OAK ST. HDSF PREVENTION OF ACCIDENTS ADDRESS OF Ralph C. Richards Chairman Central Safety Committee General Claim Agent CHICAGO & NORTH WESTERN RAILWAY CO. Delivered at the Annual Convention of Association of Railway Claim Agents Montreal, Canada, May 24th to 26th 1911. 3SS.S?, UNIVERSITY LIBRARY UNIVERSITY OF ILLINOIS AT URBANA-CHAMPAIGN The person charging this material is responsible for its renewal or return to the library on or before the due date. The minimum fee for a lost item is $ 125 . 00 , $ 300.00 for bound journals. Theft, mutilation, and underlining of books are reasons for disciplinary action and may result in dismissal from the University. Please note: self-stick notes may result in torn pages and lift some inks. Renew via the Telephone Center at 217-333-8400, 846-262-1510 (toll-free) or circlib@uiuc.edu. Renew online by choosing the My Account option at: http://www.library.uiuc.edu/catalog/ NOV 0 8 2006 \r cy Prevention of Accidents on Railroads With Special Reference to the Organization of a Department of Safety BY RALPH C. RICHARDS Chairman Central Safety Committee and General Claim Agent Chicago & North Western Railway Co. r 1 3 ? E all know that the year ending June 30, 1910, was disas trous to those engaged in the railroad service, the men on our road suffering the same as those on other roads. Because of this, and because every hour of every day of the three hundred and sixty-five days in the year some one was killed on the railroads of this country, and thirty-jive per cent, of them were railroad men; because every five minutes some one was injured on the railroads of this country, and eighty per cent, of them were our people — our fathers, brothers, relatives and friends; because every time a man was killed or injured it meant sorrow, suf- fering, misery and frequently destitution to the widows and orphans left behind; and because every time one of us was killed or injured it increased the risk of those left in the service, as a green man had to be put in the place of the man killed or injured, and at the same lime the efficiency of the organization went down, frequently seriously crippling it. The management of the North Western inaugurated this movement for greater safety about ten months ago, so as to make its railroad not only the best, but the safest to work and travel on. Let me illustrate what I mean by increasing the risk and de- creasing the efficiency by just citing a case that now comes to my mind. The man killed was foreman of a switch engine which was coming from one yard to another. On the way over he met another engine which was stalled with a train. At the request of the crew of the stalled train he coupled on his engine and pulled them over to the other yard. When he got there he uncoupled his engine and sent it ahead and then started to walk over to it. The engine which he had assisted started up without ringing the bell, ran over and killed him. The rule requires that the bell shall be rung when an en- gine is about to move and while switching, and certainly when an engine has been standing still and has started up, the bell should be rung to give notice that it is about to be moved. If that had been done in this case a man’s life would probably have been saved and a widow and three or four children would not have been left in mourn- ing, destitution and misery. And think how much less time it would have taken to start that bell than it did to make a report of the acci- dent, and how much it increased the risk to the rest of the men to have such a man taken out of the service and the man who caused his death left in the service. The first thing done was to determine the causes of the large number of accidents. When we examined the statistics furnished by the Interstate Commerce Commission, as well as our own, we found that about one- half of the 450 passengers killed, an increase of 115 c r 34 per cent, over the preceding year, and one-half of the 15,515 passengers in- jured, being an increase of 3,399 or 28 per cent., on the railroads of the United States during the year which ended June 30, 1910, were killed or injured in train accidents, such as collisions and derailments, and the other half were killed and injured in little accidents That of the 3 418 employes killed, an increase of 962, or 39 per cent., and of the 68,925 employes injured, an increase of 17,121, or 33 per cent., 724, or one-fifth , were killed, and 6,870, or one-tenth, were injured in train accidents (see page 39 of the report of the Commission for 1910), being an increase of 21,597 in killed and injured of passengers and employes, or 32 per cent. This does not include the travelers on the highway, trespassers on the tracks and other outsiders killed and injured, as their number is not shown in the report. During the same year the gross earnings of the railroads increased per cent. On the North Western the number of all classes killed and injured dur- ing the same year increased 23 per cent., and our gross earnings in- creased I2y 2 per cent. That on our road during the year ending 4 April 