Document b5bGy5zzZg1agvnMj2za46QVo

FILE NAME: National Safety Council (NSC) DATE: 1952 DOC#: NSC206 DOCUMENT DESCRIPTION: General Sessions - 40th NSC - Index to Transactions of all Sessions VOLUME 1 TRANSACTIONS 1952 GENERAL SESSIONS 40th National Safety Congress (Index to Transactions /\ of all Sessions) j n J f hi Q-j- Officers, Trustees and Board of Directors........................ 3 Annual Council Meeting Minutes ......... %........................................................... 9 A Teen-Ager Speaks U p ...... .............................. II Safety from W h a t ? ................................................. I 3 Address by Ned H. Dearborn. . ...................................... 19 Banquet Address by Hon. Luther W . Youngdahl................................ 23 Safety's Pioneers H onored................................. 26 Safety Exposition Exhibitors........................................... 29 Index 37 NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago II, V U LU M fc U TRANSACTIONS Current Safety Topics in the { ' u 1 * [ , * . t\Jv K, f t . - -l ' ^ 9 ) t 4 t* 'f * , i S 1 ' I -< * J ' , h *' , . ,? V , - . ' . , ' \ * A t% ' v * i . - *>,'. >Ys ' .' 'f '.r -j +><4,. * V i 1 - t t ^ J" >1 ' 4 .. Hi" , v ; ^ J 1 *i ** * V \ . ' : ^ . T , - - : .' , . fi ', i . N , 4'***2 4 ' * /. . j , u `. v - \ ' 1 > . - % J > *--i i.- . \ i t* $ ^ \ -* r -l TV t , ^ - ' : A j . * :- -fs s* * k '.- f :-i.- ' 4. t < '- -Tt : ' Wj J { $' ** r .' .;V V ` V , * " 1 2! 4 "v s r f--4 \ < r V 5 ] * '< y V ^ '"I { , ' S . " i , ; . - * -J .>. r*<' i x* r... r. 1-i! : <* 1 V ^ s U i ` l 4V *i ' \ ` /' A .-., Vl *. t ; r : ;.: ( : V. :'t } ' , - . v: ry'^ \ ^ -i ,, < T j ^ r - '- ' i ` V /` ^ 1 J, ' t -'1. ' .* J r J..I , V-**t !k- *,*J' f^ *; ! 4 li ? > r i - j - ` 4A '- ; '>' ,:.f. , V y ; * '\X S ,t C# : ' * * ` ^ ? : . v 5 > ; > -'Jf ; .1 ` t. f ; . - v . :iW t'k-V i -'f - , i . Current Safety Topics in the Railroad Industry (Continued from cover) Report of Membership Committee. . ...................... A Gavel for the Railroad Section.............................. Report of Film and Sound Committee......................... Safety's Place on the Railroads................................. Report of Trespassing Committee.............................. Report of Highway-Railroad Crossing Committee.......... Safety in Diesel Maintenance................... Report of Statistics Committee................................. Electrical Hazards in Maintenance............................ Public Relations and Safety............................ ....... Report of Poster Committee .................................. Report of Safe Practices Pamphlet Committee............ Report of Safety Devices Committee........................... Report of Safety Instruction Card Committee...... Resolutions . , - - I m i..; 18 Railroad Industry f dustrialized territories has been in short supply for many years and we have been so anxious to fill our rosters that \ye have hired anyone who asked for a job without very much regard for his physical condition and none whatever for his mental. The result has been we now. have men in our employ who are totally unfitted, mentally or physically, or both, for the work they were hired to do. Their attitude toward their employment is one of complete indif ference. This is a most difficult thing to combat and particularly so because discipline on the railroads, as well as everywhere else, is non-existent. Tt is no easy task to persuade men of the type I have described to go along with management on any type of a program. Unfortunately, the majority of them are working and have acquired seniority in the most hazardous occupations and at the high est wage rates. I am referring particularly to switchmen. On a railroad such as the EJ&E where switching operations are on a huge scale and performed in congested ter ritories the problem is of considerable mag nitude. We have been working on it through the usual p r o c e d u r e s -- safety meetings-- posters--literature