experience of a risk of similar sice m a non-iaariw trade for the same reason: the hazardous trade producing more acenknt* and. therefore. is a better chance of getting an indiralive awrape. In rxprrirorc rating. it is primarily the cost of the accidents rathrr than tltcir number u> that severity within Emits also has a oajor effect U)m ur eietsideratiun of the risk's exiwrienee. AH other eonditinns twing opal ue exanttde. we mold actually nut rdy os much on the exjeriewv of the risk if it all resulted frtmt one scrioo* case as we would if it re flected a lot of Wss serious cases more frequently occurring- The first instance prriahly would never tenr again for years, because d the workings of chance; while the second would prntalily approximately repeat year after year. As a result of this condition in experience rating, accidents are treated tinder two distinct groups: the low-frequency high-cost cases such as the deaths and permanent total disability cases, and the hiph-frequrnry hwerat eases which cover all other com pensation cases and also medical costs. One other feature d experience rating is of very decided importance. Ttux is the abdication of the trmriplc of "weightmg" the experience f the risk in determining a future premium rate. The principle of the "weighted experience** provides that the same degree of importance shall nut he attached uniformly to the experience devolved in all years of the risk's iteration Iml that each year stall be arbitrarily graded so as to give the tn**st weight or credence to the latest experience. As a matter of fact, the weights assigned to the fire years of experience are represented by the factor* .40. /fl. JBfl. 1JO. and I.HR. heguming with the earliest year's experi ence. In other words, the experience of the two latest years is accepted at its face value, while hut SO per cent. <'0 per cent, and 40 per cent of the experience of the third latest year, husrth btrst year and earliest year respectively are retained for rating purpose*. The rcasu fur this feature of cxjwricnce rating is again to restrict the influence of oxulitkei* which arc tut ootsidcrcd reflective of the risk's loss cost prospects for the nraurristtc future. Suppose we have a risk where five years ago it was under the management of per?1** not interested m any way m accident jircvvtnion or in the use of safely equipment. During that year pnduNt there vndd have <rurrcd numerous acadents as a result of such attitude iat the part of the assured. Suppusc that during the but two year*, lunscwr. new M<wl had hm hnmght into the firm which had hren ll*mxgh!y sdd rm acridnU jwrvmttiei and extensive safety programs had been inaugurated ami all evidence indkatrd a rniimiatt*m d this |tractice. It does not seem logical that the shortenmmgs of the risk in the earlier year* of the risk's his tory should unduly influence the iu\ure rate i the risk. While unquestionably the risk's earlier experience should he reflected in lire rating, its effect on the future rate fe the risk shook) Ik* msfifiol in the light of the iww modern cnodham*. The weighted experience principle which wr fnlktw does fust exactly this. In other words, it make* the assured pay m full for (lie most recent conditions in his plant and it doc* not drag out unduly the penalty fir some particular condition which may or may nr* be reflected in the present condition* of the risk. ADJOURNMENT. rii'A?rv-sneoxn annual safety congress NATIONAL SAFETY COUNCIL WEDNESDAY AFTERNOON SESSION October 4, 1933 The special session devoted to iwridcm* in connection with Safety Orgzmzathxt and Program was called to order hr J. K. Cullincy. (tcthlchcra Steel Ov IWthlchcm. Pa. He welcomed the delegates in the name <4 the Executive Ccmumtlve nf the Na tional Safely Council, and then intmtuccd Gcurgc Opp. safety engineer. The l>etroit Company. Detroit. who presided during the session. Cltairman Opp imtlincd the discussion in view and introduced tlte first speaker. Mechanical Safeguarding and Engineering Revision - - 0 -?c? By L. W. LOHREY Manager of Personnel. Dctco Products Corporation. Dayton, OUo The speaker said in part: Mane speaker* have presented statistics so often t prove that most accidents are due :o causes cither than the lack of mechanical guard ing, that many have reached the mudusion that the job i* dune, in so for as this very important phase of safety is concerned. In fact, they have sold this point so well that many of the safety engineer* of the country have kwt their jobs within the ptf few years. Management everywhere evidently believed them and since h was necessary to reduce overhead expense, their service* were dispensed with, as their departure would nut be missed. 1 can't say tliat I sympathize with these chaps: m most instance* it was good riddarce. They were the bellow* wtv> told managonent every time a worker gut hurt thsx the machine was properly guarded and that the was doe to the carelessness nr the cossedness of the worker. Tltcy did mu. however, tell maiugcment tliat with additional engineering the machine could be guarded, and with little additional expense, mi that regardless rf tltr carelessness nf the worker. H would be impossible fur him to be Inal. No -mechanical safeguarding and engineering is not completed--h is practically in its infancy. The **mer we recognize tins fact the greater will be the improvement m this field of safety. Ixt us consider for a moment l*tc report of the DWtio. nf Safety and Hygiene of the Industrial Commission of Ohio, and then determine whetlicr or not mechanical safeguarding las reached the point uf perfection tint many would have us believe. In 1933. 131.519 total claim* were filed with the Commission. Of this number-- 43.123 were due to cut* and laecratiiat*: 25J23 crushes and bruises; I9J10 sprains 107 108 TU'cnty-second Congress--Natiouat Safely Council and strains: 11.528 puncture wounds. 8j6fi3 (radora; &29S bums and scalds; 713 dis locations; and 20 concussions. The number of direct amputatkei* of scene member or members of the body, by ma chinery or other hazards, teas 423. Of this number seven were arms; fire were hands; four were legs; one was a foot; fire were toes; and four hundred fingers or {tarts of (racers. Yd) will note that the parts most susceptible to injury were fingers. Of atl the daixns filed with the Commission most of them were due to injury to the fingersdi total of 33X76. I do not want to tire you with figures, but as long as the state of Ohio continues to send out such reports no one can eoaeincc me that mechanical safeguarding ts doing atl that it should do to reduce hazards. I would not have you believe that I do not recognize the importance and value of proper supervision and training of the worker to control hazards. Tins form of acci dent prcmdho has a very definite place hr the control of safety but It does not. and should ant take the place of a mciliantcal device when needed. A study of accidents in many of our larger plants will generally show that very few of them are due to unguarded machines. This, in my opinion, is not true of the many smaller plants which for various reasons do imt purchase modern nadnoery and equipment as do the farcer plants. I will cite a few instances of accidents doe to the lack of proper ing or engineering. guard Case Xo. 1. An operator working on a dial feed punch press lost the tip of his thumb when the press did not eject the material properly. Instead of taking a slide or stopping the ixnchmc he used his thumb to force out the part, with the insult that he lost the tip ci it. After this aresdent occurred a guard was placed over tins par ticular part which made h impossible for anyone to put his thumb m this particular poshion. Case Xo. 1 The operator of an automatic punch press received a serve injury to Ins finger when he placed his hand ou the guard used to prevent the tie rod from falling in case it should break. Case Xa 3. An employee lost a thumb on a hydraulic press which operated at a very slow rale of speed. Case Xa 4. An operator of a punch press lost a tip of his finger when he was cquqqvd with a positive guard. These cases show the need for better engineering. In the age ot speed we cannot trust to anything but the best in safety. There are too many factors which cause the human bring to fail. Agam--why should we assume that we have reached the goal from the standpoint of engineering: Why do we maintain our large engineering forces for the improve ment and development of our products? If it it desirable and profitable from that standpoint--why is it not equally as important to cvmlhmc our engineering develop ment m safety? Who would want an automobile that was designed twenty years ago in preference to the tpleiuHd model of today? Likewise, the models of safety of today must pro gress if we are to reduce accidents to a mhiinwan. Mechanical safeguarding end engineering {day an important part in the control of occupational diseases. A noted labor leader, a few years ago. made the statement that no man should do the work that a machine can da Likewise, may I say. that no man or woman should be permitted to perform an operation which involves an Safety Organization and Program 109 occupational disease that a machine can perform. I have in mind a particular opera tion which required the use of wood alcohol. Under the edd method Uus operation would hare been performed in a wry crude manner. Under the present corefithms a modern machine costing five titousand dollars was installed to take care of tins particular operation. The only reason that this machine was installed was the con sideration of the operator's health. - W*.--- Sa'fAO ***** EduCation CJ V By W. J. PEACOCK Head. Department of Personnel. Northern Paper MiDs, Green Bay. Wis. The speaks said in part: Most of us in the safety game go through the stage of guarding our plants, and then of having foremen and occasionally executives expect accidents to cease, as though machine guards might exert an influence on stumblers, trippers and those who neglect their goggles. It was only after we had analyzed our accident statistics and dug out the causes that we discovered a major category of human causes which no amount of machine cording could prevent. Today we know that education is the most concern of any industrial safety expert, indeed plant education is so vital that we must find ways of putting a thrill into it. First of all, a thrill for ourselves. It b worth while to visualize the environment in whkh our modern safety program b being produced. An engineering section, accustomed to weighing facts for their accuracy, acts as sponsor for our codes and safe practices pamphlets. Psychologists inspire us to accurate thinking regarding the mental attitudes of workmen. Medical . science gives us warning and procedure regarding industrial diseases, infections, and every-day health requirements. Psychiatrists are helping us to locate and to re train the "accidentprone" employee Sociologists are writing textbooks on the or ganization of our for safety as well as production. And checking up an our entire set-up, we have expert statistics enanating from the American Engineering Society. I narrate these facts to bolster any who may be losing courage in these trying days. It wifi not be long before safety education will be accepted as ou a par with other industrial interests founded upon scientific research. It is not to pillory the men in question, but to express my surprise that their kind stHI exists, that I mention two headline speakers on one 1933 regional safety pro gram. The first speaker created a laugh where a laugh was out of place by stating that the only printed matter he could find in preparation for tlie topic of "PuHir and Home Safety** was a book on funerals. The matter was serious, because he b a regent of State Normal schools and lives at his state capitoL where access to at least three libraries of unusual size is available. The other speaker, a ptant superintendent and a college graduate, stated that he was formerly a plant safety man and that be had been trying to unlearn the nonsense of his earlier years in whkh plant safety depended upon "the carnival method", "sob-stuff appeals**, and the contest induce ment. There were in the audience many friends of the speakers who could have loaned them scientific material on their subjects which would have made either humor or tirades appear what they were in fact, a waste of time that ought to have been used constructively. Every delegate to this Safety Congress owes it to himself to visit the headquarters 190 Tsvctily-sccosid Congress--National Safety Council Conclusion: Onr society and the National Safety Council as a whole hare passed through several difficult years wtutti have reflected the baiieu depression feh so keenly by oar industries throughout the world. Regardless of commercial depression, however, safety vrork must be carried on. The conservation of human life is just as important during time* of slack work as it is in homn years, and oar work' is now more essentia] than mr before became h is anticipated that the NRA will bring bade to work thousands of men who have lust considerable portions of their old skin and stamina. The mental hazards of their jtfs are also increased because of worries doc to idleness, reduced income, and pressing financial obligations. Many indus trialisls are asking VWhal is to be done tn keep nor accident records down to the low figures of 1931 and W32r Certainly sodi conditions and questions constitute a challenge which cannot be ignored and which definitely calls for the very best that is in each indivkhal safety man. as well as far co-operative effort through new as well as old and established channels of the ASSE-Engmeering Section. Note: Reports of sob-committees and of chapters are not published In these trans actions. hot copies arc available upon request to GpanrQ headquarter*. / -j Ui* A > Lc-.^i. y i UUi-. TZXr Report of the Nominating Committee Mr. Keiiwn presented the report <tf the nominating committee. the personnel of which included R. McA. Kcown. Chairman. Harry Gafibrrt, Cyril Ainsworth and EL J, CuHroer. The following nfficrn were elected for the cwuws year: General Chairman S. E. Whiting. Liberty Multal Insurance Companv, Boston, Mass. rur-ChatrwMo--E. F. Blank. Junes & Langhlm Steel Corporation, Pittsburgh, Pa. I'iee-Chairman--A. S. Repda. Industrial Rdationi Counselors, Inc, New York City. Secretary*--'VY. Dean Keefer, National Safety Council, Chicago. Members af executive committee for three years: W. S. Paine, Aetna Life Insurance Company, Hartford, Conn. C. B. Boulet. Wisconsin Public Service Corporation, Milwaukee, Wis. C W. Smith. Standard OP Co. (Ind.). Chicago. A. J. McMaster. president and technical director. General Motors Laboratories. Ine, Chicago. then presented a demonstration and illustrated address oa The Elec tric Eve--A New Tool For Safety." The following subject sessions of the Congress were sponsored by the ASSE- Engineering Section: Accident Records . Hoisting Chains . The Safe Use of Chemicals In Industry . Handling Materials Safety Organization and Program The Safe "Use of Electricity In Industry Falls of Persons The Dost rroUou In Industry ' Maintaining Interest In Safety ADJOVPXMENT TWENT Y-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Automotive and Machine Shop Section Officers 1932-33 General Chairman M. J. McCawtiit, Fisher Body Corjv. Detroit. Pice-Chairman Da. James H. Gseexe. Stndemkrr Corp- South Bend. Ind. Secretary--K. A. Callam. Kelsey-Hayes Wheel Corp, Detroit. Retvs Letter Editor--Nils Juru, Hayes Body Corp, Grand Rapids. Midi. Chairman Program Committer--Hott L. FsAcnea, Detroit Steel Products Co. Detroit. Chairman Statistics Committee--C. W. Risikv. Lycoming Manufacturing C*u Wfl- Kamsport, Pa. Chairman Enginecrinq Committee--V. H. Kurnsis. Studctaker Corp, Bend, Ind. Cbainasn Slides and Safety Kinks Committee--Mabvin A. Hutr, Dodd Wheel Cohl, Detroit. Chairman Membership Camna7/rc---M. A. Ktuco. General Motors Corp, Detroit. Chairman PnUieiiy Committee--W. A. Rrmsu. Chrysler Corp. Detroit. Cbotriuon Health Committee--Dm. A. F. Lccinjcsa.' Fisher JWly 'CorpL, Detroit. Members at Large-- L E. Attnu, C H. Doclcson Co, Detroit. C M. Domna, Detroit. R. A. Shaw. The Murray Corporation of America. Detroit. R. F. Toaixo, Bufck Motor Co, Flint, Mich. . WEDNESDAY MORNING SESSION October 4, 1933 The Automotive and Machine Shop Section convened with General Chairman M. J. McCarthy, Fisher Body Corporation. Detroit, presiding. Upon calling the session to order, J. L Banash, president of the National Safety Council, took the chair, welcomed the delegates, and introduced as presiding officer, J. C Wilson, vice-president in charge of safety. Lumbermens Mutual Casualty Company of Chicago, who acted as chairman throughout the sessions. * 191 320 Tu'cnfy-srcond Congress--National Safety Council Membership Committee Chairman--R. A. Ooflin, Coatioqital Steel Gorpu, Kokomo, Indiana. Rathcoy Car Builders Committee Ckainoon--P. J. Drand, Pullman Car & Mano- factoring Cottv, Pullman, Chicago, I1L ' Members at fnrjf - L. S- Adams, Hubbard Steel Foundry. East Chicago, Ind. C M. Alien, The American Ruling Mil! Co, Middletown, Ohio. J* A. Cohrin. National Raptor Cotjl. Johnstown. Pa. H. M. Croghan. Inland Steel Co. Indiana Harbor, Ind. C. A. Dari*. IHinab Stce! Co, IU. John P. Ealv. Illinois Steel Co, Joliet. HL K. A. Olis, Whcding Steel Carpi, Wheeling, W. Va. W. T. Fflmcr, The Youngstown Sheet & Tube Co, Yonngitmra, Ohia. A. C Gibson. Spang. Oulfant & Co, Inc, Pittsburgh. Pa. Charles W. Htnko, Phtsbirgh Steel Qv, Moncsscn, Pa. S. E. Hawke*. MacWhyte Company, Kenosha, IMj, H. G. HcnscL The Youngstown & Tube Co, Chicago. IIL W. J. Ireland, Kohler Co, Kohler, Wb. W. A. Jams, The Chase Companies, Waterbary, Conn. F. A. Laucrman. Republic Sled Carp, South CMrapn IIL T. H. McKamcy. Ulinoif Steel Co. South Chicago, III. D. V. MetfaUe. Interlace (run Corp, Chicago, 111. W. E Mejrraw. H. H. Robertson Co, Pittsburgh. Pa. Robert L Schmitt. Louisville Car Wheel & Railway Supply Co, LooisrtDe, Ky. J. K- Stafford. Mississippi Valley Structural Steel Co, Decatur, III. J. M. Woftz. The Youngstown Sheet & Tube Co. Youngstown, Obia \ Health Hazards in the Foundry ^ By CABBY P. McCORD, MJ>. Medical Director, The Industrial Health Conservancy Laboratories, rt**r4trari. Ohio . ' The speaker said in part: Over and over again h seems necessary to restate hi TMn> guises such well established foundry fundamentals as the fallowing: 1. Excessive heat is a hazard counnun to all foundries. 2. Excessive heat means high loss of valuable chlorides from the body and calls tor repbcenunL The use of saltnncd drinking water is now better established as dcsnable than ever before. More rather than less salt is advocated for the normal foundry worker exposed to high temperatures. A Molten metal emits chemical rays at times harmful to the eyes. Goggles fitted with glass barring these rays prove their worth to the workmen in many plants. A Meta) fume fever fortunately b fleeting in its known effects, but no less is real. It b more often found where xmc enters the metal mix. 5. Sudden and extreme variations in temperature may be the kit of foundry workeri notably so m winter. The body makes adjustments to these quick changes with admirable iacflHy. No less, these burdens are conducive to respiratory diseases, including pneumonia. Pneumonia reaches highest frequency among foundry men 6. Lead pobomng b far from tare in the foundry. Metals Section 321 7. Carbon monoxide nuy be found in harmful quantities. & Antimony, nickel, cadmium, manganese, phosphorus, arsenic, and sulphur may on occasion find their way into the crucible and thus make possible the development of in health traceable to such oases. ^ 9. In core making, many binders have led to skin diseases. ^ *< IQ. If ^rindmg, polishing and buffing constitute a part of the foundry s activi ties, a long list of additional hazards may be cited, ranging from the action of riuvmc polbhig materials to tenoritb from the drag of the buffing wheeL 1L i-at, but foremost, is the hazard of dust. At the present moment concern over health hazards in the foundry nay be divided in the ratio of 99 per cent for dusty lung A'whih and 1 per cent for all others combined. While thb disproportion may not be warranted, h appears desirable that I devote the major portion of my comments to selected items related to dusts and the diseases produced by dusts. . Confronted with any new and outstanding hazard in industry, the tendency is to muipqtf the requirements for control. This notably was true when benzol first nm* into wide industrial application. Now the conditions under which benzol may with safety be v*d are so wefl delineated that where these condithm* arc provided benzol poisoning is unknown. A similar course is predictable fur the silica hazard in As the major problems connected with dusty lung diseases and their causations be come harnessed by the specialist, opportunity b provided for the consideration of many secondary aspects of dust and dusty lung diseases. I propose now to comment on five of these slightly less significant matters--important in my opinion to the employment wnupgr, the safety engineer, and the plant physician. 1. How shall the foundry operator protect himself against cases of dusty lung dis eases originating m other-plants? Many foundry operators are faced with suits or other form of ctairas that undoubt edly are related to previous employment in other foundries or other dusty trades. sQicosb may require and usually does require many years for its development to the point of disability, it naturally follows, by way of example, that 16 years of previous foundry exposure b more Uamablc in the causation of sflkosb than two years of similar exposure in present employment Yet (lie present employer is likely to find himself saddled whh full responsibility. Lately 2 have had opportunity to examine well tnkdc film negatives of applicants for work, without admitted previous exposure in industry. These persons were found to live and drive an dusty country roads made of first Approximately 50 per cent of thffr young adults presented sufficient involvement In their films to be rated as "suspicious" in relation to pneumoconiosis. Given a few months exposure in a foundry anyone might hold himself eligible for claims against his employer alleging dusty hmg disease. The answer to the problem is definite. Every prospective employee for any dusty portion of a foundry should be x-rayed by a competent maker and interpreter of chest films. For the good of the prospective workman and for the good of the operator, any applicant exhibiting any x-ray evidences of any degree of involvement resulting from the action of dusts or the presence of other pulmonary pathology m wed estab lished degree, should be denied employment in any dusty exposure. Expensive as x-rays may be, they are likely to prove one of the most economic step* that may be taken in these days of wholesale litigation, synthetic testimony, unskilled physicians, and juries. 322 Ticemtfsecond Congress--National Safety Council 1 WTul shall be done with die sorixrt known to possess dusty tangs? In late mretths many employers in dusty trades have procured routine x-ray exami nations g{ all employees. Out of every hundred undisabted men, prpperly examined, a Uir lercmttce is likely to present some degree cf dear-cut (meumocaniusis. Mint is to he done with such men? Many are not disabled. Some are outstandingly hale and hcany. Shall they be told of their state? Many arc likely to develop mental quirks and neuroses. Some trill take an unfair advantage of the employer through rtahns. A small consensus of mature and fair-minded opinions as to appropriate artwa fee this very time may be qaionniri as follows: Seek to citsnhotc further exposure to the dost hazard. Do not apprise any endisabled workman of his condition. Make repeated x-ray examinations at about six months intervals. U advancement of the condition appears, then take action suited to the mdiridsol case. Otherwise keep these men at some work. 1 Are negroes more susceptible to dusty lung diseases than whites? X know <( net large series of cases arising raider identical conditions in this country among whites and negroes that prove the negro to he more readily involved by dusty long diseases. The negro is more susceptible to tuberculosis than his white fellow workman. His hogging b likety to he on a tower plane. His exposure to tuberculosis is prone to he greater than in the case of the average while man. On account of this background, the negro at this time is rated as a greater risk in the foundry than whites under conditions of cqtal exposure. * 4. How necessary are dust counts in detecting hazardous work points in a plant; The dust counter has established itself as the best available yardstick for the deter mination of different (pantilie* of dust in the atmosphere. Like so many cnslituttents in its class, the dust sampler and counter has been slortfittl far beyond its real merits. Opportunities frw errors are legion. Legal standards based on present dust counting methods are utterly futile. XotwhhJFtandmg many pitfalls, however, the dust counter is a roost valahle instrument. It finds its greatest usefulness in discriminating bctweoj much dust and link dust: improving the efficacy of preventive measures and devices; in the determination of the carriage of fine dust into non-dustv departments; is the detection of unsuspected dusty work points. 