or bell rung. The highway crosses the railroad at an angle of about sixty-five degrees, and is practically level with the track on, both sides of the railroad. This is not a main thoroughfare, although considerably traveled. A storm fence, eight to ten feet high, on side of railroad from which Mr. Brown approached, prevented him seeing the approaching train until he was within about thirty-five feet of the track, at which point train could be plainly seen for one-third of a mile before it came to the crossing. The storm fence extends for a long distance east from the highway and for several hundred feet west from highway on the south line of company's land and about thirty-five feet from the track, and prevents a person approaching the crossing from the south seeing an approaching train until within about thirty-five feet of the track. The railroad track is straight for at least a third of a mile east and a half mile west of the crossing. An orchard and a barn on the south side of railroad, east of the highway, would slightly obstruct the view of approaching west-bound trains from a person coming to the crossing from the south, but the storm fence. is all that renders the crossing really dangerous. Coroner's jury rendered following verdict: "We find that Percy Brown came to his death, on the day of February 5, 1899, in the town of Henrietta, by being accidentally struck by passenger train No. 7 of the Lehigh Valley Railroad, at what is known as the Bailey crossing. Owing to the many obstructions, such as barns, orchards. and snow fences obstructing the view of approaching trains at this point, we would respectfully recommend that the Lehigh Valley Railroad Company place a flagman at this dangerous crossing."

Your inspector recommends that a flagman be placed at the Bailey crossing of the Lehigh Valley Railroad or that the storm fence be removed where it interferes with the view of approaching trains. (The removal of the storm fence will take away the dangerous element and render this crossing safer than the average crossings now unprotected.)

A copy of this report was sent to the company, with a letter recommending that a flagman be placed at the crossing, or that the storm fence which was there be moved far enough back as not to interfere with the view of approaching trains. The company notified the Board that it had removed that portion of the storm fence at the crossing which interfered with the view of approaching trains.

XIV.

IN THE MATTER OF AN ACCIDENT TO LOCOMOTIVE ENGINE NO. 1327 OF THE ERIE RAILROAD COMPANY, NEAR CAMERON, N. Y., ON SAID RAILROAD, FEBRUARY 2, 1899.

Report by Inspector:

April 24, 1899.

As directed by the Board, I have made an investigation of the accident to locomotive No. 1327, on the Erie Railroad, near Cameron, N. Y., on February 2, 1899, and beg to submit the following report:

A way freight, extra, No. 1327, running west on the Erie Railroad, stopped at Cameron station about 12.25 a. m. February 2, 1899. Brakeman Melvin McCormack, who had been riding on the lecomotive until the train was approaching the station, when he went back on the train to assist in making the stop, uncoupled the locomotive from the train, supposing the stop was to take water and that the locomotive would draw ahead to the water tank for that purpose. He then got on board and was standing in the coal space on the tender, when the engineer, C. F. Salmon, came back on the ground, climbed into the gangway and said to the fireman, F. M. Chamberlain: "I can't get any water into the boiler and we will have to dump the fire right here right away." The fireman started to do this and had given the grate one shake, when the fire-box doors burst open and fire and steam rushed out. Fireman Chamberlain was thrown some distance, receiving so severe injuries that he survived but a few hours. Engineer Salmon was thrown to the ground and badly bruised and scalded. Brakeman McCormick was thrown over the top of the tender upon the east bound track and was considerably bruised and scalded.

At the time the investigation was held, Engineer Salmon was not in condition to be questioned. Brakeman McCormick was not so badly injured, and was able to give some information. He stated that he rode on the locomotive from Addison until approaching Cameron, a distance of 13 miles. He conversed with the engi neer when near Rathboneville, 8 miles east of the place of the accident, and did not see him or speak to him afterward until the train was stopped and the engineer came back to direct the fireman to dump the fire. He heard nothing said previous to that time about any difficulty in getting water into the boiler. When on the locomotive he rode on the opposite side from the engineer, and could not see him, as the boiler was between them. Locomotive No. 1327 has what is known as the Wooten fire-box, and the engineer and fireman have separate cabs, and cannot see or con

verse with each other when in their regular positions. Neither the conductor or any of the brakemen heard any complaint from the engineer regarding the working of the injectors, and all of them saw him at different times. After the accident the injectors were found closed, showing no effort was made at that time to use them. There was about twenty-six inches of water in the tank, showing no scarcity of water supply. An examination of the locomotive boiler and fire-box showed that the crown sheet had been forced away from the stay bolts and crown bolts from excessive heat, and the steam escaping through the hose, the crown bars and stay bolt holes did the damage that caused the injury to the men. The crown sheet was not cracked nor mud burned and was apparently in first-class condition. The crown sheet dropped down because there was no water on it. As to whether the engineer could not get water into the boiler, or if for some reason he neglected to notice it was low until too late to make the attempt, I was unable to ascertain, but in either case he was at fault for not having the fire dumped before the crown sheet became bare, which was the cause of the accident.

In addition to the report of its inspector, the Board had a thorough examination of the engine made by Mr. J. H. Van Buskirk, of the motive power department of the New York Central and Hudson River Railroad Company, who made an elaborate report, agreeing in essentials with the report of the inspector.

XV.

