Evening Republican, Volume 19, Number 262, Rensselaer, Jasper County, 4 November 1915 — Page 2

WINNERS OF A GREAT AUTOMOBILE RACE

In one of the most spectacular and closest finishes ever witnessed in an automobile race Earl Cooper of Los Angeles, Just nosed out by less than a second Oil Anderson of Indianapolis, In the 600-mile motor derby at Fort Snelllng, Minn. The official time of the two cars was: Cooper, 5 hours 47 minutes 29 seconds; Anderson, 6 hours 47 minutes 30 seconds. Cooper's average for the long, grueling race was 86.35 miles an hour. Incidentally, Cooper won $20,000 and Anderson SIO,OOO.

MORAN TO TACKLE WILLARD

Efforts Being Made to Secure Match for Big Pittsburgh Fighter With the Present Champion. Since the return of Frank Moran, the Pittsburgh heavyweight, from Europe, strong efforts are being made to match him with Jess Willard for a championship battle. Moran is a good fighter and a fine fellow, but there are other heavyweights in the country who are Just as much entitled to a chance at the title with Willard. Moran’s greatest feat, so it is claimed, was in going 20 rounds with Jack Johnson before the latter lost his title to the present champion. Moran lost the contest. There has been a great deal of notoriety connected with the Johnson-Moran match, the claim being made that Moran had agreed to “lie down” to Johnson, but after en-

Frank Moran.

tering the ring declined to go through with it. The claim was made by Moran’s manager that it was the only way they could get Johnson into a match at that time. Reports of the contest indicated that Johnson was in very poor form at the time and therefore had little chance of putting the Pittsburgher away. It proved one thing however —that Moran had considerable class, no matter how Johnson felt about it. Moran’s win over the British champion, Bombardier Wells, by the knockout route in ten rounds, was the occasion for a big boost, but Wells had lost the same way to A 1 Palzer, Gunboat Smith and Georges Carpentier. Moran’s latest win by a knockout over George Sims in six rounds was nothing to brag about, as Sims was considered only a third-rater over in London.

Hard Man to Pitch To.

If there is any man in the world harder to pitch to than Miller Huggins, the average National league twirler hasn’t yet lamped the individual. One day when Huggins was batting against Vic Willis, then with the Pirates, the Rabbit fouled oft 12 consecutive balls. Vie was an easy going cuss, but he becamg highly incensed, and yelled to the umpire: “Get a batter! I’m tired of throwing the ball to a bunch of nothing like that guy up there now!” "Beg pardon, but I can’t help you.” replied the ump. "You will have to get rid of Huggins first. The rules say so, and I can’t go behind the rules, you know.”

Cobb Leads in Everything.

Ty Cobh is at the head of four departments in baseball. He is the champion base-stealer, champion batsman, champion scorer and champion total-base hitter. If there was anything else worth while in the game he would try for that also.

No greater reward than the honor of victory, however, in so punishing a grind could have been won by these two drivers, who, by their daring, skill and ability to endure punishment, set a new record for close finishes. The race, according to experts, was preeminently a contest of endurance for cars and drivers. The big machines driven by Cooper and Anderson simply roared around the course, danced over the rough spots in the concrete and drove other entries out of the race.

PROTECT THE FULLBACK

Special pains have been taken by the men who rejiggered the football rules to provide the fullback with more protection than he has ever had before, and that means the fullback is going to be used more in carrying the ball. The rules. Just issued, show that in regard to the fullback, distinction is made between “running into” the player and “roughing” him. The player who "runs into” the fullback will cause his team to be penalized 15 yards, while “roughing” the fullback will not only bring the 15-yard penalty, but cause the offending player to be disqualified. The more the fullback is bumped the more penalties and disqualifications the other side will suffer, so coaches will see that the fullback is often in position to be bumped. Other changes are slight. The committee decided the game could not be improved much.

TENNIS IS NO LADIES’ GAME

Man Who Can Go Through Tournament Is Athlete, No Fashion Plate —Endurance Is Taxed. There was a time when tennis was called lawn tennis, with the accent on the "lawn.” It was played at garden parties as a companion sport to that dear croquet. Gentlemen took part in it because it afforded an afternoon of mild entertainment without requiring the effort of conversation, while the ladies also affected an interest for the sake of the becoming costumes which the game made possible. Things have changed since then. The man who can go through a tournament match nowadays is an athlete, not a fashion plate. He makes a more strenuous and sustained effort than even the baseball or football player. While he runs no chance of being physically injured, he knows each time he goes on the courts that his endurance may be taxed to the limit. Frequently tennis players when not in the best of condition have been compelled to default through simple inability to continue. Often spirits of ammonia and other stimulants are kept on hand to revive the failing strength of a contestant. . \.« Those who still believe in the old tradition of lawn tennis as a social diversion should see a McLoughlin, a Behr, a Dawson or a Throckmorton in the midst of a hot fight.

