Illustrations of the danger that lurks in this permissive principle can be multiplied indefinitely. But, after all, it is only a link in the chain, for there are other features in the personality of railroad men that call for serious attention. The other day, within a few miles of Boston, an express passenger train approached a railroad crossing at grade. For some reason the gate-tender was negligent and failed to lower the gates. By reason of just such negligence, teams are frequently struck and lives are lost at these crossings. On all railroads, the rules are quite plain and unmistakable in regard to such matters. It is the duty of the engineman to report the incident to the management. As a matter of fact on this particular occasion the engineman failed to do so. He failed to appreciate the fact that the safety of the public at these crossings is altogether dependent upon the strict observance of the rules. He had scruples and emotional objections, perhaps, to reporting this gate-tender, and rather than do so he took all the chances in connection therewith, chief among which is the simple fact that on a railroad unchecked negligence can be depended upon to breed disaster. That railroad men in general are either indifferent to or ignorant of the importance of the above fundamental fact will be made still clearer by another illustration. On September 16, 1907, that is, on the day following the disaster at West Canaan, N. H., the writer was a witness of the violation of two most important rules by a number of enginemen, conductors, and brakemen. A switch leading from the west- to the east-bound main line was left open while an express passenger train was passing inward bound. A freight train was on the west-bound track waiting to back over. Two minutes later, _with his train only halfway in to clear the main line_, the engineman on the freight whistled in his flagman in the face of an accommodation passenger train which had followed the express. From beginning to end, on the permissive principle, it was a perfectly safe transaction, for there was a mile of straight track in both directions; but the rules for the running of the trains and for the safety of the public were violated. The witnesses were seven or eight veteran railroad men, who looked upon the affair as perfectly proper and justifiable under the circumstances. It never entered the heads of these men that the affair should be reported to the management. That some of the best men in the service should behave in this way, as it were in the very shadow of the accident at West Canaan, is almost inconceivable. Of course, if these incidents stood by themselves their significance might be comparatively trifling; but as a matter of fact they are illustrations of a condition which is thoroughly typical of American railroads. This condition or situation may be briefly yet correctly outlined as follows:-- There is practically _no out-on-the-road supervision_ on American railroads.