Evening Star Newspaper, May 4, 1895, Page 17

Oe ———— THE EVENING STAR, SATURDAY, MAY 4, 1895—-TWENTY PAGES. 17 BOOSSSOSsoo Is For Is For I D) ts For Ze Is For YY GOODS OS ESSOOSSOOOOHOOOOO HSI QSOSL OT OOCHOOOOHNONGOONIOOELHEHHOONGO SSSSSOSOCSS WELL BE YO SOS0SSSSSS9908006 The Prescription: Rhubarb Ipecac Peppermint *A loes *Nux Vomiea Soda ie} esecoree twelve months of the year. resulting in such well-known stomach, flatulence, headache, depression, nausea, sour stomach, tired feeling, torpid liver, constipation, &c., none of which are very serious if taken in time, any of which may become very serious if allowed to run on. What are your symptoms ? ef gist for 50 cents a box. WHOLESALERS: “aS By (DY OY Ay = SS a} at a heartburn, loss of appetite, Now let us be your doctor. If you are troubled with any of the above complaints, we can prescribe a remedy that will cure you in a very short time, and it cures you of so many things because all of these complaints are more or less due to one cause, which this remedy eradicates. prescribe Ripans Tabules one after each meal uutil you are cured. We give the prescription in full on the left, and you may buy it of any drug- It is the best prescription ever concocted for spring complaints, and your doctor cannot prescribe any other than the remedies which it contains without “stamping” himself as a bad doctor. Everybody should take Ripans in the spring-time. ‘One gives relief.” Ripans Tabules At All Druggists, 50 Cents Box. Or by mail if the price (soc. box) is sent to the’ Ripans Chemtcal Co., 10 Spruce Street, New York. F. A. Tschiffely, 475 Pa. Ave., Wash., D.C. . S. Leadbeater & Sons, Alexandria, Va. OS Susceqauessesecesasgsgovo;NsBpSSNSeseoReEsSO Would that May ooesneonsqnssesteoccgenscoeeceseonsoooSesoNsCCesSEGes GeooeesoweEs Ik DOCTOR. | ' The “first sweet smiles of May,” as Whittier so beautifully terms the blossoms of the trailing arbutus, are beginning -to appear- Nature’s announcement that the May days have come. brought with it naught but flowers, green grass and pleasantness, but the stern reality is that it brings more sickness than any one of the It marks the change of seasons, and this change is fraught with many and trying changes in the human system, complaints as biliousness, disordered Mother mental & € € é é é é c { ( t i { { { { i { ( ( é ( € € We 4 € € € € € € € € € € € € € € € é & © © © 8 9 8 © @ 2 6 8 8 i] @ Ce] 8 8 SSSO06060890808 MILITIA AT MEMPHIS TInterest Increasing in the Approach- | ing Interstate Drill. | TOCAL CONTESTANTS WORKING HARD | Lively Competition Assured for the Valuable Prizes Offered. YFENCIBLES IN FINE FETTLE eae ee * One week from today, unless something unforeseen occurs to prevent, the cham- pion National Fencibles and the Morton ‘Cadets of this city will report in Memphis ‘for the big interstate drill. There seems to pe no doubt that the drill will be the most important event in its line that has taken place for years. Lieut. Gen. Schofield, the jhead of the army, with his staff, will be present to review the militia assembled ‘from every quarter of the United States. Wnion officers of the late war of national yeputation will visit Memphis, and there will also be in attendance the most dls- tinguished survivors of the military army of the confederacy. Artillery, cavalry and infantry companies of the regular army will be in evidence. The competition for prizes offered will be very lively, and it ts expected that the contests will develop in the highest degree the soldierly character ef young America. Local Hopes Are High. The Fencibles and the Mortons have been working in a manner during the past five weeks that would make the proverbially industrious beaver appear like a laggard. evening both organizations have de- everal hours to drilling, and it is the general opinion now that the Fencibles cannot be surpassed. Of course, with their lack of experience, the Morton Cadets hav. been unable to reach that stage of perfec- tion that characterizes the champions, but the boys confidently expect to have no dif- ficulty gwhatever in carrying off the first prize in the maiden drill; to be as success- ful in the class for companies that have never won first or second prize in an in- terstate competition, and to make a good showing in the contest for the champton- ship of the United States. Departure of the Fencibles, The tional Fencibles, with a drill team of forty men, five substitutes and two porters, will leave Washington over the Southern railway Thursday evening next at 1043 o'clock, in Pullman sleepers, and are due at Memphis Saturday morning, the opening day of the drill, at 7: the outer sides of the car will be at huge streamers bearing the words, tional Feneibles, Washington, D. ©. order