30, 1911, where every injury is counted when a man loses a days’ time or more (the Interstate Commerce Commission requiring reports only in cases where men lose more than three days’ time), of the 17 passengers killed one, or six per cent, lost his life in a train accident, such as a collision or derailment, and 16 of them, or 94 per cent., in little accidents. That of the 62J passengers injured 8 2 or ij per cent, were hurt in collisions and derailments, and 541, or 87 per cent, in little accidents. That of the 91 employes killed that year jive of them, or six per cent., lost their lives in collisions and derail- ments, and 86, or 94 per cent., in little accidents. That of the 7 i 4-°8 employes injured 179 , or three per cent., were injured in collisions and derailments, and 7,229 , or 97 per cent., in little accidents. Put- ting it another way: That of the employes killed one out of 18 was killed in collisions and derailments, and 17 out of every 18 were killed in little accidents. That one out of every 42 injured was hurt in a col- lision or derailment, and that 41 out of every 42 were injured in little accidents caused by little acts oi carelessness and thoughtlessness, such as: Obstructions on tbe ground, sucb as ties, rails, coal, pieces of freight, draw-bars, piles of dirt and material left too close to tbe track, which would take less time to remove to a safe place than to report an accident caused thereby and cost practically nothing; Overhead obstructions; Structures erected too close to the track; Failure to put out a flag before going under car or enigne to inspect or repair it; Defective track; Faulty shaker bars; Defective tools and machinery; Going. between moving cars' to pull the pin or uncouple the air; Pushing couplers over with the foot, or arranging couplers with the hand just as the cars are coming together; Failure to comply with the rules, and sometimes by ignorance of the rules Failure to administer discipline when the rules were disregarded, unless an accident was, at the specific time, caused thereby; Carelessness or thoughtlessness, more often the latter, of employes other than the one killed or injured; Taking desperate, foolish and unnecessary chances, which, to an outsider, seems almost suicidal, such as: Standing in the middle of a track waiting for an engine and then stepping on the foot board or pilot, when the slightest mis- step means death or serious injury; Running hand cars too close together; Failure of trackmen to watch for trains; Stepping on nails projecting from boards thrown next to the track, some- times hy the very man who is injured; Failure to ring the bell before starting the engine; Failure to properly inspect and repair cars and engines; Carelessness of injured employes; Leaving cars so close to switch that they will not clear a man riding on the side of car on adjacent track. And in a hundred other ways these little accidents were cccur- ing the country over every day, many of which could be prevented in less time than it takes to report them; many of them resulting in increased risk to the men remaining in the service, and decreased efficiency of the organization; because we are always taking chances instead of taking the safe way— in the way prescribed by the rules — for the same reason, I suppose, that in the United States we take longer chances on murder than they do in Germany — thirty to one- believing if we are caught a sharp lawyer will get us off; the same as we take the risk and disregard the rules, hoping and believing that if we get caught the Committee will get us off. The greatest risk a careful man runs is the risk of injury through the carelessness of some thoughtless , reckless fellow worker. When such a man is found we should try to teach him to be careful; if we can’t do that, get him out of the service before he kills himself, you or some other man. Above all things, get into the habit of thinking along the line of safety and not as we have all done formerly, that these accidents were unavoidable and a necessary evil. When you analyze the causes of the collisions and derailments reported in the Interstate Commerce Accident Bulletin, you will find that but few accidents are caused by defective equipment, track, structures or improper rules, but that the large majority are caused by failure to comply with well known rules, and by little acts of care- lessness, thoughtlessness or forgetfulness. To illustrate the matter I call attention to the 24 collisions and 19 derailments, in which 81 people were killed and 827 injured, re- ported in Bulletin No. 33 for July, August and September, 1909, which was not selected by me because the cases are any different from those reported in other Bulletins, but simply because it happened to be the first one I could put my hands on, and this is what it shows: LIST OF CAUSES OF 43 COLLISIONS AND DERAILMENTS : Failure to flag ----- 3 Misplaced switch - 2 6 Misplaced switch, malicious 1 Rail point maliciously removed ... 