Yost Springs New Football Stunt.

Coach Yost of Michigan, who is always devising something new in football tactics or training methods, has sprung a new one on Michigan by introducing baseball tactics into the game. As the speedy, clean handling of the football is a great essential in the new game, he has taught every man to play a game in which nine players were placed tnr each side, and the regular baseball diamond used. The pitcher tossed a regulation football to the batter, who, instead of hitting it with a bat, caught it and threw it as far as possible in an effort to make a base. The regulation rules of baseball were observed throughout.

Umpire, Chill an Ex-Boxer.

Ollie Chill, American league umpire, was a boxer. He boxed Eddie San try and other good boys of several years ago, and, in the winter, after he became an umpire, helped Ray Bronson, the Indianapolis scrapper, in his training. Chill started as an umpire in the Central league, went to the American association and then to the majors.

TIIE EVENING REPUBLICAN, RENSSELAER, IND.

Klondike and Yukon Today

THE world will go gold-hunting until the last yellow nugget is extracted from the earth. Naturally the Klondike and Yukon goldfields, as the latest to be opened, will attract the would-be pioneers of the present, and romantic stories coming out of the great Alaskan forests and mountains will stir the blood of the adventurous until the whole region has become commercialized. In a recent publication of the Smithsonian, H. C. Cadell reports his studies and investigations in the Klondike and the Yukon and presents a picture of conditions in these famous fields which the man with the gold fever will do well to see. The name Klondike was once in every mouth, and late in the nineteenth century it nearly became a synonym for all that was rich and prosperous. But of late it has not been so common, its early bloom having faded away. The sensational pockets of fine placer gold, which attracted hordes of hardy adventurers from every quarter, now are nearly depleted, and no new ones have been discovered to maintain its earlier reputation. But while this part of the Yukon district can no longer be called a poor man’s goldfield, it still contains a considerable quantity of alluvial gold which can be secured by the application of capital and brains. It remains a region well worth visiting, for besides the gold it has other possibilities of development. There are many points of geographic and scientific interest; in this remote and imperfectly explored northwestern corner of the British empire there are numerous problems awaiting the discussion and investigation of the geologist and the geographer of the years to come. Skagway. Now a Wretched Spot. On his trip of investigation Mr. Cadell steamed up the coast from Van-

couver, and through the Lynn canal, to Skagway, which he terms the gateway to the Yukon, and describes as “a wretched little town with decayed wooden houses and grass-grown streets, the scene of many robberies, riots and murders at the time of the gold rush, which the police authorities had neither the power nor energy to control. Skagway is not, and can never be, of much use to the United States except as an obstruction to Canadian progress, but might be of some advantage to the vast Canadian hinterland less than twenty miles inland.” Skagway is surrounded on three sides by a plateau of steep and rugged mountains through which two trails lead to the north over thfe White Horse and the Chilcoot passes, up whose wild and difficult ravines thousands of fortune-seekers trekked and struggled with their heavy packs, tools and tents in the mad rush to the expected El Dorado over five hundred miles away. Soon after the gold was found in quantities a mountain railroad was built up the White pass from Skagway to the summit and on to Lake Bennett, a distance of 40 miles, traversing a wild and iceworn plateau of gigantic proportions, strewn with moraines, sprinkled over with lakes and inclosed by snowy peaks 5,000 to 6,000 feet in height. At the head of Lake Bennett lies the deserted town of Bennett, where, at the time of the gold rush, there were lodged some five thousand people in houses, huts and tents. The only building now standing beside the railroad station is a wooden Presbyterian church —which shows that yt least a few righteous men were among that sordid crowd. It was here that the first prospectors and miners got into boats and canoes and navigated their frail craft through lakes and rapids for the remaining 531 miles of their venturesome journey to Dawson City. The -last stretch of the railroad from Skagway runs along Lake Bennett to White Horse, a few miles above Lake Laberge, where safe navigation down the Lewes river to Dawson begins. Dawson City the Center. Although the great ice fields of the early ages swept the greater portion of North America they missed the region of the Klondike, and consequently the gold-producing deposits remained intact until the early prospectors discovered them. The .Yukon goldfield is confined mainly to the vicinity of Dawson City, although ■mail quantities of gold can be found