of various kinds--stress ing of safety in our employees' magazine, safety contests, president's cup contests, etc. For the past several years we have given away Savings Bonds. All of these things do some good un doubtedly, but we still haven't reached the man who is giving us most of the trouble-- the unthinking man does not come to safety meetings, the unthinking man never reads the safety bulletins nor the employees' maga zine--the unthinking man will not partici pate in any contest that requires any exer tion on his part. He's just out there making the day and if he can do it without too much pain he would rather make the day at home on the claim agent's payroll. It is not my nature to he pessimistic, but I don't believe we'll eve" get this fellow on the right side ami we must, in the future, so far as we are able, avoid hiring him. If he is already in our employ--we nufift get rid of him. On the EJ&E in our efforts to keep safety in first place, we have tightened our employment specifications and are subject ing the applicant to as severe a screening as we know how to give. We have made our physical stapdards more s m e and tat r x-rayiiig applicants for w o rk 'n l/'s'witclima: or hrakcmcn. Of course this system doe 1 not come any where near accomplishing all of the results we arc looking.,for. It is expensny and while we a r e .& ty - probably I getting aietter physical specimens--who car j tell about thg mentality; and die work attitude of the a p p l ic a n ts I f we.rigidly adhere , to these imployment practices it may not be ' possible, at nil times, to obtain sufficient ' help, but ave believe it would he better to : tie up .some ot our crews gather than have the .jobs mantled by men, who are--to use j the old expression "wallying....hazards of ; accidents." W ith regard to the unthinking', man who has already---.acquired seniority vyjth us and ; who ha? been given every'opportunity anc i a fair, change to mend his vyaysrr-if he does j not--we - have; decided to get rid of him. j This is a delicate operation. Even so--if : we hojiestly wfiint to make. America's rail- | roads a safe place to work--torride and to j ship--it must-be done. v., I The matter Of the consumption of intoxi- I eating liquors--both on and, offv.duty--has | assumed nrmbus proportions.-. It would j probably listorniti us if we cquld-.iknow deS- jj nitely how many personal injuries are due ; directly to'drinkhig. It would bq even more j astounding. I am"sure, if we could ascertain 'j how many of nuf' employees, particularly on I the afternoon arid night shifts,' come to } work with their faculties dulled by the con- sumption -ot alcohol. Possibly it can't f said that these pbople are drunk,; .but it is a j well known1 fact, 'all things being equal, a j person who has HSel hut one drink is not as \ bright and alert as a total abstainer. Ai- -j coho!, of course, does hoc affect everyone in 4 the same degree/hut it is safe to say evia * one drink has slite effect on everyone. There is n o ,question hut iliat the use r ; * alcohol--shows reactions, impairs . judgment j reduces resistane^ and exaggerates weakness j And the1worst of these-- front".our point ^ of view--is they impairment of 'judgment. J The drunk, or'flit: half drunk--o r the fellow i who has lfnd!',f,oqly a couple", thinks he is f much brighter, mre alert and more agile i than he refill}5,1is under the beat o i circum- f stances and nyturaUv he takes more chances- | Every rann vwho, is responsible' for the y lives and safely of others (and tlliS applies i to virtually every railroad employee in the f so-called n r ators who ha in the meclir departments condition of structure) sh of liquor. Or, Rule "G" liki days is more its observance I believe oi drinking haz.