Evening Star Newspaper, December 22, 1894, Page 23

THE EVENING STAR, SATURDAY, DECEMBER 22, 1894—TWENTY-FOUR PAGES. = — = © PICKET LINE OF H TROOP CLEANING HORSES. THE CAVALRY POST FARE Tee Something About the Officers and Men of the Sixth. 4 Pen Description of the Wonder- ful Cossack Drill. . MOUNTED BAND —_—« THE ORT MYEB, THE headquarters of the “Galloping Sixth” U. S. cavalry, continues to be one of the most | popular and attrac- tive points of inter- est in or near the city. The squadron ‘rill, participated in by all four troops, comprising nearly two hundred men, is a sight worth seeing and one to be re- hing sabe ingling spurs, membered. ¢ waving plumes, prancing horses and hand- seme mex make civilians almost wish they | were soldiers. The precision with which the intricate and difficult movements are gene through shows the wonderful control the troopers have over their beautiful horses, and demonstrates the fact that the sixth cavalry can drill as well as fight. The charge by squadron the whole length of the drill field, although the first these had with their present horses, commanding the regiment the present time is Col- onel David rt orden. Colonel Gor- don entered the service at the beginning of the war as a member of the second | dragsors, and thirty-three years ago was | camped on the Fails Church road, quite near the post which he now commands. After the Fairfax Court House fight he | Was appointed aid-de-camp to General E. D. Keyes. His horse having been shot under him he was captured at the first battle of Bull Run and held as a prisoner of war fer thirteen months. He was presented with a medal for bravery in the battle of Gettysburg. Col. Gordon has a most excellent reputation as # drill instructor, and has on a number of occasions been especially complimented on the efficiency of his ccmmand by the vari- ous inspectors who have visited the posts hich he was commander. He is a 3 officer, and fs a universal favorite not only in his own regiment, but through- out the entire army, officially and socially. g of his regiment to a Star writer » other day the colonel said that he is 1 and Fort Mye of and is well pleased with the character and efficiency of both the ofli- core and ealisted n hey are,” he said. . conscientious in the discharge ities and can drill and fight ent in the servi in the large riding hall have and a special exhibition drill every Friday hereafter at 10 Gorden believes that the on will compare favorably x in the riding hall with the | t gone. He and his olticers will | bted to see their friends and the | public generally at these exhibition drills. | e drill zum, Gordon, 6th Cavalry. Lebo, sixth cavalry, second s a typical cavalryman and an er. It is Maj. Lebo who drills and the manner in which he s how thoroughly conversant the maneuvering of troops as wn in the new drill regulations. »gether s with the pro- + troops in drill, he considers le since their arrival at T ng, and promises, 's work in the riding kali troops will b: win ver, the ble to put up a rill equal to any others. The major has been particularly fortunate in the selection ef his squadron adjutant, Lieut. W. C. s a natural born soldier and is brilliant and expert horse- this young officer was eng: Orchard Lake Military was observe 1 of the de then gave of becoming a fine r led Col. Heyl to specially i him, appointment fol- recomm lowed. ie has become a great favorite with both the officers and men of his regime: the t of the regiment is Lieut. EB. F. Wil sou of Gen. Orlando B. Wil- C. Lebo. cox, now a resident of this city. Im- mediately after graduating In 1878 he went to frontier in Arizona, where he served in all the Indian wars of that period, re- celvi honorable mention for his services. b That his ability has been specially recog- nized by nis superior officers is apparent from the fact that he has been twice ap- pointed ant of his regiment. At one time he aid-de-camp to the com- manding general of the Department of nd he also served in that ca- Arizona, acity to the commanding general of the Department of Missouri. ‘The regimental quartermaster is Lieut. Thomas Cruse, who received his appoint- ment as such In December, 1893. Lieut. Cruse graduated in 1879, and immediately Joined his regiment in Arizona. It was but @ short time until he succeeded in proving himself to be one of the bravest and brightest officers in the regiment. He re- ceived honorable mention for bravery at the Cibicu Creek fight in Arizong, in 1881, and Sg a i honor for fon hed conduct action against hos ome Indiana at the Big Dry Wash, na, July 17, 1882, gallantly charging enemy, and also with his carbine com- pelling a party of them to keep under cov- er of their breastworks, thus being ena- bled to recover a soldier severely wounded. He has fine executive ability,and the quar- termaster’s and subsistence departments are models in all their various branches. Troop A has for its eaptain Capt. H. M, Kendall, an officer of over thirty ycars’ service, most of which has been passed on the frontier, in Texas, Arizona, New Mexi- co and Nebraska. The first lieutenant, John M. Stotsenburg, joined his reghnent in September, 1881; since which time he has never been away from it on any detached service The second lieutenant is W. C. Short, squadronimdjutant, who has already been referred to. The first sergeant of the troop, Thomas Stevenson, has been with it for the last nineteen years, during thirteen of which,he has held his present position. ‘The troop has seen much hard service on the frontier, and from the summer of i875 to the close of 1882 marched a total dis- tance of 14,166 miles. The troop was in Chicago during the recent railroad strike. One of the greatest treats in horseman- ship which a visitor to Fort Myer can now witness is the Cossack drill of this troop. The troop enters the riding hall at a trot, the men standing erect on their saddles. Remaining in this position they increase the gait to a gallop, going around the hall in single file and jumping the hurdles. Platoon front is then formed, and