1 Operator overlooked order 1 Conflicting orders (fault of Dispatcher) - 2 Mistake in copying ----- 1 Forgot orders ----- 2 Failure to identify ----- 1 Disregard of orders * 1 Misunderstanding of orders 1 Failure to deliver orders - 2 Misunderstanding of signal - - - 1 Both men and apparatus - 1 Assuming time of another train 3 Mistake of engineer moving throttle when reaching for whistle 1 Failure of signalman and flagman - 1 Broke in two and failed to set brakes on rear end - 1 Failed to test air - 1 Runaway on steep grade, engineer started without brakes fully charged ----- 1 Runaway on steep grade, unavoidable 1 Poor brakes ----- 1 Unsafe circus cars ----- 1 Derailment of car in passing freight train - 1 Cars too heavily loaded 1 High speed on curve - 3 Washout, engineer and roadmaster at fault 1 Unexplained ----- 2 Broken rail ------ 1 Bridge weakened by fire * 1 Loose wheel - 1 Flood ------ 1 RECAPITULATION Management at fault 1 Train Dispatcher at fault - 2 Employes at fault 27 Equipment or track - 5 Employes and equipment 1 Unavoidable ----- 2 Unexplained 3 Maliciously caused * 2 43 7 In view of these facts it seemed apparent, therefore, that in acci- dents, as in ever) thing else, it was the little things that counted, and that if we could eliminate the little accidents, or a considerable proportion of them, we would accomplish the desired result, and, therefore, our efforts were first directed to taking measures to prevent little acci- dents, believing that if the same amount of time, thought and effort had been given to the prevention of little accidents and a small part of the money expended for that purpose that has been so successfully devoted to the prevention of collisions and derailments, we would long ago have practically eliminated the little accidents. In order to bring these things to the attention of those most in- terested, meetings were held with all the division officers at the va- rious division points, at which the matter in detail was explained and their co-operation and assistance in the movement secured. Subsequently meetings were held with the men themselves and the matter explained to them. Figures and statistics were given them, covering not only the accidents occurring on our road, but on all the railroads in the country, it was pointed out how many of the accidents were caused, how they could have been prevented, and it was also shown to the men that they were the people who were get- ting hurt, and that they and their families — not the Company or the officers — were paying the frightful toll in death and injury, and how they, and they only, could stop it if they wanted to and would but make the effort. After holding these meetings on all seventeen divisions of the system, Safety Committees composed of men and officers were ap- pointed on each division, in the shops, roundhouses, yards and larger stations, to bring about greater safety. The Division Committees consisting of the Division Superin- tendent, Master Mechanic, Division Engineer, conductor, engineer, fireman, brakeman, agent, trackman, switchman and carman; the Shops Committee consisting of some of the foremen and some of the men working in the shops; the Roundhouse Committees were organ- ized in the same way; the Yard Committees are composed of the yardmaster and switchmen, and the Station Committees are com- posed of three or four of the men at each of the larger stations. There are now acting as members of these Committees 184 di- vision officers, such as superintendents, assistant superintendents, supervisors of motive power and machinery, master mechanics, train- masters, train dispatchers, yardmasters, shop foremen and general foremen: 28 agents, 30 conductors, 30 engineers, 14 firemen, 18 brakemen, 18 switchmen, 30 machinists, 19 section foremen, 23 freight house men, 22 carpenters, car repairers and inspectors, 12 boiler makers, 8 freight inspectors, 3 storekeepers, 3 hostlers, 2 laborers in shops, 5 blacksmiths, 2 painters, 2 engine inspectors, 2 engine dis- patchers, 1 flue welder, 1 moulder, 1 flagman, 1 supervisor of signals, 1 blacksmith handyman, 1 pipe fitter, 1 roundhouse sweeper, 1 smoke inspector, 1 operator and 1 demonstrator and apprentice instructor. These committees meet once a month, the Company paying them for their time. The total expense so far will probably not ex- ceed $10,000.00; the men serving not less than six months nor more than twelve months, the members being provided with and wearing Safety buttons to designate their office and authority. The names of the members of the Safety Committees are posted on the bulletin boards in the shops, roundhouses, switch houses and other places where the men congregate, for the purpose of giving notice who compose the Committees and to whom employes can go with their suggestions and recommendations. By their appointment a channel has been provided through which not only members of the com- mittees, but all other employes, can present in a proper and orderly manner suggestions and recommendations for greater safety and improvement in conditions and methods. The management not only invites suggestions but solicits them, and