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L'exemplaire f ilm6 fut reproduit grflce d la g6n6rosit6 de I'dtablissement prdteur suivant : Bibliothdque nationale du Canada Les cartes ou les planches trop grandes pour dtre reproduites en un seul clich6 sont filmdes d partir de Tangle sup^rieure gauche, de gauche d droite et de haut en bas. en prenant le nombre d'images n6cessaire. Le diagramme suivant illustre la mdthode : 1 2 3 1 s 3 4 5 6 ^ '1-t L ^f''■ ^>' '' ' ''^ 6^ L >.^_Vt V <• ,^ . -/ ^ y RAILWAY ACCIDENTS, l!V A, T. DKUMMUXI), A. Can. Soc. (J. K. UV rElt.UISSlo.N i)V TIIK CUUNOIL. KX'JKIU'T Ml.NUTKS OF Till'; TRAN'SACTIUN'S UF THE SOUIK I'V. Vol. II. Part. 1. Sessiox 1888 Montreal : inilXTED BV JOHN LOVELL k SON. I Tlie Society will nut hold itself ivsponsibhi i'uv any statements ov opinions which may be advanced in the following pages. iianabran Societti of febtl Engineers. 8th March, 1888. H. WALLIS, Member of Council, in the Chair. RAILWAY ACCIDENTS AND A RAILWAY COMMISSION. By a. T. Drummond, A.Can.Soc.C.E. Railways are now such important factors in the convenience and prosperity of every community, that whatever improvements will tend to diminish the danger of loss of Hfe upon them must be of public interest. Whether every railway accident is preventable is open to question, for after all the improvements with which human device has aided railway construction and equipment, and after all the care and foresight which able men have exercised on the best constructed roads, accidents, unaccountable, will happen to both passengers and employees. And yet, seldom a month passes, but some other appalling catastrophe, proved to be due to oversight or negligence on the part of the employees, or to defects in the roadway or the rolling stock, convinces us of the absolute necessity on every railway of stringent management, careful inspection, and proper material and workmanship. During the past year, accidents bijUi in the United States and Canada, leading to heavy loss of life, have once more forcibly drawn public attention to the subject, and in the United States, railway commissions have been recommending and legislatures have been enacting, more stringent laws with a view to, if possible, prevent such terrible fatalities in the future. The vast extension of the railway system in the United States has led there to greater inquiry into the condition of ra'lways, to more systematic oversight, and, at least in the older States, to more legislation regarding railway construction and railway management than exist in Canada. Permanent railway commissions have been appointed in twenty-one of the States, including each of the Northern States, except- in"- Indiana and Vermont. Some of these commissions are the result of relatively recent legislation, but others have been in operation for many years. The effect of these appointments lias been that closer attention is now paid to the wants of the public in the service of the trains, in the establishment of rates, and in the safety of the roadway, bridges and rolling stock; minute details are furnished of the equipment and the operating of each railway system ; and every serious accident occurrin"- within the borders of several of these States is closely inves- tigated to ascertain its cause with a view to prevention io the future. 2 Drummond on Haihray Acc'ulents. In Canada, however, with a contentment that is remarkable, we Btand still. The experience gained by our neighbours is unheeded by us. The knowledge, that the same causes which have led to disasters on the railways in the United States exist equally in Canada, is over- looked. Catastrophes occur again and again, but fail to awaken us to such a sense of responsibility as would demand, under legislative enact- ment, that every precaution within reason, which science and skill can afford, shall be taken by the railways to protect the lives of their passen- gers and their employees. It is open to question whether in every case legislation, which would lay down hard and fast rules for the railways to observe, would be the best course ; but it is obvious that the time has come when this whole subject must be discussed with a view to some action upon it. A railway is now rather to be regarded as a great fiictor in the public convenience and in the national prosperity, than as a means through which private individuals may be enriched. It ought therefore to be largely subservient to the public interests — certainly iu that respect that the safety of its own employees and of travellers by it should be first thought of. And yet, it is to the interest of every rail- way company to avoid disasters. Every person familiar with railway management is aware that it is to the manager himself that disasters on his road must strike home with the most startling import, and that no one should be more earnestly desirous of avoiding them. Apart from the injury and loss of life they often occasion, and the heavy consequent claims for injury which arise, they also mean immense damage to the rolling stock and to the track, loss of revenue this rolling stock would earn, and loss of prestige, for the public is generally ready to lay the blame of disasters on the condition ot the road or its equip- ment, or the lack of improvements which the management ought to have adopted. It is only fair to the management of many roads — and they probably include our leading Canadian roads — to say that they are only waiting to adopt the most effective improvements so soon as these have undergone a fiiir test to establish their qualities. Let them not, however, wait for impossible ideals. With other railways it is a matter of expense, and much as the manager would like to adopt every improvement, he has to follow the instructions of bis superiors with ■whom economical construction, equipment and operating are considera- tions of importance. There are, again, still other roads to which it would appear necessary to apply some sharp goad to compel them to adopt progressive ideas, and which seem to rest in the hope that a kindly Providence will in their case continue to avert disasters. The records of accidents on railways, whilst they, on the one hand, show how safe travelling is now, compared with fifty years ago, are not ploi reel It] car sar the ano wai COE em| infi accl Pi'ummond on Railway Accidents. pleasant cliapters to read, and must convince every one that mucb requires yet to be done to render travelling as safe as it can be made. It may be said thnt not a few of these accidents arise from the culpable carelessness of the parties injured, but this makes it ail the more neces- sary that laws should be made to, if possible, protect men even against their own carelessness. The statistics of railway accidents in Canada, after making all allow- ances which may be claimed, appear not to be as favourable to our rail- ways as they might be. Under any view which may be taken, they convince us that much can yet be done for the safety of the railway employees as well as of travellers. The two years selected for illustrat- ing, as far as the official returns will admit, the passenger traffic and accidents in Canada and some of the leading states of the Union, are given, not merely becau.se the statistics are the most recently published, but because they may be taken as representing results under the favour- able circumstances of the newest regulations and the most recent appli- ances adopted by the railways to secure safety. The selection is not unfair to Canada, as the returns of these two years hero compare very favourably with the average of the last ten years, though the poverty of the passenger traffic suggests either some error or a remarkable domes- ticity among the Canadian people. The particular states selected have been chosen at random, with this qualification that in each of these states there has been a railway commission at work for some years. In all such railway statistics, however, the grave defect which detracts from their value for the purposes of comparison, is the lack, in the diflFerent states, of a uniform system of collecting these statistics. State or Country. Passengers carried. {with reserve.) Killed or injured. Year. Passengers. Employees and otliers. 1885 1886 1885 1886 1885 1886 1885 Massachusetts . . . do Connecticut do New York do Ohio 69,603,700' 75,842,581' 17,4.30,921' 19,011,.381' 73,555.179' 81,46.3,709' 32,895,641' 31,781,707' 20,593,478t 22,727,934 24,782,322' 22,970,564' 9,672,599 9,861,024 74+ 107+ 12+ 42+ 112 125+ 78 49+ 145+ 64+ 36+ 36+ 84 443t 476t 222t 297t 1435 1516t 1061 1886 do 911t 1885 Illinois 1318t 1886 do 1254t 1884 1885 1885 Michigan do Canada 459t 403 f 7:)7 1836 do 79 1 636 * Includes the total returns of the entire lines of the through railways. + Includes only returns properly referable to the particular state. 4 Drummond on liailv.ay Accidents. Wliilst the railway accitknts in Canada seem to bo numerous, it would be hardly ftiir to form even general comparisons from the above statistics. It is, in fact, most difficult to arrive at any lair comparison between the results of railway travelling in Canada and those in the United States. The general returns covering the wliole United States are not all oflBcial, and are not all collected under the same system and with the same attention to correctness and detail which in several of the Northern States characterise the official return,«. On the other hand, these official returns are at times equally unserviceable to the statistician, because the great through lines appear sometimes to return to each Stat« the total passengers or total accidents, instead of confin- ing the numbers to those referable to the particular State to which the returns are made. Comparisons are thus without ai exact value. Again, in Canada, the passenger mileage is not given in Icial reports In the State official reports, it is not unusual to find the safety of mil- way travelling judged in a general way by the proportion which the passenger accidents bear to the whole number of passengers carried. For reasons already given, this sometimes might lead to an exaggera- tion. The passenger mileage, on the other hand, has been thought by many to ufford a more correct basis, because it admits more particularly of suburban travel being considered. Suburban travel, however, arises from enlarging cities and a more dense population surrounding them, and has associated with it increased elements of danger in more fre- quent and more crowded trains on the same tracks and at the hours when the ordinary passenger traffic is greatest, more crowded platforms, more level crossings and greater proportionate traffic across them, more employees and more trespassers on the tracks. If in the carrying of suburban passengers safely, employees or others are killed or injured, another element of importance has to be considered by those who would guago safety simply by the passenger mileage. To illustrate this, the Michigan Central Railway operates 1514 miles of roiid, of which only •19 are in Illinois. Now, while the total accidents on the whole line for 1885 and 1886 averaged 149, those for Illinois alone averaged 27. The statistics of the Canadian railways do not give the number of employees, and it is impossible to institute any comparisou between the number killed or injured and the whole number employed. Apart from this, however, the returns of accidents to employees do not appear favourable on the Canadian railways, nor, further, do the similar returns from the railways in the above States of the Union, It may be urged that many of the accidents on the Canadian roads arise from trespassers walking on the track, etc., but on some American railways imorous, it I the above jouiparison lioso in the itcd States mo system I in several 1 the other ible to the s to return I of confin- which tiic act value, al reports ety of niil- which the rs carried. exaggera- ■hought by artieularly jver, arises ling them, more fre- the hours platforms, lem, more iarrying of )r injured, those who illustrate f roiid, of ats ou the nois alone number of itween the L-part from ot appear le similar . It may arise from a railways Drummond on lia'dway Accidents. 6 a larger proportion of accidents is duo to this cause. And the life of an employee is as valuable as that of a passenger. The analysis of the causes of accidents in Canada is not so full as it might be in the government returns, but for the two years 1885-G, the following results appear : 1885. 1886. 125 (8 being passengers) 75 (8 being passengers) Falling from engines or cars, 125(8 Jumping on or oflF trains. 6-4(24 Making up trains. 20 Putting head or arms out of windows, 3 Coupling cars, 285 Collisions or derail- ment, 97 Trespassers on track. 153 Striking overhead bridges, 10 Explosions, 2 Other causes, 82 do do ) 65 (16 10 1 222 89 136 8 110 (98 being employees) 841 715 In the case of a large number of accidents on their lines, railway companies are in no wise responsible. Many arise simply from the existence of the railway and the carelessness of the injured. Whilst however it may be impossible to prevent cvciy accident, a humanity common to us all impels us to agree with the Massachusetts commis- sioners in their more than once expressed conviction that a preventable accident is a crime, and forces us to feel that every known precaution and every admittedly successful remedy with which railway men are familiar should be imperatively adopted in the endeavour to lessen this loss of life and this injury to passengers and employees. The subject naturally leads to a consideration of certain safeguards, which the experience of railway commissions and of some of the leading American railways has suggested as necessary on every properly equipped road, and which have equally commended themselves to some Canadian engiueers and railway officials as improvements still impera- tively needing introduction on some Canadian railways. To the unpro- fessional public they will all appear as of the first importance. la some of the Northern States, certain of these safeguards have, in either an absolute or qualified way, been made the subjects of legislative 6 Drummoncl on liaihvay Accideufs. cnactuicut, aud there seems no reason why, in Canada, souic of them regarding whose importance there is no division of opinion, might not equally be given the force of parliamentary sanction. But wliy will not railways view improvements from a business point? A derailment on a bridge unprotected by guards, or the burning of a train furnished with stoves, may occasion such injury and loss of life, that the claims made and the damage done to the line and equipment would ten times over pay for the in)provemcnts, which would have averted the disaster, as well as for many such improvements over the whole line. suil thej necl thel (1 the! BRIDGES AND EMBANKMENTS. GiARD RAILS. — On all embankments exceeding a certain height, and on all bridges and viaducts, there should be on the outer side of each rail of the main line, guard rails or guard timbers, faced with angle iron, and securely bolted to the ties undcrueatli, and these guard rails or guard timbers should be continued for a sburt distance on each side of the bridge, viaduct, or embankment. The object of the guard rails is to prevent the cars from entirely leaving the track at these dangerous points. Between the main line rails on all bridges and embankments, and the approaches thereto, there should be guard rails, forming a some- what curved V, so securely placed as to guide the wheels, when oflF the track, back to the main line. Every bridge should have a floor system strong enough to support a derailed locomotive or car in motion. Under the Connecticut laws of 1878, the commissioners were empowered to order guard rails to be placed on the bridges and trestles. In 1881, the Massachusetts commissioners accompanied a circular on the subject, with two sheets of illustrations of various improved forms of track construction in actual use on bridges in that state and else- where. Among these, the Sabula bridge on the Chicago, Milwaukee and St. Paul Kailway, affords the best illustration of an earnest