Ludwig Hoffmeister, injured at Montmorency, July 12; some cars were switched down against the car from which he was unloading apples, without notice to him, and he was thrown down and injured.H. Schurmann, laborer, injured April 2 at Hennessy. He was in car piling tile when the car was struck by a car of coal dropped in on that track, knocking the tile down on Schurmann.Foster & Roberts Co., for value of building at Lewiston, May 3. Engineman and fireman left engine and went into factory to get a drink; the engine with car ran away and knocked building down.Car loaded with salt; was being kicked down main line at Hawkins, October 12, brakes broke, car ran in on side track and struck another car, knocking it against side of building belonging to Blumenthal & Co., breaking in the walls and damaging machinery.June 8, switching crew at Kempshall backed a box car against the ammonia pipe which carries ammonia from the brewery to the bottling works of the Kempshall Brewing Company, knocking down the pipe, which was only twelve feet high, allowing the ammonia to escape.
Ludwig Hoffmeister, injured at Montmorency, July 12; some cars were switched down against the car from which he was unloading apples, without notice to him, and he was thrown down and injured.
H. Schurmann, laborer, injured April 2 at Hennessy. He was in car piling tile when the car was struck by a car of coal dropped in on that track, knocking the tile down on Schurmann.
Foster & Roberts Co., for value of building at Lewiston, May 3. Engineman and fireman left engine and went into factory to get a drink; the engine with car ran away and knocked building down.
Car loaded with salt; was being kicked down main line at Hawkins, October 12, brakes broke, car ran in on side track and struck another car, knocking it against side of building belonging to Blumenthal & Co., breaking in the walls and damaging machinery.
June 8, switching crew at Kempshall backed a box car against the ammonia pipe which carries ammonia from the brewery to the bottling works of the Kempshall Brewing Company, knocking down the pipe, which was only twelve feet high, allowing the ammonia to escape.
No one will pretend that these accidents and consequent injuries and losses could not have been avoided by the exercise of a little forethought and care. Why not do it and stop them in the future, avoid the injuries and save the money they cost?
ACCIDENTS TO TRAVELERS ON THE HIGHWAY
The increasing frequency of accidents to travelers crossing the tracks at highways, one-third of which the country over are fatal, are caused by the increased number and speed of trains, increase in the population of the territory through which the roads run, by the failure to always give the required signal of the approach of the train, frequently by freight trains passing through stations at a speed prohibited by Rule 6, by failure to have gates or flagmen at crossings where they are needed, by failure of gatemen and flagmen, when provided, to properly perform their duties on account of ignorance or carelessness, generally the former; but chiefly is the increase caused by failure on the part of the persons crossing the track to exercise any care whatever. Gates and flagmen are generally disregarded by adults and, as a natural consequence, by children, and the result is death and injury. I think that as a matter of dollars and cents it would be profitable to the companies to increase the number and quality of flagmen and have greater supervision given to this class of the service, as it seems to me a self-evident proposition that the lower the grade of labor the more supervision there is needed.
Among the many cases of this kind, I have selected some which will illustrate the matter. They are selected for the purpose of calling the attention of employees to accidents which might be avoided by the exercise of care on their part, and do not include any cases caused by such negligence on the part of the person injured as should bar a recovery.
Herbert Janson, wife, daughter, son and George Griffith killed; Morris Peck and Henry Blume injured, December 18, at 9:00 p.m., while driving across the tracks at Haskell; caused by sleigh being struck by engine running forty miles an hour. Headlight not burning, as required by Rule 55. No flagman at this crossing at night.H. S. Sorner, who was riding in an automobile across the tracks at Morton, April 14, was struck by engine; automobile was demolished but occupants not seriously injured. No gates or flagman at this crossing.Jacob Reich and Elbert Harris struck and killed while driving on 13th St., Montgomery, May 29, at 5:30 p.m., by engine. Gates up. The piano wagon on which these men were riding was demolished as well as the piano, and the horse killed.K. L. Manson, injured, rural mail carrier, struck by switch engine No. 869, at Woodmont Ave., Custer, June 12. There are gates at this crossing, but they had not been operated for a year on account of being out of repair.Gertrude Schiff, aged sixteen years, and Gustave Schiff, aged twenty years, were injured while driving across the tracks at first crossing east of Granton, August 9, at 6:35 p.m., by being struck by engine. No whistle was blown for the station and bell not rung. The station employee, whose duty it was to be on the crossing to flag same when trains were passing, had left there only an instant before the accident in order to go to the station house to assist in loading and unloading baggage for another train.H. L. Connors, driving across the tracks near Lowell, November 18, was struck by engine. No whistle sounded or bell rung for the crossing. Whistling post not in right place.M. A. Graves, while crossing the tracks at 9th Avenue and Wilbert street, Ontario, May 8, was struck by switch engine. No one on the engine knew that the accident had occurred.Edward Langdon struck and killed by engine at 7:21 p.m., August 6, at Water and Orchard streets, Berlin. No one on the engine knew that an accident had occurred; train traveling twenty-five miles an hour. Ordinance provides speed limit of twelve miles an hour; gates at this crossing, but not in operation. If Rule 6 had been complied with this accident would not have occurred.Wagon belonging to the Empire Novelty Company struck at Calkins at 9:37 a.m., October 29; wagon and contents badly damaged. Flagman at crossing claims to have been sick at the time of the accident, was in his shanty sitting down. He could not speak or understand English. Driver injured.
Herbert Janson, wife, daughter, son and George Griffith killed; Morris Peck and Henry Blume injured, December 18, at 9:00 p.m., while driving across the tracks at Haskell; caused by sleigh being struck by engine running forty miles an hour. Headlight not burning, as required by Rule 55. No flagman at this crossing at night.
H. S. Sorner, who was riding in an automobile across the tracks at Morton, April 14, was struck by engine; automobile was demolished but occupants not seriously injured. No gates or flagman at this crossing.
Jacob Reich and Elbert Harris struck and killed while driving on 13th St., Montgomery, May 29, at 5:30 p.m., by engine. Gates up. The piano wagon on which these men were riding was demolished as well as the piano, and the horse killed.
K. L. Manson, injured, rural mail carrier, struck by switch engine No. 869, at Woodmont Ave., Custer, June 12. There are gates at this crossing, but they had not been operated for a year on account of being out of repair.
Gertrude Schiff, aged sixteen years, and Gustave Schiff, aged twenty years, were injured while driving across the tracks at first crossing east of Granton, August 9, at 6:35 p.m., by being struck by engine. No whistle was blown for the station and bell not rung. The station employee, whose duty it was to be on the crossing to flag same when trains were passing, had left there only an instant before the accident in order to go to the station house to assist in loading and unloading baggage for another train.
