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MOMMY, MARCH 10, 1884.
Sttipiitnii 3ntrllifirmr.
MI MATURE ALMANAC—THITdaY :
Sun Risbs 6:11
SrnSXTS 5:49
High VYatzeat Ft Pulaski 6:27 am. B:4Bpm
Mon'Dat. March 10, 184.
ARRIVED YESTERDAY.
Steamer Katie, Bevill. Augusta and way
landings—Jno Lawton.
Steamer Mary Fisher, Gibson, Cohen’s Bluff
and way landings—Master.
ARRIVED UP FROM TYBEE YESTERDAY.
Baric Sophie Josephs Nor;. Waaje, Balti
more, in ballast—M S Coeulich & Cos.
DEPARTED FROM TYBEE YESTERDAY.
Steamer City of Palatka, Vogel, Charleston.
SAILED Y ESTERDAY',
schr Geo W Churchman, Fernandina.
MEMORANDA.
Tybee. March 9. 7:00 p m—Passed out, str
City of Palatka, schr Geo W Churchman.
At anchor, outward bound, schrs William C
French, Josie M Anderson.
Wind NW, fresh; fair.
Fernandina, March B—Cleared, schrs Sarah
Potter. Keen, New Y'ork; ES Potter. Ferris,
Philadelphia.
New Y'ork, March 7—Arrived, schrs Lanie
Cobb, Quinn, Brunswick; Ida L, Ray. Darien.
Sailed, schrs Mary A Trainor, Palatka;
Fannie W Johnson. Brunswick.
Glasgow. March 6 Arrived, bark Germana
Antonio (Ails), Binrichich, Pensacola.
Greenock. March 6—Arrived, bark Capt Dan
(Nor), Chrietopherson. Port Royal. S C.
Liverpool. March 7—Sailed. ’ ship Telefon
(Nor,. Thomsen. Pensacola (having repaired;.
London, March 6—Cleared, bark Glengarin
(Br), Pensacola.
Marseilles, March 4—Arrived, hark Brage
(Sw), Sjolander, Darien.
Rio Janeiro, Felt 2 Arrived, harks Amy,
Pen field. Brunswick; lid, .1 H McLaren (Br),
Del ap, Brunswick; 7tli. Rita Norton (Port.,
Franco, Brunswick.
Feb 2—Sailed, ship Lady Dufferin (Br),
Flint!, United States.
Feb 9 In |M>rt, hark Raena (Sw), for Savan
nah; schr Tordenskjold (Nor), for Savannah.
Table Bay. C G 11, Jan 28—sailed, bark Pel
licano (ft I . Zotlenzi, Pensacola.
Delaware Breakwater. Feb 23—Sailed, Hein
rich Rodhertus. Lepperin, Do'siy.
Kxmouth, Feb22—Arrived, Citvof St Asai’h.
Salmon. Port Royal.
Liverpool, Feb 23—Sailed, bark Mary Graham
(Br). Burton. Tybee before reported sailed
for New Yjrk).
Brunswick, Ga, March 7—Arrived, brig
Saga (Sw), Nielsen. Barbados.
Bull River, March 7—Arrived, schr Charles
Morford. Burdge. Charleston.
Jacksonville. March 7—Arrived, schrs Hat
tie Darling Br,. Pierce, Nassau; Albury &
Malone (Br). Thompson, Green Turtle Cay.
Cleared, schrs Dione, Patterson, Philadel
phia; Melissa Trask, Trask. Bermuda.
Key West, March 7—Sailed, schrs City of
Havana. Curry, Progreso; Mary Jane (Br;,
Albury, Nassau.
Pensacola, March 7—Arrived, ship Dagmar
Bus), Reding. Dordrecht: barks Kazeto (Ital),
Olivari, Cape Town; Olierhurgermeister von
YVinter (Ger). Schiebe, St Vincent.C VI; Lon
nie Br). Harris. Dover; srlirs Fannie Whit
more. Achorn, Uockport; Melissa A Willey.
Willey, Perth Ambov.
Cleared, bark St Pierre (Fr), Piiiltippe. St
Nazaire: sclir Anna I. Mulford, Thompson,
Progreso.
Port Royal. March 7—Arrived, str State of
Texas, Risk. Fernandina. etc. for New Y'ork
(and proceeded); ship Hermann (Ger . Bunje,
Malaga.
Sailed, bark Ogmoro Br , for Greenock.
Philadelphia. March 7—Arrived, schr U s
Mulford. sharp, Brunswick.
New York. March!*—Arrived, strs Wyauoke,
Richmond: Manhattan. Newport News.
Arrived out. strs Britannic. Persian Mon
arch. Main, Geiser, Britannia, Spark, City of
Truro.
SPOKEN.
Bark Betty (Ger . lfowehl.froni Amsterdam
for Savannah, no date, tat I'. lon 8.
MARITIME MISCELLANY’.
Vineyard Haven, March s—Schr II A Dewitt
lias been supplied with anchors and chains.
She is leaking, and will lie towed to Bath as
soon as weather permits.
RECEIPTS.
Per steamer Marv Fi-hcr. from Cohen’s Bluff
—1 bales cotton. 10 bills rosin. 6 cases eggs, 2
coops fowls. 1 goat, 3 cows. 1 horse, 4 qrs beef.
3 bills hides, 1 set furniture, 1 lull mdse.
Per steamer Katie, from Augusta and wav
landings—4 bales cotton. *5 hols rosin. 6 bills
spirits turpentine, o eases eggs. cow hides, 1
box wax. 7.1K51 shingles. 2 sacks peas, i trunk.
1 string birds, 3 bills syrup, i pkg clothing, 1
coop chickens, 1,000 heads, 5,000 slats. 2 sacks
ineal. 1 box mdse.
PASSENGERS.
Per steamer Marv Fisher, from Cohen’s Bluff
—fudge Jos Erwin. 1! I. Griffin. Mrs A .1 Ives,
Miss G Tison, M Arnett, Jos Blackwood, J S
Dupries, and 20 deck.
Per steamer Katie, from Augusta and wav
landings—E H Solomons and w fe, J i Ed
wards and wife, T F Stubbs and wife. Miss Y
Frain. W 1. Falligant. R R Williams. E H
Smart, O If Laftitle, Wm Green, J A Mims, W
B Oswald, Miss Annie Solomons, and 40 deck.
CONSIGNEES.
Per steamer Katie, from Augusta and wav
landings—Jno Flannery .V Cos. C 11 Dorset!. 1’
Bcwan. W W Gordon A Cos, G F Byrnes. Jno
Lawton. W W Chisholm. Peacock. II A Cos, J
Kaufmann, Kennedy A If, W C Jackson. J W
MoAlpin, A Loftier, 11 Mvers A Bros, Order.
W M Lanier. 1 I. Falk A Cos, W I Miller, Y
Jaudon, E If Flood, O Washington.
List of Vessels Up, Cleared and Sailed
for this Port.
SHIPS.
William (Itr), Journeay. Liverpool, sld Jan If.
Success, lltchborn, Liver|>ool, sld Jan 14.
RAKKS.
Armenia (Ital), Gallucci, Cardiff, sld Feh 7.
Pomona. Omandsen, Stockholm, sld Dec 9.
Pohona ;15r . Nielseu, Liverpool, sld Jan 12.
Tikoma (Br). Andrews, Liverpool, sld Feb 7>.
Win Gordon (Br), Crosby, Cardiff, sld Jan 15.
Frey (Nor). llalvorstn, Truro, sld Jan 14.
Lovfald (Nor), Nielsen, at Grimstad Dec 22.
Eugelbrekt (Sw), Lehman. Havre, sld Jan 2\
at Cowes, I W. in distress Jan 31.
Johannes Foss (Nor), Josephseu, Amsterdam,
sld Jan 8.
Gustav Helene. Florencss. Liverpool, sld Feh
Hi.
Tiilid (Nor), Johnson. Rotterdam, sld Feb 13.
Stella (Nor). Hansen, Tarragona, sld .land 17.
Ole Smith Ploug Nor . Florensen, Liverpool,
sld Feh 16.
Rosenins (Nor . Hover, Liverpool, sld Fell 2.
Zampa (Nor), Olsen, Antwerp, sld Feb 2.
Primodtal . Chiesa. Buenos Ayres, sld Jan 20.
H If Cann (Br). l ann. Liverpool, sld Feb 2.
Bettv (Ger), Rowehl, Amsterdam, sld Feb 13.
Karl Von liobeln (Nor), Johnssen. Liverpool,
sld Feb 27.
Lcda (Ails),Taraboclna,Santos, sld aliout Jan
10.
Lilmrna (Nor), Gunnefsen, Sables d’Olonnes,
sld Feb 3.
Braekka Nor), Jansen. Glasgow, sld Feb 16.
Ibis (Nor). Christensen. Havre, sld Fen 16.
Helene (Ger , Ujken, at ltio Janeiro Jan 21.
Oscar II (Nor , Haagcnsen, Liverpool, sld
Feb 16.
I.iberte (Nor), Eliason. I.iverpool. sld Feb 26.
Ariadne (Nor). Hansen, Liverpool, sld Feb 27.
Rival (Nor). Jorgensen, at Havre Jan 14.
Mary Graham (Ur), Barton, Liverpool, sld
Feb 23.
Skjald (Nor), Toonesen. Trieste, sld Feb 16.
Desponent. Schonberg, Havre, sld —, at Port
land Fetel 1.
Johanne Nor), Muller, Antwerp, sld Feb 26.
C’yelone. Heals, Genoa, sld Feb 23
Svalen (Nor), Svensen. Liverpool, sld Feb 27.
Erragon (Nor), Webber, Liverpool, sld Feb 27.
Tetens, Marcussen, Liverpool, cld Fel* 15.
Rom* (Aus). Gerro'iwich. Havre, sld Feb 29.
Nordcap 'Nor), , Arendal. sld Feb 21.
Kagna (Sw). , at Rio Janeiro Feb 9.
BRIGS.
Catalina (Col), Demetria, at New Y'ork Mch 5.
SCHOONERS.
Geo I.Fessenden,Wicks. Baltimore, sld Feb—.
