davidaulloa/AmericanStories huggingface dataset:
The Bourbon news. [volume] (Paris, Ky.) 1895-19??, 1917-04-24
ANN NC EMENT.


We are authorized to announce the
good Democrats below as candidates
at the Democratic primary on August
4. 1917, to fill the offices to which
they aspire:
FOR STATE SENATOR
LEE w. WAINSCOTT,
Clark County.
GEORGE HON,
Clark County.
ADRIAN RENICK,
Clark County.
FOR REPRESENTATIVE.
c. NJ. THOMAS
FOR SHERIFF.
WILL G. McCLINTOCK,
....u Doc Marshall and Bob Gilkey as
deputies.
L. A. SOPER,
With d. Il. Clarke and l.. c. Ashcraft
as deputies.
FOR COUNTY JUDGE.
GEORGE BATTERTON
c. A. MCMILLAN.
FOR COUNTY ATTORNEY
DAVID d. CLINE.
COUNTY SUPERINTENDENT OF
SCHOOLS.
]. B. CAYwOOD.
MISS MABEL ROBBINS,
FOR JAIlER
GEO. w. JUDY.
THOS. TAUL,
JOHN H. DOTY,
WALKER KISER,
c. T. MASTERSON,
- W. o. BUTLER,
p. = JOHN w. KING,
~ J. w. HART. -,
FOR ASSESSOR
WALTER CLARK,
Of Paris, with Jno. ]. Redmon, Of North
Middletown, as deputy.
GEO. d. SPEAKES,
of Paris, with Lee r. Craven, of Little
Rock, at Deputy.
II FOR MAYOR
Z, JAMES H. MOREtAND.
W. o. HINTON
E. B. JANUARY
r FOR POLICE JUDGE
Z CLAUDE F. REDMON,
]. w. BROWN,
P. A. THOMPSON,
HARRY L. MITCHELL
ERNEST MARTIN
The Bourbon news. [volume] (Paris, Ky.) 1895-19??, 1917-04-24

Nobody can tell what baby's going
to be till it gets whiskers. Some OF
them are enigmas even then.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11

since they have been as unable to handle an
unexpected movement of traffic as they have
been since early in the present winter. 10
tremendous congestion in all their great ter
minal yards particularly those in the neigh
borhood of this city, has been added gradual
and increasing breakdown in the passenger
service Despite an unusually mild and open
winter through trains on almost every road
have run late persistently and consistently.
This widespread condition is attributed to
number of things-the disaffection of the rail
road employees, whose victory of an eight-hour
day seems now to be largely empirical; the
freight congestion of the lines and the failure
of the motive power. This last seems to be
the most potent of all the reasons advanced
Through the season of hard times which i'm
mediately preceded the last two years of pros
perity the railroads in their necessity for eX-
IRENE economies both failed to purchase new
locomotives and to maintain properly the ones
already in their service. The results of such
a situation are being felt to-day. Therefore
il is more than fortunate that the railroads
in the present crisis are not being asked to
bear any additional burdens upon their well
strained backs.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11
Summary of the Railroads
Part i'm Time of War

Yet if we do go to war with Germany u
will not be long before the railroads are asked
to do their part It will be generous part,
too-the bringing of raw materials by the
trainoad to shpyards and to armor plants
the transportation of fuel to the same ships
lit is interesting to notice that it takes 5O,OOo
tons of coal to run the furnaces and machin-
cry for the building of a single first class bat
tleship), the carrying of shot and shell and
other munitions, including foodstuffs; finally
the movement of troops, trained and raw, to
coast protection and training grounds. Nor
is the protection of the rail routes in and out
of our largest cities and most important
strategic centres to be ignored. A great city,
like a great army, lives on its stomach. Only
the stomach of city are its market houses
The rail routes that lead to that stomach must
be kept clear and effective. If New York City
we're cut off from its daily railroad service 1t
would complain in forty-eight hours, grow wan
in seventy-eight and in a week be brought
close to famine. The great blizzard of 1888
proved that.
Fortunately neither New York City nor the
rest Of the United States is to-day entirely de-
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11