-> employee it : ployer, but t refuse to wfin condition ' just as he wunsafe tool t,-. just another r. results may sc such a progr; will eventually Within the p; changing from found a new i rational discas, ricr to safety : known as oil type of skin i: a change in th, ertics of the required in dies, Our first kn the EJ&E c-,,. when one of ., at Gary, Indian skin infection dermatitis. In\, other minor c. properties anc cause and cure, camassed for i reported minor suggested rerr ; coming. The EJ&E u ,: road to evaluau measures of p> years we have >. roads all over information on ' natitis, and v exact answers, i on the right road Investigation . of our dermatif Safety's Place an the Railroads 19 Vmjanls more severe and are ( qqihcants (or work as switchmen < n. Of course this system does t my where near . accomplishing ail $ we are looking for. It is <fl while we are1 very probably ` ner physical specimens--who can ! the mentality and the work alii- applicants? If wc rigidly adhere I iploymcnt practices it may not be j a all times, to obtain sufikier.: f we believe it would he better t; s e of our crews rather than have | manned hv men who are--to use ? xpressiou "walking hazards c: . " t ard to the unthinking man who acquired seniority with us and Irn given every opportunity an: nvc to mend his ways--if he does ive decided to get rid of hL~- <ielicate operation. Even so--if iv want to make America's ra:I*'< place to work--to ride and te i be done. -r of the consumption of intoxi >--both on and oft duty--has rinous proportions. It would i mnd us if we could know de- many personal injuries are due brinking. It would be even mere i am sure, if we could ascertain our employees, particularly cc 'i and night shifts, come to heir faculties dulled by the ccc- ilcohol, Possibly it can't :e c people are drunk, but it is * -S^t, all things being equal, a Blind but one drink is not as 'i m as a total abstainer. Al- rse, does not aftcct everyone h :ee, but it is safe to say ereu i some effect on everyone. question but that the use reactions, impairs judgir.ess. nice and exaggerates weakness irst of these--from our pce=t he impairment of judgmes: the half drunk--or the ieHc* : "only a couple" thinks be s* !. more alert and mere agri> is under the best of circsa.(turally be takes more chases*. who is responsible for tbt iy of others (and this appj ' ery railroad employee in ire so-called running trades, as well as oper round houses where many of our employees ators who handle train orders and employees handling petroleum products did not take in the mechanical and maintenance of way the proper cleansing precautions after such departments who arc responsible for the contact. Our medical staff proposed certain condition of rolling equipment and track instructions, additional cleansing facilities structure) should absolutely forego the use and the use of an industrial liquid cleanser of liquor, Our own rules .forbid its use, but and scrubber in all shop washrooms. These Rule "G" like so" many other fine rules these suggestions were followed and in addition, days is more honored in its breach than in lectures and pamphlets were given to those its observance. employees coming in contact with petroleum I believe our best chance of licking this drinking hazard is to convince the sober employee it is not only his duty to bis em ployer, but to himself and las family to reiusc to work with any one who ..is not products. Supervisory forces are required to keep a constant supervision to see that these instructions are followed and as a consequence our dermatitis incidence is now extremely low. in condition to properly perform his duties The real cause of dermatitis is primarily' just as he would refuse to work with an an individual failure to use the proper unsafe tool or pie.ee of equipment. It is cleansing methods after coming in contact just another educational program, and while with petroleum products--and the unneces results may seem slow in coming I believe sary' contact with Such products. such a program, intensively carried out, rill eventually bear fruit. Many people believe that oil is just oil but that is not entirely true. Any oil is Within the past few years, those railroads greasy and readily spreads over and pene