Document D7M0OKXqykr1Zykka1oYgDNQ

1935 TRANSACTIONS National Safety Council ' Incorporated TWENTY-FOURTH ANNUAL SAFETY CONGRESS Louisville, Kentucky October 14 to October 18, 1935 The Bcown, Kentucky amlJScelbach Hotels fN M iller M lCuntock, H arvard U niversity. T . H . M cK ennf.y, C arncftic-IH inois Steel Corp. A . M cW iiohicr, Safely D iv., M em phis Cliamher of Commerce. .u u_ yO u 5u U (- = >> 3 - J l= ij ^ < 0 CO X w w > i -- A '. v5 5 w O. &UU - js U w -- .2 3 -- w -3 Ci : 3 ^<1 --; cw ^- ti t --** i J - I sr a-!z. zho* 2>< uj ja5* ^ ; = 2 5 < 2<_a2 r. 'il -i i:i -- < .. - - 8 s 2 d. o o =U^ : v S'/ = ,u3 - --_ _ = y .r < >. -j2 2 -- S ~ ^ o '3 2^ <3 j?*3 ^ o J ~J S OO 3 2 ` o: 12. i.* .r'w>.' w &Z X5c-j*?r~v3* o.iJ' _ <"* * _ , 35 L> rob ** /. l Si K S H Ci ir- e5 > <W 2 <3 . w ayuu s > -- * s ; --j s uu OJ oo oo $.1 g 5 ^- 33 3 2- U 12 I 23 Zy U5 ! U C> S r*, o6 3 a iij - 2. "W3 |(j 5, C- 3^ oo ^ = . "- = .3 = 5c >> s. : " r 'J s >, 2. j-J; x oo " = ~ 00 ~ .. so 2 >. > *5 ^ -0 : o ^.U Si Cs'_" ^l>v i x .v ` jV^.2sspjsguag^l ns* C rt u .2 *3 | C ^ <J S 3 rt ~--^ <A -S * *J3 v *-- ^ 5 t=r O nw 5 `"j -| 3 -* *" *o == --S < S (U < 3 rO" OCl > f*S" %31 = ci x. 3 a^^ j -5B K2" ^ ,5 2 * * Xt* " cs a 2? 5 O 2X C5 5 jSk i Su s -3i o^1=!-"3 ^ Qa *a- z w<- S k- 5a x 2r *5 OO< 0V0 s5 IS/)J S3 C--. 3-j -o 00 3 iij o' J OO . U > t. -W . >I2y < 'uj =- aO 3 5 OO SOO/l I 5 00 *~ oo " z ^z z 'O |z0-2b^'|! ^o- ^ O *3 JS = > cj? >: z c 2 </) J5 ui ;H "2 Tj A 2 oo H" lA oo 3 u A VO 0 z Ei5*3 CO I U^ r-J. fi 5 h J Z 2 oo oo . _ * 8 faf'4'5' W w.*3aiS is 5 --3* u 5 > y L3 <ss5 j . . C.t#.vtv, Chicago Safety Council. i;t I. C vti.ix . Aetna Casualty & S urety Company. ' (<!, Joa>lm Safety C ouncil. ) t o'jrni suinuai Safety Coagrc's--iVpfiojii:/ Safety Council the r.rst, Ir.cusrrta he scss; Section : au: The sms it cover request. Ma Transat visory For th< quoted over, S TNA A y* of the divisio ter an other speed comp addre SaCet case? are o W. W. Trcvcu. Schenectady Safety Council. 'A'. T). Tukueviuk, San Antonio Safety Council. J. Walpman, Power Press Section. Dr. C. H. Watson. American Telephone & Teleqrapli Co. Harry M. Wedorji. Illinois Bell Telephone Co. ALsrar C. Wittes. Jr., SprincfieM Safety Council. S. .7. Vi'tt'TtNC, Liberty Mutual Insurance Company. A. W. V/::;tnsy, National Bureau or`Casualty X Surety Underwriters. T. A. W::.!,ron\ Accident Prevention Eompmcnt Manufacturers' Section. W. Wiv.ws. Union Carbide & Carbon Corp. C. 7. Wtxre.AR. Au'omotivc -Sc Machine Shop Section. H.\ory Wise. Sa.. Chattarooca Safety Council. J M. Wrcrz, Ti:c Your.trstown Sheet & Tube Co. W. E. M'orttt. International Harvester Company. E. J. Zavjft. Safety Bureau. Duluth Chamber of Commerce. Earl W. 2m.\rRMA.v, Safety Div., Syracuse Chamber of Commerce. t J 1 >n7 .(I to the .roup to . i took it I i >jr maintain itcriture, 'ins. beets of -eivecj a . to save ng lucky depart10 days additional vcularly : trolley eduction 'ire of a . a coat ers, but . solely .rhaps 1 I be re .iployee mpaigit nut give lisplays nnttee- Occupational Diseases Occupational Diseases FRIDAY MORNING SESSION October 18, 1935 Tlie session *va$ ertiled to order by >.fr. \V. Dean Keefer, director, fiidtivirial Division. National Safety Council. Dr. C. H. Watson, ncwly-elcctcd President m The National Safety Council and .Medical Director, American Telephone and Tele graph Company, New York City, presided. Present and Prospective Occupational Disease Legislation By F. ROBERTSON JONES General Manager, Association of Casualty and Surety Executives r. r. New York. N. Y. * Spice "t^e prevention of diseases is. to some decree, a community problem, the state ouent to do its part toward the prevention of occupational diseases, along with all others. The. public health authorities should study the causes of such dis eases, their prevalence, virulence and the means for their prevention. They should advise as to such means of control, and. as a last resort, appeal to legislatures for power to order compliance with their rules. Statutory peculations for prevention, emanating from other sources, such as are common in "labor" or '`factory'' laws, have too serious drawbacks to he efficient. They are apt to he indexible and quickly become "out of slate'*: and they are too apt to be perverted for the establishment of fictitious bases for