GOOD WORK BY FIREMEN, CORTLAND ASSEMBLYMEN, AND POLITICAL NOTES

 

The Cortland Democrat, Friday, November 17, 1899.

GOOD WORK BY FIREMEN.

   The efficiency of our fire department was amply proven at an early hour last Friday morning when they prevented the spread of the blaze which nearly consumed Gillett's livery barn on Orchard-st. A lantern exploded at the top of the stairs and the flames spread rapidly, and there was some delay in sending in an alarm so that it was under big headway when the firemen arrived. Buildings closely surrounded it on both sides, but were saved from great damage, except the bowling alley owned and occupied by James Kane. Mr. Kane lost many of his effects and was uninsured. Other losers had insurance. Mr. Gillett saved his horses, wagons and entire equipment.

 

CORTLAND ASSEMBLYMEN.

   The following correct list of the Assemblymen from Cortland county since the formation of the county in 1810 will be read with much interest and no doubt preserved by many for future reference:

1810—Ephraim Fish.

1811—Billy Trowbridge.

1812—Billy Trowbridge.

1813—Billy Trowbridge.

1814—Wm. Mallory

1815—Samual G. Hathaway.

1816—Joshua Ballard.

1817—John Miller.

1818—Samuel G. Hathaway.

1819—Joseph Reynolds.

1820—John Miller.

1821—John Osborne.

1822—Daniel Sherwood.

1823—John Gillet, Daniel Sherwood.

1824—Wm. Barto, Mathias Cook.

1825—James Chatterton, Josiah Hart.

1826—Augustus Donnelly, john Lynde.

1827—Cephas Comstock, Nathan Dayton.

1828—John L. Boyd, Nathan Dayton.

1829—Abraham Carley, Gideon Curtiss.

1830—Chauncey Keep, Henry Stephens.

1831—Fredus Howard, Chas. Richardson.

1832—Andrew Dickson, Jonathan L. Woods.

1833—Enos S. Halbert, David Mathews.

1834—Stephen Bogardus, Oliver Kingman.

1835—0Aasron Brown, Barack Niles.

1836—Cepahas Comstock, Chauncey Keep.

1837—Josiah Hine, John Thomas.

1838—David Matthews, John Osgood.

1839—George S. Green, George Issacs.

1840—William Barnes, Jabez B. Phelps.

1841—Nathan Heaton. Lovel G. Mikels.

1842—Jesse Ives, Oren Stimson.

1843—Harry McGraw, George N. Miles.

1844—Platt F. Grow, John Kingman.

1845—George J. J. Barber, John Pierce.

1846—Amos Graves, John Miller.

1847—Timothy Green.

1848—James Comstock.

1849—Ira Skell.

1850—Lewis Kingsley.

1851—Alvan Kellogg.

1852—George W. Bradford.

1853—Ashbel B. Patterson.

1854—Perrin H. McGraw.

1855—John H. Knapp.

l856—George I. Kingman.

1857—Joseph Atwater.

1858—Nathan Bouton.

1859—Arthur Holmes.

1860—John A. McVean.

1861—Loami Kinney.

1862—Thomas Barry.

1863—Henry B. VanHoesen.

1864—Benjamin F. Tillinghast.

1865—Dann C Squires.

1866—Stephen Patrick.

1867—Horatio Ballard.

1868—Raymond P. Babcock.

1869—Hiram Whitmarsh.

1870—Charles Foster.

1871—Henry S. Randall.

1872—Dann C. Squires.

1873—Geo. W. Phillips.

1874—Geo. W Phillips.

1875—Daniel E. Whitmore.

1876—Judson C. Nelson.

1877—Deloss McGraw.

1878—Orris U. Kellogg.

1879—George H. Arnold.

1880—Samuel A. Chlids.

1881—Alburtis A. Carley.

1882—Alburtis A. Carley.

1883—Judson C. Nelson.

1884—A. Judson Kneeland.

1885—Harlan P. Andrews.

1886—Milfred M. Brown.

1887—Wayland D. Tisdale.

1888—Wayland D. Tisdale.

1889—Rufus T. Peck.

1890— Rufus T. Peck.

1891—Rufus T. Peck.

1892—James H. Tripp.

1893—James H. Tripp.

1894—Benjamin F. Lee.

1895—Wilber Holmes.

1896—F. P. Saunders.

1897—F. P. Saunders.

1898—D. W. VanHoesen

1899—George S. Sands.

William McKinley.

 

POLITICAL NOTES.

