<?xml version='1.0' encoding='UTF-8'?><?xml-stylesheet href="http://www.blogger.com/styles/atom.css" type="text/css"?><feed xmlns='http://www.w3.org/2005/Atom' xmlns:openSearch='http://a9.com/-/spec/opensearchrss/1.0/' xmlns:georss='http://www.georss.org/georss' xmlns:gd='http://schemas.google.com/g/2005' xmlns:thr='http://purl.org/syndication/thread/1.0'><id>tag:blogger.com,1999:blog-2124614248390559032</id><updated>2012-02-09T22:08:27.204-05:00</updated><category term='photo from pottsville republican'/><title type='text'>Coal Region History Chronicles</title><subtitle type='html'>The Coal Region in Eastern Pennsylvania has such a rich history in stories and tales. This blog will cover a lot of interesting events, Coal Mining, Mollie Maguire’s, People and Historical Events etc that happened in the region. Just a fun place to record some good information..</subtitle><link rel='http://schemas.google.com/g/2005#feed' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/posts/default'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default?max-results=100'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/'/><link rel='hub' href='http://pubsubhubbub.appspot.com/'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><generator version='7.00' uri='http://www.blogger.com'>Blogger</generator><openSearch:totalResults>72</openSearch:totalResults><openSearch:startIndex>1</openSearch:startIndex><openSearch:itemsPerPage>100</openSearch:itemsPerPage><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-7883766950522753071</id><published>2011-09-22T16:55:00.003-04:00</published><updated>2011-09-22T17:00:57.712-04:00</updated><title type='text'>Mine Mule, the best photo ever!!!!!!!</title><content type='html'>&lt;a href="http://3.bp.blogspot.com/-DP553K9wMgs/TnuhFO5h4jI/AAAAAAAAEGQ/5GgCg-EDyQg/s1600/mule.tif"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 304px;" src="http://3.bp.blogspot.com/-DP553K9wMgs/TnuhFO5h4jI/AAAAAAAAEGQ/5GgCg-EDyQg/s400/mule.tif" border="0" alt=""id="BLOGGER_PHOTO_ID_5655290868364599858" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;Just found this photo of a unique Mine Mule taken in the anthracite region of Eastern Pa. This is the best photo of a mine mule I have ever come across. It was in our archives at the Historical Society of Schuylkill County.&lt;br /&gt;Only wish I new its name and at what colliery. Damn!!!!!!!&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-7883766950522753071?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/7883766950522753071/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=7883766950522753071' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/7883766950522753071'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/7883766950522753071'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2011/09/mine-mule-best-photo-ever.html' title='Mine Mule, the best photo ever!!!!!!!'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://3.bp.blogspot.com/-DP553K9wMgs/TnuhFO5h4jI/AAAAAAAAEGQ/5GgCg-EDyQg/s72-c/mule.tif' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-4641037377733504935</id><published>2011-09-20T22:14:00.005-04:00</published><updated>2011-09-20T22:20:14.139-04:00</updated><title type='text'>Mule Revealed Death Of A Miner</title><content type='html'>&lt;a href="http://2.bp.blogspot.com/-Nxs-i9kRv_o/TnlJteqlfLI/AAAAAAAAEF4/58V1mh0Ap5M/s1600/mule3.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 300px; height: 238px;" src="http://2.bp.blogspot.com/-Nxs-i9kRv_o/TnlJteqlfLI/AAAAAAAAEF4/58V1mh0Ap5M/s400/mule3.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5654631852814990514" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;   Anybody who reads this blog will note that I like Mules, especially mine mules those wonderful animals that worked for years in the depths of the anthracite coal mines of eastern Pennsylvania.&lt;br /&gt;Here is an interesting story from March 6, 1907 issue of the Daily Pottsville Republican  newspaper.&lt;br /&gt;   There is a superstition about the mines that the mule is able to give warming of an impending accident and is also gifted with a sixth sense whereby it can tell when a fatality has occurred, which superstation has taken a further hold on the employees of the Glendower colliery as is the result of the display of this sense given by a mule when John Zerbe of Mt. Pleasant was killed at that colliery.&lt;br /&gt;   The mule was at work on the surface while Zerbe was deep in the mines. Suddenly the animal; broke loose from a post of which he was tied, ran to the mouth of the slope and again and again repeated a loud hee haw, which could be heard about the entire colliery. It was with difficulty that the animal could be taken away from the mouth of the slope and when it was finally forced to do so it threw itself flat on the ground and pawed wildly, refusing to get up. The actions of the animal were so peculiar and so unexpected that the employees were unable to surmise the cause when a foreigner solemnly walked up and said, “Must be a man die inside.”&lt;br /&gt;   This superstition was known to all and an investigation was made with the result that the body of Zerbe was discovered crushed to death, the accident having happened about the same time that the mule ran to the mouth of the slope.&lt;br /&gt;   Zerbe has volunteered to do some measuring in a small offset, which was so small that the other men could not get in to do it, and it was while engaged at this that the fall of coal occurred which resulted in his death.&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-4641037377733504935?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/4641037377733504935/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=4641037377733504935' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/4641037377733504935'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/4641037377733504935'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2011/09/mule-revealed-death-of-miner.html' title='Mule Revealed Death Of A Miner'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://2.bp.blogspot.com/-Nxs-i9kRv_o/TnlJteqlfLI/AAAAAAAAEF4/58V1mh0Ap5M/s72-c/mule3.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-4055949502180508172</id><published>2011-09-06T13:23:00.003-04:00</published><updated>2011-09-06T14:13:59.623-04:00</updated><title type='text'>Murderous Assault on The Captain Smith of  The Canal Boat.Virginia 1865</title><content type='html'>&lt;a href="http://4.bp.blogspot.com/-UbIJ9JBJvYU/TmZiuVxeUhI/AAAAAAAAEEM/u7ynGbSBH8o/s1600/canal6.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/-UbIJ9JBJvYU/TmZiuVxeUhI/AAAAAAAAEEM/u7ynGbSBH8o/s400/canal6.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5649311330841022994" /&gt;&lt;/a&gt;&lt;br /&gt;Pottsville Miners Journal&lt;br /&gt;September 23 1865&lt;br /&gt;&lt;br /&gt;On Monday morning last about 3 o’clock, as the boat Virginia, owned by the Schuylkill Navigation company, and commanded by Captain Smith of Reading, was passing through the guard locks at Landingville, this County, four Irishmen boarded the boat, two seating themselves at the bow of the boat, and two at the stern. As the boat was passing up the dam, the men gathered around the Captain, and demanded his money... The Captain replied that he had but seven dollars, and they could have that. The robbers were dissatisfied, and one of the ruffians named Owen Mullen, struck the Captain on the head with a billy, and threw him on the hatchway. The Captain’s son, a small boy, who had loaded a gun by his father’s direction, came up the cabin steps, and placing the gun near Mullens head, fired the contents through the head of the robber, killing him instantly. Malloy, lived on “The Flat”, Schuylkill Haven.  And was known to be a desperate character. After Mullen was shot the rest of the men attempted to seize Captain Smith, but he sprang overboard and swam ashore. His son followed him by jumping through the cabin window. When the Captain jumped in the water the ruffians threw the tiller at him, but fortunately it missed him. The Captain and his son succeeded in reaching Orwigsburg Landing. Without further molestation. The robbers pulled the boat tothe shore, and escaped. Every good citizen will feel a sense of relief that such a scoundrel as Mullen has been disposed of, and earnestly  hope that other wretches in this county, when caught in crime, may be sent the same road quickly.&lt;br /&gt;   On Monday Coroner Johnson held an inquest, The jury rendered a verdict of Justifiable homicide&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-4055949502180508172?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/4055949502180508172/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=4055949502180508172' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/4055949502180508172'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/4055949502180508172'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2011/09/murderous-assault-on-captain-smith-of.html' title='Murderous Assault on The Captain Smith of  The Canal Boat.Virginia 1865'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://4.bp.blogspot.com/-UbIJ9JBJvYU/TmZiuVxeUhI/AAAAAAAAEEM/u7ynGbSBH8o/s72-c/canal6.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-7852383526622423693</id><published>2011-07-26T20:57:00.000-04:00</published><updated>2011-07-26T20:57:29.504-04:00</updated><title type='text'>Old Pottsville Photo</title><content type='html'>&lt;a href='http://1.bp.blogspot.com/-Ctjt3nfbJHI/Ti9ieLTT4RI/AAAAAAAAD-0/x4Ki9oXHA2U/s1600/pottsville.jpg'&gt;&lt;img src='http://1.bp.blogspot.com/-Ctjt3nfbJHI/Ti9ieLTT4RI/AAAAAAAAD-0/x4Ki9oXHA2U/s320/pottsville.jpg' border='0' alt=''style='clear:both;float:left; margin:0px 10px 10px 0;' /&gt;&lt;/a&gt;&amp;nbsp;&lt;div style='clear:both; text-align:LEFT'&gt;&lt;a href='http://picasa.google.com/blogger/' target='ext'&gt;&lt;img src='http://photos1.blogger.com/pbp.gif' alt='Posted by Picasa' style='border: 0px none ; padding: 0px; background: transparent none repeat scroll 0% 50%; -moz-background-clip: initial; -moz-background-origin: initial; -moz-background-inline-policy: initial;' align='middle' border='0' /&gt;&lt;/a&gt;&lt;/div&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-7852383526622423693?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/7852383526622423693/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=7852383526622423693' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/7852383526622423693'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/7852383526622423693'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2011/07/old-pottsville-photo.html' title='Old Pottsville Photo'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://1.bp.blogspot.com/-Ctjt3nfbJHI/Ti9ieLTT4RI/AAAAAAAAD-0/x4Ki9oXHA2U/s72-c/pottsville.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-2632193256854231573</id><published>2011-05-04T11:44:00.008-04:00</published><updated>2011-05-04T11:53:23.322-04:00</updated><title type='text'>THE OLD YORK FARM TUNNEL</title><content type='html'>&lt;a href="http://1.bp.blogspot.com/-UKVyPEsFdvs/TcF2JX8YBqI/AAAAAAAADQI/NjzpNQPYFNU/s1600/IMG_9451.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/-UKVyPEsFdvs/TcF2JX8YBqI/AAAAAAAADQI/NjzpNQPYFNU/s400/IMG_9451.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5602889314843756194" /&gt;&lt;/a&gt;&lt;br /&gt;The Palo Alto Cut&lt;br /&gt;&lt;br /&gt;THE OLD YORK FARM TUNNEL&lt;br /&gt;&lt;br /&gt;   There are seven coal veins that lie under the conglomerate rock strata in the Pottsville basin, or under Pottsville itself.&lt;br /&gt;   The York farm breaker once stood northwest of the Pottsville High School veteran’s memorial stadium. Back in the old days, (1880’s and 90”s) the big black structure could be seen from all parts of the town. &lt;br /&gt;   The Tunnel was bored southward in the direction of sharp mountain. It was done in the late 1890’s. It went under the hill on which the high school stands, under a section of town near 19th and 20th Sts., and right up into Sharp Mountain. &lt;br /&gt;   It cut acr4oss a lot of veins, most of them twice, on the north and south sides of Pottsville basin. What that means is it cut them on the hill where the colliery stood and again where they came up on Sharp Mountain.&lt;br /&gt;   There was an air hole drilled from one of the veins to the surface, and it is said to have come out near the southeastern entrance of St. John Cemetery at 20th street, and then known as Broad Street.&lt;br /&gt;    The tunnel was driven at an elevation of 485 feet above sea level. And if the elevation of Center and Norwegian st., is 618 plus, as we always have been told, (Actually GPS Verifies this)  Then it is easy to conclude that the old York Tunnel is some 133 feet or 44 yards lower than Pottsville’s busiest intersection, though still not low enough to cut the shallowest vein in the basin.&lt;br /&gt;   But it apparently deep enough to have pierced  all the veins on the south slope of Sharp Mountain, had it been driven farther south through the mountain. If it had been driven all the way, all arguments about coal on the southern slope of Sharp Mt. would have been settled;. As they really never knew if coal extended below the Sharp Mountain.&lt;br /&gt;   In the 1950’s the Boulevard or Route 61 was cut through Sharp Mountain in 1950, from Palo Alto to Mt. Carbon, we now have the opportunity to view the last of the southern veins of coal in the Anthracite region on the south side of Sharp Mountain. It is apparent that they were not workable, but you can still see them when you get off 61 and head into Palo Alto. Maybe they could have been worked, who knows.&lt;br /&gt;&lt;br /&gt;&lt;strong&gt;A FEW SHOTS OF THE LAST VEINS OF COAL IN THE LOWER ANTHRACITE REGION ON SHARP MOUNTAIN NEAR PALO ALTO &lt;/strong&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/-4yyArmS3npk/TcF16WT2JPI/AAAAAAAADQA/ZWqg13LGAXg/s1600/IMG_9453.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/-4yyArmS3npk/TcF16WT2JPI/AAAAAAAADQA/ZWqg13LGAXg/s400/IMG_9453.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5602889056707290354" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/--rCIiXWy8VQ/TcF1xyjxmLI/AAAAAAAADP4/4RpAVWX3tiI/s1600/IMG_9442.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/--rCIiXWy8VQ/TcF1xyjxmLI/AAAAAAAADP4/4RpAVWX3tiI/s400/IMG_9442.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5602888909671471282" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/-jvRnG_xXUfY/TcF1UX0InjI/AAAAAAAADPw/DncV-6IK1d4/s1600/IMG_9446.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/-jvRnG_xXUfY/TcF1UX0InjI/AAAAAAAADPw/DncV-6IK1d4/s400/IMG_9446.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5602888404276125234" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/-hqSI36CUvJc/TcF1JWk3qdI/AAAAAAAADPo/Fc2XkiK3yNY/s1600/IMG_9447.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/-hqSI36CUvJc/TcF1JWk3qdI/AAAAAAAADPo/Fc2XkiK3yNY/s400/IMG_9447.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5602888214965103058" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/-erXqi9wHMWQ/TcF09oA5nJI/AAAAAAAADPg/dY29zTiVCVs/s1600/IMG_9445.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/-erXqi9wHMWQ/TcF09oA5nJI/AAAAAAAADPg/dY29zTiVCVs/s400/IMG_9445.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5602888013487643794" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/-h8LFHHLgkBQ/TcF00coYPNI/AAAAAAAADPY/q4l9ua81zFY/s1600/IMG_9443.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/-h8LFHHLgkBQ/TcF00coYPNI/AAAAAAAADPY/q4l9ua81zFY/s400/IMG_9443.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5602887855813180626" /&gt;&lt;/a&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-2632193256854231573?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/2632193256854231573/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=2632193256854231573' title='3 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/2632193256854231573'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/2632193256854231573'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2011/05/old-york-farm-tunnel.html' title='&lt;strong&gt;THE OLD YORK FARM TUNNEL&lt;/strong&gt;'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://1.bp.blogspot.com/-UKVyPEsFdvs/TcF2JX8YBqI/AAAAAAAADQI/NjzpNQPYFNU/s72-c/IMG_9451.JPG' height='72' width='72'/><thr:total>3</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-3998436874481901388</id><published>2011-04-23T12:00:00.006-04:00</published><updated>2011-04-23T12:12:25.404-04:00</updated><title type='text'>A Deadly Disaster At The Chamberlain Colliery in St. Clair, Pa. 1887</title><content type='html'>&lt;a href="http://3.bp.blogspot.com/-_mSdrSlFIas/TbL4NrzUuSI/AAAAAAAADNo/hSxwNIUsSFo/s1600/coal1.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 276px;" src="http://3.bp.blogspot.com/-_mSdrSlFIas/TbL4NrzUuSI/AAAAAAAADNo/hSxwNIUsSFo/s400/coal1.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5598810200754927906" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;  &lt;strong&gt; A Deadly Disaster At The Chamberlain Mine in St. Clair, Pa. 1887&lt;/strong&gt;   &lt;br /&gt;&lt;br /&gt;On April 17, 1887 Easter Monday,, in the town of St. Clair, Pa.  A hearse pulled by two black horses led two curtained horse carriages toward the cemetery bearing the body of a young girl.&lt;br /&gt;&lt;br /&gt;   On Saturday, April 16, 1887 disaster struck the town of St. Clair. The week before Miss Minnie M. Keiter came home from Vassar College to spend her Easter Vacation., bringing with her Miss Verlista Shaul, a college friend.&lt;br /&gt;   The two young girls visited with many of Minnie’s friends in town, celebrating the Easter holiday. Miss Shaul like a lot of people who were not from the area desired to see the interior of a coal mine. Minnie knowing many who worked in and around the mines arranged fro her to have a look.&lt;br /&gt;   Minnie was well acquainted with the workings of a coal mine having grown up in the area she had been down many times. Living next door to the Keiter family was Mr. Hiatt one of the owners of the Chamberlain Colliery, Minnie asked him if he could take Verlista down for a tour.&lt;br /&gt;   Mr. Hiatt Agreed to do give the girls the tour. He introduced Minnie to Harry Short who was always willing to entertain visitiors and went along for the tour into the mine.&lt;br /&gt;   Full of frolic and good humor the group started off for the mine. Mrs. Keiter talked to the girls and told them to be careful that no accidents would befall them. Minnie and Verlista talked with Mr. Keiter about the up coming tour and he gave his consent.&lt;br /&gt;   The girls arrived at the mine entrance which was about thousand yards below the Borough line; they soon had a mine car placed at their service. The party consisting of Minnie, Verlista and Harry Short descended the slope accompanied by Peter Harrison the engineer of the mine who had just surfaced to retrieve a piece of pipe for the exhaust pipe of the Allison pump he was working on down in the mine. The engineer notified Daniel Thompson who was also working on the pump that some ladies were in the mine for a tour.&lt;br /&gt;   After finishing the work he was engaged in Thompson went out to the bottom to receive the visitors, show them so light and escort them to the mouth of the tunnel and entertain them until his brother Edwin would arrive and take over the tour. While waiting for Edwin Thompson the group was engaged in merry banter and laughing like young people would do having no worry of the danger that they were exposed to.&lt;br /&gt;   Edwin Thompson arrived and had his safety lamp with him as he had been working in the Little Vein where he knew there was gas. The visit was to be made to the big vein where he was confident that there was no gas. (Fire Damp).&lt;br /&gt;   Mr. Thompson started out ahead of the group carrying his safety lamp, Minnie and Harry Short were given regular miner’s lamps. As they started walking Dan Thompson called to his brother Edwin that he should be careful for he was responsible for the safety of the young ladies.&lt;br /&gt;   Through the tunnel and into the Big Tracey vein the party tramped until they came close to the turnout. Mr. Thompson in the advance.&lt;br /&gt;    What happened next know one can say for sure, Apparently one of the open flame miners’ lamps was raised high enough to reach fire damp that was hovering above them. Quick as lighting the gas ignited and a flash, flame reached the main body of the gas causing an explosion for over a hundred and fifty yards ahead and back of the gangway with the force and velocity of cannon fire. &lt;br /&gt;   In this case the fire did little damage, but the blow mad sad havocs of those in the gangway. Edwin Thompson saw none of the lights of his companions, but he saw for a split second a ball of fire through the gangway and then he was unconscious, being hurled by the force of the explosion and dashed to the ground.&lt;br /&gt;   In other parts of the mine Daniel Thompson and George Frantz felt the wind from the expulsion and knew something dreadful had happened. They immediately rushed through the tunnel to the Big vein where they feared the explosion had occurred.&lt;br /&gt;   Daniel Thompson soon came upon Minnie Keiter who lay bruised and bleeding, who was crying and begging to be taken home for she was dying. Giving her all the attention he could, he ran over to Harry Short who he found lying with his neck across the rail and his low back toward the gutter unconscious. Grabbing a piece of board Mr. Thompson took off his shirt and making a pillow of it placed it on the board and put it under Harry’s head so that he could breathe. Moving forward Mr. Thompson found Miss Shaul about two yards further. She was wearing a gossamer and it had rapped twice around her head from the force of the explosion. She lay unconscious. Mr. Thompson thinking her dead leaned down and listened for signs of life. Finding a faint heart beat, he quickly tore the gossamer away and gave here a chance to breathe.&lt;br /&gt;   By this time Edwin had regained conscious ness and crept toward the sound of the voices. Before he reached where Miss Shaul lay, he fell over through weakness caused by an ugly gash in his hip. Leaving Edwin to fend for himself as he was the least injured of the party, Daniel ran back to where Minnie lay and as the other men had reached her they immediately set to work to get the suffering victims out before the poison after damp sets in that always follows a gas explosion.&lt;br /&gt;   They carried Minnie to the bottom and retuned with a car for the others and brought them to the bottom also. They worked fast ahead of the dangerous and deadly after damp before more people would die.&lt;br /&gt;   The victims were carefully hoisted up the slope. Mr. and Mrs. Hiatt being there to receive them.&lt;br /&gt;   Dr. A.P. Carr, a skilled surgeon was on hand to do what he could for the victims. He found all four of them in very bad shape. Harry Short especially being battered and bruised beyond recognition. By this time the colliery whistle had blown and half the town flocked to the scene of the disaster. The ladies were hauled home, Miss Shaul laid perfectly still bearing all the pain and agony she endured with courage. Miss Keiter’s injuries were beyond all endurance and her excruciating pain made her scream so that her screams could be heard a square away. Those terrible screams from the dying girl carried horror to all who heard them and brought back from the hearts of the most earnest sympathy for the poor young sufferer.&lt;br /&gt;   Dr. Carr examined the three victims and found that Miss Keiter suffered a compound fracture of the left thigh, a completely crushed ankle with the left foot hanging by a few shreds of skin. Serious burns of the face and several ugly scalp wounds. Miss Shaul, covered with coal dust had a fracture of the left thigh and sever burns. Mr Thompson’s head and hands were burned and a long deep gash on his hip.&lt;br /&gt;   Harry Short had four sever gashes of the head and one a dangerous fracture at the base of the brain, his left arm was broken, but no burns were found on his body.&lt;br /&gt;   Minnie Keiter, who’s screams guided the rescuers to the party died in the evening. Harry Short suffered for three more days and then passed away. &lt;br /&gt;   Verlista Shaul, lame and disfigured returned to her home where it was said she lived by day in the curtained attic, and walked at night in her garden. Verlista would have graduated valedictorian of her class at Vassar. &lt;br /&gt;   Mr. Thompson recovered and, except for infrequent bouts with disturbing sleep.&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-3998436874481901388?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/3998436874481901388/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=3998436874481901388' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/3998436874481901388'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/3998436874481901388'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2011/04/deadly-disaster-at-chamberlain-mine-in.html' title='A Deadly Disaster At The Chamberlain Colliery in St. Clair, Pa. 1887'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://3.bp.blogspot.com/-_mSdrSlFIas/TbL4NrzUuSI/AAAAAAAADNo/hSxwNIUsSFo/s72-c/coal1.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-8949890460298499762</id><published>2011-04-09T11:16:00.004-04:00</published><updated>2011-04-09T11:21:43.582-04:00</updated><title type='text'>Samuel W. Williams P&amp;R Fireman On Engine 303 Tragically Killed on The Railroad</title><content type='html'>&lt;a href="http://3.bp.blogspot.com/-Ve-mXsL-6rs/TaB49bCreWI/AAAAAAAADLY/EbJiXp2uzg8/s1600/IMG_5515.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/-Ve-mXsL-6rs/TaB49bCreWI/AAAAAAAADLY/EbJiXp2uzg8/s400/IMG_5515.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5593603733820504418" /&gt;&lt;/a&gt;&lt;br /&gt;Tag to Enlarge&lt;br /&gt;While checking out Civil War graves at the Odd Fellow Cemetery in Pottsville I came across this interesting tombstone for Samuel W. Williams.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/-KKEnSmtExP8/TaB5MrirGsI/AAAAAAAADLg/HAmQ2kRqbiA/s1600/IMG_5516.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/-KKEnSmtExP8/TaB5MrirGsI/AAAAAAAADLg/HAmQ2kRqbiA/s400/IMG_5516.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5593603995947702978" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;Yesterday while I was at the Historical Society Of Schuylkill County I found out what happened to Mr. Williams.&lt;br /&gt;&lt;br /&gt;POTTSVILLE EXPRESS LEFT THE TRACKS&lt;br /&gt;&lt;br /&gt;Pottsville Republican &lt;br /&gt;August 25 1900&lt;br /&gt;&lt;br /&gt;Fireman Samuel W. Williams of Pottsville, Instantly Killed.&lt;br /&gt;&lt;br /&gt;Passengers Injured, Shaken Up and Scared!&lt;br /&gt;&lt;br /&gt;Reading: August 25-Over 150 people made a marvelous escape from death here this morning. The Pottsville Express on the Phila &amp; Reading R.W. due here at 8 a.m. left the rails two miles north of this city, and ran into an embankment. It was making 50 miles an hour, and passengers were thrown from their seats in promiscuous confusion. The entire train excepting the engine was derailed and the four cars were thrown against the embankment and were badly damaged. The supposition is that a coupling dropped from the tank and derailed the train.&lt;br /&gt;&lt;br /&gt;Killed And Injured&lt;br /&gt;&lt;br /&gt;Fireman Samuel Williams of Pottsville was caught between the cars and literally cut into pieces. Portions of his body were buried nearby.&lt;br /&gt;&lt;br /&gt;These passengers were slightly hurt:&lt;br /&gt;Solomon G. Siegelman, Tamaqua.&lt;br /&gt;Mrs. William Shollenberger, Auburn&lt;br /&gt;P.H. Hadesty, Tamaqua&lt;br /&gt;Edward M. Shepp Tamaqua&lt;br /&gt;Miss McFall, Wilkes Barre&lt;br /&gt;&lt;br /&gt;Train No. 2 which leaves Pottsville at 7:05 o’clock in the morning was wrecked at Lightheisers Crossing about two miles this side of Reading. The tank left the main track and ran a distance of about 200 feet before the engine was stopped. Fireman Samuel W. Williams, of Pottsville was instantly killed his body being strewn along the track for a distance of 50 feet. The engineer W. I. Leiby also of Pottsville was un injured. The passengers although badly shaken up escaped uninjured excepting a woman and child from Auburn who’s names could not be learned.&lt;br /&gt;   After the train came to a halt Mr. Schrader walked up the track to where the tank lay. Scattered along the road portions of a man’s body were found and were unrecognizable. The engineer greatly overcome by the dreadful occurrence identified the body as that of his fireman. Mr. Schrader thinks the accident was caused by spreading rails. The rails for several hundred feet were torn up and the ties snapped of like pipe stems. He transacted his business at Reading and then returned home.&lt;br /&gt;   The same train was the one wrecked at Shoemakersville at the time of that terrible disaster caused by the train running over a high embankment. John White was the engineer on the train, and was instantly killed. The train is known as No. 2 while on its trip to Philadelphia and No. 7 on the return. He was on the return trip that the Shoemakersville wreck occurred.&lt;br /&gt;   Fireman Williams who is single was born in Pottsville 28 years ago. He is the son of Thomas Williams, the well known conductor on the Fr4ackville and Tamaqua branches of the P&amp;R road and resides at 313 W. Arch St. After receiving a thorough education in the public schools of town he went into railroading... About 2 years ago he was made a fireman and was considered as one of the best men on the road. When the flyer was first put on he was made its fireman but later transferred to No 2. With William Lewis as the engineer. This morning as was the custom he arose early and went Palo Alto and fixed the fire in his engine, returning home for breakfast before starting on his run. He was very popular in town and had a wide circle of friends. He was a member of the Brotherhood of Firemen and also the Good Intent Fire Co. His body was taken to Reading to be viewed by the Coroner.&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-8949890460298499762?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/8949890460298499762/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=8949890460298499762' title='1 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/8949890460298499762'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/8949890460298499762'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2011/04/samuel-w-williams-p-fireman-on-engine.html' title='Samuel W. Williams P&amp;R Fireman On Engine 303 Tragically Killed on The Railroad'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://3.bp.blogspot.com/-Ve-mXsL-6rs/TaB49bCreWI/AAAAAAAADLY/EbJiXp2uzg8/s72-c/IMG_5515.JPG' height='72' width='72'/><thr:total>1</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-2615354609772077507</id><published>2011-03-24T22:10:00.022-04:00</published><updated>2011-03-24T23:37:59.554-04:00</updated><title type='text'>Joesph Christock Last Man Hanged In Schuylkill County Prison March 30, 1911</title><content type='html'>&lt;a href="http://4.bp.blogspot.com/-viDn-yAbSRE/TYv6mRKRIKI/AAAAAAAADHw/maIOlrRh8wg/s1600/chris2.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://4.bp.blogspot.com/-viDn-yAbSRE/TYv6mRKRIKI/AAAAAAAADHw/maIOlrRh8wg/s400/chris2.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587835298031673506" /&gt;&lt;/a&gt;&lt;br /&gt;March 30, 2011 will mark the 100th anniversary of the last man hanged in Schuylkill County. This is the story of Joseph Christock.&lt;br /&gt;The last man hanged in Schuylkill County&lt;br /&gt;March 30, 1911&lt;br /&gt;&lt;br /&gt;THE LAST MAN HANGED IN SCHUYLKILL COUNTY&lt;br /&gt;The execution of Joseph Christock was the third hanging in two years held in the prison yard of Schuylkill County Prison. On March 16th , 1909 Charles Warzal was executed for the murder of Mary Bolinsky at Shenandoah. Mary Bolinsky expressed love for Warzel and after he spent his last dollar on her she elected to marry his brother. So incensed at her loss of affection he secured a revolver and followed her to her place of work and shot her to death.&lt;br /&gt;On the day of his execution he walked as far as the scaffold, evidently holding his nerve but when allowed to talk to the assembly of witnesses he became so excited he fainted on the scaffold. He had to be tied up with ropes so that the trap could be sprung. Death was due to suffocation and took 21 minutes till Warzel was pronounced dead.&lt;br /&gt;Felix Radzins, the next to last man hanged in Schuylkill County. Radzins brutally murdered his boarding mistress Mrs. Cherwinski, at Shenandoah and after throwing her body into a cellar dragged her three year old son into the cellar and cut the child’s throat. When captured he admitted he had done the horrible murders and plead guilty. He was executed May 28th, 1909 and walked to the scaffold without a tremor, even holding his head erect to enable the Sheriff to place the noose. His neck was broken by the fall and he died in 15 minutes.&lt;br /&gt;According to the newspaper Joe Christock went out of this world satisfied. He died as he wished to die, game and self possessed to the last. Hundreds of eyes were upon him as he swung off into eternity and that he wished it. If he had been hanged in the presence of only a few witnesses Christock would have quailed in some particular. Having an audience he was a cheap actor right to the end.&lt;br /&gt;“No thespian in his dressing room with powder and paints and grease ever made more careful preparations to go to the stage when his call came than Christock did on the morning of his execution. He even asked for sand paper and rubbed the soles of his new shoes with it so as to eliminate, the possibility of slipping while on the gallows.&lt;br /&gt;In this dramatic fashion, the Pottsville Journal reported the death of Joseph Christock., Alias Frank Mitchell, on the gallows in the prison at Pottsville on March 30, 1911, one hundred years ago. This will be the last execution in Schuylkill County.&lt;br /&gt;Christock died in the atmosphere of a carnival before a laughing, joking crowd of 1200 witnesses and who began banging on the prison door for admission at eight a.m. more than two hours before the execution.&lt;br /&gt;More of the bizarre occurred when a dozen women banged on the prison door and begged to be admitted. The Journal stated that they were all of foreign descent. They were refused admittance, although several of them tried a number of times to be admitted.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/-w5cjl19_NGg/TYv662r6rEI/AAAAAAAADH4/fnUwkln-83g/s1600/chris1.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://3.bp.blogspot.com/-w5cjl19_NGg/TYv662r6rEI/AAAAAAAADH4/fnUwkln-83g/s400/chris1.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587835651702303810" /&gt;&lt;/a&gt;&lt;br /&gt;Joe Christock Sitting in the prison yard against the wall he will be executed against. Christock is sitting in front along with a fellow Prisoner and Prison wardens.&lt;br /&gt;From an original Post Card&lt;br /&gt;&lt;br /&gt;THE MURDER&lt;br /&gt;Joseph Christock was born in Mahanoy City although some said he was born in Russia ? By the time he was 24 he had quite a criminal record. He had been in prison for at least half of his life. Each time he got out he committed a crime greater than the preceding one until he reached the climax of his career with the murder of Mrs. Richards and the robbery of the Faulds home.&lt;br /&gt;The murder for which Christock was hanged occurred on Wednesday November 17, 1910. Christock was employed by Peter Faulds who lived at Auchey’s Station near Auburn. Peter Fahl was aware of Christock’s reputation, but he was in ill health and needed help around the farm. On the 16th November Peter Faulds was away from the farm working at the sand plant on the Summit Station –Auburn road. Early in the day Christock began drinking cider endlessly. Drunk, he gathered a shotgun and went hunting for awhile. Having no success he returned back to the farm and began mending torn strips of leather for a harness. Christock claimed he heard a hound howling in the stable yard. He was frightened by the hound howling and knew this was a sign if death, he feared it meant his death. Instead it meant death for Mary Ann Richards, 65, who was at home with her daughter, Mrs. Faulds&lt;br /&gt;Christock slowly walked to the lower floor of the Faulds house, saw Mrs. Faulds there and threw the leather horse line he was cleaning and repairing over Mrs Faulds He fastened her arms, and began to carry her up the stairs when Mrs Richards started after him At the top of the stairs he found a shotgun and shot and killed Mrs. Richards. He brutally beat Mrs Faulds on the back of her neck with his fist, pulled a mattress over her and continued beating her nearly to death.&lt;br /&gt;He robed trunks in the house of $30, stole a gold watch, a revolver, a shotgun and some clothing. He then walked to Port Clinton where he bought a train ticket to Reading after laughing and joking with the station hands who he treated to cigars and drinks.&lt;br /&gt;Peter Faulds came home about 6 p.m on November 17th , with a load of farm produce. As he tried to enter his home he found his house door was locked and the house dark. He then broke in his cellar door and climbed the stairs to find his mother in law Mrs. Mary Ann Richards lying in a pool of blood dead on the kitchen floor. He then found his wife beaten into unrecognizable condition also lying on the kitchen floor. &lt;br /&gt;After the State Police were notified they went out searching for Christock they learned from the Reading operator at the station below Auburn that a man fitting his description bought a ticket for Reading. The State Police missed the train. Checking hotels in Reading the police the police noticed the name of Martin Ritter, on the register of a city hotel. Arousing suspicion as it was known that Ritter was a friend of Christock and was currently in the Schuylkill County Prison. They searched the room and found clothing articles corresponding to those missing items. Christock went to the movies and back to&lt;br /&gt;the hotel about midnight. The police waited and arrested him there,&lt;br /&gt;&lt;br /&gt;THE TRIAL&lt;br /&gt;Christock pleaded guilty before Judge Arthur Shay and Charles N. Braum. On November 22, 1910, He was defended by attorneys E.W. Bechtel and A.C. Sherman. This was the first time ion county history a murder case was heard and disposed of without formality of drawing a jury.&lt;br /&gt;Judge Shay in his opinion said: “Joseph Christock, your confession here on the witness stand for bold effrontery, cruelty of heart and mind devoid of all the better attributes of humanity is unparalleled in the annals of crime,” &lt;br /&gt;On November 22nd , 1910 Joseph Christock was sentenced to hang..&lt;br /&gt;Between then and his end Christock was a confused picture of self pity, contradiction and boast.. He bemoaned that he was only a few months old when his mother died, and a few years old when his father died, and he never had a parent’s love, he urged young men to go to Sunday school.&lt;br /&gt;He admitted he lied when he said Mrs. Richards came at him with a butcher knife. And he boasted he shot a Cumbola woman and a Norristown toll gate keeper, and then repudiated this “Confession” because he was afraid his sentenced would be commuted to life and he wanted to and deserved to die &lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/-96fvwmxPQfY/TYv8ABtNeCI/AAAAAAAADII/vDIKG1J7qpY/s1600/chris4.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://3.bp.blogspot.com/-96fvwmxPQfY/TYv8ABtNeCI/AAAAAAAADII/vDIKG1J7qpY/s400/chris4.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587836840071493666" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;THE DEATH WARRANT.&lt;br /&gt;On March 2nd ,1911, Christock was read his death warrant. The Journal reported, without a tremor or change of countenance Joseph Christock heard his death warrant read to him in his cell. He with stood the ordeal with greater nerve than did the sheriff whose voice quivered and hands shook as he read the document that means death on the scaffold for this young self confessed murderer.&lt;br /&gt;Christock stood to the right side of the sheriff in his cell and his eyes were fixed on the warrant.&lt;br /&gt;After the warrant was read, Christock with a light and steady tread stepped to the corner of his cell and took from the top of a rude and primitive closet a sheet of paper from an envelope which contained a note addressed to the sheriff. It was in his hand writing and was a round and plain style of penmanship, It read as follows.&lt;br /&gt;“ Sheriff, I am indeed very sorry for what I have done to Mr. Fawls and family. I know that I must die and am preparing for the same. I feel very grateful to Doctor Flaig and his good wife for what they have done for me in my present trouble, I hope and pray that the almighty God will pardon me, my sins and also all of the people will for give me for what I have done.”&lt;br /&gt;While in prison Christock tried three times to commit suicide the night of the 17th . First, tried to hang himself with a strip of his shirt. Next he set fire to a mattress. Third, butted his head against a cell wall.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/-TG75DEZ1ENE/TYv7iCatYfI/AAAAAAAADIA/3G96zdcikIs/s1600/chris3.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://3.bp.blogspot.com/-TG75DEZ1ENE/TYv7iCatYfI/AAAAAAAADIA/3G96zdcikIs/s400/chris3.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587836324866253298" /&gt;&lt;/a&gt;&lt;br /&gt;Christock's last photograph on the morning of his execution. Note he is still wearing prison striped trousers.&lt;br /&gt;&lt;br /&gt;THE EXECUTION&lt;br /&gt;The day before the execution Christock joked with the under Warden Mike Schoenman, Christock said: “Hey Mike give me a job helping you tomorrow will you Mike” I won’t need any help, “was the reply. When a Reporter visited him in the morning he said he was “cleaning up his cell for he was getting rid of everything he did not need.” He was impatient to get a glimpse of the grim instrument of death which was taken fro the prison cellar in the morning of the 29th and placed in the northeast corner of the prison yard. In order that he might get an advance view of the instrument he complained that the cell was to warm and he would like to have the window opened. This is always done by allowing him to be lifted up to the window on the hands of the under wardens. The warden was called and Joe climbed the wall of his cell and opened the window. When he slid down he remarked the warden that the scaffold was half way up. “No it isn’t” replied the warden, Where upon Christock replied, “Yes it is I saw it when I opened the window.&lt;br /&gt;Sheriff Murphy visited the prison yard in the afternoon to check the scaffold. The ropes that pull away the swinging platform were tested several times. The rope was also tested to insure its strength and the various duties given to the deputies were also practiced. &lt;br /&gt;Peter Faulds the son in law of the murdered Mrs. Ann Richards was admitted to the prison yard and studied the wooden scaffolds frame closely. He left the prison without viewing Christock and will not be present for the execution, but showed a keen interest in the preparations for the execution. &lt;br /&gt;On March 29, 1911, Christock’s last night alive he spent it in writing letters to his friends and in preparing for his morning. He wrote until nearly one o’clock A.M. and then lies down and fell fast asleep. At 5:30 he arose and almost immediately dressed himself in his death clothing. He expressed a wish for an egg sandwich, a cup of coffee and a glass of milk, but did not want the same until after the arrival of his spiritual; advisor. Reverend Vincent Dargius, of New Philadelphia.&lt;br /&gt;He walked the floor of his cell until nine o’clock engaged in prayer. He would mutter short prayers and ask for mercy, and at the same time expressing pity and remorse at his misspent life and his terrible crime. After the arrival of the priest, no visitors were admitted to his cell.&lt;br /&gt;Crowds came in early, actually before 8 o’clock. The crowd was thick along the steps and the yard of the prison.&lt;br /&gt;Turnkey Samuel Wall spent last night with Christock in his cell and before retiring, Joe stated that he wanted to make a will and leave his cell and stars to the county.&lt;br /&gt;He smoked his last cigarette shortly before midnight . He said he was not going to smoke after midnight and upon being told he had 29 minutes he hastily rolled a “whiffer” and started to smoke, stating “this is my last cigarette,” He puffed away for a short time and then threw the paper roll into the corner of his cell and stated, “I am done smoking”&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/-L4PBYEIHkRA/TYv8V2vekDI/AAAAAAAADIQ/drb66nNFv5s/s1600/chris5.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://3.bp.blogspot.com/-L4PBYEIHkRA/TYv8V2vekDI/AAAAAAAADIQ/drb66nNFv5s/s400/chris5.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587837215085334578" /&gt;&lt;/a&gt;&lt;br /&gt;The famous Schuylkill County gallows that executed Joseph Christock and many others.&lt;br /&gt;&lt;br /&gt;At 10:18 A.M. March 30, 1911 Joseph Christock took up the death march, There were no formalities in the cell number 14, the prisoner simply being told the time had arrived for the fatal march. First his spiritual advisor Rev. Dargius, the Deputy Sheriffs followed. The party emerged from the side door of the prison and walked briskly down to the scaffold which is located about 130 feet from the door.&lt;br /&gt;As they wended their way down the brick walk way a hush fell upon the assemblage. When they reached the gibbet Sheriff Murphy ascended first followed by the prisoner and the prison physician. The noose was placed around the neck of the condemned man and straps adjusted to his sides biding his arms, his legs were then strapped, down. A broad leather belt was placed about his body; the arms extended downward and locked in place. Two similar belts bound his legs, one at the ankles and the other just below the hips. The prisoner clicking his heels together with a military style when told to do so. Under the direction of the prison physician the noose was adjusted under the left ear.&lt;br /&gt;He was asked by the Sheriff if he had anything to say and he replied:&lt;br /&gt;“I am sorry for what I done, and I hope everyone will forgive me. Goodbye to all.”&lt;br /&gt;The black cap was then adjusted and Sheriff Murphy took the prisoners hand and bid him goodbye, Joe’s last words were “Goodbye, pray for me”, which he whispered to the Sheriff.&lt;br /&gt;The officials left the scaffold and at 10:33 A.M. Christock’s body swayed nervously for a time until with a dull thud the sides of the platform fell and the body of Christock shot down through the opening and for a moment swung around slowly. The State Police immediately told everyone that the execution was over and directed the visitors to leave the prison yard.&lt;br /&gt;The prisoners nerve was admired by everyone in his last moments, but the nerve of the visitors was enough over a hundred said they would never want to see an execution again.&lt;br /&gt;After the body had been hanging for some time a veritable horde of physicians swarmed about the corpse and with stethoscopes and other instruments tested the heart until the final beats ceased and he was pronounced dead at 10:34 A.M. At 10:38 A.M. he was cut down and the body moved to the prison morgue. Where the remains were viewed by the sheriff’s jury and concluded that Christock died of strangulation, the neck not being broken because the rope slipped around the back of his neck. There was then a bit of a scramble for pieces of the rope that still encircled the neck. and turned over to the undertaker for burial.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/-uKwsEUXUEl8/TYv87ETKKSI/AAAAAAAADIY/z2ZmMGeN6W4/s1600/chris6.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://4.bp.blogspot.com/-uKwsEUXUEl8/TYv87ETKKSI/AAAAAAAADIY/z2ZmMGeN6W4/s400/chris6.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587837854379813154" /&gt;&lt;/a&gt;&lt;br /&gt;Schuylkill County Prison, Could this be the pole the lineman climbed to witness the execution?&lt;br /&gt;&lt;br /&gt;Outside the prison a lineman climbed to the top of a light pole and called out bulletins of what was going on inside.&lt;br /&gt;According to the officials the execution went off without any incidents and was accomplished in the presence of over 1,000 persons, some estimates placed the number of people in the prison yard at 1,500/&lt;br /&gt;The remains were given to the undertaker in charge and taken to New Philadelphia by A. Tobac of Shenandoah. Christock’s body was taken to New Phila to the home of his stepmother from which the funeral will take place on March 31, 1911.&lt;br /&gt;So ended Schuylkill County’s last hanging.&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;Shown below is Joseph Christock's hand written story as told to a State Policeman days before his execution. This is a fascinating read. This confession is from the files of the Schuylkill County Historical Society. &lt;br /&gt;TAG ALL PHOTOS TO ENLARGE &lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/-EJwSaC6TVTI/TYwBRsDM83I/AAAAAAAADKA/B9XIbmKy5uk/s1600/cristock12.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://1.bp.blogspot.com/-EJwSaC6TVTI/TYwBRsDM83I/AAAAAAAADKA/B9XIbmKy5uk/s400/cristock12.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587842641053938546" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/-wYPe8RpIXOQ/TYv9V_DDLbI/AAAAAAAADIg/ZlSkmseICTM/s1600/cristock.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://4.bp.blogspot.com/-wYPe8RpIXOQ/TYv9V_DDLbI/AAAAAAAADIg/ZlSkmseICTM/s400/cristock.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587838316826537394" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/-DvW4s0qSU6w/TYv-ANvJY4I/AAAAAAAADIo/j77043Qjvr4/s1600/cristock1.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://3.bp.blogspot.com/-DvW4s0qSU6w/TYv-ANvJY4I/AAAAAAAADIo/j77043Qjvr4/s400/cristock1.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587839042324095874" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/-ZIylAXP5Gb8/TYv-RDqarvI/AAAAAAAADIw/ijDcE7mTOqU/s1600/cristock2.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://4.bp.blogspot.com/-ZIylAXP5Gb8/TYv-RDqarvI/AAAAAAAADIw/ijDcE7mTOqU/s400/cristock2.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587839331677679346" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/-frCUxras1-o/TYv-nelb4ZI/AAAAAAAADI4/HvsL3ALrzRY/s1600/cristock3.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://2.bp.blogspot.com/-frCUxras1-o/TYv-nelb4ZI/AAAAAAAADI4/HvsL3ALrzRY/s400/cristock3.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587839716861665682" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/-NSGRb1miKfs/TYv-4KRL0TI/AAAAAAAADJA/JzXakYPjhQk/s1600/cristock4.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://1.bp.blogspot.com/-NSGRb1miKfs/TYv-4KRL0TI/AAAAAAAADJA/JzXakYPjhQk/s400/cristock4.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587840003465793842" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/--luaeXqmvCc/TYv_HEq6wKI/AAAAAAAADJI/O7ilMcW1Whs/s1600/cristock5.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://4.bp.blogspot.com/--luaeXqmvCc/TYv_HEq6wKI/AAAAAAAADJI/O7ilMcW1Whs/s400/cristock5.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587840259661152418" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/-GWLwPAByjAQ/TYv_Yki1cVI/AAAAAAAADJQ/Amb3t4-pF_k/s1600/cristock6.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://1.bp.blogspot.com/-GWLwPAByjAQ/TYv_Yki1cVI/AAAAAAAADJQ/Amb3t4-pF_k/s400/cristock6.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587840560274960722" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/-Fo_zDwjoMwI/TYv_os7fexI/AAAAAAAADJY/IRanZMsekyo/s1600/cristock7.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://3.bp.blogspot.com/-Fo_zDwjoMwI/TYv_os7fexI/AAAAAAAADJY/IRanZMsekyo/s400/cristock7.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587840837403769618" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/-YnUfF8b9I9g/TYv_3NRHmRI/AAAAAAAADJg/oHSSCa-AeRI/s1600/cristock8.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://1.bp.blogspot.com/-YnUfF8b9I9g/TYv_3NRHmRI/AAAAAAAADJg/oHSSCa-AeRI/s400/cristock8.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587841086602582290" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/-ph8KKNGgIrc/TYwAlp7GaJI/AAAAAAAADJo/bepum2KzIYA/s1600/cristock9.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://3.bp.blogspot.com/-ph8KKNGgIrc/TYwAlp7GaJI/AAAAAAAADJo/bepum2KzIYA/s400/cristock9.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587841884568840338" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/-To9NifHnOH8/TYwAzQPfVaI/AAAAAAAADJw/5u9QUsEmrYw/s1600/cristock10.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://3.bp.blogspot.com/-To9NifHnOH8/TYwAzQPfVaI/AAAAAAAADJw/5u9QUsEmrYw/s400/cristock10.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587842118193206690" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/-bCu1PYkS0sk/TYwBEhi89GI/AAAAAAAADJ4/FC5BMV6cIeg/s1600/cristock11.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://1.bp.blogspot.com/-bCu1PYkS0sk/TYwBEhi89GI/AAAAAAAADJ4/FC5BMV6cIeg/s400/cristock11.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5587842414896018530" /&gt;&lt;/a&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-2615354609772077507?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/2615354609772077507/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=2615354609772077507' title='1 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/2615354609772077507'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/2615354609772077507'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2011/03/joesph-christock-last-man-hanged-in.html' title='Joesph Christock Last Man Hanged In Schuylkill County Prison March 30, 1911'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://4.bp.blogspot.com/-viDn-yAbSRE/TYv6mRKRIKI/AAAAAAAADHw/maIOlrRh8wg/s72-c/chris2.jpg' height='72' width='72'/><thr:total>1</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-6809747122402619343</id><published>2011-02-06T11:04:00.005-05:00</published><updated>2011-02-06T11:15:01.304-05:00</updated><title type='text'>A VICTIM OF JESSE JAMES</title><content type='html'>&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/TU7G3WkuryI/AAAAAAAADBA/19Pv2G-IkPc/s1600/jj.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 290px; height: 400px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/TU7G3WkuryI/AAAAAAAADBA/19Pv2G-IkPc/s400/jj.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5570608443358621474" /&gt;&lt;/a&gt;&lt;br /&gt;Jesse James&lt;br /&gt;&lt;br /&gt;While doing research at the Schuylkill County Historical Society, my second home. I came across an interesting article about the son of a Shenandoah resident who was robbed by the famous outlaw Jesse James. &lt;br /&gt;The article was written in the &lt;em&gt;&lt;strong&gt;Pottsville Evening Chronicle&lt;/strong&gt;&lt;/em&gt;. On July 31, 1882.&lt;br /&gt;Prior to finding this article I was interested in how the local papers were reporting the death of the outlaw Jesse James.&lt;br /&gt;&lt;br /&gt;“JESSE JAMES SHOT DOWN”&lt;br /&gt;St. Louis, April 3, A dispatch from St. Joseph, Mo. Says Charles and Robert Ford who, at one time belonged to the James gang and were engaged in the Winston and Blue cut train robberies, have been in St. Joseph for a week for the purpose of arresting Jesse James, but being afraid, as it is alleged, to make the attempt they shot him down at 13th and Lafayette streets today and then surrendered to the authorities and were lodged in jail. There is tremendous excitement over the affair, several thousand people being on the street.&lt;br /&gt;&lt;br /&gt;For the next couple of days the paper ran stories about the shooting. “END OF JESSE JAMES”, …”THE DEAD OUTLAW”…”THE DEAD TRAIN ROBBER” but the most interesting of the articles was entitled:&lt;br /&gt;&lt;br /&gt;A VICTIM OF JESSE JAMES&lt;br /&gt;&lt;br /&gt;The Highwayman’s Widow Returns a Stolen Watch&lt;br /&gt;&lt;br /&gt;During the year 1880 John J. Dovey, formerly of Shenandoah, now diseased was the owner of a coal mine in Kentucky which was in charge of his son Charles, of Philadelphia. One day while young Mr. Dovey was sitting in his office he heard the tramp of horse’s feet outside, and the next moment four men entered and one of them presenting a revolver at his head demanded his money. Mr. Dovey replied as the funds to pay off the hands had not yet arrived there was no money about the premises. This did not satisfy the road agents, the leader who demanded that the safe be opened. Their direction being acceded to the ruffians were rewarded by finding some change, amounting to about five dollars and a box of cigars. After each had lighted one of the latter they pocketed the money with as much relish as though it amounted to thousands of dollars. As they were about to leave one of them noticed Mr. Dovey’s watch chain. “Hold on Boys, here is something we have overlooked”, said he, and Mr. Dovey was politely requested to hand over his gold time piece. After which the quartet took their departure. A short time afterward Mr. Dovey visited the Rogues gallery in Louisville. While looking over the pictures he came upon one which he recognized as that of the leader of the band who robbed him. Below the picture the name of “Jesse James” was inscribed. Mr. Dovey went south last week and while away a messenger from the Adams Express Company arrived with a package at his home. Mrs. Dovey upon opening it was surprised to find the watch stolen two years before. The watch was accompanied by the following note:&lt;br /&gt;Mr. Dovey: Dear Sir: Included you will find your watch; please send me by return mail a receipt for the same.