Evening Star Newspaper, July 20, 1895, Page 18

THE EVENING STAR, SATURDAY, JULY 20, 1895—-TWENTY PAGES. STORY OF THE FIGHT As Told by the Pilot of the Ironclad Monitor. DESTRUCTION - CF THE MERRIMAC His Account Given to the Public for the First Time. THE GREAT NAVAL DUEL (Copyrighted, 1895, by Frank G. Carpenter.) (ONG THE MOST heroic acts of the late civil war was “that of Samuel How- ard when he volun- teered to act as the pilot of the Monitor in itseterribla fight with the Merrimac at Hampton Roads. He carried the vessel throughout that en- gagement, and his story of that awful fight is now here given for the first time to the public. But first let me tell you something about Teut. Howard. He Is an old man now, and his years number seventy-five. Still his eye is bright, his step is firm and he is mentally as sound as he was whea, now more than a generation ago, he took the Monitor into action. He is as straight as ,an arrow, and his bearing {is military. He has a broad forehead, bright blue eyes and a long blonde beard, in which there are many gray strands. He lives in a modest little house almost under the shadow of the naticnal Capitol. He is the personifica- jtion of modesty, and in his talk abeut the jengagement with me last night he kept jRimself in the background. I had to ask many questions before I got the story of ‘his life. His first voyage was taken at the age of sixteen, when he sailed from Dublin for the Mediterranean. I believe jhe ran away from home to go to sea, and jhe had visited nearly every part of the world, and had coasted up and down the ‘Atlantic, shores of the United States for many year3 before the war began. He had been several times captain of a vessel, and, as @ naturalized American citizen, he put himself at the service of Uncle Sam as goon as the war opened. He was appointed acting master cf the brig Amanda, whose duty it was to coast up and down the east- ern shores of the Atlantic and capture the ships who tried to run our blockade, and he left this ship to act as pilot for the Monitor. Speaking of his modesty, he evi- (dently thinks that he did no more than ny other man would have done under similar circumstances, and when I asked him whether he was not afraid when ke was penned up ‘n that little iron box with the shot and sheli raining down upon it, he replied: “I had no time to think of being afraid. It was all I could do to keep the boat Moving according to the directions of Capt. ‘Worden, who stood In- the pilot house by my side.” » Lieut. Howard had arrived on his brig in time to see the engagement between the Merrimac and our gunboats, and the most of my information concerning that fight comes from him. Sitting in the rigging of his ship, with his glass he saw the queer irorclad sail down the Elizabeth river and take its way across the channel to engage with our gunboats lying along the coast be- ‘tween Newport News and Fortress Monroe, and he watched that terrible fight. The Merrimac, you know, was a frigate of 3,500 tons, which had been burned and sunk during the spring of 1861 at Norfolk. - A few months later it was raised by the confederate. and- converted into an iron- clad. The ship was then cut down to the old berth decks. Her machinery was left within her, but the whole of the ship above the water was covered with iron plates two inches thick and eight inches wide, so riveted together that the vessel had an armor of iron four inches thick. Upon its prow they put a great iron ram, which + Projected four feet beyond the vessel and ‘which did terrible damage to one of the Northern gunboats before the Monitor ar- rived. # ‘The Monitor Appears. When the day broke, however, there was @ new figure on the scene. “It looked,” says Mr. Howard, “like a massive iron turtle with a gigantic black cheese box vn its back, and it swam to and fro in front of the Minnesota, and between it and the Merrimac. As the day grew brighter, through thelr glasses the con- federate officers could get a better idea of this new marine monster. It was ap- parently a raft plated with iron, with a great round tower rising from its center. As the officers looked they saw this tower move slowly about, and two mighty eleven- inch guns were pointed in the direction of the Merrimac. They had read about ‘this vesse) which was being made. They knew it was Ericsson’s Monitor, and they thought it the strangest looking vessel which up to that time had floated upon the sea. It looked very small beside the mighty Mer- rimac, and its two guns did not appear in- vulnerable in comparison with their ten. Licut. Samuel Howard. “Its speed,” says [icutenant Howard, “was mot more than five knots an hour, or just about the same as the Merrimac, but its small size enabled it to move about more quickly, and it ‘$_ more menagable in every way. It had left New York two days before, and when it was still twenty miles from Fortress Monroe its officers had heard the booming of the guns of the engagement of the Merrimac with the Cumberland and Congress. When I went on board of her the Congress was eur blazing, and Captain Worden had just ard of the terrible destruction which the Merrimac had accomplished that day. He Was shown how the Merrimac had drawn off, and was told that it would surely come back in the morning to destroy the Min- nesota, tho Reanoke and the St. Lawrence, and he was anxious to go at ouce to their defense. Steering by the Blaring Congress. “Well, as goon as It was decided that I Was to act as pilot I went down into the pilot house and we at once got under way. The pilot house was a little iron box just large enough for four men to stand up- right within ft. It was situated in the fore part of the vessel some distance in front ef the revolving turret, in which the guns were placed. It was half above and half below the iron deck, and it was, in fact, @ square tron box, made of fron logs about nine inches thick, which were bolted and dove-tailed at the corners. There were little slits between the upper eet of logs and the