wasteful ami demorxiitinc damace-suit litigation. Scientific bureaus of occupational hygiene, under direction of public health authorities, are the best public instrumentality. Efficient bureaus of that character are now to be found in several states: hut. Generally, such public health organizations are inadequately manned and equipped. Therefore the primary need in occupational disease legislation is for measures to improve our public health services. iimpnasis should he placed on prevention, not merely because "'an ounce of pre vention is worth a pottiirl of cure." but because public measures for the assurance of relict to victims arc perilously susceptible of being so perverted that those affected will tend to rely upon and abuse the protection afforded as a substitute for. insiead of as a supplement to , means for scli-proteeuon. Expert opinion now calls strongly for the entire elimination of employers' liability for "damages" for occupational Injuries--by disease as welt a* by accident--based upon negligence. That remedy is too uncertain in operation, litigious, demoralizing and wasteful; it furnishes relict to too few oc" the victims unless it be so liberalized as to he grossly unjust ami financially perilous to employers--and thereby harmful to industry and all dependent upon industry. ' _ I.osses from ill-health among workmen arc primarily subjects for scif-providcncc or for "social insurance"--for "sickness insurance" to heio out during brief illnesses, and for "invalidity." "old age" and "willows' and orphans' '' insurance where illnesses or infirmities result in long or permanent disability or untimely dealth. The cost of these insurances against the common misfortunes of life cannot rightly or expcdicntlv be imposed wholly upon industry, but needs to be distributed somewhat in proportion za_.3s*`;--v*rr~-- n* Vi s n y - s =22 27irt 2 2 r.2 p-3 $ 2 = ~ 5. = ni ^ S'-I > a_ n.=iz= =r. x= rirS <% o r* ='5-~ 5 . 5 5rr.?-l 3* -3 5 5. 5 2 7-i i.^S'S 5 |3.S c. 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Chairman Millard memumed <yiite yi the problems A providing adequate safety equipment tor industry. Respiratory Protective Devices (An interpretation of the V. S. Bureau of Mines, Schedule 21) By CARLTON E. BROWN, Chemist, and WILLIAM P. VANT, Supervising Chemist Gas Section, Pittsburgh Experiment Station, Pittsburgh, Pa. The respiratory protective devices of industrial hygienic importance arc those designed to protect against the inhalation of harmful solid, gaseous. or liquid Atmos* plrcnc comammams. or the mhaiatiou of air defsewut in oxygen. The devices in common use are the mechanical filter respirator (commonly re* ferrut t*i as respirator) tor protection against the inhalation nf dusts. smokes, fumes, and mists or what may he reierted to collectively as atmospheric paniculate matter; "'as masks t'or protection against the inhalation oi gases And vapors; oxygen breath ing aiiparatns. ho<c masks, and air-linc respirators for protection against the inhalation of any atmosphere provided it docs not contain harmful constituent which can he absorbed readily through the skin: and the abrasive blasting helmet or hood for pro* teetinn against die inhalation t and the impact and abrasion from the atmospheric particulate matter generated in s.nul blasting or abrasive blasting with steel shot. These devices arc designed to furnish protection either by making the wearer's inspired air sate to breathe or by supplying the wearer with sale air from a supply which lie carries or from outside die contaminated 20tie. The wearer nf the first or air-purifying type, on inspiration draws air from his Immediate surrounding* through the device which cither removes the v>.in:mimam. usually by chemical or mechanical filtration, or converts it into a harmless substance. This type, of course, offers no protection against atmospheres deficient in oxygent as it does not add oxygen to the air. There arc two types of respiratory protective devices of the second type designed to supply tiic wearer with <aie a;r. fu one. the wearer receives his air supply from a cylinder of compressed oxygen, liquid oxygen, liquid air. or from a chemical which vivid* oxygen tition decomposition. This air supply is part of the self-contained unit, all of which is carried by the nearer. In the other type a hose, attached to a face piece. is connected to a comres`or or blower whose intake is located in safe air. Air is forced through the hose to the wearer. Xntt: Published by [termini oi Director. IT, S. Itnreau of Mines. 