&lt;br /&gt;Your, respectfully&lt;br /&gt;Mrs. Jesse James.&lt;br /&gt;&lt;br /&gt;The watch was in good condition as when stolen. Mrs. Dovey immediately wrote to her husband relating the story. And restoration of the time piece who thereupon sent a letter of thanks to Mrs. James for restoring the article. The watch had the name of Mr. Dovey and his address inscribed upon it so he widow knew where to send it.&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-6809747122402619343?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/6809747122402619343/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=6809747122402619343' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/6809747122402619343'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/6809747122402619343'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2011/02/victim-of-jesse-james.html' title='A VICTIM OF JESSE JAMES'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://4.bp.blogspot.com/_4P0mnCI9c8M/TU7G3WkuryI/AAAAAAAADBA/19Pv2G-IkPc/s72-c/jj.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-920037283630662550</id><published>2011-02-01T23:49:00.003-05:00</published><updated>2011-02-01T23:55:11.226-05:00</updated><title type='text'>THE OTTO COLLIERY BRANCHDALE 1913</title><content type='html'>Shown below is a clipping from the December 13, 1913 issue of the Pottsville Republican Newspaper concerning the Otto Colliery at Branchdale.&lt;br /&gt;&lt;br /&gt;TAG THE PHOTOS TO ENLARGE&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/TUjjFhK76LI/AAAAAAAADAY/GK7dVV-seTo/s1600/otto.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/TUjjFhK76LI/AAAAAAAADAY/GK7dVV-seTo/s400/otto.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5568950623186708658" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/TUjjhRkCbqI/AAAAAAAADAg/koSPrLIknHU/s1600/otto1.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/TUjjhRkCbqI/AAAAAAAADAg/koSPrLIknHU/s400/otto1.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5568951100033363618" /&gt;&lt;/a&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-920037283630662550?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/920037283630662550/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=920037283630662550' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/920037283630662550'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/920037283630662550'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2011/02/otto-colliery-branchdale-1913.html' title='THE OTTO COLLIERY BRANCHDALE 1913'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://4.bp.blogspot.com/_4P0mnCI9c8M/TUjjFhK76LI/AAAAAAAADAY/GK7dVV-seTo/s72-c/otto.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-3114781223653897060</id><published>2011-01-31T19:51:00.002-05:00</published><updated>2011-01-31T19:54:17.671-05:00</updated><title type='text'>FIRST AIRPLANE THAT WAS SEEN FLYING IN SCHUYLKILL COUNTY 1918</title><content type='html'>FIRST VISIT OF AN AIRPLANE&lt;br /&gt;&lt;br /&gt;THE OLD THEORY THAT FLYING COULD NOT BE DONE HERE BECAUSE OF AIR POCKETS IS SMASHED&lt;br /&gt;&lt;br /&gt;Pottsville republican April 13, 1918&lt;br /&gt;&lt;br /&gt;This is an interesting article telling about the very first visit or over flight of an airplane in Schuylkill County... The aircraft type is not identified. But knowing the year and that it had two occupants can probably be shown to be a Curtis Jenny. &lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/TUdZkN0fkNI/AAAAAAAADAQ/EFh4DQkUqJw/s1600/jenny.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 248px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/TUdZkN0fkNI/AAAAAAAADAQ/EFh4DQkUqJw/s400/jenny.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5568517942986903762" /&gt;&lt;/a&gt;&lt;br /&gt;The Jenny&lt;br /&gt;   The airplane which flew over this city (Pottsville) on Monday afternoon was the first to appear in this region. It caused considerable excitement, many flocking to the house tops to get a better view. From all appearances the plane was red in color and contained at least two occupants. There is significance to the appearance of the plane here, and on that it is now definitely proven that the old story about air currents and air pockets and the impossibility of operating a plane here because of them is ridiculous.&lt;br /&gt;   There is no better landing and starting point anywhere than Lawton’s Hill, the case with which the plane navigated over the hill yesterday, proving this.&lt;br /&gt;   The plane is traced as coming from Reading and flying directly over Centre Street, at about 2:30 p.m. It circled around the Court House spire and then turned to the east and appeared to be seeking a landing place on Lawton’s Hill, but instead of landing turned upward, just skimming the hill. The plane then proceeded above the Pennsy tracks to St.Clair and hovered over St.Clair yards for a considerable time. It then continued to New Philadelphia, but veered to the north passing over Silver Creek. From there it went to Frackville and Ashland flying right over Broad Mountain. It passed over Ashland, Mt.Carmel, Shamokin, Sunbury and Berwick where it was last reported.&lt;br /&gt;   It was not known who was the driver, nor where he started from. Many stories were in circulation. One had it that the machine had landed on Lawton’s Hill and that gasoline had been taken to it. Another story was that it was driven by a Port carbon boy and that it landed there. Neither story is t&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-3114781223653897060?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/3114781223653897060/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=3114781223653897060' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/3114781223653897060'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/3114781223653897060'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2011/01/first-airplane-that-was-seen-flying-in.html' title='FIRST AIRPLANE THAT WAS SEEN FLYING IN SCHUYLKILL COUNTY 1918'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://1.bp.blogspot.com/_4P0mnCI9c8M/TUdZkN0fkNI/AAAAAAAADAQ/EFh4DQkUqJw/s72-c/jenny.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-3042093306090647503</id><published>2010-08-20T09:04:00.006-04:00</published><updated>2010-08-20T09:30:03.633-04:00</updated><title type='text'>THOSE DAMN 'HEX CATS'' IN SCHUYLKILL COUNTY ....The Albert Shinsky Story</title><content type='html'>&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/TG6A6C8VlqI/AAAAAAAACtw/zf8pjXRCuqU/s1600/shinsky.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 233px; height: 320px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/TG6A6C8VlqI/AAAAAAAACtw/zf8pjXRCuqU/s320/shinsky.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5507481129031407266" /&gt;&lt;/a&gt;&lt;br /&gt;Pottsville Republican Headlines&lt;br /&gt;&lt;br /&gt;Here is an interesting story from 1934..actually the case was pretty famous and made national news.&lt;br /&gt;&lt;br /&gt;AGED WOMAN OF NORTH UNION TOWNSHIP VICTIM OF ASSASSIN’S BULLET.&lt;br /&gt;Pottsville Republican March 19, 1934&lt;br /&gt;&lt;br /&gt;   Mrs. Susan Mummey, 64, of Ferndale, near Ringtown was shot and killed at her home early Saturday evening by an assailant who fired a shotgun at her through a first floor window.&lt;br /&gt;   The murder was not reported until daylight Sunday morning when her adopted daughter “Totty” and a boarder Jacob Rice telephoned for a Ringtown doctor who in turn notified the Tamaqua detail of the State Police.&lt;br /&gt;   The killing is surrounded by what the police term an element of mystery, coupled with genuine fear upon the part of the residents of the section that they too may be made a victim of the killer’s bullets.&lt;br /&gt;   Buried behind the actual details of the killing are all the elements of a mountain feud and deep rooted hatred that has cropped to the surface time and time again during the past decade or more that has marked the appearance in the county courts of several trivial cases which only served to fire the hatred of the persons into the flame of what reached the proportions of a “Hill Billy Feud.”.&lt;br /&gt;   Mrs. Mummery and her family lived in deadly fear that something would happen and they hid behind a reserve of fear and determination to keep their troubles to themselves.&lt;br /&gt;   County Detective Buono said the killing bore all the ear marks of a “killer” hatred that finally culminated in one attempt to shoot the woman as she was in the house alone, and was followed by a successful when the person who did the shooting fired directly at the woman from the window as her adopted daughter stood beside her, holding a lamp.&lt;br /&gt;   The blast of the shotgun was sufficient to extinguish the oil lamp and the two survivors waited until dawn until they gained sufficient courage to venture out of the house.&lt;br /&gt;   According to County Detectives Louis D., Buono, and John I. Ferns who are investigating the crime. The shooting occurred at 8 o’clock Saturday evening the bullet a pumpkin ball fired from a 12 gauge shotgun entered the front window of the living room. Shattering the window glass in its course. It struck the victim in the right side passing through the lung and heart and finally lodging in the stomach. The woman was bending over a couch at the time with her daughter ministering to a lame foot of Rice.&lt;br /&gt;   Chief Detective Buono said this morning that there was no question the women had been the victim of an assassin’s bullet and the police hoped to get the killer.&lt;br /&gt;   The Mummey house is located two and a half miles north of Ringtown and was occupied by the dead woman, Rice and the adopted daughter “Totty”. Totty is a victim of spinal meningitis is a cripple and Rice was suffering from an injured foot. Both were so thoroughly frightened that they feared to go out side of the house dreading they to would be shot. And it was daylight before Rice ventured out and made his way to a neighbor’s home. Where he was given an auto ride to Ringtown.&lt;br /&gt;   The police announced today that Mrs. Mummey had been threatened  upon numerous occasions and they are convinced she was deliberately shot.&lt;br /&gt;   One suspect a resident of the section was taken into custody and is being grilled by the police, who refused to revel his identity.&lt;br /&gt;   &lt;br /&gt;WITCH LORE MOTIVE FOR KILLING.&lt;br /&gt;Pottsville Republican March 22, 1934&lt;br /&gt;&lt;br /&gt;SHENADOAH YOUTH SAYS HE SHOT AGED WOMAN BECAUSE SHE HEXED HIM.&lt;br /&gt;&lt;br /&gt;SHORN OF STRENGTH  BY A “SPELL” CAST UPON HIM SEVEN YEARS AGO HE PLANNED TO KILL MRS. SUSAN MUMMEY&lt;br /&gt;&lt;br /&gt;CENTURIES OLD STRAIN OF EARLY SETTLER WITCHCRAFT FOUND BY DETECTIVES IN NORTH UNION BACKWOODS.&lt;br /&gt;&lt;br /&gt;   Albert Shinsky 24, of 215 E. Lloyd St, Shenandoah, confessed early this morning that he shot and killed Mrs. Susan Mummey, age 63, of Ferndale, near Ringtown. He says he did so free himself from a spell she had cast upon him seven years ago as he worked in a field a cross from the Mummey farm. The youth is a clean cut, intelligent chap in all except his hallucinations except that he has been hexed as he calls it.&lt;br /&gt;   This morning in his cell he told a member of the republican staff. He told a weird and unbelievable story asserting that he felt hex spell leave his body immediately after when Mrs. Mummey died.&lt;br /&gt;   Shinsky said he tramped over two miles to the house and how at last he wanted to rid himself of the hex.&lt;br /&gt;   In her coffin Detective Bunon said she looked like a million dollars, explain that the golden hair of the elderly woman framed an attractively peaceful face.&lt;br /&gt;   “Yes I thought she would look nice with her eyes closed,” said Shinsky, “but ,Oh those eyes when she looked at you! I could not stand them.”&lt;br /&gt;   Several times during the examination he suddenly stopped talking looked straight ahead fixedly at the wall, then his face became clouded with the most grotesque grimaces as though of fear and pain. He appeared to be in the throes of an epileptic fit. In about eight minutes he came out of the spell and was weak., but apparently normal otherwise. He explained that whenever he saw some sharp object he could not take his eyes from it, and then it developed into a huge black cat with flaming eyes which snarled and spat at him, and continually threatened. He said he could not take his eyes from it. And in the face of the cat he could see the face of the woman he accused of hexing him.&lt;br /&gt;   It started seven years ago, he said, when he was working on the farm. Mrs. Mummey with whom they had been having trouble over the land, came to the fence near where he was working and stood looking fixedly at him. A cold perspiration came over him. He felt a hand drop heavily across his shoulders. He could not work. He went back to the house, and since then he has been bewitched.&lt;br /&gt;   For years he dreaded to climb the stairs to his bedroom, for, unless he trod evenly on each step, the cat sprang out at him. So it was that he has climbed into his room for years over the shed in the back of the house, and in through the window.&lt;br /&gt;   “Those eyes!” he repeatedly murmured half to himself, “Oh, those eyes, oh how I wanted to have them closed! I could not stand them!”&lt;br /&gt;   SOUGHT AID POE WOW DOCTORS&lt;br /&gt;   Prior to the actual killing, Shinsky stated he on numerous occasions visited the Mummey home with the intention to kill her. Each time he drew close to the home her spell became stronger and each time he went away afraid that in killing her he was apt to bring dire results to himself.&lt;br /&gt;    For seven years he thus suffered. He visited pow wow doctors, seven in number, each of whom gave him very little help, with the exception of one. A pow wow doctor in Hazelton seemed to have been the only one that could give him relief. This man urged him to repeat “God The Father ,God the Son, and God The Holy Ghost” each time the spell seemed to move him.&lt;br /&gt;   This was the only help where he visited at night by a great big black cat with piercing green eyes that he said had a face resembling that of Mrs. Mummey’s. As he lay in bed this black cat visited him. It slowly crawled thru his closed bed room window and towards his bed. There it would rest itself on the side of his bed and claw at his side. It was painful torture and continued until he could gather strength enough to utter “God the Father, etc.”&lt;br /&gt;   CAT VISITED EVERY MONTH&lt;br /&gt;   Once a month and sometimes more often, this huge black cat would visit him and make it impossible for him to sleep. He would become ice cold, so cold that he had to get out of his bed and run around and around in his room to keep warm.&lt;br /&gt;   After a visit from the cat he would be completely lost and bewildered. He was actually helpless and unable to work. He complained to his parents and brothers and sister, but they claimed that it was his imagination and he was to lazy to work. They tried to help him but no matter what they would do it all proved useless.&lt;br /&gt;   When first stricken with this spell he was forced to quit his job as a miner at West Shenandoah Colliery. This, he had to do because he was without physical power and unable to do a days work. After a short vacation at home during which time he rested hoping that might help him regain his strength he went to Newark to work.&lt;br /&gt;    Figuring that separating himself many hundreds of miles fro Mrs. Mummey might help him, he accepted a position with the  Western Electric Company of Newark. He had a responsible position there, but after&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;SCENE OF ‘HEX’ KILLING L;OCATED IN REGION ONE OF EARLIEST SETTLEMENTS&lt;br /&gt;&lt;br /&gt;   The scene of the Mummey killing is in the heart of a region that was one of the earliest settlements of Schuylkill County and one which owes practically all of its early blood to Berks county immigration among which class is found much of the old “Hex” folk lore. In the foothills of the Mahantongo mountain range extending from the Susquehanna to the Lehigh, the North Union Twp. Tracts are directly in the territory of “Line Mountain” so called because it marked the southern boundary of Indian settlements and the northern early treaty arrangements for the white man incursion in what is originally labeled as Impenetrable wilderness.&lt;br /&gt;   In the Northeastern corner of Schuylkill county near the headwaters of both the Little A Schuylkill and the Catawissa, the early migrations made their way into what is now Union Twp. And settled with saw mills and grist mills the chief means of occupation.&lt;br /&gt;   Residents of the territory say evidence of the “Witchcraft” days still abound. “Hex” markings are to be found at intervals and the county detectives have been regaled with stories of spells and counter spells being placed on the cows, horses, mules chickens and other farm attributes.&lt;br /&gt;   It was a spell of this type that Shinsky claims was cast upon him as he worked on his farm and which caused him the eight years of visitations by the Hex Cat” and culminated in murder.&lt;br /&gt;   The detectives working on the case class the general conditions as one of illiteracy mixed with a wealth of folk lore and a combination of the early Dutch beliefs and the “Hill Billies” of the Southern Appalachian chain.&lt;br /&gt;   The case is the second one of its type to develop in Schuylkill county the famous “Hex Cat” case of the Tumbling Run Valley also an early trail of the settlers, causing much attention a quarter of a century ago. This case was marked chiefly by arson outbreaks or threats of arson and “silver” Bullets” were molded to ward off the visit of the evil animals. The site of this outbreak to this day is known as the Hex Cat and is abandoned.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/TG5_HmWkDYI/AAAAAAAACto/dQK0paf4Y6s/s1600/blkcat2.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 132px; height: 170px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/TG5_HmWkDYI/AAAAAAAACto/dQK0paf4Y6s/s320/blkcat2.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5507479162851691906" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;strong&gt;HERE IS ANOTHER STORY...I WANT TO DO MORE RESEARCH ON THIS ONE!&lt;/strong&gt;&lt;br /&gt;&lt;br /&gt;Pottsville..September 28, 1911&lt;br /&gt;&lt;br /&gt;HEX CAT DODGES BULLETS OF GOLD&lt;br /&gt;Feline Blamed For Casting Spell Over Family&lt;br /&gt;________________________________________&lt;br /&gt;PEOPLE STIRRED BY STORY&lt;br /&gt;________________________________________&lt;br /&gt;While Hex Tales From Tumbling Run Have Created Derision, the Authorities Are Suprised at Number of Weird Complaints&lt;br /&gt;&lt;br /&gt;In the gray of the early morning a score of the more intrepid farmers of Tumbling Run Valley and a few interested ones, on invitations given by Miss Mary Isabella Thomas, who alleges that a “hex” or witch has placed a spell on the family through the machinations of a relative living in Orwigsburg, watched in vain for the appearance at the farm house of the black cat, which the young woman says has assumed gigantic shape, at times reaching the maximum height of four feet. They waited with a gun loaded with a gold bullet, but the feline for the first time in many weeks failed to put in an appearance.&lt;br /&gt;Spirit Frightened Away&lt;br /&gt;Some of her waiting guests believe the evil spirit was frightened away by reason of the fact that they carried Bibles, crucifixes, and talismans to break witches’ spells. Miss Thomas says that the big cat will surely appear some morning, and then either she or her uncle will shoot it with the golden bullet. They have great faith in the precious metal messenger of death, although lead bullets tailed them on other occasions. Miss Thomas has taken up her residence with a neighbor, and the haunted farmhouse has been deserted.&lt;br /&gt;Since she made public her statements that a “hex” is following the family, she has had five offers of marriage. She has decided to accept none of them. Mrs. Sarah Potts has offered to give her sister, Mary, a home with her, despite the fact that she is named by the latter as being the author of the family’s misfortunes. Miss Thomas still possesses charms sent to her by a California witch doctor, and she says that she will guard them closely for future use.&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;Farmers Wrought Up&lt;br /&gt;The farmers of the Tumbling Run Valley are greatly wrought up over this mysterious “hex” case and want the strange affair thoroughly sifted to the bottom. The Republican, of Pottsville, the largest daily, in an editorial asks for an investigation.&lt;br /&gt;While the “hex” stories from Tumbling Run have created derision and laughter in Pottsville, the authorities were surprised at the number of weird complaints which came in from that vicinity. One farmer, who has brought a large quantity of milk from the Tumbling Run Valley for many years, declares that the fresh fluid was discolored as he brought it to market. There were also three automobile accidents in that vicinity.&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-3042093306090647503?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/3042093306090647503/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=3042093306090647503' title='2 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/3042093306090647503'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/3042093306090647503'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2010/08/those-damn-hex-cats-in-schuylkill.html' title='THOSE DAMN &apos;HEX CATS&apos;&apos; IN SCHUYLKILL COUNTY ....The Albert Shinsky Story'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://2.bp.blogspot.com/_4P0mnCI9c8M/TG6A6C8VlqI/AAAAAAAACtw/zf8pjXRCuqU/s72-c/shinsky.jpg' height='72' width='72'/><thr:total>2</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-7118307801624459182</id><published>2010-08-15T09:28:00.032-04:00</published><updated>2010-08-15T11:14:45.513-04:00</updated><title type='text'>26TH ANNUAL INDEPENDENT COAL MINERS PICNIC, HEGINS, PA. AUGUST 14, 2010</title><content type='html'>While performing as the “Breaker Boys” Tommy Symons and I have had some great times. We have made many friends, and have had the pleasure of meeting many people. But nobody, compares to the wonderful friendship that the anthracite coal miners and their families have given us.. As we have always said, the greatest honor we ever had was to be asked to perform at "The Independent Coal Miners Picnic" in our home area.&lt;br /&gt;&lt;br /&gt;The “Breaker Boys” want to thank David A. Lucas and his family for giving us the opportunity to perform songs about the coal miners, and to sing and write their stories back into history..&lt;br /&gt;&lt;br /&gt;This Years Posters...Tag all photos to enlarge&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGf-pB3XOjI/AAAAAAAACrg/nSu_BlUI0i0/s1600/IMG_7471.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGf-pB3XOjI/AAAAAAAACrg/nSu_BlUI0i0/s400/IMG_7471.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505649050312456754" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGf_BxgY24I/AAAAAAAACro/v7LK1n5bLiI/s1600/IMG_7472.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGf_BxgY24I/AAAAAAAACro/v7LK1n5bLiI/s400/IMG_7472.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505649475417856898" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGf_YKroyDI/AAAAAAAACrw/LoReWQQAdwI/s1600/IMG_7473.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGf_YKroyDI/AAAAAAAACrw/LoReWQQAdwI/s400/IMG_7473.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505649860133046322" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;A few Scenes From The 26th Annual Independent Coal Miners Picnic.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGfr7vgfPwI/AAAAAAAACog/P1PresuDpoY/s1600/IMG_7426.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGfr7vgfPwI/AAAAAAAACog/P1PresuDpoY/s320/IMG_7426.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505628481081261826" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGfslExZ71I/AAAAAAAACoo/PE3O-yfGjxk/s1600/IMG_7425.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGfslExZ71I/AAAAAAAACoo/PE3O-yfGjxk/s320/IMG_7425.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505629191163998034" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGfs4ETkBDI/AAAAAAAACow/qrddYwjwMPk/s1600/IMG_7427.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGfs4ETkBDI/AAAAAAAACow/qrddYwjwMPk/s320/IMG_7427.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505629517456344114" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/TGfxMkF4dhI/AAAAAAAACqI/mPnNIbdm0IA/s1600/IMG_7459.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/TGfxMkF4dhI/AAAAAAAACqI/mPnNIbdm0IA/s320/IMG_7459.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505634267632793106" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/TGfxxbS9VRI/AAAAAAAACqQ/Uz2SpdkTcL0/s1600/IMG_7458.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/TGfxxbS9VRI/AAAAAAAACqQ/Uz2SpdkTcL0/s320/IMG_7458.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505634900926878994" /&gt;&lt;/a&gt;&lt;br /&gt;The Breaker Boys Tommy Symons and Stu Richards with David A Lucas, and State Senator David A. Argall who came and pledged his support to the Independent Coal Miners.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGfySywYHHI/AAAAAAAACqY/r9wGplxcpGo/s1600/IMG_7462.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGfySywYHHI/AAAAAAAACqY/r9wGplxcpGo/s320/IMG_7462.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505635474159967346" /&gt;&lt;/a&gt;&lt;br /&gt;The Breaker Boys and Senator Argall singing "When The Breakers Go Back On Full Time"&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGfy83k4FkI/AAAAAAAACqg/85uh09S2zEI/s1600/IMG_7444.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGfy83k4FkI/AAAAAAAACqg/85uh09S2zEI/s320/IMG_7444.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505636197008414274" /&gt;&lt;/a&gt;&lt;br /&gt;The Boys With David A....&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGf309eOdmI/AAAAAAAACqo/ZYxZHiCmlSg/s1600/IMG_7452.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGf309eOdmI/AAAAAAAACqo/ZYxZHiCmlSg/s320/IMG_7452.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505641558710318690" /&gt;&lt;/a&gt;&lt;br /&gt;David Listening to our Song about him.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGf4U2piv6I/AAAAAAAACqw/XxL_GqPumZc/s1600/IMG_7454.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGf4U2piv6I/AAAAAAAACqw/XxL_GqPumZc/s320/IMG_7454.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505642106634551202" /&gt;&lt;/a&gt;&lt;br /&gt;Tommy Symons Takin about "Intelligence"&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGf5AfE7ePI/AAAAAAAACq4/WySsbCi1cYw/s1600/IMG_7456.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGf5AfE7ePI/AAAAAAAACq4/WySsbCi1cYw/s320/IMG_7456.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505642856221210866" /&gt;&lt;/a&gt;&lt;br /&gt;Acting out the song, The Star of the County Down"&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGf5kirW7PI/AAAAAAAACrA/OzZNqH_EBSg/s1600/IMG_7463.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGf5kirW7PI/AAAAAAAACrA/OzZNqH_EBSg/s320/IMG_7463.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505643475662990578" /&gt;&lt;/a&gt;&lt;br /&gt;Tommy teaching the young lad "Steve Forgotch" how to play the banjo.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGf6rL3J3kI/AAAAAAAACrI/oXRMn36DxmU/s1600/IMG_7467.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGf6rL3J3kI/AAAAAAAACrI/oXRMn36DxmU/s320/IMG_7467.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505644689309163074" /&gt;&lt;/a&gt;&lt;br /&gt;Tommy playing Nose Music????? Don't ask me!&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/TGf7KypjsSI/AAAAAAAACrQ/pGJCP-mwnYs/s1600/IMG_7468.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/TGf7KypjsSI/AAAAAAAACrQ/pGJCP-mwnYs/s320/IMG_7468.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505645232297062690" /&gt;&lt;/a&gt;&lt;br /&gt;Pastor saying the prayer for the miners and the traditional reading of the names on this years glass mug.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/TGgAjXTIcMI/AAAAAAAACr4/1r-5Eo1TGHs/s1600/IMG_7431.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/TGgAjXTIcMI/AAAAAAAACr4/1r-5Eo1TGHs/s400/IMG_7431.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505651152010113218" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;Me, With the one and only David A. Lucas, without his hard work and efforts there would be no Miners Picnic.&lt;br /&gt;&lt;br /&gt;Anthracite Coal Miners, family and Friends at this years picnic.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGfvy51pwzI/AAAAAAAACpw/vOGEcBX4ZXk/s1600/IMG_7418.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGfvy51pwzI/AAAAAAAACpw/vOGEcBX4ZXk/s320/IMG_7418.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505632727282074418" /&gt;&lt;/a&gt;&lt;br /&gt;When you get asked to do your thing at this event..You have to be good!&lt;br /&gt;DJ Golddust...Some Great Music&lt;br /&gt;IF YOU NEED A DJ THIS IS THE GUY.EXCELLENT.....IF YOUR LOOKING TO BOOK DJ GOLDDUST &lt;br /&gt;YOU CAN CALL DJ GOLDUST @ 717 365 0901 &lt;br /&gt;570 682 9248&lt;br /&gt;CELL 717 856 5006&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGfttDfcUnI/AAAAAAAACpA/JtSGZKXYCuE/s1600/IMG_7433.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGfttDfcUnI/AAAAAAAACpA/JtSGZKXYCuE/s320/IMG_7433.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505630427770802802" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGfuOlE_4_I/AAAAAAAACpI/j83EP7dRpTQ/s1600/IMG_7422.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGfuOlE_4_I/AAAAAAAACpI/j83EP7dRpTQ/s320/IMG_7422.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505631003722376178" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGfulshXaII/AAAAAAAACpQ/xozfBvKOrA4/s1600/IMG_7437.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGfulshXaII/AAAAAAAACpQ/xozfBvKOrA4/s320/IMG_7437.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505631400857397378" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGfu3rInSII/AAAAAAAACpY/g3qvfwArOws/s1600/IMG_7417.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/TGfu3rInSII/AAAAAAAACpY/g3qvfwArOws/s320/IMG_7417.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505631709722790018" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGfvNooFXdI/AAAAAAAACpg/J6UfamDILZI/s1600/IMG_7439.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGfvNooFXdI/AAAAAAAACpg/J6UfamDILZI/s320/IMG_7439.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505632087006600658" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGfvf5rYs1I/AAAAAAAACpo/OoUOBe4Ek1c/s1600/IMG_7443.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGfvf5rYs1I/AAAAAAAACpo/OoUOBe4Ek1c/s320/IMG_7443.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505632400821498706" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/TGfwXFDi_AI/AAAAAAAACp4/4xvc55uOsYU/s1600/IMG_7450.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/TGfwXFDi_AI/AAAAAAAACp4/4xvc55uOsYU/s320/IMG_7450.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505633348768431106" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/TGfw5D-itpI/AAAAAAAACqA/cPRIBkMFwlY/s1600/IMG_7451.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/TGfw5D-itpI/AAAAAAAACqA/cPRIBkMFwlY/s320/IMG_7451.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505633932594558610" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGgBG6PnCGI/AAAAAAAACsA/S_19HLxM6kY/s1600/IMG_7435.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/TGgBG6PnCGI/AAAAAAAACsA/S_19HLxM6kY/s320/IMG_7435.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505651762686003298" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGgBX5skLmI/AAAAAAAACsI/G3v60bdo7bQ/s1600/IMG_7443.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGgBX5skLmI/AAAAAAAACsI/G3v60bdo7bQ/s320/IMG_7443.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505652054596791906" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGgBvkFFsRI/AAAAAAAACsQ/OHtnFPouSPY/s1600/IMG_7464.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGgBvkFFsRI/AAAAAAAACsQ/OHtnFPouSPY/s320/IMG_7464.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505652461110931730" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGgCMcPG3BI/AAAAAAAACsY/6yB2BxgYKOc/s1600/IMG_7429.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/TGgCMcPG3BI/AAAAAAAACsY/6yB2BxgYKOc/s320/IMG_7429.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5505652957221674002" /&gt;&lt;/a&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-7118307801624459182?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/7118307801624459182/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=7118307801624459182' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/7118307801624459182'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/7118307801624459182'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2010/08/26th-annual-independent-coal-miners.html' title='26TH ANNUAL INDEPENDENT COAL MINERS PICNIC, HEGINS, PA. AUGUST 14, 2010'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://1.bp.blogspot.com/_4P0mnCI9c8M/TGf-pB3XOjI/AAAAAAAACrg/nSu_BlUI0i0/s72-c/IMG_7471.JPG' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-7866589452917843523</id><published>2010-07-28T19:42:00.005-04:00</published><updated>2010-07-28T20:13:35.544-04:00</updated><title type='text'>Miner Folklore And Superstitions ...And Pay Scales For Luke Fiddler Colliery 1877</title><content type='html'>&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/TFDAqE_GBNI/AAAAAAAACno/bMrBe_Z2kU8/s1600/coal.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 186px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/TFDAqE_GBNI/AAAAAAAACno/bMrBe_Z2kU8/s320/coal.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5499106974144791762" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;Some Interesting Miner Folklore.&lt;br /&gt;And Superstitions.&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;1.  It was bad luck to enter a mine if you met a red headed woman on the way to work.&lt;br /&gt;&lt;br /&gt;2.  You never changed your job or moved your family on a Friday.&lt;br /&gt;&lt;br /&gt;3.  The howling of a dog meant the death in a family the next day.&lt;br /&gt;&lt;br /&gt;4.  Whenever a miner was killed in the mines, all the employees went home and did not return to work until after the funeral.&lt;br /&gt;&lt;br /&gt;5.  The crumbs left in a miners dinner pail were supposed to be gifted with supernatural powers.&lt;br /&gt;&lt;br /&gt;6.  Powder smoke was recognized as a cure fro whooping cough.&lt;br /&gt;&lt;br /&gt;7.  Pow wowers and Hex women were supposed to be gifted women.&lt;br /&gt;    A. If they blew their breath into the mouth of a child they could cure a sore throat.&lt;br /&gt;    B. The seventh child of the seventh son had the power to cure a fever.&lt;br /&gt;&lt;br /&gt;8.  Early miners celebrated the " Feast of Mary Goes Over The Mountain " and believed if it rained on that day it would rain for 40 days.&lt;br /&gt;&lt;br /&gt;9.  June 25  was " Mid Summer Day " and bonfires were built on hillsides and young girls would see the vision of their future husbands in the dancing flames.&lt;br /&gt;&lt;br /&gt;10  White rats in the mine had talents unknown they got into the feed of the mules and stayed under ground their whole lives. They stole and thrived on the food from the miners.&lt;br /&gt;&lt;br /&gt;11. The mine rat knew of impending danger, when they ran for safety so did the miners. If a man had six senses then the mine rat had seven or eight. Every time they ran there was either a fall of coal or a gas explosion.&lt;br /&gt;&lt;br /&gt;12. They say a miner killed underground,  his ghost will return to finish the job.&lt;br /&gt;&lt;br /&gt;13. When an Irish miner died professional criers were hired to wail and howl at the miners wake. There was a saying  " That to hear the Irish cry is to never forget it."&lt;br /&gt;&lt;br /&gt;14. It was also bad luck for a woman to enter the mine, because certain women could put a curse on the mine.&lt;br /&gt;&lt;br /&gt;15. Miners believed that mules could see ghosts and spirits, that the miners couldn't see.&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/TFDHd2DyOYI/AAAAAAAACn4/ZD1mbEwTegc/s1600/Luke%2520Fiddler%2520Colliery.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 207px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/TFDHd2DyOYI/AAAAAAAACn4/ZD1mbEwTegc/s320/Luke%2520Fiddler%2520Colliery.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5499114460560898434" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;Below is the pay scales for the Luke Fiddler Colliery. Included are the occupations/ the number employed/ and the pay scale.&lt;br /&gt;&lt;br /&gt;&lt;strong&gt;The Luke Fiddler Colliery&lt;br /&gt;Near Shamokin, Pa.&lt;br /&gt;August, 1877&lt;br /&gt;Payroll&lt;/strong&gt;&lt;br /&gt;&lt;br /&gt;&lt;strong&gt;OUTSIDE&lt;/strong&gt;&lt;br /&gt;&lt;br /&gt;1.  Outside Boss         1              $ 66.64 per month.&lt;br /&gt;2.  Clerk                    1                48.00 per month.&lt;br /&gt;3.  Civil Engineer       1                30.00 per month.&lt;br /&gt;4.  Stable Boss            1               40.00 per month.&lt;br /&gt;5.  Stable Helper        1                28.00 per month.&lt;br /&gt;6.  Watchman          1                1.08 per day rate.&lt;br /&gt;                                                1.50 per day rate.&lt;br /&gt;&lt;br /&gt;7.  Teamster             1                1.00 per day rate.&lt;br /&gt;8.  Blacksmith           3                1.83 per day rate.&lt;br /&gt;                                                1.58 per day rate.&lt;br /&gt;9.  Blacksmith Helper.                  1.13 per day rate.&lt;br /&gt;&lt;br /&gt;10. Chief Carpenter      1              30.00 per 1/2 month.&lt;br /&gt;11. Carpenter Repair     2             1.46 per day rate.&lt;br /&gt;                                                1.37 per day rate.&lt;br /&gt;&lt;br /&gt;12. Engineer             1                1.58 per day rate.&lt;br /&gt;&lt;br /&gt;13. Fireman              2                1.25 per day rate.&lt;br /&gt;                                                1.08 per day rate.&lt;br /&gt;14. Laborer              7                .83 per day rate.&lt;br /&gt;                                               1.00 per day rate.&lt;br /&gt;                                                1.17 per day rate.&lt;br /&gt;&lt;br /&gt;15. Car Loader                            1.17 per day rate.&lt;br /&gt;&lt;br /&gt;16. Dirt Bank            9                1.04 per day rate.&lt;br /&gt;                                                .67 per day rate.&lt;br /&gt;                                               .91 per day rate.&lt;br /&gt;                                               .79 per day rate.&lt;br /&gt;&lt;br /&gt;17. Rock Bank            2              .83 per day rate.&lt;br /&gt;&lt;br /&gt;18. Tipman               2             1.17 per day rate.&lt;br /&gt;                                              1.00 per day rate.&lt;br /&gt;&lt;br /&gt;19. Rollerman            5                1.04 per day rate.&lt;br /&gt;                                                .97 per day rate.&lt;br /&gt;                                                .67 per day rate.&lt;br /&gt;&lt;br /&gt;20. Chute Boss           1                1.58 per day rate.&lt;br /&gt;&lt;br /&gt;21. Slate Pickers        68                .42 per day rate.&lt;br /&gt;                                                 .50 Per day rate.&lt;br /&gt;                                                 .65 per day rate.&lt;br /&gt;&lt;br /&gt;&lt;strong&gt;Luke Fidler Colliery&lt;br /&gt;August 1877&lt;/strong&gt;&lt;br /&gt;&lt;br /&gt;During the month of August most of the pickers only worked a total of 8 days.&lt;br /&gt;&lt;br /&gt;22. Mason Repair         1               $2.00 per day rate.&lt;br /&gt;&lt;br /&gt;23. Hauling Timber       2                4.00 per day rate.&lt;br /&gt;&lt;br /&gt;&lt;strong&gt;INSIDE&lt;/strong&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;24. Inside Boss          1                80.00 per month.&lt;br /&gt;&lt;br /&gt;25. Repairman            6                1.50 per day rate.&lt;br /&gt;                                                  1.33 per day rate.&lt;br /&gt;                                                  1.20 per day rate.&lt;br /&gt;&lt;br /&gt;26. Bottom Slope         2                1.04 per day rate.&lt;br /&gt;&lt;br /&gt;27. Runner               2                 1.04 per day rate.&lt;br /&gt;&lt;br /&gt;28. Plane Man            2               1.33 per day rate.&lt;br /&gt;&lt;br /&gt;29. Driver Boss          1                1.50 per day rate.&lt;br /&gt;&lt;br /&gt;30. Drivers              18               1.04 per day rate.&lt;br /&gt;                                               .84 per day rate.&lt;br /&gt;                                               .92 per day rate.&lt;br /&gt;&lt;br /&gt;31. Oiler                1                 .94 per day rate.&lt;br /&gt;&lt;br /&gt;32. Door Boy             2             .67 per day rate&lt;br /&gt;                                              .62 per day rate.&lt;br /&gt;&lt;br /&gt;33. Switch Boy           2             .62 per day rate.&lt;br /&gt;&lt;br /&gt;34. Shaft Engineer       1             1.58 per day rate.&lt;br /&gt;&lt;br /&gt;35. Pumpman              1            1.57 per day rate.&lt;br /&gt;&lt;br /&gt;36. Top of Shaft         3              1.12 per day rate.&lt;br /&gt;&lt;br /&gt;37. Bottom of Shaft      1             1.12 per day rate.&lt;br /&gt;&lt;br /&gt;38. Miners in Gangway    4       1.25 per day rate.&lt;br /&gt;                                               1.04 per day rate.&lt;br /&gt;&lt;br /&gt;39. Miners in Airways    2         1.21 per day rate.&lt;br /&gt;&lt;br /&gt;40. Coal Car Pushers     17           .58 per day rate.&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;strong&gt;Gangways&lt;/strong&gt;&lt;br /&gt;&lt;br /&gt;41. East No. 9 Vein     3               &lt;br /&gt;    Miner                                 2.50 per yard.&lt;br /&gt;    Miner Slate                         2.00 per yard&lt;br /&gt;    Miner                                33 cars @ .50 /car&lt;br /&gt;    Laborers            4               1.17 per day rate.&lt;br /&gt;&lt;br /&gt;42. Short Plane         1&lt;br /&gt;    Miner                                 2.00 per yard.   22 cars @ .45 /car.&lt;br /&gt;&lt;br /&gt;43. West No. 8 Vein&lt;br /&gt;    Miners              2                2.00 per yard.&lt;br /&gt;                                              31 cars @ .41 /car.&lt;br /&gt;    Laborers            2                1.08 per day rate.&lt;br /&gt;&lt;br /&gt;44. Long Plane East No.9&lt;br /&gt;    Miners              2                 1.75 per yard&lt;br /&gt;                                               29 cars @ .45 /car.&lt;br /&gt;&lt;br /&gt;45. Breasts Chutes and Headings.&lt;br /&gt;                       103 Miners.&lt;br /&gt;&lt;br /&gt;                                          .50 per car load.&lt;br /&gt;                                          .45 per car load.&lt;br /&gt;&lt;br /&gt;    Heading                             1.50 per yard.&lt;br /&gt;    Chute                                 1.00 per yard&lt;br /&gt;    Platform                              .75 per yard.&lt;br /&gt;    &lt;br /&gt;    Laborers                              1.17 per day rate.&lt;br /&gt; &lt;br /&gt;    Breast 14 Chute                    2.00 per yard.&lt;br /&gt;&lt;br /&gt;46. Swamp Counter&lt;br /&gt;    Miners              3                .45 per car load.&lt;br /&gt;    Laborers            2                1.04 per day.&lt;br /&gt;&lt;br /&gt;47. Car Agent           1            40.00 per 1/2 month.&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/TFDFk96_qaI/AAAAAAAACnw/NVhI_19iVTs/s1600/IMG_0303.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/TFDFk96_qaI/AAAAAAAACnw/NVhI_19iVTs/s320/IMG_0303.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5499112383907342754" /&gt;&lt;/a&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-7866589452917843523?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/7866589452917843523/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=7866589452917843523' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/7866589452917843523'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/7866589452917843523'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2010/07/miner-folklore-and-superstitions.html' title='Miner Folklore And Superstitions ...And Pay Scales For Luke Fiddler Colliery 1877'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://1.bp.blogspot.com/_4P0mnCI9c8M/TFDAqE_GBNI/AAAAAAAACno/bMrBe_Z2kU8/s72-c/coal.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-5492668876026600815</id><published>2010-06-23T13:31:00.002-04:00</published><updated>2010-06-23T13:33:46.386-04:00</updated><title type='text'>CALL ME KATE....Meeting the Molly Maguires</title><content type='html'>A Great New Historical Novel About Coal Region History&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/TCJFUE7Ks-I/AAAAAAAACjY/lfzjH4oHGSs/s1600/call+me.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 181px; height: 280px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/TCJFUE7Ks-I/AAAAAAAACjY/lfzjH4oHGSs/s400/call+me.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5486023507312292834" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;Call Me Kate: &lt;br /&gt;Meeting the Molly Maguires by Molly Roe is a young adult novel published by Tribute Books in November 2008. &lt;br /&gt;&lt;br /&gt;The plot, set in Pennsylvania's hard coal region, interweaves events of the early Molly Maguire era with the coming of age of a young Irish-American girl.Molly was born in Philadelphia but was raised in Schuylkill County. She is a 1972 graduate of Marian High School in Tamaqua, a 1976 graduate of Penn State University, and she later attained her Ph.D. in education from Temple University. About her motivation for writing, Molly says, "After years of genealogy research, I decided to put my thoughts into writing for future generations. The family stories I heard while growing up in northeastern Pennsylvania amazed me; the stoicism of the people was astounding. I found many of my "ordinary" relatives mentioned in the historical records and Molly Maguire trial transcripts and wondered how they survived the extraordinary events of the time. The "what ifs" led to Call Me Kate, my first novel." &lt;br /&gt;&lt;br /&gt;Call Me Kate is available at amazon.com and barnesandnoble.com in hardcover, paperback, or as a Kindle download.&lt;br /&gt;&lt;br /&gt;Thanks again!&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-5492668876026600815?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/5492668876026600815/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=5492668876026600815' title='1 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/5492668876026600815'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/5492668876026600815'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2010/06/call-me-katemeeting-molly-maguires.html' title='CALL ME KATE....Meeting the Molly Maguires'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://3.bp.blogspot.com/_4P0mnCI9c8M/TCJFUE7Ks-I/AAAAAAAACjY/lfzjH4oHGSs/s72-c/call+me.jpg' height='72' width='72'/><thr:total>1</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-52448068784363195</id><published>2010-05-04T20:23:00.006-04:00</published><updated>2010-05-04T20:35:45.136-04:00</updated><title type='text'>HOW SCHUYLKILL COUNTY ANTHRACITE MINERS FELT ABOUT THE CHILD LABOR LAW</title><content type='html'>&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/S-C7LctCDDI/AAAAAAAACcQ/XZODegzQhmA/s1600/dike+nate+5.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/S-C7LctCDDI/AAAAAAAACcQ/XZODegzQhmA/s400/dike+nate+5.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5467575752985807922" /&gt;&lt;/a&gt;&lt;br /&gt;Photos of Me and My Grandson Nathaniel Breaking the Labor Law of 1918..Actaully a Living history program at Pioneer Tunnel.&lt;br /&gt;&lt;br /&gt;HOW SCHUYLKILL COUNTY ANTHRACITE MINERS FELT ABOUT THE CHILD LABOR LAW&lt;br /&gt;&lt;br /&gt;On May 3. 1918 the Child Labor Bill  passed. Gov. Brambaugh won his fight on the Cox Child Labor Bill.&lt;br /&gt;The bill as it stood on the 28th provides that no minor between 14 and 16 years shall be permitted to work more than 51 hours a week or more than nine hours a day. Such children shall also be compelled to go to a vocational school at least eight hours each week, the time they spend in such school to be counted in the 51 hours.&lt;br /&gt;Here in the coal region the bill was not liked.&lt;br /&gt;&lt;br /&gt;On April 25th , 1918 the Pottsville Republican ran an article  entitiled:&lt;br /&gt;MINERS OPPOSE THE CHILD LABOR MEASURE.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/S-C8MzFSqMI/AAAAAAAACcY/y4vIDe8Nksg/s1600/duke+nate3.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 339px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/S-C8MzFSqMI/AAAAAAAACcY/y4vIDe8Nksg/s400/duke+nate3.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5467576875684636866" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;   It has been erroneously spread through the state that the miners of the anthracite region are favorable to the new child labor law which has been introduced at the behest of Governour Brumbaugh, and that they are using their influence to have it enacted. The truth of the matter is the miners are bitterly opposed to the law because it will have the effect of robbing their children of all forms of employment until they reach the age of 16 years. They will not be permitted to have their boys do any work of any kind around the mine or breaker until they have reached the age of 16. Many of them are satisfied for their own individual preferences to have this condition exist but they recognize that it is going to work a fearful hardship on the widows and families of their comrades who have been killed in the mines and who have left a family to support itself in the best way it can find. They know by contact and actual experience with their neighbors in these mining towns that the new law will have the effect of breaking up the family of almost every mineworker who was killed in the mines or who has passed away from other causes.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/S-C83wptMYI/AAAAAAAACcg/Y4g5IsSoy3I/s1600/duke+nate.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/S-C83wptMYI/AAAAAAAACcg/Y4g5IsSoy3I/s400/duke+nate.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5467577613766439298" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;   Around the small mining town there is absolutely no work to be found except in or around the breakers and mines. The occupations are usually not too laborious and are not harmful as is attested by the fact that many of the richest, brainiest and most able men of the coal region today are men who worked in the breakers and mines when they were boys under the age of that provided by the new child labor law.&lt;br /&gt;   It is true the miners do favor the eight hour day for the boy, but they also know that it is an economic impossibility to have the working day restricted for the boy at the colliery as long as the other employees are obliged to work more than eight hours. They favor an eight hour workday for everyone, but an eight hour day for boys while the collieries or mills work longer hours will simply have the effect of driving away employment from every boy under 16 years of age.&lt;br /&gt;   There is much resentment being expressed everywhere because of the undue influence of the governor being exerted to force this measure through against the best thoughts of the members of the legislature and the citizens of practical experience throughout the state. It is going to work a hardship everywhere, and it is felt that members of the legislature should be left to act according to the wishes of its constituents without having this executive influence held over their heads, which may rob them of all the prerogatives unless they act in accordance with the wishes of the governor.&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/S-C9SeEqzrI/AAAAAAAACco/njYP0FlvRCw/s1600/duke+nate2.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/S-C9SeEqzrI/AAAAAAAACco/njYP0FlvRCw/s400/duke+nate2.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5467578072635723442" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;   While the child labor law was not amended at the committee hearing last week, it is probable that amendment will be made to it before it is reported out of the committee this week. It is probable that a vote on the measure&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-52448068784363195?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/52448068784363195/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=52448068784363195' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/52448068784363195'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/52448068784363195'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2010/05/how-schuylkill-county-anthracite-miners.html' title='HOW SCHUYLKILL COUNTY ANTHRACITE MINERS FELT ABOUT THE CHILD LABOR LAW'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://2.bp.blogspot.com/_4P0mnCI9c8M/S-C7LctCDDI/AAAAAAAACcQ/XZODegzQhmA/s72-c/dike+nate+5.JPG' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-1535105560867705228</id><published>2010-04-29T18:29:00.005-04:00</published><updated>2010-04-29T18:37:30.060-04:00</updated><title type='text'>"HURRY BOYS GET ME OUT!"....The April 27, 1918 Accident At Sharp Mountain Colliery, Pottsville</title><content type='html'>&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/S9oI2pydMbI/AAAAAAAACbo/UZQi_TOsM9o/s1600/coal.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 233px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/S9oI2pydMbI/AAAAAAAACbo/UZQi_TOsM9o/s400/coal.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5465690832790958514" /&gt;&lt;/a&gt;&lt;br /&gt;Miners At Work&lt;br /&gt;&lt;br /&gt;&lt;strong&gt;HURRY BOYS GET ME OUT&lt;/strong&gt;   &lt;br /&gt;&lt;br /&gt;Working in the anthracite coal mines of eastern Pennsylvania has always been a dangerous and deadly job, and continues to be to this day. In 1918 the anthracite coal industry was working at or near its peak in coal production. Mines were working hard to supply coal for the military and its involvement in World War 1.&lt;br /&gt;   On April 27, 1918 David Daub and his butty Irvin Umbenhauer and fellow miners were working in the 36 foot heading of the 30 foot mammoth split vein in the Sharp Mountain Mine of the Sherman Coal Corporation, Pottsville. Daub and another miner were cutting upward on the 36 foot heading, when a rush of coal had enveloped him. Near by was the inside foreman Thomas Hawkin, who heard Daub shout out, “Hurry boys, and get me out.”&lt;br /&gt;   For three quarters of an hour, from 4:10 until five o’clock, Friday afternoon the miners were working grimily and silently. They could hear Daub repeat his cry for help over and over. Then after an hours time they heard him no more. It was after 7:00 o’clock a.m. Saturday morning when the lifeless body of Daub was uncovered. He was taken to the Pottsville Hospital where a doctor examined him and said that he had been dead for 12 hours or more.&lt;br /&gt;   Cuts and bruises covered the 55 year old Daubs body, and both his shoulder blades were broken. David Daub was your typical anthracite coal miner who braved death every day he went into the anthracite coal mines, earning a meager livelihood for his wife and six children, the oldest not yet 14 years, and the youngest only an infant, who waited his return in vain.  &lt;br /&gt;   During the rescue attempt, hope was expressed to the wife and family until the last. Daubs body was taken in charge by Undertaker Shoener and was later removed to his home , at 731 E. Norwegian St. Pottsville.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/S9oJID2IGuI/AAAAAAAACbw/otMcDq_JbA4/s1600/CoalMiningTypes.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 267px; height: 400px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/S9oJID2IGuI/AAAAAAAACbw/otMcDq_JbA4/s400/CoalMiningTypes.