H. L. Connors, driving across the tracks near Lowell, November 18, was struck by engine. No whistle sounded or bell rung for the crossing. Whistling post not in right place.
M. A. Graves, while crossing the tracks at 9th Avenue and Wilbert street, Ontario, May 8, was struck by switch engine. No one on the engine knew that the accident had occurred.
Edward Langdon struck and killed by engine at 7:21 p.m., August 6, at Water and Orchard streets, Berlin. No one on the engine knew that an accident had occurred; train traveling twenty-five miles an hour. Ordinance provides speed limit of twelve miles an hour; gates at this crossing, but not in operation. If Rule 6 had been complied with this accident would not have occurred.
Wagon belonging to the Empire Novelty Company struck at Calkins at 9:37 a.m., October 29; wagon and contents badly damaged. Flagman at crossing claims to have been sick at the time of the accident, was in his shanty sitting down. He could not speak or understand English. Driver injured.
Many of these crossing accidents occur and no one on the engine knows that they happen. Whether it is because of the kind and position of the headlight now used or because the men on the engine are not keeping a proper lookout or by reason of the recent manner of construction of the large engines, making it impossible for the men in charge always to see an object on the track, I do not know, but I notice that some of the Class G-9 engines have the air cylinder and pump on top of the running board. While riding on a train the other day, I asked an old runner whether they obstructed the view. His answer was an object lesson. He took his hat and placed it in front of the window opposite which I was riding and asked me if that obstructed my view. The cylinder could, I think, be put on the tank and the pump below the running board, which is now made wide enough to hold a political meeting on. Formerly they were narrow, just wide enough for a man to walk on, the old theory of construction being, as I understand it, that there should be nothing protruding from the sides of the boiler which would prevent the man in the cab seeing the bunting beam. If it were practicable to so construct the running boards and place air cylinders, pumps, etc., so that this could now be done, the engineman would certainly have a much better chance to see, and possibly some of these accidents be avoided.
And while the public insist upon our running trains at a high rate of speed and guarding the crossings with gates, flagmen, or warning bells, they, at the same time, for some inexplicable as well as unconscionable reason, attempt to hold railroads liable for all deaths and injuries, no matter how great the care and foresight the companies have exercised, or how gross the neglect of the injured party. It therefore behooves us to do everything possible to prevent such accidents, not only that we may thereby save life, but also money.
If gatemen and flagmen were uniformed and given authority to arrest persons crossing the track when gates are down and a penalty provided and enforced against people attempting to cross or walk upon a railroad track when the gates are down or they are warned by a flagman, accidents at crossings would be greatly reduced. As it is now the public compels the erection of the gates and then almost universally disregards them.
Before leaving this subject of accidents at highway crossings I want to call attention to Rule 12, which says that when cars are being pushed by an engine (except when shifting or making up trains in yards) a flagman must be on the leading car, and Rule 9, which requires that when cars are being switched over highway or street railway crossings a man must be stationed on the ground to act as flagman. Too much importance cannot be placed upon the observance of these rules, not occasionally, but always. If employees would comply with them fewer people would be injured. Try it and see.
In municipalities, run as slowly and carefully as you can and see that the engine bell is always ringing. Rule 3. Freight trains in going through stations should reduce their speed and do so under control, as per Rule 6. The fireman, as well as the engineman, should be on his seat keeping a lookout, and not engaged in waving a signal to some one on another train or elsewhere, or putting in a fire, and the engineman should see that he does this. On the double track when you are going to meet another train at a crossing, try to get the engine over the highway before the tail end of the other train gets by it. If you can't do that, slow up a little, so as to give the people who may be waiting a chance to see you, and, if you think there is danger, open your whistle to let them know that you are coming; that is what the whistle is for.
In the country be sure to sound the whistle; not once, but four times as required by Rule 2, and see that the bell is kept ringing until the crossing is passed, at dangerous and obscure crossings where you can neither see the travelers approaching nor they you; if you are running at a high rate of speed, sound the whistle before you get to the post, as well as at it. The law requiring the giving of this warning eighty rods from the highway was enacted when few trains exceeded twenty-five miles an hour. Now, when few passenger trains make less than forty, and many over seventy, in the open country, so little time elapses between the sounding of the whistle and the reaching of the highway that when possible more timely notice should be given.
And I want to say here that one of the difficulties met with in this class of cases, is the fact that sometimes engineers fail to blow the whistle and ring the bell, and as long as men are human I suppose such things will happen; but let us commence now and try to do it every time. The greater the storm of rain, snow, or wind, the denser the fog, or the darker the night, the more important it is to give the warning. In most of the states the law provides penalties for failure to sound whistle or bell. Some day they will be enforced.
If there is any way to discover whether the engineman and trainmen are observing the signals, which are located along the track for the protection of the passengers, other employees, travelers on the highways, themselves, and the property in their care, other than having inspectors observe their action on approaching signals, and ascertain if they give the required warning of their approach to highway crossings, etc., and you will advise the managements what it is, I am sure they will be glad to adopt such a plan. It has always been customary to have auditors examine the accounts of officers and agents handling money to see that not only are their accounts correct, that the money collected is remitted, but also to ascertain if the business of the company is done in accordance with the rules and a correct record kept of the transactions. No one for an instant thinks that the fact that the officers' and agents' accounts are examined is any discredit to them; most of us are not only willing but anxious that it should be done, as it is a protection to us as well as to the company. And if it is necessary to check up the officers and agents who handle money, is it not much more necessary to check up men who handle human beings and property of immense value, to see that they observe signals and rules before, instead of after, an accident?
And as it sometimes happens that an engineman will not notice that his headlight has gone out, especially when there is snow on the ground, any employee who sees an engine moving after dark without the headlight burning should stop it and tell the engineman; if you can't do it yourself call up the train dispatcher, so he can do it at the next station.
TRESPASSERS
Occasionally we have an accident in which trespassers are killed or injured while walking or playing on the tracks, which might be avoided by greater care and watchfulness to discover their danger, by warning them of the approaching train, either by continuous sounding of the whistle, by slowing up, or by stopping when you have reason to think they do not know a train is coming, especially on the double track when trains are moving on both tracks. The most heartrending of them all are injuries to children, and, sometimes, to women.
