New-York tribune., 1904-10-04
DEATH TRAP CARS.
Passengers tn Pullm0ns Escape Most
CatGStrOpheS.

Washington. oct s.-Because OF the appalling in
crease IN the number Of deaths and injuries result
ing from recent railway disasters government ON
cials renewing their efforts 10 ascertaln the
direct and contributory causes with a view 20
recommending such legislation and suggesting
regulations stringent 70 reduce the danger
OF accident 20 minimum.
An Investigation Of the record discloses the fact
that the firlsily constructed day coaches are
those which sre invariably smashed into kindng
wood resulting in a Wholesale slaughter Of their
occupants while the passengers n the heavy, more
substantially built Pulmans. in most instances.
escape with nothing more serious than severe
shaking up or slight injury. This is explained by
the fact that the day coaches are between the
locomotives and the Pullmans. and IN head-on
collision the ponderous cars from the rear rush
on. crushing Ike eggshells those in 'front.' before
their momentum ceases There is no escape for
the doomed occupants Of the day coaches in
wreck Of that description.
Statistics show that in sohd Pullman trains the
percentage Of accidents is remarkably low as COM
pared with mixed trains. and. while # might be
impossible TO demonstrate the practicabIity OF
trains composed exclusively Of Pullmans or 10
popuiarize them with railroad managers. the
passengers, Al least. would all stand equal
chance IN ths event OF accident
Since 1885 the records show a constant and
charming Increase IN the number OF dead and in
5ured in railroad wrecks IN that year the killed
numbered sl36 and the injured Bias. In 1900 the
latest completed figures available show that the
dead numbered 80 and the injured 1865 The
accidents q 1904 W 10 date are doubtless pro-
porionately larger. The records also show that in
1895 the railroads oS the United States carried
b0l 42lS62 passengers, and IN 1903 6s4 Ss155s
carried Taking these fgures and the total num-
Der OF casualties reported basis for the
putati0n Il IS shown that in 1895 the number in
thousands Of passengers carried 10 a casualty was
599 and in 1903 only 81. indicating that the per
centage Of casualties has grown an appalling
degree n the last nine years
Government authorities in making comparison
OF the number OF deaths resulting from train
wrecks in The United States and in the United
Kingdom. found that IN the United States nearly
ten thousand deaths were due 20 this cause. while
n the United Kingdom the corresponding year
showed a total Of only six passengers killed. This
startling contrast naturally led 10 more dulgent
inquiry regarding the reasons for the increasing
number o. fatal accidents IN this country, while
abroad the safety OF the travelling public is ap-
parenty paramount 10 every other consideration
among railway officials
Al official OF the Interstate Commerce Commits
Sion. commenting the frequency and fatality OF
railroad accidents, said 10 the correspondent Of
The Tribune:
'Coilsions inhict the most pitiable sufrerings on
the Passengers and trainnlen who are their victims
and while railroad companies make financial repa-
faLon 70 passengers who are injured and 70 the
heirs of those who killed. and, although their
ohcers sincerely deplore the slaughter the fact
mains that these wrecks, with the inevitable loss
OF life and injury. are increasing with alarming
rapidity, ana something should Be done 10 reduce
the danger 70 minimum
1t Is apparent that the problem OF reducing the
annual collision record by very large percentage
is comparatively simple and may De dealt With sue
cssrg icoavenienoe 10 Ias 66Iie aB5 Ehogt
innlcting serious financial burdens Il is evident
Introduced the block system lave adopted in part
the proper remedy. and their action should be mi-
taleo oy othsf companies and under compulsion. II
necessary. England uses the block system uniVer-
- 80 = 81 Llsls PsILect sho me cas laIty rec
pLo tneIe 50 LoN tEaL sney must apPea4 10 an %ho
block system invariably indicates danger when
there is danger and il Just as invariably points 10
safety when safety exists
''of bur little less Importance is the question Of
working hourE and resi- among railroad employees
by Congress Is admitted By AL fair minded men
who are familiar with the horrible consequences
that have overtaken a train operated by
hausted crew. II is that il is an almost uni-
versal rule among railroad companies that engt-
neer or fireman shall have eight hours rest after
however, Is an exceedingly flexible rule. and not at
81 compulsory, An eI2ploye i 50 inclined. may
Sernine he duties required Of hir, He Is Of
course, allowed extra pay for this work. and, not
infreQueCtly. his fixed compensation is such that
n order 10 make both ends meet. he is compelled
10 work overtime. railroad company should not
be permitted under severe penalty, TO continue
fun day's work IN Us service. An engineer or a
conaLctof WhO = physlc4-L5y Alausteo shoulo NOT
be held 70 moral RESPONSIBILITY Ier an ACCIDENT oc-
curing under such conditions The responsibility,
moral anC leRaA S1CQlC rest elsewhere.
"A single track system IS unquestiOnably respon-
Eble for large percen tHge OF the railroad wrecks
and IL is not impossible that part OF them
be attributable the general movement
among the railroads 10 reduce their operating
Denses IN order 10 cuUnteract smaller gross
lngs wholesale reduction. resulting IN the dis
charge Of from fifty thousand 70 seventy-hve thou
sand employs. has gone into effect. Is II fair
20 assume that such reduction would result IN
oVerWOrk for tloss retainedg'
Z Is the OF opinion here among those
WHO making study OF the casualties resulting
from railroad wrecks that not only safety regu-
latious and appliances Indispensable. but that
tional legislation. governing to extent the
operation Of the railroads Is required 70 insure
FAR Il Is possible for human agencies insure.
the safety Of the travelling public.