endeavour to secure safety by an efficient flooring. Not only are there guards faced with angle iron on both sides of eacli steel rail, with a flooring of § " plate iron between, upon which derailed wheels can run, but outside of all on each side of the bridge and near the trusses are, securely bolted down, 10" square longitudinal stringers as a further protection. On the approaches to the bridges, the commissioners suggest not only the curved V rail between the main line rails, but, instead of guard timbers, outside guard rails which gradually flare out beyond tiie ends of the bridge to a width of 12 feet. some of tlicm on, might not But \yliy will A derailment ain furnished lat the claims luld ten times the disaster, vta'm height, ' side of each 1 with angle guard rails nee on each f the guard ick at these :ments, and ling a some- vhen off the to support oners were and trestles, a circular roved forms te and else- Milwaukee an earnest J are there rail, with a (Is can run, trusses are, 1 a further iniissioners ■ rails, but, y flare out Drummond on Raihvaij Accidents. *T The Dedham disaster revealed the fact that the bridge there had no suitable guard rails, that the floor system was not sufficient, and that the bridge had not even been tested. On very high embankments, these guard rails are of almost as great necessity as on bridges and their approaches, so considerable would be the fall in tlie event of complete derailment of a train. Guard rails are often neglected on our Canadian roads, and when they are present, are not usually faced with angle iron . Probably on no Canadian lines are plate iron floorings found between the rails, and yet, in the event of derailment, it is not difficult to see the great impor- tance of such floorings placed over closely laid ties, in conjunction with the V shaped guards between the main rails. The Latimer bridge guard, which really comprises steel rail guards placed in this V shape, with a gradually rising floor piece on either side of each rail of the main line, is directly known to have saved terrible loss of life and property in February, 1885, on the New York, Pennsylvania and Ohio Eailway, at the Lyon Brook iron viaduct, which is 165 feet high and 800 feet long. Here an express train, running at thirty miles per hour, was brought back to and kept on the track, notwithstanding a broken tire and derailed truck of the engine. The Ohio commissioners report most favourably on the Latimer guard. Bridge inspection. — There should be frequent, periodical, careful inspections of all bridges, whether of iron or wood, by competent officials, and unless pronounced safe, no trains allowed to cross at a high speed. There is an absolute necessity that all bridges constructed years ago, when railways had lighter engines and cars, and each car carried a smaller load than now, should be reconstructed, with a view to increas- ing the strength to the new requirements. Particularly is this the case with those short roads, which the exigencies of competition and consoli- dation have transformed into parts of great through lines between great commercial centres, and which have in consequence become burdened with heavy traffic. It is, in such cases, equally a necessity that the track should be renewed with heavier st^jel rails. The engines and the loads carried on each freight car arc now often double what they formerly were. The New York commissioners have gone farther than others in the inspection of bridges and trestles. They correctly assume that bridge foremen — however otherwise competent — have not the technical educa- tion which enables them to properly inspect bridges. They have, there- fore, insisted not only on inspection by themselves or their representatives but on drawings being furnished of all truss railroad bridges in the 8 Di'uvimond on Railv.ay Accidents. Ftate, .'•bowicp: tltir construction and dimensions and the floor system adtpied. Tlicse drt.wings are required to be accompanied by a strain sbeet showing the strain on each member produced by the maximum moving load allowed on the bridge. These strain sheets are carefully gone over by the commissioners. It has been observed by them that rolling loads from cars alone sometimes reach 3G00 lbs. per running foot. After the terrible Dedham disaster, last winter, it was ascertained that the bridge had year after year been examined by the same man, who was a mere machinist. OvERUiLVD BRIDGES. — Every bridge forming part of the line of the railway, everj bridge crossing the track, and the roof of every tunnel and snow^hed. should be so constructed that at least seven feet should intervene between the roof of the highest freight car and the lowest point of the bridge overhead or the roof of the tunnel orsnowshed. This precaution is in the interest of brakenien on freight trains, many of whom when on duty have been killed by their heads striking against the bridge timbers above them. The Dominion Railway Act, provides for thb height above the car, but accompanies the pro- vision by a saving clause, which practically prevents it from operating, except on the newer roads. If all freight cars were provided with power brakes, controlled by the engine driver, there would be less necessity for brakemeo being on the roofs of cars and less necessity therefore for this provision. The Ohio commissioners appear to aim at having the lowest point of the roof at least 18 feet above the track. The Connecticut commis- sioners were given power to require every railway to erect and maintain suitable warning signals, at every bridge less than 18 feet above the track, whilst the New York Act of 1884, made the placing of these warning signals directly imperative on every railway. Warning signals are however unsatisfactory-, because liable to go out of order. Suspended cords not only rot and fall off, but in the event of a gale blowing in the same direction with the moving train, might never be noticed by the brakeman. Tlie correct principle is to have the lowest point of the roof sufficiently high above the cars to admit of a man moving freely on the top of the cars. FREIGHT CARS. Power brakes on freight cars. — Freight cars should be furnished with automatic power brakes. This would be a great boon to the trainmen, besides being more effective and economical than the present system. The brakeman on freight trains has a very hazardous occupation, more particularly during the winter ''w'. Drummond on Railvay Accidents. 9 the floor system inied by a strain by the maximum are carefully gone them that rolling inning foot. was ascertained )y the same man, part of the line the roof of every t least seven feet ht car and the innel or snowshed. n freight trains, leir heads striking ominion Railway )mpanies the pro- t from operating, re provided with ire would be less and less ni^cessity the lowest point of inecticut commis- erect and maintain 18 feet above the e placing of these . Warning signals 'order. Suspended ale blowing in the be noticed by the t point of the roof ving freely on the cars should be would be a great J and economical ;ight trains has uring the winter .^Ciison, when with the train in motion and the cars swayinir from side to side, he has frequently, in the course of his duty, to run from car to tar along their often slippery roofs. The numerous deaths and injuries jiniiually arihing from braivcmen fiilling from tlie cars, could be largely avoided by the use of power brakes, wiiilst economy would result from the employment of fewer men. Powt-r br.ikes are in use in the United t^tates, on the Paciflc roads, the Denver and Kio Grande, the Pittsburg, Cincinnati and St. Louis, the Chicago, Burlington and Quincy, and the Atchison, Topcka and Santa Fe railways. Tiie difficulty may be urged as in the case of couplers, that on throu^'h lines they cannot be brought into use unless adopted by all connecting lines as well, but surely railway men, if united in opinion of tlie value of power brakes, can overcome this difficulty when economy of service is tl)e result, unless they are waiting for impossible ideals in these brakes. Railings. — The New York commissioner.-^ suggest that a low railing should be placed on the roof along the centre, lengthwise of the freight car, so that in the event of slipping, the brakeman could seize it, and probably save his life. As an additional safeixuard, the central boards covering the apex of the car roof, should be extended somewhat beyond the ends of the car, so that with the similar extension on the next car, a bridge would be formed, and the brakeman spared the risk of a dan- gerous leap when running from car to car. Couplers. — Automatic couplers which will not need to be guided by the hand into position, which will not rcfjuire the brakeman to go between the cars and which will readily adjust themselves to other couplers, especially the old link coupler, should be adopted on all freight cars. The fact that in Canada nearly one third of the whole casualties to passengers, employees and others on railways, arise from the coupling of cars, proves how pressingly some remedy is required. In Massa- chusetts, it has been an increasing cause from year to year, until, in 1886, the causalities arising from it, were four times the number often years before. In Michigan, during the snrne year, the proportion of causalities ascribable to it, was between one-third and one-fourth of the whole. In other States the proportion was equally large. In dealing with the question, the difficulty at once arises that unless all roads adopt either the same or an adjustable coupler which will suit any other coupler, the liability to the constant recurrence of casualties will continue. The railway commissioners of several States have given great attention to the subject, and, after careful trials, several automa- tic couplers embodying the above stated requirements have been selected by, among others, the commissioners of Michigan and Massachusetts. The selection includes the Janney, Hilliard, Cowell, United States, 10 Druinniund on Railway Accidents. Ames, Aikman, Perry and Marks couplers, and was made in view of the law passed by the legislatures of these States, requiring under a penalty the adoptioD of automatic couplers after a given date, on all new freight cars or cars under repair. Connecticut and New York State have passed similar laws, and the commissioners of the latter state have civen the matter much thou!rht. Whilst throui'h the letris- latures of leading Suites, taking up tlie matter in this way, other legislatures will undoubtedly soon follow, still some of tiie Railroad Commissioners are convinced that being also an interstate matter, Con- gress should take it up as well. If the good points of several of the vast number of patented couplers could be combined in one, a perfect coupler might be had, butthiscould only be accomplished by purchasing the different patents. In the mean- time, should tliese great casualties be allowed to continue because rail- ways in their search for an ideal, jiractically impossible to obtain, ignore or cannot agree on the merits of several praiseworthy, well-tested couplers? "Why should not railway managers confer and come to some conclusion on this pressing matter ? Is not this also a fair subject for the Dominion Legislature to consider and act on ? The Master Car Builders' Association in the United States has more recently selected the Janney and those which couple with it, and it is to be hoped that where this association has influence good may result. fasll dati finil tivc poi< dop| wit| be pas! cffi' It tel^ PASSENGER CARS. Tools. — Each passenger car should be provided with, at least, axes, securely placed at either end of the car within glass casings. When cars are over-turned, it is generally most difficult to find appliances with which to get the imprisoned passengers quickly out. The glass casings prevent theft of the tools. The New York State law of 1884 requires not only an axe to be provided, but also a crow bar, sledge hammer and hand saw — the whole under a heavy penalty. Testing of wheels. — The wheels of the locomotive and cars of every passenger train sliould be tested every, say, sixty miles by a competent employee. This precaution is not so universal as it should be. Air brakes. — Every car intended to be attached to a passenger train should be provided with air brakes under which the motion of the train would be entirely under the control of the engine driver. The use of air brakes on passenger cars is almost universal, but the old \^ made in view of squiring under a Jven date, on all and New York rs of the latter o»S^i the legis- 'I's way, other f the Kailroad '0 matter, Con- sented couplers , but this could In the niean- 5 because rail- obtain, ignore y, well-tested 3ome to some ir subject for tes has more it, and it is oiay result. Dnimmond on Railway Accidents. II 'east, axes, gs. When appliances The glass axe to be -the whole 'd cars of liles by a it should •assen^er on of the r. The ; the old ' fashion hand brake is still seen on old rolling stock in use on accommo- dation trains and upon branch roads. The Canadian Act is so inde- finite that if the power brakes were only on the wheels of the locomo- tive or of the tender, the law would be complied with. The New York State law of 1884 excepts from its provision on this point any passenger car attached to a freitiht train where the speed dops not exceed twenty miles per hour. When freight cars are furnished with air brakes this exception in favour of accommodation trains will be unnecessary. Electric light. — Every car intended to bo attached to a passenger train should be lighted by electricity or some other efficient source of liglit other than oil or other inflammable substance. It has been contended that oil which would stand 300 ® test is absolu- tely safe for the lighting of cars, but the proofs are by no means conclusive. It has been thought that a sudden shock which a derail- ment or a collision would give to the car would at once extinguish the lights, and remove the source of danger. The evidence is, however, rather to the contrary. Besides, the swaying of a Pullman c ir, in the event of derailment, would bring inflammable material like curtains and bedding into contact with the lighted lumps, and if they should take fire, such fire would fiud increased fuel should the oil from any of the lamps have become scattered over the car furnishings. Gas is not only- open to the same objection but to the even greater objection that there is danger of explosion should the reservoir of compressed gas be burst open by the shock of a collision or otherwise. Tlie only absolutely safe means of lighting, at present known, appears to be the electric light, and considerations of expense can alone prevent its general adoption. It does not add to the heat of the car, is under immediate easy control, has the advantage of cleanliness and freedom from unpleasant odors and gives a steady agreeable reading light. The Julian system has been introduced into Canada. "Whilst, however, the daily cost per car — claimed to be §1.83 per 24 lights for each ten hours, — will soon now be known beyond the range of mere experiment, the features which seem to still militate somewhat against its general use on all cars of pas- senger trains are the considerable first cost of the plant, the weight added to the car by the cells, and the necessary renewal of these cells every two or three years. And yet in railway economy, safety should be a vastly more important consideration than expense. Steam heating. — All cars intended to be attached to a passenger train should be provided with appliances for heating by steam generated in the locomotive, or by an efficient source of heat other than coal or 32 Druramond on Railway Accidents. wood in stoves or heaters erected iu or about such cars, or other fuel which would be liable, in case of accident, to communicate fire to the car. The pressing need for the abolition of the stove on pas^nircr trains hardly rocjuires to be discussed in view of the terrible fatalities from fire during the past two years. The New York and JIassachuscttd Comuiissionors have both in