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Co HX:hUpiW 5=S = = ri4N 1 = o3?H; *us-cs- = "S.^ Ihflhhi si = if IllsC.2 i- J i^Uliii Ml 8f45a=-jEi-=i|s i i S v 5 5 is S5llS.!f 3-. 5 g * 5 E 2 3 s j i =-y M 'o Cljill "HiHi u-^ ' h.5" < s-| = 1 HIM ""4*1* ? I co c r .j- w. s = - z HH ir^THlf? 140 . n ty-fo u rth A n n u a l S afety Congress-- N ational S afety Council . V T A B L E 1. D E T A IL S OF F IL T E R IN G E FFIC A C Y TESTS A N D L IS T Safety fym '/'m oif OF APPROVED M E C H A N IC A L FILTE R -TY P E RESPIRATORS -n <7. ~ si 6 if IWlliis I -s -: il* IS !i :-= _ !-"CV 1 1 5 5-. { .-3* iJ.5Sls H KS i2* tL-si* -52 S ^5>3-- Cl Sil g s eo u'5 3J 7, +1 i/. 's 1" : y.: r? ; - 5J * / r 7? r - r = iii o- . -* "Cz-.Z > Jr i e 5 S N C Se< 5<< a a i> ^ 5 +LS ? | | lli H2 T'i'i'ii/V'fourdi .Itimuil .Su/V/V C oiu/rrss--NtHimntl Sitfclv Council short blast* of .11f into lire bag. Hu* procedure removes from t!ic bag 'lust and grit which does the pores of the filter and makes brent! liner difficult. "iJic proper time for cleaning the hie is when the wearer experience* discomfort m lifttthmj. Wiicit compressed air is nut available some dust may lie removed by tapping me bag lightly and brushing the omsidc of the bag. ' 5. To prevent irritation of the skin and for genera! sanitarv purpose* the respirator should he cleaned after each day's use. -The rubber and metal part* may he cleaned with soap and water, and for general sterilisation th.cv may be dipped m a 3 per cent solution of carbolic acid, a 2 per cent solution of lysol. or a /h per cent solution oi denatured alcohol, then rinsed with water, assembled, and hung up by the loop in the felt hag to dry. The filter hag and headstrap always must be removed before the respirator is washed or stcrd.ircd. d. \\ hilc not in use the respirator should he kept m a dust-free place, prefer ably ui .the original container. The manufacturer :.* rcumred to maintain the quality of his product and to <ee that each mechanical inter respirator in ail its parts is Constructed according to -be drawings or records that have been accepted by the Bureau for this device ;.nd that are in the Bureau's dies. Mechanical filter rrspirators that exhibit changes m de sign or include any parts that have not been approved are not permissible respirators and must not hear the Bureau's approval label, Schedule 21 provides tor the many, facturer to apply for an extension of approval on any change in the mechanical filter respirator which docs not affect the filtering characteristics of the filter. Chances in the filter require the application for a new approval. The Bureau obtains information on the maintenance of design and quality of approved mechanical filter respirators by testing samples of the devices obtained on the open market. The Bureau reserves the right to rescind for cause any ap proval issued. ' A Safety Style Show By E. J. SMITH Safety and Health Director, Western Electric Company Hawthorne Works. Chicago Fur the purpose of assisting our foremen in the selection of the proper safety equipment we have standard specifications and every foreman has a copy, [u it he will find the protective equipment required for any class of work. Mohlers. cupula tenders, furnace tenders and helpers in foundry and forge arc equipped with heavy duty metal or composition cup goggles with hardened lenses. The lenses in the furnace tender's goggles arc of a forge and furnace shade. Electric furnace tenders, however, wear a welder's goggle, described later. When a goggle is equipped with clear lenses, it is used for such operations as breaking '!: re live castings, cleaning casting* with compressed air. grinding casting* to remove gates or fins, pomtttiug on castings to remove sand cores, pouring molten metal into molds with hand or bull latiles. removing gates or fins trutn eastings with air chisel*, or hand chisels and hammer*, anti working in vicinity of chipping hammers. Leggings are of the non-lacing, non-buckling and snap buttoning type held in place by hidden steel springs similar to the old bicycle pants guard. They will tame off instantly from