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1935 TRANSACTIONS National Safety Council Incorporated TWENTY-FOURTH ANNUAL SAFETY CONGRESS Louisville, Kentucky October 14 to October 18, 1935 The Brown, Kentucky and^Seelbach Hotels Copyright, 1936, National Safety Council, Inc. tx . <33 8 6 2 wu: U *j 3C o o . 8 g u - < 2 rt _. .= < <- 8 <a Jz s5lQJs< <aw ^a23* '5 K ^ w =s*>5? --Hs J1rt ^d<422 ^ic^^lals ;s gs = <3 a o >-; c5 a|V o *g u X_ ~ a, o t_> ,* e -x >. i o o U -rt ^ *X3 3 C> wUZ 10 ^ V s .C . fcj. >x, ,x w ?>Su^O ?S ?!sit/i 5o Q tj n > Ji ^ w CO W 5 c ~d r- cu KE *<3 to c2 o 15' a 5* * s ,5* 11 6 wca ts * 2> x C. *2 v? 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Ma Transa< visory For th< quoted over, S TN A yet of the divisio ter an other speed comp addre Safet cases are o cuss com expi - pap' S Twenty-fourth Animal Safety Congress--National Safety Council W. W. Trench, Schenectady Safety Council. W. D. Turueville, San Antonio Safet)' Council. E. J. Wallman, Power Press Section. Dr. C. H. Watson, American Telephone & Telegraph Co. Harrv M. Webber, Illinois Bell Telephone Co. Albert C. White, Jr., Springfield Safety Council. S. E. Whiting, Liberty Mutual Insurance Company. A. W. Whitney, National Bureau of'Casualty & Surety Underwriters. T. A. Willson, Accident Prevention Equipment Manufacturers' Section. W, II. Winans, Union Carbide & Carbon Corp. C. T. Winegar. Automotive & Machine Shop Section. Harry Wise, Sr., Chattanooga Safety Council. J. M. Woltz, The Youngstown Sheet & Tube Co. W. E. Worth, International Harvester Company. E. J. Zauet, Safety Bureau, Duluth Chamber of Commerce. - Earl W. Zimmerman, Safety Div., Syracuse Chamber of Commerce. A j t ; f , ` j : j J I I O' dr a t pr,s', E. .1 rc.' rru rat jar w- . abr ncil ril to the -.roup to took it d a year maintain itcrature, Mils. dieets of ceived a 1 to save mg lucky depart10 days tdditional 'cularly : trolley reduction '.ire of a . a coal ers, but solely . rhaps I 1 be re- .iployee .npaign _ mst give displays .mittee- Occupational Diseases Occupational Diseases i j i, . . FRIDAY MORNING SESSION October 18, 1935 The session *vas called to order by Mr. \V. Dean Keefer, director. Industrial Division. Xational Safety Council. Dr. C. H. Watson, ncwiy-eicctcd President of The Xational Safety Council and Medical Director, American Telephone and Tele graph Company, Xcw York City, presided. Present and Prospective Occupational Disease Legislation By F. ROBERTSON JONES General Manager, Association of Casualty and Surety Executives ,,.. New York, N. Y. Sfiicc iSe prevention of diseases is, to -some decree, a community problem, the state ought 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 ior 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 regulations tor prevention, emanating from other sources, such as are common in "labor" or "factory" laws, have too serious drawbacks to he etheient. They are apt to he indexible and quickly become . "out of date"; and they arc too apt to he perverted for die establishment of fictitious bases for wasteful and demoralizing damage-suit litigation. Scientific Imrcaus ni 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. Emphasis should he placed on prevention, not merely because "an ounce of pre vention is worth a pound of cure." but because public measures for the assurance of relief 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 ior, instead of as a supplement to , means for self-protection. Expert opinion now calls strongly for the entire elimination of employers' liahility for "damages" for occupational injuries--by disease as well