special reports condemned tlie use of the ordinary stove and the New York legislature has now passed an net in the same vein. The question remains — what efficient substitute can be applied whatever the climate may be ? The Baker heater in use on the Pullman cars can it is contended be encased with an iron jacket which it would be practically impossible to burst open Tinless tiie wholt; car collapsed, but this is not actually established. It CiBuot be too often pointed out that it is not the ordinary, if the term may be used, but extraordinary accidents where the complete collapse of the cars is probable, that have to be the most guarded against, for ■there the loss of life is greatest. The very weight of a heavy heater is in its If an element of danger when the car is overturned at an embftnkinent or bridge. The popular verdict, without doubt, is in favour of steam supplied as under the Martin system through a Tedncing valve from the dome of the locomotive. Various experienced nilway managers and superintendents have, after actual trial, pronoun- ced decidedly in its favour. The result of enquiries made by the Massachusetts and New Y'ork Kailroad Commissioners appears to prove •lluit the actual loss of power to the locomotive, ascertained from careful experiment, was insignificant, that the cost was little, if at all, more expensive than present methods, and that the heat could be stored for & considerable time after the steam was cut ofiF. l{ has been questioned if the system will work on railways with heavy ■gradients, but, even if the locomotive did there require all the steam, the ■ears once heated should remain comfortable for a onsiderable time "without fresh steam — half an hour, the Martin system people claim, which would far more than suffice to overcome any ordinary grade. The objection that, on tlirough trains, Pullman cars will be side tracked at points in the course of the journey is overcome by the fact that these ■are usually important points where the station buildings are already or can be with economy heated by steam which can be readily supplied to tie side tracked cars. It has also been urged that the colder climate of Canada will interfere with the practical working of the system here, iJut it would be better if those who take this view would speak from an actual experience before detracting from the merits of a system which - appears to produce an uniform pleasant heat under easy control, and vTfhich seems to possess the merits without the attendant risks of the bestl havJ 11 CiiJ Miii Lali StatI andl rail car] \ atta car I scng 'nts. Jch cars, or other communicate fire «f the stove on iew of the torrihle 'c Xew York and eports condemned 'gislature has now 13— what efficient be? The Baker bo encased with Jle to burst open established. It lary, if the term ompleto collapse ^ded against, for 'a heavy heater erturned at an ut doubt, is in tem throuirh a ous experienced trial, pronoun- I u^ade by the ppears to prove id from careful 'f at all, more 1 be stored for ys with heavy the steam, the iderable time people claim, 'grade. The side tracked ct that these e already or supplied to Ider climate system here, eak from an stem which ontrol, and •isks of the Drummond on Railway Accidents. IS. i i i beet car stove. Eecent experiences in the severe weather of this wintei have been decidedly in favour of steam heating. Heating by steam is in successful use on the Cleveland, Columbus, Cincinnati and Indianapolis, Chicago and North Western, Chicago, .Milwaukee and ISt. Paul, Dunkirk, Alleghany Valley and Pittsburg. Lake Shore, Boston and Albany. New York Central, Long Island^ Statcn Island Rapid Transit, New York Elevated and other railwajrs, and its use has been inaugurated, experimentally, on the latercolooi^vl . TaiUvay. PuLLMxiN UPPER BERTHS. — The uppcr berths of every sleeping car sbc'ild be provided with such proper appliances other than wire attachments to the lower berths, as will in the ivcnt of accident to the car '^ender it impossible for such berths to close whilst in use by pas- sengers. Passenger accommodation. — Every railway should be compelled; to furnish seating accommodation for all passeniiers. Especially on excursion and suburban trains is this necessary. The company sliould have no right to sell tickets to more parties than can be accommod.-iteci. There would then be no excuse for passengers crowding the platforms and blocking up the central ai.sles of the cars ; and as at St. ThomaSj. on the London and Pt. Stanley Railway, intensifying the loss of life in,, the event of accident. LOCOMOTIVES. Locomotive boilers. — Locomotive boilers should be subjected tc: test before going into service, and annually thereafter. The Truro anJ Stellarton explosions on the Intercolonial Railway are sufficient warnint;.>j of the necessity of this. The Massachusetts law of 1882 and the Commissioners' regulations under desiro to keep open unnecessary crossings and there will be a twofold interest in exercising care at the crossing kept open at the joint expense. At present the law gives a discretionary power to the Railroad Com- mittee to direct changes in crossings and to apportion the cost, but practically, action has been seldom taken upon it. Canada has 7,241 level crossings. In Connecticut the statute of 1883 provides that when a town desires a gate, flagman or electric signal at a crossing, this may bo ordered, but the town may be directed to pay ouc-half the cost. Those who urge the substitution of high level crossings or subways, little know the cost. It has been estimated by the Commissioners of Massachusetts, that such a substitution in every ease of grade crossings in that State alone, would entail an expense nearly equal to the whole cost of the railways of that State. In Connecticut it is provided that new crossings must be either highways or subways, and if required by a town or municipality shall be built at the joint expense of the railway and it. Alterations in existing level crossings in the same State, where ordered, are also to bo at the joint expense, but only one crossing per year was to be charged on any one railroad. These Connecticut laws are well worthy of consideration in Canada. Where railways cross on the same level, the New York and Massa- chusetts laws require all trains to stop unless an inter-locking switch .and signal apparatus is in operation there. Drummond on Raihvay Accidents. 15 from being 3 providing ly existing is to make tossing the sings, and ch selected r crossings, if the gate- ity and the lives of its h is such a mse of this le railway, pened since bear one- 1 will be no e a twofold nt expense. Iroad Com- e cost, but has 7,241 vn desires a rdored, but ir subways, issioners of le crossings ) the whole )vided that ■equired by the railway tate, where rossing per Jticut laws ind Massa- ving switch "Walking on track. — It should be made an offence punishable witii a penalty to bo found walking on u. railway track, unless the offender is simply crossing the track, or is an employee then on duty. The need of stringent laws in this respect is seen in the fact that 299 persons were through this killed, and 171 injured, in all 470, in New York State, in 1886, 110 of these being employees and the others trespassers. EMPLOYEES. Intemperance. Overwork. — There arc, affecting employees, two very important subjects which have each a direct bearing on the liability to accidents — intemperance and overwork. The one is within the control of the employee ; the other withm tliat of the railway cor- poration. The New York State law whilst providing for six months imprisonment or $100 fine if an employee on duty is found intoxicated, also provides that any act or neglect of his when in that state, which shall occasion death or injury shall be punishable by imprisonment for a term not exceeding five years. The railway companies themselves can do much to prevent intemperance by prohibiting the sale or use of liquors on their premises. Rest to employees is also a preventative of danger. How often is the mis-sent message or the mis-placed switch due to an operator or a switchman whose hours of service had been unduly prolonged ! Sunday trains should also be discouraged as much as possible. The railway employee needs the rest of the seventh day as much as the merchant or the highest peer of the realm. BOARD OF railway COMMISSIONERS. The organization of railway commissions in the United States is the outgrowth of public opinion. Railways from being merely private enterprises have become necessary elements in the national prosperity. The unexampled advance made in their construction ; the need of sonic state supervision in order to ensure as far as possible the safety of both passengers and employees, and the numerous local questions always arising between the public and the railway as well as between the difierent railways themselves, all created a necessity for a board repre- senting the state which would have certain powers of control itself and would see that the State laws afiecting railways were properly carried out. Railway companies as a rule have not desired the appointment of commissions. The managers from their stand point as representing private shareholders, naturally prefer, in the institution of improvements, to consider the means at their disposal ; in the settlement of questions IG Drummond on Railway Accidents, with the piibliL' to suit their own convcnknce ; and in the case of acci- dents and loss of life, to privately investigate the caui-^es themselves. The bare fact that the loss of life and tlie injuries, both to passengers and to employees on railways, is very considerable in Canada, is of itself a suffieiint reason for a IJailway Commission. The public has a right to eu(|uire why eausnlities should occur, and equally a right to know whether needed remedies cannot be applied. At present there is a lliilway Committee of the Privy Council clothed, under the Hallway Act, with certain powers. The members of this com- mittee are re(iuired to be members of the Dominion Government, but however able each in his own department is, he cannot lay claim to any special knowledge of the working of a railway. When references are made to the committee, the investigation and adjudications are made at Ottawa, dependence being placed on the reports of others and on the arguments of counsel. There is no per3ection of the ! may appoint one — there is idents on the ihinery wliich ew appliances Iways, before ction is made iretion, there ly company's bo strictly tioii and test g load which o the nature riiere are no with and to tlie general cuuvenicuco heaply built le committee d decisions, e their first ct, the Eail- often taken he direction the United event many thus cause Di'v.rnmond on Railway Accidents. 17 A diflSculty — of less importance than it seems — in the way of the appointment of a railway commission whose field of operations would extend over the whole Dominion, is that certain railways have been incorporated by and are subject to the laws of the Provinces within which they wholly lie. The fusion of many of the smaller railway with the larger systems, and the extension of others, is however yearly lessening that difficulty. The last published government report indi- cates that in 1886 there were 11,523 miles of road being operated within the Dominion, and an analysis of this shows that whilst 1,240 miles might be regarded as subject to provincial control, there were 10,283 miles of railway comprising through and local lines and their leased or purchased branches which can be regarded as, or made, sub- ject to Dominion control, and therefore could be brought within the jurisdiction of a Dominion Railway Commission. The proportion at the present time is probably even more in favour of railways under Dominion control. It will be argued that the vast extent of the Dominion will preclude the satisfactory working of a commission. In time it might, when the number of miles operated here should approach the enormous mileage of the United States, but when it is known that the mileage in Canada is actually less than the miles of track built in New York State, there need not be a fear that the business for the commission for many years to come will be greater than it can overtake. Is, however, a railway commission a necessity in Canada ? As far back as 1851, when railways were in their merest infancy in the country, Parliament decided that it was, but;, as commissioners, appointed minis- ters of the Crown. The functions of the commission were however limited, and the actual work it accomplished probably even more so. And thus it has been ever since. The Board of Railroad Commissioners afterwards developed into the Railway Committee of the Privy Council, but, whilst after the federation of the provinces, there was a more extended field of operations, and the commission had somewhat wider functions, it does not appear to have commended itself to the general public as — and was perhaps never expected to be — a committee of reference and control. The railway system of the country in recent years has largely developed, and its bearing on the social and material welfare of the people, has increased in an even greater ratio, and yet in its duty to the people, the government has not maintained that actual control over the railways, which governments in the United States have found necessary, nor has Parliament afibrded to the public those ready facilities for redress which communities and individuals served by powerful railway corporations should always have. If the 18 Drumvwnd on Railway Accidents. I f railway corporation has been given enormous privileges and powers by the State, coniuiuuities and individuals have also rights to which the State should give even greater heed. The results from the operation of railway commissions in the United States have been most favourable. In some States they have under- taken their work with an energy, a fairness and a thoroughness that have made them powerful agents for good. Apart from the laws which have been enacted on their recommendation, and from the improvements whose introduction has been suggested or enforced by them, the earnest cflTorts in some of the older States to lessen the causes of accidents form a marked testimony in their favour. There could be no stronger tribute to the value of a well organized commission than the report of the enquiries made in 1886 by the United States Senate committee od Interstate Commerce. The suggestive duties which a railway commission in Canada should have are : To consider every application for a railway charter and report to Parliament on the necessity for the same and on the honajides of the applicants and their ability to construct the railway. To promote the health and comfort of passengers, as in ventilatioDi and other sanitary essentials in cars and station buildings. To secure safety for passengers and employees by regular inspections, by examining into the causes of accidents, and by investigating and, if necessary, directing the adoption of improvements, which would tend to ensure safety. To prevent excessive or unreasonably discriminating rates, and to see that railways afford reasonable facilities to the public for traffic as ia station buildings, and in the location of such buildings and of the tracks. To regulate questions between the municipalities and the railways as in matters of taxation and level crossings. To determine differences between different railways as in railway crossings, interchange of freight and, possibly, competition in rates. To obtain accurate and full statistics of the construction, equipment and results of operating of each railway. The first of these considerations is probably unusual, but the great number of railway charters granted by Parliament which never reach beyond the embryonic existence of the statute book, and still other railways, which have been actually built into country already well served by existing lines, make it necessary that some tribunal uninfluenced by party politics or by mere local eouoiderations should be, at least a preliminary, if not a final, referee in the projection of new railways. and powers by to which the in the United have undcr- less that have W8 which have improvements B, the earnest jcidents fornk •ongor tribute •eport of the committee oo anada should ind report to ajides of the 1 ventilationi : inspections, ating and, if rould tend to !8, and to see traffic as ia and of the the railways in railway n rates. , equipment it the great never reach still other well served fluenced by at least a ilwajs. Drnmmoml on Railway Accidents. 