a tug at any point. There arc no gadgets to contuse you or those who arc trying to help you in an emergency. Just one simple thing to remember-- grab anywhere and pull. Men wear safety hats when chipping slag out of cupolas. Our construction crews of masons, carpenter*, millwrights, and sn on. wear them whenever they are engaged in work where there is the slightest chance of objects falling irom overhead. Our employees wear "Congress'' safety shoes for their protection in addition to the leggings. ' We use a leather steel iacetl -love when charging a cupola or handling pig iron. Full leather palm glove* with hand tup are used in chipping casting fins, load ing and unloading tumbling barrel*, and removing castings from sand. For the protection of hea!:b worker* in the hra*< foundry are provided with overalls and undershirts with full length sleeve*. This is in accordance with Illinois Safely Section, A A R--Steam Railroad Section, .M S C Safety Section, AAR-Steam Railroad Section, NSC Officers 1934-1935 Genc'-al Chairman--T. H. C-'RROw, Pennsylvania Railroad, Philadelphia. First fire Chairman--W. H. Failing, Central Railroad Company of New Jersey Reading Company, Philadelphia. Second Rice Chairman--C. F. Larson, Missouri Pacific Lines, St. Louis. Members oj the Committee of Direction: Eastern Territory--A. R. Cole, F.rie Railroad, Cleveland. Ohio; Charles fa. Hill. New York Central Lines. Hew York City. Western Territory--L. F. Sttr.un, Chicago, Rock Island and Pacific Railway, Chicago. Scnt/iern Territory--D. H. Bp.atty. Southern Railway, Washington, D. C. Secretary--J. C. Caviston, Association of American Railroads, New York City. Officers Elected for 1935-1936 General Chairman--C. F. Larson, Missouri Pacific Lines. St. Louis, Mo. First Rice Chairman--E. A. Mf.vcrt. Chicago, Milwaukee, St. Paul and Pacific Railroad, Chicago. Second Rice Chairman--V,. C. Evans. Louisville and Nashville Railroad, Louisville. Members of Committee of Direction: Eastern Territory--A. 0. CccK. Canadian National Railways, Montreal; H. A. Rows. Lackawanna and Western Railroad, New York City. {['extern Territory--lf. \V. Curtis, Denver and Rio Grande Western Railroad, Denver. Southern Territory--L. G. DrNn.F.v, Chesapeake and Ohio Railway. Richmond. Va. Secretary--}. C. Caviston, Association of American Railroads, New York City. A complete report of these sessions is published by the American Railway Assadatinn in a bookie! entitled. "I'rgecedimts of the Fifteenth Annual Meeting of the Safety Section, Louisville, Ky,, Oct. IS to IP. 1035." Copies of the booklet are available from the Association of American Railroads, !V. V. C. The folloxoini/ is a condensed record. TUESDAY MORNING SESSION October 15, 1935 _ The opaiinc session of the Safety Section, Association of American Railroads-- Steam Railroad Section, National Safety Council, was called to order by General Chairman T. H. Carrow, Supt. of Safety. Pennsylvania Railroad, who presided. . 459 ` Council :>t all limes. lint there is hides more vty rules or aig tite ca>c. in trouble, non recently, years ago. i. to properly ivrstand your it will never >. because he pression* im'?i*h interests vmoved from he early days uf education 'tended doing ructions, but forethought. widely dis un to glance of habit that accidents. or influence of ntoree those processes for roup of men oe Railroad mess Associ- i*| down to t.ttn of our danger wen* :gers killed. to be upon NTORCED. . stray upon ..utanter and surplus and : respect is Mates S0.023 * 'nited States i wo months, da. In the red on the jada." Safety Section, A A K--Stcmn Railroad Section, <V S C 463 From the following it will lie gleaned the situation on our railroads has-im- proved perceptibly with regard to the trespassing evil, particularly when considera tion is given to the fact that our population has increased and operation accelerated. Years Killed Injured Totals 1001 to 1910.................................... 50.025 $3 427 103.452 1925 to 1934.................................... 