Document X284zkOR7k1MEGODxdNZQDyG

1933 TRANSACTIONS National Safety Council Incorporated - TWENTY-SECOND ANNUAL SAFETY CONGRESS Chicago, Illinois October 2 to October 6, 1933 The Stevens Hotel Co/iyriiilil. ;Vitlionnl Sulfly Council. Inc. Plan of Publication THE TRANSACTIONS of the Twenty-second Congress of tlie Nation.il Safety Council arc published in two vol , nines. The first, containing the General, the General Su jeet, and the Industrial Section sessions, is supplemented by a s nailer volume containing the sessions of the Street and Hip. iway Trnllic Section, the Child Education Section, and Home Safe. y. Tills LARGE GENERAL volume is being sent automatically to the Industrial members of the Council; the smaller volume is sent automatically to members who arc be lieved to be chiefly interested in those sessions. It may also be secured on request by other Council members. THE PLAN OF 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 session 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 in the Council Library, available for additional reference (j.. as desired. " ALTHOUGH THE National Safety Council endeavors to eli- ininate from discussion at its conventions matters which arc not pertinent to its purposes or which arc contrary to its policies, the Council cannot accept responsibility for the views expressed either in the papers presented or the discussions thereon. - ^ y^, ' 2 CONTENTS ' PAGE Council Officers and Directors......................................................................................... < Council Purposes and Policies......................................................................................... 9 Annual Meeting of Members.......................................................................................... 11 Banquet and Dance........ ............................................................................................ 21 Subject Sessions-- Accident Records................................................................................. ' 23 Dermatitis .................................................................................................................. 21 Dust Problem in Industry........................................................................................ 37 Falls of Persons........................................................................................................... 45 l ire Prevention.......................................................................................................... 21 Handling Materials.................................................................................................... 59 Hoisting Chains..........................................._.............................................................. *>3 Maintaining Interest in Safety.............. '.............................................................. 69 Practical Medical Program for Industry......................................................... 75 Industrial Nursing............................................................................. 83 Safety Equipment.................................:.................................................................. 91 Safety Organization and Program...................................................................... 107 %Safe Use of Chemicals in Industry.......... .......................................................... 115 Safe Use of Electricity in Industry..................................................................... 123 The Eye and Its Relation to Safety..................................................................... 131 Mental Training for Safety........................................................................ Ml Accident Prevention Equipment Manufacturers' Section..................................... 173 Aeronautical Section....................................................................................................... I"9 A. S. S. E.--Engineering Section................................................................................ 187 Automotive and Machine Shop Section..................................................................... 191 Cement Section................................................................................................................. 201 Chemical Section............................................................................................................... 209 Construction Section....................................................................................................... 223 Delivery, Taxicab and Bus Section...'. -- i............................................................. 235 Electric Railway Section................................ 249 Food Section...................................................................................................................... 205 Marine Section................................................................... ................1.............................. 279 Meat Packing, Tanning and Leather Industries Section...................................... 299 Metals Section..................................................................................................................... 307 Mining Section..................................................................................................................... 325 Paper and Pulp Section................................................ -................................................ 343 Petroleum Section.......................................'..................................................................'.. 357 Power Press Section......................................................................... :............................ 379 Public Utilities Section..................................................................................................... 3S9 .Quarry Section...................................................................................................................... 405 Refrigeration Section................ ...................................................................................... 413 Rubber Section.................................................................................................................... 423 Safety Section, ARA--Steam Railroad Section,'NSC............................................ 439 Textile Section................................................................... Woodworking and Lumber Manufapturing Section............................................. 48S Index..................................................................................................................................... 495 \ '/'unity-second Congress--National Safely Council R. A. Bryant, Safely Division, Syracuse Chamber of Conmicrcc. . \V. If. Cameron, National Safely Council. 'o. Korr.Rt I. Cati.in, Aetna Life Insurance Company. Frank II. Cocak, Marine Section. Will Coortii, Marshall Field & Company. W. Ezfi.l Craig, Safely Department, Nashville Chamber of Commerce. J. F.. Cullinev, Bethlehem Steel Company. Edward Dana. Boston Flcvatcd Railway. F. A. D winsoN, Consulline Engineer. Cimtorp Davis, Memphis Safety Council. RiciiAcn H. Davis, Dlackstone Valley Safety Council. L. W. Dawlev, Refri.ecralinn Section. Ciiar'.es D. Dawson. Grand Rapids Safety Council. Lew it A. Df.Clois. Consulting Engineer. Jay E! Decker, Mason City Safety Council. James 11. Douglas, The Philadelphia Gas Works Company. Dr. Lons I. Durlin, Metropolitan Life Insurance Company. Ciiaiii.es II. Fames, Textile Section. 