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August 9, 1891-H. R. Holland, a passenger on train No. 60, was injured by jumping from train at Rochester, at the time of a derailment. Inquiry showed that after a careful investigation the company was unable to arrive at any conclusion as to what caused the derailment.

August 14, 1891- Five passengers were injured in a collision at Palmyra. The company explained the accident as follows: "Above passengers were on train No. 37 which collided into rear of train No. 3 ahead, which had stopped east of station. Flagman was back properly, but engineer of train No. 37 failed to stop train in time. He has been suspended; also engineer of train No. 3 was held responsible for unnecessarily stopping his train at an unusual point."

The following letter from General Superintendent Voorhees, in the matter of the collision at Spuyten Duyvil on August 19, 1891, was received by this Board:

NEW YORK, August 24, 1891.

The Honorable Board of Railroad Commissioners, Albany, N. Y.: GENTLEMEN.-I beg to report the following particulars of a collision that occurred at Spuyten Duyvil, N. Y., on the evening of August 19:

Passenger train No. 311, from Thirtieth street at 6 P. M., Conductor H. Melius, Engineer James Cummings, engine No. 763, arrived at Spuyten Duyvil at 6.40 P. M., pulled in on "Y" track and running past danger signal on end of "Y" on to south-bound main track in front of Spuyten Duyvil station, and passenger train No. 2, south bound, Conductor J. A. Rumsey, Engineer Thomas Connors, engine 851.

Train No. 2 was running at a speed of about twenty miles per hour and had clear signal, and did not see engine No. 763 in time to stop before collision occurred. Engine No. 851, of train No. 2, struck engine No. 763 on the quarter, throwing forward drivers and engine truck of latter off track, breaking forward truck, main rod and tearing off cylinder, left side, and doing some slight damage to engine cab. Engine No. 851 had steam chest, cylinder and main rod on right side broken and all the steps on right side of train torn off and sides of baggage cars Nos. 1,900, 1,846 and 1,865, mail car 77 and drawing-room cars Vesta, Vengardine and Lordinia, and coaches Nos. 368, 736, 713 and 575 more or less scraped. None of the cars or engine of train No. 2 left the track and no one on either train was injured.

There was somewhat of a panic created on train No. 2 and some of the ladies became hysterical. Dr. Smith of Spuyten Duyvil attended them.

Train No. 2 was shoved to Mott Haven by engine of train 92 and another engine took train from Mott Haven to New York.

Train No. 2 left Spuyten Duyvil thirty-eight minutes late and was detained twenty-two minutes setting off disabled engine and taking on another one at Mott Haven.

Tracks were clear at about 8.10 P. M.

The matter was investigated by General Manager Toucey, and Engineer Cummings admitted he did not observe signal soon enough to stop. When he did observe the signal, he put his air on so hard that he could not release soon enough to back clear of the track.

This was the first time this man had ever run a passenger train, he having been employed heretofore in the freight service.

The engineer has been suspended for fifteen days without pay.

Yours respectfully,

THEODORE VOORHEES,

General Superintendent.

September 18, 1891-Employee Harry R. Lias was slightly injured in a collision between engine No. 438, and freight-train engine No. 518 at Oswego. The Board investigated accident by writing for circumstances of same in detail. The following letter was received in reply:

WM. C. HUDSON, Esq., Secretary, etc.:

NEW YORK, November 10, 1891.

DEAR SIR.I am in receipt of your favor of the 9th inst., asking for details of collision east of Oswego Junction September 18.

The facts are as follows:

Extra freight, engine No. 518, Conductor H. Lias, passed Oswego Junction at 9.15 P. M. and stopped east of the West Shore tracks, about three-quarters of a mile from Oswego Junction.

Extra freight, engine No. 438, Engineer Sexton, that had been following preceding train from Palmyra, passed Oswego Junction at 9.26 P. M., eleven minutes after Lias' train. He went under the West Shore bridge, running not to exceed five miles per hour, and did not see train until within a few car lengths of it. There was no flag back or protection of any sort for the leading train.

The caboose and one car were entirely demolished and five other cars damaged.

Conductor Lias and his rear brakeman, George Brock, were both in the caboose, probably asleep, and were both injured.

Conductor Lias has been discharged for not properly protecting his train when it stopped.

Yours truly,

THEODORE VOORHEES.

NEW YORK, LAKE ERIE AND WESTERN.