BY the time that war with Germany is really
begun if ever it does have to begin, the rail-
roads will have opportunity to adjust them
selves to the added demands which gradually
will be made upon their facilities. Yet so
gradually will these demands come that there
does not seem in this crisis to be the need of
placing the carriers under direct national con-
troll, as was done at the outbreak of the pres
cnt war with the railroads Of England and the
privately owned lines in France. 1t might be
considered advisable to discourage unnecessary
travel and to curtail passenger service. This
is being done to-day in Canada, where there has
been not even hint as yet as to possible.
direct national control of the railroad.
The real military problem of our railroads
will not arise until we are threatened with an
actual invasion of the United States by the
land forces of an enemy nation. Yet because
the present situation with Germany does not
promise such an invasion is no reason at all
why the railroads should not be made ready
at once for such a great and unexpected de-
mand upon their resources. If fleet of troop
ships were to land an army of from quarter
to a half million men upon our shores we
would be confronted with a genuine military
railroad problem. The roads which parallel
those frontages as we'll as the lines that lead
to them and feed them from inland territory
would be called upon, and with little advance
notice, to perform superhuman service. Loco
motives and cars by the hundreds and by the
thousand would be called Immediately from
every corner of the country. America is
abundant in railroad equipment. Such crisis
would prove these resources.
But the crux of the problem would come
in the proper movement of all these hundreds
of extra trains multiplication of cars tends
to congest railroad, as freight conditions IN
and around New York during the last eighteen
months have shown clearly. Nor would more
engines help There comes time and comes
quickly in these days when the railroads have
been forced to go slowly in the enlargement of
wards and terminals, when the absolute limit
is reached and track will bear no more trains.
And long before that time comes traffic can
only be kept moving by the superhuman efforts
Of experienced operating men, whose work has
been planned and rehearsed in advance.
"Rehearsed?" you ask.
Certainly. For six weeks before the sub
way was first opened the trains ran back and
forth over the completed sections, guards and
conductors as we'll as motormen in place and
each man attending TO his work as faithfully
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11
Just What Is Meant by. Railroad
Preparedness

But the fundamental necessity does not lie
at the top alone. 1t is not enough that the
strategic use and possibilities of our rail car
rers should be mastered by small group Of
executives. There should be detailed to-day
in the office of the general manager of every
important railroad in this land a competent
operating man who should be giving his entire
time, or practically his entire time, to study
ing the part that his railroad would be asked
to play in a military plan. In each Of the
general superintendent Offices, in each Of the
division superintendent offices as WELL there
should be other men similarly detailed and each
studying in an intensive fashion the great ma
tional problem. They would confer, of course,
with themselves and with the War Department
as well, for remember that it is conceded that
in case of national crisis the authority over
the railroads would be centralized IN it. But
the actual operation of the roads would have
to be carried forward by trained railroaders.
In case Of the Communicating of the carriers
these assistants, who had perfected and studied
their plans until there was little possibility Of
their failure, would promptly assume operating
control Of their roads and divisions.
In no other way could an operating chaos
and seemingly unbreakable congestion be
avoided. The running Of RAILROAD, even un-
der the best conditions, is the operation Of
mighty intricate and delicate machine. II Is
a far different business than the operation Of
an army. Few men understand both. West
Point does not even attempt to teach railroad
ing. And the army man who without prac-
teal experience undertakes TO operate rail-
road will come quickly to grief. The army
men who attempted to tell the railroaders Of
twenty years ago how to operate their trains
found that out, and to their sorrow. But their
sorrow, at that, was not to be compared with
the sorrow of the operating men who, because
of the unwarranted interference of their well
planned scheme of train movement by army
officers, asserting little brief authority, found
their lines congested and impossible. And
railroad which is impossible is worse than no
railroad at all.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11
The West Pointer May Be an
IgnOramus at RailrOading

