Section foremen do not seem to realize the importance of examining the whip guards for overhead obstructions every time they pass them to see that they are in proper position and if not, pull them down with the hook provided for that purpose. If the roadmasters would be more particular to see that this is done we would have fewer accidents of this kind in the future. And in removing hand cars in yards, place them far enough away from the rails so that a man riding on the side of a freight car won't be struck by them, as happened to A. T. Swanson, brakeman, injured at Tracy, Aug. 30; he was hanging on the side of a car, and was struck by the handle of a hand car, which had been left too near to clear a man on a car. ACCIDENTS CAUSED BY CARELESSNESS OF ENGINEMEN I shall next call your attention to accidents caused by carelessness of enginemen which should not have happened and with proper care and thoughtfulness will not occur in the future: George Bowman, engineman, killed at Holstein, on Sept. 9; caused by engine running off the track, this being the end of the road, and the first time Bowman or any of the crew on the train, other than one brakeman, had been over the line. A section foreman, who was sent along as pilot, claims to have told Bowman when he came to the Y, north of the depot, but Bowman paid no attention to the warning, and made no effort to stop. This engineman had been on duty for 14 hours when he got to Creever, at about 12 o'clock midnight, and asked for 8 hours' sleep, but was sent out again in four hours and a half. Michael O'Neill, turntable man, injured Oct 17, at Patten; he was pushing turntable with engine on it, and while doing so engine ran off before he got it to the stall where it was to go in; struck him on left shoulder. Ralph Burnham, rear brakeman, train No. 55, seriously injured at Bradley, night of Dec. 21, by being caught between the tender of engine No. 641 and the mail car. This man was standing on east side of track and started to cross over to the west side to help couple the air, steam hose and whistle. He knew the engine was coming back, but owing to the amount of steam escaping from it did not realize it was so close, and before he could get over was caught. The steam was escaping from the steam hose at the back of the tender. It is customary for some engineers to have this steam blowing off as they are backing up to make couplings; others shut off the steam, as when it is blowing off it is almost impossible for the brakeman to see. Why should not all enginemen shut it off?