19 The duties of the commissioners should bo advisory rather thaa directory, and its membc-s should depend rather upon the juatico of their decisions and upon the influence of public opinion than upon any powers which the legislature might give them to enforce their decisions. DISCUSSION. Mr. Waiiu. If he under8too(' the drift of the Author's remarks, it was to the efifect-that the risk to travellers on American Railways was less than in Canada-that this condition of matters had been brought about by the appointment of Boards of Railroad Commissioners in the former country-and that, therefore, the Railway Committee of the Privy Council in Canada should be superseded by a Board of Commissioners similarly constituted. He desired to speak of the gentlemen forming the various Boards of Coumissioners in the United States with respect. They presented to the public valuable statistics which otherwise would be known only to the Eailway Companies, and that they made use of their authority, and of the information at their disposal in a wise and useful manner, was obvious from an examination of their various reports. This was especially noticeable in the report of the Commissioners of Massachu- setts for the past year, which for detail, excellence of arrangement and illustration was perhaps unequalled. He did not think, however, that the public requirements could be more satisfactorily met, or that any- thing more was necessary v. Canada than the Railway Committee of the Privy Council. The information was obtained in each case from the same source and could be added to or enlarged at discretion. The author of the paper believed that the statistics of accidents dur- ing recent years proved that the risk to railway travellers and employees was greater in Canada than in the leading States of the Union. The meeting was asked to accept as proof of this apparently unfavorable condition of affairs, a statement based on the number of passengers carried, without reference to the length or extent of their journey. The area of Canada was 400 times that of Massachusetts, and its popula- tion per square mile less than a two hundredth part. Under such con ditions the conclusion was natural, that the average Canadian journey covered a long distance, at any rate much longer than in the smaller State with its dense population. / examination of the Massachusetts Commissioners, report shew that abont 15 miles was the State average per trip per passenger. In Canada, the statistics for comparison were not furnished in the Blue Book, nor were they, as far as he was aware, then recorded by Railway Companies. It would, however, be consoling to those whose lot required them to travel in the Dominion, to know that the average of distance in Canada was nearly five times that of the State of Massachusetts, and that the travellers in that State reduced Discussion on Railway Accidents. 21 it was to the s less than ia it about hj n the former f the Privy >mmis8ioaers ious Boards cy presented known only ir authority, iful manner, . This was Massachu- igement and wever, that )r that any- ommittee of 1 case from bion. uidents dur- employees nion. The unfavorable passengers rney. The its popula- or such con ian journey he smaller ssachusctts ite average arisen were was aware, e consoling n, to know tliat of the te reduced their risk, not by comparative Canadian insecurity, but, obviously, because their journeys were shorter. The Speaker based his statistics for the Dominion on the working of the Grand Trunk Railway, which for the year 1881 (the last year in which they were compiled) gave an average distance per passenger of 70 miles. The opening of the Cana« dian Pacific Railway would certainly tend to increase this distance per passenger, so that he did not hesitate to deal with the Grand Trunk figure as considerably below the average of the whole Dominion. He could not attach any value to a comparison of the records of so short a period as two years, when the figures shewed that they differed so widely from each other !i3 to make it appear by the method of reas- oning adopted by the author, that it was three times more dangerous to travel in the state of Connecticut in 1886 than in 1885. He would read a quotation from the 17th Annual Report of the Massachusetts Commissioners : — " It cannot, however, be claimed that our Railways are " thus proved to be safer than those situated elsewhere. Another year " may show a preponderance agL.nst them by a single train accident, and " it is only by taking the record of a number of years that fair compari- "sons can be made." Also, in reference to the returns of killed and injured, which were lumped together without any reference to the pro- portion of each, the Massachusetts Commissioners, recognizing the un- reliability of a comparison under this head had remarked : " There is "no uniform rule as to the degree of injury which should require a " report, and of course the reports do not afford a correct basis for com- "parison of such accidents on different roads." In his advocacy of a Railway Commission, the author had taken ground which authorities oa the subject like the Massachusetts Railroad Commissioners, recognized as untenable, and he would not be sui prised, therefore, if such arguments failed to impress those who held opposite views. There was nothing in the figures submitted to shew that Railway casualties in Canada were as stated more frequent than elsewhere. An analysis of the number of passengers killed for the two years referred to, shewed an average per annum of 7 for Canada and 17 for the State of Massachusetts, and during the year 1887, the number of killed ia Massachusetts reached 37, or more than double the average of the two previous ones. These figures could not be called unfavorable to Canada with its passenger mileage of probably but one third less than that of the State of Massachusetts. The same remarks applied to the number of employees killed, which, for the same period, was 139 for Canada and 91 for Massachusetts, com- pared with a tonnage mileage in favor of Canada of probably 3 to 1. The author's method of reasoning seemed a poor argument in favor K' 22 Discussion on Railway Accidents. of his contention, as could be seen from the figures copied from the Commissioners' report, before referred to, for the past 6 years : — Year. PaffseDgers carried (000 omitted). 1882 55.868 1883 1884 6ll53l 66,517 69,604 75.842 1885 1886 1887 82,923 Passengers killed and injured. 27 61 76 74 107 198 One in (000 omitted). 2,069 1,008 875 940 709 419 It was true that the train mileage per mile of Eailway was much greater in Massachusetts, but the danger from such cause was more than compensated by the use of a large proportion of a second main line, of which Massachusetts had some 40 per cent., and which, with the " block " system, was far safer than any condition of working on a sin- gle main line as in Canada. It was somewhat surprising, in view of the n^'mber of deaths and in- juries from collisions and derailments, that this fact should not have been referred to and dwelt upon as a necessity for the use of double lines of railway and the "block " system of working them ; also for the interlocking system of switches and signals, to which reference appears to have been made. Possibly the author had at this stage reached the information that Canadian Sailway investments returned per annum but 1^ per cent, as against 5 per cent, in Massachusetts. The share- holders, therefore, could hardly be included among the enriched private individuals mentioned in the early part of the paper. Managers were not likely to find fault with a system of inspection which would secure the construction of first-class railways, but there would be some difficulty in persuading investors to continue to embark their capital in undertakings which, with the enforcement of a rigid system of inspection, would offer them practically no return. The con- struction of cheap railways might aeem to the author unwise, but it was necessary. If the pioneer railways in the country had been con- structed under the rigid rules applicable to densely populated districts, there would have been leas mileage, and the progress of the country must have been retarded. The Trunk lines of Canada were however well equipped and of solid construction, and notwithstanding a lighter traffic, were not behind thoae of the United States in construction, equipment or management. There was not one of the appliances mentioned by the Author in general use in the United States which was not as general in Canada. Discussion on Railvsay Accidents. 23 jopied from the ! years : — I One in I (000 omitted). 2,069 1,008 875 940 709 419 t^ay was much luse was more ond main line, fhich, with the rking on a sin- deaths and in- ould not have use of double I ; also for the jrence appears ;e reached the id per annum . The share- riched private of inspection lys, but there 16 to embark at of a rigid The con- iwise, but it ad been con- ted districts, the country ^ere however ioga lighter ionstruction, e Author in 1 in Canada. In train signals Canadian railways could claim to be in advance of the majority of those of the United States. If by progression was meant the adoption, of the numerous untried, devices patented by irresponsi- ble inventors, who came in the guise of public philanthropists to cure all the ills that railways wore supposed to be afflicted with, Canada was non-progressive. Railway managers were conservative and required the best of reasons for making changes. Eeal progress had however been made. Power brakes and tight couplings on passenger trains bad been in general use for years, their non-application to freight trains was incidental to the necessity for an interchangeable, and therefore uniform, system, and was not in the nature of delay specially attribu- table to Canada. The call for electric lighting and steam warming of passenger cars had met with an immediate response. The leading railways at once undertook experimental trials of the various systems. It had not required special legislation to suggest the doubling of some of the main arteries when in the public interest it had been found ad- visable to do 80. As for a proposed inspection of locomotive boilers, the fact that only two injuries had occurred in Canada during the year referred to was sufficient indication that Railway officers were alive to the importance •of that subject, and that their system was sufficiently thorough. Could the same results have been achieved in regard to domestic arrangements ? and would not an inspection of kitchen ranges and house furnaces, and the appointment of certified attendants have been more to the point? A Board of Railway commissioners might furnish more statistics but would they give more safety in travel ? The author thought so ; but while he ha-^ for reference the elaborate statistics produced by ideal Boards, an analysis of them rather favored an opposite opinion. The fact, admitted by the author that it was to the interest of Railway Companies to avoid disasters, was in itself a sufficient public safeguard. Railway commissions in the various States of the Union have not been Mr. m. BuUer. thought favourably of by railway managers. It may be taken for granted, that in too many cases, political power has been a more cogent reason for an appointment as a commissioner than railway know- ledge. In the majority of the states it will be found^that the commission is composed of one or two lawyers and a merchant. Such being the state of affairs, it is not to be supposed that men, who have given their time and best energies to the study of the special questions relating to railway management, should view with favor the meddling of men they deem incompetent give advise in their special line. Is there even one State commission composed of Civil Engineers and railway managers? How then can it be expected under this condition of affairs that the 24 Discussion on Railuay Accidents. System will improve ? It is a case of the blind undertaking to lead those who can see. It is true that in many states men of great ability and intelligence have been appointed commissioners, and in a number of cases they have called to their aid the assistance of skilled Civil Engineers, as in Massachusetts. New York, Ohio, and doubtless in other States. Some good has certainly accrued to the public from their exis. tence. The radical defect in the establishment of a railway commission, in the various states of which the writer has knowledge, lies in the fact that it has been apparently overlooked, that the vested interest of the railway is a sacred one. that it is the only source of income to a very great many people, and hence that if a commission has the power to re- gulate the receipts of a railway, it should also have the power to prevent the altogether unnecessary paralleling of existing lines. In the various States of the Union, it only costs a very small sum of money to secure a Charter, This seems quite wrong, for if the law is to say how much, a railway may earn, it should at least protect it in those earnings. The paper deals so fully with the various causes of accidents that it is unnecessary to discuss it at much length. Bridges. There should be a systematic inspection of every bridge — not a mere inspection of a submitted strain sheet — which may or may not agree with the structure it is supposed to represent. This means a great deal of work, and it also means that the Inspector should be free from all control, that his position should be like that of our Supreme Court judges — one of great independence ; he should be well paid and hold his appointment for life, unless it could be shown that he was incompetent. His removal to be similar to that applied in the case of the highest jmdges. On the Atchison, Topeka and Santa F6 Railway we have power brakes on all freight trains, the result being that every fast time is made with greater safety. The Westinghouse Automatic brake is used exclu- sively. On such a road as the Colorado Midland, where a four per cent* grade and 16 curves are in use, it would be impossible to operate it with- out power brakes. The Denver and Bio Grande Railway also uses the Westinghouse Automatic brake, as these roads including the Burlington route probably interchange as many cari as any other on this continent, the argument that because all railways do not adopt them none should, does not apply with much force. Couplers. The recent action of the Western Mechanics Association, in recom- mending the Janney type of coupler, will no doubt soon bring about the adoption of a better mode than the old barbarous pin and link. Discussion on Railway Accidents. 25- iking to lead J intelligence les they have ineers, as in ;ates. n their exis- commission, s in the fact terest of the ne to a very power to re- er to prevent the various y to secure a y how much rnings. 