1t is to avoid such a condition as this that
every railroad operating man to-day is pray
ing that definite, even though flexible, plan
of military operation of our more important
roads-a plan which would be law to regl-
mental and brigade commanders as we'll as to
the railroad men-may be drawn up at once
and practised at the earliest opportunity. IL
may never be necessary to enact the great
drama, even after it has been so carefully re-
hearsed. But if the necessity should arise the
drama will then be well played. And the cost
to the government of the players and their re-
hearsals will be at once justifed-many times
over.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11
Government Ownership Might
Not Be Necessary

I'm case of war with Germany it probably
would not be necessary to take over the rail
roads; not in the beginning, at any rate.
There are complications possible, however,
which might make this radical step essential
before we were done with it. And the fact
remains that our railroad operating stats
have not been drilled to the full possibilities
and necessities of the military use of their
lines. The American Railway Association,
which embraces most of the larger systems of
the country, like the Military College, has
made interesting studies of the subject. But
unfortunately much of its time and energy
has been given within recent years toward
the defence of its member properties in the
Federal and state capitals. The executives
who form its military committee are railroad
operating heads, whose ordinary problems
have loomed so large in the last two or three
years that they have been all but overwhelm-
ing.
What the military railroad situation in the
United States needs, and needs this very day
and hour. is the entire time and attention OF
man or group of men segregated for that pur-
pose. There are a number of men IN TINS
country who have made special study OF the
problem. The first who comes TO my mind is
Major Charles Hine, of the presidents staff
of the Baltimore g. Ohio Railroad. Major
Hine. as a graduate of West Point and SOL
der who has seen real fighting, knows the
army. In transportation experience that has
carried him from brakeman on freight train
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11
Three Weeks on the Way from
Philadelphia to Florida

Tic big railroader was sanguine. He was
confident. But he was not definite. And the
army man had a good memory. AS ne gazed
sut across the monotonous Wyoming plains ne
acugh Of another waste of fatland. 1t was
he year after he had come out of West Point
and the place was Florida. He was in rail-
road yard in swamp, few miles north OF
Tampa, waiting for a supply train filled with
'nergency stores from the Frankfort Arsenal.
Inc army sorely needed those supplies; and
~ young lieutenant and the two boys with
a'm were being eaten up by mosquitoes. The
'0ang iieutenant's Job was TO locate the miss
ns train; representative was being sent
0'"n from the quartermaster's department at
warrington 10 help him in the task. The lieu
snsht finally found the train-at siding
''gah a. Turkey Creek and fuIl three weeks
"'sr Il had left Philadelphia. But the repre-
NATIVE from the qusrtermastcr's Office never
's'Ted up At all!
"net The lieutenant came North that sun
- ne vas bursting with indignation Al
y Army and Navy Club in New York he
sana his roommate from the academy. To
= ne reeited his troubles in locating the lost
W. The roommate laughed at him.
"'f'' bed wanted r. s~e vosi rsilroading
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11

used in troop movements in the first week
Of last July. 1t was an impressive revelation
of their resources if not of their preparedness
In case the worst should come to pass and
the present crisis with Germany develop into
open warfare the railroads of the United
States will not be called upon to perform any
large part at the beginning of the war. Per-
haps it is just as well, because it is many years
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11

and as carefully as if there were passengers
riding in the empty cars The handling OF
crowd to the Yale Harvard game each year
is a railroad feat in which the officers OF the
New Haven road take no little pride Yet the
planning of that traffic movement is begun
six months in advance of the day of the game.
Several weeks before the appointed time
sixty-page book of definite instructions is
printed and issued to every man who is at all
responsible for the success of the movement.
II tells in fine detail Just what is to be done.
the makeup and leaving and arriving time OF
each of the regular and the special trains, just
what steam or electric locomotives are to han
die each, the arriving and departing platforms,
even where the skilled mechanics are to be sta
toned for emergency repairs And the TACT
that the big crowd is transported with skill
and rapidity to New Haven or to Boston and
immensely pleased thereby only goes to show
the value of preparation when it comes to rail-
road operation.
Within the last two or three years tne
Military College at Washington has completed
new and extensive studies toward the solution
of this use of our railroads in time Of military
necessity. 1t is known that in time of great
crisis, involving the movement of troops and
munitions far greater than those of the Span
ish-American War or the recent unpleasant
ness upon the Mexican border, the Federal
government could and would take over the
operation of the railroads. Iu so doing it
would only be following the preceden' # the
Civil War, when theoretically it assumed direct
control of all our railroads. In practice the
War Department only operated those lines
which were essential to troop movements, in
the Southern states almost entirely.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11