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5465691131843451618" /&gt;&lt;/a&gt;&lt;br /&gt;Types of Mines&lt;br /&gt;&lt;br /&gt;    During the valiant effort to save Daub none of the miners worked with greater determination than that of Irvin Umbenhauer, a brother miner, who had been working with Daub. The manway was about three feet square, and was being driven up through the center of the pillar and the work had gone on to the point where the second set of timber was to have been put in. Daub was standing on the ladder built to carry the men forward and upward almost perpendicular or straight as the pitch runs from 70 to 80 degrees. Several small rushes of coal dust and broken coal dropped and were cleared away. Then when Umbenhauer was down on the heading, and Daub was was standing on the ladder rungs his feet about four feet from the heading which is a little tunnel between the breasts or mine chambers, a big rush of coal came down and jammed Daub in the narrow manway.&lt;br /&gt;   Umbenhauer immediately sent in an alarm for help and started to pull down the manway coal but fast as it was removed at the bottom more kept coming and filling up the space about the form of Daub, which seemed wedged to ladder, so that he could not be drawn down. With frenzied effort the men redoubled their endeavors under the direction of Foreman Hawkin, especially when the hear the pleading voice of Daub, urging them to hurry, words the men who heard him can still hear, and which makes them feel the cost of mining coal never can be measured in dollars and cents. The miners operated in relays.&lt;br /&gt;   Finally other miners set at work driving a counter manway or opening along the side the one in which Daub was pinned, and by a strenuous effort it was pushed to a point above the end of the other manway, and then a hole was cut above where the body of Daub was, and timber placed there blocked any further rush of coal. The debris was removed and the body extricated.&lt;br /&gt;   General Manager Paul Heinze and his son, worked hard to rescue the entombed miner, and when hope was gone helped to recover the body. Other miners engaged in the work were Fireboss, John Lishman, Outside Foreman John Schablein, Henry Umbenhauer, Joseph Womer, Andrew Mulson, Edward Montag and others.&lt;br /&gt;   David Daub came to Pottsville from Ashland some years ago, and looked upon as a careful and efficient, coal miner and a good husband and father. The coal is of a friable nature. This is the foirst fatal accident at this colliery, which is located near S. Second St, and the Cressona Hillside Road.&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-1535105560867705228?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/1535105560867705228/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=1535105560867705228' title='1 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/1535105560867705228'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/1535105560867705228'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2010/04/hurry-boys-get-me-outthe-april-27-1918.html' title='&quot;HURRY BOYS GET ME OUT!&quot;....The April 27, 1918 Accident At Sharp Mountain Colliery, Pottsville'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://4.bp.blogspot.com/_4P0mnCI9c8M/S9oI2pydMbI/AAAAAAAACbo/UZQi_TOsM9o/s72-c/coal.jpg' height='72' width='72'/><thr:total>1</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-1481667600730164368</id><published>2010-02-10T10:29:00.002-05:00</published><updated>2010-02-10T10:36:27.534-05:00</updated><title type='text'>JOURNAL GIRL FLIES OVER SOUTHERN SCHUYLKILL 1919</title><content type='html'>Here is a bit of aviation history for the coal region.&lt;br /&gt;In one of my previous posts on this blog I reported on the flight of an aircraft over Schuylkill Haven, the article from the Schuylkill Haven Call from October 31, 1919&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/S3LSUdIrHrI/AAAAAAAACTM/gS_Ro9kL9bs/s1600-h/_jenny_cropped.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 300px; height: 182px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/S3LSUdIrHrI/AAAAAAAACTM/gS_Ro9kL9bs/s400/_jenny_cropped.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5436638949049835186" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;AEROPLANE ATTRACTS MANY PERSONS&lt;br /&gt;&lt;br /&gt;The aeroplane that visited our town Friday, Saturday and Sunday certainly proved a stellar attraction as thousands and thousands of children as well as adults were attracted to the landing field which was in the field near the brick plant.  The owner of the machine was Audrey Stewart and the pilot was Lieutenant Bishop of the British aerial force.  A number of local people enjoyed the sensation of flying over the town at one dollar per minute and all report enjoying the same very much.  The biggest crowd of spectators was on hand Sunday.  Not only did the Schuylkill haven people walk out to the fields but it is said there were several hundreds of automobiles and motorcycles coming from all sections that brought many more &lt;br /&gt;hundreds of persons to the scene.  Only a few flights were made on Sunday on account of the heavy atmosphere.  Among those persons known to have taken flights were: Frank Deibert, Mrs. Reuben Hoffman, Jacob Rudy, Earl Stoyer, Charles Oberley, Joseph Mulholland, William Schuckers and Miss Clementine Tobin of Pottsville.  It is understood the aeroplane will pay this section a return visit probably this Friday and Saturday, the machine having been taken to Allentown for several days                                   &lt;br /&gt;In the Pottsville Miners Journal I found a follow up on the aircrafts visit to the region.&lt;br /&gt;The article in the October 25, 1919 Pottsville Miners Journal Read:&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/S3LRcgixF7I/AAAAAAAACTE/Jj4dZCO5L68/s1600-h/journa%3Bgirl.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/S3LRcgixF7I/AAAAAAAACTE/Jj4dZCO5L68/s400/journa%3Bgirl.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5436637987891910578" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;JOURNAL GIRL FLIES OVER SOUTHERN SCHUYLKILL&lt;br /&gt;FIRST WOMAN HERE TO GO UP IN AEROPLANE AND SAYS IT’S GREAT!&lt;br /&gt;IN AIR HALF AN HOUR.&lt;br /&gt;By Clementine Tobin.&lt;br /&gt;   “Gee it was great”&lt;br /&gt;   With Lieutenant Bishop I this afternoon at about two O’clock flew over Schuylkill Haven and Orwigsburg and the southern end of Pottsville in a Curtis aero plane. I was up one thousand feet and we stayed in the air for half an hour.&lt;br /&gt;   I am the only girl who ever flown over Schuylkill County and I am some proud girl, believe me. I enjoyed every minute of the flight. Scared? Not a bit. The sensation upon rising is rather pleasant instead of being distressing and “scarry” as most people suppose. We went up gradually and after we had attained a height of 300 feet I looked down. There was Schuylkill Haven pike unwinding like a great white ribbon. All of a sudden a yellow streak flashed along it and I knew it was Couch’s automobile. I yelled “hello” Couchie, but of course he couldn’t hear me.&lt;br /&gt;   Then we went up and over Orwigsburg. I always did like that place but looking down from a height of 700 feet it looked like a little French village in miniature. It was beautiful. Then we went up some more and Lieut. Bishop, who is some aviator, said  “take it from me “”were up a thousand feet now and I’m going to speed some” Then he let her out at the rate of 120 miles an hour. We’d have gone up higher but we had gotten into the clouds and I said I wanted to see something so the Lieutenant, always obliging, dropped down. That dropping business gets you a little but you get over it. Then we flew over the gap, Schuylkill Haven and the southern end of Pottsville.&lt;br /&gt;   You have no idea of the sensation, gliding along up there with the mist below you and the air rushing past you. I was sorry when my half hour was up.&lt;br /&gt;   When I landed I was snapped in my seat and then it was all over except the recollection which will be treasured by me for a long time to come.&lt;br /&gt;   Fly if you get a chance. Its great.&lt;br /&gt;   The Journal added another scoop to it already long list today when it sent Miss Clementine Tobin, a member of the United Press telegraph force on the first aero flight ever made in Schuylkill County by a girl. &lt;br /&gt;   Miss Tobin clambered aboard the big Curtiss plane in front of Lieut. Bishop, at the aviation field just across from the Half Way House between Schuylkill Haven and Orwigsburg shortly before two o’clock this afternoon and viewed the towns in the southern end of Schuylkill county from the clouds.&lt;br /&gt;   And the clouds  they were. Lowering so that anything more than 1,000 feet, te peak of the flight, was impossible at that hour of the day, with senery visible below the plane.&lt;br /&gt;   The little aviatrix, clambered aboard the big plane like one to the manner born; and Ruth Law or no one else never did better on there madden trip. She was calm and collected throughout the experience and as soon as she again set foot on terra firma vowed that some day she will be a regular patron of the aero taxi. Or else become a driver.&lt;br /&gt;   Miss Tobins, story of the flight which appears herewith while very enthusiastic was no more so that the ground which watched her put that stunt over.&lt;br /&gt;   “Gee, but she has nerve” and kindred expressions were freely heard and they were warranted too: As Lieutenant Bishop at the completion of the 20 mile trip said he never had a passenger who gave him less concern than did this fair passenger from the Journal office.&lt;br /&gt;GO TAKE A FLIGHT&lt;br /&gt;The Curtiss plane is in charge of Sudrey Stewart. Flights for passengers are made very day. The plane is alongside the road opposite the Half Way House Hotel between Schuylkill Haven and Orwigsburg. Ten and fifteen dollars is the charge for a flight. Absolute safety is guaranteed and Lieut. Bishop is a careful and thorough driver.&lt;br /&gt;&lt;br /&gt;Again on November 7th , 1919. Clementine Tobin made another flight on the Curtiss. This time over Pottsville.&lt;br /&gt;JOURNAL GIRL MAKES FLIGHT OVER POTTSVILLE&lt;br /&gt;TRUE TO HER PROMISE SHE GOES UP TO AN ALTITUDE OF 4,000 FEET;&lt;br /&gt;DOWN IN A NOSE DIP.&lt;br /&gt;&lt;br /&gt;   True to her promise Clementine Tobin, the Journal girl who was the first girl to fly over Schuylkill County, this afternoon at about 1:00 o’clock went up with Lieut. Bishop and flew over Pottsville, attaing an altitude of from 4,000 to 5,000 feet. The plucky little aviatrix showed no fear at all, not even when the Lieutenant brought his machine down in a dip, just west of the Henry Clay monument.&lt;br /&gt;   The trip was started from the aviation field near the Half Way House, and at 12:50 the plane left the ground, after several other air passengers including Manager Hall of the Traction Company and Walter Farguhar also of the Journal staff had taken in the country from a reasonably high altitude.&lt;br /&gt;   Miss Tobin, made today’s trip, not as an experiment but because of her promise to take a high flight with Lieut. Bishop, her first trip ten days ago being made in inclement weather which was not conducive to high flying.&lt;br /&gt;   Her gallant pilot brought her west, over Schuylkill Haven and up over sharp mountain at an elevation of nearly 4,000 feet, a nose dip over the end of the mountain brining in the plane down to within the sight of the residents of streets on the high points of the city. They sailed north over the Steel Mill and made a turn which took them over Lawton’s Hill, and then south to the aviation field where a quick descent was made with a nose dip which would have scared  a less nervy person nearly to death. After the trip Lieut. Bishop said he was very much impressed with the nerve of the darling little flyer. The trip lasted 35 minutes.&lt;br /&gt;   Bishop and Steward have been here for the entire week past battling with the weather, but conditions   have been against flying. They will remain all day Saturday and Sunday at the aviation field and will take a number of flights. Many passengers have booked but those who desire to take a flight may arrange to do so. The weather is now ideal. The plane has been overhauled and the opportunity to view Pottsville from the heights is here for those who have the desire and the nerve to enjoy such a pleasant sensation.&lt;br /&gt;&lt;br /&gt;MR. HALL’S FLIGHT&lt;br /&gt;   C.A. Hall, general manager of the Eastern Penna. Railways Co. is the first civilian to have circled over Pottsville in an aeroplane. He made the flight Friday at noon, starting from the Half Way House, with Lieutenant Bishop.&lt;br /&gt;   If you noticed a plane circling over Pottsville about 12:30 o’clock, it was the one in which Mr. Hall and Lieut. Bishop were seated.&lt;br /&gt;   While in the aeroplane, Mr. Hall dropped three souvenirs, over different parts of the city. The souvenirs were tie pins, in the form of a miniature electric globes, Mr. Hall’s card was enclosed together with a brand new Lincoln Penny, for ballast.&lt;br /&gt;   The plane soared over the city at an altitude of 2,000 feet.&lt;br /&gt;   The sensation, as described by Mr. Hall, was like driving in an automobile, on a bowling alley, at the rate of 60 miles per hour. Trees and houses looked like specks and the fields looked like squares on a checker board.&lt;br /&gt;   A flight of this kind causes no fear, once free of the ground; the smooth motion eliminates all sense of danger. Occasionally, a gentle rise of the plane, gives a sensation similar to yachting.&lt;br /&gt;   Lieutenant Bishop is an army aviator, with a wonderful service record. He downed two German planes, while in France and performed other meritorious service. His control of the aeroplane is wonderful so that no one need fear going up with him.&lt;br /&gt;&lt;br /&gt;November 9th , 1919 the Pottsville Journal reported :&lt;br /&gt;&lt;br /&gt;TWENTY TWO PEOPLE ENJOYED FLIGHTS OF AEROPLANE&lt;br /&gt;    Twenty-two Schuylkill Countians enjoyed flights in the big aeroplane from its base at the Half Way House at Schuylkill Haven, Sunday, and the number would have ben greater but for the drop in temperature late in the afternoon and an aversion to making trips at dusk. Many Pottsville people were among the number and others arrainged to go to the field to day and enjoy their first experience soaring.&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-1481667600730164368?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/1481667600730164368/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=1481667600730164368' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/1481667600730164368'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/1481667600730164368'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2010/02/journal-girl-flies-over-southern.html' title='JOURNAL GIRL FLIES OVER SOUTHERN SCHUYLKILL 1919'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://1.bp.blogspot.com/_4P0mnCI9c8M/S3LSUdIrHrI/AAAAAAAACTM/gS_Ro9kL9bs/s72-c/_jenny_cropped.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-5589611362041136056</id><published>2010-01-06T19:10:00.005-05:00</published><updated>2010-01-06T19:19:49.627-05:00</updated><title type='text'>THE “IMPS” OF THE BREAKER..A STORY OF TWO BREAKER BOYS</title><content type='html'>&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/S0UnoPvCouI/AAAAAAAACLw/rcIMT7gnqgw/s1600-h/BREKBOY1.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 281px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/S0UnoPvCouI/AAAAAAAACLw/rcIMT7gnqgw/s400/BREKBOY1.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5423784898609717986" /&gt;&lt;/a&gt;&lt;br /&gt;THE “IMPS” OF THE BREAKER&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/S0Unyglv9uI/AAAAAAAACL4/4uaQWFi8KxE/s1600-h/BREK+BOY.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 367px; height: 400px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/S0Unyglv9uI/AAAAAAAACL4/4uaQWFi8KxE/s400/BREK+BOY.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5423785074932840162" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;strong&gt;Remarkable Descent of one of them into the Chute &lt;br /&gt;and his recovery from a pressure of &lt;br /&gt;six tons of coal after quarter of an hour burial.&lt;br /&gt;1876&lt;/strong&gt;&lt;br /&gt;   &lt;br /&gt;&lt;em&gt;That the boys “down in the coal mines underneath the ground”, have the same hold on life as a cat, was instanced yesterday in a remarkable accident which befell two of the “impls” in the Plank Ridge Colliery. As it resulted without doing any special damage to either, excepting to give them a first class scare, the relation of it cannot but fall to raise a laugh. The breaker being stopped these two youngsters, each about the size of Tom Thumb, indulged in a favorite pastime among them when the “boss” is not around of sliding down the “Telegraph” upon which the coal runs from the screen to the bins below and thence the cars. But yesterday the speed made was so great that they did not stop until they got down into the chute and just at that moment when a car was being loaded of coal. The suction caused by the coal falling into the care drew the boys down and they were huddled into the coal as if they were pieces of “black diamonds” themselves. The alarm was immediately given by their companions to the front of the breaker and soon one of the boys was rescued unhurt from his dangerous position. But fifteen or twenty minutes elapsed before the other could be discovered. He was as much lost to the world as Dr. Livingstone was in the heart of Africa before Stanley, of the New York herald, discovered him. The loads of six cars were as rapidly as possible drawn out of the chute upon the track, but was not until nearly thirty tons had been that the little drawn legs of the youngster were discovered coming out of the chute. Everyone thought they were surely pulling out a corpse when they seized his feet and handed him out. But as it turned out he was mighty live one. After Captain Hoskins had stood over him on his feet, shaken him well and got the coal dust out of his mouth, ears and eyes, the young imp set up a hearty laugh. “How did you get in there, “demanded the superintendent when he saw the youngster sound in life and limb. The “original sin” could not help sticking out even at this moment of a rescue from death. “A boy pushed me in.” replied he, to whom lying was as natural as eating. He may live to be a member of the legislature or congress yet or at least a delegate to a county convention.&lt;/em&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-5589611362041136056?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/5589611362041136056/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=5589611362041136056' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/5589611362041136056'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/5589611362041136056'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2010/01/imps-of-breakera-story-of-two-breaker.html' title='THE “IMPS” OF THE BREAKER..A STORY OF TWO BREAKER BOYS'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://2.bp.blogspot.com/_4P0mnCI9c8M/S0UnoPvCouI/AAAAAAAACLw/rcIMT7gnqgw/s72-c/BREKBOY1.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-1422011744143105675</id><published>2010-01-02T19:56:00.006-05:00</published><updated>2010-01-06T19:24:42.568-05:00</updated><title type='text'>Panthers Pottsville Midget Football Team 1961</title><content type='html'>&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sz_uz0Gs11I/AAAAAAAACJ4/h99yuxR4oHk/s1600-h/panthers1.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sz_uz0Gs11I/AAAAAAAACJ4/h99yuxR4oHk/s400/panthers1.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5422315050304853842" /&gt;&lt;/a&gt;&lt;br /&gt;TAG PHOTO TO ENLARGE&lt;br /&gt;&lt;br /&gt;While going through some of my photo's I came across this great old team photo of the Panthers Midget football Team from Pottsville. The teams in the league were the Panthers, Falcons, Tornadoes, Rockets and Bulldozers,  I am trying to remember the names of the guys, if anyone knows the names of the players I missed or got wrong let me know.&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;Front Row L-R  Harry Haughney, unknown, unknown Les Paine, Bill Baldwin (Judge Baldwin), Jack Dolbin, (NFL Denver Broncos, Dr, Chiropatric) unknown, Lynn unknown&lt;br /&gt;&lt;br /&gt;Second row, Andy Basaniski, Joe Hopkins, unknown, George Cicero, Ronnie Rose, Ed Ginther, unknown.&lt;br /&gt;&lt;br /&gt;Third Row, Bruce Brown, Joe Unknown, Frank Mills, Brud Dolbin, Jim Wallaeur, Joe Purcell, &lt;br /&gt;&lt;br /&gt;Forth Row, (Me, Stu Richards) Hummel, Charlie Hopkins, unknown, unknown Rick Daldeo,&lt;br /&gt;&lt;br /&gt;Coach Wally Mills,  Coach Shuster,  Coach Fred Lewis,&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-1422011744143105675?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/1422011744143105675/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=1422011744143105675' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/1422011744143105675'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/1422011744143105675'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2010/01/panthers-pottsville-midget-football.html' title='Panthers Pottsville Midget Football Team 1961'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://1.bp.blogspot.com/_4P0mnCI9c8M/Sz_uz0Gs11I/AAAAAAAACJ4/h99yuxR4oHk/s72-c/panthers1.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-8901123222710048108</id><published>2009-12-19T09:39:00.028-05:00</published><updated>2009-12-19T10:35:28.851-05:00</updated><title type='text'>Schuylkill Counties Gardens of Stone</title><content type='html'>Below are some of the interesting tombstones I've found while doing research in our local cemeteries.&lt;br /&gt;&lt;br /&gt;Charles Baber Cemetery Pottsville, Pa.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SyzmraX7qSI/AAAAAAAACBA/gitRUGbyQLA/s1600-h/IMG_3664.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SyzmraX7qSI/AAAAAAAACBA/gitRUGbyQLA/s400/IMG_3664.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416958085308328226" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzmZLfru2I/AAAAAAAACA4/_qFUuZJRqdU/s1600-h/IMG_3658.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzmZLfru2I/AAAAAAAACA4/_qFUuZJRqdU/s400/IMG_3658.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416957772076661602" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/Syzm_QvLqVI/AAAAAAAACBI/QuliRzwtMX0/s1600-h/IMG_3668.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/Syzm_QvLqVI/AAAAAAAACBI/QuliRzwtMX0/s400/IMG_3668.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416958426318874962" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/SyznbGIp_lI/AAAAAAAACBQ/yRJ2YBYBfvg/s1600-h/IMG_3669.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/SyznbGIp_lI/AAAAAAAACBQ/yRJ2YBYBfvg/s400/IMG_3669.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416958904509267538" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzoAimRFwI/AAAAAAAACBY/PR1llyPWe44/s1600-h/IMG_4784.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzoAimRFwI/AAAAAAAACBY/PR1llyPWe44/s400/IMG_4784.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416959547804817154" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/Syzqk4uQRYI/AAAAAAAACCA/9hOipKM7KQY/s1600-h/IMG_4972.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/Syzqk4uQRYI/AAAAAAAACCA/9hOipKM7KQY/s400/IMG_4972.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416962371242444162" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SyzqSAayKrI/AAAAAAAACB4/5wVbl-WLTPg/s1600-h/IMG_4874.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SyzqSAayKrI/AAAAAAAACB4/5wVbl-WLTPg/s400/IMG_4874.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416962046890748594" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzqC4jcv1I/AAAAAAAACBw/l7z9FCSPnsE/s1600-h/IMG_4824.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzqC4jcv1I/AAAAAAAACBw/l7z9FCSPnsE/s400/IMG_4824.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416961787081572178" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzpAEKL54I/AAAAAAAACBo/nXCXdZoP5zk/s1600-h/IMG_4811.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzpAEKL54I/AAAAAAAACBo/nXCXdZoP5zk/s400/IMG_4811.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416960639145600898" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Syzog1juoBI/AAAAAAAACBg/oc_kCsAsbLE/s1600-h/IMG_4796.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Syzog1juoBI/AAAAAAAACBg/oc_kCsAsbLE/s400/IMG_4796.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416960102650257426" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;ODD FELLOWS CEMETERY POTTSVILLE&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Syzt_9SmVUI/AAAAAAAACDY/zY0ipokqgtI/s1600-h/IMG_5586.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Syzt_9SmVUI/AAAAAAAACDY/zY0ipokqgtI/s400/IMG_5586.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416966134859978050" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SyztuXcFLaI/AAAAAAAACDQ/xk2bR5bZLbQ/s1600-h/IMG_5585.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SyztuXcFLaI/AAAAAAAACDQ/xk2bR5bZLbQ/s400/IMG_5585.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416965832641424802" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SyztiQH1MjI/AAAAAAAACDI/EfSodyW-QfE/s1600-h/IMG_5584.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SyztiQH1MjI/AAAAAAAACDI/EfSodyW-QfE/s400/IMG_5584.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416965624519012914" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/SyztWWYo0kI/AAAAAAAACDA/kEnRsA874xo/s1600-h/IMG_5583.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/SyztWWYo0kI/AAAAAAAACDA/kEnRsA874xo/s400/IMG_5583.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416965420041687618" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SyztA30T-aI/AAAAAAAACC4/RVUHw1e-lm8/s1600-h/IMG_5582.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SyztA30T-aI/AAAAAAAACC4/RVUHw1e-lm8/s400/IMG_5582.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416965051059009954" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzsuUPaVzI/AAAAAAAACCw/cKiP68-2wZg/s1600-h/IMG_5581.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzsuUPaVzI/AAAAAAAACCw/cKiP68-2wZg/s400/IMG_5581.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416964732271351602" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SyzsczMpuAI/AAAAAAAACCo/FXvCXyqPG5k/s1600-h/IMG_5580.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SyzsczMpuAI/AAAAAAAACCo/FXvCXyqPG5k/s400/IMG_5580.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416964431343630338" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzsK58sGwI/AAAAAAAACCg/zvVZKctIRRg/s1600-h/IMG_5579.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzsK58sGwI/AAAAAAAACCg/zvVZKctIRRg/s400/IMG_5579.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416964123918080770" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Syzr5E2KZRI/AAAAAAAACCY/wOt_zK8QmsQ/s1600-h/IMG_5578.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Syzr5E2KZRI/AAAAAAAACCY/wOt_zK8QmsQ/s400/IMG_5578.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416963817605850386" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SyzrsHGEqmI/AAAAAAAACCQ/-7j8itAMew0/s1600-h/IMG_5509.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SyzrsHGEqmI/AAAAAAAACCQ/-7j8itAMew0/s400/IMG_5509.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416963594871155298" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;ST.CLAIR AREA&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzxqgcFYtI/AAAAAAAACD4/CKXtUwHLz4E/s1600-h/IMG_4466.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SyzxqgcFYtI/AAAAAAAACD4/CKXtUwHLz4E/s400/IMG_4466.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416970164384391890" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SyzxO-bjOII/AAAAAAAACDw/oDfNIfvq2uk/s1600-h/IMG_4465.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SyzxO-bjOII/AAAAAAAACDw/oDfNIfvq2uk/s400/IMG_4465.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416969691398879362" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/Syzwvoq1WUI/AAAAAAAACDo/x2nMgRTi__M/s1600-h/IMG_4455.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 172px; height: 400px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/Syzwvoq1WUI/AAAAAAAACDo/x2nMgRTi__M/s400/IMG_4455.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5416969152981457218" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SyzwaKaOTkI/AAAAAAAACDg/2w3SF8GTnlg/s1600-h/IMG_4446.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SyzwaKaOTkI/AAAAAAAACDg/2w3SF8GTnlg/s400/IMG_4446.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5416968784081473090" /&gt;&lt;/a&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-8901123222710048108?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/8901123222710048108/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=8901123222710048108' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/8901123222710048108'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/8901123222710048108'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2009/12/schuylkill-counties-gardens-of-stone.html' title='Schuylkill Counties Gardens of Stone'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://3.bp.blogspot.com/_4P0mnCI9c8M/SyzmraX7qSI/AAAAAAAACBA/gitRUGbyQLA/s72-c/IMG_3664.JPG' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-3176812965173210874</id><published>2009-11-30T20:13:00.010-05:00</published><updated>2009-11-30T20:30:28.103-05:00</updated><title type='text'>THE WESTON COLLIERY...SHENANDOAH, PA.</title><content type='html'>I WONDER IF MANY PEOPLE REMEMBER THIS OLD COLLIERY, I FOUND THIS GREAT OLD PAMPHLET ON THE WESTON AT A FLEA MARKET...ENJOY THE PIC'S.&lt;br /&gt;&lt;br /&gt;TAG PHOTO'S TO ENLARGE&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SxRucJL37-I/AAAAAAAAB-Y/jJFyVu-Afms/s1600/weston.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SxRucJL37-I/AAAAAAAAB-Y/jJFyVu-Afms/s400/weston.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5410070482159923170" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SxRu0PQacfI/AAAAAAAAB-g/LxD5CBoisK0/s1600/weston2.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SxRu0PQacfI/AAAAAAAAB-g/LxD5CBoisK0/s400/weston2.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5410070896106435058" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SxRvMZw2tbI/AAAAAAAAB-o/ML_2CezgOqk/s1600/weston3.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SxRvMZw2tbI/AAAAAAAAB-o/ML_2CezgOqk/s400/weston3.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5410071311243720114" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SxRvyWARlhI/AAAAAAAAB-w/ZyEYU2crhaY/s1600/weston4.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SxRvyWARlhI/AAAAAAAAB-w/ZyEYU2crhaY/s400/weston4.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5410071963069683218" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/SxRwZMTx9pI/AAAAAAAAB-4/RhY2cVQBWz8/s1600/weston5.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/SxRwZMTx9pI/AAAAAAAAB-4/RhY2cVQBWz8/s400/weston5.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5410072630482040466" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/SxRw3ozjw7I/AAAAAAAAB_A/m8bfMi8h3Ro/s1600/weston6.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/SxRw3ozjw7I/AAAAAAAAB_A/m8bfMi8h3Ro/s400/weston6.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5410073153527595954" /&gt;&lt;/a&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-3176812965173210874?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/3176812965173210874/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=3176812965173210874' title='3 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/3176812965173210874'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/3176812965173210874'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2009/11/weston-collieryshenandoah-pa.html' title='THE WESTON COLLIERY...SHENANDOAH, PA.'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://2.bp.blogspot.com/_4P0mnCI9c8M/SxRucJL37-I/AAAAAAAAB-Y/jJFyVu-Afms/s72-c/weston.jpg' height='72' width='72'/><thr:total>3</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-1717303670949088376</id><published>2009-11-27T17:06:00.002-05:00</published><updated>2009-11-27T17:12:43.863-05:00</updated><title type='text'>Daring Rescue at The Lykens Colliery</title><content type='html'>&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SxBOuXOjktI/AAAAAAAAB9Y/glLKsLdd-fM/s1600/slope.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 305px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SxBOuXOjktI/AAAAAAAAB9Y/glLKsLdd-fM/s400/slope.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5408909710887981778" /&gt;&lt;/a&gt;&lt;br /&gt;A Slope Mine&lt;br /&gt;&lt;br /&gt;THRILLING RESCUE OF MAN PRECEDES DEATH OF OTHER….LYKENS COLLIERY AUGUST 23, 1912&lt;br /&gt;MINERS ROBERT MATTER AND OSCAR LONG MAKE DARING FOOTBALL TACKLES ON FALLING COMPANION IN THE LYKENS COLLIERY SLOPE.&lt;br /&gt;   Strapped to a plank and lowered down almost impassable pitches of the steep slope at the Lykens Colliery, at Lykens, after he had been saved by a human chain, then dragged and pushed through a long steam hole until finally, after four hours work, he was brought to the surface though another slope, was the sensational and decidedly precarious experience of Oliver Kemble, who was perhaps fatally injured Friday afternoon, when a trip of descending cars jumped the track in the slope and a piece of falling timber struck him on the back.&lt;br /&gt;   Scarcely had Kemble been taken from the closed mine when David Stence, shift leader, plunged down the same ill fated slope to this death, while surveying the wreck to make plans for cleaning it away. He fell a distance of 75 feet having the life crushed out near the spot where Kemble had been struck by the timber.&lt;br /&gt;   It was shortly after noon, when two cars were being lowered down the steep slope and Kemble who is 19 years of age, was standing waiting for the trip, he was employed at un- hitching. The cars left the rails and plunged down the steep incline tearing away timbers until finally blocked up the slope and checked their flight.&lt;br /&gt;&lt;br /&gt;    Kemble, with Robert Matter and Oscar Long, were working further down the slope when the timber struck the first named and with a cry he commenced to roll down the steep incline to what appeared certain death. Matter made a football tackle of the unconscious form as it went flying past him and, although he was unable to stop the descent , he checked it sufficiently to permit Long to turn make a similar tackle of Matter and the two men clung with a death like grips to save their unconscious companion even at the risk of their own lives.&lt;br /&gt;   Just when the strain was becoming to great aid came to them. &lt;br /&gt;   The First Aid Corps was rushed to the scene, but it became a problem, how to take the injured man to the surface. The slope was blocked and it seemed as though impossible to lower him down the slope and even there appeared now way out. A plank was secured and the unconscious form strapped securely to it. The Corps then slowly and laboriously and with great risk of their own lives, carried and lowered Kemble down the slope, which at some places pitched 65 degrees.&lt;br /&gt;   When this part of the dangerous task was accomplished, they were in a quandary as there was no avenue of exit except through the steam hole, barely large enough to permit a man’s body to pass through. There was not alternative and the plank, with its precious burden bound close to it by stout straps, was pushed and dragged through the small hole until finally the plucky rescuers reached the bottom of the other slope where the injured man and his exhausted rescuers were hoisted to the surface.&lt;br /&gt;   Before starting their task of rescue, they thoroughly bandaged and attended to the injured young man, so that the unusual and thrilling experience did not have any bad results. It required four hours of this kind of work to get him from the mine.&lt;br /&gt;   Scarcely had the unconscious form been brought from the interior of when David Stence plunged to his death down the same ill-fated place where Kemble had been injured.&lt;br /&gt;   Stence was 45 years of age and has a wife and two children. He was shift leader and it was his duty to supervise the work of clearing out the blocked slope. He had hardly  started to survey the work when he lost his foothold and fell.&lt;br /&gt;   Kemble was brought to the Pottsville Hospital Saturday morning by Amos Minnich, George C. Lauer, William Kemble and Glen Kemble. The first three  are members of the Fist Aid Corps and the last two are brothers of the unfortunate young man.&lt;br /&gt;   A deep gash was cut on the injured man’s side and he was internally injured. His condition is considered critical.&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-1717303670949088376?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/1717303670949088376/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=1717303670949088376' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/1717303670949088376'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/1717303670949088376'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2009/11/daring-rescue-at-lykens-colliery.html' title='Daring Rescue at The Lykens Colliery'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://3.bp.blogspot.com/_4P0mnCI9c8M/SxBOuXOjktI/AAAAAAAAB9Y/glLKsLdd-fM/s72-c/slope.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-4277421920400690776</id><published>2009-11-24T18:34:00.005-05:00</published><updated>2009-11-24T18:43:45.688-05:00</updated><title type='text'>THE GHOST OF JACOB SMITH……..</title><content type='html'>THE GHOST OF JACOB SMITH……..&lt;br /&gt;SCHUYLKILL HAVEN NOW BOASTS OF GHOST.&lt;br /&gt;August 29th, 1912&lt;br /&gt;   &lt;br /&gt;If the statement of a half dozen or more boys, who ages run from 14 to 17 years, can be believed, there is a ghost in Schuylkill Haven. On Monday night last these boys, about eight o’clock, took a walk to what is known in town as “Quarley Point”, situated near the old boat yards. While they were walking along the ghost suddenly confronted them less than 20 yards ahead.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SwxufuDqdNI/AAAAAAAAB8g/3jjFEwGnUpg/s1600/ghost20lady.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 283px; height: 400px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SwxufuDqdNI/AAAAAAAAB8g/3jjFEwGnUpg/s400/ghost20lady.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5407818743783519442" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;   Attired in white, it beckoned them to come nearer, with outstretched arms and a small head it started to advance to greet the boys. However, they needed no invitation to run and the speed attained by them, as they made their way up Canal Street, would have done justice to professional runners.  All out of breathe they hastened to their respective homes, where they told their story. The following night the boys with stones in their pockets and armed with stout clubs, wanted to again visit the spot and look for his lord ship of the night, but for some reasons or other they were unable to secure a leader. The ghost has been seen by residents of that section on several occasions and many a child will not venture out at night without being accompanied by their parents.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SwxuJY6OUWI/AAAAAAAAB8Y/eK5614qaYtM/s1600/canal6.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SwxuJY6OUWI/AAAAAAAAB8Y/eK5614qaYtM/s400/canal6.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5407818360149660002" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;   Inquiry among some of the older residents of Sch. Haven elicited the information that years ago when the boat building business of that town was in its prime, when the town was noted for the industry from one end of the state to the other, and when the chief pursuit of the town was boat building a man by the name of Jacob Smith, about 35 or 40 years of age, was drowned just as a canal boat was being launched. The accident occurred about 15 minutes before the launching, and when the launching took place instead of gliding smoothly into the water of the Schuylkill Canal, went over sideways, and came near filling up with water. The body of Smith was never recovered. &lt;br /&gt;   For days following the accident parties made a search for the remains without avail. Superstation among the boat men in those days was nearly as great as it is in some localities today and the drowning of Smith, together with accident to the launching of the boat, caused many workmen to quit their jobs and leave for foreign fields of labor. It is now believed that after these many years nearly a quarter of a century. Smith has come back to haunt those whom people now believe were responsible for his death.&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-4277421920400690776?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/4277421920400690776/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=4277421920400690776' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/4277421920400690776'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/4277421920400690776'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2009/11/ghost-of-jacob-smith.html' title='THE GHOST OF JACOB SMITH……..'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://3.bp.blogspot.com/_4P0mnCI9c8M/SwxufuDqdNI/AAAAAAAAB8g/3jjFEwGnUpg/s72-c/ghost20lady.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-4591167714042928003</id><published>2009-10-25T10:09:00.013-04:00</published><updated>2010-02-10T11:11:53.414-05:00</updated><title type='text'>Historical Society of Schuylkill County Coal Tour</title><content type='html'>On Saturday October 24, 2009 the Historical Society of Schuylkill County sponsored a coal mining regional tour. The sites included the Reading Company's Wadesville Stripping Pit, A tour through Irish Valley, The Pioneer Tunnel, Sorry no pictures for the tunnel. I was giving the tour there and forgot to get the camera out! A fabulous look inside the Girard Breaker, and the SER Cogeneration Plant. All in all it was a great tour to sites you don't normally get to see. &lt;STRONG&gt;Working the Mammoth Vein at the Wadesville Strippings&lt;/STRONG&gt;&lt;A href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SuReGPRWyTI/AAAAAAAAB3I/P3bkRw2441k/s1600-h/IMG_4568.JPG"&gt;&lt;IMG id=BLOGGER_PHOTO_ID_5396541714768251186 style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 400px; CURSOR: hand; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SuReGPRWyTI/AAAAAAAAB3I/P3bkRw2441k/s400/IMG_4568.JPG" border=0&gt;&lt;/A&gt; &lt;A href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SuRgSg29ZgI/AAAAAAAAB3w/es314LsUWkM/s1600-h/IMG_4549.JPG"&gt;&lt;IMG id=BLOGGER_PHOTO_ID_5396544124671059458 style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 400px; CURSOR: hand; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SuRgSg29ZgI/AAAAAAAAB3w/es314LsUWkM/s400/IMG_4549.JPG" border=0&gt;&lt;/A&gt; &lt;A href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SuRd0Oje9zI/AAAAAAAAB3A/zn5g3KuOmvw/s1600-h/IMG_4548.JPG"&gt;&lt;IMG id=BLOGGER_PHOTO_ID_5396541405338203954 style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 400px; CURSOR: hand; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SuRd0Oje9zI/AAAAAAAAB3A/zn5g3KuOmvw/s400/IMG_4548.JPG" border=0&gt;&lt;/A&gt; &lt;A href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SuRek6tzsuI/AAAAAAAAB3Q/JkD0nH8DDzM/s1600-h/IMG_4554.JPG"&gt;&lt;IMG id=BLOGGER_PHOTO_ID_5396542241826386658 style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 400px; CURSOR: hand; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SuRek6tzsuI/AAAAAAAAB3Q/JkD0nH8DDzM/s400/IMG_4554.JPG" border=0&gt;&lt;/A&gt; &lt;A href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SuRe9QcKfDI/AAAAAAAAB3Y/ZkG2tI7yFpw/s1600-h/IMG_4553.JPG"&gt;&lt;IMG id=BLOGGER_PHOTO_ID_5396542659974822962 style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 400px; CURSOR: hand; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SuRe9QcKfDI/AAAAAAAAB3Y/ZkG2tI7yFpw/s400/IMG_4553.JPG" border=0&gt;&lt;/A&gt; 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margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/S3LVvB_DKDI/AAAAAAAACTs/dkcm-TqoDiM/s400/IMG_4597.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5436642704153061426" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/S3LWNAD7aDI/AAAAAAAACT0/hDwqUqe6YB8/s1600-h/IMG_4585.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/S3LWNAD7aDI/AAAAAAAACT0/hDwqUqe6YB8/s400/IMG_4585.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5436643219032729650" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/S3LWnOGYSjI/AAAAAAAACT8/gL9nXS_uSio/s1600-h/IMG_4634.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/S3LWnOGYSjI/AAAAAAAACT8/gL9nXS_uSio/s400/IMG_4634.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5436643669477706290" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/S3LXBcUQ2PI/AAAAAAAACUE/7EulOqFTbBo/s1600-h/IMG_4636.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/S3LXBcUQ2PI/AAAAAAAACUE/7EulOqFTbBo/s400/IMG_4636.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5436644119970633970" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/S3LXdIoGorI/AAAAAAAACUM/liwYdgXsmxI/s1600-h/IMG_4635.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/S3LXdIoGorI/AAAAAAAACUM/liwYdgXsmxI/s400/IMG_4635.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5436644595721478834" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/S3LX9F2g2rI/AAAAAAAACUU/qc7SRgl1YOk/s1600-h/IMG_4638.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/S3LX9F2g2rI/AAAAAAAACUU/qc7SRgl1YOk/s400/IMG_4638.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5436645144732424882" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/S3LYXNYMQMI/AAAAAAAACUc/KfEEyBhKAaM/s1600-h/IMG_4636.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/S3LYXNYMQMI/AAAAAAAACUc/KfEEyBhKAaM/s400/IMG_4636.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5436645593429328066" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/S3LYuznXCqI/AAAAAAAACUk/NnB0P0k28eA/s1600-h/IMG_4639.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/S3LYuznXCqI/AAAAAAAACUk/NnB0P0k28eA/s400/IMG_4639.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5436645998830488226" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/S3LZDBd9WCI/AAAAAAAACUs/OupeUCRXJQA/s1600-h/IMG_4647.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/S3LZDBd9WCI/AAAAAAAACUs/OupeUCRXJQA/s400/IMG_4647.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5436646346146535458" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/S3LZhguyHVI/AAAAAAAACU0/D3BB2QLX6og/s1600-h/IMG_4648.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/S3LZhguyHVI/AAAAAAAACU0/D3BB2QLX6og/s400/IMG_4648.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5436646869934677330" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/S3LaB5BnJGI/AAAAAAAACU8/4-GYOKY_fLM/s1600-h/IMG_4649.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/S3LaB5BnJGI/AAAAAAAACU8/4-GYOKY_fLM/s400/IMG_4649.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5436647426211914850" /&gt;&lt;/a&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-4591167714042928003?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/4591167714042928003/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=4591167714042928003' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/4591167714042928003'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/4591167714042928003'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2009/10/historical-society-of-schuylkill-county.html' title='Historical Society of Schuylkill County Coal Tour'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://1.bp.blogspot.com/_4P0mnCI9c8M/SuReGPRWyTI/AAAAAAAAB3I/P3bkRw2441k/s72-c/IMG_4568.JPG' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-2281296462652580859</id><published>2009-09-21T18:21:00.025-04:00</published><updated>2009-10-24T22:38:20.810-04:00</updated><title type='text'>Schuylkill County Hangings</title><content type='html'>&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SrgEsJjWNQI/AAAAAAAAB1A/YOHMQRVZy8g/s1600-h/hanging2.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SrgEsJjWNQI/AAAAAAAAB1A/YOHMQRVZy8g/s400/hanging2.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5384058511046358274" /&gt;&lt;/a&gt;&lt;br /&gt;The Scaffold that hanged 8 men&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;THE GALLOWS IN SCHUYLKILL COUNTY&lt;br /&gt;&lt;br /&gt;In the course of history Schuylkill County has had numerous encounters with the gallows.&lt;br /&gt;Actually the county has executed 16 individuals up to 1911 then the State of Pennsylvania took over all executions . The executions in the county  included 9 of the famed Mollie Maguire’s.&lt;br /&gt;&lt;br /&gt;The Hangings in Schuylkill County&lt;br /&gt;&lt;br /&gt;   The first Court House was erected in Schuylkill County in 1815 in the borough of Orwigsburg.&lt;br /&gt;   The first jail erected in Schuylkill County was at Orwigsburg, built in 1814 by Jacob, George, and Peter Kutz. It was made of field stone, about thirty two feet square and two stories in height. By a subsequent addition its length was made some seventy feet or eighty feet. It was later converted into a school house.&lt;br /&gt;   The first murder date (unknown) was committed by a man named Zimmerman, who killed his daughter with an axe because of a trifling misunderstanding-she refused to make his meals. He was tried and convicted of murder in the first degree. There was to be a public hanging. The gallows was erected at the crossroads (since called gallows hill) north of Orwigsburg, where the Borough Community building now stands. However Zimmerman was not executed as he met his death at the hands of a fellow prisoner who struck hum on the head with a heavy broom.&lt;br /&gt;   The second murder in the county was done by a man by the name of James Riggs, who killed a man named Gunder. The crime occurred in August of 1847.Riggs a black man was tried and convicted and was hanged in the Orwigsburg Jail yard. Riggs was the 27th person hung in Pennsylvania to the date of August 13, 1846.&lt;br /&gt;    It seems Jimmy Riggs was a victim of circumstances. It is a well known fact that there were plenty f murders committed in Schuylkill County from when it was organized in 1811 and up to the day Riggs was executed on August 13, 1847. But only Jimmy Riggs swung on the gallows in the first 63 years of the counties history.&lt;br /&gt;   Unfortunately for Jimmy he was hung for a crime that in every prospect a later day jury would have found his plea for self defense a legitimate. Actually the man he killed was himself a murderer who served a nine year sentence in the Pennsylvania Penitentiary for killing a man in New Philadelphia. He was later pardoned by then Governor David R. Porter.&lt;br /&gt;There is really not a lot of information on the Riggs case, in the August 22, 1846 Weekly Miners Journal an article appeared that described the murder. &lt;br /&gt;It said merely that on the night of Wednesday last a German named Gunder was shot by a Negro named Riggs at Ravendale. It stated that Gunder, a desperate character, had made threats and demonstrations against Riggs, and that the latter shot him in self defense.&lt;br /&gt;   Riggs went on trial on March 1, 1847, and in the Saturday edition of the Journal it noted that “The court yesterday was engaged in trying Riggs, a colored man, for shooting a Mr. Gunder a few months since in Norwegian Township.  The paper also had a little article about two other murderers neither of whom hung…Dennis Burke, charged with killing Luke Brennan at New Philadelphia, a bill ignored, and Martin Shay, for killing Reese, A true Bill.&lt;br /&gt;   BY the time the trial was over on March 7th  the defense council for Jimmy Riggs had made the most out his plea of self defense.  Apparently Riggs and Gunder had difficulties in regard to a house, just what the difficulties were the newspaper failed to report.&lt;br /&gt;   There were threats on both sides, Riggs swore out a warrant for surety against Gunder but couldn’t get anyone to serve it.&lt;br /&gt;   Jimmy then said he’s have to defend himself. He returned home, took his gun and went to Gunders House, and found him standing in the door, he placed the gun near his head and shot him dead on the spot in the presence of his wife. So the Journal reported.&lt;br /&gt;   Riggs attorneys were James Campbell, Ben Bartholomew, and J.K. Clement, they argued that Gunder’s threats operated on Riggs mind to such an extent that he considered himself justifiable in thus acting in Self defense.&lt;br /&gt;   Jimmy Riggs addressed the Judge Luther Kidder and declared he believed his life was in danger and that he acted in self defense. He pointed out the helpless state of his wife and children and hoped that as much time would be allowed him as consistently could be.&lt;br /&gt;   Judge Kidder was merciless to Jimmy and immediately sentenced him to death and commented that “Your unfortunate situation excites our deepest sympathy and fills us with unutterable anguish, but you were fatally bent on mischief.”&lt;br /&gt;   One day while sitting in the prison two fellow prisoners of Riggs’ overpowered the sheriff when he opened one of the doors and they dashed into the street. Jimmy in cell found that the wall of the prison had broken open and also fled the jail. He almost cheated the gallows. But after a foot chase through the north end of Orwigsburg Riggs was recaptured near the Orwigsburg Fair Grounds and returned to the prison.&lt;br /&gt;   Jimmy Riggs also tried to starve himself to death, he then took a mixture of whiskey and blue ink and drank it. Alerted the Sheriff had Doctor S.M.Zulich of Orwigsburg administer a dose of sulphurate zinc which caused Riggs to vomit out the deadly mixture.&lt;br /&gt;   On Friday, the 13th of August 1847, Jimmy Riggs went to the gallows that was erected in the jail yard of the Orwigsburg prison. From 3 o’clock in the morning, Jimmy prayed under the guidance of Rev. Hoffmier and Yeager who told him his soul would be saved.&lt;br /&gt;   With word of the up coming hanging, crowds gathered in Orwigsburg hoping to get a glimpse of the first execution to be held in Schuylkill County. But, the scaffold was erected so low that it was invisible to anyone on the outside of the prison yard.&lt;br /&gt;   At 2:16 p.m., High Sheriff John T. Werner led Jimmy Riggs to the scaffold. The condemned man sat on a chair given to him by Deputy William Garrett and moaned and groaned when Rev. Hoffmeir offered a prayer.&lt;br /&gt;   Riggs’ last words were in asking forgiveness for himself and everybody, He said, “Let this be a warning to every person, “he moaned...”Glory to God our redeemer.”&lt;br /&gt;   Jimmy then bade farewell to one of his jurors he recognized in the yard. He then clutched the hand of Sheriff Warner until compelled to drop it. The Sheriff adjusted the noose around his neck. Jimmy was left standing on the scaffold by himself, when the trap sprung and he was launched into eternity. Jimmy Riggs was left hanging for 33 minutes when he was cut down and carried to a room in the prison.&lt;br /&gt;   Now there is a weird and ghoulish ending to this story. Doctor’s. J. S. Carpenter, S.M. Zulich and W.J. Brown, actually three of the nine doctors on hand as the Journal reported began to perform experiments on the body of Jimmy Riggs. They attached a galvanic battery to the corpse with the intention one would assume to see if they could revive him. But all they got was some occasional contractions of the muscles.&lt;br /&gt;   So ended Schuylkill Counties first of 16 hangings .&lt;br /&gt;   &lt;br /&gt;    In 1851 the courthouse was moved to Pottsville and the county jail went along with it. The jail was erected in 1851. The original jail had 38 cells, each cell could hold two prisoners, and the old lighting consisted of kerosene lamps. It cost $70,000 to build. In 1876 the prison was greatly enlarged with a new addition it contained 86 cells besides six dungeons in the cellar, bringing the total capacity up to 124 cells.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/Srf9115ZJPI/AAAAAAAABzQ/lwHGuCvLYtA/s1600-h/hanging4.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/Srf9115ZJPI/AAAAAAAABzQ/lwHGuCvLYtA/s400/hanging4.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5384050980987413746" /&gt;&lt;/a&gt;&lt;br /&gt;Joe Browns Execution&lt;br /&gt;  The first man to be executed by hanging in Pottsville was Joe Brown executed on March 21, 1875. 28 years after Jimmy Riggs.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/Srf9WfJzGtI/AAAAAAAABzI/uPS3-YpjdzU/s1600-h/hanging1.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/Srf9WfJzGtI/AAAAAAAABzI/uPS3-YpjdzU/s400/hanging1.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5384050442306263762" /&gt;&lt;/a&gt;&lt;br /&gt;The six man gallows for the Mollies on June 21, 1877&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/Srf_X2U6xYI/AAAAAAAABzo/2Hw2RHI2KZU/s1600-h/hanging3.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/Srf_X2U6xYI/AAAAAAAABzo/2Hw2RHI2KZU/s400/hanging3.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5384052664730043778" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/Srf_qdV0A8I/AAAAAAAABzw/Nld7L4fJN2k/s1600-h/hanging.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/Srf_qdV0A8I/AAAAAAAABzw/Nld7L4fJN2k/s400/hanging.