Let me cite you several of such cases:
Albert Jennings, ten years old, was sitting on the tracks north of Lampton, July 9, at 10:45 a.m., where he was struck by a work train of twenty-two empty flats backing north and both legs crushed. Air not coupled in as required by Rule 44; no hand brakes on the cars. Conductor was on the front car; claims he was keeping a lookout, and although he had a clear view for over a quarter of a mile says he did not see the boy until he was within three or four car lengths of him.Charles West, aged eighteen months, struck and killed 1,000 feet south of Savannah Station, June 16, by train. Child came on track through a break in the right of way fence.Margaret Kennedy, struck and killed on June 13, at 6:10 p.m., while walking on the tracks inside the city limits of Utopia, by engine running about twenty-five miles an hour; although the engineman saw her in time to have stopped, he did not realize that she did not see or hear the train coming, and failed to do so.Mrs. Helen Boston, eighty-four years old, struck and killed on a bridge near Lenox, September 1, at 4:35 p.m., by engine. Track is straight for about two miles and a half east of place of accident, and the woman wore a bright pink dress skirt. No one on the engine knew the accident had happened.December 21, engine ran over G. P. Krauss, at 5:40 p.m., a quarter of a mile south of Slazenger. Engineman says he saw something lying on the track and thought it was a bough of evergreen. He did not know until he reached the station that anybody had been struck.
Albert Jennings, ten years old, was sitting on the tracks north of Lampton, July 9, at 10:45 a.m., where he was struck by a work train of twenty-two empty flats backing north and both legs crushed. Air not coupled in as required by Rule 44; no hand brakes on the cars. Conductor was on the front car; claims he was keeping a lookout, and although he had a clear view for over a quarter of a mile says he did not see the boy until he was within three or four car lengths of him.
Charles West, aged eighteen months, struck and killed 1,000 feet south of Savannah Station, June 16, by train. Child came on track through a break in the right of way fence.
Margaret Kennedy, struck and killed on June 13, at 6:10 p.m., while walking on the tracks inside the city limits of Utopia, by engine running about twenty-five miles an hour; although the engineman saw her in time to have stopped, he did not realize that she did not see or hear the train coming, and failed to do so.
Mrs. Helen Boston, eighty-four years old, struck and killed on a bridge near Lenox, September 1, at 4:35 p.m., by engine. Track is straight for about two miles and a half east of place of accident, and the woman wore a bright pink dress skirt. No one on the engine knew the accident had happened.
December 21, engine ran over G. P. Krauss, at 5:40 p.m., a quarter of a mile south of Slazenger. Engineman says he saw something lying on the track and thought it was a bough of evergreen. He did not know until he reached the station that anybody had been struck.
As the traffic and population increase, cases of this kind grow in number, and, for some unknown reason, the public think that, while they must keep off the property of private individuals, where there is no danger, they are privileged to go onto a railroad track where everyone knows there is great danger, and after doing so a few times, the courts say they have a license to do so, and that we must look out for them and see that they don't get hurt. On the same theory I suppose the courts would say after a man burglarizes your house six or seven times that he has a license to try it again, and if he gets hurt because too much force was used in throwing him out, that you must respond in damages. So when you discover that people, old or young, are making a custom of walking through the yards or on the track, report it to your superintendent before, not after, someone is killed or injured, and he will try to stop it. And if you find a child or a drunken man on the track, drive him off, because if you don't they are likely to get killed; and your company will not only back you up but thank you for your thoughtfulness.
INJURIES TO OUTSIDERS
Rule 27 says that cars must be placed so as not to project over highway crossings, and yet any one going over a railroad will see any number of them so left, and the result is that about once in so often a wagon strikes a car in an attempt to get across, a horse is frightened, and a runaway results, someone is hurt, and money paid to settle the claim.
A serious case of this kind occurred at Warburton, July 9, in which Mrs. Jansen was fatally injured, caused by her horse being frightened by a freight car which was left standing fifteen feet in the highway, the end of the car being on the crossing plank. Horse ran away and she was thrown out.
A serious case of this kind occurred at Warburton, July 9, in which Mrs. Jansen was fatally injured, caused by her horse being frightened by a freight car which was left standing fifteen feet in the highway, the end of the car being on the crossing plank. Horse ran away and she was thrown out.
When cars are left in such position they not only frighten horses and cause accidents similar to the one last mentioned, but also obstruct the view of approaching trains. Both the law and rules of the company prohibit this, and the practice should be stopped.
And right here I want to call attention to Rule 32, which prohibits engines standing within 100 feet of a highway crossing, under a bridge, or near cars occupied by passengers, when it can be avoided, and yet the rule is so often disregarded that one wonders whether any one knows of its existence. Especially is this so with engines hauling passenger trains stopping at stations and occupying half of the highway, when they could just as conveniently be back some distance from it.
The stoppage of trains with the rear car standing in the highway should also be avoided so far as possible, particularly in the winter time, when there is always more or less steam leaking from the hose, as it is likely to frighten horses waiting to get by or in crossing the track.
Rules 18 and 50 say that trains must not block highway crossings more than five minutes. The failure to observe these rules is the cause of as much, if not more, criticism and profanity on the part of the public than almost any other one thing that train and switchmen do. No one but the person who is waiting to get across the track, and sometimes it is a doctor answering an emergency call, can realize how tantalizing and annoying it is, so, for goodness sake, observe the rules in the future.
LOCK TURNTABLES
Turntables should be locked (that is what Rule 31 says), and yet they are often left unlocked. The result is that children are attracted to the place, and sooner or later one of the little ones gets hurt as did the following, which are cited as examples:
Anthony Young, a ten-year-old boy, had his foot caught at Grandison, March 30, while playing on turntable which was unlocked.Phillip Chartres, eight years old, injured at Alvin, August 14, 2:30 p.m., while playing on turntable, which is about 1,400 feet north of roundhouse. Turntable was not locked.
Anthony Young, a ten-year-old boy, had his foot caught at Grandison, March 30, while playing on turntable which was unlocked.
Phillip Chartres, eight years old, injured at Alvin, August 14, 2:30 p.m., while playing on turntable, which is about 1,400 feet north of roundhouse. Turntable was not locked.
Now, it wouldn't take but an instant to lock the turntable. Why not do it and prevent some child, perhaps your own, from going through life a cripple?
Be careful not to leave any torpedoes around that are not attached to the rail, as required by Rule 7, and never put them on a rail in a highway; if you do children may pick them up and in playing with them get injured as did
John Newton, aged nine years, June 30, about two miles north of Walker. This little boy with his sister and another boy were returning from school, walking along the track. They picked up a torpedo lying alongside the track, and after trying to open it with a knife young Newton placed the torpedo on the rail and struck it with a stone, the torpedo exploded and pieces of the tin striking him in the eyes and face, badly injuring him.
