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RAILROAD accidents.
Trilling Stories of Narrow Escapes
and Fatal Crashes.
gy Warman’s Experience A Man
Who Walked in His Sleep to Look
•tack, Fell From the Train and Was
-ost.
From the New York Press.
There has nover been a time in the his-
Ur y of travel and transportation in this
country when so great efforts were made
b railroad managers to protect life and
property from accident as the present.
Yet a wave of frightful casualties has
j U st passed over the land which has not
Icon paralleled since the running of rail
roads has been reduced to a science and
was rarely matched in the days that pre
ceded the age of the block system of sig
nals, interlocking switches, the airbrake
and all the other appliances that are sup
posed to add safety and comfort to rail
road travel. Single accidents involving
greater loss of life than any of this year
have occurred within the last ten years,
but never before have there been so many
serious collisions in succession during a
similarly short period. That the loss of
life has not been greater has been purely
a matter of luck.
From aud including Aug. 20 to and In
cluding Sept. 27 of the present year
persons were killed and 119 injured,
some of them mortally, in notable rail
road accidents. Here is the record:
Aug. 26—Collision on the Harlem
railroad at Dykeman’s station; 4 killed, 3
wounded.
Aug. 27—Rear end collision on the
Long Island railroad at Berlin; 16 killed;
17 wounded.
Aug. 81—Train broke through a
bridge near Chester, Mass., on the Bos
ton and Albany railroad; 14 killed, 28
wounded.
Sept. 6.—Collision on the “Big
Four” system: 6 killed, 20 wounded.
Sept." 7—Head on collision be
tween Pittsburg, Fort Wayne and Chi
cago and Panhandle trains, Just south of
Chicago; 12 killed, 12 wounded.
Sept. 18—Hear end collision on
Illinois Central railroad at Manteno, 111.;
8 killed, 15 wounded.
Sept. 22—Collision at Kingsbury,
Ind., on Wabash railroad; 11 killed, 20
wounded.
Sept. 27.—Rear end collision at Belle
vue, Mich., on Chicago and Grand Trunk
railroad; 2 killed, 4 wounded.
THE FATAL REAR END COLLISION.
It will be observed that all but one of
these accidents were either head or rear
end collisions, a form of accident theo
retically impossible even on lines of rail
way that have not adopted the modern
block system, and doubly so on roads fully
equipped with the latest appliances. It
is creditable to some of the older lines,
notably the great trunk lines leading
from New York, and to their signal sys
tems, that, although their tracks are
crowded with traffic, such accidents
rarely happen to their trains nowadays.
“That collisions occur sometimes even
when the most elaborate precautions have
been taken,” said a prominent railroad
man yesterday, “is due very largely to
the human element that cannot be alto
gether eliminated from the business of
railroading. Even if signals are always
properly set engineers sometimes run by
them, for the brain of a man is not auto
matic in its workings, and it will so tire
as to become practically inoperative at
times under too long and severe a strain.
! t is a testimony to tho progress of rail
roading that, considering accidents in
early periods, the percentage of causal
ties steadily decreases, although the lia
bility to ae< ident, because of increased
business and consequent crowding of
rails aud greatly augmented speed of
Hrains, is growing annually.”
f Most of the collisions that occurred dur
ing the recent accident wave were on
lines leading from Chicago, and the man
agers of these lines were overwhelmed by
unexpected and coincident increase of
freizlnand passenger traffic in the move
ment of crops and of visitors going to and
returning from the world’s lair. Such
conditions always increase the working
hours of railroad employes, sometimes
beyond the limits of safety. That this
state of affairs is what brought about
some, at least, of tho recent accidents is
held by certain men well qualified to pass
an opinion in the matter.
By many, however, the western acci
dents are attributed to the hard times.
It is the western roads which have been
hardest hit, and many of them have found
it necessary to reduce their working
forces. This has- given the remaining
mi n more than their share of work, and
it isn’t safe to overwork a railroad map.
