L. N. Corbey, brakeman, injured at Calton, Nov. 28; went into coal shed to get coal for caboose. In coming out he stepped on a broken board in the floor of coal shed and sprained his left knee and left hand.H. L. Minturn, injured at Acworth, Jan. 16, while running to throw a switch, he ran into a three-throw switch upon which there was no light.Jacob Paley, boiler-maker helper, injured July 11, at Hinsdale; was striking punch knocking out rivet; the punch came off the handle and struck him in the eye.A. D. Yarrow, injured April 3, at Alberon, while throwing switch near roundhouse, the switch light fell and struck him on the head.Albert Kaufmann, machinist helper, injured July 6, at Hamburg; was in roundhouse working near dynamo belt, which became unlaced and loose end of belt came round and struck him on the left arm.
L. N. Corbey, brakeman, injured at Calton, Nov. 28; went into coal shed to get coal for caboose. In coming out he stepped on a broken board in the floor of coal shed and sprained his left knee and left hand.
H. L. Minturn, injured at Acworth, Jan. 16, while running to throw a switch, he ran into a three-throw switch upon which there was no light.
Jacob Paley, boiler-maker helper, injured July 11, at Hinsdale; was striking punch knocking out rivet; the punch came off the handle and struck him in the eye.
A. D. Yarrow, injured April 3, at Alberon, while throwing switch near roundhouse, the switch light fell and struck him on the head.
Albert Kaufmann, machinist helper, injured July 6, at Hamburg; was in roundhouse working near dynamo belt, which became unlaced and loose end of belt came round and struck him on the left arm.
ACCIDENTS CAUSED BY OBSTRUCTIONS
Next in order, I wish to call your attention to accidents caused by overhead obstructions, drawbars, lumber, poles, cinders, and other obstructions left too near the rail, holes and trenches left uncovered, and failure to block guard-rails and frogs, etc. Everybody is or should be familiar with Rules 45 and 49, which require blocking of frogs and guard-rails and a clear space of six feet from the rail, and yet one would sometimes think, from the appearance of some yards, side tracks and switches, that the rules, like the midnight closing ordinance, were dead letters. It, however, is the intention and desire of the managements that they, like all other rules, should be enforced, and no one is so much interested in that enforcement as the train and yard men, who work in the yards and on side tracks and switches. If they had been observed, or if their non-observance had been reported by the men who must have known of their violation, none of the following accidents would have occurred:
P. B. Montgomery, brakeman, fatally injured at Mason, while attempting to uncouple car G., P. & A. No. 593 from O., M. & C. No. 1783; chain on pin being broken; blocking gone from guard-rail.John Lenahan, switchman, killed at Juniper, June 4; footboard of switch engine on which he was riding struck a telephone pole lying in the grass alongside the track, throwing Lenahan under the engine.P. D. Kendrick, brakeman, injured at Bentley, Jan. 5, 7:00 p.m.; was riding on the side of a box car, when he was struck by a spike sticking in a board, which was part of the fence around the cellar which was being excavated for the new depot at Bentley. It was necessary to amputate two fingers of Kendrick's right hand, his right leg, and he also received a very bad scalp wound.Peter Alton, brakeman, was climbing up the side of A., B. & C. car No. 2843, at Hackley, when he was struck and knocked off the car by a highway crossing sign at that place, and so badly injured that it was necessary to amputate both his legs below the knee, and his right shoulder blade was also broken. This crossing sign cleared this car only 2 ft.K. G. Purdy, switchman, killed in Walton yards, Dec. 10; caused by his being knocked off the top of a car by the Avery Street viaduct and run over and killed.
P. B. Montgomery, brakeman, fatally injured at Mason, while attempting to uncouple car G., P. & A. No. 593 from O., M. & C. No. 1783; chain on pin being broken; blocking gone from guard-rail.
John Lenahan, switchman, killed at Juniper, June 4; footboard of switch engine on which he was riding struck a telephone pole lying in the grass alongside the track, throwing Lenahan under the engine.
P. D. Kendrick, brakeman, injured at Bentley, Jan. 5, 7:00 p.m.; was riding on the side of a box car, when he was struck by a spike sticking in a board, which was part of the fence around the cellar which was being excavated for the new depot at Bentley. It was necessary to amputate two fingers of Kendrick's right hand, his right leg, and he also received a very bad scalp wound.
Peter Alton, brakeman, was climbing up the side of A., B. & C. car No. 2843, at Hackley, when he was struck and knocked off the car by a highway crossing sign at that place, and so badly injured that it was necessary to amputate both his legs below the knee, and his right shoulder blade was also broken. This crossing sign cleared this car only 2 ft.
K. G. Purdy, switchman, killed in Walton yards, Dec. 10; caused by his being knocked off the top of a car by the Avery Street viaduct and run over and killed.
I want to call especial attention to the Alton, Montgomery, Purdy and Kendrick cases. In the former the crossing sign had been in the same place for over 20 years. The man who put it there, roadmasters, and section foremen, who should have discovered its dangerous proximity to the track and moved it to a safe distance, the one required by Rule 49, were grossly careless, and the injured man and other trainmen who had passed it daily for years must have discovered that it was too close to the track, and if they had reported it, as they should have done, this accident would not have happened, and they were blamable for not doing so. In the Montgomery case the section foreman was at fault for not properly blocking the frog, as required by Rule 45, the roadmaster for not seeing it was done, and the car inspector and repairer for not discovering that the coupling apparatus was defective and repairing it. In the Purdy case the management was at fault for not seeing that warning whips were up for the viaduct—they are now; and in the Kendrick case the man who hung up the lamp too close to the track to warn people, instead of making it a protection, increased the danger, and the division engineer who allowed it to be done was inexcusably careless. Such cases not only swell the total number, but account in a large measure for the total increase in personal injury accounts of the railroads.
Section foremen do not seem to realize the importance of examining the whip guards for overhead obstructions every time they pass them to see that they are in proper position and if not, pull them down with the hook provided for that purpose. If the roadmasters would be more particular to see that this is done we would have fewer accidents of this kind in the future.
And in removing hand cars in yards, place them far enough away from the rails so that a man riding on the side of a freight car won't be struck by them, as happened to
A. T. Swanson, brakeman, injured at Tracy, Aug. 30; he was hanging on the side of a car, and was struck by the handle of a hand car, which had been left too near to clear a man on a car.
A. T. Swanson, brakeman, injured at Tracy, Aug. 30; he was hanging on the side of a car, and was struck by the handle of a hand car, which had been left too near to clear a man on a car.
ACCIDENTS CAUSED BY CARELESSNESS OF ENGINEMEN
I shall next call your attention to accidents caused by carelessness of enginemen which should not have happened and with proper care and thoughtfulness will not occur in the future:
George Bowman, engineman, killed at Holstein, on Sept. 9; caused by engine running off the track, this being the end of the road, and the first time Bowman or any of the crew on the train, other than one brakeman, had been over the line. A section foreman, who was sent along as pilot, claims to have told Bowman when he came to the Y, north of the depot, but Bowman paid no attention to the warning, and made no effort to stop. This engineman had been on duty for 14 hours when he got to Creever, at about 12 o'clock midnight, and asked for 8 hours' sleep, but was sent out again in four hours and a half.Michael O'Neill, turntable man, injured Oct 17, at Patten; he was pushing turntable with engine on it, and while doing so engine ran off before he got it to the stall where it was to go in; struck him on left shoulder.Ralph Burnham, rear brakeman, train No. 55, seriously injured at Bradley, night of Dec. 21, by being caught between the tender of engine No. 641 and the mail car. This man was standing on east side of track and started to cross over to the west side to help couple the air, steam hose and whistle. He knew the engine was coming back, but owing to the amount of steam escaping from it did not realize it was so close, and before he could get over was caught. The steam was escaping from the steam hose at the back of the tender. It is customary for some engineers to have this steam blowing off as they are backing up to make couplings; others shut off the steam, as when it is blowing off it is almost impossible for the brakeman to see. Why should not all enginemen shut it off?
George Bowman, engineman, killed at Holstein, on Sept. 9; caused by engine running off the track, this being the end of the road, and the first time Bowman or any of the crew on the train, other than one brakeman, had been over the line. A section foreman, who was sent along as pilot, claims to have told Bowman when he came to the Y, north of the depot, but Bowman paid no attention to the warning, and made no effort to stop. This engineman had been on duty for 14 hours when he got to Creever, at about 12 o'clock midnight, and asked for 8 hours' sleep, but was sent out again in four hours and a half.
Michael O'Neill, turntable man, injured Oct 17, at Patten; he was pushing turntable with engine on it, and while doing so engine ran off before he got it to the stall where it was to go in; struck him on left shoulder.
Ralph Burnham, rear brakeman, train No. 55, seriously injured at Bradley, night of Dec. 21, by being caught between the tender of engine No. 641 and the mail car. This man was standing on east side of track and started to cross over to the west side to help couple the air, steam hose and whistle. He knew the engine was coming back, but owing to the amount of steam escaping from it did not realize it was so close, and before he could get over was caught. The steam was escaping from the steam hose at the back of the tender. It is customary for some engineers to have this steam blowing off as they are backing up to make couplings; others shut off the steam, as when it is blowing off it is almost impossible for the brakeman to see. Why should not all enginemen shut it off?
