ACCIDENT INQUIRIES.

Buffalo, New York and Philadelphia.

January 5, 1884.- At road crossing, one hundred rods south of South Wales, Charles Carpenter, a farmer, killed, driving across the track. The report stated that "whistle had been sounded and bell was ringing." In response to a letter sent the clerk of Erie county, a copy of the verdict of the coroner's jury was received, which showed that said Carpenter was killed by being struck by engine No. 38, of passenger train No. 1, which was run negligently by the engineer up to within a very few feet of the crossing, without blowing the whistle or ringing the bell; that said Carpenter had not sufficient warning; moreover, that the crossing was often disregarded by the employees and no sufficient signals given, wherefore the railroad company was censured.

Delaware and Hudson Canal Company.

July 24, 1884.-At Broad street crossing, village of Waterford, Mrs. H. B. Scott, killed, and James Gillespie, a boy, and S. Spaulding, the driver of horse car, injured, they being occupants of a horse car of the Troy and Lansingburgh Street Railway Company, which collided with passenger train No. 12. The verdict of the coroner's jury censured the street railway company for not rigidly enforcing their rules at this crossing, and the jury requested the village authorities to have the Delaware and Hudson Canal Company place a flagman there on account of the great amount of travel.

Delaware, Lackawanna and Western.

September 10, 1884. At Big Flats, the engineer, fireman, a passenger and one other injured by passenger train being derailed, caused by open switch through the negligence of the switchman. An inquiry elicited the following facts, viz.: The switch was used for the general business of the station, the track foreman opened switch for the purpose of running the work car in out of the way, and neglected to set it right for main track

Fonda, Johnstown and Gloversville.

September 13, 1884.- Between Gloversville and Kingsboro, Mrs. John Monahan, passenger, injured by collision of engine with the excursion train in which she was riding. An inquiry was made why engine struck rear end of train, who was in fault, and what, if any,

action had been taken by the company to punish the employee in fault. Reply was made, that "the engine was following to assist the train over a short, heavy grade if it was necessary, and to do some switching at Kingsboro. When the engineer found he was running too near the train, he made two or three efforts to reverse the engine before he could catch her in back motion. He was discharged from the employ of the company."

Lackawanna and Pittsburgh.

February 19, 1884. At a half-mile south of Friendship station, at oil refinery switch, T. M. Horton, passenger, J. McLaughlin, engineer, and S. Frank Smith, fireman, injured by derailment of passenger train, caused by partially open switch, having apparently been opened through maliciousness, as lock was found broken near switch stand. Inquiry showed that it was a stub-switch with Tracey's patent switch stand.

Long Island.

January 14, 1884.-At first crossing east of Rockaway Junction, on main line, Lawrence Vulter killed by passenger train, driving across the track. The report states that the usual whistle was blown, but it was too dark for the engineer to see the wagon until too near to stop, and train was running thirty miles an hour. The verdict of the coroner's jury attached no blame to any of the employees, but censured the company for not placing a flagman at so dangerous a crossing.

August 10, 1884.-At Broadway crossing, East New York, Wm. McCalkens, killed, and Rudolph Schmidt, injured, being occupants of a horse car which collided with wild cat train about midnight. In response to inquiry, the Long Island Railroad Company stated, that the said crossing was protected by a flagman during business hours. The supervisor of the town of New Lots was advised of the accident and a copy of the safety act sent him showing the rights of the local authorities under chapter 439, Laws of 1884.

New York Central and Hudson River.

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December 6, 1883. At dry bridge, just east of Crescent station, Gilbert Russ, brakeman, injured, was found lying beside track and was supposed to have been struck by the bridge while on top of train. The company, in reply to inquiry, stated that there were no bridge guards or warnings at said bridge. Under date of March 27, 1884, the company stated that the bridge had been raised in accordance with the suggestions of the Board.