M If Milieu. Y'oumr. New Y ork, ud Feb 27.
Island City. Voorliee-. Baltimore, eld Feb 23.
John S Ifeacham, Woodland. New Y'ork, up
Feb 13.
llobt W Dasey. Tracey, New Y ork, sld Feb 20.
via Delaware Breakwater Feh 25.
H W Anderson, English. Philadelphia, sld Feb
14, at Wilmington. N C. Feb 26 leaking.
Gen F E Spinner, Higbee, New York via Mill
ford, Couu, sld Feb 21.
James Ives, Ives, Marblehead via New York,
sld Feb 15.
Stephen G Hart, Rivers, Providence, sld Feb
12.
John M Brown. Brown. Boothbay, up Feb 12.
via Vineyard Haven Feb 26.
F C Y'arnall. Scott, Philadelphia, cld Feh 26.
i rissie Wright.( lark, Philadelphia, sld Feb 25.
F A Server, English, Wilmington. Del, sld
Feb 26.
Oscar C Schmidt, lfucon, Wilmington, Del,
sld Feb 28.
Charmer. Daboll. New Y'ork, up March 5.
M K Hawley, Smalley, at New Bedford, Idg
March 4.
Tordenskjold (Nor), . at Rio Janeiro Feb 9.
MARKETS ISY TELEGRAPH.
FINANCIAL.
Havana, March S.—Spanish gold, 232. Ex
change weak; on llie t'nited state.-, lie davs,
gold, 6’ •>!<*< premium; ditto, short sight, j
premium: on London. 17' 2 ( .1S premium; on
Paris, 3' premium.
PBOVISIONS, GROCERIES. ETC.
Havana, March r>, —Sugar—The market
continued weak, tiie sues being limited to the
necessities of holders to sell; prices nominal;
muscovado, common to fair. t’-JlaS 1 , reals,
gold, per arroiie; centrifugal sugar, 92 to 96
degrees polarization, in boxes, bags atid hogs
heads, 6' 4 i<t(P 4 reals, gold, ]>or arrobe; stocks
in warehouse at Havana and Matanzas. 32,300
boxes. 107.300 hags aud 63,-50 hogsheads; re
ceipts during tiie week, 7,400 boxes. 29,100 bags
and 13.000 hogsheads; exerts during the
week, 2.000 boxes, 12.800 bags and 5,050 hogs
heads, of which 11,400 bags and all the hogs
heads went to the United States. Molasses
feuminal; 50 polarization 3 reals, gold, per
teg. Bacon, $39 5< (£O4O 50, currency, per cwt.
Butter, superior American, JUS-aO9, currency,
per quintal. Flour, 420 00(831 25, currency,
per bhl. for American. Jerjzed beef 48@4U'-
reals, currency, per arroiie. Hams. Ameri
can sugar cured, $5l CCKaao 50. currency, per
quintal for Northern, and $59 005x60 25 for
southern. Lard, in kegs. $35 250X30 50. cur
rency, per quintal; in tins. $37 50(838 50.
Potatoes, none in market. YVax, yellow. $l4 00
@l6 25, gold, per arroiie. Bouev, 3 l s(®3' j reals,
gold, per gallon. Empty hogslit uic, $4 37 S@
4 50, gold. Lumber nominal. Bhooks quiet.
Beans, wtiite navy. reals, currencv,
per arroiie. Chewing tobacco. $63 Oot7o tio,
currencv, per quintal. Corn, ll'qfttllb, reals,
currency, per arrobe. Hot os, quiet. Freights
less firm'; loading at Havana for the United
States, per hogshead of sugar, $2 Ts@2 st'k,
currency; per hogsheads of molasses, 12 12 1
@2 25; from ports on the north coast .outside
ports) for the United States, per hogshead of
sugar,s3 2.V@3 621 j; per hogshead of molasses,
37)5(82 te; per bags, 15c.
HORSFOBD’S ACID PHOSPHATE.
In Debility.
Dr. W. H. Holcombe, New Orleans, La.,
says: “I found it an admirable remedy
for debilitated state of the system, pro
duced by the wear and tear of the uen'ous
energies.”
JUDGE BAXTER’S OPINION
IN THE TENNESSEE RAILROAD
COMMISSION CASE
In Favor of the Railroads—The Act of
1883 Declared Unconstitutional and
Y’old, as In Conflict with the State and
United States Constitutions.
The Louisville and Nashville Railroad
Company vs. the Railroad Commission
of Tennessee; and the East Tennessee,
Virginia and Georgia Railroad Com
pany vs. the Railroad Commission of
Tennessee.
The complainant claims to be a corpo
ration and citizen of Kentucky, and the
defendants are the “Railroad Comtnis
-8*on;” appointed under, and pursuant to,
the act of March 30, 1888. The provisions
of this act, so far as they are material,
will be recited in the progress of this
opinion. It is enough for the present to
say that it purports to vest the defendants
with general supervision of all the rail
roads and railroad operations in Tennes
see. The complainant, who owns and
operates several railroads in the State,
contends, first, that said act was not
passed in the manner prescribed, and ac
cording to the formalities required by the
constitution; or, if it was, it was not
passed in the form in which it has been
promulgated; and, secondly, if constitu
tionally enacted, it is repugnant to the
State and Federal Constitutions, and,
therefore, void and inoperative. It fur
thermore complains that the defendants
are about to euforce the same to its great
detriment and irreparable injury, and
prays for an injunction to restrain the
defendants from interfering, under the
colof thereof, with its property or busi
ness.
Per contra, the defendants insist that
the act was regularly passed as promul
gated, anil that it is, in all of its pro
visions, within the constitutional preroga
tives of the General Assembly and a valid
enactment; and that the enforcement
thereof, by them, will be no legal wrong
of which the complainant has anv right
to complain.
Our duty, therefore, is to inquire and
determine whether there is any irrecon
cilable repugnance between the act and
the State or Federal Constitutions. Its
first declaration is tiiat all railroads in
the State are public highways, over which
ail persons have equal rights of transpor
tation for their persons and freight, on
the payment of a just and reasonable
compensation therefor. To this we fully
assent. Railroads have been created
mainly for the accommodation of the pub
lic and to facilitate the business of the
country. They are indispensable to the
rapid and cheap transportation of com
mercial commodities. Under the foster
ing care and protection hitherto extended
to them, they have expanded into huge
proportions. With the beginning of this
year we had 125,000 miles of road, repre
senting more than $,**,000,000,000 of capital,
giving employment to 500,000 people,
and in the annual receipt of more
than $800,000,000 of earnings. They per
meate every part of this extended country,
and in a large measure monopolize the
eutire inland carrying business. Every
body, from the very exigencies of busi
ness, is compelled to patronize them. In
this regard business men are left without
any option. If unrestrained by whole
some legislation the public would be very
much at their mercy. They could, by un
just discriminations, made under the
name ot drawbacks, rebates or other dis
ingenuous pretences, favor friends and
oppress opponents, and so adjust and
graduate their rates according to the exi
gencies ol fluctuating markets, as to se
cure to themselves or those who operate
them, an undue proportion of advancing
prices. It would,therefore,in view of these
obvious possibilities, be a humiliating con
fession to admit that there was no re
served power, either in the court or the
Legislature, to protect the public against
such possible abuses, li'e do not hesi
tate to affirm the existence of such it
power. Every owner of property, how
ever absolute and unqualified his title,
holds it subject to the implied liability
that the use thereof shall
not be imjurious to the pub
lic. Rights of property, like social
and conventional rights, are held subject
to such reasonable limitations in regard
to their enjoyment as shall prevent them
from being injurious to the rights of
others, anil to such reasonable restraints
and regulations, to be established by law,
as the Legislature may ironi time to time
ordain and establish. It is in this prin
ciple, applicable alike to all kinds of pro
perty, generally denominated the “police
power” of the State, that the authority is
found for such control over individuals
and corporations and over their property,
as is necessary to insure safety to all and
promote the public convenience and wel
fare. And in the exercise of this reserved
authority, the Legislature may require
railroad corporations and person’s operat
ing railroads in the State to observe pre
cautionary measures against accident,
forbid unjust discrimination and extor
tionate charges, and, where there is no
valid contract to the contrary, prescribe
a reasonable maximum of charges for the
services to be performed by them, and en
force the same by appropriate pains and
penalties. There are many other things
that may be lawfully exacted of them,
which itc'*d not be recapitulated
here. The Legislature, however,
can not, under the pretense of regulation,
deprive a corporation of any of its essen
tial rights and privileges. In other words,
the rules prescribed and the power ex
erted must lie withiu the police power in
fuct, and not covert amendments to their
charters in curtailment of their corporate
franchises. Nor can the Legislature, in
the exercise of this power, make any reg
ulation in contravention of the State or
National Constitution. Every statute
which invades vested rights, inflicts pun
ishment or takes private property other
wise than by due process of law, impairs
the obligation ot \alid contracts, or de
nies to any one or more persons the equal
protection oi the law. are unconstitu
tional and invalid. Does the act in ques
tion violate any of these principles? As
we have seen, it assumes to vest the de
fendants with a general supervision of all
railroads and railroad operations in the
State, and makes it their duty “to consider
and carefully revise the tariffs of charges
lor transportation,” etc., and if, in their
judgment, the rate charged by them
“is more than a just and reasonable
compensation” for the service to be per
formed, or if such rate “amounts to un
just and unreasonable discrimination”
against any persiai, locality or corpora
tion, they are to notify said corporations,
etc., of {he changes necessary to reduce
the rate to “a just and reasonable com
pensation,” and to “avoid unjust and un
reasonable discrimination,” and “when
such changes are made or deemed un
necessary,” said commissioners are com
manded to append a certificate of approval
to the schedule of charges so authorized
bt them, and the rates thus fixed, ap
proved and certified, shall be prima facie
evidence of the reasonableness and justice
of the same; but they are, nevertheless,
subject to revision by juries, as will be
hereafter shown.
