an m: . at" "’1' MW w. 1.4». «W
.m' y ”I" 3,
spud} ‘u\““\“‘\3‘3W 1‘ 1. ‘ mxvfiv‘n‘ v. gnu u: an! Auburn/:vmtululn s‘n'w/an/w/ulafm ulnar/tr a" at nit/1.3 w' “KW “fawn d‘nb awn-H
8,1031 U;Ar;,"3‘vv0,-/M an! at, .10.“ aural-0' lav/pr “rumba
m..-w an ”(AI
RE 0111 no ~“
ed Tomato Ketchup. point of derailment.
tomatoes ripened on the vine. An explosion occurred probably
bro and cut into small pieces: caused by the boiler being punctured ‘
owly for twa or three hours; when it struck the stool bridge ever
nto agate kettle and let stand Riverside avenue. The concussion
every three quarts solid add
liar-t vinogsmne pint sugar, one
onful of salt, one teaspoonful
bard; let boil one hour then add
‘poonful turermlc one teaspoon-
men, one teaspoonfud white
hundred feet away
in crossing the bridge over River-
side avenue the north girder was tor‘n
away from the bridge seats and floor
system and deposited on top of the
engine tank, on the right of way
03 third teaspoouful red pep- north of the tracks; and the next
dowu until thick with the cov- girder beiween tracks No 3 and No.
Stir to prevent burning three M3 5 was crushed and clowded down
urs. Stir with agate or woodeu' into the street below
Cars Bet on Fire.
"' ”WW” 1 The mail car. which was courieu
“0830““ 8W'T‘cfl9 to the engine, was thrown over on its
side and stopped just east of the en-
,3 31313313: 31531331333335301...
by the engine and landed right' side
(Continued from first page.)
up. minus its wheels, on track No 1.
Pailor car No. 2145, the third car in
the train, was jammed againht the eu-
glue and evidently was ignited from
the fire box of the engine. This bar.
lor car and the two next behind it,
No. 2234 and 1N0. 2249, were wrecked
and totally destroyed by fire. The re-
3 gallon of the above accident:
‘11 investigation of this accident,
iarly as to the examination of
sea, was made in conjunction
.the Interstate Commerce com-3
'sio‘n. s‘member of your commis-
dmyself being present at the
3ri3 8 held by the interstate Com-
‘COmmission in-New York, on
or 3111 and 9111, 1912.
' 4 o'clock p. m.. on Thursday,
or 3, 1912, in day light and clear
‘ r, the second section of the
_ ork, New Haven and Hartford
road west-bond passenger express
11 No. 53, consisting of engine No.
‘ 3acific type.‘ one mail car, one
[he our, four parlor cars and four
"es, was derailed and wrecked
crossing from track No. 1 to
0.13, eight hundred feet west
west- bound passenger station
iWeBtport. b _ " ‘
ExplosiOn After Wreck.
judgingjrom the evidence of sev-
“1‘ who witnessed the acdident and
well defined marks on the rails,
d interlocking apparatus, the
e left the main track near the
of switch leading from track. No.
four coaches in the rear. were but
slightly damaged. There was no evi—
dence that the gas tanks under the
parlor curs exploded, and were re-
sponsible for” the burning of the cars.
The estimated damage to equip-
ment, track and bridge, is placed at
$70,000, but the saddest part of the
whole affair was the death of seven
persons, and the injury to thirty-six
others. Four of those killed were
‘women who occupied parlor car No.
2145, and were probably burned to
death.
The engineer and fireman ‘were kill-
ed and one mail clerk was so serious-
ly injured that he died while being
carried to the hospital. ’
The railroad traffic between New
York and New Haven is handled over
a four track division. The southerly
tracks, which are designed to accom-
modate east bound trains, are num-
bercd1“two” and "four,” and the nor-
therly tracks used for westbound
trains, are numbered “one" and
3,51 downward on track No. 5, about
.hud’dred and fifty feet from the
lit in the morning skim off all was sufficient to break windowa one
maiuing parlor car, No. 2217, and the
,1
”m1
Mom: In Brief.