in the sand of the Yukon for hundreds of miles up the valley. Dawson City is situated on the alluvial flat where the Yukon is joined by the Klondike river, two tributaries of which are the famous Bonanza creek and Hunker creek. Although traces of gold were discovered in the Yukon valley in about 1869, it was twelve years later, in 1881, before it was found in th# Big Salmon, and in the Lewes, after* ward coarse gold was found on the Fortymile, a tributary of the Yukon below Dawson, and in 1894-1906 the discoveries of Bob Henderson and George Cormack, in Hunker and Bonanza creek and many miners made fortunes in a short time, but unfortunately most of the gold was spent foolishly or in debauchery. One man is said to have taken $600,000 out of a claim 86 feet by 300 feet, but, so the story goes, he spent it in a few years and died in poverty. The quickest fortune on record was secured by two men who cleaned up gold to the value of $65,000 ip 27 hours. Stories of the proceedings at Klondike during these “golden days'* are not edifying, but point to the moral that wealth too easily and quickly won is apt to work ill. The total output in 1898 was $20,000,000, from which fixate it jumped six million annually until 1900, when the production reashed $22,275,000, the highest point. From this point a* steady decline began until in 1908, when it was $2,829,131, at which time hydraulicking and dredging began, and the total output rose slowly until it was $5,018,411 in 1913. It has been estimated that only about $20,000,000 worth of gold remains to be produced, out of the original available amount of nearly $180,000,000. At the height of the boom in the winter of 1899 the population of Dawson is said to have reached 25,000; recently, however, it

has dwindled down to less than two thousand people. Three Ways of Getting Gold. The various processes of recovering gold in this region fall under three main heads —individuals, by washing surface gravels with shovel and pan, or by sluicing with flume and sluice box; small parties, by working drift with mechanical scrapers and sluices, or drift-mining in shafts and sluicing, and capitalists, by dredging with powerful mechanical plants, hydraulic sluicing with monitors, or mining and stamping ore in mills. The first class includes “poor men’s diggings” and the second requires more financial resources and mechanical ability, but a successful man in the first may become a member of the second class. While the first two classes require fairly rich ground, only men with exceptional ability and ample capital can reach the third class and work the low-grade placer gravels or quartz veins successfully. The author describes in detail the several methods of extracting gold from the frozen Klondike field, based upon his personal observations, and shows how man has changed the topography of this district, especially in the valleys. First the drift miners turned the gravel upside down, then the dredgers plowed it all over again and threw it into great ridges of stone with mud banks between, and finally where there were white gravels on the high ground, the hydraulic “giants” washed them down into great fan-shaped cones, sometimes reaching across the entire -valley, completely burying all. below, damming up gullies and producing new lakes. All of which operations have made tough problems for the future geologist.

The vast territory of the Yukon district Is imperfectly explored, and although it is far north, the climate in summer is warm and favorable for agriculture and grazing. Exploration is now readily effected from Dawson, and Mr. Cadell hopes that fresh enterprise will reveal new resources that will lead to the permanent settlement or this remote and almost uninhabited outpost.

Anxious to Please.

“So you are expected to do a kind act every day?" "Yes,” replied the boy scout "How about today?" "Well, the teacher has been having a little trouble with me. Don’t you think I might stay away from school and give her a rest?”

WRECK OF PECULIAR NATURE

The Passenger Train Broke Through the Sagged Portion of the Trestle and Crashed on to the Work Cars Below.

Several fatalities resulted from a railroad wreck of a most unusual nature which recently occurred near Rainier, Wash. At the point where the tragedy happened the tracks of one railroad company cross those of another on a 30-foot trestle. A work train was passing beneath the elevated structure carrying a steam shovel on a flat car as a passenger train approached overhead. The

