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| Emilio Aguinaldo. |
Cortland Evening Standard, Thursday, November 16, 1899.
HARASS AMERICANS.
Orders Issued to Subordinates by Aguinaldo.
BURN ALL EVACUATED VILLAGES.
Small Skirmish Near Iloilo In Which Three Insurgents Were Killed.
Troops Have More Trouble Fighting Mud Than Filipinos.
MANILA, Nov. 16.—General Hughes, with parts of the Nineteenth and Twenty- sixth regiments, moved from Iloilo Thursday, Nov. 9, to Otton, six miles west, for the purpose of capturing Santa Barbara, the rebel stronghold, 10 miles north of Iloilo. Heavy rains preceded the movement and the roads were partly impassible.
The same night Colonel Carpenter with the Eighteenth regiment and Battery G of the Sixth artillery, moved westerly from Jaro, to connect with General Hughes. Colonel Carpenter was forced to return to Jaro, on account of the roads, and the entire movement was hampered by lack of proper transportation. Company C of the Twenty-sixth regiment had the only fighting. When three miles out of Jaro this company charged the rebel trenches and three of the enemy were killed. One American was wounded.
General Hughes, Nov. 12, occupied Tagbanan and Guimbal, on the southern coast, and also Cordova, on the interior. The enemy did not oppose General Hughes' advance.
Recent orders from Aguinaldo found in the trenches said:
"Do not oppose the Americans' advance. Burn the villages as they are evacuated. Divide the forces into bands of 40. Harass the Americans on every occasion offering."
Ananeta, the rebel leader of the island of Panay, has been captured at Tagbanan, while attempting to pass the lines into Iloilo. Two battalions of the Twenty-sixth will garrison Iloilo and Jaro.
San Miguel, visible from Iloilo, has been burned by rebels.
It is reported that an expedition, evading the navy, recently landed arms and ammunition on the Antique coast and that the rebels threaten opposition with an armed force of 3,000 men. These stories are disbelieved.
All ports of the Sulu Islands outside of the American possessions have been ordered closed to commerce.
THE GILLETTE SKIRT CO.
HAS PURCHASED THE CORSET FACTORY BUILDING.
Will After April 1 Next be Located on Miller-st. in a Building of Its Own—Remarkable Growth of a Well Managed Business Which is a Great Credit to the Town and to Its Proprietors.
The Gillette Skirt Co. has purchased the large two-story building on Miller-st., formerly occupied by the Cortland Corset Co., will thoroughly overhaul and equip the same this winter and take possession April 1 next. For lack of space full particulars are omitted to-day but will be given to-morrow.
CORONER'S INQUEST.
MOTORMAN CHRYSLER GIVES HIS STATEMENT.
Brakes Were All Right, but Wouldn't Hold on the Slippery Rail at the Curve—Reversed His Power Twice and Couldn't Stop and Then Applied Forward Power and Tried to Get Across the Track—General Manager Westcott Testifies That the Rails Had Not Been Greased In Thirty-six Hours and Were Dry—Other Witnesses.
The coroner's inquest to determine the cause of the accident which led to the death of Frank M. Newton and Margaret M. Kennedy in the collision between the milk train on the D., L. & W. R. R. and the trolley car at the crossing between Cortland and Homer on the morning of Nov. 9, was continued in the office of District Attorney Duffey at 10:30 o'clock this morning before Coroner Greene. A large number of interested spectators and listeners were present. Among those in attendance were Superintendent Schwarz of the S. & B. division, W. S. Jenney of Syracuse, acting for the road, and General Manager Westcott of the Traction company.
STEPHEN H. CARPENTER.
