A A 1 2 4 9 1 7 1 Bureau of railway economics The arguments for and against train-crew legislatior ¥-^i-5G THE LIBRARY OF THE UNIVERSITY OF CALIFORNIA LOS ANGELES BUREAU OF RAILWAY ECONOMICS Established by Railways of the United States for the Scientific Study of Transportation Problems LOGAN G. Mcpherson frank haigh dixon DIRECTOR CHICr STATItTICIilN The Arguments For and Against Train-Crew Legislation library .1 ■lifornia lil3rary -■ - I^st-ltnte of industrial Bela>.ioT.s OvAv^ ^^ H^>oaAvi5 BuUefln No. 53 WASHINGTON, D. C. 1913 BULLETINS OF THE BXTBEAU OF RAILWAY ECONOMICS 1. Summary of Revenues and Expenses of Steam Roads la the United States for July, 1910. (Monthly Report Series, Bulletin No. 1.) 2. Summary of Revenues and Expenses of Steam Roads in the United States for August, 1910. (Monthly Report Series, Bulletin No. 2.) 3. Summary of Revenues and Expenses of Steam Roads In the United States for September, 1910. (Monthly Report Series, Bulletin No. 3.) 4. A Comparative Statement of Physical Valuation and Capitalization. 5. Preliminary Bulletin for November, 1910 — Revenues and Expenses. 6. Railway Traffic Statistics, 1900-1909. (See No. 31.) 7. Summary of Revenues and Expenses of Steam Roads in the United States for October, 1910. (Monthly Report Series, Bulletin No. 4.) 8. Summary of Revenues and Expenses of Steam Roads in the United States for November, 1910. (Monthly Report Series, Bulletin No. 5.) 9. Summary of Revenues and Expenses of Steam Roads in the United States for December, 1910. (Monthly Report Series, Bulletin No. 6.) 10. Summary of Revenues and Expenses of Steam Roads in the United States for January, 1911. 11. (Out of Print) 12. Summary of Revenues and Expenses of Steam Roads in the United States for February, 1911. 13. Summary of Revenues and Expenses of Steam Roads in the United States for March, 1911. 14. Summary of Revenues and Expenses of Steam Roads in the United Stiites for April, 1911. 15. The Conflict Between Federal and State Regulation of the Railways. 16. Summarr of Revenues and Expenses of Steam Roads In the United States for May, 1911. 17. (Out of Print) 18. (Out of print) 19. Summary of Revenues and Expenses of Steam Roads in the United States for June, 1911. 20. Summary of Revenues and Expenses of Steam Roads in the United States for July, 1911. 21. The Cost of Transportation on the Eri© Canal and by Rail. 22. Summary of Revenues and Expenses of Steam Roads in the United States for August, 1911. 23. (Out of print) 34. Comparative Railway Statistics of the United States, the United King- dom, Franoe, and Germany. 25. Summary of Revenues and Expenses «C Steam Roads in the United States for September, 1911. 26. Summary of Revenues and Expenses of Steam Roads In the United State« for October, 1911. 27. Summarj' of Revenues and Expenses of Steam Roads In the United States for November, 1911. (Continued to -page 3 of cover.) The Arguments For and Against Train-Crew Legislation WASHINGTON. D. C. Odober. 1913 HE l?OI CONTENTS. Page Introduction 3 Changing Conditions of Train Operation 6 Development of Air-Brakes and Automatic Couplers 7 Increase in Trainloads •'""o-' Train Crews under Present Conditions > Passenger Service 11 Freight Service 12 Effects of Train-crew Legislation 15 Increase of Operating Expenses 15 Issues Involved in Train-crew Legislation 18 Number of Trainmen for Work Performed 20 Train Crews and Accidents 23 Accidents to Trainmen during the Year 1912 23 In Connection with Train Operation 23 In Connection with Train Accidents 25 Accidents to Trainmen from 1901 to 1912 26 Accidents to Long Freight Trains 30 Accidents to all Persons 31 Train-crew Legislation as Affecting the Provision of Safety Appliances 33 Train-crew Legislation Vetoed by Governors 34 Governor Cruce's Veto Message — 1913 34 Governor Hughes' Veto Message — 1907 35 Governor Dix's Veto Message — 191 1 36 Governor Foss's Veto Message — 191 2 36 Addendum 37 841179 INTRODUCTION. Within recent years, numerous bills to regulate the number of men that railways must employ in their train crews have been introduced in the state legislatures and in Congress. These measures are com- monly known as "full-crew bills." They specify, sometimes the number of men that must be employed on passenger trains ; some- times the number of men that must be employed on freight trains ; sometimes the number that must be employed in switching service ; and sometimes the number that must be employed in all of these classes of service. Such measures have become laws in twenty States, namely, Arizona, Arkansas, California, Connecticut, Indi- ana, Maryland, Missouri, Nebraska, Maine, Nevada, New Jersey, New York, North Dakota, Ohio, Oregon, Pennsylvania, South Caro- lina, Texas, Washington, and Wisconsin. In some cases they merely require the employment of the number of men that it is customary for the railways to employ, existing practice not being affected. In at least twelve States these laws compel the employment of addi- tional men. Within the last four years, eight bills have been pre- sented in Congress, each of which would have compelled the em- ployment of more men ; but no federal train-crew law has yet been enacted. The first efforts to secure train-crew legislation date back a num- ber of years, and these efforts have been continued with great energy and perseverance. For example, a bill was introduced in the Massa- chusetts Legislature in 1902 and defeated. It was again introduced in 1903 and 1904 and defeated in both years. It reappeared in 1908. On this occasion the legislature referred the whole matter to the State Railroad Commission for investigation. The commission, after inquiry, reported that if the officers of the railways would see that the provisions of the Standard Code of operating rules were en- forced, and make some changes in methods locally, legislation would be unnecessary. The bill was again introduced in 1909 and defeated. It was again introduced in 1912, and this time was passed by both houses. Governor Foss vetoed it ; whereupon an unsuccessful at- tempt was made to pass it over his veto. Later, the Board of Rail- road Commissioners issued several recommendations regarding the manning of trains, with which all the roads at once complied. Both state and federal bills have been introduced from time to time at the instance of railway labor organizations, the chief pro- moter of such legislation being the Brotherhood of Railroad Train- men. The legislative representatives of the brotherhoods have re- peatedly announced that their members vvrould vote against law- makers who did not support the measures they demanded. Many members of the Brotherhood itself have not favored, or have been opposed to, the proposed legislation. But opposition on their part is now stopped by a resolution of the Brotherhood to the effect that its members cannot sign petitions against labor legislation, "nor interfere with the work of their legislative representatives, without violating the law of the Brotherhood, which would mean expulsion for the offending party."^ The labor brotherhoods and the members of state legislatures and of. Congress who have favored such legislation have advocated it chiefly on the ground that the employment of more men in train service is necessaryto the safety of railway employees and passengers. Such legislation has been opposed by officers of the railways, by many commercial and agricultural organizations, and by many mem- bers of state legislatures and of Congress on the ground that it does not increase the efficiency or safety of railway operation or otherwise benefit the public, and hence that it does add unnecessarily to rail- way expenses. Therefore, railway managers have in several cases urged state governors to veto such measures. In New York and Missouri the governors, notwithstanding earnest protests from rail- way officers, signed the bills as passed by the legislatures and issued statements indicating their belief that they would promote safety and were therefore in the public interest.