the hurdles taken at a fast gallop, during which a perfect alignment ts kept. Distance is then taken, and the horses form in four lines some yards apart. At the command the horses all lay down, the troopers dis- mounting as they do so. The command throughout the west Is well known, and it will be but a short time when the people of Washington will realize the excellence of the music which the Sixth Cavalry Band can render. Their first appearance in this city was at the recent food exposition, and the quality of their music was most favor- ably commented upon. To hear them to advantage, however, one should visit Fort Myer and hear one of their afternoon con- certs on the parade ground. The band leader, Professor John Luchsinger, is a well-known and able cornet virtuoso. Sev- eral difficult and classical selections were Mstened to with much pleasure one after- First Lieut. noon last week. There is noticeable in this band’s playing a vim and snap that is peculiarly its own, and which is not often found M military or other bands. The con- ductor seems to have the happy faculty, on gift, rather, of being able to “carry his men with him,” and, as a resvit, the en- semble playing is excellent. The Sixth Cavalry Orchestra (fourteen men) bears an enviable reputation, and will doubtless be- com> popular favorites in Washington. It is expected that the band will be a mount- ed one in the spring. Consolldated Post Mess. The desirability and practicability of the Thos. Cruse. THE MOUNTED BAND. “mount” is then given, and as quick as lightning, every horse is on his feet with his rider in the saddle. Line is then form- ed, and the difficult movement of marching backwards, preserving a perfect alignment, is gone through, every horse stepping even- ly and with precision to the rear. The men are then dismounted, and, while some amuse themselves by running over the sad- | dles of the horses remaining in line, others are turning somersaults and vaulting over horses in another part of the hall. A Roman race then takes place, each trooper standing circus fashion on two horses. In this race the hurdles are taken, and the troopers’go through the exercise as though it were a very simple matter. Half the horses are next unsaddled, and, while being led by the troopers still in the saddle, are mounted by the men on foot as théy jump the aurdies. Afterward the led horses sre left in the center of the hall, where they temain without being held, while their riders chase around the hall after their mounted comrades, vaulting in- to the saddles behind them as they take the jumps. Line is again formed, and the drill is finished with a charge from one cnd of the hall to the other. The troopers dis- charge their pistols while the horses come charging onward at a furious pace, halting in a perfect lire at the command. The drill is over, and the spectator once more breathes easiec and wonders how it can all be done without half of the men and horses being killed. ‘The captain of troop E is Benjamin H. Cheever, jr., and he is a very popular troop commander on account of the special in- terest he takes in the welfare and comfort of his men. He has seen much frontier service, and is the fortunate owner of a medal of honor for bravery. The first lieu- tenant, Edward C. Brooke, is at present rofessor of military sctence and tactics a Bue of the colleges in Philadelphia. ‘The second lieutenant, Benjamin B. Hyer, grad- uated in 1893, and joined the troop in De- cember of that year. Although such a short time with his command, he has dem- onstrated that he is made of the right stuff, and only needs the opportunity to show It. ‘The troop at present consists of fifty-seven men, and many of them have endured the hardship and exposure so incident to serv- ice on the frontier. This troop has twenty- nine men who have More than one enlist- ment to their credit, and the tales which most of them can relate of their encouniers with the Indians are enough to make a re- cruit turn green with envy and regret that his lines have fallen in such peaceful days. The troop, besides participating in many other Indian affairs, took part in the Sioux campaign of 1890-01. From its cozy quarters in’ the pleasant climate of New Mexico it was hustled to that of the far northern Dakotas. Not- withstanding this sudden change, not one man dropped out, but all stuck nobly to their work until the worst was over. In Chicago during the recent strike the discipline and behavior of the troop was of the best, and now the men are having Adjt. E. F. Willard, 6th Cavalry. their reward, and enjoying all the luxuries and rest of an eastern post. Capt. Frank West, commanding troop G, has a record to be proud of, as most of his military life has been spent in active service in the far west. He was very active and prominent in suppressing and after- ward capturing the Apache renegades under the famous Geronimo in Arizona in 1886. The first lieutenant of the troop, Hugh J. Gallagher, is another officer of the regiment who bears a medal of honor for meritorious service against hostile Indians during the Sioux campaign of 1890-01. Seccnd Lieut. Francis H. Beach joined the troop tn January, 1801, and served with it in the Sioux campaign. The strength of the troop is fifty-seven men; a sturdy, good-looking lot of men, ever ready to follow their officers. The troop has seen many hardships, having taken part in nearly all of the impertant campaigns since the war. Its conduct both in field and garrison has always been excellent, and, with Capt. West in command, ‘it is a mcdel troop, and will bear favorable com- parison with any other. The. men are pleased with their change to Fort Myer, and are also proud that they secured the black horses left by the former garrison. Troop H is commanded by Capt. Louis A. Craig, than whom there ts no better troop commander in the service. He ts popular with his fellow officers and beloved by his men. Like all the other captains in his regiment, he has had more than his share of hard service. First Lieut. John A. Harman has been with