The act does not, in express terms, com
mand railroad carriers to adopt the rates
prescribed by the commissioners, but pro
vides that if they shall “exact and re
ceive” more than “a just and reasonable
compensation,” or “demand more than
the rates specified in any bill of lading”
issued by them respectively, or shall tor
their “advantage, or for the advantage of
any connecting line,” or of “any person
or locality;” or if such railroad corpora
tion makes any “unjust or unreasonable
discrimination,” etc. ( unless in the ful
fillment of au existing contract or some
contract to be thereafter made for the pur
pose of developing some industrial enter
prise), it shall be held prima facie guilty
of the crime ot extortion, as defined by the
act, and subjected to the pains and penal
ties therein imposed; and every “injured”
party is authorized to sue for each extor
tionate charge and recover “ten times the
amount of the damages sustained” and a
reasonable fee for his counsel, unless it
shall appear that the alleged extortionate
charge conformed to the rates fixed by the
commission, in which contingency (if the
jury shall entertain the opinion that the
rates so fixed are too high or amount to an
unjust and unreasonable discrimination)
thev are required to find for the plaintiff,
but*only for his actual damages, exclud
ing the’fee to counsel.
Furthermore, the commissioners them
selves are not bound by tiie rates pre
scribed by them. On the contrary, they
are charg'd! with the duty of “investigfis
-and “determining” whether any of
of the provisions of said act are violated,
and whenever satisfied that inflations
thereof have occurred, notwithstanding
the corporation may have charged the
rates fixed and authorized by them, they
are peremptorily commanded by the stat
ute to bring sdit ior every such violation
against the offender in the name and for
the benefit of the t-tate; and if upon the
trial the jury shall believe from the testi
mony adduced that the charges are “un
just atul unreasonable,” or that they
• ‘amount to unjust and unreasonable dis
crimination,’’ their verdict must be for
the State, aud they are required to assess
and return therewith a penalty of not less
than $lOO nor more than $l,OOO, and the
Court shall render judgment therefor.
The eemplainant insists that the act is
too indefinite to sustain a suit for the pen
alties therein imposed, the offenses for
which said penalties are to he inflicted
not being sufficiently defined. The defi
nition of the true principles of these of
fenses is, first, the taking of “unjust and
unreasonable compensation,” and sec
ondly, the making of “unjust and
unreasonable discriminations.” But
what is unjust and unreasonable
compensation and unjust and unreason
able discrimination? ' And can an action,
quasi criminal, be predicated thereon ? It
was expressly held to the contrary in the
case of Cowan, McClung <£■ Cos. vs. the
East Tenn., Va. and Ga. It. It. Cos., de
cided a few years since at Knoxville, (but
not reported), because, as the learned
Judge said, “it would have to be leit to
a jury upon the proof to say whether the
difference” in the rates “was discrimi
nation or not,” and that the same differ
ence, “might in one instance be held a
violation of the law, and in another
not,” thus making the guilt or
innocence of the accused dependent upon
the finding of the jury, and not upon a
construction of the act. “This,” he said,
”1 think can not be done ”
If this decision is authoritative, it is
conclusive of this part of this case. YVe
think the decision olearly right. Ques
tions as to what is a reasonable time for
the performance of contract, or reason
able compensation for work and labor
done by one man at the requestor another
without any stipulation as to the price to
be paid, and other like cases, frequently
arise in civil controversies. But the law
furnishes in all such cases a standard of
compensation for the guidance of the
jury. Without such legal standard thexe
could be no reasonable approximation to
uniform results; the verdicts of juries
would be as variant as their prejudices,
and this could not be tolerated. To thus
relegate the administration of the law to
the unrestrained discretion of the jury;
to thus authorize them to determine
the measure of damages and then
assess tiie amount to which a
plaintiff may be entitled, would inevitably
lead to inequities and to injustice. Hence
the statute under consideration under
takes to supply this desideratum by which
juries are to be governed in the determi
nation of the questions submitted to them.
That standard is “that no rates or charges
for services in the transportation of freight
over any railroad, shall be held or consid
ered extortionate or excessive under any
proceeding under this act, if it appears
from the evidence tiiat the net earnings
from its passenger and other traffic would
not amount to more than a fair and just
return on the value of which such rail
roads with its appurtenances and equip
ments to be assessed for taxation.”
This definition is somewhat obscure.
But, however interpreted, it does not ob
viate the objection made or mitigate its
force, but intensities pre-existing doubts.
The value is to be the amount at which
the road, its appurtenances and equip
ments “arc to be assessed for taxa
tion.” But what assessment is to govern ?
the one made beiore or after the alleged
over charge or prohibited discrimination?
The language of the act is ”tobe assessed.”
But wo will not tarry here. Suppose the
value satisfactorily ascertained, how
and upon what basis are the
net earnings to be computed?
Is the estimate to be based on past re
ceipts, current income or anticipated
earnings? Is the accused corporation to
be held to anticipate its future operations,
foresee the amount of its receipts and ex
penditures and accurately foreknow its
future profits and losses, so as to be able
to strike a balance in advance of actual
results in order to make its charges con
form to the requirements of the statute?
if so, how far in the future must their fore
knowledge extend? These are some of
the many difficulties with which railroad
companies are to be embarrassed and
against which the act requires them to
provide. But we will suppose these to
have been successfully surmounted, and
another and ntoi'e obstinate problem re
mains. These corporations are in addi
tion to their expenses allowed to charge
at a rate that will insure a “fair
and just return” on the value
of their property. But what is a fair
and just return? This vital question is
by the act left to the unqualified and un
restrained discretion of the jury. There
is no legal standard erected whereby the
jury can measure the amount. One jury
may fix it at 2 or 3 per cent, per annum,
while another jury may, in view of busi
ness contingencies and fluctuating values,
allow 0, 8 or 10 per cent., and their action
would be so far conclusive as to be beyond
the revision of any reviewing court. The
facts that the jury are to ascertain are,
first, the net earnings; and, secondly,
what would he a “fair and just return.”
The ascertainment of net earnings involves
necessarily an inquiry into the
gross receipts and expenditures. May
the jury revise the expense account, and,
if so, to what extent? Both the earn
ings and expenses vary in accordance
with the exigencies of business. Are
rates to be varied in accordance with the
fluctuating fortunes of railroad opera
tions? If so, a charge reasonable in
itself and honestly made might be ren
dered extortionate, and hence criminal,
by a reduction of expenses or an unex
pected increase ol business, or a charge
honestly made on the supposition that 5
or 6 per cent, would be fair and just,
might be converted into a crime by the
verdict of a jury subsequently rendered,
based, it may be, upon facts transpiring
subsequent to the alleged violation of the
law.
YY'e think the property of a citizen—and
a railroad corporation is, in legal contem
plation, a citizeu—cannot be thus imper
iled by such vague, uncertain and indefi
nite enactments. The corporations and
persons against whom this act is directed
can do nothing under it with reasonable
safety. They may take counsel of the
commission, act upon their advice and
honestly endeavor to conform to the stat
ute. But if a jury, before whom they may
be subsequently arraigned, shall, in’ their
judgment and upon such arbitrary basis
as they are at liberty to adopt, conclude
that the Commissioners misadvised or that
the managers of the accused railroad cor
poration made a mistake in regulating
their charges upon a 5-per-cent, instead of
a 4-per-cent, basis, the honesty and good
taith of the accused will go for nothing,
and penalty upon penalty may be added un
til the defendants’ property shall be grad
ually transferred to the public. This can
not l>e permitted. Penalties can not be
tbits inflicted at the discretion of the jury.
Before the property of a citizen, natural
or corporate, can be thus confiscated, the
crime for which the penalty is inflicted
must be defined by the law-making power.
The Legislature can not delegate this
power to a jury. If it can declare it a
criminal act for a railroad corporation to
take more than a “fair and just return”
on its investments, it must, in order to the
validity of the law, define with reasonable
certainty what would constitute such “fair
and just return.” The act under review
does not do this, but leaves it to the jury
to suppiv the omission. No railroad com
pany can possibly anticipate what view
a jury may take of the matter, and hence
can uot know in advance of a verdict
whether its charges are lawful or unlaw
ful. One jury may convict for a charge
made on a basis of 4 per cent., whilst
another might acquit an accused who
had demanded and received at the rate of
6 per cent., rendering the statute in its
practical working as unequal and unjust
in its operation as it is indefinite in its
terms. No citizen, under the protection
of this court, can be constitutionally sub
jected to penalties and despoiled of his
property in a criminal or quasi criminal
proceeding under and by force of such in
definite legislation.
The act furthermore conflicts with the
eighth section of the eleventh article ot
the State constitution, and the fourteenth
amendment to the Constitution of the
U nited States. The first of these provides
that “the Legislature shall have no power
to suspend any general law for the benefit
ol any particular individual, nor to pass
any law lor the benefit of individuals in
consistent with tbe general laws of the
land; nor to pass any law grauting to
any individual or individuals rights,
privileges, immunities or exemptions,
other than such as may he, by the same
law, extended to every member of tbe
community who may be able to bring
himself within the provisions of such
law,” and the last—thefourteeuth amend
ment—prohibits the States from “depriv
ing any person of life, liberty or property,
without due process of law, or denying to
any person within their Jurisdiction the
equal protection of the law.” It is not
necessary for us to undertake, iu this
case, to defiue the boundaries or limit the
operation of these just constitutional re
strictions upon legislative authority.
Their general object is to secure to all citi
zens in like circumstanoes an equality ol
legal rights, and to protect minorities and
other interests not strong enough to pro
tect themselves against the aggressions
of the majority; to restrain all injurious
legislative discrimination against persons
and property; to compel an equal distri
bution of the burdens of government upon
every citizen, natural of corporate, com
ing fairly within the purview of the law,
and to give to every one an equal right to
invoke the remedies prescribed by law for
the redress of wrong done, either to his
person, reputation or property. Such, we
say, is the general purpose and intent of
these constitutional provisions. The ac
curacy of this interpretation is not, as we
understand, questioned by the defendants.
