davidaulloa/AmericanStories huggingface dataset:
The daily journal. (Salem, Or.) 1899-1903, 1902-01-31
HOTEL ARR lVALS.
WdIt shI we awe tor Oesert I

Thls question arises In the family
every day. Let us answer II today.
Try Jell-O, q delicious and healthful
dessert. Prepared IN two nlAutes,
No boiling! no bakingl simply add
boiling water and set to cool Fla.
vors Lemon. Orange Raspberry and
Strawberry. Get 4 package a. your
Rrocor's fodsy. 10 eta.
GA 20 II ia.
Bears the hIho Kind YOU Have A.aays DOugh
Signature at &I1I3Zl;tZ5<
The daily journal. (Salem, Or.) 1899-1903, 1902-01-31

WOOD.-Diy second growth fir, foot,
delivered to houses and stores prompt.
ly. Leave orders with Il. l.. Wade.
No Salem, and w. A. White, 2l0
Commercial. | 2Slf
The daily journal. (Salem, Or.) 1899-1903, 1902-01-31

ATTENTION FARMERS-Oats, Barley,
Hay and Prunes wanted, Win buy OF
store. Chopping done promptly. Get
our prices before you sell. Office op-
posite Court House. Tillson-Bartlett
Grain Co.
The daily journal. (Salem, Or.) 1899-1903, 1902-01-31
CLASSIFIED &c &c
WANTED.

Advertisements. five lines or less. In thls sonur
inserted three times for 2se, soc Week, ST SO
month All over five lines al the same rate
The daily journal. (Salem, Or.) 1899-1903, 1902-01-31

Is the only line
operating a week
ly Pers o n ally
Conducted luut-
let Excursion car
betwee n Port
land and Chica-
The daily journal. (Salem, Or.) 1899-1903, 1902-01-31
The Great
Rock Island
Route

AHA AuA
Route sstgssP betty s,,I Port Port
90 change via the Worlds greatest Seem
ic line, making close connection. at Chr
caRo IN Un on Depot for all points East.
Daily standard sleeping Vsu1saygfp-ww
car between Salt Lake .t9iettt
City, Denver aud Chicago, ,iAlsllRg
Buffet, Library smoking
ears between Pueblo, Den.
Yer aud Chicago The best aud most
reasonable dining car service between
Pueblo aud Chicago. Ifyou are going to
Kansas City, Omaha. Des MOines, Chi-
clRo or any 60 81, you should en-
qllre about Great Rock Island Route
b s1re purc ng your ticket. Ask
your neAres ket agent about It., or
write for ers and any information
de sired, A. II. COOPER,
Gent. Agt. Portland, Or.
The daily journal. (Salem, Or.) 1899-1903, 1902-01-31

MRS. c. H. WALKER
1875 Commercial ~.
The daily journal. (Salem, Or.) 1899-1903, 1902-01-31
BU,NEss CARDS.

Successor 20 DR., j. VI. Keene, In
White Corner, Salem ore. Parties de-
string superior operations At moder
ies IN any branch are in nesptsial request
Omaha daily bee., 1902-09-14

to speak of, and naturally they slipped
as soon as they were called upon to haul
a load. OF course the new machines had
to be rebuilt before they could be put
into active service.
Not only are the locomotive builders Of
the world approaching one another as to
types Of engines-though still wide apart in
many things-but railroad managers the
world over are coming closer together in
their general practice.
Thus while the block signal system was
an accomplished success abroad long be-
fore it was introduced here, the block
systems on our great lines are now the
best in the world, and an automatic Amer
lean system is actually being introduced
on one of the big English roads.
So it is with regard to roadbeds. Orig
inally the American roadbeds were in
comparably inferior to the English and
European roadbeds, but the roadbeds OF
som of the best American lines are now
the finest in existence, and the work of
improving them has hardly begun, though
since 1897 nearly $1,000, 900, 900 has been
laid out. This year the combined expendi-
lures in improving American roadways-
cutting down grades, Strengthening curves
and laying heavier rails and abolishing grade
crossings-will amount literally to hundreds
of millions-perhaps $500, 600, 900, a sum
quite vast enough to bankrupt a score OF
the most important old world lines.
Omaha daily bee., 1902-09-14
A Few COnundrumS