11 Aim v W. Ekins, Meat Packing. Tanning 5: Leather Industries Section. D. I). Fexnh.i., Chicago Safety Council. Kav A. Finch, Electric Railway Section. Donai.ii A. Finkreikek, Toledo Safety Council. ' Tiiomas FiTznr.nAi.ii. Western Pennsylvania Safety Council. Howard R. Fonda, Burroughs Wellcome & Co. (U.S.A.) Inc. KV B Fortuin, Lehigh Valiev Safety Council. I LG. Gilson, Paper & Pulp Section. Dr. Thomas W. Gosling, Child Education Section. . Orno M. Graves, The General Crushed Stone Company. Harry Giuldeht, The Pullman Company. Isaiah IIale, The Atchison, Topeka & Santa Fc Railway Company. D. T. Harrington, United States Bureau of Mines. G. T. Hki.lmuth, Chicago, North Shore & Milwaukee Railroad Company. ('llas. E. Hill. New York Central Lines. Harold G. Hoffman, Street & Highway' Traffic Section. 1 Claude J. Holding, Albany Safely Council. Julius W. Hoiire, Hudson County Safety Council. ^ Harry D. I mm el, Pennsylvania Department of Labor & Industry. ^ W. D. James, James Manufacturing Company. 1 A. L. Kaesis, Tower Press Section. K. T. Kn ler,' Detroit Industrial Safety Council. Ira V Kii'mr, Pennsylvania Salt Manufacturing Company. Louis W. Ki.iu'Erg, Woodworking & Lumber Manufacturing Section. Franklin M. Khlml, Evanston Safely Council. * C. L. LaItiuntaink, Great Northern Railway Company. Leonard C. Lamr, Knoxville Safely Council. Frank J. Laxaiian. Fort Pitt Malleable Iron Company. M. G. Licktf.ig, Easlbay Safety Council, ' IvAi.ru. W. Lidiu.e, Employees' Publication Section. Dr. R. M. Little, New York Department of Education. , ` Officers and Directors ... A. I.r ilMAN, Madison County Safety Council. John K. Long, The Delaware & Hudson Railroad Corporation. If. W. Low, Rubber Section. W. R. Lloyd, Safety Division, Birmingham Chamber of Commerce. H. T. Martin, Eisk Rubber Company. E. W. Matson, Minnesota Safety Crmnril. Panton Mendelssohn, Detroit. Henrv Mi.nklr, Elizabeth Safety Council. W. S. Moellf.ki.xg, Ft. Wayne Safety Council. K. B. MokI.kv, Industrial Accident Prevention Associations. M. J. McCarthy, Automotive & Machine Simp Section. Miller McCi.intock, Harvard University. T. II. McKknxev, Illinois Steel Company. South Works. II. W. Nutt. Accident Prevention Equipment Manufacturers' Section. John A. Oartkl. Carnegie Steel Company. George C. A. Orr, Detroit Edison Company. Lew R. Palmer. Equitable Life Assurance Society. John C. Parker, Brooklyn Safety Council. E. M. Pepper. Public Utilities Section. ('. K. Pei iiiiine, American Mutual Liability lnuraucc Company. J. B. Pmv Seattle Traffic & Safely Council. . Ai.riirt S. ,*vEGULA, Industrial Relations Counselors, Inc. Lt. Cm.. 1 Enrv A. Reningeii, Lehigh Portland Cement Company. Maiun us Ritkr, Paterson Safety Council. John Roach, Chemical Section. Charles II. Roi.osnx, Jr., Baltimore Safety Council Toiiias Roth. Rochester Safety Council. ' John Russell, Jr., Newark Safety Council. Ciias. H. Ruth, Delivery. Taxicab & Hus Section. G. H. Sanford. General ICIectric Company. Henry G. Scuafiner. Eric Safety Counril. T. A. SciiENDF.L, Food Section.' Otto Sciif.nk, Wheeling Safety Council. IIahiiv A. Schultz, United States Steel Corporation. Charles B. Scott, Bureau of Safety, Inc. l.isnii I). Seymour, American Airways, Inc. I'ahi. S. Siiahtzeu, Utica Safety Council. . Gen. John II. Siieiuiuhne, Massachusetts Safely Council. Dr. L. A. Siioudy, Bethlehem Steel Company. , F.. L. Simonds, Southern New England Telephone Company. George P. Singer. Reading-Berks C'onntv Safety Council. l.i.E E. Skkei., Cleveland Safely Counril. (.. W. Smith, Standard Oil Company (Indiana). W. D. 5?.\tmi. Dcla ware Safety Council. R. T. Soi.f.xstex, lilliott Service Company. . W. D. SrEiciiT. Peoria Safely Council. K. C. Spring, Lansdale, Pa. George R. Stephens, The Safety Bureau, Buffalo Chamher of Commerce. Lucius S. Storrs, United Railways & Electric Company. \ 7 Twenty-second Contjress--National Safety Council Alfred H. S'-Vayxk, General Motors Corporation. Arthur M. Todk. Consultin'; Marine Engineer. \V. W. Tresch, Schenectady Safety Council. W. D. Turrf.villf. San Antonio Safety Council. William F. Vf.ecii, Kaluvay Safety Council. VtxcF.NT Wakf.fif.ld. Kansas City Safety Council. George H. Warff.l, Union Pacific Railroad Company. Or. C. H. Watson, American Telephone & Telegraph Conitiany. Harry if. Wf.rber, Illinois Hell Telephone Company. S. E. Whiting, Liberty Mutual Insurance Company, A. W. Whitney, National Bureau of Casually & Surety Underwriters. W. H. Wixans. Lhiion Carbide & Carbon Corporation. Dr. C.-E. A. Winslow, Yale Medical School. . Harry Wise, Sr., Chattanooga Safety Council. J. M. Woltz, Youngstown Sheet St Tulic Company. \Y. E. Worth. International Harvester Company. E. .1. Zal-et. Safety Bureau. Duluth Chamber of Commerce. J. B. Zook, Cement Section. . ' The life. 1 nation recti y free ir cs.-cnt linecoiulit T <id. the i". iiuIuM: merce. iuclubi Unitu. natioua The tailed under : waubv Ynrk ship Tin were aremet J and P prevci.i accide examp.. 4- :cil \ . eet clothes, etc., ry ill air. 'ild be sterilized, l'roin the hands he skin and open ip plenty ot such inniiic hot water Is (or cleansing: !iefore mentioned. mal diseases and .'.nportant occttpanipossihlc because -ntinuotis contact complete listine nnpletc chemical w processes. stances that arc a non-irritating known irritating:. of time of ex- rk. surfaces. Make free as possible die worker with .hly cleaned and ,irt, and keep it and laundered ; Mill Com|iany cailalile in comk loads. .eh worker has d equipment but thine into work Waiter who docs npany time; you ill find that the m efficiency will T11' E XT Y - -V /: C 0 X l) A^N'J-.iL SAFETY CONGRESS N A T f O Ar A L S A E E T Y CO V X C /1. Dust Problem in Industry FRIDAY MORNING SESSION v - ' w/ 0- ' ' October 6, 1933 The special session devoted to a discussion of the dust problem in industry was called to order by J. R. Allan, assistant manager. Industrial Engineering; and Con struction Department, International Harvester Company, Chicago, who presided. He briefly outlined the purposes of the session'iid then presented the first speaker. The Mechanical Control of Dust \ ' . By E. O. JONES / / Consultant, National Founders Association, Chicago The speaker said in part: During; the last few years, much has been written about the. pathological effects of dust. From this material there seems to be some lack of agreement among scientists as to the pathological effects of these types of dust, their danccrous 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 arc directly causative or contributory to disease. It is unfortunate that in the twilight zone between ethics and non-ctliics. there arc 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 confronted with the accusal ion that it harbored a potential health hazard, its leaders immediately took steps to study the |irohlem. with the object of eliciting all the facts and determining upon a course of procedure to eliminate the causation. This study has been under way in some localities for some time, hut its procedure presents many difficult problems. The mechanical control of dust is not our only problem, nor docs the accompluhment of such control dep'ewi tigion 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 us digress from the subject to consider the amount of dust we as indi viduals create. Take the motder, fur instance, who goes to his bench at the start of his day's work. He readies for his air hose, and starts the day by removing, with its force everything he can from his equipment. In close proximity