^ On the other hand, Governor Sulzer's two immediate predecessors, Governors Hughes and Dix, vetoed train-crew bills that had been passed by the New York legislature. Governor Cruce of Oklahoma, Governor Foss of Massachusetts, and Governor Harmon of Ohio also have vetoed similar bills, on the ground that general legislation requiring the railways to employ additional men on trains was undesirable. But in all except Massachusetts and Oklahoma subsequent enactments 'From "The Railroad Trainman," the official publication of the Brotherhood of Railroad Trainmen, for May, 1913, p. 465. ^ In Missouri the railroads circulated a referendum petition, and secured enough signatures to have the measure submitted to a vote of the people, which cannot be taken before October, 1914. have been approved. A number of state legislatures have also re- fused to pass train-crew bills : of these are the legislatures of Colo- rado, Delaware, Florida, Georgia, Illinois, Iowa, Kansas, Kentucky, Louisiana, Michigan. Minnesota, Mississippi, Montana, New Hamp- shire, New Mexico, North Carolina, South Dakota, Tennessee, Utah, Virginia, West Virginia, and Wyoming. In a movement concerning which there is such wide diversity of opinion it is desirable that there should be the fullest information as to the views both of those who advocate and of those who oppose such legislation. In the following pages there is presented the his- tory and present status of train operation, out of which has grown the demand for "full crew" legislation, the provisions of the meas- ures enacted and proposed, the expense resulting from the legisla- tion already passed as estimated by the railways, the estimated ex- pense of proposed legislation, and a discussion of the effect of such legislation upon the efficiency and safety of transportation. CHANGING CONDITIONS OF TRAIN OPERATION. Until within a comparatively recent time trains were ordinarily made up at the point of origin by the same employees who subse- quently handled them on the road. The trainmen switched the cars into place, coupled them, and did all the work necessary to prepare the train for its run, including the inspection of its condition before starting. Cars were coupled to each other and to the engine by the link and pin couplers. Brakemen had to carry links and pins to supply couplers lacking them, and to carry those unused back to the caboose or engine. . Coupling had to be efifected by hand, for which purpose the employees had to go between the cars. Trains were controlled entirely by hand-brakes, which had to be worked from the tops of freight cars and from the platforms of passenger cars. Practically all trains rendered local as well as through service — that is, they not only carried through traffic between large terminals, but also stopped at stations along the line to put off and take on goods or passengers. When a car was taken out of a train or taken into a train at one of these local stations, it was necessary to use the hand- brake in the switching needed to make the requisite changes. The work of trainmen at that time was hard and hazardous. The num- ber of cars in a train was considerable. More than thirty years ago, before the introduction of air-brakes, it was the custom of many railroads to handle regularly freight trains of forty cars or more with two brakemen. That is, the crew of a freight train, aside from employees on the engine, usually consisted of a conductor and two brakemen. The labor of controlling the train exposed the brake- men to all kinds of weather and involved strenuous physical exer- tion, for the application of hand-brakes sufficient to hold a train often required both strength and quickness of action. The brake- men had to spend most of their time on the tops of the cars, which in winter were often slippery with ice. Going between cars to couple by hand necessarily involved danger, so that accidents to trainmen were numerous. Passenger cars were heated by wood and coal stoves, which it was the brakemen's duty to take care of. (6) Development of Air-brakes and Automatic Couplers. In 1868, the first successful application of air-brakes to passenger trains was made. In July, 1886, and in May, 1887, the Master Car Builders Association held a series of competitive trials, with the result that the air-brake was found to be as adaptable to freight trains as to passenger trains. Its use in freight service was there- after rapidly extended. The principle of the air-brake is simple. Cylinders under eich car are filled with compressed air, which, when released, rushes into adjoining cylinders, where, through connecting mechanism, it forces brake-shoes upon the wheels, thus bringing the train to a stop. These cylinders are supplied with air by a continuous line of air-pipe and hose leading from the locomotive. Application of the brakes is thus effected by the engineer. Moreover, any disconnec- tion of the train line at any place in its length, as when a train breaks in two, automatically applies the brakes. There are also ''conductors' valves" in each passenger car, and in the caboose of each freight train, by means of which the brakes may be applied. In 1887, the Master Car Builders Association, after several years of investigation, recommended a standard type of automatic coupler. In 1890 the type that had become known as the "Master Car Build- ers Freight Coupler" was recognized as standard by the railroad companies of the United States through their official organization, the American Railway Association. In order, however, to com- pel the adoption of a standard type of coupler by all of the railways of the United States, there was federal legislation. In 1893 the Railway Safety Appliance Act was adopted. This law provided that after January i, 1898, it should be unlawful for any common carrier to use in interstate commerce any car "not equipped with couplers coupling automatically by impact, and which can be un- coupled without the necessity of men going between the ends of the cars." It also provided that it should be unlawful for any carrier to use in interstate commerce any locomotive "not equipped with the power driving wheel brake, and appliances for operating the train-brake system, or to run any train in such traffic after said date that has not a sufficient number of cars in it so equipped with power or train brakes that the engineer on the locomotive drawing such train can control its speed without requiring brakemen to use 8 the common hand-brake for that purpose." The law was amended in 1903 to provide that at least 50 per cent of the cars in a train should be controlled by air-brakes applied from the engine, and the Interstate Commerce Commission was authorized from time to time, after full hearing, to "increase the minimum percentage of cars in any train required to be operated with power or train brakes which must have train brakes used and operated as aforesaid." The commission subsequently increased to 75 per cent the proportion of cars in a train on which power brakes must be operative, and on September i, 1910, raised this minimum to 85 per cent. In consequence of these requirements, the use of automatic coup- lers and train brakes has become practically universal in the United