davidaulloa/AmericanStories huggingface dataset:
The Sentinel=record., 1912-09-06
THREE UNDER MINE.

Riwabik, Minn.. Sept. 4.-Fears are felt tonight for the safety of three men who were caught underground in the Riddy mine when it was flooded by cloudburst last night. The pumps are working to capacity and are talk ing water from the mine at the rate of about l,200 gallons a minute.
The Sentinel=record., 1912-09-06

The Implicit confidence that many people have in Chamberlanls Cos.c, Cholera and Diafrl1oea Remedy is founded on their experience i;i i;i the use of that remedy and their knowledge of the many remarkable cures of collie, diarrhoea and dysentery that it has effected. For sale by all dealers.
The Sentinel=record., 1912-09-06
STEAMER GROUNDED.

Liverpool, Sept 5.-The British steamer Wayfarer. from New Orleans, August 21, grounded on saudbaGk while attempting to enter the dock to- day. The steamer is not in seri ous position but may have to be light cred.
The Sentinel=record., 1912-09-06
RUNAWAY HORSE AT FAIR.

St. Paul, Minn., Sept 5.-Nine per. sons were injured. one of them prob ably fatally, by runaway horse on the fair grounds this afternoon. John Bergren of Minneapolis was thrown from his horse and dragged 150 feet through the crowd. Eight other per sons were knocked down.
The Sentinel=record., 1912-09-06

An article that has real merit should in time become popular That such is the case with Chamerlains Cough Remedy has been attested by many dealers H. w. Hendrickson, Ohio Falls, Ind. write, "Chamberlain's Cough Remedy is the best for coughs, colds and croup, and is my best sell Ter" For sale by all dealers.
The Sentinel=record., 1912-09-06
Crazy and Gibson waters. orders taken, Public Drug Co. S-20ti

Running up and down stairs, sweep ing and bending over making beds will no. make woman healthy or beau tiful. She must get out of doors, walk mile or two every day and take Chamberlain's Tablets to improve her digestion and regulate her bowels For sale by all dealers.
The Sentinel=record., 1912-09-06
COMPANY L ORDERED

Cheyenne, Wyo., Sept 5.-Official orders for the dispatch of Company l., United States signal corps. to Fl Paso, for service along the Mexican border, were received at Fort Russell today.
The Sentinel=record., 1912-09-06

The value of the crop for the past year. as stated, was $S10.2S0,764. to which, if the value of the cotton seed Is added, the actual wealth producing capacity Of the southern cotton farms would be $9S7. 7.710,073.
 Last year the total value. including seed was $1,0S0, ,133,527 so that for a crop, embracing 4.0lS,000 baIes more cotton and 1922 00O tons more seed, the south received nearly 92,500, 900 less in money.
 Mir. Hester apDroximates the actual growth at i6. 501 .000 bales and says that notwithstanding the enormous quantity produced, comparatively lit- tic old cotton remained in the cotton belt at the close of the season, and of that more than one-half was held in stock by southern mills, He approxi mates the amount of old cotton left over at 516,000 bales
 Colonel Hester states thah during the past year there was the heaviest consumption of American cotton on record, exceeding the previous maxi. mum of l90S-09 by 1.35S,000 bales. the surplus going to fill the vacuum oi the past two years and increasing the visible and invisible supply to 550,0OO in excess of the total which prevailed at the close of 1903.
The Sentinel=record., 1912-09-06

We deliver promptly anything. ang time. Public Drug Co, phone 6i5. t
The Sentinel=record., 1912-09-06

prescriptions called for, delivered Public Drug O.. phone 645. 4
The Sentinel=record., 1912-09-06
GIVES REASON F0R
 LOW PRICE COTTON
HESTER IN ANNUAL COTTON RE PORT SAYS CROP IS LARGER
 AND PRICE THE LOWEST.
Consumption of American Cotton Was Heavier During Past Year Than
 Ever Before, Says the Report.

