250 RAILROAD ACCIDENTS.
CHAPTER XXIII.
AMERICAN AS COMPARED WITH FOREIGN RAILROAD ACCIDENTS.
Up to this point, the statistics and experience of Massachusetts
only have been referred to. This is owing to the fact that the
railroad returns of that state are more carefully prepared and
tabulated than are those of any other state, and afford, therefore,
more satisfactory data from which to draw conclusions. The territorial
area from which the statistics are in this case derived is very
limited, and it yet remains to compare the results deduced from
them with those derived from the similar experience of other communities.
This, however, is not an easy thing to do; and, while it is difficult
enough as respects Europe, it is even more difficult as respects
America taken as a whole. This last fact is especially unfortunate
in view of the circumstance that, in regard to railway accidents,
the United States, whether deservedly or not, enjoy a most undesirable
reputation. Foreign authorities have a
ARBITRARY COMPUTATIONS. 251
way of referring to our "well-known national disregard
of human life," with a sort of complacency, at once patronizing
and contemptuous, which is the reverse of pleasing. Judging by
the tone of their comments, the natural inference would be that
railroad disasters of the worst description were in America matters
of such frequent occurrence as to excite scarcely any remark.
As will presently be made very apparent, this impression, for
it is only an impression, can, so far as the country as a whole
is concerned, neither be proved nor disproved, from the absence
of sufficient data from which to argue. As respects Massachusetts,
however, and the same statement may perhaps be made of the whole
belt of states north of the Potomac and the Ohio, there is no
basis for it. There is no reason to suppose that railroad traveling
is throughout that region accompanied by any peculiar or unusual
degree of danger.
The great difficulty, just referred to, in comparing the results
deduced from equally complete statistics of different countries,
lies in the variety of the arbitrary rules under which the computations
in making them up are effected. As an example in point, take the
railroad returns of Great Britain and those of Massachusetts.
They are in each case prepared with a great deal of care, and
the results deduced from them may fairly be accepted as approximately
correct. As respects accidents, the number of cases of death and
of personal injury are annually
252 RAILROAD ACCIDENTS.
reported, and with tolerable completeness, though in the latter
respect there is probably in both cases room for improvement.
The whole comparison turns, however, on the way in which the entire
number of passengers annually carried is computed. In Great Britain,
for instance, in 1878, these were returned, using round numbers
only, at 565,000,000, and in Massachusetts at 34,000,000.
By dividing these totals by the number of cases of death and injury
reported as occurring to passengers from causes beyond their control,
we shall arrive apparently at a fair comparative showing as to
the relative safety of railroad traveling in the two communities.
The result for that particular year would have been that while
in Great Britain one passenger in each 23,500,000 was killed,
and one in each 481,600 injured from causes beyond their control,
in Massachusetts none were killed and only one in each 14,000,000
was in any way injured. Unfortunately, however, a closer examination
reveals a very great error in the computation, affecting every
comparative result drawn from it. In the English returns no allowance
whatever is made for the very large number of journeys made by
season-ticket or commutation passengers, while in Massachusetts,
on the contrary, each person of this class enters into the grand
total as making two trips each day, 156 trips on each quarterly
ticket, and 626 trips on each annual. Now in 1878 more than 418,000
holders of season tickets were returned by the railway companies
SEASON-TICKET PASSAGES. 253
of Great Britain. How many of these were quarterly and how
many were annual travelers, does not appear. If they were all
annual travelers, no less than 261,000,000 journeys should be
added to the 565,000,000 in the returns, in order to arrive at
an equal basis for a comparison between the foreign and the American
roads: this method, however, would be manifestly inaccurate, so
it only remains, in the absence of all reliable data, and for
the purpose of comparison solely, to strike out from the Massachusetts
returns the 8,320,727 season-ticket passages, which at once reduces
by over 3,000,000 the number of journeys to each case of injury.
As season-ticket passengers do travel and are exposed to danger
in the same degree as trip-ticket passengers, no result is approximately
accurate which leaves them out of the computation. At present,
however, the question relates not to the positive danger or safety
of traveling by rail, but to its relative danger in different
communities.