CY WARMAN TELI.S A STORY.
“Yon have no idea said the poet, Cy
Warman, who served for some years as a
railroad engineer, as an apprenticeship to
the art of making good verse, "how
soundly a man may fall asleep when run
ning on a locomotive, even when he is
straining every nerve to keep awake.
The first smashup that ever happened to
my train came about through the slum
bering of !m engineer, although I was
lucky enough not to be the sleepyhead.
“I was running on tho Denver and Kio
Grande, and had orders to help take out
n long freight one night. There arc many
steep grades oil tiie division on which I
was running at that time , and three en
gines were needed to force a long heavy
train of freight cars over tho line. Two
engines headed the train ami one brought
’up the rear. I had the rear engine. It
was a damp, misty night, and the rails
were very slippery. When we reached a
certain long, steep grade— eighty feet’and
more to the mile—we began to iiave trou
ble. Tiie drivers on all three engines
slipped so badly that we lost time con
stantly, and were grinding along at not
moro than five or six miles an hour,
m the middle of this grade there
was a lone snow shed, and our
truin had passed nearly through, the
leading engines having in fact emerged
from the shed, when I was startled by a
great light all about me. I at first thought
the stock was afire, but it was not. Then
1 remembered that wc were followed by
another freight, headed by two engines
and pushed by a third, the same as ours.
. locked back and saw at a glance that the
following train was upon us. We had
sanded the track and taken the moisture
from the rails, so that tiie drivers of tiie
following train did not slip, and she was
mazing fifteen or sixteen miles an hour.
1 realized in a moment what the trouble
''as—the head engineer had failenasleep,
j blew a warning blast on the whistle,
bojnng to awaken him. but it was of no
bse. and his engine was near enough to
me now for ine to see his face in the cab.
ihs eyes were open—ho was gazing
straight ahead with his hand on the
throttle lover.
A MOMENT OF SUSPENSE,
did not dare to whistle again forfear
. engineer ahead of my train would
mar it an j B top. and then tiie wreck
"Uhl tie just so much worse. All I could
0 "as to attract the attention of my fire
can to a state of affairs by throwing an
'-an at him as he was toiling away
, tn° shovel—the noise was so terrific
mt fie could not hear a shout—and then
i tor l * le crash, each man taking care
,j '“tnself. 1 had not long to wait, for by
G 1 * Bme our followers ere upon us. j
cat ™ for< ‘ the isjnderuuti machines \
, together the head eng. leer awoke
"‘tn l ‘i* fireman jumped. Tim smash i
, ‘ 1 "inplete so far a* thi lender of our
J' '“'.and tiie front of the leading engine j
h other tram were concerned and i
L y car* were pretty badly broken, ]
too. It was a weird signt to see—those
locomotives hopelessly mixed up at the
dead of night in the train shed. The con
fusion was rendered more horrible by the
hiss of escaping steam and the shouts of
the men, who, fortunately, all escaped
death or serious injury, and I shall not
soon forget it.
A DANGEROUS NAP.
“Fortunately for me no accident ever
occurred due to my negligence, but on one
occasion when I had been called to take a
second run out, having had but two or
three hours sleep after beiug oil duty all
night, I went out filled with fear lest I
should slumber before I had finished my
run. I never had a more torturing ex
perience than that day. It was in the
summer; the sun shone brightly and the
weather was delightful, hut it seemed to
me that 1 must sleep. I fought it off till
1 had almost finished; then for an instant
I lost consciousness. I do not think my
eyes closed, and I doubt if I would have
known that I had slept but for a dream,
vivid in its reality and minute in its de
tail. Just before I dropped off I noticed
that a signal at a crossing showed
a clear track. I dreamed of
finishing the run, of getting down
from my engine and turning the ma
chine over to the ‘hostler.’ of going to my
lodgings and uudrqssiugfor bed. I was
thinking how good the bed would feel to
me, when I awoke to find that I had not
yet passed the signal I had seen before
Morpheus had embraced me. Never after
that time have 1 wondered when I have
read of engineers passing signals, and the
wrecks that have followed; for had I
slept a little longer, and the signal been
against me, I would have been guilty of
the same thing myself. Never after that
either would I go out if I felt any fear of
falling asleep—l would report ‘sick’ first.”