5. In litigation what roedkal defense may he involved? Without presuming any qualifications m the domain of law. the plant physician, the safely engineer or the employmail manager may be called upon to furnish attorney* all possible information in preparation for trials. Below I am listing a nmidwr of items that are in prospective use or hare been used m various instances: fa) Dotal of the existence of dusty lung disease: Recently in the examination of a sample of 20? films -of men exposed and unexposed to dust, one was singled out as exceptionally free of even usual amounts of fibrosis. This fihn was examined as an unknown, as were all others. Later it was taunted out that the workman from whom this film was made was a litigant .demanding a large sum of money on account of an alleged silicosis. Similarly, about four out of every five litigants alleging dusty lung disease are in fact free of such diseases. The claim* arc spurious and may be proved so by appropriate examination* carried out by qualified investigator*. fb) The 'denial of disability nr prospective disability: A large number of work men whose hmgs show some signs of dusty action are not incapacitated and no proof exists that real disability is an early prospect. (c) The denial of neglect: Many of the true cases of dusty lung disease have been developing over long periods of years such as 15, 25 or 40. Since the iw****i pro J/rftffr Section 325 fession has professed scant knowledge of these diseases during these pcru<d*. it is unreasonable to believe tlat the industrialists could have possessed more. Inevitably it follow that operators of dusty industries may not be presumed to have possessed earlier and greater information of these occupational diseases than physicians, indus trial hygienists, state health departments, state factory inspectors, and other agencies devoted to health conservation. Xo industrialist may be charged with neglect fnr failure to supply protection against an insidious disease unknown or little known to the medical profession. Even at this time the average physsetan possesses the most meager information as to these conditions. (d) The origin of the doty lung disease in previous employment: Manifesting it is unjust that a few weeks of employment m some rate foundry shmrid he held re sponsible for a well established dusty lung disease when antedating this employment, (here have been years of eaqiawrc to sirmlar work in other plants.. (c) The origin of the dusty lung disease from causes other than industrial em ployment : In some localities over the country it seems probable that sufficient dust may arise from roads, farm work, etc* to induce characteristic involvement of the hmgs. (f) The actual quantity of dust present tn an industry is hdour any reasonable threshold oi probable production of damage: The mere fact that an industry or de partment ts classified as a dusty operatirm is not in tiseft proof of the possibility of development of pneumoconiosis. The nature and extent of t>rutectivc devices may folly exculpate the plant ns a practical hazard. Dust enunt methods have certain un deniable limitation*, but this form of testing along with tests of the efficacy of ven tilating apparatus may be utilized on occasion wholly to eliminate any jtmifieaticn for contention tint the air dustiness prevails. <g) Diseases other than pneumoconiosis fully may account for abnormal state m the hmgs. or other chest content*: At least irn other diseases may so stimulate pneu moconiosis as to penult confusion and error. Among others are fungus diseases, tuberculosis, especially disseminated tuboculosi*. cancer, syphilis, pleurisy with calci fications, certain types of unresolved pneumonia. In additkm, claims are known to have arisen alleging pneumoconiosis when in fact the pathology centered about soch unrelated conditions as aneurysm, mediastinal tumor, anaphylactic asthma, valvular heart disease, etc. (ft) SDkx is not a poison; Jo some states dains.at law* must be based upon acts applicable only to poisonous substances. What constitute* a poison ts a matter nt definition. At the present time, the host thought as to the action of silica within the longs ts unfavorable to acceptation of it as a poison. IVimarfly. silica actmo is physical rather than dinned. (k) Pneumoconiosis docs n;4 constitute an accidental injury: In muhc instances it has been contended that dusty lung slates arc accidental injuries. Such specious argument* ordinarily arc put forth in effort tn obtain compensation m pnlhtci! states where no proviskots arc made (or occupational diseases. To the creitrary. every valid concept |*ro*upti a recognition of the pneumoconiosis and occupational diseases. Tlicsc several defense hems are of course not set out as laving any dement of the panacea. However, on occasion some one or more may play a helpful part in ded icating some of the cases now pending, richly deserving defeat. 324 Tui'nly-smiud Congress--National Safely Council THURSDAY MORNING SESSION October 5. 1933 At thii k]Sod the trophic* cfl the National Safety Council awarded to winners in the Metals Scctko Annual Safety Contest were scheduled for presentation. General Chairman Schmitt first called attention to the outstanding points of the contest as follotn: A total i 21$ units participated in the contest, which ran frum July 1. ISO2. to Jtme JO. 1932. Dunne the tweTce-month perked tpprmcinutd}' 118,000 employees worked 2Z2.997.701 man-hour* {nr an average ui 1.890 hours per person. The average frequency rate during the contest was 93.U This represents a 4 per cent increase over the 1912 rate of 9.194: Vrat a 14 per cent decrease over the 1931 rate of 11.117. Tire iicnol presentation nf the handsome awards to first idace wtimcrs. consisting of Hrnuc plaque*. was then made m the name of the National Safety Council by C. II. Scott, president. Bureau of Safety. Chicago, and post president of the National Safety Omneik Tn^iics were presented to the following cvmjattie*: Steel Mills />nw Gronf A--The Corrigan. McKinney Steel Co_ Cleveland. Ohio. Steel Milts Gr**tsfs P end C--Rcjmblic Sled Corp. South Chicago Plant, Salh Chicago. 111. - Rollitui. finishing gatl Fal'ri%-athid Dinara Crsn^ .4--Pittsburgh Sled Products fa. Aiku|rl Plant .Mlenport, Pa. l*om FomdriVi Dfruiifl Croups A and If--Mackinfosh-Hemphitl Co- Garrison Plant. Pittsburgh. Pa. Steel Foundries Deuira Grouts A and /*--Maync* Stellite Co_ Kokomo, Ind. Heavy Machine Shot1 Division Croat's A and B--C. Jfager Sc Sons Hinge Manu facturing Col, St. 1-otiiv Mo. "Safety Kinks" and "Your Hour" The remainder d the session teas devoted tu two Itichly interesting features. The first was a rmcnuiim. by Jifai A. Oartd. chiei of Safety Bureau. Carnegie Steel Comicuty. Pittslmrgh. Pa- of his anmnl coUrctieoi of "Safety Kinks--Illustrating the Handling of Materials by Hand." The feature consisted of a 'tong series of lantern slide* and was accompanied by a rusmutg fire of comment hr Mr. OartcJ in fus characteristic manner. Unhwttmatdy. h is impractical to reproduce these lament slides in the Transactand sitfaput the inrturcs no description of the devices would he intelligible. ` The secimtl feature was the annual neat emitted "Your Hour** led by T. H. McKennry. wptrvthif <f Uhtr aod Safety. Illinois Steel Company. South Chicago. IlL This feature, edhvwd to characteristic manner In* Mr. MeKenney, was par ticipated in by a large number id the section delegates. Since the remarks were all cnntjoQwow. anfi no rmnl oi them is available. Iltty cannot he reproduced or summarized in the Transactions. APJOURXMCXT TWENTY-SECOND ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Mining Section OSteers 1932-33 General Chairman--Titoilas E. IwtiTRW. Koppers C*l Pittslntrgh. I*iY<--Cbc*aia--Frank n. Dvxmo. Matlier & Co- Mather. Pa. I'iee-Chairmeu in Charge of Engineering-- P. M. Aoriii**. American Zinc Ownpany of Tennewer. Mascot. Tam. _ }`irr-Ckairmpn--). W. Alt, Calumet Sc Hccla Constdidated Copper C. Calumet. Mich. fVrr-Osirwss^WiuiAU G. Mertno. Hndson Coal Co- Scranton. Pa. Secretary end Xncs IjtUct Editor--Daniel HaamVctox. United Slates Bureau of Mines, Washington. D. C. Cfteinuoa Statistics Committee--\V. \V. Atuus. Uniinl Slates Bureau of Mines. Washington. D. C. Chairman Eatcriomtoevt Committee--J. T. Ryan. Mine Safety Appliances Co. Pittsburgh. PuMirity Committee--W. R. Bvtm. Explosive Engineer. Wilmington. Del R. Dawson Hall Coal Ape. New York City. Ckairmen Poster <* Slide Committee--J. J. Ftuenef. United States Bureau o! Mines, Pittsburgh. Chairman Program Committee--Ijle. Inxc, Qiuchfietd Cral Crp- Dante. Vx Meothers at Ijarge-- . \V. H. CouiNA National Lead Co. St. Francois. Mo. M. F. Fairlic. The Milting Corporation of Canada. Toronto. Ont- Canada. C. W. Gtoss. Harwich Coal i; Coke Co_ Pittslat^ph. H. C. HetUt, Phelps Dodge Corp- Bishcc. Ariz. R. X. HnsiA Pennsylvania Compensation Haling & lnspcctt*t Bureau. Harris burg, Pa. Gentux Maktixson. Pkkands. blather & Co- Hilihinp. Mum. D. D. Mmyatt. Utah Copper Co- Salt Lake CHv. HtnvASD I. Yol'NC. American Zinc, l^ad & Smelting Cb- St. l^ntis. TUESDAY MORNING SESSION October 3. 1933 The first session of the Mining Section convened with Frank J. 1-anahan, Fort Pitt Malleable Iron Company, tn the chair, who welcomed the delegates m the name of the Executive Commence of the Nations/ Safety* Council. He then introduced 325 326 Twenty-second Congress--Salionat Safety Council Central Chairman Thomas E. Uebt(oot Koppers Coal Company. Pittsburgh. Pa_ who presided Chairman lightfoot then Introduced the first speaker. ' 1 * /V # 7" Report of the Secretary By DANIEL HARRINGTON United States Bureau of Mines, Washington, D- C- Thc n<aker said in pan; For the first eight months of the present year the mines ot the United States have had the longest consecutive freedom from major explosion disasters in the past 50 nr nrnre yean. Seven persons were killed and one Injured in an explosion to a bituminous coal mine tn Pennsylvania on the morning of September II. 1933. this lwing the first major explosion in any mine, coal or metal, in the United States since December 23, 1932. There h no retard of any contmtnng period of immunity from major disasters to our mines even approximately this in length. The first eight months of 1933 show a lower fatality rate in the coal mines of the t tihcd States than for the same period of 1932 or for the fall year 1932. But 627 persons were killed in the coal mines of the country to September 1. 1933. in the prnducitnn of slightly less than 240000.000 tons of coal, the fatality per million tons being only 262: for the first eight months of 1932. there were 684 killed in the production of aboat 2163)00/100 tons of coal with a fatality rate of 117 per cnOlion tons produced. It is noticeable that there were fifty-seven fewer deaths in the first eight months of 1933 than in the first eight months of 1932 and there was an increase of about 24.000.000 tons in the 1933 period. Tentative figures available as to coal mine fatalities in 1932, placed (he total at 1.166 against 1.463 in 1931. West Virginia had the largest number of fatalities, 263, a decided improvement over the 351 ior 1931. Pennsylvania anthracite came second with 245 fatalities, also a modi better showing than the 383 of the previous yar. Pennsylvania Intuminons was third with 158 or considerably fewer than the 210 in 1931. .Fourth place went to Illinois with 114. an increase over the 92 of 1931, and fifth place to Kentucky with 101. a slight decrease from the 110 of the previous year. The health and safety of the approximately 13)00.000 persons in the United States engaged in the miring and quarrying industries unquestionably arc improving during recent years m spite of the numerous unsatisfactory conditions now confronting those industries. i' ' Safety By CHARLES E. BOCKUS President, CBnehfield Coal Corps and President, National Coal Ann, New York City The speaker said in part: At a time when the selling price of a product is less than cost, when red figures show up month after month, and that has been tltc unfortunate history of a-great majority of the coal producers for the past three rears, it is not hard to curtail the amounts paid for safety work. I my it with real pride, however, that in many of the companies this temptation has been resisted. Nor should we forget that in periods like the recent past when mines are operated only one or two days in the week, the most careful inspection is of the highest importance, both as regards top conditions and ventilation. Increase in mechanization las helped redoes Mining Section 327 certain classes of accidents. The working of men in groups under direct supervision is undoubtedly the reason for this. On the other side of the picture, you will find experienced miners who state that the amount of none from conveyors or loaders is a handicap. Mechanization should be coupled with intensive inspection of the top at all times. How much do coal mine accidents cost ? First, the actual cost to tie operating company in joynienu made tattler Kin* ptoyers* Liability or Compotsation Laws or m damage to property. Tint item is put first, not because it is either the largest or the roust important, hut merely liecause it is the easiest to measure with the yardstick of business--dollar* and cents. Second, the loss of wages directly doc to the cnfiirecd idleness of those who have been injured. Tint can be determined with relative accuracy by those employees who keep careful records and follow up their accident cases to the end. But even in those orrumsiaoces there has to be some estimating, for a man. after a severe injury, may have to return to employment m some position not compensated for so well as was the place he held before. This, measured in "cash Joss'* b the largest item of the . four. Third, the loss, and it is a serious one. that comes frum the shattering of the morale of any organization where there arc frequent injuries to the workers, and the effect b particularly marked after a fatality. Fourth, the loss of effectiveness of any worker who lias suffered a serious accident. A man who has passed His youth say be discharged from the hospital as recovered completely from damage done; but it is only in exceptional case* that he can ever be really restored to the physical and mental condition he enjoyed before his injury. I know of no way the losses under the last two headings can I* even approximated. Imt they* arc actual and material. Last year accidents cost our company directly more tlwn did the salaries of all our mine foremen and their assistants: more than the total expense under citlicr of the hems, hoisting and loading, or ventilation and drainage. Please do not misunderstand me: by cost I mean what was paid out m 1932 irrespective of tltc year in which the accident occurred. But row cost of accidents that happened in 1932 was of ftsdi more than the charges for ventilation and drainage. What it cost our employees under my divisions, two. three and four, is a question. I am sure of this: Under all the headings I have mentioned, tlic Irordcn was far more than double the direct expense to (he employer. Greetings from South Africa 4 By J. w. STRAW Safety Inspector, Roan Antelope Copper Mines, Ltd. Luanshya, Northern Rhodesia, Africa Mr. Straw made a short extemporaneous talk without' manuscript, and unfortu nately no adequate record of his remarks is available. In many respects his talk was a personal one. He commended the work of the National Safety Council and empha sized the profit which his company has received from materia) and service rendered by that organization. Suggestions by the Council have been widely used in tltc organization of accident prevention campaigns on the properties of the Roan Amdope Copper Mines, and have been very mstrumcmal in keeping down the accident tolL 330 Twenty-second Congress--National Safely Council . . . How Can Interest in Accident Prevention Be Best Maintained? '' ' By LT.-COL. HENRY A. RENINGER ' Special Representative, Lehigh Portland Cement Company, AQcatewa, Pa. The *{icakcr said m pan: While each section and each industry has its own jeculiar problems, the matter of sowing the seeds of safety in the various depart ments of a company and maintainmg that interest not only with the executive* and department Iteads hut with superintendents and foremen, is very mods the same. Iet me caH ynur attention to the Safe Practices Pamphlets published by the National Safety Courted. These pamphlets arc a compilation of experience in acci dent prevention gathered from all type* of industry and over a period of twenty year*. They are not federal, state or Insurance requirements or national codes; but thrv arc common practices and experiences of all tyypes of industries, and, K followed out will do more to help the safety engineer, the superintendents and foremen, in their accident prevention work, than anything I know of. 1 also want to refer you particularly to pamjditet No. 67, entitled `'Maintaining Interest in Safety," which is a complete discussion of my subject and ewers it far more thoroughly than I can do here. * Most of our big industries lave awakened to the fact that today they must have their presidents and vicc-prescdcuts understand that they cannot afford to operate without a safety program. Hut H is not enough to lave them merely interested-- they must issue a blanket order to all departments and all operations that safety is a part of the company's program and must be carried oat by all employees m the comjony: and that h k jmt as important to prevent accidents as it is to produce the company's products. It important that the comptroller of a company be interested in safety from the financial standpoint, and hr should be furnished with the reports showing the cost of accidents, cost ot compensation, insurance, etc These reports should also he given to the treasurer, and when you can show them repans of several years of cxiwrience where your insurance prcuatni is coming down and your cost of com pensation is lower, then they will oot hastate to approve any bills that may come m for safety work. Naturally, your engineering department should he vitally interested in safety, and to maintain their interest it should be the duty of the safety engineer to famish them with reports mtd charts showing accidents, days lost, man-hours, and days lost per 100.000 man-hours. Anything new in safe practices pamphlets, any new state codes affecting construction, fire prevention, good housekeeping or anything that comes under their jurisdiction, should K. brought to their attention. ` To maintain the interest of the higher executive*, I wish it were possible to get the president or rice-president, genciat manager, superintendents and any other high officers to attend this Safety Congress each-year. If they would spend three or four days at a gathering like this I am sore their eyes would be opened and they would pel a picture of accident prevention arthritic* and their importance that could be given to them in no other way. Safety committee meetings sometimes become dry and uninteresting. Many safety committees are organized merely tnr the purpose of taking care of pbmt inspections relative to safeguards. We believe tlai a safety committee should be the one fune- jl/fm*n7 Section 331 ttoning body or organization in a plant to handle any and all problems whether they relate to plant hazards, machinery, or construction; and we also believe that it * thetr duty to look after fire prevention and fire protection. Sanitation and health hygiene should also be a part of their work. Where you give your safety committees some real autlicrity and some real definite work to do you can maintain their interest. Safety contests properly run will maintain the interest of the organization. An outstanding example of this is tlie Portland Cement Association yearly contest for the trophy awarded by the Cement Association to those mills who go through the year without a lost-lime accident. 7lm contest has been running since 1923 and there is just as much interest and entltusasm today in the cement industry as there was in the very beginning. If a safety contest is conducted for one month during the year, this will interest and inspire the men for a time, but we cannot expect a campaign of a month to give the men sufficient enthusiasm to carry tlu-ough the lahnce of the 7<ar- _ . ... We find that the material furnished by the National Safety Council is needed to keep the interest of the men. the foremen and the superintendents. Atl of our 'plants receive copies of the National Safety Neurs each month, also each plant has a com plete set of the safe practices pamphlets, the foremen and members of the fdy com mittees get a copy of The Safe Worker as issued each month, and every truck driver of the organization reedres a monthly copy of The Safe Drrrrr. and all the plants are supplied with the poster bulletin service of the National Safety Council.^ In addition to these, of course, various local poster bulletins are made up and used. Another important item of service by the Council b tlx: safety calendar, and 1 urge all organisations to make use of this in a large way. 1 make it my business to go into many of the homes of workers at our plants, to see how they arc kept with regard to sanitation, fire prevention, etc. I cannot recall any one rf these homes that did not lave a copy of the safety calendar on its wall. During this depression we considered doing away with the safety calendar, but before we took that step we consulted with our safety comrahtcca m our various plums. 