is thereby afforded the benefit of ideas and observations of the men who are actually doing the work. It brings the officers and men closer together, and from these committees I believe the future officers of the Company will be largely recruited. When these committees discover defective conditions, customs or careless practices lccal to their division or plant they are expected to see that the necessary improvement or remedy is brought about. However, if the matter is of general interest to the system it is re- ferred to the Central Safety Committee, composed of two General Superintendents, one Assistant Superintendent of Motive Power and Machinery, one Supervisor of Motive Power and Machinery, two Division Superintendents, one Engineer of Maintenance, Trainmaster of Chicago Freight Terminals, a representative from the office of the Vice-President, and myself as chairman. There are now some 473 officers and employes serving on these committees, and as they become more familiar with the scope and object of the movement for greater safety, and more experienced in 9 their duties, better results are obtained each month. If each member of the committee will prevent only one accident a month — as surely they can — a very large decrease in the number of accidents will be made, and when other employes join in the Safety movement (as they are doing) a still greater decrease will be made and greater safety and regularity will be secured. Trips over the various divisions on trains especially provided for that purpose are made by the committees, accompanied by the division and some of the general officers, and myself, at which times the tracks, yards, stations, roundhouses, machinery and shops are inspected. The committee is divided into sub-committees, certain subjects being assigned to each sub-committee and attention and inspection, for the purpose of discovering and remedying improper or unsafe methods and conditions in order that injury to employes and passengers may be prevented. At the end of such trips the sub-committee make their report to the full committee, and the various matters are dis- cussed and the necessary action taken. All committees make a report of proceedings each month to the Central Safety Committee, both as to local conditions, defects and methods reported and what action is taken, and such general re- commendations and suggestions as are brought out at their meeting The Central Safety Committee meets once a month and considers the reports, suggestions and recommendations of the division, shop, yard, roundhouse and other committees, as well as matters brought to its attention by its members. All recommendations thought to be proper and practicable are approved and are submitted to the management, and such recommendations are almost invariably adopted. Copies of the proceedings of the Central Safety Committee are furnished to all committees so that they will not only know what action has been taken with recommendations made by them, but also what suggestions and recommendations are made by all the Safety Committees, of the System and the action taken thereon, as well as the action taken by the management in relation to recommendations made by the Central Safety Committee. Safety bulletins, such as the one attached marked exhibit “A” are distributed among all employes, posted in places where they con- gregate and are published in our magazine. Monthly reports of all accidents by divisions and classes of employes and passengers, as per blank “B” attached. 10 Monthly reports of avoidable accidents by causes, as per blank “C” attached; Statements for the last twelve months showing the number of avoidable accidents, similiar to exhibit “D”; Monthly reports of avoidable accidents, giving a brief statement of the facts in each case; Reports of the progress of the work, showing the result each month with a comparison with the same month of the previous year, similiar to the one attached marked “E”; In relation to statement marked “E”, I desire to say in con- nection with the extraordinary large decrease in the number of personal injuries during the months of March and April 1911 as com- pared with the same months in 1910, that although the earnings for these months slightly decreased, we actually handled during the month of March over 9,000 more new loads, and over 5,000 more new loads in April, than we did in March and April 1910. Reports, similiar to the one attached marked “F” showing the classes of employes killed and injured, the percentage of increase or decrease over the same months of the previous year, are furnished to all the various Safety Committees; In relation to statement “F”, I desire to call your especial atten- tion to the very large decrease in the number of accidents to train- men and switchmen, which classes ordinarily furnish the largest number of fatalities and the most serious injuries. I believe that the exceptionally large decrease in the fatalities and injuries to the men in those classes was occasioned because they, before any of the other men, seemed to become