SLEEP CAUSED THE MAST HOPE DISASTER.
An engineer, now running an important
train, and for that reason nameless here,
to whom tho writer spojte of the matter,
said that Mr. Warman’s experience was
not an exceptional one.
“I have myself,” said this man, “under
gone a similar experience. I remember
distinctly descending a long and steep
grade sound asleep, one day when I had
been on duty too long. I did not dream as
Warman did, and must have worked the
air lever automatically, for when I awoke
I was still working it, but I was quite
unconscious during the entire descent.”
The Mast Hope disaster, which took
place some twenty years ago, was uaused
by the momentary sleep of an engineer.
He had been directed to sidetrack his
train to allow a passenger train to pass.
He was wide awake when he pulled on to
the siding, and he remained awake for
some time, for he remembered hearing
the whistle of the approaching passenger
train at the next station. Then he lost
himself for a little, regained conscious
ness and pulled out, believing that the
other train had passed. He was wrong;
tho advancing mass of metal and wood
was upon him before his engine had en
tirely got upon the the main line. There
was an awful crash and a historical rail
road accident had taken place.
ALMOST MADE HIM LEAVE THE BUSINESS.
“I was running as a freight conductor
at that time,” said a very well-known
man, who has since' risen to a high rank
in the management of railroads, who re
called the Mast Hope accident, and owing
to the blockade I was delayed so lone on
my westward trip that 1 had to turn
about and start east without sleep. I
was tired, of course, but did not feel
drowsy, and I was practically anxious to
get a sight of the wreck as we passed it
on the homeward trip. The depot at
Mast Hope had been struck by one of the
engines, and catching fire, had been
burned to the ground. The wrecked cars
had been hauled off the tracks and were
being burned as we approached the place.
I remember distinctly leaving my seat on
one side of the caboose and crossing over
to the other, where I could see better.
The next thing I knew we were half a
mile beyond the wreck. I had slept, and
when I fully realized the fact I was thor
oughly frightened. I came near leaving
the business then, for fear I should sleep
some time with fatal results, but 1 never
again slumbered on duty.”
SLIPrED OFF WHILE ASLEEP.
A man who has served on a western
road as a brakeman during the war told
this story of sleeping when at work:
“Owing to a peculiar combination of
circumstances,” said this man, “it became
necessary for two engines and a double
crew from our road to haul a train of fifty
empty cars over 1100 or 400 miles of strange
road. Wo had to travel slowly for our
engineers did not know the line, and we
were on duty many hours without sleep.
It was the duty of one of the brakemen to
constantly ride with the leading engineer,
and two of us, more experienced than the
others, took turns at this work. 1 went
forward for the last time during that trip
at about 9 o’clock at night and perched
myself on the seat to the left of the en
gine. It was winter, and bitter cold, and
1 felt drowsy, it was necessary for me to
climb down off the foot board, between the
engine and the tender, occasionally and
look back to to see if the train was follow
ing by watching for the red lights on the
caboose. I remember thinking that I must
get down and look back; the next thing
I remember I was lying in a deserted tank
house by the side of the track, half cov
ered with brush. I got up and walked
back to the nearest station. A passenger
train was pulling out. The conductor
stood on the platform of the station with
a telegram that had been sent back from
our train asking that a lookout he kept
for a lost man. I was the man, and I
boarded the train and followed my com
panions, from whom I had undoubtedly
been separated by slipping from between
the engine and tender while fast asleep.