Allowance for this discrepancy can, however, be made by adding
to the English official results an additional nineteen per cent.,
that, according to the returns of 1877 and 1878, being the proportion
of the season-ticket to other passengers on the roads of Great
Britain. Taking then the Board of Trade returns for the eight
years 1870-7, it will be found that during this period about one
passenger in each 14,500,000 carried in that country has been
killed in railroad accidents, and about one in each
254 RAILROAD ACCIDENTS.
436,000 injured. This may be assumed as a fair average for
purpose of comparison, though it ought to be said that in Great
Britain the percentage of casualties to passengers shows a decided
tendency to decrease, and during the years 1877-8 the percentages
of killed fell from one in 15,000,000 to one in 38,000,000 and
those of injured from one in 436,000 to one in 766,000. The aggregates
from which these results are deduced are so enormous, rising into
the thousands of millions, that a certain degree of reliance can
be placed on them. In the case of Massachusetts, however, the
entire period during which the statistics are entitled to the
slightest weight includes only eight years, 1872-9, and offers
an aggregate of but 274,000,000 journeys, or but about forty percent
of those included in the British returns of the single year 1878.
During these years the killed in Massachusetts were one in each
13,000,000 and the injured one in each 1,230,000;or, while
the killed in the two cases were very nearly in the same proportion,respectively
one in 14.5, and one in 13, speaking in millions,the British
injured were really three to one of the Massachusetts.
The equality as respects the killed in this comparison, and
the marked discrepancy as respects the injured is calculated at
first sight to throw doubts on the fullness of the Massachusetts
returns. There seems no good reason why the injured should in
the one case be so much more numerous than in the other.
THIRD-CLASS PASSENGERS. 255
This, however, is susceptible on closer examination of a very
simple and satisfactory explanation. In case of accident the danger
of sustaining slight personal injury is not so great in Massachusetts
as in Great Britain. This is due to the heavier and more solid
construction of the American passenger coaches, and their different
interior arrangement. This fact, and the real cause of the large
number of slightly injured," shaken" they call
it,in the English railroad accidents is made very apparent
in the following extract from Mr. Calcroft's report for 1877;
"It is no doubt a fact that collisions
and other accidents to railway trains are attended with less serious
consequences in proportion to the solidity of construction of
passenger carriages. The accommodation and internal arrangements
of third-class carriages, however, especially those used in ordinary
trains, are defective as regards safety and comfort, as compared
with many carriages of the same class on foreign railways. The
first-class passenger, except when thrown against his opposite
companion, or when some luggage falls upon him, is generally saved
from severe contusion by the well-stuffed or padded linings of
the carriages; whilst the second-class and third-class passenger
is generally thrown with violence against the hard wood-work.
If the second and third-class carriages had a high padded back
lining, extending above the head of the passenger, it would probably
tend to lesson the danger to life and limb which, as the returns
of accidents show, passengers in carriages of this class are much
exposed to in train accidents." *
* General Report to the Board of Trade upon
the accidents which have occurred on the Railways of the United
Kingdom during the year 1877. p 37.
256 RAILROAD ACCIDENTS.
In 1878 the passenger journeys made in the second and third
class carriages of the United Kingdom were thirteen to one of
those made in first class carriages;or, expressed in millions,
there were but 41 of the latter to 523 of the former. There can
be very little question indeed that if, during the last ten years,
thirteen out of fourteen of the passengers on Massachusetts railroads
had been carried in narrow compartments with wooden seats and
unlined sides the number of those returned as slightly injured
in the numerous accidents which occurred would have been at least
three-fold larger than it was. If it had not been ten-fold larger
it would have been surprising.
The foregoing comparison, relates however, simply to passengers
killed in accidents for which they are in no degree responsible.
When, however, the question reverts to the general cost in life
and limb at which the railroad systems are worked and the railroad
traffic is carried on to the entire communities served, the comparison
is less favorable to Massachusetts. Taking the eight years of
1871-8, the British returns include 30,641 cases of injury, and
9,113 of death; while those of Massachusetts for the same years
included 1,165 deaths, with only 1,044 cases of injury; in the
one case a total of 39,745 casualties, as compared with 2,209
in the other. It will, however be noticed that while in the British
returns the cases of injury are nearly threefold those of death,
in the Massachusetts returns
GRADE-CROSSINGS AND TRESPASSERS. 257
the deaths exceed the cases of injury. This fact in the present
case cannot but throw grave suspicion on the completeness of the
Massachusetts returns. As a matter of practical experience it
is well known that cases of injury almost invariably exceed those
of death, and the returns in which the disproportion is greatest,
if no sufficient explanation presents itself, are probably the
most full and reliable. Taking, therefore, the deaths in the two
cases as the better basis for comparison, it will be found that
the roads of Great Britain in the grand result accomplished seventeen-fold
the work of those of Massachusetts with less than eight times
as many casualties; had the proportion between the results accomplished
and the fatal injuries inflicted been maintained, but 536 deaths
instead of 1,165 would have appeared in the Massachusetts returns.