New Orleans. Sept 5.-The cotton crop of the south for the year ending August 31, 1912, according to statis- tics compiled by H. G. Hester, secre- tary of the New Orleans cotton ex change, exceeded that of the previous year by 4,07S,331 bales. yet it's money value was $l07074.S25 less.
 This was due as much to the low grade of the crop as to the decrease in the price resulting from over-pro- duction
 It was the lowest in grade of any crop for the past ten years, the aver. age strictly low middling to middling comparing with slight shade under strics middling last year.
 Mir. Hester says that an acreage in cotton larger than ever before culti- vated in the southern states, induced by the high prices of the two previous years, uniformly dry and hot weather during the growing season, very late frons and long open fall for ahrvest ing. all combined towards the produc tion of crop larger by 2,300,00C bales than ever before recorded
 A further important factor, he says which contributed towards the sue cess of this monster crop was that the boil weevil was greatly reduced ir numbers over it's entire range.
 This, he says, according 70 the bu reau of entology of the United States department of agriculture, resulted from combination of climatic influ ences extending over period of abou three years. and st unfavorable wer, the conditnos that the insect was ex terminated in an area covering abou 23,000 square miles in the northwest ern portion of Texas and the westcrI portion of Oklahoma.
 For middling, the average price pc pound of 10.16c compares with 14.60' per pound last year. 14 SIC the yea before. and 9.45c in 190S-09. The total value of the crop com pared with the previous five years i. pc folfOwc,
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08

these conditions becomes, for the en-
ginecr at least "a sedentary occupation.
But lest we become too complacent In
our contemplation OF these simplilica
tions, let us commune for a time with
one OF the men who actually pilots train
loads OF commuters through the long
Park avenue tunnel Henry G. Case ran
a steam locomotive for four years before
he became "A motorman for the New York
Central five years ago. and now lac
wants, he says, TO get back into steam
service on week days he runs multiple
unit trains from the Grand Central Sta
ton to North White Plains and back and
on Sundays he has this same run with an
electric locomotive
IF our run starts with an electric To-.
comotive." he explained, I'VE report half
an hour before the leaving time of the
train, examine the bulletin board, COM
pare our watches with the standard
clock. register ON and the hours we have
been off, find out from the engine dis
patcher where our locomotive is and so
to it,
"In some cases the locomotive is al
ready on the right train, left there by the
last man who had It. But more often Il
Is out In the yard somewhere, and to get
TO IL we have TO cross the tracks, jump
over the third rails and keep out of the
way OF trains coming from both dlrec-
tons. The yard is slightly on "A grade,
so the first thing my fireman and do is
TO remove the blocks placed under the
wheels to keep the engine from moving.
Then we walk around the outside and
examine the contact shoe fuses and mo-
tor fuses, The first thing we do when
we get into the cab Is to close the
pump switch, which, provided the fuse
Is not blown, starts the air compressor
TO work. Then we cut in all the other
switches necessary to move the engine
and wait for the little dwarf signal be-
side the track to tell us to start down
into the train she'd
There follows all the interesting detail
preparatory to the departure of any train
which the bored passenger rarely takes
the trouble to understand.
I'VE do not couple on TO the train until
there is man there 10 do Il and see
that 1t In right" the engineer continued
After we have got the required air
pressure In the train line. the air inspec-
tor gives us the proper signal by air
whistles from the head end OF the train
TO apply the brakes. The air inspector
then walks 10 the tail end of the train.
observing whether all the pistons and
the brake cylinders are out the required
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08

noted to those to whom this vision Of the
supplanting of steam by electricity is
pleasant dream. The locomotive en-
gineers regard 1t as something OF night
mare. Their attitude, of course, lies un-
der the suspicion of resembling that OF
the ''stand-p atter." The operation OF an
electric locomotive or multiple unit
train calls for less expert knowledge and
experience. The universal substitution OF
electric for steam locomotion would tend
to deprive their trade of some Of the ex-
clusiveness it now enjoys. by permitting
the qualification of men Of less experience
on the road II would introduce greater
competition and lower wages. Their feel
ing In this matter. hard as they may try
to conceal it, is perfectly plain, and per-
fectly natural 1t amounts to simple hui
man jealousy of an innovation that may
cheaper their position In the world
S. A. Bickford. road foreman Of cleo
trlcal equipment on the New York Cen
trail Railroad. tells the story briefly. AS
Mr. Bickford has been both fireman ana
engineer on a steam locomotive. he
speaks from intimate personal knowledge.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08

