Omaha Daily Bee Newspaper, September 2, 1888, Page 18

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OMAHA DAILY BEE INDAY, BEPTEMBER 2, 1888--TWE 'Y-FOUR THE RAILROADERS COLUMN. Ianteresting Notes and Jottings Among the Railroads. JUSTICE TO ENGINEER JUDAH. The Original Projector of the Centra | Pacific-The [Checking Syste Big Damagoes--Train Lighting School for Conductors. Justice to Engineer Judah. A correspondent to the New Y ork World writes as follows: Sceing in the obitu notice of the late Charles Crocker, “the Pacitic Ir \gnate and millionaire of California,” this sen- tence: ‘*Once a man named Judah un- folded to a little knot of cronies assem- bled there (Sacramento) a plan for building an iron highway from the Pa- cific to the Atlantic coast,” the time has come when it secems in order to say gomething for the reputation and mem- ory of Theodore D. Judah, the original practical projector of the Central Pa- railroad of California, And we insist that he ought to come in for the lion’s share of thunks and recognition < to which he gave his ¢ enough to build the necessary capital secured from the coun- ties, state and congress. Anybody could have done the job then, because no skill or energy or business talent was required to do a work whose real cost was under 20,000,000, with a i tal amounting to $24 586,000 in States bonds,$22,400,000 in United Jands at $2.50 per acre; besidc 2,000,000 reccived from the ifornia and the cour J ) and Tnited them to do a wol could have been better done with 30,000,000, Judah was o man who mainly set the ma chinery in motion whereby these gifts loans and credits ecured. The success of the Pucific railroad came not from the formation of the company, but Mrom the soul of Judah, who climbed to <he summit of the mountains and from $his lofty standpoint promised to draw : > route which he had 3 s proof that as the sky was above the sea and soul above both so things outward came from in- ter of fact that the Central nd of lifornia did not Judah—rather he created Young man as he was at the time of death, he went to California in 1854 sstublished reputation as a rail- road engineer, and for that reason he was sel :d to go to California to build the first railroad west of the Rocky mountains, viz., the Sacramento Valley railroad. Accepting the position and going there from the fact that he be- lieved in a continental railroad, and this step would place him in the front rank as the pioneer railroad engineer of the Pacific coast, and from which he could study out the problem of the Pa- cific railroad across the Sierras and the continent. There are abundant facts to prove his labors in that dircction from that ti m, and his work in Washing- ton yearafter year until he obtained the franchisc adical diff- method Enginecring Nows: erence between the Fng! and our system of *‘checking” our railway companies early this very carclessn in the traveling pub) cluded that it was ibility themsclves for the s of baggage some destina- tion conforming with the traveler's ticket. The company is not only thus saved much annoyance, but the passen- ger is also greatly benefitted in the avoidance of any personal supervision over luggage in even complicated tran- sit, after he has once properly put it into the transporting company’s care. The straying of baggage doesoccur with us at times; but it is comparati rare under the system in general use. One feature that the article in our London contemporary does not touch upon in this connection isthe fact thatat railway termini in that country each passenge laims his own baggage, and gots it, without any check upon real ownership as far as the railrond com- gan{lis concerned. 'The writer of this as had his own trunk hauled out of a luggage-van by a Londoun cabman, and ‘was on his way out of the station within three minutes after the stopping of the train. It was very convenient; no de- Iay; but, for all the railway officials knew or seemed to care, the trunk of some unlucky traveler might justas ensily have been securéd. Under this Joose system much baggage must an- nually go astray or be totally lost to its owner, as the seisure may be charged to stupidity or _dishonesty. English thieves are hardly ‘‘obtuse” enough to lose a- good opportunity of this kind. The fact is, that while we can undoubt- edly learn some things from English railway methods, England would im- pose less work upon its lost luggage de- Rtrtment by adopting in some form the merican system of baggage-checking. On the continent there is a lame at- tempt at some such system, in many sections, but it too is susceptible of vast improvement in a similar manner, $4,000 Damages. The Burlington and Missouri railroad company have settied with Mrs. Charles Hewitt by paying her $4,000 on account of her husband being killed in the Alma, Neb., wreck of last April. Train Lightin A test of the Egan pri 'y battery and its application to the lighting of passenger coaches was made recently, says