as by accident--based upon negligence. That remedy is too uncertain in operation, litigious, demoralizing and wasteful: it furnishes relief to too few of the victims unless it he so liberalized as to he grosslv unjust and financially perilous to employers--and thereby harmful to industry and ail dependent upon industry. Losses from ill-health among workmen are primarily subjects for scif-providcnec or for "social insurance"--tor "sickness insurance" to help out during brief illnesses, and for "invalidity." "old age" and "widows' and orphans' " insurance where illnesses or infirmities result in long or permanent disability or untimely dcalth. 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Zr A c <s o* ai? Safety liiptifuicul Safety Equipment WEDNESDAY AFTERNOON SESSION October 16, 1935 The session was called to order by Chairman, Irwin W. Millard, president. Industrial Gloves Corporation, Danville, 111. Chairman -Millard mentioned some ot the problems of providing adequate safety equipment for industry. Respiratory Protective Devices (An interpretation of the U. S. Bureau of Mines, Schedule 21) By CARLTON E. BROWN, Chemist, and WILLIAM P. YANT, 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 pheric contaminants, or the inhalation of air deficient in oxygen. The devices in common use arc the mechanical filter respirator (commonly re ferral to as respirator) for protection against the inhalation of dusts. smukcS. fumes, and mists or what may he referred to collectively as atmospheric particulate matter; gas masks for protection against the inhalation of gases anil vapors; oxygen breath ing apparatus, hose masks, and air-line respirators for protection against (lie 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 tection against the inhalation of and the impact and abrasion from the atmospheric particulate matter generated in sand blasting or abrasive blasting with steel shot. These devices arc designed to furnish protection either by making the wearer's inspired air safe to breathe or lie supplying the wearer with safe air from a supply which he carries or from outside the contaminated zone. The wearer of the first or air-purifying type, on inspiration draws air from his immediate surroundings through the device which cither removes the contaminant, usually In- chemical or mechanical filtration, or converts it into a harmless substance. This type, of course, offers no protection against atmospheres deficient in uxygent as it does not add oxygen to the air. There arc two types of respiratory protective devices of the second type designed to supply the wearer with safe air. In one. the wearer receives his air supply from a cylinder of compressed oxygen, liquid oxygen, liquid air. or from a chemical which yields oxygen upon decomposition. This air supply is part of the self-contained unit, all of which is carried hv the wearer. In the other type a hose, attached to a facepiece. is connected to a compressor or blower whose intake is located in safe air. Air is forced through the hose to the wearer. Xntc: Published by permission of Director, lb S. bureau of Mines. 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S -- | ; .75.-.<.x. ""5^ >.-== Imu OUftli ij: i< t> J< fc* w -o glliisti li iil^i -S.S-5'E-2.5i -E- 25 - 5 " = '-gzls? 5-t0 6 S tr " i'" - "is.= i -S-^ClS-'sps ri c r x. fc w u S'E.^; - .= r-r S3 5 ' e"5-?.2 = 5 2 55 ~ = r.^r. - ^ ^ : i ; cb .2 K H .= rH S,? " i. "* u =- pr='x "- t -- b " 1'rurr*5~C~U <--:-a, "vrr5. i:"5. :=i=' - S- 3; ^ s" 5 j -- z -" <^!:z I - -?i- - e- si- n = .- T c- ?; i >wrwwii jt. j ? c- = i _ = s *rw--^Tjv ^ v ww C - ^ V --^ y ~ * * = 1S-='? C *.