Pompous in soft silk which give a3for3ty feet west of the station;'
brushlike effect and pompous of fur , track curving to the left and continu- and warmer than heavy; old fashioned
tails make an effective trimming on is on a one degree and six minute quilts and stuffy blankets.
the newest hats.
The newest veils are escurial
facts with module colorings.
are astonishingly becoiuins.‘
1 J
If you are planning a brown cos. westerly bait is on the inside of the will11 give as much satisfaction as an
tumc very special care must be giv-
on to the exact tint of the color chowi
on. Some brooms are best combined t1',uve1 train No. 53 W83 run in two nitractive cheese cloth or silkoline, and
with ysllow, others with red, and no
other colors will bring out the lights
and shades of the particular materials coaches. left Bridgeport its last stop. cotton felt ones, with a thick, loose
as well.
The extreme empire lines on which.
some of the newest creations of the
French couturiers are out seem to
defy the tendency to return to the
neutral waist line.
The directoire collar as expressed
fl‘\&3\‘l\ "\ “ “kit‘s" M‘\‘\‘\“ ‘1\
‘ fix- -)flv\“1‘\‘\~. “ $
. 3 3 3 . 1
six hundred and
the
ill the allotment
curve for about nine hundred feet
ef—‘ The “ easterly half of the crossover chéeso‘cldthwuh three or four layers
These from track NO. 3 to track No. 113
is
iocated‘in straight track, while tho
curve. 3 . '
On account of heavy westbound
sections. rue first section, made up
‘at Springfield and composed Of
ping place in 4: 13 11. n1.,‘
This train is scheduled
:track ‘No 3,
lStamford and on track No.1 from
Stamford to Woodlawn but because
a construction train occupied track
No 43. near Westport, ilrst No.53 was
on time.
to run on
x...
from New Haven to"
‘ .l ' ‘Bed Clothes.
Lightweight bed clothes are better
You can
make thick light comfortubies of the
of cotton the softkind that comes in
big rails, for very little money, that
eiderdown silk comfortable, says the
Montreal Star The stores are full of
the cottdn to fill them is cheap 11'. you
cannot. afford hair Iriattrcsscs.1 buy the
Dad on top .
a --'-—-:--_-.—--22
still upon the track when they
reached the point of the facing switch
leading from track No.3, to the
freight yard and the character marks
3‘ II'H’W/fl 11/va a Malay/Jr .a3/J'3’n -310“
«sunk lIb ‘W\‘\‘\H\‘\-\flsfluu .1s.‘v.3Mth\.n-x-1‘\‘\fi\i-\u but.“
iMi's. 0.3 L. Wade.
In unite/affirm
Mahler, J. J., fireman.
Wheecr, Mark, mail clerk.
' The following persons were iniur»
ed: Passeugcmer. Anderson, Mrs.
Anderson, Eleanor Bartlett, Jeanette
Birubaum. -F. 0.3 Bushnell; Leslie
Briggs. Mrs. Vernon L. Davey, Frank
1;. Inverts, W. B. Franwklin messenger,
Mrs; Jane A. Garfield, E. .1,Hiil El-
liott Harrison, Phillip James, . Mrs.
Phillip James, Miss «Marion Knight,
M1. J. E. Lynch Mrs. J. E. Lynch, Dr
Joseph Leidy, William Muhoney, Rob-
ert W. Piior. Rev J. A. lie-ynolds,
Mrs. Sloane, J. D. Seabury, Mrs. J. D. .
Seabury,3Mrs. Percy W Turner, Carl
Tucker, Mrs Carl Tucker, 0. L. Wade,
Employee—L. Ed-
jward Bridgett, samuel B. Cleaver, A.
S. 0011, Edward Gaggins, Howard
west of this crossover prove that the,
Price, J. D Silva, William Webber.
The names of the persons from
in for has wonderful charm and be?' diverted froliir- its regular route at tender was careening more than theiwhom the foregoing facts were ob
comingness. it will be made of or-
mine and a note of black will be in-
troduced by‘the tails, which will act
in place of the frills of lace—Wash
ington Herald.‘
”A.“
“‘thm." .