In a double track district, if you are running on the wrong track and there are any section men working on the track or employees or others walking or running on the track, you should act upon the theory that even if they know you are coming they will think you are on the track usually occupied, and until you know that they actually understand the conditions you must be prepared to stop in time to prevent injuring them. And if two trains are passing on the double track and there is anyone around, don't let it be your fault that an injury occurs because ample warning was not given of the approach of two trains instead of one.
John Cooper, section laborer, struck and killed by engine No. 1564, April 16, at 9:00 a.m., near Steuben, while working on the track, cleaning the crossing, engine was running on south-bound track. Although running on the wrong track, engineman is unable to say whether or not he whistled for the crossing. No one on the engine saw the man.
John Cooper, section laborer, struck and killed by engine No. 1564, April 16, at 9:00 a.m., near Steuben, while working on the track, cleaning the crossing, engine was running on south-bound track. Although running on the wrong track, engineman is unable to say whether or not he whistled for the crossing. No one on the engine saw the man.
ACCIDENTS CAUSED BY MOVING CARS ON OR UNDER WHICH MEN ARE WORKING
Injuries caused by the moving of cars being iced or on or under which men are working seem to me of a class so inexcusable as to merit the discharge of the party at fault. Think how you would feel if you or your boy was under, on, or in, a car with a flag out and someone moved the car without notice and you or he was run over. The following are a few such cases:
Philip Elder, car cleaner, injured at Armstrong, July 5; caused by train being moved by switch engine while he was on the ladder filling the water cooler.Patrick Connelly, car repairer, injured Nov. 29, at Falesburg, was under end of car on repair track; Switchman Moody backed train No. 27 on No. 5 track, and cars did not clear coach No. 368; it struck the car under which Connelly was working, moving it about 10 ft. and dragging Connelly, who caught hold of brake-beam. Flag out as required by Rule 1.A. F. Brown, car cleaner, injured at Perryville yards, May 3, at 10:00 a.m., was working in smoker No. 762; engine No. 37 coupled onto the car and pushed it down track and it collided with some other cars, knocking this woman down. No switchman riding on the car at the time of the accident.
Philip Elder, car cleaner, injured at Armstrong, July 5; caused by train being moved by switch engine while he was on the ladder filling the water cooler.
Patrick Connelly, car repairer, injured Nov. 29, at Falesburg, was under end of car on repair track; Switchman Moody backed train No. 27 on No. 5 track, and cars did not clear coach No. 368; it struck the car under which Connelly was working, moving it about 10 ft. and dragging Connelly, who caught hold of brake-beam. Flag out as required by Rule 1.
A. F. Brown, car cleaner, injured at Perryville yards, May 3, at 10:00 a.m., was working in smoker No. 762; engine No. 37 coupled onto the car and pushed it down track and it collided with some other cars, knocking this woman down. No switchman riding on the car at the time of the accident.
Injuries caused by carelessness in throwing switches and derails we all know ought not to occur, and yet they are of frequent occurrence. The following are samples.
G. M. Claney, engineman; Alfred Dolan, fireman; injured about 10 a.m., June 4, at Peronia; after going in on side track to get some cars, got signal from brakeman to come ahead. Brakeman failed to throw derailing switch, and while going to main line engine left the track, went down embankment, and turned over.Richard Jones, brakeman, injured May 7, at Nelson. Foreman Brinson told him to cut off two cars and ride them out onto main line, and after he had started the foreman noticed an engine coming up the main line, and threw switch for side track, the cars collided and he was thrown down in car.
G. M. Claney, engineman; Alfred Dolan, fireman; injured about 10 a.m., June 4, at Peronia; after going in on side track to get some cars, got signal from brakeman to come ahead. Brakeman failed to throw derailing switch, and while going to main line engine left the track, went down embankment, and turned over.
Richard Jones, brakeman, injured May 7, at Nelson. Foreman Brinson told him to cut off two cars and ride them out onto main line, and after he had started the foreman noticed an engine coming up the main line, and threw switch for side track, the cars collided and he was thrown down in car.
ACCIDENTS CAUSED BY KICKING CABOOSES
Accidents caused by kicking caboose cars in which men are resting are of altogether too frequent occurrence, and are as inexcusable as they are frequent. Rule No. 10 should, I think, prohibit the practice, as it does of moving cars containing passengers unless coupled to the engine and air-brakes in use. Had this been done, the following cases would not have happened:
K. M. Simpson, brakeman, injured Dec. 12, at Albion, was in way-car cleaning ashes out of stove, when the way-car was struck by another car kicked onto it by switchman, throwing him against end of car.Paul O'Connor and E. Putnam, brakemen, injured Feb. 22, at Dodworths, were asleep in caboose No. 1473, on caboose track. Switch engine went in and got caboose and kicked it out on lead. It did not clear the switch track, and as other cars were kicked back on caboose track it was struck by them throwing these men to the floor.
K. M. Simpson, brakeman, injured Dec. 12, at Albion, was in way-car cleaning ashes out of stove, when the way-car was struck by another car kicked onto it by switchman, throwing him against end of car.
Paul O'Connor and E. Putnam, brakemen, injured Feb. 22, at Dodworths, were asleep in caboose No. 1473, on caboose track. Switch engine went in and got caboose and kicked it out on lead. It did not clear the switch track, and as other cars were kicked back on caboose track it was struck by them throwing these men to the floor.
Indeed, I believe that if the practice of kicking freight cars in yards and at stations was prohibited the saving in the cost of repairs of equipment and for damage to contents of cars would be greater than the increase in pay-roll caused by necessary increase in the number of men in the crews.
Speaking of accidents of this kind brings to mind those resulting from careless handling of boarding cars, which are now so common during the summer season. We all know the class of people who inhabit boarding cars, how little they appreciate the danger, that they are on the sides, top, under, and in the cars. So handle them, not as some brakemen do egg cases, but carefully; never move the cars without going to see that no one is under them cooking his dinner, that the occupants of cars are all in a place of safety, and never make a fly or kick with them, always have the engine coupled up, and don't uncouple it until the car has got to the place it is to be left. Roadmasters and foremen should see that the opening for ingress and egress from the cars is on the side away from the traffic. The switch to the track on which the cars stand should be locked and the key in the foreman's pocket, or else a rail taken up so that no one can get in on the track without notice. If you run across any cases where this is not done, report them before, not after, some one is hurt.
MOTOR AND HAND CAR ACCIDENTS AND INJURIES TO SECTION MEN
Before leaving the subject of injuries to employees caused by the carelessness of other employees, I want to mention some motor and hand car accidents and injuries to section men caused by the use of defective cars, by fast running, overloading, and by failure to comply with the rules. Why men on motor cars and hand cars coming in from work want to run faster than is safe (they never do it on the way out), why they should overload, use defective cars, run closer together than 300 feet, be out after dark without a light, leave their cars on the highways to obstruct the same and frighten horses, contrary to Rules 46, 47, and 48, we may perhaps guess. And yet we can see no good reason for failure to comply with the rules which are made for their own protection, as well as that of the company, and if more careful instructions were given them by the roadmasters and more supervision exercised, many of the accidents mentioned below would not have happened. And on account of the class of men now employed on the track, such instruction and supervision is more necessary than ever, as the records show that we have many more such cases in proportion to the mileage and business than we did a few years ago.
G. Botticelli, laborer, injured March 23, south of Yerkesville, was riding on the front end of hand car, which was being followed by another hand car; section foreman signaled to the rear car not to come too close to first car, signal was not heeded and the second car ran into the first, derailing it.H. P. Dennis, laborer, injured May 28, west of Orion; caused by the handle of a hand car breaking.N. R. Forbes, injured near Larkin, June 24, with four other men, was riding on a hand car going home from work. While going down grade, trying to get to station before train pulled out, car jumped track, all the men were thrown off, and Forbes injured.
G. Botticelli, laborer, injured March 23, south of Yerkesville, was riding on the front end of hand car, which was being followed by another hand car; section foreman signaled to the rear car not to come too close to first car, signal was not heeded and the second car ran into the first, derailing it.
H. P. Dennis, laborer, injured May 28, west of Orion; caused by the handle of a hand car breaking.
N. R. Forbes, injured near Larkin, June 24, with four other men, was riding on a hand car going home from work. While going down grade, trying to get to station before train pulled out, car jumped track, all the men were thrown off, and Forbes injured.
In passing over highway crossings, especially in cities and in running past stations, hand and motor cars should be so run that the man in charge could stop the car in its own length.
INJURIES TO EMPLOYEES CAUSED BY THEIR OWN CARELESSNESS
Lastly, I shall call your attention to a few of the accidents in which employees are injured by their own carelessness, thoughtlessness or recklessness, and frequently it is the latter. If we could eliminate them and one-half of those caused by the carelessness of other employees much of the unfavorable criticism of railroads would cease, as the cause would no longer exist.
We will take up some of the most common accidents of this class, caused by coupling cars, getting on or off, or falling from, trains or engines, moving or standing. The following cases will serve to illustrate how frequently unnecessary chances are taken and the result.