5orb a howl was set up by the safety committee* tint we felt vre could not afford to stop the safety calendar. Any accident that happen* in the family of on employee* has an indirect effect at oar company. We Mine that the safety calendar keeps safety in the minds of the mother and children and if vre can avoid one accident in the saving of one life in the family of any of our employees, we hare saved many times the cost of a calendar. * WEDNESDAY MORNING SESSION October 4, 1933 The session was opened by the reading of several brief reports presented by chair men of standing committees. The chairman then ealted for the presentation of the Nominating Committee's Report which was given by W. H. Cdmms. National Lead Company. St Francois, Mo^ and officers for the ensuing year were elected as follows: General Chairmen--V. M. .Arthur. American Zinc Co. of Ternu Mascot Term. Viee-Chairmav in Charge of Membership Coal Mines--F. B. Dunbar. Ptckands, Mather & Co, Mather, Pa. Vitc-Chainnon in Ckarge of Membership Metal Mines--J. W. Alt Calumet & Hcda Consolidated Copper Co, Calumet Mkk 332 Tu'Cttly-reeond Comjrcss--National Safety Council I'icC'Chairman in Char;x- of Haniaccnntf--W. G. M^iigrr. Hudson Coal Co, Scranton, Pa. Secretary and A'<w Letter Editor---Datnri Harrington, V. S. Bureau of Minci Washington. D. C ' Entertainment Committee Chairman--]. T. Rvan, Mine Safety Appliances Co_ Pittshorgh. Pa. * Paster and Slide Committee Chairman--J. J. Forles. U. S. Bureau of Mine*. Pittsburgh. Pa. Program Committee Chairman--R. N*. Hosier. Coal Mitte Section. Pennsylvania Ontpcnsaitnn Rating S: Inspection Bureau. Harrisburg. Pa Pnblieity Committee Chairman--M. R. Bodd, Explosives Engineer. Wilmington. Del. Statistics Committee OMiruni--W. \V. Adams. U. S. Bureau of Mines, Waslv- ingion. O. C. Members at Large-- W. H. Comm*. National Lead C_ St. Franei*. Ma . M. F. Fairlte. The Mining Guv. of Canada. l4d_ Toronto. Canada. C. W. CtMw. Harwich Coal & Coke Ca. Pitishorgh. Pa. H. C. Hcnrtr. Phelps Dodge Crp- Rislwo. Aria. T. H. lighttoot. Koppers Coal Co. Pittsburgh. Pa. Ixe ljons. ClinchfieM Coal Crrp. Dante. Va ! George Martinson. TtcbtuU Mather & Co. Hthbing. Mitm. . D. D. Moffatt. Utah Cf*n*cr Co. Salt lake City. Utah. M. W. Price. Jeddo Highland Col Co. Jcddo. Pa. 1_ T. Sirica. St. Joseph laid Cv Bonne Terre. Mo. Howard I. Young. American Zinc, ljcad & Smelting Co. St. Iuok. Ma ' ^ ' Z. Following Through With Safety By THEODORE MARVIN Editor. The Explosive* Engineer, Wilmington. Delaware The speaker said in part: The explosive* industry is tlmroaghly cognizant of the imicutante of having its products correctly and safely employed, ami it expends time and money to develop products capahle of utmost efficiency in application, hut winch also can he handled and used safely. Ordinarily, one considers explosive* as roe of the greatest potential hazards in mining, quarrying, and construction. Yet. because of the attitude of tk explosive* industry, that it must do its part to see tint exploiters are correctly and safely used, the following achievements lure been made: 1. la the last six years, two and nac-halt billinn pounds of commercial explosives have heen transported cm railroads of the United States and Canada, with tin loss of life, with no accident* resulting from the explosive*, and with total property loss of less than $100. -- In 1930 the fatality rate per million man-hours underground for explosives in this country's bituminous coal mines was JU8 for one death every 21183X000 man hours). The non-fatal injury rate was .733 (or one injury every U6Q.OOO man hours underground exposure). ' X Tn keeping with these records for consumers of explosives are t) operating and safety achievement* of explosives manufacturers themselves. These achievement* in controlling the dangers inherent in explosives did not "just 333 happen"; they were accomplished only by intensive attention to alisolutcly every detail involved in the design, making, storing, moving, and use of lie different types of explosives and blasting supplies. Following through with safety for the explosives industry involves man}* activities, some of which wight advantageously be employed by other manufacturing group* For instance, there is the Institute of Makers of Explosives. Many of its committees are continuously at work on safely subject* such as transportation, explosive con tainers. fumes, magazine construction, storage condition*, general safety education, and elimination of blasting cap accidents- Approved regulations for moving and using explosives are printed oa cards and in booklets for distribution to users. A number of explosives manufacturers individually puMish data on safety in handling explosives. Their salesmen, service men. and technical experts are available a* all times to advise customers with iaspect to selecting the most efficient explosives foi a definite job and how to employ it with maximum safety. I have said that die explosives industry recognizes its obligation to users of it* products, and I believe consumers concur that a good job b being done to advance the came of safety hi their properties, flat the full force of this effort cannot be utilized unless users of explosives wholeheartedly co-operate: therein is the only obligation of the buyer which explosives sellers ask. To olitain this co-operation many mines and quarries supply capable explosives engineers and safety engineers. Many of these men have been specially trained and are capable of supplying detailed rules for safe and efficient use of explosives m their company's work. In some organizations, instructions fnr the correct and safe handling of explosives comprise almost a full sized hook. For the usual operator, however, single rules of the proper handing of explosive* and blasting supplies practice* which would practically abolish explosives accidents if correctly followed is available m printed form. I refer to the safety ndes of the Institute of Makers of Explosive*. By placing in effect sug gestions applicable to each particular job. roost properties can improve their blasting practices and their safety standing. Discipline--Accident Prevention (Anthracite) By CADWALLADER EVANS. JR. General Manager, The Hudson Coal Company* Scranton, Pa- The speaker said in part: The'question of discipline uaturally divides itself into two parts: (1) Discipline enforced upon officials; (2) Discipline enforced ly offi cials upon the workmen. ' The question of disciplining officials is a very important one and at the same time very delicate. \Yc have adopted no set standard, hnl endeavor to judge each par ticular > upon the facts developed. There is. however, an exception to this, of course, in such major offense as neglect of duty, intoxication, etc. In such cases discharge is mandatory. Except for the major offenses just mentioned, our dis ciplining of officials takes several forms: (1) Placing them oa undesirable jobs, such as steady night shifts; (2) demotion: (3) discharge. Discipline of this nature has been enforced on officials because they allowed unsafe working condrttoas to exist, or because they failed to properly teach their men to protect themselves, as a result workmen bring injured. Discipline has also been im posed because of the failure of the official to find gas. which was afterward discovered 342 Tu'cnty-sccond Congress--Notional Safety Council 30.000 bulletins arc issued Annually, both to European and native employees. The lostcrs for natives arc generally in three native languages understood by the major* rty. Sometimes a grajihic picture needs no wording. On many mines the boards are illuminated at night to attract special attention. Thousands of copies of extracts from mining regulations in English and African have been distributed to under ground employees: numerous leaflets drawing attention to dangers, such as those due to falls of rock, mis-fircs, truck accidents, septic injuries, etc., arc issued periodically to both Europeans and natives. The safety movement l>cats the drum of warning all the ttme. To encourage interest among workmen, a prize team sub-committee suj>crviscs inter-mine safety competitions. All producing gold mutes on the Witwatersrand are divided into six classes. Certificates arc presented to the winning mine in each class, prizes to the officials concerned, and a silver floating shield goes to the mine earning the largest mrnilwr of marks t all the competitors. These competition*, which were f inaugurated in 1915. have aroused great enthusiasm in the maintenance of low rce- / urds. Since 1932 the hasis of the competitions was changed, the accident casualty rate instead of the accident death rate Iteing the gniding factor. Interesting experimctils have recently Inrcn conducted at the instance of the committee with broadcasting safety messages to natives and with musical programs. The installation of micro phones for addressing natives on safety and other topics is being found most useful. The committee fully recognizes that a first aid man is almost invariably a careful man, since he realizes the consequences of accidents. Bearing this in mind, the com mittee encourages proficiency in first aid and ambulance work, and co-ojxrratcs with the South African Ked Cross Society. The phenomenal growth of the first aid movement or the Reel is largely due to this co-operation. In 1932 some 1,800 European mine employees made themselves proficient in first aid: over 7,650 cer tificates were issued to mine employees by the South African Red Cross Society dur ing the last five years. Great interest is always aroused hy the ambulance canijwtition. Elimination con tests for surface and underground teams arc held on the individual mines, and the winning teams go forward to the district competitions. For the purposes of these competitions, the Witwatersrand gold mines arc divided into seven districts and the winners of the respective districts compete in the finals for the championships of the Witwatersrand. There is. in addition, a district competition held for the coal mines in the Transvaal. Cash prizes for the disirict competitions arc provided by the pre vention of accidents committee. First aid classes arc conducted regularly on the individual mines, and although every official is by regulation compelled to possess a first aid certificate, a large number of other employees are taking up first aid. The eagerness tit* natives to acifuire a knowledge of first aid is truly remarkable. The native movement was inaugurated in 1920. Ten years ago. the number of natives who qnalificd yearly was under 2.000. I-ast year over 7,300 mine natives have made themselves ]iroficient to render first aid. The total number of natives instructed in first aid since the inception of the movement, in 1920. is now well over 42.0(0. The extreme value of a knowledge of first aid acquired on these fields is recorded in frequent reports of excellent first aid work performed m the native kraals wlicrc their homes arc located. Many of the natives who proceed home impart their first aid knowledge to folks in the kraal, and the work therefore becomes of a national character, the value of which is incalculable. ADJOURXMEXT TWENTY-SECOND A N n u a l safety congress N ATI O N A L S A V E T Y C O U X CI L Paper and Pulp Section Officers 1932-33 Central Chairman--J. J. Plzak. Consolidated Water Power & Paper C<l, Wisconsin Rapids, Wis. Yicc-Chairmati in Charge of Mnnt*erxhif--Artih r Mtkray, Container Conorattm of America, Chicago. t'irc-Ckainnau--H. G. Gilson*, Oxford Paper Co_ Rumford. Me. Yiee-Chairman--'Wm. H. Rhymes. Bedford Pulp & Paper Co. Big Island, Ya. Secretary--H. I). P.anta. Holicrg Paper & Fibre Cx. Green Bay, Wis. Xetes letter Editor and Chairman Publicity Committee--Arthur K. Winslow. Hollingsworth and Whitney Co.. Watervillc. Me. Chairman Contest Committee--A. Scott Dowd, The Paper Industry, Chicago. Chairman Engineering Committee--GEnar.F. J. Adams. International Paper Ccl, Xcw York City. Chairman Health Committee--Dr. I,, H. Fkechtlixc;. The Champion Gated Paper Co., Hamilton, O. Chairman Poster Committee--James M. McGivnev. Brown Co,, Berlin. X. H. Chairman Program Committee--F. H. Roscnusii, Xckoosa-Edwards Paper Co., Port Edwards, Wis. Chairman Statistics Committee--E. E. Grant. The Crystal Tissue Cn,, Middletown, Ohio. Members at Large-- Ernest Augustus. The Mead Corp_ Chillicothc. O. W. J. Brennan. State Department of labor & Industry. Augusta. Me. E. R. Brown. Oregon & Columbia Basin Div.. X.S.C.. Portland, Ore. Kenneth I- Faist, The Champion Coated Paper Co.. Hamilton, O. \Y. A. Gleason, Hammcrmill Paper Gx, Erie, Pa. John Lunorican, International Paper Gx. Xew Yrk City. W. J. Peacock, Xorthern Paper Mills. Green Bay. Wis. Samuel Pruyn. Finch-Pruyn & Co.. Inc.. Glens Falls, X. Y. Ben D. Rogers. Bird S: 5km.. Inc.. East Waljxdc, Mass. MONDAY AFTERNOON SESSION October 2, 1933 The Paper and Pulp Section convened with G. E. Sanford. General Electric Com pany, Schenectady, X. Y.. in the chair. Mr. Sanford, as a representative of the 343 43H Twenty-second Congress--A'ationat Safety Council the anal This tabulation alone. I bdicvc. Tirmt* cundwntly that (lie accident prevention dollar, properly invested, pays bt dividends. AKn ten year* ago the cxmrtrres cri our cutnpany believed that l tnwW sttmu- late farther interest in accident ircrcnikm to isibihk an animal safety contest. I will not Imrden yon with the many details that have been carried on each year in conducting our aimoal ctolot Suffice it tn ay that each year dorms the last nine years, s-ilh the single cxcqtien of 1929. our company has shown an improvement Hi accident preventum wort. Daring 1929 there was a decrease caused by Are deaths, tom of which, however, were disputed claims and were settled o a percentage basis. Ua hare been considered as fatalities in our tahobtiin. . I Mieve that every industry rftotdd know bow its accident experience compare* with other industries. IJkcwise. every faetiwy dumb) ctmtfare as accident experi ence whb the cxpci ieuLc of <hcr fact'irse* in tlte same industry* Years ago the rub ber industry was considered a haranVm* busmess, and perhaps tint was true: but during the last lew years, doe tn the sjilcndkl efforts cm the jart of the National Safety Council in accumulating industrial accident statistics, we' are aide to jvotr crmdosivcly that the rubber industry is not now a hazardous Industry* In J9J1 the rubber industry stood tenth best in frequency* and nintb best in severity anxmg 28 nf the leading infaMrin. In 19.12. the rubber industry was ninth best in frequency and sixth brst in severity among 21 Icaffipg industries of the cramtry. Tlx mly industries having a better cwnhtncd severity and frequency rate than the rubber tndmtry were the trfcacov laundry, prmltrtg and pt&dishtng. and textile industries. 1 Uiulfllvss will Iv interested to know hw we use our aveident and cost figures at a particular factory, .fw example, take the acetdertf aod cost experience ei factory employing from lira to 22XD men. namiiacturing mechanical niMicr pnrd*. 'deluding fire hex. forking. Iwhing. robber tiring, etc. Yua win note that during the four year*. l`<27 thnmgh 19.W. the accident experience *4 this plant did not im prove. In October. 192(1. a .decided change was made m the entire safety program at tlte Idarn. An exieriwol full time safety man was engaged, safety committees were organized. safety iorvmen meetings were held, and the safety advisory enm- nutter, evenposed if executives, met monthly t* discuss safety pidtetes and pending safety iturners. Tlte results were raiftandiig. Within one year the cost was reduced $17.01X1. and within two years, the cost was further reduced $27,000. And this was i fact<ry which had trailed akng ftr several jtsirs well dwrn in the list of factories tn ntr annual safety cmtwt ] <an tv4 help lnzt rarmuuv also. the excellent work nf me of ratr textile mills* During 1928 they lad 77 lost-time aoctdcct*: in 19^. 50: in 1920. 12: w 1921. 2: and in 19.12. ilt 2 l>n*t think that h i* necessary to spend large sums of nuwey in order to get - dmds. I know small ianories where there is on safely cwganiatton. hut the man agement is ciwioaraly taking the Itmr (anti 1 hrlirve that time is worth mere than mmrrl to impress all of his associates with the importance of accident prevents** wtwfc. As an illustration. I kmnr <4 a large plant where an employee craning dmr* the stairs ear night slipped rai an apple core, falling such a maimer that he lunke his hack. The |ve man has rant worked a day since. In the small factory that I have just referred to. no rate m the plant could magine anyone throwing nr leaving an apple ore thr stairs. .WJOCRXMHXT Tin-xtv-sneoxn .ixxc.il s.nirry coxcm-ss XATIOXAL SAi r.TY COCXCII. Safety Section, A.R.A.--Steam Railroad Section N.S.C. Officers 1932-33 Chairman--C11aslis E. Hill. Kerr York Central linn. Xot York Crty. ltrtt iire-Ckairinoa--C. I_ I-aFolntaixe, Great Northern Railway Co. St. Paul. Minn. Second I irr-fAnVauji--H. A. Parish, Chicago & Nnrtli Western Railway CoChicago. Secretary--J. C Cavistojc. .American Railway .Ana, Xew York City. Member*, Committee of Direction: F. Hajttzxsto.v. Lehigh A alley Xatfruad. Dethfehem. Pa. H. A. Rowe, Delaware. l-ackawarma & Western Railroad Co, New Ywk Cite. C X. WowmAW, Xcw Yerfc, New Hawn & Hartford Railroad. NW Haven. Conn. RottEnr Senrr. Atlantic Coart Lines Railroad Cow Wilmington. X. C A. O. Heck. Canadian National Kailtvay. Montreal. P. Q, Canada. F. W. Cuana, Denver & Rio Grande Western Railroad, Denver. *- G- Kvass. Louisrille & Nashville Railtray. Ianmvtllr, Ky. C p. Lassos, Misuari PadBe Railroad. SL lantis. K. M. Metcalf*, Nonhem Pacific Radnor Co, St Paul. 11 hm. ). T. Piatt, Reading Cow Reading. Pa. Thr eeuaflele retort 0/ these sessions if fuhlishej in a hoohlrt entitled 'rroeeedtngs 0/ the )Sth Annual Heelin,, 0/ ,hr Safely Seetinn~. nroUoMe from the Aaerieon Kaihray AteaAction. TUESDAY MORNING SESSION October 3, 1933 The sessions ol the Safety Section. American Railway Araociation--Steam Rail road Section, National Safety Council, mere held as a part of and hr conjunction rrith the Annual C.mgrcss of the National Safety Council m tlte Stevens Hotel. 439 4-40 Tu'cnty-ucoad Congress--National Safety Council The opening session was called to order by Chairman Qarlcs E. Hill, General Safety Agwit, New York Central lines, Kev York City. The inrocatioa as given by the Very Reverend Gerald Grafton Moore, Dean o( Sl Lufce'i Pro-Cathedral, ol Evanston, 10. The report oS J. C. Cavutu, Secretary of the Association, was presented; and the chairman then called open the first speaker. Report of the Committee on Education By L. G. BENTLEY General Safety Agent, Chesapeake ft Ohio Ra0way, Richmond, Va. After presenting figures oo the tfarbutim of cdsestionl Uteratore under the sopovista of his ondatttc, the t^raktr said m part*. The committee on adoration believe* flat in producing cdumtioral ratter for the consumption of the men back home there am three kinds of ideas that can be presented. There is the inspirational. which pats the minds of men to work oo their moral responsibilities for the safety of their fcSow mm; there is the informative, which teUs the men over the country how the work b progressing', and there is the educational, whidi gets right down into die bon of accident cans** and remedies and seeks to plant m the minds of those who direct and those who work a knowledge of the manner m which they can proven men from getting hurt * It has been sad that the day of the inspirational appeal is past, that safely tod^r it altogether a natter of supervision and obedience to rules. Is this true? Is the day of sentimental appeal gene? Have we forgotten that man is his brother's keeper? The answer to these questions seems to be conchsivc. when we find that daring the last year oar fislrbntioo ol inspiratksnl posters greatly exceeded in vohane the distribution of any other type ef educational naltral Although both mr in formative posters and oor strictly educational posters were vtU rerntd the msptn- timal posters led all the ttsL Bet arc we doing aH that we on with these products? Do you know that there arc 430JOOO tnkt o( trade <m oo railroads aid that we sold but 2JOO0 copies of oor educational poster entitled "A Bum Stroke,** or one posts' for 215 miles of rails? On the very best distribution that were able to effect, we sold only one for 43 utiles of tmk A man would have to travel a long way to see such a pester. If 1 were the executive of a railroad, what would be my attitude toward the safety of ray men? Would it be active or passive? Are you, Mr. President, satisfied to delegate the authority of carrying on the safety work to your subordinates, and then withdraw your active evidences of interest? Nothing is more discouraging to the man who is out m the fidd striving to accomplish, than to know that the big bass has a passive attitude toward his work. I think the safety work on any railroad is an operating feature. Safety is opera tion. If there is an accident it is a criticism of the operation of that organisation. Thwctoe. the safety department of a railroad, in ray opinion, should be actively and closely associated with the operating hod of the railroad; and by the same token, h scons to me fat the reporting oi accidents to the Interstate Commerce Com- misssan shordd be done fay the operating head of the railroad. They are his soriduus, and if he is required to report them to the Interstate Commerce Commission, he must know all that is to he known about those accidents, how they occurred, what might have been done to prevent than, and whether or not they are propet to be reported to the Commission. Safety Section ARA---Steam Railroad Section NSC 441 Report of Committee on Prevention of Highway Crossing Accidents By H. A- ROWE Manager, ^f*1*"* Department. Delaware. Lackawanna ft Western Railroad, Hew York City The speaker said in fort: Your committee has the satisfaction of once more reporting a Afeifg decrease h the nunto of railroad highway crossing accidents. and injuries throughout the nation for the calendar year 1922. this bear? the fourth consecutive year of recessions from Ihc peak year of 193& The record is as follows.' to*?, 2,499 accidents, 1,536 fatalities, and 3,989 injuries; as compared with the year 1928. 500 atektotts. 2.50 fatalities, and 6g667 injuries. The reduction therefore, in accident* was 22 per cot, in fatalities 40 per cent, and in injuries. 40 per cent. The pnUoD of the prevention of raftroad highway crossing accidents where double or multiple tracks are concerned seems to be growing in importance. In the month from the first week in March to the first week In April. 1933. three crossing accidents occurred m widely divergent sections of oar country. la each of these cases, seven persons were kilted. AH three tragedies happened oq doable tracks. These tragedies arc indicative that the prtsmt signal System at highway crossings does not convey to the public mind a proper understanding of the situation. There appears to be necessity that signal systems should speak the language el motorist* rasher than be regarded strictly as a railroad engineering project The consensus of Opinion of members of this and preceding committees of poor section, studying the same subject ** that approximately 95 per eent of all railroad crqriag accidents are preventable by the driver of the motor vehicle. This indicates definitely die nenssoy of education of the individual driver. Year committee unanimously preseats the foJlowrag rrmnnuwptaiamif That particular stress be laid upon the necessity of giving adepate and timdy wanting to the public of the appnacfi of trains to a highway crusting by sounding of the crossing whistle and (he ringing of engine bell; That the warning from engine should be mutinied tmtO the crossing is definitely reached; -' That suitable standardised methods of protection be employed where necessary at trotting* to faeSiteCe uraformrty and public understanding thereof; That crossings be periodically inspected and continuously maintained in sound (ratable condition. By CHARLES E. HILL General Safety Agent. New York Central Lines, New York City The speaka- said in port: During the five-year period ending with 19J3 and immediately prior to (he general adoption of organized safety on American railroads, the employee casualty ratio Increased at a" atsfmtag' rate. In 19)4 the casualty rate began to drop and (hoe has never been a year since tins downward trend b aeddent frequency started when the casualty rate was as high or even approached (hat ol 1913. 442 Tu'Cnty-seiond Congress--Naliaitaf Safety Council BaMd upon the official record *4 the I^tctfUit Commerce Commission. covering all raOreads oi the United States, 1912 as compared vith 1913 shows a decrease in the number oi employee deaths from 3J1S to 557, and a decrease m injuries from 171.4(7 to 17.4On a man-hoar basis, this represents a reduction of 715 per cent ta deaths and 81-A per cent m injuries. This means that in 1913 there tns one death for every 498 employees, whereas m 1932 there was ne death per 1.829 employees. The injur? rate ana reduced fnm one injury per 11 employees to one injury for CO employees. Had organized safety not heen inaugurated upon the railroad* of this comury and the record of 1913 continued, there would hare been daring the succeeding 19 years up to and mclmfing 1932. 29.277 more employees kilkO and 868.102 mote employees injured than artnaf/r occurred daring this period. Although railway accidents have hrcti sdetantullf reduced, ere must not be un- nttndfal of Che fact that this record is in the past and future adderemeots mtt he measured the recced nf today. We are still having accidental deaths and irtjurir* to coidmrtn m smh vdomc and through sod* inexcusable causes that they stand as a further challenge to luluay management. They not only warrant our increased efforts, hut a greater concentration of soch efforts m the application of the wed known specific remedies that wiR ant to ultimately result in the complete dWHim oi preventable accidents. _ The Safety Section of the American KaOway Association was organized m 1921 ft* the purpose of coordinating the efforts of the individual railroads in the prosecu tion of various activities in conaectirn with the prevention of accidents of all Voids rotating from railroad operations. It t imperative that we carry m this work and it most be pursued with greater ml than ever before. A* an aid to this plan, we must have a goal pMcbe tins ffctie and the iadmdaaf carriers to use every legitimate effort to continue the descendant nth It is necessary that t have a goal. H matters tact what on mcaiim in life may be. A non, to he successful, must have a definite objective. When that is readied, he must change las objective, making tut goal increasingly difficult to attain. Our perspective in life donee* as octr ideals change and ow ideals are cwnroUcd largely through a process of crenmrison. Therefore, onr plans for the future most cmncmpUle a new coal--one that will reflect the spirit of the Safety Section, the spirit of the Individual character and the spirit of the American Railway Asscafctthm a spirit of tndoaataMe courage and the will to da We qmst vtsaaKzc ihc more than 18JTO railway employees who were the victim* of 1932 and resolve muo norselves dot in so far as it is within onr ctolrol tech needless sacrifice shall not continue. * How to Bstablish and Maintain Safety in the Shops By T. W. DBMARBST General. Superintendent of Motor Power. Pennsylvania Railroad. Chicago The speaker said in port: The development of safety in a shop is wrapped around three najor factors which have already produced tack of safely: (1) conditions: (21 practices: and (31 the human equation. It is certain that if die cuodithats h> a shop are soch as to produce lack of safety, no rational cucrcciion oi tractkes can he consistently made. The swfoan is always Safety Section .