one below, through which we could peep out. The steering wheel was secured to one ofthe logs, and I had a wire con- nection with the engines, which were under the deck, so that by the ringing of bells I could give the proper signals to the en- gineer: The turret, behind us, so revolved that the guns were every now and then pointed directly at the pilot house, and during the action the officers had to be very careful that they did not hit the house. It was Saturday night that we sail- Admiral J. L. Worden. ed past Fortress Monroe and came to an- chor in front of the Minnesota. A darker night I don’t think ever came out of the heavens. You could almost feel it, and it was only by the light of the burning Con- gress that I was able to get my bearirgs. This made a fair light, and I steered by it. The Minnesota was a fine vessel. She was a frigate, bearing eighty-four guns, and. she looked very grand in comparison with the little Monitor as we sailed by her. We moved to a short distance in front of her and then waited for day. “The sun rose that morning on waters like a millpond. It was a beautiful Sunday, and you could see for miles on each side of you. As the day broke the Yorktown and the Jamestown, two of the confederate ships, came out and started for the Min- We at once got under way and shot at them. They left at once. They didn't want to have anything to do with the ‘cheese-box on a raft,’ as they called it. In the meantime the Merrimac had roused up and came on toward the Minnesota. The Monitor rested a little in front of the Minnesota and waited for her. The officers were in the turret. Capt. Worden stood by my side and gv.ve the or- ders. The Merrimac first fired at the Min- nesota, and then Capt. Worden gave the order for the Monitor to go for the Merri- mac and to begin firing. The Merrimac was a mile off when we started ‘for her. The shots were.at once concen- trated on the two ironclads. We turned this way and that, firing about every seven minutes. We kept moving about the Mer- rimac and getting in good shots at al- most every fire. The vessels were often not more than thirty feet apart, and the engagement was terrible. The turret cf the Monjtor was made of heavy plates of iron, so that its walls ‘were about eight inches thick. The shots of the Merrimac Pounded great dents in it, but they did not go through. Our guns tore the iron from the Merrimac, and had we understood its construction, we might have sunk her. We should have aimed for her at the wa- ter Hne. Her tron plates did not extend much below this. I have always thought that we did send one shot into her, and I think we would have surely sunk her had we continued to fire in this way. Capt. Worden’s Narrow Escape. “When was Capt. Worden wounded?” “It was some hours after the beginning of the engagement, a little after noon,” replied Lieut. Howard. “He was standing at my right, and was bending over and looking out of the slit. We were just go- ing by the Merrimac, and were not more than ten yards from her when a_ shell struck the log just below the sight hole, and then exploded. It broke this eight- inch log of iron in two. It ‘threw one end «of it upward and the log held there in the air by the dove-tail with which it was fas- ened to the box. The splinters of the shell flew through the slit. With them came powder and flame. These got into Capt, Worden’s eyes and blinded him. They cut his face, so that It was covered with blood, and his clothes and mine were covered with dust and powder. Capt. Worden ex- claimed that he was shot. He could not gee, but the light that came in made him think that the pilot house was ruined, and he gave orders to move off. He then felt his way down through the floor into ‘the lower part of his vessel, where his cabin was, and gave the command over to Lieut. Greene. That shot came near destroying the pilot house. Had we been a second later in turning, Capt. Worden and myself would surely have been killed. As it was we were saved only by that dove-tailed log standing in the air. Had it fallen it would have crushed us both. Had the boat been less slow in moving the shot would have struck the pilot house square, and we were so close that nothing could have saved us. As it was dt hit the iron logs at an angle of seventy-five degrees, and only broke them. Capt. Worden was a terrible sight as he moved off down into his cabin. The blood was rushing from every part of his, face. His eyes were closed, and his skin was blackened with the powder. His wounds, however, seemed to have his least thought. He did not faint, and he kept his mind upon the battle. He gave over the direction of the vessel to Lieut. Greene, and we had to report to him every few mirutes as to how the fight was going one How Howard Saved the Minnesota. “Did the officers of the Merrimac know that they had shot Worden at this time?” I asked. “T think not,” replied Lieut. Howard, “for they moved off so shortly afterward. My first orders from Lieut. Greene were to move off and make for Fortress Moi fe I did not know at this time that he had been made chief in command. I thought this order a great mistake, for I knew that if we left the Merrimac would come back and destroy the Minnesota. Instead of obeying Lieut. Greene I went down to see Capt. Worden. I said to him, ‘Captain, they want me to move off to Fortress Mon- roe. 1f we do this the Merrimac will sure- ly destroy the Minnesota. I don’t want to do i fou must see Lieut. Greene,’ replied Capt. Worden. ‘He is now in command,and you must get your orders from him.’ “I then went to Lieut. Greene, and beg- ged him not to leave the Minnesota. I showed him the danger of the Merrimac coming back, and after a while persuaded him to allow me to take the Monitor to the Minnesota. This we did and anchored there. In the meantime the Merrimac was slowly moving off toward Norfolk, and her share in the battle was over. During the engagement her men, I understand, were anxious to get close enough to us to board us, hoping that they could destroy the ma- chinery in the turret with sled, and wedges. I think such a thing would have been impossible. Shortly after the Merri- mac moved off, I asked Lieut. Greene if he would not like to take a shot at the York- town and the Jamestown, the two confeds erate men-of-war which were anchored off Sewall’s Point, half a mile away. He con- sented, and we steered for them. We fired a ana en a Si an oa we did 50 ey Sl eir cables an 2 sia FRANK G. CARPENTER, NEW MOTIVE POWER Views of Railroad Employes About the Adoption of Electricity. OBSTACLES T0 BE OVERCOME To Supersede Steam in the Move- ment of Freight Cars. INTERFERING CURRENTS BOUT A DOZEN members of the Rail and Tie Club gather- ed outside the oil house on Maryland avenue one night during the past week, and, of course, con- elderable talk was indulged in over the predicted substitution of electricity for steam on railroads. The papers had been teeming with ac- counts of the trial trip of the new electric engine in the Baltimore tunnel and also of the trial trips on the beach road near Bos- ton. The rank and file of railroad em- ployes are loth to acknowledge the advan- tage of electricity in thelr business. Said .| an old engineer to the group as The Star writer joined it: “Mark my words, we will go into the twentieth century before you see electrici- ty take the place of steam on the railroads. It may b2 that a portion of the passenger traffic will be handled through electric motors, but as to a general adoption it will come slow, ‘if it comes at all. “They were going to perform wonders with that big electric motor up in the Bal- timore tunnel,” chimed in another of the group, “but I see she was burned out on the first trial at freight pulling. To my mind, I don’t believe the wires can carry enough electricity to enable the motor en- gines to haul freight trains. I noticed in the account of the breakdown that the connecting joints were red hot, which would seem to substantiate my belief. There may be a great amount of electricity flying about on the wires and through the mo- tors, but it takes an enormous amount to move freight trains. “Their electric motors may be large, but just look at the ‘hog’ engines we use on our road to move freight,” continued the old engineer. “They demonstrate the pow- er necessary to handle freight. The experi- ments up near Boston, I understand, were a great success. Passenger cars wer? mov- ed at a high rate of speed, and it was also demonstrated that the trolley system could be ccnstructed on an old roadbed and yet not interfere with the running of the road by steam, but on the freight question we hear nothing, and on this point I base my belief that we will go into the twen- tieth century before we see a general adop- tion of electricity. In Handling Freight. “One thing that can be counted on is that the locomotive will not disappear as rapidly as the car hdrse. There are diffi- culties to be encountered in applying elec- tricity to steam roads which did not have to be met in applying it to street roads. The bil@incss of the latter is wholly pas- senger traffic, but the business of the steam roads is divided between passenger and freight. It is in the attempt to apply electricity to the transportation of freight that the greatest difficulties will have to be overcome. It appears to be a comparative- ly simple matter to string trolley wires over the track of a steam road and run trolley cars instead of the present heavy passenger coaches. And ag the companies own the right of way the change: appears to be an easy step. “But when it comes to applying electric- ity to the movement of freight trains the problem assumes an entirely different as- pect. A passenger train can be broken up into single cars and run with about the same attenticn needed on a long train. The cost for employes would be little, if any, more than on an ordinary passenger train, ‘and if electricity costs less than steam the change would be desirable.-But in the case of freight trains very few employes are needed, and the number would have to be increased if the train was broken up into single cars. This would add largely to the cost of running freight trains, and consequently to the cost of transporting freight. So a change from steam to elec- tricity in moving freight does not appear probable until motors are invented capable of moving as heavily loaded a freight train as can be moved by a locomotive. “Another point rot generally recognized is the importance of the freight business to the steam railroads. It is the source of the larger part of their income. The re- ceipts of the railroad at our feet east of Pittsburg were in round numbers nearly $50,000,000 last year for freight alone, while the receipts from the passenger traffic. were only about $20,000,000. From this you can see that the freight-carrying branch of the railroads is quite an important one. Cars From Other Roads. “Then there ts another obstacle which would also have to be overcome, Unless electricity were adopted at the same time by all the steam roads those using elec- tricity would find themselves embarrassed in the handling of freight cars from roads not equipped with this motive power. The importance of this point is shown by the fact that our road east of Pittsburg alone last year handled a freight mileage of cars from other roads of 370,000,000, as against a freight mileage of 440,000,000 of its own cars. “I have been dabbling into and keeping close watch on things electrical for the past ten years, and I believe it will take new brains before we reach that stage when we can get the utmost practical use of the electrical current. You can easily recall the.great work of Edison, Bell and Tesla, and while the latter has probably not given his greatest ideas to the world, the others, to my mind, have about reached the limit of their inventive brains. In the next ten years another genius will proba- bly come into view and with him a new era of electric discoveries. As it is at pres- ent, everything is guess