Ordinarily plowing merely turns over the same old soil year after year, and constant decrease in crops is only prevented by rotation or expensive fertilizing.

With ‘Red Cross’ Dynamite you can break up the ground all over the field to a depth of two or three feet, for less than the cost of adequate fertilizing, and with better results. Fertilizing only improves the top soil. Dynamiting renders available all the moisture and elements of growth throughout the entire depth of the blast.

In an article by J.H. Caldwell, of Spartanburg, S.C., in the September, 1910, Technical World Magazine, he states that before the ground was broken up with dynamite, he planted his corn with stalks 18 inches apart in rows 4 feet apart and raised 90 bushels to the acre. After the ground was blasted, it was able to nourish stalks 6 inches apart in rows the same distance apart, and to produce over 250 bushels to the acre. This means an increase of about 160 bushels to the acre, every year, for an original expense of $40 an acre for labor and explosives.

F.G. Moughon, of Walton County, Georgia, reports that he has been raising crops of watermelons, weighing from 50 to 60 pounds each, on land blasted by exploding charges of about 3 ounces of dynamite in holes 2-½ to 3 feet deep, spaced 8 to 10 feet apart.

— From Farming With Dynamite, published by the E.I. du Pont de Nemours Powder Co., 1910

Our Geneva Correspondent writes: — ‘A few days since two schoolmasters from Morzine, a Savoyard village near the Swiss frontier, made an excursion to the Col de Coux, not far from Champéry, in the Valais. As they were descending the mountain, late in the afternoon, they thought they heard cries of distress. After a long search they perceived a man holding on to a bush, or small tree, which had struck its roots into the face of the precipice. As the precipice was nearly perpendicular and the man was some 1,200 ft. below them, and the foot of the precipice quite as far below him, they found it impossible to give the poor fellow any help. All they could do was to tell him to stay where he was — if he could — until they came back, and hurry off to Morzine for help. Though it was night when they arrived thither, a dozen bold mountaineers, equipped with ropes, started forthwith for the rescue. After a walk of 12 miles they reached the Col de la Golèse, but it being impossible to scale the rocks in the dark they remained there until the sun rose. As soon as there was sufficient light they climbed by a roundabout path to the top of the precipice. The man was still holding on to the bush. Three of the rescue party, fastened together with cords, were then lowered to a ledge about 600 feet below. From this coign of vantage two of the three lowered the third to the bush. He found the man, who had been seated astride his precarious perch a day and a night, between life and death. It was a wonder how he had been able to hold on so long, for besides suffering from hunger and cold he had been hurt in the fall from the height above. He was a reserve man belonging to Saméons, on his way thither from Lausanne, where he had been working, to be present at a muster. Losing his way on the mountains between Thonon and Saméons, he had missed his footing and rolled over the precipice. He had the presence of mind to cling to the bush, which broke his fall, but if the two schoolmasters had not heard his cries he must have perished miserably. Hoisting him to the top of the precipice was a difficult and perilous undertaking, but it was safely accomplished. None of the man’s hurts were dangerous, and after a long rest and a hearty meal or two he was pronounced fit to continue his journey and report himself at the muster.’

— Times, July 12, 1882

Some insurance policies declare themselves inapplicable to injuries or losses that are covered by other policies. What happens if an injured person holds two such policies?

If the provisions are interpreted strictly, “then each would become inapplicable,” notes Earlham College philosopher Peter Suber. “But as soon as they were inapplicable, they would each trigger the other’s applicability again, and so on.”

“The policy-holder would either be entitled to nothing or to benefits from at least one policy, to be determined by an unending and indeterminable oscillation of liability.”

As airplanes began to populate the skies over Europe and America, they met an unexpected adversary — eagles. “Some of the adventures of aviators with eagles have been harrowing in the extreme,” reported the Associated Press in 1928. “An airplane was flying over the mountains [behind Athens] recently when several eagles swooped down and attacked it simultaneously. Their dashes at the machine so crippled it that the pilot was forced to descend quickly, and landed so badly that he and a passenger were injured.”