the troop since November, 1891, while Second Lieut. Alonzo Gray was appointed in October, 1887. Both are officers of much experience and agree- able men. The troop is composed of fifty- six active, athletic, able-bodied men, and presents a fine appearance on drill and pa- rade. The men are greatly pleased with their change of station to Fort Myer, al- though they al! regret the economy exer- vised by the War Department, which pre- vented them bringing with them their beautiful gray horses. This troop, Uke the others, has seen hard service in the west, and took a prominent part in the Sioux campaign of 1890-91 and in the quelling of the strikers in Chicago. The Band. At last Fort Myer can boast of a mili- tary band, and a gocd one it Is. Its record consolidated post mess has always been a mooted question among military men, and at Fort Myer the general opinion seems to be that, while not a failure, the consoli- dated mess is not so satisfactory as would be a separate mess for each troop. These troops have had so much field service that they know a consolidated mess Is not practicable in the field, and claim that the only way to educate cooks for duty in the field in case of necessity is to train them in the troop mess in garrison. The con- solidated post mess, It is said, might be made a success by ‘the organization of a subsistence corps, consisting of cooks and bakers, paid a fair compensation for the work required of them, and assigned to posts as are commissary sergeants, ord- nance sergeants, post quartermaster ser- geants and hospital stewards. These men might be paid at the rate of $50 per month for the chief baker and cook, and $30 per month for their assistants. A corps of specially selected ofticers and non-commis- sioned officers would also be required to take charge of all the affairs of the mess. ABLE TO TRANSFER LUNACY. Uncanny Result of an Experiment in Hypnotinm Made by a 5 Doctor. From the London Telegraph. A series of very wonderful experiments which have just been conciuded by Dr. Luys of Paris, whose observations and dis- covcries in connection with magnetism and electricity in relation to hypnotism made a profound impression upon the scientific world some time ago, has led to a remark- able result. The latest discovery estab- lishes the fact that cerebral activity can be transferred to a crown of magnetized iron, in which the activity can be retained and subsequently passed on to a second person. Incredible as this may seem, Dr. Luys has proved its possibility by the ex- periments just referred to, He placed the crown, which, in reality, (s only a circular band of magnetized iron, on the head of a female patient suffering ‘from melancholia, with a mania for self-destruction, and with such success was the experiment at- tended that within a fortnight the patient could be allowed to go free without dan- ger, the crown having absorbed all her marked tendencies. About two weeks after- ward he put the same crown, which mean- while had been carefully kept’ free from contact with anything else, on the head of a male patient suffering from hysteria, complicated by frequent recurrent periods of lethargy. The patient was then hyp- notized and immediately conducted himself after the manner of the woman who had previously worn the crown, Indeed, he practically assumed her personality’ and uttered exactly the same complaints as she had done. Similar phenomena have, it 1s reported, been observed in the case of every ratient experimented upon. Another experiment showed that the crown retained the impression acquired: until it was made red hot. Do Not Believe A From the New York Times. “I read,” says the little woman by the fire, thoughtfully, as she puts aside her paper, “many things in many prints. I read from one authority that coffee and a fine complexion are never in company. Then I think of my dear mother, dead of an accident at fifty-three, with a complex- ion to the last day of her life that a girl of sixteen might envy; and I recail, too, that all the days I knew her—and I was twenty when she left me—coffee was her constant solace, the morning cup her only break- fast. “I read, too, that gray hair is a disease promoted by indigestion. Then I think cf my grandmother, hereditarily gray at twenty-five, as her mother and grandmoth- ers were before her; and I think of her long, useful life, finished at eighty-four, from no illness—just a short week in bed with growing weakness to the peaceful end, and how it was said by my mother and aunts that as she had never been ill all her life, it was meet that no disease should attack her at the end. Dyspepsia, headache, indigestion—these were unknowm to her, yet for nearly sixty years her hair was snowy white. “I read,” she goes on, “that potatoes, if eaten, add to one’s flesh, and vice versa; then I think of my plump friend and schoolmate, who never tasted the tubers, and my slender self, who have consumed them dally end generously. The papers tell me, too, that water at meals is un- wholesome, and the vision of a greatuncle, who habitually drained his four goblets at every meal of his adult life, appears; be was hale at seventy, but dead, alas! at mty-one—from a fall from his horse. es,” concludes the little woman by the fire, “I read many things in many prints, but I do not have to believe them al” You Read. From the Chicago Record. O better than @ rose I love The bad befoce its blowing. And sad am I, tho’ glad am I, To see Low beby’s growing! And O, what time I, wondering, wait To see my flower's unfolding, Almost I wish Time ne'er could touch ‘The baby bud I'm holding! Yet 0, so fast, so fast she grows! ‘or distant can the day be, Alas! when Time, remorseless thief, Will rob me of my buby! Thold her in my arms and grieve To think she will outgrow them; I dread the years of blossom time, Yet pray heaven to bestow them. With lght and leading—so we trust— Her life will grow eter; But will she be as sweet again? We know she can’t be sweeter. Alas, that she must change! As ehild ‘And woman, too, she may be Ail beautiful~God rend