February 17, 1884.- Two miles east of Rushville station, Mrs. J. Ryan and Father Conway, passengers, slightly injured by derailment of coach, caused by a broken rail. Inquiry made as to kind of rail and cause of fracture, if known. The company replied that the rail was of iron, manufactured in England, the fracture was entirely new, and no reason could be given for it, except that iron rails are more likely to break in winter than at any other time.

February 19, 1884.- One and a half miles west of Newark, James Smith, employee, injured by collision of freight train with freight car, which was blown from siding upon track. The company in reply to letter sent them making certain inquiries stated as follows, viz.: In answer to your inquiries of February 29th will say, that agents are required to apply the orakes, and chock the wheels of cars standing on side tracks. In the accident referred to at Newark the agent makes the following report: This freight car was coupled to two others on Perkins Branch, at Newark station, the said branch being used exclusively by Mr. Perkins. The car was properly protected when the agent left the station for his supper. While absent Perkins' men uncoupled the car, and let off the brakes, so as to move it for loading into. These men did not notify the agent or apply the brakes again, or chock the wheels, and about eight o'clock in the evening a strong wind arose, and carried the car off the branch."

February 21, 1884. At Fordham, Edward Finnegan, employee, injured, thrown from top of freight car by derailment of the same. The company stated in reply to inquiry, that "there was no apparent cause for the cars leaving the track, but presume it was done by the engineer suddenly jerking the cars and lifting them while the wheel was in the throat of the frog, which sometimes occurs.

March 18, 1884.-At Coxsackie station crossing, George Vought, injured, attempting to drive across the track. The company stated in reply to inquiry, that no flagman was stationed at the place, and that the view was clear and unobstructed.

April 20, 1884. At Newark, Albert Wincher, employee, injured, struck by overhead bridge while on top of train.

May 12, 1884. At Knowlesville, Loren Richmond, employee, while on top of train, applying brake, was struck by overhead bridge. In regard to both these accidents the company was asked if there were warning signals at said bridges. They replied that none were at the places referred to; that it was their purpose to put up the patent index finger, which springs around, at all bridges upon the road, but they were not up yet at all places, for the reason there had been delay, first in obtaining the right to use the patent, and then in procuring patterns for castings; that they hoped soon to have them all up.

April 28, 1884. Three-quarters of a mile south of Amenia station, Thomas Flynn, injured, attempting to drive across the track. The company in response to inquiry stated that there were no gates nor a flagman at said crossing, and that the view was unobstructed in both directions.

May 24, 1884.-At Walnut street crossing, Batavia, Alexander Foster, killed, driving across the track; said crossing was protected by gates, but the gateman had gone to dinner and left them open. The company, in response to inquiry, stated that the rule established in regard to gates was that the gateman should be at his post constantly during working hours.

July 25, 1884.-A half mile south of Garrison's station, John Vennard, employee, injured, struck by bridge, stunned and rolled from top of car to the ground. The company stated in reply to inquiry that the bridge was protected by warning signals.

July 2, 1884.- Near Spencer street, Albany, Adam Brandt, yard

brakeman, injured by collision of passenger train with engine on side track, caused by misplaced switch. The company replied to inquiry that the switchman in fault, Dennis Brennan, had been discharged.

August 30, 1884.-At Newark station, John J. Casey, employee, killed, jumped from engine derailed by a plank, and was buried under the cars. Inquiry was made as to the plank getting on the track. The company replied that it was impossible to give any information as to how the plank became loose, that it was apparently ripped from the crossing about one mile west of Newark station, judging from the marks left upon the ties.

September 1, 1884.-At Honeoye Falls, Jacob White, employee, injured, struck by bridge while on top of train and knocked to the ground. Inquiry was made as to there being a "bridge tickler" at the point in question. The company replied that there was none at

the time.

New York, Lake Erie and Western.