-f A*.-|--Stcom fCiiilraati Section .V.Yi* 44.1 in a position to jwn vnsl that the management is nut onfisUsl in endeavoring t correct practices when thrr themselves iu not c/laMisb safe trucking conditions. I would first then clean up the shop, toaimain a clean shojt. not only front the view point of appearance but from the viewpoint also of the dMfilulMa oi materials. 1 would endeavor to create a desire fnr cleanliness in tlw minds of the vorkem A dirty shop makes a dirty man. a dirty nan canaui respect himself, and the conitrination will produce very poor results n any safely nwvcmrm. I would correct as far as practicable all unsafe oeidilir*** m the shop in order that the management shall be hi a pusithei to apinodi tftc men and obtain safe practices from them, 1 would then begin the iwnttiw of unsafe practice*. selecting the most glaring ones lor correctton first, and in such comtlion would mm thoroughly explain ton only to the non involved hut all 4 the employees in sack dqurtmcnp, the reason why the practice is unsafe and the effect of producing an accident, (hr results to the man inmlrcd and also perhaps to Ins family. If yuo arc acquainted with the more personal conditions of a bus's life. yuQ can uc this knowledge very effectively m getting his attcreuai when talking about safety work. Refer to bis family, to his ddldnu. and in tins friendly tray run will In aide to interest him in what yon have to say about safety. Talks of (bit nature can he given by the department foreman r his gang firoman to hit mo) at regular intervals. In the meanwhile, the education of the master mechanic, the general foreman, department foremen and gang ftwemcn should also be progressing. The question of education is never completed. Talks are much more effective than papers or letters m* instruction. Too little altouiun has lea j*ak! to (he mental process of new men being em ployed for service. We arc very careful at to their physical candhifav their educa tion, and their skill and ability to perform the service for which they were being hired. IVe hue in die past, hwcitf, jail no attention to their mental trends, to develop whether or not from a safety limpint tlwy would make a good employee. Such tests should be cstablided as a requirement and in add!tine to the physical esammstioa Safety to be effective must be automatic and subconscious in tlte iwlividtsaL If it is necessary for him to stop end think before performing any operation, whether he is doutg it safely or net he Is more apt to make an unsafe employee than a safe cue. Its initial establishment must begin as a youngster at home, and this fas caused me to believe that where there arc Ui&s societies <( any kind on a iwaread, that a part of their work at regular meetings or alts should be the safety education oi the mothers from the home viewpoint. It t* certain also that safety studies in our schools would be more useful than some of the work now being taken. Then safety rules: their devHoptnerrt and application are apparently necessary in the inauguration and advancement of a safety movement Thcr are the texts from vWdi instruction is given. They are effective, however, only in so far as thrir practice becomes subcomrsons <m the (art of the man. f a of the opinion tint the explanation of a safety rule *hruM he reinforced by practical iDnstratioRs. 3/en transferred front cue department to another, trhh little knowledge of steeh department's work, hare difficulty in gra.qrfng the rotes as the terms toed are not familiar. Wc find the same shcation in oar laborers, many of whom are of foreign extract**] and wfoi do 1*4 have a good knowledge of the English language. Tu'cut\-sccoud C'tfftjrr/J--iVtf/iona/ Sofctx Council TUESDAY AFTERNOON SESSION October 3. 1933 Address By FREDERICK E. WILLIAMSON President, New York Central Lines, New York City The speaker sate) in pert: l not ray first lesson m safety in a very trying way. ! vai wwl'un; In Utica, and the yard eras badly congested. I was working with a switch engine in the lower part of the yard, and it eras snowing hard. 1 was on lap of a string of cars, and 1 was trying to figure out how to get them out. 1 swung down on a side ladder, with ray ndnd wholly intent on what 1 was trying to accomplish, and stepped hack on trad: Xo. 2 there was a screech of a whistle, and here suddenly was K& 3Ts engine about 50 feet stray, or so it seemnt to me. Instinctively. 1 nude s five between this string of cars that was polling out. and 1 could lost fed that pilot beam ditttk by me. sad the engineer thought be had hit me. He slopped and came hash to find that I was all right, but certainly I get a safety lessen Iran Mm in no uncertain words. _ S*i 1 Warned sny first safety lessen by a shock and a scare. Today, however, we hare adopted another principle. Xocr wc arc trying to teach the young men safety h? roles, by education, rather than hy letting them leant through experience and narrow escapes that safety is essential. You and the affiliated safety bureaus of the several railroads have taught os to understand that while yen cml undo accident* that have happened, you can tec to it dot no accident tha* docs happen will be considered a dosed bode anti! there b 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 Commacc Coanmisicn. ere note with pride the progress of the American railroad in the reduction of accidents, and all who are familiar with the subject recognize the large com* Buttion of the Safety Section of the Association in that noteworthy achievement. One of my distinguished pcdecessors in the preskfaicr of the New York Central IJaci was fond of saying that a railroad is composed of plant and personnel, and that perwanri represents 90 per cent of hs value. Much of the success of your work is dependent upm a recognition of the large importance in `safe railroading of the so-called "hnman demerit.'' You must consider and deal with a mental aj>priorh w officers and employee* to all safety work. It is not enough dial the physical plants he cleared of lurking hazards, nor is it enough that instructions as ()% safe rodhods of operation he promulgated. Both of these thing*, ol course, are vital. Of equaf importance, perhaps of larger importance, is the molding of menial attitude toward safety movements, and toward safety rtsdf. The number of accidents that are utterly unavoidable is surprisingly small. Everything that is done to impress on all the frightful cost of accidents in life, limb and money, is yeoman service. We most eternally seek to instill in the minds of all a serious respect for safety measures and a dogged determination to dev 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 h b hot candid that I say to yoo that railroad executive generally, congratulate and hmnr yoo few what you have done and arc Safely Section ARA--Steam Railroad Section NSC 445 The Art of Teaching Safety By C. B. BOULBT Safety Director, Wisconsin Public Service Corp^ Milwaukee, Wis. The speaker said in part: Safety engineer* and executive* have learned dot before you can stop accidents, the accidents must be analyzed individually and col lectively' and proper remedies applied; and the only way to apply the remedies is through teaching the facts that the acektotts disclosed must be taught. That caxsnm be done in a week or a month. It is a continuous job, year in and year am. It is a generally accepted tact that teaching ** made ciiier and meet successful if the individual we desire to lead) is in a receptive frame of mind. How are you going to do this? By appealing to the things that the man most desires to have. Pot yourself in the position of the man who is working for you, and let's see what the things are that are wanted. Suppose he is a machine operator, a switchman, or whatever bis job is--there are certain things he wants. Rest, if he is any kind of a man, he wants to keep his job. That is the first thing. Second, he wants to keep Ins pay. He doesn't want a job unless be gets paid. Third, be wants to be aide to do bis work in a satisfactory maimer, not only satisfactory to himself but to his employer. Fourth, he is interested in hit family, *n his family's protection and in his family's welfare. Fifth, he fs interested m hi* own pleasures, playing tne violin, moving pictures, playing golf, etc Sixth, if he is the right kind of an employee, and if you have taught him right, he H interested in the company's success, because n that he will find his own success. We as safety engineers must absolutely first convince llie nan that an accident to him. no matter how minor. Is a real loss to himself and to society. After that. I Utink yoo can show him first of all that your connany ** interested in safety, and you can prove it to him by saying, "Do you know that safety coastrodkm is m everything we bare? Xotice the guards on the machines, the type of operation we are carrying on, the type of equipment we arc using. Safe construction and safe conditions are part of the raamgematt.'* I used to be a teacher and there are a few things 1 believe I can pass on that will be helpful First, the presentation of the subject that you want to teach. The jattontim mast first of an he simple. It must be brief. It must be absolutely to the point. Second, the arrangement of the material that you teach must be togteal. There must be a logical sequence to the things that you are trying to teach. Third, the facts that you are trying to leach must be, wherever they can, related to the farts the man already knows, in order that by association with existing knowledge he can ream those facta. Lash your word picture must be clear. ' Hour can we accomplish these things vc are going to try to present? Let us go back to the school situation. How fid your teacher teach you arithmetic and spell ing? First of all. by repetition- Yoo remember how you learned the czmHiplteation table. How were yoo taught spelling? Again, by repetition. You would spell the word molly, and if yoo missed it yoo would write it a hundred timw Are yoo using that trick in teaching safety, or are you just telling the men once and forgetting it? That is one of the first principles of teaching safety, repetition. Jn connection with repetition, it is very important that repetition be made not over only one day, bat over a long.period of time. Experiments have proved (lot the 4-K5 Tivufr-seconJ l'angrcss--XatiniutI Safely Cotntcii Kmgcr tit? ptriiir} <jS time mer which the rqictitiiA S* iiod(. the more fmuly will the idea hr fixed in the man's mind. The teaching cii safety most me stop m one week, cere month, or cote year, hut it must tie conltroaxts. - What do you pet l*y continued repetitum? You pet reflex aetkm. a sub-couscioa* ww$ing of the man"? mind. *< he enme lw)p limavli. Me Im u> *k the thing that way. You do one thwp the same one. time and time again, and no matter how you try t* Irrak ynursdf tii that haltii. it is almost impossible.* With an old em- l&iycc vho fas dot a thing a certain nay j<e a hmg time, you nuy run into sales resistance, because he has homed the habit. The new man is the fellow to go after. M*htn rim arc iakiug m new men it is ttor opportunity to teach them by rcpcthkai Form the right habits. Second, tlarre is a proverb Oat practice makes perfect. Just telling a man some thing isn't going t<> teach !im lie has ! do it himscif. Once having gained a tart or an idea, nmtmtxil |tractice will improve technique and mure firmly fix that tcchnnjoe in the mind. That is (writctxlarfr true of complicated iterations It b the only way a man ran team them. And right ahem with practice. ya will remember another phase of your school work in high schtsd nr college. perhaps. Yon were taught law to experiment, and experimentation and practice arc very similar, although actual practice b better than rxienrncmatMi. T* teach Itv experiment fixe* the thing in a man's mind bream* he tail <ily gil* the lr*?nn through the car. but he get* it from several other sources. Kim of all. he works with his hands and gets the sense nf touch. The thing b impressed wi hb ttund through the sense of touch- Second, he hears it: third, he see* it: fourth. he has lie thinking shoot it while he is cluing it You arc stimulating practically every sense the man lias tn teaching the subject, if you arc doing it through practice or experiment. 1 suggest to yem that another <4d proveri* might come b handy, randT, "Ei- licwencc Is the Rest Teacher." H ik* right in with the other. What * a nun experience-* he (hasn't fi<rgc What is idd to Iurn. as 1 am telling time (lung* tn tiday. Ite itopets. If 1 were to do this job right. 1 would make each xtr if write down tlse thing* f am telling yon. I tmufcl lave a hoard with slide* or lights on it. an*l }tu would see <L and 1 muU tell you about h. Out the things I am saying t> y*xt hire y*u are pixng to target. unless you are making notes of them. Rut we can also bring w any uxKvidoal the result of somebody rise's experience. That is where experience rtep* into the play. Kverr time there is an accident, make use of tlx etfcriiiwr iJtiamed through that aeevlcm. Ixotsc an accident b a real living issue. It rnrt of the man's life. If H ballpens to someone that he knows, r in some town that he b familiar with, he is going to be particularly interested in that accident. You lifetime (he accident to him. explain ihc accident, and sar to hhtv "How could h he stripped!*" Yon arc employing some oi the best leaching in that way, a conference method. After he tells yon lunr that accident should he Stopped, do you think he will tare an accident tike that? N'a He has analyzed that accident, he has* told jtu the rewhs and bow to stop die accident, and he is not going to be queered by doing what he said shook! not k done. . Make use of every accident yon can lay your hands un. let the employees tell you about them: bring into play the last sense, the sense of speech. Make tls man frO yon how that accident can be stopped. Take him into your confidence ami he won t have an accident of (hat type-. . Safety Section .'iK.-l--Sh'aiu RaitnHtJ Seetiun .V.N'l* *147 1 mentioned a few tnomvms ago that teaching cold he tmpruved by the use of a chart. That is known as visualization.* There arc a number of ways to visualize. A chart is one way. and there are also picture*, posters, aetial demons*rattun rf apparatus, just looking at it--all visual demonstration*. The only object of that in teaching is to get another entry into the man's mind through the rye. A nsm b given a certain number of senses, ^on- many are you making use of? Make use of all the senses yon can. Few of us realize that we arc all teacher*, ritether we want tn be or not. Kach of yon. I renture to say. has some particular gentleman in mind as a person trim has lad influence on your life. You have set up somriwxhr as your example. Yiu have watched hb and tried to d thing* as he did them. Every minute of the day. you also are a teacher, edicther yon want to k ur not. Jost the way yuu act make* you a teacher to somebody. And it b very easy to he a had teacher hr example. The case of railway officers standing on the tracks is a perfect example of terrible teaching. They are setting up a wrong example. Tliey are estabtidung a wrong practice, and men are going to idhe thrir example bemuse they respect them and look up to them. It is like the case of lice foreman who posts a **00 smoking" sign, and the president erf llie rail nr some other officer contra through (here smoking. The employee say*. "I <km*i know what kind of fire lie smokes, but I can smoke if he can." We arc today in difficult times. Xcw men are exiting xt the job. and rfd men who lave been laid off are cutning hack to work. They* are stxncfintrs unfamiliar with the operation: they have forgotten: the peril*! that has elapsed suwc they practiced these thing* hefiwc has been so hetg that the practicing *4 them has fe (tone kind oi lost in their (mods, they* are loir, and they try to h the thing in the way they used to ki it and they will get hurt. The new man ami the old nan continc back need especial attention, and ought to have it the day they cuntc on the joh. Don't delay, ticcause. if you do. some of them will have troulde, per haps a serious accident, before you can teach them again. Address By If. }. GOKMLSY President, American Railway Association, Washington. D. C. The speaker 'said In part: While sitting here thinking about this question m repeating mstructiosts to the interest of safety. I recalled to mmd llut good old war horse whom we all remember. Ralph C. Richards, one of the father* <rf the safety movement. I worked with him a the North IVolrrn Railroad for a great many years. He was an inqriraticn to anyone, regardless of whether he was on the claim end of it or the operating end of it or the safety end of h. I remember one exjxriencc while a trainnsslrr m Minnesota. We had a switchman with red hair ln got injured too often to suh me. One day he was coming down through the yard with a string of ears and made a stop, and instead of getting off the side of a flat car as he should, he reached over and to><k Itokl rf tlte uncoupling lever, and fell off. He was laid op lor a week, and I thuuglit. "I guess I will write to Mr. Rtdards and recommend that he pay the gentleman nothing for the time he is off.** He was off about ten thy*. Well. Mr. Richards wrote the letter for me, and I (iresented it to the switchman. When he got home and told his wife that he wasn't going to get any pay for those 448 Txccnly-sccond Congress--National Safety Council ten days, she became bis safety supervisor from that tim on, and he was never thereafter' crytired. That was one oi those object !*>* that cannot be forgotten. 1 eras also modi interested in the idea of repetition of safety instructions. I hare two daughters whom 1 taught to drive an automobile. I said to them: "There b just one rale m driving an automobile, that I want you to remember: and that is to learn to talk to whoever is sitting alongside of you without moving year head sideways.** 1 drilled this idea into the head of the younger one time and time again until she got it down pat- One day she was di ivmg alongside of me and I said suddenly, "There's a new house.** Instantly she turned around and looked at the new boose, and then she caught herself. I don't believe anyone could catch her on that land of thing again. * I have heard it said that the railroads are obsolete, that their equipment is ran down, cndcr-cnamtaincd. and everything of that kmd. I was greatly interested in that, so I cheeked up a while ago carefully and I find we have a decrease in ownershill of freight cars of 337.000 compared -with 1923. There has been a decrease in freight trains. We have better cooperation in loading and unloading. You do out get the fufl results of the efficiency and movement unless you reduce the units required to handle that business. How much has the reduction of 3373)00 car* in the handing of a given business contributed to the safety movement? How much has the retirement of L091j000 cars since 1923 and the addition of approximately 900000 new ones added to the safety, movement? If you buy a new car that is better than the old owe. it is a move toward safety. If yon buy a locomotive that is better, you add to safety. If you can handle ware cars on the tram, you lore less opportunity for employees to become injured. The more safely you operate the more economically you operate. t saw some figure* prepared by someone in a statement. I believe by ifr. Palmer, comparing the last ten years with the previous ten years, showing that the m>meut for personal injuries alone showed a decrease of $15HOODJOO. To carry it further, to make a comparison on the question of the reduction is the cost of operation doe to wrecks, derailments, etc, we have something in excess of a billion dollars saved during that same period. Report of Committee on Statistics By T. H. CARROW Superintendent of Safety, Pennsylvania Railroad, Philadelphia The speaker said in part: 1 want to summarise as briefly as I can some of the previous reports of tins committee, because it is necessary to give a lasts to what 1 am going to recommend today.* In 1921 the first report covered the question of accuracy. In 1922 we were able to report that the Interstate Commerce Commission had adopted a aril]ton raza-hours as the tasb for comparisons by roads and by occupations. In 1923 we made a general analysis of fata) and non-fata! injuries due to being struck by trains. In Salt Lake CUy in 1924 for the first time the possibilities of reductions were ajvpumt, because up to that time we had no knowledge of what we might do. and even (hen our eonctusloos were predicated largely on our practical imagination, be* anse the statistics were more or less in a Trade state no further back than 1924. We. therefore, recommended the 33 per cent goaL In 1923, recognising the necessity of a definite program, the committee worked Safety Section .-IRA--Strain Railroad Srrtian NSC 449 up twelve skeletonized bulletins fur publicity and recommended that the Association adopt these as a regular program. In 1926 we presented four resolutions on the basts that the remedy for accidents on the railroads rested directly with traimnasters. road foremen, toaster nedancs, and division engineers. In 1926 we introduced four resolutions appealing to these four classes of supervisors. There were mis cellaneous analyses from 1927 to 1931% particularly In charts that were put out showing the different departments of each railroad bow they stood m comparison with each other. I think that was an innovation that marked great progress. In 1932, for tits first time, we suggested the poss&fthv of a standard rate; we sug gested for toe first time the possibilities of standard casualty rates. I have here a statement which is a composite of the aecidmt situation on all the railroads in the United States. It is one that shows casualties in tbe.sevoi classes of service, from 1923, 1931, 1932. In maintenance of war and structures m 1932 we have, roughly, 4J000 accidents; in maintenance of equipment and stores we have also AfiCO accidents; asd in "other transportation** which is nearly all station, we have nearly ZfiOO accidents. Then in train and argine service, wre have in round figures 7,000 injuries. If you examine those rates you wOl notice a very marked drop from 1923 to 1931. But we came to an impasse in 1932, and showed almost no Improvement. A* a matter of fact, in the maintenance of cquipuwm department the raze was virtually the same each year. There are two significant featores to that statement. The first it the fact that we made no appreciable progress m 1932, and the second is toe preponderance of accidents to train and engine service employees. The total number of accidents to att employees last year was, roughly, 18,000; h the tram and engine service, however, 7,000 accidents occurred, which it 38 per cent of toe total, while toe train and engine service had only 19 per cent of the man hours. There is something, however, very much more significant even U&n that, and that is the rate in engine service is very small indeed, and in the passenger service there is oo more hazard than with clerks. The fact that the tram and engine service predominates indicates that we must concentrate our energy on that department, and I am prepared to say that I don't believe that from a purely numerical standpoint the hazard m tram and engine service is materially grater than it is re the shop or in the maintenance of way department, and that toe explanation for the poor performance is that we as a body have not done our job, end that the trainmasters lave not done their jobs, and that mdtvtduafly and oollectirdy we have got to get together and find the solution for the train service accident situation, which is indicated very dearly by an analysts ol the statistics. I want to speak of toe fluctuation in tram service accidents. Fifteen trainmen were killed in 1923 on account of negligence in connection with train orders, and not a single one In 1931. That was good work, wasn't it ? No, it wasn't good work, but just largely luck, because in 1932 there were ten of these accidents. Now let me turn to another natter. I will not mention any roads specifically, but 1 hare taken fifteen roads and designated them as No. 1 to IS, inclusive. Isn't it indicative that something is decided wrong when we find that the first road I hare listed has a rate of 2.40, and the last road has s rate of 13.40? There is something wrong somewhere, there Is sow deficiency, as sorely as figures can indicate h. 430 Twenty-second Congress--Sationa! Safety Conncil 1 have node a nui oi a rafin^d dial ha* made a wry fine record, and that still lias a rate ox 7 in the maintenance of tray drpauntem and only 2 in the main tenance oi equipment department. If 1 were luvfidem t tint raflruad, knowing safety as 1 da I would say, "1-uuk here, Mr. Maintenance of Way Office, what is tlw nutter with yunr Hare >tn test yuor interest in safety? \Miat is the difficulty that keep* yoo from pelting in line:" _ 1 want to surerst to yiw tlie propriety oi working up a statement similar to this ter every one of your division*, and at the end of each month using the curaula* live figures, put a red ring around each one of them and lass tliern on to the boss, and say, "There arc the imfiridol officers who arc nut on the job.