States. For the fiscal year ending June 30, 191 1, there were 98.79 per cent of the locomotives and cars fitted with train brakes and 99.56 per cent fitted with automatic couplers. Today it is very ex- ceptional for a train to have any cars that are not equipped with air brakes. These improvements in equipment have had a far-reaching effect upon the work of railway trainmen. The engineer of a train, whether passenger or freight, is now its real brakeman and, save under exceptional conditions, sets and releases the brakes from his cab on the engine. The "brakemen," so called, seldom have any- thing to do with the brakes except on detached cars during switch- ing operations. Indeed, the term "brakeman" is now a misnomer and is being displaced in railway usage by the term "trainman." The general substitution of the automatic coupler for the old link and pin has changed the character of the trainman's work in coup- ling and uncoupling and has very greatly diminished the hazard. Indeed, railway managers claim that, if the trainmen comply with their instructions, the hazard is eliminated entirely. Formerly, when coupling cars, the brakeman had to stand between the cars at the moment of their coming together in order to guide the link into its place. This entailed great risk of having his hand crushed, as well as of being thrown down and run over. Now, any necessary adjust- ment of the coupler can be made, and ought to be made, before the cars are put in motion to effect the coupling. Formerly, when un- coupling, the brakeman had to stand between the cars to remove the pin. Now, the pin that locks the coupling can be removed by a rod extending to the side of the car. Thus during neither the coupling nor the uncoupling does the trainman need to stand between the cars. These changes apply to both freight and passenger cars. How greatly they have reduced the hazard of coupling and uncoupling cars is indicated by the following table : Casualties to Trainmen from Coupling Accidents 1890 and 1910. Total number of trainmen. Total killed. Total injiiied. Number killed for each 1(1,000 trainmen. Number injured for each lO.OCO trainmen. 153.235 26s 6,073 . 17 400 318,632 174 2,826 5 88 In addition to the changes in their work directly resulting from the introduction of air-brakes and automatic couplers, there have been other modifications in the duties of trainmen which may be briefly noted. In the first place, the train crew as a rule no longer makes up and inspects the train at terminals. Switching crews now make up all trains at all important points of origin and, after they have been inspected by inspectors employed for that purpose, de- liver them to the train crew ready for operation. The train crew has no more to do with the preparation for the run than to test the brakes. At the end of the run the train crew has only to deliver a train to the switching crews, which separate the cars for further disposition. It may also be noted that the work and responsibility of freight conductors en route has been lightened by the present practice whereunder a" yard clerk furnishes them a statement of the cars in the train, with the respective destinations, from which the conductor checks off each car as it is set out and to which he adds other cars as they are picked up. Formerly, the conductors had to prepare these statements of the cars composing the trains. Again, the trainman's duties on passenger trains are less arduous because passenger trains are now almost universally heated with steam or hot water from the engine, and the trainman has only to regulate the degree of heat. The gradual displacement of the oil lamp by gas and electric lighting has relieved the trainman of many former duties. Increase in Trainloads. Coincident with the development of safety appliances ou trains, there has been a steady and rapid increase in the length and load, particularly of freight trains. Generally speaking, transportation is lO conducted most economically when traffic is handled in the largest units. The larger the loads per car and per train, the less the relative investment that must be made in roadway, track, and equip- ment, and the less the relative expenditures that must be made for maintenance of way and equipment, and for conducting transpor- tation. Faced with steadily increasing expenditures for wages, materials, and taxes, while their revenues from the transportation of freight and passengers do not increase at nearly the same rate as expenses, the railways have found it necessary to practice economics in opera- tion. The greatest economies have been secured by increasing the number of tons hauled per train, and by increasing the amount of traffic handled in proportion to the number of men employed. The extent to which, in their efforts to handle traffic economically, the railways of the United States have increased their trainloads is indicated by the fact that the average number of tons per train in this country in 1890 was 175 ; in 1900, 271, and in 1910, 380. In the region of heaviest traffic, that comprising in general the States of New York, Pennsylvania, New Jersey, Delaware, and Maryland, the average number of tons per train increased from 218 in 1890 to 502 in 1910. On some lines the average trainload exceeds 1,100 tons ; trainloads of minerals ranging from 3,000 to 5,000 tons are not uncommon, and sometimes a train has as many as 6,000 tons. These heavy increases in trainloads have been effected very largely by increasing the capacity of cars and their loading, and by increas- ing the number of cars in a train. The average capacity of a freight car in this country increased from 28 tons in 1902 to 36 tons in 1910. Loaded freight trains often contain 50 to 75 cars, and trains con- taining even larger numbers of empty cars and exceeding a half mile in length are run not infrequently in some parts of the country. There has been no such corresponding increase in the length of passenger trains, although passenger trains on main lines are some- what longer than they were in past years. Often 12 to 16 and even more cars are pulled by a single engine ; the passenger cars have increased in size and especially in weight. With this increase in car loading and train loading has been a decrease in the number of men required to handle a given amount of traffic. It has not, however, been accompanied by a decrease in the total number of trainmen, for, as is shown later, their number has increased from 1901 to 1910 at a greater rate than the car mileage or the train mileage. TRAIN CREWS UNDP:r PRESENT CONDITIONS. Passenger Service. The number of men employed on passenger trains varies with conditions. On many local trains containing only two or three ears the crew behind the engine consists merely of the conductor, acting also as baggagemaster. and one man who serves as brakeman or flagman. In the South many two-car trains are run with crews behind the engine consisting of a conductor, brakeman, and negro porter, the conductor or the brakeman acting as baggagemaster. Another com- bination in the South consists of a conductor, a messenger who takes care of both baggage and express, and a porter. In this case, the baggagemaster serves as flagman. Throughout the country on trains of four or five cars, the crew customarily includes conductor, baggagemaster, brakeman or flag- man, and frequently a porter ; there are additional brakemen for trains with greater numbers of cars. The brakemen on passenger trains announce stations, help the passengers as they get on and off, set switches, load and unload baggage, look out for hot boxes and other defects, and flag. When there