pendent upon a single railroad There
many great bridges and many tunnels, too,
which must be carefully policed and safe
guarded in a crisis such as this; yet such is
the multiplicity of adequate railroads across
the country that do not know single bridge
or tunnel whose destruction would seriously
cripple the nation or any considerable portion
of it.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11

ARMY officer bound west out over
~ t,c Union Pacific fell in with a high
etng officer of an Eastc.n rail
road. In the course of the talk that followed
he brought it to the subject which was nearest
bis heart.
Suppose the United States should find
owed IN a war, real war" he asked,
would our railroads be ready to do their part,
and do it well?"
The railroader nodded yes.
How would they go about to do it?" pressed
TIC soldier.
M railroad man was not definite in his
answers. He merely asserted his inherent be-
lief that such an emergency would be solved
ever it arose, and then asseverated that 1t
never would arise. But if it did, why, look at
the way the railroads handled the crops down
out Of the Northwest each fall and winter, and
OOk at the crowds they took to the big foot
ball games He recited the number Of loco
motives that the New York Central owned.
And the Pennsylvania. And the very road
over which they were riding had been brought
mo being chiefly because one Abraham Lin
coin had believed that a good railroad binding
he East and the West might some day prove
II strategic military necessity. Perhaps E. II.
IL IL cnrf
Of thing in mind when he had begun the double
tracking of the Union Pacific. 1t takes dou-
bs.track railroad to be of any real value in
military transport
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11
Raioadng BunessGetter deliberately Systemazed
The Shooting of the Roads During the Mexican
Modification Vas a Huge Improvement Over Their
Record in 1898, but Troop Transportation Is Never-
Aeless an Aaykyard Item in Our Unbrebaredness

to vce-president in charge of operation, he
to dovetail the theories and the practices of
the one with the other. Yet he is4but, one Of
several we'll trained men who are competent
and eager to assist with this great problem
that confronts US.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11
Some Recent Statistics Which
Offer Grounds for Optimism

The Spanish-American War was twenty
years ago. 1t was barely real war But the
railroads of that time showed themselves to-
tally inadequate to meeting the military de
mands that were made upon them. True it is
that the largest demands were upon the roads
that were the poorest equipped to meet them
the railroads of the South. And it is equally
true that the Southern roads have given mag
niicent account of themselves during the last
year, when they have been called upon to han
die the regular army and the National Guard
to the Mexican border. In eighteen years we
progressed in this difficult matter. For while
there were not quite as many troops handled
in 1916 as in 1898 there is no comparison in
the methods of handling. There was no com
plant about the possible congestion of ter
minals last year On July / there were l22
troop trains-composed of more than 1000
cars and carrying 36,O42 men-on their way
to the Mexican line. Three days later 10l
trains were en- route, and 1851 militiamen-
not including the troops from Texas New
Mexico and Arizona-were either at the Dor
der or else on their way there. From the be
ginning Of the movement up to July 31-hardly
more than month all told-11l,919 soldiers
we're moved to the international boundary.
A good deal has been said about the mar
velous performances of the railroads of Eng
land, of Germany and of France during the
present war. Yet the longest troop train run
in Germany is but 700 miles; in England and
in France much less. Moreover, the railroads
over there were completely cleared of civil
traffic during the time of the really great mill
tary movements over their rails The dis
tances travelled by the troops who went scurry-
ing down TO the Mexican border in July varied
from sos miles in the case of the Louisiana
troops to 2,916 miles for the regiments from
Connecticut The majority of these militia
regiments came from Northern and Northeast
ern states and we're carried over 1000 miles,
for the most part in remarkably short time.
For example, the 18th Regiment left this city
at 2 D. m on June u and arrived at San An
tonic, Tex.-a distance Of 2,087 mles-at 1890
p. m. on June 80
No ordinary traffic was suspended Tor th'S'
the first great military movement in the United
States in almost twenty years. On the con
trary, IL came at time OF the year Wheh the
passenger facilities Of all our roads are an
nually taxed TO their uttermost. The week oil
the Fourth Of July is real travel week; popu.
lar trains all over the country are multiplied
in many sections; yet despite this the railroads
managed TO set aside 1900 passenger cars
including pullmans-for the $50 trains which
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11
GETTING Men and Supplies Quickly, Smoothly,
from Place to Place at Critical Moments Is as
Much Part of Warfare as Directing Battle,
Yet Vest Point Teaches NaugM of Railroadims