The reason of this difference in result is worth looking for,
and fortunately the statistical tables are in both cases carried
sufficiently into detail to make an analysis possible; and this
analysis, when made, seems to indicate very clearly that while,
for those directly connected with the railroads, either as passengers
or as employees, the Massachusetts system in its working involves
relatively a less degree of danger than that of Great Britain,
yet for the outside community it involves very much more. Take,
for instance, the two heads of accidents at grade-crossings and
accidents to trespassers, which have been already referred to.
In Great Britain highway grade-crossings are discouraged.
258 RAILROAD ACCIDENTS.
In Massachusetts they are practically insisted upon. The results
of the policy pursued may in each case be read with sufficient
distinctness in the bills of mortality. During the years 1872-7,
of 1,929 casualties to persons on the railroads of Massachusetts,
no less than 200 occurred at highway grade crossings. Had the
accidents of this description in Great Britain been equally numerous
in proportion to the larger volume of the traffic of that country,
they would have resulted in over 3,000 cases of death or personal
injury; they did in fact result in 586 such cases. In Massachusetts,
again, to walk at will on any part of a railroad track is looked
upon as a sort of prescriptive and inalienable right of every
member of the community, irrespective of age, sex, color, or previous
condition of servitude. Accordingly, during the six years referred
to, this right was exercised at the cost of life or limb to 591
persons,one in four of all the casualties which occurred
in connection with the railroad system. In Great Britain the custom
of using the tracks of railroads as a foot-path seems to exist,
but, so far from being regarded as a right, it is practiced in
perpetual terror of the law. Accordingly, instead of some 9,000
cases of death or injury from this cause during these six years,
which would have been the proportion under like conditions in
Massachusetts, the returns showed only 2,379. These two are among
the most constant and fruitful causes of accident in connection
with the railroad system
FOOD FOR LEGISLATIVE THOUGHT. 259
of America. In great Britain their proportion to the whole
number of casualties which take place is scarcely a seventh part
of what it is in Massachusetts. Here they constitute very nearly
fifty percent of all the accidents which occur; there they constitute
but a little over seven. There is in this comparison a good deal
of solid food for legislative thought, if American legislators
would but take it in; for this is one matter the public policy
in regard to which can only be fixed by law.
When we pass from Great Britain to the continental countries
of Europe, the difficulties in the way of any fair comparison
of results become greater and greater. The statistics do not enter
sufficiently into detail, nor is the basis of computation apparent.
It is generally conceded that, where a due degree of caution is
exercised by the passenger, railroad traveling in continental
countries is attended with a much less degree of danger than in
England. When we come to the returns, they hardly bear out this
conclusion; at least to the degree commonly supposed. Take France,
for example. Nowhere is human life more carefully guarded than
in that country; yet their returns show that of 866,000,000 passengers
transported on the French railroads during the eleven years 1859-69,
no less than 65 were killed and 1,285 injured from causes beyond
their control; or one in each 13,000,000 killed as compared with
one in 10,700,000 in Great Britain; and one in every
260 RAILROAD ACCIDENTS.
674,000 injured as compared with one in each 330,000 in the
other country. During the single year 1859, about 111,000,000
passengers were carried on the French lines, at a general cost
to the community of 2,416 casualties, of which 295 were fatal.
In Massachusetts, during the four years 1871-74, about 95,000,000
passengers were carried, at a reported cost of 1,158 casualties.
This showing might well be considered favorable to Massachusetts
did not the single fact that her returns included more than twice
as many deaths as the French, with only a quarter as many injuries,
make it at once apparent that the statistics were at fault. Under
these circumstances comparison could only be made between the
numbers of deaths reported; which would indicate that, in proportion
to the work done, the railroad operations of Massachusetts involved
about twice and a half more cases of injury to life and limb than
those of the French service. As respects Great Britain the comparison
is much more favorable, the returns showing an almost exactly
equal general death-rate in the two countries in proportion to
their volumes of traffic; the volume of Great Britain being about
four times that of France, while its death-rate by railroad accidents
was as 1,100 to 295.