same as that Of "A steam engine driver
since the Pennsylvania motors have recip-
rocating parts
How long a time is required for an en-
gineer 20 prepare an electric locomotive
for business" was the next question.
We'll" said the foreman. I'm illustrate
my answer to that. our trains on the
Hudson division are delivered to us at
High Bridge by the steam locomotives.
Our engine dispatcher's office is Just
across three tracks from what We call our
tie-up track for our electric engines. These
trains as they come to US are announced
to us from FIJI tower-that is rs miles
north OF High Bridgc-and the engine
dispatcher will then call out the number
OF the train that is coming. and the crew
will go and get their engine. Ii usually
takes from two To five minutes or seven
minutes. Frequently those trains are in
sight before the men get on their engine
"All the inspection they do Is to walk
around the engine. look at the fuses and
in the fuse boxes, which are in plain view
look over the brake mechanism, cut the
engine off and move out on the track All
this takes, as | said, from two to five
minutes"
All this, of course is in direct contrast
TO the minute inspection required OF the
steam engineman before he takes his
leviathan out for its daily exercise. In
fact, most steam locomotive engineers
complain that the half hour usually allot-
ted 10 them under pay for preparing their
engines is auniOh and that thew
compelled TO encroach upon their own
time if they wish to be sure they have
under them. responsive to brake and To
throttle, machines that can be trusted in
the matter of life and death
There is another important item in the
life OF the steam engineman which
dwindles into insignificance when he
takes charge of an electric locomotive.
That is the reverse lever on a big steam
locomotive the engineer must grasp the
handle of his upright lever with both
hands. brace his ample foot against the
end OF the cab and pull with all there is
In him to reverse his engine On big
freight shifter or on any run which re-
quires much backing and filling the re-
verse lever looms up like monster In
nightmare, and 1t takes an exception
ally strong man to handle IL all day long
and not run his engine off the dock In
revenge.
But on the electric engine the reverse
lever resembles a little wrench, which
may be handled almost as easily as an
electric light switch. Shifting under
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08

but i'm tins matter of the smoke nuisance
we have advanced hardly step with the
exception Of the electrical beginnings about
New York; since August 8. 1881, when the
De Witt Clinton. at the head Of its pio-
neer train of three coaches, wheezed over
it's first regular run between Albany and
Schenectady.
"rhe engineer mounted small seat at
tached TO the rear OF the tender" we read
of this epoch-making trip, land gave the
signal for starting by blowing tin horn.
The fuel used was pitch pine. coal having
been previously tried. but with unsatis-
factory results. AS there was no spark
arrester on the stack, the smoke ana
sparks poured back on the passengers In
such a volume that they raised their
umbrellas as shields. The covers were
soon burned off these. and each man
whipped his neighbours clothes 10 put out
the fire started by the hot cinders.
Everybody Is familiar with the picture
of that first steam locomotive, fashioned
like a snail pulling its string OF stage
coaches This same account says that
tho little party OF smoke eaters and fire
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08

distance. and gives US four more wills
ties. the signal to release the brakes.
"In the mean time the conductor comes
up to get the number Of the engine and
the names of the crew on il and to COM
pare the time of his watch with mine.
Usually they are loading the train with
passengers By this time"
The note Of detachment In that last
sentence expresses the gulf which divides
the world of the engincmen from that OF
the passengers who have intrusted their
lives TO his care. The chances are not
one of the passengers observes the COM
picated routine which r. gone through for
his benefit every time he climbs aboard a
railway ear and filings himself into a seat
with "a muttered interrogation as TO when
the train is going TO start, anyhow 1t
never enters his head. for instance, that
the long sigh OF the brakes preparatory
TO starting is 'thc end of test which
has been engaging the attention OF the
train crew for several minutes. And the
gulf widens as the train enters the tun-
mel and the pampered being lollinS behind
i'm his plush seat opens his evening paper.
At this point Mr.. Cases narrative be-
comes almost exciting
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08
Chassis Of Electric Locomotive