to his bench. .er .58 Twenty-second Conyress--National Safety Council or cm the window sitl in (root of him, von will visually find a varied collection of relies. He will usually wet down liis sand pile, lint seldom Iiis lloor or gangway. When lie is through with his shift he usually grabs the air hose and proceeds to take a compressed air hath. And we have the foundry laborer: he has many menial tasks to perform. "When he sweeps or uses a shovel lie seems to be of the opinion that his efforts arc judged hv the atmosphere he creates. If he does sprinkle the floor it is usually done very sparingly. Shake-out men and crane men seemingly give little attention to the results of their thoughtlessness. Grab buckets arc usually lifted to the limit of their lift and then dumped. Many companies have furnished equipment, such as positive pressure helmets and respirators, to employees who work in extremely dusty atmospheres. Hut it is surprising to note the apparent lack of interest on the part of the employee for whose protection this equipment is furnished. From these remarks some may say "Why shift the responsibility?" Not a hit. We have merely cited these few facts as an indication that possibly we can improve the supervision. If we make every man responsible for the cleanliness in the vicinity in which he works, and every foreman responsible for his department, and then in turn make the superintendent answer for the cleanliness of his shop, we will not have to worry about the increase in labor cost. After dust gets into the atmosphere, it is. of course, very difficult and expensive to remove. Keeping the foundry floor off the ceiling is a man-size job. Ventilation is a problem everywhere. A diligent survey of our existing equipment may develop the lact that by small expenditures we ran improve conditions. Inspect your dust-arresting equipment See that the rapping device is in order, that the screens arc in good condition, we suggest that they arc rapped and the hoppers emptied rccularly. Repair any leaks in pipes. See that the valves close properly. Chutes should he kept in good repajr and when emptying arresjprs, respirators should be worn liv the men whose duty it is to perform this work. If refuse from the arrestors is not removed at once, keep it in containers or wet down until it is re moved. Above all, watch your air velocities and make sure you are removing at the source as much of the dust as the equipment was originally designed to do. Von pay for the current the motor consumes to operate your suction equipment, therefore get the proper return for that expenditure. ' On not store or allow sand to accumulate around vour, blasting ei|uipment. Make sure you are receiving the proper air changes in your sandblast rooms. Inspect vour masks to the amount of air purging through. The wearer is prone many times to just crack or partially open the valve, and when this is done he is not getting the full protection for which the helmet was designed. We suggest that the helmet lie . removed from the sandblast room and stored at the end of the day in a dust-tight cabinet, instructing the wearer to clean before re-using. In your cleaning rooms where tumbling barrels arc used, we deal again with air velocities. Piping should be diligently inspected and kept in good repair. -Make sure traps are performing the service they were designed for. It might be well to keep floors in this department wet down. Remove the day's accumulation of refuse at the end of the day's run. When cyclones arc used, make sure von are not exhausting at the level of windows, which may he opened in other parts of your plant. We will have to look fo/further co-operation from the foundry equipment manu facturers who serve our industry. Equipment will have to be sold to us net to meet exi the cquii regularly designed. And w a foundr provided equipmen Our in For this ' is our dc who have the actual In the it is imp< precaution upon the of all kite hope to a to employ industry u .t'Kow tc .Director, I The imp disease has sunject has extension o increasing disability d eliminating tiie dustinegiven dust, given quant foot of air: that is the ; Many insi and it may African itnc pheric dust early as lb. i ouncil varied collection of 'i:i floor or cansway. hose and proceeds to ' > to perform. When .Ins efforts arc judged > usually done very o die results of their their lift and then as positive pressure . dusty atmospheres, part of the employee -ihilityr" Xot a hit. ~ihly we can improve nliness in the vicinity . rtincnt, and then in is shop. \vc will not mto the atmosphere, c. the foundry floor ' existing equipment I conditions. Inspect . i in order, that the 1 and the hoppers dves close properly. respirators should ft refuse from the 'own until it is re- . . i arc removing at I vsigned to do. Von ' -itiipmcnt, therefore equipment Make . oms. Inspect your lie many iimes to is not getting the hat the helmet lie lay in a dust-tight .al again with air repair. Make sure .'t he well to keep ition of refuse at are not exhausting ;'r plant. ` equipment mamisold to tis net to i * i, .I | r'i' :! ' | 1 Dust /'rohlcnt in fnt/ns/rv 39 meet existing codes, hut as dust-tight as human ingenuity ran design them. After the equipment is installed, it will he the purchaser's responsibility to see that it is regularly inspected and maintained to perform the service for which it was originally designed. And we refer again to the employee)* responsibility. When lie elects to work in a foundry, he should he willing to co-operate and wear the safety devices which are provided hv his employer, and it will he the purchaser's responsibility to sec that the equipment is well cared lor and properly maintained. Our industry is a basic one and wc hope that it will long continue to he essential. For this reason we want to assure those who are sitting on the side lines that.it is our determination and hope that, with the help of those in the medical profession who have given so generously of their time in scientific study, we can soon determine the actual extent of the hazard. In the meantime, while many diverse opinions arc being brought into agreement, it is imperative that wc give more than passive assent to suggested measures of precaution or improvement. The accomplishment of worth while results depends upon the diligent and active co-operation of everyone concerned and the utilization of all known means of prevention and control. Only through united effort can we hope to accomplish an effective program which will give maximum of advantage to employers and employees alike, and to such an end we arc confident the foundry industry will continue to dedicate its earnest and conscientious efforts. How to Determine the Dust Content o the Atmosphere in Dusty Industries :* / ' ' * - . By DR. E. G. MEITER Director, Industrial-Hygiene Laboratory, Employers Mutual Liability Insurance " Co., Milwaukee, Wis. The importance of atmospheric dust as an agent in the causation of respiratory disease has long been known. However, it is only within the last few years that this subject has achieved medical and legal importance in dusty industries. Because of the extension of compensation laws to include occupational diseases, and through an everincreasing number of legal suits against industrial concerns 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, hi order to intelligently control the dustiness of the air. the amount of dust present must he determined. With a given dust, two factors arc usually considered; fl) the number of dust