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5384052984440423362" /&gt;&lt;/a&gt;&lt;br /&gt;Men who where at the Hanging of the Mollies on June 21, 1877 on the Left is Patsy Collins Body master AOH Palo Alto, 2nd From Left George Byerly Warden Schuylkill Prison, ON the right end is the hangman Snyder , 3rd from the right Cappt. R.J.Linden Pinkeroton.&lt;br /&gt;&lt;br /&gt;   The next to be executed in the county jail were six of the famed Mollie Maguire’s.&lt;br /&gt;James Boyle, and Hugh McGeehan were led to the scaffold together. They were followed by James Carroll, James Roarity, and finally Thomas Munley and Thomas Duffy,  On June 21, 1877.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SrgFF-iZ2SI/AAAAAAAAB1I/VP1UQSn8d9c/s1600-h/hanging8.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SrgFF-iZ2SI/AAAAAAAAB1I/VP1UQSn8d9c/s400/hanging8.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5384058954766211362" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;   Next was another Mollie Maguire Dennis Donnelly, on June 11, 1878 followed by Jack “Black Jack “ Kehoe on December 18, 1878 and Martin Bergan on January 16, 1879.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SrgD3tPcBgI/AAAAAAAAB04/CHne8W657TQ/s1600-h/hanging2.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SrgD3tPcBgI/AAAAAAAAB04/CHne8W657TQ/s400/hanging2.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5384057610093463042" /&gt;&lt;/a&gt;&lt;br /&gt;On this scaffold Kehoe, Donnelly, Bergan and others wee execuited. It is just a section of the six man gallows used on the Mollies. The executioner was hidden in the tent behind the scaffold.&lt;br /&gt;   The next execution was held on October 23, 1894 when Peter Broski went to the gallows.&lt;br /&gt;&lt;br /&gt;Six years later Thomas Brennan would meet his fate on the scaffold on February 15th 1900.&lt;br /&gt;&lt;br /&gt;   In 1908 eight years after Brennan was executed Schuylkill County will execute two men, on March 26, 1908 Charles Warzel and again on May 26th Felix Radzius were executed by hanging.&lt;br /&gt;&lt;br /&gt;   The last man to be executed in Schuylkill County prison was Joe Christock who was executed on March 30th , 1911.&lt;br /&gt;&lt;br /&gt;   Everyone else from Schuylkill County executed would meet their fate by way of electrocution.&lt;br /&gt;&lt;br /&gt;Following are some photos of the inside of the prison before its renovation and some actual photo’s of the scaffold used on the Mollie Maguire’s and the section used for all the remaining executions.&lt;br /&gt;&lt;br /&gt;For general information the legal responsibilty of executing a person sentenced to death back then lies with the Sheriff of the county. Most of the executioons could be viewed by the genral public if you were “lucky Enough” to get a ticket issued by the Sheriff.  Some counties employed proffesional hangman. The man who hanged the Mollies was a man by the name of Snyder, so a photograph of a few men he day of the execution of the Mollies.&lt;br /&gt;   All of the executions in Schuylkill County went off with out a major incident, such as the rope breaking. The only incident was the execution of Warzell who fainted on the scaffolld and had to be held up by ropes.&lt;br /&gt;    Before the hanging of the six  Mollie Maguires Schuylkill County Sheriff went to Philadelphia to get instructions on hanging methods. He was given a length of hemp by Edward H. Fitler, who supplied the rope for executions in the state, but refused to except payment for the rope. Hemp is always used in a hangmans rope, hemp is longer and stronger. It is first beaten and hackled until it is soft and tender and then it is twisted into strands. It is made in four parts. When finished it is perfectly round and smooth. It requires 21 feet to perform an execution properly, the surplus being used in case an accident resulting from a break. The knot is usually tied by the man who manufactures the rope so that the executioner had nothing to do but slip the loop over the prisoners head. With six men to hang the Schuylkill County Sheriff erected a monster of a gallows containing triple traps so that they could all be hung at one time.  But in the end he elected to hang then two at a time.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/SrgBoAiNMjI/AAAAAAAAB0A/IlFL6Vv_fHU/s1600-h/hanging10.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 291px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/SrgBoAiNMjI/AAAAAAAAB0A/IlFL6Vv_fHU/s400/hanging10.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5384055141371294258" /&gt;&lt;/a&gt;&lt;br /&gt;Old Jail and Court House at time of Mollie trials 1877&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SrgAtuPyzKI/AAAAAAAABz4/bfgSjpHhRgY/s1600-h/hanging5.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SrgAtuPyzKI/AAAAAAAABz4/bfgSjpHhRgY/s400/hanging5.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5384054140029815970" /&gt;&lt;/a&gt;&lt;br /&gt;Inside the Prison wall were executions took place&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SrgB_HBjcOI/AAAAAAAAB0I/appgrWgfqDM/s1600-h/hanging6.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SrgB_HBjcOI/AAAAAAAAB0I/appgrWgfqDM/s400/hanging6.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5384055538250379490" /&gt;&lt;/a&gt;&lt;br /&gt;Inside the Prison the way it looked years ago.&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SrgCWEuE4MI/AAAAAAAAB0Q/mfT9LFekI3M/s1600-h/hanging7.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SrgCWEuE4MI/AAAAAAAAB0Q/mfT9LFekI3M/s400/hanging7.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5384055932768805058" /&gt;&lt;/a&gt;&lt;br /&gt;The Prison&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SrgCps2unkI/AAAAAAAAB0Y/PLpO29lMMYw/s1600-h/IMG_2945.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SrgCps2unkI/AAAAAAAAB0Y/PLpO29lMMYw/s400/IMG_2945.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5384056269960027714" /&gt;&lt;/a&gt;&lt;br /&gt;Behind this wall the executions took place.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SrgC_8ZAgkI/AAAAAAAAB0g/g-ff6yWSols/s1600-h/IMG_2948.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SrgC_8ZAgkI/AAAAAAAAB0g/g-ff6yWSols/s400/IMG_2948.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5384056652087460418" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SrgDTasNx4I/AAAAAAAAB0o/jH0LzIR3R3c/s1600-h/IMG_2947.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SrgDTasNx4I/AAAAAAAAB0o/jH0LzIR3R3c/s400/IMG_2947.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5384056986638600066" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SrgDlftZ_1I/AAAAAAAAB0w/b3gXnXJrsM0/s1600-h/IMG_2955.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SrgDlftZ_1I/AAAAAAAAB0w/b3gXnXJrsM0/s400/IMG_2955.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5384057297223417682" /&gt;&lt;/a&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-2281296462652580859?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/2281296462652580859/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=2281296462652580859' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/2281296462652580859'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/2281296462652580859'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2009/09/schuylkill-county-hangings.html' title='Schuylkill County Hangings'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://1.bp.blogspot.com/_4P0mnCI9c8M/SrgEsJjWNQI/AAAAAAAAB1A/YOHMQRVZy8g/s72-c/hanging2.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-8341434649991706241</id><published>2009-09-15T18:37:00.007-04:00</published><updated>2009-09-15T18:48:01.553-04:00</updated><title type='text'>ARMY C-47 CRASHES NEAR TAMAQUA..NOVEMBER 22, 1943</title><content type='html'>This is a story about C-47 that crashed on the Mt. Between Tuscarora and Tamaqua. Someday I will try and find the location of this crash and get a few photos.&lt;br /&gt;&lt;br /&gt;ARMY C-47 AIRCRAFT CRASHES ON SIDE OF HILL&lt;br /&gt;ARMY PLANE FALLS; 7 DEAD, 2 HURT&lt;br /&gt;NOVEMBER 22, 1943&lt;br /&gt;TAMAQUA, PENNSYLVANIA&lt;br /&gt;A TRANSPORT PLANE APPARENTLY TRYING TO LAND IN A STORM, CRASHES LOCUST MOUNTAIN AT TAMAQUA; 2 SOLDIERS ESCAPE ALIVE.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SrAXm3cgWGI/AAAAAAAAByg/1tc376HPMBM/s1600-h/c-47_1.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 267px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SrAXm3cgWGI/AAAAAAAAByg/1tc376HPMBM/s400/c-47_1.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5381827511193720930" /&gt;&lt;/a&gt;&lt;br /&gt;C-47&lt;br /&gt;&lt;br /&gt;Hundreds of people watch plane circling the town, they see the flames flare up on the mountain side.&lt;br /&gt;&lt;br /&gt;   Seven Army fliers were killed and two others were seriously injured at 9:10 o’clock Sunday night when an army C-47 transport crashed into the mountain side west of the northward of Tamaqua, three quarters of a mile beyond the borough limit.&lt;br /&gt;   The names of the dead fliers were withheld by Army authorities pending notification of the next of kin and an investigation by a board of Army officers of the Middletown air base.&lt;br /&gt;   The two injured men were identified as Corporal Joseph W. Enloe, Emsley , Ala. And Pvt. Charles H. Davis, Greenville SC. Both were said to be in serious condition in the Coaldale State Hospital.&lt;br /&gt;   The plane circled over Tamaqua and the Barnesville air field before the accident lending strength to the theory that it was off course. Army officials said it was a “routine” flight. They would not reveal where it came from and where it was going. The two injured men were found a half hour after the crash wandering in a daze near the wreck. They could not explain how they got out of the plane, but believed to have been thrown out when the aircraft. When the lost ship its pilot circling for a landing at the Barnesville airport struck the tops of trees and then plummeted into the rocky ridge that shirts the top of the mountain.&lt;br /&gt;   After circling Tamaqua once the big plane moved towards the Barnesville airport, circled it and then came back towards Tamaqua from the west. It again circled Tamaqua and then moved back in the direction of Barnesville when it crashed into the mountainside.&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/SrAYr3NU4KI/AAAAAAAAByo/hhgVSyBLKiw/s1600-h/c47crash.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/SrAYr3NU4KI/AAAAAAAAByo/hhgVSyBLKiw/s400/c47crash.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5381828696541028514" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;   The plane struck a huge boulder weighing several hundred tons, clipped branches from trees and came to rest on the side of the mountain although it apparently missed high tension lines in the neighborhood.&lt;br /&gt;   The nose of the plane was consumed by fire and five of the seven bodies were badly burned, probably beyond recognition. The bodies of the other two victims were also badly scorched.&lt;br /&gt;   Tamaqua resident who first arrived on the scene said the bodies were burning fiercely. The remains were taken in charge by a Tamaqua undertaker at 6:45 o’clock the morning after the battered plane had been guarded overnight by state police&lt;br /&gt;   Hundreds of persons saw the plane circling low over Tamaqua just before the crash and heard shouts from the men aboard. Later they saw the plane drop on the mountain side and flames shoot up after several explosions.&lt;br /&gt;   The force of the crash was perhaps best illustrated by the fact that a fragment of the planes tail was hurled 1500 feet away from the ship when it nosed into the mountainside.&lt;br /&gt;   The scene is reached only by a narrow muddy roads normally used by coal trucks. Rescue parties proceeded as far possible by automobile and then carried fire fighting equipment by hand. It was necessary to carry the bodies three quarters of a mile to awaiting hearses.&lt;br /&gt;   News of the crash attracted wide attention in the county and brought out reports that the plane had circled other communities before it hit the mountainside. It was reported the plane followed Reading Company tracks from Ashland to Girardville, circled back to Ashland and then returned to Shenandoah. Disappearing in the direction of Lake Side.&lt;br /&gt;   The plane said to have been on a route from Fort Benning, Ga. To Willow Grove, and about 100 miles off course circled over the town from the east at a low altitude, during the rain storm and its pilot appeared to be heading toward the Barnesville airport for an emergency landing.&lt;br /&gt;   Two PP&amp;L linemen Edward Williams and John Malinsky were on a pole making repairs when they saw the plane over town traveling east and then northeast and then northwest towards the airport.  A few seconds later the ship crashed and there was an explosion.&lt;br /&gt;   Rescue parties from Tamaqua started immediately for the scene. The first man to reach the scene was Oliver Lockwood of Tuscarora, who also saw the plane circle and heard the explosion after the crash. It was he who met the two dazed survivors as he hurried toward the wreckage. He took them to the hospital in his car.&lt;br /&gt;   Another man on the scene was Willis Parnell of Tamaqua. When the rescuers reached the plane it had just begun to burn fiercely and Williams braved the flames and possible other explosions to crawl through the wreckage searching for survivors. He located the bodies of three but all appeared to be dead. He was forced from the wreckage by the intense heat before he could locate the others.&lt;br /&gt;   The big ship clipped of trees for a distance before it crashed and from the position of the tail it appears the pilot tried to gain altitude when the plane first topped the trees, but was not able to do so.&lt;br /&gt;   Oliver C. Gorshall, caretaker of the Barnesville Airport said the plane just managed to clear the crest of the mountain on it flight and then circled back toward Tamaqua.. It crashed on its attempted return.&lt;br /&gt;   The location of the crash site is left of the Pottsville-Tamaqua highway into Tamaqua, about a half mile behind the I.O.O.F. Cemetery on the mountain between Tuscarora and Tamaqua.&lt;br /&gt;   At the time of the crash there was alight fog which surrounded the top of the mountain.&lt;br /&gt;&lt;br /&gt;November 24, 1943&lt;br /&gt;Fliers Killed In Tamaqua Crash.&lt;br /&gt;Four officers and three enlistedmen were killed&lt;br /&gt;Capt. Bernard Cederholm. Indianapolis, Ind.&lt;br /&gt;First Lieut. Paul Anthony Gregory Jr. Marietta Ga.&lt;br /&gt;1st Lt. George Arthur Blanchard Jr. Sand Lake Mich.&lt;br /&gt;2nd Lt. George Jospeh Fritsche , Snyder N.Y.&lt;br /&gt;Tech Sgt. Emmet Woodrow Johnson, Henderson W.Va. &lt;br /&gt;Sgt. Manuel Lorber, Brooklyn, N.Y.&lt;br /&gt;Pvt. Andrew F. Gaydos, Jr. Swissdale Pa.&lt;br /&gt;Two other enlisred men, Corparoal Charles H. Davis, Greenville S.C. and Cpl. Jospeh W. Enloc, Ala. Survived and all were members of the Army Air Force except Gaydos who was an infantryman and a passenger on the plane.&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-8341434649991706241?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/8341434649991706241/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=8341434649991706241' title='2 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/8341434649991706241'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/8341434649991706241'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2009/09/army-c-47-crashes-near-tamaquanovember.html' title='ARMY C-47 CRASHES NEAR TAMAQUA..NOVEMBER 22, 1943'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://2.bp.blogspot.com/_4P0mnCI9c8M/SrAXm3cgWGI/AAAAAAAAByg/1tc376HPMBM/s72-c/c-47_1.jpg' height='72' width='72'/><thr:total>2</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-3481898467803633655</id><published>2009-08-26T20:40:00.006-04:00</published><updated>2009-09-01T09:57:16.680-04:00</updated><title type='text'>James McParlan Alias James McKenna</title><content type='html'>&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SpXX3YGypHI/AAAAAAAABxY/mWQEH3xVRBo/s1600-h/-James_McParland.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 155px; height: 279px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SpXX3YGypHI/AAAAAAAABxY/mWQEH3xVRBo/s400/-James_McParland.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5374439076700267634" /&gt;&lt;/a&gt;&lt;br /&gt;Most people in the coal region know the Mollie Maguire story, and one of the leading personalities was the infamous Pinkerton Detective James McParlan,who was known to the Mollies as James McKenna. Whether you hate him, or think what he did was correct, Mr.McParlan was an intricate part of Schuylkill county history. Following is a little travel log of McParlan after he arrived in Schuylkill County at Port Clinton.&lt;br /&gt;I don't want to go into his history, you can do that for yourself, here is his travel tour.&lt;br /&gt;&lt;br /&gt;In the month of October, 1873, he arrived in Philadelphia, and reported himself to Benjamin Franklin, the superintendent of the Agency there, as ready for action. A general plan was agreed upon, and modes of communication by cipher and otherwise were established. Frequent reports were required,—daily, or even oftener when necessary or practicable. It was not in view at this time that McParlan should himself ever become a witness; the intention was to discover, if possible, the criminals who infested the coal regions, to learn of their inside workings, to give notice of intended outrages, so that when possible they might be prevented, and when this could not be done, to point out the offenders and secretly furnish information and evidence for their conviction.&lt;br /&gt;&lt;br /&gt;The character of the outrages committed and the manner of their commission had led to a belief in the existence of a powerful organization located in the very heart of the mining operations. It was fully appreciated that every move should be made cautiously; it was fully understood that by one single error the work of months might be rendered of no avail, and that by one false step future operations would be made still more dangerous, if not impossible. Before entering on the work, a knowledge of the various localities and differing characteristics of the people, to be obtained through actual observation, was deemed requisite. This was considered advisable for a number of reasons: it would render the detective better able to enter into and understand ordinary subjects of conversation, and would give him a clearer idea of the field he had to work in. The details of his action and future movements were left as a matter either of discretion or of after-consideration.&lt;br /&gt;&lt;br /&gt;Under such general instructions, McParlan entered upon the scene of action. In the month of October, 1873, he took the cars in Philadelphia, with Port Clinton—a small town situated on the dividing line between the counties of Schuylkill and Berks—as his destination. Here he for the first time assumed the name of James McKENNA, a name by which he was known during the whole period of his residence in Schuylkill County, up to March, 1876.&lt;br /&gt;&lt;br /&gt;Port Clinton, a small but thriving village, a railroad junction, with some manufacturing industries, frequented by railroad hands, but with the Pennsylvania German element predominating among its residents, was soon understood, and, to the detective, uninteresting. Remaining there but one day, he passed a few miles up the railroad to Auburn. Here he found the Pennsylvania Dutch in full force. The town was small, and the inhabitants evidently not bloodthirsty; but, according to his own account, here it was that his main duties as an officer were appealed to. He showed obedience to orders in stopping there, but his discretion told him to leave within a few hours. A ride of&lt;br /&gt;&lt;br /&gt;about fifteen miles on the Schuylkill and Susquehanna branch of the Philadelphia and Reading Railroad, through a beautiful farming country, and he was rewarded by a sight of the pretty little town of Pinegrove. Not being interested in the subject of agriculture nor in search of a pleasant place of residence, the same day found him on the return trip to Auburn, and from there he went still farther up the railroad to Schuylkill Haven.&lt;br /&gt;&lt;br /&gt;Schuylkill Haven, although outside of the coal region, is only four miles from Pottsville, is at the junction of the Mine Hill branch with the main line of the Philadelphia and Reading Railroad, and is also at the head of the Schuylkill Canal. Although possessing many of the characteristics of a central town in an agricultural district, the heavy coal shipments on the canal, and the number of boatmen and railroad hands congregated there, presented subjects for examination, and afforded him opportunities to form acquaintance. Here he remained about four days, visiting the coal wharves, the company shops, and the surrounding country; also, while here, he availed himself of the opportunity to pay a visit of a few hours to Pottsville.&lt;br /&gt;&lt;br /&gt;From Schuylkill Haven McKenna proceeded to Tre- mont, which place he made his headquarters for about a week. Here he had his first conversations relative to the " Molly Maguires." He pretended to believe an assertion of the existence of that organization, made in the Boston Pilot, to be without foundation. He was, however, assured by a railroader named Fitzgibbons and a tavern-keeper named Donohue, both of whom asserted that they were not members, that the society had an existence, that Mahanoy City was full of its members, and that the organization was bad in its character.&lt;br /&gt;&lt;br /&gt;Tremont was in the coal region, and here he made his first acquaintance with miners and labarers. Pretending to be in search of work, from that point he.visited Newtown, Swatara, Middle Creek, Rausch's Creek, and Donaldson, at each place forming acquaintances and extending his information. He next passed to the western part of Schuyl- kill County, where he paid a visit of some four days to Tower City and the surrounding coal-mines. Here he heard the assertions repeated as to the existence of the "Molly Maguires," but the point of their strength was again alleged to be in the Mahanoy Valley, north of the Broad Mountain. From Tower City he made his way back to Tremont, and from there to Minersville, a town of about five thousand inhabitants, four miles to the west of Potts- ville, where he remained several days.&lt;br /&gt;&lt;br /&gt;McKenna now left the coal region and went to Philadelphia to make a personal report to Superintendent Franklin, remaining in that city about two weeks. He had obtained some idea of the country, had made a number of acquaintances, and had satisfied himself that the " Molly Maguire" organization was no myth, but a terrible reality.&lt;br /&gt;&lt;br /&gt;A course of policy was again marked out, and Pottsville selected as the proper place for McParlan to make his headquarters, that city being the centre of business in Schuyl- kill County, the county seat, where were located the offices of the railroad and mining companies, and as a consequence being frequented by all classes of the population and residents of all parts of the county.&lt;br /&gt;&lt;br /&gt;Whilst the " Molly Maguires" had not yet attained sufcient hardihood openly to defy law and authority in Pottsville, it nevertheless had a number of members of the order among its citizens, and several of their places of resort in its very centre. Ifc was conceived that at this point a general acquaintance with the order throughout the region could be best formed, and from there a proper place for the basis of future operations be best selected.&lt;br /&gt;&lt;br /&gt;It will be borne in mind that up to the time here referred to, and throughout the whole of his operations in the coal region, the system of daily reports was maintained. These reports, still in existence, and in the possession of the Pink- erton Agency, form a proud record of the industry, the ability, and the honesty of McParlan the detective.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/SpXYaJ8g84I/AAAAAAAABxg/vYreUV2V_xI/s1600-h/mollies.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 254px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/SpXYaJ8g84I/AAAAAAAABxg/vYreUV2V_xI/s400/mollies.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5374439674194490242" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;Mcparlan, or McKenna, as he was now called, returned to the coal region in December, 1873, after his visit to Philadelphia, with the intention, as already stated, of making Pottsville his immediate headquarters. He obtained boarding with Mrs. O'Regan, East Norwegian Street, and at once earnestly entered upon the duties for which, he had been employed. He had become fully satisfied by this time that if every member of the A. O. H., or Ancient Order of Hibernians, was not a " Molly Maguire," it was a pretty well-established fact that every " Molly Maguire" was a member of the Ancient Order of Hibernians. This order, regularly chartered by the Legislature of Pennsylvania as a benevolent association, paraded its existence before the world, and made no special secret of the times and places of its meetings.&lt;br /&gt;&lt;br /&gt;Before McParlan left Chicago, it had been determined upon by Allan Pinkerton that he was to join the organization, and to do so was a part of his instructions. Its members were known, and very many of them were soon his friends and associates. He was "a broth of a boy." He had, according to his own account, come to the coal region in search of a job, but, as he had just left a good place in Philadelphia, where he had saved some money, he was in no special hurry about the matter. He could, according to the style and taste of those of his nationality, sing a good song, dance a jig, and pass a rough joke. He was polite and attentive to the girls, could drink his share of whisky and pay for it, and was open for a row or shindy of any kind. Altogether, his manners were those of as rollicking, impulsive, generous, careless, unreasonable, quarrelsome, devil-may-care an Irishman as could be found in the four counties.&lt;br /&gt;&lt;br /&gt;At an early day after locating in Pottsville, McKenna formed the friendship of Pat Dormer, a Molly Maguire, one of the commissioners of the county, and the keeper of a drinking-saloon and " Molly" resort, called the Sheridan House, on Centre Street. He quickly marked Dormer as a fit subject on whom to commence operations, and as a consequence, alone or in company, he was frequently loafing in front of the counter when Pat played the part of his own bar-tender. An opportunity for establishing confidence presented itself. McKenna's boon companions grew careless, and a toast, the words of which he remembered, was several times repeated and responded to in his presence. This was sufficient for the detective : watching an opportunity when he was the only guest, he treated the landlord, and, leaning mysteriously across the counter, tipped glasses, and in a significant manner repeated the words of the toast he had heard.&lt;br /&gt;&lt;br /&gt;" What!" said Dormer, surprised, " are you one of them things?"&lt;br /&gt;&lt;br /&gt;"That's what they call me," replied McKenna.&lt;br /&gt;&lt;br /&gt;Dormer, without further inquiry, accepted the position, and confidence was established between the two. McKenna told him that he had been a member of the Ancient Order in Buffalo, where he owned some houses, but that owing to a crime which he had committed there he had left in a hurry, and was unable not only to collect his rents, but also, for fear of detection, to communicate with his society. He stated likewise that, whilst he had some money on hand, he would like to get a job of work, and to keep up his connection with the organization. The story excited Dormer's sympathy. He said that Michael Law- ler, of the Shenandoah Division, was a personal friend of his, and that he had no doubt that Lawler would, on his recommendation, aid McKenna in getting a job at Shenandoah.&lt;br /&gt;&lt;br /&gt;Although Dormer had fallen so readily into the snare, McKenna's path to knowledge was not always strewn with roses. Dormer, a night or two after the interview just referred to, introduced him to Michael Cooney as a member of the order. Cooney required too much proof. McKenna's stock of knowledge was soon exhausted, and he floundered. Cooney became indignant. McKenna, to get out of the scrape, assumed intoxication, called for drinks all around, apparently took a very big drink himself, reeled, and fell over on the floor, where he lay feigning sleep.&lt;br /&gt;&lt;br /&gt;Cooney still continued indignant, abused McKenna, and said that he had a notion to kick him on the head.&lt;br /&gt;&lt;br /&gt;Dormer remonstrated. "The fellow is all right," he said ; " he is a good fellow, and belongs to the order ; he is a little intoxicated now, but when he gets sober he will be able to explain it all to you."&lt;br /&gt;&lt;br /&gt;" I don't believe it," replied Cooney ; "and I wouldn't believe him unless he brought a card from his body- master."&lt;br /&gt;&lt;br /&gt;The situation was not pleasant; McKenna had made a narrow escape from getting a severe bruising ; but he had gained two additional items of information, namely, that cards were issued, and that the officer issuing them was the body-master.&lt;br /&gt;&lt;br /&gt;Several weeks after this occurrence McKenna met Michael Lawler, who was then the body-master of the Shenandoah&lt;br /&gt;&lt;br /&gt;Division, at the Sheridan House; they were introduced, and a strong recommendation of McKenna was privately given Lawler by Dormer. McKenna did his utmost to impress his new acquaintance favorably, and succeeded. Arrangements were then made for him to visit Shenandoah with a prospect of obtaining work.&lt;br /&gt;&lt;br /&gt;Prior to this time the detective had been extending his acquaintanceship throughout the coal region. His usual course was to stop at some hotel or tavern frequented by workingmen, or to go to some boarding-house suitable for the purpose he had in view. He stopped about a week in St. Clair (three miles from Pottsville); then, crossing the Broad Mountain, he remained a few days at Girardville ; from thence he journeyed to Ashland, which place he made his residence a sufficient length of time to enable him to increase his acquaintance and enlarge his knowledge of the coal region.&lt;br /&gt;&lt;br /&gt;After his return to Pottsville, his circle of friends not only increased, but, owing to the spread of the impression that he had been formerly connected with the order, he was enabled to gain a more comprehensive view of its extent and power. His reckless, daring manners, together with an impression that he was himself creating of an utter disregard of all laws, human and divine, induced an unusual degree of confidence to be placed in him. He still kept up the fiction that he was in search of work, except to some friends, to whom he threw out vague intimations of his being a fugitive from justice. Avowedly in search of work, after remaining several weeks in Pottsville he visited Mahanoy City, where he made a short sojourn ; thence to Tamaqua, and from there again returned to 1'ottsville.&lt;br /&gt;&lt;br /&gt;This was in the latter part of January, 1874. It was at this time that he made the acquaintance of Michael Lawler, or, as he was generally called, "Muff" Lawler, and agreed to go to Shenandoah to get work.&lt;br /&gt;&lt;br /&gt;- He had now made up his mind, and had so reported to Mr. Franklin, that his true base of operations was in the Mahanoy Valley, north of the Broad Mountain. In the early part of February, 1874, he made his first visit to Shenandoah, on his way stopping over Sunday at Girard- ville, and Monday night at Colorado, a mining town in that neighborhood.&lt;br /&gt;&lt;br /&gt;About the loth of February he arrived at Shenandoah, which place he thereafter made his home ; going back and forth from there, until his position as a police-officer was discovered and his career as an operating detective in the coal region had ended.&lt;br /&gt;&lt;br /&gt;Shenandoah, a town of about nine thousand inhabitants, has sprung into existence within the last thirteen years. It lies a few miles north of Mahanoy City, and to the east of Ashland, and is built upon and surrounded by coal lands of almost fabulous value. The improvements are commensurate with the value of the lands, some of the largest collieries in the world being there in successful operation. Both the Philadelphia and Reading and the Lehigh Valley Railroads extend through the town, severally claiming a share of the rich deposit of coal. The population consists in the main of miners and laborers, although bankers, store-keepers, lawyers, doctors, editors, ministers, mechanics, and artisans of various kinds constitute an important element. The miners and laborers are, however, not only the controlling political element, but also the great source from which directly or indirectly the remainder of the population derives its support. As a consequence, the fluctuations of the coal trade, with their effect upon the rate of wages, are quickly felt by all classes of the community, and as a further consequence, not only the " Labor Union" but also the " Molly Maguire" organization was here openly defiant and advocated extreme measures, which, although not generally approved, were maintained against opposition.&lt;br /&gt;&lt;br /&gt;In the latter part of February, 1874, McKenna obtained work at the Indian Ridge shaft, near Shenandoah, as a laborer. Here he remained a little over two weeks. Upon some trivial pretext he threw up this job, and engaged himself at the West Shenandoah colliery, where he remained about seven or eight days.&lt;br /&gt;&lt;br /&gt;Some ludicrous stories are current as to McKenna's attempt to work in the coal-mines. He at first insisted upon working in full dress. Soon his coat was thrown aside, then his vest, and finally his shirt. He perspired and suffered under the unwonted labor, but nevertheless bore himself manfully. The work in the mines would soon have become as pleasant as any other manual labor, but he found no occasion to test that question fully. He quickly discovered that it was not as the skillful miner or industrious laborer that admission to or influence in the "Molly Maguire" organization was to be obtained.&lt;br /&gt;&lt;br /&gt;He first boarded a week or two with his new friend, Michael or "Muff" Lawler, and was by him introduced to the boarding-house of Fenton Cooney, who was also a member of the order. A very short intercourse with his new associates convinced him that not only were the rights of person and of property and the laws of the land regarded with contempt by the "Molly" organization, but that he who had committed the greatest number and deadliest of crimes and had at the same time evaded the law was looked upon with admiration and respect. He also soon discovered that the man who supported himself or his family by a course of honest industry was held in far less esteem than the man who had acquired money by fraud or trick. The great corporations, the land-owners, and the coal operators were viewed as enemies and oppressors, who had no rights, and against whom any advantage, however unfair, might be taken. The positions of Township Auditor, Supervisor of Roads, Treasurer, School Director, and Tax Collector were eagerly sought for, and when obtained the duties were administered with a criminal disregard of the rights of the public. Fraudulent, altered, and forged orders were issued with perfect boldness, and corruption in the management of public trust prevailed to an extent that would have excited the admiration of the boldest operator in the Tweed ring in its palmiest days. It is no exaggeration to say that the frauds in many townships in the coal region were far greater, in proportion to the amount involved, than any charged to New York or Philadelphia jobs. Many of the " Molly" leaders were tavern- and saloon-keepers, and their houses headquarters for the turbulent and discontented, where were devised schemes by which the different coal operations could be run in the interest of the organization by means of superintendents and bosses of their selection and by them forced into position.&lt;br /&gt;&lt;br /&gt;McKenna, upon finding that not only were his purposes not advanced, but that his movements were hampered and controlled by being confined as a miner and laborer, stopped work about the loth of March, 1874. He had now gained sufficient insight into the workings of the order to be enabled to state boldly that he was a member. He gave up the story of having accumulated money in Philadelphia, and began, to those confidential friends who under no circumstances can keep a secret, to tell of criminal acts which excited even their admiration. He had two explanations for his present means of support: one was that he was in receipt of a pension from the United States government, obtained fraudulently, and the other that he was "shoving the queer," in other words, passing counterfeit money.&lt;br /&gt;&lt;br /&gt;To "Muff" Lawler he told, with more detail, the story he had already related to Pat Dormer, in Pottsville, relative to his Buffalo adventures. According to his account he had worked at a grain-elevator there (describing one that had no existence), and had quarreled with and killed a man under circumstances of peculiar atrocity, but assigned reasons that rendered him perfectly justifiable from the " Molly" stand-point. He suggested that as writing to Buffalo to obtain a card from the body-master there might lead to his detection and arrest, it would be better that he should be initiated over again and become an active member of the Shenandoah Division, of which he (Lawler) was body-master. The reasons given were satisfactory, and accordingly, on the 14th of April, 1874, the ceremony of initiation was gone through with at Lawler's house by reading to him an obligation called the "test," which he kissed in token of secrecy. He was now a full-fledged member of a society known throughout the coal regions, the Ancient Order of Hibernians, but among themselves recognized as the dreaded "Molly Maguires." He found the society acting avowedly under an act of the Legislature of Pennsylvania, approved March 10, 1871; and that its motto was "Friendship, Unity, and True Christian Charity." He found, further, that in its written constitution and bylaws were embodied the purest sentiments of morality and benevolence, not only as between the members, but as to all the world besides. But he also found that the written principles for the governance of the order were but a thin cloak to cover their real purposes in the perpetration and concealment of crime. Whilst there was no pretense at carrying out the avowed object of the society as a benevolent association, it was not every new and young member that was fully trusted : education was sometimes necessary before entering into full communion. The chief county officer, called the County Delegate, was alone deemed worthy of being made cognizant of all transactions; whilst even in a lodge or division the chief officer, called the Body-master, and those immediately concerned, were some&lt;br /&gt;&lt;br /&gt;times, although not always, alone aware of a contemplated or perpetrated outrage. The members of one division could only under special circumstances be admitted to the deliberations of other lodges or chapters of the order; and as a consequence McKenna found that he had advanced but one step towards the object he had in view. He found that to attain his ends he would have to out-herod Herod or out-"Molly" a "Molly."&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SpXYutKTegI/AAAAAAAABxo/-rdc7CBjIMM/s1600-h/Molly_coffinnotice.gif"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 303px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SpXYutKTegI/AAAAAAAABxo/-rdc7CBjIMM/s400/Molly_coffinnotice.gif" border="0" alt=""id="BLOGGER_PHOTO_ID_5374440027244952066" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;The character he had first assumed he intensified : he became loud, brawling, and boastful of crimes of all grades, from petty larceny to murder. He was ready to drink, sing, dance, court a girl, or fight. He boasted of the great benefit that he had been to the order, and was ever ready to pretend sympathy with the perpetrators of a crime, after its commission, which he had been unable to prevent and the full details of which he was anxious to discover. By reason of the merit he claimed to himself he succeeded in being elected secretary of his division, whereby he obtained a seat in the county conventions; and he had ambition for still higher preferment. In every hole and corner of the coal-region portions of Schuylkill, Northumberland, and Carbon Counties (with an occasional visit to Luzerne) Jimmy McKenna could at different times be found among the order, the loudest talker and apparently the biggest "Molly" of them all. But it is simple justice to James McParlan to state that this was only in appearance: with all his show of devotion to the order he never asked a man to join it, never by word or deed suggested or encouraged a crime. To this he has testified in trials both in Carbon and Schuylkill Counties. In Carbon County a desperate effort was made to prove the contrary, not only without success, but with a signal failure that recoiled upon the prisoner. The ill success there proved a warning to the defense in subsequent cases in Schuylkill Count}, and the effort to prove him in any respect an accomplice has been entirely abandoned.&lt;br /&gt;&lt;br /&gt;It may be in place to mention at this point that the hardships endured by McParlan, in combination with the bad whisky he was compelled to swallow, resulted in a most singular effect upon his personal appearance during the latter part of his residence at Shenandoah. All of the hair fell off his head ; he lost his eyebrows, and his eyesight became impaired. Seeing him with a slouch hat on a bald pate, with green spectacles, rough shirt, and an old linen coat, swaggering along the streets, the last idea likely to present itself was that through his exertions a new era of peace, of law, and of order was about to dawn on the anthracite coal-fields.&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;HERE IS ANOTHER MOLLIE ITEM A LIST OF THE OUTRAGES IN THE COAL REGION&lt;br /&gt;&lt;br /&gt;APPENDIX.&lt;br /&gt;LIST OF OUTRAGES&lt;br /&gt;SCHUYLKILL AND SHAMOKIN REGIONS.&lt;br /&gt;PUBLISHED IN CONNECTION WITH THE SPEECH OF F. B. GOWEN, ESQ., BEFORE THE LEGISLATIVE COMMITTEE, JULY 29 AND 30, 1875.&lt;br /&gt;1874.&lt;br /&gt;December 13.—John Taylor, inside foreman at Richardson colliery, received a threatening notice to leave. See notice marked "A." George Rose, watchman at Indian Ridge, warned by two strangers not to go down the shaft of the colliery to grease the pumps, as in their opinion it was not his duty, but that of the fireman.&lt;br /&gt;December 28.—Communication marked " I" was received by Mr. J. II. Olhausen, superintendent Mahanoy and Shamokin branch.&lt;br /&gt;1875.&lt;br /&gt;January.—Three tunnel contractors at Preston No. 2 colliery, John Finigan, Samuel Davies, William Williams, were notified to cease driving a tunnel, or submit to a fine of fifty dollars each, imposed by the Miners' and Laborers' Benevolent Association.&lt;br /&gt;February 14.—About four o'clock in the morning, the shaft.frame at the West Norwegian shaft was destroyed by fire, the work of an incendiary.&lt;br /&gt;February 24.—A mysterious fire occurred at the East shaft about nine o'clock at night, originating in the fan-house, where there was kept a&lt;br /&gt;359&lt;br /&gt;&lt;br /&gt;limited quantity of giant powder; ttlere being no fire near at hand at the time, no cause can be given for the fire other than that of incendiarism.&lt;br /&gt;February 26.—Burning of giant powder at the Norwegian shaft; supposed to have been the work of an incendiary.&lt;br /&gt;February 28.—House burned down by parties unknown, at Richardson colliery.&lt;br /&gt;March 19.—J. Showerley, watchman at Ellsworth colliery, beaten and his revolver taken from him.&lt;br /&gt;March 19.—Communication marked " III." was received by Mr. Olhausen.&lt;br /&gt;March 20.—Watchman at Mine Hill Gap colliery beaten and tied with a rope; watch stolen.&lt;br /&gt;March 25.—Train-employees of the Philadelphia and Reading Railroad Company quartered at Ashland were molested by parties of men. These persons endeavored by threats and persuasion to intimidate the men and induce them to leave the service of the company.&lt;br /&gt;March 25.—Telegraph-office at Locust Summit destroyed by an incendiary.&lt;br /&gt;March 25.—Thirty-two cars loaded with coal dumped on track at Locust Gap, and six at Excelsior.&lt;br /&gt;March 25.—A train of one hundred loaded cars were started down the grade and run off the track on Excelsior branch. Eight of the cars were badly broken in consequence. Damage, three hundred dollars. A few men at Palo Alto renounce the M. &amp; W. B. A.&lt;br /&gt;March 26.—Philadelphia and Reading Railroad Company engine No. 288 ran off the track at Mine Hill crossing.&lt;br /&gt;March 26.—Unknown parties dumped twenty-nine loaded coal-cars on siding at Locust Gap Junction.&lt;br /&gt;March 26.—Six loaded coal-cars dumped by unknown parties at Enterprise siding.&lt;br /&gt;March 27.—Train-hands on Philadelphia and Reading Railroad Company's train stoned at Locust Gap. A number of men sent from Reading were met on their arrival at Gordon by a party of persons and persuaded not to go to work.&lt;br /&gt;March 28.—Warehouse Philadelphia and Reading Railroad Company at Mount Carmel broken open, and three barrels flour, six hundred pounds fish, and one barrel butter stolen. Tool-house broken open and tools stolen.&lt;br /&gt;March 29.—A large number of persons congregated at and near Locust Gap and stoned the crews of passing coal-trains.&lt;br /&gt;March 30.—Switch turned wrong and spiked at Shenandoah Junction ; mixed train engine off the track in consequence.&lt;br /&gt;March 30.—Tool-house No. 5 broken open and tools stolen. Notice left there addressed to Daniel Yost, boss of section. New men were threatened, and left, saying they were afraid to work.&lt;br /&gt;March 31.—House-car burned and totally destroyed on siding at Excelsior. Loss, six hundred dollars.&lt;br /&gt;March 31.—A party of men boarded a coal-train between Locust Gap and Alaska stations, drove off the engineer and crew, damaged the engine, and blocked the road with stones.&lt;br /&gt;March 31.—Parade of miners and railroad-men at Gordon. A large number of miners from Heckscherville on way to Gordon to participate took possession of coal-trains, and on arrival at head of plane compelled the plane-hands to run them down to Gordon. The men employed at the planes were also notified to quit work or abide the consequences. The strikers stated that after the parade they would go through the shops and compel all the men to quit work; which no doubt would have been carried into effect had it not been for an accident which occurred, resulting from the premature discharge of a cannon which the strikers were using to fire a salute, and by which three men were injured, one of them fatally. Track barricaded near Locust Gap with stones and railroad.sills, train-men stoned and shot at by parties with muskets and other fire-arms. The mob took possession of engine No. 260, a revolver pointed at the head of the engineer, Hiram Trout, and told to clear out or they would blow his brains out. Engine No. 260 was left in the hands of the mob ; three engines following, having been warned of the trouble ahead, returned with their trains to Alaska. They were, however, together with train No. 260, subsequently brought safely to Gordon. Damage sustained by engine No. 260 at the hands of the mob was seventy-five dollars. A large and excited mob awaited the arrival of the train-men at their boarding-house in Ashland, and this, together with the previous occurrences of the day, rendered it necessary to withdraw the men from the region until other arrangements could be made.&lt;br /&gt;March —.—Indian Ridge and Plank Ridge collieries. Threats made by strange men at two different times to burn breakers of the company if work was not soon started. Governor Hartranft consulted.&lt;br /&gt;April I.—No movement of coal trade to-day. Company's property guarded by police force. Sheriff Werner, of Schuylkill County, applied to for protection.&lt;br /&gt;April I.—Threatening notices posted at Colket &amp; Newkirk collieries. See notice marked " B."&lt;br /&gt;April I.—Repairs-men Thomas Catalow, Henry Fulke, and Philip Blake, on Preston branch, Mahanoy and Shamokin Railroad, threatened with violence if they did not quit work.&lt;br /&gt;April 2.—Switch-lock broken and switch misplaced near Mahanoy City, throwing freight-train off track and engine and portion of train down the bank.&lt;br /&gt;April 2.—Engine No. 237, on freight-train No. II, was run over an embankment at Elmwood colliery, a switch having been misplaced by some unknown person. Damage, one hundred and ten dollars. Sheriff Werner distributed his proclamation through the riotous region. Governor Hartranft also issued his proclamation.&lt;br /&gt;April 2.—A large party of men and boys boarded a freight-train at Mahanoy City in defiance of the crew. They were driven off by aid of Sheriff Weaver and police force.&lt;br /&gt;April 2.—An attempt made to burn the office of the Philadelphia and Reading Railroad Company at Tuscarora.&lt;br /&gt;April 2.—John Stephens, a brakeman, living at Mahanoy Plane, shot at and stoned for refusing to unite with the strikers. The sheriff of Northumberland promised to be at Locust Gap next morning. No movement of the coal trade.&lt;br /&gt;April 3.—Twelve empty coal-cars run off the track by unknown persons at Hillside colliery. Damage, twenty-five dollars.&lt;br /&gt;April 3.—Two freight-cars run off the track at Ellangowan colliery by unknown party. Damage, two thousand and eighteen dollars.&lt;br /&gt;April 6.—Tool-house at Locust Gap thrown into the creek.&lt;br /&gt;April 7.—A piece of iron was found wedged in a frog on the main track east of Mahanoy Plane. It was discovered in time to prevent damage.&lt;br /&gt;April 7.—A loaded car at Burnside colliery siding was started down the grade by parties unknown.&lt;br /&gt;April 7.—A pistol notice was fastened to blacksmith-shop at Newkirk colliery. See notice " C."&lt;br /&gt;April 8.—Attempt made to run loaded cars down the grade at Burn- side colliery.&lt;br /&gt;April 12.—A car started on Heckscher branch, near Shenandoah, running down main line of Shenandoah branch about the time the passenger-train from Mahanoy Plane to Shenandoah was due.&lt;br /&gt;April 12.—Switch and two caution-boards torn out at Wadesville, Mount Carbon Railroad.&lt;br /&gt;April 12.—A half-drift wagon-wheel placed between two sills on the track at Horseshoe curve, Mine Hill Railroad.&lt;br /&gt;April 15.—Switch-lock broken at Glendower, Mine Hill Railroad. April 17.—Block of houses at Bast colliery burned by parties unknown.&lt;br /&gt;April 18.—Two mules stolen from stable of the West Shenandoah colliery found the next day near Conner's mines.&lt;br /&gt;April 21.—Men about starting to work in Greenback colliery deterred by threats and abusive language.&lt;br /&gt;April 19.—Tool-house No. 6, above Landingville, was broken into, tools taken out and thrown down the bank, and the hand-truck at tool- house was disposed of in the same way. William Timmins, Benjamin Gough, Joseph Gough, West Shenandoah colliery, were intimidated and stopped from working by a party of men, and again on May 13 were told by them that they would be reported to the M. £ L. I). A. and be fined fifty dollars.&lt;br /&gt;April 22.—Hose of water columns at Mahanoy Plane, Gordon, and Excelsior cut.&lt;br /&gt;April 22.—Two gondola-cars, loaded with ties at Excelsior, set on fire.&lt;br /&gt;April 22.—Switch at Enterprise Junction set wrong and rails blocked; obstruction removed before damage resulted.&lt;br /&gt;April 22.—Special policeman Doolan, while in discharge of duty on train, attacked by five men, thrown from the train, and severely beaten.&lt;br /&gt;April 23.—Two railroad employees, Frank Backman and Owen Lawrence, having resigned their connection with their Union and agreed to go to work, their houses were visited by strikers, shots fired, and threatening language used to stop them from working.&lt;br /&gt;April 28.—House of Christian Calleary, miner, at Bast colliery, stoned, windows broken, and damage done to furniture.&lt;br /&gt;April 29.—Freight depot at Mount Carmel broken into, and provisions stolen.&lt;br /&gt;April 29.—Three pistol notices posted at North Franklin collieries, where men were working at reduced wages. See " D," " E," "G."&lt;br /&gt;At different times during April, the following men, working at the North Franklin collieries, were subjected to abuse, and their houses stoned and furniture damaged by strikers: Peter Hoffman, abusive language used and windows of house broken; Henry Lagerman, Sr., windows broken; Henry Lagerman, Jr., abused; Peter Strasser, windows broken; David Strasser, windows broken; Henry Rhoads, abused for working; Eliza D. Jones saw and heard parties planning to burn the breaker.&lt;br /&gt;May i.—Freight-car at Locust Gap broken open, and flour and feed stolen to the amount of thirty-five dollars.&lt;br /&gt;May 2.—The houses of men at Gordon, who had left the Miners' and Workingmen's Benevolent Association and gone to work, were visited at night by parties, threats made, and shots fired.&lt;br /&gt;May 3.—Freight-cars started from siding at Mahanoy City by some persons unknown, and run off the track at main road switch.&lt;br /&gt;May 3.—Obstructions placed on track below Girardville.&lt;br /&gt;May 3.—Engine "Gem" was stoned while passing through Girardville at about nine P.M.&lt;br /&gt;May 4.—Ben Franklin colliery burned; the work of an incendiary.&lt;br /&gt;May 4.—A watchman and two other men at Helfenstein colliery driven off by an armed party.&lt;br /&gt;May 4.—Watchman at Locust Gap beaten and watch stolen; watch returned.&lt;br /&gt;May 5.—Oil-house at Locust Summit, used as a temporary telegraph- office, burned.&lt;br /&gt;May 5.—Stable at Locust Spring colliery robbed of thirty bushels of corn and oats.&lt;br /&gt;May 5.—Heavy wire rope at Gordon Plane No. I cut. Loss about five hundred dollars. Telegraph-office at Locust Summit again destroyed by fire. Loss, two hundred and fifty dollars.&lt;br /&gt;May 6.—Attempt made to destroy the trestles at Locust Gap by boring holes in the timbers and charging them with dualin. George Keich and Wenscle, working at Newkirk colliery, were told that it was a pity they were not both killed, and if they were not careful they would be attacked on their way home. &lt;br /&gt;May 7.—At Excelsior Summit, Locust Gap, and Garretson's, the hose was cut from the water columns and tanks by unknown persons.&lt;br /&gt;May 9.—Breaker of Enterprise colliery destroyed by fire; supposed to be the work of an incendiary.&lt;br /&gt;May 10.—A mob of about two hundred and fifty armed men stopped the men who were about starting to work at Hickory Ridge colliery, maltreating the mine boss. Some party drove off the workmen at the Lancaster colliery. An incendiary notice served on a man at a Mount Carmel colliery. (See notice marked " F.") Charles Shaffstal, West Brookside colliery, threatened and abused with bad language at Tower City for working.&lt;br /&gt;May ii.—Assistant foreman Henry Lloyd, at Beechwoocl colliery, badly beaten by strange men.&lt;br /&gt;May 13.—Stones, logs, etc., placed on track between Mahanoy City and St. Nicholas.&lt;br /&gt;May 14.—Michael LafTy, a workman at Beechwood colliery, fired at on his return home from work.&lt;br /&gt;May 18.—John Veith, district superintendent at Locust Gap, house stoned and window broken.&lt;br /&gt;May 19.—Signal tower at Mahanoy Plane, east of Bear Ridge colliery No. 2, burned at four o'clock A.M.&lt;br /&gt;May 19.—Ticket- and telegraph-office at Excelsior station burned at about two A.M.&lt;br /&gt;No date.—George Woart worked at East Franklin colliery, but was so abused by being called blackleg and other names that he was obliged to stop work and move his family to Tremont.&lt;br /&gt;May 20.—A party of about twenty strikers attacked men working at Newkirk colliery. Two of the workmen wounded.&lt;br /&gt;May 25.—Carpenter-shop at Palo Alto broken into, and a lot of tools to the value of thirty-five dollars stolen. Railroad iron and sills were placed upon the track at two points between Excelsior and Shamokin, by some unknown person, supposed with the intention of throwing passenger-train from the track. The obstructions were removed by the engine attached to passenger-train without damage.&lt;br /&gt;June 2.—Obstructions were placed upon track on Shenandoah brancli by some persons unknown, with the intention of throwing passenger-train from the track. The obstructions were discovered and removed before arrival of the train.&lt;br /&gt;June 3.—Engine " Gem," conveying Mr. J. H. Olhausen, superintendent, was fired at when near Mahanoy City by some persons unknown. No injury sustained.&lt;br /&gt;June 3.