and then go on to another interlocklns
plant. That has brought me twelve miles
from where ! started.
Then from there TO North White Plains
all the signals are automatic, except gong
into North White Plains yard, where the
signals are operated from an interlocklns
tower The whole distance is tTenty-four
miles. and each track has eighty-slx sig
mails"
Such is the game of checkers with fate
which Mr.. Case is daily playing for the
lives Of his passengers. Although he
wants To get back again into the cab OF
steam locomotive. he has no desire, you
may well believe. 10 operate through the
tunnel with steam as he used TO.
This Park avenue tunnel" said he. "cn
account of the vast number Of trains run
ming through IT every day, used TO be full
pretty nearly all the time OF smoke ana
steam and gas. The gas came mostly
from the hard coal which was burned on
the suburban trains. The consequence
was that IL was very difficult for An en-
gineer 10 pick out the signals. and in
good many cases we got lost in there ana
stopped as soon as We discovered we were
lost and got down with a torch and felt
along the rail until we came TO the sigma
to make sure we had II. have done thst
hundreds Of times. both as a fireman ana
as an engineer. AS an engineer. when
had green fireman. would not trust hin
TO go down and report the signal would
do il myself.
THAT has all been done away with. AZ
that time there were four signals through
the tunnel on each track. Now. when We
can see them, there are eleven"
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08

unit compare with that on a steam loco
motlve?" he was asked.
There is much less" he replied, ION
the electrical equipment for the locomo-
tive engineer 20 look after. We main
tain corps Of inspectors at all the terml-
nails to go over the trains and inspect
our locomotives. The engineer is respon-
sible to much less extent for the con-
dition of his electric locomotive or train
than in the case of the steam engine.
There is less mechanical responsibility
because there are not so many parts to
become loose; there are no reciprocating
parts on the type of locomotive that we
use. The mechanical inspection required
Of the engineer on our locomotives is con-
fined almost exclusively to the brake rig
ging. AS for the multiple unit equip
ment. the engineer or motorman. which
ever you wish to call him, makes no me-
chanlcal inspection whatever"
The electric locomotive engineer on the
New York Central has no oiling to do.
though on the type Of electric locomotive
employed by the Pennsylvania Railroad
his duties in this regard are about the
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08
ELECTRICITY AS LABOR SAVER

1t is rather hard. I'm view Of all this, 10
understand why Mr.. Case should con-
slider as he does, the operation Of cleo
trical equipment more dangerous thah
that of steam, though II is not so diincuH
TO see why he should lose sight OF eiec-
tricity's labor saving qualities In the IN
dnlty OF detail inseparable from the or
Grafton of either steam or electric loco
motives. 1t was brought out at the hear
ings before the arbitration commission
which sat recently at Manhattan Beae"
to consider the demands of the Brother'
hood of Locomotive Engineers for an ~
crease OF wages In Eastern territory 'na'
the percentage of injuries TO electric tra''
operators was very small on all u.
standard roads employing this means
locomotion. Yet Mr.. case and the o'"e'
drivers of electric trains who testified W
fore the commission all said they wa"'''
to get back into steam service again.
Counsel for the railroads tried TO sho"
that their preference was due not 10 s"'
fancied extra hazard in electric ser''.N
but to the opportunities for earning his"
er pay az steam enginemen. owing 10 ~.
much greater variety of steam runs. ~.
haps 1t is also caused by dread OF "'s.
unknown quantity electricity wh'c"
all feel.
Mr. Cases specific objecsions to INC y.
Grafton Of multiple unit trains, as o's" .''',,
from that Of electric locomotives w.
surprise and interest the layman. :,
and foremost. his complaint Is tns' y.
loneliness. On the multiple unit tra'' A.
has no fireman or helper ms a
course. gives him a little more WORK "
do. the preparation and operation oi
multiple unit train being practicany =,
same as that Of an electric LOCOMOTIVE
the former case the whole tram 49, :.
the locomotive. But 1t is not OF 'n's
complains, so much as Of the aosen''
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08
NO COLOR BLINDS NEED APPLY

