on this road were not unlike the Denver aud Rio Grande except in the single item of gauge of track. The number of foreign cars hauled over their lines was comparatively small and the grades were very steep. They made a very general application of the brake, and it may be said that now their entire equipment is fitted with it. For a considerable period but little progress was made in the further application of brakes to freight cars. The principal objection raised was, that east of the Missouri and Mississippi Rivers the interchange of cars was so very great, that unless there was a general and almost simultaneous fitting up of freight cars by all the various roads, but little use of them could be had for many years. This opinion was, however, not shared by the managers of the Chicago, Burlington and Quincy road. They came to the conclusion that it would be possible to fit up a portion of their cars that were generally used in local service, and with the addition of the foreign cars of the western lines already mentioned it was believed that enough could be had to be of great service. They have acted upon this presumption and the benefits are unquestioned and unqualified. This demonstration, removed what seemed to be a most serious objection to the commencement of the general introduction of power brakes on freight trains. It may be stated as a matter of record, that on a road like the Chicago, Burlingtou and Quincy, on which the grades are of a kind ordinarily found throughout the country, if the locomotive and 10 per cent. of the train is fitted with power brakes, greatly better results in stopping can be had than with the ordinary train crew using hand brakes, with the great added advantage that the power is instantly available at all times, either in good or bad weather; while with the train-men only there are many times during cold or disagreeable weather in which they are not in any respect available for an emergency stop. The introduction of power brakes on extreme western lines had assumed such proportions, that in 1886 the Master Car Builders appointed a committee to investigate the subject, with a view to determining whether existing forms of apparatus were suitable under all conditions. This was done in view of the fact that it was absolutely essential that brakes for freight cars should be of uniform construction if they were to be of general use, and before standards were absolutely fixed it was deemed expedient to examine the question from the stand-point of future requirements, as well as under the existing conditions of practice. The accounts of these trials have been published in detail, so that it is not necessary to refer to them except in a general way. It was shown that several forms of brakes would operate on trains of moderate length, but many of these were not worthy of consideration on account of the absence of automatic action. The automatic brakes that were first tried did not prove to be sufficiently prompt to properly work the brakes on long freight trains, and while this requirement is not at present demanded in the highest degree, because it is very seldom that a freight train is supplied with cars having brakes on all of them, yet it is fair to presume that within a reasonable period of time the number of cars fitted with continuous brakes will be so greatly increased as to make it important that they should be operated throughout the entire length of solid trains. Experiments were carried on in a thoroughly practical way upon a train of cars upon the tracks of the Chicago, Burlington and Quincy Railroad at Burlington. The ultimate outcome of these experiments was the suc cessful operation of the brakes in accordance with the requirements indicated by the Master Car Builders. The change is so slight that the two forms of brake are operated in the same train and by the same manipulation on the locomotive. Engineers and train men throughout the country have been educated to understand the construction and operation of the air-brake as now in general use. Modifications that would require a new method of handling would have been most unfortunate, and would no doubt have greatly interfered with the introduction of the new form of brake. At the time the new brake was introduced, December, 1887, there were already in use about 50,000 of the original automatic brakes. A change that interfered with the operation of this large number of brakes would have been a matter of such serious injury to those who had already made their investments, that it is questionable whether they would have taken up the new form, although its ultimate advantages were demonstrated, and its success was conceded by all railroad managers who had any knowledge of the subject. A careful review of the history of the introduction of power brakes on freight trains shows that the important element in its increased use has been the demonstration by railroads having unusual conditions of grades and location that the devices designed for the purpose were adequate, and that the claim that their use facilitated and reduced the cost of transportation is true. While the progress towards a complete consummation has been slow, we think that the facts cited indicate conclusively that it has not been for want of proper mechanical appliances. It is our impression that the incentives which have led to the application of brakes have been in the main pecuniary, and not to any extent humanitarian. The number of employés that are injured and killed for want of power brakes is becoming so great, that from this point of view alone the subject assumes a very serious aspect, and while this is deserving of the most serious consideration, we feel that it is a matter of congratulation that, in addition to being life-saving and injury preventing appliances, there can no longer be a doubt as to their value in operating railroads more economically than can be done without. We feel that the question as to whether our statements are or are not interested should not interfere with the adoption of some provision in the interest of railroads for testing and determining the value of brake mechanism that is intended to be run in conjunction with the apparatus that is now in general use. The experiments at Burlington clearly demonstrated the futility of anything but an extended and comprehensive test. The fact that a few brakes are tried together and seem to work well under conditions that will not obtain in regular freight practice should n t be held to prove that the necessary requirements are complied with. On a train of fifteen cars what is known as the buffer brake made an extended and complete demonstration throughout a considerable portion of the eastern country, and with a train of twenty-five cars at Burlington they performed