New York World: What has only one foot?
A stocking.
How do bees dispose of their honey? They
cell it.
What game do the waves play at? Pitch
and toss.
What sort of men are always above board?
Chessmen.
Who is the oldest lunatic on record? Time
out Of mind.
What soup would cannibals prefer? A
broth of a boy
When is a man more than a man? When
he is beside himself.
What is a muff? Something that holds a
lady's hand and doesn't squeeze it.
When is a clock on the stair dangerous?
When it runs down and strikes one.
Why is a pig in the kitchen like a house
on fire? The sooner it's out the better.
Omaha daily bee., 1902-09-14

" " Ii WHICH, u tlBuL .lOuo bdCus NIdu-
ually the capacity Of cars has Increased till
1t averages nearly four times as much.
Five years ago thirty tons was generally
new cars will carry forty tons each. The
big. new steel cars will carry fifty tons
apiece. When the eight-ton cars were in
use fourteen cars was a load. The mas
sive new freight locomotive of today Will
haul seventy-dve of the new steel cars.
loaded, on the dead level, or sixty over the
grades and curves of such a trunk line as
the New York Central or Pennsylvania.
American locomotives are the most
economical in the world for hauling such
trains. Hauling the short, light trains Of
goods Wagons" used on English roads 1t
is quite likely that they are wasteful.
So far as efficiency under dificult and
varying conditions goes the American loco
motive is far and away the best machine.
This was shown away back in 1888, sixty
four years ago, when the first Yankee en-
CINE was imported into England.
The Birmingham & Lancaster railway
was completed in that year. There was one
stretch Of road on the line that for
economy's a had a gradient OF one in
thlrty-seven, or nearly IA feet to the mile,
and 1t was freely predicted by the Eng
lish that no locomotive could be built that
could haul a train OF loaded goods wag-
CONS" up such a line. Brunei, then the
greatest engine builder in the United
Kingdom. admitted his fear that the pre-
diction was correct. The civil engineer
who had laid out the line. one Captain
Morrison, was severely criticised for in
Producing the grade, and he began to be
afraid that the road would be a failure, es-
p~ecially as the two Stephensons. one OF
whom had built the first practical locomo-
tive, agreed with Brunei.
But Morrison had not ventured on. SO
steep a grade without some justification.
Before laying out the line he had heard
that even sleeper grades were in exist
ence on American railroads and that Amer
lean engines were successfully operated
over them. So, without advertising his ac-
tion to the world, he sent to Philadelphia
many months In advance Of the roads
opening and ordered an engine from a con
Germ which has since become the most
famous engine building establishment in
the world. He was so fearful that the en-
CINE would not reach England in time for
the opening, II is said, that he purposely
delayed the work a little.
The American builders were as prompt
then as now, however, and the machine
was landed on British soil quite early
enough to suit Captain Morrison's purpose
Railroad openings were a great novelty
IN those days. and this one was witnessed
by a great crowd. Naturally the interest
centered on the Lickey incline, as the
stretch Of heavy grade was termed. wher
Captain Morrison brought out his Yankee
engine. saying he had a machine that he
was sure could haul an ordinary goods
train" up the incline. there was amaze
ment ali round, The engine differed IN
many obvious ways from the English ones
Omaha daily bee., 1902-09-14

together, which looked very odd in British
eyes. used only to locomotives with one
pair Of drivers. Besides, the Yankee en-
CINE lacked in finish. In fact, II was so
roughly built that the crowd jeered openly
and the chronicles OF the day relate that
Captain Morrison was made visibly nervous
by the hostile demonstration
He sent the engine to it's work, though,
coupling 1t to several goods Wagons"
holding thirty-four long" tons in the ag-
gregate. AS the ungainly machine rolled
along a level stretch of track before TAX
ing the grade the jeers Of the crowd grew
into a loud chorus of disapproval. This
was moderated somewhat as the machine
began to climb, but predictions that it
would soon become STALLED" were freely
made. They were soon silenced, though,
for in less than eleven minutes the engine
had mounted the incline at an average
speed OF fourteen and a half miles an hour.
This changed the jeers into a storm Of
applause from the throng at the top OF the
grade and Captain Morrison's nervousness
was succeeded by a corresponding degree of
citation. Contrariwise. the British loco
motive builders were beside themselves
with chagrin, and BURY, whose standard
as a builder was second only to Brunel's,
utCldItu luhl huBllSu tuBlutS NOulu Il L ltdSl
duplicate the exploit of the American ma
chine. An engine OF the newest and best
type was accordingly brought from Liver
pool and started empty" up the grade.
There was no jeering at the start, for
the crowd as well as BURY and Brunei
wanted to see a demonstration Of British
supremacy. Bravely the engine set out to
duplicate the previous performance, the
drivers moving merrily round and round,
keeping time to the rapid exhaust. When
the grade was struck the machine began TO
move slower and more slowly. Presently
the single pair OF drivers began to slip,
while the exhaust was Quickened into a
nervous succession OF snoTts. Then, before
half the grade had been overcome, the ma
chine came to a full stop and all hands had
to acknowledge that the despised Yankee
engine had done better than the best OBJ
tainable machine OF British make. Then
there was jeering a-plenty and the crowd
dispersed much disheartened at the result.
The chief point in favor OF the American
locomotive on that occasion lay in Its
coupled driving wheels. American build
ers had learned early that engines with
two pairs Of driving wheels coupled could
haul heavier loads and could climt
much sleeper grades than engines with only
one pair OF drivers. That was because two
sets OF drivers afforded two bites" on each
rail, whereas one pair had only one bite, -
or just half a. much t~ractive power.
1t took the English railroad men many
years to grasp this simple theory. albeit It
was amply backed up by experience, and
fully demonstrated in England on that
memorable day siXty-four years ago.
Indeed. English engines furnished with
only one pair OF drivers are often TO be
seen to this day, and II was not till a few
years ago, comparatively, that coupled
Omaha daily bee., 1902-09-14