that the folks along the way know what a distinguished party ing through their locality. In the way of uniforms the Fencibles will take with them the full dress company uniform of green and gold, with helmets and white plumes the company black fatigue uniform, Na- tional Guard fatigue attire, white duck trousers and new company fatigue caps. As the drill in each 3 wilk follow im- mediately after the close of inspection, the company finds it necessary to be inspected in other than full dress, and therefore will probably report to the judges for their scrutiny in white duck trousers, National Guard fatigue blouses and new company caps. Second Lieut. Dunn will act as a surgeon in case such services are required. The. Fencibles will leave Memphis Monday evening, May 20, or the following morning, and perhaps spend a day in Atlanta on the | talion, D. C. N. G. | will also be decorated with streamers. | outtit of substitutes and a surgeon, Lieut. Clarence A. Weaver, the surgeon of the third bat- The car of the Mortons The the youngsters consists of new full dress National Guard uniforms, Na- tional Guard fatigue uniform, white Cuck trousers, a company blouse and new com- pany caps. The Mortons will travel in Nationai Guard fatigue uniform and com- pany caps. Handsome badges of blue and gray ribbons, the company colors, suitably inscribed, have been provided. Quartei master Sergeant Bailey, with several a: sistants, is to precede the company twenty- four hours and have everything in readi- ness when the boys reach Memphis. Capt. Shilling means to pass as near a perfect inspection as possible, and to this end every cadet will wear shoes and gloves alike, hair trimmed in military style, and two sets of rifles and accouterments will be taken. Compliments for the Cadets. In speaking of the Morton Cadets, the Memphis ‘Commercial Appeal of recent date said: “This young company 1s composed of some of their city’s finest men, and the organization is manifesting that same splendid esprit de corps which has made the Fencibles famous. The Memphis drill will be the first one which the Mortons have attended, and this city will gladly welcome them and give them royal treat- ment. To those who know all about the cadets it would be no stunning surprise if they should leave the drill the holders of one of the desirable prize: yalveston’s crack company, the Sealy Rifles, which took third place in the Little Rock drills, is working hard and regularly for the coming contest, and a well-posted military man of Memphis states that it Is generally conceded that the fight for the cup lies between the National Fencibles and the Sealy Rifles. A grand night pageant will be held in Memphis May 20, the plan as outlined being of the Mardi Gras order. There will be fcur very gorgeous, floats, manned by the Sons of Mercury, besides twenty other floats. On the same day the military ath- letic events will occur. The Washington companies are assured a warm welcome in the Tennessee city, and their efforts will be watched wita more than ordinary interest, the drili is the final one of the twice-champions and the initial appearance of the Morton Cadets in interstate competitions. Army Officers as Judges. It is announced for Memphis that the judges for the interstate drill, detailed by the Secretary of War, are Lieut. M. F. Waltz of the twelfth infantry, now in service at the Memphis Military institute; Lieut. Lawrence D. Tyson of the ninth In- fantry, now stationed at the University of ssee at Knoxville; Lieut. Charles L. Steele of the eighteenth infantry, now at the ultural and Mechanical Coilege of Mississippi at Starkville, and Lieut. Elias Chandler of the sixteenth infantry, sta- tioned at the Arkansas Industrial Univer- etteville. tary of War has not detailed the sas judges at Memphis, nor will he detail them or any other officers for that purpose, as the law does not recognize com- petitive drilling or authorize the expend- iture of public money for the tri rta- tion of officers to attend such exhibitions. Lieut. Waltz is at Memphis, and the other officers mentioned are near that city. The S y of War permits them to go to from May 11 to May 21, provided expenses are paid by the dril yela- tion, but that is as far as the War Depart- ment has gone or will go. Sketches of Their Careers. The records of the four officers who will in all probability serve as judges are of interest to the companies that intend to compete in the Memphis drills. Millard F. Waltz was born in Maryland and was «p- pointed to the Military Academy from Maryland July 1, 18 He graduated July 13, 187s, and was appointed additional sec- ond leutenant twelfth infantry. Was pro- moted to second lieutenant June 28, 1878, and