substantially in accordance with all the claims that were made for this style of brake. When tried upon a train of fifty cars the device was a complete and total failure, and yet it was only by good fortune, combined with good judgment, that the trials happened to be made so extensive as they were. H. Mis. 50--22 The following roads have more than 1,000 cars equipped with automatic air brakes: LETTER FROM E. F. O'SHEA, GRAND SECRETARY AND TREASURER OF THE BROTHERHOOD OF RAILROAD BRAKEMEN. [Condensed.] I desire to say by way of explanation that our Brotherhood is but five years old and its growth has been very rapid. I have no means of knowing how many brakemen are employed on American railways, therefore I am unable to say just what proportion of them are members of our Brotherhood. Our Brotherhood has nearly 15,000 members, consisting of brakemen, conductors, yard-masters, and men engaged in various other occupations, all of whom have been brakemen. About one half of that number, say 7,000, are at present brakemen, and a claim for death or total disability is presented at this office every day in the year. The whole number of brakemen is surely not less than 70,000, therefore the total number of deaths and totally disabling injuries are not less than 3,650 each year; this does not include pinched fingers, mashed hands, broken limbs, falis, bruises, sprains, etc., from which the sufferer recovers. The question arises, "Are all of these caused by the old style of brake and couplers?" I answer, "With very few exceptions, yes." On inclosed notices under head of "cause" you will read various causes assigned, nearly all of which can be traced to the old brake and coupler. Nine-tenths of all "railroad accidents," "railway wrecks," "collisions," etc., mentioned under those headings, could be prevented by the use of automatic brakes and couplers on freight cars, and many cases of death from consumption, typhoid fever, pleuro-pneumonia, and other similar diseases can be traced to exposure and overexertion made necessary by the old-style brake and coupler. No reliable insurance company wants to take such risks as to insure the lives of freight brakemen, and will not do so without an enormous charge for premium, which the brakemen's meager wages will not allow them to pay. Therefore our Brotherhood is his only protection. He cheerfully pays all assessments, knowing that when his turn comes, and he always expects it, his loved ones will not be left in absolute want. There is no longer any excuse for delay in equipping freight cars with these safety appliances, for they have been tested and found to work better than the present style. Their adoption has been recommended by the Master Car Builders' Association, and the only thing now necessary is for the different companies to act together, which they will not do unless compelled by law. This terrible slaughter of young, able-bodied men is increasing each year, and it has come to be considered a matter of course for a brakeman to have his life crushed out beneath the wheels and his mangled remains strewn along the track. The men themselves can not prevent it; somebody must do the work; and so they make the best of it and take their chances. If an equal number of passengers were killed and crippled each year the people and press would awaken to a realization of the situation and demand a remedy. Is not the brakeman's life just as dear to him and his loved ones as the life of any other person, and should not an honest effort be made to save him from a death horrible to contemplate? This is especially true when we remember that there is a remedy if it would only be applied. People say, "If he don't like his job he can quit." True enough, but what is he to do? They can not all quit, and there is nothing else for them to do; besides, their places must be filled, and the slaughter would continue. The newspapers no longer consider the death of a brakeman deserving of more than a two line item headed, "Only a brakeman," and the reader passes it over and it is forgotten. Had I the opportunity to do so, I could show you a record of death and mutilation of able-bodied young men that would make your heart sick. You would be horrified and think it all a hideous nightmare, but I can prove that it is as true as gospel. I could continue indefinitely, but it is unnecessary. I submit these facts and figures for your consideration and that of your colleagues in the hope that you will seriously consider the matter. If you do so, I am convinced you will see the need of national legislation, for State legislatures have never yet accomplished anything in this direction, nor will they do so while railroad companies wield so powerful an influence among them. It is my firm belief that I have greatly underestimated the number of deaths and accidents and I am quite positive I have not over-estimated them. If an equal number of horses or cattle were killed each year by the cars a remedy would be applied, and I ask you in the name of humanity and Christianity to take some action in the matter. To continue this horrible slaughter when it can be so easily remedied seems to me nothing less than a crime. The men are powerless to help themselves, the railroads are slow to act, and the butchery continues. Improvements have been made in every other direction, but not one step in this. To strike is no remedy, to quit is starvation, and to con tinue is death; not immediately perhaps, but inevitable if he remains long enough in the service. There is an army of cripples in this country caused by the present style of brakes and couplers whose empty sleeves, mangled limbs, stumps, and crutches mutely appeal to your honorable body to remove the cause, and the list is being increased every day. PETITION OF RAILROAD BRAKEMEN TO THE INTERSTATE COMMERCE COMMISSION. The Members of the Interstate Commerce Commission, Hon. Thomas M. Cooley, Chairman, Washington, D. C.: GENTLEMEN: We, the undersigned, respectfully petition your honorable body to take such steps as you may deem proper to bring about the adoption of automatic brakes and couplers on freight cars on the railroads of the United States. Each of the undersigned is in actual service as a railroad brakeman or has been employed a sufficient length of time to become fully ac quainted with the duties and perils of the position, and although some of us have been promoted, we most earnestly appeal to your honorable body to urge upon Congress the necessity of national legislation in this matter, that the terrible slaughter of brakemen on the railroads of this country every year may be largely diminished. Automatic brakes and couplers are practicable; no one would be injured, and many lives and limbs would be saved by their adoption. T. T. SLATTERY, N. Y. Č. R. R. |