Can anyone imagine a reason why a man of common sense who is old enough to be out of school should stand on a footboard and when the couplers are almost together put his hand in between them to pull them over or try to kick them over with his foot, walk backwards, contrary to Rule 51, between the rails fixing a Jenney to get ready to couple, instead of stopping the car or engine and getting the coupler in position; why they should stand in the middle of the track and wait for an approaching engine or car to reach them and then step onto the footboard or brake-beam, when they could just as well get on the side or other end, and do it with safety; why men jump on an engine pilot, which Rule 33 prohibits, or on a moving car to ride a few feet to a switch, when the same is going so fast as to make it dangerous, unless they want to show how expert they are; why they should get off moving cars or engines under the same circumstances; why a man should not get off a standing car or engine without getting hurt; undertake to climb from car to car when unnecessary; cross the track in front of moving cars or engines, when they are so close to them that to the uninitiated it looks like suicide; or cross between cars, when they could just as well climb over? But rather than take the time, which the company pays for, they take the chances, and then if they get across, like the man who drove over in front of the engine at the last highway crossing and waited on the other side to see the train go by, they wait until the tail end comes along and get on there, but if they get caught blame the engineman for coming too fast, or the company for not having the track nickel plated, or for having a handhold in the wrong place.
Why they should allow themselves to be struck frequently in broad daylight by overhead obstructions, for which tell-tales are erected to warn them; by building close to the track, with the location of which they are familiar. Yet rather than work their gray matter a little, they get hurt. Why a man sent out to look after broken rails or defects in the track shouldn't watch for trains from both directions or take the trouble to ascertain before starting whether trains are on time. And yet we all know that just such chances are taken every day with results shown in the following cases, which are such as happen all the time; the only reason or excuse that can be given for them, that I can imagine, is, that the men injured never should have been employed; that instead of being employed on trains and engines and drawing—not earning—more pay than principals of schools, and frequently than school superintendents, they should be working in a barn or shoveling dirt instead of on a railroad, where their recklessness, carelessness, and failure to realize the dangers of the business and the necessity of complying with the rules and taking no unnecessary chances, not only endanger their own lives, but those of others. They are of the same class that the railroad organizations, for the protection of their desirable membership, ought to help get out of the service, not try to keep in until someone is seriously injured or killed, and then complain and say the company is liable because they kept such a grossly careless, incompetent man in the service; and if you will think for a minute, you will know that none of the careful, forehanded men—the men who own homes and have a little money in the bank—are in this class.
I will first refer you to some cases caused in coupling cars, and by getting on and off cars, of which the following are fair samples, each of which not only could but should have been avoided by the exercise of a little common sense by the injured person:
G. L. Penston, collector, injured at Wanley, May 10; went in to uncouple hose after getting train onto track; did not tell anyone he was going in between the cars; other cars were switched onto train and his head was caught between the cars.Henry Kendrick, switchman, injured at Mertonville, March 13; was standing on front footboard of engine, which was about to couple onto a car; draw-bar on engine was too far to one side to make the coupling and Kendrick attempted to kick it over with his foot, but missed it and his foot was caught and crushed.M. T. Bowers, fireman, Fairmill, Jan. 6, was trying to jump from the running board of engine to footboard, when he fell and was injured.L. B. Gorky, conductor, Panitoca, Aug. 14; was standing on top of car, gave engineer a stop signal, and when slack came back, fell off car.P. F. Newton, conductor, injured Oct. 3, at Durham; got off head end of train, and tried to get on way-car as it came along, and was thrown to the ground and badly injured. Train was moving about 15 miles an hour.
G. L. Penston, collector, injured at Wanley, May 10; went in to uncouple hose after getting train onto track; did not tell anyone he was going in between the cars; other cars were switched onto train and his head was caught between the cars.
Henry Kendrick, switchman, injured at Mertonville, March 13; was standing on front footboard of engine, which was about to couple onto a car; draw-bar on engine was too far to one side to make the coupling and Kendrick attempted to kick it over with his foot, but missed it and his foot was caught and crushed.
M. T. Bowers, fireman, Fairmill, Jan. 6, was trying to jump from the running board of engine to footboard, when he fell and was injured.
L. B. Gorky, conductor, Panitoca, Aug. 14; was standing on top of car, gave engineer a stop signal, and when slack came back, fell off car.
P. F. Newton, conductor, injured Oct. 3, at Durham; got off head end of train, and tried to get on way-car as it came along, and was thrown to the ground and badly injured. Train was moving about 15 miles an hour.
Then comes the class of injuries caused by crossing between or going between moving cars or in front of moving cars or engines, and those caused frequently in broad daylight by obstructions with the location of which employees are perfectly familiar, but fail to take any care to avoid, such as the following:
H. M. Tupper, switchman, injured at Murferton, March 21, ran ahead of moving car to throw switch; after throwing the switch he attempted to cross the track again ahead of the car, was struck and badly injured.David Spurton, switchman, Olivia, Dec. 12; while hanging on side of car, was caught between car and viaduct, and severely injured.L. Q. Lafflin, switchman, Rutherville, Oct. 4; was sitting on top of car riding backward his head struck viaduct, and he was knocked off and injured.
H. M. Tupper, switchman, injured at Murferton, March 21, ran ahead of moving car to throw switch; after throwing the switch he attempted to cross the track again ahead of the car, was struck and badly injured.
David Spurton, switchman, Olivia, Dec. 12; while hanging on side of car, was caught between car and viaduct, and severely injured.
L. Q. Lafflin, switchman, Rutherville, Oct. 4; was sitting on top of car riding backward his head struck viaduct, and he was knocked off and injured.
Among other classes, altogether too frequent, as well as unnecessary, are those caused by leaving cars too near a switch to clear a man on a car on the next track; by going under cars to repair them, or under engines to clean the fires, without putting out a flag; by cutting steam hose without first knowing the steam is turned off.
Now why a man switching cars will not take the trouble to put them far enough in on the track to clear himself riding the next cut in on the adjacent track, or why a man will go under an engine or car to repair it or for any other purpose, without protecting himself from injury by putting out a flag as required by Rule I, passes my understanding. Whenever you find the rule disregarded, report it, so that it will not happen with the same man in the future; why a man should undertake to cut the steam hose before he knows the steam has been turned off, the devil himself could not tell, and yet the following cases would seem to show that a man with a big stick is needed on the railroads as well as elsewhere.
William Jacobson, switchman, injured at Delavia, May 19; he left caboose on side track too near the lead, and then rode some cars down the lead, and was struck by the caboose.H. J. Calpine, car repairer, killed at Mestigo, June 3; was under car making repairs; did not put out flag or tell anyone that he was going under the car; the car was moved and he was killed.J. P. Alton, switchman, injured at Wolton, July 13; cut hose between sleeper and coach and failed to turn steam shut-off cocks; was badly burned by steam.
William Jacobson, switchman, injured at Delavia, May 19; he left caboose on side track too near the lead, and then rode some cars down the lead, and was struck by the caboose.
H. J. Calpine, car repairer, killed at Mestigo, June 3; was under car making repairs; did not put out flag or tell anyone that he was going under the car; the car was moved and he was killed.
J. P. Alton, switchman, injured at Wolton, July 13; cut hose between sleeper and coach and failed to turn steam shut-off cocks; was badly burned by steam.
And lastly I will refer to a few cases of injuries which cannot well be classified, so we will say from other causes. They are a miscellaneous lot, none of which ought to have happened, or indeed would have happened if the first rule of nature, self-preservation, had been observed. But I will give you several examples:
A F. Ford, brakeman, injured at Lenopa, Sept. 3; hanging on side of stock car instead of ladder, cow kicked him and broke his wrist.B. L. Pomeroy, brakeman, fatally injured at Schuyler, Oct 29; in attempting to oil a hot box while train was running, he fell under the wheels.John Leveridge, fireman, injured at Worthington, May 8; passing through town, waved hand at trainmen standing on side track, struck mail crane, and injured his arm.Richard Manville, switchman, injured at Poulsville, June 17; stood on top of car giving signals and when slack ran out fell off of car; left leg broken.K. T. Morrison, brakeman, Homerton, April 26; went back along the track, to flag his train, went to sleep on track, was struck and killed by another train.
A F. Ford, brakeman, injured at Lenopa, Sept. 3; hanging on side of stock car instead of ladder, cow kicked him and broke his wrist.
B. L. Pomeroy, brakeman, fatally injured at Schuyler, Oct 29; in attempting to oil a hot box while train was running, he fell under the wheels.
John Leveridge, fireman, injured at Worthington, May 8; passing through town, waved hand at trainmen standing on side track, struck mail crane, and injured his arm.
Richard Manville, switchman, injured at Poulsville, June 17; stood on top of car giving signals and when slack ran out fell off of car; left leg broken.
K. T. Morrison, brakeman, Homerton, April 26; went back along the track, to flag his train, went to sleep on track, was struck and killed by another train.
Prevention
SUGGESTIONS
And so I might go on detailing the various accidents that have occurred from the carelessness of employees, but I believe I have enumerated enough of them to illustrate the point I wish to make; that is, the employee is too careless, thoughtless and negligent; and I hope also to demonstrate that the larger part of them could be avoided and that a united effort should be made by all to prevent them in the future. It does not require any argument to prove that the many accidents occurring every day, and the resulting injuries and destruction of property, ought to be reduced, and that, if the rules were complied with and proper care and supervision exercised in transacting the business of the companies, their number and consequent money loss would be materially reduced; and it is up to the employees to do their share to bring about this necessary result. Railroads that advertise that they have the best of everything—including men—that have spent not thousands but millions for safety devices and appliances, as many of the lines have, ought to be able to make a better record; and I believe when the employees really understand the matter such roads will be where they belong—at the head of the procession, not only so far as freedom from accident is concerned, but in everything else.
Blackstone, in his Commentaries on the Common Law of England, said that the great beauty of the common law was that under it "there was no wrong without a remedy," and so I say that there must be some remedy which, if properly applied, would prevent the happening of a large proportion of these casualties; and I suppose that the man who says there is a wrong or criticises results ought to be able to suggest some remedy which will sound plausible, even if it is not practicable.
