New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1872-12-26
DEATH BY ELL.

DEATH BY RAlL.
The shocking railway accident on The Bnf-
faio, CORY and. Pittsburgh Railroad. of which
we have further particulars this morning,
combines in one catastrophe all the elements
Of horror. Thrown headlong down an en-
bankment. and crushed beneath the wreck of
the cars and the trestle-Tork that fell with
them, the unhappy passengers were instantly
surrounded by flames and nearly all cut off from
hope of suceor. The chances of recovery to
those who were injured and dragged yet
living from the burning mass, were notably
diminished by exposure TO unusually colo
weather before reaching shelter. The first
questions naturally asked after such a disaster,
are, how did it happen, and who is to blame
The materials for forming an opinion as to
the nearest cause of accident in this instance
are supplied There is abundant evidence
that it was not, as first reported, broken
rail- Our correspondent relates how wheel
of the tender had a small piece Clipped of
its fange. Turning curve, the fange was
further broken under pressure, until at length
it mounted the rail. Soon afterward the wheel
left the track. For three hundred and twenty
feet this wheel tore its way along the ties be-
tender. jumping wildly over the ties, threw
the cars following off tho track. They hung
moment over the edge of the trestle, and
then, its structure giving way, cars and trestle-
work went down together in ruin.
Accidents by collision usually outnumber
those owing to defects in the outfit of rail-
road, although there have been years in which
the numbers were nearly equal. Nobody ever
doubts that cases of the first class are directly
the result of carelessness. In the second class
this may be equally true, but it is not always
so evident. Until within a few years, accidents
from broken wheels were almost as common as
from the old strap rails; but Improvements in
manufacture and especially in the structure OF
car wheels, have rendered their brcahuso in
frequent The chief point of these inn
provements, aside from the use of better
materials, has consisted in giving elasticity
to the wheel. This modifes the vi
bratons it receives when striking the
rail in rapid motion. II similar ingenuity had
been applied to the rails, so that they too
might press to some extent against elastic ma
terial there is no doubt that the wear and
tear both of them and of the rolling stock
would be much diminished, and accidents from
defects in either would be fewer. Perhaps,
however, such devices applied to the entire
permanent way would DO too costly. Yet it Is
here that their need is greatest 1t is the
opinion of an eminent European investigator
that iron itself is not changed or weakened
by frost, but that it breaks more readily in
freezing weather because its supports and
points of attachment are stifiened. These
have lost their elasticity.
There is another noteworthy element in the
case before us. 1t seems impossible that
the engineer and fireman could have bean
ignorant that something was wrong when the
broken flange mounted the track, and when
afterward, for so long distance, the wheel
dragged its Jagged edges over the ties. IL this
was perceived to any extent, nothing but the
most unjustifable fOOlhardiness could have
tempted the engineer to keep up his speed.
If be could not stop the train within that dis
lance, it must have been because of the want
of brakes which could be operated from the
engine. In the one case the fault lies with
the engineer; in the other, with the railroad
company. AS to the fire that broke out, aside
from its horrible results, it's occurrence is
humliating. After all the accidents of this
kind that have happened. is there no REM
edy against this additional danger Must
we always be likely to be roasted
alive if Car overturns in Winterf Cannot
stoves or methods of heating be devised that
will not let out red-hot Goals, though upset
or knocked about to any extentf Surely, this
is within the scope of American ingenuity.
And if there are appliances known by which
this class of accidents can be to any extent
averted the sooner their use is made compul-
sorry upon railroads the better. 1t ia wen
known that we are not in favor of measures
which might centralize any moro power at
Washington. But we have yet to learn that
there is any humanitarian reason why United
States Inspectors should not be appointed to
examine the outfit of railroads as well as Of
steamboats,. Are the passengers by rail less
in need of the Governments protecting sur
VIGILANCE than those who risk their lives BY
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