The Birmingham age-herald., 1913-12-18
VIOLATIONS OF SERVICE
LIMITATIONS TELLS STORY
OF RAILWAY EFFICIENCY
CHARLES c. M'CORD

I'll EhIAl4A1tD Nfs w AOhD
employees on American railroads to 16 con-
secutive hours go to the very heart of
the efficiency and safety of train opera
tlon," said Commissioner Charles C. Nc
Chord, commenting upon a statement Is
sued today by the interstate commerce
commission, analyzing the monthly re-
ports of interstate railroads on hours of
service during the fiscal year ending June
30, 1913.
Nearly 100000 violations of the 16-hour
law We're reported by 269 railroads during
the year, the roads submitting various
reasons why such violations were neces-
sary. The commissions analysis points
out, however, that while this figure may
appear abnormal to the lay mind, it must
be remembered that 251, Ill men were en-
ployed in handling trains during the year
and that the excess service probably
would not exceed one instance to each
employe
Differences in Efficiency
THE difference in efficiency and safety
In operation between various railroad sys-
tems," Mr.. McChord said, 'fs shown
clearly by the commissions analysis in
the marked disparity between the ratio ot
excess service to mileage between rail-
roads serving practically the same terri
tory. For instance, one of the eastern
roads, operating more than $500 miles OF
q, .lrr
trainmen were on duty for periods longer
than those provided by law, while another
road in the same territory, with a mile
age of less than $500 miles, reports 90, 66;
such instances.
"A comparison of the figures submitted
by two other of the principal eastern
lines shows, respectively, a mileage oil
225S. with 5451 instances of excess service
as compared with 1929 miles and 16, AS In.
stances. In the prairie country one road
with q mileage of 4755 reports approx.
mately 10000 instances of excess service
while another road in the same territory
with more than 1900 miles of tracks, re
potrs only 2310 instances of excess service
Comparison Given
TN the southwestern territory, one
road, operating less than 640O miles o1
tracks, reports approximately 100 in
stances of excess service, while another
line, similarly situated, geographically
reports only $50 instances on mileage OF
more than 1904 miles. A corresponding
comparison between two roads in the
northwestern section of the country
shows a mileage of approximately S0G
miles, with less than 500 instances of ex-
cess service, while another road. with less
than 10000 miles of line, reports nearly
5000 instances of excess service"
Commissioner McChord, within whose
supervision comes the actual administra-
ton of the hourse of service act, directed
the preparation of the analysis.
The law provides a maximum of II
hours as the limit of continuance of serv-
ice for trainmen engaged in the physica
operation of trains. This law admittedly
is being violated continually by the rail
roads, many times unavoidably. The car
riers are required to report each instance
in which an employe served more than
16 hours eonsecutively, fine of $500 beine
the penalty for failure to report.
The anlysis shows that derailments ar-
forded the most prolific cause of excess
service. SS,317 cases being attributed by
the carriers to that generic cause. IL
1880 instances, the delays were due tC
coupler and draw-bar defects, while II, 10;
cases were attributable to miscellaneou.
car defects. Landslides, high water ant
fire were reported by the carriers in.
volved, as responsible for 1885 cases, and
congestion of traffic resulted in 1881:
employees exceeding the limit of service
In 10620 instances the excess service was
caused by track defects and distractions
not resulting in collisions or derailments
while 1910 cases were due primarily to col
lisions.
Engine Delays
Under the heading of Engine Delays, -
15,507 instances of excess service were re-
ported as attributable to miscellaneous
mechanical defects, while other engine de-
lays usually incident to the operation of
trains, were responsible for nearly 1O,00C
additional cases.
"As a result of the prosecutions insti-
tuted by the commission" the analysis
points out, ''the number of instances OF
excess service reported during the last six
months, as compared with the correspond
ing figures for preceding years has
shown a marked reduction
My belief is said Commissioner Nc
Chord, that the carriers involved will
concede to the commissions analysis OF
their reports such a degree of attention as
will enable them, by apprising themselves
of the preventable causes of excess SER
vice, 10 eliminate the majority Oh III
stances in which employees heretofore have
been permitted or required to remain or
duty for longer periods than Is consecu-
tive hours"
Under the head of Employees in Train
Service the analysis shows an aggregate
of S7S instances in which employees re-
turned to duty after Ii hours continuous
service without having had at least II
consecutive hours off duty, while PA OF
such employees We're returned to duty
after 16 hours of continuous service with
out having had eight consecutive hours
oft duty.
Number of Violations
The law requires that telegraph oper-
ators employed by railroads in train oper-
ations shall not be on duty in excess OF
nine consecutive hours. The total num-
Der of violations of this law as shown by
the analysis was 26.5SS, while it is. noted
that in 4544 instances telegraph operators
in offices operated only in daytime were
on duty for longer periods than 13 hours.
The total number of cases of excess
service of all classes reported by the rail
roads for the fiscal year was 299,953. The
report says it is not to be assumed this
number comprehends all the instances In
which employees of railroads were on duty
during the year in excess of the statutory
periods.
ITO the lay mind that contemplates the
economic aspect of an industrial situation
in which during single year nearly 300 00t