it so! But 0, she'll not be Baby! * GENE WIELD. ELECTRIC -RAILWAYS Sete Sat ES se The Operating of Roads for Long Distances, SOME OF THE RECENT ACHIEVEMENTS Electricity for Canal and for Flying Machines. ONEHUNDRED MILES AN HOUR i eee Written for The Evening Star. HAT WITHIN THE life of the present generation people will be traveling over electric railways at enormous speeds, ac- complishing great distances in time that now seems in- credible, is already a certainty. Practical railroad men today are looking forward = to the substitution ae of electricity for steam in their business as a necessity of the immediate future. In fact, roads are in process of censtruction and gigantic plants are being erected for the employ- ment of this new means of propuision. The pioneer enterprise of this description, connecting Chicago with St. Louis, prom- ises to be one of the wonders of the world. A bill is now before Congress to give money help for the building of an electriz bicycle railway between this city and New York. It is proposed to run trains at the rate of 100 miles an hour over a road on stilts. This method of construction is to be adopted for the purpose of making the road absolutely level over the entire route, which will be an air line. Farming oper- ations may be conducted beneath, so that no land will be lost, and casual cows will be in no danger. Trains ordinarily run on two rails; but in this case one rail is to be underneath and the other overhead. The cars will have wheels on top as well as beneath. The upper rail is merely to steady them when going slowly and for @ precaution against accidents. This is a scheme, figuratively, as well as literally, in the air, but not so the trol- ley that is to connect St. Louis with Chi- cago. The building of the latter road is in active progress now, and it will be in op- eration within two years. Trains will be run at 100 miles an hour, requiring not much more than two hours for the whole distance. The route will be an air line, with no curves or grades. Valleys will be bridged over and tumels will be made through the hills. The motive power will be supplied from three equidistant sta- tions, which will be located near coal mines that are owned by the company. A current of 10,000 volts will he employed. The ma- chinery vequired is being made in Ger- many. Many Inventions, Each train will be hauled by a motor car with a nose shaped Nke a sharp wedge, so as to encounter ag little atmospheric resistance as possible, This car will also carry one hundred and fifty passengers. The other cars for passengers will be like the coaches in common use, with some slight modifications. The trains will be short, on account of the small amount of labor’ required on board of them. Only two men, conductor and motorman, Will be needed (o run each train. There will be four tracks, two for express and two for accommodation trafns. It is under- stood that the total cost of construction will be somewhat less. than for an_ordi- nary steam railway, the expense of build- ing powerful locomotives and heavy roll- ing stock being taken into consideration. Along the entire length of this novel railway from Chicago to St. Louis a fine boulevard will be made, running parallel with the road. Power Will be furnished by the trolley company at any point on the line to factories and for lighting. It may easily be imagined. that these facili- ties, with accommodation trains running at frequent intervals, will create in the course of a few years an almost contin- uous string of villages between the two cities. Power will be supplied to farms also from the trolley stations, for operat- ing threshing and other agricultural ma- chinery. . Thirty-two hundred patents have been granted in this country for methods of electrical locomotion. A year ago the city of New York offered a prize of $50,000 for the best practical scheme of this descrip- tion. ‘wo thousand patentees contended for the reward, but the committee of judges declared that ‘none of the plans was sat- isfactory, and the prize was withdrawn by the string which had been attached to it. Some of the inventions of this kind recorded at the patent office are quite extraordinary. A few of them provide for the suspension of cars from wires, like the cash trolleys in dry goods shops. An- other system provides for a motor that runs through a trough under ground and pulls the car along. A motor is exhibited at the National Museum which has the armature wound directly upon the axle connecting the wheels. As is claimed, it it able to attain an unlimited speed, save for the resistance of the atmosphere. There is another limit, however, which is set by the tensile strength of the materials empioyed in construction, That limit be- ing reached, the engine would fly to pieces. he Deadly Wire, An important disadvantage of the trolley is that it is apt to get out of order, bring- ing all trains to a standstill. Furthermor if a wire breaks and falls to the ground it will Kill anybody who touches it. ‘Che ordi- nary trolley current is 500 volts—a fatal dose for the strongest man, Before many years the trolley wires in cities must all go underground. ‘towns in Massachusetts just now are being extensively connected by trolleys, and a beginning is being made in the same direction along the New Jersey the steam railways in the finding the trolleys damaging The latter are extremely competitors. convenient for such local traffic; they run as far as the accommodation trains, and with much greater frequency, A trolley road is talked of to connect Baltimore with this city. ‘Trains will never be run by storage bat- teries successfully until some way is found of obtaining electricity more cheaply. Unless water power happens to be avatiable, elec- tricity can only be got by burning coal, and coal will not yield nearly so much energy in the form of electricity as in the shape of steam. A storage battery capable of running a car weighs about’ half a ton. which is so much waste In weight carried. Furthermore, owing to leakage and other causes, It is