Document BRBN0zr5r3G338NG0BnJRXG7o

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 attcfltkoi 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 emoot 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 oq 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 result*. However, they can be brought out fat a general way. The employees referred .to are those who tn their assigned duties use the active freight and passager equipment which the car depart-