With the exception of Belgium, however, in which country the
returns cover only the lines operated by the state, the basis
hardly exists for a useful comparison between the dangers of injury
from accident
THE AMERICAN DATA. 261
on the continental railroads and on those of Great Britain
and America. The several systems are operated on wholly different
principles, to meet the needs of communities between whose modes
of life and thought little similarity exists. The continental
trains are far less crowded than either the English or the American,
and, when accidents occur, fewer persons are involved in them.
The movement, also, goes on under much stricter regulation and
at lower rates of speed, so that there is a grain of truth in
the English sarcasm that on a German railway "it almost seems
as if beer-drinking at the stations were the principal business,
and traveling a mere accessory."
Limiting, therefore, the comparison to the railroads of Great
Britain, it remains to be seen whether the evil reputation of
the American roads as respects accidents is wholly deserved. Is
it indeed true that the danger to a passenger's life and limbs
is so much greater in this country than elsewhere?Locally,
and so far as Massachusetts at least is concerned, it certainly
is not. How is it with the country taken as a whole?The
lack of all reliable statistics as respects this wide field of
inquiry has already been referred to. We have no trustworthy data.
We do not know with accuracy even the number of miles of road
operated; much less the number of passengers annually carried.
As respects accidents, and the deaths and injuries resulting therefrom,
some information may be gathered from a careful and very
262 RAILROAD ACCIDENTS.
valuable, because the only, record which has been preserved
during the last six years in the columns of the Railroad Gazette.
It makes, of course, no pretence at either official accuracy
or fullness, but it is as complete probably as circumstances will
permit of its being made. During the five years 1874-8 there have
been included in this record 4,846 accidents, resulting in 1,160
deaths and 4,650 cases of injury;being an average of 969
accidents a year, resulting in 232 deaths and 930 cases of injury.
These it will be remembered are casualties directly resulting
either to passengers or employees from train accidents. No account
is taken of injuries sustained by employees in the ordinary operation
of the roads, or by members of the community not passengers. In
Massachusetts the accidents to passengers and employees constitute
one-half of the whole, but a very small portion of the injuries
reported as sustained by either passengers or employees are the
consequence of train accidents,not one in three in the case
of passengers or one in seven in that of employees. In fact, of
the 2,350 accidents to persons reported in Massachusetts in the
nine years 18708, but 271, or less than twelve per cent., belonged
to the class alone included in the reports of the Railroad
Gazette. In England during the four years 1874-7 the proportion
was larger, being about twenty-five instead of twelve per cent.
For America at large the Massachusetts proportion is undoubtedly
the most nearly correct, and the probabilities would
GUESSING AT STATISTICS. 263
seem to be that the annual average of injuries to persons incident
to operating the railroads of the United States is not less than
10,000, of which at least 1,200 are due to train accidents. Of
these about two-thirds may be set down as sustained by passengers,
or, approximately, 800 a year.
It remains to be ascertained what proportion this number bears
to the whole number carried. There are no reliable statistics
on this head any more than on the other. Nothing but an approximation
of the most general character is possible. The number of passengers
annually carried on the roads of a few of the states is reported
with more or less accuracy, and averaging these the result would
seem to indicate that there are certainly not more than 350,000,000
passengers annually carried on the roads of all the states. There
is something barbarous about such an approximation, and it is
disgraceful that at this late day we should in America be forced
to estimate the passenger movement on our railroads in much the
same way that we guess at the population of Africa. Such, however,
is the case. We are in this respect far in the rear of civilized
communities. Taking, however, 350,000,000 as a fair approximation
to our present annual passenger movement, it will be observed
that it is as nearly as may be half that of Great Britain. In
Great Britain, in 1878, there were 1,200 injuries to passengers
from accidents to trains, and 675 in 1877. The average of the
last eight years has been 1,226. If, therefore,
264 RAILROAD ACCIDENTS.
the approximation of 800 a year for America is at all near
the truth, the percentage would seem to be considerably larger
than that arrived at from the statistics of Great Britain. Meanwhile
it is to be noted that while in Great Britain about 25 cases of
injury are reported to each one of death, in America but four
cases are reported to each deatha discrepancy which is extremely
suggestive. Perhaps, however, the most valuable conclusion to
be drawn from these figures is that in America we as yet are absolutely
without any reliable railroad statistics on this subject at all.