particles in a given quantity of air, which is usually expressed in millions of particles per cubic foot of air; (2) particle-size, usually expressed in a size frequency distribution curve, that is the percentage less than stated size is plotted against the size of particles. Instruments Used for Determining Atmospheric Dusts . Many instruments have been devised for determining the dust concentration in air and it may he well to give a brief historical review of -this subject. The South African investigators began using the sugar tube method for the sampling of atmos pheric dust i/ 1011; the saute method was used by the U. S. Bureau of Mines as early as 1014. By this method a measured volume of the dust air is. passed through Twenty-second Congress--National Safety Council a tube containing granulated sugar, which filters out the sus|ieiuleil dust. At the laboratory, the sugar is dissolved iu water and the number of dust particles arc deter mined hv counting those in a small volume of the sugar solution under a microscope. This method of dust sampling had certain disadvantages, the chief of which was the fact that the purest commercial sugar contained a certain quantity of dust, which introduced considerable errors, especially in those samples containing a low dust concentration. To overcome the limitations of the sugar tube method various other devices were developed, otic of which was the Palmer apparatus. This apparatus consisted essentially of a pear-shaped glass bulb, the lower end of which terminated in a U-tube or trap. Suction was applied to the glass bulb by means of an electric exhaust fan and the volume of air measured by means of a Fetot 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 usual methods. The Painter apparatus also had certain disadvantages, the chief of which was that its efficiency as a dust catcher was low. In the search inr 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 instrument known as the Kotze konimetcr. The konimeter samples dust by impinging a small volume of air against the surface of a vaseline-coated glass plate, the vaseline serving to catch the dust particles. The dust retained on the glass plate was then counted under the microscope at a suitable magni fication. The chief disadvantages of the konimeter are that in atmospheres containing a high concentration of dust, the spots arc too dense to allow counting the individual particles and the method can, therefore, lint he used in stick rases, also many samples had to be taken to secure a correct average determination in places where the dust concentration was variable. As a result of the different methods of dust determination being used by the differ ent governmental bureaus and others, it was soon found that the various dust-saniplim; methods did not yield absolute results, consequently some confusion arose in inter preting the various dust studies. In order to arrive at some basis of comparison the U. 5. Bureau, of Mines conducted a laboratory study of dust-sampling instruments. The results of this study were published in Public Health ltutteliu No. 144 entitled "Comparative Tests of Instruments for Determining Atmospheric Dusts." (Ib25i During the course of this study two of the investigators. Dr. L. Greenhorn and G. Y\\ Smith, devised a new apparatus called the impingcr. In the comparative study the dust collecting efficiency of the impingcr was found to he high, and in addition the method- offered several advantages over previous methods. After several modifica tions to meet special requirements, this instrument was adopted by the Federal Public Health Service and I!iircaii of Mines as the standard technique for the sampling of dust in air. The instrument has been used in the study of a number of dust trades, and is the commonly accepted nicthod in use today, t . Size of Dust Particles Taken into the Lungs It has been observed from a study of silicotic lungs that most oi the dust particles that have penetrated into the air sacs arc less than 10 microns in longest dimension (1 micron is l/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 in measuring the concentration of a dangerous dust. So that you may visttaliz.e the size of these small particles consider a 280 mesh screen light, eye, a such r It it to leai naked by the are ev Wit. and sc air cat one m will f.i persctl imlcfin that a? The outside contctv Wisent tides t a Clthi' free i corilan 5.250.' As : known throng mcrsc The with :t prineii appli* Whets may I. Rage The a knot cubic to the duties. After placed Wt. clean 50 mi.  onncil' ' udcd dust. At the particles arc detcr under a microscope, i of which was the .itity of dust, which gaining a low dust ictliod various other 'us. This apparatus of which terminated means of an electric tube. Dust-tree dis:w water in the trap' bulb, which washed >' the usual methods. which was that its l>ortahle type of in South African int/e koninieter. The nst the surface of a particles. The dust it a suitable magni;! spheres containing ding the individual also many samples res where the dust used by the difi'er'ous dust-sampling >-n arose in intcr- of comparison the tiling instruments, u No. 144 entitled ii- Dusts." (1925) . Grecnburg ami comparative study and in addition the r several modificaihe Federal Public . -r the sampling of -er of dust trades. the dust particles longest dimension ' generally agreed, rons in measuring isider a 280 mesh Dust Problem in Industry 41 screen in which the screen openings arc 50 inie'.'.ms. In the absence'of a beam of light, an atmosphere containing these tiny particles will appear clear to the naked eye, and therefore is extremely deceptive; Only a powerful microscope can make such particles directly visible. It is necessary, therefore, to make a microscopical examination of the atmosphere to learn how badly polluted it may be. Larger particles such as arc visible to the naked eye arc essentially harmless in the causation of silicosis, as these arc caught by the membranes provided by nature in the nasal and other respiratory passages anil arc eventually coughed up or eliminated before any damage is done. When small dust particles are dispersed in air, they arc carried about like smoke and settle out very slowlrr How long such particles will remain suspended in (|uict air can be roughly determined from Stokc's law. Assuming a round particle to be one micron in diameter, it can he calculated by means of this law that such a particle will fall only 20.3 feet in 24 hours. It can he seen, therefore, that any fine dust dis persed into the air is not only a momentary hazard but remains in the air for an indefinite period. This fact is often overlooked by workmen, as it is usually assumed that as soon as the dust cloud is no longer visible all dust has settled out. The term "dusty working place" is only a relative one. Most air, both inside and outside of factories, contains some dust. It is, therefore, necessary to adopt a standard content for the dividing line between slightly dusty and dusty working places. The Wisconsin dust code prescribes a ``tentative figure of 15 million countable dust par ticles under 10 microns in longest dimension with free silica content of 35 prr cent in a cubic foot of air as determined by Public Health Service technique. Variations in 7fcc.dilica.fnntcnt will make proportional inverse changes in Ibis standard.'' In ac " cnrdance with this standard the permissible cotint for practically pure silica would lie 5.250,000 particles. . How Dust Samples are Collected As mentioned previously, tbc