are both a porter and a flag- man or a brakeman and a flagman, as is the case on most main-line passenger trains, the flagman's sole duty is to flag and to set switches behind the train. The object of many of the legislative enactments aflfecting train crews in passenger service is to require the employment on every passenger train, whatever its length, in addition to the men on the engine, of at least a conductor, a baggagemaster, and a brakeman or flagman ; and to require still other men on trains exceeding certain specified lengths. For example, a bill introduced in Congress in 1909 provided that the crew of a passenger train having three cars or less must include a conductor, a baggagemaster, and a brakeman. This would have made it necessary to add a baggagemaster on many short branch-line trains carrying at present only a conductor and a brakeman ; and in many cases in the South either to add a brakeman or to substitute a brakeman for the porter. The same bill proviiled that the crew, on trains of three cars or more, include at least a con- ductor, a baggagemaster. and two brakemen. This would have made (TT) 12. necessary the employment of an additional man on many trains. The law in Nevada requires two brakemen on trains of three or more cars ; the laws in New Jersey, Oregon. Pennsylvania, Wash- ington, and Wisconsin, on trains of four or more cars; the law in Indiana, on trains of five or more cars, and the law in Nebraska, on trains of six or more cars. Under the New Jersey law there must be at least six trainmen on every train containing a baggage car in addition to four or more passenger cars, and under the New York law every train having a baggage car must have a baggageman in addition to the engineer, fireman, conductor, and two brakemen. These laws prescribe the number of trainmen according to the number of cars in the train. Ikit tiie necessity or occasion for hav- ing more rather than fewer trainmen is not necessarily determined by the number of cars. A great many trains carry Pullman cars, on which there are Pullman conductors and porters to assist passen- gers and to look after the heating and lighting and ventilation of their respective cars. In such cases, there is no need for as large a. regular train crew as in the case of trains of the same length carry- ing no Pullmans. And yet the laws make no allowance for the service of the Pullman porters. Such laws appear especially illogical in the case of trains composed exclusively of I'ullman cars. Freight Service. INIodern freight trains are roughly divided into two classes — through freight trains and local freight trains. The broad distinc- tion is that through trains ordinarily run from terminal to terminal with little or no work en route in picking up or setting otit cars or in delivering or receiving freight at intermediate points, while local trains make numerous stops at intermediate local stations to receive and deliver freight, switching cars at such stations when necessary. The difference in the service not only expedites the movement of traffic, but is more economical from an operating stand- point. On a through freight train there are usually five men — an engi- neer, fireman, conductor, and two brakemen — one of the brakemen sometimes being called a "flagman." At the point of origin the train, made up and ready for its run. is delivered by a switching crew to the train crew. The place of one of the brakemen is on the engine, the other goes into the caboose with the conductor. The 13 ordinary duties of the forward brakeman are to transmit signals from the conductor to the engineer and to open switches in front when it is necessary for the train to go on a siding at a meeting point. The ordinary duties of the rear brakeman are to flag at the rear end of the train when it stops and to close switches behind the train when it has gone on a siding. In an emergency caused, for example, by a draw-bar pulling out or tl'.e air-hose parting, the con- ductor may need the direct assistance of one of the brakemen. In that case the rules require the rear brakeman to flag the rear of the train and the fireman to flag the front of the train, while the forward brakeman assists the conductor. In these very rare cases, the fireman may be used to protect the front of the train, because at such times he is not performing any other duties. As already indicated, there is ordinarily a valve in the caboose by which, in case of emergency, the brakes can be set by any one who is in the caboose; or if anything goes wrong with the apparatus, the brakes on all cars are at once set automatically. Failures in the braking apparatus that cannot be promptly remedied on the spot are ordi- narily due to something that has happened in or to the engine. In this case the train moves slowly and under control to the next sta- tion, where it is held until another engine is supplied. In addition to the air-brakes, all freight cars are still equipped with hand-brakes. These hand-brakes are not worked by employees on through freight trains in the o'"dinary course. They are resorted to only in case the air-brakes fail, or under especial conditions, such as going down steep grades. When hand-brakes are used on such heavy grades as, for example, on some parts of the Xew York Cen- tral lines, it is the usual custom to employ three or more brakemen on through freight trains. On some roads under similar circum- stances a mechanical device known as a "retainer" is used to sup- plement the air-brake, but even then where the grades are severe extra brakemen are usually employed. As a general rule, the duties of brakemen on through trains, between terminals in non-mountain- ous territory, are confined to throwing switches, flagging, and assist- ing the conductor in examining the running gear. On arrival at the terminal, the signal lamps are put away and the caboose locked up by the train crew, and the train is turned over to the regular yard switching crew. While it is the general custom to employ two iMMkemcn on a through freight train, it is usual to employ three or more brakemen 14 on a local freight train, notwithstanding that local trains have fewer cars. This is not to serve the need for safety, but to expedite the service. Local trains set out and pick up cars at way stations, and load and unload a great deal of less-than-carload freight. Hence there is much switching to be done and much handling of freight at way stations, and the additional brakemen are ordinarily necessary that the trains may not be unduly detained. Similarly, three brake- men are usually employed on a train switching cars to and from industrial tracks. It is only in these cases when cars are being switched that brakemen are obliged to go on the top of cars to operate hand-brakes. When a train is under way the third brake- man has no particular duties or station, but frequently rides in the caboose with the Conductor and rear brakeman. So far as freight-train service is concerned, the purpose of train- crew legislation usually is to require the railways to employ at least three brakemen on a through freight train. As has been said, it is standard practice to employ at least two brakemen on every through train and at least three brakemen on every local train. Following is a list of the States in which laws have been passed requiring three brakemen on trains and specifying the minimum number of cars to which this requirement shall apply: Arkansas and Wash- ington, 25 cars or more ; New York, 26 cars or more ; Maryland^ New Jersey, and Pennsylvania, 30 cars or more; Arizona, Missouri, and Oregon, 40 cars or more ; California, Nevada, and