never possible to get out of a storage battery more than 9 per cent of the electricity put im. It takes at least 40 per cent more electricity to run a car by a storage battery than by a trolley. Be- sides, the cars must be kept out of use half of the time in order ‘to charge the bat- teries, the process requiring twelve hours or 80; or else the exhausted batteries must be taken out and replaced with fresh cnes, which ts a very laborious business. Electric Locomotives. The Baltimore and Qbio railway has nearly completed a tunnel under the city of Baltimore, through which its trains will be run on the, way between this city and Philadelphia. Electric locomotives are be- ing built to haul the trains through the tunnel In order to do away with smoke. By the aid of this expensive piece of en- gineering the railway will cut down its running time by thirty minutes. To meet this cut the Pennsylvania railroad is con- structing steam locomotives of great size that will pull trains at the rate of eighty miles an hour. There is no trouble in get- ting an almost unlimited speed from steam. It is simply a question of making the engines big enough. On the New Jer- sey Central road today, for a short stretch of straight and level track near Fanwood, trains are run at the rate of 112 miles an hour. But for such rapid running an ab- solute afr-line is necessary, with no incline. Enormously heavy bridges, too, are re- quired to stand the jar caused by fast trains going over them. The Troliey and Canals. A new system of electro-magnetic trac- tion is being tried in this city by a com- |spany of which Senator Stewart is president. Between the rails are boxes at short dis- tances apart, the tops of them being flush with the ground. A wire carrying the power passes through an iron pipe, and in- side of the boxes it is “‘live’—that Is to say, exposed. Each box contains two big mag- nets, connected with the wire by feeding wires. On top of each box appear two plates, which come in contact with bars attached by springs to the bottom of the car, as it passes over. The contact com- pletes the circult, and the car receives an impetus of 500 volts. Thus it is shoved along smoothly as if moved by invisible hands. An important new departure in electrical locomotion is the substitution of the trolley for mule power on canals. The entire Erie system of carals, all the way from Buffalo to New York, will soon be operated by electricity. The power will be supplied from three stations, the Niagara cataract furnishing it from one end. The great Niagara plant is now furnishing power to the city of Buffalo and is ready to supply it anywhere within a radius of 150 miles. THE OLD AND NEW. Locomotives of Forty Years Ago as Speedy as Those of Today. GREAT: SPEED FOR SHORT RUNS The ‘Governor Paine” Running a Mile in Forty-Three Seconds. _—_——>. OLD-TIME RAILROADING “To the younger generation of railroad How odd it would be if some day railway | travelers the idea that as great speed was trains should be run by electricity furnish- ed by the rivers. Yet such a thing does not seem wholly impossible. It is a possibility that the Chesapeake and Ohio canal will be operated by elec- tricity. Tha electricity will be generated by the surplus water power available. There is more water now than is needed for the canal between Cumberland and this city. Between these two points the canal runs by the side of the Potomac river, which has a very considerable fall on the way to Washington from Cumberland. One of the most important uses to which electricity is likely to be put in the future is for aerial locomotion. Maxim, the fore- most investigator in this line now living, 1s now building a flying machine that is expected to carry fourteen tons. The en- gines provided for it will be electric and will lift as well as propel the bird-like con- trivance. RENE BACHR. os THE WISE VIRGIN. ‘Takes Care of Her Lamps and Avoids Explosions, From the New York Advertiser. To the wise virgin whose lamps burn un- dimmed through the long winter evenings I went for advice and inquired of her methods. “Why do my lampr give a more brilliant light than those in other houses?” she re- peated. “Possibly because I take better care of them. Lamps are not to be lighted and looked at merely, neither are they to be of iess value than their covering. Most housewives spend their mornings in con- cocting new shades, making over old ones or fastening fresh flowers to the one in use. That is not my way. I prefer to de- vote my time to seeing that the lamps are rewarded for their genial help of the night before. “Few women boil out their burners. ‘This should be done at least once a week. I rub mine off first with paper, then place them all in a saucepan of boiling water and soapsuds. There they remain for thirty minutes, when they are rinsed off th clear hot water, laid to drain, and afterward carefully rubbed and polished with a bit of flannel. I find this the only way to prevent smoking or unseemly greasiness. “In my large china lamps, where a brass tank holds the oil, 1 boil out this metal receptacle as well as the burner. I fili the tank itself with warm water, letting it come to a foreceful boll on’ the range. This plan removes every suspicion of dirt, as well as odor from the brass. After rinsing off, I dip it in a weak solution of ammonia and water, then polish off with chamois skin and silicon. “This is my systematic weekly washing schedule. “As to the wicks, I fancy in most lamps they are not changed frequently enough. I put in a new one every week. The lamp is apt to-smoke unless this is done. Then never cut your wick. Your eye for a curve may be excellent, but 1'll warrant the are of your flame wiil never be perfect if scis- sers have been called into play. When the wick is inserted simply burn the end off. ‘The blaze will make its own pathway more artistically than you could do, and the after light will have no ragged edges. Every morning nip all the burnt edges away with a flannel cloth. “A vital point for the maintenance of a strong glow Is the daily