Their contention is, that railroad property
is, in many respects, peculiar in its char
acteristics’ and uses, requiring legisla
tion peculiarly adapted to them, aud that
to so legislate is not within the prohi
bitions of the foregoing constitutional
guarantees, as, for instance, the enact
ment of a statute to regulate the running
of trains by railroads. YVe admit the
contention that it is competent for the
Legislature to enact laws for the govern
ment and regulation of railroads, and that
the same could not be rendered invalid
because of their non-applicability to other
and dissimilar properties. But it does
not follow that the Legislature can enact
statutes applicable as well to other kinds
of property as to railroads, and therein
discriminate so as to impose heavier bur
dens on one than are imposed on the
other. Certainly they can fiqt so distin
guish as bdtweeu different railroad com
panies, or between railroad corporations
and persons operating railroads in com
petition witfi them, Nevertheless, tho act
in question, if valid, has made this dis
crimination iu the most direct aud posi
tive terms. Although it professes to pro.
vide for the regulation ot railroad com
panies and persons operating railroads in
this State, and although both are common
carriers by rail, use the same kind of ma
chinery aud motive power, are
under equal obligations to the pub
lie and to their patrons, and
compete in business, railroad corpora
tions are thereby burdened with pains
and penalties not imposed on persons
operating railroads in competition with
them. By the first section of the act both
are declared amenable to “injured par
*je® t *J e . cauBes . therein enumerated.
But the third section prescribing penal
ties in favor of the State, as hereinbefore
stated, for charges made in excess of
what a jury may subsequently find in
manner aforesaid and upon the basis
stated, to be more than just and reason
able compensation, or unjust and un
reasonable discrimination, is expresslv
confined to corporations. Under this sec
tion corporations are subject to be sued,
harassed and worried by expensive and
ruinous litigation, and to the pavment of
the penalties and costs therein provided;
while persons operating railroads in ac
tive competition with them, engaged in
the same kind of quasi public service and
under the same obligations of fidelity and
diligence, are exempt therefrom.
Another and like invidious discrimina-
tion is contained in section 13. This sec
tion makes it the duty of the commission
ers to “consider and carefully revise all
the tariffs of charges for transportation of
any person or corporation owning or ope
rating a railroad in this State,” and if, in
their judgment, “any such chaxge is more
than just and reasonable compensation
for the service for which it is proposed to
be made, or if any such charge amounts
to unjust and unreasonable discrimina
tion against any person, locality or corpo
ration,” the commissioners* are to
“notify the person or corporation of the
changes necessary to reduce the rate to
a just and reasonable compensation, and
i to avoid an unjust and unreasonable dis
crimination;” and “when such changes
arc made,” or “when none are deemed
proper and expedient, the Commissioners
are to append a certificate of approval to
such tariff of charges, and in case such
change,” suggested by the commission,
“shall not be made,” or if “any change
subsequently made shall not contorm
thereto,” said “corporation shall be held
prima facie guilty of extortion.” It is
corporations and not persons operating
railroads who are to be held prima facie
guilty of extortion under this section,
and it is corporations, and corporations
only , who can be punished under its pro
visions, and thus it appears the act is, in
its severest features, more exacting and
oppressive of corporations than of persons
operating railroads, the former being sub
jected to penalties and to punislimerit
from which the latter are exempt.
But the unconstitutional discrimination
of th:s act is not confined to discrimina
tion between railroad corporations and
persons operating railroads, but extends
to a discrimination between railroad cor
porations themselves, the twenty-ninth
section tbereol expressly declaring that
"none of its provisions” shall apply to
any railroad then being “constructed,” or
which might thereafter be “begun and
constructed in the State,” until “ten years
front and after its completion.” Where
fore this distinction betweeu existing
roads and roads to be thereafter built? If
the act was a proper regulation, why not
apply it to roads to bo hereafter built ? It
the Legislature can thus draw the line be
tween different railroads before the date
at which they were or are constructed,
where and at what point is legislative dis
crimination to cease? if the Legislature
can thus discriminate between new and
old roads, it can assume any other arbi
trary basis in support of invidious legis
lation, and in this way oppreso one inter
est for the benefit of another; and if it can
do this, the foregoing wise and just pro
visions of the State and National Consti
tutions, intended to secure an equality of
rights to every citizen, may as well be
eliminated front those sacred instruments.
Notwithstanding the act under consid
eration professes to regulate railroad
operations, it. in effect, places the busi
ness oi all railroad corporations in the
State under defendants’ supervision and
control. In addition to the authority to
revise their tariffs of charges, as herein
fore shown, the commissioners may for
undisclosed reasons and without account
ability to any one, give better rates to
one corporation than to another. And
(sec. 17) whenever in their judgment “it
shall appear tiiat repairs are necessary,”
or that “additional rolling stock”* is
needed, or “any change of stations or
station houses” or “any change in rates”
are desirable, or “change in the mode of
operating any road and conducting its
business is reasonable or expedient,” the
Commissioners “shall give information in
writing to the corporation of the improve
ments and (dianges which they may ad
judge proper,” etc, Th<*se powers, in ad
dition to the authority to prescribe rates,
include all the incidents pertaining to
the absolute ownership of property. In
the exercise oi them, the commission can
limit receipts and dictate expenditures,
insure prosperity to one company and
drive another into bankruptcy, and as
sume the management aDd control of the
business and operations of every railroad
corporation in tbo State.
But the defendants say that their re
visions of tariff rates and suggestions in
regard to the methods of conducting busi
ness are not obligatory on the railroad
corporations: that the statute is advisory
and not mandatory in its terms. This is
true ; upon tiie face ol it, the railroad com
panies are left to adopt or reject the rates
fixed and ignore the suggestions made by
the commissioners. But if they decline
to conform to the rates fixed by the com
missioners, they do so at the peril of sub
jecting themselves to a multiplicity of
suits by the State and by individuals, to
be tried bv juries interested in the reduc
tion of charges, and upon the anomalous
principles declared by the act, which, by
force of the prima facie effect therein
given to the ex parte action ol the
commissioners, reverses the presump
tion ol innocence hitherto accorded to
all defendants in criminal or quasi
criminal proceedings, and casts the bur
den of exculpation on the accused. That
such litigation will follow is not at all
problematical—it is certain. The authors
of this statute have been careful to place
this beyond doubt. It is therein made the
imperative duty of the commissioners, in
the event any railroad company refuses to
adopt the rates to be prescribed by them,
to institute and prosecute a suit, as here
inbefore stated, tor every overcharge;
and the juries called to try them will, by
the express command or the statute, be
compelled to And against the defendants
and assess the penalties imposed,unless de
fendants establish by affirmative proof
that its future net earnings on the arbi
trary basis declared by the act will not
exceed a fair and just return on the value
of its property to be assessed for taxation
—the jury being the exclusive judges of
what a fair and just return is. This much
is expressly commanded. But “injured
parties” are left to the exercise of their
own discretion whether they will sue or
not. Nevertheless, by way of inducement,
the prima facie efiect given by the act to
the judgment of the commissioners, sup
plies them with the requisite prool to sus
tain their actions, and, as an additional
encouragement, the act offers ten times
the amount of the damages sustained and
a reasonable attorney’s fee to be paid by
the railroad company. No railroad in the
State can successfully cope with the liti
gation that will inevitably follow a refusal
by it to conform to the requirements ol
the commissioners in the particular
mentioned. Through the indefinite
terms of the statute, severity and multi
plicity of its penalties, the 'impossibility
of determining in advance of the verdict
ofajuryinthe particular case what is
and what is not a violation of its provi
sions, the power conferred or attempted to
be conferred on juries to deline the offense
and then inflict punishment, coupled with
the ex post facto effect given to their ver
dict, involves everything in uncertainty
and commits every railroad corporation in
the State to the mercy of the commission.
Bv the slow but uncertain operation of
this statute, the commission can, if they
want to, gradually take and appropriate
all the railroad property in the State to
the public use without that just compen
sation provided for by the constitution.
In a word, the commission, under the
terms of this act, hold, in so far as rail
road corporations are concerned, the issue
of life and death as in the hollow of their
hands. Of what avail, then, is the sug
gestion that the powers of the commission
are only advisory ? To whom and in rela
tion to what is their advice to
be given? They speak to the own
ers of $50,000,000 of railroad prop
erty; and, although they may speak in
the most deferential language, the com
panies to whom their gentle admonitions
are to be addressed thoroughly under
stand and justly appreciate the unlimited
authority with which they are clothed by
the act. the uncertainties ahead, the dan
gers with which they are environed, and
the ruinous litigation to which they will
be exposed, if they decline to adopt the
suggestions made, and they will, there
fore. with a lively sense of their utter
helplessness, eravenly submit to the will
of the commission, although such submis
sion may remotely involve the company
in hopeless insolvency. Like apprehen
sions would continue them the ready and
flexible tools of the power placed over
them, and the expressed wishes of the
commission would, in eyervinstance.be
accepted and acted upon as if it was a
positive command. No prescience is re
quisite to forecast the consequences.
The commission would become the
practical managers of all our railroads.
They are to be elected every two
years by a popular vote in the absence of
some radical chauge ot party methods;
the commission, to he elected Irom
to time, would represent and execute the
policy of the dominant partv, and uncon
sciously or intentionally manipulate this
great interest for the benefit of the polit
ical organisation to which they belong.
Railroad property, on the successful, ju
dicious and just management of which
the future growth and prosperity of the
State so essentially depend, would be
come the prey of the spoilsmen and an ir
responsible oligarchy, far more danger
ous to political morals and the business
interests of Tennessee than any possible
railroad combination would be flrmlv es
tablished in our midst.
We do not, by these comments, intend
to cast any imputation upon the defend
ants. There is nothing in this record
which in any degree impugns either their
actions or motives. So far as we can see
they have, in good faith, endeavored to
perform their duties as they understand
them. Our object is simply to point out
the extraordinary powers attempted to
be conferred by the act, and to indicate
the large opportunities which it affords
for an abuse of power and an invasion of
—- r*' "v. buu an iu>asiuu Ul
vested rights under the color of authority;
how it is that railroad organizations
could be subjected to party service under
its provisions, and be manipulated as
well against as in.furtherance of the pub
lic interests, and to sav, in the language
oi the Supreme Court of Tennessee, in the
case oi Farnsworth & Reeve vs. Vance
A y leming, that “this tremendous power”
does not, as we think “lurk within
the principles of legislative power.” We
repeat, the regulating power of the Legis
lature and the courts is sufficient to com
pel railroad companies to perform all their
undertakings in favor of the public, and
to prevent or punish all derelictions of
duty. The Legislature can enact laws
within constitutional limits for the regu
lation of railroads and railroad operations,
but it cannot lawfully authorize a com
mission, by direct or indirect legislation
intended to accomplish that end or ne
cessarily involving that result, to take
control of their business and operations.