"The speed limit going through the
yard" he went on. sis from six to ten
miles an hour The signals change when
we get into the tunnel. There they use
what / should call a disk signal. with
two lights, something they have only in
the tunnel When the top light is red.
that means to stop. The bottom one
turns 10 yellow at the same time, which
means caution. In distance OF two
miles through the tunnel there are eleven
of those signals on each track. All of
them are automatic, and il one of them
shows red we stop at it. But as soon
as our brakes are off we run on slowly
through the block. for there might be a
train in this block (Which, of course we
could see when we stoppe0 or there
might be a broken rail-
So much for that stopping and starting
with which the hungry commnter is so
familiar in the tunnel. The story goes on:
After we get out of the tunnel We get
another set of signals. located above us.
At 105th street there are at each track
what we call positive signals, three OF
them two of them operative and one sta
llOndTNs ne uilltlNiNt 10 VIC
find an automatic signal in the stop po-
sition we stop and proceed slowly; but II
we find a positive signal-that is, one
controlled by levers from an interlocking
plant or tower-against us. we stop at 1t
and do not proceed until it clears or
until we receive a card from the signal
man showing us just why the signal
cannot be cleared.
From there on we have automatic sig
nails to the Harlem River drawbridge, at
which point we have more positive sig
nails. three all on one pole FOR each track,
one operative and two stationary. That
signal cannot be passed when ii is In a
stop position, unless we receive a spe-
cial drawbrdge signal card.
I'VE receive three more automatics be-
fore we reach Mott Haven junction,
where the Harlem division and the Hud-
son River division split. At the junction
We have five positive signals over each
track. And just above the junction point
we have one automatic signal over each
track.
''At the north end of the Mott Haven
yard we run on to another interlooking
track, which Is protected by positive red
signals, one signal on the local track.
the No. track, and two red signals on
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08

fighters, having arrived at schenectady
partook of refreshments and then re-
turned to Albany by the same convey
ance. We can easily understand the need
for refreshment. but why those courtiy
sauires and fair danes did not then and
there foreswear forever that hideous
dragon of progress in favor OF the good
old. gay old coach and four to which
they were accustomed. is d much more
difficult question to answer. particularly
as the best the Dewitt Clinton could DO
was fifteen miles an hour. Perhaps the
answer lies in those refreshments, which,
If they are really responsible, must rank
with that apple in the Garden of Eden
for committing posterity to troublesome
lines OF conduct
But to return to the modern dream OF
emancipation-an exception must be
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08
Although Steam Pilots Smoke and Cd They Fear Electricity
VIII Lower Wages and Make Loco-Moorng Less Exclusive
and Being Human They Do Not Anticipate with Pleas
IRE Having "Cow Come Through the Window
of an Electric Cab 70 Sit in the Drivers Lap"
Electric Loo ONO tive.
ExteriOr-VieW

I'VE take all the crews Of our electrical
trains" he explained. from our steam
service. All the enginemen have run
steam locomotives and their helpers
have all been fremeu. We give steam
locomotive engineer four days school
ing only. to qualify him to run both an
electric locomotive and multiple unit
train. 1t takes an average Of two days
TO qualify the fireman for his new
duties
How does the amount or apparatus
on the electric locomotive or the multiple
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08

"HE travelling public is dreaming OF
the time-and possibly the railroad
Il man is, too. in spite of his pubic
pessimsm-when the clean, swift electric
traction with which New York has De-
come familiar in its suburban service
shall have been extended to cover all
railroad operation. AS inspiring as may
be the sight of monstrous steam loco
motive rushing into the night upon It's
volcanic course, the passengers behlnd
il will never cease to regret, to use d MOD
crate expression. the presence OF the gen
tly drifting smoke which gives railway
travel an atmosphere all its own ana oil
the rain of cinders which in time makes
of every human being coal miner IN
appearance, if not i'm fact.
We prate fondly of the material ad-
vancement achieved in the last century,
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1912-09-08
Ny. Central Electric
Locomotive. interior
view 5hovolnS steam
boiler for heating sra-in

! the No. track. Tile other signal Is yel'
low, a caution signal for the next block.
"rhe next block is also positive block
and after we pass that point we have an-
tomato signals for two and a half or
three miles to the next block ana atter
that point We have automatic signals Tor
about the same distance to the junction
| with the New Haven road
There are five signals on each track
there, and the next is an automatic signal,