replenishing of the oil. Never let the wick strain for its sus- tenance. Without good nourishment, wicks, like mortals, will emit a very feeble flame. “Of course, my chimneys are polished every morning. They are ‘soused’ into a generous pan of hot water’and soapsuds and polished off with chamois. “There is no denying,” she concluded, “that lamps require much attention, but they are grateful and respond in such a brilliant manner that one never begrudges the time spent on them.” — THE SMALL BUYER. @ His Necds Are Not Recognized in the American Market. From the New York Advertiser. The nuinber of women at work, weary of boarding house life and finding light house- keeping a partial solution of their prob- lem, brings up a difficulty encountered by all. Thus far it has not entered the mind of butcher or baker or grocer that any but the poverty-stricken can want to buy a little of anything. We have the habit of abundance. It is an accepted truism that the average American household wastes daily enough to. feed a French family. Heavy roasts, mounds of chops, broadsides of steak—these things the butcher under- stands and provides for, but a woman who asks for a single chop or a few cents’ worth of beef, is either demented gr re- quires to be taught her place, which he proceeds to do, ‘That profit can come from ccpper and nickel transactions he refuses to believe, and the woman herself, accus- tomed to profusion, is asharhed to state the case, and so secure what she really wants. This class of customer, increasing ry day, is absolutely ignored, nor is thus far, any movement for its snition, The French at all points where thrift and the utmost that can be done with the re- urcea in question are concerned lead the world. Nothing mere perfectly ordered, with the finest adjustment of means to ends—nothing better contrived to delight the cye and at the same time meet the need of a sfenderly supplied purse can be found the wide world over than the Par market. The French system of “portion: runs through everything, and if you have not francs to spend you may ‘buy for ventimes, receiving the same courtesy for one as for the other. If a whole chicken is impossible you are referred to the stall where a wing or a leg may be bought, a single chop, a bit of beef, anything of any size that your finances may determine. Delicately clean, lying on spotless marble slabs, garnished ‘with green and neighbored by piles of fresh vegetables in as careful order, the “portion” buyer feels no shame and the seller no wonder. The market is a perpetual invitation, and each stall vies with every other stall in cleanliness and the newest and miost attractive method of presenting its wares. Government in- spection is rigid and constant, yet inspec- tion alone might compel order, but never bring beauty. Such perfection of detail has necessarily reflex action, and every looker-on is compelled involuntarily, as it were, to like orderly action. The buyer may spend but ten sous, but she leaves the market with precisely the right vege- table, sweet herb and bit of garnish for her tiny portion of meat, and this is in itself a lesson in right combinations, In shcrt the small French buyers goes her way stimulated and encouraged, while her American sister hangs a dejected head be- fore the lordly owner of the stall who has na'ther knowledge nor sense of beauty, nor anything else that could make his business less intolerable than the face it wears. —s00— Very Tired Indeed. From the New York Herald. It has remained for a little girl in Brook- lyn to neerly, if not quite, equal a famous witticism of Leigh Hunt. Of course, she spoke in childish innocence, where the English essayist and wit used his ripened intellect. obtained forty years ago from a locomo- tive as at the present time seems ridiculous Yet this is a fact substantiated by docu- mentary evidence.” This assertion was made to a Star re- porter recently by E. M. Stevenson, for- merly a train dispatcher on the Pennsyl- vania system. Mr. Stevenson entered rail- road life as a very young man in the early 6's, and for twenty years thereafter learned about all there was to know in connection with the practical side of mov- ing locomotives and cars and the speed of the same. “Of course I don’t mean that long dis- tance runs were made in as short time ‘then as now,” coatinued Mr. Stevenson, “but that for short stretches and with light loads the old time locomotive could cut the air fully as fast as that almost per- fect machine blowing off steam outside there now.” The machine referred to had just come into the 6th street depot shed, direct from New York, at an average speed of forty- five miles an hour, and had, no doubt, in places easily touched the sixty-five-miles- an-hour mark. Being of the younger gen- eration the reporter was naturally dubious and prodded the speaker for facts and igures. The ex-railroader continued: “In the early days of the steam engine we were much like you are today in re- gard to electricity, Steam was an un- known quantity. We believed that if the driving wheels were large enough; if the engine could be made to keep the track, and if we could tind the man to drive it, a speed of a hundred miles an hour could easily be obtained. Consequently all the locomotives of that time ran to tall wheels. On many of the roads the engines were named after prominent public men in- stead of being numbered and the greatest interest and enthusiasm prevailed over (he speed attained. I would like to see one of those high-wheelers given a trial these days with the perfect roadbed in use. In those days the roadbed was a secondary consideration and it was more than even chances that unless speed was slackened considerably at the first curve the train would jump the track. Wheels Seven Feet Hi, “Now for facts and figures, the truth of which can be vouched for through docu- ments held by the Baldwin locomotive works over in Philadelphia. During the early months of 1848 the Central Vermont road was approaching completon and Gov. Paine, the president of the company, con- ceived