—In the morning about seven o'clock, a large body of men, estimated to be from five hundred to one thousand in number, from Hazle- ton and vicinity, made their appearance in the neighborhood of Mahanoy City and stopped (he men working the North Mahanoy, Primrose, Jones, Ward &amp; Oliver's, Beaver Run, and Hartford collieries. About twelve o'clock a mob of men from Shenandoah and other localities in this region, numbering about twelve hundred, marched through Mahanoy City. Their first act was to demand the release from the lock-up of a man who had been arrested in the morning by the chief burgess; this they effected by paying the fine. At two o'clock several hundred of the mob gathered at the colliery worked by King, Tyler &amp; Co., and compelled their men to quit work. Sheriff Werner ordered the rioters to disperse, and was reading the riot act, when he and his posse were fired upon by the rioters. Two policemen of the Mahanoy City force were slightly wounded. After this attack, the mob marched to St. Nicholas colliery and dispersed. Governor Hartranft, having been called upon, ordered companies of troops to Mahanoy City and Shen- andoah to protect lives and property. On the morning of same day (June 3) a large body of men gathered about the West Shenandoah colliery, threatening to stop the men working there, but were prevented from making an attack by the force of armed police under Joseph Heisler. An attempt was made to throw the night passenger-train to Shenandoah from the track, by obstructing the road with stones, but the attempt was discovered in time to prevent an accident. A party of about thirty men, towards evening, while still daylight, went to the colliery worked by William Schwenk, near Mount Carmel, and deliberately fired the breaker, standing around until it was consumed. The colliery had worked since June I at reduced wages.&lt;br /&gt;June 4.—Just before daylight, a body of men fired upon the police guarding the Centennial colliery, near Shenandoah, but, their fire being returned with effect, they dispersed without further attempt. A party of men left St. Clair in the morning, going in the direction of New Castle, stopped the men working for Joseph Denning screening coal- banks, also the men working at Ellsworth colliery. In the afternoon a party visited Mine Hill Gap and Beechwood collieries, but did nothing aggressive.&lt;br /&gt;June 8.—Some of the men going to work at the Locust Run colliery were driven back by a mob. The same day the party molested the platform-men at Locust Run colliery and drove two men home.&lt;br /&gt;June 9.—One of the workmen at Eagle Hill colliery attacked by two discharged men.&lt;br /&gt;June 12.—At about half-past three o'clock P.M., Robert Gilgore and James O'Leary, contractors at the Oakdale colliery, left the mines to return to Forestville, their residence. As they were crossing the mountain lying between Oakdale and Forestville, they were fired upon from the bushes by three men armed with shot-guns. O'Leary was shot in the arm in three places; Gilgore received a great number of shot in his arms, hands, and lower limbs. The persons who made the attack were unknown to Gilgore and O'Leary.&lt;br /&gt;June 28.—About five o'clock in the morning, William Thomas was attacked in the stable of the Shoemaker colliery, near Mahanoy City, by seven strange men, firing at him several times, striking him in three places, — in the neck, leg, and about the front of the body. During the firing a horse was killed, and a mule was shot in the leg. Thomas's injuries were not dangerous. John Blair, engineer, and Thomas Chapman, stable boss, were in the stable at the time.&lt;br /&gt;July 4.— At the Centralia colliery, the night engineer of pumping- engine was fired upon by two men from door of engine-house, but was not injured. The two former engineers, James McBraerty and Patrick Devine, had struck against a reduction of wages, and the man fired at had taken one of their places.&lt;br /&gt;July 6. — About half-past two o'clock in the morning, police officer Frank Yost, of the Tamaqua police, was shot by two men in Tamaqua. He live'd until about ten o'clock that morning. Officer McCarron, who was standing across the street, fired at the men, but hit neither of them. At the time Yost was shot, he was on a ladder, at a lamp-post, turning off the gas. The night was very dark.&lt;br /&gt;July 15. — Another attempt was made to assassinate William Thomas. He had just got into a passenger-car at the Lehigh Valley Railroad depot, at Mahanoy City, for the purpose of going home to Shoemaker's colliery, when he noticed several rough-looking men watching him. Immediately surmising their object, he started to go out of the car, the train just leaving the depot, and as he jumped from the car a shot was fired at him from the platform, but without effect. This party were also strangers.&lt;br /&gt;.A.&lt;br /&gt;Mr. John Taylor — Please leave Glen Carbon, or if you dont you will suffer; by order of the B. S. H. We will give you one week to go but if you are alive on next Saturday you will die: Remember and&lt;br /&gt;leave.&lt;br /&gt;(No signature.)&lt;br /&gt;Now men i have warented ye before and i willnt warind you nomor — but i will gwrintee yo the will be the report of the revolver.&lt;br /&gt; &lt;br /&gt;a.&lt;br /&gt; &lt;br /&gt;Notice is here given to you men the first and the last Notice that you will get for no man to go Down this slope After to Night if yo Do you Can Bring your Coffion Along With you for By the internal Crist We mean What this Notice says you Drift man stop at home and Cut no more Coal let him go and get Coal himself I Dont mean Engineer or firemans let them mine there one Work now men (he Next Notice you Will get I Dont mean to Do it with my Pen I Will Do it With that there Rolver I Don't Want no more Black legs at this Col- lary.&lt;br /&gt;(No signature.)&lt;br /&gt;D.&lt;br /&gt;1 I&lt;br /&gt; &lt;br /&gt;B £&lt;br /&gt;Notice you have Caried this as far as you can By cheating thy men you three Bosses Be Carefull if the Above dont Be your home in a short Time.&lt;br /&gt;From a Stranger he nowes you&lt;br /&gt;Take notice Aneny Black Leg that will Take Aney Eunnion man Plac will have A hard Road to travel you will Rot in this shape if you&lt;br /&gt;to Escape this home \^O^A~ tW~~] Coal&lt;br /&gt;By a stranger&lt;br /&gt;IF1. &lt;br /&gt;If Thomas Martin Dont Stop we will burn down his Breaker. &lt;br /&gt;(No signature.)&lt;br /&gt;Or. &lt;br /&gt;NOTICE. &lt;br /&gt;Any blackleg that takes a Union Mans job while He is standing for His Rights will have a hard Road to travel and if He dont he will have to Suffer the consequences&lt;br /&gt; &lt;br /&gt;Beacher and Tilton&lt;br /&gt;NOTICE.&lt;br /&gt;Any man Starting to Work on the rail road now going to begin under the basis will have to Stand the consequnces. So black legs to notice.&lt;br /&gt; &lt;br /&gt;M. M. N.&lt;br /&gt; &lt;br /&gt;Black Legs Take Notice—&lt;br /&gt;that you are in dang er of your Life by working in the mines without the Consent of the union men of Swatara Branch 14 Dis&lt;br /&gt;at Middle Crick mines.&lt;br /&gt;X.&lt;br /&gt;Frackville Dec. 28, 1874 J. H. OLHAUSEN Supt Dear Sir&lt;br /&gt;At a special meeting of Branch No. 3 of the&lt;br /&gt;M. W. B. Ass. Members of the Branch comprising the whole working force of the Road Plane and Level, that they have decided to quit work at 6 o'clock P. M. New Year eve for to attend their first Annual Ball. Hoping that you will arrange accordingly with this committee who will present you. with this copy&lt;br /&gt;I remain Yours truly&lt;br /&gt;W. F. Payne Prest &lt;br /&gt;Chas Hartsog Secty &lt;br /&gt;/ &lt;br /&gt;II. &lt;br /&gt;Gordon Feb 9, 1875.&lt;br /&gt;The employees of gordon members of the M. W. B. A. of gordon do petition officers of the M. H. M. S. divission to grant us the privil- lege of going to work at 7 o'clock A. M. but no later than seven but are willing to go to work before seven if the officers want us to do so 2nd that when engine or crew goes out at 7 o'clock A. M. and conies in at 6 o'clock P. M. that they receive a day for it the same as they get on other parts of the divission 3nd when an engine with a regular crew is sent to work on another part of this divission the crew belongs to said engine to go along with her for it has been a practice when an Engine was wanted at Shamokin and other parts of the divission the engine was sent and the regular crew of said engine had to lay off the employees at gordon do ask as a favor the officers of this divission to have those matters settled. we remain&lt;br /&gt;Respectfully your Committe.&lt;br /&gt;P. H. Nolan T. J. Smith &lt;br /&gt;C. A. Miller C. S. Wilson &lt;br /&gt;III.&lt;br /&gt;Moh Plane Mar. 19 1875&lt;br /&gt;J. H. Olhausen Supt&lt;br /&gt;The following resolution were passed by Branch No. 3. of M. &amp; W. B. Ass. That all Branches of Industry cease work to-morrow morning Sat. Mar 20 | 75 and will not work till such members as were des- charged are reinstated&lt;br /&gt;By order of the Branch&lt;br /&gt;Chas Hartsog&lt;br /&gt;Secty&lt;br /&gt;(Notice found posted at Locust Summit, March 31, 1875.)&lt;br /&gt;NOTICE&lt;br /&gt;Mr. Black-legs if you dont leave in 2 days time you meet your doom their will Bee an open war&lt;br /&gt;imeateatly&lt;br /&gt;(Notice found in yard of D. Patchen, Engineer, Cressona.)&lt;br /&gt;from the gap Daniel Patch&lt;br /&gt;remember you will be running in this coal region at night you took an nothermans engin we will give you fair warning in time and some more. V.L. M. M. H. S. T.&lt;br /&gt; &lt;br /&gt; &lt;br /&gt;vx.&lt;br /&gt;we hear notify you to leave th Road for you took a nother man chop take a warning to Save your live&lt;br /&gt;to Yost&lt;br /&gt;(From the Miners' Journal, March 30, 1867.)&lt;br /&gt;MURDERS IN SCHUYLKILL COUNTY DURING THE LAST THREE YEARS.&lt;br /&gt;As considerable attention is now paid by the press abroad to the terrible prevalence of crime in Schuylkill County and the insecurity of life and property, and as legislation is asked on this important matter, we publish below the murders known to have been committed in this county from January I, 1863, to this date. The list is a startling record.&lt;br /&gt;18S3.&lt;br /&gt;January 2.—James Bergen, killed by shooting, Coal Castle.&lt;br /&gt;March 3.—Mary Cochlin, killed by ill-treatment from her husband, Pottsville.&lt;br /&gt;April 6.—Ellen Shay, killed by her husband, Timothy Shay, St. Clair-&lt;br /&gt;April 8.—Joseph Riland, killed by Felix Cilley, I'ottsville.&lt;br /&gt;April 26.—Patrick Gillon, killed by A. Leary, by stabbing, Norwegian Township.&lt;br /&gt;August 15.—Daniel Eckerly, killed by James Burk, by stabbing, Ashland.&lt;br /&gt;August 23.—Gilmore, killed by cause unknown, Fottsville.&lt;br /&gt;August 30.—John W. W. Noble, killed by shooting with a pistol, Pottsville.&lt;br /&gt;September 25.—Charles Mendham, killed by shooting, Pottsville.&lt;br /&gt;October 17.—Patrick J. Hassey, killed by shooting, St. Clair.&lt;br /&gt;November 17.—Margaret Brown, killed by kicks and blows, Norwegian Township.&lt;br /&gt;November 2.—Man unknown, killed by cause unknown, Tremont Township.&lt;br /&gt;November 13.—David Davis, killed by cause unknown, Mount Laffce. 1864.&lt;br /&gt;January 12.—Patrick Ormsby, killed by pistol-shot, Mahanoy Township.&lt;br /&gt;February 13.—Hiram Freher, killed by beating, Tremont Township.&lt;br /&gt;February 27.—John Stinson, killed by stabbing, Blythe Township.&lt;br /&gt;February 27.—James Shiels, killed by Hugh Curran, by stabbing, Blythe Township.&lt;br /&gt;March 17.—Mary Brennan, killed by cause unknown, Cass Township.&lt;br /&gt;April it.—Michael Curren, killed by John Britt, by shooting, Mine Hill Gap.&lt;br /&gt;August 14.—Alice Devlan, killed by cause unknown, Cass Township.&lt;br /&gt;August 21.—Unknown man killed by being mutilated, Mahanoy Township.&lt;br /&gt;August 29.—Elizabeth O'Brien, killed by cause unknown, Cass Township.&lt;br /&gt;September 11.—Robert Gardner, killed by clubs and axes by Dennis Aiken, John Donnelly, and a man unknown, Tremont Township.&lt;br /&gt;October 10.—Michael Bemerick, killed by shooting, Minersville.&lt;br /&gt;October n.—George W. Thompson, killed by violence, Tremont Township.&lt;br /&gt;November 10.—Reese Jenkins, killed by pistol-shot, Mahanoy City.&lt;br /&gt;November 20.—John Lawler, killed by Patrick Dolan, by stabbing, Foster Township.&lt;br /&gt;1865.&lt;br /&gt;January 3.—Edward McAtee, killed by Andrew Sorocco, blows and kicks, 1'ottsville.&lt;br /&gt;January 18.—Michael Darken, killed by Michael Merrick, by shooting, St. Clair.&lt;br /&gt;May 15.—William Williams, killed by John Barnet, by shooting, Blythe Township.&lt;br /&gt;June 16.—William A. Boyle, killed by cause unknown, Pottsville.&lt;br /&gt;April 3.—Enoch Evans, killed by Lewis Hurtig, by stabbing, Port Carbon.&lt;br /&gt;April 30.—Patrick Clawes, killed by James Brennan, by pistol-shot, Shenandoah City.&lt;br /&gt;April 30.—Michael Clawcs, killed by James Brennan and John De- laney, by pistol-shot, Shenandoah City.&lt;br /&gt;July 2.—Thomas T- Hagerty, killed by Hugh Riddle, by stabbing, North Manheim Township.&lt;br /&gt;August 14.—Nicholas Burkhard, killed by shooting, Pottsville.&lt;br /&gt;August 25.—David Muir, killed by shooting, Reilly Township.&lt;br /&gt;October 23.—John McMachy, killed by Patrick Delaney, by stabbing, Foster Township.&lt;br /&gt;December 25.—Albert Pittz, killed by Thomas Griffith, by blow, Locust Dale.&lt;br /&gt;1866.&lt;br /&gt;January 10.—II. II. Dunne, killed by shooting, Norwegian Township.&lt;br /&gt;January 19.—Mark Mala, killed by Thomas McAnalley, by shooting, Mahanoy Township.&lt;br /&gt;April 2.—Patrick Dooling, shot and killed while attempting to murder Mr. Lewis, boss at Cole's colliery, Mahanoy Township.&lt;br /&gt;July 4.—-"Lewis Williams, killed by Patrick Conners, by shooting, Llewellyn.&lt;br /&gt;September 9.—George Theobold, killed by unknown person, by shooting, Mahanoy City.&lt;br /&gt;X867.&lt;br /&gt;February 9.—Michael Kain, killed by John Kain, by shooting, New Philadelphia.&lt;br /&gt;February II.—John Donohoe, shot and killed while attacking North- all's house, Tuscarora.&lt;br /&gt;March 15.—William H. Littlehales, killed by unknown men, by shooting, Cass Township.&lt;br /&gt;March 22.—Patrick Stinson, killed by James Gallagher, by shooting, Mahanoy Township.&lt;br /&gt;March 23.—Jacob Johnson, killed by Irish robber, by shooting, Union Township.&lt;br /&gt;In all, fifty murders.&lt;br /&gt;The murder of Mr. Littlehales and that of Mr. Johnson are too new to need comment.&lt;br /&gt;In 1866 six murderous assaults, in which parties were seriously injured, and twenty-seven robberies recorded.&lt;br /&gt;In 1867, to March 16, there were six murderous assaults and twenty- seven robberies, which we have been called upon to record, independent of the murders.&lt;br /&gt;We have heard of several other murders and homicides, of which the particulars could not be obtained, the bodies having been removed secretly.&lt;br /&gt;But few arrests of the murderers have been made.&lt;br /&gt;TEST, SIGNS, AND PASSWORDS.*&lt;br /&gt;TEST.—I do declare and promise, in the name and through the assistance of the A. O. II., that I will endeavor to keep inviolable all the secrets of this board or fraternal society from all but those I believe to l&gt;e regular members and bound in the same fraternal ties.&lt;br /&gt;1st. I declare and promise that I will support the present Constitution and By-Laws of the A. O. H. in preference to any other.&lt;br /&gt;2d. That I will be true and steadfast to the brethren of this society, dedicated to Saint Patrick, the holy patron of Ireland, in all things lawful, and not otherwise, and that I will duly and regularly attend when my lawful superiors shall think proper, and conform myself to the regulations made by them, so long as those who are or may be in trust shall think proper.&lt;br /&gt;3d. That I will not knowingly or willingly provoke, challenge, or fight any of my brothers. If a brother should be ill spoken, or otherwise treated unjustly, I will, according to circumstances, espouse his cause and give him the earliest information; aiding him with my sincere friendship when in distress.&lt;br /&gt;4th. I also declare and promise that I will not admit or propose any person of bad or suspicious character into our honorable board knowing him to be such, and that I will endeavor to propagate friendship and brotherly love among such of my acquaintances as may be thought worthy of such confidence.&lt;br /&gt;5th. That I will not at any meeting drink to intoxication, so as to endanger a disclosure of names, regulations, or members thereof.&lt;br /&gt;6th. That in towns and counties I will be attached to our national interest according as opportunity may answer, and I will not wrong a brother to my knowledge.&lt;br /&gt;7th. That I will not withdraw myself from this honorable board or join in society with persons of other denominations, not meaning&lt;br /&gt;*The test, signs, and passwords here printed were discovered by the detectives and kindly placed at my disposal.—F. P. D.&lt;br /&gt;trade societies, sailors, or soldiers. (This is laid on the floor, then picked up with the right hand and kissed.)&lt;br /&gt;8th. I, , having made the above promises of my own&lt;br /&gt;free will and accord, may our brethren assist me in my endeavors to fulfill the same and protect our friendship, and grant us to live in a state of grace, that we may show forth to the world that we are true and honorable Knights of St. Patrick! Amen.&lt;br /&gt;SIGNS AND PASSWORDS.&lt;br /&gt;Q. What is the best remedy for Irish grievances ?&lt;br /&gt;A. An Irish Parliament in College Green.&lt;br /&gt;Q. Will the Irish hold on for their rights ?&lt;br /&gt;A. Yes; their rights they will fight for, and in justice must have.&lt;br /&gt;QUARRELING TOAST.—Q. What is the meaning of all this ?&lt;br /&gt;A. I am insulted.&lt;br /&gt;SIGN.—Two first fingers of the right hand downwards on the apple of the throat.&lt;br /&gt;Annver.—Two first fingers of the left hand to the side of the nose.&lt;br /&gt;BODY-MASTER'S TOAST.—Q, May the exiles so noble and brave still firm stand !&lt;br /&gt;A, Yes; for tyrants we make tremble and hope our country to save.&lt;br /&gt;PRIVATE MARK.—Dot on last o but one on card.&lt;br /&gt;TOAST.— Q. What do you think of our nation?&lt;br /&gt;A. The land question will cause great vexation.&lt;br /&gt;Q. The tory landlords will oppose the bill.&lt;br /&gt;A. Yes; Bishop McIIale will praise their master still.&lt;br /&gt;WINTER NIGHT PASSWORDS.— Q, The winter nights are sharp and clear.&lt;br /&gt;A. Yes; I hope heresy will soon disappear.&lt;br /&gt;QUARRELING TOAST.—Q. Friend, do not be too fast.&lt;br /&gt;A. I am too much aggravated.&lt;br /&gt;SIGN.—The right forefinger and thumb to the point of the vest, between second and third button-holes.&lt;br /&gt;Answer.—The left hand to the bottom of the sleeve.&lt;br /&gt;BODY-MASTER'S TOAST.— Q. May all Irishmen in peace agree !&lt;br /&gt;A. And in friendship bands our country free.&lt;br /&gt;TOAST.—Q. What is the cause of this council at Rome ?&lt;br /&gt;A. To show heresy the way to salvation and eternal freedom to gain.&lt;br /&gt;Q. Will the Bishop at Rome Erin's friendship despise ?&lt;br /&gt;A. No; it is the key to protection and true faith to keep alive.&lt;br /&gt;WINTER NIGHT PASSWORDS.— Q. Dark nights are unpleasant. 32*&lt;br /&gt;A. Yes, for strangers to travel.&lt;br /&gt;QUARRELING TOAST.—Q. Friend, what is wrong with you?&lt;br /&gt;A. I have reason to complain.&lt;br /&gt;SIGN.—The right hand to the right eyebrow.&lt;br /&gt;Answer.—The left hand to the left eyebrow.&lt;br /&gt;BODY-MASTER'S TOAST.— Q. May Erin's sons for tenant rights all agiee!&lt;br /&gt;A. Yes, from tithes and taxes we trust to be free.&lt;br /&gt;TOAST.—Q. What do the powers of Europe intend to do?&lt;br /&gt;A. To cripple the Church heresy has in view.&lt;br /&gt;Q. If France, Spain, and Austria does firm stand, they will drive Victor Emanuel from the Pope's land ?&lt;br /&gt;A. (Not given.)&lt;br /&gt;WINTER NIGHT PASSWORDS.—Q. The clouds are heavy.&lt;br /&gt;A. Yes ; a storm is approaching.&lt;br /&gt;QUARRELING TOAST.—Q. What is the offense, sir?&lt;br /&gt;A. It is my fault.&lt;br /&gt;SIGN.—The forefinger of the right hand drawn down on the point of the nose.&lt;br /&gt;Answer.—The forefinger of the left hand drawn over the apple of the throat.&lt;br /&gt;BODY-MASTER'S TOAST.—Q. May our race all with us unite !&lt;br /&gt;A. Yes, like Derry and Belfast, to give us liberty and right.&lt;br /&gt;PRIVATE MARK.—A pen-hole through the last c on card.&lt;br /&gt;TOAST.—Q. What is your opinion of the present state of affairs in France ?&lt;br /&gt;A. The Irish President will bold the reins of power.&lt;br /&gt;Q. Will the French unite to avenge their wrongs?&lt;br /&gt;A. Yes; with McMahon at their head they will gain what Napoleon lost.&lt;br /&gt;QUARRELING TOAST.—Q. Who is in the wrong?&lt;br /&gt;A. Not I, tried and true.&lt;br /&gt;SIGN.—The thumb of the right hand under the chin.&lt;br /&gt;Answer.—The left hand grasping the left collar of the coat.&lt;br /&gt;BODY-MASTER'S TOAST.—Q. May the hills and glens of Motherland once more resound to the tramp of the Irish clans!&lt;br /&gt;A. Yes, and place the green victoriously above the red.&lt;br /&gt;PRIVATE MARK.—A dot on the first m on the card.&lt;br /&gt;TOAST.—Q. What do you think of England's bigotry?&lt;br /&gt;A. Ireland has gained a grand victory. Mr. Butt has let the bigot Saxon sec that one noble bishop must be free.&lt;br /&gt;QUARRELING TOAST.—Q. You are very stiff, sir.&lt;br /&gt;A. I am always so.&lt;br /&gt;SIGN.—Catch the left ear with the right hand.&lt;br /&gt;Answer.—The left hand to the right ear.&lt;br /&gt;BODY-MASTER'S TOAST.—Q. May the sons of St. Patrick unite to be free!&lt;br /&gt;A. Yes, and protect the Church against heresy.&lt;br /&gt;PRIVATE MARK.—A dot on the first v on the card.&lt;br /&gt;TAST.—Q. What is your opinion of the education question?&lt;br /&gt;A. Gladstone is bound to give Ireland her demands.&lt;br /&gt;Q. France is preparing?&lt;br /&gt;A. Yes, and so is the Czar. Yes, and Ireland for her liberty when they proclaim war.&lt;br /&gt;WINTER NIGHT PASSWORDS.—Q. The night is on the turn.&lt;br /&gt;A. Yes, so is our enemies.&lt;br /&gt;QUARRELING TOAST.—Q. You seem unpleasant, sir.&lt;br /&gt;A. Yes, but I see I am astray.&lt;br /&gt;SIGN.—The right hand to the bottom of the vest, and pull down by the waist.&lt;br /&gt;Answer. The left hand on the left hip.&lt;br /&gt;BODY-MASTER'S TOAST.—Q. May all Catholic nations unite and agree!&lt;br /&gt;A. Yes, and break down Bismark's plans and protect the Holy See.&lt;br /&gt;PRIVATE MARK.—Make a stroke across the last a on card.&lt;br /&gt;TOAST.— Q. What is your opinion of the coming election?&lt;br /&gt;A. We hope rulers will carry the sway.&lt;br /&gt;Q. Ireland must get what she wants.&lt;br /&gt;A. Yes, with the united action of the clergy and people.&lt;br /&gt;WINTER NIGHT PASSWORDS.—Q. There is a change on the nights.&lt;br /&gt;A. The times are also changing.&lt;br /&gt;QUARRELING TOAST.— Q. Be not afraid.&lt;br /&gt;A. I will not disgrace my country.&lt;br /&gt;SIGN.—Rub with the middle finger of the right hand inside the right side of shirt neck.&lt;br /&gt;Answer. The middle f.nger of the left hand inside the left side of shirt-neck.&lt;br /&gt;BODY-MASTER'S TOAST.—Q. May the President of France and Don Carlos of Spain unite to restore the Pope back to his right again!&lt;br /&gt;A. (Not given.)&lt;br /&gt;PRIVATE MARK.—A dot on first c on card.&lt;br /&gt;TOAST.—Q. What do you think of the Liberal cause?&lt;br /&gt;A. They have made a great change in the country's laws.&lt;br /&gt;Q. Yes, the tories' power is not so great. &lt;br /&gt;A. Yes, we have a change in the power of state. &lt;br /&gt;QUARRELING TOAST.—Q. For what do you quarrel, sir? &lt;br /&gt;A. For want of patience. &lt;br /&gt;SIGN.—The two first fingers of the right hand to the chin. &lt;br /&gt;Answer.—The left hand to the left eyebrow. &lt;br /&gt;BODY-MASTER'S TOAST.— Q. May our cause now be firm, for the day is at hand!&lt;br /&gt;A. Yes, when tyrants may tremble and flee from our land. &lt;br /&gt;PRIVATE MARK.—Pen-hole through last s on card. &lt;br /&gt;TOAST.—Q. What is your opinion of the land bill ? &lt;br /&gt;Gladstone holds our country in bondage still. &lt;br /&gt;A. Yes, if we had honest men our cause to take &lt;br /&gt;We by union could have a power in state. &lt;br /&gt;QUARRELING TOAST.—Q. Why do you ruffle me, sir? &lt;br /&gt;A. I am sorry for it. &lt;br /&gt;SIGN.—The right hand to the lower lip, pulling it down. &lt;br /&gt;Answer.—The left hand to the right elbow, with a rub. &lt;br /&gt;BODY-MASTER'S TOAST.—Q. May our union be firm and true ! &lt;br /&gt;A. Yes, our cause has done great work, and still has more to do. &lt;br /&gt;PRIVATE MARK.—Dot on first c on card. &lt;br /&gt;(From the Shenandoah Herald, June 8, 1876.)&lt;br /&gt;When affairs in this county were in a very different condition from what they are in to-day, the following letter was received by the editor of the Herald:&lt;br /&gt;" GlRARDVILLE, PENNSYLVANIA.&lt;br /&gt;" DEAR SIR :" (The first few lines refer to a matter of business,—the printing of some Ancient Order of Hibernia charters,—upon which the writer wishes no remarks to be made.) " I am surprised at the zest displayed by you through the medium of the daily {Herald} on the situation of affairs in the county, and believe that the stand taken by you is unwarrantable. We are thoroughly aware that lawless acts have been committed during the past few months, but does the&lt;br /&gt;REIGN OF TERROR'&lt;br /&gt;facilitate a return to quietness and good feeling? I am deeply interested in this matter, for I am under the impression, which has been&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-3481898467803633655?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/3481898467803633655/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=3481898467803633655' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/3481898467803633655'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/3481898467803633655'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2009/08/jamas-mcparlan-alias-james-mckenna.html' title='James McParlan Alias James McKenna'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://3.bp.blogspot.com/_4P0mnCI9c8M/SpXX3YGypHI/AAAAAAAABxY/mWQEH3xVRBo/s72-c/-James_McParland.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-654334593486441158</id><published>2009-08-09T09:43:00.044-04:00</published><updated>2009-08-09T11:24:44.376-04:00</updated><title type='text'>25th Annual Independent Coal Miners Picnic</title><content type='html'>WELCOME TO THE 25TH ANNIVERSARY OF THE INDEPENDENT COAL MINERS PICNIC HEGINS, PA.&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7W8yepNFI/AAAAAAAABsQ/hYhcZrTjn9s/s1600-h/IMG_4078.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7W8yepNFI/AAAAAAAABsQ/hYhcZrTjn9s/s400/IMG_4078.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367964145703007314" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;object width="320" height="266" class="BLOG_video_class" id="BLOG_video-ff737b4934158dbd" classid="clsid:D27CDB6E-AE6D-11cf-96B8-444553540000" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0"&gt;&lt;param name="movie" value="http://www.youtube.com/get_player"&gt;&lt;param name="bgcolor" value="#FFFFFF"&gt;&lt;param name="allowfullscreen" value="true"&gt;&lt;param name="flashvars" value="flvurl=http://v13.nonxt6.googlevideo.com/videoplayback?id%3Dff737b4934158dbd%26itag%3D5%26app%3Dblogger%26ip%3D0.0.0.0%26ipbits%3D0%26expire%3D1331143834%26sparams%3Did,itag,ip,ipbits,expire%26signature%3D712E50DD55654E5A8D5CE1AA259B38F8F38B4F7C.4AE172A17A7115D589E11E8993B8DBB7F849EA02%26key%3Dck1&amp;amp;iurl=http://video.google.com/ThumbnailServer2?app%3Dblogger%26contentid%3Dff737b4934158dbd%26offsetms%3D5000%26itag%3Dw160%26sigh%3DUENB6-2Fq6NLctzp4_vnc_-furk&amp;amp;autoplay=0&amp;amp;ps=blogger"&gt;&lt;embed src="http://www.youtube.com/get_player" type="application/x-shockwave-flash"width="320" height="266" bgcolor="#FFFFFF"flashvars="flvurl=http://v13.nonxt6.googlevideo.com/videoplayback?id%3Dff737b4934158dbd%26itag%3D5%26app%3Dblogger%26ip%3D0.0.0.0%26ipbits%3D0%26expire%3D1331143834%26sparams%3Did,itag,ip,ipbits,expire%26signature%3D712E50DD55654E5A8D5CE1AA259B38F8F38B4F7C.4AE172A17A7115D589E11E8993B8DBB7F849EA02%26key%3Dck1&amp;iurl=http://video.google.com/ThumbnailServer2?app%3Dblogger%26contentid%3Dff737b4934158dbd%26offsetms%3D5000%26itag%3Dw160%26sigh%3DUENB6-2Fq6NLctzp4_vnc_-furk&amp;autoplay=0&amp;ps=blogger"allowFullScreen="true" /&gt;&lt;/object&gt;&lt;br /&gt;STEVE FORGOTCH 50 YEARS AN ANTHRACITE COAL MINER AND TOMMY SYMONS ONE OF THE 'BREAKER BOYS' SHOOTIN THE BREEZE AND SINGIN "UNI MAN"&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7XU-Vo7aI/AAAAAAAABsY/tJ1NZVjUzFU/s1600-h/IMG_4101.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7XU-Vo7aI/AAAAAAAABsY/tJ1NZVjUzFU/s400/IMG_4101.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367964561203326370" /&gt;&lt;/a&gt;&lt;br /&gt;THE ONE AND ONLY COAL MINER DAVID A. LUCAS WHO ORGANIZES THE COAL MINER PICNIC&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/Sn7Y38xGgkI/AAAAAAAABs4/qqK90nd2URY/s1600-h/IMG_4065.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/Sn7Y38xGgkI/AAAAAAAABs4/qqK90nd2URY/s400/IMG_4065.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367966261588689474" /&gt;&lt;/a&gt;&lt;br /&gt;DAVID A AT WORK&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/Sn7dY1tqU1I/AAAAAAAABuY/CNq26RTGhIY/s1600-h/IMG_4086.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/Sn7dY1tqU1I/AAAAAAAABuY/CNq26RTGhIY/s400/IMG_4086.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367971224677405522" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7X1auWWKI/AAAAAAAABsg/39ZQy2VXwb8/s1600-h/IMG_4087.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7X1auWWKI/AAAAAAAABsg/39ZQy2VXwb8/s400/IMG_4087.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367965118578972834" /&gt;&lt;/a&gt;&lt;br /&gt;DAVID A, STEVE FORGOTCH, TOMMY SYMONS&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7YLVwXYxI/AAAAAAAABso/TMfosnSLIi4/s1600-h/IMG_4088.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7YLVwXYxI/AAAAAAAABso/TMfosnSLIi4/s400/IMG_4088.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367965495202374418" /&gt;&lt;/a&gt;&lt;br /&gt;DAVID A, STU RICHARDS (ME) STEVE FORGOTCH AND TOMMY SYMONS&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7dvgUl3vI/AAAAAAAABug/tIUHVxWS-2g/s1600-h/IMG_4103.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7dvgUl3vI/AAAAAAAABug/tIUHVxWS-2g/s400/IMG_4103.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367971614072102642" /&gt;&lt;/a&gt;&lt;br /&gt;STEVE'S HAT SAYS IT ALL.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/Sn7nWS2AdrI/AAAAAAAABwo/SDyxvoTgiFA/s1600-h/IMG_4128.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/Sn7nWS2AdrI/AAAAAAAABwo/SDyxvoTgiFA/s400/IMG_4128.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367982176073709234" /&gt;&lt;/a&gt;&lt;br /&gt;STEVE AND SOME OF HIS PROUD FAMILY&lt;br /&gt;&lt;br /&gt;SCENES AROUND THE PICNIC GROVE&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7ZL0NUSpI/AAAAAAAABtA/QCFhxaHI7Sc/s1600-h/IMG_4074.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7ZL0NUSpI/AAAAAAAABtA/QCFhxaHI7Sc/s400/IMG_4074.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367966602888497810" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sn7Yjx8zkrI/AAAAAAAABsw/qk_MkADO2Nw/s1600-h/IMG_4089.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sn7Yjx8zkrI/AAAAAAAABsw/qk_MkADO2Nw/s400/IMG_4089.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367965915087606450" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7nwJi8J3I/AAAAAAAABww/PEsKKOKsQpw/s1600-h/IMG_4106.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7nwJi8J3I/AAAAAAAABww/PEsKKOKsQpw/s400/IMG_4106.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367982620254414706" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sn7Zk1N3dAI/AAAAAAAABtI/0HQeLFyDq7k/s1600-h/IMG_4077.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sn7Zk1N3dAI/AAAAAAAABtI/0HQeLFyDq7k/s400/IMG_4077.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367967032655967234" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7aHHSDK8I/AAAAAAAABtQ/DszjuK1XH0o/s1600-h/IMG_4075.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7aHHSDK8I/AAAAAAAABtQ/DszjuK1XH0o/s400/IMG_4075.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367967621620902850" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7aWKaj2UI/AAAAAAAABtY/ctygOohCzUM/s1600-h/IMG_4076.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7aWKaj2UI/AAAAAAAABtY/ctygOohCzUM/s400/IMG_4076.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367967880159942978" /&gt;&lt;/a&gt;&lt;br /&gt;THE FAMOUS SOUPS ON HAND.. THATS OXTAIL AT THE BOTTOM&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7awLEQvBI/AAAAAAAABtg/wrVhrKOMm-w/s1600-h/IMG_4090.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7awLEQvBI/AAAAAAAABtg/wrVhrKOMm-w/s400/IMG_4090.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367968327011449874" /&gt;&lt;/a&gt;&lt;br /&gt;THE SOUP KETTLES Hmmmmmmmmm!&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7cOZHS-wI/AAAAAAAABuA/c7XNRlNqyPg/s1600-h/IMG_4091.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7cOZHS-wI/AAAAAAAABuA/c7XNRlNqyPg/s400/IMG_4091.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367969945689979650" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sn7bKwmjIRI/AAAAAAAABto/EaGQie4Em7c/s1600-h/IMG_4093.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sn7bKwmjIRI/AAAAAAAABto/EaGQie4Em7c/s400/IMG_4093.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367968783763972370" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7fy4OEXZI/AAAAAAAABu4/un3KF4AappI/s1600-h/IMG_4114.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7fy4OEXZI/AAAAAAAABu4/un3KF4AappI/s400/IMG_4114.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367973871050055058" /&gt;&lt;/a&gt;&lt;br /&gt;A FEW OF THE COAL MINERS PROUD,HARD AND ALL AROUND GOOD PEOPLE&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7gOmgCGMI/AAAAAAAABvA/H4UNMz1qG3U/s1600-h/IMG_4112.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7gOmgCGMI/AAAAAAAABvA/H4UNMz1qG3U/s400/IMG_4112.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367974347329902786" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7g_lYK2QI/AAAAAAAABvI/RgyO02JJ3wE/s1600-h/IMG_4113.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7g_lYK2QI/AAAAAAAABvI/RgyO02JJ3wE/s400/IMG_4113.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367975188842076418" /&gt;&lt;/a&gt;&lt;br /&gt;NOW TELL ME COAL MINERS DON'T HAVE GREAT TATTOOS!&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7boaD2WBI/AAAAAAAABtw/K4k4ZM8se0A/s1600-h/IMG_4100.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7boaD2WBI/AAAAAAAABtw/K4k4ZM8se0A/s400/IMG_4100.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367969293108926482" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sn7b8TphrDI/AAAAAAAABt4/qa_N_HjKiqw/s1600-h/IMG_4104.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sn7b8TphrDI/AAAAAAAABt4/qa_N_HjKiqw/s400/IMG_4104.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367969634985290802" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7clpS2RzI/AAAAAAAABuI/hazb9feWx2o/s1600-h/IMG_4092.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7clpS2RzI/AAAAAAAABuI/hazb9feWx2o/s400/IMG_4092.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367970345170388786" /&gt;&lt;/a&gt;&lt;br /&gt;FAMILY AND FRIENDS&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7c2tFNvII/AAAAAAAABuQ/IxFmgGUJ5Fw/s1600-h/IMG_4081.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7c2tFNvII/AAAAAAAABuQ/IxFmgGUJ5Fw/s400/IMG_4081.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367970638244723842" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7ekBsIVEI/AAAAAAAABuo/2QkrTJK-nB8/s1600-h/IMG_4107.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7ekBsIVEI/AAAAAAAABuo/2QkrTJK-nB8/s400/IMG_4107.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367972516382397506" /&gt;&lt;/a&gt;&lt;br /&gt;PRESENTING TO DAVID A, A SONG ENTITLED "THE BALLAD OF THE 25TH ANNUAL COAL MINERS PICNIC" WRITTEN BY TOMMY SYMONS AND SUNG BY THE BREAKER BOYS IN HONOR OF WHAT HE HAS DONE FOR THE COAL MINERS OF PENNSYLVANIA. IT WAS A GREAT HONOR FOR US TO DO THIS FOR DAVID A.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7fb_ipkRI/AAAAAAAABuw/5tTsQkqfGDQ/s1600-h/IMG_4110.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7fb_ipkRI/AAAAAAAABuw/5tTsQkqfGDQ/s400/IMG_4110.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367973477878436114" /&gt;&lt;/a&gt;&lt;br /&gt;SINGIN THE BALLAD&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sn7jyqE8_3I/AAAAAAAABv4/S3BlOCJx6EY/s1600-h/IMG_4116.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sn7jyqE8_3I/AAAAAAAABv4/S3BlOCJx6EY/s400/IMG_4116.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367978265300238194" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7kOJHgjKI/AAAAAAAABwA/LBmyRdrin1U/s1600-h/IMG_4117.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7kOJHgjKI/AAAAAAAABwA/LBmyRdrin1U/s400/IMG_4117.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367978737488923810" /&gt;&lt;/a&gt;&lt;br /&gt;WITH DAVID A, THE BREAKER BOYS STU AND TOMMY A REAL PROUD MOMENT&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7hmc43U7I/AAAAAAAABvQ/jUAdIcMtxaE/s1600-h/IMG_4124.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7hmc43U7I/AAAAAAAABvQ/jUAdIcMtxaE/s400/IMG_4124.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367975856578188210" /&gt;&lt;/a&gt;&lt;br /&gt;SITTIN DOWN AFTER A COUPLE OF HOURS OF PLAYING COAL MINING MUSIC AND TAKIN A BREAK WITH A MINER&lt;br /&gt;&lt;br /&gt;&lt;a href="http://2.bp.blogspot.com/_4P0mnCI9c8M/Sn7h8vJbfCI/AAAAAAAABvY/4EG6_BoDCI8/s1600-h/IMG_4125.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_4P0mnCI9c8M/Sn7h8vJbfCI/AAAAAAAABvY/4EG6_BoDCI8/s400/IMG_4125.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367976239436626978" /&gt;&lt;/a&gt;&lt;br /&gt;THIS MINER CAN PLAY SOME COUNTRY&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7iT1zMczI/AAAAAAAABvg/WVs-Z-jYIbg/s1600-h/IMG_4126.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7iT1zMczI/AAAAAAAABvg/WVs-Z-jYIbg/s400/IMG_4126.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367976636359406386" /&gt;&lt;/a&gt;&lt;br /&gt;YOUNG COAL MINER JAMIN WITH TOMMY&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7lO8i9_mI/AAAAAAAABwI/Mj-kt7P1P0U/s1600-h/IMG_4119.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7lO8i9_mI/AAAAAAAABwI/Mj-kt7P1P0U/s400/IMG_4119.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367979850805935714" /&gt;&lt;/a&gt;&lt;br /&gt;RICH..MAN CAN THIS GUY PLAY, HE MADE MY MARTIN SOUND LIKE IT NEVER DID BEFORE!&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7i6RJS-HI/AAAAAAAABvo/Sff8Wo9MZRk/s1600-h/IMG_4120.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7i6RJS-HI/AAAAAAAABvo/Sff8Wo9MZRk/s400/IMG_4120.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367977296534894706" /&gt;&lt;/a&gt;&lt;br /&gt;FATHER AND SON D&amp;R LOGGING&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7jUhbJncI/AAAAAAAABvw/elKGQCigIkM/s1600-h/IMG_4122.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7jUhbJncI/AAAAAAAABvw/elKGQCigIkM/s400/IMG_4122.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367977747581345218" /&gt;&lt;/a&gt;&lt;br /&gt;NEED SOME LOGGING CALL THESE GUYS&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7l3pPpkCI/AAAAAAAABwQ/l-rC9j7auqI/s1600-h/IMG_4084.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7l3pPpkCI/AAAAAAAABwQ/l-rC9j7auqI/s400/IMG_4084.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367980549999267874" /&gt;&lt;/a&gt;&lt;br /&gt;MY GRANDSON PLAYING WITH "MEMPHIS" A SEVEN WEEK OLD LAB. THAT CAN REALLY DIG.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sn7m8mGMpoI/AAAAAAAABwg/sk_vOqotHLI/s1600-h/IMG_4139.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sn7m8mGMpoI/AAAAAAAABwg/sk_vOqotHLI/s400/IMG_4139.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367981734565291650" /&gt;&lt;/a&gt;&lt;br /&gt;MY GRANDSON AND SOME NEW FRIENDS HAVIN FUN AT THE PICNIC.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7maU4GgDI/AAAAAAAABwY/BdslOPG5mls/s1600-h/IMG_4130.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7maU4GgDI/AAAAAAAABwY/BdslOPG5mls/s400/IMG_4130.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367981145827213362" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7pmWkyzRI/AAAAAAAABw4/Uz-VQdWgiw8/s1600-h/IMG_4105.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sn7pmWkyzRI/AAAAAAAABw4/Uz-VQdWgiw8/s400/IMG_4105.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5367984650976414994" /&gt;&lt;/a&gt;&lt;br /&gt;DAVID A AND DJ..GOLDDUST..IF YOU NEED A DJ THIS IS THE GUY.EXCELLENT.....IF YOUR LOOKING TO BOOK DJ GOLDDUST &lt;br /&gt; YOU CAN CALL  DJ GOLDUST @ 717 365 0901 &lt;br /&gt;                            570 682 9248&lt;br /&gt;                       CELL 717 856 5006&lt;br /&gt;&lt;br /&gt;WHAT A GREAT DAY, IF YOU CAN MAKE IT NEXT YEAR TRY YOUR HARDEST. THESE ARE THE BEST PEOPLE IN THE WORLD.&lt;br /&gt;&lt;br /&gt;STU&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-654334593486441158?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/654334593486441158/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=654334593486441158' title='2 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/654334593486441158'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/654334593486441158'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2009/08/25th-annual-independent-coal-miners.html' title='25th Annual Independent Coal Miners Picnic'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://1.bp.blogspot.com/_4P0mnCI9c8M/Sn7W8yepNFI/AAAAAAAABsQ/hYhcZrTjn9s/s72-c/IMG_4078.JPG' height='72' width='72'/><thr:total>2</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-8853204253745076279</id><published>2009-08-01T23:27:00.004-04:00</published><updated>2009-08-01T23:35:15.995-04:00</updated><title type='text'>25TH ANNUAL INDEPENDENT COAL MINERS PICNIC..DAVID A. LUCAS</title><content type='html'>&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SnUH7ZQcrfI/AAAAAAAABrQ/lGXHmiRL-uk/s1600-h/IMG_4042.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 294px; height: 400px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SnUH7ZQcrfI/AAAAAAAABrQ/lGXHmiRL-uk/s400/IMG_4042.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5365203248055365106" /&gt;&lt;/a&gt;&lt;br /&gt;TAG PHOTO TO ENLARGE&lt;br /&gt;&lt;br /&gt;On August 8th, 2009 the 25th Annual Independent Coal Miners Picnic put on by the efforts of Coal Miner David A. Lucas will be held at Hegins Park. If you can make this picnic don’t miss it. Because you will be in the company of the finest people you will ever have THE opportunity To be in the company of. Men who have worked hard all their lives, and never complain about the work they do, men who stand up for themselves and the rights of their fellow miners. &lt;br /&gt;In all my years I would rather spend my time with these guys than any of the so called important people this country has. And for me and my butty Tommy Symons “The Breaker Boys” it is the greatest honor of our musical and living history career to be accepted and part of their lives.&lt;br /&gt;&lt;br /&gt;BELIEVE ME IF YOU ARE IN THE AREA DON’T MISS THIS EVENT.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/SnUI5zBlqDI/AAAAAAAABrY/w502QefvkHo/s1600-h/IMG_4041.JPG"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/SnUI5zBlqDI/AAAAAAAABrY/w502QefvkHo/s400/IMG_4041.JPG" border="0" alt=""id="BLOGGER_PHOTO_ID_5365204320124250162" /&gt;&lt;/a&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-8853204253745076279?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/8853204253745076279/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=8853204253745076279' title='0 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/8853204253745076279'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/8853204253745076279'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2009/08/25th-annual-independant-coal-miners.html' title='25TH ANNUAL INDEPENDENT COAL MINERS PICNIC..DAVID A. LUCAS'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://1.bp.blogspot.com/_4P0mnCI9c8M/SnUH7ZQcrfI/AAAAAAAABrQ/lGXHmiRL-uk/s72-c/IMG_4042.jpg' height='72' width='72'/><thr:total>0</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-5390892443572451221</id><published>2009-07-28T19:57:00.002-04:00</published><updated>2009-07-28T20:01:35.995-04:00</updated><title type='text'>WHEN COAL WAS QUEEN BY JAY LUKE</title><content type='html'>&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sm-QvjEBDiI/AAAAAAAABn4/rEy8ZFmqU2g/s1600-h/queen.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 307px; height: 397px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/Sm-QvjEBDiI/AAAAAAAABn4/rEy8ZFmqU2g/s400/queen.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5363664827761888802" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;   For the Coal Region History Buff a new and interesting book is out written by Mr. Jay Luke, It is entitled “When Coal Was Queen” by Tribute Books this book tells the story of Olyphant, Pennsylvania a town that was built upon the Anthracite Coal Industry in Northeastern Pennsylvania. The book is a collection of fascinating stories about the people, the various fire companies, the life and times of the people who worked in and about the mines and especially the coal miners from the area. Also included is a look at some of the  interesting and notable personages of the town of Olyphant, Pa. And what interested me is the well researched history of coal mining in the region.&lt;br /&gt;   The author Jay Luke is a musician and artist he has complied an interesting well researched history of Olyphant. Jay is a graduate of Marywood University, and works as a graphic artist. His interests in history and the arts is well represented in this great book.&lt;br /&gt;&lt;br /&gt;The book can be purchased at Amazon.Com&lt;br /&gt;When Coal Was Queen: The History of the Queen City - Olyphant, Pennsylvania (Paperback)&lt;br /&gt;by Jay Luke (Compiler), III Stephen Klem (Compiler), Steve Lichak (Compiler) &lt;br /&gt; &lt;br /&gt;________________________________________&lt;br /&gt;List Price: $19.95 &lt;br /&gt;Price: $19.95&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-5390892443572451221?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/5390892443572451221/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=5390892443572451221' title='2 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/5390892443572451221'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/5390892443572451221'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2009/07/when-coal-was-queen-by-jay-luke.html' title='WHEN COAL WAS QUEEN BY JAY LUKE'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://1.bp.blogspot.com/_4P0mnCI9c8M/Sm-QvjEBDiI/AAAAAAAABn4/rEy8ZFmqU2g/s72-c/queen.jpg' height='72' width='72'/><thr:total>2</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-514738236598889821</id><published>2009-07-03T18:26:00.005-04:00</published><updated>2009-07-03T18:36:19.791-04:00</updated><title type='text'>LAST TRIP FROM SCHUYLKILL HAVEN ON THE SCHUYLKILL CANAL</title><content type='html'>I FOUND THIS ARTICLE TODAY WHILE RESEARCHING AT THE HISTORICAL SOCIETY OF SCHUYLKILL COUNTY.&lt;br /&gt;IT CAME FROM A MARCH 12, 1952 ISSUE OF THE POTTSVILLE REPUBLICAN.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sk6Ge1xbVwI/AAAAAAAABlQ/k9lI92rTumg/s1600-h/canal6.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sk6Ge1xbVwI/AAAAAAAABlQ/k9lI92rTumg/s400/canal6.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5354364871378687746" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sk6G6riFL4I/AAAAAAAABlg/7f1EKF0v2ss/s1600-h/CANAL.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 291px; height: 400px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/Sk6G6riFL4I/AAAAAAAABlg/7f1EKF0v2ss/s400/CANAL.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5354365349666303874" /&gt;&lt;/a&gt;&lt;br /&gt;TAG STORY TO ENLARGE&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sk6GnWU5kGI/AAAAAAAABlY/EbmvqknK0KE/s1600-h/canal2.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 150px; height: 86px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/Sk6GnWU5kGI/AAAAAAAABlY/EbmvqknK0KE/s400/canal2.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5354365017556357218" /&gt;&lt;/a&gt;&lt;div class="blogger-post-footer"&gt;&lt;img width='1' height='1' src='https://blogger.googleusercontent.com/tracker/2124614248390559032-514738236598889821?l=coalregionhistorychronicles.blogspot.com' alt='' /&gt;&lt;/div&gt;</content><link rel='replies' type='application/atom+xml' href='http://coalregionhistorychronicles.blogspot.com/feeds/514738236598889821/comments/default' title='Post Comments'/><link rel='replies' type='text/html' href='http://www.blogger.com/comment.g?blogID=2124614248390559032&amp;postID=514738236598889821' title='1 Comments'/><link rel='edit' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/514738236598889821'/><link rel='self' type='application/atom+xml' href='http://www.blogger.com/feeds/2124614248390559032/posts/default/514738236598889821'/><link rel='alternate' type='text/html' href='http://coalregionhistorychronicles.blogspot.com/2009/07/last-trip-on-schuylkill-canal.html' title='LAST TRIP FROM SCHUYLKILL HAVEN ON THE SCHUYLKILL CANAL'/><author><name>Stu Richards</name><uri>http://www.blogger.com/profile/17910562902134649779</uri><email>noreply@blogger.com</email><gd:image rel='http://schemas.google.com/g/2005#thumbnail' width='31' height='23' src='http://1.bp.blogspot.com/-HMj8Fk3th28/Tj6nuRfH2II/AAAAAAAAD-8/gWDz1PQO45s/s220/DSCF0967.jpg'/></author><media:thumbnail xmlns:media='http://search.yahoo.com/mrss/' url='http://3.bp.blogspot.com/_4P0mnCI9c8M/Sk6Ge1xbVwI/AAAAAAAABlQ/k9lI92rTumg/s72-c/canal6.jpg' height='72' width='72'/><thr:total>1</thr:total></entry><entry><id>tag:blogger.com,1999:blog-2124614248390559032.post-6911039161873875525</id><published>2009-06-16T17:56:00.015-04:00</published><updated>2010-01-06T19:30:15.626-05:00</updated><title type='text'>United Airlines Flight 624 Crash Aristes, Pa.</title><content type='html'>THE CRASH OF UNITED FLIGHT 624 ARISTES, PA.  JUNE 17, 1948 THE COAL REGIONS WORST COMMERCIAL AVIATION ACCIDENT&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/R3xZyP8y0-I/AAAAAAAAAB4/YD2OU4SV1mA/s1600-h/plane.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/R3xZyP8y0-I/AAAAAAAAAB4/YD2OU4SV1mA/s320/plane.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5151090793614857186" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;Wednesday June 17, 2009 will mark the 61 anniversary of the worst commercial aviation accident to happen in the coal region of eastern Pennsylvania. This is the story of the flight, United Airlines flight 624.&lt;br /&gt;&lt;br /&gt;My purpose in writing this story is to furnish for the record a detailed description of a fatal and tragic aircraft accident that happened here in our local area, here in the anthracite coal fields of eastern Pennsylvania, The story takes place when air travel in the United States was just passing its thirtieth year of scheduled operations. Because of the investigation of this and other airline accidents in those thirty years air travel was converted from a hazardous occupation, into a method of travel that was twice as safe as traveling via automobile.&lt;br /&gt; Any airline crash is devastating, but through each and every accident something good was salvaged and lives were eventually saved. As with the investigation and final conclusions of United Flight 624.&lt;br /&gt; This accident was important to me because it happened close to an area where I grew up. It was well known throughout the area. I knew of it while taking flying lessons 20 years after the fatal crash, when I was sixteen years old. Flying out of Joe Zerby airport in Schuylkill County. I over flew the area where it happened many times on training flights. Ironically one of my flight instructors was one of the major eye witnesses to the disaster, Mr. William Tidmore.&lt;br /&gt; It tells the story of an airliner the Douglas DC-6 an airplane that had teething troubles in the beginning but later served for over 40 years of service with the airlines of the world and the United States Air Force, flying routes extending from coast to coast, Canada, Mexico and Europe. I personally had the privilege of working on the C-118 the military version of the DC-6A as an aircraft mechanic while in the USAF. I can still smell the grease and oil that accumulates on an old aircraft like the DC-6, the look of the well worn cockpit that flew thousands of miles, a memory that will remain with me forever. The Old Work horse the DC-6 had a long career that had very few accidents related to mechanical problems.&lt;br /&gt; It is important to mention the investigators of the CAB who pieced together an extremely difficult puzzle and solved a major disaster that has saved many lives in doing so.&lt;br /&gt; The CAB men of today are called the NTSB, (National Transportation Safety Board) these men today owe all what they know to the men who spent hours combing through the devastation of an accident scene with nothing more than their knowledge of the aircraft and its systems. It is a pleasure to relate the courage, self sacrifice and unflagging devotion of the men of the CAB who have dedicated themselves to the idea that aviation can be made safe, economical and practical and a benefit for us all. I think they have surely succeeded in this program. Through their combined efforts of all segments of airline accident investigations, people have enjoyed flying safety for over 90 years.&lt;br /&gt; The airline industry today has achieved amazing goals in safety. In the present day and age airliners fly over us by the thousands, through all types of weather. Very rarely do you find an airliner go down because of a design flaw or maintenance problem. The American aviation industry can be extremely proud of these magnificent accomplishments. Credit is due to the men and women who have diligently worked in the industry especially those who worked and set the foundation of the commercial aviation industry during the early years. They have made flying the airlines a safe and efficient method of transportation.&lt;br /&gt;&lt;br /&gt;BIBLIOGRAPHY&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;1. Civil Aeronautics Board Accident Investigation Report File No. 1-0075-48&lt;br /&gt;United Airlines, Inc. Near Mt. Carmel, Pennsylvania June 17, 1948.&lt;br /&gt;2. Douglas DC-6 Operating Manual, Douglas Aircraft Company.&lt;br /&gt;3. Aviation Safety Network.&lt;br /&gt;4. Aviation Study Manual, August 1949&lt;br /&gt;5. FAA Aircraft Crashworthiness Research Program&lt;br /&gt;6. Aviation Maintenance &amp; Operations, August 1947 Airline Operations Issue.&lt;br /&gt;7. Great Air Disasters, Mallin.&lt;br /&gt;8. Pottsville Evening Republican, June 17, 18, 19, July 2,3, August 25,26,27,28,29,30 1948&lt;br /&gt;9. Pottsville Miners Journal August 28, 29, 1948&lt;br /&gt;10. DC-6 Flight Engineers Manual ASA Airlines 1950&lt;br /&gt;11. Effects of gravity, Aerospace Medicine.&lt;br /&gt;12. DC-6 A Production &amp; Pictorial History P.R. Smith&lt;br /&gt;&lt;br /&gt;INTRODUCTION&lt;br /&gt;&lt;br /&gt;Flying three miles above Phillipsburg, Pennsylvania a blue and silver Douglas DC-6 airliner was plying its way east toward La Guardia Field, New York. The sky was partly cloudy with an occasional patch of blue sky showing through. The sun had passed its zenith over twenty minutes earlier on this warm Thursday June 17, 1948.&lt;br /&gt;In command of this Douglas DC-6 was Captain George Warner Jr. a veteran pilot of United Airlines. Warner was in command of United Airlines Flight 624 on the last leg of its San Diego to New York run. With Captain Warner in charge, flight 624 departed Chicago Municipal Airport at 10:44 EST.&lt;br /&gt;At 12:23 EST Captain Warner radioed his company dispatcher in New York that he just passed Phillipsburg radio range proceeding on course at 17,000 feet. Four minutes later at 12:27 EST Flight 624 was contacted by New York and was given a clearance to descend at their discretion to an altitude between 13,000 and 11,000 feet. The crew acknowledged the clearance and began the gradual descent.&lt;br /&gt;Flying at 9,000 feet and slightly behind the big DC-6 was United Airlines Flight 132, a twin engine Douglas DC-3 mainliner bound for Philadelphia. In command of Flight 132 was Captain Earl Bach. At 12:31EST Captain Bach was alerted by the excited voice of Captain Warner on the radio calling “New York, New York, this is an emergency descent.” Captain Bach stated” I could tell by the pilot’s voice that they were in bad trouble” he later stated.&lt;br /&gt;For the next ten minutes terror and horror descended upon the quiet Pennsylvania country side near the little coal town of Wilburton, Pennsylvania. The big DC-6 flying at over 250 mph roared less than 50 feet above the forested hills and coal fields rapidly descending. The aircraft was heading directly toward a large coal breaker when at the last moment it began a climbing right turn so close to the ground that the right wing tip came in contact with the 66,000 volt transformer wires feeding the Mid Valley colliery. A terrific explosion ensued and the aircraft completely disintegrated into a massive ball of fire, destruction and death instantly killing 43 people.&lt;br /&gt;This is the story of that tragic aviation accident that happened 60 years ago on June 17, 1948 in the coal fields of Eastern Pennsylvania.