February 27, 1891 - At 10.45 P. M. Lehigh Valley railroad passenger train No. 25, engine No. 519, M. S. Hoadley, conductor, T. Detrick, engineer, ran through crossover just east of East Buffalo depot, and into New York, Lake Erie and Western light engine No. 233, which was standing on eastward track at the time, badly wrecking both engines. There were only four passengers on the Lehigh Valley train at the time, none of which were in the least injured. The following employees were killed and injured: Killed, Earl Vader, J. Ryan, J. T. Manning and T. Bottomly; injured, T. Detrick and M. Maloney. Engine No. 233 had just stopped opposite the frogs of the crossover, when No. 25 left the track at the misplaced switch; it was supposed that Bottomly who was on engine No. 233 to help turn switches, etc., and who was the last one to turn this switch, had left the switch wrong. The switch light was also out for some unknown reason. Train No. 1 had passed this switch only a short time previous to the accident and the switch light was then burning all right. The Board investigated this accident as follows:

March 10, 1891.

JOHN KING Esq., President New York, Lake Erie and Western Railroad Company:

SIR. First, the Board desires to call your attention to the fact that the accident reports from the New York, Lake Erie and Western railroad sent to this Board, are not signed by the general superintendent or manager, as seems to be required by section 4 of chapter 353 of the Laws of 1882, and as is the universal custom by the superintendents or general

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managers of the other railroads of the State. Therefore, from this failure the Board does not know who to address as the general manager or superintendent charged with this function under the law. Second, the Board desires a copy of the evidence taken before the coroner's jury of the circumstances attending the accident at 10.45 P. M., February 27, just east of East Buffalo, by which four men were killed and two seriously injured. The Board also desires a sketch of the locality, and the circumstances of the accident more in detail than in the accident report. The Board would like also your opinion as to who was at fault for this accident. The Board would like this information, if possible, by Monday, March 16. By the Board.

WILLIAM C. HUDSON,

On March 11, 1891, the following reply was received:

WM. C. HUDSON, Secretary, etc.:

Secretary.

DEAR SIR.-Replying to your favor of the 10th inst., the accident reports made by this company will hereafter be signed by the general superintendent. The coroner's jury has not yet completed its investigation of the accident at East Buffalo on the night of the 27th ult. The jury is still in session. As soon as they get through we will send you a copy of the evidence and a sketch showing the location, etc., as requested. Yours very truly,

JOHN KING,
President.

On March 23, 1891, further inquiry was made, which read as follows:

JOHN KING, Esq., President New York, Lake Erie and Western Railroad Company:

DEAR SIR.In the matter of the collision just east of East Buffalo, at 10.45 P. M., February 27, 1891, between train No. 25 of the Lehigh Valley road, and engine No. 233 of the Erie road, in which four men were killed and two seriously injured, it appears from the evidence that the switch at the west leg of Y was a stub switch; that in consequence thereof the passenger engine of train No. 25 ran off the track and ran into engine No. 233, upon the adjacent track. Had there been a split-point switch at this point the train would have simply run through it and continued on the track without doing any injury. Section 1 of chapter 439 of the Laws of 1881, provides that "steam railroads shall hereafter lay in the construction of new and removal of existing switches upon freight or passenger main-line tracks, switches on the principle of either the so-called Tyler, Wharton, Lorenz or split-point switch, or some other kind of safety switch which shall prevent the derailment of a train when such switch is misplaced, or a switch interlocked with distant signals." The Board desires to know what explanation you have to offer of the apparent failure upon the part of the New York, Lake Erie and Western Railroad Company to conform to this statute at this place. The Board desires an answer by not later than Monday, March the 30th.

By the Board.

WILLIAM C. HUDSON,

Secretary.

On March 27, 1891, the following answer was received:

WM. C. HUDSON, Secretary, etc.:

DEAR SIR.-Replying to your favor of the 23d inst., in regard to the switch at East Buffalo, at which the accident to Lehigh Valley train No. 25 of February 27 last, occurred. This switch was put in the track in the

year 1881, and has not been changed or altered since that date. So far as I am able to learn, this company has fully complied with the law of 1884, in regard to safety switches in main tracks, in every respect, and no stub switches have been put in main-line tracks since the passage of the above referred to act.

Yours very truly,

JOHN KING,

President.

NEW YORK AND SEA BEACH.

August 13, 1891-The following letter was received with regard to the Coney Island accident, it being the result of an examination made by Inspector Spencer:

WM. C. HUDSON, Esq., Secretary, etc.:

ÚTICA, August 13, 1891.