you should have been with us in Jersey City,
he said "We went into the general superin-
tendents office Of the X road, and he told
us that we must not move more than 500 sol
diers day through their big terminal there.
If we did we might so congest the thing that
it would not work at ALL"
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-02-11

Detailed Plans for the Handling of
Croyds at Football Games, but No Plan
at All for the Handling of Troops in
the Bigger Game of National Defence
By EDWARD HUNGERFORD

Auhor of "hc oderR Raroad" "The Railroad Proble
Bisbee daily review., 1917-07-22
AMERlcANIsM AND
 PRUSSIANISM COMPARED.

Americanism and Prussianism are entrusted by comparing the follow ng expressions of national ideals.
 "The foundations of our national policy will be laid in the pure and i'm mutable principles of private moral ity. There exists in the course of na- ture an indissoluble union between virtue and happiness, between duty and advantage, between honest policy and public felicity. and the propitious smiles of heaven can never be ex- pected on a union or government that disregards the eternal rules of order and right, which heaven itself has or dained "-George Washingtons First Inaugural Address.
 We are now in a state of necessity and necessity knows no law. Our troops have occupied neutral Luxem- burg and perhaps already have enter ed Belgium territory. Gentlemen, this is a breach of international law. The wrong-I speak openly-the wrong we hereby commit we will try to make good as soon as our military aims have been attained. He who is menaced as we are, and is fighting for his highest possession, can only consider how he is to hack his way through. ."-Chancel- Tor Bethmann-Hollweg addressing the Reichstag, August 4, 1914.
Bisbee daily review., 1917-07-22
THIS WOMAN IS A MIRACLE.

Dispatches from Berlin today declare that in taking the of the conquered country Poland found who is 119 years old. Church records of her village attest and confirm her age
 This woman girl of ten when Napoeon's grand army invaded Russia and took Moscow and afterwards made that disastrous the of She herself the great emperor and his legions She Marshal Ney the braves of the brave Soult and Murat and Besserers and the other famous mar shas who carried the eagles France further than they had been carried before since It had been thought that there person living in the world to- day who had Napoleon at the head of his armies. Waterloo, his last battle fought than hun dred years ago.
 This Polish woman born in the twilight of one century. lived throughout second one still lives witness the pale dawn of third change the bright light of full morning She is indifferent time and defies the tomb She is living relic of dead past hold upon life the hold slavery upon her happy country equally tenacious.
 Will she. who has poland bowed down under the oppressor for than century, live to Pc land free? Another year added her long span may we'll see this dark lamp lighted in the halls of earth.
Bisbee daily review., 1917-07-22
COURT ORDERS HUBBY TO
 GIVE 2 KISSES TO WIFE DAILY.

Charged with failure to love his wife young hubby of Nashville. Tenn, haled before City Judge R. P. Williams was sentenced to kiss her twice daily.
 From the testimony of neighbors. who, as is often the case. seemed tO know more about the affair than did the principals themselves, it seemed that 'tempermental incompatibility' as it has been termed in higher courts, pure cussedness,' as it is known locally, was the cause of the trouble,' says Judge Williams.
 You see Henry would go home in the afternoon. and not being of a particularly aifectionate nature. failed to geet his wife with a kiss. Now she, being in love with her husband. want ed to be kissed. After frequent fail ures of this kind on his part she charged Henry with an extreme frigid-