of the hand, and 1 of two or more ribs; of crushed parts, 1 was an arm, 2 a hand, 1 a foot, and 12 were finger or fingers and toe or toes; of lost parts, 1 was a foot and 7 a finger.

SHOPMEN (MISCELLANEOUS AND NOT SPECIFIED).

In the following tables the injuries to all other shopmen (not including car repairers and machinists) during the period 1888 to 1907 are presented in the usual manner. The miscellaneous but specified employees were shop foreman, 1; boiler makers, 24; blacksmiths, 22; car builders, 21; plumbers, 8; tinsmiths, 4; pumpmen (not at roundhouses), 4; painters, 19; messenger boys, 3; and bolt inspector, 1. The injuries to which the table relates numbered 415, of which 14, or 3.4 per cent, were fatal, and 401, or 96.6 per cent, were nonfatal.

CAUSES OF ACCIDENTS TO SHOPMEN (MISCELLANEOUS AND NOT SPECIFIED) FATALLY AND NONFATALLY INJURED IN NEW JERSEY, 1888 TO 1907.

[Data compiled from the annual reports of the railroads of New Jersey to the state comptroller.] Shopmen (miscellaneous and not specified) injured.

In the next table are shown the nature and extent of the injuries.

in the 401 cases of nonfatal accidents which occurred in this group during the period 1888 to 1907:

NATURE AND EXTENT OF NONFATAL INJURIES TO SHOPMEN (MISCELLANEOUS AND NOT SPECIFIED) INJURED IN ACCIDENTS IN NEW JERSEY, 1888 TO 1907. [Data compiled from the annual reports of the railroads of New Jersey to the state comptroller.]

SUMMARY OF NONFATAL INJURIES TO SHOPMEN (MISCELLANEOUS AND NOT SPECIFIED), BY NATURE OF THE INJURY.

Train accidents were a prominent factor in the causes of accidental injury to this group of railroad shopmen, and a considerable number of the injuries were severe or serious enough to result in permanent disability. In one instance the injured person lost an arm and a leg and in another case suffered the loss of a leg. Of the 20 fractures, at least 13 were quite serious; 7 were of finger or fingers.

ACCIDENTS TO ROUNDHOUSE MEN.

Roundhouses are so called because they are built in circular shape with engine stalls on the circumference and an engine turning table or turntable in the center. Turntables are also often located elsewhere than at roundhouses. The arrangement of the roundhouse is admirably adapted to accommodate the largest number of engines in the least possible area, with due allowance for space to handle the engines, and room between when in their stalls to admit of making minor repairs, oiling, wiping, etc., without undue danger of injury from engines on adjoining tracks. The turntable makes it possible to shift the locomotives from one stall track to another with little loss of time, and, as a rule, crippled engines that can be repaired in the roundhouse are run on to tracks reserved specially for repair work, alongside of which are lifting cranes to facilitate the handling of heavy parts when the machinists find it necessary to remove them to make the repairs required. For illustration, if a steam-chest valve were broken, it would be necessary to lift off the jacket, which can be easily and quickly removed by the mechanical means available in the well-equipped roundhouse. The engines do not come from the road direct to the stall, but first are run on or over what is termed the ash pit. The ash pit is simply a pit or trench which extends between rails so that when the engine is over it the ashes from the ash pan and the cinders from the spark arrester may be shaken or dumped from the engine into the pit with the least labor and the greatest dispatch possible. There are ash pits at other points than at roundhouses, and turntables at various local terminal points along the line of any important railroad, but these accessories are necessary, and always form a part of the equipment of every roundhouse.

At the roundhouse the engines are cleaned, coaled, and supplied with water and sand. This involves various kinds of labor, and in the most important and busiest roundhouses there is greater differentiation of labor than is required in roundhouses where the engines are moved less frequently.

At terminal roundhouses, especially on the big railroads, different men or sets of men perform the various more or less distinct duties connected with the handling and care of the engines. In such a roundhouse there is a foreman with general supervision, and an engine dispatcher to see that the engines are ready for service on schedule time, and that, as far as possible, they are manned with the same crews from day to day. This function is important, for the crews become attached to an engine and take better care of it when they feel that, in a sense at least, it is their own. The engine dispatcher's duties are largely of an office nature. He has a clerk or messenger who calls the crews at their homes at the proper time. In recent years the telephone is used when the employee has one.