drivers were seen in any numbers on Brit
ish roads. 1t should be explained, how
ever, that with relatively light trains a
single pair of drivers is as efficient on the
best English roads as double drivers
coupled are on the average American line.
This is because the English lines were
from the beginning much better and more
extensively built than American ones. The
early English railway builders spent thou
sands Of pounds in fills and cuts to avoid
grades and curves that the early American
builders would have cared nothing about.
Thus the American and English types of
locomotives, practically identical at the
start, when American as we'll as English
machines were built with one pair Of
drivers only, diverged rapidly, being fur
thest apart some twenty or thirty years
ago. Today they are much closer, for
many of the new and heavy British loco.
motives have at least two pairs of drivers
coupled, while a few have three. The
American heavy freight engine OF the
latest type almost invariably has four
pairs, but the English have not yet gone
that far.
Notwith landing the now generally ac-
knowledged superior ~tractive power Of the
engine with coupled drivers, American en-
gines are occasionally to be seen with only
one pair Of drivers. One of the famous
fast trains between Philadelphia and At
lartic City, for instance, is hauled regularly
by such an engine without trouble since
the road is virtually without grades or
curves.
The coupling of the drivers was not the
only point in favor Of the Yankee engine
away back in 1888. Its drivers were so
placed as to bear the greater part of the
machines weight, thus holding down" the
machine to its work, while drivers of the
competing English machines bore little
more than a third of its weight. Ten OF
fifteen years later the Hudson River rail-
road authorities being anxious to increase
the speed OF their passenger trains Ia
match English railroad speeds, which Their
led the world, threw all practical American
railroading experience to the winds. They
built a number Of locomotives possessing
all the defects OF the English type and
none OF its excellences. First Of all they
htted each engine with single-pair drivers
eight feet In diameter quite as large as
the drivers OF the neetest steam monsters
OF today, These experimental engines ran
like creased lightning" when not loaded
and the trial Of the first one light" reused
the most eXtravagant hopes for 'mile-a-
minute trains. With a load, however, the
new type engines could not compete with
the regulation American type mounted on
coupled drivers only four feet in diameter.
For som time all hands and the cook in
the Hudson River railroad management were
puzzled nightly, but after a while an
engine driver told them wherein their mis-
take lay. Besides adopting the single-pai
driver type the axle Of the drivers was set
back OF the boiler, so as to bear only a
small fraction Of the machines total
weight. 1t rested mainly on the forward
trucks and thus the drivers bore no weight
Omaha daily bee., 1902-09-14