In addition to the suggestions which I have made in discussing the different classes of accidents herein mentioned, there are several others which, in a general way, I submit.
The most necessary thing in securing good results and as few casualties as possible is to hire good, competent, careful and sober men to do the work, and when the railroads have bureaus of employment properly conducted to secure the best men and schools in which to instruct them as to the rules under which railroads are operated, what their duties are, and how to perform them, in conjunction with the physical examination of applicants for employment they will have taken the most important step to do away with accidents; and when they clear their roundhouses, repair yards, coal stations, gate houses and all other branches of the service connected with the transportation of persons and property of men with whom neither other employees nor the public can communicate because of their inability to understand or talk the English language, they will have taken the next one.
When labor organizations and employees generally do what they can to keep incompetent, careless men out of the service, not in it, and when they are discovered in some careless act, or cause some accident, and are discharged or suspended, instead of trying, through the influence and power of their organization, to have the discharge or suspension set aside, do all they can to sustain the order of suspension or discharge, we will not have the list of casualties staring us in the face that we do now, and the organizations will not have so many crippled members asking for assistance, and the proportion of employees killed and injured to the whole number won't be 36 and 80 per cent respectively.
Employees should read the newspapers, railroad as well as brotherhood, so that they will get some of the theory of the business to fit them for a better place. Familiarize yourselves with the advertisements of the company, train schedules, maps, names of the officers and where they are located, so that you can answer questions of patrons and others. Treat everybody politely and decently, as by your conduct and manners the corporation and management will be judged. Take advantage of what others have learned by the greatest of all teachers—experience.
After getting good competent men we need good track and equipment and sufficient and intelligent inspection to see that not only the track and equipment are kept in good repair, but also that the men keep in good physical and mental condition.
A method of inspection and repair by which the man who inspects will be required to have some mechanical experience, who can talk and understand English and comprehend what the result will be if he fails to discover defects and have them remedied, and who will report, not to a foreman whose duty it is to repair the defect, but to a superior whose business it is to find them. This is the sort of inspection necessary to prevent injury and loss. And when we do this the record will be different.
Then we want good rules and instructions (the fewer and simpler the better) telling how the trains shall be run and the business of the companies conducted, and if it is true that one of the worst evils from which our country is now suffering is the failure to enforce all the laws on the statute books, I am afraid the same saying will apply to the operation of railroads. Too many rules, orders and bulletins are disregarded by employees, and that disregard not discovered or is overlooked until some accident occurs. If there are any rules that are impracticable they should be cancelled, but until they are their observance by officers and employees should be insisted upon. The quickest and best way to get a bad rule or law cancelled or repealed is to enforce it.
And last but not least, we want sufficient and efficient supervision. Poor Richard, the philosopher, never said a truer thing than that "The eyes of the master will do more work than both his hands." And as the business of a railroad increases and grows more complicated every day, it requires more and better, and not less, supervision. If the number of employees and the tonnage of trains increase fivefold, so should the supervision increase, in order that the business be conducted in accordance with the rules and that safe and economical operation be secured, and there should always be enough supervision to obtain this necessary result.
After we get the men, the track, the equipment, rules and supervision, we should see that all employees know and understand the rules and their duties and how to perform them. Some day we will have a training school for this purpose, just as the government has for its soldiers and sailors, and many municipalities for their police. Employees should study and familiarize themselves with the time-tables and rules, the same as they do with their pay schedule—they all understand that. The rules were made by men who have come from the ranks, who know from actual experience what the failure to observe them means to passengers, to yourselves, and the companies, and if you don't understand them, have someone who does explain them to you until you know them by heart and exactly what they mean, and when you have done this, comply with them and things will go better; there will then be few accidents, suspensions and discharges.
Do the company's business the same as you would your own. If the time ever comes when you are unwilling to do this, quit. Think before you act, not afterwards, as then it will be too late. And remember that other lives, perhaps that some one near and dear to you, may depend upon your acting and doing immediately, and not to-morrow, the right thing and in the prescribed way.
Make it your first duty to protect the lives and property entrusted to your company, as well as the lives of those crossing over its tracks and those of your fellow employees, then will come to you not only the knowledge of duty performed, but promotion in position and increase in salary. That is why your president, general manager, and the whole push are where they are now, instead of working in the ranks.
Never go out without sufficient rest. Don't try to get in too many miles or hours for the pay there is in it, as you may get hurt or killed doing so, or injure some one else.
When an order is given you in writing, or verbally, if you don't understand it, ascertain exactly what it means before you undertake to execute it, and if you understand what is wanted, but don't know how to do the thing, find out from someone who does before, not after, you have made a mistake, as it will take you less time to learn to do it right than it will to explain why you did it wrong, and by so doing you may prevent yourself or someone else getting hurt.
With additional care on your part and that of your fellow workers, together with more and better supervision, based on the theory that it is equally as important to see that rules and orders are observed as it is to issue them, thatmenare more important in the running of a railroad thanthings, accidents and consequent losses will, I believe, be reduced one-half.
APPENDIX
The following operating rules are referred to in the foregoing:
In case of doubt, adopt the safe course.
Speed must always be sacrificed for safety.
1. Ablueflag by day and abluelight by night, displayed at one or both ends of an engine, car, or train, indicates that workmen are under or about it. When thus protected it must not be coupled to or moved. Workmen will display thebluesignals, and the same workmen are alone authorized to remove them. Other cars must not be placed on the same track, so as to intercept the view of thebluesignals, without first notifying the workmen. Train, engine or switchmen going between or under cars or engines to make repairs, chain up or examination must protect themselves in the same way by use of red flag or red light.2. The engine bell must be rung on approaching the whistling post at every public road crossing at grade, and kept ringing until the crossing is passed; and the whistle must be sounded at all whistling posts, two long and two short blasts.3. The engine bell must be rung upon approaching and passing through stations, cities, towns, and villages.4. It must be understood that a train is due to arrive at a station upon its schedule departing time at preceding station.A train must not leave a station in advance of its schedule leaving time.5. Passenger trains will not exceed twenty-five miles, and freight trains fifteen miles per hour, passing over interlocking switches.6. All regular freight trains, extras, and work extras will pass into and through all stations and will approach all isolated side tracks, and also all water tanks and coal sheds with train under full control, expecting to find trains at such points. Speed must be reduced; enginemen and trainmen must commence to get their train under control one mile from all such specified points, so that under no circumstances whatever shall it be possible for them to strike any train, car, or engine that may be within the switches of any regular station, or that may be taking coal or water at any coal shed or water tank. Trains occupying main track at stations, as an additional precaution, must protect themselves as per Rule No. 7.PROTECTION OF TRAINS BY FLAGMEN.7.For this purpose flagmen shall have forday signalsnot less than two torpedoes and a red flag.Fornight signalsnot less than two torpedoes, two red fusees, and red and white lanterns.Conductorsshall see that flagmen have these signals when they go on duty.UNSCHEDULED STOPS.When any train makes anunscheduled stop(whether at a station or between stations, or whether such stop be caused by accident to the train, or by signal, or in any other way), the train shall be protected as follows:a.In thenight-timethe flagmen shall immediately place a lightedred fuseein center of track about five hundred feet behind the rear of train.He shall then go back as rapidly as possible withredandwhite lanternsto a point less than three-fourths of a mile (twenty-four telegraph poles) distant from rear of train and until he reaches a point where the danger signal can be seen not less than one-fourth of a mile (eight telegraph poles) by the engineman of any approaching train. When the character of the road or weather makes it necessary the flagman shall go a greater distance with signals, so as toinsure absolute safety.b.In thedaytimehe shall carry a red flag and proceed to a like point.c.When he reaches such point, whether in the night-time or daytime, he shall at once placeone torpedoon the rail on the engineman's side and shall remain at that place until recalled. If a train approaches he shall flag it and remain until the train stops.d.When recalled, if no train is approaching, he shall place asecond torpedoon the rail 200 feet nearer his train and return with all possible dispatch.SCHEDULED STOPS LONGER THAN USUAL.e.When any train makes ascheduled stopat any station and occupies the main tracklonger than usual at that station,whether on account of baggage, passengers, or for any other reason whatever,the flagman must protect his train in the same manner.STOPPAGE BY PRECEDING TRAINS.f.When any train has been stopped by a preceding train in the manner above mentioned, the flagman of the last train must protect his train in the same manner.PROTECTION OF FRONT END.g.When it is necessary to protect the front of a train, it shall be done in the same manner.BOTH CONDUCTOR AND FLAGMAN RESPONSIBLE.h.In all cases above mentioned it shall be thefirst and immediate duty of conductorsto see that flagmenobey this rule.i.Bothconductorandflagmanwill be held responsible.j.When a flagman goes out, the next brakeman or baggageman must take his place on the train, as required by paragraph s.k.The engineman on approaching train, onseeing flagman's signal,shall immediately indicate it by one short blast of the whistle, and immediately reduce the speed of his train and find out the purpose of the signal, and if he does not hear the second torpedo he will bring his train to a stop.l.If the engineman on approaching train sees no signal (the flagman having been recalled), buthears the first torpedo;he shall reduce the speed of his train and thereafter proceed cautiously, and prepared to stop within vision, until the track is clear.m.Onhearing the second torpedo,the engineman will know that the flagman has been recalled and willproceed cautiously,keeping a sharp lookout for train ahead and prepared to stop within vision, until he is notified by signal or otherwise that the track is clear.n.If afuseeis seen, the engineman shallnot passit until it is burned out, and thereafter