Martinsburg herald. [volume] (Martinsburg, W. Va.) 1881-1920, 1898-06-11
"A TRAINMAN'S RISKS
FIGURES WHICH GO TO SHOW THAT
THEY ARE ovEREsTIMAIEO.

THEY ARE OVEREsTlMATEO.
TralSemen, and the Old Hands Among
Them, Are oftenest yictIms--But the
Statistics Quoted May BE Exceptional.
Benefits From Safety Appliances.
1t has been estimated, and, in fact,
railroad men frequently make the re-
mark, that the average life Of a man
actively engaged in train service is
about seven years. In other words, that
they are either crippled up so as to rem
der them unfit for service again in
like capacity or are killed ON an aver
age in that time. 1t has been found by
looking over the records of one OF the
leading railroads entering Louisville
that this is untrue. During three years.
on one Of the busiest roads entering the
city, there were only 2 killed and 1853
injured, all of whom were brakemen
except two, and they were freight con-
ductors who had assumed the duty of
brakemen, one by making a coupling
and the other by assisting in unloading
freight.
1t would seem that inexperienced men
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the figures show differently, as indicat-
ed by the following Eleven, or $50 per
cent of the total number Of trainmen,
were injured during their first year Of
service; 10, or 10. 10 per cent, were in
jured who had been in the service two
years; 10, or I'LL per cent, had been
in the service three years; 30, or 35
per cent, four years 20, or 90 per cent,
five years; ~, or 21.77 per cent six
years; 10, or 9.63 per cent, seven years;
8, or 800 per cent, eight years; 8, or
2.47 per cent, nine years; 8, or A. Is per
cent, ten years, and ~, or $3.50 per
cent, over ten years, some Of whom had
been in the service IS, 18 and 90 years.
1t will be noted that the largest aver
age of injuries occurred after the en-
ployee had been in service six years,
and the figures given would indicate
that employees as general rule are
careful up to the time when they have
been in the service three to four years
and then become more careless until
about their eighth year of service, when
the indications show that they again
become careful, as those who had work
ed over ten years have very small
comparative per cent of injuries com.
pared with those who had worked six
years. With the completion of the equip
ment Of all box cars with automatic
couplers, airbrakes, etc., the liability
Of trainman being injured will have
been reduced to minimum, as the rec
ord goes to show that at least two-thirds
of the injuries were caused by attempt
ing to couple automatic drawbars with
q link and pin to the old fashioned
solid or skeleton drawbar, which is
very dangerous even to the most expe.
rienced railroad man. Other causes
were on account of uneven drawbars,
some being as much as three inches
higher than others All this will be rec
titled with the law which requires all
drawbars to be Of a standard height. A
great many trainmen were injured by
stepping upon stones or links in jump
ing off to throw switches, etc., quite a
number by being thrown off on account
of the icy condition of the tops of the
cars.
There was one case where q brake
man was standing near the end of car
when another cut of cars struck it, and
be was thrown from the top of the car
to the ground, alighting squarely upon
his feet and SLOWING him up severe
ly, as will be readily understood. A
few were compelled to jump from the
top of cars in cases of derailment 9th
ers had their feet mashed by attempt
ing to shove an automatic drawbar over
few inches to enable it to come more
squarely in contact with the automatic
coupler. This is one of the serious OBJ
jections to the automatic drawbar-that
it will not couple readily on curve,
and it is necessary for the trainmen
either to pull one of the drawbars over
or shove it over with their feet.
One of the most general causes of
pinohed fingers was on account of the
pin failing to drop all the way down
into the hole when coupling with a
link and pin. The brakemen invariably
reach over to give the pin start so it
will drop into the hole, when the cars
frequently roll one way or the other
just few inches and catch the pin just
before it gets all the way down, causing
tween pin and end sill of the car
a few were injured by holding the
grab iron ON the end of the car-recently
added to all freight cars by an act Of
congress-and attempting to make the
coupling when long lumber or bridge
iron would be extending over the end of
She car to be coupled to, and catch their
minds between the timber and end of
the car. However, this dangerous meth
OIL Of coupling cars together that have
lar1ing projecting over the ends of them
VIII soon be thing of the past, as it is
beioming a general rule for all com
pAiies not to permit the loading of cars
in ihis manner. Whenever there is long
tie 5er to load the companies require
tn use Of two cars instead of one, as
heretofore.
With the taking effect of the new law
ccr,,vo11ipg, rai1rpaIc 70 bavo carS