the Railroad Gazette, in Columbus, 0., on the Columbus, Hocking Valley & Toledo. A coach with the battery sus- {ended underneath was attached to a rain, and a trip made to Logan and re turn. During the entire trip a satisfac tory light was given. For a time four 20- ocandle power incandescent lamps were used,illuminating all parts of the coach. Later, two 30-candle lamps were substi- tuted. Probably the most pleasing ex- ‘periment wus with a single 50-candle mp. This illuminated the car more satisfactorily than any twoordinary coal oil lamps. Schools For Conductors. Philadelphia Record: ‘“You would pever have got Irank Downing’s di- ploma if he had heard you say that,” #aid a Pennsylvania railroad conductor 10 a fellow ticket puncher as they were u&ulnz on the question of how many tickets must be punched for a horse and oarriage car. “Who is Frank Downing, and what kind of a diploma does he give?” asked areporter who had overheard the re- for ignorance. *Don’t you know Frank C. Downing? ‘Why, he’s the conductor’s schoolmaster, who teaches the young idea, embodied in a brakeman or baggage-master, how 1o punch.’” *'Does a conductor have to go to a school for his train education?” juno- ”lfly asked the newspaper man, 'Why, I always thought that a real uctor was born for the place—called the work, as they say in the miu- you, 20,” ejaculated the rail- HIS VWEEREK ONLLY SPE'S A $500 Emerson Upright Piaro,for - A $250 Kimtall Square Piano, for - A $550 Emerson Squcre Piano for $400 Schomacher Piano for - A $350 Bradbury Piano for - A $1,000 Hal et & Davis Piano for A $900 Emerson Piano for - A $850 Emerson Pian» for An $800 Emerson Piano for A $700 Emerson Piano for H | BARGAINS . ATTEND the BIG ART SALE at 26 per cent off 2 per cent off 25 per cent off 25 per cent off - 26 per cent off 25 per cent off | DISCOUNT . HOSPE'S, 1513 PQ 25 PER GENT OFF Artists’ Proof Etchings, Fine Steel Engravings, - Elegant 0il Paintings, Genuine Oleographs, German& American Photographs, 2 per cent off Original Pastelle Pictur s, Rich Water Color Pictures, - 20 per cent off Artotypes and Chromos, 2 25 25 - 2% - - 0 - 25 Remember, all at 25 ver cent Discount from Regular Retail Prices. GUT_ON - $225 - $125 $225 $150, - $160 $550 - $500 $450 $400 - $350 K. OSPL, 513 Douglas Street, Omaha 400 FRAMED PICTURE_S at HAL.F PRICE Hiaanos & Orgarnns A 8300 Organ for A $275 Organ for - A $250 Organ for A $225 Organ for - A $200 Organ for A $I75 Organ for - These Instruinents are Warranted in Every Respect. Will be Sold for Cash or Easy Payments. UGLAS Street. PER CENT OFF 25 Gold Frames to order, - Carved Wood Frmes, to order 26 per cent off Polished Wood Frames, to order, 25 per cent off Ovcdized Silver Frames, made at Bronze and Plush Fremes, made at Bras, Bamboo and Wood Easels Novelties for Painting, Photograph Framas---Great Variely, BARGAINS reat Attraction for Fair Week |H H per cent off per cent off per cent off per cent off per cent off per cent off 3130 - 3125 3100 385 315 - 865 TINO S=HEHEM S 4 roader. ‘*‘Conductors are evol , and from pretty poor stuff sometime All of us served an apprenticeship, first as brakeman and then as baggage-master, before we were allowed to run a train.” “You see,” he continued, ‘‘it takes considerable experience even to open a car door with a professional air and get the name of the next station distinctly, and to be perfect in handling the mul tudinous and nondescript packages that are rolled or tossed into a car L tinuous practice. After we have mas- tered these minor details and booked up on the road service we are examined by a road official, and in my case it hap- pened to be Mr. A. W, Moss, who asks you all about railway signals, train sig- nals, what to do in case of wrecks ana minor accidents, »nd so forth, and I tell you it’s a terrible siege. ““Woell, if we are successful in answer- ing these questions we are considered pretty good trainmen and fit to go to school. But before facing the terrible vedagogue we are examined for color blindness, range of vision, and all de- fects of the eyes. “*Were you ever down at the com- pany’s office on Fourth street?” asked the ‘conductor. *‘You have been, ohl Well, did you ever go up to the fifth floor? It is so high that the elevator tires before reaching it and stops on the floor below. Up in that eyrie, where the sun’s r never cease to beat, and where the city zephyrs laden with the perfumes of a huul!n-d factories, float in the windows all day, the trembling ap- plicants for a conductors position are compelled to undergo a course of sprouts to fit them for handling a punch. First they are quizzed about the rule of three to see if they are mathe- matically capable of making up a train report. . Then for three long days—and they the longest days I have ever experienced—the men are initinted into the ies of local and foreign ickets; single trip, excursion and spec- ial excursion tickets; monthly, quarterly and family tickets; summer excursion