shallproceed cautiouslyand prepared to stop within vision, until notified by signal or otherwise that the track is clear.RECALL OF FLAGMAN.o.When the whistle is sounded recalling the flagman if there is not a clear view to the rear for one-fourth of a mile (8 telegraph poles) the train should bemoved aheadat a speed of not less thansix milesper hour, until a point is reached where the track is straight for one-fourth of a mile in the rear of the train,always bearing in mind that the time of the flagman's return is the period of greatest risk.p.Should a train for any cause be required to gradually reduce its speed between stations or at unusual points the engineman will sound one long and three short blasts of the whistle, as notice to the conductor to drop off a flagman with the proper signals to protect rear of train.q.In addition to the above protection a red fusee will be considered an extra precaution, and will be used under circumstances requiring the same. Should a train, for any cause, be required to reduce its speed between stations or at unusual points a red fusee must be lighted and placed upon the track as an additional protection for following trains, to insure a time limit between trains of not less than five minutes.r.If a train be obliged to back up, a flagman must be sent back in advance of the rear end of the train, and kept far enough in advance to insure absolute safety against a collision with any train that may be approaching.s.When the flagman goes back to protect the rear of his train, the head brakeman or baggageman must, in the case of passenger trains, and the next brakeman in the case of other trains, take his place on the train.8. When cars are pushed by an engine (except when shifting and making up trains in yards), a flagman must occupy a conspicuous position on the front of the leading car and signal the engineman in case of need.If such signal cannot be seen by the engineman or fireman, the engineman will bring the train to a stop immediately, and not proceed till signal is visible.9. When switching is being done over highway or street railway crossings by yard or trainmen, a man must be stationed at that crossing to act as flagman.10. Cars must not be moved over highway crossings or in front of passenger stations detached from engine, other than at terminals, where express authority has been given so to do by the division superintendent. Cars containing passengers must not be switched unless coupled to the engine and air-brake in use.11. In approaching a station where a passenger train is due or past due, and where the view is not clear, trains must be under perfect control, so that they may be stopped, if necessary, before reaching station. Trains on the double track must not, under any circumstances, pull into a station at which a passenger train in the opposite direction is standing or into which it is pulling to receive or discharge passengers, until such train has started up and the rear coach thereof has passed the end of the station platform nearest the approaching train, excepting where tracks are divided by fences. When two trains are nearing a station from opposite directions at the same time and only one of them is scheduled to stop, the train making the stop must reduce speed to let the other through the station before it arrives. When two trains going in opposite directions arrive at a station and both are scheduled to stop, the inferior train will not pull up to platform until superior train has departed. At stations on single track, all trains will reduce to a speed of four miles per hour in passing a point where a passenger train is receiving or discharging passengers, and pass such trains with the engine bell ringing constantly.12. Passengers will not be allowed to ride on freight, extra, or work extra, except upon such regular freight trains as may be designated in the division time-tables. Freight trains that carry passengers will be particular to have the caboose stop at the depot platform to receive and discharge them. Before the arrival of train at any station where they stop, the conductor will distinctly call out the name of station. This rule applies to employees of the company not actually on duty, as well as to other persons. It is, however, understood that persons accompanying live stock or perishable freight shall be allowed to ride on the same trains therewith, for the purpose of taking care of the same, upon the presentation of proper transportation.12a. Conductors must show their orders to rear brakeman or flagman, and the engineman to the fireman, and (in case of a freight train) to the head brakeman, who are required to read them. The copy for the engineman must be delivered to him personally by the conductor and the engineman must read it aloud to the conductor before proceeding.13. Dispatchers must not authorize operators to issue caution card to any train or engine to enter a block occupied by a passenger train, except in case of accident.If from the failure of telegraph line or other cause a signalman be unable to communicate with the next block station in advance, he must stop every train approaching in that direction. Should no cause for detaining the train be known, it may then be permitted to proceed, provided ten minutes have elapsed since the passage of the last preceding train, using caution card.14. Trains moving on caution card must do so with great care. As block is not clear enginemen must be prepared to stop within their vision.15. Trains moving on caution card must expect to find main track occupied at all stations regardless of the position of block signal.16. Agents are required to see that cars are properly loaded, to obtain, if possible, the maximum capacity, and not permit an overload to exceed 10 per cent of marked capacity. It is important that the load be distributed evenly, securely staked, and that no projections extend over the ends of cars.17. Freight, baggage, and other articles must not be allowed to stand on the depot platforms where they might cause accident or inconvenience to passengers or employees, or receive damage from the weather. United States mail pouches must not be left unprotected upon the platforms or in the waiting-rooms and other exposed places at stations.18. Agents will see that conductors of freight trains do not block public crossings longer than five minutes.19. On leaving a station passenger brakeman will pass through the train, from the front to the rear, and when about one-third the length of the car from forward end, with closed doors, will announce in a clear and distinct voice the name of the next station, then proceed to within the same distance from the rear end of the car and make the same announcement. If the train is to stop for meals the brakeman will so state, giving the length of time the train will stop. Conductors of all trains stopping at stations at which lunch counters or eating-houses are located will announce in the lunch or dining room notice of departure of the train in ample time to allow passengers to get aboard before it starts. Upon approaching a station located at or in the vicinity of a railroad crossing, when it is necessary for a train to stop at such crossing, before reaching the crossing brakemen must give warning of the fact by calling out distinctly in each car, "The next stop is for railway crossing, not a station." Junction points, railroad crossings where a stop is made, and terminals will be announced, passengers notified when to change cars, and attention directed to their parcels and other belongings.20. Passenger train employees will pay particular attention to the comfort of their passengers and will see that proper lighting, ventilation, and temperature are maintained and sufficient drinking water is provided. They will not allow passengers to violate any rules of the company (such as riding on the platforms, etc.), and, while avoiding unnecessary conversation with passengers, will answer all questions courteously.They will see that passengers are properly seated. They will pass through sleeping cars only when necessary and then as quickly as possible, exercising special care at night to avoid disturbing the occupants.21. Conductors must collect the proper fare from every passenger not provided with a ticket or pass in proper form. In all cases, on the refusal of any passenger to produce a proper ticket or pass, or to pay the fare, the conductor shall cause the train to be brought to a full stop at a regular open station and shall require such person to leave the train, and, on refusal, shall remove him therefrom, and must procure and report the names and addresses of persons who were present and witnessed the controversy. Each conductor will be held responsible for the exercise of a reasonable discretion in the performance of this duty, being careful that no unnecessary force is used, that the company may not be subjected to unnecessary litigation or annoyance. They must not eject women or children of tender years, and any person unattended in such a condition of body or mind as to be incapable of caring for himself must be placed in the custody of the nearest station agent, who will wire the Superintendent for instructions regarding such person's final disposition. In removing a person from the train, the conductor must use extreme care to avoid controversy and not indulge in abusive language or in any manner insult or maltreat the person to be removed, or use unnecessary force in so doing, unless in a clear case of self-defense, when an assault is made upon the conductor or his men, and then the infliction of unnecessary injury must be carefully avoided. A sufficient force must be brought into requisition to overcome resistance and to place the person on the ground without inflicting injury, the law being that conductors may command employees or any of the passengers to assist in such removal. In all cases except where passengers shall be ejected for refusal to produce proper ticket or pass, or to pay the proper fare, the conductor, before so doing, must tender such passenger such proportion of the fare he has paid as the distance he then is from the place to which he has paid his fare bears to the whole distance for which he has paid his fare. In case of such ejectment a report must be sent to the Superintendent by first mail with full particulars.22. Passenger trainmen will be required to securely close vestibule doors and platform traps of all passenger cars when in motion; and after departure from a station will observe whether or not there are any passengers clinging to the hand-rails of the vestibules.23. Passenger brakemen will place themselves at the steps of coaches at stations, and will assist passengers in entering or leaving the cars. Special care must be taken with children and aged and infirm passengers, assisting them to and from trains, giving them ample time to insure safety. They will prevent passengers boarding or leaving the train while in motion, see that passengers are provided with proper tickets, and that they take the right train.24. When a passenger train has stopped at a station platform, it must not move to take coal or water or do other work until the conductor permits by the usual signal.25. Freight conductors and brakemen must be on hand not less than thirty minutes before the leaving time of their trains. They shall examine their trains while stopping at stations on the road and see that everything is in proper order.26. Freight train employees are required to examine very carefully the condition of all brakes and ladders that they are to use, and to know that they are safe and in good condition before using them. If brakes are unsafe, or ladders out of order, brakemen will report them to the conductor at once.27. Conductors leaving cars on side tracks will see that they are properly secured and sufficiently clear of the main line. In leaving loaded cars at any station they will place them most conveniently for unloading. The cars must be so placed as not to project over line of highway crossings. If a car be set out without a brake, conductors must securely block the wheels. Cutting off engine and cars before a train has stopped and allowing the balance of train to follow is prohibited.28. Conductors must call the attention of the repairer of cars, or that of the station agent in his absence, to any damage which may have been done to the cars, or to any which may come to their knowledge, that they may be promptly repaired, and they must note these in their reports. Cars in bad order, set out at stations, will be reported at once by the conductor, by telegraph, to the train dispatcher, stating number and initials of car, contents, nature and extent of damage, and will note the nature of defect on waybills.29. Enginemen must use every precaution to prevent damage by fire from their engines. They should report all defects in netting, ash pans, etc., at the end of their run. Ash pans or front ends must only be cleaned at designated points.30. No person will be allowed to ride upon the pilot of a locomotive, either in the discharge of duty or otherwise, and they are prohibited from getting on the front end of engines or cars approaching them.31. Turntables must be locked with a switch-lock by enginemen and others immediately after use, except when in charge of employees. When turntables are found unlocked, and when tables or locks are out of order, report at once to the Superintendent by wire.32. Engines must not be permitted to stand nearer than 100 feet to a street or highway crossing, or under any bridge, when it can be avoided, nor in the vicinity of waiting-rooms, offices, or near cars occupied by passengers, where the noise or smoke will disturb occupants.33. Agents are instructed to make a personal inspection of all special loadings and where same do not comply with these requirements and illustrations and where there is any question in their minds as regards the safety or proper loading of the same they should at once communicate with the Superintendent of Car Department, who will send a man, competent to judge, for the purpose of inspection and passing on same before car is forwarded.