Stephen S. Carpenter, the engineer of the milk train was the first witness called. He testified substantially as follows: I live at Halstead, Pa., and am employed by the D., L. & W. R. R. Co., as locomotive engineer. I was engineer upon train No, 198, on Nov. 9, 1899. That was a milk train south bound from Syracuse. It left Homer about 11:18 A. M., being thirteen minutes late. As we approached the crossing where the accident occurred we were running between 40 and 45 miles per hour. I rang bell as soon as I started the train, and it continued to ring by a steam automatic arrangement till accident occurred. When once started it rings till shut off; I am sure it was ringing that day. I blew the whistle twice at first crossing south of Homer milk station. Blew again by gas works—two long and two short whistles. The locomotive was a culm burner. I was in cab on right hand side, as the train proceeded. The first that I observed after blowing whistle was flagman at crossing waving white flag. That was a signal to me that road was clear. Then I saw on left side a trolley car approaching crossing. Just before we reached crossing I saw motorman look out toward me from side and front of car. I said to myself "My God, I've struck him." When I first saw the motor car I should say that it was 4 or 5 rods from my track. It was rounding curve and coming toward me. When I saw him look out from car I drew my head back into cab. I expected to be covered by splinters. I expected to go into eternity at once. In a very short space of time we struck the car. I could tell nothing as to the speed of the trolley car. After that we struck car [sic], but 1 did not see the car after my first glimpse of it. I do not know just how we struck the car. I felt the shock of collision. My locomotive and train were detailed. After tearing along on ties and roadbed came to a stop several hundred feet from place of collision. I did not reverse my engine. I shut off steam and put the air brakes on and. then looked out for myself. I had done this before we collided, did this just as soon as I saw the car. The trolley car was in motion, but I shouldn't think it was going very fast. The fireman was in the tank in the tender. In this style of engine his place is separated from mine. What he was doing I do not know.
ANDREW FILLER.
Andrew Filler testified: I am the flagman at the crossing where this accident occurred. I saw the motor coming from the north toward the crossing at about 11:12 on the morning of Nov. 9. I was walking up and down north bound track. I heard milk train whistle when it left milk station and looked at my watch. The milk train from north was coming down the track. When train came within hearing I began waving my flag. Whistle blew again near gashouse. Stopped blowing whistle near cattle guard about 75 feet above crossing. I had seen the trolley car way above the gashouse previous to this. It seemed to me to be coming toward me at an unusual speed. Then I began to wave my flag more earnestly and I think I waved my other arm. I think I also ran up toward the trolley car. The car had not yet got down to the curve when I began to run toward it. I went toward it because I thought it coming more rapidly than usual. The car kept coming and I yelled,"For God's sake stop that car, stop that car." At that time the car was just rounding the curve. Then I ran east across the highway and got behind a maple tree. I kept my eye on the car, however. I saw it keep on up to the point of collision and saw the locomotive hit it. The debris landed down close to where I was. The trolley car got upon the crossing first and was part way across when it was struck. Just before the car struck and while the trolley was just leaving the curve to go onto the northbound track I saw two men on the cinder path, one of them from 6 to 10 feet north of the other. I did not see them leave or jump from the car. I observed the motorman standing in the usual place in the car, one hand stretched out one way and the other the other. I could not see that he made any movement. Of course I cannot swear that he was not making motions with his apparatus. He was looking straight at me when I shouted to him.
EDGAR B. BEAN.
Edgar B. Bean testified: I have been the regular motorman on this car that was in the collision. I was away on a vacation on this day. Usually shut off the power on this ear just south of the gashouse, 200 to 800 feet from crossing and the car approaches the crossing of its own momentum. I have run on this particular car more or less for three years. Have never had any difficulty with the brakes on this car except that the brake chain broke once about a year ago.
OLNEY P. CHRYSLER.
Olney P. Chrysler was the next witness called. Before being sworn he was informed that be need not testify to anything that would tend to incriminate himself provided anything should come out of the case that might call for his trial. He was told that he might also secure counsel if he desired it before testifying. Mr. Chrysler thought that he did not care for counsel and was ready to tell the truth and all of it. He was then sworn.