John Newton, aged nine years, June 30, about two miles north of Walker. This little boy with his sister and another boy were returning from school, walking along the track. They picked up a torpedo lying alongside the track, and after trying to open it with a knife young Newton placed the torpedo on the rail and struck it with a stone, the torpedo exploded and pieces of the tin striking him in the eyes and face, badly injuring him.
DAMAGE BY FIRE TO ADJACENT PROPERTY
One of the great risks that every railroad that uses coal for fuel runs is the risk of fire to adjacent property started by sparks or ashes from engines. Any man running an engine ought to know from the sparks thrown out and fires started whether the engine is in good or bad order. Rule 29 says that the enginemen must report defects in netting and ash pans; this is required so that if the inspector overlooks the defect, or if one occurs between the regular inspections, it will be remedied before any damage is done, and if an engine is throwing more fire than she ought to, it is up to the engineer to report it and get it fixed. It will take less time than to make a report about the fire and condition of the engine, and, at the same time save both the owner of the property and the company a loss. In the lumber and sawmill country it is especially important that this be done, and where engines are working in or around sawmills, lumber yards, powder and tie plants, and other places where danger of fire is great, the apparatus for preventing the escape of fire should be absolutely perfect, and it ought to be the personal business of the engineman to know that fact; he should be present when the inspection is made, and see that it is done thoroughly, the same as he would if he and not the company had to foot the bill if the engine started a fire.
On the outlying divisions where traffic is light and trains are few, if an engine starts a fire, stop and put it out. If conditions are such that you can't do that with safety, drop a note off to the first section crew or agent, so that they can send men out to extinguish the fire. If you don't the Lord only knows where it may run to (on the western prairies I have known it to go twenty-five miles) or how much damage it will do in the lumber country.
If the precautions suggested here, which are neither new nor original, but can be found in the rules and on the bulletin boards, had been adopted, none of the following cases would have occurred:
June 3, engine No. 2041 started a fire at Hansel & Woods Company's powder plant at Myron Valley; netting on this engine was in bad order; the hood provided by the company to be placed over the smokestacks of engines going into the plant of this company also in bad condition.A house and contents burned April 20, one-half mile south of Fort Andrew, started by engine No. 1759. This engine was inspected and reported to be in good condition, but upon re-examination was found to be defective.On August 17, engine No. 539 set out three fires between Selkirk and Belmont. Fires were observed by train crew, but train was not stopped, and no effort was made to extinguish the fires, which burned over 15,000 acres of ground, destroyed about 1,100 tons of hay in stack, one building, a large acreage of winter feed, fence posts, etc.
June 3, engine No. 2041 started a fire at Hansel & Woods Company's powder plant at Myron Valley; netting on this engine was in bad order; the hood provided by the company to be placed over the smokestacks of engines going into the plant of this company also in bad condition.
A house and contents burned April 20, one-half mile south of Fort Andrew, started by engine No. 1759. This engine was inspected and reported to be in good condition, but upon re-examination was found to be defective.
On August 17, engine No. 539 set out three fires between Selkirk and Belmont. Fires were observed by train crew, but train was not stopped, and no effort was made to extinguish the fires, which burned over 15,000 acres of ground, destroyed about 1,100 tons of hay in stack, one building, a large acreage of winter feed, fence posts, etc.
INJURIES TO EMPLOYEES CAUSED BY THE CARELESSNESS OF OTHER EMPLOYEES
And, first, as in the case of passengers, those caused by collisions. From the number of collisions on the main track and in yards one would almost think that the general and fundamental customs and rules on railroads that "In case of doubt always adopt the safe course," and that "Speed must always be sacrificed to safety" were seldom observed; on the contrary, I believe it to be the exception and not the rule, else the number of accidents resulting from such failure, though many times what they should be (and as long as men are human we will have some accidents), would be so much greater in number that people would be unwilling to travel at all. I believe that in the near future the number of such cases will be so greatly reduced that the least thoughtful of us will stand aghast at the record of 1904 and 1905, and that these fundamental rules and the instructions contained in what are known as the "Flag Rules" and "Caution Card," will be so strictly observed and enforcedand that blocking of trains by space, not time, intervals will become so general as to practically eliminate this class of accidents, which are caused:
By failure to watch for and observe block and other signals.
By trains following each other too closely.
By trains following at too high a rate of speed.
By failure to protect trains stopped on the main track.
By cars not being left in to clear at sidings.
By switches being left wrong.
By lack of caution in time of storm or fog; and
By general carelessness and failure to realize the terrible result which is bound to follow any lack of care, failure to comply with the rules andthe uncertainty of detection and punishment if such carelessness and failure to comply with rules does not cause an accident.
Every man in the train, engine, and switching service ought to have every requirement of these rules by heart, understand exactly what they mean, and be ready at any instant, and in any weather, to execute them to the letter, and no punishment should be too severe for failure to observe them to the very letter, for on their faithful observance depend the lives of passengers—it may be some of your own loved ones—of employees, and the safety of the property entrusted to the companies for transportation, as well as their own. And yet, if the instructions contained in the two fundamental rules and those known as the "Flag Rules" had been observed, none of the following cases and many others that help fill the records and the daily press would have happened. It is a standing disgrace that such accidents happen, and the sooner employees help get the careless and reckless men and the drones out of the service, as it is your duty to yourself and the companies to do, the quicker the traveling public, yourselves, the property in transit, and that belonging to your employer and yourselves, will be safe and the greater your certainty of getting to the end of your run to be welcomed by the wife and children awaiting you.
In this connection I want to suggest to the enginemen that when you discover a cause for the sending out of a flagman give him a chance to go back before you get stopped, so that he can cover the required distance quicker. And as these rules are among the most important, if not the most important, in the book, I call especial attention to them.