instrument used in collecting the dust samples is that known as the "Impingcr." With this instrument, the air to he sampled is drawn through a glass tube and impinged at a high velocity on a glass plate which is im mersed beneath a suitable liquid contained in the collecting flask. Tbc itnpinccr, therefore, combines the principle of collecting dust by impingement with a water-washing or bubbling method and so possesses the advantages of both principles. Tbc dust is thus trapped and remains in the collecting liquid. Suction is applied to the impingcr by means of -*i steam ejector operated by compressed air. Where compressed air is not available, a small electrically-operated vacuum pump may lie used. The rate of air (low is measured cither by means of a small vacuum gage or an orifice-type flow meter. The entire apparatus is calibrated before use against a standard gas meter, so that a known volume of air piny he sampled. The rate of sampling is approximately one cubic foot of air per minute. The dust-collectiug device is placed in dose proximity to the breathing level of the workmen involved while performing their respective duties, so that air samples representing actual working conditions may he obtained. After a sufficient volume of dust-laden air has been sampled, the collecting liquid is placed in a suitable container and removed to the lalmratorv for the necessary analysis. When the dust sample reaches the laboratory, the entire sample is filtered into a clean graduated flask through a 2fi0-mcsh screen so that only particles smaller than 50 microns arc permitted to pass; particles larger than 50 microns arc not considered 42 Twenty-second Com/ress--National Safety Council injurious ami arc, therefore, removed from the sample. After proper dilution, the contents of the graduated llask arc thoroughly shaken so that a uniform suspension is obtained, and two portions of about one cubic centimeter arc removed with a pipette to just fill two Scdgwick-Raftcr counting cells. The cells are allowed to stand at least 20 minutes and the dust particles are then counted by means of a microscope. The microscope with-an A bite condenser is provided with an eyepiece micrometer, a 16-millimeter objective and a 7.X eyepiece. The eyepiece micrometer has a large' square engraved on it. and this square -is divided into UK) siptarcs. one of which is fur ther divided into 25 smaller squares. The proper tube length of the microseo|>e is determined hy calibration with a stage micrometer, so that a side of the large .square of the eyepiece covers 1 millimeter (1,000 microns). The large square of the eyepiece micrometer, therefore, encloses the dust in an area of one stpiarc millimeter, and since the counting cell is one millimeter deep, all the dust suspended in otic cubic millimeter of the sample is under the ruled field. All particles visually less than 10 microns in longest diameter in one quarter of the field arc counted at five points on the cell, namely, near the iottr corners and the center. Two cells of each dttst sample are counted and the average of 10 counts is obtained. Control counts arc subtracted from the average sample counts, giving finally, average net counts of the number of particles which arc then calculated in terms of particles per cubic foot of air sampTbd. . Having determined the concentration of dust particles less than 10 microns in diam eter in a given atmosphere, it is also necessary to obtain information regarding the Toinced co/fiposition of the dust before any evaluation of the health hazard can lie In general it may be said that the harmfulness of a quartz, containing dust is usually in direct proportion to its free-silira fSiOH content. It is. therefore, neces sary to distinguish between "free silica", that is the silica that occurs as quartz, and "combined silica-', or the silica that is combined with other elements in the various silicate minerals. It should be borne in mind, therefore, that the total siliea reported in the customary chemical analysis is no measure of the amount of free silica. The quartz content of fine dusts is usually determined by a combination 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 problem should commit Reprint Mo. 1560 of the Public Health Re port'. Echruary 24. l`tf.1. entitled "The Quantitative Determination oi Quartz (free silica 1 in Dusts-' by Adolph Knopf. Professor of Physical Ecology. Yale University, and Consultant. United States Public Health Service. . r :-j Discussion of Dust Problems !rt'c/e By DR. LEONARD GREENBURG Yale University, New Haven, Conn. The^speaker said in part: On the technical side of this problem you have been presented with two excellent papers by Mr. Jones and Dr. Mciter. There is little that I should add from this point of view. Perhaps the most valuable contribution that I can make is to present to you my own personal view oi the broader adminis' trativc aspects of this problem gained as a result of many years of close contact. In order to do this, let us analyze the problem in its simplest terms. S ' ou'iicil i . > proper ilihitimi, the i-uuiform suspension re removed with a veils are allowed to uted by means of a eyepiece micrometer, remoter lias a large one of which is ftirf the microscope is of the large square the dust in an millimeter deep, all the ruled Held. All quarter of the field rs and the center, id counts is obtained, vine finally, average u terms of particles K) microns in iliam:ation regarding the alth hazard can he containing dust is is, therefore, nccesrurs as quartz, and icnts in the various total silica reported of free silica. . a combination of al problems and no imposition Those Public Health Ke lt of Quartz (free Vale University, iein you have liecn 'er. There is little tillable contribution he broader adminisrs of close contact, `.erms. Dost Problem in hulnslrv 4.5 We may begin by agreeing that pulmonary fibrosis results from the inhalation of certain dusts in knmvn concent aiion over a sufficient period oi time. This tael has been demonstrated repeatedly by means of industrial, laboratory and pathological studies. On this simple fact. I take it. there is complete agreement. Such legitimate cases of disabling pulmonary fibrosis arc held in man;- states to he the responsibility of the employer. I'urther. a perusal of the compensation laws makes it evident that there exists a decided trend in the direction of broadening the compensation acts throughout the Union for we find from time to time that additional states arc being added to ,thc list of those holding silicosis to be a com pensable disease. We would certainly he blinding ourselves to the facts were we not to admit the existence of this trend in social legislation. It should be pointed out here that this is a very wholesome and desirable state of affairs. The insurance principle has justified its existence in spreading the burden of ill fortune over a long period of freedom from catastrophe and surely in the case of industrial accidents it lias freed us from the deplorable state of affairs in existence prior u- 1VI2. fit the case of the occupational diseases we may hope- tor equally satisfactory results. Nevertheless, compensation insurance is not the complete solution of the problem at hand. The only adequate means of avoiding the burden of silicosis is by the preven tion of ibis disease. All other methods do not touch the crux of the problem and they carry in' their wake a vast amount of litigation, illness, and a larev financial burden on industry. If what we have agreed upon