Such legislation would be an unauthor
ized and unconstitutional invasion of pri
vate rights.
The act is also, as we think, a regula
tion of inter-State commerce, and to-that
extent an intrusion upon the exclusive
legislative authority of Congress. The
reasons for this belief wiii, by special re
quest, be stated by Bro. Hammond.
Other objections to the constitutional
validity of the statute, which we think
are entitled to grave consideration, have
been urged in argument. But as those
already discussed are decisive of the case
we do not deem it necessary to further
consider or discuss them in this case.
The prayer of complainants for a preli
minary injunction will be granted.
Baxter, Judge, etc.
TALLY-HO!
Tlte II uin bug of Stag and Fox Hunting
in England.
A stag hunt in England, judged by those
who have uot been reared in the blind un
questioning faith of that shibboleth, says
a London letter to the New Y’ork Sun, is
a tame if not a pettrile affair.
It may be ushered in by a hunting
breakfast at some opportunely placed
country scat, 'The mistress of the house,
abjuring all fastidiousness, has to open
her sacred portals to a mixed host of
strangers; her Turkey carpets are trod
den by the unregenerate hobnailed
shoe of the tenant farmer; her ma
tutinal board is spread with incongruous
heavy viands and multifarious li
quors, although it is doubtful whether
game pie and champagne are the most
suitable stirrup cup for a man who has to
ride straight immediately afterward.
Conveyances of ali kinds plow up the
trim, grand anproacbes; horses led and
horses ridden, hunters with their clothing
and packs without, stamp out the velvety
smoothness of the lawn, aided by the un
easy shuffling of the pack within sight of
the dining-room windows, while glasses
of strong waters ami other refreshments
are brought out to those who, in virtue
ot their office, are debarred front sharing
in the hospitality within. After much
unnecessary and futile delay, not
unmixetl with apparent hurrv, the
company mounts and starts lor the
meet. This is another seemingly pur
poseless ceremony, as the meet is never
on the spot where the actual business ot
the day begins. In the vicinity of some
farm or rural hostelry the bulk ot the
sportsmen assemble, as well as the drags,
breaks, victorias, wagonets, and carts
which carry the sightseers. There wraps
and greatcoats are repudiated. The hack
is exchanged for the hunter, who has been
carefully conveyed to the trysting-place,
and the men appear in ali the glorv of
their full hunting costume. But let it not
be supposed that the much-vayjited pink
is general. Every combination is repre
sented, from the entire and spotless
toggery of scarlet coat, white cords, top
boots, pipe-clayed riding-whip, tall black
anomalous hat, bound to the collar by a
string, to the corduroys and stout fustian
ot the farmer, and the hvbrid attire of
breeches, gaiters, and black cutaway
jacket of the casual sportsman, the nov
ice, and mob, who are not members of the
hunt. Some packs do not hunt in pink at
all, but there are always some energetic
outriders who cannot forego the tempta
tion of making spots of color on the
plowed fields or green slopes.
When at last every one is mounted;
When the grooms have ostentntiouslv
settled the habits and stirrups of ladies
and seen to the bits of their masters;
when a good many calls have passed be
tween the master and the whip; when
the hounds have been variously apostro
phized by their individual baptismal
names, the “field” gets into motion once
more and leisurely ambles for a mile or
tw’o down the wintry lanes, followed by
the string of carriages. Suddenly a
curious object coming in sight stops the
procession. It is a small cart drawn by a
diminutive pony, and bearing a wooden
erection in shape like an exaggerated
camera. It has round holes at the sides and
folding doors at the back. Asad looking
man stands at those doors. At a signal
from the master he draws a bolt and thev
ny open. For a while nothing comes of
this ceremony; then bv dint of a little
coaxing and pulling, a quiet, dignified
beast calmly steps out of the camera. It
isthe stag. He looks about him serenelv;
one is almost tempted to believe that he
nods to some more familiar face in the
assembly, for ho shakes his head, and
then, apparently reminded of his duty by
a friendly hint from his attendant, starts
at a hand gallop across the nearest
meadow. A dead silence ensues. The
master pulls out his watch and is lost in
calculations. lie knows all the stags by
name, also their proclivities and disposi
tion, and allows them accordingly more
or less graee. When he judges that the
“calf,” for that is his mildly-suggestive
sobriquet, has had sufficient* advance he
starts the pack, and instantaneously the
whole field goes streaming behind the
hounds after a perfectly invisible object.
The compact phalanx is, however,
promptly broken up, and a strangely
straggling sight the pursuers present.
All the spectators stand up in their con
veyances and strain their gaze toward
the ridge of hills over which the last
sportsman has disappeared, the sad-look
mg man whips his pony and drives off the
Camera in the direction which long expe
rience has taught him his particular
charge has taken, and some knowing spir
its follow in his wake. For an hour or so
nothing is seen or heard save spasmodic
cries of “They are coming!” which always
prove deceptive, and nothing is seen but
the desultory appearance of riders from
opposite directions, who pretend they
have lost the scent in seeking it
short cut, and make furious onsets at
low hedges to prove that their secession
is in no way attributable to prudence.
In many cases the use of the string
uniting the tall hat to the coat collar is
made patent, for the headgear is seen
bumping up and down somewhere in the
middle ot the back, while suspicious
patches of clay or stains of wet tell of a
“spill.” Here it may be observed that an
Englishman is infinitely more proud of
beiug thrown often, of having suffered
from dangerous falls, of being picked out
ot brook or ditch, and extricated from un
der his horse than of remaining in the
saddle; he seems to look upon his “crop
pers” as redoundiug to the credit of his
riding, and he is so confident of their re
currence that be insures himself against
the consequences and finds it a profitable
investment.
After an uncertain time a rumor gets
about among spectators and stragglers
that the deer has been caught. Maybe
the event has been accomplished in a
washhouse, a china shop, a back kitchen,
a farmyard, or the intelligent beast, hav
ing had enough exercise for the dav, has
trotted back to his stable on wheels.* Any
how, the folding doors of the camera are
closed upon him once more, he is driven
back to his quarters, and, if time permits,
an exactly similar camera is produced,
and another “call” sent out on his little
excursion with the same results. None
of these stalled stags hunt more than
once in six weeks, atid munch the hay of
glorious repose during the intervals. It
sometimes happens that one of them falls
a prey to the pack, but it is considered a
disgrace to ail parties concerned, a dire
mismanagement, and a national calamity.
Such is the ungarbled aspect of a pas
time which is a passion for the jnen and
women oi England, to which they devote
four days out of six through the long
mouths of the hunting season, for which,
they crave during the off time, and which
unites in the same pursuit girls in their
teens, fathers with large families, univer
sity scholars, and gray-headed, almost in
firm old men.
Fox hunting, with the exception that
there is less riding across country, more
time lost in finding that the quarry is
kilted in a disgusting manner, and that
the brush is presented as a graoefql and
delicate compliment to the most honored
lady present, offers few variations. To
speak otherwise than with reverent words
and deep respect of those institutions is, I
am well aware, rank blasphemy; but it
requires a long instruction and a trained
acceptance of these dogmas to see hunt
ing in England with the yes ol the British
sportsman and to invest it with the heroic,
manly spirit which its votaries lava
Claim to.
AT THE recent sale of the library of the
late Mr. Meek, of Brantbrldge Park, in Eng
land, a scries of nineteen letters, written
bv Lord Byron to his mother during his trav
els, realized the large sum of $1,412.
“THE THIRD HOUSE.”
i Its Good and Bad Membtri—The Re
markable Experiences of a Close Ob
server of Its Workings During a Dong
Residence at Washington.
Corrndenee Rochester Democrat.
No city upon the American continent
has a larger floating population than
Washington. It ia estimated that during
the sessions of Congress 25,000 people,
whose homes are in various parts ot this
and other countries, make this city their
place of residence. Some come here, at
tracted by the advantages the city offers
for making the acquaintance of public
men; others have various claims which
they wish to present, while the great ma
jority gather here, as the crows flock to
the carrion, for the sole purpose of getting
a morsel at the public crib. The latter
class, as a general thing, originate the
many schemes which terminate in vicious
bills, all of which are neither directed at
the public treasury, or toward that reve
nue which the black-mailing of corpora
tions or private enterprises may bring.
While walking down Pennsylvania ave
nue the other day, I met Mr. William M.
Ashley, formerly of your city, whose long
residence here has made him unusually
well acquainted with the operations of
the lobby.
Having made my wants in this particu
lar direction known, in answer to an in
terrogative, Mr. Ashley said:
“Yes, during my residence here I have
become well acquainted with the work
ings of the 'Third House,’ a9 it is termed,
and could tell you of numerous jobs,
which, like the ‘Heathen Chinee,’ are pe
culiar.”
‘•You do not regard the lobby, as a body,
vicious, do you?”
‘‘Not necessarily so; there are good and
had men comprising that body, yet there
have been times when it must be admitted
that the combined power of the 'Third
House’ has ovet ridden the will of the peo
ple. The bad influence of the lobby can
be seen in the numerous blood bills that
are introduced at every session.”
‘‘But how can these bo discovered?”
‘‘Easily enough to the person who has
made the thing a study. I can detect
them at a glance.”
“Tell me, to what bills do you refer?”
“Well, take the annual gas bills, for in
stance. They are introduced for the pur
pose of bleeding the Washington Gas
Light Company. They usually result in
an investigating committee, which never
amounts to anything more than a draft
upon the public treasury for the expenses
ot the investigation. Another squeeze is
the abattoir bills, as they are called.
These, of course, are fought by the butch
ers and markctmen. The first attempt to
force a bill of this description was in 1877,
when a prominent Washington politician
offered a fabulous sum for the franchise.”
“Anything else in this liue that you
think of, Mr. Ashley?”