The following cases will illustrate how much room there is for improvement in this regard:
Joseph Atkinson, brakeman, injured September 26, at Muggleton. He was standing on top of way-car in train which stopped just west of the depot and then started up and ran into side of freight train.Alexander Peabody, engineer, George F. Smivins, fireman, injured at 10 p.m., October 3, on track 3, near Penryn Ave., Peltonville; engine No. 784 was backing down track 3, and collided with engine No. 1891 standing on that track. Instructions require engines running on this track must run at slow rate of speed, so as to be able to stop within their vision. The engine was running so fast that it could not stop, although Engineer Peabody saw engine No. 1891 when 300 feet distant.J. L. McPherson, yardmaster, and Jacob Gonorowski, brakeman, injured at Peeweezle, July 28, were in caboose of extra engine No. 674, which was stopping for drawbridge, when engine No. 937, Engineman Isidore Guggenheimer, ran into the rear of train.Luke M. Peters, engineer, injured April 14 at Aromintap, was in charge of engine No. 2143, backing around Y, when train No. 31 backed into extra No. 7326, to which engine No. 2143 was attached.L. P. Jarvis, engineer, and Samuel Minns, fireman, injured November 20, at 7:15 a.m., one-half mile east of Peeble's Corners; engine No. 759 had just backed in on side track with work train, and switch had not yet been closed; engine No. 1473, train No. 48, Engineer Tibbits, Conductor Perry, came along at a high rate of speed, and ran into this open switch just east of the home signal, colliding with engine No. 759.February 14, at 8:20 p.m., one mile north of Indianapolis, Ohio division, extra freight engine, Packard conductor, collided with Ohio division passenger train No. 11. This freight train had an order to run from Indianapolis to Cameron as an extra. Indiana division passenger train 141, due at Indianapolis at 8 p.m., was 15 minutes late. Conductor Packard of the extra was on station platform when this train pulled in. He supposed it was Ohio division No. 11 and so told his engineer, and pulled out and met No. 11 a mile from the station. Two engineers and one fireman were killed and five trainmen injured. If Rule 53 requiring conductors and engineers of trains at meeting points to ascertain by word of mouth what trains they are had been complied with accident would have been avoided.Nov. 5 freight train No. 52 slowed down to take side track at Park Rapids when extra freight moving in same block, on caution card, ran into caboose and rear brakeman was killed. If Rules 7, 14 or 15 had been complied with accident would not have occurred.
Joseph Atkinson, brakeman, injured September 26, at Muggleton. He was standing on top of way-car in train which stopped just west of the depot and then started up and ran into side of freight train.
Alexander Peabody, engineer, George F. Smivins, fireman, injured at 10 p.m., October 3, on track 3, near Penryn Ave., Peltonville; engine No. 784 was backing down track 3, and collided with engine No. 1891 standing on that track. Instructions require engines running on this track must run at slow rate of speed, so as to be able to stop within their vision. The engine was running so fast that it could not stop, although Engineer Peabody saw engine No. 1891 when 300 feet distant.
J. L. McPherson, yardmaster, and Jacob Gonorowski, brakeman, injured at Peeweezle, July 28, were in caboose of extra engine No. 674, which was stopping for drawbridge, when engine No. 937, Engineman Isidore Guggenheimer, ran into the rear of train.
Luke M. Peters, engineer, injured April 14 at Aromintap, was in charge of engine No. 2143, backing around Y, when train No. 31 backed into extra No. 7326, to which engine No. 2143 was attached.
L. P. Jarvis, engineer, and Samuel Minns, fireman, injured November 20, at 7:15 a.m., one-half mile east of Peeble's Corners; engine No. 759 had just backed in on side track with work train, and switch had not yet been closed; engine No. 1473, train No. 48, Engineer Tibbits, Conductor Perry, came along at a high rate of speed, and ran into this open switch just east of the home signal, colliding with engine No. 759.
February 14, at 8:20 p.m., one mile north of Indianapolis, Ohio division, extra freight engine, Packard conductor, collided with Ohio division passenger train No. 11. This freight train had an order to run from Indianapolis to Cameron as an extra. Indiana division passenger train 141, due at Indianapolis at 8 p.m., was 15 minutes late. Conductor Packard of the extra was on station platform when this train pulled in. He supposed it was Ohio division No. 11 and so told his engineer, and pulled out and met No. 11 a mile from the station. Two engineers and one fireman were killed and five trainmen injured. If Rule 53 requiring conductors and engineers of trains at meeting points to ascertain by word of mouth what trains they are had been complied with accident would have been avoided.
Nov. 5 freight train No. 52 slowed down to take side track at Park Rapids when extra freight moving in same block, on caution card, ran into caboose and rear brakeman was killed. If Rules 7, 14 or 15 had been complied with accident would not have occurred.
Rule 12a says: When you get a train order the conductors must read it aloud and then sign it and show it to the engineman, the rear brakeman or flagman, and the engineman must show it to the fireman and in case of freight train to the head brakeman, who are required to read it, the object being that every employee on the train will know what the order is and if the engineman or conductor forget it the brakeman or fireman may remember and by remembering prevent an accident.
DERAILMENTS
Next come injuries caused by derailments, which generally result from running into open switches, off derails, too fast running at bad places in the track, defective equipment or track. Nearly all of the cases would be avoided by careful running, proper inspection of track and equipment, and by compliance with the rules.
Oct. 21. 10 a.m. Passenger train 41 derailed near Venice while running around a reverse curve fifty miles an hour. Engineer killed; fireman and twenty passengers injured.April 27. Way car jumped track at middle lead switch in Pewaukee yard and switchman Jno. Williams killed; Jas. Grant and Robert Riley injured.Lemuel Izzard and L. Wackles, killed; R. P. Bownes, engineman, Roderick Bloke, stockman, Robert Castel, fireman, C. Plympton, brakeman, injured, four miles west of Beadleston, July 24. Train No. 36 had broken air hose or axle, derailing and throwing third car from engine onto westbound track just as train No. 98 was coming. Train No. 98 ran into derailed car and 14 cars of time freight burned up. Izzard and Wackles were stealing a ride on train No. 36.
Oct. 21. 10 a.m. Passenger train 41 derailed near Venice while running around a reverse curve fifty miles an hour. Engineer killed; fireman and twenty passengers injured.
April 27. Way car jumped track at middle lead switch in Pewaukee yard and switchman Jno. Williams killed; Jas. Grant and Robert Riley injured.
Lemuel Izzard and L. Wackles, killed; R. P. Bownes, engineman, Roderick Bloke, stockman, Robert Castel, fireman, C. Plympton, brakeman, injured, four miles west of Beadleston, July 24. Train No. 36 had broken air hose or axle, derailing and throwing third car from engine onto westbound track just as train No. 98 was coming. Train No. 98 ran into derailed car and 14 cars of time freight burned up. Izzard and Wackles were stealing a ride on train No. 36.