served as assistant instructor of artil lery at West Point until August 28, 18 He was on duty with his company McDougal, Arizona, from December return trip. How the Cadets Will Travel. On the same train with the older com- Pany will travel the Morton Cadets, con- alsting of a drill team of forty men, five 1874, to September 20, 1882, and at Madison Barracks, N. Y., until October 23, 1884. He was promoted to first Heutenant October 15, 1881, and was at Plattsburg Barracks, N. Y., until July 27, 1887, and at Fort Sully, Dakota, until January, 1888. He was de- tailed as professor of military science and tactics at the Cathedral School, St. Paul, He has been ute since Feb- ruary 10, 1s oH. . Steele was born in Mississippi Charles E. and was appointed to the Military Acad- emy July 1, from Tennessee. He graduated June 13, 1879, receiving an ap- pointment as second lieutenant eighteenth infantry. He served at Fo Snelling, Minn., from September 30, 1879, to June 1, 1880; at Fort Snow, Mont., until April 12, 188! Fort Maginnis, Mont., until May 28, at Fort Reno until August 11, at Fort Riley, Kan., until Octo- 1s87. He was promoted to first 18% 1885, and ber 20, lieutenant eighteenth infantry October 6, 1 1887, and was stationed at Fort Logan, Cal., to October, 1889. Was on recruiting service until 182, and has been professor of military science and tactics at the Mis- sissippi Agricultural and Mechanical Col- lege since September 15, 1803. Elias Chandler was born in Illinois and was appointed to the Military Academy frcm Illinois June 14, 1876. He graduated June 12, 1880, and entered the army as second lieutenant sixteenth infantry. He serve@ on frontier duty at Fort Wallace, Kan., until December 2, 1880; at Fort Stcckton, Texas, until January, 1881; at Fort Davis, Fort Clark, San Antonio, Fort McKavitt, Fort Griffin and Fort McIntosh, Tex., until July 1, 1888. He was promoted to first lieutenant April 14, 1887. Was sta- tioned at Fort Dougla: Utal from July 1, 1888, until February 28, 1804, when he was detailed as professor of military science and tactics at the Arkansas Indus- triaJ University at Fayetteville, Ark. Lawrence D. Tyson was born in North Carolina and was appointed to the Military Academy from North Carolina July 1, 1879. He graduated June 14, 1893, and was ap- pointed second Heutenant ninth infantry. He served on frontier duty at Fort D. A. Russell, Wyo., and in the field from Sep- tember 30, 1888, to July 20, 1888, and at Fort Apache, Ariz., until April 6, 1887. He was at San Carlos and Fort Mojave, Ariz., until September 4, 1887, and was promoted to first lieutenant August 15, 1889. He was on duty at David's Island, N. Y., until October 12, 1889, and was located at Whip- ple barracks, Ariz., until September, 1891, and has been at the University of Tennes- see, Knoxville, since September 15, 1891, as professor of military science and tac- tics. —_—._—_. That Was Different. From Life. She (tenderly)—Sometimes, I wonder why you love me.’ He (assentingly She dndignantly)— He (explanatorily)— me.”” ‘Sir!” I mean, why you love der what this bril- ic object with wings and an- let me examine it under the , it is my eldest daughter’s new bon- net.”"—Life. NEW TIME TABLES How and When Railroad Schedules Are Constructed. DOVETAILING TRAINS AND TIME) Great Ingenuity and Study De- manded of the Experts. ee EVERY SECOND A, FACTOR f HIS IS THE TIME of the year when the rank and file of rail- road employes will acknowledge that the officials of the roads who are paid large salaries really earn the money paid them. It is the time for making out the sum- mer schedule for all trains, cast, west, north and south, as the immense business dcne during the hot months requires an increase in passenger trains, and an en- tirely new schedule for departures and arrivals of trains. The formulating of time tables or sched- ules has, of necessity, become a fine art, as the multiplicity of trains requires the closest calculations, taking in change of time, speed and country traversed, from, say, New York to Chicago, or to Wash- ington. The mere matter of locking over a distance map and saying that Is forty miles; we'll give the passenger trains an hour and the frefghts an hour and forty- five minutes to cover the distance would never do. There are a dozen reasons why this could not be done. For instance, a road running through a mountainous region cannot make the jtime gcored by one that traverses level ground. ‘The arrangements for the passenger Bervicé} while complicat- ed, does not embrace as thany knotty prob- lems developed in handling the numerous freight trains passing over the roads day and night. 