The San Francisco call., 1899-09-22
peka and Santa Fe, Rock Island
rnaE Darrar and Rtn Ezrar1 and



Group TX-Inciuiding Texas and Pa
citic, Gulf, COLORADO and Santa Fe;
NJ, X. and T; G. H. and 5. A: San
Antonio and Aransas Pass, eto.....: a.s4
Average for above groups west OF
Mississippi River. 2-s
The Southern Pacific Company has IN
its employ per mile OF line ope-
rated Observation-Disclosures 5.S
Or more than the highest group and
oue-third more than the average.
3. It is specifically stated of the wreck
at Newman that it was caused from
the fact that the engineer OF the teach
ers' special was asleep at his post, ao-
solutely unable 70 hold up his head by
reason of the fact that he was over
worked. There is only one
theory that will account for nearly
score Of accidents that have occurred
along the line of the Southern Pacific
during the present year. 1t is
that the policy of retrenchment in
augurated by the Southern Pacific
Company at the beginning Of the year
is responsible for all the accidents in
that it conpels engineers, f1remen and
trainmen TO work when they are nearly
dropping on their feet for want or
sleep, while 1t has cut down the force
of track walkers to the danger point
1t is not true that policy Of re-
trenchment was tnaugurated at the be-
ginning Of the year; indeed, it is but
a short while since the management
was severely criticized in the press be-
cause the expenses Of the fiscal year
which closed on June 80 (which en-
braces the first six months Of this
calendar year during which the alleged
policy Of retTenchment was inaugu-
ratedl were very much higher than
usual and fl was stated this had caused
great dissatisfaction among the stock
holders. Trafnmen are not paid by
flexible day which can be stretched out
at Will TO effect economies. but are paid
on the basis of miles or hours run. and,
putting aside ali feelings Of humanity
or consideration for its employees on the
part of the management. there is no
earthly motive for OverwOrking the
men as the company cannot save one
dollar thereby. The accident at New
man was caused by an employe who
had been on duty only four hours after
having been off duty at a terminal sta
ton twelve hours and thirty minutes.
His own statement as TO acknowledge
ing signals. which is COTroborated by
the testimony Of nine other men. proves
conclusively that he was certainly not
asleep.
As no serious accident has been
caused by defects Of track, il is not
clear what is meant by the statement
that track-Walkers force has been cut
down TO the danger point. There is not
a foot Of track over which trains are
operated on the entire 1851 miles OF the
company's system that is not daily
properly and carefully inspected.
s. The statement is mad as to the
FamOsO wreck that the engineer who
gave up his life at his post of duty
was drunk. that the equipment dam
aged in the wreck was poor aud the
baggage car sllls had been spliced.
Not a scintiua of evidence TO warrant
the charge of drunkenness against the
dead engineer can be found. The no
bility and self-sacrifiCe Of the last act
Of his life should have protected him
from such a charge unless well found
ed. The statement about the siIls of
the coach was unfounded also, as not
a sill in the car was broken. 1t was
impossible for any one to see them, as
they were covered and none Of the
covering was torn off in the accident
Il is a fact often noticed that accf-
dents seem to occur in cycles. A num-
Der will occur close together and COM
paratively long periods Of immunity
will thereafter be enjoyed. Systems of
discipline or methods of mana cement
cannot fairly be judged by q small
number Of cases. Judgment should be
predicated on statistics covering a rea-
sonably long period of time Although
IL II EuS SLbLkldLy " refer III IL vel utp-
pant way TO the little concern given by
railroad managers TO accidents, It
should be remembered that they are re-
sponsible to the owners of the proper
ties, and motives Of seIf-interest, if no
higher ones. force them TO take cog
nizance Of each and every accident that
happens. The Interstate Commerce
Commission requires reports Of all ac-
cldents occurring on the roads Of the
United States, and we have basis for
comparing the safety Of operation and,
incidentally, the efficiency Of discipline,
on the Southern Pacific lines with all
lines of the United States. The reports
Of the Interstate Commerce Commis-
sion furnish data which show that a
passenger would have TO travel about
1S1 100000 miles over the roads of the
United States generally before being
killed in a train accident. and that he
would have to travel 10,420000 miles be-
fore being injured in train accident
Similar data covering the operations Of
all the Southern Pacific lines show that
during the eighteen months ending
June 30, 1899, although 2,322 900 pas
sengers were carried an average dis
tance OF thirty-one miles each-equfva-
lent to- the Journey Of a single pas
senger Of 1000, 900, 900 miles-not one
was killed in a train accident, and, be-
fore being injured in an accident,
passenger Woulu nave " ddNeL C1le
average distance given below:
During six months ending June 80,
1898. Is. 290 060 miles
During six months ending December
81. 1898, 20,250,0 600 miles.
During six months ending June 80,
1899. 69,2S3,000 miles.
From the above the public can judge
whether a system Of discipline and
methods Of management that have
shown a steady Increase in the safety
of travel for three periods Of six months
each Is inherently bad, as 1t has been
recently represented to be.
J. KRUTTSCHNITT,
Fourth Vice President and General
Manager.