= = '5 = 3^ ?= 4-5 ^ ^ ^i ^ i j- v i. - t r:(jj o' : E ~ . ^ . 1/ t * 3 -`1 ~z~:i. 2 r- ~ z. x. " . z h -z loi^S cIj?ssI.s=-S'5 urr^r-r-uw^rt .ii Mc r.*5Z. -:lsSl^Ss5S u= n = = - 3 ^0v.,,-g5S^ = ; = '.- 3 " . ri ,".x-g y x~ v >.-j; i fo u;- i-m B;^- ~Ur:jiE:-Z*fl5j!j ~:-z - ^ y o = > = y X 3 r,-* ; t r= 3 i c-r-= 5 3 2 := = ? - < >- - t .' ~,: X- Z~ =2 's -- . r. u ' - W-- ; ;-c^ it *= = ' = *.= r * 1^1= -- c~ rz x. _J y =rr=- = = .25'-; y = c. _ = ;/. " = - 3 ^= - - ru 5-?> : = y-=- - - ~"z t L. ;<-i* iH* yP g.z y u--- oisjy yin u :4r!l4= i5:-=-I: sM:5 _ _o* UJ z c.ut n^is = '< = ,_-' g.y -j~ -- --cu- 3--"l-* "~ ^-- '* : ,SJ--5 2"iSS ?-.-" 7 0 s.Ls s?:.r - y= I 3= = 4v. = .= = = o- =i = tC'.i = 3u2=^ =-r.a u 0 S = - t =- -7 s y'F t-X c 5 -=. ~i s. k" 5= ; --a------i!u =^_w ^ = is f g i ZJ. ~ - .- i, -w V " >.* c :"x s^ . . i-ili-x I 3 4i' *"T . .* H >U* r-. == J.S C " ^1-s. ,,=.S. "4kl .2I ._= =c-^=4-'?gr:|-|XyL-.u5-r ^r-.tU= ^ t = W E - .5y 3 a-J 3 - - =' r y ~ t-f = ^E ry J-S --" "SCO " i-.H " 7n .y v-sr -i 7y*?" c c == " '^.i _-= y-t c5.= .= - - = 31 c-= y t" ^= -. ,,-o.s- 5try=^-4u =" =h: 5 = x o = u-'-ss y y? K B CH 0 w 5-v=T * H. **.= M S"S: = I-5" to 5 -3 isii-yii^i!!llf!tlfi CCy^* -tst/. -7= ^.___ iiilUiTA nmmIS '-v-==C-=-=--" s y n n U " l^-it -a I S - - INI =i4!.s-i|^^f5.rin inf-nn&:* sS^,2f;.?sff5'.s" --B4-iir.il ."rJ^ = s""I=sF5s.[-`iSs--si4l3fHi: e:il5'jlsiJi=== ^,,y_c--c= ?5--'-t==r S-.s-0 S .y = " = =.y = X-a.i = --?|^.c- _"|-i- 52s fejs.= S_5.SES=y = S = E ;,i t-s=== - s ='t c-^ u r: =- g y - = c, == s- .= '= r=-F {; c ^'5.- >>'5^-, > r-1 s sil^sl i K| IS it? u:i|:s.| a / M m 7*/ ^.2Z*-S* .-= o'=H- C.I 5*s =-?= . C ' ="C = s S "ti= -| C- 4 -s J =- 4; 2 \.i =:-!-=3s==-=.-^ye.-.c=ysj-;==lu-us!sS"yc= <r =.t 3 -Is 2 "?- -2s-=oa = nos-2 lidl4ltll!iSs1 t| 11 _= r-:y 0_ ,, yv _-- j . -- X <*. z--r.Z.---r. w rt ~ -- s - ,'? -i=.TMy kt- o 5= '7- = '3 = -- ^ u r: o ^ s.y-5.yr.=-:-i:.5 Sri H ;=-==. -.3.? = ,,.x4.y - o - u r*= *r=:-='t:.t ~ = r r r '7 - -~Z S " " 7 ; ^i'=47i-=:2!.t o 3-=c- < = s-i = a s.'i 7.=? = ? x-ii&S =- > s. fe'H'o o "u to c 2 c -sjSs-S^ c ^iso m - : 3"-'" o = ? w * ^ 6#.^ * z "S.ia-iHs?'-: 5-s.y .? ` 5.c o r ' =y==^~s:Jx-5 i^=M:- .^L sir I ?w = s SK>. 1-1 ||f* 2 or o-= S .1=2^ 5s III ill S M'S P.= tr-- 7Cj=z s*" s 0 ^ ,---_= - X'~ =a c^ ri-1,5 >1 "5y4-= 1^5>:o?psa.4, S-S-M jr ~ -- j *r^ - = "I=x s ^ = 5 - y s - c = 3 ?r e r " 4=5-- - =- 15 t=. l-= . 5. `is o e =-x p-, u S ^-SE " J r-st-=-~.i- 2 -lgfe^s5`_ y| 2 5.^4 = 5fS = zitmim<o = ZS_: a. = >.-- c = = = " 2 = c- h ='= - 5 Sd "fS; == UiS -s In SSF::-:| y E- >- = r- > _ _ `3 S5. Hi Mil If--___ c 5 i; t 2 3. r> i-2r'5tlcg<"|5 y 5 = c.= 5"o 1 3 E" X- y ..3-3 .1 s y r^F'-'F sui..;5 4 s IpIsPP" !?i ulii^ r - 2r-2^=S---tC; Ow* yI^lls iiiffttr.'= = i-= 2 i - 1. S' i -- i ` -f t. -- s ill ssl^ 11 = >, rs ct W o!*= *3-- - i- ^^.y u X 2- -= r. > - gfeS 2S8 III S y3y K 25 o = a o U. ,b-- -.=U*.-----_r' ;ie< c-p - o x-3-p OM 1-1 I I 2'5 --n I-- II1/1 rui!lgy r---.yb--* ri - - H - a ; '= 7- ^ r - "; o scJ-2--~-- ?. '" 2 4^'Hs - r C~ u ~ s li- Z-i-= *= o <0 " c't- = ^l ---- c . C ^ I *-=11 .'= ^ = '- b z - i- '-- i- _ -- = 5= =5= `E- u = o ~ Z x -i ? .T *" r~ 3 ~ !M: -- *3 - " ft ^ '- -- Z C __M r = s -j 5 = - ? r'^-r'.l~ \\^e\j | -z- = = b |.f ?== 2 = >- ; i.i; i"s-: 5-5 St-2 -t3, _ = *= c = w c _ " -j i, = .= = = =? 3w r x? c = - *- "2 *3._. -3- _=_ - -- 3 =^: >.t = = i i~ = -- r-3 ** S' tr.r.t l K : - -- z. vr~~-c -. - - = u- > y = - -- =!;:: s H g c 2 jro> - 5i:- _-___ r-- t = 3 8 Zr: 'z(* ~ jj A, mIi; 5 llllsi - * -`7. -I._ !!;to: *MZ* Ic=I mi: iPJIPI --.n i --a uy>.