Taken as a whole, however, and under the most favorable showing,
it would seem to be a matter of fair inference that the dangers
incident to railroad traveling are materially greater in the United
States than in any country of Europe. How much greater is a question
wholly impossible to answer. So that when a statistical writer
undertakes to show, as one eminent European authority has done,
that in a given year on the American roads one passenger in every
286,179 was killed, and one in every 90,737 was injured, it is
charitable to suppose that in regard to America only is he indebted
to his imagination for his figures.
Neither is it possible to analyze with any satisfactory degree
of precision the nature of the accidents in the two countries,
with a view to drawing inferences from them. Without attempting
to do so it maybe said that the English Board of Trade
CAUSES OF ACCIDENTS. 265
reports for the last five years, 1874-8,* include inquiries
into 755 out of 11,585 accidents, the total number of every description
reported as having taken place. Meanwhile the Railroad Gazette
contains mention of 4,846 reported train accidents which occurred
in America during the same five years. Of these accidents, 1,310
in America and 81 in Great Britain were due to causes which were
either unexplained or of a miscellaneous character, or are not
common to the systems of the two countries. In so far as the remainder
admitted of classification, it was somewhat as follows:
* During these five years there were in Great
Britain four cases of collision between locomotives or trains
at level crossings of one railroad by another; in America there
were 79. The probable cause of this discrepancy has already been
referred to (ante pp. 194-7).
266 RAILROAD ACCIDENTS.
The above record, though almost valueless for any purpose of
exact comparison, reveals, it will be noticed, one salient fact.
Out of 755 English accidents, no less than 406 came under the
head of collisionswhether head collisions, rear collisions,
or collisions on sidings or at junctions. In other words, to collisions
of some sort between trains were due considerably more than half
(54 per cent.) of the accidents which took place in Great Britain,
while only 88, or less than 13 per cent. of the whole, were due
to derailments from all causes. In America on the other hand,
while of the 3,763 accidents recorded, 1,324, or but one-third
part (35 per cent.) were due to collisions, no less than 586,
or 24 percent, were classed under the head of derailments, due
to defects in the permanent way. During the six years 1873-8 there
were in all 1698 cases of collision of every description between
trains reported as occurring in America to 1495 in the United
Kingdom; but while in America the derailments amounted to no less
than 4016, or more than twice the collisions, in the United Kingdom
they were but 817, or a little more than half their number. It
has already been noticed that the most disastrous accidents in
America are apt to occur on bridges, and Ashtabula and Tariffville
at once suggest themselves. This is not the case in Great Britain.
Under the heading of "Failures of Tunnels, Bridges, Viaducts
or Culverts," there were returned in that country during
the six years 1873-8
THE COST OF ACCIDENTS. 267
only 29 accidents in all; while during the same time in America,
under the heads of broken bridges or tressels and open draws,
the Gazette recorded no less than 165. These figures curiously
illustrate the different manner in which the railroads of the
two countries have been constructed, and the different circumstances
under which they are operated. The English collisions are distinctly
traceable to constant overcrowding; the American derailments and
bridge accidents to inferior construction of our roadbeds.
Finally, what of late years has been done to diminish the dangers
of the rail?What more can be done?Few persons realize
what a tremendous pressure in this respect is constantly bearing
down upon those whose business it is to operate railroads. A great
accident is not only a terrible blow to the pride and prestige
of a corporation, not only does it practically ruin the unfortunate
officials involved in it, but it entails also portentous financial
consequences. Juries proverbially have little mercy for railroad
corporations, and, when a disaster comes, these have practically
no choice but to follow the scriptural injunction to settle with
their adversaries quickly. The Revere catastrophe, for instance,
cost the railroad company liable on account of it over half a
million of dollars; the Ashtabula accident over $600,000; the
Wollaston over $300,000. A few years ago in England a jury awarded
a sum of $65,000 for damages sustained through the death of a
single individual.