* '. Xotr ] am comhtR to the purpose of my talk. Ixt's then begin to consider the future of our work on the basis oi the possibilities of each deportment. There is no sense in assuming that train service iriD ever be exactly like the maintenance oi wav er lite marntezunce of equipment. For that reason, we lave got to establish rates that will be reasonable far each department. There arc a lot of rireumstances that enter into this thing. It may be that Mr. Wands report may change the basis of reporting. It may be that there are plenty ,f railroads in iV United States that arc just as honest as they am be, that would report more accidents u Mr. WarfeTs report is accepted and adopted. I don't know exactly what the rates ought to he. and I think I ought to know if anybody else does know. Dot I have thought that the figure for the maintenance of way dciahnmn ought to be less than three cassahtes per million man-hours; the natntenancc of equnnncnt dejortnicnt ought to be three and the train and engine service uugla to be eight, and the heal ought to be four. I cone to ute important question, "How will tins goal be readied, how will these figures be achieved:" Dr the same methods that wc enunciated in Salt Lake City, tamely, improved design, construction and maintenance to insure the greatest immuniiv from physical hazards, and all of the accidents from that cause represent only fi per cent: improved training, supervision and discipline to insure the ad justment of the nund to the hazards of operation as the case oi every railroad man m the service of oar railroad*, so that they will he literally capable and aWe to master the dangers of their work. Tins consummation, which b so devoutly to be wished, will be realized when required by the management of every railroad; that is. when safely is fully woven into the duties of all operating officer* and supervisors. Following Mr. Carrow* report, the suggestions he had made were embodied in a motion, and the recummendalfcm* of the report were duly referred to the coro- mitiec of direction for conridcratiba. The Railroad Trespass Evil By T. B. PRATT Chief Special Agent and Superintendent of Safety, C B. & Q. Railroad, . Chicago The speaker said in port: I am not exaggerating when I inform you that there arc at one-half milium trespassers using railroad trams as a means of trans portation, 90 per cent of this number being under the age of 25. Men, women and children are now traveling via the hoho route. For instance, a man and his wife, whb a three weeks old haly m a basket, were found on top of a refrigerating ear Safety Section .4 R.4--Steaiu Railroad Section XSC 451 ou the Illinois Central Raitnnd recently. Jit another Instance, a mother and father placed their two children, 0 and 7 years old respectively, in a box car to send them to another city where they had relatives. It is not an uncommon thing to see on a freight tram a* many as 150 hnhos. When a derailment occurs, many arc injured, or killed. Hundreds of them are injured while beating their way mi trains, resulting in the loss of arms and legs, which is casting either the community or the railroad large sums of money. Saute of them unconsciously turn angle cocks while climbing through trains, some oi this being dour maliciously, and ibis at times causes serious accidents. Perhaps you may wonder why the special agents or the police department cannot do anything about this trespassing. Do jt realize that wc have communities where, if we arrest a man fur riding an a train, he is not ouly turned loose but the officer is criticized by the court, and snitch lawyers are there to file suit against the company? (n one instance we had a fine young man working for our cunqony. who was billed In cold blood by a man taken off the head end of a passenger train. In that community, when the man was apprehended, upon trial he was not only -teraed loose but the citizens in the community made up a purse to send him bock to his supposed home. I say to you that because the public was not informed, they tid not understand what a menace to society that man was. They did not understand what they were raying to the youth of our land who are going around under die guise of hobos. That is the reason, when we talk about trespassing, that wc must, before we start iiv educate the public and this *cctim of the American Railway Association, together with every other section, should assist the Protective Section in molding public opinion so that they will understand that it is to their interest to stop this unde sirable traffic The Supervisor's Responsibility By H. s. CORBIN Supervisor of Safety, Atlantic Coast Line Railroad. Wilmington. N. C. The speaker said in part: Winking on the theory* that every accident results from a definite cause h is ray belief that there is no greater cause of accidents supervisor's responsibility cover* all phases of operation. Standard operating rules, along with special instructions, cover practically all conditions of service and, when there is an accident, or personal injury, it usually develops that some rule has been violated. Therefore, there can he no greater responsibility resting upon a supervisor than to see and know that rules and instruc tions arc oirkd out. From the standpoint of the maintenance of way department, the npc*rifor is responsible for condition of the roadbed and tracks on the territory which he covers as section foreman, roadmaster or general roadmastcr. He is also responsive far the rafety of the men under hi* supervision and the tools they work with. He should make a personal study of local conditions and needs in this respect. One of the most Hazardous conditions with which trade men must retrod b .the operation of track motor cars. Because they usually carry more than one and an accident assumes greater proportion in the number of employer* mjored, and the extent of their injuries. Some cnpte>s will naturally take a chance in 452 Tti'cntv-second Congress--National Safety Council the operation vf track motor cars by: (1) operating a car at excessive speed: (2) uiipropgly staring tools on the car; (3) permitting men to occupy nk positions oa the car: (4) iaiture to protect against trains end other track motor cars: and (3) lailnre to observe switches and crossings, especially with respect to speed and obstructions. ^ The naintcnaiKe of way supervisor must laxnr the standard operating rules, and fhoold at all times have in his possession current time tables and be familiar with instructions- There are 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 the shop plant He should be quick to hear any report of unsafe conditions of the premises, ma chines and tools, and his quick eye should personally observe these eondhtan*. He should be of as great value as others working under him in foreseeing possible and injury as the result of these hazardous conditions. Aftw a poffjMy injury, the supervisor also has an important duty toward the injured anplojce. He should see that immediate first aid care is given the injured ptTMO and make sure that he gets into the hands of a competent physician as rapidly as To call m 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 loo much fuss over small injuries. But there should be at band some simple means of pre venting infection for minor injuries, and if an injury is serious, the perstmal atten tion of a physician is the only recourse. The Green Book The final feature of this session vas a presentation of the current "Green Book** by L R. Palmer. Conservation Engineer. Equitable Life Assurance Society. New Yortt City. Mr. Palmer very briefly called attention to the fact that he had pre pond a tabulation covering employee castmhy rates for the six months' period of 1933. Class 1 railroads, in accordance vrith the standard Green Book ciuuping and trill fornaxd copies to Class I railroads. . WEDNESDAY MORNING SESSION ~ October 4. 1933 Hie Goggle Rule and How Enforced By J. C. YOCUM Manager, Safety Department. Chicago, St. Paid. Minneapolie 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 gimi us is sight and bow necessary it is that they nse the means so freely afforded them to protect and preserve tins blessed gilt. To ray mind, bring blind is about the worst disaster that can happen to anybody. Experience has shown that we cannot take h for granted that men will of tfarir own accord think for themselves in this respect, and for this reason it has been Safety Section ARA--Steam Railroad Section NSC 453 found necessary lo adopt rules requiring men to wear goggles in performing opera tions that are hazardous to the eye. The record of one of the largest railroads shows that there was a total of 124 eyes destroyed over a period of five years, as follows: 1928, 34 eyes lost; 1929, 32 eyes lost; 1930. 29 eyes lost: 1931, 21 eyes lost; and in 1932, 8 eyes lost. The principal causes of these losses were as follows: struck by flying materials, 18; using tamping picks. 11: using trade chisel*. 6: cinders m eyes. 6; driving spikes, 5: driving nails, 4: struck dar bar with spike maul, 3; cutting colter keys with hammers and chisels, 3; cutting nails with hammers and chisels, 3: striking steam hose coupler with hammers, 3; and struck by stones thrown by boys, 2. There were also reported 31 other causes, each producing loss of one eye. A total of 26 eyes also were lost due to dust, scale and other foreign particles entering the eyes. In checking goggle rules issued by several of the tines, it is found that some are very brief and merely recite that goggles are furnished by the company and must be worn by all employees in performing operations hazardous to the eyes, while another road will use the above quoted rule and then follow with specific hems covering operations in which goggles must be worn. To my mind, tlte rule should be as specific as a rule can be made, as it is more easily understood and violasions more easily detected. In my study as to the means of mforctng the goggle rule, my conclusions arc that it b a matter of cooperation between the management and the employees, and that cadi has a duty to perform. To further emphasize the enforcement of the goggle rule, I vrooM gather together the foremen or supervisors under my direction who have direct charge of gang* and speak to them in the following language: "The management expects me and my department to enforce the guggle rule 100 per cent, and I expect the same from yott I also expect you to know that each man working under you is furnished with the proper type of goggle for Ms work, and you must take especial care to have proper goggles for your.men who wear glasses with corrective lenses. You are to see that these goggles fit properly, arc m adjustment, are comfortable, and that they arc afterward kept in proewr repair. You wOl remember that the safety department has given you some valuable butts as to the wearing of goggles and the care of them. The most important of these hints are as follows: *1. To prevent fogging, keep rentDating screens clean, and lightly'rub glycerine soap over the lenses, then wipe off. "2. A gauze band worn over a man's forehead above hu goggles will prevent perspiration from naming into and over the guggles and prevent fogging, "3. There is a proper way to remove goggles. Rend head forward with hoth ryes dosed, take off the goggles and with the eye* stid shut wipe off the forehead. "All of the above are duties m connection with the saving of eyes which you owe to the men who work under you and will do much to assist you m enforcing the rules. When you carry out the above ideas completely, you have done all you can for their comfort, but you have a further duty and it u up to you to educate yuur mm to have their goggles with them at all times daring working hours. The feet that some of your men may think it a burden to carry the gnggW on their caps or around their necks in the extremely hot weather is no for you allowing them to do without their goggles when they need them--also, yon are to ghat it is just as Hkflliil that guggles be worn in doing work dangerous to the eyes 454 TwcntysecouJ Congress--National Safety Council whtrfi lakes only a second or tvo as that work which ukes a longer period oi time. I cxict that cad) of you supervisors will be smart enough to secure the full cooperation of at least 95 jw cent of your employees in a 100 per cent obedience to the rain became your employees realize the wisdom and desirability of compliance. It is possible you tnav have 5 per cent of your men who cannot or will not obey tltc instructions and roles. 1 am hack of yua fully in the enforcement and discipline Accidents to Yard and Train Employees -- Their Cause and Remedy By E. A. METER Manager, Safety and Fuel Departments, Chicago, Milwaukee, St. Paul and Pacific Railroad, Chicago The speaker said in pe.rt: In looking over the list of accidents to switchmen on the Milwaukee System, which comprises 11.207 miles oi main line. 1 find we had JO switclmten injured during the past 12-month period; 7 of these were injured Inr faUtap: 3 had their hands injured or finger* crushed while making coupling*: S resulted fatally. 3 of these 5 victims went between moving ears to adjust couplers which is a direct violation of the tides, and one stepped in from of moving cars. The fifth fatal injury was to a man who crossed m front of moviug cars to reach a fualfunn. During this same u*c-ycar persd. t had 19 trainmen injured. Five of them were conductor* and 14 hrakcmcn. Xo conductors were killed although 5 were seriously injured. Four C these accidents to conductors entdd haw been avoided: one watched hb hand on a tram order hoop and neglected the injury until infection had set in: one was injured in opening a stockyard gate, the wind blew the gate against him. throwing hrtn against the loading chute. Another was hurt while kick ing a wood hlock out from under a wheel, and one was pulling a jack from under a derailed car on a bridge when the jack gave way and he fell backward off of the bridge. The fifth accident was oe for which the conductor was not to blame. He was assisting passengers to alight from the tram when a lad}' missed the top step and fell. He caught her and in so doing severely injured his knee joint. Fourteen laalscmcn were injured, one of these being killed when a train was derailed. He was w< to blame, simply a victim of the mistakes of bis fellow employers. A majioity of these accidents to hrakcmcn ware falls from cars or injuries received while tltc men were getting on or off moving trains. They were nrg particular almut getting a good hand hold and hold and were nut sure f the nature of the gnmnd surface* where they alighted. One hrakeman was injured while standing akmgsidc m an engine when the engine man npeoed the blow-off cock. 1 have given a resume *f the accidents to train and yardmen for a period of a year. Whal. are the remedies? First, safety education. By meetings, talks, ami letters we are trying tu have our men twcomc safety minded. We also try to Instill a competitive spirit in them hr issuing statements showing the list of accidents in their departments in comparison with tie tome department un other divisions. We also compile comparative stand- hiss of divisions. This creates a desire to lave the record of their craft or depart- Safety Section .4AVI--Steam Hailrintd Seelitm XSi' 455 matt excel. It also generates loyalty to and pride in tltc safety, record \>i the entire railroad. - ' A second remedy is stricter discipline. Whenever an accident happens. wHciIht there is an injury or not. an investtgation is held. The cause of the accident i> determined and the responsibility placed. Very often several persons are to hUtnc. The punishment varies depending dinw the seriousness of the mistake and also on the man's past record. Sometimes a reprimand or mark against his rcvtrd is all that is given. He is sometimes taken out of service for a certain |er`n1 *f time. Often it results in his dismissal from the service. Wc are placing mure and more stress upon supervision. Tlw man at the head of the department shmdd he held responsible. Even though a foreman <kv* nut |r- sonally disobey a rule, if Ik allows anyone to follow an unsafe practice r if an aerident happens through the lack of his supervision, he is flic ie wl*i slmuld receive the punishment. For instance, a conductor is rcspimsildc for the hrakeman. and if he allows his hrakeman to do something cuntrary tn nde. tlw 04hjc1ur is the one to be held respimsilde and be si*mid be disciplined as wdl as tie hrakeman. Operation of Hand Brakes By FRED BRASTRUP Superintendent, Fargo Division. Northern Pacific Railway The speaker said in part: In omsidcring tltc general subject oi hand Itrakvs. the upkeep. 7 think, should lie mentioned first. A great many accidents that result fa) personal injuries. as well as damage to etprijanent and contents of car*, occur as the result of defective hand brakes. Some of the items that contribute tu this result are loo mud) brake chain, which permits the chain to Ik wound around the staff and jammed before the hrakc shoes cone m contact with the wheels. Defective ratchets and docs that will not function after the brake is set are another cause <4 trouble that should be checked in making equipment inspection. The styles of brake differ from the old style staff, mainly tn that they are uostrncted with leverages that wilt respond promptly and tiring a lieavy l<ud to a quick stop. In this cooneciroa it is important. Itowever, not to provide excessive leverage that will result in sliding wheels, as it is a wr|l known fact that too much breaking power is not good practice as it increases liabilhy of flattening wheels which again is a source of danger. * The following are points that are essential in a hand hrakc: 1. A brake that can he applied and released with me hand. lWh feet and the left hand are thus free to be used in retaining sale position on a car. 2. A brake that can Ik quickly applied with one hand with such small effort iliat the operator's mind and hotly are free tn observe and act promptly m emergency. 1 Instantaneous release by the use of one hand only. 4. Gradated relcise for permitting a car to drift with the use of one hand only centrollmg the brake, thtts permitting a trainman or yardman in maintain positive centred of car movement with minimum effort and with safety to himself. Some of the things to he guarded against in connection with tltc ^eratinn nf hand brakes are: 1. Do not permit the use f a make-shift lirake dub. The use of the brake dub in'the spotting of ears on sidings and in yards, particularly in what is known as hill territory, is recognized, but the practice of train or yard men using a pick or 456 Txcenty-second Congress--National Safety Council na*| handle converting rt into a brake dab should not be perwilled. Sadi a stick, frequently made of inferior material, is liable to break when stress is exerted against it, resulting in personal injury. Brake duhs shoold be selected from the very best of material. Z The imponaucc and necessity of securing ecery car left standing on a heavy grade, at way statinas and at isolated points, shutdd be stressed. 3. In controlling the speed of several cars that are being Indeed or switched mvr a hump in the yard, or on bravy grades, the operator should not depend on cmc hand brake to control a greater number of cars than may be fully retarded with that annum of braking power. If necessary the brakes should be applied on several on. The bracket platform cm the ends of high cars is favored instead of the deck Watwn as it is quicker to ascend to tins location and h permits the operator to bare a double hold at all times--once he is positioned on the bracket platform he b enabled to natch in both directions, which b a decided advantage over the deck type of brake. Operation of Air Brakes By MARK PURCELL General Air Brake Inspector, Northern Pacific Railway, St. Paul, Mina. The speaker said in part: Mr. George Wcstingbbasc invented the "Plain Auto matic** Air Brake in I87Z The automatic feature resulted from the obtaining of an indirret aiqdication of the brakes through the medium of a valve device called a triple valve, and an auxiliary storage reservoir, which were added to the brake cylinder on each car. The fiitV automatic ar brake was a great improvemott in many resperts over the straight air brake, but chiefly from an emergency or safety point of view. Much of the ftcxihilhy (ability of the operator to increase or decrease the cylinder pres sure quickly and in snail amounts) for ordinary service brake operation had to be sacrificed. This brake served the purpose fairly well while trains were short speeds, weight and frequency of trains low, but as these factors clanged, its limitations became more and mere apparent, particularly with reference to emergency operation. The propagating operation was too slow with long trains, wind) resulted in severe interchange of slack doe to brakes becoming heavily applied on the forward portion of the train before the application had time to take hold on the cars farther hack toward the rear. This limitation was overcome to a great extent by the invention of the "Quick .Action Triple Valve" in 1887 and -the equipment with which it was used came to be known as "Quid: Action Automatic Brake." The quick action triple valve was developed by adding to the plain triple valve parts which bmoght about a local tenting of brake pipe pressure m emergency applications, and thus cawed a rapid serial application throughout the length of the train so that the tunc for the ftdl application of all brakes on a 50-car train was reduced to about erne-sixth of what inherent with (dam triple valves, and shocks arc therefore lessened to a grot degree and the distance for stopping grotty reduced. Two of the features that exert a governing influence on braking are: First, the adhesion between the car wheels and the rails: this varies to considerable extent due to rati and wheel conditions, but changes little when the vehicle is moving as compared to when it b standing. Second, the adhesion, or friction between the brake shoes and the wheels. This latter b greater when standing than when running and varies widely with a change from low to high speed and rke versa. The per- Safciy Section ARA--Steam Railroad Section NSC 457 centsge of brake power used b based upon the empty weight oi tltc car, unless an empty and load type of brake is used. For a long time it has hern customary to we a somewhat higher percentage of brake power on passenger than on freight train cquijmwt. Due to passenger train speed generally being greater than that of freight trains, making grater braking power necessary if stops are to be made in similar distances, the amount of brainpower necessary to stop in the same dis tance increases as the square of the increase of .Cpced: that is. if speed b doubled, it requires four times as much braking power. To take rare of the many conditions that affect the safety and economy of tram operation, from a brake control point of view, such as the progressive increase in weight of cars, longer trams, high speeds, greater weight and power of locomotives and greater frequency of trains, has necessitated several corresponding changes n brake equipment for passenger and freight cars and far locomotives. Getting On and Off Cars By J. B. SULLIVAN Road Master, C R. L I P. Railway. Butt Oak, HL The puid m part: Quoting from the records of train service accidents. 1 find the following: Year 1930, 5,451 accidents in which 441 persons were lolled and SjOlO injured; year 1931. 443 accidents in which 447 persons were killed and 4,096 injured; year 1932. 