In Adventures With a Texas Naturalist (1975), Roy Bedichek reports that such encounters were reported as early as World War I and were still taking place 60 years later. He writes that pilot J.O. Casparis was flying over Texas’ Big Bend National Park when “an enormous eagle crash-dived his plane before he could shoot, tore through the window, ripped off several feet of the fuselage and showered him with shattered glass.” And J. Wentworth Day reported an attack by two eagles on a three-motored, all-steel passenger plane near Allahbad, India: “The first eagle flew straight in the middle engine, while the second dived from ten thousand feet, and went through the steel wing like a stone, ripping a great hole.”

Bedichek writes that, after the first attacks, the French army seriously considered training eagles to attack enemy planes, and the British Air Ministry issued instructions on the best tactics to pursue during eagle attacks. “Of course, modern planes have little to fear from eagles or other birds individually,” he notes, “but the encountering by plane of migration flights, especially of flights of large birds in considerable number, is said still to offer a considerable hazard.”

On Monday last an accident of a singular but distressing nature happened to one of our townsmen. A pair of fanners were being conveyed in a cart along the road to the Whins, when, from some cause or other, the horse ran off. Mr. Drummond, millwright, the person who has met with the accident, at first stepped forward to stop the horse, but, fearing danger, started hastily back. Behind Mr. Drummond was a lad bearing an axe upon his shoulder. Upon the sharp edge of the instrument Mr. Drummond unfortunately ran, and the consequence was that his nose was very nearly cut off. So complete was the cut the nose fell over upon the mouth, and was suspended by the slightest portion of the integument. Mr Drummond instantly applied his handkerchief to his face, and proceeded to Dr. Brotherston, who was fortunately in his own house at the moment. As may be supposed, the sight was a hideous one, the accident presenting an insight into the interior of the face. We are happy to say that, under Dr. Brotherston’s judicious treatment, the nose has been replaced, and there is every hope of the cure being so effectual that scarcely any trace of the accident will by and by be visible.

— Alloa Advertiser, reprinted in the Times, Dec. 18, 1855

At 3:35 a.m. on Aug. 14, 1888, off the coast of Nova Scotia, Second Officer Jørgensen of the Danish steamer Geiser was asleep in his bunk when he was awakened by a “frightful crash.” As he rolled out of his bunk, the bow of another ship “crashed its way through the walls of my stateroom, making an enormous hole and blocking the door so I couldn’t get out.” Desperately he grabbed the anchor chain of the strange ship “and climbed up to her deck just as the Geiser gave one last lurch and went down out of sight, with her decks covered with shrieking, despairing people.”

He found himself aboard Geiser‘s sister ship Thingvalla, which had been plying the same line between New York and Copenhagen. In the stormy night, Thingvalla’s prow had struck Geiser amidships, and she sank in seven minutes. Thingvalla’s boats rescued 14 passenger and 17 crew, leaving 126 unaccounted for — most of the passengers died in their bunks.

See The “Miracle Girl.”

On Nov. 20, 1820, the Nantucket whaler Essex was attacking a pod of sperm whales in the South Pacific when an immense 85-foot whale surfaced about 100 yards off the bow. It spouted two or three times, dove briefly, then charged and “struck the ship with his head just forward of the fore chains,” reported mate Owen Chase. “He gave us such an appalling and tremendous jar as nearly threw us all on our faces. The ship brought up as suddenly and violently as if she had struck a rock, and trembled for a few moments like a leaf. We looked at each other in perfect amazement, deprived almost of the power of speech.”

The whale passed under the ship and lay on the surface, stunned at first and then convulsing. Chase ordered men to the pumps and called back the boats, but as the Essex began to settle in the water a man called, “Here he is — he is making for us again.”

“I turned around, and saw him about one hundred rods directly ahead of us, coming down with apparently twice his ordinary speed, and to me it appeared with tenfold fury and vengeance in his aspect,” Chase wrote. “The surf flew in all directions, and his course towards us was marked by a white foam of a rod in width, which he made with a continual violent threshing of his tail.” The second blow stove in the Essex’s bows, and the whale “passed under the ship again, went off to leeward, and we saw no more of him.”

If this was vengeance, it was well accomplished. The Essex sank more than 1,000 miles from land; of the 21 crew who piled into three boats, only eight would survive, three on a barely habitable island and five after resorting to cannibalism during three months at sea. The whale acquired a further kind of immortality: Chase’s account of the disaster, written on his return to Massachusetts, helped inspire Herman Melville to write Moby-Dick.