268 RAILROAD ACCIDENTS.
During the five years, 1867-71, the railroad corporations of
Great Britain paid out over $11,000,000 in compensation for damages
occasioned by accidents. In view, merely, of such money consequences
of disaster, it would be most unnatural did not each new accident
lead to the adoption of better appliances to prevent its recurrence.*
To return, however, to the subject of railroad accidents, and
the final conclusion to be drawn from the statistics which have
been presented. That conclusion briefly stated is that the charges
of recklessness and indifference so generally and so widely advanced
against those managing the railroads cannot for an instant be
sustained. After all, as was said in the beginning of the present
volume, it is not the danger but the safety of the railroad which
should excite our special wonder. If any
* The other side of this proposition has been
argued with much force by Mr. William Galt in his report as one
of the Royal Commission of 1874 on Railway Accidents. Mr. Galt's
individual report bears date February 5, 1877, and in it he asserts
that, as a matter of actual experience, the principle of self-interest
on the part of the railway companies has proved a wholly insufficient
safeguard against accidents. However it may be in theory, he contends
that, taking into consideration the great cost of the appliances
necessary to insure safety to the public on the one side, and
the amount of damages incident to a certain degree of risk on
the other side, the possible saving in expenditure to the companies
by assuming the risk far exceeds the loss incurred by an occasional
accident. The companies become, in a word, insurers of their passengers,the
premium being found in the economics effected by not adopting
improved appliances of recognized value, and the losses being
the damages incurred in case of accident. He treats the whole
subject at great length and with much knowledge and ability. His
report is a most valuable compendium for those who are in favor
of a closer government supervision over railroads as a means of
securing an increased safety from accident.
AND YET IT IS SAFE! 269
one doubts this, it is very easy to satisfy himself of the
fact,that is, if by nature he is gifted with the slightest
spark of imagination. It is but necessary to stand once on the
platform of a way-station and to look at an express train dashing
by. There are few sights finer; few better calculated to quicken
the pulse. It is most striking at night. The glare of the head-light,
the rush and throb of the locomotive,the connecting rod
and driving-wheels of which seem instinct with nervous life,the
flashing lamps in the cars, and the final whirl of dust in which
the red tail-lights vanish almost as soon as they are seen,this
is well calculated to excite our admiration; but the special and
unending cause for wonder is how, in case of accident, anything
whatever is left of the train. As it plunges into the darkness
it would seem to be inevitable that something must happen, and
that, whatever happens, it must necessarily involve both the train
and every one in it in utter and irremediable destruction. Here
is a body weighing in the neighborhood of two hundred tons, moving
over the face of the earth at a speed of sixty feet a second and
held to its course only by two slender lines of iron rails;and
yet it is safe!We have seen how when, half a century ago,
the possibility of something remotely like this was first discussed,
a writer in the British Quarterly earned for himself a
lasting fame by using the expression that "We should as soon
expect people to suffer themselves
270 RAILROAD ACCIDENTS.
to be fired off upon one of Congreve's ricochet rockets,
as to trust themselves to the mercy of such a machine, going at
such a rate;"while Lord Brougham exclaimed that "the
folly of seven hundred people going fifteen miles an hour, in
six trains, exceeds belief." At the time they wrote, the
chances were ninety-nine in a hundred that both reviewer and correspondent
were right; and yet, because reality, not for "he first nor
the last time, saw, fit to outstrip the wildest flights of imagination,
the former at least blundered, by being prudent, into an immortality
of ridicule. The thing, however, is still none the less a miracle
because it is with us matter of daily observation. That, indeed,
is the most miraculous part of it. At all hours of the day and
of the night, during every season of the year, this movement is
going on. It never wholly stops. It depends for its even action
on every conceivable contingency, from the disciplined vigilance
of thousands of employees to the condition of the atmosphere,
the heat of an axle, or the strength of a nail. The vast machine
is in constant motion, and the derangement of a single one of
a myriad of conditions may at any moment occasion one of those
inequalities of movement which are known as accidents. Yet at
the end of the year, of the hundreds of millions of passengers
fewer have lost their lives through these accidents than have
been murdered in cold blood. Not without reason, therefore, has
it been asserted that, viewing at
A CREDITABLE MONUMENT. 271
once the speed, the certainty, and the safety with which the
intricate movement of modern life is carried on, there is no more
creditable monument to human care, human skill, and human foresight
than the statistics of railroad accidents.
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