tickets, some of which are a yard long and which enumerate half a hundred destinations; special train tickets; duplex slips, all manner of passes, and indiscribable train secrets. Then the general locution of all the linesincluded within the system are drilled into their already bewildered noddles, and to wind up the torturing siege, a special exami- nation of two hours is given each appli- cant to see how much of the s of stuff he remembers. If all is satisfactory the applicauts ave placed on the list for promotion in the order of their service, or sometimes in accordance to favorit- ism, and allowed to wield the punch en the occasion occurs. “T'll never forget an answer made by a Jorsey baggage master of the corn- stall order when the examiner asked him how many tickets would be ro- quired to ride on the Limited by a man, his wifeand one st of twins, ocoupying three berths. ‘Why, said the sand- skipper, ‘supposen’ one of the twins were five and the other six years old’— Hedidn’t get any further. The room was in an uproar, and Auditor Gilling- ham came rushing into the room and sarcastically asked when the show was going to cease. “I'remember Mr. Downing asking a class what would be the proper fixlnfi to doin the event of a passenger dying suddenly on a train. Some of them wanted to pus the body off at the next station, others wanted to telegraph to | the supevintendent for orders and others would notify the coroner of the county in which the death oocurred, but the last man, a Philadelphia, Wilming- ton & Baltimore trainman, snatched tho rag by saying he ticket and place the body, in the ice cooler to preserve it until the destina- tion wasreached. The right thing to do is to put the body off at a station in the county where the death occurred. Did you ever hear of the New York division man who asked the examiner if the baby elephant could travel on a half ticket until it was twelve years old? No? Well, he was only equalled by a through conductor who thought that would _take up his | dressed beef rates ought to apply to the rates on passenger tickets.” Conductors and Porters. Special agents go every week or two on each train that runs with the Pull- man Palace car company’scars. They aro the company’s check on the conduc- tors and porters. The special agents are sent ]rum the company’s headquar- ters and are known only there. They correspond to the spotters of street car companies, though they are better pad and have a more pleasant time of it, as they have nothing to do but to travel around, watch what is going on, and re- port it. A special form is printed by the com- pany for the use of these agents. A cony of it came into the hands of a New York Sun reporter. It is form 109 of the company’s blanks, and a number of things are to he filled in. These items include the line, the car, the con- ductor's name, the porter’s name, from where to where, the time of departure, the timeof arrival, and the route, the number of the special agent’s ticket,the office he bought it at, the cost, and the number of his check. These are re- quired as a check on him and his ex- penses, After this prelude he is to tell the condition of the ventilation of the car, whether the hand railings are wiped. the platforms swept and the stepping box put out at important stations. The agent must obserfe whether the porter uses the stepping blocks and wears his jacket in making berths and in putting them up again, and whether the con- ductor assists the porter when the pas- sengers are in a hurry to go to bed. The technical expression of the report is: “If Conductor assists Porter in making up and down berths when pas- sengers are 1n a hurry to retive.” Con- ductor and Porter in the report are spelled with capital letters as becomes men of importance. The agent is to wateh if soiled linen is exposed unnecessarily, and if the conductor or porter dvink. play cards, smoke, or take naps when they ought to be awake. If the con- ductor or porter pay visits to other cars or leave their own car for a moment, the special agent is to report them. They are also to be reported if they are unduly familiar., The porter isto be re- ported if he does not uc(:Iltl)ylpoainu commanding o view of the berths while he blacks his shoes, and the conductor is to be reported if he allows train em- loyes to remain in the body of the car. rainmen must stay in the ends of the car. One side of the folded report is to tell these things. On the other side is a blank for a detailed statement of every IR berth in the car, both upper and lower. The berths occupied by the conductor and porter are to_be marked specially. The occupant of each berth is to be given and the distance he wavels. At the foot is n marking space for the man- ner and efilciency of the conductor and the parter. Wheén the out it is turned in at the company’s of- fice. [t is not likely that the special agent can get much sleep if the train makes many stops. He would have to be watching the passengers