changing from steam to diesel power have trates the surface it contacts, but it is the found a new cause for alarm in the occu chemical and physical properties of oils that pational disease field which is another bar make them distinctive. rier to safety in first place: It is commonly inown as oil, or contact dermatitis. This type of skin infection lias developed from i change in the chemical and physical prop erties of the oils, greases and lubricants required in diesel operation. Lube oil for diesel units must reduce friction in the presence of high pressure, speed, heat and wear and to stand up under these conditions must undergo a process of polymerization. This process requires the use of heavy metals such as phosphorus, Our first knowledge of this trouble on calcium, zinc magnesium, barium bismuth, the El&E came in the summer of 1947 tin and others and these leave traces in the hen one of our electricians in the shops finished product. A ll heavy metals are toxic at Gary, Indiana, reported a severe case of to hitmans if the contact is great. enough. 4dn infection which was diagnosed as oil Diesel fuel is a straight distillate product dermatitis. Investigation developed several and still contains much of the impurities of ether minor cases of skin irritation on our the crude oil, of which sulphur is the most properties and we began to try to find the irritating, and its dvc from which it derives suse and cure. Many other railroads were its distinctive odor is a coal derivative and canvassed for information and while some may irritate the skin. sported minor rases of skin infection, no We will have these problems in dieseliza- ~?gested remedial measures were forthrtrrsinjr. tion, for we cannot revolutionize the petro leum industry. Wc can. however, learn to I The EJ&E became probably the first rail- live with them and we must, therefore, pat rad to evaluate this trouble and institute tern our procedure on sound reasonable assures of prevention. In the last four grounds. It is the responsibility of manage , years we have had many inquiries from rail- ment to provide recognized protective meas I wads all over the USA and Canada foru.res for employees to use and competent formation on how to prevent contact der- advice on how to use ihem. I eatitis, and while we may not have the met answers, we definitely believe we are f <a the right road. The claim department and the medical department can be of the greatest help in making safety first. The claim department Investigation in 1947 developed that most must investigate each claim--no matter how $ it our dermatitis cases originated in our small, just as thoroughly as a claim involv- JO Rnitrrind Industry mg many thousands of dollars. Every time a claim,.which is not justly due, is paid, the sates are opened for an avalanche of similar claims and the standing of your claim de partment with the men is weakened, ju st as in any other phase of railroad operation the men involved will appreciate and admire a firm, but fair, attitude and will despise and take advantage of a weak, vacillating one. I do not believe the safety program gets the support it should from the company doctor. My remarks are based on my own experience with certain company doctors and not on any vast knowledge I claim to have about the ethics of the profession as a whole. 1 think he is too inclined to rely on what the patient tells .'dm rather than on his own observation and study of the case. I think he is too hesitant, for fear maybe of complications, to give the employee a work slip and he too readily accedes to the pa tient's suggestion that he should take an other day or another week off. I have no quarrel with these actions when they are dictated by the doctor's best judgment. It is only when I have cause to believe that he has not studied the case sufficiently to he able to form an opinion or when I think he is playing politics with the patient that 1 complain. { I know of no cure for these things. There ^ is no easy way to obtain our objective. I j know of nothing new, and indeed probably nothing new is needed. Maybe all we need is to re-state the objective and take a new look at the means for attaining it. We are all prone to accept the theory that the employee is a full grown man and I should know' how to take care of himself or \ he has been around as long as we have and : should know better. This kind of thinking ! on the part of supervisors must stop if wc I are going to keep safety in first place. ! 