DEAR SIR.-Yesterday I examined the New York and Sea Beach railroad especially at scene of accident near Coney Island depot. I found, by proper inquiry of train crew and section men, that the trouble was caused by the working loose of fish plates at joint between a point switch rail and adjoining rail. The switch point partly turned over making what is termed a lip joint, and the pony truck mounted the rail passed to its outside and ran about 100 feet before stopping. Two open excursion cars followed. The remaining eight cars were not derailed. No one injured except the fireman has his head bruised by cab roof; not serious. There has been no change of sleepers since the accident. The tie on which the loose joint rested is in fair life and the adjoining ties are in good condition. Generally the sleepers are in good life, and decayed ones largely in the minority. It was not rotten sleepers that caused the accident, but it was neglect in looking after rail fastenings. I regret not to have gotten on the ground sooner, and yet I have no reason to doubt the testimony or statement of the employees of the road. Will make out a full report if desirable.

Yours truly,

T. W. SPENCER,

Inspector.

ROME, WATERTOWN AND OGDENSBURGH.

October 8, 1890 — While standing on siding at Mexico Station, the crown sheet of engine No. 103 collapsed, killing H. Hudson and M. Wells and injuring A. O. Hunter, all employees. The coroner, in his verdict, says that from evidence received, it is believed that the accident was due to the boiler being overheated, caused by low water in same. In reply to a communication from the Board, the company stated "that engine No. 103 was built by the New York Locomotive Works of Rome, N. Y., in June, 1890, and made her first trip on this road in working order on July 4, 1890. The boiler of the engine was tested when it left the works at 180 pounds pressure to the square inch. We do not consider that the boiler of this engine blew up; it simply dropped the crown sheet, and it is a question whether or not, at the time of the occurrence, the furnace door was latched or open, thereby allowing the scalding water to come into the cab and scald the occupants."

November 22, 1890-John Casey, while attempting to drive over the track near Canton, was struck and injured. Inquiry shows that the crossing was unprotected, but there is a perfect view of the track, in both directions.

December 4, 1890-J. Robb, employee, was struck and injured by bridge at Taberg. Inquiry elicited the fact that the bridge in question is a through "Howe Poney Truss" bridge, with no overhead obstruction. Robb was standing in the gangway of engine and it is supposed he was looking back at train on account of some hot journal boxes; must have come in contact with bridge, and knocked from engine, as he was found hanging from the timbers of same.

April 29, 1891-At Oswego, engine No. 12 exploded. Engineer James Cummings was killed and Fireman Edward Conners badly injured. Coroner's jury finds that the explosion of boiler of said engine was caused by the weakness of boiler, occasioned by broken and defective stay-bolts in said boiler.

On June 9, 1891, the Board wrote as follows:

E. S. BOWEN, Esq., General Manager Rome, Watertown and Ogdensburg Railroad:

SIR.In the matter of the accident on April 29, 1891, at Oswego shops, I am instructed by the Board to ask the following question: When was engine No. 12 last inspected, by whom, and who, in the opinion of your company, was at fault? Kindly send to the Board a certified copy of the inspector's report.

By the Board.

WILLIAM C. HUDSON,

On June 12, 1891, the following were received in reply:

WM. C. HUDSON, Esq., Secretary, etc.:

Secretary.

DEAR SIR.-Replying to yours of June 9, in regard to the accident of April 29, whereby Engineer James Cummings met his death, would say the engine was in our shops April 17, 1890, for general repairs and inspection, and at that time had the flues pieced, crown bars taken out and crown sheets cleaned, stay bolts tested, and had other repairs.

These repairs were done under the supervision of the superintendent of motive power and machinery at the Oswego shops.

It is the opinion of the company that no one was at fault for this unfortunate accident.

I inclose you a copy of letter in regard to same received from our superintendent of motive power.

Yours truly,

E. S. BOWEN,

General Manager.

The following is the letter from the superintendent of motive power that Mr. Bowen mentions in the above:

Mr. E. S. BOWEN, General Manager:

April 30, 1891.

DEAR SIR.- Respectfully referring to the accident which occurred the 29th instant, on Oswego trestle, resulting in the demolishing of engine No. 12, I would say that engine 12 was bought from the New York Loco motive Works, December 1885, was second hand to us, and came from the Lackawanna and Pittsburg railroad. The number of engine when received was 203, builder's number 55, built at Rome in 1883, and changed to Rome, Watertown and Ogdensburg No. 12. This engine left our shops April 17, 1890, with general repairs as follows: Flues pieced, crown bars taken out and crown sheets pieced, stay-bolts tested, new smoke arch, new tires, new driving boxes, brasses, etc.

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