work or in the ex- perimenting stage. . “The ra:lroad officials are evidently bas- ing the future development of their roads upon this same idea, as some ten million dollars will be expended on roadbeds and equipment during the next two years. “Still another important point in equip- ping railroads with electricity that cannot be overloocked is the bearing the condition of the weather will have upon its success- ful operation. I can take my engine down to the depot, couple on to a train of cars and pull it over to Philadelphia under any condition, excepting a two-foot snow. Couple up an electric engine to a train and see what confronts it. The same snow will suck all the electricity out of its coils es fast as it reaches there. A heavy sleet storm, a thing that does not bother us at all when under way, will also render the wires useless. The multiplicity of small wires from the power house to the engine are lia- ble to burn out at any time, and also a similar accident to that which occurred in the Baltimore tunnel last week. Distribution of the Current. “In attempting to carry on the traffic of railroads by electrical locomotives, operated from a central station, it will be found that they are at a great disadvantage because of the irregular service necessitated by the freight traffic and the unequal distribution of the load along the line. Suppose that there were two stations supplying the lines, and that the traffic was uniformly dis- tributed along it, then the capacity of each station would be one-half of the total re- quired capacity. “Then again suppose the entire traffic was concentrated in one train, then each sta- jon would need to have a capacity equal to ie total power required for hauling the entire traffic, as the train would be first supplied from one statiop and then from the other, The line also would have to have a capacity suitable for handling the total traffic. If a number of heavy trains were used and the traffic was irregular and Hable to be jammed at one.point, as in the case of the freight service, then again the capacity, of the station would have to be gréater thay that réquired to supply one- half of the formal “If it was decided to the current to a longer distance and supply all the tracks from one station, then the capacity of the station itself would only be that re- quired for the regular traffic of the line, but the new devices would have to be sufficient to handle the usual traffic of the section which they supplied and would have to be given a capacity greatly in excess of the average load in order to supply thié power. The electriciard must distinctly | bear in mind in considering the application of electricity to steam roads that any de- parture from a uniform distribution of a Toad along the line will’fncrease both the e cost of opera- it of i id cost of equipment an: od lp py close- tion. This information I ly following the electric papers. “Outside the freight business the guard- ing of grade crossings will be another ob- stacle for the electric service. The people in the country would haye to be taught to lookout for the bell instead of the whistle, and I suppose we would have to kill about a, hundred or more before the new idea would meet with general approval. Interfering Currents. “Then, again, look at the chances there are for the current’ to escape from the wires and tangle things up hopelessly. This escape cccurs in cities where the trolley system is used, and why it shouldn't hap- pen along the railroads I cannot under- stand. In Brooklyn, Baltimore and Phila- delphia {t has been demonstrated that enough electricity escapes to enable house- holders along the different lines to light @heir homes ard eyen run electric fans. Now, see how important this escape is. All the big eastern roads are equipping their lines with electric signals at a cost amounting to nearly a million dollars each. The adoption of the trolley system on the railroads will virtually kill this signal sys- tem, as the escaping currents will surely disarrange all the connections. “I see by the last number of the En- gineering News that two cases have re- cently been reported of interference with electric signals on the railroad by the gréund current from an electric trolley line. One case was at Ashland, Ky., and the other at Chicago, and G. W. Thayer at the annual meeting of the Railroad Tele- graph Superintendents’ Association in Montreal last month, thought the occur- rence important enough to read a lengthy paper on the subject. Mr. Thayer said that particulars were wanting in the first case, but In the second it was stated that the signals, operated on a track circuit on the Northwestern road. would go to danger on the approach of a trolley car and remain there until the car had passed and gone some distance. “Now, if the trolley wires will set a sig- nal at danger, unknown to the signal oper- ator, why should it not set it at safety at another time. Setting a signal at danger, of course, prevents accidents, but it also delays trains,and the traveling public kicks more at delays than they do at accidents. Now, suppose the operator has lowered the red signal to prevent a train entering a block to prote¢t a train just ahead around a nearby curve. He has done this many times, and is confident everything is all right. He relaxes his vigil, knowing the oncoming train will put him on his guard by whistling. “With affairs in this state, the trolley car approaches -the railroad crossing, and through the lost current drives back the danger signal, and the safety light comes into view. The oncoming express train, seeing the white light, instead of signaling, increases its speed, dashes by the tower, ard before the signal operator can collect his thoughts another engineer and fireman are fit subjects for the undertaker, and per- haps a dozen more’are in the same boat through the collision that follow “What applies to the signal wires also covers the commercial wires that are strung along the railroad lines? th from the