Expresses Run .Around.
To operate the road to the best ad-
vantage it often becomes necessary to
divert trains from one track to an-
other; by so doing. express trains are
permitted to "run around.” slower
ones while both are under headway.
For such movements crossover
switches are located at interlocking
signal towers. These switches are
handled by operators in the towers
and are So interlocked that it 13111111
possible to change them until corres-
ponding signals are set for the gold
once of approaching trains.
Three types of crossovers are found .
011 this division, vim No. 8‘s, No.
10's and No. 15's. The number re~
fers to the size of frogs used. The
curvature of the track associated with
number eight frog is much sharper
than with either a number ten or a
number fifteen: in other words, the
curvature decreases as the frog num-
ber increases.
The tracks approaching Weslport
from the cast are straight for some
distance, but there is a slight change
FOLKS ! THIS ISTHI
TIME. os‘ wow-1.11.
Tunmseivme ii
A svsaveoov SHOULD
as PULL on OPTiMISM
l
"film! to Nov A MAN, WOMHN
“can? WHO HM NOTONI .
U
out
,_UP~U"-LBM
i-wn-wn-wni-
mime To an vacuum. was
war-1mm": -
crowds: are ‘1
sumo-1 wowo-m, 3
Bridgeport and run on track No. 1 to
iWcstport, where it was crossed back
westward to its New York terminal.
The movement of first No. 53 from
tracks No. 1310 1N0. 33,111 at Westport
was made according to rule, and in
obedience to signals. ‘
How Signallw Were Set.
After the first section passed West.
port the tower operator, M. A. Corie,
restored his signals to their annual
position and gave an. "unlock" to the
first tower man east of him, located
at Green’s Farms. This permitted
clear signals lobe given- second No.
53 at Green‘sifiarms. The crossover
switches 011 Hooks No. 1 and No. 3
were not changed after the passage of
the first section and when second No
53 was announced from uroen‘s
Farms, Operator Coyle cleared the
Westbound drawbridgo‘“. signal for
track No.1 and set tho‘dwaff signal
for the crossover, keeping the distant
signal at. caution, and the liome sig
mg the train under control because of
the distance signal being at caution,
the engineer continued to use steam
and passed on over the druwbrldge
and passed" the station at an estimat-
ed speed of between forty and fifty
miles per hour. There was apparent
1y no effort made to check the speed
until the engine was near the cross-
over, when an emergency application
of the air was made. but too late to
materially lessen tho speodhsnd the
engine passed through the grossovrr
and the wreck occurred as described
The ‘first one to witness. the un
usual notion of the train was’ Bridge
Tender Allen, who was on the draw
bridge five hundred lost east of the
station.
the impending danger and tried to
signal the fireman, who, he said, was
sitting on his seat looking straight
ahead, as be passed the tower.
Tried to Stop ‘l‘rnln.
Work train conductor, Grove Rey-
nolds, made a frantic snort to attract
man from where he 310011.011 the
south side of the tracks between the
tower and the station While Section
Foreman Gordon, who was working
on track No. i a few feet want of the
crossover. observed the train cumin!
too fut to take the crossover safely.
and swung his but acre“ the truck a
a signal for the engineer- uv stop. All
of these warnings were apparently
unneeded until it was too into to
prevent the accident.
track, No. 1 must have been mbiocted
crossover.
__ tor the accident failed walnuts!
again to track No.1 3 and continued"
as] in stop position. instead of brlug~'
The tower operator also saw
the utilization of the engineer and um‘
T3119 rails, switches and from over
which the min passed, mo:- lawful
to a very severe strain, but the only, 3
indications visible after the owl:
we; a slight spreading of the no“:
11111011111111: to ode incl: iii the trident
piece at the Joint midway 1am
, the westerly iron and switch of tho
An examination made very soon 1111,
‘,engine due to its centrifugal force
and shifting load or coal and water,
and that the left hand wheels of the
forward tender trucks were not touch-‘
ing the rails while theright band
north rail. .