4,466 accidents in which 520 persons were killed and 3.946 were injured. Thoe records further show that but four train service accidents and four casualties were caused by defective equipment, atl of which goes to show that practically all those deaths and injuries were directly traceable to the old human element, better known as man failure. A great many of those injuries were caused by alighting from cars on unfavorable terrain, such as ice, switch stands, timbers and ties, redo, lumps of coal, holes in the ground, etc. Alighting from, or trying to board cars moving at excessive speed, b also conducive to injury and should not be attempted. The props- way to get off a moving car is. first, face the direction of movement; second, place the inside foot on lows tread of >31 step; third, grasp convenicrt tread of side ladder (depending on height of person) with inside of band. When sure of the ground an which yon are about to alight. Is go with hand hold, remove foot from sill step and with body slightly inclined backward and legs partly flexed, alight on outside foot, using the other foot to overcome momentum. To get on a moving car, grasp a convenient grab-iron or tread of side ladder firmly and swing the inside foot onto the lower tread of step. Practice, natural agflity. a sense of timing and judge of distance, all go toward simplifying the movements until they become almost second nature. The standardizing of safety appliances, such as sill steps, grab-irons, side ladders and such, although considered adverse legislation at the time of its inception, proved to be a Messing in disguise and their uniformity has done more in my estimation to eliminate casualties than any other thing. But it b to the unsung hero of the railroads that I would dedicate this This b the man that b known in railroad parlance as the "end man** or "pin poller" on a switching crew. Invariably the youngest man on the crew In p>"t of set vice, he has more mounts, dismounts and remounts than all of the jockeys in America put together, with all of Unde Sam's cavalry men thrown in for good measure. On M 45i> TweutY-sccond Conyrcjs---Xatiotwl Safety Council a lny Wad. that Uo nothing but twine switches. this nan will get on, make his rut and get off on an average of 200 times on an cight-hoor shift, and this in addition to his other duties. - Just a few hmts to make his work easier and safer. Assuming that the crew is trorking ki the orthodox manner on the right hand side of the switching cut, tlte pin puller in getting on. should grasp the second tread of the side ladder firmly with left hand, place left font to lower tread of the sill step, and brace his right leg against the rear journal la. This position will give him all the necessary leverage in ojwrate the cutting lever with his right hand and. what is most important, his hdy will be Ivacol against all unexpected bumps or jolts. Inspection of Trains In Yards and Enroute By A. A. LOWE Supervisor of Transportation, Southern Pacific Railroad, San Francisco The speaker said in part: On the lines of the Coast division we work on the principle that the best way to amid trouble is to remove the fundamental causes, and the lost way to do it is by stressing the need for thorough conditioning of triple valves, tight brake pipes, paying attention to leakage tests by engmemen, testing ot retainer valves at desigiated points, correct pistun travel, close attention to draft rigging and atr hose, careful education of cngincmen in the handling oi air brakes and constant attention to those numerous other details of maintenance and operation which have a vital hearing to avoidance of stock brakes, break-in-twos, slid flat wheels and damage to brake rigging. Our prmeijn] yards arc located about 500 miles apart. Cars arriving and depart ing in those yards are placed in thorough condition and, as a rdc. require very little attention after serving at these points. As a train arrives in yards where car in spectors are employed, they station themselves where they cart give entire train a careful rolling inspection. Rush cars are usually blocked at the head or rear and are given first attcfltkni by iusiretors few prompt release to yardmen. In some yards H is found advisable to liarc traveling carmen make the rounds of the indus trial. team and house tracks to effect minor retain. - When trains are made up, the usual inspection is made tn acconbncc with Inter state Commerce Gonmisshoi regulations and general practice. Trainmen are re quired to knk train over to see that ham) brakes are released and assist carmen m making ruffing inspection as train departs. We have no hnmp yards with de- }tressed inspection pits as the volume of traffic through any one yard ts not con sidered sufficient to justify this investmeat Standing inspection of freight trains is made every JO to 80 mffes in open country*. Stops are made at intervals of seven to ten miles i heavy descending guides to permit wheel heat to equalise. Inspection is node at such points by trainmen. On these heavy grades where view is obscured we require a trainman to ride cm rear of caboose to watch tracks for indication of derailed wheels and by night we light ihr. track to the rear of the train with two inspectors* heavy lanterns. We make ssuuffng atr brake tests before descending haw grades and give train a rofftnc inspection at every opportunity as stops arc made. la snow shed territory we make vc of electric reflector lights, permanently lo cated on foundations at the wheel level and being the track to aid trainmen in making rolling inspections. These lights are arcuated by track circuits as trains Safety Section .1RA--Steam Railroad Section XSC 459 approach and depart. Trainmen are required to ride on the tup of trains to dance retainers as required and to watch fw overheated wltceis. excessive fire flying or other indication of tmultk. In certain districts where operating conditions are especially difficult, such as through snuw shed territory, wc make use of emergency atr hose cut in between ears and extended to t.ip { train so that trainmen may apply air if an emergency arises and if obstacles enroot lie seen. Our records show wc arc renarkably*ircc of accidents which nay lc traced to tlte quality of oar train inspection, bat that, on the contrary, both carmen ami train men. including the engmemen. render a good account of ihemsclvrs in detecting trouble at its inception and taking necessary action to prevent serious results. The Car Department's Responsibility In Accident Prevention By W. E- DUNHAM ' Superintendent, Car Department, Chicago and North Western Railway, Chicago The speaker said in part: Tlte responsibility of tlte car department can Ic sep arated into* three general groupings: 1st, the responsibility* for accidents to car department tmplojecs themselves: 2nd, respswisibilhy fur accidents to csupUiyec* uf other departments; and 3rd, rcsjMmsihiUty fur accidents to the patrons of the rod. As an example in the first grouping, our railruad in 1910, when matters of safety and accident pnevcnlioo were first attacked in something like an organized itanner, had in the car department shoot 289 reported lost-time accidents and 7 fatalities per year, with an average force of 3,356 employees. By dint of earnest correction of tools, exchanging methods that had in themselves any chance for accidents, by installing safety gmrds and similar devices, as well as trying to develop in the individual onployce a personal Interest in his fellow employee's safety, that original record, after ten year*, was brought down in 1920 to 593 reported lost-time injuries, and to 6 fatalities. However, the problem was studied from a different angle. Direct responsibility of the supervisory organization fur the actual training of the employee under the individual jurisdiction was determined to be the most prominent line of attack on the causes of injuries. A few years of effort along those lines, in addhhm to the maintaining of the previous form of attack, brought the reported lust-time injuries for 1928 down to a total of 80 per rar. and redtreed the fatalities to 3, anwc a total of 5.ZM employees. Such a record, as compared with 1910, might have appeared to lie very satis, factory, but there was still another step in accident prevention that was practical. That step was to eliminate the careless man and the man whose mind was got on the job at hand. The result was that in 19X. with an average (dree of 4.845 on the payroll, there occurred but 21 lost-time injuries and 2-faulitiea. In I9J2, with an average force of 2,434 on the payroll, 8 lost-time accidents were reported and only l fatality. In considering the second responsibility, that to employees of other department*, it is rather more difficult to present concrete mutts. However, they can be brought out fat a general way. The employees referred .to are those who tn their assigned dalits use the active freight and passager equipment which the car depart- -460 Twenty-second Congrcss--National Safety Council rocm employees mar****" and inspect daily on the repair track* and m the yard*. It ts here that personal responsibility of the ear department employee is demonstrated, and a fall appreciation of that rc*pon*2riIrty is shown, for tmdcrlying the doty of the departmait in the inspection of eqoipanent is the keynote of safety. First and foremmt m a roirr of the activities of inspection and maintenance of equipment, there property comes U> mind the elaborate system of safety appliances, h as hand-holds, ladder rounds, coupler release*, etc, as established by regulation cm all ora for passengers or freight. The primary purpose is to reduce accidents to train and yard men. The condition of the brakes on the cars, inchxfing air operating features as veil as the physical parts ssdi as rods, levers, pm*, beams, shoes, etc* is another of the car department** responsibilities in accident prevention. Every one of these parts is subject to constant wear and possible breakagr. They must be cratched with extreme care to know that at all times they are tn safe and ratable condition for further service. Running gears, couplers, draft gears, etc. are parts with which many railroad employees are not familiar and their "diseases'* are not known. To the carman they are vital parts of the cafe operation -of the tram as well as in the prevention of accident*. Experience has taught him where to lode for futures, what weaknesses to check. what wear to allow and what limits beyond which he must not "take a chance** under any circumstances. Freight House Accidents--Their Cause and Remedy By L. B. HIKE Agent. Erie Railway. Binghamton, New York The speaker said in part: Freight house accidoits do not happen--they are caused. It is the agent's responsibility to eliminate them. Tins can be accomplished only through untiring effort, investigation and developing the cause of every acci dent. and the application of a remedy or cure that will prevent a repetition. There are many routines and manners to be foilowed by a successful agent, m his promotion of the safety movuuoU. and it is needless to say that this goes hand in hand with efficiency. One. know your men. Two, issue a duly bulletin, quoting a safety rule, and require each member of your force to know that rule. Three, adopt a suitable safety slogan and dtangc it with regularity. Four, be fair with your men, create in their minds without a shadow of doubt that you are interested m their personal welfare: develop their confidence get them to realise the requirements of the rules and necessity for compliance with them to protect themselves and their families. Realise that the education of same men at the larger stations or piers is quite a task owing to the general class of men employed. You must not forget however, they arc human brings. It ran be dene. Have the rules and slogans issued in languages in accordance with the nationalities of your forces. Have the general foreman and the foremen give a short safety talk to their forces ruh cfay before starting work. Conduct a weekly safety meeting, at which the agent must preside. Place bulletin boards at various positions in your freight house, indicating the number of days your forces have worked without a personal injury. One of our large railroads has had what is known as the star system. A chart is placed in a conspicuous position, in which a space is shown for each day of each Safety Section ARA--Steam Railroad Section NSC 461 month, covering the current year. The foreman places on this chart before the farces go to work each day a gold star if no accident has occurred the previous day. A Mae star for a mim accident and a red star for a lost-time accident, also are used. It doesn't take long to create enthusiasm by snch an arrangement. It is by the mating of personal interest that results are accomplished. A contented man is an asset; and when the average man knows that his superior is interested in him, be is contented. When he is m that state of mind you can easily convert him into a safe man. Report of Committee on Train Accidents By G. H. WARFEL Assistant to Executive Vice President. Union Pacific System. Omaha. Neb. The speaker said in part: The subject of tram accidents is one which oftentimes docs not get the attention it deserves, particularly from railroad safety men. because only a comparatively small proportion of the casualties (and the casualty rate per million man-hours is the criterion upon which the safely men judge their work un railroads) result from train accidents, and men arc apt to overlook their importance. Of the 1,265 collisions occurri*g in 1932, 114 were head-on or rarent cultisions between trains. There were also 112 side or raking collisions and 10 at crossings with other railroads, leaving something over 1,000 occurring on yard switches and in similar operations. - More significant from a safety standpoint is tltc fact that more than 90 per cent of all collisions arc directly ascribed to negligence of employees. In the analysis of these negligent cases, the principal items arc: the disregard of fixed signals; the disregarding or misunderstanding of hand signals; failure to secure hand brakes: leaving switches set wrtaqg: failure to cimply with speed restrictions: improper handling of locomotives; and failure to keep proper lookout. We find, therefore, as we go through other classes of train accidents besides cnlltsions,- that that same old factor, which m the annual statistical bulletin is described as negligence of employees, insists oo showing up. Train accidents are important in another way. too. A railroad may have a very fine employee casualty rate; it may even have won an award because of its employee casualty rate on the basis of safety work among employees. It may have a good safety record alt the way around. Bat one train accident of serious nature may largely undo to the public mind all the advantage of those tong years of patient work in builduig up a reputation for safety. So we get back to the same thing in train accidents that we have in the train service and in every other type of accident on a railroad. The all-intportani thing in any safety campaign on any railroad is the proper education and training of employee*. The first thing necessary for a trainer is that he know the thing he is (raining the men for. If he docs nut know h from his own experience he must study h wy carefully, because the teacher cannot teach the student if the student knows more about the game than the teacher hhnsdL We have a situation on the American railroads today somewhat analogous to that in surgery a generation ago. Thirty-five or 40 years ago American surgeons knew almost as much about anatomy as they know now. The doctor knew where to cut and how to cut; he knew how to stitch; but of the number of rrv* that 462 Twciily-Si'i'und Congress--National Safety Council tnt into bevpitaU. too large a ict tentage. Mnxtimo 50 per cent of them died, although the operation was nxenMaL Our trouble is not that we ditn'l know how to switch ears, H is oot that we don't Iohiw hvw to get trams a railroad, h is nut that we don't know how to make thse trains One and cianiortahlc for passengers or to meet the needs of the stripping paMie. hut we cannot fwrumii oar operations wiihat the infection of carelessness: am) the only way we can eliminate it from ur railroad operations is to make each tnrii\rdua1 man on <ur nilnod an expert in the performance of his ojierations. ^<i wr need to Mndy each tndividml <frra)it and see where the hug gets mlu that (ncratue. and develop a technique that will assure efficiency every time that operation is performed. ( WEDNESDAY AFTERNOON SESSION October 4. 1933 Report of Committee on Train Service Accidents By D. G. PHILLIPS Superintendent of Safety, Wabash Railway, St. Louis Tltc speaker said in port: In 19.12 there were fi3 employees killed and 326 in jured in train accidents, white m train service accidents for the same |wriod there were 307 employers killed and 6JB61 injured. So without mbrimizing tltc importanee u safety wtvk m coimeetion to train accidents, these figures show us the much greater field iir work in the jtrevcnltun of tram service accidents. In 1912 there were six times as many killed m tram service accident* as in train accidents, and 20 times as many injured. In 1912. 20 perskots were killed and 107 were injured in accidents while coupling i*r uncoupling ar* r locorootim. The remedy far this class of accidents natur ally suggests itself, keep from between flawing cars that arc about to couple, do not attempt to make any adjustments in tie coupling apparatus of a moving car that requires ya to go in front of tltc car. Such adjustments slmuld be made when car is still. We Mint that proper supervision can eliminate entirely this class of accident*, but if a supervising official stands around seeing men (bring work in this umnici and says nothing, just so long will accident* of this kind occur. During 1*112. 9 persons were killed and 123 injured while coupling ur uncoupling air or steam hose. The princriul cause of employee injuries coming under this heading is due to attempting to do their wtvk without premier protectkm and from inadvertently uncoupling air or steam hose under pressure. If accidents of this kind are to i*c imcntcd. it is altsjritxtcly necessary that where a lihae flag rule is applicable. such a rule should lie. made and should be. complied with. However, frequently in switching npmtims there is no opportunity for flic use f a blue flag. In such cases, nut only the men doing tltc work, but those mwkmg with them should he on the alert to see that no movmeitt is made when men arc between the cars. Of course, the man himself should he sure that air and steam are shut ofl liefore any attcoqd to uncouple hose, and even then they must he careful, as steam and air are frequently trapped and remain for scenrtinic m a short section of hose. Supervising officials should not overlook the failure to blue flag ui*cn the rale so provides and should watch to see that the mao understands the proper method to uncouple air and steam hose. Safety Section .'Wet--Steam Railroad Section NSC 463 In 1932, 12 persons were killed and $93 injured while operating hand brakes. Injuries arising from operating hand tirakes result largely tltrcngh men being their hold on wheel, slipping or falling; or hr sudden move of train or whm tightly set brakes arc released, or thrown or knocked from tlic car !*y brake club or revolving wheel. While it is true that defective hrakes are frequently found it is also true that if the employee properly braces himself and hold* the Itrake wheel properly, a defective condition b not going to cansc an injury. Kmployees most hr taught when handling hrakes to constantly be on the alert for sudden movement of cars. tn 1932, 2 persons were killed and 310 injured while njerating switches. Before a man operates a switch, he should he in such a position lltat tltc switch lever cannot strike any part of hts laxly nr feet, especially where a switch is being tlirown with the engine or car almost on the switch. There is a great danger of serious injury due to lever flying around. Ind tf a man will place himself in a position free of the lever, all danger from flying handles is mmwed. In 1932. 520 persons were killed and 3.9-tfi injured while getting on or oft cars or Income*ires: however. 471 of those killed were trespassers. A number nf rail roads prohibit mm from getting on or off moving locomotives and. of course, men are seldom injured: hut on tltc other hand H is passflrie if a man has tris mind on Iris work to get on or off of the moving engine or cars without danger of accident. Xo matter how careful a man may he he is liable tn slip if attempting to alight on ice. snow or nutd. \Y1tcn about tn altglg from a car or engine, he shnutd make tint hi* special order of business until safriy on the ground and he governed by the conditions at the time and place he is about to alight. All rules are value!ess. however, unless complied with and they wDI not be complied with unless those in authority exercise the supervision that they should exercise and see and know ihit the rules are IWtng enforced. Tn 1932, 1.445 men were killed and 3.911 injured in accidents (tram service) at Irighway grade crossings. Although the subject of grade crossing accidents will lie handled m a separate report, it also comes within the scope of lh report. While it is tree that nearly every accident could he prevented by the exercise nf ordinary care on the part of tltc aut-vorahile driver, that docs not mean dot the railroad must not do what it can to Irfsen tltc danger of grade crossing accidents. Tltc neighborhood of the grade crossing should be kept as free from obstructions as possible. The crossing itself shnold l*c kept m first* class condition and, above all. our cngracmcn should comply with rules with regard to whistling. Good whistling has avoided many a grade crossing accident: Itad whistling las hern a contributing (actor to many accidents that Invc happened. 1. Switch crews and (ram crews working at stations should lie prohibited from dropping cars across highways, their engines going down one track and the car going down another track, without protection on the crossing by a member of the train crew. 2. Switch engines, switch runs and local tray freights backing cars over crossings at uncontrolled speed and without proper protection an (he crossing should be prohibited. 3. Passenger trams and switch movements backing up with tail hose at the rear over Irighway crossings, should reduce speed at all crossings that are oot protected. ` 4. Cars being kicked over crossings witlmut engine attached should be pro tected. 464 Twenty-second Congress--National Safety Council 5. Switch engines way freight* and switch ran* (faring industry svitdring where it is necessary to shove cars by a fori(ding where there are alleyways where trucks and automobiles might be parked too close to the track, should be prohibited unless a member of the crew walks in advance of the movement to protect. In 1932. 6 persons were killed and 1JM2 injured while operating locomotives. \Vc most again call attention to che fact that many of these injuries doe to operating focomoliTc* arise through failure to comply with operating rules and the general regulations. Men injured operating locomotives are generally doing something that they should not do. In 19A2. 71 persons were killed and 284 injured when coining in contact with Axed structures. Men arc wally injured by fixed structures on account of for getting their tocaikm. generally coupled with looking backward or rather looking in a different direction than the tram or car is moving. Of course, if the fixed structures can be conveniently rooted, it should be done, but frequently this is im possible. The remedy then is to get an employee, first, to bare in his `mind all these non-clearance points, and second, in switching movement always face the way tn which the car is moving. In 1932. 