&lt;br /&gt;This Is An Emergency Descent is the story of a major aviation accident, during the period when large transport aircraft were becoming the mainstay of an ever growing airline industry. A time when flying the big four engine airliners like the Douglas DC-6 was luxurious and filled with glamour.&lt;br /&gt;As with any aviation accident the loss of life is tragic but the lessons learned from the tragedy have helped to save many more lives and has made the aviation industry much safer.&lt;br /&gt;It is also a story about the tireless efforts of CAB (Civil Aeronautics Board) government investigators who tirelessly worked at the crash site among all the carnage, stench and gore of dismembered and burnt human beings. The many hours doing the dangerous work of sifting through a bio hazard and all that was left of a once beautiful airliner that now consists of nothing more than a few large parts of the engines a few propeller blades and jagged pieces of the fuselage. It attests to the methods that these men used in trying to find the cause of an accident when they didn’t have the use of computer generated profiles of the flight, or without the use of flight recorders and voice recorders, relying upon eyewitness reports which all tell a different story. It is about their infinite knowledge of aircraft, aircraft systems and the aviation industry of the time. This Is An Emergency Descent also tells the story of the newspaper reporters from the local newspapers who went to the scene of the accident and reported what they witnessed, amidst the death and the destruction. These reporters were able to bring an accurate report to their readers while trying to hold back their emotions. It is a tribute to their abilities as a reporter to accurately report a tragedy filled with the carnage and horror of a major aviation accident. Pottsville Daily Republican reporter Ken Brennan was one of the first reporters on the scene and wrote an emotion filled report of what he just witnessed. Brennan stated in one of his stories” This is not pleasant reading. It is a story, indelibly impressed in our minds for a lifetime of destruction and death, written while the stench of burning flesh still lingers hauntingly in our nostrils, it is a story of unbelievable destruction, of wreckage littered as far as the eye could see, of charred and battered and desecrated corpses. It is a story that you like us, will want to forget, rather than remember.”&lt;br /&gt;In writing this story the author J Stuart Richards based the story on the official accident investigation report from the Civil Aeronautics Board ( CAB ), supplemented by extensive historical research on the accident. Eyewitness accounts used in the government hearings during the investigation and reported by the Pottsville Republican and the Pottsville Miners Journal are shown. Reporters such as the Pottsville Republican’s Ken Brennan, Williard Schradely and Harry Hoffman III’s reports are used. The author also utilized his knowledge of aviation and the early days of airline flying, researched through the articles and books of the time period written about the subject.&lt;br /&gt;The author is an experienced aircraft mechanic and has used his experience of many years in the field while working on different aircraft. While in the United States Air Force the author worked on the C-118 the military version of the famed DC-6 and has used his knowledge of the systems on this aircraft to give the important technical data needed to understand the accident. The author also worked as a civilian aviation technician for the U.S. Government and has an extensive knowledge of the air traffic system from experience gained while working as an Air Traffic Controller in the Pennsylvania Army National Guard.&lt;br /&gt;The author has weaved an interesting story into the tragedy of this accident. Using prime sources. The author will take the reader on a trip on a Douglas DC-6 airliner. The reader will understand how United Airlines and its pilots operated the DC-6, how they worked with the air traffic system. He takes the reader into the cockpit of the ill fated airliner on last leg of the flight providing the reader with operating procedures for a DC-6 flying the Chicago to New York route in 1948. He relates the actual procedures used during an in flight emergency such as the type which plagued United Flight 624.&lt;br /&gt;This is an Emergency Descent is an interesting story, I have spent many hours researching this tragic accident. It is meticulously researched narrative that puts the reader into the cockpit of the ill fated airliner 60 years ago.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/SjgZcNqBDCI/AAAAAAAABjY/RecNZQ3_0r0/s1600-h/6f71_1.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 317px; height: 400px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/SjgZcNqBDCI/AAAAAAAABjY/RecNZQ3_0r0/s400/6f71_1.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5348052529995385890" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;FLIGHT 624 SAN DIEGO TO CHICAGO LEG&lt;br /&gt;&lt;br /&gt;United Flight 624 originated in San Diego on the evening of June 16, 1948. Flight 624 was a new flight being scheduled by United Airlines it was in operation less than a week. Scheduled to leave San Diego at 21:05 PST the aircraft flew the short distance to Los Angeles and arrived 50 minutes later and blocked in about 22:00 PST. In command of this flight was veteran United Airlines pilot Captain John Roberts.&lt;br /&gt;Upon arrival in Los Angeles Captain Roberts checked into United operations and was assigned a different aircraft for leg two of his flight to Chicago. Roberts was assigned the DC-6 Mainliner “Utah” she had arrived in Los Angles from a flight from Seattle on June 16, 1948 and was thoroughly serviced and readied for the flight to Chicago. This aircraft was originally scheduled to leave on a San Diego run but was withdrawn when the number 2 engine developed a hydraulic lock. A hydraulic lock after shutdown was a common occurrence with large reciprocating engines like the R-2800. When the engine went into a hydraulic lock, oil would seep by the piston rings and collect in the bottom row of cylinders causing the engine if started to back feed and lock up the cylinder which could damage the rods and the piston. This problem is easily remedied by having one of the mechanics pull each prop through several times before starting the engines in doing this it prevented any damage to the engine..&lt;br /&gt;After the plane was worked on by the United mechanics and the condition was corrected dispatch reassigned her as United Flight 624 Mainliner service for Chicago.&lt;br /&gt;Mainliner “Utah” tail number NC-37506 was a Douglas DC-6 model 477-B airliner constructed by the Douglas Aircraft Corp. at Santa Monica, California. She was the 12th DC-6 constructed in 1947. This model was equipped with Pratt &amp;amp; Whitney R-2800 engines and Hamilton Standard 4360-3 propellers. At the time of the accident this aircraft had been operated a total of 1,245 hours, of which 550 were since the last overhaul, 87 since the last number 3 check and 26 since the last number 2 check. Engines Nos. 1, 2, and 3 had been operated 550 hours since overhaul, and engine number 4, 187 hours since overhaul. Propeller No.1 had been operated 320 hours since last overhaul No. 2, 118 hours, No. 3 and No. 4, 467 hours. This particular aircraft had an empty weight of 52, 740 lbs. had a maximum takeoff weight of 81, 240 lbs. She could accommodate 52 passengers for daytime service or 24 sleeper-type passengers for nighttime operations and usually flew with a crew of four. She stood 29’1” High, a wing span of 117”6” and a length of 100’7”. The aircraft was delivered to United Airline on March 25, 1947 with the United Airlines aircraft fleet number of 5206, and she went into service flying United’s routes on April 23, 1947.&lt;br /&gt;As far as airliners go the DC-6 was a relatively new aircraft in 1948. Douglas Company billed the new DC-6 in the August 1947 Aviation Maintenance and Operations magazine as the “The Great New Douglas DC-6….The Most Flight –Tested Airliner Now Flying”. Today the DC-6 is setting new standards the world over-for speed, for comfort, for dependability. Its outstanding performance is a tribute to the people of Douglas and of the airlines who created this superb airplane. And the airlines and people who flew them enjoyed them immensely especially for the comfort and their speed.&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SjgblXAXKjI/AAAAAAAABjo/H-i0DGymVag/s1600-h/dc-6.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 254px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SjgblXAXKjI/AAAAAAAABjo/H-i0DGymVag/s400/dc-6.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5348054886147107378" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;The DC-6 had some teething problems early in its life. On October 24, 1947 United Airlines flight 608 departed Los Angles on a non stop flight to Chicago. The aircraft climbed to 19, 000 feet for its cruise. Almost two hours into the flight the crew reported a fire had been detected in the baggage hold which the crew was unable to extinguish. Shortly after reporting the fire the crew indicated it was going to try and land at the “best place available”. The flight requested an emergency clearance into Bryce Canyon, Utah airport which was granted. As the plane made its emergency decent pieces of the plane were falling off. Just a minute or two before touchdown the fire burned through the fuselage causing the tail to separate from the aircraft. And consequently the aircraft crashed into National Park Service land killing all 52 occupants. Also an American Airlines DC-6 had an in flight fire suffering no fatalities, in consequence to these two mishaps the CAB ordered the grounding of all DC-6’s serving the airlines. After the investigation was completed the probable cause was given for the United flight 608. It was determined that the aircraft crashed because of a design flaw. A flaw that a heater intake scoop was to close to one of the fuel tank air vents which allowed vented fuel to be drawn into a heater air intake scoop during the transferring of fuel for weight and balance requirements, causing the fuel to be ignited. All the DC-6 aircraft in use were withdrawn from service in November of 1947 for extensive modifications to the heater and fuel systems and also to there fire extinguishing system. The modifications for the fire extinguishing system required the Douglas Company to change the extinguishing agents to be either methyl bromide, carbon dioxide, or any other agent which has been demonstrated to provide equivalent extinguishing action. A very important note was included in this directive. If methyl bromide or any toxic extinguishing agent is employed, provisions shall be made to prevent the entrance of harmful concentrations of fluid or fluid vapors into any personnel compartments either due to leakage during normal operations of the airplane or as a result of discharging the fire extinguisher on the ground or in flight when a defect exists in the extinguisher system.&lt;br /&gt;The second part of this directive will become very important to the operation of all United DC-6’s. If carbon dioxide is used it shall not be possible to discharge sufficient gas into the personnel compartments to constitute a hazard from the standpoint of suffocation of the occupants.&lt;br /&gt;After four months of grounding the aircraft Douglas Aircraft Company made modifications to the aircraft at the cost of over $3,000,000, quite costly for the time. And it also caused the airlines using the DC-6 such as United and American and estimated $12,000,000 in maintenance costs. By mid March all modifications were completed on all the DC-6’s that were flying for United and shortly there after they were all back flying the line.&lt;br /&gt;During the period when the DC-6’s were grounded United picked up a route being sold by Western Airlines, the lucrative New York –Chicago- Los Angeles route. United inaugurated this service on July 17, 1948.&lt;br /&gt;Flight dispatch is a busy place especially for a large carrier like United Airlines. Each of the airlines dispatch centers is under the control of a chief dispatcher, usually a former line pilot who knows the operations of the airline and its aircraft inside and out. In 1948 a Flight Dispatcher was required to hold a valid Dispatcher Certificate. Before clearing a flight the dispatcher must have been on duty at the station long enough to bring himself up-to-date on operations and weather conditions.&lt;br /&gt;Having cleared a flight, like that of flight 624 the dispatcher is required to remain on duty until the aircraft lands within his area or another dispatcher who has been on duty long enough to become familiar with the existing conditions for the particular flight.&lt;br /&gt;Captain Roberts and his First Officer checked the weather and the proper loading for their flight to Chicago. The captain and the dispatcher were in complete agreement that the flight could proceed safely, they both sign the flight and at this time the flight plan is filed.&lt;br /&gt;Outside the ground maintenance crew was busy getting the aircraft ready for its flight to Chicago, they were finishing up on their general service turnaround inspections and any minor maintenance complaints listed in the log book were repaired. The baggage handlers were putting the last of the baggage into the holds, stewardesses were finishing up any grooming of the cabin along with the fleet service personnel, getting everything in order for the long 6 hour night flight to Chicago.&lt;br /&gt;About 20 minutes before engine start the passengers file out to the aircraft parked in the warm glow of ground lights, the deluxe aero ramp passenger loading stairs are pushed up against the main entrance to the aircraft behind the wing on the left rear of the fuselage. The passengers slowly file into the aircraft.&lt;br /&gt;United Airlines began flying this particular route with other aircraft such as the un-pressurized DC-4 in December of 1945 and introduced the DC-6 on the route in May of 1947.&lt;br /&gt;Once Captain Roberts received his clearance he taxied the aircraft to Los Angles active runway and shortly after 23:00 PST he rotated the heavy DC-6 off the runway. Climbing up through the smog and haze of Los Angles the aircraft flew a westerly heading out over the Pacific Ocean. During its climb the flight was turned to the Northeast where it will report passing radio ranges at Fontana, Dagget, Silver Lake, California, Las Vegas Nevada, St. George Utah, Bryce Canyon, then out of controlled airspace and on to Denver, Colorado and a few more ranges and into the Chicago area of control.&lt;br /&gt;The distance from Los Angles to Chicago is slightly over 1560 miles. After settling into the cruise the crew put the aircraft on auto pilot. They made their normal reports over each reporting point. The DC-6 flew on at a ground speed of 245 mph, at this speed the aircraft is scheduled to arrive in the Chicago area around 07:15 Central Standard time.&lt;br /&gt;While on the approach to Chicago the flight is given its clearance to land. Captain Roberts brings the DC-6 down the glide path and easily lands the aircraft. After contacting Ground Control the Captain taxis the aircraft to the terminal located on the east end of the Chicago Municipal Airport.&lt;br /&gt;Captain Roberts and his F/O execute their after landing checklist while taxing in. The Captain calls out “Cowl Flaps” , F/O responds “Open”, “Pitot Heat”, “Off” etc. The flight is cleared to shut down its engines and the flight plan is officially closed showing an arrival time in Chicago as 07:22 CST.&lt;br /&gt;While parked at the gate the Captain lets the engines idle until the cylinder head temperatures drop to a safe level. While still idling he commands “mixture idle cutoff”, “Parking brake on”, “ignition switches off”, “radio’s off” and finally “Battery transfer switch to ground”. The aircraft is then shut down.&lt;br /&gt;After the engines shutdown the passengers begin deplaning. The Captain usually stands by the door of the cockpit and bids the departing passengers good by which is standard airline procedures for the time period. In the meantime the Chicago ground maintenance crew starts their turnaround service inspections and baggage crews take off the passengers bags routed to Chicago and also load all the bags and cargo destined for New York..&lt;br /&gt;Captain Roberts and his crew depart the aircraft and walk to flight operations. On entering flight operations the crew will sign their flight reports for the flight concerning the date of the flight, ramp arrival time, and any complaints they may have concerning the aircraft. This information is recorded by the dispatchers and any pertinent info will be forwarded to the departing crew for the next leg of the flight.&lt;br /&gt;According to testimony given to the Civil Aeronautics Board (CAB) investigating the accident. Captain John Roberts stated that he commanded the flight leg from Los Angles to Chicago and that this aircraft number 5206 had some minor mechanical repairs made at Los Angeles, and on the flight to Chicago there were no indications that any mechanical problems existed.&lt;br /&gt;&lt;br /&gt;FLIGHT 624 CHICAGO MUNICIPAL AIRPORT&lt;br /&gt;&lt;br /&gt;While United 624 was plying its way toward Chicago Captain George Warner Jr. and First Officer Richard C. Schember arrived in United operations about one hour prior to their departure time for New York. United flight regulations required all crews to arrive in dispatch at least one hour prior to departure if for some reason he was late the crew scheduler who monitored the flight crews would be required to find an alternate pilot or remove another pilot from a later flight. Both pilots and their cabin crew arrived on time at Chicago Municipal Airport. After checking in Captain Warner immediately signed in for the flight and checked his personnel mail box for any company mail, CAA procedures and updates that would affect the flight.&lt;br /&gt;Chicago Municipal Airport was originally built in 1923 and was called the Chicago Air Park. By 1928 it had completed its first full year of operations. In 1932 the Airport earned the title of the worlds “Busiest Airport” and held that title until 1962. In 1948 Chicago Municipal was the main airport for airline operations arriving and departing at Chicago. The airport handled over 25% of the nations passengers during the year. United flight 624 began its fatal flight at Municipal. Today old Municipal airport is called Chicago Midway and still handles airline traffic.&lt;br /&gt;The Chicago weather on June 17, 1948 was pleasant with light clouds and light winds, with a westerly breeze coming off of Lake Michigan. A typical June day in Chicago. For ease of understanding all times for the final flight will be referenced to Eastern Standard Time, as was recorded in the CAB Accident Investigation.&lt;br /&gt;Captain George Warner Jr. was 35 years old. He held a valid Air Transport Pilot Rating, the top rating that was required for airline captains. Warner was a veteran pilot and on this date had logged approximately 7,310 flying hours. Captain Warner had completed a company course in the operation of the DC-6 on May 28, 1948 and had accumulated approximately 30 hours on United DC-6 airliners. Captain Warner was described by his fellow pilots and company officials as “A most able individual, quite capable of coping with any emergency situation involving the DC-6. The United medical personnel stated he was in excellent shape and had passed all his routine fitness examinations. Captain Warner was the type of pilot anyone would want to be in command of their flight.&lt;br /&gt;Flying with Captain Warner was his First Officer Richard C. Schember, 26 years old and in his own a right a very experienced and excellent pilot. He also held a valid Air Transport Pilot Rating. F/O Schember had logged 3,289 flight hours. Schember completed a DC-6 course on June 12, 1947 and was given a refresher course on March 14, 1948, following modification of the aircraft after the fleet was grounded by the CAA. This training included a study of the procedures for operating the fire extinguishing system as printed in the United Airlines Operation Manual. Schember had at the time 129 hours on the DC-6, about 99 more than his Captain. Both pilots were very highly qualified aviators. At this time it was company policy to put higher time first officers with newly assigned Captains on the DC-6 to even out the balance of experience.&lt;br /&gt;In 1948 each Captain flying for United Airlines was required to hold a valid Air Transport Pilot Rating and be properly rated on the aircraft he was flying on the line in this case the Douglas DC-6. Federal regulations required the Captain to be able to demonstrate to any CAA flight inspector or United company check pilot his ability to maneuver over the specific route being flown. He was required to fly both visually and on instruments.&lt;br /&gt;While the Captain and First Officer were busy in flight operations the United Airlines mechanics were busy turning around the flight. They performed the normal station inspection on arrival. The ground crews installed the tail post at the rear of the aircraft helping stabilize the aircraft in case it became tail heavy and could easily tip down by the tail, a very embarrassing situation for any crew. Ground crews also installed the safety gear pins in the landing gear struts. After the props had stopped turning the crew moved in the electric battery cart to supply ground power to the aircraft and also rolled up to the right rear door the passenger loading ramp.&lt;br /&gt;Supervising the turnaround of aircraft 5206 was United Airlines line mechanic Edward Ball. Mr. Ball was in charge of all the mechanics that were working on the aircraft. Ball would later testify to the fact that minor repair work made at Chicago on the DC-6 was adequate. Also Mr. Robert D Nagle, CAA Air Carrier Agent, also stated that the minor repairs made at Chicago were adequate. Back in Los Angles the log book showed that 5206 was repaired for a No. 2 engine hydraulic lock. The problem was remedied and the plane was dispatched on the non stop flight to Chicago en-route to New York’s, LaGuardia Field.&lt;br /&gt;Edward Ball the line chief for this flight was required to check any pilot complaints which affect the airworthiness of the airplane, he was required to sign off work orders required for the safe operation of the flight. Other mechanics were working around the aircraft getting it ready for departure; one will check the fuel quantity with a dip stick into the fuel tank on top of the wings, also check the oil in each tank, hydraulic fluid in the main and auxiliary tanks to make certain they are adequately filled. The mechanics will also perform a thorough walk around of the aircraft checking each engine, all the flight controls such as flaps, ailerons, rudder and elevator. The landing gear is checked for any wear or for any visual problems. The wings are checked for any fuel leaks the flaps are checked for any hydraulic fluid leaking. A mechanic will check each air scoop on the big R-2800 engines.&lt;br /&gt;Back in flight operations incoming Captain John Roberts filled out his maintenance report. The report is given to the dispatcher who in turn will turn it over to the out going Captain, Captain George Warner.&lt;br /&gt;While in crew scheduling Captain Warner meets his cabin crew, led by Stewardess Lorena R. Berg, 28 years old from Woodstock, Ill. And Nancy L. Brown, 24 years old from Fort Myers, Florida. The two stewardesses are an essential part of the flight crew. After flying many hours in the air and knowing what rough weather can do to a flight, stewardess Berg will ask the captain if any bad weather is expected along the route. This information is needed so that the stewardesses can plan their food and drink service.&lt;br /&gt;Lorena Berg and Nancy Brown were working in a time when being a stewardess required you to be a young unmarried attractive woman, who’s main job was to represent United Airlines and provide comfort and safety to the passengers. The stewardesses were well trained in their occupation. They helped a fearful passenger to be calm, they looked great, they served food and drinks while being very poised and charming, they lit cigarettes for those who smoked, but the most important aspect of their job is they knew all the safety procedures to help passengers safely prepare for any type of emergency they may encounter in flight or on the ground. They were trained specifically on the type aircraft they were to serve on, in this case the big Douglas DC-6.&lt;br /&gt;There job required the women to adhere to all the rules and regulations set up by United Airlines, after all United was the first airline to higher stewardesses in 1930 and wrote the book on what was expected of the them.&lt;br /&gt;After a quick briefing with his crew the Captain and First Officer begin to check the flight weather reports posted along the wall. The reports are hanging on clip boards and organized by the different sections along the routes flown. Today Captain Warner is checking all the sectors on civil airway route Green No.2. There is also row upon row of terminal and area forecasts for all the cities that United serves. Also hanging close by were the charts containing winds aloft, storm warnings and any pertinent weather information needed by the flight crews and dispatchers.&lt;br /&gt;The two stewardesses Berg and Brown picked up their passenger manifest and walk to the assigned gate were the aircraft is parked. Once aboard the aircraft the stewardesses prepare for the boarding of the passengers.&lt;br /&gt;As was the tradition in airline flying at the time the Captain had his First Officer prepare a detailed flight plan. The Captain has already discussed with the dispatchers any incoming problems with the aircraft. He will also be briefed by the dispatcher for any problems that might be encountered along the route.&lt;br /&gt;Before the flight can be cleared the dispatcher and captain must be in complete agreement that it can proceed safely and in accordance with all company and CAA requirements. Dispatchers issue only two types of clearances: Contact Flight Rules (CFR), which authorizes operation only in accordance with CAA contact Flight rules at or above minimum CFR altitude. Also Instrument On-top (INSTOP) this type of clearance authorizes either CFR or on top operation at or above minimum CFR altitude and below minimum instrument altitude.&lt;br /&gt;For flight 624 a CFR flight plan that called for the aircraft to climb to 17,000 feet on the Green Two airway. The flights heading would be on varying south easterly heading at first thence to an slightly easterly heading of 100 degrees to 109degrees from Chicago to Goshen In, Toledo, Oh, Cleveland, Oh. Youngstown, Oh., Philipsburg, Pa., Allentown, Pa., and onto LaGuardia, New York.&lt;br /&gt;In this day an age of Air traffic Control the airways flown were named Green, Red, Amber and Blue. When flying on an easterly heading the airways were listed as Green and the route was flown at odd altitudes, flying west bound the flight flew along a Red airway and the aircraft flew at even altitudes. When heading north or south the route flown was assigned the Amber or Blue airways, heading south the aircraft flew at even altitudes and heading north it was flown at odd levels. An airplane on a green airway has traffic priority over any aircraft on an amber or red airway. An aircraft flying along an amber airway has priority over an airplane on a red or blue airway. Over 320 radio range beacons or stations are located along the airways at intervals of approximately 100 to 200 miles. (see chart)&lt;br /&gt;The entire flight was in the control of CAA (Civil Aeronautics Administration) Air traffic Control, who remained in constant touch with United Airlines dispatchers to check, direct, and guide all the airlines traffic. At different dispatch offices United Airlines air traffic personnel posted the location of every plane on flight progress strips. The strips included the number of the flight, the route flown, the current altitude, estimates to other checkpoints and the current air speed being flown. The strips are available for visual inspection by any of the dispatchers working that particular sector. The United Airline communications operators were in contact with all the flights, other dispatch centers, airline stations and weather bureaus locations. While working the flights the CAA government controllers received all the needed information via the airline radio operators. At this time ATC did not communicate directly with the aircraft. Through airway communications run by the airlines and airport towers all communications was relayed to the appropriate center by way of teletype and radio.&lt;br /&gt;Amazingly at this time the safe flow of scheduled flights flying in the United States was done with out the aid of radar. This method was the very beginning of controlled flight in the United States, quite different than today’s highly sophisticated computer controlled air traffic control system in use. In 1948 the civil airways in use had 35,561 miles of controlled airways within the border of the United States. The movement of large numbers of aircraft in 1948 depended upon an adequate system of air traffic control The Air Traffic Control Center had complete jurisdiction over the traffic flowing along its designated area of control.&lt;br /&gt;Flight 624’s flight plan called for the crew to report over compulsory reporting points at:&lt;br /&gt;Lansing Intersection on a Heading of 143 deg.&lt;br /&gt;Goshen Radio Range on a Heading of 090 deg.&lt;br /&gt;Toledo Radio Range on a Heading of 097 deg.&lt;br /&gt;Cleveland Radio Range on a Heading of 101deg.&lt;br /&gt;Youngstown radio Range on a Heading of 110deg.&lt;br /&gt;Phillipsburg Radio Range on a Heading of 104 deg.&lt;br /&gt;Allentown Radio Range on a Heading of 110 deg.&lt;br /&gt;And into the control of LaGuardia Field.&lt;br /&gt;If it would have proceeded in the normal manner Flight 624 would have passed over the Allentown Radio Range and be cleared to proceed via the S.E. leg of the Allentown range and fly over Metuchen Fan Marker and thence to the Keyport Intersection. Then via the S.W. leg of the LaGuardia Radio Range and cleared to Coney Island intersection descending toward the Flatbush holding pattern. This route was the common approach into La Guardia radio range and on into the appropriate runway at LaGuardia Field during 1948.&lt;br /&gt;At each of these compulsory reporting points the crew would contact the United Airlines radio operators assigned for the section they were flying in. Today’s flight takes the aircraft through jurisdiction of the Chicago Dispatch and New York Dispatch. At each point the crew reported the time of passage of the range, the altitude of the flight, the type of flight. Flight 624 was in the control of Chicago Dispatch until passing the Cleveland Radio Range and then changed over to the New York Dispatch office. All communications were relayed to the CAA ATCC. (Air Traffic Control Center).&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SjgYdLJ8mNI/AAAAAAAABjI/wCF0dv_R4jk/s1600-h/45a2_1.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 308px; height: 400px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SjgYdLJ8mNI/AAAAAAAABjI/wCF0dv_R4jk/s400/45a2_1.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5348051446992246994" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;After the flight plan was completed by the First Officer he hands it to the Captain for his final approval. The Captain checks it and then signs it. The dispatcher will file the flight plan with all appropriate agencies who had control of the flight. The crew is then given all the pertinent clearance forms such as the weight and balance sheets a copy of the CAA flight plan and all the appropriate weather reports. They get the aircraft number of the assigned ship, today’s flight is assigned to DC-6 Mainliner “Utah”, United fleet number 5206.&lt;br /&gt;The load for Flight 624 is handed to the Captain who checks over all the figures making sure everything is in proper order. The load looks like this:&lt;br /&gt;39 passengers @ 170 lbs………………… 6,630 lbs.&lt;br /&gt;4 crew @ 170 lbs. ………………………… 680 lbs.&lt;br /&gt;Cargo @...................................................... 2,568 lbs.&lt;br /&gt;Fuel @ 1800 gal @ 6 lbs per gallon …… 10,800 lbs.&lt;br /&gt;&lt;br /&gt;Total Load ……………………………… 20,678 lbs.&lt;br /&gt;&lt;br /&gt;Ship 5206 weighed empty @…………… 52,740 lbs&lt;br /&gt;&lt;br /&gt;Total Ramp Weight @Take off weight… 73,078 lbs.&lt;br /&gt;&lt;br /&gt;With the load sheet in hand the Captain notes that the aircraft is 8,162 pounds below its maximum takeoff weight of 81,240 pounds. Well within the required specifications for a safe take off.&lt;br /&gt;Walking out to the aircraft the Captain and F/O check the activity going on around the aircraft. Captain Warner climbs the flight stairs placed at the left rear of the aircraft. At the top he greets the stewardess at the door and enters the cabin. He walks forward inspecting the cleanliness of the cabin, past the empty seats checking them for any defect and looks to see if their seat belts are neatly crossed an accessible to the passengers, white cotton head rest cloths on each of the seats are checked for their cleanliness. Opening the cockpit door the captain enters the cramped confines of the flight deck.&lt;br /&gt;On the right front side directly behind the cockpit the service door is still open and fleet service personnel are loading the last of the beverages and snacks needed for the flight. Removing his coat and hat he hangs them on the hook to the right rear of the cockpit. Company policy allows the flight crew to remove their dress coats and hats while flying. Moving along the narrow space between the center console and his seat he sits down in the left hand seat and prepares all his charts and forms. Captain Warner places his large black flight bag on the floor of the cockpit beside his seat within easy reach to access all his required manuals and charts. In his flight bag are flight data charts especially prepared for them by the airline to aid in instrument flying and measuring distances, courses and bearings, company operations manuals, flashlight and a circular flight computer. At this time he removes from his bag all the appropriate charts needed for the navigation of the flight.&lt;br /&gt;Out side on the ramp F/O Schember is performing his walk around inspection, checking the aircraft from tail to nose wing tip to wing tip looking for any visible problems. He especially inspects each of the four R-2800 engines for any signs of leaks or problems. After completing his pre flight he climbs the stairs and enters the flight deck taking his seat on the right side of the console. Immediately upon settling in the crew, locate the airplanes log and read all the information in the special equipment list. They make certain they are familiar with all special equipment.&lt;br /&gt;The Captain reads the pilots maintenance form, written by previous crews who flew the aircraft. This contains a complete record of the plane’s operations for the last few days. If the captain desires to check further, he will find in an envelope in the back of the log book which includes the daily records of all operations covering the past thirty days. On the back of these is recorded all the work that has been performed by maintenance crews. The Captain studies the book and reads about the work done at Los Angele’s and in Chicago and is satisfied that all problems were corrected.&lt;br /&gt;When the Captain is satisfied that ship 5206 is airworthy, he then proceeds with the standard cockpit check. This is to insure that instrument readings are proper and as desired and that every control, switch, knob or button is accurately set. The First Officer reads the airplane’s check list aloud. (See Appendix for all Checklists) As he calls off each item the Captain describes the position or condition of each switch and knob setting. This same procedure is followed in executing all the required cockpit check lists from before take off to after landing.&lt;br /&gt;After all standard checklists are completed the Captain calls for the before starting engines checklist. The checklist will embrace the instruments and controls located on the flight compartment, main panel switches, forward section CO2 panel, heater control panel upper instrument panel, cabin super charger panel etc. After completing these checks the Captain next tests the aircrafts radio receivers and transmitters by communicating with the Chicago Control Tower. The DC-6 was equipped with both HF and VHF radios.&lt;br /&gt;Inside the main cabin the gate agent who is still onboard bids the stewardesses goodbye, leaves the aircraft and closes the main door. All ramps and equipment are removed form the area of the aircraft and away from the engines. The gate agent walks toward the left front of the aircraft and waits for Captain Warner’s signal that he is going to start the engines.&lt;br /&gt;When the legality of the flight and its departure have been confirmed and cleared by the CAA tower operator, the Captain is ready to start the engines. Looking out his left side window the Captain looks for the fire guard holding the large ground fire extinguisher and makes sure he is in place and that the propeller is clear. He checks with the F/O to make sure that the fire guard posted on his side is in position. While setting up all switches the Captain waits for the ground agents signal that the area is clear and it is safe to start.&lt;br /&gt;Common to all large four engine transports the Captain starts the engines in the following sequence. First number 3 which is the inside engine on the right wing; number 4 the outside engine on the right wing; number 2 the inside engine on the left wing; and last number 1 the outside engine on the left wing. Engine number 3 is started first because it provides the primary source of power for the airplanes hydraulic system.&lt;br /&gt;Although he is responsible for starting all the engines the Captain observes and checks visually only the engines located on the left side of the aircraft. The First Officer observes and checks all the engines on the right side of the aircraft. This is so that each crew member will have a complete view of conditions outside the cockpit and be sure that all safety precautions have been complied with. In starting the engines the Captain and First Officer execute the Starting engines cockpit check list. (See Appendix)&lt;br /&gt;For clarity the author has utilized the first person in the different inter cockpit and ATC conversations, to add personality to the story. There is no way of knowing what Captain Warner said to F/O Schember because there were no cockpit voice recorders installed at this time period but operations within an aircraft follow strict guide lines of professional procedures and the procedures utilized in this story are accurate and authentic to the tie period.&lt;br /&gt;Around 10:25 EST twenty minutes before departure the First Officer checked the conditions on the ramp seeing everything was ready for a safe start, he acknowledges the proper signal from the ground agent. Turning to his left he informs the captain that engine number 3 is clear. The Captain reaches above his head to the main overhead panel and turns over the engine by operating the “start” and “safety” switches and the “boost” switches simultaneously. After the engine begins turning over he primes it as required. As the prop rotates a few times and fires he moves the mixture control for number three to “auto rich” the mixture control levers are located on the lower left side of the center control pedestal.&lt;br /&gt;After starting the number 3 engine the Captain checks the hydraulic system pressure to see that it is registering between 2600 and 3050 pounds per square inch. Going through the same sequence for the remaining three engines the Captain idles them at 1000 rpm until the temperatures for oil and cabin superchargers (engines number 1 and 4) reach 40 degrees centigrade.&lt;br /&gt;As can be seen the method of starting a reciprocating engine aircraft of this type required thorough crew coordination. At the time of this flight United Airlines operated all their DC-6 flights with just two pilots. 37 days after this accident on July 25, 1948 United Airlines announced that a third crew member will be put on all DC-6 aircraft operated by the company. The press wondered whether this was an outgrowth of the crash of flight 624 and its move toward improved greater safety. The addition of the third crew member being called a flight engineer would help immensely in times of an emergency. On December 1, 1948 the CAB ordered all airlines flying heavy four engined aircraft to have a flight engineer on onboard. No matter how it was viewed adding the flight engineer to the air crew was a move toward better safety in the air. One can only wonder if the addition of this third crew member would have made a significant impact on the this particular tragedy.&lt;br /&gt;With all the engines running and everything checked out the flight is ready to depart from ramp. First, however the Captain and F/O must execute their prior to taxi checklist. Having completed this part of the operation the Captain looks to the ground crewman for the signal that they are clear of all obstacles. The First Officer looks out his side window checking to make sure that the tail post and the locks have all been removed. First Officer Schember checks the door warning light and makes sure it is extinguished. He picks up his microphone and calls the tower to obtain the clearance to taxi… The conversation although unknown because of no voice recorders would sound similar to this “Chicago tower, United 624 ready to taxi.” The tower replies, “United 624 taxi to runway one three”. After the clearance F/O Schember would turn to the Captain and say “Take it away.” Captain Warner then releases the brakes and taxis the aircraft to the engine run up position off the end of the active runway.&lt;br /&gt;After reaching the run-up area the Captain turns the aircraft into the wind and runs the engines up to 1500 rpm and individually checks each engine. (see checklist) Inside the cabin the stewardess are getting everything ready for the departure. Most of the seasoned passengers would be familiar with the run up procedure and pay very little attention to it, but for the new passenger it was quite interesting, the engines running at high rpm the aircraft vibrating and then the pull back where the engines return to idle.&lt;br /&gt;Captain Warner contacts the Chicago Tower and requests. “Chicago United 624, request takeoff clearance.” Since the pre flight meteorological study for this flight had indicated that it could be made under CFR it is not necessary for the Captain to ask for an ATC clearance. The Chicago tower replies” United 624, take position”. The Captain taxis the aircraft onto the end of the active runway. The crew run through the before takeoff checklist. At this time the First Officer and the Captain disconnect the gust lock; up to this time all the flight controls have been locked to prevent any damage to the controls. Captain Warner now checks all the flight controls for freedom of movement and limit of travel etc. Looking out their windows passengers will see the ailerons move up and down and they can hear the flap motors move they drive the flaps out on the back of the wing. The tower watching the big DC-6 taxi into positions radios the crew, “United 624 cleared for take off.” “Captain Warner repeats, “624 cleared for take off.”&lt;br /&gt;&lt;br /&gt;FLIGHT 624 THE FINAL FLIGHT&lt;br /&gt;&lt;br /&gt;10:41EST Chicago Municipal Airport Runway&lt;br /&gt;&lt;br /&gt;Moving on to the active runway and aligning the nose with the runway centerline Captain Warner applies the brakes which make a loud squealing noise easily heard in the cabin. Looking down the center line of the runway and making sure it is clear the crew scan all the pertinent engine instruments located in the center portion of the forward instrument panel. Making sure everything is in proper working condition the Captain places his right hand on the four big throttle levers and slowly advances them, carefully watching all the engine instruments, at this point he releases the brakes and the aircraft slowly starts to move. Once moving the captain makes a slight directional correction re centering the aircraft. The First Officer grasps the control yoke and pushes it fully forward giving the aircraft a good firm track down the runway. Once the aircraft starts picking up speed the Captain pushes the four throttles forward to their maximum takeoff setting. He is guiding the aircraft by way of the nose wheel steering wheel located on the left side of the cockpit. The captain lets the airspeed build up until sufficient airspeed is gained at which point he will be able to easily control the lateral movement of the aircraft with the rudder pedals. The engines develop their full 2100 rated horsepower, with manifold pressure gauges reading 53.5 inches of mercury and the tachometers indicating 2800 rpm.&lt;br /&gt;Guiding the aircraft down the center line of the runway the Captain concentrates on the ever increasing speed of the aircraft. The First Officer closely scans all the instrument readings watching for and reporting any irregularities to the captain. As the manifold pressure on all four engines reaches their take off limits F/O Schember reaches over to the center console and guards the throttles to prevent them from exceeding the maximum pressure for take off. After everything is stabilized he applies tension to the throttle friction locking control to prevent any slipping or creeping of the throttle levers.&lt;br /&gt;&lt;br /&gt;10:44 EST Chicago Municipal Airport Illinois rotation off the runway&lt;br /&gt;&lt;br /&gt;As the aircraft reaches its takeoff speed of V1 the Captain will allow the speed to build up until V2 speed is reached. At V2 the Captain gradually pulls back on the control yoke and the wonders of aerodynamics take over and the big airliner gently lifts off the runway and is flying.&lt;br /&gt;When the big DC-6 is airborne and it is definitely established that it will not settle back on the runway, the Captain applies the brakes to stop the rotation of the main landing gear wheels. He then signals for the First Officer to retract the landing gear by extending his hand palm upward and making an upward motion. At the same time he calls out “gear up”. After the gear is up and indicates they are locked in place the Captain reduces power to 150 BMEP (Brake Mean Effective Pressure) 2500 rpm. With the airspeed at least 135 MPH and about 500 feet above ground, the Captain calls for the wing flaps to be retracted.&lt;br /&gt;As the aircraft climbs out of Chicago the Captain lowers the nose slightly to pick up some airspeed. Watching the rate of climb indicator the aircraft climbs at about 800 fpm, (Feet Per Minute) At this time he sets the throttles to hold the 158 BMEP and maintains about 2300 rpm throughout the climb. When this setting can no longer be maintained with full throttles and the blowers set to low, the Captain will reduce the manifold pressure 5 inches and shifts the blowers to high. This creates more air to be forced into the engines to compensate for higher altitudes.&lt;br /&gt;The Captain and First Officer watch all the engine and flight instruments closely throughout the climb. Particular attention is paid to the cabin pressurizing instruments. As the aircraft is established safely in the climb and passing through 1500 feet Captain Warner orders the “Seat belt” and “No Smoking “signs switched off.&lt;br /&gt;Back in the cabin the passengers begin to relax by taking off their seat belts and lighting up cigarettes if they smoked. As the aircraft turns on a southeast heading toward the Lansing intersection passengers seated on the left side of the aircraft have a magnificent view of Lake Michigan. The two stewardess unbuckle their seat belts and begin their in flight service and help make the passengers comfortable for the next couple of hours until they begin their descent into New York.&lt;br /&gt;During the climb the captain and first officer’s normal procedure is to run through the climb procedure check list. Once the aircraft is clear of the Chicago Airport control zone which in 1948 measured out to a radius of three miles, they will begin the controlled airspace aspect of their flight. When the flight leaves the airport control zone the Chicago tower will radio the Captain his actual time of departure which was recorded as 09:44 CST.(10:44 EST) at this time the flight is authorized to change their radio control frequencies to United Airlines Chicago communication channel. After acknowledging the time off the Captain contacts United Airlines dispatch and reports his time off as “Chicago dispatch 624 here, off Chicago at 09:44 CST.” (10:44 EST). He then logs the times into the flight log.&lt;br /&gt;&lt;br /&gt;10:56 EST Over Lansing Illinois Intersection.&lt;br /&gt;&lt;br /&gt;As United 624 heads in a southeasterly heading of 143 degrees toward the Lansing intersection which lies 21 miles away the aircraft has built its speed up to about 160 mph the best climb speed for the aircrafts present weight. During the climb the crew maintains a visual watch for any aircraft in their area. The big DC-6 is now climbing at about 850 to 1000 fpm and will reach its cruising altitude of 17,000 feet in about 20 minutes. After passing Lansing the captain turns the aircraft onto a heading of around 094 degrees on a heading toward the next check point at Goshen radio range.&lt;br /&gt;&lt;br /&gt;11:06 EST RCA (Reaches Cruising Altitude) 17,000 feet 54 miles from Chicago&lt;br /&gt;&lt;br /&gt;54 miles out from Chicago Municipal Airport the aircraft levels off slightly above the required 17,000 feet. At this time Captain Warner lets the aircraft slowly settle back down to 17,000 feet the assigned flight level filed for on the flight plan.&lt;br /&gt;The Captain and First Officer perform their cruise procedure check list. With the proper horsepower settings set the Captain positions the hydraulic system control to “off”. This relives the pressure load on the pumps and hydraulic system. If fuel is carried in the alternate tanks, he switches them as soon as practicable . It will be remembered that back in October of 1947, all the DC-6’s in the country were grounded because of the accident that took the lives of 52 people on United flight 608. Caused by the explosion of excess fuel in a heater, while transferring from the alternate tanks. Now thoroughly modified and repaired the procedure was safe. Both the Captain and First Officer were well aware of this incident and had been thoroughly trained in the proper procedures. Continuing on the crew reset their pressure altimeter to the elevation of the field at the destination (La Guardia) this is only a temporary setting as they approach New York the actual field pressure will be given to the aircraft and set.&lt;br /&gt;While enroute, the Captain will report any major defects the aircraft may encounter that would delay in redispatching the aircraft from its next scheduled landing. Such defects will be immediately rectified by the ground crew in New York upon arrival there.&lt;br /&gt;&lt;br /&gt;11:17 EST Over Goshen Illinois Radio Range 17,000 feet&lt;br /&gt;&lt;br /&gt;Cruising along at close to 300 mph the flight reports over the Goshen Radio Range, the Captain logs in his flight report the time of passage, the current altitude and the type of flight (CFR). Captain Warner turns the aircraft slightly to the right on a new heading of 097 degrees for Toledo range following the Green 2 airway. After logging everything either the Captain or First Officer call United Chicago Dispatch and report. “Chicago 624 here, Goshen at :17, and 17,000 CFR”. Chicago will read back and acknowledge the report to the flight.&lt;br /&gt;&lt;br /&gt;11:29 EST Over Toledo Ohio Radio Range 17,000 feet&lt;br /&gt;&lt;br /&gt;Over Toledo the flight is cruising in smooth air, cruising along in pressurized cabin air at over 300 mph a comfort that was just coming into this new age of airline flying. Still following Airway Green 2 the captain turns further to the right onto a heading of 101 degrees. The passengers are now settled into the flight either reading or enjoying the view out of the windows. Stewardesses Brown and Berg are catering to their passengers, giving a drink, a magazine or just chatting with the passengers. The aircraft has been in the air for over 45 minutes as it passes over Toledo. In the cockpit the Captain opens his log book and writes in all the pertinent information gained while passing over Toledo radio range. He calls United Dispatch in Chicago and reports his time of passage, altitude and type of flight. It would sound similar to this: “Chicago, 624 here Toledo at 29, 17000 everything ok.” Chicago replies “Ok 624 got your P.O.R.(position over report), have two altimeter settings for you. 29.92 inches and 29.90 inches” The two altimeter settings given to the aircraft are one for over the ground elevation and the other is set above sea level, the difference between these two settings represents the known altitude of the airport.&lt;br /&gt;&lt;br /&gt;11:46 EST Over Cleveland Ohio Radio Range 17,000 feet&lt;br /&gt;&lt;br /&gt;The Captain logs his information once again into the log book. The aircraft is flying on auto-pilot in smooth and clear air. Captain Warner adjusts the heading knob to maintain the heading of 101 degrees which takes the aircraft toward the Youngstown range 102 miles away.. In order to indicate the conformity of the flight the Captain maintains a chronological written record of the flights progress. In his log he enters the weather encountered, the flights estimated and actual time to the nearest minute over all check points, direction flown. If the estimated time is missed by more than three minutes reasons must be given. Enroute fuel checks are made at least once between each refueling station. At this time the flight log listed all the pertinent information that would be needed in case of an accident or any mishap to the flight that could be used in the investigation. In modern times the aircraft information would have been recorded on electronic voice recorders and on a flight data recorder.&lt;br /&gt;&lt;br /&gt;11:55 EST Cruising between Cleveland, Ohio Radio Range and Youngstown Ohio Radio Range 17,000&lt;br /&gt;&lt;br /&gt;At this time captain Warner is informed by Chicago that the flight is required to change their radio frequency to United Dispatch at LaGuardia Field, New York. The Captain radio’s La Guardia and states, “ La Guardia 624 changing over, proceeding on course and the aircraft is okay for a return”. Eight thousand feet below and flying behind Flight 624 was United Flight 132 a twin engine Douglas DC-3, flying at 9,000 feet on the same airway as 624. In command of 132 was Captain Earl E. Bach en route from Chicago to Philadelphia with a mid range stop at Allentown-Bethlehem Airport. Captain Bach listening on the same frequency heard and monitored all the radio messages from Captain Warner.&lt;br /&gt;&lt;br /&gt;11:58 EST 17,000 feet above Youngstown, Ohio Radio Range&lt;br /&gt;&lt;br /&gt;As is the standard procedure the Captain reports the passage of Youngstown Radio Range. Captain Warner reports no problems with aircraft. At 17,000 feet and on a 101 degree heading cruising at a groundspeed of 340 mph or 296 knots on Green Airway 2.&lt;br /&gt;&lt;br /&gt;12:23 EST 17,000 feet over Philipsburg ,Pa. Radio Range.&lt;br /&gt;&lt;br /&gt;Another routine P.O.R. report is made as flight 624 passed over Phillipsburg, Pennsylvania. In his mind the captain is continually staying ahead of the flight preparing for the up coming decent into the New York area. Changing his heading to 104 degrees at this time the Captain will radio United dispatch at New York and ask for his clearance. “New York dispatch, 624 request clearance as far as Allentown”&lt;br /&gt;Dispatch replies “standby 624”.&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;a href="http://4.bp.blogspot.com/_4P0mnCI9c8M/SjgYz6IW0xI/AAAAAAAABjQ/m5hA_tdjDWk/s1600-h/dc62.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 286px;" src="http://4.bp.blogspot.com/_4P0mnCI9c8M/SjgYz6IW0xI/AAAAAAAABjQ/m5hA_tdjDWk/s400/dc62.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5348051837559165714" /&gt;&lt;/a&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;12:27 EST 17,000 feet 18miles east of Philipsburg , Pa. Radio Range&lt;br /&gt;&lt;br /&gt;The New York dispatchers relay the information to the CAA controllers handling the flight with the captains request. Checking all the flight progress strips for their area the CAA controllers work out their flow of traffic and at this time give the New York dispatchers the clearance to be radioed to the flight. LaGuardia dispatch radios flight 624. “ 624 you are cleared to descend en route to an altitude between 13,000 and 11,000 feet.” The Captain radioed, “624 descend en route to 13,000 and 11,000.”