(a). Yardmen, conductors, and trainmen must familiarize themselves with these instructions and will not take cars into their trains unless they come within the requirements of these rules and illustrations. Where defects occur in loading of cars in transit, unless they can remedy the same, they will set the car out and notify the train dispatcher.34. Whenever passengers or employees are injured, see that everything is done to care for them properly, calling the company's nearest surgeon to treat them, or, if prudent, remove to the nearest place at which the company has a surgeon, and leave them with such surgeon for care and treatment.If the injury be serious call the nearest competent surgeon obtainable to attend until the company's surgeon arrives.35. Whenever an accident happens to any train on which passengers are carried, whether collision or derailment, of whatever nature, on main line or siding, or within the yard limits where trains are reconstructed, conductors must take down the name and address of every passenger on the train, and ascertain from the passenger, and note opposite his or her name, what injury, if any, they received. In such cases, conductors, after first making everything safe, must give their undivided attention to the care and comfort of their passengers, especially to those who are injured. Bedding and linen may be taken from the sleepers for this purpose, the conductor keeping a careful account of all material so taken, and its return or safe keeping attended to; and when deemed necessary, injured persons may be put in the sleepers. When a number of persons are injured the service of competent surgeons in the vicinity should be at once secured, and every possible effort made to care for the injured, the company's surgeon in each direction being notified by wire to come immediately to the place of the accident.36. When persons (other than employees) by reason of climbing on or jumping from moving trains, or walking or lying on the track, are injured, they should be sent to their homes or placed in charge of the local city, village, or township authorities and no expense incurred on the part of the company in the matter.37. A report of all accidents must be telegraphed immediately to the Superintendent or his assistant by the conductor, engineman, agent, yardmaster, foreman, or person in charge, by wire, giving the names of the injured persons and witnesses, the extent of injuries, and the names of the owners of the property damaged and the extent of damage, and as soon as possible a full and detailed report made and forwarded to the Superintendent or his assistant, a separate report being made for each person injured. If the person injured is an employee he should also make and sign a statement of facts in relation to the accident in his own handwriting on the same form; should he be unable to write, the statement should be written at his dictation, and after being read over to him he should sign it by making his mark, the person writing and reading statement signing same as a witness.38. Whenever an employee, whether on duty or not, witnesses an accident in which a person is injured or property damaged, in which the company is in any way concerned, he must report it immediately. Every effort must be made to procure the names and addresses of all persons, particularly outsiders, who witnessed the accident, especially when persons are injured within the corporate limits of any city, town, or village, or when crossing the tracks at a public highway.39. When an accident occurs on an engine, or is caused by an engine striking any person or conveyance, or when cars are being coupled or uncoupled, a full report must be made by the engineman, as well as by the conductor or the person in charge of the train.40. When persons are injured while coupling or uncoupling cars or in getting on or off cars, whether passenger or freight, or in any other way, in which the accident may have been caused by defective appliances or machinery, the cars or appliances must be immediately examined by the person in charge, or by the agent, to ascertain their condition, and report made of the inspection, giving the numbers and initials of cars examined and the names of the persons making the inspection. The Superintendent or his assistant will then notify the inspector at the first division terminal, who will also examine the machinery, cars, or appliances and make report. When an accident is caused by defective machinery or by the breaking of machinery, tools, appliances, or rails, the broken or defective parts must be so marked as to be readily identified and immediately turned over to the Superintendent or his assistant.41. When an accident occurs which results in the death of any person, the remains of the deceased must be immediately picked up and carefully conveyed to the nearest station building, care being taken not to remove the body outside the limits of county and state in which the accident happened. The agent at such station will then notify the Superintendent by wire, as well as the family or friends of the deceased.42. Apply the brakes lightly at a sufficient distance from the stopping point, and increase the braking force gradually as may be found necessary, so as to make the stop with one application, or at the most two applications of the brakes.43. In making a service stop with a passenger train, always release the brakes a short distance before coming to a dead stop, except on heavy grades, to prevent shocks at the instant of stopping. Even on moderate grades it is best to do this, and then, after release, to apply the brakes lightly to prevent the train starting. This does not apply to freight trains, upon which the brakes must not be released until the train has stopped.44. A train must, at all times, have not less than 50 per cent of its cars equipped with air-brakes, which must be operated.45. They must see that all switches are in perfect order and that frogs, guard-rails, and switch-rails are properly blocked and spaces in planked crossings kept clean.46. They must permit their hand cars to be used only in the service of the company, and no one will be allowed to ride on these cars except employees in the performance of duty, unless provided with a written order from the proper authority. When two or more hand cars are following each other they will keep at least 300 feet apart. Hand or velocipede cars belonging to private parties will not be allowed on the track except by order of the Superintendent.47. When obliged to run hand and velocipede cars after dark, two red lanterns must be so displayed on the car as to be visible to trains in both directions.48. Hand, dump cars, and velocipedes must not be attached to moving trains, nor shall they be used upon the main track in foggy weather, unless properly protected, and they must not be taken from the track at public or private crossings, except to avoid an approaching train.49. No wood, ties, or property of any description must be piled within six feet of the main or side track, or elsewhere, in such manner as to obstruct the view of, or from, approaching trains. Old ties, fencing, and similar property, also links, pins, draw-bars, spikes, and all other material and iron work that is found on the section must be picked up at once, piled neatly, or disposed of as directed by the roadmaster. Rails and other material mustnotbe left scattered about station grounds.50. While at station conductors will do such switching as may be required by the station agent. Trainmen and switchmen must not couple to or move cars that are being loaded or unloaded on side tracks without first ascertaining whether anyone is in or about such cars and giving them ample notice that same are to be moved. They must not obstruct street or public crossings with their trains and be particular when at junction points not to allow any part of their train to stand on railway crossings or interlocking plants.51. All employees are prohibited from going between cars or between car and engine for any purpose or in front of any moving car to fix couplers while same are in motion.52. Enginemen must keep the headlights of their engines in good order, and when running after dark, or when storms, fogs or other causes render it necessary, they must be lighted. When trains are waiting on side tracks, clear of main track, or on the end of double track, headlights of engines must be covered.53. When trains meet by special order or time-table regulations, conductors and enginemen must inform each other by word of mouth what trains they are.
1. Ablueflag by day and abluelight by night, displayed at one or both ends of an engine, car, or train, indicates that workmen are under or about it. When thus protected it must not be coupled to or moved. Workmen will display thebluesignals, and the same workmen are alone authorized to remove them. Other cars must not be placed on the same track, so as to intercept the view of thebluesignals, without first notifying the workmen. Train, engine or switchmen going between or under cars or engines to make repairs, chain up or examination must protect themselves in the same way by use of red flag or red light.
2. The engine bell must be rung on approaching the whistling post at every public road crossing at grade, and kept ringing until the crossing is passed; and the whistle must be sounded at all whistling posts, two long and two short blasts.
3. The engine bell must be rung upon approaching and passing through stations, cities, towns, and villages.
4. It must be understood that a train is due to arrive at a station upon its schedule departing time at preceding station.
A train must not leave a station in advance of its schedule leaving time.
5. Passenger trains will not exceed twenty-five miles, and freight trains fifteen miles per hour, passing over interlocking switches.
6. All regular freight trains, extras, and work extras will pass into and through all stations and will approach all isolated side tracks, and also all water tanks and coal sheds with train under full control, expecting to find trains at such points. Speed must be reduced; enginemen and trainmen must commence to get their train under control one mile from all such specified points, so that under no circumstances whatever shall it be possible for them to strike any train, car, or engine that may be within the switches of any regular station, or that may be taking coal or water at any coal shed or water tank. Trains occupying main track at stations, as an additional precaution, must protect themselves as per Rule No. 7.
PROTECTION OF TRAINS BY FLAGMEN.
7.For this purpose flagmen shall have forday signalsnot less than two torpedoes and a red flag.
Fornight signalsnot less than two torpedoes, two red fusees, and red and white lanterns.
Conductorsshall see that flagmen have these signals when they go on duty.
UNSCHEDULED STOPS.
When any train makes anunscheduled stop(whether at a station or between stations, or whether such stop be caused by accident to the train, or by signal, or in any other way), the train shall be protected as follows:
a.In thenight-timethe flagmen shall immediately place a lightedred fuseein center of track about five hundred feet behind the rear of train.