to see who got on and off. Early Days of Railroading. Seribner’s Magazine for September: ‘When we picture the surroundings of the traveler upon railways during the first ten or fifteen years of their exist- ence, we find his journey was not one to be envied. He was jammed into a nar- row seat with a stiff back, the deck of the car was low and flat, and ventila- tion in winter impossible. . . . The springs of the car were hard, the jolt- ing intolorable, the windows rattled like those of the modern omnibus, and conversatron was a luxury that could be indulged in only by thosé of recognized superiority in lung power. The brales were clumsy and of little service. The ends of the flat bar rails were cut diag- onally, so that when laid down they would lap and form a smoother joint. ionally they became sprung: the s would not hold, and the end of rail with its sharp point rose high enough for the wheel to run under it, rip it loose and send the pointed end through the floor of the ear. This was calleda “snake’s head,” and the unluc being sitting overit was likely to be in peled against the roof. So that the tra eler of that day, in addition to hisother miseries, was in_momentary apprehen- sion of being spitted like a Christinas turkey. Notes, There is an enofirous demand for ties from all the railrénds on the coast, says a California official 6f the Southern cifie, and, in fact. ‘o]l over the coun The woods are full of the tiomakers,and the saw millsin the'tie-making districts are very busy. Wages have gone up, and ties have gon# wp, the ruling figure now being 40 cenfls #picce for good red- wood ties. Our ‘copany cannot get them fast enough toflay its new track letting alone the immediate necessities ay of repaird and renewal. The ass of material has tlit opening of even The que ¥ kept us behind I our shortest braneh lines, tion of the supply I¥ gétting to be a very | serious one with thé railroads of this country. The oldest railroad official in the world lives at Norfolk, Conn., namely, Colonel George L. Perkins, treasurer of the Norwich & Worcester R pany, and his many porsonal friends celebrated his 100th birthday on Hth of August. He has outlived ever road man he served with in every business associate in the fi 3 yearsof his life, and every presidential candidate he ever Vo for except Hayes and Blaine, yet the wife of his youth is still with him, in fairly good health,and they celebrated their golden wedding in 1869, Unlon Pacific surveyors are now run- ning a line between the southern termi- nus of the Utah Central and the Atlan- tic & Pacific. - The construction of oad com- | blank is filled | | and private about three hundred miles of road will be necessary to connect with the Atlan- tie & Pa nd the new line would penetr sh mineral region with extensive deposits of coal. Over such aline as has been proposed the Union Pacific could earry its 1 ern California points 1 hundred miles in d diversion of Union Pac business from its present channels, which would follow the building of the new road, would be a matter of importance to the California Southern and other lines. Some of the friends of the Southern Pacific company, when asked their opinion as to the alleged Union Pacific schemes, said, for reasons apparent, that the line proposed would not pay expenses, and that when it is built the Union Pscific will find itself with just as much loss on account of the Utah Central as it does now. Hundreds of new cars have been pur- chased i cents months by the Nort- ern Pacific, and orders for about eight locomotives are said to be now unfilled. Some $2,000,000 of the third mor bouds sold were used for the acqu of equipment. Mr. Colgate Hoyt suys: L um president of this new equipment company which was organized about two months ago. Our corporation 1s known as the Northwestern Equipment company, and a number of Northern Pacific people are prominently inter- ested in it In faet, it can be said that it was organized with the special pur- pose of supplying the Northern i company with the equipment needs.”” President Harris s compuny has already deliv 1,000 cars. Itishinted by tha posed to be close to Director Wrig that the interest of J. D. Rockafeller, of the Standard Oil company, in the new equipment enterprise is the con- trolling one. cific which iv that the is Digging for Bu Macon Telograph: man in Macon had a peculiar dream, which wo him so much that he de- cided to have it interpreted, if such a thing were possible. ~ In some acciden- tal way he heard a negro living in Moutgomery, Ala., who could i t yuzzling dr was sent for. t is not known whe he gave the dreamer an sl isn, but it is cer- tain that a few days ago he turned up on the place of Mr. John Stokes, a well- known farmer of Twizgs, and held long sation with him. The 1+ instrument, H o buse is @ tached a sil- negro posse which somewhat reser dlestick 1n_appearan dollar, to which is ¢ rod, on the toy of which gpins a large needle, suggestiig a