to this point is trite il is obvious that industry must prevent the dissemination of dust ill the workroom air by such aijcquatg engineering techniques as arc available: or in certain eases where this js^nor^fxissiblc industry must provide, and force tin- worker to use. suvh means of personal protection as will adequately safeguard him against the mhalaiio.i oi dust. Il is only by these means that we can guarantee a future free oi disabling pulmonary disease due to dust inhalation. ' In spite oi the very best, efforts of industry to solve this problem there will un doubtedly he a certain number of cases brought to the courts and presented as legitimate eases uf silicosis. While some oi these arc true cases oi silicosis others, I have been informed, arc not, hut are designed merely as a means of obtaining limds from industry. A consideration of such cases brings us logically to the second part of the present discussion. What is the ideal method nf handling eomin-nsation cases with reference to occupational disease and more particularly silicosis? If we examine the development of the .compensation acts we find that a technique designed primarily to adjudicate eases of industrial accidents has by degrees been given jurisdiction over occupational diseases. In fact, in some stales diseases are regarded as injuries so that they may lie brought within the scope oi the original enmpcnsaliou acts. Hut on close examination it becomes apparent that diseases arc far 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 medicine with which the average commissioner is very often unfamiliar. As a result we liud in practice that the Court is presented with highly technical evidence by experts for the plaintiff and for the defendant which is very dilficult if not impossible to satisfactorily evaluate. Often the commissioner is caught between the conflicting views of such witnesses and is not provided with his own experts to aid him in arriving at the real scientific background of the problem at hand. . .44 Txvcnty-sccond Conr/n-sx--National Safety Council What we really itcal is a strengthening of tlic technical side of (lie compensation acts to keep pace with the increased factual understanding regarding the occupational diseases. This does not merely refer to the Courts themselves hut should begin with the promulgation of accurately worded compensation acts which clearly define the diseases for which compensation is to be paid. Compensation commissioners should be assisted by hoards of technical experts composed of engineers appointed by the deans of the various engineering schools anti of physicians appointed by the (leans of the recognized medical schools. The tnginccrs selected should have a very com plete knowledge of factory conditions and the field of ventilation, and the physicians should he experts in the field of industrial hygiene and occupational disease. It is only with the aid of such highly specialized boards, or their equivalents, that the compensation commissioners may be able to do complete justice to both sides in these highly technical cases. It is the belief of the speaker that employers and em ployees alike would benefit greatly from the establishment and use of such boards. In order to hasten the establishment of this system employers are justified in ap pealing to their legislatures with this end in view; certainly such a legitimate demand should receive the hearty support of all concerned.. Frequently one is asked, what should be done with those claims which arc based on little or no real evidence of injury to the worker but which arc merely reared by some very enterprising attorney? Such claims are, I have been told, becoming very common of late and constitute a real problem to industry. It is obvious that the compensation advisory hoards suggested earlier will, as soon as they are formed, serve the future as a healthy bulwark against this type of baseless claim -and I venture to predict that few such eases would he favorably acted upon by a board of real experts in tins field. At the present time factory officials should employ the very best legal talent available and should reinforce such legal talent with technical and medical experts thoroughly versed in the field of silicosis. Many eases have been lost by a failure to bring to bear the requisite technical aid required to prove the non-existence of a hazard. Here is an excellent example of a ease in which money may be saved in the end 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 should have pre-employment and routine post-examinations. It seems obvious that the burden uf the health of the worker should not lie placed oil the plant without the privilege of the prc-empluyment examination, flow can industry lie legitimately expected to hire a worker "in the blind" as to his or her physical condition and then a day later he expected to shoulder the burden of the worker's health? ]\y repeated physical examinations it is possible to discern die faint early deviations from normal health if any take place. In this manner the employer would he forewarned very early if any workmen showed lung changes sugecstivc of early silicosis. The routine industrial health examination on a broflcl scale throughout the major portion of American industry would constitute a public health procedure of major significance. By its means a very large propor tion of the population would be aided in the prevention of the degenerative diseases of middle fife which today constitutes such a real menace. . ADJOURNMENT 'i 1 per He, Ch: 'I into I buy than gra! be o . iiatin or h graiirung. T.. liken the : nor is tl. war-periv. i. Mu. shoul exper-. ladder have AI. -ively that the . would stitmi-. .ctv contest. I n each year in the past nine improvement in : h4v five death.s, i-ccntagc basis. : nec compares ' cidcut experii's ago the ruh- was true; hut "i the National ' able to prove best in severity ninth licst in country. The 'hail the rublicr ' industries. id cost figures xperiencc oi a rubber goods. lc that during ot did not imntety program tv committees idvisorv couis and pending >t was reduced nd this was a -st of factories ' textile mills. m 1031, 2; and vr to get divi but the man rth more than dit prevention ' coming down that he broke factory tlvat I ' mg or leaving 2? riiT.iYT y-sncoxi; axnc.il sa Firry c o x c, n /; s s NATIONAL SAL'irry COUNCIL I ( Safety Section, A.R.A.--Steam Railroad Section N.S.C. Officers 1932-33 Chairman--Charles l7.. Hill, New York Central I.iucs, New York City. First Fire-Chairman--C. I.. LaFou.xtainf., Great Northern Railway Co., St. Paul. Minn. ' Second Vice-Chairman--H. A. Parish, Chicago & North Western Railway Co- Chicago. Secretary--J. C. Caviston, American Railway Assn., New York City. Members, Committee of Direction: ^ 1*. Hartf.xsteix. Lehigh Valley Railroad, Bethlehem, Pa. "* H. A. Rowk, Delaware, Lackawanna & Western Railroad Co.. New York City. C. N. Wnonwa tin, New York, New Haven & Hartford Railroad, New Haven. Conn. . Roiieiit Scott, Atlantic Coast Lines Railroad Co., Wilmington. X. C. A. O. Beck, Canadian National Railway, Montreal. P. Q., Canada. . I7. W. Curtis. Denver & Rio Grande Western Railroad, Denver. H. G. Kva.vs, Louisville & Nashville Railway, Louisville, Ky. C. F. Laksox, Missouri Pacific Railroad. St. Louis. I7. M. Metcalfe, Northern Pacific Railway Co., St. Paul, Minn. . J. T. Pratt, Reading Co., Reading, Pa. The contplele report nj these sessions is published in a booklet entitled "Proccedinris of the loth Animal Meetin// of the Sajcty Section", available front the American Railteny Association. TUESDAY MORNING SESSION October 3, 1933 . The sessions of the Safety Section, American Railway Association--Steam Rail road Section, National Safety Council, were held as a part of and in conjunction with the Annual Congress of the National Safety Council in the Stevens Hotel. 