   Roosevelt seems to imagine that he is the Governor, not of the whole people, but of a dominant political faction of the State—Syracuse Herald.

   Hobart slides out from under the Ramapo affair. Griggs slides out from under the Carter affair. Roosevelt slides from under the canal affair, and they all slide on the people's toboggan. Watch it.—Poughkeepsie News-Press.

   It is worth remembering that the Ramapo job had to run against a Democratic stone wall before it met with the slightest resistance. Every Republican by way and boulevard was dusted and oiled for the occasion.—New York Journal.

   President McKinley is rapidly gaining in popularity in Utah. His recognition of polygamy in the Sulus, and his guaranteeing of the Sultan thereof in the undisturbed possession of his harem, is appreciated by the Mormon elders. — Grand Rapids Democrat.

   A somewhat amusing statement was Mr. Platt's effort to clear his father of all interest in the Fidelity and Deposit Company of Maryland, which does so large a business in Raines law bonds, by stating that it was the business solely of himself and his brother.—Buffalo Express (Rep.).

   It inspires something like contempt to read in the columns of some of our Republican contemporaries bitter criticisms of Gen. Otis in one column and fulsome praise of President McKinley in another. Those boss-ridden organs have not the courage to acknowledge that McKinley is responsible for Otis.

   It is not of grave importance whether George Dewey is a Democrat, Republican or Populist, but the matter should be settled. Campaigns are nearly due and no political organization should use his pictures on its three-sheet posters unless certain that it has "got him next." Printing costs money.—Chicago Chronicle.

   Governor Roosevelt, the athlete, has fairly pole-vaulted into Ohio politics. He is throwing the political hammer, putting the eloquent shot and taking party hurdles at a great rate. Here in his own State, however, we cannot forget that he has balked at the canal water jump. The Governor's mind is like the tail of a comet. It not only flares away from the sun of facts, but it to too tenuous to hide the palpable things behind it.—New York Journal.

   This Sulu treaty is, indeed, a diplomatic darling. It provides for the continuance of a regime of which slavery is an important feature. But a defender of the policy of benevolent assimilation asserts that this slavery isn't a bad sort of slavery at all—just a nice, quiet, pleasant sort of ownership of one human being by another and just the thing for Uncle Sam to go in for 85 years after our five thousand million dollar Civil War, which brought about more or less freedom for Africans in this country.—Hartford Times.

   It would be more becoming to Governor Roosevelt if he would do less talking about fighting and get down to the business that confronts him and show us some action which the people could commend in his official life. There are some gross discrepancies in the handling of canal funds for instance which he promised to attend to after he was elected Governor. But then to ferret out the canal frauds would require some moral stamina and courage on his part, and that to something he is sadly deficient in, although he professes with monotonous regularity to the people that he is a bold bad man in a fight.—Niagara Cataract.

 

PAGE FOUR—EDITORIALS.

   The Republican Attorney General cannot very well do anything to destroy the trusts without disregarding the Scriptural injunction to "Remember thy Creator, etc."

   The Republican party believes in special favors to privileged parties, tariffs, bounties, subsidies, national banks and trusts. The Democratic party stands for equal opportunities for all.

   There is small comfort for McKinley in the election returns. To carry not one of the states considered doubtful in an election preceding the Presidential contest is no record for a second term aspirant.

   If, as President McKinley now says, the Philippines have come to us through the "Providence of God," he should lose no time in demanding that Spain refuse the $20,000,000 we paid for her vanished title.

   President McKinley's plea that we can govern the Filipinos better than they can govern themselves, is much like the plea of Senator Hanna that the trusts can control our industries much better than the people can.

   If trusts are such admirable things as Senator Hanna says they are, we may reasonably expect that the consolidation of the sleeping car companies will shortly devise a system of all lower berths with lower prices.

   Dr. Parkhurst says that there are 250,000 New Yorkers who are much worse than Representative elect Roberts of Utah. Yet the protests came in good and strong from New York against the Congressman with his three wives.

   To transfer like sheep a people like the Filipinos from one nation to another, without their consent and against their emphatic protest, may be legal according to International law, but it to contrary to all former American ideas of justice.

   In his recent Western speeches President McKinley dropped the mask, and intimated his intention to recommend keeping the Philippines, regardless of the McEnery resolution passed by the Senate, which declared that he did not intend to annex them.

   The tax reform scheme of the [Cortland] Standard appears simple and innocent on its face, but in operation the burden of taxation would be thrown upon the farmers. It should meet a fate similar to Brother Clark's pet "primary law" and be emphatically declined by those in a position to make it operative.