the idea that the passenger service of the road would require locomotives cap- able of running at a very high rate of speed. A man by the name of Campbell was the contractor in building the line and he was authorized by Gov. Paine to go to Philadelphia and offer Baldwin a cool ten thgusand dollars for an engine which could run with a passenger train at a speed of sixty miles an hour. “The great locomotive builder accepted the proposition and immediately under- took to meet the conditions stipulated. ‘The work was begun early in 1848 and in, March of that year Baidwia tiled a caveat for his design. The engine was completed in Isa, d was named .the Gov. Paine. My father, who was a railroad man before me, has frequently told me of the excite- ment created by this locomotive upon its appearance in the eastern states. People gathered at the stations to see it go by in crowds that resemble the political gath- erings of the present time. “To describe this locomotive without go- ing into technicalities is a hard matter, but I will try and make it understand- able. There was one pair of driving wheels nearly seven feet high, placed di- rectly back of the fire-box. Another pair of wheels, but smaller and unconnected, was placed directly in front of the fire- box, and a four-wheeled truck carried the front of the engine. The cylinders were nearly eighteen inches in diameter and of twenty-inch stroke, and were placed horizontally between the frames and the boiler at about the middle of the waist. The connecting rods took hold upon half cranks aside from the driving wheels. The object of placing the cylinders at the mid- dle of the boiler, I have been told, was to lessen the lateral motion of the engine produced when the cylinders were at- tached to the smoke arch. The bearings on the two rear axles were so contrived that, by means of a lever, a part of the weight of the engine usually carried on the wheels in front of the fire-box could be transferred to the driving axle. She Was a Flye: “The first trial of the Gov. Paine was a great success, the speed attained being a fraction over sixty miles an hour, but the passengers on the train could be counted on one’s hand, even the officials being chary of trusting thetr, lives in the engi- neer’s keeping. That locomotive was used for several years on the Central Vermont road and then rebuilt into a four-coupled machine, that is, making a straight con- ction to four driving wheels, as at the present time, instead of to two. During the career of this engine it was stated by officers of the road it could be started from a state of rest and run a mile in forty-three seconds. This was equivalent a speed of nearly eighty-three miles an hour, and if due allowance be made for the start from a state of rest, it will be found that that locomotive was capable of going at the rate of fully a hundred miles an hour. “This speed if attained by the congres- sional limited or the royal blue line would make the distance from Washington to New York in a little over two hours, tak- ing in the stops at Baltimore and Phi delphia, thereby gaining in time nearly three hours, “In that year three engines on the same plan “were turned out by Baldwin, but with cylinders 14 by 20 inches and with six-foot driving wheels, and were used on the Pennsylvania road. They weighed about 47,000 pounds and were considered wonders. President Taylor's Joke. “A speed of four miles in three minues, or eighty miles an hour, was recorded for them, and upon one occasion President Zach Taylor was taken in a special train over the road by one of these machines at a speed of sixty miles an hour. It is said that President Taylor at the conclusion of the trip fathered a joke that has come down to us in various forms. He was ask- ed how he enjoyed the trip and exciaimed with apparent enthusiasm: Very much, very much.’ “When will you be ready to return? inquired the conductor, “That is hard to say,’ replied the Pres- ident, ‘but when I am ready I'll take the regular train.’ “The New York-Central, not to be out- done, ordered gne of these engines and for several years thereafter remarkable speed was made on that road. You no doubt wonder why these engines were not retained up to the present time. The answer is that they were too expensive, the high rate of speed shaking them to rieces and in five years making them prac- tically worthless. Money was not as plen- ty in those days as now and ten thousand dollars was quite an item. The locomotive of the present time will last fully forty years, are much more elaborate and com- Hunt, in describing an exceedingly warm | plicated, but cost on an average of about day, it will be remembered, spoke of it as one which’ tempted him flesh and sit on his bones.” The dear little Brooklyn miss had been romping and running all day. Toward ten thousand dollars, the exact amount ‘to strip off his | paid for the Goy. Paine in 1849, Namber of Locomotives. “In the early days I speak of the rail- nightfalf her father met her. “Are you | road company that owned over a hundred not very tired, little one?” he asked. “Oh, not so very tired, papa,” she re- plied. Then, in a burst of confidence, she locomotives was considered a mighty cor- poration, and but two roads, the Pennsyl- whiepered: “Only I do feel as though I'd | Vania and New York Central, could claim like - take my legs off and camer them | such ownership. New roads were constant- awhile.” ly springing up, but their equipment gen- 23 INTERESTINGAND VALUABLE . ARS A SUFFERER, Lizzie O. Wilt’s Grateful Ac« count of Her Recovery — A Simple Remedy. From Advance Argus, Greenville, Mercer Co., Ta. With feelings of uncertainty Mrs, Wilt bevam TWENTY-FIVE Y Mrs. Favorite ez F - foat the ‘Medicine 1 needed, Prsasens epee £ i ris ui i 5 i L F ae Be f Ht i i t i z rite Remedy can purchased at $1.00 a bot! ‘or al bottlen tor $3 = <== erally amounted to about four passenger, two freight and two switch engines. Com- pared with the equipment of the present time, as taken from the census report on railroads, the growth has