9nts that it ■idge — not ay or may is means a )e free from Bme Court od hold his competent. le highest lave power le is made iseu exclu- ir per cent. te it with- uses the urlington continent, e should. Q recom- bout the Steam heating. The speaker would draw the attention of the members to a report of tba William's system of low pressure steam heating direct from the en- gine, contained in the Railway Gazette of 24th February, 1888. Walking on the Track. There is already a law on this point in the Statutes of Canada, but hitherto it has not been enforced. Bridge Guard Rails. The Latimer Child's device is so well known and so thoroughly efficient, that, such railways as are too penurious to adopt it, should be compelled to do so by law. A great many other devices are in use, but none of them can show such a record. Mr. Butler knows of only one bridge in Canada protected by this guard. Mr. D. MacPherson remarked that Mr. Wallis' able and exhaustive '^^'^- MacPUersoo- statemcnt of the facts under discussion left very little, if anything, necessary to prove that Canadian Eailways were not behind the times as regards safety and convenience for the public. The author of the paper before us draws rather an alarming picture of the conditions and risks incident to railway travel in the world generally, and in Canada in particular, but seems to have brought forward no very definite practical remedies. On behalf of the railways he may be permitted to say, speaking as a Resident Engineer of a leading Canadian Railway, that there is very often great risk attendant upon the adoption of so-called improvements in guard rails, switches, Ac., &c., until they have been shewn to be real improvements. The best safety appliances, which no amount of patent combinations will supersede, are competent and reliable employees. The safest road to travel upon is the one which has the most experienced management combined with the most skilful, careful and reliable subordinates of all grades. Such a management wilt not accept the ideas of every " crank " who has or wishes to get a patent on an entirely unpractical device, but will adopt improvements which can be practically shewn to be such. Again, we have a mass of figures given in this paper which are intended to shew the number of passengers killed in proportion to the total number of passengers carried, incertainpartsof the United States, and also the same figures for Canada during corresponding years. Now it appears to the speaker that these figures prove nothing at all. It is perfectly absurd to say that the risk of travel is in direct or anything like direct proportion to the number of passengers carried. If the author will carry his researches fur- ther and say, in addition, the average number of miles travelled by each passenger, he may then deduce something like a ratio of the risks of traveU 26 Discussion on Raihi'ay Accidents. At present, from the facts sriven by older and more experienced men here to-night, railway men in Canada have every riglit to assume, and the public every right to rest assured, that travelling in this country is no more risky and perhaps very much less so, than is tlie case across the border. Mr. Cunniugiiam ^f^ Drummond's paper on Railway Accidents brings forward a very important subject. It is undoubtedly the ca'^c that many preventable accidents occur, and though travelling by rail is safer than any other mode of locomotion, still there is room for improvement where such accidents vake place. By preventable accidents are meant those which, by the exercise of proper care, and the employment of the accumulated experience bearing on the subject, in the construction, maintenance and working of railways, would not have occurred. Accidents which are caused by defective track, defective bridges or trestles, inefficient fences, low bridges, buildings too close, &c., &c., are in by far the greater number of instances preventable accidents. And yet many railway corporations prefer to run the risk of accident, and pay the damages when they arise, rather than be at expense of removing the apparent cause. There are railways that could easily be named (running through long settled coun- < try) where there are no fences to speak of, and where the management prefers to pay for cattle killed "t passengers injured rather than fence the track, and laughs at legislative enactments that no one ever under- takes to enforce. There arc railways, where the low overhead bridge counts more than one or two victims, and yet continues to exist ; and there are numerous examples to be found, of weak, rotten and unguarded trestles, patiently waiting the time when they will spring into notoriety as the cause of a " frightful accident." * Such things demand the atten- tion of those who aim at making railway travelling more secure. To the civil engineer the part of the subject that lies most within his province is that which deals with the construction and maintenance of the roadbed, track, bridges, trestles and buildings, rather than that which deals with locomotives and cars, or the running or management of trains, and it is to this that the present correspondence is confined. In order to have a track in perfect condition there is no one thing that is more essential than thorough drainage. A perfect roadbed is one on which no water stands and no moisture collects in the ballast. Drainage is essential in every country, so as immediately to carry oflF heavy rain falls, and prevent " washouts," or settlement from soakage ; but it is doubly necessary in such a climate as the Canadian, where we are sub- • At the very time of writing comes the news of the terrible accident at Black- chear, near Savannah, caused by the train first being thrown from the track by a broken rail, and then striking and knocking down a trestle. Di8cussio)i on Raihvay Accidents. 27 ed men liere nc, and the untry is no across the ard a very )reven table I any other 'here such ose which, cumulated inance and which are ent fences, «r number rporations they arise, There are ttledcoun- • vnagement than fence rer under- id bridge sist; and nguarded notoriety he atten- rithin his mance of than that lagement nfined. hing that is one on drainage ivy rain }ut it is are sub- at Black- rack by a ject to sudden thaws, followed by severe frosts, when, if the water has not been drained off, the track is "heaved " by ice forming, and thrown badly out of surface. The consequences of this " heaving " arc that the train may be derailed, particularly if the heave is on the inner side of a curve, or a rail may bo broken by an undue strain being thrown on a particular spot, where the rail is acting as a girder, holding up the ties insteiid of being supported by them. In order temporarily to remedy these defects, the section men have recourse to " shimming up " the track by packing blocks of wood of the necessary thickness between the rail and the ties. But the frost comes and the evil is done all at once, whereas it takes the section men days to get over the section and take out the worst spots ; and in the meantime the traflBc rattles along over the track, " always on time," while the cars oscillate and swing with that sickening motion so familiar to passengers. "When the spring thaw comes, the evil is just reversed ; the frozen humps thaw out and settle down, leaving the high spots where the track has been " shimmed." Few people, who have not paid special attention to the subject, have any idea how much particular kinds of soil heave with the frost. The writ«.'r has seen a point in Prince Edward Island, where it was necessary to " shim up " the rail 11 inches, in order to take out inecjualities caused by the frost. The Island soil is unusually troublesome in this respect, and this was on a part of the Island Railway where there was, practi- cally speaking, no ballast. To radically cure such defect perfect drainage and plenty of clear, dry ballast are necessary. Without these there never can be a track safe for fast running. A strong rail, with rigid connections, is of great value in giving a uniformly smooth surface, and has much eflfect in reducing the heaving by frost. In an instance that came under the writer's personal observation, a weak iron rail was taken up and the track relaid with a strong steel rail. The immediate effect of this was to reduce the heaving by the frost in a most surprising degree. A little observation shewed the reason. Under the locomotive the iron rail yielded to a considerable extent, causing a "pumping" action of each tie ; this sucked up moisture, which was frozen, and the track heaved ; but with the stiffer steel rail, the " pumping " action was much reduced, there was less moisture drawn up, and consequently less heaving. For similar reasons a rigid connection of the rails should be sought for, and the angle plate joint is a great improvement over the fish plate. With a weak connection in spongey ballast, it will always be noticed that the track heaves at the joints. Constant attention should be given to maintain the proper elevation of the rail on curves. The elevation should be set to suit the speed of the 28 Discusnion on Railway Accidents. fastest trains. But even on old established and well appointed roads the straining and jerking of the cars, as they round sharp curves at a high speed, often sliew that even this most elementary precaution is not attended to. It hardly needs pointing out that the ties should be immediately re- newed whenever they shew rot or cutting from the flange of the rail, and yet the fiict that they are not always so renewed may be suflBcieut rea- son for directing attention to it here. In the writer's opinion, the steps that should be taken to maintain a track in safe condition should follow the lines above indicated, rather than those tending to supply guards in the event of a train leaving the track. Mr. Drummond's proposal to lay down guard timbers on high embankments is open to grave objection. The timbers to be of any ser- vice would have to be at least 8 or 9 inches square, and in order that the snow plough (a most indispensable agent in Canada) running in winter should clear these, they should be at least 6 feet clear of the centre of the track. This would necessitate a much wider bank and longer ties than at present in vogue ; and this again would render more difficult that perfect tamping and packing cf the ballast on which the life of a track depends. Laying double rails inside the main rails on embank- ments is also objectioniible, as allowing the track to become clogged with hard packed snow and ice. It is of great importance in winter that the track should be as clear as possible of fixtures between the rails, so that the " flanging car " may be run freely over it. Heavy guard timbers, with wide floor timbers placed close together, should be on all trestles, as Mr. Drummond suggests ; also the inner rails, brought to a V at either end of the trestle. The writer has known of a serious accident having been prevented by this precaution. In many instances where wooden trestles are erected, it would be more consonant with good engineering that stone arch culverts should be built and the hollow filled in with earth. Of course this is objected to on the score of expense, and for cheap lines, intending to do business at moderate rates of speed, the objection may be allowed ; but on a first class road that proposes to run trains on a schedule time of 55 miles per hour or so, such objection should be overruled. The writer is well aware that the recommendations in regard to maintenance of track, set forth above, embody nothing that is new to the engineering profession. Yet it often seems that sufficient importance is not attached to the carrying out of such rules by railroad managers, and those who directly control the expenditure on railways. The money expended on absurdly gorgeous parlour, dining, or sleeping cars would usually be of much more benefit to the property and the public, Diacuaaion on Railway Accidenta. 29 if laid out in ballast, ties, and sectionmen'a wages. But tho first men- tioned expenditure is always the more pleasing to the management on account of the display it makes on the road ; while the second ia unseen by the travelling public, though it may always be distinctly felt. That the line should be properly and securely fenced, that bridges should be strong enough, that they should not be too low, that buildings should not be too close to the track, all these go without saying. And yet an examination of some roads would disclose the fact that even iu these matters there is much room for improrement, and need for pres- sure being brought to bear to enforce agreement with sound precepts. This suggests the propriety of some form of railway commission for the purpose of overseeing in the interests of thi public the various matters connected with the construction, maintenance and working of railways. It certainly seems strange that in this country, where rail- ways have been built largely by Government and Municipal aid — by money supplied by the general public — there should be no public func- tionary or officer whose duty it should be to see that the line is main- tained and worked with a proper regard to safety, and that the various legislative enactments are complied with. In England such work is performed by Inspectors appointed by the Board of Trade, and the " Railway Inspector's Office " forms part of that department of Govern- ment. It is also the duty of these Inspectors to hold enquiries into the cause of accidents when they occur, and their reports are of great weight in fixing the blame upon or exonerating the Bail- way Company. In this country officers appointed by the Dominion Government would lab«ur under the disadvantage that the Government itself is also a Eailroad Corporation, and one not guiltless of the sins of omission and commission above a'luded to. Some form of periodical inspection of Kailways, together with an organized system of official en- quiry into the causes of railway accidents, by competent and unbiassed men, would be of much service to the Canadian public, and would have a marked influence in reducing those defects in construction and man- agement which produce accidents. As a means towards obtaining this, the appointment of a Bailway Commission to enquire into the subject would, in the writer's opinion, be a move in the right direction. Mr. Barnett remarked that if the author's statements and reasonina; Mr. Barnett. are to be accepted the logical conclusion is that the State should pur- chase at great expense, improve and then work all railways. If, however, a commission must be appointed to control private pro- perty, its province and its power to compel a Railway Company to spend money should at first be restricted to new construction until such time as its decisions have been successfully tried and the commissioners them- selves have gained experience. 80 Discussion on Railway Accidents. The paper covert* wide ground, and he could only touch upon a few of the points mentioned by the author. One is the safety of mineral oil of 300° flash test. There have been numerous tests of this oil. Flaming cotton waste and hot cinders drop- ped into it have been extinguished, and hot cinders put on to a board saturated with it only charred a small surface slightly larger than the cinder. Tiicre is no record of any American railway casualty in which lamps burning this quality of oil caused any injury to passengers. Steam heating is still in the experimental stage on all the railways mentioned by the author, except the suburban service in New York and its neighborhood, where the Gould storage system is used. These coaches every 2 or 3 hours are connected with a stationary high pres- sure boiler, steam from which warms up brine in a 5" or G" tube running the length of the car. This acts as a storage reservoir, and is fairly effective ; but there is no case of storage system and loic pressure steam in through pipe from locomotive being worked satisfactorily together. Where the storage system is used, the passengers are not present when high pressure (high temperature) steam is passed through pipes and couplings. No Railway oflBcer would, last fall (with the limited experience then possessed), have been justiiied in recommending the expenditure and changes necessary to etjuip all the passenger stock of a through Rail- way with any patented system of steam heating, their known defects and possible failures being too serious. The particular patent recom- mended has but one point to distinguish it, viz., the coupling betweeo car pipe and car pipe, the use of reduced pressure steam being common to most of the systems. One fine morning this winter, the speaker examined a waiting branch train equipped by the patentee, and water was passing from every point. Judging by the volume of this water, more steam was being u:«ed to keep a short, unused train comfortable, than inventors generallj- claim is required to do the whole work with train in motion when temperature is low. A through fast train passed through this same depot, using another style of coupling, and so much water had leaked out that it was a matter of surprise that the automatic brake gear was workable. A Railway committee is at present endeavoring to secure a flexible pipe coupling that shall not only do its work effectively, but also permit the free interchange of coaches. In the matter of automatic car couplers he said he knew of no single thing that had done so much to check progress in their general adop- tion, than the action of the various bodies of Railway Commissioners. They had in various States enforced the use of different types that Discussion on Raihiay Accidents. 