24,951 30.200 55.151 Decrease...............................25.074 (30%) 23.227 (43%) 48.301 (40%) Seeking an answer to these decreases, the following comes as the result of investigations: (a)--Safety education in the schools, promoted to a great extent through activi ties oi the railroad safety departments. (b)--Protective measures adopted by railroad police department*. (cj--introduction of other modes of transportation brought about by improved highways and the practice ot hitch-hiking. Persons entering upon property occupied hy another, in the absence of any eontr.iGtural relationship between them, necessarily come under one of three distinct classifications or categories. (1) Invitees: (2) Licensees: (3) Trespassers; and the duty the occupier owes to any such person is graduated in strict accordance with the category to which such person belongs. .Toward trespassers the occupier owes no duty. The trespasser goes on the premises at his own risk and the occupier is liable only for acts done with the deliberate intention of doing harm to the trespasser or with reckless disregard of the presence of the trespasser. The very nature of our business and the vast amount of territory covered by tracks, terminals, yards and stations renders the problem of trespassing unusually difficult. The impossibility of policing all these properties every hour of the day and night, is apparent. The best we can hope to do in that direction is to extend tin? services of our special officers, guards and watchmen as far as they will go. ami rely upon these men to inculcate the spirit of watchfuiucss into all officers and employees so that trespassing will be held to a minimum. Trespassing by our better elass of citizens who sometimes do it unwittingly Is capable of being controlled by active interest on the part of our agents or representa tives. . Trespassing by school children can he partially'curcd by appealing to parents and school authorities. This plan lias been tried out on many railroadsswuh success. As to what might be termed "general trespassing" on railroad premises, it is conceded that an appeal through the press, and by continually reminding the public that hazards exist wherever there arc moving engines anti cars, is by iar the best method known for correcting this evil. The use of bulletins and posters should commend themselves to all railroads interested in breaking up the practice ot trespassing. TUESDAY AFTERNOON SESSION October IS, 1935 Value of Accident Prevention By FRANK WENTER, JR. General Claims Agent, Chicago & North Western Railroad In the early days accident prevention activities on the American Railroads were confined to the safe delivery of the trains over the road, and these activities in time were consolidated in our present Cook of Rules. This apparently was the only safety 4<5.S 7 wnfy-j intrlh . hnmiil Safety Cniujrcss--,\'<Uioiittl Safclv Council portent rules that arc not being erifurccd. and I want !> quote Mr. \V. J. Patterson, director. Dure.au oi Safety. Interstate Commerce Commission, m what Sic said last year--"An operating oiticcr assumes a crave responsibilitv if. in Ins desire to expeuitc tile movement ot traffic. lie permits violations of rules to go uncorrectcd." WEDNESDAY MORNING SESSION October 16, 1935 ' . Address By JAMES J. DONOHUE Claims Attorney, Louisville & Nashville Railroad, Louisville. Ky. More than three decades ago. President Thco. Roosevelt. CilTord Pinchot. ol Pennsylvania, his brother Amos. and others began to preach the preservation of the natural resources oi our country, and since then we have heard much in regard to the conservation oi coal, timber, iron, oil, copper, and the precious metals. But to me it has always seemed strange that it was not until 191V-' that any organized, concerted ert'ort was made to conserve the most precious things in -the world--the lives and limbs ot our men. women and children. In that year the National Safety Cnincil was born, and there was then begun and intensively earned out a well* organized campaign to instill into the minds and the hearts ot the people of America the princinles oi safety--safety nut only on our railroads and itt our manufacturing plants, but in the homes, on tiic streets, in our schools, and at other places where accidents involving personal injuries arc likely to happen. To my iiuiui. the Na tional Safety Council, after the American Red Cross, is the greatest humanitarian agency in this country. lu no other industry has the doctrine ot "Conservation oi Men" been more intensively and intelligently applied than in the railroad world. In the old days, casualties were considered