“Yes, there’s the job to reclaim the Po
tomac flats, which, had it become a law,
would have resulted in an enormous
steal. The work is now being done by the
government itself, and will rid the place
of that malarial atmosphere ol which we
hear so much outside the city.”
“During your residence here have you
experienced the bad results of living in
this climate?”
“Well, while 1 have not at all times en
joyed good health, 1 am certain that the
ditliculty which laid me up so long was
not malarial. It was something that had
troubled me lor years. A shooting, sting
ing pain that at times attacked different
parts of my body. One day my right arm
and leg would torture me with pain, there
would be great redness, heat and swell
ing of the parts; and perhaps the next
day the left arm and leg would be similar
ly affected. Then again it would locate
In some particular part of my bodv
and produce a tenderness which would
well nigh drive me frantic. There
would be weeks at a time that
1 would be afflicted with an intermit
ting kind of pain that would come on
every afternoon and leave me compara
tively free from suffering during the bal
ance of the twenty-four hours. Then I
would have terrible paroxysms of pain
coming on at any time during the day or
night when I would be obliged to lie
upon my back for hours and keep as mo
tionless as possible. Every time I at
tempted to move a chilly sensation would
pass over my body, or I would faint from
hot flashes. 1 suffered from a spasmodic
contraction ot the muscles and a soreness
of the back and bowels, and even my eye
balls became sore and distressed me
greatly whenever I wiped my face. I
became ill-tempered, peevish, tretlul, ir
ritable and desperately despondent.”
“Of course, you consulted the doctors
regarding your difficulty ?”
“Consulted them? well, I should say I
did. Some told me I had neuralgia; others
that I had inflammatory rheumatism, for
which there was no cure; that I would be
afflicted all my life, and that time alone
would mitigate my sufferings ”
“But didn’t they try to relieve your
miseries?” “Yes. they vomited and
physickedjme, blistered and|bled me, plas
tered and oiled me, sweat, steamed and
everything but froze me, but without
avail.”
“But how did you tiually recover?”
“I had a friend living in Michigan who
had been afflicted in a similar way and
had been cured. Ho wrote me regarding
his recovery and advised me to try the
remedy which cured him. I procured a
bottle and commenced its use, taking a
tablespoonful after each meal and at bed
time. I had used it about a week when I
noticed a decrease of the soreness of the
joints and a general feeling of relief. I per
severed in its use and finally got so I could
move around without limping, when I
told my friends that it was Warner’s Safe
Rheumatic Cure that had put me on my
feet.”
“And do you regard your cure as per
manent?”
“Certainly, I haven’t lieen so well in
years as I am now, and although I have
been subjected to frequent and severe
changes of weather this winter, I have
not felt the first intimation of the return
of ray rheumatic trouble.”
“Do you object to the publication of
this interview, Mr. Ashley?”
‘Not at all, sir. 1 look upon it as a duty
I owe my fellow creatures to alleviate
their sufferings so far as I am able, and
any communication regarding my svmn
toms and cure that may be sent to me at
506 Maine avenue will receive prompt and
careful attention.”
“Judging from your recital, Mr. Ashley,
there must be wonderful curative proper
ties abont this medicine?”
“Indeed, there is, sir, for no man suf
fered more nor longer than did I before
this remedy gave me relief.”
“To go back to the original subject, Mr.
Ashley. I suppose you see the same fa
miliar faces about the lobby session after
session ?”
“No, not so much so as you might think.
Now faces are constantly seen and old
ones disappear. The strain upon lobbyists
is necessarily very great, and when you
add to this the demerali?ing effect of late
hours and intemperate habits and the fact
that they are after found out in their steals,
their disappearance can easily be ac
counted for.”
“What proportion of these blood-bills
are successful!”
“Avery small percentage, sir. Not
withstanding the power and influence of
the lobby, but few of these vicious raeas
ures pass. Were they successful it would
be a sad commentary upon our system
of government, and would virtually an
nihilate one branch of it. The great
majority of them are either reported ad
versely or smothered in committee bv the
watchfulness and loyalty of our Con
gressmen.” j. e. D.
A I.OT OF
KEDZIE’S
WATER FILTERS
JUST ARRIVED.
CORMACK HOPKINS,
167 BROUGHTON STREET,
utt’o imio.
TUTT’S
PILLS
TORPID BOWELS.
DISORDERED LIVER
and MALARIA.
X 1-om these sources arise three fourths of
ae diseases of the human race. These
■ymptoms Indicate their existence: Lou of
Appetite, Bowels costive, Sick Head
ache, fullness after eating, aversion to
' °/ body or mind, Eructation
..f food, Irritability or temper, Low
A ® f having neglected
-t i ar d, A ty .’ blattering at the
l . Dots before the eyes, hlehlv col
red Brine, t O.\STII>ATiO\. and Oe
onUmVw* ° A fa 7? led ythat actsdfrectly
Pi ri Asa tJ y cr medicine TBIT’S
tite, sound digestion, regular stools a clerr
skiu and a vigorous body. TrTT’S mr t
viLh e rin n i?w naa^ a °, r nor interfere
witn daily work and are a perfect
AMTIDOTE TO MALARIA.
HE FEELS LIKE A M.W MAX.
I have hail Dyspepsia, with Constipa
tion, two years, and have tried ten different
Jv’ 1 ; 11 ? of P'U®. and TI TT'S are the first
tm.t have done me any good. They have
cleaned me out nicely. My appetite is
splendid, food digests readily, and I now
havenatunU passages. I feel like anew
man. \V ~!>. EDWARDS, Palmyra, O.
bold everywhere,Ssc. MurrySt.,N.Y.
TUn’S HAIR DYE,
C.RAT Haib ok Whiskebs Changed in
sfantly to n Glossy Black by a single ap
plication of this Dye. Sold by Druggists,
or sent, by express on receiptofgl.
Office, 41 Murray Street, New York.
TUTT’S MANUAL OF USEFUL RECEIPTS FREE.
smoltittQ tTolnuco.
imDiiHkiDiiminiiiiiiiiiiiiiiiiiifrn
Tell the children to cut ont and rave the comic
silhouette pictures as they appear from issue to
issue.. They will he pleased with the collection.
1- - Jl
This space is owned by
BLACKWELL’S BULL.
Of course we mean the famous animal appearing
on the label of every genuine package of Black
well’s BuU Durham Smoking Tobacco. Every
dealer keeps this, the beat Smoking Tobacco made.
None genuine without trade-mark of the BulL
Sauer.
FRAUD ! CAUTIOnTT "
Many Hotels and Restaurants refill the Lea
A Perkins’ bottles with a spurious mixture
and serve it as the GENUINE Lea & Perrins’
Worcestershire Sauce.
THE GREAT SAUCE
Imp.irt3 tl'.o most delicious taste and zeat to
EXTRACT —*
of a LETTER from fjo
a MEDICAL GEN- Bf SOUPS,
VI.KM AX at Mad- Eg
"us, to his brother SJ -.* , viuv
it WOR^r/T"'-*,
.May, ISM.
“TeiILKA APent- EEs#.l E P„-I,
KINS that their i
sauce is highly es- HOT A COI.D
teemed in India,
and is In myopia- ti; A nr vis
ton. the most, nala-ISWf^S' ,EATS *
table, as well ssKS.'L IMI , ,
che nmst whole - ' Tl Ac.
some sauce that is BraSS’..m
made.”
Ki.ra.Murv ~t on every bottle of GENUINE
WORCESTERSHIRE SAUCE
Solvl au.l throughout tho world.
lOH'l DUNCAN'S SONS,
'GENTS FOR TIIG UNITED STATES-
NFtV YORK
lUorfiD.
Novelty Iron Works,
NO. 2 BAY & RIVER STREETS,
SAVANNAH, G.\.
J OHN ROURKE, Proprietor.
Iron and Brass Foundry
AND MACHINE SHOPS.
I am prepared to do all kinds of
Machine. Boiler & Blacksinilh Work.
CAN also furnish at shorted notice and at
lowest market prices all kinds and sizes
of IRON and BRASS CASTINGS, PULLEYS,
SHAFTING, etc. SAW MILL WORK A
SPECIALTY. Manufacturer of
Sampson Sugar Mills & Pans
Estimates furnished on all kinds of NEW
WORK and REPAIRS.
Ittr&irtttai.
POTASH.
lodide of Potassium is one of the strongest
of the minerals used in medicine, and has pro
duced much suffering in the world. Taken for
a long time and in large doses, it dries up the
gastric juices, impairs digestion, the stomach
refuses food, and the patient declines in health
and weight. Persons with Blood or Skin Dis
eases should be careful how they take these
mineral poisons, as in most instances the effect
of them is to almost permanently impair the
constitution. Totake tlieplaceof these poisons
we offer you a safe, sure, prompt and perma
nent relief from your troubles. Swift’s Specific
is entirely a vegetable preparation, and it is
easy to convince you of its merit.
I have cured permanently Blood Taint in
the third generation by the use of Swift’s
Specific, after I had most signally Jailed with
Mercury and Potash.
F. A. Toomer, M. D„ Perry, Ga.
A young man requests me to thank yon for
his cure of Blood Poison ny the use of your
Specific after all other treatment had failed.
Jos. Jacobs. Druggist, Athens, Ga.
Our Treatise on Blood and Skin Diseases
mailed free to applicants.
THE SWIFT SPECIFIC CO.,
Drawer 3, Atlanta, Ga.
N. Y. Office. 159 W T . 23d St., bet. Oth & 7th Avs.
flour.
GEO. V. HECKER & CO
176 BAY STREET,
SAVANNAH. GA.
Heeler’s Superlative Flow.
Heeler’s Perfect Batin Powfer.
Heeler’s Self-Raising Flour.
Oahrr’o gporolatr.
COLD MEDAL, PARIS, 1878.
tBAKER’S
Vanilla Chocolate,
Like all our chocolates, is pre
pared with the greatest care, and
consists of a superior quality of
cocoa and sugar, flavored with
pure vanilla bean. Served as a
drink or eaten dry as confec
tionery, H is a delicious article,
and is highly recommended by
Sold by Grocers everywhere.
W. BARER&COw
Dorchester, Matt . ,
OCEAN STEAMSHIP COMPANY
—FOR—
NEW YORK AND PHILADELPHIA.