interested in this matter of safety and to realize what the idea meant to them. Reports sent to all agents on the line showing result of the work for a period of months, similiar to exhibit “H”; Circular letters sent to all committees, similiar to the one at- tached marked “G”; Each member of the Safety Committee is furnished with a block of postal cards similar to exhibit “I”, to use in making reports to the chairman of his committee of any defective conditions or methods discovered by him, so that the same may be remedied immediately* ii Little pasters similar to the following: DETACH THIS BEFORE CASHING CHECK No. 1 Remember that it is better to cause delay than it is to cause an accident. Central Safety Committee, In twelve months 153 men were injured by stepping on nails projecting from boards and cleats taken from cars and thrown on the ground close to the track. Why not pile the boards and cleats six feet from the rails with the nails down and save such injuries? If you don’t do this, you may be the next victim. No. 3 Remember that it takes less time learn to do a thing right than it does to explain why you did it wrong. Exercise of care to prevent accidents is a duty which you owe to yourself and your fellow employes. No. 5 Every accident is a NOTICE that some- thing may be wrong with the man, plant or methods and should be immediately investigated by person in charge of work to ascertain cause and apply remedy. Every time an employe is killed or in- jured it brings suffering and sorrow to himself and family, and necessitates the employment of an inexperienced man in his place, thereby increasing the risk of in- jury to all other employes. You are responsible for the safety of others as well as yourself. During the last twelve months FOUR employes were killed and ONE HUNDRED THIRTEEN injured by falling over ob- structions left too near the rail Why not pile all material SIX feet from rail, clean up the piles of coal, cinders, dirt and draw- bars in the yards, stop such accidents and at the same time make our yards and station grounds more presentable. Rule No. 1185 requires it. In case of doubt adopt the safe course. Speed must always give way to safety. No. 10 The greatest risk of injury a careful man runs is through the carelessness of some thoughtless or reckless fellow-worker. When you find such a man try and teach him to be careful, If he will not be taught get him out of the service before he kills or injures himself or someone else: per- haps it may be you. 12 are put on all the pay checks, and when cash is paid are handed out with the money; a different one being used each month to attract attention to some special kind of accident or duty; And a general effort is made by the officers and employes of the system to exercise greater care in operation, and to make a more thorough and careful investigation of accidents when they occur in order to ascertain the cause, so that a remedy may be applied and its r e-occurence prevented. It will — I think — be readily understood that on a railroad 8,000 miles long, running through nine states, with 40,000 or 50,000 men on its payroll, it necessarily took some considerable time to get such a movement as this organized, as well as understood by the men who would be most benefited by it, and although the plan has been in effect for ten months, actually only five months as the organization was not perfected until December last, it has already, we believe, brought about much better conditions. In April the personal injuries reported on the system showed a decrease of 48 9-10 per cent; that is, instead of having 809 cases as we did in the year 1910 we had 420; and what is more remarkable still is that in the hazardous occupations such as trainmen, the decrease that month was 62 per cent, and dur- ing that month we had neither a passenger, a trainman, switchman, stationman, bridgeman, car repairer or inspector killed. If the same percentage of reduction in the number of accidents on railroads in the United States could be attained, and I believe with proper effort such a result can be secured, it would mean instead of having eighty-four thousand (t,r hundred and orty passengers and employes killed and injured, as we had for the year ending June 30th, 1910, we would have forty-four thousand one hundred and fifty four. In ten months we have had on our road 54 fewer deaths and 1559 fewer injuries than we had during the same period a year ago, making a decrease of 1613 cases divided as follows: DECREASE IN PERCENTAGE NUMBER OF DECREASE Employes - 1237 16.59 Passengers - 299 35-63 Others - 77 IO.9 Total 1613 17.92 And at the same time we have carried more passengers, hauled more loads, and earned more money than during the same period a year ago; whereas, during those same months of the previous year we showed an increase over the same period of the year before of 2243 J3 cases, or 33 per cent, and, gentlemen, this not only means that our records contain that many fewer reports of accidents, but that that many fewer times have we been obliged to call the priest and