>.a.=, . =. " 3 >* t w t .3 S V -- tit " * _- r -- r -- ^ ^ - y - --.. r 7/ Tr* " rj L I=i -- s z Z. = jf i j? \fzt - : ^ tr-x 7 r- . =~ s- ^rv: - t * Z c. g CS -~z jyi s -^ - r" 2 " u'o ^' , 4/- U i* = jf = 5 -- - ,,. U. ; 2, 11:1 siIii 3 - _ --C"- i-- S ?' s ; "='" i?,z __ 3 " - ^V C- H5=_ rt rt- --= ; H s O- .^CEC^'f-C 4- .i.yE-ji.c. =S'i : i-f 7--= a il s t c _, _/ 'T C *3 2P IS lJ- uoi: "; . --Z---I ^2 -= ** 3 tt rt ^ 0 s5 taM | r. % w Is Z>. ec ;73 JS~ g t *-A "tt s, '==- " -i- = v.-= rb i 2^= =^ = u i I-lT ll = : tbbt--v = ScuS2&i;"i- = ' = I "'!!_,.1i::Jsj--jS-i.2f t-iss =1I is ~- = = S z *3. 53 _ 5 " r';c = ." " -^ iVAll . *.Ss_.wc3= J=- ISf:|x|-ccTy US^*3IBtc.3 --o ; 3 -- 7 vi; > _: -- w '"if 5 3 ; E- __ = = 2 = i- = rt .3 rr* T? ^ '- ? 3 r: 7 -z ^ f~iI''t.lSg-i-IsiwHil^i = = c i "cc2 - rus s 2: c o to "3c c 3 s o 'O s & *s I n3 ~-g =-d c 2? 53 g =T >. = ? -3 c 5 S 7 -ii=jS = ji:. i"=tr.i r c-;>i: .-^i.2-= .= .2 .| s 5 li f. ir, S -322 = gi -r^S-Z.'S.= ^-:rc = ii-i; 5^:-^ .. = 7 ^ rr . j> =! i = = c-=.iH3| u.. 5 ; ac ec i2 *= iS = = =c-ST-iwi; -*-_~-="3 't_= *' = -io t Jt -- u 5 =H.S5f '" E- = =: j>.2 =~ U =C""l ---.S>-"{ .ur---x^-.*t."..S,,= t u i = i- 17 >= l^VuSlrtiiiHiziVsl !^J<lfe1ilIii=fl!ilI i a| II r hB ------- tlj"7-7.5 *===.& = 5 - _______^SSE'5'E-; "|- |!="u-'f5=I=:| t;,=S5 5-1 ; E 5^~tS ~ 15 E Tl Nil I r- S2 - . ` u -' n 7* r r - - r 7 i o.y\mt mii II t.II"= ^s-i.i- I= i. > " z= ^ ,^1-- w V7. ? c 5-5 .1 ~ :"i"S^1f|f=8 ol-g-I K ' s -.r = s Sf =.-sr g|-= = o.S V-=>.i 2 114ut = r:`gtH . >.T 217x2.1 | =_ &-1ti*i,-i : Il-=|l ill dill r- -- c ".= tt -- - E C 5'a==iE--:is | I 7i oS b S. II ill |'Inj.3^=^- it^..-3.H= 5= 5s5 5---5"3=3 g5 J;tl;j;.taZl --jz -s -z --: ;. xZ i" % -yU- S*r ~'-u *.--Z u u " T fe `i =.=5- = == ,= -M2 = -'IP-t l 5.? U; G- ,, a- XxxX 3- ,=U i".i2-- il--^y "r-- 7X -- -_ ris^ U ,,.!" Xrx= == _T i=^=-: t- =z i.-..-. -...= _r: R_.==T^-r <O- t:-- c u>rr 3 " 5" 2 = -3 = "!:==. .. = > - ? j' -^-.5.;3 `.'-*=- U"-. C3 S=- <--",.?|(T.:oz:S^jrc--i i: g, z-=SE"-3-?^=l-iv=^w8s.Sg 2^= _ - 2_ ;''= 3 r e = = = -s 2 b c S_ = = r,-s"-"-8 :==3l .fs = ^5ir?LS^ ' I ^ " r- = - r - :?Ni^5r?.s^r-ss z 5 ..-^k-r_ si =7_____ - : ^s-sslil^E'-s = = = = b =>.JI|* K1 II.s^ AS =2 ii 2 P =.i .?! 24 Bs paj$ J''-> pj =r . .Jit. o u ij a o c * v. 5> o % o< I_ ;c<i. l.:-r ?> II -- -- i z ^ is *- - c I X ** I! d ill cl *. v -z h = ls*S -r -- r -- *1 si. H6 its. =- ; 6 J e r =51 "la-; ~3l <^r, W =5; Sc? x -i Sv-i > r = >< n egi !2 s a o| W-, - 8^ 1 7 J ~4 C ^j;, iwi mwi<--u. 142 Twenty-fourth .innital Safety (. angrrss--Mutionn! Safety Council sliort blasts of nir into the hair. This procedure removes from the bag dust and jjnt which clogs the pores of the filter and makes breathing difficult. The proper time for cleaning the hag is when the wearer experiences discomfort in breathing. When compressed air is not available some dust may be removed by tapping the bag lightly and brushing the outside of the bag. 5. To prevent irritation of the skin and for .general sanitarv purposes the respirator should be cleaned after each day's use. The rubber and metal parts may be. cleaned with soap and water, and for general sterilization thev may be dipped in a 3 per cent solution of carbolic acid, a 2 per cent solution of lysol. or a 70 tier cent solution of denatured alcohol, then rinsc<| with water, assembled, and hung up by the loop in the felt bag to dry. The tiller bag and hcadstrap always must be removed before the respirator is washed or sterilized. 