He shall then go back as rapidly as possible withredandwhite lanternsto a point less than three-fourths of a mile (twenty-four telegraph poles) distant from rear of train and until he reaches a point where the danger signal can be seen not less than one-fourth of a mile (eight telegraph poles) by the engineman of any approaching train. When the character of the road or weather makes it necessary the flagman shall go a greater distance with signals, so as toinsure absolute safety.
b.In thedaytimehe shall carry a red flag and proceed to a like point.
c.When he reaches such point, whether in the night-time or daytime, he shall at once placeone torpedoon the rail on the engineman's side and shall remain at that place until recalled. If a train approaches he shall flag it and remain until the train stops.
d.When recalled, if no train is approaching, he shall place asecond torpedoon the rail 200 feet nearer his train and return with all possible dispatch.
SCHEDULED STOPS LONGER THAN USUAL.
e.When any train makes ascheduled stopat any station and occupies the main tracklonger than usual at that station,whether on account of baggage, passengers, or for any other reason whatever,the flagman must protect his train in the same manner.
STOPPAGE BY PRECEDING TRAINS.
f.When any train has been stopped by a preceding train in the manner above mentioned, the flagman of the last train must protect his train in the same manner.
PROTECTION OF FRONT END.
g.When it is necessary to protect the front of a train, it shall be done in the same manner.
BOTH CONDUCTOR AND FLAGMAN RESPONSIBLE.
h.In all cases above mentioned it shall be thefirst and immediate duty of conductorsto see that flagmenobey this rule.
i.Bothconductorandflagmanwill be held responsible.
j.When a flagman goes out, the next brakeman or baggageman must take his place on the train, as required by paragraph s.
k.The engineman on approaching train, onseeing flagman's signal,shall immediately indicate it by one short blast of the whistle, and immediately reduce the speed of his train and find out the purpose of the signal, and if he does not hear the second torpedo he will bring his train to a stop.
l.If the engineman on approaching train sees no signal (the flagman having been recalled), buthears the first torpedo;he shall reduce the speed of his train and thereafter proceed cautiously, and prepared to stop within vision, until the track is clear.
m.Onhearing the second torpedo,the engineman will know that the flagman has been recalled and willproceed cautiously,keeping a sharp lookout for train ahead and prepared to stop within vision, until he is notified by signal or otherwise that the track is clear.
n.If afuseeis seen, the engineman shallnot passit until it is burned out, and thereafter shallproceed cautiouslyand prepared to stop within vision, until notified by signal or otherwise that the track is clear.
RECALL OF FLAGMAN.
o.When the whistle is sounded recalling the flagman if there is not a clear view to the rear for one-fourth of a mile (8 telegraph poles) the train should bemoved aheadat a speed of not less thansix milesper hour, until a point is reached where the track is straight for one-fourth of a mile in the rear of the train,always bearing in mind that the time of the flagman's return is the period of greatest risk.
p.Should a train for any cause be required to gradually reduce its speed between stations or at unusual points the engineman will sound one long and three short blasts of the whistle, as notice to the conductor to drop off a flagman with the proper signals to protect rear of train.
q.In addition to the above protection a red fusee will be considered an extra precaution, and will be used under circumstances requiring the same. Should a train, for any cause, be required to reduce its speed between stations or at unusual points a red fusee must be lighted and placed upon the track as an additional protection for following trains, to insure a time limit between trains of not less than five minutes.
r.If a train be obliged to back up, a flagman must be sent back in advance of the rear end of the train, and kept far enough in advance to insure absolute safety against a collision with any train that may be approaching.
s.When the flagman goes back to protect the rear of his train, the head brakeman or baggageman must, in the case of passenger trains, and the next brakeman in the case of other trains, take his place on the train.
8. When cars are pushed by an engine (except when shifting and making up trains in yards), a flagman must occupy a conspicuous position on the front of the leading car and signal the engineman in case of need.
If such signal cannot be seen by the engineman or fireman, the engineman will bring the train to a stop immediately, and not proceed till signal is visible.
9. When switching is being done over highway or street railway crossings by yard or trainmen, a man must be stationed at that crossing to act as flagman.
10. Cars must not be moved over highway crossings or in front of passenger stations detached from engine, other than at terminals, where express authority has been given so to do by the division superintendent. Cars containing passengers must not be switched unless coupled to the engine and air-brake in use.
11. In approaching a station where a passenger train is due or past due, and where the view is not clear, trains must be under perfect control, so that they may be stopped, if necessary, before reaching station. Trains on the double track must not, under any circumstances, pull into a station at which a passenger train in the opposite direction is standing or into which it is pulling to receive or discharge passengers, until such train has started up and the rear coach thereof has passed the end of the station platform nearest the approaching train, excepting where tracks are divided by fences. When two trains are nearing a station from opposite directions at the same time and only one of them is scheduled to stop, the train making the stop must reduce speed to let the other through the station before it arrives. When two trains going in opposite directions arrive at a station and both are scheduled to stop, the inferior train will not pull up to platform until superior train has departed. At stations on single track, all trains will reduce to a speed of four miles per hour in passing a point where a passenger train is receiving or discharging passengers, and pass such trains with the engine bell ringing constantly.
12. Passengers will not be allowed to ride on freight, extra, or work extra, except upon such regular freight trains as may be designated in the division time-tables. Freight trains that carry passengers will be particular to have the caboose stop at the depot platform to receive and discharge them. Before the arrival of train at any station where they stop, the conductor will distinctly call out the name of station. This rule applies to employees of the company not actually on duty, as well as to other persons. It is, however, understood that persons accompanying live stock or perishable freight shall be allowed to ride on the same trains therewith, for the purpose of taking care of the same, upon the presentation of proper transportation.
12a. Conductors must show their orders to rear brakeman or flagman, and the engineman to the fireman, and (in case of a freight train) to the head brakeman, who are required to read them. The copy for the engineman must be delivered to him personally by the conductor and the engineman must read it aloud to the conductor before proceeding.
13. Dispatchers must not authorize operators to issue caution card to any train or engine to enter a block occupied by a passenger train, except in case of accident.
If from the failure of telegraph line or other cause a signalman be unable to communicate with the next block station in advance, he must stop every train approaching in that direction. Should no cause for detaining the train be known, it may then be permitted to proceed, provided ten minutes have elapsed since the passage of the last preceding train, using caution card.
14. Trains moving on caution card must do so with great care. As block is not clear enginemen must be prepared to stop within their vision.
15. Trains moving on caution card must expect to find main track occupied at all stations regardless of the position of block signal.
16. Agents are required to see that cars are properly loaded, to obtain, if possible, the maximum capacity, and not permit an overload to exceed 10 per cent of marked capacity. It is important that the load be distributed evenly, securely staked, and that no projections extend over the ends of cars.
17. Freight, baggage, and other articles must not be allowed to stand on the depot platforms where they might cause accident or inconvenience to passengers or employees, or receive damage from the weather. United States mail pouches must not be left unprotected upon the platforms or in the waiting-rooms and other exposed places at stations.
18. Agents will see that conductors of freight trains do not block public crossings longer than five minutes.
19. On leaving a station passenger brakeman will pass through the train, from the front to the rear, and when about one-third the length of the car from forward end, with closed doors, will announce in a clear and distinct voice the name of the next station, then proceed to within the same distance from the rear end of the car and make the same announcement. If the train is to stop for meals the brakeman will so state, giving the length of time the train will stop. Conductors of all trains stopping at stations at which lunch counters or eating-houses are located will announce in the lunch or dining room notice of departure of the train in ample time to allow passengers to get aboard before it starts. Upon approaching a station located at or in the vicinity of a railroad crossing, when it is necessary for a train to stop at such crossing, before reaching the crossing brakemen must give warning of the fact by calling out distinctly in each car, "The next stop is for railway crossing, not a station." Junction points, railroad crossings where a stop is made, and terminals will be announced, passengers notified when to change cars, and attention directed to their parcels and other belongings.
20. Passenger train employees will pay particular attention to the comfort of their passengers and will see that proper lighting, ventilation, and temperature are maintained and sufficient drinking water is provided. They will not allow passengers to violate any rules of the company (such as riding on the platforms, etc.), and, while avoiding unnecessary conversation with passengers, will answer all questions courteously.
They will see that passengers are properly seated. They will pass through sleeping cars only when necessary and then as quickly as possible, exercising special care at night to avoid disturbing the occupants.
21. Conductors must collect the proper fare from every passenger not provided with a ticket or pass in proper form. In all cases, on the refusal of any passenger to produce a proper ticket or pass, or to pay the fare, the conductor shall cause the train to be brought to a full stop at a regular open station and shall require such person to leave the train, and, on refusal, shall remove him therefrom, and must procure and report the names and addresses of persons who were present and witnessed the controversy. Each conductor will be held responsible for the exercise of a reasonable discretion in the performance of this duty, being careful that no unnecessary force is used, that the company may not be subjected to unnecessary litigation or annoyance. They must not eject women or children of tender years, and any person unattended in such a condition of body or mind as to be incapable of caring for himself must be placed in the custody of the nearest station agent, who will wire the Superintendent for instructions regarding such person's final disposition. In removing a person from the train, the conductor must use extreme care to avoid controversy and not indulge in abusive language or in any manner insult or maltreat the person to be removed, or use unnecessary force in so doing, unless in a clear case of self-defense, when an assault is made upon the conductor or his men, and then the infliction of unnecessary injury must be carefully avoided. A sufficient force must be brought into requisition to overcome resistance and to place the person on the ground without inflicting injury, the law being that conductors may command employees or any of the passengers to assist in such removal. In all cases except where passengers shall be ejected for refusal to produce proper ticket or pass, or to pay the proper fare, the conductor, before so doing, must tender such passenger such proportion of the fare he has paid as the distance he then is from the place to which he has paid his fare bears to the whole distance for which he has paid his fare. In case of such ejectment a report must be sent to the Superintendent by first mail with full particulars.