Passage to New York.
steerage 10
Passage to Philadelphia.
cabin
EXCURSION *O.,
STEERAGE
THE magnificent steamships of tins Com
pany are appointed to saU as follows:
TO NEW YORK.
C atitptAF®] ctsta . Capt. Nickerson,
SATURDAY, MarchS, at 8:30 P. a.
CHATTAHOOCHEE, Cnpt. E. 11, I)aggktt
WEDNESDAY, March 12, at 6:30 p. M ’
NACOOCHKE, Capt. F. Kempton, SATUR
DAY', March 15, at 8:00 A. M.
TALLAHASBKK. Captain W. H. Fisher.
WEDNESDAY. March lit, at 11:30 a. m.
TO PHILADELPHIA.
' M .V S i I . v T At Capt. K. H. Daggett, SATUR-
I>A\ , March 8, at 3:00 p. m.
CITY OK SAVANNAH. Capt. J. W. CATH
ERINE, SATURDAY, March 15, at 7:30 A. M.
Through bills ot lading given to Eastern and
North western points and to porta of the United
Kingdom and the Continent.
For freight or passage apply to
G. M. SORREL, Agent,
City Exchange Building.
Boston and Savannah
STEAMSHIP CO.
FOR BOSTON DIRECT.
CABIN PASSAGE *2O 00
EXCURSION 35 00
STEERAGE 12 00
The first-class iron steamships of this com
pany are appointed to sail every Thursday
from Boston at 3 p. m.; from Savannah as fol -
lows—standard time:
GATE CITY', Capt. D. Hedge, THURS
DAY, March 13, at 7:15 p. m.
macon, Capt. S. 1,. Nickerson,
THURSDAY, March 20, at 12:30 P. a.
cpil ROUGH bills of lading given to New
A England manufacturing points and to
Liverpool.
The company’s wharves in both Savannah
and Boston are connected with all railroads
leading out of the two cities.
RICHARDSON A BARNARD, A gen ts.
Merchants’ and Miners’ Transporta
tion Company.
FOR BALTIMORE.
CABIN PASSAGE $l5 00
SECOND CABIN ,”...12 00
EXCURSION 25 00
THE steamships of this Company are ap
pointed to sail from Baltimore for Savan
nah EVERY WEDNESDAY and SATUR
DAY at 3 o’clock p. m., and from Savannah
for Baltimore EVERY TUESDAY' and FRI
DAY as follows:
WM. CRANE. Captain Taylor, TUESDAY',
March 11, at 7:30 a. m.
•D’HNS HOPKINS. Captain March,
FRIDAY, March 14, at 9 a. m.
W#f- LAYVRENCE, Captain Billups,
TLESDAY, March 18, at 11 a. m.
WM. CRANE, Capt. Tatlor, FRIDAY,
March 21, at 1 p.m.
bills lading given to all points
West, all the manufacturing towns in New
England, and to Liverpool and Bremen.
Through passenger tickets issued to Pittsburg,
Cincinnati, Chicago, and all points West and
Northwest.
JAS. B. WEST A CO., Agents,
ll4 Bay street.
SEA ISLAND ROUTE.
STEAMER CITY OF BRIDGETON leaves
Savannah for Kernandina every Tuesday
at 10 A. m. and Saturday at 4 r. M.; for Bruns
wick every Thursday at 4 p. m., touching at
all intermediate landings on each trip.
Close connection made at Fernandina with
trains for Jacksonville and Cedar Keys. All
rail tickets to Florida accepted for passage.
Returning, steamer leaves Fernandina on
’’ednesday and Sunday after arrival of even
ing trains. Tickets wild to and from all points
In Horida, the West Indies, Cuba and Mexico.
Apply at Live A Alden’s Ticket Ofliee,
corner Bull and Bryan streets.
J. N. Hakriman, Man. J. A. Mekciek,
... . Gen. Pass. Agt.
U oodbridge A Hakriman. G. Agts.
For Augusta and Way Landings.
STEAMER KATIE,
Captain J. S. BEVILL,
TIT ILL leave EVERY TUESDAY, at 5
t o’clock r. if. (standard time), lor Au
gusta and way landings.
All freights payable by shippers.
JOHN LAWTON,
Manager.
SEMI-WEEKLY LINE
FOR COHEN’S BLUFF,
AND WAY LANDINGS.
THE steamer MARY FISHKR, ( aptaio W.
T. Gibson, will leave for above every
FRIDAY.Sr.n. Returning, arrive SUNDAY
NIGHT. Leave TUESDAY, at 9A. if. Re
turning, arrive THURSDAY, at 11 a. m. For
information, etc., apply to W. T. GIBSON,
__ _ Manager.
*Y harf foot of Drayton street.
S.iotj aul> Pooro.
OLIVER’S ~
Paint and Oil House,
NO. 6 WHITAKER STREET,
SAVANNAH, - GEORGIA.
SASH,DOORS,
Blinds, Mouldings. &c.
UatlroaOo.
Charleston & Savannah Ry. Cos.
Savannah, Ga.. Feb. 23, 1834.
ON and after SUNDAY, February 24. th :
following schedule will be in effect.
Railroad standard time 36 minutes slower
than city time:
Trains 35, 43 and 47 wait indefinitely at aia
vannah for connection with S., F. & \V. R’y.
Northward.
So. 35* So. 53* So. 57.*
Ly Savannah 3:00 pm 6:00 am 8:37 pm
Ar Charleston 8:50 p m 11:45 a m I:lsam
Lv Charleston 10:50 a m 12:15 a m
Lv Florence 3:35 p m 4:33 a m
Lv Wilmington 8:00 p m 8:53 a m
Ar Weldon 2:20 am 2:3lpm
ArPetersburg 4:50 am 5:00 pm
Ar Richmond 6:00 am 6:30 pm
Ar Washington 10:30 a m 11:00 p m
Ar Baltimore 12:00no’n 12:23 a m
Ar Philadelphia 3:00 p m 3:50 ain
Ar New Y'ork 5:30 p m 6:45 a m
Southward.
So. 35. So. 42. So. 50.
Lv Charleston 9:00 am 3:30 pm 4:30 am
Ar Savannah ... 1:00 pm 7:40 pm 8:00 am
Passengers by 8:37 p m train connect at
Charleston Junction with trains to all points
North and East via Richmond and all rail
line: by the 6:00 a m train to all points North
via Richmond.
for Augusta, Beaufort and Port Royal.
Leave Savannah 6:00 a m and 3:00 p m
Arrive Yemassee 7:49 a m and 5:05 p m
Arrive Beaufort 9:45 a m and 6:45 prn
Arrive Port Royal 10:00 am and 7:10 pm
Leave Port Royal 3:00 p m and 6:20 asn
Leave Beaufort t:lßomand 6:32 am
Arrive Savannah 7:40 p m anil 1:00 pm
A first-class Dining Car attached to all
trains, affording passengers a fine meal at
small expense.
Pullman Palace Sleepers through from Sa
vannah to Washington and New York on
trains 43 and 47.
For tickets, sleeping car reservations and all
other information, apply to William Bren,
Ticket agent, 22 Bull stieet, and at Charles
ton and Savannah Railway Tieket Office at
Savannah, Florida and Western Railway De
pot. C. B.GADSDEN, Snp’t.
*B. C. Botxaton. G.P. h.
i. W. CaAiu, Master Transportation.
Patlroatie.
Savannah. FI orid a & l Ae stern Ry.
than Savannah time.] slower
fcUrgRINTENDKMT’S OFFICE
0 --A.!, fc *.
ISBS, Passenger Trains on this road wfd
run as follows: w,u
FAST matt.
Leave Bavannah daily at 8 -so a m
Kave Jesup dally at. ...V.loTuaS
Leave Waycross daily at 11:50 am
Arrive at Callahan dally st 1-35 and m
Arrive at Jacksonville daily at 2:30 and m
Arrive at Dupont daily at. 12-56 nm
Arrive at Suwannee daily at 3:15 nm
Arrive at Live Oak daily at 3:45 pm
Arrive at New Branford daily at 5:00 p m
Arrive at Newnansville daily at :io n m
Arrive at Valdosta daily at 1:58 p m
Arrive at Quitman daily at 2:22 p m
Arrive at ThomasvUle daily at 3:25 p tn
Arrive at Bainbridge daily at 5:10 pm
Arrive at Chattahoochee daily at 6:89 p m
Leave Chattahoochee daily at 11:16 am
Leave Bainbridge daily at 11:80 a m
laiave Thomasvtlle daily at 1:85 pm
Leave Quitman daily at 2:26 p m
Leave Y aldoeta daily at 3:58 pm
Leave Newnansville iftiily at 6:85 a m
Leave New Branford daily at 8:25 a m
Leave Live Oak daily at 8:40 a m
Leave Suwannee daily at 10:02 am.
Leave Dupont daily at 3:55 p iu
Leave Jacksonville'daily at 2:20 p m
Leave Callahan dally at S:l5 p m
Arrive at Waycross daily at 5:05 p m
Arrive at Jesup daily at 9:38 pm
Arrive at Savannah daily at B:l7t>m
Between Savannah and YVayc.ross this tram
stoj s only- at Johnston’s, Jesup atd Black
sker-r. Between Waycross and Jacksonville
stops only at Folkston and Callahan. Be
tween Waycross and Chattahoochee stops
only at Dupont, Valdosta, Quitman, Thomas,
villc and all regular stations between Thom
asvillc and Chattahoochee. Between Dupont
and Newuausville at all stations.
Passengers for Fernandina take this train.
Passengers for Brunswick via Waycross take
this train.
Passenger* for Madison, Montioello, Talla
hassee and all Middle Florida points take
this train.
Close connection at Jackaoaville daily (Sun
day excepted) for Green cove Springs, St.
Augustine, Palatka, Enterprise. San ford and
all landings on St. John’s river.
Pullman Parlor Cars between Savannah and
Jacksonville.
Pullman Buffet and Sleeping Cars Jackson
ville to Pensacola, Mobile and New Orleans.