&lt;br /&gt;This is the last routine communication heard from flight 624. The crew begin their descent. The Captain disconnects the auto pilot and has reduced the throttles slightly, pushing the control yoke slightly forward the nose begins to drop and the aircraft begins its descent. The recommended cabin pressurization equalization for descent in the DC-6 is about 300 fpm ,at this rate the passengers will not feel any uncomfortable pressure changes. The aircraft is actually descending at about 1000 fpm and is maintaining an airspeed of slightly below cruise speed.&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;12:31 EST about 38 miles east of Philipsburg, Pa. leaving 17,000 feet and descending to 13,000 feet on Green 2 Airway.&lt;br /&gt;&lt;br /&gt;Suddenly the radio operator at LaGuardia Field Mr. Clifford C. Standford heard a loud excited and somewhat static filled garbled voice that sounded like it was saying “NEW YORK . ..624. ..HELLO ”, and followed with a garbled word that sounded like “FIRE”, then came an excited voice saying, “We released fire extinguishers in the forward cargo pit”. The last part of the message stated, “ 624 …this is an emergency descent”, “forward cargo pit emergency.” At this time the La Guardia radio operator said ,”try again.” The answer came again “624 forward cargo pit……EMERGENCY DESENT!” Flying below and behind flight 624 Captain Earl E. Bach in command of flight 132 also hears a frantic call yelling “New York, New York (a few words missing) this is an emergency descent.” I could tell by the tone of the Captains voice they were in bad trouble, Captain Bach related.&lt;br /&gt;It was related in one of the stories printed by the press that Captain Warner’s wife back in Westmont Illinois, usually tuned in on the shortwave radio and the radio frequency used by the flight he was flying and used to listened to the communications and had heard her husbands frantic emergency call.&lt;br /&gt;&lt;br /&gt;12:32-12:41 EST NW of Sunbury Airport, Pa. Flying in a Southeasterly heading.&lt;br /&gt;&lt;br /&gt;While flying on Green Airway no. 2 on a heading of 104 degrees somewhere between 35 and 40 miles east of Philipsburg Radio Range the red indicator light on the forward instrument panel turned on. The Captain and First Officer immediately react to this warning. It is indicating that there is a fire in the forward cargo pit (the forward under floor baggage compartment). Located within the forward cargo hold is a smoke detector and six fire detectors, anyone of these devices when activated could turn on the fire indicator light mounted on the glare shield in front of the captain. This warning indicated the possibility of a fire under the floor, a very serious situation. It must be noted for a six month period from January to June 1948, 22 false warnings of fire detectors in fuselage compartments, and 285 false warnings of smoke detectors in fuselage compartments were reported on various air carrier airplanes. Including United Airlines.&lt;br /&gt;The Captain and First Officer were well aware of the large number of false warnings being reported by different airlines flying the DC-6. This information was gained while both pilots went through their training in fire extinguishing systems as printed in their United Airlines operations manual. Many of these false warnings caused numerous unscheduled landings at unscheduled stops. The CAA on April 28, 1948 authorized operators to disconnect the smoke detector units where their records showed that false alarms&lt;br /&gt;were being caused by the detector units and not because of faulty maintenance or wrong installation. On June 30, 1948 the directive went further and authorized the carriers to disconnect all smoke detectors without showing the necessity. Captain Warner was aware through company policy that United had experienced 44 false smoke detector warnings from January 1, 1948 through the first week of May, 1948. But United Airlines elected not to disconnect the units.&lt;br /&gt;The Captain could not take this emergency indication lightly and assume it was a false indication, he had no option but to follow standard procedures for an in flight fire in the cargo area, pull the T handle and release C02 into the affected area, and immediately place the aircraft into a descent to lower altitude where they could de pressurize the aircraft.&lt;br /&gt;Reacting immediately to the emergency the crew followed the emergency procedure written in the flight manual for a fire in the lower forward cargo pit. The Captain calls out, “Superchargers-Declutch”, reaching down and to the right side of his seat the First Officer declutches the superchargers . The Captain then commands, “Rotate the emergency pressure control fully open.”( It was written in the manual that failure to open this valve may result in excessive amounts of CO-2 to collect in the cockpit and the cabin.) This was never accomplished, a fatal error.&lt;br /&gt;The Captain reaches forward and pulls the T handle fully out. It is located on the left side of the rim of the forward instrument panel .It is the CO2 fire extinguisher control for the forward lower pit. Upon this action CO2 is released into the cargo pit. Discharging one CO2 selector. The Captain immediately puts the aircraft into an emergency descent he closes the throttles and sets 2400 rpm on the gage and drops at 4,000 fpm heading for a safe altitude below the pressurization zone.&lt;br /&gt;There are two different types of emergency decent procedures for this type of problem. It was recommended that the gear -up-flaps up method of descent be used because there is no deceleration period required, and if the CO2 is discharged to any fuselage compartment the hazard to the passenger and crew is reduced with the nose higher attitude of the aircraft.&lt;br /&gt;If by some chance the fire warning stays on and it is needed to release another bottle of CO2 , the captain can re-pull the compartment selector handle and discharge another bottle of CO2.&lt;br /&gt;This was the normal procedure which was set forth in all the DC-6 CAA approved operating manuals of the time to include the United Airlines operating manual for the DC-6.&lt;br /&gt;The Captain has the aircraft descending at a 4,000 fpm rate, the whole time watching and hoping that the fire warning light in the T handle will extinguish indicating that the fire is out in the forward pit.&lt;br /&gt;Everything is happening in rapid motion now. Either the Captain or First Officer grabs his radio microphone and tries to contact New York once again.&lt;br /&gt;What was happening in the cockpit of the ill fated DC-6 will never be known. But from the investigation and the tests performed it can be assumed that at some point east of Phillipsburg Radio Range the pilots released the CO2 gas into the forward cargo pit.&lt;br /&gt;As the CO2 seeps into the cockpit both pilots begin to feel light headed. At this point the aircraft is continuing its rapid descent. At the present rate of CO2 accumulating it is no more than 3 or 4 minutes before the crew is fading in and out of consciousness. Back in the cabin the stewardesses have got everybody seated and prepped for the emergency. Whether CO2 was in the passenger cabin is unknown but if it had also accumulated as investigative reports had shown it is possible the passengers were also affected and mercifully became unconscious knowing nothing of what was happening.&lt;br /&gt;At some point both pilots were completely incapacitated and the aircraft was flying on its own. This would account for the continuation into an area were an emergency landing could not be made. Slumped unconscious over the controls the crew has no means of controlling the rapid descent of the aircraft. As the aircraft is not flying on auto pilot and the engines are set in high power the only thing keeping the aircraft up is the lift generated by the power of the four big R-2800 engines props flowing air over the wing.&lt;br /&gt;The aircraft begins to move off course on the airway moving more to the northeast and then back again to the course of 104 degrees. It is now descending at over 2000 fpm flying at 260 to 250 knots. The aircraft over flies the Sunbury airport at an altitude of 4,000 feet well below its assigned level of 13,000 feet. Being 9,000 feet below the assigned level it is very apparent by this time that the aircraft is completely out of control. The aircraft flies on for another 11 miles to a point due north of Shamokin, Pa. where it descends another 3,500 feet and is now flying over the ground between a 1000 feet and 500 feet. Slowly the aircraft starts to make a shallow turn to the left onto a heading of 090 degrees, the wings are banking left then right, the nose dropping or rising. The aircraft is flying in a valley just slightly south of Big Mountain and a small hill to the south. The aircraft maintains this altitude and heading passing north of Mt. Carmel, descending close to some of the homes in the little village of Wilburton when all of a sudden the aircraft banks sharply to the right the engines roar and the aircraft tries to climb.&lt;br /&gt;In the last few seconds of the flight it is possible that one or both of the crew regained consciousness. This we will never know, but it would seem that something did happen and one of the crew regained semi consciousness and by instinct he grabbed the control yoke. As he looked out the cockpit windows there looming in front of him was a large dark looking building, a coal breaker sitting slightly to their left less than 60 feet below the aircraft. Ramming the throttles full forward and pulling back on the yoke and turning hard to the right the aircraft banked at about 30-35 degrees and tried to climb over the breaker on the hill side. The angle of the bank and rate of the climbing turn increased as the turn continued, soon the aircraft had reached a point were it was going to miss the breaker but it was to late, fate or destiny was in control and the right wing tip skimming close to the ground struck the 66,000 volt high tension wires of the transformer supplying power to the Mid Valley Colliery and pulled the wing tip to the further down striking the ground. The aircraft careened up the side of the hill in a fiery ball of flame. Within a millionth of second the lives of 43 people were snuffed out.&lt;br /&gt;&lt;br /&gt;THE NEWSPAPERS &amp;amp; EYEWITNESSES&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;&lt;br /&gt;In the CAB Accident Investigation Report it was recorded that United Airlines flight 624 was first observed by ground witnesses 31 miles northwest of the actual crash site heading in a southeasterly heading, flying toward the city of Shamokin, Pa. (See aeronautical map).The big DC-6 flew over the airport at Sunbury, Pa. at approximately 4,000 feet agl (above ground level). Still heading in a southeasterly heading. This heading was not far off the aircrafts actual flight path as Sunbury Radio Range was slightly to the left of the airway with the aircraft flying on a heading of 110 deg. Once the Sunbury radio range has been passed by. the aircraft was slowly drifting to the right, but the rate of descent was extreme. Flight 624 should have been at a minimum altitude of 11,000 feet not 4,000 feet when passing Sunbury. This would indicate that the aircraft was out of control and descending at a rapid rate. As the flight was approaching Shamokin, Pa. and when immediately north of the city the aircraft was seen making a shallow left turn. The big DC-6 was now heading more toward the east on a rough heading of about 090 degrees and flying at only 500 to 1000 feet agl. And over 230 mph.&lt;br /&gt;Passing Shamokin which was off to the right the aircraft was in a serious situation, it was flying toward increasing rising terrain while descending at a fast rate it was well below the minimum altitude to maintain for a safe flight. Passing to the North of Mt. Carmel, Pa. The flight was now only 200 feet above ground, and still descending when looming in front of the aircraft was a large coal breaker, very quickly the aircraft made a right climbing turn, this turn was ever increasing to the right until it struck the transformer and its high voltage wires and then the ground at an elevation of 1,649 feet.&lt;br /&gt;From the time United 624 made its appearance over Sunbury airport eyewitnesses on the ground knew there was something seriously wrong with this aircraft as its appearance seemed out of the norm.&lt;br /&gt;There is a variety of post accident information that may be used by the investigators to put the accident into a proper perspective such as the radio communications from the aircraft, information from the pilots although in this disaster there was nothing gained because the pilots died in the accident. The only interaction associated with the flight crew was garbled radio calls. Another investigative design to help the investigators is what eyewitness can provide as to what they saw, actual times, weather conditions etc. But most accounts must be looked at very closely. According to the book Pilot Error by Ronald and Leslie Hurst who have studied aviation accidents and their causes much can be gained by the scientific study of different aspects of the investigation into the causes of aircraft accidents. In chapter one of the book an essay by Martin Allnutt entitled the Human Factors, Basic Principles It is shown that eye-witness accounts may provide little information because many of the eye-witness reports are based on a memory based observation. It is shown that by everyday experiences memories are distorted in the direction of simplicity and coherence. The meaning of this is if a witnesses repeats the story many times over from one witness to another it becomes progressively simplified until only the bare facts remain. And after a time the final account bears little resemblance to the original message.&lt;br /&gt;What happens is the eye witness may have talked many times about what they have witnessed, they have read the graphic descriptions of the accident in the newspapers, and they usually try to sound intelligent and knowledgeable and helpful but sometimes the information gained is useless.&lt;br /&gt;It is up to the experienced investigator to take what he can from each eye-witness and piece together the information into a valid block of data. An experienced investigator will know that human behavior can and will make mistakes.&lt;br /&gt;In this chapter the eye-witness reports are shown as they were recorded in the Newspapers, and during the questioning at the CAB hearings held in Ashland, Pa. and New York, New York.&lt;br /&gt;The weather recorded on the day of the accident in the local area had the sun shinning through partly cloudy skies. The ceiling was 5,500 feet and the visibility was 8 miles. The day started out with cool morning temperature in the mid 50’s and by noon the temperatures had reached 68 degrees.&lt;br /&gt;FEAR 41 DEAD IN CRASH BIG PLANE NEAR ARISTES Is how the headline read in the Pottsville Evening Edition of the Republican for June 17, 1948.&lt;br /&gt;The state police arrived on the scene shortly after the accident. The State Police stated “two bodies can be scene but we can’t get close enough to determine how many were aboard.” Another reporter from the Mt. Carmel Item Ira F. Roadarmel stated that “bodies were strewn all over the place.”, “We can see the smoke from the top of the building.”&lt;br /&gt;One of the problems encountered in the response to the accident was the fact that it was reported that Fire Companies from Ashland did respond to the fire and accident but they were handicapped because many of them were at the Firemen’s Convention being held in Sunbury.&lt;br /&gt;The reporters stated they could see Chicago newspapers strewn all over the place, the carnage was well documented in the paper by stating they could see heads of women, fur neckplaces, parts of bodies and fingers scattered for about a half mile in all directions and bodies that were burned and mangled.&lt;br /&gt;One of the first of many reports that will be repeated over next couple of days was, Workmen at the colliery who saw the plane stated that the left motor was on fire before the crash.&lt;br /&gt;Most witnesses at the crash site stated that the aircraft exploded with a terrific crash, when it hit the 66,000 volt transformer on the hill. They all stated the plane came in at a very sharp bank. All this information will be taken down by the investigators and used in the final analyses. It can be seen that many of the reports were valid.&lt;br /&gt;While the reporters and the rescue men from the colliery were probing through the wreckage a radio script was found from the TV star Gary Moore’s show, “Take it or Leave it”, most wondered whether Gary Moore was on the aircraft.&lt;br /&gt;The aircrafts log book was found near the scene of the crash in a thick wooded area. It was first found out from this logbook that the Captain was George Warner of Chicago, and one of the stewardesses was also listed as Lorena Berg.&lt;br /&gt;The CAA was advised that there were no survivors. And immediately they dispatched there team of investigators to the area.&lt;br /&gt;Also listed in the evening edition was a note from United Airlines stating that UAL headquarters in New York said the plane apparently was Flight 624, bound from San Diego to New York with 37 passengers and four crewmen.&lt;br /&gt;HORROR OF PLANE CRASH&lt;br /&gt;Big Ship, Bodies Within Blown Into Million Pieces in Blast.&lt;br /&gt;So read the headlines of the Pottsville Republican for June 18, 1948. It was reported in this issue that investigators were scratching through the wreckage on the coal blackened hillside, were the only remains of the huge airliner were charred pieces of aircraft scattered all over the hillside. It was reported that United Airlines still had not the slightest inkling of what happened as to the cause of the crash.&lt;br /&gt;It was now being reported that Earl Carroll the famed Hollywood-Broadway theatrical producer and one of his actresses Miss Beryl Wallace star of Carroll’s theater restaurant show and also Mr. Henry L. Jackson, men’s fashion editor of Collier’s magazine were among the victims of the crash. And also Mrs. Jack Oakie, divorced wife of the motion picture actor, Jack Oakie.&lt;br /&gt;Some of the people interviewed by the paper said the giant aircraft was,” apparently trying to pancake onto a hill of coal dust and water, the witnesses also stated that it looked like he was trying to fly between two hills and was only 30 feet above ground.”&lt;br /&gt;Miners who were working at the Midvalley colliery helped at the accident scene to comb the area for body fragments, many were still in a stunned state and when interviewed and they all said , “ the nose of the plane veered upwards too late, it then hit and shattered against a 60,000 volt power line and exploded, baggage and plane parts were strewn everywhere, it was a living hell.”&lt;br /&gt;Witness Harry Stibitz stated, “The whole scene was like a living hell,” he continued, “Flames and smoke flew about 90 feet in the air.”&lt;br /&gt;The aircraft plowed up the side of the hill burning and charring an area the size of three city blocks. George Bolich, 47 of Wilburton, who was operating a mine locomotive at the colliery when the plane came in stated,” That was just about the worse thing I ever saw.” He continues, “I sure was afraid when he flew over my head, after he hit it was so quiet except for the licking flames.”&lt;br /&gt;Fred Womer an auto mechanic in Kulpmont said he watched the aircraft for a few minutes before the crash and the “Left motor was smoking. It was obviously in distress.”&lt;br /&gt;Mr. Womer and many of the witnesses who watched the DC-6 fly over at a very low altitude all had vivid memories of the left engine smoking and their natural thought was the aircraft was in serious trouble.&lt;br /&gt;The paper also listed a manifest of the passengers who were on board of the crashed airliner, this manifest was released by United Airlines offices n Chicago, Illinois.&lt;br /&gt;One of best pieces of reporting about the accident was written by Pottsville Republican reporter Ken Brennan, in the same issue Brennan wrote:&lt;br /&gt;This is not pleasant reading. It is a story indelibly impressed in our minds for a lifetime, of devastation and death, written while the stench of burning flesh still lingers hauntingly in our nostrils. It is a story of unbelievable destruction, of wreckage littered as far as the eye could see, of charred and battered and disintegrated corpses. It is a story that you-like-us will want to forget, rather than remember.&lt;br /&gt;We arrived on this gruesome scene within an hour after the ill fated crash, Willard Schraedly, Harry Hoffman III, and myself. For young Harry, fresh out of Pottsville High School with a hankering to learn the newspaper game, it was a bloody baptism into the Fourth estate.&lt;br /&gt;None could Survive:&lt;br /&gt;In one sweeping glance of the smoking g hillside we knew to a man that none of the 43 aboard lived to recount the horror and terror of what happened. No human being could survive such a holocaust of hell.&lt;br /&gt;Standing at the battered steel frame of the transformer where the giant plane and its human cargo met their tragic end in one terrific explosive blast, we surveyed the quarter mile wreckage area, that extended up the 100 foot mountain. No World War II battlefield was more desolate.&lt;br /&gt;Eyewitnesses to the horrible crash, their faces still bleached and terror stricken from the experience, recounted in grim detail the pilot’s apparently futile attempt to “pancake” the stricken ship to an emergency landing on the wide, flat sluice bank only several hundred yards across the road from the point of crash.&lt;br /&gt;SAW PLANE APPROACH:&lt;br /&gt;Harry Stibitz, a loader of the Mid-valley Colliery No. 2 and Harry Kreisler, a fellow workman, of Aristes, were standing at an adjoining building, a mere 50 yards from the transformer, when the plane a giant DC-6 trans-continental Mainliner of United Airlines appeared from the west.&lt;br /&gt;”The extreme left motor of the plane was smoking,” Stibitz related, “And we suspect he was in trouble. He came in low over the sluice bank, about 50 feet in the air, but apparently had too much speed to land. When we sensed a possible crash, we turned and ran as fast as our legs would carry us.”&lt;br /&gt;The pilot, according to individual accounts from other witnesses pieced together, attempted a sharp left bank and as he turned, the right wing clipped a giant tree. Seconds later the plane brushed the 66,000 volt line and transformer.&lt;br /&gt;“We looked back as we ran,” Stibitz recounted, “And there was a terrifying explosion. It appeared as though an atom ray had penetrated the ship and blasted it to bits. Flames thousands of pieces of the plane-and passengers, too-hurtled into the air as high as 90 to 100 feet. The pieces, many of them afire, scattered over the entire hillside, like a shower of confetti.”&lt;br /&gt;The plane was in trouble over Kulpmont, Fred Womer, mechanic for the Ashland bus company, told us. Womer, who holds a pilots license himself, said he saw the motor smoking and sensed there was trouble ahead.&lt;br /&gt;Harry Carey, of Lost Creek, a clerk at the Mid valley colliery, saw the horrifying crash from the office porch, just across the road. “It all happened so suddenly it’s hard to explain,” he recalled. “There was a mighty roar when the plane exploded. As the wreckage dropped all around us, those of us at the office dashed for fir extinguishers and ran to the scene. At first we couldn’t get through the flames to the wreckage, and the danger high tension lines knocked to the ground held us back. But we knew instantly that no one lived through the sickening disaster.”&lt;br /&gt;Described as the fourth worst air tragedy in the U.S., yesterday’s plane crash was by far the most gruesome fatal collision in the history of Schuylkill County.&lt;br /&gt;The crash scene, unlike many air tragedies, was not any remote mountain spot. It occurred just a mile off a dirt road that leads from Aristes, a mile west, to Mid Valley Colliery, at the bottom of 100 foot hillside, virtually in the heart of civilization. The impact scattered the wreckage up over the top of the hill for a radius of about one quarter mile, almost into the little town of Wilburton No. 2, just over the hill crest.&lt;br /&gt;Just across the road are the colliery office and the towering breaker. Had the plane veered several hundred yards to the left, it might have brought the death to the 80 workmen there.&lt;br /&gt;The crash immediately severed all power to the Mid-Valley operation and to near by continental and Germantown collieries. Some 1500 workmen will be idle until transformer repairs are completed.&lt;br /&gt;The woods, wreckage and corpses were still smoldering when we arrived. Scattered workman walked about with hand extinguishers, and a few fire companies were on the scene. There was difficulty in securing fire apparatus. Most of the firemen from nearby Mt. Carmel, Kulpmont and Ashland were attending the six county Fireman’s Convention and parade in Sunbury.&lt;br /&gt;Hundreds of curious were surging to the scene. Long queues of automobiles were jamming the only dirt road that led to the scene. Many climbed the other side of the mountain to avoid police lines and view the litter of wreckage and bodies. Coal company police, local constables, most of the forces from Mt. Carmel, Kulpmont and Shamokin joined Shamokin State Police in establishing order at the frenzied scene; ropes were looped through the woods to corral the crowd.&lt;br /&gt;It had all the impressiveness of a nation wide disaster. Reporters and photographers from every newspaper within the radius of a hundred miles, and those from the major wire services were dashing to grab the facts and the stark tragic pictures to beat the afternoon deadline and tell the full, gruesome story to a tense an anxious American public that had heard only a terse announcement of the tragedy. Radio broadcasters were interviewing eye witnesses amidst the wreckage for broadcasts.&lt;br /&gt;As the smoke cleared from the wreckage, we began our first tour of inspection, climbing up the hillside through the piles of charred ruins, awkwardly dodging hunks of human flesh from disintegrated bodies.&lt;br /&gt;Words are incapable of describing the horrible first hand sight of devastation and death. The plane itself was literally “blown to bits.” The four motors, tossed over the hillside several hundred feet apart, were the only large pieces of the giant ship that remained partially intact. Even on these, the pistons were jammed through.&lt;br /&gt;Everything else of the plane was disintegrated. No sign of even a large portion of wing, or fuselage or propeller. Just chunks of twisted jagged metal, bits of upholstery, a broken instrument from the pilot’s panel, pieces so small that a child could have carried away almost any part of the plane. No matter how far up the hillside we walked or in what direction ahead of us seemed to be more of the plane. Some of it lay strewn buried as much as several feet in the ground from the impact. Overhead the tallest trees are blackened. A tattered steamer robe atop a tree to our left fluttered as a bleak ending of the destruction on every side.&lt;br /&gt;But it was the nauseating stench of still smoldering flesh, the protruding limbs and battered torsos, the human wreckage that seared the memory of every one who visited the scene. We covered the entire wreckage area several times during our three hour stay, and we didn’t see a single body intact. So we stepped gingerly through the ruins to avoid pieces of bone and flesh, we noticed a tooth lying starkly alone on a charred log. Behind us a sponge rubber seat was still smoking.&lt;br /&gt;Scattered into every corner of the burned out clearing, hidden in the surrounding still green brush and woods were more dead remnants of what only several hours ago had been part of the happy carefree human forms that were passengers aboard the giant sky ship.&lt;br /&gt;Here was a woman’s arm, a watch still on the wrist, half charred, half smooth and natural. But that’s all, just an arm. Three steps to the left was the remains of a mans skull, with only the ear recognizable. To our right a boy was squirting water from a hand extinguisher to quell the burning half torso of a woman. Strands of what once was beautiful red hair were visible on what remained of her crushed skull. We wondered how grief stricken kin would ever identify remains of any of the victims.&lt;br /&gt;No one will ever know what went through the minds of those passengers those brief seconds before the crash. Did they know of the impending disaster? One sober observation impressed us. Every hand we saw was in a clenched position. All except the innocent out stretched hand of one of the two infants aboard, protruding fro the jagged remains of a wing. And once again there was just a hand, no more.&lt;br /&gt;As officials began the difficult organization of the disaster scene, volunteer workmen began the tedious and gruesome task of assembling the pieces of broken bodies into piles of human destruction. Across the hillside the scene resembled a horde of scavengers at work salvaging what they could from a public dump.&lt;br /&gt;Postal inspector Leonard Smith supervised a crew retrieving the remnants of the ships’ air mail cargo. Only one bag of an estimated 20 aboard was partially intact. Civil Air Patrol crews came on the scene in the waning hours of the afternoon, uniformed and equipped with walkie talkie radios to guard the wreckage and to assemble parts of the plane for investigation by the CAA...&lt;br /&gt;Other workers gathered remains of clothing and possessions of the passengers. Several wallets, including that of Earl Carroll, with a sizeable amount of cash, were recovered. Each discovery of papers or possible identifications gave birth to a new conjecture or rumor of a famous personage aboard.&lt;br /&gt;A workman found a Sunday night script of Gary Moore’s radio show “Take it or leave it” Immediately the word spread that Gary Moore was aboard. A brief case, ripped at the seams revealed pictures of Ray Milland, and that buzzed another report thru the curious crowd, eager to accept anything sensational.&lt;br /&gt;One of the retrievers brought in a woman’s finger, still wearing a diamond ring. Piles of clothing uncovered the tattered uniform of one of the crew members. Another volunteer returned to the improvised headquarters halfway up the mountain side with a tiny baby’s purse. There was a penny inside.&lt;br /&gt;In the midst of all the wreckage electric power linemen calmly went about their work of digging out the charred poles of the disrupted power line, wasting no time to start the job of restoring service. For life and work still go on. For most of the workmen it was a nauseating and never to be forgotten experience. Yet the curious still flocked, and women with infants in their arms, edged as close as they could for first hand inspection of the battered corpses.&lt;br /&gt;Veterans of the Air Force of World War II talking behind us were heard to utter, “My God, we never saw anything like this.”&lt;br /&gt;State Police and airline officials were in high praise of the P&amp;amp;R’s first aid teams. The men combed the mountainside to recover parts of the bodies that were strewn around.&lt;br /&gt;As we prepared to leave Coroner John Evans of Columbia County was moving in the long line of ambulances and hearses to retrieve the remains of the victims and move them off to mortuaries.&lt;br /&gt;We had to patently wade through a long line of traffic to reach the clear air of Aristes again. All three of us paused at a service station. It was late we had missed supper, but we weren’t thinking of eating.&lt;br /&gt;We lit up cigarettes. A scowl crossed the face of all three of us almost simultaneously. Somehow we could still taste the stench of burning flesh in the cigarette smoke.&lt;br /&gt;&lt;br /&gt;&lt;a href="http://1.bp.blogspot.com/_4P0mnCI9c8M/SW6S_NzghBI/AAAAAAAABBo/h9k_O57MZuc/s1600-h/United_Airlines_Flight_624_1.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 317px;" src="http://1.bp.blogspot.com/_4P0mnCI9c8M/SW6S_NzghBI/AAAAAAAABBo/h9k_O57MZuc/s400/United_Airlines_Flight_624_1.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5291328226942026770" /&gt;&lt;/a&gt;&lt;br /&gt;The Transformer and crash area at the Mid Valley Colliery hit by UAL 624&lt;br /&gt;THE CRASH SITE INVESTIGATION&lt;br /&gt;&lt;br /&gt;&lt;a href="http://3.bp.blogspot.com/_4P0mnCI9c8M/SW6TPDay89I/AAAAAAAABBw/WdvNTPa8OPQ/s1600-h/-United_Airlines_Flight_624_2.jpg"&gt;&lt;img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 326px;" src="http://3.bp.blogspot.com/_4P0mnCI9c8M/SW6TPDay89I/AAAAAAAABBw/WdvNTPa8OPQ/s400/-United_Airlines_Flight_624_2.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5291328499031929810" /&gt;&lt;/a&gt;&lt;br /&gt;Two of the engines thrown on the upper road above the colliery&lt;br /&gt;United Airlines flight 624 was the third fatal domestic airliner lost since January 1, 1947. It had the largest number of lives lost of all the accidents .This crash was the fourth worst accident in commercial air service up to the year of 1948 in the United States.&lt;br /&gt;There are three main reasons for aviation accidents: 1. Human error of judgment or maintenance on the aircraft; 2. Mechanical error on the aircraft, basically failure of aircraft structures, designs, power plants or navigational systems. 3. The forces of nature. Accident investigation causes are extremely hard to pin down and to name one particular point as valid can sometimes bring out other causes. Sometimes the skill of the pilots plus the excellent designs of particular aircraft have been responsible for saving many lives when the odds dictated otherwise.&lt;br /&gt;With the basic three reasons for aircraft accidents the CAB investigators set out to find the reason for the tragedies. There dedication and enthusiasm for finding the cause of these accidents has made the aviation industry the safest method of travel today&lt;br /&gt;In the Washington DC headquarters of the Civil Aeronautics Board the alert was received shortly after flight 624 exploded on the hillside near Aristes, Pennsylvania. And waiting in their offices were the men who would investigate the accident. They called them the G-Men of the Airways, better known as the Safety Bureau Investigators of the Civil Aeronautics Board, men who dedicated their lives and skill to eliminating aviation accidents. Almost all the investigators were professional pilot-engineers who had accumulated many years of knowledge in different technical aspects of the civil aviation industry. The procedure for responding to an aviation accident was for the local agency to inform the CAB and in turn the headquarters would contact the office nearest the accident scene and their investigators would takes over immediate responsibility.&lt;br /&gt;Each of these investigators has the power and authorization that gives them all the privileges of being able to commander all the vehicles and equipment of state and federal agencies that they will need in the investigations of the accident. They have the authorization to have someone arrested if need be. The investigators are on call around the clock and are required to move at a moments notice. They have to be tough because of the nature of their work requires them to climb to the top of a mountain, go in a swamp or a tropical jungle seeing that the majority of aircraft accidents happen in remote areas. There main purpose is to investigate the accident, uncover the clues and to make sure a similar accident will not happen again. The CAB maintains a special aircraft based in Washington DC., always ready to fly off to an accident or incident.&lt;br /&gt;The CAB investigators over the years were required to invent and develop most of the techniques they use for investigating an accident. These men were able to uncover meaningful facts relating to the cause of the accident. They developed methods to determine metallurgical stresses, how to determine how much power an engine was developing and also the speed of the aircraft at impact. And amazing enough in 1948 these investigators did this without the aid of computers.&lt;br /&gt;On the day of the accident the Airline and the Federal Air traffic control notified the CAB of the possible accident of United Flight 624. The Chief of Region 1 Bureau of Safety Investigation CAB was notified of the accident at 1:20 EST on June 17, 1948. Following the call concerning flight 624 the chief of the investigation division dispatched his air safety investigators.&lt;br /&gt;Due to the almost total destruction of the aircraft caused by the extreme impact and subsequent fire the investigators at the scene were confronted with a difficult and time consuming investigation. The investigation at the scene would continue from June 17 until July 2.&lt;br /&gt;A few hours after the disaster Joseph O. Fluett the Chief of Region One of the Civil Aeronautics Board arrived at the accident site from New York. Fluett was assigned to be in charge of the investigation of this accident. By the 1960’s Joseph O. Fluet was Chief of the Investigation Division of the CAB and was in direct command of all aircraft investigations in the United States. Mr. Fluett was also a licensed instructor pilot. Upon arriving at the site Mr. Fluet stated,” It’s as bad a mess as I have ever seen.”&lt;br /&gt;At the crash site chief investigator Fluet directed a group of CAB investigators on the ground in Pennsylvania. The group included specialist in: structures; power plants and propellers; human factors and airline operations. These investigators were trained never to speculate or discuss the cause of an accident during the investigation.&lt;br /&gt;Mr. Fluet was joined in the investigation by experts from United Airlines, Douglas Aircraft Company and the Airline Pilots Association. It would be there challenge to sift through the wreckage and make an appraisal of the accident site; they were in charge of the proper method for the recovery of vital aircraft wreckage. The whole time while working in a bio hazard area and exposed to the dangerous jagged parts of the destroyed aircraft the investigators began collecting evidence. Mr. Fluett stated, “We expect to conduct a thorough and complete investigation but I can see were going to run into difficulties because the disintegration is so complete.” Fluett continued, “We'll use the process of elimination, sorting the most obvious reasons first and go as far as possible on that basis.”&lt;br /&gt;Assisting the Government Investigators were members of United Airlines team sent to the crash site. Jack Herlihy, vice president in charge of operations for United Airlines set up an emergency office in one of the collieries, where 80 miners were shaken by the accident.&lt;br /&gt;One of the first things required before the investigation began was to locate and mark all the remains of the passengers and remove them from the scene. All the bodies that were recovered were taken to the Joseph Stutz Funeral Home in Centralia.&lt;br /&gt;By June 19, 1948 parts of 21 bodies had been identified by the next of kin and the airline. Some of the bodies were shipped out in hermetically sealed coffins to their families. Most were identified by personal belongings or other identifying items found on or near the body.&lt;br /&gt;United Airlines official labored hard in the gruesome task of making the identification by trying to piece together the jigsaw puzzle of torn limbs, and torsos piled in a back alley garage that was being used as a makeshift morgue.&lt;br /&gt;The United Airlines personnel assigned to the recovery of the passengers remains had to deal in a positive manner with the grief stricken relatives who were keeping a sorrowful vigil in the hotel lobby across the street from the morgue.&lt;br /&gt;Troopers from the Pennsylvania State Police helped officials from United Airlines all through the night going through and trying to identify the personnel belongings of the passengers and crew. It was reported they found among other things a wallet bearing Earl Carroll’s name on it and containing $1,024 dollars. And in one of those emotional filled moments troopers tragically found a babies purse containing a penny.&lt;br /&gt;Head CAB investigator Joseph Fluet divided the crash site into a 75 yard square area, sectioned out so that they could make inch by inch examinations of the scattered parts of the aircraft. Mr. Fluett stated,”The disintegration of the aircraft is almost complete, but we are hopeful that our experts may be able to ascertain how this thing happened.”&lt;br /&gt;On June 20, 1948 an airliner was seen flying over the area, it was supplied by United Airlines at the request of the CAB to fly the last few miles over which the DC-6 had flown.&lt;br /&gt;The wreckage of flight 624 after striking a 66,000 volt transformer at the base of this small hill was scattered all over an area 580 feet long and 175 feet wide, a flash fire followed the impact, scorching and smudging parts of the aircraft wreckage throughout the entire area. The CAB investigators probed the mangled pieces of the aircraft. The aircraft was totally destroyed by impact and fire; the largest parts were the bent and broken props the four engines and a section of the tail.&lt;br /&gt;Sheriff Ray E. Lehr working in the carnage of the crash stated;”Holy smokes, that must have been a furnace,” he said. “I saw 39 men fry to death in the bombing of the cruiser Marblehead in the South Pacific during the war-but this is worse.”&lt;br /&gt;Kenneth Sonner and Sidney D. Brennan CAB power plant and structural specialists sifted through the fragments of the fuselage and wings and meticulously inspected all four engines. It was well known that all the eye witnesses who witnessed the aircraft in flight made the statement that the left engine was smoking. What the investigators found concerning the engines was the fact that all the engine mounts were bent and bowed that all the power plants and their components disclosed no evidence of malfunctioning during the flight. All four engines showed signs of damage due to ground impact and fire. The lacerations on the propeller blades, the blade pitch settings, and the twisted front main power cases indicated that all the engines were developing almost full power at the time of impact.&lt;br /&gt;The investigators found parts of the big R-2800 engine 1,200 feet from the main wreckage lying up on Big Mountain.&lt;br /&gt;The investigators assigned to the physical structure of the aircraft were able to ascertain the fact that the landing gear was fully retracted at the time of impact. This was also verified by most of the eye witnesses. Unfortunately the investigators were not able to verify the position of the flaps because of the severe breakage and destruction of the aircraft wing structures.&lt;br /&gt;The maintenance records for the aircraft were given to the CAB investigators to go over, they were scrutinized and indicated that the airplane was in good mechanical condition at the time of its departure from Los Angeles and Chicago. There were no outstanding discrepancies affecting the air worthiness of the aircraft. These records were very important to the investigation, if there had been a problem associated with the engines or indicating system it would have helped steer the investigators to that area of the aircraft. Having the records show no problems made the investigators job more difficult.&lt;br /&gt;Even though the destruction of the aircraft was severe, investigators Fluet, Sonner and Brennan were able to identify a considerable number of components and parts.&lt;br /&gt;Because of the large number of non essential people (spectators) who descended upon the crash site a lot of valuable clues were destroyed or carried off by souvenir hunters. Investigator Joseph Fluet said their work was hampered by the disappearance of several important parts of the aircraft. He said they were apparently taken by souvenir hunters. One part of the aircraft believed taken was the main instrument panel. Fluet advised the Pennsylvania State Police and on a tip they went to Schuylkill County to the home of a man in Primrose who was believed to have taken the instrument panel. Instead of a piece of the instrument board or panel this individual had a piece of the tail which he picked up at the scene. The police made no arrest but did take the man back to the site so the man could point out the exact place where he found it.&lt;br /&gt;After this incident the State Police issued a warning to all persons planning to visit the scene of the crash to stay away, they will not be permitted near the site. State Police and National Guard troops were placed in and around the area to secure the site.&lt;br /&gt;Mr. Fluet who was working the accident site had other investigators collect all the data and recordings of the last radio transmissions from the aircraft. These recordings were sent to the CAB labs for analyzes. In 1948 there were no cockpit voice recorders carried on the aircraft which would have recorded everything spoken and all the peripheral sounds associated with the last 30 minutes of the flight. CAB and United Airlines specialist had to decipher the recordings by listening over and over to the last transmissions.&lt;br /&gt;Working on the basis that the crews last radio transmission to New York at 12:31 was barley intelligible, the voices were coming in short transmissions. The investigators were still able to ascertain that one or both pilots were reporting that a fire extinguisher had been released in the forward cargo pit. This area was actually the forward baggage compartment. And that the flight was making an emergency descent.&lt;br /&gt;The investigators knowing that this report indicated that there might possibly be a fire in the forward cargo compartment. And realizing that any information that might have been recorded from previous aircraft that may have experienced the same situation they needed to check all pertinent records concerning any fires in cargo holds on air carrier aircraft. From the records in the CAB it was shown that from January 1, 1948, through June 30, 1948, 22 false warnings of fire detectors in fuselage compartments, and 285 false warnings of smoke detectors were shown on different air carriers.&lt;br /&gt;A note of this particular defect was listed on the CAB file it stated that:&lt;br /&gt;In view of the large number of false warnings being reported by air carriers, some of which had resulted in precautionary landings at un scheduled stops. The CAA on April 28, 1948 authorized operators to disconnect the smoke detector units where their records showed that false alarms were being caused by the detector units themselves and by faulty installation or maintenance. On June 30, 1948, the CAA authorized the carriers to disconnect all smoke detectors without showing the necessity there-for. The Board concurred in this action. United Airlines had experience 44 false smoke detector warnings from January 1, 1948 through the first week of May, 1948, but elected not to disconnect the units. Research and tests are now in progress to improve the reliability of the smoke detectors. Efforts are also being exerted to improve the reliability of fire detectors. CAB 15275.&lt;br /&gt;With this information given to investigator Fluet he was able to determine that there may be a connection between the false warnings and flight 624’s situation. And began an intensive search for the smoke detectors.&lt;br /&gt;With their expert knowledge of the DC-6 and years of experience in searching for clues through the debris field of an aircraft accident site CAB investigators were able to find five of the six smoke detectors that were installed in the forward baggage compartment. The investigators also found the inlet duct adapter that receives air from the smoke detector in the cargo pit. On close inspection of the fire detector units they revealed no soot, smoke or evidence of burning, and smudge tests made on the interior of the smoke detector adapter showed no trace of smoke.&lt;br /&gt;According to CAA approved airplane operating manuals cargo and baggage compartments shall be classified in the “C” category …Not accessible to the crew during flight. Each compartment of the “C” category shall be equipped with a separate system of an approved type smoke detector or fire detector other than a heat detector to give warning at the pilot station. And a built in approved fire extinguishing systems controlled from the pilot station. Means shall be provided to exclude hazardous quantities of smoke, flames, or extinguishing agent from entering into any compartment occupied by the crew or passengers. Ventilation and drafts shall be further controlled within each such cargo or baggage compartment to the extent that the extinguishing agent provided can control any fire which may start.&lt;br /&gt;The normal compliment of six 15 pound CO2 bottles was also found in the wreckage. They were extremely damaged form the impact. The six CO2 discharge valves were also accounted for, unfortunately, they were broken off of their respective bottles by the severe impact and allowed the contents if any to be released. The bottles were all found empty.&lt;br /&gt;Many other pieces from the forward section of the aircraft were found and examined for any signs of in flight fire or smoke. Many of these parts were sent to CAB labs and tested for gases or smoke from various different sources.&lt;br /&gt;Putting all the data gathered at the impact site, and tests performed on aircraft components and the verbal data gathered from eyewitnesses it was becoming evident to the investigators that no fire had existed aboard the aircraft prior to the time of impact.&lt;br /&gt;Knowing that a certain procedure was performed when any indication of a fire was detected on the aircraft, especially into the forward cargo pit. The investigators new that a very important part of the emergency checklist needed to be performed, that meant that the emergency pressure control valve needed to be in the fully open position. A major warning in the flight manual stated that;&lt;br /&gt;FAILURE TO OPEN VALVE MAY RESULT IN EXCESSIVE AMOUNTS OF CO2 IN THE COCKPIT AREA.&lt;br /&gt;This manual control which actuates the cabin pressure relief valve is located to the right of the co-pilots seat. Investigators found the manual control in the wreckage. The control handle is attached to a drum over which an operating cable is wound. When the cabin relief valves are open, there are about one and one quarter complete turns of cable winding on the drum. When the valves are closed only one quarter turn of winding appears on the drum.&lt;br /&gt;The investigators found the drum for the manual control in the wreckage; it had only 90 degrees of cable winding on the drum. This, in addition to the marks left on the parts of the control mechanism, and test conducted on cabin emergency relief valves and control mechanism, was showing the investigators that the cabin relief valves and cockpit controls were in the closed position at the time of impact.&lt;br /&gt;The control is cable rigged to the cabin pressure emergency relief valves, located on the aft side of the fuselage, and to the cabin emergency depressurization valve located in the lower forward baggage compartment. Rotating the control in a counterclockwise direction opens the relief valves and discharges cabin air, decreasing the cabin pressure; rotating it clockwise closes the valve and allows cabin pressure to increase.&lt;br /&gt;Another part of the emergency procedure when a fire is encountered in the cargo area was to declutch the cabin superchargers. The superchargers were attached to the number 1 and 4 engines. Both of these engines were examined by metallurgists. No evidence that these parts were rotating at the time of impact was found indicating that the cabin superchargers had been declutched by the crew in flight.&lt;br /&gt;The cabin superchargers were declutched by means of two control levers located on the cockpit floor. Rapidly pulling up on the desired lever latch will disengage the respective supercharger clutch without affecting the operation of the engine.&lt;br /&gt;A master depressurization control lever, located beside the cabin supercharger disconnect levers, is used to depressurize the cabin rapidly in conjunction with fire fighting procedures. The control is interconnected with the cabin supercharger clutch disconnect levers.&lt;br /&gt;With the evidence that the relief valves weren’t opened and the superchargers were declutched it was evident that a part of the procedures for a fire in the cargo hold was not done. The investigators now had evidence that pointed toward the fact that maybe both pilots were incapacitated due to CO2 in the cockpit.&lt;br /&gt;Continuing on with the investigation the CAB investigators followed up on all clues that might pertain to the flights last moments.&lt;br /&gt;On June 22, one of the investigators stated that a package of spun glass, reported to be part of the Air Express shipment was found virtually intact almost a mile from the scene of the crash, giving impetus that some of the cargo had been jettisoned from the plane before it crashed.&lt;br /&gt;Some eyewitnesses told the investigators that they had seen objects dropped from the DC-6 before it crashed into the hillside.&lt;br /&gt;Assisting in the recovery of the U.S. Mail pouches that were on the aircraft was Postal Inspector Leonard A. Smith. He was looking for the 26 pouches that were onboard the aircraft. Also assisting in this recovery were post office workers from Pottsville led by Postmaster James Rattigan who assigned a special crew to take over the task of sorting and forwarding all identified mail to there intended addresses.&lt;br /&gt;During the investigation Mr. B.J. Crosby, Scranton, Pa. the superintendent for the Railway Express in the Susquehanna Division along with F.J. Flynn, also of Scranton and attached to the Express claim Department arrived at the crash scene. The men explained to the investigators that they were there to determine the exact number of Express packages taken and delivered by the ill fated airliner during its flight from California.&lt;br /&gt;There were reports given to the inspectors that a large box or package was jettisoned from the aircraft prior to impact, and that it included a large sum of cash. Such are the many aspects of an investigation that the investigators must deal with. After searching the area it was determined that no large box was jettisoned from the aircraft. This part of the investigation was turned over to the personnel from Railway Express.&lt;br /&gt;Mr. Crosby also denied that a large package weighing about 200 pounds containing a sizeable amount of cash was jettisoned from the plane. Crosby denied any knowledge of the package or its contents.&lt;br /&gt;On June 25, President of United Airlines W.A. Paterson informed chief investigator Fluet that United Airlines communication personnel had also deciphered a message from the ill fated aircraft.&lt;br /&gt;Patterson said that, “although indistinct and not clearly discernable, a message at 12:32 p.m. EST was deciphered as follows:&lt;br /&gt;“New York…………New York (followed by a word which could be interpreted as fire)….Fire extinguisher ……….forward pit.” The next message was at 12:33:30 it was “Emergency descent. The La Guardia field radio operator then made repeated attempts to contact the plane.&lt;br /&gt;“The above radio conversation was not heard by either government or company radio operators and therefore was not entered in their type written logs. “&lt;br /&gt;How ever, Patterson said that “minute investigation” of recovered plane parts, “gives no evidence that there was a fire in the forward cargo pit or in any other part of the plane prior to impact with the ground.&lt;br /&gt;On June 28, and 29, The CAB investigators utilized a USAF helicopter from Westover Field, Massachusetts to fly at low altitude and slow speed along the route that the airliner took in the last minutes prior to impact. Looking for any evidence that may have been overlooked.&lt;br /&gt;After the victims bodies were removed from the scene Chief CAB investigator Fluet hired the Ehrlich Exterminator Company of Pottsville to use powerful sprayers mounted on a vehicle to fumigate the crash scene. Because of the heat of summer many flies, mosquitoes and vermin moved in on the many small pieces of human remains and body fluids that still covered the area.&lt;br /&gt;Day by day and bit by bit the investigation was revealing more and more evidence. Investigator Fluet and the crew of CAB investigators who were working the scene with him were continually cataloging everything in a precise manner. By the end of June most of the field investigation was over. Now the collection of all pertinent evidence and the piecing together the last moments of the flight was in the hands of these CAB investigators.&lt;br /&gt;&lt;br /&gt;THE CRASH SITE INVESTIGATION&lt;br /&gt;&lt;br /&gt;United Airlines flight 624 was the third fatal domestic airliner lost since January 1, 1947. It had the largest number of lives lost of all the accidents .This crash was the fourth worst accident in commercial air service up to the year of 1948 in the United States.&lt;br /&gt;There are three main reasons for aviation accidents: 1. Human error of judgment or maintenance on the aircraft; 2. Mechanical error on the aircraft, basically failure of aircraft structures, designs, power plants or navigational systems. 3. The forces of nature. Accident investigation causes are extremely hard to pin down and to name one particular point as valid can sometimes bring out other causes. Sometimes the skill of the pilots plus the excellent designs of particular aircraft have been responsible for saving many lives when the odds dictated otherwise.