Indiana, 50 ears or more ; North Dakota, 46 or more cars. The bills that have been introduced in Congress usually have required three brakemen on every train containing 25 cars or more. Here, again, it will be seen that the laws prescribe the number of trainmen on the basis of the number of cars in the train. From what has just been said of the character of the work to be done on through and local trains, it is evident that the number of cars in a train is not the logical basis for the determination of the size of the train crew. EFFECTS OF TRAIx\-CRE\\" LEGISLATION. Increase in Operating Expenses. It is obvious that an increase in the number of men in a train crew means an increase in the operating expenses and, unless accom- panied by a corresponding increase in the trafific per train or in rates, means a decrease in net operating revenues. The railways are reporting to the Special Committee on the Relation of Railway Operation to Legislation careful estimates of the additional expense resulting from state legislation already enacted. At the time this bulletin goes to press, that committee had not received estimates from some of the largest lines. However, the estimates that have been reported up to this time are given in the following table as a partial indication : Estimates of Additional Annual Expense to the Railways in Certain States, so far as Reported to October i, 1913, Resulting from Train- crew Laws Enacted by those States. Arkansas $179,085 California 66,297 Indiana 244,052 Maine 602 Maryland 96,921 Missouri (a general estimate) 500,000 Nebraska 24,367 New Jersey 381,851 New York 854,016 Ohio 139,592 Oregon (O., R. & N. Co. alone) 47,000 Pennsylvania 1,211,233 Washington 158,026 Total reported to date $3,903,042 Considering the number of railways not represcnlcd in these esti- mates, and the importance of some of them, it is not improbable that the additional annual expense to the railroads in the above- named states on account of the train-crew laws enacted by these states will amount to $6,000,000. These estimates apply to the expense to the railroads on account of train-crew laws enacted in only a limited number of states. But the full effect can be seen only from estimates that apjily on account of all such laws to all the railways in the United States. Four train- (15) i6 crew bills were introduced in Congress in 1909 and 1910. The Special Committee on the Relation of Railway Operation to Legis- lation made inquiries early in 1910 of all the railways as to the cost to them of complying with these federal bills, if enacted, as well as the expense they were being put to on account of state legislation then in force in 13 states. The following table is a summary of the replies received : EsTiMATK OK 1910. Number. .Mi Amount of addi- tional annual cost of complianpe with full-crew bill. Roads replying t66 205,547 $18,328,302.32 Estimated for other roads exclusive of Canadian and Mexican roads 126 23,254 1,953.336-00 Total 292 228,801 $20,281,638.32 Another bill was introduced in Congress in 191 2 which required that on each freight train containing 25 or more cars the crew shall consist of at least an engineer, a fireman, a condtictor, and three brakemen, "regardless of any modern equipment of automatic couplers and air-brakes.'' This bill made no reference to passenger- train crews. As a result of incjuiries made of the railways by the Special Committee on Relations of Railway Operation to Legis- lation, in connection with this proposed Federal law, the following compilation was made from the replies received from 143 operating companies : Estimates 01* Cost, in 1912, of Tr.\in-cre\v Laws Furnished by 143 Operating Companies Operating 195,049 Miles. Trains affected by state laws then in effect, per annum 678,661 ^ Additional trains affected by proposed federal law in states then having full-crew law. per annum 458.483 Trains affected by proposed law in states then having no full-crew law, per annum 3.211,056 Total trains affected by state laws and proposed Federal statute, per annum 4,358,200 Cost of compliance with state laws then in effect, per annum.. $1,797,589.94^ Additional cost of compliance with proposed law in states then having full-crew law. per annum 1,342,237. 17 Cost of compliance with proposed law in states then having no full-crew law, per annum 10,255,790.66 Total cost per annum of compliance with state laws and proposed statute .■ $13,395,617.77 ''Does not include states where laws were passed subsequent to 1911. 17 This tabulation shows that, according to the estimates of these 143 railways operating approximately 85 per cent of the steam rail- way mileage of the country, the additional cost to them of comply- ing with the proposed federal bill in States where train-crew legis- lation is alread}^ in operation would amount to $1,342,237.17 per annum, or approximately 75 per cent of the cost of compliance with state laws already in effect. The estimated cost to them of com- pliance with the proposed federal act in States where there was no train-crew legislation was estimated to be $10,255,790 per annum ; the estimated cost to them of compliance with state laws then in effect was $1,797,589.94; making the total estimated expense of these 143 companies for federal and state legislation to be $13,395,617. It should not be overlooked that this expense is only a part of the total increase in operating expenses that has been caused by legis- lative requirements imposed upon railroad operation. Such legisla- tion includes laws requiring 8-wheel cabooses in place of 4-wheel cabooses, laws limiting the hours of service, requiring electric head- lights, requiring the installation of improved safety appliances, regu- lating the stops of passenger trains, the speed of stock and freight trains, requiring the abolition of grade crossings, or the installation of additional watchmen at crossings, requiring double track, and providing for days off at the company's expense. Quite indepen- dent of the question of the defensibility of these laws is the fact that they add greatly to the expense of railway operation, which must eventually find expression in higher charges to the public than would otherwise be made. Howe^■el■. the fact tliat such train-crew legislation increases oper- ating expenses is not a conclusive argument against it. The legisla- tion, presumably, is intended to promote the interest of the public, and the question at issue is whether there are benefits directlv or in- directly conferred on the pul)lic. and. if so. are they commensurate W'ith the expense incurred. ISSUES INVOLVED IN TRAIN-CREW LEGISLATION. [n order that the arguments in fa\'or of train-crew legislation may De fairly presented, it is desirable to give the fullest consideration to any statement from an authoritative source. To this end a thor- ough search has been made throughout the existing body of railway literature, throughout the reports of hearings before the Committees of Congress, and recent issues of The Railroad Trainman, the official organ of the Brotherhood of Railroad Trainmen. An effort was made to secure reports of hearings before State legislatures also, but without success, except in the case of Kansas. On account of the paucity of available data, of precise and specific character, sup- porting the trainmen's side of the case, a copy of the first page proof of this study was sent to each of the presidents of the four railway brotherhoods, with a letter inviting their criticisms and suggestions and expressing an especial desire to receive further concrete -and definite information. But this effort has not elicited any further data.