the under- taker; *that that many fewer times have we been obilged to call the doctor; that that many fewer times havethere been widows and orphans made, and that many fewer times has some man, woman or child been obliged to suffer pain and sometimes go through life a cripple; that we are taking better care of our cars and engines; that we are cleaning up our yards, blocking our frogs and guard rails, protecting our machinery and dangerous places, keeping our platforms clear of obstructions and properly lighting them; exercising greater care in selection of men and in operating our trains; that we now “ Remember that it is better to cause a delay than it is to cause an accident” ; that the operating men are spending less time investigating and reporting accidents and more time in preventing them and in attending to other duties that heretofore have been neglected for want of time; that we have organized an order of safety on the North Western Railway and every offiicer and employe is an active, enthusiastic member of the order, and that the force of the Claim Department have more time to investigate cases carefully and make proper adjustments, and if we can keep up the present percentage of decrease in the number of acci- dents it means to the Company a decrease of four or five hundred thousand dollars annually in the personal injury account, and to the men, not only greater safety, because as the work grows less hazar- dous better and more careful men will enter the service, but also a reduction in their assessments for brotherhood insurance, as when the deaths and injuries decrease so will the assessments. And when we install a department for the employment and education of men, we will change the railroad service from being one of the most hazardous in the world to one of the safest, and when we do that it will be an easy matter to secure the best men in the country to man our engines and trains. It also means that this movement for the Conservation of Men is getting stronger and better and more lasting every day, and with the same enthusiastic co-operation and assistance of the men of the Safety Committees, and of the other men on our road, we are going to practically wipe out the accident business, because we have com- menced to think and act and work along the lines of safety, and have demonstrated what can be done when we do that, instead of thinking, as heretofore, that these accidents are unavoidable and a necessary evil 14 At the time this movement was started I promised that the division having the fewest accidents in proportion to its business would be presented with a banner by the management of the Company in recognition of the success of the officers and employes of that division in bringing about greater safety. On the 20th day of April 1911 I had the pleasure of presenting that banner (a photograph of which is attached to this paper) to the Sioux City Division. It is, I believe, the first time in the history of railroading in this country, or any other, that such an emblem has been presented for such a cause. What it will mean to the working men of this country when the managements and men on other railroads and industries adopt some similar plan for the prevention of accidents, we can only guess; but if the reports published by the Labor Bureau of the United States (See Bulletin No. 78, September 1908) page 458) are correct and the total fatalities and injuries to the laboring men employed in the industries of the United States, as shown in that report as thirty-jive thousand deaths , and two million injuries of which 10 per cent of the deaths and 2/4 per cent of the injuries are railroad employes which will dem- onstrate that railroads is not the only industry that kills and injures employes is correct, you can realize as well as I what it will mean to the working men and their families, as well as to the industries, to reduce that fearful toll one-half. If in ten short months the men on the North Western can bring about that result, why cannot others do the same if they go about it in the right way. The credit for the success of the movement belongs to the men as they are the ones who have done the work and demonstrated wha<- four hundred and seventy-three pairs of eyes and as many active minds-there are that many members of the Safety Committees-can do in the way of discovering defective conditions and improper methods, and in preventing accidents. Without the co-operation and enthu- siastic assistance of the members of the Safety Committees, as well a s that of other employes, the movement would have been a failure; with such co-operation it is necessarily a success, and like every great movement in the annals of the world it is a triumph of enthusiasm. The bringing together of the officers and employes in this intimate way has already resulted in more friendly and better relations between them, and it is evident that in the years to come conditions will greatly improve, that these accidents will be greatly reduced* and we will thereby secure what everybody desires, greater saf ety and regularity . 