1390 persons were killed and 911 injured through being struck and run over, not at public craMncc Xarly all of them come under one of the fol lowing three heads: (aSttre to look before stepping .no the raflroad track; walking on the railroad track or foal of the track where possible to walk elsewhere: walking ton close to the end of a car in a tire yard. It is all the more regrettable that we have so many men lolled in this manner when we remember that this class of accidents can probably be more easily reme died than any other. Of coarse, the remedies, briefly stated, would be as follows: always took hnth way* before stepping on the raQrnad track: never walk on the railroad track or foul of the track when it is passible to walk elsewhere: never go within ten feet of the end of the car in a live yard. Anr raihrad man will ted you that these three ronedics are proper and reasonihlr things to do. They all know of the large number of men being lolled by their violation, then naturally, the question arises why do men continue to do these things, knowing that they are wrong, knowing that every time they violate one of these three rules, it is merely a matter of chance that they arc not killed or in jured. The answer is "hahjL- Maintenance of Way Accidents -- Their Cause and Remedy By G. C. WENDLING Division Engineer, Louisville ft Nashville Railroad, Louisville. Ky. The speaker said in part: The key note of our safety endeavors Has been the development of an interest in the safety situation in the minds of our foremen. Wc started with this idea and our experiences have strengthened us in our belief. If he goes safely, then the safety of the png is assured, and he will go safely if he is hdd strictly accountable for the actions of bis men and is given die proper training --by means of various pertinent printed natters: by instructions and by the example of his supervisor. Iris roadsnasters. his division engineer and his superintendent. Without the moral sojtport he receives from these men above Hun, all the printed matter wc could send him would ava3 nothing; hence our first necessity was the Safety Section ARA--Steam Railroad Section NSC 465 guaranteeing of this interest on the part of superintendents, division engineers, readmasters and supervisors. And rralizing that the same principle prevails with them as with the foremen, that they would not reflect the attitude of the men above them, went to the top, to our president, aod secured from him a statement which served as a key note for the building up of our safely organization. We then laid out our campaign under two headings, primary safety, and secondary safety. Under the heading of primary safety came the general policies designed to affect the *""** of our workers, such as the development of the proper morale, creating in a man the desire to improve his record, and the development of a spirit of interest and a spirit of competition between the various units. Under the head ing of secondary activities came the actual preventive measures to he taken on the ground, proper supervision, proper reports to be made when injuries -occurred, in structioa of the men as to the safe way in which to perform their various operations. supervision of tools, the inspection of equipment: in other words, the removal of the causes of injuries. . One of our first moves was the preparation of a book of rules on safety. Our foremen were instructed to make these rules the warp and woof of the pattern of their daily fives: they wore to know the rules and teach them to their men. They were instructed that at the noon hour they should have the men get out their books and they should discos* with them the rules: that before starting out every iiffrnni they, should remind the men of the necessity for working safely through Ae day. They should, in * gwAl work was to he done, go over with their men the precautions that should be taken in performing the work: they should, tn case injuries occurred, point out to their men the violation that caused the injury; they should impress the men with the fact that the rules were made ftr their pro tection and for no other primary reason; that to work safely does not mean to work slowly, our experience having proicd that just the reverse is true. * In some cases we have been forced to resort to discipline and in my opuriun h n these cases that are helping us to go forward in our campaign of education and enforcement. The day of the heavy hand is passed, but the day of right ts still with us, and H is certainly the right of an employcr to insist that after be has provided his employees with the proper equipment and conditions with and under which to work, that these men perform their work m.a proper and safe manner. The problems offered by the imfingcrcr* were virtually solved by insisting that every nan who was injured promptly report his injury to the foreman, who fol lowed up all the details. So for I have dealt with our general problems: but I want now (o go into details regarding the Specific causes of injuries occurring In the track department. A detailed analysis of the injuries occurring during a typical period showed that while injuries were divided among 18 causes, more than 50 per cent of the total was chargeable to one caose handling of raff and ties; 65 per cent of these while han dling rail and 35 per cent while handling ties. One of the roost important steps toward improving this condition was in ar ranging for oar new rafl loaded on flat cars instead of in gondolas. This alone removed one of the principal sources of accidents. A dose study of the situation proved also that a lack of supervision was rcspansfolc for a large portion of these injuries and we are insisting that supervision be given to all matters perUraxng to the handling of rails and that all movements be made according to signals. The same principles are applied to loading, unloading, carrying and piling of crossties. 406 Tuvnty-Si'Cvnd Congress--Xatioual Safety Council Motor Car Operations By F. P. GUTELIUS. JR. Division Engineer of the DeUwe A Hudson Railroad CoryOnconta. N. Y. The |al-cT said in part; It is ^an'fbtn^ as x review the accidents occurring in itk4ur car (ipcRUiiw, tW tnnnher <ii division engineers. nodimstcrs. or super* vism who arc involved As long as this condition exists on the roads. 1 suggest in them iu kink tu themselves leiurc tlwv can expect safe motor ear frora lheir nhotinaiis This is the supervisor's respcnsibflrty and it is tu be regretted the manlier of times justice has erred in dealing out discipline. Recognizing the A-R.1-LA. Manual of Rides amt Instructions Pertaining to Main tenance of Way Employee*, we used this information as a base for formulating a group ttf such instruction* adapted to **r Iml conditions. It was then a questhm 4 educating the individual operator. The <4d system of ]ilacing this in the hands >f the noitmaMcr was discarded because nany were of Ihc old school and could i*tf adapt themselves to this new mode ttf railroading. We. therefore, through the eo- <1rratUm of his operating department, had the services of the Division Rides Ex aminer made ataitaMc to ns. This man. knowing the transportation rules, node an klcal instructor. The candidate selected for the course was one capable of passing the eye test satisfactorily. Classes were held once a week in flic evening and were fidlr attended. After an instruction of six or seven necks the embryo motor car operator was given a written examination. Jtb paper reviewed by the Rules Ex aminer and grade*1. This course was also compulsory for rcodmasters. track super ' visn. regirn building masters and supervisors. After the first aid owe had Iwen ronqilcted and the division safety agent frit his students were ready for examinations, they were sent to the omrjany ikwtor ufto gave them an cxaimnaiitn. if they passed in the first aid examination he imdr a ntf to that effect, arranged for a safety first certificate to he presented to them, and the railroad in turn gave them a portable first aid kit Shortly after that it was made compulsory for every man in the maintenance of way department to wear safety sIkks. Rut we da! not stop there. There was a re-examination in motor car rules and in firt-aid made compulsory every two years. Handling Rails and Ties By JOHN W. SIMS General Supervisor. Maintenance of Track. Illinois Central Railroad. ' Chicago. Illinois The speaker said in iwrt: The safe handling nf rails begin* with the loading: if improperly boded ahrre is serious ifcuiper of injury to the 1lands of employee*. Frequently, when cars are loaded In* using a magnet nr crane in a haphazard man ner. it U almost itnjwiiMr to unload the rails witlsiut having serious difficulty. The prvpcr InaiSng twgms with the placing ni the first rail and the first tier of rails on the car. The first layer is placed haII-tip along the Boor of the car. then the second layer t* rolled in tall-down across the first layer. This process provMcs l*roper fooling for the men on the car Irth wlwn hading ant! unkarimg. Safety Section ASA---Steam Kailntad Seetiou XSC 467 Tv projcriy ltandlc the trading tr tmluading a car *i rail*, require* a gang of six ram: these men should always le experienced. A j***wer crane, either steam or gasoline, should always Ik used. Three men are placed the car ami the other three on the ground. In each group cote man is damp man while tltr oilier two are used to steady the rad. The center of each rad should he marked letore the loading is commenced, so that the clamp non on the ground will know exactly where to place his damp in lifting the rail from tile ground to the car. When the clamp is placed on the rail, the damp man give* a signal m the operatr of the crane to lift the rail. As it is lifted, the two men rai the ground steady it at either end until it readies the level of the car. when the wKk is takro over tty ` iso of the men on the car. who crmitnue to steady the rail and keep it from swinging. When the rail readies its prajwr place, the clamp man Ok car gives a signal to the crane operator tu drop the rail. - The directions fur unloading rail are very similar t these for leading. Xrxt in importance to proper liandlmg ni rail ht hading ami unbinding. is the proper method of laying it in the trade. In laying rail a power crane daudd always he used with three men besides the tram operatic. Again we liavc one man who ads as clamp non. He should give all of the signals and tltc tram operator must nut take signals from anyone exerpt bun. The rail should never he raised higher than two feet from the ground. This forces the men handling the rail to hmd over, and m this pantirn thrir feel are protected in ease the rail should Ik linked. In iRuvhtg it to a posstam tm lie tie* the man nearest the crane sfvmhl ltandlc tlw expansion shims. The rails should never be handled with lore hands, either rail tongs or rail lodes should he used to get thfc rails in pnsitkm for lltc damp. The source of almost as many injuries m liandltng rad is the work incident to cutting it. Many rye injuries and serious ruts haw occurred in this work. T1k use of acetylene torches has dnninated cuurii of this, hut it is frequently necessary to cut a rail with a track chisel. Wltcn this is necessary the greatest of care should he exercised Those men not directly engaged in the cutting should Ik stationed where they will not be struck by flying chips. The man holding the chisel should always wear goggles. The chisd itself shook) always be provided with some sort of a guard Frequent tn*|irclin slvmld he made to see tixu chisels with tattered head* arc not in service or used: a spike maul must never he used to strike the chisd. lot instead a sledge should he furnished for tins work. The safe handling of tics starts with the loading of the tie. From a safety standpoint cross tics shnuki he haded flat and crosswise in era! cars. If loaded in stock cars nr box cars the tic* mvarialdv shift during transit. This makes lad fooling in the car and personal injuries result when men start to ttnhad the car. In unloading ties from slock or box ears, the first consideration is safety. Not more than two mm should Ik allowed to break into a car. since there is not safe room for more. These mm should remote a sufficient number of lies, proholdy 100. to give a frcer working since. It is then salisfactiey to put in one or two addittonal mm. If ties are loaded cnoswisc in coal cars there is no vhancc for them to shift, tltc footing is better, and h is not necessary to carry them lengthwise in the ear to unload. Two men are not cnongh to pick up a heavy cvcmotcd tie and throw it out of a car. Three or four men. if necessary, can take hold of a tie in a coal car and slide it over the side, while in a box car two men always have to handle a tic. Unloading from cool cars requires special attention from foremen to Ik sore that 468 7*zvcuty-sccond Congress--National Safety Council there are no men on the ground along the ca,*i, as the men in the cars cannot see than on the ground. In handling lies, the men should be trained to watch each other. Invariably the man who gets phwticd by a tic rolling or being dropped can blame the man at the ether end of the tic. Safe Use 6f Machinery and Tools By W. O. LeBER Safety Inspector, Canadian National Railways, Montreal, Qoe^ Canada The speaker said m part: The thought of being injured is generally associated with power driven machinery but you win find that a grot proportion of the acci dents today are st31 caascd by the me of hand mots. The mishandling of hand tools, the neglect <d propel care and inspection, and the leaving of these fools around m dangerous places are the most common causes of sodi accidents. It b of prime importance that the material from winch the tod b made shall be the best. Probably no one thing contributes more to safety m the osc of hand toob than proper are m manufacture. The tempering of the tool fa a very im portant factor, became it b possible to temper a tod sufficiently hard to stand the Mows withoot mushrooming to any special amount, and yet soft enough to avoid fracturing, and that b an Unpuitaut thing to consider in your tod. Shock tods, such as chisels, punches, hammers and sledges should be made of the best and most suitable class of steel. Frequently companies try to economire by buying cheaper handles for tods. There fa no money saved in buying cheap handles for tools, the handle should be of tbe best grade possible, and preferably of hickory, ash or maple. When the handle of a heavy sledge hammer breaks, you nay have a fatal accident as a result. Probably one of the mast commw tools used b the hammer. There arc various type* of hammers, each of which b suited to a partiedar class of work, and an important factor b the chonsing of the hammer suitable for (he work. A machinfat's hammer b not a good hammer to drive nails with, nor is a carpenter's hammer a good hammer to do a machinist's work with, and so on. On one oecarign I found that our purchasing department had bought a hammer which was two pounds tighter than the asm) one used in track work. Tbe result was that the mustrakes that were being made were causing accidents. We immediately recalled these ham mers and sent out hammers of the proper weight for the work. The wrench b another tool with which we are having quite a few accidents. Men will use wrenches of a smaller or larger size than the nuts which they are trying to tighten or loosen, and as a result the wrench will slip and injuries will he caused. Sometimes a wrench will be used as a hammer and we all know the wrench is not to be used as a hammer. * Axes, adzes and other sharp edged tools frequently caose accidents, because if left lying around a workman is likely to stumble against them. Who such toob are not in me. a good way of preventing an accident is probably by putting (hem into a tie where the cutting edge win be covered up. 1 have seen men using draw knives and trying to steady their work by using their knees to hold the material. The lathe b probably one of the most commuu of the nwtal marking machines. Every industry has one or more lathes and we have many lathes in our large shops. The most common accidents that happen in connection with the lathes are those in which the nan's sleeve b ought in the revolving stock or chuck, because he is not Safety Section ARA--Steam Railroad Section NSC 469 paying dose attention while working, and that sometimes results in a very serious accident. We recommend that moi who are working on lathes should oot wear any sleeves at aO. Drill presses, driving pulleys, belts and things like that, of course, sbierid all be properly guarded. The best types of modern machinery are properly safeguarded by the manufacturer. But you might have some antiquated machinery in some of your shops or roundhouses, and I assume that you men who lave been in the safety department for some years lave seen to rt that these antiquated machines have been properly safeguarded. You have got to pay the necessary attention to the guarding of these driving pulleys and sometimes the drill presses. Specific Remedy for Avoiding Foot Accidents By O. F. JOHNSON Superintendent of Safety, Minneapolis ft St. Louis R. Minneapolis, Mbm. The speaker said In part: On one railraad, oat of 27 injuries to the feet during the past two jrors, approximately 7, or 26 per cent, were reportable. Adjusting draw bars with the foot, as cars are about to couple, is a dangerous and reckless thing to do. Years ago most every railroad had one or mare of these accidents. What b the remedy? We must continue to impress open our men the importance of compliance with the rules, by adjusting the draw bars only while the engines or cars arc standing stflL A fnmh^r of foot injuries have occurred while hopping off engines or cars while tram fa hi motion, without looking down to sec if the ground b dear nf cinders, pieces of coal, wood or other obstructions. The result b often a badly sprained ankle. A number of accidents to the feet caeh year are due to adzing ties or timbers. Sometimes in adzing one may strike a knot and on account of its being harder than other parts of tbe timber, the adz nay glance off and cause an injury. Extreme care should be used in handling adzes. Many other accidents arc caused each year br stepping on nails, glass, etc. Beards or other scrap material with nails sticking up may be hidden in the weeds, etc SpwmiwMf infection sets to and joo know the result. We should correct. where possible, any defects which may be discovered. As an example, turning down an upturned naff found in a dangerous position; removing broken glass from paths used by workmsv etc Saks of shoes should in all cases be free from holes that may catch on splinters in wood floors or that may allow the feet to be cut by stepping on nails, broken glass or other sharp objects. Heavy soles are necessary. Safety shuct which are made substantial arid flexible, and look like the ordinary street shoe, can be pur chased at reasonable prices. Men should become more interested m toe and foot safety. Many injuries to the feet arc caused in the handling of materials, rails, tics, timbers, etc Failure to act m unison where two or more men are carrying * loud and one end b dropped without warning, usually results m injury to others. Unless men are properly trained in handling tics, rails, piling and other hary material, there b always danger of injury to the feet. Too much stress cannot be laid upon this subject and upon the importance of training men in co-ordinating their efforts when handling heavy material. 476 T'i'enty-secoi\d Congress--Xationat Safety Council Handling Materials and Supplies By F. W. CURTIS Supervisor of Safety and Fire Prevention, Denver, Rio Grande ft Western JL R, Satida, Colo. Tie speaker uni in jort: How inqorlanl is this phase of saiety work? Here are smite interesting fipnrcc, as taken from the I. C. C. Bulletin No. 100 for the year 1931: Handling rails, ties, Itridge timbers, etc. accounted for 4 deaths and 1.874 injuries: handling explosives, flammable*, hut* or corrosive sdisuocn ac counted lie 8 and 30fi injuries: handling freight and supplies accounted for fi deaths and 1.573 injuries. Thns. in handlma materials and npplte in 1931, there were 18 deaths and 3753 injuries on American railroads. I-rt os juocecd. then, with a considerattm of the men who handle these materials. In selcciiag men who by toho of their positions must do much of the haodltns of materials and supplies the same general requirements applicable to all railroad <o* pfaymeut should be fallowed, with these cHaracterislics outstanding: intelligence, physical fitness and a co-operative dtsposHkm. for he must he ahk to team. 1. Mm are catnkmrd not to show their strength foolishly. like the unnecessary handling of a torrri of oil ahme. Setting a harrcl nf cul on a can Is two mcn*s work. 2. Never put preen nm at handling wheels, mounted or loose. It is a big liazard and a waste oi time. Keep the wheel platform free of loafers. 3. Only capable mm may operate alligator shears--those who know metal. 4. In lancfluig scrap or salvage material men must know that way is dear and idles or funs must be kept orderly the same as with new materiaL 5. No man may enter nor remain in art oil tank without another man at the manhole. Only experienced men may make hhclacs or hooks for tram loads. 7. Mm are farlddden to ride any bud Iicing raised or Kmcrcd by pnwer. 8. Mm must keep from under loads, magnets, etc* and he .lose only when loads are lowered to pwdim. li necessary to guide toads, rapes or long poles must he used. 9. When any unusual load or unusual material, because of its weight or shape, is tu hr moved, the freeman must direct its handling. 10. Finally, tltc most Important consideration in handling heavy materials is team work. An adequate number of men to handle the job who can be counted on to work in unison or harmony, each doing his share. lifting and reaching at the proper time and being watchful of his own safety and that of fdlow worker* is a prime essential. Aud don't forget that some men simply cannot do this. Their make-up is on rhythmic. Wc may now consider methods. * It is quite universally recognised that the first essential of safety in methods is good licusckceping. General suggestions on liandiltng materials and supplies may he as follows: 1. Keep workroom supplies as low as practicable. Storage should not be al lowed here. .Likewise keep finished products moving; congestion makes hazards. 2. Piling stock safely is an obvious requirement of the safe method. Heavy materials low. light materials higher: height of piles governed by nature of shape, talk and weight of materials: fillers to present tales from rocking, rolling or slip ping; bins, boxes and trays for smaller articles: adequate aisles, runways and track clearances are all necessary general governing rule* to follow. Safety Serfion --Steam htoHnnid Section XSC 471 3. Trucks, trailer wagons, etc. should Ic kept in first class repair, ami pl judgment used n*t to overbad them. In placing and piling of materials < tltrni work must not he slovenly and awkward; materials must Ik* secured or ltchl during the movement. a. In store stocks, many grind standard practices have lscett rconnntwW. These should be fallowed and *<ca*fa*Uj riwckcd up. Then there is tlic standard method of stacking journal brasses, safe and which will protect Iwaring surfaces. All such standards should he followed rcfifsi"U*1y unless ItcUrr method* are known and here we might mention the many standards prvscrilied for hading freight m cars, all id which may be cAtaincd from the mechanical division. A.R_\. 5. Only standard signals sbiacdd he used m direct tram movements and <w man at a time giving them, unless necessary to relay the signals. In directing the move ment of limbers a long stick is helpful. All hitches should lie felt out before lift is made. Lifts should not he made until <qere((C knows men are in the dear. I Heavy loads should not k lifted until ilrtgpcT n portalde cranes arc placed. 7. Wheel platforms should he kept fnv *f ifslntcli*<is. snsutli, free of ice. snow and frost when in use. 8. Perhaps it is the failure to ficesee the unusual in the ordinary rratine flat aturs more injuries in handHng materials ami supplies than any raw <*f the whole range of classified causes, for pinched and hriused fingers ami Us constitute the greater part of them alL The general ratt-c is usually given as carelessness, hut another name finr lapse of attention. Report of Committee on Non-train Accidents By c. F. LARSON Superintendent of Safety. Missouri Pacific Lines, St. Lows. Mo. The speaker said m part: An employee m any department w icntiQiiin mar suffer a non-train accident, lot the gem rut classes m which this type of accident prcdnmmaie arc maintenance of way and structtire employee*: shop*, ncmrfhnusc. power bouse and strwc department employee*: and statue* .and office employee*. We are using the Interstate Commcree Cummins*ki figures mt the year 1^31. because these are the burst complete authentic figures that halt hevn analyzed and made available to your Committee, and I>ccate<c 1*131 was a more representative jtar than 1932 by reason of heavy repair* and Iwttermrut work laving been almost completely oat of the picture during 1932. Attention is directed to the fact that the msuhrr nf tvt-trotri accidents is greater than the train accidents and the train service accidents combined: 154 lulled in nun-tram accidents in 1931 represents 24 pee cent nf the I'*u1 killed. 1L598 injured in nun-train accidents in 1931 represents 58 |er cent nf the total injured. Thu* a total of 1X752 casualties are recorded in n>v-trabi accidents in 1931. triurii represents 57 per cent of the foul casualties. The principal effort against non-train accidents should be carried on m the main tenance of way and equipment departments, since they (troducc 75 per cent of tltt total mdustrial accidents, and 95 per cent of the accidents in those departments are * iwi-traui men: 38 oer cent occurred in maintenance of way. with 4.9fi5 casualties. -172 T**renty-seeond Congress--National Safety Council M iq ibrsc liraijr fatal ail the catiahy rate Imrs &52: and 37 per cent occurred la mechanical kI mitvs with 4733 castalttn, 4/1 Icric fatal and the casualty rate 0^59. IHn pruccedinr to a study of the occojations which ftfixfaice the majority of the casualties hi these maintenance departments, it Is well to lave in mind the six I>rinct)a1 |m**0i1c causes of these particular casualties, as fallows: 2,103 falls uf I^tmok: 13(78 Ilanding: rail*, ties. Iwwlgc thnljcr*. etc.: 1.579 hswDmg freight or st*|ilk** <3.457 handling materials): 1.47C m the use of hand tools: 1,460 falls of t'Hccts: and IC5 motor cars. Thus, there were a total of 9337 in these six causes of accidents, which retirement 75 per cent of all <Mt*trai accidents. When we view the results of <mr study *d the statistics relating to maintenance of way ami structures, we find a picture that is not satisfying and one that should excite nilnad management to take iwc aggressive stem to remedy tlw evil that is causing so much sotTerinc and tannic waste. We rtociiiw lien m this department has. at its fountain source, a liighlr technically educated mvTsecr in lltc |ct*oii of tlie Oivisiun Engineer, and tinier him there are lltc noihnaxm. 