^ The only arguments containing definite statements why extra crew legislation should be enacted that have been found are em- bodied in a statement by W. G. Lee, President of the Brotherhood of Railway Trainmen, quoted in the Metropolitan Magazine- for June, 1913, and in a statement madeby A. A. Roe, representing the Brotherhood of Railway Trainmen at a hearing held in 191 1 by a committee of the Kansas legislature. Mr. Lee's statement is as follows : "The necessity for such legislation arose out of the practice of the railway companies reducing the number of men to an extent considered unsafe by the employees. Some years ago certain rail- ways reduced the number of freight trainmen to one. whose dut}- was to flag, leaving the work of running and looking after the train to the conductor. "Further necessity (for such legislation) arose through increased tonnage and fewer men employed, which was made possible by safety appliances and heavier equipment. The railways assumed the position that as trainmen no longer had to control trains by hand-brakes they were unnecessary. The heavier demands for in- creased tonnage placed on trainmen in other ways were not con- sidered. On the majority of our railways freight trains are com- ' See addendum, page 37. (18) posed of 50 to 100 cars; they are from half a mile to a mile in length. Such trains must be carefully inspected at water tanks and other stops. They require extra care in handling, particularly in crossing over to permit superior class trains to pass. If switching is to be done, and less than three men are employed, it leaves this work to be done by one man under conditions most dangerous to himself and the traveling public, particularly when the work is done at night. "Railway companies have forced men to work under unsafe con- ditions, with the result that hundreds are disabled or killed every year. Our Brotherhood paid one claim for every sixty-seven mem- bers in the year 1912, which is evidence that train service is most hazardous. "Statement is made that extra men have not prevented wrecks. No one can speak advisably on this subject. Wrecks that are pre- vented do not figure in the statistics. "Railway managers rest their case on the statement that full-crew legislation will not prevent wrecks. Employees, speaking from daily experience, contend that it will make wrecks less frequent than they otherwise would be, and that it will increase the personal safety of employees and the public. Managers argue that such legislation would put an unnecessary cost on the public. Employees point to the fact that every six minutes, day and night, year after year, one of their number is killed or injured. In the name of humanity they ask from the State the protection denied them by the company." This statement by the official head of the trainmen's organization appears to contain tw^o definite points: i. The adoption of safety appliances and the increase in trainload has resulted in a reduction of the number of trainmen relative to the work to be done. 2. This reduction in the number of trainmen has increased the risk both to the trainmen and to the public and consequently the number of casualties in train service. In his argument before the committee of the Kansas legislature, Mr. Roe specifically disclaimed that the efforts to obtain train-crew legislation were prompted by any desire to secure a reduction in the work performed by any trainman, or that if enacted it would result in any such reduction in their work. He based his argument en- tirely upon the ground of safety, stating that there are occasions when an additional man is needed to ensure the accurate and prompt transmission of signals Ijetween the conductor and the engineer, and that there are occasions when the protection of the rear of the train requires an additional man. 20 In the argument that an additional man is sometimes needed to transmit signals he instanced cases where in the absence of such a man there might be an accident, but did not cite any specific acci- dent as having been due to this cause. His examples to show the need of another man to protect the rear of the train were no more concrete, and he admitted that there was no work for an additional man to do when the train was running between stations. Xninbcr of Trainmen for U'ork Performed. Available statistics on the question of fact in the first point made by ]\Ir. Lee may now be noted. It is difficult to present any official statistics that will determine with absolute accuracy the relation of the number of trainmen to the work performed. It has already been noted that it is at present an almost universal practice to em- ploy at least a conductor and two trainmen on through freight trains. It has also been indicated that it is the general custom to employ at least three brakemen on local freight trains, which are almost the only trains whose crews do switching en route. Even in this serv- ice, according to the contention of the railways, a third hrakeman is emploved to expedite business, and not because he is needed in the interest of safety. The fireman can, when necessary in emergency, flag the front of the train and the flagman the rear, leaving the con- ductor and forward brakeman to perform the switching. In the case of through trains it is difficult for the railways to discover anv dtities for a third brakeman that could not be per- formed easilv by other members of the crew. One duty frequently suggested, but not mentioned by Mr. Lee in his statement in the Metropolitan Maga:::ine, is that a third brakeman is needed to ride on the top of the train. Except on mountain grades, where a third brakeman is provided, he is not needed on top of the train to manip- ulate the hand-brakes ; and even although he might possibly at times be useful in that position to transnnt signals to the engineer, it is the experience of operating officers that no discipline has yet been devised sufficiently severe to keep him there. It is an uncom- fortable and dangerous position, and the brakeman naturally prefers the comfort and companionship of the caboose. In this connection Mr. Lee voices the complaint that the longer trains and heavier equipment have increased the responsibility of trainmen in the inspection of the trains when stops are made at 21 coaling and water stations. It has already been noted that the train crews no longer make the careful and detailed inspection of cars at the terminals before setting out upon their run. This work is now done by special employees at the terminals. But each train crew is required to keep a lookout en route for such faulty con- ditions as hot boxes, broken couplers, broken brake-gear, and the like. The rules governing such observation of the train differ on different roads. But. in a general way, the requirement is that whenever trains stop at coaling and water stations the trainmen shall examine the train for the purpose of detecting any such de- fects. Sometimes, when the conditions are favorable, or when the occasion requires a more careful observation, the forward brake- man walks down one side of the train while the conductor or a rear brakeman walks up the other side until they are directly opposite to each other. They then cross over, and the rear brakeman inspects the other side to the rear of the train in going back to the caboose, while the forward brakeman looks over the other side to the front of the train in going back to the engine. But the ordinary condi- tions of train operation do not require such an examination. It is not necessary, except after a train has undergone some special strain, as when passing