compass. With this instrament, which served the purpose of a divining rod, he proposed 1o Mr. Stokes to locate a spot on his land where 000 in gold was ! buried by the famous John A, ,\lurrilll years and years ugo. He gropo that a party of men be formed to dig for the treasure, he to receive 85,000 for his share, the three other negroes who were to assist in digging $1,000 each and Mr. Stokes to have the rest. The agree- ment was duly deawn up in writing and the three negroes engaged in the work were Dick Stevens, Smith Calhoun and Burrell Wall. The men to begin at once, = On the edge of Mr. Stwoke's field, at the foot of a ridge just back of the Hardy Solomon piace, the needle of the instrument, heretofore passive, now be- to swing around and point in a cer- iin direction, A stake was driven down as indicated. Another point was made and another stake was driven,and s0 on until a square of ten fect was staked off. The instrument placed 1n . The work was to begin early noxt day. The negro told Mr. Stokes that the nearer they appronched the treasure the faster the necdle would spin, and thus they could know how deep the treasure was buried. He also said that when they began digging the buzzards would begin to colleet in the near- est trees, and great quantities of 'blowing flies would make their appearance. Bright and early next morning the party went to work. The instrument behaved just as the ne- gro said it would, and the buzzards and blowing flies made their appearance. Mr. Stokes and the negroes had any doubts as to the dream man’s ability to point out the spot, or that the money was buried there, all such doubts were removed that morning. The deeper they went into the ground, the faster spun the needle and more flics ap- peared. When Mr. diggers were down into the Mr. He Herving left home, the ill at work and had gone rth some fifteen feet. ving’s son who was there o lit ays the needle is spinning ke mad, the buzzards were m blowing flies are perspiration is pouring in steady rivu- lets, and all goes well with the quiet ers who secm to foel that they are n afew feet of dirt of $75,000 in gold, The crowd of spectators think 1l rate they ave digging, gold or China will be reached by mght. - The Modern Political Boss. Tt isu'v as easy to manage a ward cau- cus as it used to be. I remember the time 1n this town when I could go to the office of a certain strect company and get fifty or 100 men any time to pack a ward caucus, and have had them many a time from a man who was not of my politics. Of course he wouldn’t give them to me to pack his own ward caueus unless it happened that he had some work for them to do in a caucus of the opposite politics, but there was no trouble to get the men for a distant ward—men that would vote “yes” if T pulled my right eur, and vote *‘no” it I pulled my left ear, and the know forces couldn’t » or buy ’em—their ‘situations at stake. I remember once this A company secretary-—he’s poor fellow—pulled one of his own men away from the poll window by an ear, and shoved me into his place, and I voted the straight ticket which he was fighting. We had only a busi- acquaintance up to that time, you see. When my ballov was in he caught my arm and said: Well, there's one more good democratic vote anyhow. Come over and take a dr | said: **No, that was a straight republican ticket, without a scrateh on it.” He laughed and replied: **That's so, T always took | {m‘ for a demodrat. Well, never mind, , let’s take a drink anyway,” and we did. | A GREAT STEAMBOAT RACE. The Biggest Contost Between Boats Ever Known. RUN ON THE MISSISSIPPI, More Than a Million Dollars Said to Have Changed Hands on the Result—Two nents Interested. The Lee-Natchez Raco. The greatest steamboat race that waa ever run in the world, s the St. Louis Globe-Democrat, was that which oc- curred in June, 1870 from New Orleans to St. Louis botween the Robert 1. Lee and the Natche The latter was built at Cincinnati, was commanded by Capt. T. . Leathers, and in June of the above year made the fastest time on record from New Orleans to St. Louis—1,278 miles in three days, twenty-one hours and fifty-eight minutes. The Robert . Leo was built at New Albany during the war and was towed across to the Kentucky side to have hor name painted on her wheel houses, o matter that was deemed prudent in those exciting times. She was commandod by Captain John W. Cannon, who died at Frank- at rivalry between the and when the Natchez mide her t run Captain_ Cannon determined to beat it. He stripped the Lee for the race—removed ull ts of hgr upper works which was likely to catch the wind, removed all rigging and outfit that could be dispensed with to lighten her, engaged Frank rgond — to pry a hun- miles up the river to supply arranged with coal yards have fuel flats awaiting her in in the middle of the river at given points, to be taken in tow under way the coal could be transferved to the deck of the L and then be cut loose and float He refused