ACCIDENTS CAUSED BY DEFECTIVE EQUIPMENT
I shall next call your attention to accidents caused by defects in the equipment, especially in that of freight cars and engines. They are of such frequent occurrence as to no longer attract attention, but when the time comesthat the man who inspects reports not to the foreman, whose duty it is to keep the equipment in repair, but to a superior, whose duty it is to find defects, there will be a material reduction in such cases. Train and enginemen should report defects discovered by them on Form 995 and attach card to truss rod of car or locomotive tank. And first we will take up those caused by defective cars:
J. I. Smindorf, brakeman, killed at Snook's Junction, by falling from car, September 8, at 7:40 p.m. The running board was rotten and full of holes; the brake at the north end of the car would not hold on account of having a loose ratchet wheel.P. L. Merritt, conductor, injured at Pencost, November 12, was climbing down side of car; screw pulled out of top handhold, allowing Merritt to fall to the ground, striking on a rail.Randolph Smuck, brakeman, injured at Parrott, April 3, was going down side car; stirrup was gone and he fell to the ground.Matthew Brummage, switchman, injured January 4, at Keewahtah, was riding on car which was being switched; he tightened the brake, but the dog was in bad order and he had to hold brake with his hand. There was two inches of slack on the bottom brake rod, the chain slipped, and he was thrown from the car and his left foot run over.
J. I. Smindorf, brakeman, killed at Snook's Junction, by falling from car, September 8, at 7:40 p.m. The running board was rotten and full of holes; the brake at the north end of the car would not hold on account of having a loose ratchet wheel.
P. L. Merritt, conductor, injured at Pencost, November 12, was climbing down side of car; screw pulled out of top handhold, allowing Merritt to fall to the ground, striking on a rail.
Randolph Smuck, brakeman, injured at Parrott, April 3, was going down side car; stirrup was gone and he fell to the ground.
Matthew Brummage, switchman, injured January 4, at Keewahtah, was riding on car which was being switched; he tightened the brake, but the dog was in bad order and he had to hold brake with his hand. There was two inches of slack on the bottom brake rod, the chain slipped, and he was thrown from the car and his left foot run over.
How many of the accidents caused by defective running boards, handholds, ladders and brakes would have been avoided had Rules 25, 26, and 28, requiring trainmen to examine cars, brakes, and ladders and to set out bad order cars been complied with, I leave you to guess. And why when such defects are discovered by train and yard men they do not report them to the next crew taking the car, so as to prevent any of the latter being injured, I never could understand.
One cause of the great increase in accidents by trains breaking in two and by defective couplers is probably on account of the fact that many of the automatic couplers are commencing to wear out and are not repaired or renewed promptly enough, and, also, because the levers and chains of the coupling apparatus do not receive sufficient attention. Another reason is because of the unnecessarily hard usage given the couplers, especially in the yards where trains are made up. Just why an appliance to save life and limb should be abused by the employees, for whose benefit it was put on the cars and engines, is one of the things which it would take a mind-reader to answer. But the truth of the matter is, as every experienced adjuster knows, that the automatic coupler has cost the railroads for equipment and freight damaged many times over what it cost them to settle claims for personal injuries caused by the old link and pin coupler; and when the brotherhoods take up such matters as this and try to remedy them, they will not have so many crippled members drawing insurance for permanent disabilities, which would have been avoided by the proper handling of cars.
Another class of injuries which has come with the safety appliance is that caused by the bursting of air hose, and it is surprising how many of them there are.
Some day a man will get up a hose which won't burst, or which will give notice of its intention so to do, and we will all rise up and bless him. The following are samples taken from a job lot of such cases:
G. A. Graham, conductor, injured June 4, three-quarters of a mile north of Bogle; caused by air hose on car bursting, causing Graham to fall against stove in way-car.K. L. Grobbet, brakeman, injured one mile north of Brandon; caused by the air hose bursting, throwing on emergency brakes. This man, who was in front end of way-car, was thrown to the ground.
G. A. Graham, conductor, injured June 4, three-quarters of a mile north of Bogle; caused by air hose on car bursting, causing Graham to fall against stove in way-car.
K. L. Grobbet, brakeman, injured one mile north of Brandon; caused by the air hose bursting, throwing on emergency brakes. This man, who was in front end of way-car, was thrown to the ground.
Now let us see the result to persons by reason of improper loading of cars:
R. Puddles, switchman, injured at Grammaton, March 4, was hanging on side of car loaded with lumber, engineman shut off suddenly, and when car stopped the lumber slid and caught his hand between lumber and stake on car. Lumber was loaded in two piles 16 ft. lengths, leaving a space of about six or eight inches between the piles.George Brownell, brakeman, injured July 17, one and one-half miles south of Cranton. At Cranton train extra, picked up a car loaded with logs; two stake pockets broke; logs fell under way-car, which tipped over.
R. Puddles, switchman, injured at Grammaton, March 4, was hanging on side of car loaded with lumber, engineman shut off suddenly, and when car stopped the lumber slid and caught his hand between lumber and stake on car. Lumber was loaded in two piles 16 ft. lengths, leaving a space of about six or eight inches between the piles.
George Brownell, brakeman, injured July 17, one and one-half miles south of Cranton. At Cranton train extra, picked up a car loaded with logs; two stake pockets broke; logs fell under way-car, which tipped over.
And it is just as important to properly unload packages of newspapers and mail from moving trains, and to exercise a little care in throwing coal from engines, as it is to see that freight is securely loaded. The number of accidents caused in this way since the running of the fast mail and newspaper trains commenced would fill a book and could all have been avoided by the exercise of that care which employees or postal clerks would have exercised if they, instead of the company, had to foot the bills caused by their carelessness. To me, it seems not a difficult or unreasonable precaution to look, before you throw out a heavy bag of mail or half a dozen packages of newspapers, to see that no one will be hit by them, and that they could and should be dropped just beyond the far end of the station platform, but never in a street or public highway; and don't throw your clinker bars or ash bars off engines, or anything else for that matter, without looking to see if anyone is passing and when through with them put them in a safe place so they won't project and strike anyone on the next track or fall off and injure someone. If this had been done cases like the following would not have happened:
Henry Forbes, roadmaster, injured November 3, at Marionette, was walking west on station platform, when mail sack was thrown from train struck him on the legs and knocked him down.Paul Rhelips, injured at Dragitt, May 15, at 5:30 p.m.; caused by his being struck with a block of hard wood which was tied to a letter thrown from train by the baggageman, while passing through the station at 45 miles per hour.
Henry Forbes, roadmaster, injured November 3, at Marionette, was walking west on station platform, when mail sack was thrown from train struck him on the legs and knocked him down.