8 Cities and towns object to high rate of speed within their borders, which also calls for caleulations, aifact that will be substantiated by the officers of the two roads running into this city, both of which have to deal with this problem through the states of Maryland, Delaware, Penn- sylvania and New Jersey. This running through towns and cities at greatly reduc- ed speed has brought forward two kinds of designations for the time made, that is, inside and outside time. A train may rake eighty miles an hour, but in a long run it will be a fast train indeed if it aver- ages over forty miles an hour for the en- tire distance. What the Public Expects, In conversation with an official of one of the local roads last week a writer for The Star broached the subject of preparing time tables. The official said: “To the ordinary traveler upon railway trains the arrangement of a time table is a matter of the densest mystery. The only knowledge he has that a schedule is In existence is that he is being whirled from point to point at a mile-a-minute rate, and that, generally speaking, no ac- cident occurs to him while he is on his way. Trains going in the opposite direction whirl by him at the same rate, but he never stops to think how much time and labor have been expended upon making such a condition practicable. A great many things are taken now as a matter of tcurse, and one of these is that a railroad Shall carry its passengers the greatest dis- tance in the least possible time at a mini- mum sacrifice of comfort and life. “From my experience I know that a rail- way time table cannot be arranged without the expenditure of an infinite amount of labor and brains. The first step in the arrangement is taken by the association embracing all” the head railroad men of the country, which generally assembles in New York. As a rule the changes on all the lines of the country, or rather those east of Chicago or St. Louis, are made about the same time, for the very obvious reason that the through trains upon one either connects with the other or are in some way identified with them. “The general rule is to make two changes each year, one in Arpil or May, which be- comes known as the summer schedule, and the other in winter. The latter is called the winter time table, and prevails, of course, until the spring change is made. On account of the great increase in pas- senger travel in the summer months, the time table for that period is much more difficult to construct. Making the Connections. “Let me illustrate why and how the closest time calculations are necessary in the making out of these schedules. For instance, there is a train leaves New York |.for Chicago in the morning called the fast line. It pulls out of the Jersey City depot about 8 o'clock. At 10:30 there is a train leaves our depot which is also designated on the schedules by the same name. If both trains run on time they will come to- gether abvut the same time at Harrisburg, Pa. It is the same way over all the branch and connecting lines until that train reach- es Chicago. In fact, the main line greatly resembles a big str2am of water, with the branch lines feeding into it with the utmost precision. “The same principle applies to trains coming from the west. If a train loses ten minutes on the first division it is likely to behind an hour or more by the time it arrives in New York. This delay frequent- ly causes the cancellation of trains, as the waiting connections are liable to fall back on the time of the trains following, and it don’t pay to run trains too close together. “The freight trains are run on much the same order Starting from the east or west as one train, by the time it reaches the end of the line, through numerous additions of cars, it has multiplied into a half dozen sections, running on the same scheJule time. “The traveling public cannot fully un- derstand the precautions that are taken in order to make their lives safe until they look at things from the inside. Aside from the automatic signals, the conferences of the general manager and division superin- tendents, even before they are submitted to the general manager, and the consulta- tions which occur between the division su- perintendents and the various trein mas- ters, a schedule is delivered to every train and station man on the line two days be- fore the time table goes into effect. When Changes Are Made. “Then every ticket agent, every telegraph operator, every section hand and crossing watchman gets a copy of the time table, accompanied by a blank form of receipt. This receipt they are compelled to sign and return to the general office, so as to indi- cate his understanding of the time the new arrangement goes into operation. If for any reason he fails to acknowledge the re- ceipt of the schedule the