   Under the terms of the treaty made by this Administration with the Sultan of Sulu we are to pay him a stipulated yearly sum, and not to interfere with his domestic institutions of polygamy and slavery. We are therefore to be taxed to maintain in Sulu what we abominate in Utah, which scarcely seems to be consistent. What is bad in Utah should not receive the endorsement and financial support of the United States in the Philippines.

   The administration does not propose that the Philippines shall be admitted as states, yet the Supreme Court of the United states has decided that there is "no power given by the Constitution to the Federal government to establish or maintain colonies bordering on the United States, or at a distance, to be ruled and governed at its own pleasure, nor to enlarge its territorial limits in any way, except by the admission of new states. To acquire territory and govern it by Congress, as it sees fit, would be dangerous to the liberties of the people."

   William H. Clark of the Standard is now fathering a tax-reform petition. It has been somewhat signed, but it is a safe guess that none except the rich signers know that the scheme is one originated by such taxpayers as the Astors, Vanderbilts and Rockefellers. The farmer and the poor taxpayer in general knows what regard such men have for those not millionaires. The petition circulated by Mr. Clark was signed by many business men, probably without their having, in most Instances, the slightest idea of its import. We would advise them and others to whom it may be presented to look closely at the measure.

CHASING AGUINALDO, GILLETTE SKIRT CO., AND GEORGE ROBSON LETTER FROM MANILA

 

Emilio Aguinaldo.

Cortland Evening Standard, Friday, November 17, 1899.

CROWDING AGUINALDO.

Cavalry In Hot Pursuit of the Rebel Chieftain.

AMERICANS SURPRISE FILIPINOS.

Senora Aguinaldo's Extensive Wardrobe, Filling Twelve Barrels, Captured by Our Forces—Lieutenant Gilmore of the Yorktown Heard From.

   MANILA, Nov. 17.—Reports have been received here from General Young, dated Humingham. Humingham is about 30 miles east of San Fabin. General Young is supposed to have advanced considerably further toward San Fabian.

   A press correspondent telegraphs an account of the rapid pace with which General Young covered the road with his cavalry. The Macabebe scouts completely surprised and demoralized the insurgents around the low country.

   A messenger and reinforcements who were captured say no town from San Jose to San Nicolas expected the arrival of the Americans until a day or two after they actually arrived.

   Aguinaldo and his government are said to be making desperate efforts to escape to Bayombong. All the information here is that he is still in the low country.

   Lieutenant Johnston, with M troop of the third cavalry, captured at San Nicolas 12 barrels containing the wardrobe of Aguinaldo's wife, some personal effects, the records of the secretary of war and much commissary and medical supplies.

   Senora Aguinaldo probably escaped over the divide, but the secretary of war is thought to be inside the limits. Thomas W. Hayes, a civilian, and Calvin S. Davis of the Sixteenth infantry, who were held prisoners by the insurgents, have been rescued.

   Colonel Wessels captured at Tayug several hundred thousand pounds of rice, 7,500 pounds of salt, 5,500 barrels of flour marked "Dayton, O.," 2,500 pounds of sugar, 1,300 new uniforms and hundreds of thousands of Mauser shells.

   The names of Lieutenant Gilmore and seven of his men were found written on the walls of the convent of San Quintin.

   The garrisons of all the towns surprised resisted feebly. General Wheaton has not yet appeared.

   The remains of Major John A. Logan, killed in action at San Jacinto Saturday, were buried in Paco cemetery. Many persons followed the body to the grave. Chaplain Pierce officiated and the Twentieth infantry furnished the escort, which was commanded by Major Robman. The pallbearers were the captains of the Twentieth infantry.

 

Gillette Skirt Factory (formerly Cortland Corset Co.) 1899.

 

THE GILLETTE SKIRT CO.

HAS PURCHASED THE CORSET FACTORY BUILDING.

Will After April 1 Next be Located on Mlller-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.

   Nothing succeeds like success. The Gillette Skirt Co. which since its inception has been a living exemplification of this old maxim, has purchased the building on Miller-st., in former years occupied by the Cortland Corset Co., but which has been unoccupied for several recent years.