22. Passenger trainmen will be required to securely close vestibule doors and platform traps of all passenger cars when in motion; and after departure from a station will observe whether or not there are any passengers clinging to the hand-rails of the vestibules.
23. Passenger brakemen will place themselves at the steps of coaches at stations, and will assist passengers in entering or leaving the cars. Special care must be taken with children and aged and infirm passengers, assisting them to and from trains, giving them ample time to insure safety. They will prevent passengers boarding or leaving the train while in motion, see that passengers are provided with proper tickets, and that they take the right train.
24. When a passenger train has stopped at a station platform, it must not move to take coal or water or do other work until the conductor permits by the usual signal.
25. Freight conductors and brakemen must be on hand not less than thirty minutes before the leaving time of their trains. They shall examine their trains while stopping at stations on the road and see that everything is in proper order.
26. Freight train employees are required to examine very carefully the condition of all brakes and ladders that they are to use, and to know that they are safe and in good condition before using them. If brakes are unsafe, or ladders out of order, brakemen will report them to the conductor at once.
27. Conductors leaving cars on side tracks will see that they are properly secured and sufficiently clear of the main line. In leaving loaded cars at any station they will place them most conveniently for unloading. The cars must be so placed as not to project over line of highway crossings. If a car be set out without a brake, conductors must securely block the wheels. Cutting off engine and cars before a train has stopped and allowing the balance of train to follow is prohibited.
28. Conductors must call the attention of the repairer of cars, or that of the station agent in his absence, to any damage which may have been done to the cars, or to any which may come to their knowledge, that they may be promptly repaired, and they must note these in their reports. Cars in bad order, set out at stations, will be reported at once by the conductor, by telegraph, to the train dispatcher, stating number and initials of car, contents, nature and extent of damage, and will note the nature of defect on waybills.
29. Enginemen must use every precaution to prevent damage by fire from their engines. They should report all defects in netting, ash pans, etc., at the end of their run. Ash pans or front ends must only be cleaned at designated points.
30. No person will be allowed to ride upon the pilot of a locomotive, either in the discharge of duty or otherwise, and they are prohibited from getting on the front end of engines or cars approaching them.
31. Turntables must be locked with a switch-lock by enginemen and others immediately after use, except when in charge of employees. When turntables are found unlocked, and when tables or locks are out of order, report at once to the Superintendent by wire.
32. Engines must not be permitted to stand nearer than 100 feet to a street or highway crossing, or under any bridge, when it can be avoided, nor in the vicinity of waiting-rooms, offices, or near cars occupied by passengers, where the noise or smoke will disturb occupants.
33. Agents are instructed to make a personal inspection of all special loadings and where same do not comply with these requirements and illustrations and where there is any question in their minds as regards the safety or proper loading of the same they should at once communicate with the Superintendent of Car Department, who will send a man, competent to judge, for the purpose of inspection and passing on same before car is forwarded.
(a). Yardmen, conductors, and trainmen must familiarize themselves with these instructions and will not take cars into their trains unless they come within the requirements of these rules and illustrations. Where defects occur in loading of cars in transit, unless they can remedy the same, they will set the car out and notify the train dispatcher.
34. Whenever passengers or employees are injured, see that everything is done to care for them properly, calling the company's nearest surgeon to treat them, or, if prudent, remove to the nearest place at which the company has a surgeon, and leave them with such surgeon for care and treatment.
If the injury be serious call the nearest competent surgeon obtainable to attend until the company's surgeon arrives.
35. Whenever an accident happens to any train on which passengers are carried, whether collision or derailment, of whatever nature, on main line or siding, or within the yard limits where trains are reconstructed, conductors must take down the name and address of every passenger on the train, and ascertain from the passenger, and note opposite his or her name, what injury, if any, they received. In such cases, conductors, after first making everything safe, must give their undivided attention to the care and comfort of their passengers, especially to those who are injured. Bedding and linen may be taken from the sleepers for this purpose, the conductor keeping a careful account of all material so taken, and its return or safe keeping attended to; and when deemed necessary, injured persons may be put in the sleepers. When a number of persons are injured the service of competent surgeons in the vicinity should be at once secured, and every possible effort made to care for the injured, the company's surgeon in each direction being notified by wire to come immediately to the place of the accident.
36. When persons (other than employees) by reason of climbing on or jumping from moving trains, or walking or lying on the track, are injured, they should be sent to their homes or placed in charge of the local city, village, or township authorities and no expense incurred on the part of the company in the matter.
37. A report of all accidents must be telegraphed immediately to the Superintendent or his assistant by the conductor, engineman, agent, yardmaster, foreman, or person in charge, by wire, giving the names of the injured persons and witnesses, the extent of injuries, and the names of the owners of the property damaged and the extent of damage, and as soon as possible a full and detailed report made and forwarded to the Superintendent or his assistant, a separate report being made for each person injured. If the person injured is an employee he should also make and sign a statement of facts in relation to the accident in his own handwriting on the same form; should he be unable to write, the statement should be written at his dictation, and after being read over to him he should sign it by making his mark, the person writing and reading statement signing same as a witness.
38. Whenever an employee, whether on duty or not, witnesses an accident in which a person is injured or property damaged, in which the company is in any way concerned, he must report it immediately. Every effort must be made to procure the names and addresses of all persons, particularly outsiders, who witnessed the accident, especially when persons are injured within the corporate limits of any city, town, or village, or when crossing the tracks at a public highway.
39. When an accident occurs on an engine, or is caused by an engine striking any person or conveyance, or when cars are being coupled or uncoupled, a full report must be made by the engineman, as well as by the conductor or the person in charge of the train.
40. When persons are injured while coupling or uncoupling cars or in getting on or off cars, whether passenger or freight, or in any other way, in which the accident may have been caused by defective appliances or machinery, the cars or appliances must be immediately examined by the person in charge, or by the agent, to ascertain their condition, and report made of the inspection, giving the numbers and initials of cars examined and the names of the persons making the inspection. The Superintendent or his assistant will then notify the inspector at the first division terminal, who will also examine the machinery, cars, or appliances and make report. When an accident is caused by defective machinery or by the breaking of machinery, tools, appliances, or rails, the broken or defective parts must be so marked as to be readily identified and immediately turned over to the Superintendent or his assistant.
41. When an accident occurs which results in the death of any person, the remains of the deceased must be immediately picked up and carefully conveyed to the nearest station building, care being taken not to remove the body outside the limits of county and state in which the accident happened. The agent at such station will then notify the Superintendent by wire, as well as the family or friends of the deceased.
42. Apply the brakes lightly at a sufficient distance from the stopping point, and increase the braking force gradually as may be found necessary, so as to make the stop with one application, or at the most two applications of the brakes.
43. In making a service stop with a passenger train, always release the brakes a short distance before coming to a dead stop, except on heavy grades, to prevent shocks at the instant of stopping. Even on moderate grades it is best to do this, and then, after release, to apply the brakes lightly to prevent the train starting. This does not apply to freight trains, upon which the brakes must not be released until the train has stopped.
44. A train must, at all times, have not less than 50 per cent of its cars equipped with air-brakes, which must be operated.
45. They must see that all switches are in perfect order and that frogs, guard-rails, and switch-rails are properly blocked and spaces in planked crossings kept clean.
46. They must permit their hand cars to be used only in the service of the company, and no one will be allowed to ride on these cars except employees in the performance of duty, unless provided with a written order from the proper authority. When two or more hand cars are following each other they will keep at least 300 feet apart. Hand or velocipede cars belonging to private parties will not be allowed on the track except by order of the Superintendent.
47. When obliged to run hand and velocipede cars after dark, two red lanterns must be so displayed on the car as to be visible to trains in both directions.
48. Hand, dump cars, and velocipedes must not be attached to moving trains, nor shall they be used upon the main track in foggy weather, unless properly protected, and they must not be taken from the track at public or private crossings, except to avoid an approaching train.
49. No wood, ties, or property of any description must be piled within six feet of the main or side track, or elsewhere, in such manner as to obstruct the view of, or from, approaching trains. Old ties, fencing, and similar property, also links, pins, draw-bars, spikes, and all other material and iron work that is found on the section must be picked up at once, piled neatly, or disposed of as directed by the roadmaster. Rails and other material mustnotbe left scattered about station grounds.
50. While at station conductors will do such switching as may be required by the station agent. Trainmen and switchmen must not couple to or move cars that are being loaded or unloaded on side tracks without first ascertaining whether anyone is in or about such cars and giving them ample notice that same are to be moved. They must not obstruct street or public crossings with their trains and be particular when at junction points not to allow any part of their train to stand on railway crossings or interlocking plants.
51. All employees are prohibited from going between cars or between car and engine for any purpose or in front of any moving car to fix couplers while same are in motion.
52. Enginemen must keep the headlights of their engines in good order, and when running after dark, or when storms, fogs or other causes render it necessary, they must be lighted. When trains are waiting on side tracks, clear of main track, or on the end of double track, headlights of engines must be covered.
53. When trains meet by special order or time-table regulations, conductors and enginemen must inform each other by word of mouth what trains they are.