6. While not in use the respirator should he kept in a dust-free place, prefer ably in the original container. The manufacturer is renuired to maintain the quality of his product and to see that each mechanical fdter respirator in all its parts is constructed according to the drawings or records that have been accepted bv the P.urcan for this device and that are in the Bureau's files. Mechanical filter respirators that exhibit changes in 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 ior the manu facturer to apply for an extension of approval on any change in the mechanical filter respirator which does not affect the filtering characteristics of the filter. Changes 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 tbc open market. Tlic Bureau reserves tlic 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 For the purpose of assisting our foremen in the selection of the proper safety equipment we have standard specifications and every foreman has a copy. In it he will find the protective equipment required for any class of work. Moldcrs. cupola tenders, furnace tenders and helpers in foundry and forge are 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 detec tive castings, cleaning castings with compressed air. grinding castings to remove gates or fins, pounding on castings to remove sand cores, pouring molten metal into mohls with hand or bull ladles, removing gates or fins inmi castings with air chisels, or hand chisels and hammers, and working' in vicinity of chipping hammers. Leggings arc 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 come 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, carpenters, millwrights, and so on. wear them whenever they are engaged in work where there is the slightest chance of objects falling from overhead. Our employees wear "Congress" safety shoes for their protection in addition to the leggings. We use a leather steel faced glove when charging a cupola or handling pig iron. Full leather palm gloves with band top arc used in chipping casting fins, load ing and unloading tumbling barrels, and removing castings from sand. For the protection of health, workers in the brass foundry arc provided with overalls and undershirts with full length sleeves. This is in accordance with Illinois Safety Section, A A R--Steam Railroad Section, N 6' C Safety Section, AAR--Steam Railroad Section, NSC Officers 1934-1935 General Chairman--T. H. Carrow, Pennsylvania Railroad, Philadelphia. First ['ice Chairman--W. H. Failing, Central Railroad Company of New Jersey Reading Company, Philadelphia. Second Vice Chairman--C. P. Larson, Missouri Pacific Lines, St. Louis. Members of the Committee of Direction: Eastern Territory--II. R. Cole, Erie Railroad, Cleveland, Ohio; Charles E. Hill, New York Central Lines, New York City. IVestem Territory--L. F. SirF.on, Chicago, Rock Island and Pacific Railway, Chicago. Southern Territory--D. H. Beatty, Southern Railway, Washington, D. C. Secretary--J. C. Cavisto.v, Association of American Railroads, New York City. Officers Elected for 1935-1936 General Chairman--C. F. Larson, Missouri Pacific Lines, St. Louis, Mo. First Vice Chairman--E. A. Meyer, Chicago, Milwaukee, St. Paul and Pacific Railroad, Chicago. Second Vice Chairman--E. G. Evans. Louisville and Nashville Railroad, Louisville, il[embers of Committee <>/ Direction: Eastern Territory--A. O. Beck, Canadian National Railways, Montreal; H. A. Rowe, Lackawanna and Western Railroad, New York City. IVestem Territory--F. W. CuRTts, Denver and Rio Grande Western Railroad, Denver. Southern Territory--L. G. Bf.ntlf.y, Chesapeake and Ohio Railway, Richmond. Va. Secretory--J. C. Caviston, Association of American Railroads, New York City. A complete report oj these sessions is published by the American Railway Associ ation in a booklet entitled, "I'rocccdinns of the Fifteenth Annual Medina of the Safely Section, Louisville, Ky.. Oct. 15 to 17. 