15 EXHIBIT “A” SAFETY BULLETIN READ AND TAKE WARNING The following statement of injuries to Railroad Employes in the United States, caused by failure to comply with the rules or by careless methods, is compiled from the Report of the Interstate Commerce Commission, for the year ending June 30,1910. CAUSES Trainmen Trainmen in Yds Switchmen Other Employes TOTAL " "" * / Killed Injured Killed Injured Killed Injured Killed V Injured Killed Injured Adjusting coupler with foot 79 , 47 126 7 259 Adjusting coupler, cars accident- ally started 3 20 2 11 6 41 1 5 12 77 Careless manipulation of uncoup- ling lever 23 13 3S 1 75 Uncoupling without using lever (unnecessary) 4 26 2 28 2 65 1 8 120 Opening or closing knuckles when cars were near together; mis- calculated speed 6 88 4 33 6 98 1 6 17 225 Opening knuckle when cars were near together ; engine accident- ally started 2 10 1 11 10 8 3 39 Opening knuckle, lost footing 4 28 2 17 5 47 1 3 12 95 Riding on car to uncouple, slipped off 4 20 3 11 7 37 1 l 15 69 Caught by unexpected movement of car, due to mistake or mis- understanding in giving hand signals 3 10 1 10 4 21 2 8 43 Uncoupling moving cars and lost footing 7 43 7 20 13 72 4 27 139 Parts hard to move, causing delay i 21 6 11 1 38 Went between cars unnecessarily and contrary to rule 3 41 1 22 8 54 1 4 13 121 - - — — — — — — — TOTALS 37 409 23 229 51 620 5 42 116 J300 Why Not STOP Taking Such Chances Before It is Too Late ? You May Be The Next Victim ! Chicago, December 15, 1910 16 Form C. D. 155 3—21—1 i lM CHICAGO & NORTH WESTERN RAILWAY COMPANY STATEMENT OF EMPLOYES REPORTED KILLED OR INJURED Month Ending April 30th, 1911 CLASSIFICATIONS Train Service Switching Service Station Service Trackmen Bridgemen | Shops and Roundhouse Other Employment Total < 1910 Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Defective Engines 4 1 5 11 Defective Cars 3 4 1 8 16 Defective Track 1 Defective Tools or Machinery 2 2 7 Defective Blocking in Track Defective Platforms and Walks Defective Bridges Defective Buildings 1 1 1 Carelessness of Injured Employe 1 4 5 4 Carelessness of Other Employe 7 1 3 2 13 26 Carelessness of Foreman 1 1 Obstruction Overhead 1 1 1 Obstruction on side or on ground 1 1 1 7 Getting on Moving Cars 1 1 1 3 Cinder or dirt in Eye 11 2 3 1 2 19 53 Nail or spike in foot 1 2 1 1 3 8 12 Shaking Grates 2 1 1 3 12 Shaking Grates on defective engines 2 2 Train Parting 1 1 5 Derailment 3 1 3 1 7 Collision 3 I 10 1 13 Riding on pilot of Engine 1 Falling off Cars or Engines while in motion 3 Walking on Track 1 Going between Cars to couple or uncouple cars or hose 2 1 3 1 2 Not otherwise specified 29 14 12 5 25 4 2 17 1 11 6 114 2 168 Unavoidable 33 G 22 19 6 7 27 6 126 300 TOTAL ...... 105 I 35 1 37 5 57 1 11 12 1 55 | 1 | 20 7 332 | 8 648 Cases reported above caused by violation of rules A J 1 1 1 | ( 1 ! 3 1 1 1 Form C. D. 156. CHICAGO & NORTH WESTERN RAILWAY COMPAN\ EXHIBIT “B" 3-21-11 500 REPORT OF PERSONS KILLED OR INJURED MONTH ENDING APRIL 30th 1911 PASSE N G E R S E M P L O Y E S o UTS 1 D E R S TOTAL DIVISION Tas'cnger Trains On Freight Trains Not On Trains TOTAL Train Service Switching Service Station Service Trackmen Bridgemen ( 'a r Repairers Inspectors Shops and Roundhouse Other Employ inent TOT A# On Tracks Cars On Crossings Miscella- neous TOTAL 1911 1910 Killed Injured Killed injured Killed njured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured- Killed Injured Wisconsion 4 i 10 19 4 4 1 13 2 2 8 5 1 57 ~ T 1 3 0 2 n 3 78 1 10 : 112 N. Wisconsin 7 1 3 1 1 1 14 i i 15 ! 45 Madison i 1 4 1 4 4 2 15 i l 1 i 1 17 1 44 Ashland i 1 3 1 2 3 2 2 12 ! f 27 Lake Shore 1 1 3 2 1 1 i 6 3 3 3 3 4 10 1 22 Galenn 2 i 3 6 19 2 16 1 12 1 4 3 1 4 2 ii; 1 2 i 1 2 2 5 4 12 5 152 Iowa l 1 20 3 1 1 7 3 1 14 7 1 56 2 2 i 2 1 1 4 5 5 62 4 I 125 N. Iowa i 1 2 1 2 1 4 1 1 7 1 H Sioux City 1 1 2 1 3 i 1 1 3 7 1 8 Iowa and Minn. 4 1 1 6 1 1 i 6 25 Minnesota 2 "2 4 3 7 1 1 i 9 2 32 Dakota 1 2 3 6 :::: 2 1 2 1 1 1 1 13 i 16 i 1 32 Peninsula 1 1 3 1 4 1 2 11 12 1 1 21 Eastern 1 1 2 7 1 3 1" 2 1 1 5 1 1 20 1 1 1 i 23 1 52 Black Hills 1 1 hi: 1 1 5 1 1 '"7" 1 29 Chicago Shops Machine 5 Car 8 18 13 ! 18 Track Elevation 4 4 4 "7". Macoupin County Ity. ""2 W. & N. W. Ry. 1 P. It- C. & N. W. Ky. ! 3 Common 1 1 New Chicago Terminal ! ■ f 1 | j 9 Chgo Freight Terminal 20 > 26 20 | Others 4 2 r } . 1 ' ”’Z| TOTAL 1911 10 3 19 32 I 105 I 37 5 57 11 12 i 55 1 20 7 | 332- 11 2 7 2 in 1 15 14 35 21 ! 399 2S 781 TOTAL 1910 03 11 3 20 1 3 94 3 I 274 38 | 1 57 1 124 25 24 92 2 14 8 648 8 6 5 4 10 18 17 39 EXHIBIT “D” Statement of Employes Killed and Injured from April 1 , 1910 to April 1 , 1911 CAUSES KILLED Defective Engines - 1 “ Cars _ 2 “ Track - Tools and Machinery - - l Blocking in Track - - - 1 Platforms and Walks Bridges Buildings Carlessness of Injured Employe 10 of Other Employe - - 7 of Foreman - 3 Obstruction Overhead - - - - 1 Obstruction on Side or Ground ... 