81 ; It was were far from coupling automatically with each other, and the result was that the men had to go between the cars to mnkc the coupling when two odJ Mnds of automatic couplers came together, with risk to life and limb, increased beyond what followed the often careless coupling with the link pin and old-fushioned bullhead drawbar. Kailway men have now taken heart again in this matter, and the Master Car Builders (not the Master Mnehanios) Association is actively engaged in settling the lines of a hook coupling, which shall be automatic and yet have a wide limit of application. The author has large faith in Government boiler inspection ; but the example he quotes scarcely justiGes this faith, as the only boiler casual- ties in Canada mentioned in the two years taken for comparison, are boilers under the control and inspection of the Government. It is not proven that the railings at the sides of the roof plank walkr even if all cars were so equipped, would be any additional protection for brakemen. Certainly while in course of change, the ri.sk would be increased, and the same could be said of the oft-repeated recommen- dation for an increase in the width of walk. Inequality of present equipment may have its risks, but it is not wise to increase their number. This matter of railings and increased width of walk is very fully inves- tigated and discussed by the Ontario Legislature's special committee on Kailway accidents. See its report in 1 880. In the matter of additional means to prevent the upper berths of sleeping cars, is it on record that the wires attached to such berths ever failed to keep the berth in position ? The author properly recommends the testing of passenger train wheels every 60 miles (a daily practice for all cases of trains in Canada) ; but does not say anything about increasing the safety of the wheel itself. One railway where travel is alleged to be so dangerous (the Grand Trunk Eailway of Canada) uses for its passenger truck an expensive but practically indestructible wrought iron wheel, fitted with steel tyre and circular clips, su that in any case of failure, neither the typo nor any short segment of it can be lost. Hence, in this matter, our practice is in fact far beyond that of our neighbors, with whom we are compared, and (it is believed) far beyond the action of any American Board of Commissioners. Statistics such as those referred to in the paper and by other speakers MrT. Brown, are so capable of distortion, either intentionally or unintentionally, that deductions therefrom should be drawn only with the great- est care ; and when the mileage run and the number of travel- lers and employees are considered, the wonder is that the casu- alty list is not larger, and the speaker for one, gladly gives railway men the 32 Discussion on Railway Accidents. Mr. Dawsou. tion of "regular inspections," made in connect* ion with or by order of a Ilailway commission. It is noticeable that our railway friends have the idea that any com- mission connected with the government would be a farce, and the mem- bers fools. But there is no necessity that it should be so. A commission of practical utility exists in the old country, and there are very good indications of the benefits of commissions in the United States. It is not natural to expect that railway men should favour a commission any more than they are likely to suggest a reduction of their talaries; but we arc human and fuliiblo, and no matter how high-minded, conscien- tious or solicitous of the public safety a maLager may be, we are all the better for being looked after. The government inspection of steam- shipping is indisputably wise, and there can be no one present who is prepari'd to deny that a great number of lives have been saved by the Board (pf Trade regulations. Why should railroads be diflforently treated from steamships ? What is practical and beneficial in the one case would be in the other. It may be freely admitted that to a manager, it is a nuisance to be liable to have to put your ship in dry dock when she is worth ten dollars an hour, to have your boilers strained, your steam pressure reduced, hose pipes and life belts eoudeumed, &c., &c. ; but the eflfect is to promote increase.! carefulness, better construction, and the use of a higher class of property, while the compensation is in the increased confidence and patronage of the travelling community. Those individuals or companies, which receive pay from the public in exchange for travelling accommodation, ought to oflfer the best assurance of safety possible. In the case of railways or subsidized steamship lines, the public throutrh the government of the day grant valuable rights and privileges, which give them (the public) the right to sec that the maximum of safety is insured. A Railway commission competently formed and adequately empowered appears to be desirable, aud the speaker does not hesitate to say that no manager of any transportation company fit for the position would fear the commission or its inspectors. The method of applying the brakes on freight trains is at present attracting attention, with the endeavour to devise a system which will make it unnecessary for the brakesmen to pass along the roof of the cars to apply the brakes. If this practice could be abolished, it would have an important bearing on the prevention of accidents ; not only dir- ectly, but also in rendering the construction of overhead crossings prac- ticable in a much larger proportion of instances. In this country, the Diiicv>*8ion on Hn'tivay Acndentn. 83 'iecal lu'ailway roquirod in the case of iworhcail crosHinss is twonty-onc fei»t cloar from the top of the rail, wliicli is onactod for the safety of the hrakeimn when on the roof of the cars. In France, where this is rendortil unncceJ^sary hy appiyinij the hrukos in another way, tlie h-gal headway is only 15 feet 9 inches, which h;is the fiirtiier ndvantnj^o of rcducini; the cost of overhead crossings in a maiked tlejiree. In a levl district, undergrade crossings or suh-ways are iuipr leticahle, as it would often be impossible to drain them or to prevent tiieui filling with snow ; and i'vx overhead crossings this difference in headway would reduce the cost to about one-half. In travelling in a flat country like Yorkshire, it is impressive to a Canadian engineer to see every road carrioal eonplcT is a continental laAV, fixing one exact height from the levL'l (.f the rail to the centre of the draw bar. Leaving this, the most fruitful source of accidents, for the present, we find that other sources of accident arj equally difficult of practical solutiiin. The New York commissioners, as Mr. Drummond inl'ormsu-;, rccom- ii:cnd a low railing on tlic top of the cars along th.e centre, and a'l exteii-ion of tlie running board beyond the ends of the curs, and a simi. lar plan is miderstood to be recommended to the Canadian Government Xow. a 'cording to the speaker's experience, it seems very doubtful that these recommendations have originated with the jarties most ci nccrned. They - em suggested for the benefit of old or timid men, who are precis !y those not employed. Brakcmon are always young and active men. :.iid aceitKnts from slipping off the top of the car are almost un- kno\v:i. The running boards are flat, while the top of the car is round. TherJ re, as the first impulse of a man whcu slipping is to squat down C ir- 34 T)!i^\i(fii oil Railaay Accuhnts. and gra^fi the cdiic of the runninf; board, there is no need of a railing which id otherwise a nuisance to his freedom in balance, and in handling the signal cord. Falling between the cars is a more frequent accident, and sometimes occurs in passing from car to car, but more often by a jerk received when braking. It is to be noticed that these accidents are more frequeat with the older hands than with beginners. To project the ends of the running boards beyond the ends of the cars stems to the speaker not only useless, but dangerous in the extreme. The cars of a freight train are rarely of uniform height. In leajting or stepping, the foot always lands on the edge to prevent its slipping forward. The accident occurs from a side jar, and the man has a better chance to save himself on the edge of the car than half way between. As perfect a remedy as is possible for this as well as that from the jerk of the brake, would be to put the ladders always (as is mostly the case now) on the left side of each car gable, and to connect them with an iron rod running the whole length of the gable, level with the roof and below the level of the runni ig board. This would give some- thing to the falling man to bold on to, and make his way thereby to the ladder. About one-third of the total loss of life or injury by railway accidents is due to the coupling of cars, and almost all of these on freight trains. T:iking all things into consideration, there does not appear much proba- bility that the old link coupling will be superseded, nor on the whole does the speaker believe that a much better contrivance will be found for simplicity and effectiveness. Accidents liere are caused by lifting the link with the hand, by which the hands or fingers are crushed. Freight trains cannot be backed with the steadiness of passenger trains, and bencc a sudden dash of the cars catches the hand before it has time to witlidraw. For the same reason, the man is often struck and his foot slipping, he is thrown down and injured, or killed before he can escape. An old brukeman told the speaker that he had coupled cars daily for twenty years and never hud an accident, though he hud had dangerous bumps while between cars. He said he never lifted the link with his hai.d but always with the pin, and the instant the link entered tiie jaw he put the pin in its place. Now if along iron stirrup or stop, reaching down to a few inches of the ground, was fastened to the end of the car near the draw-bar, with an iron handle, placed at a convenient height above to be grasped by the left hand while the foot rested in the stirrup, the coupler could easily and safely use the right hand with the pin in it to lift the link and afterwards insert the pin ; while being on the car itself he would not bo in danger of hurt from a sudden jolt. Mr. Drummond does not refer to a recent invention for preventing a railing handllDg accident, fton by a dents are is of the : extreme, eaping or I slipping iS a better r between, from tbc nostly the ntct them 1 with the ;ive some- thertby to accidents ^ht trains, uch proba- the whole I be found by lifting B crushed, iirer trains, ,t has tiiiie II i his foot an e^^cape. IS daily for danirerous ik with his ed the jaw reaching of the car ■nt height le stirrup, IV pin in it on the car preventing Discussion on Railway Accidents. 35 car trucks from turning at a dangerous angle in cases of derailment. The plan, though new, has been severely and successfully tested by an accident to a Canada Atlantic passenger train, which, in consequence of a bush fire that consumed the track sleepers, was derailed and almost entirely consumed without a single car having been damaged by teles- c(4)ing or collision ; and thus not a single passenger was injured. This is a very remarkable case, and well worthy of careful consideration. One more point is to be noticed : namely, the tools that the law requires to be carried in Passenger cars. These are generally placed in recep- tacles that can be opened ; and now-a-days, for that reason, the places are to be commonly seen but not the tools. The best mode is to place them in a cage, formed of light wooden slats, which must be broken before they can be got at. In selecting "Railway Accidents and a Railway Commission" as Mr. Macklin. a subject for a Paper, Mr. Drummond has opened a somewhat compre- hensive question to friendly criticism, that can only be lightly touched upon within the limits prescribed for the discussion of a scientific paper. It has first to be shewn, that the proper and most efiective means of exercising control over Railways, whether in regard to accidents, or generally in respect to all matters in which the public interest in Rail- way is concerned, ^can be best brought about by creating a so called Hallway Commission. Experience of the working of Railway Commissions, whether in Eng- land, the United States or Canada, has not proved its adoption to be the one and only successful way of dealing with the question. The subject, in this country, has long exercised some of our legis- lators in the Provincial as well as the Dominion Parliaments ; but we often find that the most active supporters of State interference with Railways, and of posi' ive measures of Railway legislation, come from among those who know least about the difficulties surrounding tiie sub- ject. These gentlemen, if they could, would prescribe the management and policy of the Railways of the country, regardless of the fact that though public highways, they are also private property. It was probably to guard against, and put a stop to impractical legis- lation, and to satisfy hobhy riders on Railway reform, that the Do- minion Government deemed a full enquiry by Royal Commission the most business-like way of getting the facts concerning so important a matter. Hence it is, that to the Report of the late Royal Commission we must look for the only opinion of real value, so far as Canada is concerned, that has yet been given on the subject of a Railway Com- mission. It is true its investigations were confined chiefly to enquiries res- 36 Discussion on Railivxy Accidents. pecting tariffs, discrimiDating rates, and ro forth ; but the object for which the commission was established was to shew if the necessity existed for creating a permanent commission that should be empowered to deal with all matters of Public Policy relating to Railways. The report is unfavorable to the founding of such a tribunnl. Its recommendations lie chiefly in the direction of giving more extended powers to the existing Railway Committee of the Privy Council, a conclusion which, it may be safely stated, will be generally accepted as wise and practical, as being the proper means of regulating our commerce, of protecting and conserving public interests in all matters concerning Railways, and of solving a problem, fraught with many concealed difficulties, without friction to the companies and with least injury to the important private interests entrusted to the management of Rail- ways. Mr. Drummond refers to the fact that Permanent Railway Commis- sions have been established in twentT-one States of the Union. We may coiigratulate ourselves that we are not similarly afflicted. In the first Report of the Interstate Commerce Commission, it esti- mates that no less than twelve hundre-1 Railways, operated by five hun- dred corporations, are subject to the Provisions of the Act. Is it not, theroforo. a striking c^mmcnTary, that whereas, twonty-one Peiniauoiit State Railway Commissj<>ns out of a possible thirty-eight liavo been cre:ited to control a pijnion only of the enormous Railw.ny System of the Union, the Federal Government, under the Interstate Comimrce Act, is satisfied to pbee in the hands of four n)en the en- tire responsibility otMeaiin;.: with the most perplexing problems relating to the Regulation .)f the vast bosine-? of tLe whole of the loS,000 miles of Railways in the l.'nited States ? Judging from this, thoret*..>re. it *?