1035." Copies of the booklet are available from the Association of American Railroads, N. V, C. The follotuintj is a condensed record. TUESDAY MORNING SESSION October 15, 1935 The opening 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 at all times, .list there is hides more ivty rules or ing the case, in trouble, lion recently, years ago. >. to properly lerstand your at will never >, because he pressions im'lish interests vinoved from lie early days of education itended doing ructions, but iorethought. widely disun to glance of habit that accidents, or influence ol nforce those processes for roup of men ne Railroad mess Associ- Id down to tain of our danger were ;gers killed. to be upon XFORCED. . stray upon i.istanter and surplus and respect is Mates 50,025 ' 'nited States two months. < 'da. In the red on the nada." Safety Section, A A !(--Steam Railroad Section, N S C 463 From the following it will he 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 1901 to 1910.......................................50,025 1925 to 1934.......................................24,951 Injured 53.427 30,200 Totals 103,452 55,151 Decrease............................... 25.074 (50%) 23,227 (4395.) 48,301 (407) 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 of the railroad safety departments. (b)--Protective measures adopted by railroad police departments. (c)--Introduction of other modes of transportation brought about by improved highways and the practice of hitch-hiking. Persons entering upon property occupied by another, in the absence of any contractural 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 the services of our special officers, guards ami watchmen as far as they will go. and rely upon these men to inculcate the spirit of watchfulness into all officers and employees so that trespassing will be held to a minimum. Trespassing by our better class 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 be partially cured by appealing to parents and school authorities. This plan lias been tried out on many railroads'-with success. As to what might be termed "general trespassing'' on railroad premises, it is conceded that an appeal through the press, and hy continually reminding the public that hazards exist wherever there arc moving engines and cars, is by far 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 oi trespassing. TUESDAY AFTERNOON SESSION October 15, 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 46S T:ccnly-J ouvth . hiuntil Safety Cninjress--National Safety Council portaut rules tint .arc not being enforced, .and I want to quote Mr. W. J. Patterson, director. Eurc.au of Safety, Interstate Commerce Commission, in what he said last year--"An operating officer .assumes a grave responsibility if. in his desire to ex pedite the movement of traffic, he permits violations of rules to go uncorrcctcd." 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, Gifford Pinchot. of Pennsylvania, his brother Amos, and others began to preach the preservation of the natural resources of our country, and since then we have heard much in regard to the conservation of coal, timber, iron, oil, copper, and the precious metals. But to me it has always seemed strange that it was not until 19P>* that any organized, concerted effort was made to conserve the most precious things in -the world--the lives and limbs of our men. women and children. In that year the