trolley is sure. th damage them, and thereby interrupt {mportant tele- graphic communication.” ’ “One question beforé you, go,” chimed in another engineer wh is seated about four yards from the ‘other talker. “You talk about the freight bysintss being too much for the trolley on railfoads; now, why isn’t the passenger traffic. also too much for the present electficay system? That great trolley engine brgke down up In the Baltimore tunnel with 4n ordinary train of coal cars. The aycrag¢ thfough passenger train is made up of about ten Pullman cars, and we know that thy will weigh as much as twenty freight cays. Now, if the electric engine fails with a small freight train, she will surely fall; with the usual through passenger trjin,, won't she? To my mind, the raijroad§ had better watch the passenger business,-and perfect that system first, before they, dabble Into the freight traflic.” New ‘This last man’s ‘questions and rematks were too much for the club, aud the assem- blage broke up, with exclamations of ap- proval, and every with the idea that it will be quite a while before their positions on. the railroad are jeopardized by the introduction of the ‘elec- tric system. SS NO JOKE AFTER ALL. They Each Thought It Was One Until They Began to Compare Notes. From the Chicago Times. 3 “I went to my husband's office yesterday afternoon to get some money,” said the lit- tle woman in the gray gown, as she set- tled back in her chair to tell her “dearest friend” the latest family joke. “I was down town shoppiug, and had spent every cent I had.” “Of course,” said the dearest friend. “That's the way I always do, too. Did he grumble about it?” “No; he wasn’t at his office. That's where the’ joke comes in.”” “Joke!” exclaimed the “dearest friend.” “J should have thought you would have been mad enough to—to—almost swear.”, “I was at first,” admitted the little wo- man in gray. ‘But when they told me he had gone home early, I got over being mad, because I knew he'd gone home to have a quiet little chat with me before dinner, and that he’d be as mad as a hornet when he found I wasn’t there. It made me laugh to think of him standing around the house and swearing because I wasn’t home, after he'd left the office early to go to me. I didn’t hurry? either. I took my time, be- cause you know it does a man good to have these little disappointments once in a while. If he always ‘found his wife home, he wouldn't half appreciate it.” “Was he very mad?” asked the friend ith interest. 0; that’s the funny part of it.” “I don’t see what there is funny about that." “Why, the servant told him I'd gone down town, intending to go to his office, and he said it made him laugh to think how mad I'd be when I found he had gone home. So he had just sat there and chuckled all the time until I came home.” “It was all right then, I suppose?” said the “dearest friend.” “But you were both in good humor?” “No, we weren't; that’s the very funniest part of the whole story. When we each found that the other thought it was.a good joke we were both so mad that we-didn’t speak for-a whole evening,” ‘Wrinkles. From The Ram's Horn. s Worry and the gra’ ‘difser get on well {trouble we never together. 3 When we go out to have @ long walk. When the devil cag’t get behind the preacher in any other,way, he sometimes joins the choir. x Anybody can be pleagantde pleasant peo- ple, but it takes gracé .to be pleasant to unpleasant people. ain If you want to get 1nja qfooked path just follow the direction of ‘a corkscrew. There are people whp hate a thief, who borrow books and nevgr return them. He who is hunting for wife without a fault should remember thilt the spouse he is seeking may be searghing for a husband of the same sort. 3 ‘The man who is onl¥ concerned to speak the exact truth is not apt be garrulous. It is as well to take warning from the lly as counsel from the wise. . They Tell a Different Story. From the Jacksonville (Fla.) Times-Union. There are peculiarities of our English language which no other language exhibits. Did you ever notice how many English words are formed by simply dropping alter- nate letters? For example: Wheat, heat, eat, at; sham, ham, am; wheel, heel, eel; whale, hate, ale, and scores of others. Again, we have in our mother tengue two words which, joined together, make a dis- ct word of an entirely different meaping, dates a single word disjointed does. Take the words since and rely, or the separate word sincerely. To illustrate: Your letter came, in words that tempt me dearly; You wrote them, sweet, most truly and sin- cerely; For praise like that, heroes might gladly dle, But on another’s love you since rely, ery one present went home | GETTING INFORMATION Sample Conversations of a Ticket Seller With Prospective Travelers. Scenes in a Railroad Office—The City Man as Bad as His Coun- try Brother. From the Chicago Daily Tribune. The man who is city ticket agent in Chi- cago of any trunk line learns in a short timie to have that pleasant look which the photographer would impart. He learns to smother his feelings. In this age of travel this agent must meet every sort and con- dition of men and women. The old lady or man who occasionally goes out of town for a day must ask-as many questions as the man or woman who is planning a jour- ney. There fs an organization of these ticket agents which mects somewhere at some time not known to the officers of the reads, and there they fall upon each other's necks and weep and groan over the trials: and tribulations of the day. And there they -join hands and swear to be agreeable, on the surface at least, during business hours. The experience of a city ticket agent ts like hash at a boarding house—the same yesterday, today, and forever. The same questions every day. Here is the history of a little visit to John Wright, without any padding or essay coloring; and what he sees and hears and says they all see and hear and say: ~ A sunburt.man asked the fare to Spring- field, Mo. The agent told him, offhand. “What time does the train leave?” “One at 11 a. m., one at 2 and one at 6 p.m. “Have I got time to make the 11 am. train?" “I don't know what you have to do. If you will go from here direct to the depot, you will have time. If you want to go out to the ball game, you won't.” “Yes; I see. And if I don’t make the 11 a. m. train, I can go on the 2 p. m.?” “Yes; if you ges there in time.” “What time is it now?’ “Ten-thirty.” “That railroad time, or city time?” “All time in Chicago is the same.” ‘I don’t think I can make the 11 a. m. I suppose I could, though, if I hustled. If I take the 11 s. m, what time will I get to Sent Looy?” ‘The agent told him the hour. “And then how much time will I have in Sent Looy before the train for Springfield goes out?” “About five minutes.” “That won't do. I want to see a cousin of my wife's who lives in Sent Looy, and I will have to hunt him up. If I don’t take the 11 a. m. and go on the 2 p. m., what time does she get to Sent Looy?” The agent told him that. The man asked to look at a map. “fs this the C. and A.?” asked the little woman with a valise making her lopsided. “Yes, ma'am.” “Does your road go to Alton?” “All trains on our road run to Alton.” “That's what I thought. I mean that's what I meant. How much is it to Alton?” She was given the rate. Then she mop- ped her tired-looking face. Few women have learned the art of keeping cool when traveling. Having “thovght,” she contin- escape current |_ued: “First-cless, that means?” “Oh, certainly.” “Any parlor or chair car on the train?” “Chair car on all trains. Which train do you want to take?” “I hadn't thought of that. I suppose I ae to go on the first train, though, don’t “Really, I am unable to say.” . “Can I stop off at Springfield? I want to visit an eunt who. used to live there, though we haven’t heard anything about her since the strike last summer. Her hus- band was a railroad man. Maybe you have met him.” “Possibly ma'am.” “Short, heavy-set man, with full beard and gray eyes. Deaf in one year.” “I think I have met him,” said the agent in a manner that would Fave won for him in North Carolina the title of “Plum Honey.” “But you cannot stop off at Springfield on a through ticket,” seid the agent, think- ing that he had made one lap. “If I don’t leave till tomcrrow, what time will I get into Alton?” » “Depends on the train you take.” “Yes, that’s co. I hadn't thought of that. I reckon as long as I am going I might as well go today.” With this decision she began to fish in her reticule for her money. > “Say,” chimed in the man who had been studying the mop, “this here durned thing is all Dutch to me. Don’t your road cross the river goin’ to Sent Looy?” “Certainly.” E “I con't see no bridge on the map. But if you say it ercsses there, I reckon it does. ‘The last time I crossed the rjver at Sent Looy it was on the ice. It was the coldest winter I ever saw. The wagon wheels froze in their tracks. Well, make me out a ticket on the 6 p.m. and throw in a sleepin’ car. I never could sleep mach on one of the durned things, but if a feller sets up all night he’s Hable to take cold. A neigh- bor of mine went to Omaha once, and thought he'd set up all night, so as to save expenses, and he caught cold in his throat, and the doctor had to cut his tonsils out, and he never was any good after that. He used to herd cattle for a livin’, and when he lost his tonsils his voice was all broke down, and he couldn’t drive cattle without a voice.” ‘The agent made out his tickets and hand- ed him a pen. “Sign your name there, and there, and there,” he said, indicating three blanks, 5 “Well, I'll try; but I ain’t- had a pen in my hand since I cut my wrist on a scythe in the summer of '89. Not to write with. I'll bet you can’t read it when I write it.” “Don’t think,” said th2 agent, “that be- cause a man has hayseed in his hair and egg on his shirt ont he is the only one who takes up your time. Some city people are as bad in their way.” ‘He had not more than said it when a well- dressed, commercial-looking man under a straw hat with a cart-wheel brim danced up to the counter and asked: “How much to St. Louis?” * The agent told him. “Time does train leave?” Eleven, two, six.” ime does train leave in the evening?” six.” “Reserve | lower. m hold it after 8 p.m.” ‘an’t? Why can’t you?” “Rule of the company.” fool rule. I won't have it. I'll go on anotner road.” “That 1s your privilege. I suppose, though, I might break over the rule for you, and get myself fired. If it is.any ac- commodation to you, though, I'll do it.” “Funny, aren't you? Paid for being funny, I suppose. Company hires you to entertain its patrons. You ought to have a job as an end man in a minstrel show. You're too funny to be in the railroad busi- eet you are. That's right. See? lay.” : And out he went, with the mercury 110 under his collar, “Gimmé@ two tickets to St. Paul,” said a man as he dragged a poor woman to the counter, “We have no trains to St. Paul.” “Ain’t this the Chicago Great Western?” ‘0, sir.’ ‘Nor the Chicago, Milwaukee and St. Paul?” ‘No, sir.” ‘Nor the C. and N.?” ‘No, sir.’ “Then where am I? I ain’t got no time to be foolin’ around in here. Why ‘n thunder ‘n lightnin’ didn’t you say: so? I'll bet I'll miss my train. Come on, 'Lide, don’t let’s hang around here; get a move on you.”