superintendent promptly telegraphs to him to ask whether it has been received, and if so, why the receipt has not been sent, back. “It has become the custom of the rail- roads the country over to put all time tables Into effect on Sunday. Experience ag taught the management that there Is éss dager of any accidents because of the | new arrange™ent on that day than on any other day in the week. The reasons for this are familiar to evéry gne who has studied the question of railway operatiohé. “On that day coal and freight trains are then practically abandoned. The number | of passenger trains sent out are reduced to | a minimum, and while there are fewer crossing hands and signalmen on duty on that day, it has been demonstrated that the need for them is more than proportion- ately reduced. A few years ago, or in the time of single-track roads, the manage- ment of a time table was considered a great task, and the day on which it was put into effect was dreaded by all the rail- road officials. So perfect is the System of all well-managed railroads now that changes are no longer looked forward to with fear. “When the railroad officials commence the work of making out the time table Proper the through passenger trains are taken up first. This is necessary because of the fact that connections must be made at various points with the other through lines. After they have been satisfactorily disposed of the local passenger trains are taken up in their order. These are rather more difficult to place because they dare not interfere with the through trains and also because they make more stops and are consequently more liable to interfere with fast-running trains. The Problem of Freight Trains. “When they also have been cared for the through freight trains are given their time and position. After these come the Iccal freights and then the coal trains. In the arrangement of the latter the ex- perience and good judgment of the division superintendents find full exercise. There is in reality no fixed principle upon which they work except that as many as must be run are sandwiched between the passenger trains. The railway manager who can dispose of the greatest number of freight and coal trains without interfering with the parsenger department is regarded as the most successful in his line, and, al- though only 4 trainmaster or a local super- intendent, has every possibility of ad- vancement before him. “Another fact I would like to call your attention to is that there is as much dif- ference as day from night between the time table made for the public informa- tion and the one issued to the employes. The former you know all about. Now look at that one hanging in the frame over there on the wall. It is as bad as a Chinese puzzle to those not in the railroad busi- ness. “Every train that goes over our divi- sion, no matter what its importance may be, ds given a place thereon, with its time at even the smallest station and important sidings. In this way conductors and en- gineers know exactly what is moving over the road and govern themselves accord- ingly. Work trains would be useless with- cut them, as they would never know when to dodge back into a siding or when to come out. Extra trains are taken care of through special orders, “Of course, copies of new schedules are sent out and posted in every station. This is not only for the purpose of enlightening the public, but is also intended as an aid to the train hands. As a rule the latter carry copies of the new arrangement in | their pockets until the paper they are printed on becomes threadbare or Is worn to pieces. Artistically designed boards are used by many of the more careful hands to hold the schedules, and in this way they are always preserved in good condition. Forgetfulness, Then Disaster. “In my carly days of railroading it fre- quently occurred that the more hardened men on the road would make wagers as to which road would catch the wreck that was almost sure to follow when the new time tables went into effect. A dozen or more roads would be chosen and then each man placed a dollar in the pool. I recall as if yesterday one of these pools that I was persuaded to enter and through my own neglect I won the money. “At that time I was working for the Ral- timore and Ohio. It was back in the ‘60's, and you can readily understand that every- thing was done haphazard. The day after @ new schedule went into effect I was con- ductor on an ea:t-bound freight. Before pulling out I had entered the pool with the boys, and in a spirit of brayado had chosen my ow? road. For years it had been the custom to stop on a long siding not a hun- dred miles from Washington, and there walt for a west-bound express ‘train. When the new schedule came