been something marvelous. The cash value of a locomo- tive, as I have befote steted, is $10,000, and there are now in use in the United States about 35,000 of them, representing a total investment of nearly $35,000,000, “The Pennsylvania railroad comes first on the list with an equipment of 1,625 loco- motives. That elongated western road, Atchison, Topeka and Sante Fe, follo’ closely with 1,602. The New York Cent: takes a little drop, but comes third with 1,200. The Union Pacific is fourth, and is just over the one thousand line with 1,068. The Baltimore and Ohio then switches into line with 860, just two engines ahead of the Chicago and Northwestern with 858. The Chicago, Milwaukee and St. Paul has 798; the Northern Pacific 649; the Erie 664; the Delaware, Lackawanna and Western 564; the Louisville and Nashville 532; and so on down until we strike the narrow-gauge lines with their half dozen engines. As to how long they last, it all depends on the ergineer that handles them. I know one man, Hay Smith, the oldest engineer in the employ of the Pennsylvania road .at Co- lumbia, Pa., who has run a switching en- gine for the last thirty years, and the ma- chine looks today as if it was good for fully thirty years more. Some engineers knock a locomotive around like a punching bag, while others will nurse their engines as if they were things of life; the latter class of men you will seldom find out of employment or looking for a job. Rallroads in War Time. “The most exciting pertod in my railroad career was during the late war, and mis- haps and thrilling experiences crowded one another so clesely at that time that it is a hard matter to pick a good story from the bunch. The transportation of treops is one of the most difficult things in the world when the excitement is at fever heat and all the employes have al- most lost their wits. When the southern forces made a dash into Pennsylvania and marched as far north as the Susquehanna river I was located on the north side of that stream and you can imagine the trials I had to contend with. Raw militia was being pushed out of Philadelphia at every possible moment and the speed made by several of the trains as they came north was something to wonder at. But one en- gineer overdid the speed business. He was given orders to make Columbia as quick as possible and he proceeded to do it. All went well until about twenty miles out of the Quaker city, when the terrible rock» ing of the cars alarmed the soldiers and they commenced to put cn the brakes. When the train was stopped they sent a committee to the engineer and told him to take it easy and stationed two men in the lccomotive to see that this request was carried out. They arrived at Columbia in plenty of time to face the rebels, but the bridge over the river had been burned and the southern army went back to Gettys- burg and to defeat. “In connection with the burning of the bridge another exciting incident in the ratl- road line occurred. Several cars loaded with passengers stood on the south side of the stream about fifty feet from the bridge entrance. All was excitement and the passengers were yelling at the engineer to pull out, but a cool conductor was in charge and he waited until all the women and children in sight had boarded the train. When the signal was given the con- federates were rounding a bend in the railroad about a quarter of a mile away and shots were being exchanged with a group of militia clustered around the bridge entrance. “Then came the Union army down the piked road in full retreat, ngrrowly miss- ing the flank movement of the southern- ers, and the train and this mass of human- ity entered the bridge together. Thirty seconds later and the structure was fired, and when that train pulled out of the north end of the bridge the south end for three hundred feet was a mass of flames. That locomotive and half a dozen cars comprised the equipment of that branch road, and had the invading army captured the outfit it would have been of great ad- vantage to them, Reckless Seldiers. s to the number of soldiers killed on the railroad during the war, it must have been an appalling list, but human life was of small moment in those stirring times, and a life lost here and there didn’t count. We generally carried them in freight cars, and the instructions given by the employes looking to their safety all went for naught, as they did as they pleased. They wouid climb on top of the cars, and in pleasant weatier they considered this a great lark. Several of the bridges crossing the track were not high enough to admit of a man standing up on the car roofs, or even in a sitting position, while the train was pass- ing under them. Protests were of no avail, as they believed the employes were trying to frighten them. Consequently it was not an unusual sight to see these brave but reckless fellows sWept from the cars and killed. There is a bridge directly south of the Lancaster, Pa., depot spanning a deep cut, and one morning, after a hot, sultry night, eight dead soldiers were found alongside the track. I remember a captain and lieutenant being killed at that spot. ‘The men of their company said that while they were sorry for the lieutenant, they were glad of the captain's fate, as they would have killed him sooner or later, on account ot his cruelty to them.” —__.—— Genius Handicapped. From Truth. “And you have written poetry,” she ex- claimed, admiringly. “Oh, yes,” she answered in a tone of in- differences “And it was accepted by the editor?” “It was.” “Tell me; what do you think the most arduous thing about being literary?” “Finding somebody who will bother about cashing a check for fifty cents.” —+e.—_____ After the Discussion, From the Somerville Journal Wiggles—“What was the subject of your argument Wagegles—“Blamed if IT know what we started with, but we ended up on the Dar- winian theory of the descent of man.” First Mandarin—“Blessed sight! "Tis the holy tiger of Wanky Wu Second Ditto—“Come off! It’s the Tam- many tiger of New York—buried so deep he’s come all the way through.”