all business of ev kind and would re ceive no passengers. The Natehez re- turned to New Orleans and rece d o few hundred tons of freight and was ad- vertised to leave for St. Louison June 80, In the afternopn the Robert E. Lee ok out from the levee and five min- followed her. ched the race utes later the Natchez The whole country with breathless interest, as it had been i lvertised by the press.and tended its progress along v _point. At all the s—-Natchez, Vicksburg, Helena and Memphjs—people from many miles were present to seco the cors puss, and the time of passing was bled to Kurope. When Cairo was reached the race was virtually ended, but the I seded to St. Louis, ar- riving there in 8 days 1S hours and 14 minutes from the time she left New Orleans, beating by 3 hours and 44 minutes tho previous record of the Natchez. Tha latter steamer had run into a fog and grounded between Memphis and Cairo, which delayed her more than six hours. It is said that thirty thousand people crowded the wharf, the windows, and the housetops to welcome the Lee on her arrival at St. Louis. Captain Can- non tendered a banquet by the business men of the city, and was gen- erally lionized while he wined here. It wa mated that more than 1 hands on the result . Many of the bets withdrawn, however, on the ground that the Lee had been assisted the first bundred miles of the trip by the power of the Frank Pargoud added to her own, and many steamboat men have ever since regarded the Natchez as the faster boat of the two, but think she was outgeneraled in the race by the Lee. The s 50 much adverse com- ment afterward by the press that there has been no attempt since to repeat such a performance. Upon reading the above account, Mr. Denj. Wash is reminded of the fact that he was the only person from St. Loui who cam He says: T prineipal in the Lee, nineteen years old at the time, and was employed 1 the Atlas Insurance com- pany’s office, The race had been exten- sively advertised, and of course I im- bibed considerable of the enthusiasm which prevailed in this cit I deter- mined, if it was possible for me to get away, that I would go down the river and” como in on the winning boat. I asked for and obtained a short leave of absence, and left Sf. Louis on the steamer Rubicon, July 2, 1870, T left boat at Cairo and began a still hunt opportunity to get on the Lee, which boat was known to be in the lead at the time. Of course I knew the Lee would not stop, but I learned that she was to be couled at Cairo. ¥ therefore watched all the tugs in the harbor, and finally found the one that was to take the coal barge into mid stream; when the tug was about to start I asked permission to get aboard, which roquest was promptly and em- phatically refused. T determined, how- ever,not to be left, and asthe tug started I jumped on her stern, When the tug captain came aft to make fast the stern tow-line he found me and tened to throw me overboard. By 1 of conxing, however, ho allowed me to remain aboard. The tug went to mid stream, and started up the river with a full headway, so that the Lee could lie to the barge without stopping. The winner was soon scen coming up the river like an express train, over- taking us in a short time. The barge was made fast, and as soon us this was done I jumped aboard the Lee, and hunting up the captain and clerk, told them who I was and my ob- ject in coming down the river, offering to pay my farc back to St. Louis. Wy would not take my money, saying that my pluck and enthusiasm to go in on the winning boat should be my passport. There were several ladies on board, nnd 1 can assure you we had an enjoyable time. Next morning, as soon as it be- ht, we could see the crowds on When we neared rand ovation. Tho black with people irst glimpse of the " banks cheer home it became shoves were li anxious to obtain th fastest hont on the *Father of Wat We reached St. Louisabout noon. in my life will T forget the wild exc ment as we tied up. I it had been pos- sible the boat would have been takon from the water and paraded through the streets, e Battle With Eagles, itung: A truly Homerie battle of ds is reported by un witness in a letter from Sophia, | on Thursday morning, he says, we saw an unusually large number'of engles, probably two hundred, taking their flight toward the mountains of the Jan- tra, A crowd of persons watched the spectacle and the crowd greatly in- creazcd afew hours later, when a num- of storks, not fewer than three hun- 1, flow straight toward the regiment ovidently bent on war. Inan und stocks were mingled It was a fearful com- iYory now and then a wounded or dead bird, stork or eagle, fell to the ground. The battle lasted for nearlyan hour, when the two armies, nppan»m[ly weary of flight, flew off - in opposite dis rections. Upon & rough reckoning it as estimated that at leasta third of the combatants fell in tne severe struggle, Stovks i Frankfort

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