December 19, 1883. At Port Jervis, Delos Hedglove, fireman, injured by collision of two cars in switch," with engine of extra train. An inquiry made showed that the cars were loose by the neglect of the man in charge of them at the time, he having set them on the switch without applying the brakes; the siding did not connect directly with main track and the intervening switch was "set right." January 29, 1884. - Three-quarters of a mile east of South Livonia, seven passengers and an employee injured by derailment of car; cause unknown. The company stated, in response to an inquiry, that no one had been able to discover the cause of the accident; the train left the track on a three and a half degree curve laid with good steel rails on sound ties fully spiked, and the wheels, upon examination after the accident, were found to be sound.

April 5, 1884.-At Wellsville, Benjamin D. Hanna, aged nineteen years, killed by being struck by an over-head bridge and thrown to the ground while walking over freight train in motion. The company replied in response to inquiry, that the necessary warning straps were in position and in good order at the bridge in question at the time of the

accident.

May 9, 1884. At a half mile west of Owego station, Wm. Watts, brakeman, injured, struck by overhead bridge while standing on top of car and knocked down. An inquiry made showed that the height of the bridge was seventeen feet and six inches in the clear, and was properly provided with warning straps at its approaches.

August 10, 1884. At one-quarter mile west of Tonawanda, Richard Shannan, brakeman, killed, supposed to have been struck by overhead bridge, knocked down between the cars and run over. The company replied, in response to inquiry, that there was a bridge guard onequarter mile east of where the accident occurred, and that it was in good condition at the time.

August 17, 1884.-At Chemung, Jefferson T. Hackett, brakeman, struck by overhead bridge and injured. In response to inquiry, the company stated that there were warning signals in good order at each side of the bridge.

September 20, 1884.- At Main street crossing, Middletown, Bridget

T. Donovan, killed, attempting to cross track was struck by engine. Inquiry developed the fact that the company kept a flagman at the above crossing from 6 A. M. to 7 P. M., but that there was no flagman there during the night.

New York, New Haven and Hartford.

November 21, 1883.- At New Rochelle, Edward Mayhon, brakeman, killed by being struck by overhead bridge while standing on top of car of freight train No. 2. In response to inquiry the company replied that said bridge was provided with warning signals which at the time of accident were in perfect repair. The coroner's jury recommended generally that bridges be made higher, or the use of brakes from the top of the car be discontinued. A report made by the inspector of this Board showed that the height from top of rails to underside of chord of said bridge was fifteen feet, and the bolt heads projected downwards about two inches, and recommended both the lowering of the superstructure, and the raising of the bridge, so as to give a clear head-room of nineteen and one-half feet. A copy of this report was sent March 4, 1884, together with a profile map, to the company.

March 9, 1884.- Near Gouverneur Morris' bridge, about a quartermile north of Harlem river station, Miss Maggie Maguire, injured; caused by derailment of passenger train from broken flange of wheel. An inquiry elicited the fact that the wheels were inspected before the train left Harlem river, and were of chilled iron made by Barnum Richardson.

New York, Ontario and Western.

December 8, 1883.-At Bloomsburgh tunnel, W. H. Clifton, brakeman, injured; struck by top of tunnel while riding on top of box car, was warned to look out for the tunnel. In response to inquiry the company replied that no warning signal was erected at the south end of the tunnel at the time of accident.

An inspection of this tunnel was made by the inspector, and submitted to the Board. In accordance with its recommendation warning signals were placed at each end of the arch which projects down into the tunnel.

New York, West Shore and Buffalo.

June 14, 1884.-Two miles west of Fairport, William H. Clark, brakeman, injured; fell or jumped from top of derailed freight car; derailment caused by journal burning off. The company, in reply to inquiry, stated: "The report was sent 'car journal burned off' because the officers immediately in charge believed that was the real reason although train men deny it. There were quite a number of cars wrecked and the axles will be thoroughly examined when the wreck is taken up, which is now being done. Of course, if the journal burned off before it was known to be hot, there was negligence on the part of the train men.”

Under date of October 10, in response to inquiry, the company further replied as follows, viz.: "In the examination of the causes leading to the accident, June 14, two miles west of Fairport, we found