UIIZSHM can Dullt maCnlneS were sOlu III
- foreign countries, as against l6l
in 1890, seems to indicate that our engines
are increasing in popularity in other coun-
tries. But the truth lies the other way,
In a measure at least. They may like our
locomotives better than any other in Mex
leo, in South America. in Japan and pos
sibly In Russia, but they don't In England
or Germany or France. In every one of
these countries the engine drivers complain
that our machines are wasteful Of fuel,
that 1t takes an inordinate lot OF oil to
keep their joints fabricated, that the work
manship on them is defective, thus neces-
stating unusual and excessive repair ex-
penses, and so on.
Not all OF these complaints are well
founded by any means, being prompted in
some instances by sheer animosity against
American machines, but the fact remains
that while our locomotives average up to
the best. there are points probably In which
they are excelled by foreign machines, es-
pecially for use on foreign lines.
There is no doubt, for instance, that
English locomotives are more carefully I'm
ished. nor that often they can do the work
required on an English railroad with less
fuel consumption than can the American
machines.
Why. then, do the foreign railroads buy
engines Of American make? Because they
are forced to do so or get along without
them for months and months after they are
demanded by the trafic necessities of the
roads. For American locomotive makers,
like American bridge builders, have a habit
Of hustling at their work, and, owing to
certain manufacturing methods not prac-
ticed abroad, can turn out more work In
less time than the locomotive makers OF
any other country on earth. Besides, 9TH
price is right"
Notwithstanding all the foreign criti-
cisms OF our railroads-and some OF these
criticisms are more than founded on truth
the American railroad system is by Ions
odds the most efficient in the world. IT.
method OF handling passengers is NOR,
economical, II has more fast trains and III
passengers travel more comfortably, Only
the most preJudiced OF Englishmen or Ger
mans or Frenchmen deny that.
But our freight carrying methods ar,
immeasurably superior to those of tn,
foreign roads. There isn't a railroad OF an!
consequence in the United states today tina
could operate its freight department on thu
basis OF freight operation abroad withou
running the great danger OF falling into
receivership, since the cost per ton mile
on any good American line is only a frac
tion OF the ton mile cost on the best o
the foreign lines, This, despite the fac
that our roads show grades and curves tina
would be impossible OF operation with rail
road equipment that is considered quit,
adequate abroad.
We use heavier engines and bigger
freight ears than anybody else. In the 500
our freight cars were eig~ht-wheelers ant
the capacity of the cars was figured at d
Omaha daily bee., 1902-09-14
A Devoted Couple

Boston Transcript: Mrs. Hartt-Yes,
have no doubt there are unhappy marriages,
but really l cannot understand how they
are possible. Now, there's George and l,
we are so devoted. He says he could not
exist without me, and I'm sure live only
for him.
Mrs. Greene-You are really to be con-
graduated, both OF you. By the way, how
long have you been married?
Mrs. Hartt-Just a week day after to-
morrow.
Omaha daily bee., 1902-09-14
First American Locomotive Exported to England

he recent report Of the census
bureau on locomotives which
showed that in 1900. 52E Ameri-
can built machines were sold in
fnreipn countries. as against l6l
The Weiser signal. [volume] (Weiser, Idaho) 1890-1904, 1902-09-10
Good Property.

Geo. W. Herrln of Portland was
in Weiser Saturday, on his way home
after spending the season in Thunder
Mountain district He. and three
others own the Lucky Star group Of
five claims ON johnson creek 'in the
Yellow Pine basin, 20 miles this side
of the Dewey mine. They have .
SPLENDID property there, having =
7O-foot ledge of concentrating orc
that yields assays running from tl1.
25 to $50 per ton. Mr.. Herrin states
that while visiting the Dewey mine
recently the superintendent showed
him two gold bricks of the value of
$2500 each. That company is hav-
ing the final surveys made for the
wagon road and without doubt in
tends to push the operations on the
mine as rapidly as possible.
The Weiser signal. [volume] (Weiser, Idaho) 1890-1904, 1902-09-10
SELECTED RESERVOIR
SITE IN LOST VALLEY
Directors of Weiser Irriga-
tion District Take I'm
portant step.

A move fraught with vital import
ance to the entire Weiser valley was
insugurated last week. The direct
ors of the Weiser irrigation district,
on the strength Of information given
A. G. Butterheld, ordered Engineer
Utter to make survey Of reservoir
site in Lost Valley and make reser-
volr site filing thereon. Mr.. Utter,
assisted by Houston Brizendlne and
Others left at once for that place and
completed the task, arriving home
last evening.
They found the place described by
Mr.. Butterfeld to be natural res
ervoir site The dam at the outlet
will be but 200 feet long at the top
and about 80 feet high. The base at
the dam site is good rock bottom,
and it is believed that dam having
rock core and dirt on either SIDE
will be practicable, The reservoir
will contain about 700 acres and
have an average depth of 27 feet.
Two brothers named Ryan have Ill
lings on 800 acres, and Marshal
Dickerson, Jr has recently fled OF
= small tract of it. The land va
ali filed ON by Mr.. Utter for tn
district for reservoir, an
1 the settlers will of courss re
ceive remuneration for their inter
4 ests. All honor to Messrs Benson
Bptterfeld, Hopper, Green an
Hemenwny, directors of the new irr
CATION district, for their promptnes
in grasping this opportunity to IN
crease our water supply.
The Weiser signal. [volume] (Weiser, Idaho) 1890-1904, 1902-09-10
Dewey Enterprise.

