Vermont phÅ“nix. [volume] (Brattleboro, Vt.) 1834-1955, 1886-10-22


claimed by many since Tuesday, that Mr..
Albee was formally pledged to vote for Me-.
but it is true that he had given it to
be generally understood by his townsmen that
he was an Elmund4 man au would vote for
him and this was why he was elected. IT, |
under the light of this weeks developm MS
those Republicans who voted for him could |
do their Freemens Meeting business over
ag ain they would elect Mr.. AL bee to stay at |
home. But they mustn't be too hard on him.
1t was a trying place to put any man in with
Democratic procvities aud Mr.. Allbee couldn't |
withstand the party pressure. That's all |
there is of it.
The New York Railroad Commission.
OF the railroad commission laws which in
one form and another are in force in twenty
Eve states and territories, the general charac-
ter and operation of none is 10 well known as
is that of Massachusetts, and for the very APP
parent reason that the stauncb old Bay State
has been In a sense pioneer in legislation OF
this sort the effective features of her law
have been longer in operation than similar
ones in any other state, and she was the first
state to show what may be done by "a purely
advisory commission, depending upon inves-
tigstion. the justice of its conclusions and the
force of public opinion for the enforcement
of its recommendations But the operation
of the New York law affords study which is
in many respects even more interesting, be-
cause of the large number OF railroads in the
state, their great mileage, the Importance of
many of them as parts Of the great transpor-
tation routes OF the country, and the immense
commercial interests which are involved.
Material for such study is afforded by the
last annual report the third in number, of the
New York commissioners. This report fills
two volumes of GAO and 1906 pages respect
lively, the second aud larger volume being de-
voted in the main to tabulated statements of
the cost, ard gross and net earnings of the sew
eral railroads in the state.
The New York comm isson law has been in
operation in substantially its present form
since 1882. The duties of the commissioners
are more extensive and varied than in any
other state except Massachusetts,, but, like the
NJ lssachusetts law, the Nsw York law only
confers the power to investigate and recon-
mend. The commissioners are three in mum
Der, and are appointed 10y the governor under
restrictions intended to make the board a
strong and impartial one and free from politi-
| cal influence. They are directed to inquire
into all matters of railroad management and
transportation, hear grievances, investigate
accidents, and inspect all roadbtds and brdg-
es as to their construction and condition.
They may employ experts, including oompe'
tent engineers, accountants, and other special
lists, in the course of their investigations
they have full power to summon witnesses.
and the railroad companies must furnish any
information, from their books or otherwise,
which is ked for. Managers must immedi-
atey report 10 the board ali accidents which
involve loss of life or injury to persons. The
salaries aud all expenses of the board are as.
sessed upon the railroads. The board is di-
rected TO report all violations of law by the
corporations to the attorney general of the
state. The board may also make recommen-
dations to the roads, and if these are not
complied with they must report tue fact ia
the attorney general or to the legislature.
The best idea of the benefit of the com
mission to the public is probably gained from
the reports on the large number of complaints
from individuals and others against the cor.
porations which were heard and disposed Of
in the year 18S45 Forty seven different
complaints which were heard are reported in
detail, and the matter relating to them covert
more than $50 closely printed pages. In al
most every case where the finding was on the
side of the complainants it is noted that the
railroad companies cheerfully complied with
the recommendations of the board. Since
the commission began its work there has beer
q continual decrease in the number of fata
accidents on the roads In the year 1885 but
thirteen people were killed on the railroads il
the state from all causes, and it is believed
that not one of these was killed from a cause
beyond his own control. In other words, the
deaths were all from the careessness or in
cAutiousness of the victims. This is the frs
time since railroads have run in the state tina
such thing could be said. 1t is evident tina
the new system of inspections, of investigat
ing accidents, and of compelling railroads t.
adopt certain well recogniz, means of safet,
has been an important factor in bringing
about this result. Further than this, tn,
commissioners significantly add that "acci
not be hushed up railroad managers ar
more and more impressed with the fact tina
the expenditure necessary to prevt mt them i
money well spent"
An inspector is kept constantly engaged il
examining each road as to the condition of it
roadbed, rails, culverts, bridges, etc, AM
from his report, which covers fifty pages,
is easy to form an opinion of the actual con
dition of each road. In addition to the in
I spector's work, bridge engineer is employe
who has been at work for more than tw
years examining the plans and strain sheet
) of all the truss bridges in the state recon
t mendng changes aud additions when safet
; has required it, This work is now nearl
r done, and when complete the results of
will be printed in book form. In this repol
will be given brief description of every trus
{ railroad bridge in the state with an outlin
9 diagram of the bridge showing the size an
= composition of every member and the creates
strain which can come upon each, togethe
q with such changes or additions as may hav
! been made upon the boards recomm .ndatiol
o This last. named feature of the board
+ work is of especial interest to the people 0
d Vermont-oertainly to those in this section {
n Vermont Had such system of official il
d spection al that here described been in fore
= in this state, it is not within the probabilite
y that our recent bridge disaster would hav
It happened. The strength and condition {
It the wood and iron of the bridge would hay
l. been a matter of official record and it woul
h have been known whether the bridge VIZ
d carrying only the loads for which it was d.
signed, or whether it WAS being systematica
ir ly overloaded.
o The whole report ia of interest as shown