Mr. Chrysler testified: I reside in Cortland village, am 39 years old, and was motorman on the car that collided with the milk train on the morning of Nov. 9. We were from seven to nine minutes late that morning. I ran very slow through Main-st. in Homer. Ran easy till I came to the mill switch. After I left there I threw the power wide open and left power on till I got a short distance below gashouse. My brakes worked as usual at the mill switch. I shut the power off about in front of the dwelling house next south of the gashouse. Up to that time had been running rapidly. Let it drift along till near the fourth house on east side above the crossing. Then I tried my brakes to stop my car at the usual stopping place. My car slackened from that time till just as I was going over the curve. My brakes seemed to work. I thought it was going to stop all right. Instead, as it struck the wet slippery rail of the curve, about two car length from the northbound track my wheels slipped and the car advanced. It was going very slow at this time. I was within about 6 to 8 feet of the northbound track, and my wheels were still slipping. I released brake fully and reversed my power and applied it. It did not take effect. The car did not stop. I couldn't see that it made much difference with the speed. I had not up to this time seen the flagman. I can't say that I looked in his direction. I was all the time looking straight ahead of my car to see that there was nothing on the track. I did not know at this time that a train was approaching on the railroad. I did not hear any signal or warning. When within 6 or 8 feet of the rail I looked up to see where my flagman (my conductor) was. The next thing I knew I was on the north bound track and I saw my conductor and my train at the same time. The conductor was perhaps 20 feet north of me on the north bound track and the train was then perhaps 50 to 75 feet away from me, as near as I can estimate it. I reversed again to see if I could not stop my car. The next thing that entered my mind was that there was one chance in 1,000, to see if I couldn't get my car across ahead of the train, and so I applied my power to go forward. I saw I was going in front of the train anyway. I didn't see the engineer as I looked up. I didn't see or hear the flagman at the crossing.
On cross examination by Mr. Jenney the witness testified: I have been employed by this company since Jan. 9, 1899. Had never been a motorman prior to employment by this company. For last three or four years I had worked in the Brockway Wagon works, Homer. Have lived in Cortland county about twenty years. Had been on Cortland and Homer division about two months since Jan. 9, but was not on that division for three months prior to the accident except for two and one-half days. During a period of two months prior to accident I have not been employed as motorman except for five or six days. During the remaining time was acting as conductor. Had been motorman on the car all the forenoon of the accident. Had been employed as motorman on this car for the two days prior to the accident. On one occasion about two weeks before that I had worked one day and one evening on that line as motorman. The Cortland and Homer division was not my regular run. I took the car at the car barns at 6:10 A. M. Think the crossing at the time of the accident was the eighth time I had crossed the tracks that day. I had noticed before this trip that the rails were slippery on the curve approaching the railroad track, so that as I approached the curve I expected to find my tracks slippery. My wheels had not slid on that curve on previous trips that day. I had skidded my wheels on the same place the day before, and I had watched it and been very careful every time after that. I noticed that it was slippery from looking at it. It looked greasy and slippery. Did not notice anything else on rails except grease. There was no rain that day. My car should carry sand. I don't remember whether we had it that day or not. It is the business of the master mechanic to supply the sand. I didn't use any sand that day.
Mr. Jenney here asked this question: "You attribute this accident to the slippery rail at this point, and know of no other cause to have occasioned it?"
Answer, "I don't think of any other cause for it, and I do attribute it to the slippery rail."
The witness continued: There was nothing the matter with the brakes so far as I observed; nothing the matter with the power. I have never had any experience stopping cars on a slippery rail by the use of sand. I have used sand in starting, but not in stopping. I did not know that the milk train was in Homer when I left there. The first knowledge of any sort that I had that that train was anywhere near me was when I was just going over the tracks. There is nothing the matter with my eye sight or my hearing.
Summarizing in response to further questions of Mr. Jenney the witness said: "As I approached the railroad track upon the trip when the accident occurred I shut off my power at about the house next south of the gasworks. I let her drift along until we got to about the fourth house on the east side north of the railroad. I there applied the brake. The car came to the corner going slow and the wheels slid. I then released the brake, reversed the lever and applied the power. At some point between there and the track I shut off the power and again applied the brakes. Then wheels slid and the car did not stop. I then again turned on the power on the reverse as we were coming onto the track and when we got about onto the track I shut off the power, reversed the lever into the forward motion and applied the power to try and get over and then the collision occurred. I saw nothing of the conductor approaching the track except when I saw him just before the collision standing on the northbound track."
I was acting as motorman the previous day. Left my car for the last time at 6:45 the previous night. Went to my supper. I was out about an hour the previous evening. Drove up to Homer and saw Myron Babcock; went into John Coopers and bought a cigar, I was not at any other place in Homer that night. I have never crossed that track without attempting to stop.
I am not permitted under my instructions to turn around while on my post; so I could not have seen the conductor while he was on the car. When I went on the road in January I went on with a regular motorman for instructions. My instructor was Fred Hopkins. Was also on with Eugene Bowker as instructor for a few nights. Was on there in that way till I was turned in as competent to handle a car. Was carefully instructed as to making stops at crossings, siding, etc. I have alternately at intervals handled both ends of the car on both divisions of the road since February 1.