It being winter the place on which I stood
was slippery with ice from the overflow
of the tank. That I was not seriously hurt
was almost a miracle, but we were run
ning slowly and the snow on the ground
softened my tali. Perhaps 1 was not
asleep as you would sleep in bod. but my
theory is that I had gone to look back
while in a somnabulistic state; that I was
not fully awakened by the fall, and that I
crawled into the old tank house, instinct
ively covered myself with the brush, that
I lay there and continued my sleep. I
was slightly bruised, but not seriously
hurt.
The authorities of the various railroads
differ in their treatmeht of men who sleep
at their posts. It may be reassuring to
the traveling public to know that the men
who drive the phenomenally fast trains
in these days do not remain on duty more
than two or three hours at a time, and
then have at least one day of rest before
going out again, so that lack of sleep on
their part is never likely to be an element
of danger. For an engineer to run by a
signal means instant dismissal on the
New York Central railroad and some oth
ers. Suspension is the mildest punish
ment for this transgression on any road.
The engineer whose sleep caused the Mast
Hope disaster is still running, but his ma
chine is a switch engine, and he never
goes beyond the yard. Indeed, many en
gineers hesitate themselves to take out a
train after one serious accident; it un
nerves them, and they no longer have the
courage to face the strain and responsi
bility of the place at the throttle.
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the hounds of reason because it is true;
it always appeals to the sober, common
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true: ami it is always fully substantiated
by endorsements, which in the financial,
world would be accepted without a mo
ment’s hesitation.
Hood’s Pills cure liver ills, constipa
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indigestion.—ad.
LaFar,
Sell* Stetson's flue bats i 1® Broughton
street, -ad.
THE MORNING NEWS: SUNDAY, OCTOBER 22, 1893.
SALTED WESTERN MINES.
How Sharpers Take Strangers in
With Worthless Bargains.
The Method of Sprinkling a Shaft or
Prospect Hole Prestidigitation
With Bags of Ore The Elaborate
Scheme to Cheat the McDonald
Brothers and Its Sequel.
From the New York Sun.
A salted mine, according to the aged
prospector, is so called because it re
moves the outer layer of freshness from
the guileless eastern tenderfoot, who
comes west to grow rich in a night. Fif
tceen years ago the bait took, and the
suckers made fine food for mining sharks;
nowadays it is as difficult to sell a salted
mine as it is to find a good one. Like
three-card monte and the game of the
three shells and funny little ball, it will
not become a fine art, but will develop the
skill of the authors as it becomes more
difficult to work.
The Emma mine swindle was the most
famous of its kind, because it was swung
by men of high reputation in politics and
society. It was the first dose to be
gulped down by English investors in
American mines, and it had a most salu
tary effect. To-day the best mining ex
perts in the west, with’ such exceptions
as Henry Bratnober of Helena, Henry
Wertenweiler of Idaho, and Prof. A.
D. Churchill of Butte, are Englishmen,
and it is also true that, of all investors
in recent years in western mining prop
erties, the Englishmen have been most
successful.
There are several ways of salting a
mine. Like the cook’s famous adage con
cerning the rabbit, first find the mine.
This is not difficult, for the ones salted
have been worked for pay ore, run out,
and may be had as cheap as achromo with
five pounds of tea. Old prospect holes
dressed up with a dump of quartz and a
new whim are as good as any. A gold dis
trict is always to be preferred, because it
is just as easy to salt a gold mine and a
great deal more profitable if the sucker
bites. The low price of silver and the
consequent increased demand for gold
properties makes gold salting all the more
desirable to the schemer.