over a heavy grade, or making an uncom- monly fast run. or when it is about to be placed under some such unusual stress. The customary practice is for the forward brake- man to watch the train as it pulls by, then to climb on the caboose and walk over the train to the engine, continuing the examination as he goes. It is conceivable that additional men in the crew could reduce the time and labor required for the more careful examination first de- scribed, or could permit it to be made in a greater number of cases. But opportunities for such observation in the case of through trains are few because the stops are infrequent, and the number of men always on local trains is sufficient to make any needed examination. Therefore, the practical effect of a larger crew upon the number or the carefulness of these so-called "inspections" of trains on the road would be very small. The following table, drawn from the annual statistical compila- tions of the Interstate Commerce Commission, is presented for tlie purpose of showing as accurately as possible the relation of the increase in the number of trainmen to the increase in work per- formed l)ctween the years iqoi and 1910. The term ''trainmen" 22 as liere used includes enginemen, firemen, conductors, and all other men employed on trains for the purpose of their operation ; the term "other trainmen" as here used includes all trainmen except en- ginemen, firemen, and conductors. It is impracticable to separate men employed in passenger service from those employed in freight service ; hence the train mileage shown is total train mileage, both passenger and freight, in revenue service. It is impossible to secure passenger-car mileage from the reports to the commission for 1901, and therefore it has been necessary to use the freight-car mileage alone. In view of the fact that the statistics are presented merely to show a tendency, the conclusions drawn are not disturbed by the slight degree of non-comparability. uim. I'JIO. Increase. Per oeiit of iiiciease. Total train-miles, revenue service. 908,092,818 1,221,852,647 313,759,829 34-55 Freight car-miles, revenue service. 12,832,092,209 18,981,573,779 6,149,481,570 47.9^ Total number trainmen 209,043 318,632 109,589 52.42 ■"Other trainmen" 84,493 T 36,938 52,445 62.07 These statistics show that while train-miles have increased over 34 per cent between 1901 and 1910, and freight-car miles about 48 per cent, the number of trainmen employed has increased over 52 per cent, and of "other trainmen," largely brakemen and flagmen, 62 -per cent. It has already been noted that the number of trainmen in proportion to the tonnage handled has decreased. But, since the trainmen's work is with cars and trains, rather than with tons car- ried, car-miles and train-miles are a much better index of the amount of their work. On that basis, while the data given do not abso- lutely prove that the number of trainmen has increased more rap- idly than the work to be performed by them, it would seem to be a fair conclusion that Mr. Lee's contention that railways have reduced the number of their trainmen relative to the work to be done is not sustained. TRAIX-CREWS AND ACCIDENTS. Accidents to Trainmen During the Year ipi2. In order to reach a conclusion as to whether accidents to trainmen have increased in recent years as a result of more economical methods of operation, it is desirable in the first place to analyze, so far as the statistics will permit, the causes of accidents to trainmen. In the first place, Mr. Lee's statement that the Brotherhood of Trainmen paid one claim for each 67 members in 1912 is apt to be misleading. It implies that this proportion of claims was due to accidental causes; but a hasty check shows that of the claims paid in 1912 no less than 48 per cent were ascribed to natural causes and only 52 per cent to accidental causes. Based on the average mem- bership for the year, the claims paid that were due to accidental causes thus numbered only one for each 119 members. In Connection zmth Train Operation. Turning to the official statistics of the Interstate Commerce Commission, the following table, compiled by the accident division, shows the casualties to trainmen classified according to the causes, as reported by the railways in their monthly returns to the commis- sion. These statistics are for the fiscal year ending June 30, 1912. They are divided into two parts — those relating to casualties in connection with train operation, but not resulting from accidents to trains, and the other covering casualties directly due to train accidents. (23) 24 CN 30 vO >«0 »D \0 rO _ ^ -^^ 'r.OC o OS On vO lOCO ^ ^ r^ -I fe ►H W 00 H- CO O O "-I r, rj- w O -C; U5 0, o o o fl r- o -■ ^ t/) - ctj _C 1) '5 1) _*^ o rt _c 2 ** 1^ '^ '-' i) n^ 4) O n ' P'u 4; = 5° u u ^ l- l-i CS O O O ^^ C CJ O K sag .S .S 2 >,o n '-' d ^■Ti'^ US « ?= >< n S S^ «*- r2 '^ Z^ CO tn O 41 3 en b a 4J 'c8 -"S l-i o ■- ^ O t3 a CO w en p2 c/j "a 4) ti It will be seen that a large proportion of the accidents to trainmen were due to their being struck or run over by engine or car, falling from cars or engines, coming in contact with overhead or lateral obstructions, or that they occurred while getting on or ofif cars or engines. Of the total casualties in 1912, 50.4 per cent of those that were fatal and 34.1 per cent of those entailing injury were so caused. While it may be conceivable that an indirect connection might be shown between some of these accidents and a supposedly insufficient number of employees on the train, such a connection seems remote and cannot be established by any existing information. It does not seem clear that an increase in the number of employees W'Ould tend to reduce such accidents as these. Rather might it be assumed that an increase in the number of trainmen would tenil to increase the number of such accidents. For example, if a third brakeman on freight trains were required to ride on the top of the train, it is fair to assume that there would be an increase in the number of trakemen killed and injured by falling from cars or coming in con- tact with lateral or overhead obstructions. An increase in the num- ber of trainmen would not, of course, reduce the casualties resulting from fires, floods, landslides, or explosions. This conclusion seems to be well supported : An analysis of the causes of accidents to trainmen indicates little or no possibilitv that larger crews would reduce the risk of accident to trainmen. /;/ Connection with Train Accidents. Turning to train accidents proper, the important causes are col- lisions and derailments. The Interstate Commerce Commission makes the following classification of the causes of derailments oc- curring in 1912 : Nnmbei'. Derailments due to defects in roadwa}-, etc 1,877 T)erailments due to defects of equipment 3.847 Derailments due to negligence of trainmen, signal men. etc 423 Derailments due to unforeseen obstructions of track, etc 412 Derailments due to malicious obstruction of track 75 Derailments due to miscellaneous causes 1,581 Total 8.215 Out of the 8.215 derailments reported, only 423. the number at- tributed to "negligence of trainmen, signal men. etc.." can be spe- •cificallv connected with tlie train crews. The language used bv a6 the commission does not imjjly that any of these deraihnents could be attributed to too few men in train crews. It rather implies that they were due to the "negligence" of those who were so employed. It is of course conceivable that defects in equipment might have been noted and derailments avoided had the crew been larger : but this is an assumption which cannot be sustained