DR. GEORGE D. BRADFORD.
It was 1 o'clock when the testimony of Mr. Chrysler was completed and a recess was then taken till 2 o'clock when Dr. George D. Bradford was called. The doctor testified: I reside in Homer; am a practicing physician and surgeon, and at the request of the coroner made the post mortem examinations upon the bodies of Frank M. Newton and Margaret M. Kennedy at Briggs Brothers' undertaking rooms in Homer, Thursday afternoon.
I first examined the body of Margaret Kennedy. I found a large wound on the forehead covering the entire frontal bone; frontal bone crushed and broken, exposing the brain, large portions of which were exuding; long deep cut in the right arm; large abrasion of skin on left arm; both hands bruised and skin on both hands broken; large opening in body extending across the hips from hip to hip, opening into abdomen, intestines protruding; right leg cut off a little below the knee; right hip crushed and broken; lower part of spine broken; left leg broken at ankle.
I next examined the body of Frank M. Newton. Large and numerous abrasions of skin on the face and forehead; hands both blackened and bruised and covered with blood; right leg cut off about midway of the thigh bone; large part of right leg between thigh and ankle separated from the body and found in a box; right foot separated entirely from the leg and thigh; left thigh broken; left leg broken, both bones being entirely denuded of skin and flesh from knee to ankle; bones of left heel crushed. The cause of death in both cases was due principally to shock, the injury from so violent a shock being sufficient to produce death.
FRANCIS N. COPELAND.
Francis N. Copeland testified, I reside in Homer. On the morning of Nov. 9 was driving to Cortland. When south of gashouse was on west side of trolley car track Saw car coming behind me. Was anxious to get down to crossing ahead of car as my horse was nervous. Before I got to where I usually cross the car track I saw the flagman flagging. That was the first I knew of any train coming. This point was a little north of the curve in the street car track. I crossed trolley track and stopped. Was about 30 feet then southeast of curve in trolley track. I hadn't heard any train so far. Had stopped more on account of trolley car than anything else. First I knew that car wasn't going to stop was flagman hollering. I hadn't looked back till then. Turned and looked back and saw car running onto track. Couldn't tell about speed of car, but it wasn't going fast. Hind wheels of car were then just about leaving curve, and forward wheels nearly on east rail of northbound track. Saw the train, knew there was going to be a smash. It wasn't two seconds from time I first saw the car before it was in front of locomotive. Car reached crossing ahead, so that the train struck it. Locomotive hit car very near the center. I saw the train pick up car. The crash scared my horse and he bolted and went in south of Mr. Smith's house. Car seemed to roll up on engine and then fell back and collapsed near highway crossing. I stopped horse as quick as I could. Tied him to fence and went to scene of wreck. First one I came to was an old lady whom I have since learned was Miss Kennedy. I didn't know her. She lay between the rails of the southbound track and was in a mangled condition and dead. I next saw Mr. Chrysler about 10 or 15 feet from the lady on his face in the road on the west side of the track. Up to this time I hadn't seen Mr. Newton there was so much trash in the road. I heard some one groan. I looked down the track and saw him lying just out side of the rail, both legs cut off. Body was lying outside of rail. I saw the railroad train the first time when I looked around after hearing the flagman shout "For God's sake stop that car." Saw both car and train first time at that one took. Hadn't heard a thing to indicate approach of train. Didn't see where motorman or conductor were. As I looked around after the old gentleman hollered I saw a gentleman jump out of the car. I afterward met and talked with him at the hotel and it was Mr. Taylor. Mr.Taylor called to me then and said, "Did you see me get out of that car?" He was not over 2 1/2 rods from me when he struck the ground on east side of track, and spoke to me.
ORSON B. SMITH.