Having the prospect hole and a whim
to reach the bottom, it is necessary for
the shark to have capital enough to pur
chase a few ounces of fine, clean blown
gold dust and a small rubber hand-blower,
or a bellows. If the ore at the bottom of
the shaft or face of the tunnel is dry and
loose the shark has only to blow the
dust carefully across the alleged vein, or
lead, wet down the surface, and take his
chances. He returns for the sucker, ac
companies him to the “Small-Potato-
Hard-to-Peel” or the “Golden Apple”
mine, which ever name ho thinks suits
the sucker's fancy, and grows eloquent on
the great deposit of mineral wealth which,
unfortunately, he cannot develop for lack
of capital. “Don’t take my word for it,
but take the assay,” he will add;
"this is new ground, and I can’t tell what
it is worth, but it ought to run SIOO to
the toh.” This looks fair enough, and
the sucker returns to the'surface with a
canvas bagful of ore. This is sealed with
wax, at the suggestion of the shark, to
prevent any errors, and taken to the best
known of the assayers, which are as
numerous in a mining country as weevils
in a wheat field. The shark will then
quietly whisper to the sucker that, while
the assa.yer bears a fine reputation, it
will bo just as well to watch the assay,
“just to satisfy yourself.’’ The assayer
is not offended, because, however honest
he may be, he is used to that sort of
treatment from miners, who are the most
suspicious of all people. The climax of
the test comes when the assayer quietly
writes SI,OOO opposite the test value on
the certificate.
Then the tenderfoot either faints or
stretches up three inches and hastens to
the telegraph office to tell his friends to
close the deal without asking questions.
The mild-mannered and green-looking
prospector looks serious enough until the
money is in hand, and then enjoys a
week's turn with the faro bank or goes
east to the old folks. In two weeks’ time
the tenderfeet are writing letters to tho
home paper about fake mining schemes in
the west.
Another way of taking in the sucker is
to change the ore samples. This requires
sleight of hand as well as nerve, and was
once successfully worked on Chairman
Thomas Henry Carter of the Republican
National Committee. This was soon af
ter Carter had worked his way to Mon
tana by selling the “Footprints of Time,”
hut his experience as a book agent could
not stand off that of a famous colored
mining shark in Helena called “Blue
Dick.”
Dick lias made $50,000 in mining gold,
silver and sapphires. He is known all
over the western country as a good man
to look out for when a deal is on hand.
One day he called on Carter and told in
a mysterious way of his discovery of a fine
silver prospect, the ore of'which ran $95
to the ton. This is an unusual assay
value for silver, and Carter’s eyes fairly
bulged out of his head when he learned,
in addition, that there was a four-foot
lead of solid ore.
Dick explained that he wanted to sell
because he had no money to develop, and
Carter told him to lay low and say noth
ing. That night a conference was held
with a well-known Helena banker, who
agreed to advance one-half of $20,000 if
Carter would furnish tho rest. The money
was raised, and the next day Carter,
Dick, and an expert visited the prospect,
which was in a fine silver country 100
miles north of Helena. Carter did not
know much about mining; he only wanted
to satisfy himself that the mine was there
and leave the expert to do the rest.
They found the lead, just as Dick had
said, with all indications that it would
widen out. It ran along the side of a hill
which could be easily tunneled, and not
far away was a fine water power to run
the mills which were already running iu
the wily politician’s vision.
The expert was satisfied with the loca
tion, a bagful of ore was blown out, and
the party returned to Dick’s cabin for
the night. Then Dick took a hand in the
game. After Carter and. the experts
w r ere dreaming the dreams of Col. Mul
berry Sellers, the smooth colored man ex
changed the bag of samples for one ex
actly liko it in surface appearance.
Dick, however, missed what was proba
bly a more astounding surprise to Carter
than Cleveland’s majority in 1892. This
was when the assayer returned figures to
show that the ore at all points of the
load ran over $l,OOO to the ton. Carter
aud the banker couldn’t believe the re
sults, but recovered in time to send for
Dick and hand over a check fot $20,000
without waiting to have the title se
cured. The title was not so important a
month later when the owners learned
from another assay that the ore was
worth $8 a ton. They never stopped to
get the water power, aud Carter has
since most successfully confined his tal
ents to mining litigation and politics.
One of the biggest and most nervy
attempts at salting ever known was in the
upper or mountain end of the famous
Alder gulch in Madison county, Montana.