439 .kr 444 Twenty-second Cunyress--National Safety ('c'ncil TUESDAY AFTERNOON SESSION October 3, 1933 . Address . By FREDERICK E. WILLIAMSON President, New York Central Lines, New York City The speaker said in part: I cot my first lesson in safety in a very trying way. I was working in Utica, and the yard was badly congested. I was working with a switch engine in the lower part of the yard, and it was snowing hard. I was on top of a string of cars.' and I was trying to figure out how to get them out. I swung down on a side ladder, with my mind wholly intent on what I was trying to accomplish, and stepped hack on track No. 2--there was a screech of a whistle, and here suddenly was No. 3's engine about SO feet away, or so it seemed to me. Instinctively, I made a dive between this string of cars that was pulling out, and I could just feel that pilot beam whistle by me. am! the engineer thought he had hit me. He stopped and came back to find that I was all right, but certainly I got a safety lesson from him in no uncertain words. So I learned my first safety lesson by a shock and a scare. Today, however, we have adopted another principle. Now we arc trying tn teach the young men safety by rules, by education, rather than by letting them learn through experience and narrow escapes that safety is essential. .. You and the affiliated safety bureaus of the several railroads have taught us to understand that while you can't undo accidents that have happened, you can sec to it that no accident that docs happen will he considered a closed hook until there is 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 Commerce Commission, we note with pride the progress of the American railroad in the reduction oi accidents, and all who arc familiar with the subject recognize the large contribution of the Safety Section of the Association in that noteworthy achievement. One of my distinguished predecessors in the presidency of the New York Central Lines was fond of saying that a railroad is composed of plant and personnel, ami that personnel represents 90 per cent of its value. Much of the success of your work is dependent upon a recognition of the large importance in safe railroading of the so-called "human clement." You must consider and deal with a mental ap proach of otliccrs and employees to all safety work. It is not enough that the physical plants be cleared of lurking hazards, nor is it enough that instructions as to the safe methods of operation be promulgated. Both of these things, of course, arc vital. Of equal importance, perhaps of larger importance, is the molding of mental attitude toward safety movements, and toward safety itself. The number of accidents that arc 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. \Yc must eternally seek to instill in the minds of all a serious respect for safety measures and a dogged determination to do, 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 it is but candid that I say to you that railroad executives generally, congratulate and honor you for what you have done and arc doing. \ 452 Twenty-second Congress--Notional Safety Council the operation of track motor cars liy: (1) opcrnlmu a car at cxccs'ivc speed; (2) improperly storing tools on the car; (J) permitting men to occupy unsafe positions on the car; (4) failure to protect against trains and other track motor cars; and (5) failure to observe switches and crossings, especially with respect to speed and obstructions. The maintenance of way supervisor must know the standard operating rules, and should at all times have in his possession current time tables and be familiar with special instructions. There arc 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 conditions. He should be of as great value as others working under him in foreseeing possible accidents and injury as the result or these hazardous conditions. After a possible injury, the supervisor also has an important duty toward the injured employee. He should see that immediate first aid care is given the injured person and make sure that he gets into the hands of a competent physician as rapidly as possible. To call in 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 too much fuss over small injuries. But there should be at hand some simple means of pre venting infection for minor injuries, and if an injury is serious, the personal atten tion of a physician is the only recourse. The Green Book , The final feature of this session was a presentation of the current "Green Book" by L. R. Palmer, Conservation Engineer, Equitable Life Assurance Society, Xew York City. Mr. Palmer very briefly called attention to the fact that he had pre pared a tabulation covering employee casualty rates for the six months' period of 1923, Class I railroads, in accordance with the standard Green Book grouping and will forward copies to Class I railroads. ' . . r; w' . WEDNESDAY MORNING SESSION October 4, 1933 The Goggle Rule and How Enforced By J. C. YOCUM Manager, Safety Department, Chicago, St. Paul, Minneapolis and Omaha - ' Railway The speaker said in part: It lias 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 given us is sight and how necessary it is that they use the means so freely afforded them to protect and preserve this blessed gift. To my mind, being blind is about the worst disaster that can happen to anybody. Experience has shown that we cannot take it for granted that men will of their own accord think for themselves in this respect, and for this reason it has been 462 7 tcculy-sccoiul C oiit/rcss--National Safety Council went into hospitals, too Iar.ee a percentage, sometimes 50 per cent .i them died, although the operation was successful. Our trouble is not that we don't know how to switch cars, it is not that we don't know how to get trains over a railroad, it is not that we don't know how to make those trains line and comfortable for passengers or to meet the needs of the shipping public, but we cannot perform our operations without the infection of carelessness: and the only way we can eliminate it from our railroad operations is to make each individual man on our railroad an expert in the performance of his operations. So we need to study each individual operation and sec where the hug gets into that operation, 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 The speaker said in part: In 1033 there were 63 employees killed anti 336 in jured in train accidents, while in train service accidents for the same period there were 367 employees killed and 6.861 injured. So without minimizing the import ance of safety work in connection to train accidents, these figures slto'w tts the much greater field for work in the prevention of train service accidents. In I''33 there were six times as many killed in train service accidents as in train accidents, and 20 times as many injured. In 1933, 20 persons were killed and 307 were injured in accidents while coupling or uncoupling cars or locomotives. The remedy for this class of accidents natur ally suggests itself, keep from between moving cars that arc about to couple, do not attempt to make any adjustments in the coupling .apparatus of a moving car that rct|ttires you to go in front of the car. Such