The Bridgeport evening farmer., 1913-07-23

! of near by following trains is highly dangerous, if not legally cuIpable In view of the frequent failure of the human element in this regard, such a hazard cannot be Justified by the slight gain in time over that lost by one train remaining in the block behind until the train ahead has cleared from it's block.
 This practice also does rude violence to the accepted notion of the public that all trains are kept at least one block apart whilst running, and that, as a consequence, rear end collisions are thereby necessarily avoided.
 AS to the 5th query, in reference to the use Of automatic stops for the preventing of the calamity at Stam- ford, l must confess to having no knoWIedge of the continued use of any approved automatic stop. for outd GOT use on steam ~or electric roads, or has any evidence been produced before me showing such use other than that that was experimental on railroads
 It appears to be the law that crira- iaal negligence can only be based upon the failure of the New Haven Com pany or it's servants in providing au- tomatic stops when such stops have not only been tested experim entaIIy, put have been and are being success fully used on other hrst-class or well managed railroads
 The Company is not bound, under pain of punishment, to adopt or use any particular appliance for any pur- pose. that has not proved it's own suc- cess by actual and continued use Gas in the Westport Wreck, in the long continued use of long crossovers on other railroads). It should go with out saving that any appliance so vii tally affecting safety of travel as an automatic stop should be so reliable in test and experience as to bar the possibility of failure at crucial times when and where human life may be in jeopardy.
 I am firmly convinced, however. that automatic stops, speed controls and other safety devices for railroads now exist in a fair state of develop ment, anxiousfy awaiting opportunity for exploitation, and that the New Haven Company should feel obliged to install some such in proper places. even though they may not be, at the instant, equal to all the nfceties of the published requirements of that Com pany. In this regard it should suffice for the present that any device known to be actually capable of stopping a like 2nd 53 train from telescoping a like 1st 5S at Stamford, ought to be installed at Stamford at once, pend ing the day when it's capa bilities will
 
 pany's further requirements.
 As to the 9th query, referring to steel car equipment for its through trains, I am unable to find the Com pany indifferent to public needs in this particular or in any way negligent, in view of it's present equipment of 3l steel cars of it's own in service, with S1 steel PulImans in addition now running on it's lines. Present con- tracts also with steel ear companies for the building and speedy delivery of 354 steel passenger and service cars, may be regarded as a g-uara atee of earnestness in this regard. It must be understood, however, that steel car plants have limitations of output, and that with the exercise of a generous patience on the part of the public. the cars contracted for, ennbodying the most modern ideas of safety in con- structfon and equipment, I am con- fdentiy informed, will be put by it into service as soon as delivered.
 Whether the part played in the hap peuing of June 12th, by engineman Doherty, who, having charge of End 53 was cu1pable or not in view of the situation and circumstances then be- fore him, merits attention, we have seen that the New Haven Company. its servants or agents, were not negii-H gent in placing him on engine 1898. All req ufred care was exercised by 1t
  prove his competency, after his ten years of service as fireman on freight and passenger trains, by practical ex- aninations before being set up as an engineer. No cuIpabIe negligence was theirs, because of his alleged in experience when, judged by his ser vice record, his fulfllment of the one years period of service required by the Companys agreement with the Engineers Association, and the full endorsement of his fitness and ex- perlence under that agreement, by the active service engineers of the Com pany themselves.
 As to Doherty's competency, there is no serious question As to the quantity and quality of his experience and his physical ability for the run ming of the End 53. there is room for doubt, for, upon his own testimony he was tirnid and nervous on the first two days of his running to Stamford and return, and for reason. therefor, stated the engine was new to him. as well as his duties in running an ex- press train; his back was sore from handling a stiff reverse lever on his engine; the air-brakes failed in the usual use of them to properly stop the train at Bridgeport or at South Nor walk.
 The instruction of road foreman