Orson B. Smith testified: I reside in Cortland and I was the conductor upon the wrecked car. We left the end at Homer at 11:12. I know this from my watch which was correct and accurate. Passed mill switch at about 11:20. From there to crossing ran at good speed. Didn't hear or see a train till just before the accident. The car began to slacken at the usual place, about the third or fourth house above the crossing. I supposed it would stop at the usual place. It didn't, but I thought it would before it struck the track. I saw the train at just about the time we struck the curve. The flagman on the crossing was waving his flag and I saw him and looked back up the track. The train was between there and the gas house and coming rapidly. I didn't hear it till then. As the train got nearer the flagman seemed more excited and waved and shook his flag, but I didn't hear him say anything. As car and train came nearer together I saw that a collision was sure. Just then Mr. Taylor came through the door of the car and he and I both jumped off. I got off the west side and he off the east side of car. I don't think I gave any outcry before I jumped. I heard no one else give one. At time I jumped I should say the speed of the car was six or eight miles per hour. I was not thrown when I got off. I landed on the cinder path or the grass just east the northbound track and didn't approach nearer the railroad track than that. I watched the train and car till the collision happened. The trolley car was on the track first. There was a crash. The engine struck it square in the center. I didn't move from where I struck the ground till after the accident.
The speed was reduced after the car struck the curve. The cause of the reduction of speed I am not able to give in my own knowledge. I have no recollection of any sensation given to me of setting brakes or reversing power. Both these may have been done, however. I saw the motorman turn the brake handle and go through all the motions of setting the brake. I saw him use his reverse handle and put on the power again after he had tried the brakes. I think we were on the curve then. From the feeling of the car I think the wheels slid somewhat.
Cross examination by Mr. Jenney: I have been a conductor on the road for three years. Been on the Cortland & Homer division since a year ago last February. We have never been in the habit of trying to beat the engines of the railroad. Never knew of an occasion when such an attempt was made. It was a clear day and the sun was shining. Rails were dry except for grease on curves. It is put on curves so the curves will slide around easily. I don't know whether our car had sand or not. I should think the car ran at the rate of 15 miles per hour after we left Homer. We were probably running at that speed before we began to slow up for the crossing. I was on the back platform. I could look through the car and see the motorman. Did not see him shut off the power the first time, but did see him apply the brakes. Rules of the road require car to be stopped 50 feet before reaching track. Center of curve must be from 40 to 50 feet from the east rail of northbound track. It is customary to stop the car before we reach the curve; or just as we begin to come in upon the curve, but at least more than 50 feet from the rail. I think the car was going 8 or 10 miles an hour at the point where the car is usually stopped. I then knew the train was coming; we were not over 100 feet then from the point of collision. I didn't have time to notify passengers of danger. Car kept slowing down all the way to the track. Was just moving when the train struck it. I got off near to the track. Was going 3 to 4 miles an hour when train struck it. I saw the motorman go through the motions of reversing power. It was just in the curve then. I did not see him do anything besides apply brakes and reverse power. I was watching him till I got off. I could see him on the car after I got off, but couldn't see what he was doing. I didn't have anything in my hand when I got off the car. Flag was in its place in the bars by window.
I did not look at the rail to know that it was greasy and do not know it of my own knowledge. I kept thinking up to the time that the car was struck that it could be stopped. The car had very little headway when it was struck by the train.
H. B. WESTCOTT.
I am the general manager of the Cortland & Homer Traction Co. I was at the scene of the accident within ten or fifteen minutes after it occurred. I rode a wheel up there and it almost killed me. I stood leaning against the flagman's shanty and immediately looked over the wreck and over the crossing and track to see if it was in shape to operate. I found the track in good shape and the rail dry, no grease on the rail. Grease is rarely ever used at that curve and had not been applied there for thirty-six hours before the accident. When the controller was uncovered the controller was set in the running position in the second series showing that the absolute full power of both motors was on at that time. I could not say whether it was for forward or reverse motion. Brake rods and chains were intact, but very badly twisted. Three wheels were smashed to pieces and the fourth had its flange broken off.
At this point the inquest was adjourned till to-morrow afternoon. It is possible, however, that no more witnesses will be sworn even then.
BREVITIES.
—New display advertisements to-day are J. E. Toole & Co., page 5.
—The Cortland Normal second eleven plays the Dryden High school team on the Dryden fair grounds next Saturday.
—At the meeting of Elon encampment I. O. O. F. last night four candidates from Scott received the first, second and third degrees.
—Rev. William Jessup, a missionary under the Presbyterian board to Syria will be present at the Presbyterian prayer-meeting to-night at 7:30 o'clock and will speak upon missionary work to that country.
—A special union service for young people will be held in the Presbyterian church Sunday afternoon, Nov. 19, at 4 o'clock under the auspices of the Y. M. C. A. It will be addressed by Mr. Charles T. Biggs of Auburn Theological seminary. All men and women cordially invited.
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