IN THE MATTER OF AN ACCIDENT ON THE LEHIGH VALLEY RAILROAD, NEAR CAYUTA, FEBRUARY 10, 1899, IN WHICH MARTIN SHEEHAN, ENGINEER OF LEHIGH VALLEY ENGINE No. 750, WAS KILLED.

Report by Inspector:

April 26, 1899.

In the matter of the death of Martin Sheehan, a Lehigh Valley engineer, who was struck by some obstruction on the morning of February 10th, near Cayuta, I have made an investigation, and respectfully submit the following report:

A Lehigh Valley east-bound fast freight train, No. 542, drawn by locomotives No. 604 and No. 750, was slowing down, approaching Van Etten junction, February 10th, at about 6.30 a. m., when fireman on locomotive No. 750 noticed injector blowing back into the tank. He went forward to engineer's cab to ascertain the cause, and found the engineer, Martin Sheehan, lying against the side of the cab, with head. arms and part of shoulders out of the

window, bleeding from wound in left temple and unconscious. The train was stopped, the engineer removed to the caboose, and taken to Sayre, where he died without regaining consciousness. Locomotive No. 604 was the leading engine and had pipes connecting with air brakes on the train coupled up. Locomotive No. 750 was a helper and air pipes were not connected. The fireman of locomotive No. 750 was in the engineer's cab and conversed with him after passing Alpine station, and about two and one-half miles east of Cayuta heard the injector put on, which would indicate that the engineer was all right at that time; noticed nothing after that to show what engineer was doing until he went forward and found him injured. Locomotive No. 750 is what is known as a "Mother-Hubbard" engine, and the engineer's cab is forward and separate from that occupied by the fireman. Engineer's cap was found on the ice, at a bridge about three and one-half miles east of Cayuta station, and approximately one mile east of where fireman heard the injector put on; front of cap was split, and particles similar to material of which cap was constructed found -adhering to a rivet in end post of the bridge, indicated that injury was received at that place. Train ran about seven miles, after passing this bridge, before injury to the engineer was discovered. The tracks at the bridge are on a 2-degree curve, and east-bound track is on inner side of the curve. The distance from center of east-bound track to end post of bridge at point where marked rivet is located is 7 feet inch. Cab of locomotive No. 750 is 9 feet 5 inches wide, or 4 feet 83 inches from center line of track; this would leave 2 feet 3 inches clearance, but the outer rail is elevated 4 inches, which leans the locomotive towards the end post of bridge 8 inches at height of cab window, and reduces the clearance to 1 foot 7 inches. The engineer evidently had his head out of the window, watching his train, and failed to see the bridge. The bridge is iron, and about 863 feet span; with inclined end posts, and is built on a skew. The tracks on the bridge are located so that the center line between them very nearly aver ages midway between the trusses, but being on a curve, and the bridge on a skew, causes the track to be about 3 inches closer to the end post at west end of the bridge than the one at east end. This can be remedied by changing the alignment so as to provide same clearance at west end as now at east end, thus gaining 3 inches more room. The elevation given the outer rail (44 inches for about a 2-degree curve) appears excessive; think 3 inches would be ample; this, if changed, would add 24 inches more to the clearance, making total clearance 2 feet and inches, sufficient to be reasonably safe.

Would respectfully recommend that above suggested changes be made.

The recommendations of the inspector were made.the recommendations of this Board, and the company notified. The company replied that the track would be changed at the bridge in question, so as to secure an additional clearance at the west end post on east bound track of five and one-half inches.

XVI.

IN THE MATTER OF AN ACCIDENT WHICH OCCURRED AT THE JUNCTION OF LEXINGTON AVENUE AND ONE HUNDRED AND TWENTY-FIFTH STREET, NEW YORK CITY, ON APRIL 15, 1899.

April 27, 1899.

Report by Electrical Expert:

I have investigated an accident which occurred at the junction of Lexington avenue and One Hundred and Twenty-fifth street, and submit the following:

On March 15th, at 11.54 a. m., car No. 526, north bound on the Lexington Avenue line, D. E. J. Kilker, conductor, and Henry Blank, motorman, collided with Third Avenue cable car No. 432 of the One Hundred and Twenty-fifth street division, Bernard Cooligan, conductor, and Edward Everett, gripman, and resulted in tearing the fender off and derailing the front wheels of car No. 526, breaking the guard rail and damaging the second panel from the front of car and throwing car No. 432 from the track. No passengers on either car were injured.

The statement of the conductor of car No. 432, One Hundred and Twenty-fifth Street line, is as follows:

"On my 11.52 a. m. trip west from East river at Lexington avenue a north bound car of the Lexington Avenue line ran into my car, breaking the guard rail and damaging the second panel from front of car, tossing car off track and throwing a lady from her, seat."

The conductor of the Lexington avenue car makes the following statement:

"On March 15, 1899, I was conductor of car No. 526, bound north on Lexington avenue. At 11.54 a. m., my car came to a stop at the south crossing of One Hundred and Twenty-fifth street. Two or three passengers got off. I gave two bells and the car started. When we approached the Third avenue tracks a van was bound north on the east side of the car, shutting from my motorman's view an approaching west bound Third avenue cable car. I gave a bell; at the same time my motorman reversed. The Third avenue car shot across, tearing off our fender and striking our