3 Stepping on Nails - - - - - Riding on Pilot of Engine - 1 Shaking Grates - - - - - Going between Cars to Couple . - 5 Derailments - - - - 1 Collisions - 5 41 Total Number Employes Killed and Injured during same period 92 Shop and Roundhouse men “ “ ‘ “ “ 5 INJURED 122 128 24 2 3 15 1 14 123 315 2 11 101 161 2 104 35 67 113 1433 7724 1256 Total New Loads handled during March and April. 1910 and 1911 1911 - March 157,854 149,500 - - April 148,380 142,610 1910 Increase - 9,474 - - 5,890 17 Statement of personal injuries reported between July 1st 1909 and April 30th 1910 and between July 1st 1910 and April 30th 1911. Ed \ > 18 RICHARDS, Chairman Central Safety Committee. CHICAGO & NORTH WESTERN RAILWAY CO. CENTRAL SAFETY COMMITTEE— Office: 226 W. Jackson Boulevard, Chicago Statement of Employes Killed and Injured from September 1st, 1909 to May 1st, 1910, and from September 1st, 1910 to May 1st, 1911 19 Increase p H 5 x X fcd o a < J HH < PS PS w H c/2 W H PS o o o < a o o •* o 5 o a 05 £ > '> _y * ►» -S y .5 _c o •> 'g .5 8) $ y >» J= ,o £ O* *s a a < bo a 33 fl y •2 ^ > +J no O V _C -O *- ►.'S ei H -M 2 o 2 * a O y - M -C to C •s s to o « 2 b -C +h 2 c ■Q a) - 12 to JJ a; y „D cd u y 33 "X £ 'g £ T3 C 3 g- >> ’G *j y +? > § o -M Qh i§ E co y O 3 co O « P>> 2 o 3 o >» JZ >? * T3 cS 2 ‘ S 2 ^ o a £ £ T3 g 5 cS C +J V etf t3 T3 *E > 03 o ho ■a .£ § 1 Oh '+- (U o 5 >» o ce y ' £ 5 £ no •*-> S B y js ■s -V 4-> >» « ■£ J= ,o bo -t-> B 3 O O '3 o be > |H ^ in .2 H -c cd ■m !T -C § co Cy a 8 T3 -*-> C 3 cfl 3 § 3 g>- e a o O >> 4-> cS 1 C3 05 CO o ; a; i lO CO 05 8 CO id b :q f-H CO rH T3 4) lO CO £■ s X 8 ^ OS co o 00 IO CO CO CD CO (M t- — lO ^ CO y >» J3 'H. S W Dm O V* 20 X Increase EXHIBIT “H” CHICAGO & NORTH WESTERN RAILWAY CO. Central Safety Committee Office: 226 W. Jackson Boulevard Chicago Chicago, March 8th, 1911 CIRCULAR LETTER NO. 9. All Division Superintendents : Gentlemen : A few days ago we had an accident on the track of an industry in which an employe of the industry was seriously injured while crossing the track going from one building to another, caused by his being struck by some box cars which were being pushed in on that track. There were two switchmen on these cars, but there were none of them on the ground going ahead giving notice of the approach of the train as required by the instructions contained in the letter from General Manager Cantillon, dated December 24th, 1910, paragraph 2, which reads as follows: — “A trainman should precede engine or cars moving on industrial tracks in order to prevent accidents to men employed in such industries and where necessary to disturb cars being loaded or unloaded it should not be done until ample notice is given to all persons in or about the car.” In the investigation of the case above referred to, it appears that no orders had been given to the switchmen in accordance with the instructions issued by the General Manager. I would be glad to know, therefore, what is the practice on your division and if instructions have been issued, will you be kind enough to furnish me with a copy of the same. If they have not been, I will be much obliged if you will ad- vise me whether it is intended to do so. If so, when they are issued, will you please send me a copy of the same. Yours truly, R. C. RICHARDS. Chairman Central Safety Committee. EXHIBIT "H” CHICAGO & NORTH WESTERN RAILWAY CO. Central Safety Committee Office: 226 W. Jackson Boulevard Chicago April 24th, 1911 CIRCULAR LETTER NO- 15. All Division Superintendents and Master Mechanics. Gentlemen : — I desire to call your attention to the attached statement of accidents occur- ing between September 1st, 1909 and April 1st, 1910, and between September Isf, 1910, and April 1st, 1911 the statement being made from September 1st, for the reason that on September 1st, 1909, we commenced keeping the present classification of employes injured. You will notice that we show an increase of nearly seven per cent in the num- ber of injuries and deaths to car inspectors and car repairers, that we have a very slight decrease in the case of shop and roundhouse men and a comparatively slight decrease in the case of track men. This statement will, I think, give us all some in- formation as to the basis upon which our campaign for safety should now be conducted and see if we cannot reduce the number of injuries to track men, car inspectors, car repairers and shop and roundhouse men. It is strange that in these occupations (which are among the less hazardous) we should make the poorest showing, and I hope we may do something within the next few months to improve this condition. In view of the increase in the number of accidents to car inspectors and car repairers, I would suggest that a representative from that class of the service be put on your Safety Committee, if you have not already done so. Yours truly. R. C. RICHARDS. Chairman Central Safety Committee 22 EXHIBIT “I” h ' Chairman Black Hills Division Safety Committee CHADRON, NEBRASKA Station. _ Date 1911 Location Your attention is called to following practice or condition: Action taken or * * Recommendation Signed Member Safety Committee. If car or engine reported, always give initial and number. 23