This train connects at New Branford with
steamer Caddo Belle, leaving for Cedar Key
and Suwannee riverpoiuts every Monday and
Thursday morning, arriving at Cedar Kev the
same afternoon. Returning, leaves Cedar
Keys every Tuesday and Friday morning after
arrival of Calf steamships.
Passengers for Pensacola, Mobile, New
Orleans, Texas, and trans-Mississippi points
make close connections at Chattahoochee
daily with trains of Pensacola and Atlantto
Railroad, arriving at Pensacola at 11:15 p. m..
Mobile at 4:45 a.m.. New Orleans at 10:10 a.xn.
EXPRESS.
Leave Savannah daily at 3:20 pm
Leave Jesup “ 6:80 pm
Arrive at Waycross “ 7:05 pm
Arrive at Callahan “ 9;is p m
Arrive at Jacksonville “ lo:00 p m
Leave Jacksonville “ 8:80 am
Leave Callahan “ 9:16 am
Arrive at YVaycross “ ...11:00am
Arrive at Jesup “ 12:31 pm
Arrive at Savannah “ 2:35 pm
'1 his train stops at all stations between Sa
vannah and Jacksonville.
Pullman Parlor Curs on this train Savannah
to Jacksonville.
Passengers for YValdo, Gainesville, Cedar
Key, Ocala, WXldwood and all stations on
Florida Transit and Peninsula Railroad take
this train.
Connections at Savannah daily with
Charleston uud Savannah Railway for all
points North and East, aud Central Railroad
for all points West and Northwest.
ALBANY’ EXPRESS.
Leave Savannah daily at 8 :40 p m
Igjave Jesup daily at 11 K)5 p m
Leave W aycross daily at 2:35 a m
Arrive at Callahan daily at 6:35 a m
Arrive at Jacksonville daily at . 7:00 am
Arrive at Dupont daily at 3:20 am
Arrive at Thomasville daily at 7:16 am
Arrive at Albany daily at 11:16 a m
Leave Albany daily at 4:16 p m
Leave Thomasville daily at 7:40 pm
Leave Dupont daily at 11:00 pm
Leave Jacksonville dauy at 9:30 u m
Leave Callahan daily at 10:17 pm
Arrive at Waycross daily at 13:20 a m
Arrive at Jesup daily at 2:56 a m
Arrive at Savannah daily at 6:36 a m
Pullman Palace Sleeping Cars Savannah to
Jacksonville.
Passengers for Brunswick, via Jesup, take
this train, arriving at Brunswick 6:45 s. m.
Passengers for Macon take this train, ar
riving at Macon at 7:45 a. 111.
Passengers for Fernandina, YValdo, Gaines
ville, Cedar Key, Ocala, Wildwood and all
stations on Florida Transit and Peninsula
Railroad take this train.
Connection at Jacksonville daily (Sun
days excepted) for Green Cove Springs, St.
Augusiine, Palatka, Enterprise, Sanford and
all landings on St. John’s River.
Connecting at Albany daily with pas
senger trains both ways on Southwestern
Railroad to and from Macon, Eufaula, Mont
gomery. Mobile, New Orleans, etc.
Connection at Savannah daily with Charles
ton and Savannah Railway for all points
North and East.
Connecting at Savannah daily with Centra.
Railroad for points West aud Northwest.
Through tickets Bold and sleeping car berth
accommodations secured at Bren’s Ticket
Office, No. 22 Bull street, and at the Compa
ny s Depot, foot of Liberty street.
A restaurant has beeu opened in the sta
tion at Waycross, arm abundant time will be
allowed for meals by all passenger trains.
JAS. L.' TAYLOR,
E.G. FILMING, Supe^S
Centra! & Southwestern R. Rs.
j All trains of this system are run by Standard
(9o) Meridian time, which is 36 minutes slower
than time kept bv City.]
O Savannah. Ga., March 8, 1884.
N and after SUNDAY, March 9, ls 4, pas
senger trains on the Central and South
western Railroads and branches will run a a
follows:
HBAn DOWN. RAID POWIfr
So. 51. From Savannah. So. 58.
10:00am Lv Savannah..,777lv 7:STpm
4:30 p m Ar Augusta Ar 6:15 a m
6:15 p m Ar Sfacon Ar 2:45 a m
11:20pm Ar Atlanta Ar 7:00 am
3:52 a m Ar Columbus Ar 1:30 p m
2:32 a mAr Kufaula.. Ar 4:28 pm
11:46 p m Ar Albany Ar 4ni6 p m
Ar Milledgeviile... .Ar 10:29 a m
Ar. Eatonton Ar 12:30 p in
So. 13. Fnnn Auyueta. SoTtO. So. tt.
8:30 a m Lv.Augusta ..Lv loiirjTm 6:20 p m
8:25 p m Ar Savannah.Ar 8:00 am
6:15 p m Ar. Macon —Ar 2:45 a m
11:20 pm Ar Atlanta. . .Ar 7:ouam
3:52 a m Ar. Columbus I:sopm
2:32 a m Ar Eufaula.. Ar 4:2Bpm
11:46p m Ar.Albany....Ar 4:ospm
Ar Mill’vUle..Ar 10:29 am
Ar Eatouton..Ar 12:80p m
So. 55. From. Bacon, So. ft.
1:10 am Lv . Macon Lv s:lsam
8:00 am Ar Savannah Ar 3:25 pm
Ar... Augusta Ar 4:3opm
Ar... Mille’ville Ar 10:29am
Ar—Eatonton Ar 12:30 p m
So. 1. From Macon. So. 3.
9:35 am Lv Macon. Lv 7:10 u m
4:28 p m Ar ...Kufauia Ar 2:32 a in
4:07 p m Ar .. .Albany ArJl:4flpm
So. 5. From Macon. A'g. It,
8:25 a m Lv.. Macon Lv 7:20 p m
I:SQ )) mAr Columbus . .Ar 3:52 a m
So. 1. From Macon fio. 51. So. 53.
8:30 am Lv Macon .Lv 7:00 pm 3:00 am
12:55 pm Ar Atlanta Ar 11:20 pm 7:0 a m
So. 33. From Fort Valley. No. tl.
8:35 p in Lv... Fort Valley Lv U:us am
9:20 pm Ar .Ferry Ar 11:56 a m
So. t. From Atlanta. So. 55. So. ft.
2:20 p m Lv. Atlanta..Lv 9:oo p m 4:00 a a
6:31 pm Ar Macon . Ar 12:56 a m 7 52 a m
2:32 a m Ar. Eufaula . Ar 4:2Bpm
11:48 pin Ar. Albany.. .Ar . 4:o6pm
3:52 a mAr. Columbus. Ar 1:50 pin
Ar.Milled’vllle.Ar 10:29 a m
Ar. .Eatonton..Ar 12:20 p m
Ar..Augusta Ar 4:3opm
Ar Savannah.Ar B.UO a m 3:25pm
So. 6. From Colutnlnu. So. 10.
12:10 pm Lv—Columbus. Lv 8:45 p m
' i f on Ar
11.20 pm Ar Atlanta Ar 12:56 p m
2:32 a mAr—Eufaula ..Ar 4:28 pm
11:46 a mAr—Albany Ar 4:06 pm
Ar—Milledgeviile Ar 10:20 am
Ar—Eatonton Ar 12:8Cpm
Ar ...Augusta Ar 4:3opm
8:00 a mAr—Savannah Ar 8:25 pm
So. 2. From Kufaula. So. 5.
12:01 p m Lv. . .Kufaula Lv 1:02 a m
4:05 p in Ar Albany Ar
6:35 p m Ar.... Macon Ar 7:25 am
3:52 a mAr—Columbus Ar 140 p m
11:20 pm Ar Atlanta Ar 12:56 p m
Ar Milledgeviile Ar 10:20 am
Ar....Eatonton At 12:30 pm
- . Ar.... Augusta Ar 4:300m
Bfix) am Ar Savannah Ar S:26pm
No. Mi. From Albany. So. 53.~
1206noonLv Albany Lv 2:26am
4:28 p mAr Eufaula Ar
6:35 p m Ar—Macon Ar 7:26 a m
3:52 a m Ar—Columbus Ar 120 pm
11:20 p m Ar ... Atlanta Ar 12:65 p m
Ar....Milledgeviile ....Ar 10:20 a m
Ar Eatonton Ar 12:30 p m
■■■■■ ■••• Ar....August* Ar 4:Bopm
8:00 a m Ar—Savannah Ar 3:26 pm
So. St. Frmn Eatonton andTjUUedyevitU.
2:16 pm Lv Eatonton
8:42 pm Lv Milledgeviile ’""*!
6:15 pm Ar Macon
B:s2am Ar Columbus
2:32 a m Ar Eufaula
11:46pm Ar Albany...*. **"*
11:20 pm Ar Atlanta ...1111111
Ar Augusta.
6:00 a m Ar Savannah
-Vo. Si. From Ferry. So. it.
6:16 am Lv . Perry I.v 2:45 p m
6:00 am Ar Fort Valley ,Ar 8:36 pm
Local Sleeping Cars on ail night trains be
tween Savannah and Augusta, Savannah and
Macon, Savannah and Atlanta.
Pullman Hotel Sleeping Care between Cin
cinnati and Jacksonville, without change.
Connection*.
The Mi Hedge ville and Eaton ton train runs
daily (except Mouday) between Gordon and
Eatonton, and daily (except Sunday) between
Eatocton and Gordon.
Train No. 21 from Augusta daily (except
Sunday).
Eufauia tram connects at Cuthbert for Fort
Gaines daily (except Sunday).
The Perry accommodation train between
Fort Valley and Perry runs daily (except Sim
ilar).
The Albany and Blakely accommodation
Alban/and BlaJte/y XCCPt San<l between
At Savannah with Savannah, Florida and
WMtern Railway; at Augusta with all lines
to North and East; at Atlanta with Air-Lina
and Kennesaw Routes to all points North,
East and West. *
Tickets for ail points and sleeping car berths
on sale at City Office, No. SO Bull street.
G. A. WHITXHXAD, WILLIAM ROGERS,
Gen. Pass. Agt. Gen. Snpt., Savannah.
J. C. Shaw, W. F. SIfELLMAN,
Gen. Trav. Agt. Traffic Manager, Savannah
Georgia