inevitable: it was thought that they were ail in a day s work and were IjoumI to happen, no matter limy well regulated or efficiently operated the particular railroad might l. flow utterly fallacious this theory was. you are able to demonstrate hy pointing out the constructive work your organization has done in the past twentv-iivc years. . It is now well recognized that "railroading" is not extra-hazardous when con ducted by prudent, careiul men. but that when railroad operations arc in the hands of the reckless. the dare-devil, and the chance-taker, it is hazardous in the extreme. Railroad managements, now more than ever before, exercise care to furnish em ployees with tools that arc sate and in good condition, and with a sale place in which to work, safeguarding that place ill every way practicable. In addition, railroad supervisory otlicials. safety committees, and employees acting in co-operation with such committees, are endeavoring, in season and out of season, to bring safety lessons home to the individual employee, through the written and the spoken word and through the medium of apt posters displayed in conspicuous places about shop and yard. Tiic very nature of my calling makes me prefer to talk to you in dollars and cents. In 1927. fatal and nonfatal cases cost the Louisville & Nashville Railroad Company 5l.OOl.Sll.Sfi. while in 1924 the cost was only S31S.055.88. These figures tell their mvn story, looked at through the glasses of a humanitarian or through those of an economist. They reflect a casualty decrease of from 2US per million* man-hours worked in 1927 to 5.45 per million-man-hours worked in 1934. To Mr. Earl G. Evans, to our operating officials, and to the rank and file of our employees I take oiT my hat and felicitate both him ami them with all my heart. Our experience Safety Section, A A R--Strain Railroad Section, N S C 477 Accident prevention is a problem that will he solved primarily by individual action. We will never have adciinatc protection tor human life until the manufacturer insists on safeguarding every machine hctorc.it is offered tor sale: until the employer insists on safe equipment and safe methods of performing every joh; until the worker makes safe practices a part <>i his >tib*conscious habit; until the motor car driver becomes as courteous as he is in his home or office. Permit me to cite just one illustration. Xot long ago in a large Cns plant, an executive of the company attempted to enter the plant while smoking a cigar. The gateman. not aware that this individual was the vice-president, flatly refused hint admission until he had deposited ids cigar in a metal refuse container provided for that purpose. Tins gatetnau fnllv understood his personal responsibility and lived up to the coundcucc reposed in him hy his employer. But. von might ask, can we bring aixmt such a change in the habits and customs of 130.000.000 people? Can we get cadi person voluntarily to assume his share of the responsibility for the prevention of accidents? The answer to these Questions, lit iuy mind, is unqualifiedly `'yes." How? By continuing the same methods and procedures which have been em ployed so successfully during the past decade or more hy our leading railroads and industrial 'organisations. In each location, in each industry, the work was started hy one or two far-thinking individuals sometimes called safety men. WEDNESDAY AFTERNOON SESSION October 16, 1935 Transportation By Rail--Speed With Comfort and Safety By ROY V. WRIGHT Managing Editor, "Railway Age" We are in the midst of a speed age. Records of travel--in the air. and on the rail, highway ami water--arc being broken with such frequency that announcements of new records have lost much of their old force in challenging our attention. With the introduction of the private automobile on a large scale and the increas ing use of the motor bus am! the airplane with high speeds, the railroads have steadily lost passenger business for many years, although the trend started to turn back up ward slightly in 1934. In that year, however, it was less than 18 billion passenger-* miles, as compared to an average of 31 billions for the five years 1936-1930. A further increase will be registered in 1935. Railroad managements realize that they face serious difficulties in attempting to build up their passenger