we found that our lying over place had been shifted to a siding ten miles further yest. “Before starting on the trip I went to the engineer and called his attention change. Well, we came east from Cum, 2 gn the jump_ I was in th Ww the engineer and fireman, 2h us were indulging in jokes whenever the opportunity offered. night was a dark cne, but that made no dif- ference with us, When the siding came at which we sheuld have stopped the engineer was in the midst of a little song that was not of the most chaste character, and, of course, we were enjoying It. Just’ this ‘side of the siding there is a hill about five miles long, got down on the step on one side and the fireman on the other. The engineer said he would stick to the throttle, come what would. The express met us at the bottom of the hill while running at full speed. The engineer was killed, fully a dozen persons of the express terribly injured, many cars broken, but the fireman and I came out alive. I think we jumped a hundred feet on _a close calculation, and then rolled a hundred more. As I said before, I won that pool. But I never went back to Cumber-. jand to claim -t, as I was afraid the boys might say I committed the error on pur- Pose. Yes, changing schedules used to be very dangerous, ——— THE FORGOTTEN PARCEL. Uncle Gurdon Turned Around and Went Back After It. From the Boston Herald. Near one of our Atlantic cities, some years ago, resided an old whaling captain commonly known as Uncle Gurdon. As occasion required, Uncle Gurdon and his wife would journey townward for the pur- pose of shopping. Reaching the city, the horse and wagon would be left at the wa- ter trough on the Parade, and each would go in different directions, carrying their bundles to this common receptacle, the first through watting for the other. ,On one of these shopping excursions, Uncle Gurdon made several trips to the Wagon, finding each time that additions had been made to the store of bundles— a sign that his wife was busy. Having completed his purchases, he unhitched his horse, and the ferry boat having arrived, climbed into the wagon and drove on board. While crossing the river, one of his ac- quaintances stepped up and asked how he was getting on. Ww said the old man, “I am gettt ely, but I’m bothered just now.” sq “Why, has anything gone wrong?” “No; nothing speciai; but I came down to do some shopping, and I've forgotten a parcel I was to get,” and the old gen- ueman scratched his head in a perplexed manner.” “Well, I wouldn’t worry. You will think of it the next time,” said the neighbor; and the boat having reached the landing, Uncle Gurdon drove ashore, and went on toward home. When nearly half way there he was met by another friend, who stopped to have a chat. “How do you do today, Uncle Gurdon?” he asked. “Oh, nicely, worried just now.’ “Worried? What about?” “Well, you see, I've been to town shop- ping, and there’s a parcel of some kind that I've forgotten. I can't think what it is, and it bothers me. “Oh, never mind it! You will recollect what it is before you go again. By the Uncle Gurdon, how is your wife?” ‘Serusalem,” cried Uncle Gurdon, - slap- his kree with great energy. “It’s my fe that I’ve forgotten! She went to town with me to do some shopping, and I was to wait for her.” Aud Uncle Gurdon turned around, and Went back to the ferry for the parcel that he had left behind. ; though I am a bit Was Taking No Risks, From the Detroit Free Press. “I can’t give you anything to eat on the premises,” said the hatchet-faced woman to the tramp at the kitchen door, “but I'll give you a pie if you will put it under your coat and carry it away with you.” “I beg your pardon, ma'am,” replied the tramp, ‘but I can’t accept it.” “Why not?” she snapped so sharply that it frightened him. : mt non those conditions, ma’am,” he hat's the matter with the conditions?" ‘I’m afraid, ma’am, I'd be arrested for carrying concealed Weapons,” and the way he disappeared without the ple was aston- ishing to the casual observer. =e In the Clouds. From Life. “Bourienne,” said Napoleon, “T still seem to be interesting to the mortals?” “You are, sire, you are,” returned his faithful secretary. “Will it last, Bourienne?” and as we were sailing down this incline ‘Oh, I think so—six months anyhow. the thought came to us of the error we had | You'll have to take a back seat then, un- made. To say that we turned white but | less——” (Here the secretary pai poorly describes our facial expression. I think we turned yellow. There was no checking that train inside of six miles. The engineer called for brakes, however, and I ‘Unless what?” “Unless you should marry Trilby. I think the union of the two fads would keep the interest up for quite a while.”