1nidge and building stqamrbors. From these <4Grr> must (low the msirucihot ami mstnralkm (lot will, nr should, brhtg ahoul that iUMkrr>t:utaimg and kmwledge among the workers tint will cause them to be safety* e*tsc>4t> at all tmtrs. As a rule, we do nut have a fvman cfirccling the men ltd i the i<rk. the same high class of men as ynd find tn other supervisory poti* tis bring drawn largely from tlte same class employireflt ewer which they now have *tqcrvi>ii. a class that is t>4 always as susceptible to educational effort and framing a> tlsw Saitfiff a l*f]tr ifyarturilr. Hm who. when sitown whai is wanted, are willing t atwk by instructions 4en made |dain to them. We would here pay triUor t a class i bbc wUsr loyalty to the employer under all conditions is un* oitalKd ly any *tlcr class. Called at any Imur in all weather conditions to do .-mylhiit- in emrrgmty. hr is there fulfilling every demand made on him to the nt- RkH| iq his alnlity. \Vc. Ihervfi. feel that employees m the maintenance of way lejartmcui Ovkhv and shntdd have, the closest and most intelligent supervision ifal can lv givnt tltrnu In this department nv find lnlyee mat Catting from bridges hie to wrntrix** singling man nuts and b4t heads, causing all kinds of serious injuries. Iveause they* have not been t4d liow to place themselves when doing this w<rf: that they would not fall from the bridge: or. if they knew, the importance of it was not etifirrvt! l*y the fimruxan iu charge who. if (tresent. permitted it Sxtkai sim| extra gang laborers are Ivrng injured when falling from motor and hand ears while in nrtim. sometime* due In rverlo3tlmg and mat standing up on tlx- car. Ivy* injuries are dne tn flying sled when cutline rails, and fnon (lying nets. etc. from lollast when tangdng.- etc. lack of understanding of uttcQtkms letwmi nwtt and groups of men when uunenwnts arc to lie made, or material is to le thrown, is causing many accidents. To avmt these and many other accidents is a matter of rimplr education. Iw giving instruction in language tint can he and is umlrrst>( k the awker. ami the fireman seeing that instructions arc invariably earrird nut. not witiking at <r monmiging vi*4atms. Your Committee feet* that it is mrundnti iqto all nqicrruct tn etificrec all rule* anti mtruction* Ihnntgh measure* jitaimctl to imnmie the general efficiency and safety to their nnits. \Yr furtlicr Iwltevr iltai. except in eases where all reasonable 'measures to correct an employee have faitaL discipline usually is unnecessary, as effective leadership tcmls tn overcome accident pitdabiluies. We love not failed to rm^nize that <lne tn rvccttt latsmrs* ciflufitimis. railmad organizatKms arc greatly Safety Section ARA--Steam Railroad Section NSC 473 reduced and esperrisioB understaffed and which condition will, we greatly for, continue for some time. But whereas many activities must he reduced, the one activity, safety education of railroad workers, cannot he allowed to be relegated or delegated to mefinieiit leadership. The safety organization on every railroad must function as never before in energizing and stimulating interest THURSDAY MORNING SESSION October 5, 1933 Report of Committee on Proper Method of Reporting Casualties tb the Interstate Commerce Commission By O. H. WARFEL Assistant to Executive Vice President, Union Pacific System, Omaha. Neb. The speaker said in part: A year ago, ia the Committee of Dincctimi. the ques tion was raised as to whether or not there was nml 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 tbffc hare been those who won dered if some other basis could not be developed. So our Committee was appointed to study the desi/aWky or the prarfjraKlity of developing same 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 progros 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 came to the coodusioo that the casually rate per million man-hours has been and is a very reliable guide and index to the progress of accident preven tion work on railroads, and that the general casualty rate, as H has been established through the Green Book and our ether agencies, is a good and reliable general guide to the progress of safety work among the railroads. There 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 what constitutes rcportabflhy. Your Committee believes, however, tint what is needed is not some other yard stick to measure by, but (be assurance that everybody use the present yard stick the same way. We come to the conclusion that what was most desirable was that everybody who had to do with die reporting of accidents on a railroad thoold understand alike the require ments of the Interstate Commerce Commission Reporting Rides. So this Commit tee undertook to put together an interpretation of the Interstate Commerce Ccxn- missioa Reporting Roles. We tried to make this interpretation at dear and concise as passible, so that anybody reading them could understand clearly whether or not a man's injury was reportable. I want to sketch for you briefly here some of the points m the text we have finally agreed upon. Take, for cample, "Accidents arising from the operation of a railway." I wQ read two or three things here: "This expression is intended to include not only accidents resulting directly from the operation, construction or maintenance of a w 474 Twfttlv-sfcoitd --\ulioiUjt Suffix ( ouuctl railway. Im alx> itnw arUing m ctnmrctii u-ilh sod* activniw. kcj>ort* are not mjoirod for crrtain kind* <4 accident* as W>iBtutvtl to |araj^ai4i three of the (kiml Inxtrnrtiis*. n*c fur any accident Kcurriug outside the railroad right of way to- itrcmiscs leased r use*! railroad |wn>r<f. if such accident <tocs not result directly inmi Our upcrat*4i <4 the raDrad." The inflowing kinds <4 accidents are m<t cxmstdrml as arising men tltc 4 a railroad: a- Contact with t4xi ivy. nettle*, and similar weeds unless received re- <{uirvd handling 4 shipment* 4 samr. It. Stings. Idles, snake stings, etc^ of insect*. reptile* or animals, unless oc curring in ennrctm with necessary handlms 4 same In shijmtem, driving off right <4 way. ir handling animals living it*cd in railnud work. c. Accident* at highway or street crossing*. r *n parts f highways within railroad right <4 way. m< tneidving flic presence or operation *4 trains, locon4ivc*. cars, track cars w similar equipment and nut involving employees en gaged in the repair or maintenance *n the crossing or the protection uf highway traffic. In other winds, the twakeman win* is out <m the street crossing to act as a watchman, and is struck by an atram*dole lias an accukm arising from the operaiam <4 the railway. Iwcan^c his duty pul him there. Hut the hraketnan wh ln reletnl fie duty and is walking down llmntgh the yard to pet t lit* tram, or report to the caboose. and who walks across a crossing and is struck hy an automobile, has an accident that is nt arising freon tlie ifcntM trf the railway under this jdtrase. Yon remember. also, the phrase *4 the original text. "Accident* arising men the operalttai <4 a railway, rcsnlthig in damage to railway tmpcrty amounting to mure than SI50. including the cximwe <4 clearing wreck* There was ruusnkraltk- difference Hi practice <4 the reacting *4 such train aeo- iWms. Some nods Btl n.4 ctsider that the tweaking 4 a side rod or a mam pm that did n4 result in the drrailhig *4 tlte lommcutve. although it might result in serums dctrtttbei 4 the train anil $400 c S50O 4 repairs, as a train accident, if the detention i4 the train omkl lie made up W<et the engme put in. or if they did w4 have Mini out a relief engine. The fact is that anything that .wears in cramection uhh the operation .4 a tram that causes $150 property damage should he reported as a tram accident. Now. hi us take the word "injury." Here arc a few paragrajih*: "For I.C.C. accident reporting an injury resulting from accident is defined as any |4iy*ical tirquirment <r <laznage In. r <lirinrth irf. any jurt of the txly resulting directly inm a specific act w Konrence. Inn out as a sthnolating effect 4 retreated or c*mlimams exposure. Thus, a leuise. laceration w siwain resulting fnon a particular swing or iniv <4 a pick, lor or other tool slmold he oeisntered as an injury, hut a Mister w tameness dwelling from continued chaf fing ir mantpulathm of the t>4 fur several Nntrs slmold n*t he classed as an injury or reputed as such. "Freezing.-sunburn, sunstroke, ifiuinos or fainting arc rat omsidered accidental injuries, hut if a iwrson so afflicted st*ld Calk or strike or >w struck hy anything a> a result .4 such afiheihm. any physical damage thus received most le considered as an accident injury. Hernia, resulting from a fall or frian ihe strain of violent effort and dcvrhqimg immediately thereafter, is rcprrtaMe as an injury. Hernia dcvchqnag gradually and nut definitely connected with exertinn at a specific time Suffix Sfftiort ARA--Slfum Railnmd Sffthw A'.S'C' 475 and place pnonptly identified. duasl itut lie classed as an injury. Any sprain or strain of haek nr other pan of i!y mast lie classed as an injury if it develops im mediately from a specific act. movement or occurrence in the nature 4 a sudik-n and unexpected mishap at a time and |tacc immctliately identificiL" The next word we hare defined is "emjdoycc." I will read to n as follows: "A person who periorntx j*nt service .ami is |tid directly Ugh In- the railway and another employer for their reflective ]cli<ms nf such service, sit. mid he consulcred an itnpk^ve oi the railway only when engage*! in flat part of hi* duties fur which he receives pay from the railway. Since depot porter* derive their principal remuneration fnan indiridual tips and gratuities, thry arc not classed ns railway employers fur accident reporting |iur|i"HS. cato tltough under tlie cmml super vein <4 ihe railway. Persons cvntdoycil im|v f emergency jMis. or utterminnttly as need for their services may arise, must he classed as employees during peril* for which they receive compcnsattin. Persms who cottract to periurra twcnskotal services, such as carrying mail hclwccn dipt and (ist-offtcr at stated times, raretaking nf mei-agmcy drputs. shelters. |rkways. ctc_ will nt lie classed as cmHnyecs lt should lie considered either nnn-ircspassers." Here is a roragraph nn the term, "m duty." "It tunst lie understmal that the phrase *m duty* applies to an employer <41 ratlnad inrmtscs for on industrial ie private while actually engaged in train or >viiHimg operations), thmughum his designated work, from the Mginning nsooctxt to tlie ending moment 4 his shift, trik w tmr ot duty iv time (aid for. unless lie has hem drfinitrly rdicvrd frmn the iwriianance i4 any i< all Mtvicc fw a ilcfinite time, is has wilfully left his customary |u.t oettrary to accepted or iterated prac tice. constituting a recognized violation <4 the carriers' rules. Uriel aliscncc just to get a drink, go to a lavatory, get a breath of frcsli air. etc- are not In he consid ered wilful absence from |Mist 4 duty. Regardless 4 whether his hnnrs (aid for have hrgun or ended, an cntjiViycr coming to work or leaving wick must not le oenidered as *m duty during tlie time he > traversme company premises to reach the plant where he customarily reports, checks in nr registers, or (tberwise assumes duty, iwr after departing frron neli met wlien tlimngh sink. An employee either mi doty or off duty 6der than a meml*cr *4 the crew m charge nf the train) when riding in that part <4 a train open to the use 4 passengers, must he classtficil as a passenger. An emplny-ce dead-heading ii a train, whether under pay or tot. shnnld lie classed as an employer off duty, unless lc is riding in tint part *4 a tram opot for the use of passengers, in which case he is a passenger." Here we have the phrase, always in interest, "bijnrr to an cinjihivcc on duty." "The phrase `sufficient to mcaparitate* is inteqinrtcd as meaning sufficient to |trc- vent a [erxw fnan doing hi* usual work, hy rraxm i4 jaissihlc injury ronscqucuecs. or because 4 pain ie limilaiHm <4 n4iun or *4 whether such pain or limi tation result from the injury, or from the latulagmg or treatment. Thus, a lacera- ti*o% or fracture 4 a finger or toe might nut in itself prevem a man from doing his usual work. 1ml if the hand or foot U tamhcul splinted nr pbcetl in a cast m such a way as to prevent a man from chnng In* usual work. Iii* injury slmnld he eon- sklertd as sufficient to incapacitate him. In like manner, if the drrssmg. tomlage rw mctficatiiai id an otltcrwisc mime injury to a dining car steward or *aiter nr ticket clerk required to meet the public, makes it undesirable for him to do so to the 4 the railroad management, it must lc ostsidrmt sufficient to incatacilatc." Coder "prrfiwmmg his ordinary didics" \rr have tlte following: "The |4irae *176 Tu'cufy-second Congress--National Safety Council 'performing hi* ordinary duties,' is interpreted as meaning performing fully and acceptably and without extra assistance all the duties customarily included in a regular assignment to one of his title, payroll classification, and pay rate. For cxan^le, a bralccman or switchman most be able to walk, throw switches, get on and off cars and set brakes: a fireman most be able to fire an engine, take water, shake grates, etc; a trackman most be able to walk, remain standing and work, use wrench, shovel, rake, etc with both hands; a carpenter must be able to stay on his feet, walk, set and drive nails, use handsaw and other tools in a workmanlike man* ncr. a oadnnbt must be able not only to operate his machine, but to do the cus tomary work in connection with placing material.in position mi the machine and removing same. Generally shaking, any injury which, if * occurred off duty, would be regarded as necessarily incapacitating an employee from performing his regular work should be likewise considered as incapacitating him when the accident occurs on duty. The best and most acceptable evidence that a person is able to perform his ordinary duties consists in Ids continuing to do his usual work and pertaining those duties throughout lus regular working period without disability amounting to more than three days during the ten days following an injury." 1 have heard contentions from railroad safety men that employees were trespassers, merely because they violated some rule of the company at the time they got hurt, and I am particularly anxious that we all lave uniform understanding of this tom. as well as others. * A railroad employee na the premises of a radroad. injured while on duty during hour* paid for. shmdd not be classified aa a trespasser. The fact that hr was vio lating the railroad rule, or even a law, does not justify sueh classification. Such casualties most be reported as occurring to an employee. A railroad employee on the premises of a railroad, injured while off duty or outside of hours paid for, can not be classified as a trespasser if his presence on the property is for the purpose of getting to or from point of work, or for any other purpose connected with his service as an employee. Violation of a rule or law does not justify such a classification. Such casualties must he reported as occurring to an employee off duty. He may only be classified as a trespasser if and when hb presence on the premises is (or no purpose connected with hb services as an employee." ' Necessity of Uniformity in Reporting Accidents By DR. M. O. LORENZ Director. Bureau of Statistics, X. C. C, Washington, D. C. The sjwakcr said m part: We arc all agreeing that it b important tu lure these statistics based on the reports as accurate as possible, and if they show a favorable tendency, wc can aQ rejoice: if they show an unfavorable tendency, you are the first person who wants to know about it o ynu can correct the condition. I think the work of this committee is very important and will help a great deal toward securing uniformity. The definitions wluch it proposes are, with very slight exceptions, m accord with the interpretation and rule*, as I understand them. now. arid? from minor differences which wc shall lie able to iron out without any trouble. There is one which I wish to mentiun especially, to which I take exception, and that b the proposed modification of what is a reportable train accident Mr. Wsrfel has indicated that he profwses to cut out from the expense which u counted in building up to $150. that being the limit of a reportable accident the expenses of Safety Section ANA--Straw Railroad Section NSC 477 going to and from a wreck. Hb proposition b entirely logical. Of course, the ex pense of going to and from a wreck does not affect the importance of a wreck at all. but thb b a critical sign in the condition of the railways, and these particular statistics of train accidents arc being watched, and it would be unfortunate to make any change just now that would dertrw or affect to any nalcrial degree the Com parability from month to month, or from year to year. 1 would rather nut see the statistics disturbed, even !Itough they arc not entirely logical or perhaps entirely uniform vt complete, but I would let each railroad continue to report them as they have been, and the trend in this particular period writl stQ] have some significance. In foci. I think that instead of tinkering with thb rusty old dipper, we might try to get a new* dqi|Kr and frame an entirely new definition of what b reportable as a train accident, and make a fresh start, for that $150 limit has very serious objections. ' Passing to another part of the Committee's report, tie interpretation liy the Com mittee, that the three days* incapacity means 72 hours and nut three calendar days, b in accord uhb our past interpretation. We put oat a circular letter some years ago to that effect. On the other hand, as he has said, there b not otmpletc uni formity at the present time. Some roads are using the calendar lost*, and thry hare perhaps on their side of the argument the fact that the American Standards Asso ciation, in its plan for uniform accident reporting (nm all industries, suggests a three-day calendar day ba*U I should be inclined to adliere to the Committee's report and our past practice, unless I heard from a gnod many ttuxe of you that the calendar day basb was |referable. Perhaps, wc ought to issue a circular on llic subject and gather our experience, unless the Committee is satisfied that the majority using the 73-hoar laris is now so large that it would not be wise tn change. I am modi pleased with that part of the Committee's report which Mr. Warfel explained, defining the phrase "performing Ins ordinary duties." As he iriund out. hb proposed definition is, "The phrase, performing hb ordinary duties, is inter preted as meaning performing fully and acceptably and without extra assistance all of the doxies customarily mclndcd m the regular assignment tn me of hb title, payroll ctassifiotion. and the payralc. For example, a brakeman or switchman must be able to walk, throw switches, etc.** If wc had had that strict definition and had aithcrcd to it in recent years. I think it would hare eliminated a good deal of the criticism that has been tecricd against the statistics of injuries. I am sure that even if we had adhered to it, there would still have been a very considerable drop in the number of injuries reported Ivcansc of the rinse attention obtained to what b a reportable injury, but I mean it would have eliminated the grounds for criticism that have existed. For example, it seems as though a switchman reported at work when he was merely answering a telephone. Things of that kind are magnified far beyond their real hn|*ortancc, and therefore this particular part of the Committee's report wfll help a great deal, 1 think, to verify the matter. The following resolution was presented by I. F. Shcdd. chairman of the Resolu tions Committee: Whereas, the Safety Section of the American Railway Association in session at the Stevens Hotel in Chicago. October 3-5. 1933--is not unmindful that the success of tins Thirteenth Annual Convention and of those Conventions that have preceded it can only he attributed to the unceasing interest and untiring efforts of those in 'rhose hands the responsibility for arrangement and necessary details were placed 47i> Tto'ttty-sfcoud Cattyrcss--Xatiotial Safety Council and t<> the m<<<raliiY tr^pivw and assistance t ihwe called qwi to contribute their thought, lime and effort t<> pnmv4c such a commendable cause as the conMTvatiict *f human liie anil limb. awl desiring to rccoptitc cadi and-every * in a projxT and fitting manner.--therei*rc. le h resolved-- That this Scctiet itotnixr> and at*prectaic* the eoi'ilratkat made hjr each and every or who in any manner arranged ire *r lonictpainl in the oednet of these meeting*. including. and with funicular reference K Uu*se whose p-TScnce. although me u]4i the program, have added so much: That the Sectiei is n**t imlr grateful, hot tmldned t Messrs. F. K. Williamson. IVoidest!. New Ytrk Central IJnc*: M. J. C*fmlcy. President. American Railway Assrwiaisex aid hxtpc R. V. Fletcher. tWiural Onewel. Association of Railway Kxvctairc* awl i the American Railway Associatnei: for their sacrifice of time, and ir the great and lasting benefit* that must accrue to am! aid in the advance* mettt f this Section and its wek hecanse of the timely, well elx^cn and pertincut tlbeight given ns: . That >or anwrcialwm is also exteukri t>< tlie management if tlie Stevens Hotel: to the Press and to all otlicrs who haw * kindly assistcl in making onr stay m "America's Chicago" s* pleasing awl profitalde: That in ur hearts, we cherish the roettwey d those who have hero called to fields lcriiniL and express imr varoot ile*irc and Istv. that to lh*w< i our Member* upon whom hurden* haw been (dared thnwgh physical infirmities and otherwise, lasting and effective relief nay speedily cunr. That these Kesnltniim* le sfwead uju the reciwds * this Annual Meeting. Announcement of Election of Officers The chairman thm called lor tltr rep*rt of the tellers who had canvassed the tote* fir <derr.< of the 5cnim lor the ensuing year. This itprt was |*resetiicd hy Frank Strunsc. Pennsylvania Kailnod. who announced the dcctso of officer* as follow*: Chairman--^?. I. IjiFioaname. Great Northern Railway. First rU-.-Chairrmiu--H. A. fetish. llucagu & North Western Railway. Second riiV'Clstmufl--W. H. Fading. Central Railroad of New Jersey. .Vrmler/ o/ C**mmittfr o/ /hV.vfiw-- Eastern Territory tOne-Year Terml--T. 11. Carrow. Pennsylvania Railroad. New Knglawl Territory One-Year Tcrntl--F. K. Ilraditwd. Hosttai & Maine Rati* road. Southern Territory--1- fi. IVnthy. Chesapeake fir Ohio Railway. Canadian Terrtpey--A. O. Heck. Canadian Natheml Railway*. Western Territvy--K. A. Meyer. Chtrapo, Mih.-aukee. St, Paid and Pacific R. R and ' G. H. Warfel. Union Pacific System. Committee no .Yooiurufoms-- 0. F. Johnson. Mmnra]i]is & St. l-*m Railroad: J. G. Fhxhogh. Gulf. Gdorodo and Santa Ke Railway: A. Y. Rohwedcr. Duluth. Mtssahe and Northern Rail way: J. I. Walsh. M t>stri-Kan*as-Tcxas Railroad: D. G. Phillips. Wahash - Rahway. liiJOCRXMKXT rii'Ka- TY-sncoxh axxcal s.ie nr y coxaxnss AM Tl O AM /- AM EH T r CO CXCI L Textile Section Officers 1932*33 ' General Chairman--1). Chabuj; H. laurel! Textile Institute, l^mell. Mas*. Cier-Chairmen in Charge of Pr,tgram--Icvatii* M.tcNt*t.TV. American Wotdcn Co, Malden. Mas*. f'iec-Chairmaa--M. W. Hass. Proximity Manufacturing t'u, CrmuUn^ X. C. Secretary and Newt tetter F.ditar--K. li Plmt. American Mutual Liability Insur ance Col, Boston. , Chairman Statistics Committee--J. T. Tantixoox Remlierg Cnx. Klicahctbfrm. Term. Chairman t\*ster Commitfee--Fatp W. Ssiux. Aetna Life Insurance Ox. Hartford. Cocm. Chairman fintrineeriujt Committee--Pai*l W. Vtrrs. Plymouth Cordage Ox. Northanqitan. Mats. Mcml*ers at leargc-- Autiu-b Baklow. Armstnmg Cork Cx. 1-aitraster. Pa. Rcssezx T. Fixura. The National Association of Cottio Manufacturer*. Boston. Waltkb HotrHBKr*. Natkxtal A*ucbtki of Wwd Manufacturer*. Boston. K. G. Pamzit. North Carolina Industrial Cienrmsshm. Raleigh. N. C- tuesday morning session October 3. 1933 The scsMon of the Textile Section was called to order In- Will Cooper, reive* senting the Hxcculire Commsttec of the Nalnmal Safety Gamed, who wekovned tltc delegates, and then introduced General Chairman Charles H. femes. Lowell Textile Institute, Lowell. Massachusetts, who presided. Chairman Karnes outlined tltc activities of the Section during the past year, iwaUing tlie individual work of com mittee chairmen, and also railed attention to some of the more miutandmg problem whkh would hare to he met during the coming year. He then introduced the first speaker. 479