1'roper instruction to employees in both -. work and safety habits must be paramount. 1 We must sell employees the idea that i safety is their personal responsibility. No I one can be safe for them. If an employee is j hurt, he is the one that goes to the hospital. If safety is to he in first place on our rail- roads, our educational program must be con- j stant, intensive, interesting and enthusiastic, _ and above all it must be honestly believed in anil administered hv top management. Lip service has no place in a safety program. Report of Trespassing Committee j * By W . H. RO BERTS, Chairman 1 Supt. of Safety, Chicago and North Western Railway Co., Chicago f Trespassing on railroad properly has been the concern of railroad people since the invention of the steam locomotive. For example, during the 12 year period from 1840 to 1852, 306 trespassers were killed while standing on the tracks of Eng lish railroads. Again we inul that in the state of Massa chusetts. during the nine year period from 1846 to 1854-- 100 years a g o -- 1<>4 people were run over while walking on or lying on the track. In a hook, written in 1856, almost 100 years ago, a civil engineer named Emile Withe, on Railroad Accidents-- Their Causes and Means of Preventing Them, asks the question--"W hat preventive means can he devised for persons who walk carelessly up on the track; for those who sleep on the rails." So they had the trespassing problem i 100 years ago. | 50 years ago wc were averaging 50uJ * trespasser fatalities annually. In 1006 Ralph Richards, General Clair.: > Agent ot the Chicago and North Western , Railway, wrote a hook entitled RaUron l A ccidents-- Their Cause and Prevention, 1 and in it lie refers io lhc 5,105 tres- . passers killed on American railroads during the. year 1904, and goes on to state that "As the traffic and population increase, cases o; this kind grow in number, and, for some . unknown reason, the public think that, while l they must keep off the property of private 1 individuals, where there is no danger, they f arc privileged to go onto a railroad track | where everyone knows there is great danger, f and after doing so a few times, the courts * say they 1: must look get hurt." The first prevention i distributed 1 ern Railway congress--at Council fo r speaker refe life to tresp; time the ra, North Wesit produced by the third pi, Wc still h . us. Trespass second only grade crosii Down thru and safety nv problem the i some roads in in their protra able measure r- Evidence o fact that duriii fatalities and i roads was lov for more thr.it 1,091 fatalities under what it v under twenty under forty-fivi fatalities wer- It is partic. decrease ip fat.. 14 years of have had a d> Iren killed whih the past decr.d. was 68, a dec:previous year. We have a : youths 14 to J. last year, compyear, and the except one, fo. A oorrespor fatalities to a., item stands out is the matter tramps. For i i: crease in fatal, passers, until w< SECTION N C I L 1952-53 and St. Louis Railroad, .-tern Railroad Company, i Co., Chicago, 111. : can), Duluth, Missabe and vF O R D (Vice-Chairman). MBALL, Southern Railway Western Railway Company. . Pacific Railroad Company, Railway Co., Richmond, .'.'hington, ` D. C .; E. .1. 