This conditirm existed when they
were going from the west end of the
crossover to where the main rail
meets this facing switch.
Engine Toppled Over.
At this point, the whim of the rail
heads combined, gave a wider surface
for the wheel treads and the bearing
which came on the outer part of‘the
tread raised the inner or flanged part
of the wheel and allowed 113, to cross
the top of boil: the switch and stock
rails; here the forward tender trucks
were derailed and dropped onto the
to the tcnder. made it possible for the
engine to keep on the main track un-
til it reached the frog, where it lost
its cuilibrium, due to the direct ac-
fio of the derailed tender and aided
by the centrifugal force of the on
glue itself.
Judging from the position in which
the engine and tender were found
after the accident and from marks
they bore and the condition of the
tracks and bridge over which they
passed, I believe that the engine was
over on its right side with its head
end on track No. 8, and its rear end,
with the tender, on track No. 5. as it
from and
away to the right of the trucks sur~
mounted by the north girder of the
bridge which the engine sheared off
in crossing the bridge.
The fact that the engine passed
such high speed, is remarkable, and
i feel assured that, had it encoun-
tered curves not exceeding four de-
harmed in making the crossinx. By
1 degree six. feet curva would not ex-
ceed four degrees, but i would sus-
gost that a longer crossover than a
present one. which in a No. 10. Room
for such a crossover is “1111111112 be-
tween the present easterly switch
point and tile bridge over Riverside
avenue, the only obstacle being the
facinuwitcl: loading to track No. 6'
(what. the derailment occurred)
1 which should be removed in any ev-
. out and replaced byu’ mulling switch
at the west end; of track No. 5.
111011111 Wop Talus.
To insure onto operation nodule-«-
guard mum accidentcxwhloh miabi
occur In a midi of trains taking
crossovers {if excessive wood, 1 would '
vomit that till crouimior- 191ml
parallel main mounted for train!
going in the slime abolition. and
through which trains are detour“.
i'ilangcs wore pressed hard against the .
ties forty four feet beyond. The five,
foot draw bar connecting the engine:
crossed the bridge, at which point the
tank was wrcmched from the tender
buried seventy-five feet
through and beyond the crossover at
grass, the train would have, been on-
uslng No. 15 frogs, the curvature of
the switch issdson 'tho inside of the
N0. 15, be installed in place of the
itnlncd, independent of my personal
observatkm, are as follows:
J. E. VsnBepschoten. Michael A.
Coyle‘, John Jenkins, Louis C. Bahr,
Edward Ruegcr, Grove W. Reyndids,
Henry L. Dean John P. Ramseyy Bar
.clay Guidon, George 1!? McCormack.
ichailes W. Flags.“ Daniel Kinney,
.John Allen. Charles D. Moore. Henry
111101-11, E. H liicrlenry,0. N. Wood-
ward Challes H. Morrison, Gemgc A.
DeMoro, J. L. Carmait.
Respectfully subuuued,
C. C. ELWELL.
Chief Engineer and inspector.
Dated of Hartford, Conn, this 2131
day of November, A. D.. 1312. .
Commission's Order.
The foregoing report in so for as
it states the circumstances and con
iclusions as to the causes of the accl-
1
l
l
- dent, is approved and made a part of
the commission's "record 30! the
causes. facts and c1rcu111stunces of"
said accident. 3 ‘
it is apparent from the investiga-
tion of this case that. the primary
cause of the accident was the failure!‘
of the engineer to observe and follow?
the rules of the company, which, if
complied Willi, would have prevented
the wreck.
This commission can pass no order
which will overcome human mum in
so far as the individual is concerned
The history of railroad operation
.1
most favorable conditions and exer-
cised by the most trusted and comps»
tcnt employes, is liable to err, and it‘
adapt such improved mechanical de
vices and construction as will tend to
controllable human frailty.
High Spud A Factor.