AS THE WORLD MOVES

ADVANCE OF RAILROADING IN ONE CENTURY. Something Very Close to Perfection Has Been Reached in the Compaq atively Short Time of a Hundred Years. One hundred years ago the first locomotive in the world to successfully haul a load of freight upon rails made its maiden trip. Invented by George Stephenson, the “father of locomotives,” it made its first run at Killingworth colliery in England. It had so many rods strapped to its boiler that it had the appearance of a huge grasshopper. It weighed about six tons. A pair of “walking-beams,” resembling those of a modern side-wheel steamer, turned the four wheels. There being no cab, the engineer had to stand while the engine was in operation. It pulled eight loaded cars, which aggregated a weight of 30 tons, up a track that had a grade of one foot in an eighth of a mile. The test was a “grand” success, the engine running about six miles an hour. The first locomotive to draw a train of cars in the United States made its experimental trip in the Lackawanna coal district fifteen years later. This locomotive also was the product of Stephenson. It was called the Stourbridge Lion, after the place of its manufacture" in England. Its American engineer, Horatio Allen, ran the engine over a track of hemlock rails for a preliminary test. Then he invited any gentleman in the gathering of spectators to accompany him. His invitation was not only refused, but he was urged to give up his foolhardy ambition. Laughing at his advisers, he pulled the throttle wide and “dashed” away at ten miles an hour. , Today more than 65,000 locomotives are in motion over the 250,000 miles of trackage in the United States. They consume about 150,000,000 tons of coal, and carry more than 1,000,000,000 passengers and 1,800,000,000 tons of freight annually. After adopting the English-born child of civilization, the United States took the lead in its development and application, until today it stands as the world’s greatest manufacturer of locomotives. Besides making enough to meet the domestic demand, the American manufacturers are shipping locomotives abroad at the rate of a dozen a week to South America and Africa; they are disturbing the calm of the Orient, and are dashing from one end of Europe to the other, and have invaded the land of the locomotive’s birth, England. Like the steamship, the locomotive is growing larger and more powerful every year. The largest reported to be in use today is a huge compound engine, which measures 120 .feet over all, and weighs 850,000 pounds. It is an oil-burher and carries 4,000 gallons of oil and 12,000 gallons of water. It cost $43,830 to build. These giants have reached a point where onh locomotive is so long that it is hinged in the middle with a flexible joint so that it can turn a curve without upsetting. Thus the locomotive has become the modern Atlaa that carries the burden of the world’s trade and population across the continents.

Railroad Advance.

Before the year 1880 most English railroad carriages had only four wheels and weighed ten tons. Prom 1880 to 1890 they had six wheels and weighed fifteen or sixteen tons; from 1890 to 1900 they had eight wheels and weighed twenty-four tons, and since 1900 the fashion is twelve wheels for dining and sleeping cars and the weight thirty-five to forty tons.

heavy steel boom of the dredger suddenly became unleashed and struck out just in time to hit the wooden trestle violently and weaken some of its supports. Almost at the same instant the passenger train shot on to the sagging section, smashing through and falling on top of the work train. Only the observation -car of the passenger remained on the elevated structure. —Popular Mechanics.

RECORD WITHOUT A STAIN

Engineer Has Run Trains for FiftyTwo Years Without an Accident of Any Sort. Fifty-two years as a railroad man and fifty years as an engineer on the New York Central railroad, without an accident or a black mark of any Sort against him, is the proud record of Dennis John Cassin, who retired from the service on August 18 at the age of seventy years. Cassin, an alert, keen-looking man, with a gray mustache and gray hair, does not show his age. Those who have seen him in the cab of the big locomotive that pulls the Empire State express from the Harlem yards at Albany would take him for a man of about fifty, but up at his trim little house at 597 Walton avenue, The Bronx, he has documents to prove that he was born on April 18, 1844, at Greenwich, now the City of Rensselaer. He became just fifty years ago on August 18 a full-fledged engineer. His first engine was one of the old wood-burning “dinkies” that used to run between Westchester county points and the old downtown Grand Central terminal. As engine building progressed he got a better type of locomotive and finally he became the dean and the most trusted engine driver on the road. Despite the fact that he started in when that sort of work was in its infancy, he has kept fully abreast of the times and has passed all the examinations that up-to-date methods require of railroad engineers. His proudest possession, outside of his family and his record, is a diamond ring he won some years ago in a popularity contest conducted by a railroad magazine, when he was voted, by a big majority, the most popular engineer in the United States. In addition to the important duty of taking the Empire State safely to Albany at a mile-a-minute speed, Cassin turns around in the Albany yards and brings whirling back to this city another of the crack trains of the road, the Southwestern limited. Better than *a mile a minute he makes at times with this train. In his time Cassin has carried millions of passengers and he can spin many a yarn about the big men he has had in the coaches behind him. Governors of New York, presidents of the United States, bankers, merchants, mayors and famous persons of all sorts have ridden behind Safe Dennis Cassin. In addition to being the dean of the Central forces, Cassin is one of the oldest active railroad engineers in the world.

Life-Saving Devices.

Two patents, Nos. 1147464 and 1147465, have been issued to William A. Utz of Fort Worth, Tex., for devices for saving the occupants of locomotive cabs in case of accident. In one patent there is a cushioned and asbestos-lined carrier into which a seat may descend and the lid of the carrier is connected to the seat in such manner that as the seat descends the lid will be automatically closed. In the other patent the body of the carrier is composed of a series of steel rings telescopically engaging each other and folding against a stationary top, means being provided for holding the collapsed rings against the top and for releasing them so they may descend to inclose the one to be protected. —Scientific American.

Railroads Worth Billions.

The value of railroads and their equipment in the United States is placed by the federal census bureau at 116,148,000,000; of street railways, 84,696,000,000; of telephones, 81,08 V 000,000. . *