. id he dragged the woman out as he had dragged her in. And so the day goes in the ticket offices of the trunk line roads of a city like Chi- cago. me sleeper six train-this even- ——__+e+—____ A Case in Point. From Harper's Bazar. “Miss Harkaway,” said Dolliner, “I sup- Pose you have seen the statement in this week's Gazette that we are engaged to be married?” “Yes,” said she. “I saw it.” “Well, I wish you to know that I had nothing to do with that announcement, and I have written this letter of denial.” “Oh, I wouldn’t send it,” she said, nalve- ly. “What is the use?” “But it fen’t true!” “That is so; but it isn’t impossible. Do you know that paper contains a great many valuable hints?” And he took the hint, ret NEW WOMAN IN TROUBLE. ~* A Man Was Found to Be of Some Use After All, From the New York Tribune. “They say,” said the Man, reflectively, “that we are rapidly going, that we are even now little better than ornaments—so- celal bric-a-brac—articles of virtu—and that We will soon sink into anthropological cu- riosities, and have glass cases and labels fastened on us with little bits of wire; that the New Woman can get along without us, and that our day is done. But can she get along without us—is our day altogether done?” “Well, I guess it is,” answered the Second Man. “I'm inclined to think we've got to go. I feel now every time I meet a woman like stopping and apologizing for using up good air for breathing purposes which ought to be in the pneumatic tires of the New Woman's bicycle.” “You come near to what I have in mind when you speak of her bicycle,” replied the First Man. “But you are too timid. You flee when no woman pursueth. We are sometimes needed even by the newest of them—ay, when she ts robed In the con- quering bloomer and armed with the vic- tory compelling bicycle. This is my story: Mark how a plain tale shall put you down. I was today proceeding along a Harlem street quietly and as might become a man. It was not a closely built up street, but the corners were, of course, occupied by liquor stores, as if placed there by the surveyors as permanent marks by which settlers might get their bearings. Suddenly I be- came conscious of a New Woman. I looked, and, lo! how thin a veneer was the New after all; for I saw traces of the Old. She was a young woman, handsome and haughty. Her bloomers were of the latest pattern—no hand-me-downs, but tatlor- made, and of the best quality. Her bicycle, which was beside her as she stood on the curb, was of the latest model and of the highest grade. Nothing seemed lacking to make her independent of man. You would have hung your head and slunk away. But I glanced at her boldly, conscious shat though a man It was not my fault; and I saw that she was in trouble. Signs of real distress marked her features. I swerved a step in her direction. Relief and grati- tude showed in her eyes. I raised my hat ane bee pardoy adam, but oe your mn, madam, you are in trouble. Is there anything that I can do for you?” « *Yes,’ she said; and her voice trembled a little, ‘I—I think there is. Something ocking has happened.’ “She paused, and I eaw ‘that her eyes were fixed intently on the swinging half- door of the liquor store on the corner. “TI had Skeesicks with me,’ she con- tinued, ‘and he’s gone into that horrid sa- loon, and I’ve waited and waited, and I’m afraid he is never going to come out.’ There was a tear in either eye. “You refer,’ I said, ‘to a dog, and not to an —a—er—man? “Oh, dear, yes,’ she said quickly, in an alarmed tone. ‘Skeesicks is my pet dog. He’s a pug. I never knew him to go into such a piace before. I—I'’m afraid some wretch is keeping the poor fellow in there.’ “Pll go in and get him,’ I said. ‘Oh, if you only would,’ turned and started. Her duty as a New Woman suddenly confronted her in all its seriousness. “Oh, sir,” she exclaimed, -‘a moment, please. I want him, but I-you know—I mean—if you never go into such places I'd raiher never see him again than have you do it." You observe from this that I look young and innocent, ey: ,’ I said, ‘I have been in before. Do not be alarmed for me or the dog. I will rescue him.” “You are -so kind,’ she said earnestly, and I hurried away. I soon found the men that were keeping the unfortunate dog against his will. They consisted of two fat German citizens, who were seated at a table, drinking beer and eating sausages. ‘They had thrown the dog a generous link, and the intelligent beast was eagerly de- vouring it on the sawdust-covered floor. I explained to the men that a lady was wait- ing for him outside. They laughed, and I Picked him up by his harness and bore him away, while he still carried part of the sau- sage between his teeth like a cigar. I ¢x- plained to his owner. She yttered an excla- mation of disgust at his actions, made hin drop the sausage, thanked me earnestly, mounted her bicycle and wheeled away, while Skeesicks, quite chop-fallen and with es very much out of curl, chased be- “So you see, though the New Woman may be never so new, there are places where & plain man may be of use to her. —_____+e+_____ His Fee Four Cents. From the Albany Argus. Perhaps one of the smallest checks ever issued by the United States government, and one of the smallest fees ever received by@ny attorney, was recelved yesterday by Daniel J. O’Brien of No.13 Lafayette street, who received a check from the United States navy office, drawn on the assistant United States treasurer at New York, for the sum of 4 cents. This check has a story attached to it, During the war of the rebellion Mr. O’Brien was an officer on a cruiser of the northern navy, on which Richard W. Allen, also of Albany, was landsman. At the close of the war the government distributed among the seamen of the navy the prize money made by sell- ing vessels captured during the war. In this distribution Allen, who, with O'Brien, left the navy at the end of the war, was omitted. O’Brien, acting as Allen's attor- ney, sent in a claim for prize money to the ‘Navy Department in 1567, and since then, through the succeeding twenty-elght years, he pressed Allen's claim at intervals. To each demand sent in the Navy Department responded that the matter was under con- sideration. Yesterday the postmaster handed Mr. O'Brien a letter from the Navy Depart- ment. Mr. O’Brien opened it,-and zhere lay the check he had been expecting for twen- ty-eight years. He glanced hastily at the figures on the precious slip of paper, and thought they read “$400.” He glanced at the letter accompanying it, and read that the amount was “four cents” for attorney's fees. Mr. O’Brien sought out his client, Allen, and found him gazing at a check for 85 cents, his prize money, which he had re- ceived a few days before, and had had framed