The operation of a 10111.11“qu-
road necessarily requires the maintc’
nance of crossovers for deiouring
trains. The crossover whem' this ac-
cident occurred We a No. 10. It ap-
pears from the physical conditions,
observed immediately after the cool-
dont, ihat the engine took the cross
over from track No. 1 to track No. 3.
remaining on the rails to a point be
loud the switch on track No. 8 and
that, the tender was the first to lease
the rails at the point of the facing
swich leading from track No.3
track No. ii. strongly indicating that
the facing point switch, lnexcusnbiy
located who no important (scion in
connection with the 1mm speed over
the short No. 10 crossover) in causing
the derailment. ,
Following the Week of the Federal
express at Bridgeport, Job/"ii. 1911
(and Micro this commission came in-
to existence). .3 air, H. w. balloon),
in
for the interstate commerce commit
011,111: his room on said Week,
made recommendations which. if nil.
' all out would, unduubiodir have:
m 1
From the inv’uiigations made and
re rt furnished by the his! endin-
ref tile «viewer at
and from u linovr’iedce of
shot on the 10113111“ crossovers
Mousylvsuia railroad,
w’ar:,,/~n~/n In
proves that human agency, Tunder the'
is the duty of tho ruilioad company to‘
prevent the disastrous results of un~i
W‘W
810111011 811111118
til illillllliil 110W
No indigestion or Upset Stomach '
for Papa’s Diapepsin" Users
Every year regularly' more than a
million stomach sufferers in, the Uni-
ted States, England and Canada take
Pope’s Diapepsin, and realize not only
immediate, but lasting relief.
This harmless preparation will di-
gest anything you eat and overcome a.
sour, gassy or out of— orde1 stOmach
five minutes afterwards.
it 3our meals don't fit cOmfortably,
or what you eat lies like a lump of
lead in your stomach, or if you have.
heartburn that is a sign of indigestion.
Get from your pharmacist a. fifty-
cent case of Pope's Diapepsin ‘and
take 11 dose just as soon as you can.
There will be no sour risings, no
belching of undigested food mixed
with acid, no stomach gas or heart-
burn, fullness or heavy feeling in the
stomach, nausea, debilitating .heau-
aches, dizziness or intestinal griping.
This will all go, and, besides, there
will be no sour food left over in the
stomach to poison your breath with
nauseous odors.
Pope’s Diapcpsin is a certain cure
for ourIof-order stomachs. because it
takes hold of your food and digests it
Just the some as if your stomach was
not there.
Relief in five minutes from all sin»
mach misery is waiting for you at any
drug store.
These large fifty-cent cases contain
more'ihrm sufficient to thoroughly
cure almost anycase of dyspepsia, in-
digestion or any other stomach disc
order. '.
—-L -
and in view of the recommondations
made 111 the repait of the chief engi-
ineer and inspector of this commission
and the seriousness of said accident,
this commission. after full hearing,
,bad, at which the railroad company
was represented, deem it equitable
and in the interest of public safety
and as a. possible means of prevent-
3iug similar accidents, to pass the fol-
lowing order.
it is, therefore, ordered:
(1) That the New York, New Hm
van and Hartford Railroad company
be and it hereby is directed, forth-
with, to remove said facing point
switch leading from track N0. 3 to
track No. 5.
(2) When high speed trains are to
be diverted from one track to another
’and the monomer through which they
.must puss is not safe for high speed,
said trains must be brought to afull
stop before the switches are set for
crossovcr movements.
Dated of Hartford, Conn, this 22ml 3
day of November A. 1),. 1912.
RICHARD T. HIGGINS,
'l". B. FORD” ‘
J. H. HALE.
Public Utilities Commission}.
11111111 111th01: of has application
‘ 1:1 being up- '
The most complete rental lists are
always to be found in the Want Cob
111111111, whore landlords and tenant!
must.
sinners-mam
way 3 ..
, .4019; you to be won: in your an ‘3
bedrooms Winter is to have or facility
a militia: System first out km you-1
comfortable on like catchi- m1 ‘
Wo’il study 111‘
Norwalk Chronicler