Railroad Accidents Part 7

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 cla.s.ses, 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, pa.s.ses 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 c.o.c.ks; was badly burned by steam.

And lastly I will refer to a few cases of injuries which cannot well be cla.s.sified, 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; pa.s.sing 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 ill.u.s.trate 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 cla.s.ses 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 a.s.sistance, 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 advertis.e.m.e.nts 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 munic.i.p.alities 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 pa.s.sengers, 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, that MEN are more important in the running of a railroad than _things_, 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. A _blue_ flag by day and a _blue_ light 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 the _blue_ signals, 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 the _blue_ signals, 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 pa.s.sed; 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 pa.s.sing 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. Pa.s.senger trains will not exceed twenty-five miles, and freight trains fifteen miles per hour, pa.s.sing over interlocking switches.

6. All regular freight trains, extras, and work extras will pa.s.s 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 circ.u.mstances 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 for_ DAY SIGNALS _not less than two torpedoes and a red flag._

_For_ NIGHT SIGNALS _not less than two torpedoes, two red fusees, and red and white lanterns._