New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1872-03-25

Y
of the State which tended to this disaster;
such as deficiency of signals to insure suitable
intervals of space and time between trains;
want of Geographic system OF advice TO
central station; insufficient brake-power, ana
tail lights of deficient strength. The lesson OF
the disaster has not been lost in the State,
and already many roads have extended
their use of the telegraph, and adopted i'm
proved train brakes and signals.
The Commissioners scout the statement COM
monty put forth in the press and at plblio
meetings shortly after the Revere accident,
that similar disaster could not have occurred
on European railroad, and they cite numer-
ous parallel instances from foreign reports.
The causes of railway accidents in all coun-
tries are very similar. The general BELIEF
that there are moro accidents to passengers on
railroads in America than in other countries, is
found to DO fallacious. After clearing away
the differences in presenting statistics which
have hi thertO rendered this subject obscure,
the most surprising results are obtained.
Bringing the figures Of the several countries
into direct comparison, tho returns indicate
that among passengers carried by railroad
there are killed and injured on
British railroads, one in................ 10000
Massachusetts railroads, one in........l,47SoO
Belgian railroads, ono Recommendations
Pr,lssian railroads. one n............3 ,ocoooo
French railroads, one in................i,VoWo
BY far the most frequent causes OF railway
accidents are those for which the victims are
the most and the railroad companies the least
to blame. Five times as many fatal accidents
occurred to persons "unlawfully or carelessly
81 Ill 10
walking on it as if it were public highway
as to passengers on the trains. Where inc
corporations endeavored to keep people from
walking the tracks by arrests for trespass iol-
lowed by legal processes, hostility was OK
cited in the neghbOrbOOd and distractions
were secretly placed on the tracks. The rail-
way managers naturally concluded that 1t was
not advisable to protect trespasscrs from acci-
dent by methods which resulted in cndanger-
ing the lives Of passengers. a willfulness OF
| the public in getting on and off trains IN mo-
| tion-a habit which will not brook res rc ion
is the next most fruitful cause OF accident
Next to thisl como Overhead bridge" acct
dents to brakemen, to prevent which, light Xix
lures have been hung at short distances IN
| front of the bridges, so as to warn anybody
in danger of striking bridge, by lighter
blow in advance; but the brakemen OBJ
iect to having their lives thus saved,
and destroy these safeguards. Moreover,
the public object to high bridges for
carrying thoroughfares over railway tracks !;
in fact, object to any bridges for that pur-
pose; preferring open crossings, which with
even the most careful management invariably
produce an abundance of serious accidents.
Not tho least satisfactory of the cOnclu-
sions attained by the Commissioners, is
that the risk Of personal injury to railroad
passenger is less than one to q quarter
Of million; and that not only is there no
foundation for the charge of habitual reck-
lessncss in railway management, but tho
actual combination of safety with speed in
conveyance by rail, is "perhaps the most re-
markable result accomplished through an
unceasing exercise of human care, skill, and
foresight, which has ever come within their
grange Of observation"