Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1916-01-14
Jimmy Pond Closed,

Jimmy Pond Closed.
The Department of Inland Fisheries
and Game calls attention to the fact that
Jimmy Pond in Litchfield is closed tc
ice fishing. This is the result of action
taken by the commissioners following q
hearing at Tacoma Inn In September
soon after the hearing procla-
NATION was posted declaring the wat
ers of the pond closed to ice fishing
for two years from December /, 1915
This regulation of the commissioners was
made subsequent to the publication of
the 1915 edition of the laws and regula-
| tons of the department and does not
therefore appear in that much used
handbook.
Srois Fatal Accident Report.
The Public Utilities Commission has
issued report in the matter of the acct
dent near Westbrook station on the Wor-
cester. Nashua & Portland Division of
the Boston & Maine Railroad, Jan. Z.
1916. which resulted in the death of Jo-
seph Sros, section man. He was
struck by an extra freight at I o'clock
in the morning of the above named date
and died within a short time. The COM
missions report, which neither blames
nor absolves from blame the engineer
and train crew, is somewhat different
from most of the reports issued by the
Commission in matters of this kind The
commission says in part
while the train was going around
what is known as Canal Curve one Of
1.-THE brakemen. who was looking out Of
the rear window of the caboose, said to
the conductor: We must have struck
something as see a car wheel beside the
track The conductor did not stop his
train until he got to Gorham. and then
wired back to Gorham and learned that
he had struck section velocipede and
very seriously injured the section man.
The fireman stated that he saw no We
locipede and did not know until they got
to Gorham that anyone had been struck
or injured
The engineer states that he saw moth
ing of the accident saw no velocipede
ahead of him on the track; and did no.
know until they reached Gorham that
there had been an accident
A lady who lives near the tracks states
that she was looking out 'of the window
and saw the section man trying to get
struck by the engine before doing so.
1t seems strange indeed that the con-
ductor should permit his train to pro-
coed after a car wheel had been seen
beside the track, and especially in view
of the fact that the brakeman sug-
gested that they must have struck
something. 1t seems equally strange
that the engineer did not see the veloc-
ipede or the man, as they must have
been ahead on the track. 1t is suggest
ed that Calan Curve does not permit
the engineer to see more than a few
hundred feet ahead, but, even with
however sharp a curve, it Is we'll nigh
impossible that the engineer, If he had
been looking out, could have failed to
see the accident.
From this it does not follow that the
engineer or any of the train crew was
guilty of negligence. We apprehend that
the train had the right Of way, and,
il section man started out with his
velocipede to inspect the tracks, it was
his duty to avoid being injured by
keeping himself informed as to the
approach Of trains and not going into
a place where. on account of physical
conditions, train might come upon
him under circumstances which would
inevitably result in an accident.
We make no finding but content our
selves with stating the facts as they
appear to u.s."
Madison Freight Collision.
In the matter of an accident at Mad
ison. Jan. 4, 1916. in which two freight
trains were in collision on the tracks
of the Maine Central Railroad, the
Public Utilities Commission reports in
part:
THE accident resulted from what
appears to have been carelessness upon
the part OF the conductor Of No. 3O5
and the engineer Of No. 1913. Rule 80 Of
the Maine Central Railroad Co. reads
as follows:
Within yard limits the main track
may be used. protecting against first,
second and third class trains. Extra
trains must move within yard limits
prepared to stop unless the main track
is seen or known to be clear
THE place where the conductor of
305 left his train is within the yard
limits at Madison, and he was within
his rights in leaving the train there.
This extra train 1913 was neither a first,
second or third class train: hence. the
conductor of 305, under the rule, was
not obliged TO protect his rear; but it
II a fact that in written examinations
Do ~