and hung over his chimneypiece. —_+-e+—____ He Was Equal to It. From the St. Paul Dispatch. An Irish car driver was called upon to settle a wager which turned upon his abil- ity to answer any question that was put to htm without stopping to think. The cir- cumstances having been explained to the man, he said: “Be after askin’ me the question, your ‘onner. “Well, now, Pat, tell me what’s nothing?” “Arrah, now, shut your eyes and ye'll see nothing immediately,” was the instant and brilliant answer. ———~+e0e____ The Boy Had an Idea. From Puck. The kid had smashed his father’s shav- ing mug and done sundry other damage, when his mother discovered him, “Oh, Freddy!” she exclaimed, horrified; “what will your papa say when he comes a le smile, “I don’t think I would ‘uke = copent FOR CURES SCROFULA, BLOOD POISON. S 1 CURES CANCER, ECZEMA, TETTER. SB RAILROADS. BALTIMORE AND OHIO RAILROAD. jersey avenue and C street. Northwest, Vestibuled Limited Tous and Louisville, Vestl na uled Limited, 8248 For Pittsburg and a.m. and 9:10 p.m. For Lexington and Staunton, 11:30 a.m. For Winchester and way stat BO p.m For Luray, Natural Bridge, Roanoke, Kuoxvill Guattancoea, Memphis and “New Orleans, 111 10. lee) ‘For Lara: Ey op tow Aun reek, days, x4: For Baltiinore, 7:00, x7°10, 38 30 a. xi a. For Hagerstown, *11:30 a. For Boyd and way points, For Gaithersburg and way points 28:00 ,m., *12:50, *3:00, °4:33, 95:35, wo **11:30 pan. ei as efor Washington Junction and way points, ***9:00, a.m. ‘1:15 p.m. Express trains st at principal stations buts, +4280, * yaad For Yay Ridge, 9:15 a.m. and 4:28 p. 9:35 a.m.,"1:30 21 m., Sundays. ‘AL BLUE’ LINE york AND PHILADELPHIA. All trains illuminated with Pintsch light. For Philadelphia, New York, Boston and the an it, ve (4: 00 Din’ Gar)” 8:00. (10:00 ‘am, Dining Gan, 11-30 C230 D Cex), 8:00 (6:05 Dining 8:00 p.m. 2:01 night: Sleeping Car, open at 10:00 o'clock). Sundays (4:55 Dining 7:00 Dining Car), (9:00 m. Dinkug ir), 42: Dini Car), 3:00 6:05 Dining Car), 8:00 night). Bleeping Car opens for passengers 10:00 p.m. Buffet Parlor Cars on ail day trains. ‘ For Atlantic City, week days, 4:55, 7:00, 10:00 and 11:30 a.m., 12:30 p.m. Sundays, 4:55 a.m., Uipor Cape May, 4:55 (8:00 Sat only), 235 pm’ Sundays, 4:50 am aime *Except Sunday. °°! iy. aly, va F Raggage called for and Traidences by Union Transfer Co. on orders left at ticket offices, 619 Penns! ‘avenue west, Rew York avenue and Fifteenth street, and af é CHAS. 0. SCULL, Gen. Pass. Agt. | RB. CAMPBELL, Gen. Manager, 4513 PENNSYLVANIA RAILROAD. Station corner of 6th and B streets. In effect June 28, 1895. : 10:30 A.M. PENNSYLVANIA LIMITED.—Puilman Bleeping, eres and Observation Cars Harrisburg to jeago, innati, St. Louis, Cleveland and Toledo. " Buffet Car to Hai 5. , 10:30 A.M. FAST LINE.—Pallman Buffet Parlor Barria Parlor and Car to Dining Cars, Har risburg to Piti 2 ‘ 8:40 Pat. CHICAGO AND ST. LOUIS EXPRESS.— Pullman Buffet Parlor Car to Ha and Dining dn to 7:10 P.M. WI EXPRES3.—Pullman Car ‘e Chicago, and Harrisburg to Cle Bhise to 7:10 PM, SOUTHWESTERN EXPRESS.—Pullmad ning Cars to St. Louis, and Sleep- ing ‘Ger Harrighu 10: Car Cary, 2:30 ‘Cal to Cincinnati. P.M. PACIFIC EXPRESS.- 1 P.M. 205, 10:80, 11:00 A.M, 12:15, 01, 40 (4:00 Limited), 4: £2 6:05, 6:40, 7:10, id:0o, 20:40, and 114 or Pope's Creek Line, 7:20 AM. and 4:36 P.M. i 4:25 For Alexai 11:50 A. 225, 8:00, 52 6:15, $:02, ‘MM. Gn Sunday at ea 45, 45, 6:15, 8:02, and 10:10 Leave Alexandria for Wash! B28, B00, and ‘11:08 AM 25, “5:20, “7:00, 5 SEASHORE CONN! For Atlantic City. 8:00 % 2 3 : 3 A.M. (Saturdays only), 12:15 gn AS . ‘Ticket offices, northeast corner of 18th street and Pennsylvania venue, and at the station, 6th and B streets, where orders can be left for the check- ing of bagenge to destination hotels and res- 8. M. PREVOST, z. R. WooD, 3028 a , SOUTHERN RAILWAY. . @iedmont Air Line.) Schedule in effect May 29, 1805. Bengt Sony eg ps 8:00 A.M.—Daily—Local for Danville. at Manassas f ‘and or . except hburg with the Norfc and Western daily, tnd ‘with. & 0. daily for Natural Bridge aid Connects Sunday, for ALM. and 7:00 P. cept Sunday from cept 8 excep! cs trains from the south ton Oa AM 2:20 PAM. and 6:50 Fl dale, Manassas Dit 9:65 AM. and $240 31. gaily, from le. ickets, Sle ‘Gar reservation and information furnished at G11 and 1800 Pennsylvania ave- nue, and lvania, Railroad Passenger Sta- CHESAPEAKE AND OHIO RaILWaY. Schedule in effect July 1, 1895. P.), 6th and B ste. y ch the grandest in America, with the handsomest and solid train serv- i935" PAL, DAILY."Ciucionat! and St, Louls Special”—Solid Vestibuled, Newly Equipped, Elec- tric-lighted, Steam-heated Train. man’s “finest sleeping cars Wastington to Loutwville, Cincinnatl, i polis ané St. without change, Car from Ws on. Arrive Cinclanatl, $:08 St. pm, Le 8:55 aum.; a8 X.—The famous “F. F. V. Lim- A solid vestibuled train, with dining car St “pultinan Sleepers for Cincinnati, Lexington and Athout change. Pullman Sleeper We Toulevil; Virginia Hot Springs, Without < vation car from Hinton, re TY mn bm; Louie a UD. 5 cago, 130 a.m.; connects is f. ‘CEPT SUNDAY.—For Old Point tai ies © M.. ‘Norfolk. Only Sort oat DAILY.—Express 2:25 a Jottesville, Waynesboro’, ceaeiginla points, daily; for Mickmond, Sept Puan Tocations and tickets at compa! fices, 518 and 1421 Pennsylvania avenne mht MEDICAL NO FEB UNTIL CURED. Dr. Czarra, 602 F ST. N.W., Washington, D. ©. , mervous and blood diss psec cor cues habit. SPECIALTY ig: and Bladder tal 8t . Spec! foresntiy cured; vitality restored. fice hours: 9 to 12.a.m., 2 to 5:30 p.m., 6:80 jo opaer Sundays, 4to7 p.m Jyll-Im AFTER ALL OTHERS FAIL CONSULT THE OLD reliable specialist, 34 Brothers, ae ..W.s ears’ experience in treatment 8? Renz conwultation free and strictly je26-1m* : S OLD SORES, ULCERS, BLOOD Cancer, Pinon, “cared without ust of kultey beme-ong city references) no charge for consultae Eyiisae “Office and Residence, 253 Haw. .m.; express, 12:01 night. ‘Gleveiaud, express, dally 11:90 -