VIM. H. Dewey still holds fast to
his determination to make Nampa
the metropolis OF Idaho He contin-
ues to take steps with that end in
view. His latest venture is the es-
tablisment OF department store
1t is not yet established, but Dewey
has announced that it will be. He
is man Of few words and many
aeeds, and when he says he will do 9
thing, he will do it, and in no small
way, either. Idaho World
The Weiser signal. [volume] (Weiser, Idaho) 1890-1904, 1902-09-10


The democrats of Idaho met at
Pocatello last week and placed =
strong ticket in the field. Hon. Ed
Adams of this county was selectsd
as the candidate for lieutenant
governor. Hon. Frank Harris of
Weiser was nominated for Judge of
the third judicial district. The
ticket:
Oongressman-Joseph H. Hutch
inson of Ada.
Governor-Frank W. Hunt OF
Lemhi.
Lieutenant Governor-W e. Ad-
ans OF Washington.
Supreme JUDGE. X. Fogg of
Idaho.
Secretary of State-C. j. Bassett
of Bingham.
Attorney General-F. d. Culver
of Nez Perce.
uperntendent of Public Instruct
iOn-Miss PermeaI French of Blaine
Mine Inspector. H. Nordquist
of Shoshone.
The Weiser signal. [volume] (Weiser, Idaho) 1890-1904, 1902-09-10
FayorS Large Organization.

The Statesman is in receipt of sthe
following communication from N. A.
j Jacobson, the. well known Payette
fruit grower:g
Editor Statesman-I noticed in
your issue of today that Meridian
had formed fruit company, which
brings to mind the matter Of the
benefits that may be derived from
fruit unions, if carried out.
Having grown and shipped fruit to
eastern markets for number OF
years, it is only natural that it would
give the shipper some insight into
the conditions of things connected
with it.
There is hardly ever, in America,
at any season, more fruit than could
be consumed, at fair price to the
grower and shipper, properly dis
tributed. But it seems the greatest
trouble in good fruit season is the
congestion OF the shipment in few
of the leading markets, which is
caused by improper distribution.
1t seems that this glut or conges
ton could be greatly relieved il al
these different sections that come in
to the market at about the sam'
', time. such as Boise, Payette, Weiser
. Walla Walla, and other Washington
and Oregon points, would form on
union only for the purpose of distri
button. 1t could be done, l think
by one in Chicago for instance. A
, cars should be billed to that office
% and by that Office distributed to bes
= points This union should have on
responsible house in each city, t
pass it through the auction, -th
. money to be returned direct to tb
: = shipper, except trife, or SC. muc
. as it should cost to maintain tt
= Chicago office. The objection mIgi
~ be raised that it would be imposslb
to get 80 much fruit into one uniol
and it must be admitted to be qui
= an undertaking. But it appears th
w. II only half Of it could be secure'
this half would reap the benefit
q intelligent distribution and beiI
The Weiser signal. [volume] (Weiser, Idaho) 1890-1904, 1902-09-10
0NE MORN STEP IN
MARCH 0F PROGRESS
PAYETTE PEOPLE WILL BUILD A CAM
NERY--THE FIRST EVER ES- .
TABLISHED ON SNAKE
RIVER.

The Signal has been congratulat-
png itself on the fact that the enter
nrisrg mel at the head of the
Weiser Fruit Land and Investment
COMPANY are planning earnestly to
secure canning factory for Weiser
next season. 1t feels that this sec
|tion of Idaho is destined to become
Ia great cannery centre, as the ground
lis adapted to fruit and vegetable
raising, and the home market will
absorb all the canned products that
will be produced for years 1t is
with great pleasure, therefore, that
we read in the Capital News the fol-
lowing telegram from our sister city
pf Payette:
.Within the past few days the in
|tial steps have been taken toward
another big industry for this place
In the shape Of a canning factory.
A building Is now being erected for
the establishment on the south side
Of town near the big saw mill and
|aouriug mill. The Payette Canning
company is the concern which Is put
|ting in the plant, it having been