business, and that only hy unusual and spectacular efforts, based on high standards of service, can they stage a comeback. The public demands fast transportation, both passenger and freight. The demand for speed, os a matter of fact, has predominated over the demand for safety. Air traffic has continued to grow, ami the sliced of highway traffic has increased trcmemluously. However, the cost in human lives oi this speed is startling. An increasing proportion of tltc public, it would appear, is going to demand safety in travel, along with speed, comfort anti convenience, and reasonable price. What are the railways doing to meet this demand? The answer, in a broad way, is the provision oi facilities over which modem and specially designed equipment can lie operated successfully at high speeds with a maximum degree of safety. This may appear difficult, but a study of developments indicates that the foundations have been wcil laid fnr a more intensive development of rail transportation at this time. The rapid extension of the railroads, In the effort to open up and develop the interior and far parts of the country, slowed up in the early part of the present Safety Section, A A R--.9f ntm Railroad Scclinn, NSC 4S1 fatalities is concerned. However, there were 5.794 automobiles registered for each crossing injury, and tins record is not so favorable. Your committee again recommends that individual railroads particularly stress the necessity of their train crews and others giving adequate and timely warning to l/te public of the approach of trains to <t hie/htvay crossinq; that teaming front engine should be continued until the crossing is definitely reached: that the standards off protection established by the Joint Committee on Grade Crossing Protection be employed where necessary at crossings to facilitate uniformly and public under standing of the signals; that crossings be periodically inspected and maintained in sound, travnblc condition with alt obstructions to the view removed wherever prac ticable; that advantage be taken of the opportunity to address school children and students of colleges and universities on the subject of railroad-highway eroding safety, no opportunity being lost to present the subject at luncheon clubs, 'automobile clubs, and any places where automobile drivers may gather. THURSDAY MORNING SESSION October 17, 1935 Report of Committee on Non-Train Accidents By E. B. PERRY Assitan$fto General Manager, New York, New Haven & Hartford Railroad The reduction of over 46 per cent in non-train accidents to employees on duty, accomplished in the past three years, is gratifying. However, the very fact that material reductions have been so readily made supports tite belief (hat a large decrease from the l`J2& figures is still easily possible. We have felt that no good pttf|s would be served by a mere recital of statistics. That which has happened cannot be corrected but should be used as a basis for thought and action to prevent recurrence. Your committee are agreed that they should outline plans for the future rattier than recite history. A. review ot the statistics indicates the major causes oi non-train accidents fall into the following classes: Use of hand tools, apparatus, etc.; Collapse, fall, etc., of objects; Handling rails, ties, bridge timber, etc.; Handling freight and supplies; Falls of employees not in cludible in class (a) to (I). {Report had been dixtributed in advance to all delegates.) There lias been a marked and steady decline in nou-traiu accidents per million man hours worked--the fW figures l<ing the lowest on record. Use of Hand Tools and Apparatus By it. R. COUi Assistant to Vice President, Erie P.ailroad All tools and machinery should l* inspected at least monthly. Proper tools should be used for different classes of work. Reclaimed tools such as claw-bars, cold emseis. etc., should be thoroughly tested before placing in service. New men should be instructed in the use of tools and how to keep them m proper condition, ioois should not be left in dangerous places where employees may fall over tcttt. Metal spurs should be used on ladders. The use of x rubber collar on cold or hand chisels to prevent pieces of material irom .flymg is. suggested. A 50TM jack can be used at wheel pits eliminating use ot jacks with lever which might slip.