1 `A* { '*^ w Ls"`ka'wmu,i' !,,ltl XVtsUT|i Railroad Companv, I lohoken, N. ROBERT All:tmif Coast Line Railroad. Wilmington. N. C ; *D .E. MUM FORD. New l York Central System. New York, N. Y .; *W, 11. ROBERTS, Chicago and North ; Western Railway System. Chicago, HI.; *R. | \ HAM ILTON, St. Louis-San Francisco t Railway Co., St. Louis, Mo. * Program Committee--*D. E. MUM FORD (Chairman), New York Central System. New ' York, N. Y .; *.f. R. T E N N E Y (Vice-Chairman), Western Maryland Railroad, Hagcrs- ! trnvn, M d.; *L. E. HO FFM A N, St. Louis Southwestern Railway Lines, Tyler, Tex.; R- P H A M IL IO N , St. Louis-San Francisco Railway Company, St. Louis, Mo.; i & SE') FARTH, Bolt Railway-Chicago it Western Indiana Railroad, Chicago, III,; F. B. LEW IS. Union Pacific Railroad Company, Omaha. Neb.; T. F. TO OH EY , New * Acw Haven and Hartford Railroad, New Haven, Conn.; G. R. HUNTOON, \ Chicago, Rock Island it Pacific Ry. Lines, Chicago, 111. Poster Committee--M. A. N UGENT (Chairman), Southern Pacific Co., San Francisco, Calif.; L. C. H A H N EY (Vice-Chairman), Elgin, Toliet and Eastern Railway, Toliet, !( Ill; B. A. McDo n a l d , Missouri-Kansns-Texas Lines, Dallas, Tex.; H. A. "LIN| DERER, St. Louis-San Francisco Railway,~STLouis,^Mo.; E. H. BLEW ER, New York I Central System, New York, N. Y .; L. II. H A RPER , Illinois Central Railroad, Chicago, | 111.; D. P. RUSSELL, Canadian Pacific Railway, Montreal Que. | Safe Practices Pamphlets Committee--}. P. W A D SW O RTH (Chairman), Canadian Naf tional Railways, Montreal, Qtie.; G. M. DEM PSEY (Vice-Chairman), Chicago, Milwaukee, St. Paul and Pacific Railroad Company, Chicago, Ilk; A. E. DUNCAN, The % Chesapeake and Ohio Railway Company, Pere Marquette District, Grand Rapids, Mich.; : C. D. BLUE, Chicago and Eastern Illinois Railroad Co., Danville, 111.; FRED LEW IS, l The Pullman Company, Chicago, 111.; W. G. LANDRAM, Wabash Railroad Company, * St. Louis, Mo. a), Canadian Pacific Ry.. rk Central System. New oern Railroad Companv, iucago, 111.; I. T. WIL- . GODFREY, Erie Rnil- Safety Devices Committee--J. T. W ILLIA M S (Chairman), The Pennsylvania Railroad, i Philadelphia, P a .; J. J. McCOOL (Vice-Chairman), The Reading Co., Reading, Pa.; I R. H. SHO RT, The Nashville, Chattanooga and St. Louis Ry. Co., Nashville, Tenn.; ( G. C. STROM SOE, Atlantic Coast Line Railroad, Wilmington, N. C .; E. it. SEYi FARTII, Bell Raihvay-Chicago & Western Indiana Railroad, Chicago, Ilk; J. LLOYD, V Jersey Central Lines, Jersey City, N. J. rman). Southern Railway in), Baltimore and Ohio . -.ilway, St. Paul, Minn.; .... Chicago, Ilk; *R. P. St. Louis, M o.; *D. E. E. SLA YEN, Chicago. ' Canadian Na- Minsylvania Railroad. ; Railwav Lines, Tvlcr. k. Va. Y'ork Central System, 40 ami North Western u), The River Terminal go, Milwaukee, St, Paul ri. The Chicago. South J. R. TA LB O TT, JRRichmond, V a.; \V. C \lbany, N. Y .; P. H dif. ; Safety Instruction Card and Safetygraph Committee--C. T. D eW ITT (Chairman), Northi ern Pacific Railway Co., St. Paul, Minn.; W. O, LANDRAM (Vice-Chairman), ] Wabash Railroad Company, St. Louis, Mo.; J. W. BELDHAM, The Toronto, Hamilton | and Buffalo Ry. Co., Hamilton, O nt.; A. J, BENSA1A, Boston and Maine Railroad 1 Company, Boston, Mass.; E. W. HOBBS, Missouri Pacific Railroad, St. Louis, Mo.; | F. ST. CLAIR, Long Island Railroad, Jamaica, L. I., New York. T Statistics Committee--*J. R. T E N N E Y (Chairman), The W estern Maryland Railway Co., Hagerstown, M d.; li. J. SU R i.E S (Vice-Chairman), Great Northern Railway, St. Paid, t Minn.;- B. A. GRUBBS, Norfolk and Western Railway Co., Roanoke, V a.; S. 1). * COULTON, The Now York, Chicago and St. Louis Railroad Company, Cleveland. | Ohio. I Trespassing Committee--*R. P. H A M ILTON (Chairman), St. Louis-San Francisco Rail3 way Co., St. Louis, Mo.; *\V. H. ROBERTS^ (Vice-Chairman), Chicago and North .1 Western Ry. System, Chicago, 111.; C. M. KIMBALL, Southern Railway System, 1 Washington, D. C .; H OM ER CONNOR, Baltimore & Ohio Railroad Company, BaltiT more, M d.; G. M. DYER, Kentucky & Jjjidlana Terminal Railroad, Louisville, K v.; * H, C. DAULTON, Louisville and Nashville Railroad, Louisville, Ky, J Staff Representative--L. W. DUTTON, National Safety Council, Chicago, 111. nan), St. Louis SouthChairman), The Dela- Past General Chairman 39