> ms that wo can, at present, at all events, without uu la!y burdening our Mini-t rs. place in their lutmls the duty of dietatiu^ the public fvl'-y that sLall coutrnl our 11,000 miles of railway. We should not look altogether for guidance, or place too much reli- ance on the experience of State Commis^io-J.- . Tliey are ofton utreotcd by State Politics. According to the judgment of the Supreme Court of the United States, the Legi?Litures of the several States have com- plete control in all respects of the Railways within the limits of the State. As a conscfiuence of this p^iwer. K-gislation is introduced to meet every supposed grievance, and laws are enacted that do a mani- fest injury to railway property, and an injustice to those who have invested their means in them. As instance the fact, that there are now before the State Legislature of Iowa, a State {ie>-ses»ing a Railway Com- Discussion on Railway Accidents. 37 mission, no less than seventy-five Bills introduced since January, each, providing some sort of regulation of railways. The statement is made in regard to it, that if the proposed legislation becomes law, as it probably will, politics bei&g at the bottom of it, the value of the railway property of the State will be decreased at least one-half, or $175,000,000. Such a condition of affairs might have its parallel in Canada, if our Provincial Legislatures controlled each in their own way the large Rail- way interests of the country. ^Yhat, among the list of suggestive duties of a Railway Commission laid down by the author of the paper under discussion, could not be equally well treated in the public interest by our Railway Committee ? With the Consolidated Railway Statutes before it to guide its deliber- ations, and proper departmental officers to advise it, there is no reason why the public interests should suffer. Thf history of this tribunal in the past has been eminently satisfactory to the public and to the Rail- way Companies. With Mr. Drunmiond's statistics it is not my purpose to deal. They are very unfavorable to Canada, and would reflect seriously on the management of our Railways and on our laws, were it not for Mr. Drummond's subsequent remark that they are " icithout any exact value.'" We shall all be pleased to feel that it is so. that we need place no reliance on them. But what are we to think of the publication of such disquieting statements ? Why, if fallacious, make use of them at all ? Statistics, to be of value as an instrument of reference, must be expressed in figures of undeniable accuracy ; and the most conscien- tious enquirer will fall into difficulties in preparing comparative statistics, if in order to support his argument he resorts to figures that can only be comparable when based on equal conditions. Turning briefly to consider Mr. Drummonds recommendations for the greater safety of the travelling public : — GUARD R.ilLS ON BRIDGES AND EMBANKME.NTS. There is a wide difference of opinion as to the value of Guard Rails on Bridges. Personal experience leads one to doubt their efficacy, and[ to conclude that the advantages claimed for them are of questionable utility in time of emergency, as in the event of sudden derailment of a train at high speed, except, perhaps, under certain circumstances. The exceptions are where bridges are approached by curves or built on curves of greater curvature than, say, 4° . In such cases a check- 38 Discussion on RaUway Accidents. rail should be placed next to and in*ido the lower rail to counteract the centrifugal tendency of trains at high «pced, [to leave the track on a tangent. The speaker knows of no practical system that can be shown to be a real safeguard in the event of derailment, not even the complicated and expensive Latimer Guard referred to by Mr. Drummond. Our guards are necessarily set too low, to clear the Snow Plough, to have much effect in turning the direction of a derailed train. Why bridges should be selected for special protection, has always appeared to him to be an anomaly. As a general thing the track on bridges, being unaffected by frost or weather, is asaally in better alignment and surface than other parts of the line. It is also suirgested that guards be placed on embankments. What embankment* ? What is the least height of embankment to be so provided ? Whore are we to draw the line ? The result of a " run off" on a five feet bank is as likely to be as disastrous to those concerned as if it had happened on a ten feet bank ; so that, to be consistent, we must place the " guards " on five feet banks as well, and why not then ad infinittnn. All Engineers will agree with Mr. Drummond that the decks of bridges should be laid close, by which is meant that the ties should be spaced not more than -4 inches apart, and be strong enough to carry a derailed locomotive. M'"-- ^vcr. all brid^'os should be designed to meet, with a wide margin oi safety in their favor, any strains that may be legitimately put upon them, whether due to frequent traflSc, heavy rolling stock, or high speed. All these important point*, however, will be wisely considered and looked to on any important line where resi>onsible and efficient officers are employed, with .special duties to perform, and reputations to uphold. Other safeguards and suggestions for the safety of public travel and railway employes, referred to by Mr. Drummond, are steps more or less in the right direction. Railway officials are fully alive to the question of safety, and realize only too forcibly, by the most tellinc evidence, the immense responsibility placed upon them by the public : and they will be found ref.dy to adopt, without the goading influence of Railway Commissioners, any safeguard of unquestioned value that will commend itself to their practical judg- ment and experience, as being likely to prevent loss of life and property. The speaker would pronounce against the establishment of a Railway Commission, or any tribunal other than the Railway Committee of the Privy Council, because io that body with its Book of Statutes, compiled by Parliament as experience dictates and the country needs, with means of extending its powers indefinitely in any direction that Public Policy Discussion o)i Railway Accidents. 39 may require, witli a properly constituted staflF of DepartmciitJil oflBcers as an advisory Board, and its actions for good or evil, subject to the full criticism of the Parliament of the country, the wants of the public in the direction of Bailway regulation will be amply provided for. An examination of the statistics set forth in this paper shew the *^''- Harko«. truth of the saying — that figures may be made to prove anything — if it is sought to shew that travelling in Canada is more hazardous than in the United States. The remarks referring to the table compiled from U. S. statistics rob it, however, of any value it might otherwise have had, for they shew it to be impossible to calculate any porcentago of casualties for purposes of comparison with Canadian statistics. The speaker has not had the opportunity of examining them very closely, and has left them to those gentlemen who are more competent than himself to deal with them. lie will confine his remarks to the more or less practical suggestions oflFercd as likely to render railway accidents less frequent, and which it would be the part of the duty of a Railway commission to sec put into practice. Th.y being under separate headings, he will discuss them in the order in wliich they occur in this paper. Gi'ARD Rails. — The proposal to put guard rails on all embankments exceeding a certain height naturally suggests the question, '' What height ? " As on all Railways within the region affected by snow fall, it is desirable to build the road-bed at least three feet above the level of the surrounding country, and there being also a ditch beside it, we may reasonably expect to see a bank five feet high, down which a very res- pectable tumble would result to any train leaving the tra"' . This being the case we might as well put guard rails all along the road bed, and to carry the suggestion out, might make a trough, put the rails in the shape of runners on the cars with wheels in bottom of trough, when we might reasonably expect never to get oflF the track. One thing is particularly noticeable in this connoetion, and that is, that it is assumed that the running gear is always in good order after the derail- ment, the latter being, so far as this paper is concerned, a mysterious dis- pensation of Providence, and something not considered. The fact is, however, that in only too many cases we hear of broken wheels, caused by the tremendously heavy strains to which they are subjected in this North American climate, as being the cause of derailment, and no guard rail will keep a broken wheel in its place after it has once struck the top of the guard rail. The proposal to put heavy additional guard rails near the trusses of bridges is a peculiar one, as the consideration of the position of the body of car when the wheels reat-h that point will shew. ' 40 Discu^^sion on Railway Accidents. The question whether the floor pystcm is able to carry a dcraileJ train is of no importance, as when a train gets into that position, a few inore precautions such as recommended do not amount to much, for if the speed of train is reasonably jrreat the cars will pile up. It is also altogether overlooked what the result of a derailment in a cutting would be, where ears pile up far worse than on a bank on which there is room for them to spread. It is apparently inferred in this japjr that guard rails and. a i^tronger floor system w^ould have modified if not prevented the Dedliam disaster, whereas if the cause, as generally given, was the true one they could have had no effect on it whatever. Bridge Inspection. — In thLs connection the inference is made that Canadian roads get an insufficient amount of inspection, which the sfieaker challenges as an unsujijiorted charge. Such inspection i.s not only considered nece^sary, but carefully carried out on any road that carries passengers or freight, witii a view to profit, the result of a failure being only too likily to aflfcct t!ie earnings to a very considerable extent. The n mirks concerning the New York Commissioners are a little eon- I'using. as the distinction between design, construction and maintenance is lost sight of, and, on behalf of a most intelligent and trustworthy class of men, the bridge firemen, it may bj declared that the i^ew York Commissioners did not desire to throw discredit upon them if on any one. The Dedham bridge is again here brought in under a different aspect, and another slur, on wliat may be called the very backbone of mech- anical production, viz,, "machinery,' is given. It is by no means shewn by this paper or by anything the speaker has heard on this subject, that any theoretical examination would have detected what was actually a mechanical fitiiurc, and we may reason- ably dismiss the subject in this connection, by saying that this parti- cular machinist did not do his duty thoroughly. OvERUEAD Bridges. — It is not at all to be considered as a direct consequence upon the aloption of power brakes on freight cars, that it will be unnecessary for the brakenicn to be on top of the cars, as, especially on long grades, they have to go over them to relieve brakes in order to prevent overheating by continual application, it being unsafe on many grades li>r the brakes to be released on all tiie cars at the tame tiu.e. The correct principle would .seem to bi; to regulate the height of the cars as well a? that of the bridges. In Ciinada, howcTer, we are on this point a long way in advance of the U. S. in our railway legislation our head limit being more. Freight Car rowER-nuAKES, — So much has been said on this Discussion on Railtuay Accidents. 41'. point that it calls for little notice in these remarks beyond the state mcnt, made as the result of experience as a l?ail\vay oflScial actively connected with the working' of a large district, that the cases of luen. falling from cars are largely overestimated. Railings. — Such protection, as suggested here, and as was brought up iu the Ontario Legislature some years ago, is simply impracueablc and really more likely to cause than to prevent the evil (so largely, exaggerated) compliiined of. The best safeguards for a man in the. position of a brakeman on freight cars are a clear head, (|uick sight and a firm foot, and any one not po.' fire te>t is the best thing that can be done, and cases where damage is said to have followed its use have- never been properly verified. Steam Heating. — This matter is still in its infancy, and unti.li 42 Discussion on Railway Accidents. the experiments have been properly made, the Baker heater is really the very best thing in use. The speaker has himself seen them very com- pletely inverted by derailment of car and no escape of fire or damage result therefiom. This system also can be combined with a supply of steam from the locomotive, and that will be the most satisfactory and practical solution of the demand made by the public since the deplorable loss of life by overturned stoves in passenger cars has been so frequently brought before it. A satisfactory combination such as this, is the one to be desired in view of the diflSculty noticed in this paper, of cars being side-tracked at local stations. Pullman Berths. — The inference made concerning the appliances used to secure berths from being dosed while in use is not a just one, as no specified cases are known where the fastenings referred to failed ; but under any circumstances, the hanging of a coat or other garment on the hooks above will effectually prevent the berth being closed and locked, no matter how it may bo placed. Passenger Accommodation. — So long as passengers are allowed to pay fare on the cars, so long will there bo no remedy against sudden overcrowding. Locomotives. — Under tliis head the author makes an imputation of neglect which a practical acquaintance with the construction and maintenance of loco-boilers would have saved him from. Safety valve-<. — lie makes a suggestion which bears on the face of it strong recouunendations, but if such a safety valve as he describes were adopted, the incrustation, which is so well understood to form about all such openings as are referred to, would in a few days render it inoperative. The reduction of the number of openings in a boiler is the best cure or prevention of the danger indicated. It is a little unfortunate that the author was not a little more clear in the description, as at fiist sight it is very like a recommendation to hermetically seal boilers which safety valves, as generally used, are care- fully arranged not to do. Another case of difficulty in understanding statistics as set forth, occurs under this head, where it is stated that within a year and a half one hundred and sixty-two persons were killed or seriously injured, by scalding, in six accidents. Now this makes an average of twenty-seven, and the speaker has no hesitation in saying that there must be a mistake somewhere, as it is to scalding by locomotives that this extraordinarily large number is said to have been due. [0 DiscVfii un liiiihiaij Actidoitn. 43 Tracks. — The sugj^cstion as to blockint^ frogs is good, but again this is not unknown in Canada. It is perliaps an oversight that among all the suggestions for inspec- tion made in tliis paper, no mention is made of the inspection of tracks, whicii, however, is always carried out, and much confidence is felt in consc'((Ucnce of the knowledge that such regularly and daily takes place- The reference to level crossings of railways affords another instance of imputation of neglect, whereas the Dominion Railway Act is more particular in its requirements than those referred to, as a full stop is always required. Employees. — The question of intemperance is not alone within con- trol of the employee, but is actively and energeticnlly dealt with by Railway managers and officials, as experioiu-e would shew the author if ho were acquainted with any employee who developed such habits. The question of rest is not the one it is represented to be, the trouble railway officials have being rather to get men to take enough than urge them to work too long. As to Sunday trains let the public discourage them and they will not exist. Commissioners. — The arguments advanced in favor of the appoint- ment of such a body are not sound, and, moreover, a body clothed with the powers suggested would be simply unable to do tlie work indicated. Tlie qualifications which suggest them.selves as required by its members are : — 1. Political economist. 