Paul Rhelips, injured at Dragitt, May 15, at 5:30 p.m.; caused by his being struck with a block of hard wood which was tied to a letter thrown from train by the baggageman, while passing through the station at 45 miles per hour.
ACCIDENTS CAUSED BY DEFECTIVE ENGINES
During the last two years there has been an epidemic of accidents caused by defective grate-shaking rigging and defective shoveling sheets on engines, especially of the former. A few years ago they were practically unknown. Now they come so often as to create no remark. The following cases will demonstrate the necessity either of some different apparatus for shaking grates of engines, of greater care in using the apparatus, or of some better method of inspection and repair:
A. G. Kenly, fireman, injured near Windermere; caused by the shovel which he was using catching on the shoveling sheet of engine No. 418.James Cooney, fireman, injured June 19, in Caster yard, was shaking grates on engine No. 917, and connecting rod broke, catching his hand between shaker rod and quadrant.H. D. Porter, fireman, injured near Mansfield, May 10; caused by grate rod breaking as he was shaking the grates on engine No. 1280.
A. G. Kenly, fireman, injured near Windermere; caused by the shovel which he was using catching on the shoveling sheet of engine No. 418.
James Cooney, fireman, injured June 19, in Caster yard, was shaking grates on engine No. 917, and connecting rod broke, catching his hand between shaker rod and quadrant.
H. D. Porter, fireman, injured near Mansfield, May 10; caused by grate rod breaking as he was shaking the grates on engine No. 1280.
Next we come to a class of accidents which is also on the increase and which is of comparatively recent origin, and which, I believe, could and should be absolutely prevented by the exercise of a little mechanical ingenuity or which, even under present conditions of engine construction, would be avoided by greater care on the part of the engineman. And some day when an injector breaks or a blow-off cock is opened as some mechanical superintendent is passing an engine, and his legs are scalded, I will bet my next month's salary against an 1899 bird nest that they will find a way to prevent such injuries, which are as painful as they are unnecessary and expensive, either by putting the blow-off cocks under or on top of the engines, instead of having them project from the side.
W. P. Willard, engineman, injured July 22, 4 miles west of Janesville; injector on engine No. 4618 broke, and Willard was scalded about face and head.Henry Jennings, conductor, injured October 1, at 5:55 p.m., north of Rathburn; was walking by engine, engineman started the injector and threw hot water on Jennings.Edward Sterns, night engine inspector, injured at Granby roundhouse, January 12, at 8:45 p.m.; he told engine dispatcher to open valve to see if sand was running properly; dispatcher opened the blow-off cock instead of sand valve, and steam and hot water scalded Sterns' right hand and leg.
W. P. Willard, engineman, injured July 22, 4 miles west of Janesville; injector on engine No. 4618 broke, and Willard was scalded about face and head.
Henry Jennings, conductor, injured October 1, at 5:55 p.m., north of Rathburn; was walking by engine, engineman started the injector and threw hot water on Jennings.
Edward Sterns, night engine inspector, injured at Granby roundhouse, January 12, at 8:45 p.m.; he told engine dispatcher to open valve to see if sand was running properly; dispatcher opened the blow-off cock instead of sand valve, and steam and hot water scalded Sterns' right hand and leg.
Every year a number of accidents occur to employees caused by defects in engines and appliances furnished enginemen, nearly all of which could and should be avoided if there was a more thorough inspection, greater care taken in repairs and, what is just as necessary, more care taken by enginemen in reporting defects; and when you report defects, and repairs are not made, call the attention of your master mechanic or division roundhouse foreman to the matter and I doubt not that not only will the defects be repaired but greater pains will be taken in the future to see that your engine is kept in good condition.
William Curbin, stripper, injured at Elmwood shops on the 10th of March, was taking boiler front off engine No. 3461; removed all bolts except one, and while waiting for crane to be attached to the door to lift it away, the door fell on Curbin's leg, who was standing on the pilot beam of engine. Investigation showed that the bolt which had not been removed, and which had been left to hold door, was a "dummy."G. M. Cramer, fireman, injured, September 9, at Huntingdon, was climbing up on cab of engine No. 784, to get coal chute down, when brake released, and on account of leaky throttle, engine started back, and caught his leg between cab of engine and chute.J. B. Olsen, fireman, overcome by heat on engine No. 941; caused by absence of lagging on side of engine.M. H. Woodrow, engineman, and Douglas Evans, fireman, injured half mile east of Peverly, June 19, caused by whistle valve on engine No. 2605 becoming stuck, they being unable to fix it, and they were almost deafened by the continuous whistling. Whistle had been reported on the trip before by the engineman, but was not repaired.Henry Winterson, a boiler washer, injured on May 15, at Kendrick, was using a 4-ft. nozzle to wash out boiler of an engine, when the collar of nozzle came off, and he was thrown against cab of engine, injuring his back.
William Curbin, stripper, injured at Elmwood shops on the 10th of March, was taking boiler front off engine No. 3461; removed all bolts except one, and while waiting for crane to be attached to the door to lift it away, the door fell on Curbin's leg, who was standing on the pilot beam of engine. Investigation showed that the bolt which had not been removed, and which had been left to hold door, was a "dummy."
G. M. Cramer, fireman, injured, September 9, at Huntingdon, was climbing up on cab of engine No. 784, to get coal chute down, when brake released, and on account of leaky throttle, engine started back, and caught his leg between cab of engine and chute.
J. B. Olsen, fireman, overcome by heat on engine No. 941; caused by absence of lagging on side of engine.
M. H. Woodrow, engineman, and Douglas Evans, fireman, injured half mile east of Peverly, June 19, caused by whistle valve on engine No. 2605 becoming stuck, they being unable to fix it, and they were almost deafened by the continuous whistling. Whistle had been reported on the trip before by the engineman, but was not repaired.
Henry Winterson, a boiler washer, injured on May 15, at Kendrick, was using a 4-ft. nozzle to wash out boiler of an engine, when the collar of nozzle came off, and he was thrown against cab of engine, injuring his back.
The thought has often occurred to me that if the master mechanic or some one other than the foreman, whose duty it is to inspect and repair, would check up the work slips Form No. 141 and inspection records to see that the repairs called for on them were made, we would not have so many engine failures or accidents of this kind.
Before leaving the subject of engines I want to say a few words about accidents caused by the breaking of lubricator glasses and water gauges; they grow more frequent every year and until somebody invents something to take the place of glass—possibly the celluloid glass now used on automobiles may be available—which will not burst, as you value your eyesight, which becomes more necessary every day as the number, speed of trains, and signals increase, carry the shields, which the company has provided for your, not its, protection, over the glass, not in your seat box as many enginemen do now, and then when the glass breaks, and no one can tell when it will do so, there is little danger of your vision being impaired or lost by your eyes being struck by flying particles of glass.