   Possession will be taken April 1, 1900, and in the meantime the building will be put in shape for its new business. The building is a two story frame structure 35 by 100 feet in size, with a wing 30 by 50 feet in size extending north from its east end. The general offices of the company will be on the lower floor in the southeast corner, the main entrance being from Miller-st. The remainder of the lower floor of the main building will be used for the cutting and stock departments, and the shipping department and room for finished stock will be in the wing on the lower floor. A stairway from the offices will lead to the second floor where in the main part will be the machines. The ladies' tailoring department and fitting rooms will be located on the same floor in the wing. The power will be furnished by steam in the winter months and in the summer a gas engine will furnish power. The building will be heated by steam. Each department will be well and amply lighted, and in fact the building seems to be almost an ideal one for its use by this enterprise.

   This company, which began the manufacture of skirts in a small building on Port Watson-st. three years ago has been attended by unquestioned success from the outset. But a few months had elapsed before it became necessary to seek larger quarters, and a place was secured in the Wells block, where the business has since been located, using the second and third floors of the building, which quarters are now too small for the rapidly increasing business. It is an undoubted fact that there is no business in which there is a stronger competition than in the manufacture of skirts, but scarcely had the first skirts been put upon the market when it was evident that a popular chord had been struck and that an article was being produced which appealed to the feminine eye, to a woman's sense of comfort and which possessed excellent wearing qualities.

   A year ago a ladies' tailoring department was opened and its success from the start has been most pronounced. With the added facilities that the new factory will give it is hoped to do much of the high class of work for the women of Cortland which has previously gone to New York and Syracuse. This department is in charge of Madame Allsoppe, a modiste of wide experience.

   The president of this company and its general manager is Mr. N. H. Gillette, who had many previous years of experience in New York City, a man of uniform courtesy and practical business sense. The superintendent is Mrs. Ella Hoag. The concern now employs nearly seventy hand [sic] in all departments, but in the spring with the increased room and facilities a larger force will be necessary.

   The present year a new line of skirts has been made for the trade, known as the New York skirts, and the management of this department is in the hands of Mr. H. B. Pomeroy, for fifteen years with Warner Bros. of New York, who looks after it with great care and fidelity. At present a new line of wrappers is being worked out. This branch of the business is known as the New York Skirt & Wrapper Co.

 

FROM FAR AWAY MANILA.

Letter from George Robson of Cortland, Private in Ninth Infantry.

   Mrs. Wm. Robson of 70 Groton-ave. has received the following letter from her son, George Robson, a member of Company I, Ninth lnfantry. The letter was written Oct. 8 at Angeles, Philippine Islands.

   We have just finished cleaning up our quarters. That is all the officers think about. There has been firing on our outposts just now, but I guess it didn't amount to much. Everything is quiet except a few shots once in a while. I was down to San Fernando for our knapsacks. I had mine full of clothes when I sent it away, but it was empty when I got it again. The officers make us draw a lot of clothes then we put them in our knapsacks and they are stored away and somebody gets into them and takes what they want and then we have to pay for them. There is talk that the Ninth, Twelfth and Seventeenth are going to Manila and then go by boat to Dagupan, where the railroad ends and start from there and come down the railroad and then would have the insurgents between us. We have got orders to prepare for a three months' campaign. When we start again we are going to keep chasing the insurgents all the time. We will either make them give up or chase them off the island. I have expected to find some of the Cortland fellows with the recruits that are coming over all the time. We got four the last week. Firing has just started again as I write this, our artillery has just fired a big gun in return for a few rifle shots from them. I will send you two papers that I have promised you. They will be interesting to you. I don't know what minute we shall be called out and I will write as often as I can. Here is a couple of cents one from Hong Kong and one from the Straits Settlement and a 20 cent piece of Spanish or 10 cents of our money. I would send you a 10 cent piece, but I can't get one.

 

BREVITIES.

   —The closing exercises of the fall term of the Truxton Union school will occur in Woodward's hall Friday evening, Nov. 24.

   —The members of Grace church choir are requested to meet for practice in Mr. Bowen's room in the Consevatory of Music this evening at 8 o'clock.

   —New display advertisements to-day are—M. A. Chase, Underwear, page 6; Burgess, Clothing, page 8; F. D. Smith, Red Cross stoves, page 6.

   —Rev. William Jessup, a missionary to Syria who is now at home on a furlough, gave a most interesting and profitable talk regarding his work in that country  to a large audience last night at the Presbyterian chapel. He has been in Syria since 1890.

   —New heaters have just been put in car No. 8 of the trolley road, and that car will hereafter run between Cortland and Homer in place of the car wrecked in the accident a few days ago. The combination car which has been running will be returned to the car barns again.  

HARASS AMERICANS, GILLETTE SKIRT CO., AND CORONER'S INQUEST INTO TROLLEY-TRAIN COLLISION

 

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.