2. Financial expert. 3. Commercial ex- pert. 4. Architect. 5. Civil Engineer. 6. Mechanical Engineer. 7. Statistician. 8. Experienced R.R. manager. When these can be secured in such a body, then it may be desirable to chance tlie present system ; meanwhile the power of the railway committee is quite sufficient to meet any case, especially as all are so easily made amenable to the ordinary law for failure of any kind. That Mr. Drummond has made an unfair comparison between the Mr. Peterson. accidents occurring in the United States as compared with those in Canada has been clearly proved by Mr. Wallis, and certainly it cannot be said that the appointment of commissions has had the effijct in the neighboring States of rendering travel in these States safer than in Canada. One of the most serious accidents that have occurred for many years took place last summer near Boston, in a State which the author quotes as being a model Railway State, and as having one of the best systems of Railway Commission. He says that the appointment of Commissions has resulted in the safety of the roadway and rolling stock. The accident 44 Discussion on Railway Accidents. referred to was one caused by a uefcctivc bridge ; the design of wbieU waf bad and the inspection of which uiiist have been also defective, or such imperfect constructidu would have been noted and repaired. In Canada we have never hail a ninglo accident arising from a cause so evidently preventable by the exercise of a reasonable amount of over- night. Tiic nuthor states that while the United States arc making such iuiproveuients in everything conducive to the safety of roadways, bridges and rolling stock, Canada with a contentment that is reuiurkable, is standing still, and the experience gained by our neigh- bors is unheedid by us. lie has not, however, shewn in what way we are standing still, nor what experience gained by our neighbors wo are not profiting by. The speaker has travelled within the last llw years, over portions of most of the Trunk lines in the Eastern and Middle States, and has carefully examined the roadway and e<|uipweut of tliese lines. lie i'ails to see in what respect the Trunk liuvs of Canada are behind those of the United States. Our road-beds are as well built and as well ballasted as those in the United States, and ;ls regards the C.P.Rj., he could only say that the bridges arc certainly as safe, in every respect, as lho.-;e in the United States, and in many respects safer. As to Overhead Uridges, Tunnels, &c., the Canadian GoviruuitDt rc(|uires that there shall be a clear headway of seven fi-et over the top of the highest car, which height is assumed by the C.P.Ily. to be 14' 6". It must be apparent to any one travelling in the United Stales that less headway is provided over there than in Canada. The author lays down certain requirements which all Uailwaya should be forced to provide or to carry out, relating to Guard E:iils, Bridge Inspection, Overhead Bridges, Power Brake on Freight Cars, bailing, Couplers, Tools, Testing of Wheels, Air Brakes, Electric Liu:ht, Steam Heating, Upper Berths, Tests of Locomotive Boilers, Saf-.ty Valves, Blocking Frogs, Level Crossings, &c., &c. As to Guard Rails on all embankments exceeding a certain height, the author does not fix this height, and it would be difficult to do so, seeing that serious accidents have taken place just as oft*.-n by running off low as off high embankment*, and if Guard Rails arc put on embankments it would be necessary to place them along the whole line, which even the author himself would hardly advise. Ou the C.P.Ry. double guard rails are put on all bridges, and every bridge is made strong enough to carry a locomotive when off the track as safely as when on the track. The author has only to examine the floor on the St. Lawrence Bridge lately built by the C P.Uy., in order to see that Canadian roads l|< Discusnion on Railway Accidcvtu. 45 arc as fully alive in rendcrinjj their bridi^es \h safe as any Railway in the United States under tlie most vipjilant conimisflioncrs. As to Brid^re Inspection, the C.P.Ry. has u body of Inspectors who inspect each bridge every m'>nth and are constantly goin;; back and forward niaking careful examinations of tlicni. Tiioy have sp ?ial forms for bridge reports upon which they stute the condition of the bridge and give a full and detailed account of the necessary repairs. These Reports arc sent to the Head Office where they are entered in a book provided for this purpose, an inspection of which shews the Engineer at a glance the condition of every bridge. Power Brakes on freight cars will only be possible when all thi> Railways both in Canada and the United States agree upon a uniform height of cars and a uniform system of brakos, and when this is done automatic couplers will probably be adopted if all the Railway Com- panies can agree as to which of the many sli;ill be adopted. It is a fact not generally known that very few men are killed in coupling cars, the majority of aceiilents taking place when the cars arc being un- coupled. In the matter of tools on passenger cars, tlic C.P.Ry. not only pro- vides tools in each car, but provides a box of tools at the back and i'ront of every train, and in this respect exceeds the requirements of the Xew York State law to whicli the author refers. The fjue-tion of testing wheels was a very much more important one in old d:iys, and it is even so in the United States at present than it is in Canada, where the trunk lines have not a single cast iron wheel under any passenger car or a locomotive. In the matter of Electric Light, the C.P. I^y. is (luifc prepared to adopt it when any system has been devised that will be .satisfnctory. lie knew of one road in the United States which had adopted the Electric Light, but which a great portion of the time has oil lamps burning along with tlie Electric Light. The oil used on the C.P.Ry. cannot be set on tire even by throwing burning waste into it, so that there is no question of a fire ari.-ing from burning oil. As regnrds heating, the Canadian Pacific Ry. has hot water heaters in every car, so arranged that in ca.se of an accident the water in the coils would almost invariably jMit it oat. It must not be thouL;lit that there is no danger in connection with steam heating, lor, to be eflicient, a pipe with live steam must bj carried either in or through the car, and in case of an accident and the breakage of one of these pipes, the car would in all probability be filled with live steam. It wouM seem preferable to run the chance of being burnt rather than the certain death that would result from live steam being allowed to escape int) a closed passenger car. 4G Dincnfuiov on Raihvay Acv'ulcntH. Attempts have bueu niude tn heat tlie cars with Htcaiu at Uiw pressure, and the frunt c:irH arc l)y tliis uieaiiH fuirly hcut4.'inir over it. it is tlie provincr of the railway to in;'rease the aecoinmodatiim of the bridg.'. uml in the ca of a level crossing to pro- vide a suitable safe means of traverse. This rule is enforced in Britain where railways arc worked a-! |uiely commercial enterprises for the profit of the shareholders. The companies are compolleil to put up bridges over level cross'ngs. and provide other safeguards for the public and and up ishod ratVu. com- root tlie pro- Lain the It up ublic Disciut»ion on Railway Accidents. 49 at their own cost. He regretted the example recently set by the city of Toronto in undertaking a cos-tly work, which should really be carried out by the companies themselves. That such an interest has bern taken by the members is very satis- Mr. Dri.nKnni factory. It was hsrdly to be expected that those who were connected officially with our nuuierous railways would be in entire sympathy with the objects of the paper, which was written largely in the interests of hunianity and rather from the point of view which che public would take. The main point of the paper has been in part lost sight of by some who have di^cusscd it. Control over railways is needed in the inter- ests of the public, and has to a certain extent been provided for by Parliament. The channel through which this control was intended to be exercLsed has not proved efficient from causes which are apparent. What is being done to remedy this ? The general fact, which nmst appeal to every one's feelings of humanity, is apparent that both in the United States and Canada large loss of life and injury to persons annu- ally arise in connection with railways from causes some of which cer- tainly can bo remedied. Provision exists on the Statute books for investigation into this. What under these statutes is being done in Canada to consider tfficieiit remedies and secure their adoption? The statiifties have been given in the paper to call attention in general terms to the number of accidents, and to the lack of uniformity in and the defective nature of the statistics in the United States, and not to afford a n)cans of comparison betwei n the accident'^in the United States and Canada. The smallness of the passenger returns from Can- ada strongly sugge^ts some way of making up the returns in the rail- way offices here, ditfermt from elsewhere. It seems unaccountable it. at States, with a population so very much less than that of Canada, should have as large and in some cases an immensely larger passenger traffic, and the result is ttill surprising even after allowing for the domesticity of the French-Canadians. Mr. Wallis and Mr. Maeklin appear to have overlooked the fact that no comparisons are drawn from the statistics given. Mr. Wallis is correct in so far as he says that the passenger mileage .should be taken into account in ascertaining the proportion of accidents to number of passengers carried, but at the same time it is indisputable that even the passenger mileage is an unfair criterion, more particularly iis actual facts indicate that huburban travel leads to a very largely increa.«ed pro- portion of injuries and deaths to employees. Though the passenger mileage in Canada is not given in the official returns, Mr. Wallis must 50 ]}istns9ion ou Bailuuy Accidents. not take that of the Grand Trunk as a criterion for the whole country. The mileage of a large number of the leading railways of the United States shows that in some ea«e? the number of miles travelled is very high (as for instance the Baltimore and Ohio, 88, and the Chicago and Grand Trunk, 85 per pasi^nger daring 1886), and yet the actual aver- age number of miles travelled by aU paasengerA in the different States, whose returns have been consaiten. The American official returns are under oath in most, if not pr>bably all, .States, and wherever the details of accidents are given, xh.v\ include a record of the smaslied fiugi r as well as of the dead and permanently disabled. Though no particular railways have been referred to in the paper, it will readily occur to every one that many useful improvements have already been or are being introduced •« leading Canadian lines of rail- ways, and that an earnest effort is b^-ini made bv tliem to produce a high stauilard uf efficiency. Tliere are. however, many other lines where this high standard is wautius:, and there i« no railway "tlicial who can- not find ou his own road some n»m for impnjvement. which will con- duce to greater .safety of either employees or passengers, though he may be in doubt as to the best form of that improvement One result of accidents ou bridges within the last year, and the enquiries of the rail- way commissioners into their cau.-«s, istha> certain new England rail- way companies, which bav^e had the hijh<^:st reputation for efficiency, and which never sp ired es|»ense in attaining that efficiency, have found tha^ notwitlistandiiig all their eff->rt.s in the fAst, s^me oi their bridges, hither- to considered strong, were defective in strength, and required to be thoroughly overhauled. It has been said that a new country requires cheap railways. It none the less needs safe railway*. New roads should be built to a fixed minimum standard in character of road bed, strength of bridges and Discussion ov RaAhuay Accidente. 61 capacity of rolling stock, commensurate with the maximum loads and speed to be allowed. Among many railway promoters Government inspection is regarded as very superficial. It has happened on provin- cial roads that a trip over the line by a member of the local govern- ment, in company with some of the railway directors, has not only secured the payment of the government subsidy, but has enabled the railway company without further inspection to open its line for traffic. Tiie subject of steam heating, referred to by various speakers, is now gradually going beyond the range of mere experiment. It was the general principle aud not any particular system which was advocated in the paper. After careful trial, the Boston and Albany and Connecticut Viilley, among other roads, have recently decided to e'|uip, the one its whole the other its through, service on this particular principle, and to abolish stoves. I'.'lectric lighting has now been introduced on the Great Northern Eailway of Englani', four whole train* beini: cod : but its members have otlier duties which properiy have prior imjKjrtauce, and do not give and cannot possibly i;ivu that extended lime an«l atJentionVhich is absolutely re(|uired in iuvtstigating the various mattion that a railway commi.ssion exercises an unjust interference with private riglit.s but the fact is forgotten that these private rights in the case of a railway arc all obtained from the public through its Legislatures. Besides, as Mr. Brown has stated, cor- porations and individuals, aud he might have added even governmente, are none the wor.xe of some supervi.-ion. No railway company can claim to be absolutely perfect in the arrangements connected with its business, and infallible in the opinion of iu management; and in the nature of things the private interests of the corporation will occasiouully f'J 52 Discussion on Railway Accidents. seriously clash with those of the public. Apart from this, however, a properly coostitnted impartial railway cdm mission is a tribunal of which the railways thifmselres would take frequent advantage, as in the matter of railways crossing each other, roadway crossings, right of way, muni- cipal taxation, interchange of traffic, paralKl railways, and in many other respects. Mr. Macklin's criticisms are briefly answered by the fact that the Royal Commissioners' Rt-port of January last expressly admits that both the public and the railways have V>een benefited by the existence of railway commissions in the United States and Great Britain, and recommends the extension of the powers of the Railway Committee, not as a permanent remedial measure but as in the Royal Commissioners' own opinion the best plan, until further experience has been gained of the working of the commissions elsewhere. Further, whilst these Royal Commissioners' enquiry was intended to be chitfly if not almost exclu- sively into discriminating rates, the rtjort expressly recognizes by its recommendations that investigation int<;> the causes i>f accidents on rail* ways should be an important function of the Railway Committee. The Interstate Commerce Act, to which also Mr. Mackliu refers, is intended to deal it might be said entirely with discriminating rates, docs not touch the subject of accidents, and can only affect railways running from one State to another or to a foreign country. The Act, therefore, whilst dealing with one subject which the Railway Cowmis.'^idus in the separate States bad not been able to satisfactorily meet, left these State Commid- siooers' powers practically where they were before. , •