New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1883-05-10
ELEy1TED RAILROAD COLLISIONS.

The collision on the Third Avenue Elevated
yesterday morning will be counted compare
lively slight affair. One poor fellow lies at the
point Of death, the passengers were shaken up
and frightened, and some valuable property
was destroyed, but Manager Hahn will probably
consider the affair too insignificant for public
mention. 1t Is true that the elevated roads
carry their passengers with moro safety than
any Of the surface steam railroads, considering
the proportion of the total travel to the number
injured. 1t is true also that the tracks ana
guard rails are so well looked out for that the
cars in the various accidents which have oc-
Cured have kept on the track or sleepers, ana
we have not yet had q carload of human beings
hurled down into the street. But some SIX or
eight times a year we have collisions which in
yolve injury to persons and property, to say
nothing of minor bumpings. Thus far they
have been attended with comparatively little
damage; but if the same conditions continue,
there is no reason why the great disaster SO
long predicted for these roads should not ccme.
The reports of the accidents for the last three
years show great similarity. The majority
have naturally enough consisted OF rear train
running into the one in advance during the
sources of the roads are taxed beyond their
capacity and when trains are run so closely to-
gether that safety, in the absence OF an ap-
proved system, appears largely matter OF
chance. There have been several accidents
also caused by collisions between train upon
main track and one leaving or entering side
track. year ago a train approaching the
Cortlandt Street station ran into an extra
which was attempting to switch Oft from the
central track, and a car filed with working
girls was only prevented by huge telegraph
pole fom being pitched into the street. 1t Is
evident that there is strange carelessness some
where when train is allowed to keep on while
another is entering or leaving the track just
ahead. And the accident yesterday is pecu-
liarly aggravated case Of carelessness. The
regular train ran up the main track while
train of empty cars was backing from the
main track to switch The first train came
along before the shuntng was completed, and
the result was disastrous. This kind OF acct
dent has happened often enough before to JUS
tify a demand for the stopping OF this free and
easy switching of trains, at least during the
busy hours.
1t Is not enough to shift the burden of these
accidents upon the Shoulders of employees.
No practical railroad man would admit that the
trains upon the elevated roads are run by the
best system which can be employed. What Is
the probemP Simply to keep one train from
overtaking another. How can this be done
BY the use of the block system, which is safer
than telegraphic signals. Its use was recon-
mended two years ago by THE TRIBUNE. 1t
was suggested that "a block signal should be
"made visible to the engineer at each sta
ation upon the departure of every train
" from that station, the block not to be
removed until it is known that the de-
"parted train has left the next station for
"ward" This system, working automatically
and arranged with lights powerful enough to OBJ
vjate the increased dangers of dark and foggy
weather, could be relied upon to keep the track
clear Immediately before and behind each
train. If any accident occurred then it might
Justly be charged to the negligence or disobedi-
ence of employees. But SO long as trains are
run by sight and by chance, the management
must share the blame of accidents.