National Safety Council was bom. and there was then begun and intensively carried out a wellorganized campaign to instill into the minds and the hearts oi the people of America the principles oi safety--safety not only on our railroads and in our manufacturing plant-, hut in the homes, on the streets, in our schools, and at other places where accidents involving personal injuries arc likely to happen. To my mind, the Na tional Safety Council, after the American Red Cross, is the greatest humanitarian agency in this country. In no other industry has the doctrine of "Conservation of 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 all in a day's work and were bound to happen, no matter how well regulated or efficiently operated the particular railroad might lie. IIow utterly fallacious this theory was, you are able to demonstrate hv pointing out the constructive work your organization has flnnc in the oast twenfv-tive years. It is now well recognized that "railroading" is not extra-hazardous when con ducted by prudent, careful 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 safe and in good condition, and with a safe place in which to work, safeguarding that place in every way practicable. In addition, railroad supervisory officials, safety committees, and employees acting in co-operation with such committees, are endeavoring, in season and out oi season, to bring safety lessons home to the individual employee, through the written and the spoken word and through the medium oi apt posters displayed in conspicuous places about shop and yard. The very nature oi my calling makes me prefer to talk to you in dollars and cents. In 1947. latal and nonfatal eases cost the Louisville & Nashville Railroad Company $1.001.511.Sfi. while in 1934 the cost was only 5415.055.88. These figures tell their own story, looked at through the glasses oi a humanitarian or through those of an economist. They reflect a casualty decrease of from 21.38 per ntillionr.tan-ltours 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 oft my hat and felicitate both him and them with all my heart. Our experience Safety Section, el A R--Steam Railroad Section, N S C 477 Accident prevention is a problem that "ill lie solved primarily by individual action. We will never have adequate protection lor hitman life until the manufacturer insists on safeguarding every machine before it is offered tor sale; until the employer insists on sate equipment and safe methods of performing every job; until the worker makes safe practices a part of his sub-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. N'ot long ago in a large gas 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 him admission until be had deposited his cigar in a metal refuse container provided for that purpose. This gateman fully understood liis personal responsibility and lived up to the confidence reposed in him by his employer. But. you might ask. can we bring about such a change in the habits and customs of 130.000.000 people? Can we get each person voluntarily to assume his share of the responsibility for the prevention of accidents? The answer to these questions, in my 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 by our leading railroads and industrial 'organizations. In each location, in each industry, the work was started by 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 arc in the midst of a speed age. Records of travel--in the air, and on the rail, highway and water--arc being hroken 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 automnhilc on a large scale and the increas ing use of the motor bus and the airplane with high speeds, the railroads have steadily lost passenger business for many years, although the trend started to turn hack tipward slightly in 193-1. In that year, however, it was less than 18 billion passenger-* miles, as compared to an average of 3 IK billions for the five years 1926-1930. 