The hostler handles the engine after the regular engineman has brought it to the roundhouse. The hostler runs it over the ash pit, runs it to the sand house, takes it to the water tank, standpipe, plug, or other source of water supply, runs it on the turntable, and then into the stall assigned to it. In brief, he moves the engine from place to place, as required, while it is at the roundhouse.

Engine preparers see that the locomotives are provided with fuel, water, sand, etc., and watch them while in the roundhouse to see that the fires are properly banked, the boilers filled, etc. These men are also termed engine watchmen.

Engine wipers go over the engines with waste or other similar material and remove the excess oil and dirt from the working and other parts of the engine. On the road this work is also done more or less by the firemen while the engine is temporarily at rest at stations, in yards, or elsewhere. The engineman also wipes the main parts when he oils the engine. In the roundhouse engine wiping is an important part of the work in connection with the. general care of the engines.

Engine cleaners may or may not be wipers. When the work in the roundhouse is differentiated the engine cleaners are not, as a rule, much above the grade of common labor. They clean the cinders from the spark arresters and the ashes from the ash pans of the engines. In fact, in the busiest roundhouses the smokestack cleaners and ash-pan cleaners are separate employments.

The ash-pit cleaner shovels the ashes out of the pit. In the up-todate roundhouses dump cars are placed in the ash pits and are drawn or lifted out when filled. This method obviates rehandling the ashes by manual labor. There is always some spill, however, which requires to be shoveled out of the pit. The cleaning of the ash pit is done by low-grade labor.

The turntable operator, when power is used, occupies a little cabin at the edge of the turntable and operates the table with a lever. Tables which are seldom used are turned by manual labor by means of a long lever against which several men push when an engine requires to be turned. Such turntables are usually located at local terminal points where only one or two engines lay up.

In roundhouses many of the smaller repairs or adjustments of the parts of the locomotive can be made with economy of time, both to men and engines. Machinists and their helpers, therefore, form an essential and indispensable part of the labor force of every modern roundhouse. Sometimes important repairs can be completed while the locomotive is being wiped and otherwise prepared for its next trip. In this way the railroad equipment is made to serve at its highest capacity-an important economy when in rush days or seasons the road, at its best, is severely taxed to do the work required.

The hours of labor in the roundhouse are, as a rule, a full day of eleven or twelve hours, with the necessary intermission for the midday or midnight meal. Machinists, however, are often paid on the piecework plan. This system is said to be economical and generally satisfactory, with proper supervision to see that the work is not slighted. According to the returns made by the principal railroads of New Jersey to the bureau of statistics of labor and industries of that State, the class of labor included under the title engine wipers, etc., is employed, on an average, eleven or twelve hours per day, and the days that they are not on duty during the year average less than 50 out of the 365.

During the twenty years, 1888 to 1907, there were 195 injuries reported as having occurred to persons employed in the roundhouses of New Jersey, and of this number 13, or 6.7 per cent, were fatal and 182, or 93.3 per cent, nonfatal. Some of the injuries were probably the result of accidents at ash pits and turntables outside of roundhouses, and some of the engine cleaners, wipers, etc., also were probably injured while at work elsewhere than at roundhouses. The labor, however, is much the same whether done in or out of the roundhouse, and as it was not possible always to separate the injuries occurring at the roundhouse from those occurring elsewhere, they have all been grouped under the general heading of roundhouse employees.

The following table shows the number of injuries during the period 1888 to 1907 reported under titles indicating that the employees were engaged in roundhouse duties. The table shows the injuries by specific occupation titles, as far as reported, and the percentage of fatal of total injuries for each particular employment.

ROUNDHOUSE MEN FATALLY AND NONFATALLY INJURED IN ACCIDENTS IN NEW JERSEY, BY OCCUPATIONS, 1888 TO 1907.

[Data compiled from the annual reports of the railroads of New Jersey to the state comptroller.]