DEFECTIVE SCAFFOLDS, DERRICKS, ETC.
Accidents caused by use of defective derricks, scaffolds, and the careless handling of derricks are comparatively new and are one of the recent surprises in the business. I venture to say that the companies have paid out during the last 18 months in the investigation and settlement of accidents caused by defective scaffolds enough money, not only to furnish the most approved scaffold now known, but to nickel plate them as well. The following cases will show what is going on in this way:
R. B. Babcock, bridgeman, injured at Ferncliff, a mile and a half north of Whiteston, Jan. 14, while standing near derrick mast, which was being raised and put in position on abutment; the mast suddenly slipped, and knocked this man off the abutment to concrete foundation 34 feet below, breaking his leg in two places and his arm, and bruising his hip.H. R. Roberts, bridgeman, killed near Red Creek, March 4, at 11 a.m.; derrick car in rounding curve an attempt was made to swing the boom of derrick to outside of curve, but it suddenly swung over to the other side of car and tipped the derrick car over; Roberts was standing on front end of car and jumped, falling back onto the track, and the derrick tender, which did not leave the track, ran over him. A 2×4 cleat, nailed on side of mast to hold sling-lines in place came off, allowing ropes, which control swinging of boom, to slacken so that movement of boom could not be controlled.B. H. Jackson, seriously injured at Leicester, Dec. 30; caused by the plank on which he was standing, used for scaffolding, slipping out of the hooks, on account of its being covered with ice and snow, and allowing him to fall 15 ft. to the ground.
R. B. Babcock, bridgeman, injured at Ferncliff, a mile and a half north of Whiteston, Jan. 14, while standing near derrick mast, which was being raised and put in position on abutment; the mast suddenly slipped, and knocked this man off the abutment to concrete foundation 34 feet below, breaking his leg in two places and his arm, and bruising his hip.
H. R. Roberts, bridgeman, killed near Red Creek, March 4, at 11 a.m.; derrick car in rounding curve an attempt was made to swing the boom of derrick to outside of curve, but it suddenly swung over to the other side of car and tipped the derrick car over; Roberts was standing on front end of car and jumped, falling back onto the track, and the derrick tender, which did not leave the track, ran over him. A 2×4 cleat, nailed on side of mast to hold sling-lines in place came off, allowing ropes, which control swinging of boom, to slacken so that movement of boom could not be controlled.
B. H. Jackson, seriously injured at Leicester, Dec. 30; caused by the plank on which he was standing, used for scaffolding, slipping out of the hooks, on account of its being covered with ice and snow, and allowing him to fall 15 ft. to the ground.
Within the last few years injuries caused by defective jacks and drop cables, which, when I commenced to investigate accidents, were unknown, have become very frequent. I mention the following to show what they are. All of them would have been prevented by proper inspection—not by inspections made to find things O.K., but by inspections made to find defects; and if not made for that purpose they had better be discontinued.
L. M. Lumpkins, section foreman, injured Feb. 20, at Graves; he was helping car repairer, and had jacked up a car in order to move the trucks, but when ready to let the car down the jack would not work, and all at once gave way, and Lumpkins was struck on the head by the lever and knocked down, injuring him.R. J. Hopkins, laborer, injured June 22, at Osazi, was giving signals to have train, loaded with ties, moved, when cable broke and hit him in the face.
L. M. Lumpkins, section foreman, injured Feb. 20, at Graves; he was helping car repairer, and had jacked up a car in order to move the trucks, but when ready to let the car down the jack would not work, and all at once gave way, and Lumpkins was struck on the head by the lever and knocked down, injuring him.
R. J. Hopkins, laborer, injured June 22, at Osazi, was giving signals to have train, loaded with ties, moved, when cable broke and hit him in the face.
In the same category, while perhaps not of the same class, come accidents at coal chutes and water tanks, roundhouses, stations, and other places. Had inspectors, repairmen and employees using the appliances, done as they would have done if the loss occasioned by neglect was to be theirs, none of the following accidents would have happened:
Will Flanigan, cinder pitman, injured May 21, at Cranby shops, was raising cinder bucket with hoist; chain broke, and the bucket fell on his foot.Frank Hogan, fireman, injured in Colby yard, March 16; had just finished coaling engine and pushed up lever to shut off the coal, when the pulley, over which cable works, dropped and struck him on the head.W. R. Brady, fireman, injured at Quarton, June 1; was standing on tank of engine to take water; rope was frozen and coiled up and he could not reach it; got the ash hoe and caught the rope and pulled the spout down; when it was part way down it fell and struck Brady in the back.D. W. Dalmann, operator and leverman, injured Aug. 12, at Hampton; was in interlocking plant throwing distant signal, when chain connecting lever with counterbalance weight broke and he was thrown to the floor.Stanley Lord, freight brakeman, injured at Rembrandt, May 20; was unloading freight from a car; the skid which was being used was broken off at one end, causing it to slip, and allowing Lord and the boxes to fall to the ground, injuring Lord.
Will Flanigan, cinder pitman, injured May 21, at Cranby shops, was raising cinder bucket with hoist; chain broke, and the bucket fell on his foot.
Frank Hogan, fireman, injured in Colby yard, March 16; had just finished coaling engine and pushed up lever to shut off the coal, when the pulley, over which cable works, dropped and struck him on the head.
W. R. Brady, fireman, injured at Quarton, June 1; was standing on tank of engine to take water; rope was frozen and coiled up and he could not reach it; got the ash hoe and caught the rope and pulled the spout down; when it was part way down it fell and struck Brady in the back.
D. W. Dalmann, operator and leverman, injured Aug. 12, at Hampton; was in interlocking plant throwing distant signal, when chain connecting lever with counterbalance weight broke and he was thrown to the floor.
Stanley Lord, freight brakeman, injured at Rembrandt, May 20; was unloading freight from a car; the skid which was being used was broken off at one end, causing it to slip, and allowing Lord and the boxes to fall to the ground, injuring Lord.
ACCIDENTS CAUSED BY DEFECTIVE FLOORS, PLATFORMS, ETC.
Another class of accidents which might also be avoided is that caused by defective floors and platforms in roundhouses and at stations, the failure to keep tools in repair, lack of light, and failure to properly secure lights on switches. While, fortunately, they are not so great in number, yet they go to swell the total, as well as the expense, and ought to be cut out, as they could be with proper care and supervision.