by any evidence that has been found. As to collisions, the Interstate Commerce Commission said in its annual report for 1912: "The most disquieting and perplexing feature of the problem of accident prevention is the large proportion of train accidents caused by dereliction of duty by the employees involved. By far the greatest number of our serious train accidents are due to the failure of some responsible employee to perform an essential duty at a critical time. The seriousness of this problem is indicated by the fact that of the 81 accidents investigated up to September i, 52^ or more than 63 per cent of the whole number investigated, were caused by mistakes on the part of employees. These 52 accidents comprise 48 of the 49 collisions investigated and 4 of the 41 derail- ments. They caused the death of 248 persons and the injury of 1,309 persons. Of the 48 collisions caused by the errors of em- ployees, 33 occurred on roads operated under the train-order system and 15 occurred under the block system. The most numerous failures were by trainmen or enginemen. These were disobedience of orders, disobedience of signals, failure to keep clear of superior trains, improper flagging,, and failure to control speed at danger- ous points, v^uch lapses were responsible for 41 of the accidents investigated." There is no indication in this statement that the commission believed that the collisions or other accidents investigated were due to an insufificient number of train employees, yet in all fairness it must be noted that the statement of causes is not sufficiently com- plete or thorough to permit the positive statement that none of these accidents would have been avoided had the train crews been larger. Accidents to Trainmen from igor to igi2. In connection with Mr. Lee's assertion that casualties to trainmen are in part due to the insufficient size of the train crew, and his im- plication that casualties are increasing, it is of interest to examine the statistics of casualties to trainmen from 1901 to 1912, classified bv their causes, here shown in Table II. These statistics compiled 27 by the Interstate Commerce Commission are not wholly comparable, as certain changes have been made in the classification of accidents during the period. Moreover, the statistics from 1901 to 1910 are taken from the annual reports of the railways to the commission, while those for 191 1 and 1912 are from the annual summary of the monthly reports of accidents, annual reports of accidents having been abandoned in 1910. Because of the fact that for the last two years here presented the reports are made by the railways to the commission monthly instead of annually, and because the inspec- tion of accidents has been more rigorous, the statistics for these last two years have doubtless been more complete ; this will probably account, in considerable part, for the striking increases in the num- ber injured. The fact that the larger number of casualties to train- men are due to causes which have little, if any, relation to the num- ber of men employed has already been discussed. This table simply emphasizes the fact by showing the same situation for 12 successive years. It should be noted, further, that while the number of in- juries considerably increased from 1901 to 1904, they then did not vary greatly year by year until 191 1, when they again appear to increase (due in part, as already noted, to more complete reports). The number of deaths, taking the period as a whole, was about the same for each year. 28 < 09 O 3 O §ogg CO' c c o o „ a-; c :bc cat xj ^ = 2^5 c be is 1-1 00 " ^ o o t^ ON rO <~< ON CO u-5 >-i 1-1 fN ON V£) " « ON " ON VO « l-H 1-1 ON n 1-1 CN 0) 2 1-s a >% °i D, a. m E 5 -S o o c ^ -^ o S = >> s O - 3 If- e« 3 £ C8 =* » O H O 3 •r c o s « " qj o o .2 5 a ^ I' is -i ^ OJ IB O 01 o o o " a) o -^ u oi (D 1 a o T3 5 ® a 1.5 j2 '-' " to 'J- lai ~ -d O HH ~ ; O : I^ r^ lO NO •-• NO C< ^ NO O (N NO NO On I-. Tl- On 00 • 3 •-■ i/-> N r^ On r^ lo M to to k- ■ fNf ■ ro no" "f -T di no" 'c M a 1 •"• O ro On ; r-^ r^ NO 1^ ON NO INJ ^ On 00 -6 CO I^ NO r^ to 04 JJ " to i5 t3 r^ r^ ro N On M D ^ o o to o ^ ■) NO ON " -^ •^ NO " xf NO O CO NO lO o « ON c s -^ C ^1 e r^ vo in 00 to |/^ NO to O lO ~6 O N rO o\ CNl — r4 to u 15 . \o I^ ^ rj- O NO ro r^ Tf „ o N o o NO „ I» o r^ lO ro lO « M CNl r^ CO NO pO tc^ CN o\ « c: TT lO r-- OJ " i/> lO ro o_ o V) o r- o_ o _3 uS ro CO' CK "' -<' -J- to (N)" c^ i ■— ' t^ r^ ON IN -^ t~- [^ CC ^ ^ On -* lO TT •t „ :i NO o o- -a On O o ON NO fo r^ lo r^ >* NO On CN 6 ^ ■-O lO tT M " •-< to CN CN u-> ON u 'Q IN cT (T • V •O u , >> iH a V ; CUT) ^J tU CU M ^- X) c o & 'o >-. o C W-w .5-0 'cd ^1 1/ a «3 « <3 6 o CJ o S "1 c 2 , o HH 'S Jj c a C c ) b 1 c c c ! <-' U (LI S "J = ^ OS 8s ; d a c ■^ '2 o C C ."2 be-c > O g 1. b II he's •C b- ) •§ 2 1 E 1 11 •o °» o n So b >- cd 1) •S-d rt c ii « -^ c O 1 -d a n! u ^ 2 1 M bf 4> ^ 1- b; D. 'JS .•;: Q 'S ^ as o6 .2 i .2 'S o ^ ^1 pq n e C i C t5 O o < M O V a pq inpen8atleB during the Year Ending June 30, 1911. Variations in the Number of Railway Employees, 190&-1910-1911. Relation of the Number of Employees and their Compensation to Traffic and Revenue. 1909-1910-1911. 29. Summary of Revenues and Expenses of Steam Roads in the United State* for December, 1911. 30. Summary of Revenues and Expenses of Steam Roads In the United States for January, 1912. 31. Railway Traffic Statistics, 1900-1910. 32. Summary of Revenues and Expenses of Steam Roads in the United State« for February, 1912. 33. Summary of Revenues and Expenses of Steam Roads in the United States for March, 1912. 34. A Comparative Study of Railway Wages and the Cost of Living in the United States, the United Kingdom, and the Principal Countries of Continental Europe. 35. Summary of Revenues and Expenses of Steam Roads In the United States for April, 1912. 36. Summary of Revenues and Expenses of Steam Roads in the United States for May, 1912. 37. Sunmiary of Revenues and Expenses of Steam Roads in the United States for June, 1912. 38. Summary of Revenues and Expenses of Steam Roads in the United States for July, 1912. 39. Comparison of- Capital Values — Agriculture, Manufactures, and the Rail- waya 40. Summary of Revenues and Expenses of Steam Roads In the United States for August, 1912. 41. Summary of Revenues and Expenses of Steam Roads in the United States for September, 1912. 42. Summary of Revenues and Expenses of Steam Roads In the United States for October, 1912. * 43. Summary of Revenues and Expenses of Steam Roads In the United States for November, 1912. 44. Summary of Revenues and Expenses of Steam Roads In the United States for December, 1912. 45. Railways and Agriculture. 190O-1910. 46. Summary of Revenues and Expenses of Steam Roads in the United States for January, 1913.» 47. Summary of Revenues and Expenses of Steam Roads in the United States for February, 1913. 48. Summary of Revenues and Expenses of Steam Roads in the United States for March, 1913. 49. Summary of Revenues and Expenses of Steam Roads in the United States for April, 1913. 50. Summary of Revenues and Expenses of Steam Roads in the United States for May, 1913. 51. Summary of Revenues and Expenses of Steam Roads in the United States for June, 1913. 52. Summary of Revenues and Expenses of Steam Roads in the United States for July, 1913. 53. The Aricuments For and Against Traln-Crew Legislation. THE LIBRARY IXNIVERSSTY OF CALIFORNIA: LOS ANGEfLES , ■ "^ Eolations ..rnia ;a),:el^^ ^4,, California' Ljauloyct PAM PHLET BINDER ^^^^ Syracuse, N. Y. ^^— Stockton, Calif. 3f Caiitomia, Los Anqpi,.^ lllllfllHIS" L 007 12V 775 6 HE 1801 BS9a f AA 001249 171 8