&lt;br /&gt;With the basic three reasons for aircraft accidents the CAB investigators set out to find the reason for the tragedies. There dedication and enthusiasm for finding the cause of these accidents has made the aviation industry the safest method of travel today&lt;br /&gt;In the Washington DC headquarters of the Civil Aeronautics Board the alert was received shortly after flight 624 exploded on the hillside near Aristes, Pennsylvania. And waiting in their offices were the men who would investigate the accident. They called them the G-Men of the Airways, better known as the Safety Bureau Investigators of the Civil Aeronautics Board, men who dedicated their lives and skill to eliminating aviation accidents. Almost all the investigators were professional pilot-engineers who had accumulated many years of knowledge in different technical aspects of the civil aviation industry. The procedure for responding to an aviation accident was for the local agency to inform the CAB and in turn the headquarters would contact the office nearest the accident scene and their investigators would takes over immediate responsibility.&lt;br /&gt;Each of these investigators has the power and authorization that gives them all the privileges of being able to commander all the vehicles and equipment of state and federal agencies that they will need in the investigations of the accident. They have the authorization to have someone arrested if need be. The investigators are on call around the clock and are required to move at a moments notice. They have to be tough because of the nature of their work requires them to climb to the top of a mountain, go in a swamp or a tropical jungle seeing that the majority of aircraft accidents happen in remote areas. There main purpose is to investigate the accident, uncover the clues and to make sure a similar accident will not happen again. The CAB maintains a special aircraft based in Washington DC., always ready to fly off to an accident or incident.&lt;br /&gt;The CAB investigators over the years were required to invent and develop most of the techniques they use for investigating an accident. These men were able to uncover meaningful facts relating to the cause of the accident. They developed methods to determine metallurgical stresses, how to determine how much power an engine was developing and also the speed of the aircraft at impact. And amazing enough in 1948 these investigators did this without the aid of computers.&lt;br /&gt;On the day of the accident the Airline and the Federal Air traffic control notified the CAB of the possible accident of United Flight 624. The Chief of Region 1 Bureau of Safety Investigation CAB was notified of the accident at 1:20 EST on June 17, 1948. Following the call concerning flight 624 the chief of the investigation division dispatched his air safety investigators.&lt;br /&gt;Due to the almost total destruction of the aircraft caused by the extreme impact and subsequent fire the investigators at the scene were confronted with a difficult and time consuming investigation. The investigation at the scene would continue from June 17 until July 2.&lt;br /&gt;A few hours after the disaster Joseph O. Fluett the Chief of Region One of the Civil Aeronautics Board arrived at the accident site from New York. Fluett was assigned to be in charge of the investigation of this accident. By the 1960’s Joseph O. Fluet was Chief of the Investigation Division of the CAB and was in direct command of all aircraft investigations in the United States. Mr. Fluett was also a licensed instructor pilot. Upon arriving at the site Mr. Fluet stated,” It’s as bad a mess as I have ever seen.”&lt;br /&gt;At the crash site chief investigator Fluet directed a group of CAB investigators on the ground in Pennsylvania. The group included specialist in: structures; power plants and propellers; human factors and airline operations. These investigators were trained never to speculate or discuss the cause of an accident during the investigation.&lt;br /&gt;Mr. Fluet was joined in the investigation by experts from United Airlines, Douglas Aircraft Company and the Airline Pilots Association. It would be there challenge to sift through the wreckage and make an appraisal of the accident site; they were in charge of the proper method for the recovery of vital aircraft wreckage. The whole time while working in a bio hazard area and exposed to the dangerous jagged parts of the destroyed aircraft the investigators began collecting evidence. Mr. Fluett stated, “We expect to conduct a thorough and complete investigation but I can see were going to run into difficulties because the disintegration is so complete.” Fluett continued, “We'll use the process of elimination, sorting the most obvious reasons first and go as far as possible on that basis.”&lt;br /&gt;Assisting the Government Investigators were members of United Airlines team sent to the crash site. Jack Herlihy, vice president in charge of operations for United Airlines set up an emergency office in one of the collieries, where 80 miners were shaken by the accident.&lt;br /&gt;One of the first things required before the investigation began was to locate and mark all the remains of the passengers and remove them from the scene. All the bodies that were recovered were taken to the Joseph Stutz Funeral Home in Centralia.&lt;br /&gt;By June 19, 1948 parts of 21 bodies had been identified by the next of kin and the airline. Some of the bodies were shipped out in hermetically sealed coffins to their families. Most were identified by personal belongings or other identifying items found on or near the body.&lt;br /&gt;United Airlines official labored hard in the gruesome task of making the identification by trying to piece together the jigsaw puzzle of torn limbs, and torsos piled in a back alley garage that was being used as a makeshift morgue.&lt;br /&gt;The United Airlines personnel assigned to the recovery of the passengers remains had to deal in a positive manner with the grief stricken relatives who were keeping a sorrowful vigil in the hotel lobby across the street from the morgue.&lt;br /&gt;Troopers from the Pennsylvania State Police helped officials from United Airlines all through the night going through and trying to identify the personnel belongings of the passengers and crew. It was reported they found among other things a wallet bearing Earl Carroll’s name on it and containing $1,024 dollars. And in one of those emotional filled moments troopers tragically found a babies purse containing a penny.&lt;br /&gt;Head CAB investigator Joseph Fluet divided the crash site into a 75 yard square area, sectioned out so that they could make inch by inch examinations of the scattered parts of the aircraft. Mr. Fluett stated,”The disintegration of the aircraft is almost complete, but we are hopeful that our experts may be able to ascertain how this thing happened.”&lt;br /&gt;On June 20, 1948 an airliner was seen flying over the area, it was supplied by United Airlines at the request of the CAB to fly the last few miles over which the DC-6 had flown.&lt;br /&gt;The wreckage of flight 624 after striking a 66,000 volt transformer at the base of this small hill was scattered all over an area 580 feet long and 175 feet wide, a flash fire followed the impact, scorching and smudging parts of the aircraft wreckage throughout the entire area. The CAB investigators probed the mangled pieces of the aircraft. The aircraft was totally destroyed by impact and fire; the largest parts were the bent and broken props the four engines and a section of the tail.&lt;br /&gt;Sheriff Ray E. Lehr working in the carnage of the crash stated;”Holy smokes, that must have been a furnace,” he said. “I saw 39 men fry to death in the bombing of the cruiser Marblehead in the South Pacific during the war-but this is worse.”&lt;br /&gt;Kenneth Sonner and Sidney D. Brennan CAB power plant and structural specialists sifted through the fragments of the fuselage and wings and meticulously inspected all four engines. It was well known that all the eye witnesses who witnessed the aircraft in flight made the statement that the left engine was smoking. What the investigators found concerning the engines was the fact that all the engine mounts were bent and bowed that all the power plants and their components disclosed no evidence of malfunctioning during the flight. All four engines showed signs of damage due to ground impact and fire. The lacerations on the propeller blades, the blade pitch settings, and the twisted front main power cases indicated that all the engines were developing almost full power at the time of impact.&lt;br /&gt;The investigators found parts of the big R-2800 engine 1,200 feet from the main wreckage lying up on Big Mountain.&lt;br /&gt;The investigators assigned to the physical structure of the aircraft were able to ascertain the fact that the landing gear was fully retracted at the time of impact. This was also verified by most of the eye witnesses. Unfortunately the investigators were not able to verify the position of the flaps because of the severe breakage and destruction of the aircraft wing structures.&lt;br /&gt;The maintenance records for the aircraft were given to the CAB investigators to go over, they were scrutinized and indicated that the airplane was in good mechanical condition at the time of its departure from Los Angeles and Chicago. There were no outstanding discrepancies affecting the air worthiness of the aircraft. These records were very important to the investigation, if there had been a problem associated with the engines or indicating system it would have helped steer the investigators to that area of the aircraft. Having the records show no problems made the investigators job more difficult.&lt;br /&gt;Even though the destruction of the aircraft was severe, investigators Fluet, Sonner and Brennan were able to identify a considerable number of components and parts.&lt;br /&gt;Because of the large number of non essential people (spectators) who descended upon the crash site a lot of valuable clues were destroyed or carried off by souvenir hunters. Investigator Joseph Fluet said their work was hampered by the disappearance of several important parts of the aircraft. He said they were apparently taken by souvenir hunters. One part of the aircraft believed taken was the main instrument panel. Fluet advised the Pennsylvania State Police and on a tip they went to Schuylkill County to the home of a man in Primrose who was believed to have taken the instrument panel. Instead of a piece of the instrument board or panel this individual had a piece of the tail which he picked up at the scene. The police made no arrest but did take the man back to the site so the man could point out the exact place where he found it.&lt;br /&gt;After this incident the State Police issued a warning to all persons planning to visit the scene of the crash to stay away, they will not be permitted near the site. State Police and National Guard troops were placed in and around the area to secure the site.&lt;br /&gt;Mr. Fluet who was working the accident site had other investigators collect all the data and recordings of the last radio transmissions from the aircraft. These recordings were sent to the CAB labs for analyzes. In 1948 there were no cockpit voice recorders carried on the aircraft which would have recorded everything spoken and all the peripheral sounds associated with the last 30 minutes of the flight. CAB and United Airlines specialist had to decipher the recordings by listening over and over to the last transmissions.&lt;br /&gt;Working on the basis that the crews last radio transmission to New York at 12:31 was barley intelligible, the voices were coming in short transmissions. The investigators were still able to ascertain that one or both pilots were reporting that a fire extinguisher had been released in the forward cargo pit. This area was actually the forward baggage compartment. And that the flight was making an emergency descent.&lt;br /&gt;The investigators knowing that this report indicated that there might possibly be a fire in the forward cargo compartment. And realizing that any information that might have been recorded from previous aircraft that may have experienced the same situation they needed to check all pertinent records concerning any fires in cargo holds on air carrier aircraft. From the records in the CAB it was shown that from January 1, 1948, through June 30, 1948, 22 false warnings of fire detectors in fuselage compartments, and 285 false warnings of smoke detectors were shown on different air carriers.&lt;br /&gt;A note of this particular defect was listed on the CAB file it stated that:&lt;br /&gt;In view of the large number of false warnings being reported by air carriers, some of which had resulted in precautionary landings at un scheduled stops. The CAA on April 28, 1948 authorized operators to disconnect the smoke detector units where their records showed that false alarms were being caused by the detector units themselves and by faulty installation or maintenance. On June 30, 1948, the CAA authorized the carriers to disconnect all smoke detectors without showing the necessity there-for. The Board concurred in this action. United Airlines had experience 44 false smoke detector warnings from January 1, 1948 through the first week of May, 1948, but elected not to disconnect the units. Research and tests are now in progress to improve the reliability of the smoke detectors. Efforts are also being exerted to improve the reliability of fire detectors. CAB 15275.&lt;br /&gt;With this information given to investigator Fluet he was able to determine that there may be a connection between the false warnings and flight 624’s situation. And began an intensive search for the smoke detectors.&lt;br /&gt;With their expert knowledge of the DC-6 and years of experience in searching for clues through the debris field of an aircraft accident site CAB investigators were able to find five of the six smoke detectors that were installed in the forward baggage compartment. The investigators also found the inlet duct adapter that receives air from the smoke detector in the cargo pit. On close inspection of the fire detector units they revealed no soot, smoke or evidence of burning, and smudge tests made on the interior of the smoke detector adapter showed no trace of smoke.&lt;br /&gt;According to CAA approved airplane operating manuals cargo and baggage compartments shall be classified in the “C” category …Not accessible to the crew during flight. Each compartment of the “C” category shall be equipped with a separate system of an approved type smoke detector or fire detector other than a heat detector to give warning at the pilot station. And a built in approved fire extinguishing systems controlled from the pilot station. Means shall be provided to exclude hazardous quantities of smoke, flames, or extinguishing agent from entering into any compartment occupied by the crew or passengers. Ventilation and drafts shall be further controlled within each such cargo or baggage compartment to the extent that the extinguishing agent provided can control any fire which may start.&lt;br /&gt;The normal compliment of six 15 pound CO2 bottles was also found in the wreckage. They were extremely damaged form the impact. The six CO2 discharge valves were also accounted for, unfortunately, they were broken off of their respective bottles by the severe impact and allowed the contents if any to be released. The bottles were all found empty.&lt;br /&gt;Many other pieces from the forward section of the aircraft were found and examined for any signs of in flight fire or smoke. Many of these parts were sent to CAB labs and tested for gases or smoke from various different sources.&lt;br /&gt;Putting all the data gathered at the impact site, and tests performed on aircraft components and the verbal data gathered from eyewitnesses it was becoming evident to the investigators that no fire had existed aboard the aircraft prior to the time of impact.&lt;br /&gt;Knowing that a certain procedure was performed when any indication of a fire was detected on the aircraft, especially into the forward cargo pit. The investigators new that a very important part of the emergency checklist needed to be performed, that meant that the emergency pressure control valve needed to be in the fully open position. A major warning in the flight manual stated that;&lt;br /&gt;FAILURE TO OPEN VALVE MAY RESULT IN EXCESSIVE AMOUNTS OF CO2 IN THE COCKPIT AREA.&lt;br /&gt;This manual control which actuates the cabin pressure relief valve is located to the right of the co-pilots seat. Investigators found the manual control in the wreckage. The control handle is attached to a drum over which an operating cable is wound. When the cabin relief valves are open, there are about one and one quarter complete turns of cable winding on the drum. When the valves are closed only one quarter turn of winding appears on the drum.&lt;br /&gt;The investigators found the drum for the manual control in the wreckage; it had only 90 degrees of cable winding on the drum. This, in addition to the marks left on the parts of the control mechanism, and test conducted on cabin emergency relief valves and control mechanism, was showing the investigators that the cabin relief valves and cockpit controls were in the closed position at the time of impact.&lt;br /&gt;The control is cable rigged to the cabin pressure emergency relief valves, located on the aft side of the fuselage, and to the cabin emergency depressurization valve located in the lower forward baggage compartment. Rotating the control in a counterclockwise direction opens the relief valves and discharges cabin air, decreasing the cabin pressure; rotating it clockwise closes the valve and allows cabin pressure to increase.&lt;br /&gt;Another part of the emergency procedure when a fire is encountered in the cargo area was to declutch the cabin superchargers. The superchargers were attached to the number 1 and 4 engines. Both of these engines were examined by metallurgists. No evidence that these parts were rotating at the time of impact was found indicating that the cabin superchargers had been declutched by the crew in flight.&lt;br /&gt;The cabin superchargers were declutched by means of two control levers located on the cockpit floor. Rapidly pulling up on the desired lever latch will disengage the respective supercharger clutch without affecting the operation of the engine.&lt;br /&gt;A master depressurization control lever, located beside the cabin supercharger disconnect levers, is used to depressurize the cabin rapidly in conjunction with fire fighting procedures. The control is interconnected with the cabin supercharger clutch disconnect levers.&lt;br /&gt;With the evidence that the relief valves weren’t opened and the superchargers were declutched it was evident that a part of the procedures for a fire in the cargo hold was not done. The investigators now had evidence that pointed toward the fact that maybe both pilots were incapacitated due to CO2 in the cockpit.&lt;br /&gt;Continuing on with the investigation the CAB investigators followed up on all clues that might pertain to the flights last moments.&lt;br /&gt;On June 22, one of the investigators stated that a package of spun glass, reported to be part of the Air Express shipment was found virtually intact almost a mile from the scene of the crash, giving impetus that some of the cargo had been jettisoned from the plane before it crashed.&lt;br /&gt;Some eyewitnesses told the investigators that they had seen objects dropped from the DC-6 before it crashed into the hillside.&lt;br /&gt;Assisting in the recovery of the U.S. Mail pouches that were on the aircraft was Postal Inspector Leonard A. Smith. He was looking for the 26 pouches that were onboard the aircraft. Also assisting in this recovery were post office workers from Pottsville led by Postmaster James Rattigan who assigned a special crew to take over the task of sorting and forwarding all identified mail to there intended addresses.&lt;br /&gt;During the investigation Mr. B.J. Crosby, Scranton, Pa. the superintendent for the Railway Express in the Susquehanna Division along with F.J. Flynn, also of Scranton and attached to the Express claim Department arrived at the crash scene. The men explained to the investigators that they were there to determine the exact number of Express packages taken and delivered by the ill fated airliner during its flight from California.&lt;br /&gt;There were reports given to the inspectors that a large box or package was jettisoned from the aircraft prior to impact, and that it included a large sum of cash. Such are the many aspects of an investigation that the investigators must deal with. After searching the area it was determined that no large box was jettisoned from the aircraft. This part of the investigation was turned over to the personnel from Railway Express.&lt;br /&gt;Mr. Crosby also denied that a large package weighing about 200 pounds containing a sizeable amount of cash was jettisoned from the plane. Crosby denied any knowledge of the package or its contents.&lt;br /&gt;On June 25, President of United Airlines W.A. Paterson informed chief investigator Fluet that United Airlines communication personnel had also deciphered a message from the ill fated aircraft.&lt;br /&gt;Patterson said that, “although indistinct and not clearly discernable, a message at 12:32 p.m. EST was deciphered as follows:&lt;br /&gt;“New York…………New York (followed by a word which could be interpreted as fire)….Fire extinguisher ……….forward pit.” The next message was at 12:33:30 it was “Emergency descent. The La Guardia field radio operator then made repeated attempts to contact the plane.&lt;br /&gt;“The above radio conversation was not heard by either government or company radio operators and therefore was not entered in their type written logs. “&lt;br /&gt;How ever, Patterson said that “minute investigation” of recovered plane parts, “gives no evidence that there was a fire in the forward cargo pit or in any other part of the plane prior to impact with the ground.&lt;br /&gt;On June 28, and 29, The CAB investigators utilized a USAF helicopter from Westover Field, Massachusetts to fly at low altitude and slow speed along the route that the airliner took in the last minutes prior to impact. Looking for any evidence that may have been overlooked.&lt;br /&gt;After the victims bodies were removed from the scene Chief CAB investigator Fluet hired the Ehrlich Exterminator Company of Pottsville to use powerful sprayers mounted on a vehicle to fumigate the crash scene. Because of the heat of summer many flies, mosquitoes and vermin moved in on the many small pieces of human remains and body fluids that still covered the area.&lt;br /&gt;Day by day and bit by bit the investigation was revealing more and more evidence. Investigator Fluet and the crew of CAB investigators who were working the scene with him were continually cataloging everything in a precise manner. By the end of June most of the field investigation was over. Now the collection of all pertinent evidence and the piecing together the last moments of the flight was in the hands of these CAB investigators.&lt;br /&gt;&lt;br /&gt;THE PUBLIC HEARINGS&lt;br /&gt;&lt;br /&gt;THE ASHLAND HEARING:&lt;br /&gt;On June 29, 1948, it was announced that the testimony of witnesses to the crash of Flight 624 will be taken on Friday July 2, 1948 at Ashland, Pa. Robert W. Christ, chief of the CAB hearing and Reports Committee made this statement at a press conference held in Washington. He also stated that another hearing will be held at a later date, to be announced.&lt;br /&gt;On July 2, 1948 the first session of the hearings into the crash of United Airlines Flight 624 opened at Ashland, Pa. The CAB Board held the hearings in the Ballroom of the Hotel Loeper. This hearing was in regards to interview the persons who actually witnessed the final minutes of the flight. Various exhibits were also presented.&lt;br /&gt;The CAB expected to call about 39 different persons 20 of them who were eyewitnesses. By July 2, 1948 over 500 people were questioned in regards to the crash and what they witnessed. Narrowing the number down to about 20 reliable persons was the task of the Board members.&lt;br /&gt;Representing the CAB at the hearings and presiding over them was Robert W. Christ, chief of hearings and reports divisions of the CAB. W.K. Andrews, as the assistant to Mr. Christ. Joseph. O. Fluet, chief of Region 1; G.M French, meteorologist; K.C. Sonner, power plant specialist; S.D. Berman, Structural expert; G.R. Clark, air safety engineer and R.P. Dickerson, the secretary.&lt;br /&gt;Chairman Christ opened the hearing by explaining to those in attendance that the hearing was called to determine the facts of the case; the cause of the crash if possible and to outline the steps that would prevent future accidents.&lt;br /&gt;Mr. Christ stated that deposition was being taken in this instance in connection with the investigation of an aircraft accident by the Civil Aeronautics Board, which involved the crash of United Airlines, Douglas DC-6 NC-37506, and aircraft of United States registry. This accident occurred near Mt. Carmel, Pennsylvania on June 18, 1948. The deposition will be made a public record of this public hearing held on July 2, 1948 in connection with this accident and is identified as CAB Docket SA-172.&lt;br /&gt;Eight witnesses were then called in the morning session of the hearing, telling of what they knew and witnessed about the last few minutes of United Flight 624.&lt;br /&gt;Determination of the time of transmissions and the exact time of the accident was an important part of the CAB’s investigation. Knowing that the radio transmissions contained time checks and were relative to actual time the investigators were able to piece together the last minutes of the flight.&lt;br /&gt;One of the first called was Lucian M. Zell, chief of communications for United Airlines at La Guardia Field. Mr. Zell testified that he interpreted an official recording made mechanically of the last messages sent from the plane between 12:32 EST and 12:33:30 EST p.m. , June 17, just a few minutes before the crash at 12:41 EST.&lt;br /&gt;After reconstructing the somewhat garbled message that was sent by the flight it was finalized as, “New York 624 hello. We released fire extinguisher in forward cargo pit. 624 emergency descent.” As was given by the United Airlines transcript there was some speculation over the word “fire”. LaGuardia radioed back “try again”. The answer came “624 forward cargo pit……..Emergency descent.”&lt;br /&gt;Clifford C. Standford, radio operator at La Guardia Field for United Airlines was called and testified that at 12:55 EST he received the last clear message from the ill fated plane. And at the time the pilot reported the aircraft was in good shape. At 12:31 EST p.m. he heard a loud message that he believed came from the plane but he could not decipher it. He said it was loud but garbled and the voices sounded excited.&lt;br /&gt;United Airlines Captain Earl E. Bach was called to testify. Captain Bach was flying Flight 132, a DC-3 from Chicago to Philadelphia at 9,000 feet. He said that 12:23 he heard the plane report its altitude at 17,000 feet. Then at 12:33 EST he heard this message, “New York, New York (a few words missing) this is an emergency descent.&lt;br /&gt;Captain Bach relayed the message to another plane and when he approached within 12 miles of Aristes saw a column of smoke which he believed to be the plane.&lt;br /&gt;He came down to within 3,000 feet, circled and relayed the message to another United Flight, Flight 607 which was in the vicinity and in turn flight 607 relayed the information to La Guardia field. It was he who gave the location of the crash.&lt;br /&gt;Along with another United Airlines pilot, Captain Bach and Captain John Roberts who flew flight 624 on the San Diego to Chicago leg of the scheduled flight were questioned on their familiarization of the route being flown by the DC-6 from Chicago to New York. Both pilots testified that they would not have selected the narrow valley just west of the Mid Valley breaker area for an emergency descent, both agreeing that it was a poor choice for an emergency landing.&lt;br /&gt;Captain Roberts stated that in such an emergency, he would have turned the plane back to Phillipsburg, or would have turned northward into open country above Mt. Carmel.&lt;br /&gt;Captain Roberts also testified that a mechanical correction was made at Los Angeles and that he flew the plane from the West Coast to Chicago without difficulty before Captain George Warner Jr. took over.&lt;br /&gt;Col. A. D. Tuttle director of Medical services for United Airlines was called and testified to the fact that Captain George Warner was a “Most able individual, quite capable of coping with any emergency situation. He was very stable in an emergency.” He also added that both Captain Warner and First Officer Richard Schember were in qualified physical shape and had passed routine fitness examinations on March 30, 1948. Col. Tuttle also said that identification of all 43 bodies had been made with the co operation of the FBI.&lt;br /&gt;Mr. I.K. Sommermeyer, United Airlines flight engineering and technical training head of the DC-6 pilots testified that Captain Warner was qualified to fly the DC-6. Sommermeyer described changes made to emergency equipment since June 17 crash and distance required to make emergency descents.&lt;br /&gt;Roy M. Wainwright, Denver, superintendent of United Airlines service in charge of training programs for air stewardesses, testified that all stewardesses have knowledge of the location of fire equipment, first aid equipment, exits and emergency evacuation in various plane positions. While stewardesses are notified of emergency situations by telephone from the captain in charge, he said, they can go to the flight deck in any emergency.&lt;br /&gt;J.A. Herlihy, vice president in charge of operations and Mr. M.H. Fay, flight manager for United Airlines told how the plane was rigged up with carbon dioxide extinguishers which were released into the forward cargo pit by pulling levers.&lt;br /&gt;They also testified that from the dispatcher’s records at Chicago the flight total load was 75,078 pounds at takeoff, with a permissible load of 81,240 pounds. And that the last normal message received by the airline was art 12:27 EST when the aircraft was over Phillipsburg, Pa.&lt;br /&gt;From United Airline company records and eyewitness reports, the plane began its descent from 17,000 feet between Phillipsburg and Lewisburg. Eyewitnesses said they saw the plane emerge from the clouds at an altitude estimated to be 8,000 feet. The pilot had been ordered to descend no lower than 11,000 feet in the last radio check at La Guardia field in New York.&lt;br /&gt;The pre flight inspections of the plane were all normal, W. C. Mentzer United Airlines chief of maintenance, Denver testified. Mentzer said the aircraft was delivered to United Airlines on March 27, 1947. And there were no pilot complaints on the condition of the aircraft. It was also stated that United airliners to include the DC-6 aircraft have been flying over this area on the Chicago to New York trip since December 1945.&lt;br /&gt;The weather was carefully reviewed to determine whether or not it could have been a factor in the accident. United Airline officials and CAB witnesses testified that the weather was ideal for flying on the day of the accident. George M. French, meteorologist specialist of the CAB Safety Bureau, Washington, presented a survey of weather data of the crash date, describing visibility at from 6 to 15 miles, absence of storms and high winds and said a flight below 17,000 feet east of Lewisburg would have sufficient visibility to the ground.&lt;br /&gt;CAB safety bureau specialists Kenneth Sonner the power plant expert and Sidney D. Berman the structural expert described how they catalogued the wreckage at the crash scene in trying to reconstruct the aircraft.&lt;br /&gt;Frank S. Schwager, Long Island, CAB aircraft maintenance agent testified and exhibited the records and corrective steps taken in the maintenance of the aircraft.&lt;br /&gt;George R. Clark, air safety investigator of the CAB safety bureau, told his fellow board members of the inquiry of the concentrated searches for objects reported by persons to have been seen falling from the aircraft. Of the 19 aerial photographs taken of the crash, and the 64 signed statements taken from persons from Lewisburg east about the flight of the plane and other details of how the course was plotted to the point of impact. He set the time of the crash from 12:40 to 12:41 EST, according to a study of the voltage when the plane hit a transformer sub-station and burst into flames.&lt;br /&gt;Lieutenant Frank Clemmensen of the USAF Air Search and Rescue Unit, Westover Field, Mass. told the board that in his opinion nothing more could be gained from a continued search by air of the crash scene. Lt. Clemmensen is in charge of the helicopter that has been searching the area since June 22. He has scanned the ground at altitudes ranging from 50 to 100 feet above the tree tops, and has searched the area at speeds of 30 to 4o mph.&lt;br /&gt;Howard E. Spade, chief of police of the Hazel Brook Coal co. and Mid valley Colliery told how his officers were on the scene, his first man Ben Matulevich of Mt. Carmel arrived at the scene seven minutes after the plane crashed.&lt;br /&gt;Major Charles J. McRae of the third squadron of the Pennsylvania State Police at Wyoming barracks also testified at the morning session.&lt;br /&gt;There was no hint in the testimony of B.J. Crosby, superintendent of the Susquehanna Division of the Railway Express Agency, Scranton and Postal Inspector L.E. Smith that the plane carried a shipment of currency, rumored at a quarter of a million of dollars in its final flight. Crosby had previously denied this rumor in talking with reporters at the scene.&lt;br /&gt;Postal Inspector Smith testified that the aircraft carried 28 pouches and two outside parcels, weighing an aggregate 635 pounds. Only 23 of the 163 registered letters were recovered and that only one box was recovered with the contents partially intact. Twenty six charred locks from the bags were recovered, one at the top of the mountain but all within the crash area.&lt;br /&gt;The board members organized the eyewitnesses into groups who would be heard in rotation. The first will be the eye witnesses farthest from the scene.&lt;br /&gt;Each witness was sworn and asked to state their name, address and occupation.&lt;br /&gt;&lt;br /&gt;THE EYEWITNESSES:&lt;br /&gt;&lt;br /&gt;One after the other 24 witnesses were called by the Chief of the hearing Robert Christ. The witnesses failed to give the board much further insight into the cause of the crash. All witnesses agreed that there was no hint of fire in any of the aircraft’s four engines but a slim stream of smoke followed the wake of the plane, a circumstance readily attributed to a sharp climb to regain altitude.&lt;br /&gt;The most valuable eye witness testimony came from two men who had experience flying aircraft in the military.&lt;br /&gt;Mr. Edward Janoka, Marion Heights, who had experience in the Army Air Corp, said he observed the plane flying over his home. The smoke streamed out when the plane began a steep climb. Janoka said this was normal in a climb for power. Janoka said he saw no hint of any fire on the aircraft and the aircraft seemed to be proceeding without difficulty.&lt;br /&gt;Mr. William P. Tidmore, of Pottsville, Pa. was called . Mr. Tidmore was a pilot and had flown the C-54 plane a slightly smaller version of the Douglas DC-6 ,known commercially as the DC-4. Tidmore said he was in the area with his father A.V.Tidmore, owner of the radio station WPPA. Mr. Tidmore gave the board a graphic description of the final approach and last minutes of the ill fated aircraft. He told the board that he and his father were driving on the road between Wilburton and Aristes, close to the scene of the crash.&lt;br /&gt;Mr. Tidmore stated it was hard to follow the entire flight of the plane because of obstructions. The aircraft was descending gradually at cruising power, about one half mile to my right and about 2 ½ miles away. He could tell from the jerky movement of the aircraft that there was some trouble aboard. He noted how the aircraft made abrupt banks, veered right then left. The right wing would drop rapidly about 5 degrees then very rapidly it would come back to a level position. Then the left again and then the right..&lt;br /&gt;He said the plane was coming east through the valley at about 40 or 50 feet. It sounded as if the pilots were reducing their power to kill some of the excess speed. We lost sight of him temporarily, but he then came into view again. He said he checked to see if the landing gear was down. It was retracted.&lt;br /&gt;Tidmore stated that he believed at this point the pilot had decided to attempt to make a landing. All the engines were turning over, and were developing full power again, with a speed well over 200 mph. No engines were on fire at the time. He also stated that he noticed two power reductions and a light stream of black smoke from number four engine. The smoke from the engine he thought didn’t come from an engine fire but from the engine being loaded up during the approach while in the valley when the pilot gave the plane full throttle, the motor was just beginning to clear itself.&lt;br /&gt;Mr. Tidmore described the last seconds as he witnessed them. He said thoughts of an impending crash flashed through my mind. The tail section of the plane appeared to be fluttering considerably. The plane was banking to the right at about 30 or 35 degrees. It seemed the pilot was turning to avoid hitting the colliery. He momentarily tried to climb, it was too late, and in less than a second the right wing clipped the ground as the plane hit the substation and exploded.&lt;br /&gt;There was a blinding flash of light, apparently from the exploding gasoline and oxygen tanks. Then black smoke and debris was thrown into the air and all over the hillside.&lt;br /&gt;The denial that the aircraft was on fire or that there appeared to be a fire in the aircraft was made by a number of the witnesses who observed the aircraft in flight during the last minutes. A point that the investigators would use to come to a final conclusion.&lt;br /&gt;Mrs. Peter Burisk, Sunbury, said she heard the airplane make a series of backfires and unusual noise in the propellers as the plane soared above her home and crossed a ridge only a few feet above the tree tops.&lt;br /&gt;This is a typical eyewitness’s report of an aircraft that to the observer seems to be in trouble this is the type of report that the investigators had to sort out. Mrs. Burisk while trying to be helpful was not a professional person trained in the aviation industry and is not familiar with aircraft and aircraft engines or propellers.&lt;br /&gt;It was difficult at times for the investigators to have to decipher exactly what the witnesses were reporting. Although the witnesses gave excellent visual reports their observations were of little help in the technical context of the investigation. The reports given by the professionals like Janoka, and Tidmore both pilots and men who were trained in the aviation field were very important to technical aspect of the investigation.&lt;br /&gt;One of the main things that Mr. Christ of the CAB was concentrating on from the witnesses was did any of them see any sign of fire or smoke while the aircraft passed their view.&lt;br /&gt;Ten of the witnesses interviewed agreed that there was no hint of fire in any of the four engines but a slim stream of smoke was scene in the wake of the number four engine. The CAB referenced this as a circumstance related to the sharp climb to regain altitude.&lt;br /&gt;During the hearings one witness stated that the saw something fall from the aircraft. News of this particular incident was widely spread following the accident.&lt;br /&gt;Thomas W. Ginter, Sunbury was called and he testified that he observed the plane from the Sunbury Airport he also described a peculiar noise of the craft and said it appeared to be descending while moving at 300 mph. Mr. Ginter said the visibility extended 30 miles and there was no smoke as a rapid but gradual descent began.&lt;br /&gt;Mr. Elmer Stahl, Lewisburg a telephone lineman working at Cowan, Snyder County, stated the engines made a “popping” noise but he observed no fire or objects falling from the plane.&lt;br /&gt;Mr. Harry Pope, RD Sunbury, a truck driver stated that the he was at home when a vibration caught his attention, the aircraft was backfiring and the plane was losing altitude but again there was no trace of smoke or a fire.&lt;br /&gt;Mr. Irvin Reigle a farmer living near Shamokin was called, he said. “The plane was 400 feet above him, flying in a straight line with the engines operating normal and there was no sign of trouble as it crossed his farm yard so low that he could read the letters on the plane.&lt;br /&gt;Mr. Arthur Brocious, Sunbury R.D. 1. Testified to the fact that “The engines cut out at a low altitude seven or eight times as it passed his service station at Stonington and that there was a slight popping noise. But I observed no sign of a trace of smoke or fire.&lt;br /&gt;Also called was the juvenile witness, Ronnie Snyder a nine year old boy from second street in Wilburton who testified that he was standing in his uncle’s front yard in Wilburton when “Something shinny” fell from the plane just before it disappeared from his range of vision.&lt;br /&gt;The area indicated by the boy was searched by members of the Civil Air Patrol and Boy Scouts for two days. Nothing was found during the searches.&lt;br /&gt;Testimony of the last six remaining witnesses was taken in the later part of the morning and brought a close to the official inquiry.&lt;br /&gt;Mr. Robert Christ officially closed the hearing in Ashland at 10:50 a.m. this morning and remarked that a continuation of this inquiry will be held in Washington within the next several weeks and will then study the technical evidence along with the evidence gained at this hearing After the technical aspect is taken the board will then release their opinion on the cause of the crash.&lt;br /&gt;There was no knew evidence as to what caused the crash of United Flight 624 read into the record when additional eye witnesses took the stand.&lt;br /&gt;A preliminary statement of facts then in possession of the Board was released on July 9, 1948. The summation of evidence that was garnered from the hearings in Ashland was the fact that there was no visible fire seen on the aircraft as it made its approach to the crash site.&lt;br /&gt;It was also noted by the Miners Journal Reporter that Attorney Cletus C. Kilker, Girard Ville attended the hearing with Miss Agnes O’Neill, Fountain Springs, stenographer, in behalf of the family of one of the victims of the crash.&lt;br /&gt;Following the above mentioned hearing, several of the components of the aircraft were subjected to detailed study and analysis by the Federal Bureau of Standards and the Douglas Aircraft Company.&lt;br /&gt;On August 25, 1948 the Board was reconvened in New York City. At this hearing the testimony of forty-one witnesses, including technical experts, was heard and numerous technical exhibits were displayed.&lt;br /&gt;One of the first witnesses interviewed was Mr. Edward Ball, a mechanic for United Airlines in Chicago, who supervised the turnaround and service of the aircraft when it landed there. Said that all repairs at Chicago were minor in nature and were adequate to dispatch the aircraft to New York. Also testifying with Mr. Ball was CAA Air Carrier Agent, Radio Division, who also affirmed that all repairs were adequate.&lt;br /&gt;On the last day of the hearings Mr. Alton Farr, chief of the CAB designing section, told the CAB hearing that the crashed plane was equipped with a device for clearing the interior of gas fumes. However, it was found that a lever controlling this device was in the “Closed” position.&lt;br /&gt;It has not been determined, he said, whether the lever never was opened or whether it might have been thrown shut by the impact of the crash.&lt;br /&gt;It has been established that containers of compressed carbon dioxide gas, carried on airliners to fight fires in flight, were opened in the wrecked plane, presumably by the pilots in the belief the ship was afire.&lt;br /&gt;Witnesses testified that the standard procedure is to open up the fume clearing mechanism before the carbon dioxide is released. But if the device was not opened or it failed to work, the gas might have seeped into the cockpit, they said.&lt;br /&gt;Dr. Ludwig Lederer, CAB medical consultant, testified that recorded messages from the plane’s pilot and co-pilot prior to the crash indicated that the fliers were under “strain and distress”. Voice inflections in two messages sounded as if the speakers were gasping and agonized, he said, and the final “Emergency descent” message was “thick tongued,” indicating the speaker was nearly over come by some sort of fumes or gas.&lt;br /&gt;He said the irregular course of the DC-6, just before it hit the high tension power line, indicated to him that the pilots were unable to control the aircraft properly.&lt;br /&gt;Clayton S. White, chief of the Aviation Medicine Section of the Lovelace Medical Clinic at Albuquerque N.M. testified that if both banks of CO2 containers were opened, the cockpit probably would have had a 7.8 % concentration of the gas.&lt;br /&gt;A 5 % concentration would be too much for the pilots within five minutes, he said. It has been estimated that the plane took eight or nine minutes in descending.&lt;br /&gt;Robert L. Hoskinson, of the Douglas Aircraft Company Test Division testified that concentrations of CO2 carrying from 4 to 19 % were measured in the cockpit of a DC-6 during fire extinguisher test made earlier this year. He said it was found that the concentration of fumes varied with the speed of the aircraft.&lt;br /&gt;W.W. Davies, United Airlines engineer, told the inquiry board that literature regarding seepage of CO2 fumes in the DC-6 had been prepared for distribution to all UAL pilots. But the instructions were completed only the day before the Mt. Carmel crash and had not been given to the pilots, he said.&lt;br /&gt;Mr. Joseph Fluet, CAB lead investigator for the crash read into the record a summarized result of the investigation of the non-technical hearing held in Ashland, Pa. back on July 2, 1948. Mr. Fluet read the sworn testimony of mechanics who serviced the plane at Los Angeles on its arrival from Seattle on June 16. The testimony stated that the plane was originally scheduled to leave on a run to San Diego but was withdrawn from the flight when the No.2 engine developed a hydraulic lock. After this problem was repaired the aircraft was dispatched to Chicago and on to New York at La Guardia Field.&lt;br /&gt;On August 26, 1948 on the continuation of the inquiry five witnesses were called, all communications specialists who listened to the recordings of the radio messages from the flight shortly before the aircraft crashed.&lt;br /&gt;It is interesting to note that at the time of this accident radio communications were mainly done by way of HF (High Frequency) radio transmission. HF radio has the ability to transmit over very long distances, but is subject to many forms of interference, thunderstorms both local and distant, and many types of atmospheric interference. The radio transmission that was sent from Flight 624 was over the HF range and it is possible that the garbled and noisy communication was due to some type of atmospheric anomaly. United Airlines had various HF stations along the route, using frequencies in the 5600 kc range for daytime transmissions. The stations were located in Chicago, Cleveland New York, Buffalo area to name a few, anyone of which could be contacted to relay any message. In its infancy at the time was VHF (Very High Frequency) radio. This type of radio was used generally in the area of the airport. VHF radio transmissions make radio communications clear, because of not being affected by atmospheric conditions and thunderstorms. At this time VHF radio only had a range of about 60 miles.&lt;br /&gt;Three of theses experts who listened to the recordings testified that the pilot or another voice said, “There are fumes.”&lt;br /&gt;The two other radio experts testified they were unable to make out that interpretation of the call that came some eight minutes before the flight plunged into the hillside as the voices were excited and garbled.&lt;br /&gt;All five men did agree that the pilot began his brief exchange with New York in a highly excited voice and that he reported a fire in extinguisher was released in the forward baggage pit.&lt;br /&gt;The testimony of R.W. Cassel, a CAB investigator was read into the record. The other four radio experts were L. M. Zell, Chief of Communications for UAL. At La Guardia Field , New York John F. Olinger, CAA Air Carrier Operations Agent; William S. Ridenour, CAA Airways Operation Specialist and Robert Nagle, CAA Carrier Agent all appeared in person before the board.&lt;br /&gt;The hearings in New York lasted until August 30, 1948. Following the hearing the Board’s technical staff began its analysis of the many exhibits that had been received as evidence. In December 1948, United Airlines requested the Board to withhold judgment on the accident until further tests could be made with respect to the position of the cabin pressure relief valves. These test were scheduled to take place at the Massachusetts Institute of Technology. (M.I.T.) The request was granted.&lt;br /&gt;Before the parts in question were sent to M.I.T. they were disassembled and sent to the Federal Bureau of Standards, who made there own tests and released their data on April 14, 1949.&lt;br /&gt;The study that United Airlines requested from M.I.T. resulted in a preliminary report that was reported on April 26, 1949.&lt;br /&gt;The Douglas Company also requested permission to re-inspect the parts because at the time of their test the parts had not been disassembled. The Douglas report was received on June 21, 1949.&lt;br /&gt;The outcome of the Boards analysis for the pressure relief valves study showed that the evidence including the reports described indicated that the relief valves were closed. The M.I.T. report on behalf of United airlines concluded that the cabin pressure relief valves were open.&lt;br /&gt;&lt;br /&gt;THE PUBLIC HEARINGS&lt;br /&gt;&lt;br /&gt;THE ASHLAND HEARING:&lt;br /&gt;On June 29, 1948, it was announced that the testimony of witnesses to the crash of Flight 624 will be taken on Friday July 2, 1948 at Ashland, Pa. Robert W. Christ, chief of the CAB hearing and Reports Committee made this statement at a press conference held in Washington. He also stated that another hearing will be held at a later date, to be announced.&lt;br /&gt;On July 2, 1948 the first session of the hearings into the crash of United Airlines Flight 624 opened at Ashland, Pa. The CAB Board held the hearings in the Ballroom of the Hotel Loeper. This hearing was in regards to interview the persons who actually witnessed the final minutes of the flight. Various exhibits were also presented.&lt;br /&gt;The CAB expected to call about 39 different persons 20 of them who were eyewitnesses. By July 2, 1948 over 500 people were questioned in regards to the crash and what they witnessed. Narrowing the number down to about 20 reliable persons was the task of the Board members.&lt;br /&gt;Representing the CAB at the hearings and presiding over them was Robert W. Christ, chief of hearings and reports divisions of the CAB. W.K. Andrews, as the assistant to Mr. Christ. Joseph. O. Fluet, chief of Region 1; G.M French, meteorologist; K.C. Sonner, power plant specialist; S.D. Berman, Structural expert; G.R. Clark, air safety engineer and R.P. Dickerson, the secretary.&lt;br /&gt;Chairman Christ opened the hearing by explaining to those in attendance that the hearing was called to determine the facts of the case; the cause of the crash if possible and to outline the steps that would prevent future accidents.&lt;br /&gt;Mr. Christ stated that deposition was being taken in this instance in connection with the investigation of an aircraft accident by the Civil Aeronautics Board, which involved the crash of United Airlines, Douglas DC-6 NC-37506, and aircraft of United States registry. This accident occurred near Mt. Carmel, Pennsylvania on June 18, 1948. The deposition will be made a public record of this public hearing held on July 2, 1948 in connection with this accident and is identified as CAB Docket SA-172.&lt;br /&gt;Eight witnesses were then called in the morning session of the hearing, telling of what they knew and witnessed about the last few minutes of United Flight 624.&lt;br /&gt;Determination of the time of transmissions and the exact time of the accident was an important part of the CAB’s investigation. Knowing that the radio transmissions contained time checks and were relative to actual time the investigators were able to piece together the last minutes of the flight.&lt;br /&gt;One of the first called was Lucian M. Zell, chief of communications for United Airlines at La Guardia Field. Mr. Zell testified that he interpreted an official recording made mechanically of the last messages sent from the plane between 12:32 EST and 12:33:30 EST p.m. , June 17, just a few minutes before the crash at 12:41 EST.&lt;br /&gt;After reconstructing the somewhat garbled message that was sent by the flight it was finalized as, “New York 624 hello. We released fire extinguisher in forward cargo pit. 624 emergency descent.” As was given by the United Airlines transcript there was some speculation over the word “fire”. LaGuardia radioed back “try again”. The answer came “624 forward cargo pit……..Emergency descent.”&lt;br /&gt;Clifford C. Standford, radio operator at La Guardia Field for United Airlines was called and testified that at 12:55 EST he received the last clear message from the ill fated plane. And at the time the pilot reported the aircraft was in good shape. At 12:31 EST p.m. he heard a loud message that he believed came from the plane but he could not decipher it. He said it was loud but garbled and the voices sounded excited.&lt;br /&gt;United Airlines Captain Earl E. Bach was called to testify. Captain Bach was flying Flight 132, a DC-3 from Chicago to Philadelphia at 9,000 feet. He said that 12:23 he heard the plane report its altitude at 17,000 feet. Then at 12:33 EST he heard this message, “New York, New York (a few words missing) this is an emergency descent.&lt;br /&gt;Captain Bach relayed the message to another plane and when he approached within 12 miles of Aristes saw a column of smoke which he believed to be the plane.&lt;br /&gt;He came down to within 3,000 feet, circled and relayed the message to another United Flight, Flight 607 which was in the vicinity and in turn flight 607 relayed the information to La Guardia field. It was he who gave the location of the crash.&lt;br /&gt;Along with another United Airlines pilot, Captain Bach and Captain John Roberts who flew flight 624 on the San Diego to Chicago leg of the scheduled flight were questioned on their familiarization of the route being flown by the DC-6 from Chicago to New York. Both pilots testified that they would not have selected the narrow valley just west of the Mid Valley breaker area for an emergency descent, both agreeing that it was a poor choice for an emergency landing.&lt;br /&gt;Captain Roberts stated that in such an emergency, he would have turned the plane back to Phillipsburg, or would have turned northward into open country above Mt. Carmel.&lt;br /&gt;Captain Roberts also testified that a mechanical correction was made at Los Angeles and that he flew the plane from the West Coast to Chicago without difficulty before Captain George Warner Jr. took over.&lt;br /&gt;Col. A. D. Tuttle director of Medical services for United Airlines was called and testified to the fact that Captain George Warner was a “Most able individual, quite capable of coping with any emergency situation. He was very stable in an emergency.” He also added that both Captain Warner and First Officer Richard Schember were in qualified physical shape and had passed routine fitness examinations on March 30, 1948. Col. Tuttle also said that identification of all 43 bodies had been made with the co operation of the FBI.&lt;br /&gt;Mr. I.K. Sommermeyer, United Airlines flight engineering and technical training head of the DC-6 pilots testified that Captain Warner was qualified to fly the DC-6. Sommermeyer described changes made to emergency equipment since June 17 crash and distance required to make emergency descents.&lt;br /&gt;Roy M. Wainwright, Denver, superintendent of United Airlines service in charge of training programs for air stewardesses, testified that all stewardesses have knowledge of the location of fire equipment, first aid equipment, exits and emergency evacuation in various plane positions. While stewardesses are notified of emergency situations by telephone from the captain in charge, he said, they can go to the flight deck in any emergency.&lt;br /&gt;J.A. Herlihy, vice president in charge of operations and Mr. M.H
