The Houston daily post. [volume] (Houston, Tex.) 1886-1903, 1900-04-03
Tralumeu Gave Further Evidence as to the
Danger Of Operation.
WITNESSES FOR DEFENSE TO Be HEARD
First One said that When Engineers
Became Accustomed to the system
There Were Few Accidents.


double-headers are extra hazardous to the
men employed thereon. This was due tt
the increased chances for the break
ing of couplings and braklng appliances
and the obscuring of the view on such
trains. They are also source OF delay
conference between employees aud OFF,
Gals OF the Gulf. Colorado and Santa Fe
contract was entered into whereby the
railroad agreed not to run double -headers
In its freight service, which contract was
abrogated In October. 1899. after thirty
days notice had been given.
Cross examined. Mr.. McPike said tina,
the danger to conductors and brakemer
on ouble-headers arises from the length
of the train. Thought thirty cars TO a
train the limit OF safety on the Gulf, Colo
rado and Santa Fe through the rolling
country. Extra long trains mean more
work for conductors and brakemen, but
would not object to doubled headers on that
score If the work was safe Between
Temple and Cleburne between thirty-two
aud thirty-hve cars northbound are hauled
on the Santa lie by double headers. and
the tank break loose from the engine on a
train on which ne was running. Did not
remember that when the contract was
made with the Santa Fe not to run double
headers the probable reduction in the
number OF trainmen because of their opera
ton was urged as an objection thereto.
Such an objection was made by the spokes-
man of the committee appointed subse-
lquently to protest against the abrogatipn
OF said contract but in that case the
spokesman reflected his individual views
only, and the objection was ret considered
by General Manager Polk, who ordered II
eliminated from the argument. Never
walked over a double-header train IN a
rolling country that he did not consider
he was taking his life in his hands,
Conductor McPike was followed on the
stand by j. n. Chase, also a freight con
ductor on the Santa Fe. His experience
was that there is an unreasonable degree
lof hazard to train crews in the running
of le-headers. The view of the crew
on the second engine is obscured and their
chance of escape Is minlmiZed in case OF
accident. The danger OF the train break
ing in two is increased through the extra
strain upon the coupling appliances The
danger of accidents at crossings In cities
and towns is doubled.
On cross examination. he gave II as his
lbelief--based upon many years observa~
ton in railroad service-that coupling APP
lpliances can not be made sufficiently
strong TO prevent their breaking on double
headers. Gave instances OF pilot bars
breaking OH double- headers on the Santa
Fe. Cited q case In which double header
train ran into a washout. although the air
had been applied on the first engine. The
engineer on the second engine continued
to work steam. notwithstanding, and the
train met with an accident. Slow orders
on double headers have been the rule
on the Santa Fe owing to extensive re-
pairs being made to the track. Had gone
over the road in four hours with single
header. but had never been able to do IL
with a double header Do not run double
headers OH stock trains because they can
not make good enough time. and because
they jerk the stock down and land them
at destination in bad condition
Recess to 2 p. III.
At the afternoon session William Nc
Cleary of Cleburne, conductor formerly
in the employ of the Santa Fe, was placed
on the stand. Testified that in his opin-
ion double headers are extra hazardous.
that they double the liability OF accident
and that they get into trouble to which
single headers are not subject. The con-
fict in the application Of power on double
header trains, owing to the presence OF
two engines controlled by different en-
gineers, is fruitful source Of breakage OF
coupling appliances. Had not asked any
Of the employees Of the Santa Fe to FUR.
pish him with statistics as to the relative
number of accidents occurring on douoie.
headers and single headers. They would
have refused to do 1t for fear OF getting
discharged. Knew of railroad men which
such fear would have deferred from fur
nishir- the statistics. Had been himself
discharged for the alleged reason that he
had taken a drink. but believed he has
besn discharged because he had come ia
Austin while the legislature was In ses-
sion in the interest OF legislation In which
railroad employees were interested. On re-
direct examination testified that he did not
understand It to be the policy Of the Santa
Fe 10 discharge all OF its officials and
employees who took drink, for If 1t was
1t would be without officials.
At the conclusion of Mr.. McCleary $
testimony, compiainants announced that
they will rest and defendants introduced
r. F. c.. Saunderson OF Topeka. assistant
superintendent of machinery for the Atchi-
son. Topeka and Santa Re. Testified as
to the running OF double headers on GER
tain Eastern roads where there are many
''hogbacks" and dips without bad result
and without complaint of an increase OF
accidents. AS soon as the men become ac-
customed to working in concert, the sys-
TEN proved satisfactory. Except as tc
seeing the track Immediately in front oil
the first engine the crew on the second
engine is at no disadvantage in the matter
OF seeing ahead. Two engines going around
curve are not so hard on the track as
one engine OF tonnage equal 10 that OF The
two because when two engines are used
the pull OF the first engine neutralizes the
pressure of the second engino-on the outeI
( rail. No reason why the coupling betweeh
( engine and tender can not be made SUM.
( ciently strong to meet the emergencies OF
double header train. Properly operated
double headers can make as good II moi
better time than gle-headers. Consid.
cred II an element OF safety to divide re.
I spoTs bilty between two engine crews
Double header service was preferred b,
1 trainmen on the Norfolk and Western
when he was an official OF that road
Never had heard them complain OF any
unusual hazard in connection Herewith.
/ Cross examined, witness said he knew
Mr. Bar, third vice president Of the Atchi.
son, Topeka and Santa Fe. but was no
here TO testify at his request. Did no
/ know that Mr. Bar had. when be was with
the Norfolk and Western, introduced
double heading generally on that road oil
that double heading had become general OF
the Atchison subsequent to his taking ser
vice with it, Immediately after the intro
ducticn OF double headers on tbs Norfolk
ana Western there was an increase OF &C