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 by 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, as a matter of fact, has predominated over the demand lor safety. Air traffic has continued to grow, and the speed of highway traffic has increased trcmentluously. However, the cost in human lives ot this speed is startling. An increasing proportion of the public, it would appear, is going to demand safety in travel, along with speed, comfort and convenience, and reasonable price. What are the railways doing to meet this demand? The answer, in a broad way, is the provision of facilities over which modem and specially designed equipment can he operated successfully at high speeds with a maximum degree of safety. This may appear difficult, hut a study of developments indicates that the foundations have been wcil laid for 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--Steam Railroad Section, NSC 481 fatalities is concerned. However, there were 5,794 automobiles registered for each crossing injury, and tiiis record is not so favorable. Vour committee again recommends that individual railroads particularly stress the necessity of their train crews and others giving adequate and liinely tsarninq to the public of the approach of trains to a hiqhivay crossinq; that -varninq from cnqinc should be continued until the crossinq is definitely reached: that the standards oi protection established by the Joint Committee oil Grade Crossing Protection he employed where necessary at crossings to facilitate uniformiy anil public under standing of the signals; that crossings be periodically inspected and maintained in sound, travnblc condition with all 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-hichwav crossing 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 rAssistant to 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 the belief that a large decrease from the 1928 figures is still easily possible. We have felt that no good purpose would be served by a mere recital of statistics. That which has happened cannot be corrected hut should he used as a basis for thought and action to prevent recurrence. Your committee arc agreed that they should outline plans fur the iuturc rather than recite history. A review of the statistics indicates the major causes of 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 (1). (Report had been distributed in advance to all delegates.) There has been a marked and steady decline in non-train accidents per million man hours worked--the 1933 figures licing the lowest on record. Use of Hand Tools and Apparatus By II. R. CORE Assistant to Vice President, Erie Railroad All tools and machinery should be inspected at least monthly. Proper tools should be used for different classes of work. Reclaimed tools such as clawbnrs, cold ctnsc s. etc., should be thoroughly tested before placing in service. New men should he instructed in the use of tools and how to keep them in proper condition, loots should not lie left in dangerous places where employees may fall over them. Metal spurs should be used on ladders. The use of a rubber collar on cold or hand chisels to prevent pieces of material trom flying is suggested. A SO ton air jack can be used at wheel pits eliminating use of jacks with lever which might sup.