Chapter 26: A Saviour of Human Life

While Carleton enjoyed that kind of work, ethical, literary, benevolent, and political, which appealed to sentiment and aroused sympathy to the burning point, he was an equally faithful coworker with God and man in enterprises wholly unsentimental. He who waits through eternity for his creatures to understand his own creation, knows how faithfully good men can coöperate with him in plans which only unborn and succeeding generations can appreciate.

Out of a thousand illustrations we may note, along the lines of electric science, the names of Professor Kinnersly, who probably first led Franklin into that line of research which enabled him to “snatch the sceptre from tyrants and the lightning from heaven,” and Professor Moses Gerrish Farmer, who broke new paths into the once unknown. As early as 1859, Mr. Farmer lighted his whole house with electric lights, and blew up a little ship by a tiny submarine torpedo in 1847, and in the same year propelled by electricity a car carrying passengers. Yet neither of these names is found in the majority of ordinary cyclopedias or books of reference.

Familiar with such facts, both by a general observation of life, and by a special and critical study of the literature of patents and inventions, Carleton felt perfectly willing to devote himself to a work that he knew would yield but little popular applause, even when victory should be won, —the abolition of railway level or “grade” crossings.

During a brief morning call on Carleton, shortly after he had been elected Senator in the Massachusetts Legislature for the session of 1890, I asked him what he proposed especially to do. “Well,” said he, “I think that if I can get all grade crossings abolished from the railroads of the whole Commonwealth, it will be a good winter’s work.”

Forthwith he set himself to study the problem, to master resources and statistics, to learn the relation between capital invested and profits made by the railway corporation, and especially to measure the forces in favor of and in opposition to the proposed reform.

About this time, the chief servant of Shawmut Church was studying an allied question. While the “grade crossing” slew its thousands of non-travelling citizens, the freight-car, with its link-and-pin coupling, its block-bumpers, its hand-brakes, its slippery roofs, its manifold shiftings over frogs and switches, slew its tens of thousands of railway operatives. On the grade crossings, the victims were chiefly old, deaf, or blind men and women, cripples, children, drunkards, and miscellaneous people. On the other hand, the freight-cars killed almost exclusively the flower of the country’s manhood. The tens of thousands of hands crushed between bumpers, of arms and legs cut off, of bodies broken and mangled, were, in the majority of cases, those of healthy, intelligent men, between the ages of eighteen and fifty, and usually breadwinners for whole families. The slaughter every year was equal to that of a battle at Waterloo or Gettysburg. Fairy tales about monsters devouring human beings, legends of colossal dragons swallowing annually their quota of fair virgins, were insignificant expressions of damage done to the human race compared to that annual tribute poured into the insatiable maw of the railway Moloch. Every great line of traffic, like the Pennsylvania or New York Central Railway, ate up a man a day. Sometimes, between sunrise and sunset, a single road made four or five widows, with a profusion of orphans.

Yet two men, each of the name of Coffin, and each of that superb Nantucket stock which has enriched our nation and carried the American flag to every sea, were working in the West and the East, for the abolition of legalized slaughter. Lorenzo Coffin, of Iowa, a distant cousin of Carleton’s, whom so many railway men always salute as “father,” had been for years trying to throttle the two twin enemies of the railway man, alcohol, and the freight-car equipment of link-and-pin coupler and hand-brake. It was he who agitated unceasingly for national protection to railway men, and to the brakeman especially. He and his fellow reformers asked for a law compelling the use of a brake which would relieve the crew from such awful exposure and foolhardy risk of life on the icy roofs of the cars in winter, and for couplers which, by abolishing the iron link and pin, would save the constant and almost certain crushing of the hands which the shifting of the cars compelled when coupled in the old way.