adjustments should be made when car is still. We believe that proper supervision can eliminate entirely this class of accidents, but if a supervising official stands around seeing men doing work in this manner and says nothing, just so long will accidents of this kind occur. During 1932, 9 persons were killed ami 133 injured while coupling or uncoupling air or steam hose. The principal cause of employee injuries coming under this heading- is due to attempting to do their work without proper protection and irom inadvertently uncoupling air sir steam hose under pressure. If accidents of this kind are to he prevented, it is absolutely necessary that where a blue llag rule is applicable, such a rule should be made and should be complied with. However, frequently in switching operations there is no opportunity for the use of a blue (lag. In such eases, not only the men doing the work, luit those working with them should be on the alert to sec that no movement is made when men are between the cars. Of course, the man himself should be sure that air and steam ore shut off before any attempt to uncouple hose, and even then they must be careful, as steam and air arc frequently trapped and remain for sometime in a short section of hose. Supervising officials should not overlook the failure to blue flag when the rule so provides and should watch to see that the man understands the proper method to uncouple air and steam hose. * 'nicil cent occurred in casualty rntc 6.59. ; the majority of i: in mind the six ' 2,103 falls of ' "idling freight or Is; 1,460 tails of i:cse six causes of to maintenance of ' one that should )> the evil that is mitain source, a on Engineer, and irs. From these brine al>out that them to be safetydrecting the men supervisory posi r which tin y now .tional effort and n what is wanted, e would here pay onditions is un conditions to do i him to the ut.iutenancc of way <1 supervision that ..up from bridges kinds of serious when doing this the importance permitted it from motor and i standing up on and fro.u flying tip of intentions or material is to other accidents is at can he and is ns are invariably enforce all rules ral efficiency and 1 .re all reasonable unnecessary, as ' i-ave not Tailed to ..lions arc greatly Safety Section ARA--Steam Railroad Section NSC 473 reduced and supervision understaffed and which condition will, we greatly tear, continue for some time. But whereas many activities must he reduced, the one activity, safety education of railroad workers, cannot l>c allowed to be relegated or delegated to inefficient 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 to the Interstate Commerce Commission By G. H. WARFEL ' Assistant to Executive Vice President, Union Pacific System, Omaha, Neb. The speaker said in part: A year ago, in the Committee of Direction, the ques tion was raised as to whether or not there was need 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 there have been those who won dered if some other basis could not be developed. So our Committee was appointed ' to study the desirability or the practicability of developing some form oi severity wi rating for casualties, as well as the frequency rating, to sec if by that the relative standings of different carriers and the progress of safety work generally could be ' bettor determined. After a very careful study of severity ratines and the conditions surrounding their reporting, and especially the very great difficulty of securing accurate severity statistics, we came to the conclusion that the casualty rate per million man-hours has been and is a very reliable guide and index to the progress of accident preveu- ' tion work on railroads, and that the general casualty rate, as it has hern cstahli-hed through the Green Book and our ether agencies, is a good and reliable general guttle 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 rcportability. Your Committee believes, however, that what is needed is not some other yard stick to measure by, but the 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 the reporting of accidents on a railroad should understand alike the require ments of the Interstate Commerce Commission Reporting Rules. So this Commit tee undertook to put together an interpretation of the Interstate Commerce Com mission Reporting Rules. We tried to make this interpretation as clear and concise as possible, so tliat 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 in the text we have finally agreed upon. Take, for example, "Accidents arising front the operation of a railway." I will 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 ; . 4/ }> I leeiUy-secuiul Joinjrea--.Yr 'until Safely Council ami to the co-operative response* and assistance of those called upon to contribute their thought. time and effort to promote such a commendable cause as the con servation of human life and limit, and desiring: to recognize each and every one in a proper and fitting manner.--therefore, he it resolved-- That this Section recognizes and appreciates the contribution made hv each and every one who n. any manner arranged for or participated in the conduct of these meetings, including, and with particular reference to. those whose presence, although not upon the program, have added so much: That the Section is not only grateful, hut indebted to Messrs. F. F. Williamson. President. New York Central I.incs: M. J. Gormlev. President. American Railway Association, and Judge R. V. Fletcher. General Counsel. Association of Railway Executives and of. the American Railway Association: for their sacrifice of time, and for the great and lasting benefits that must accrue to and aid in the advance ment of this Section and its work because of the timely, well chosen and pertinent thought given ns: That utir appreciation is also extended to the management of the Stevens Hotel; to the Press and to all others who have so kindly assisted in making onr stay in "America's Chicago.'' so pleasing and so profitable; That in our hearts, we cherish the memory of those who have been called to fields beyond, and express our earnest desire and hope, that to those of our Members upon whom burdens have bom placed through physical infirmities and otherwise, lasting and effective relief may speedily come. That these Resolutions he spread upon the records of this Animal Meeting. Announcement of Election of Officers The chairman then called for the report of the tellers who had cnnva->cd the votes for officers of the Section for the ensuing year. This report was presented Itv Frank Strousc. Pennsylvania Railroatl. wbo announced llic election of officers as follows: CfnuVimiit--C. 1- I-aFouutaiue. Great Northern Railway. I'iee-Clmirnmii--H. A. Parish. Chicago & North- Western Railway. Seermi I'iee-Chairiiitin--W. II. Failing, Central Railroail of New Jersey. .Uemi'ers of Cohi"tilIce nf Direction-- . Eastern Territory (One-Year Term)--T. II. Carrow, Pennsylvania Railroad. New England Territory (One-Year Term)--F. R. Bradford. Poston & Maine Rail road. Southern Territory--I.. G. Rent ley. Chesapeake & Ohio Railway. Canadian Territory--A. O. Reck. Canadian National Railways. Western Territory--E. A. Meyer. Chicago. Milwaukee* St. Paul and Pacific K. R,, and G. II. Wartel. Union Pacific System. Cmnmiltee Pit Xontiiuiliom-- 0. F. Johnson. Minneapolis & St. Louis Railroad: J. G. Eitzhugh. Gulf. Colorado and Santa Fc Railway: A. Y. Rohwcder. Duluth. Missabe and Northern Rail way: J. L. Walsh. Missouri-Ixausas-Tcxas Railroad: D, G. Phillips. Wabash Railway. . f/UOf 'A'.Y.U /:AT