This was the largest and richest placer
gold district ever discovered. It was
stumbled across in 1863 b> John Frather
stoue, a famous Montana character, when
then- was not more than 100 while people
in tic- territory A year luler 80,000
miners were delving out gold iu Alder
gulidi by day. and exchanging it by night
for faro chip* iu Virginia City. Within
R. H. LEVY & BRO.
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three years the gulch was dug out and
the camp deserted. Now it resembles
the wrinkled lava bed of an extinct vol
cano, while Virginia City is not even a
ghost of her former self.
There are promises, nevertheless, of a
revival of gold mining in this district by
the use of machinery capable of handling
great deposits of placer ground at a small
profit to the ton. A fine illustration of
what old prospectors think can be done is
Vie result of u salting scheme wliieh sur
passed all others in the outlay of money
and patience by the schemers.
Six years ago two brothers named Mc-
Donald came to Montana after cutting a
wide swath iu the real estate markets of
Spokane and other northwestern cities.
Each had inherited considerable money
from relatives in Philhdelphia, and had
turned it several times over in real estate
investments. When the sun commenced
to set aud the curbstone brokers in real
cstato were looking for three meals a day,
the McDonalds, like many people over
confident in their luck, turned to mines.
A man with money who has never
mined, but knows all about it, is a bird in
a tree for a Montana shark. The Mc-
Donalds were “duck soup.” They were
quietly moved over to Alder gulch by a
syndicate of sharpers who neede4 “more
money to develop properties.” After list
ening to lurid tales about former glories
and vigilante ways for a month or more,
the brothers were suddenly informed one
evening of anew and vastly rich gold dis
covery in an unworked portion of the old
gulch. The sharpers who had located
the ground took the McDonalds there tho
next day, and by prestiditiation which
would have made Herrmann's eyes open,
dropped enough dust in the pan to mane a
great showing.
But the McDonalds refused to swallow
the line. They had been told to look out
for mining sharks, and were only willing
to nibble at the bait. They told the own
ers to go ahead and develop the ground,
and if it showed up well to report to
them. Then they went to Philadelphia
and spent the winter dancing germans
with their old society friends.
In tho face of this discouraging re
sult the sharks started ahead to
finish the ,game. At a cost of sev
eral thousand dollars they built a
flume, put in a hydraulifc plant, and gath
ered a pile of loose dirt to wash down the
ditch flume where the gold is gathered.
Placer gold, as everybody knows, is gath
ered by washing the dirt until tho gold
settles to the bottom, and, curiously
enough, with all modern science, this sys
tem has never been improved so as "to
make placer gold mining profltable by
any other method. With hydraulic
[lower the dirt is washed through tho
flume, and tho gold running along tho
bottom is picked up by the little bods of
quicksilver fixed below the bed of the
flume. At the clean-up, usually at the
end of the season, the gold is retorted
from the amalgam.
The sharks in this instance raised $50,-
000 for a gold dust fund. The dust was
run evenly over the quicksilver, so that
when tho McDonalds arrived from Phila
delphia there was everything to show an
enormously rich placer ground. The
brothers insisted on a clean-up after tho
first fortnight’s run and added so much
Joy to the sharks. If it had been a week's
run, the joy would have been greater.
The bait this time was swallowed with
most gratifying avidity. The McDonalds
fairly jumped at it. They paid fi.Mi.ono in
cash for the pnqierty and thought they
were getting it cheap at that They
mined tho remainder of the water season,
which is almost always over by Sept. 1,
and finished to find only the amalgam left
by the sharks in the absence of any ac
curate analysis, their feelings at that
time can only be conjectured. Tho sharks i
in the mean time had lumped thooountry.
One of them named George Hayes turned
up near De Euuar, Idaho, last year, and
unsuccessfully promoted a sailed mine
called the Crying Jennie. This was an
alleged sapphire dejsjsit, and was ex- I
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amined by a representative of Streeter,
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The interesting part of the story is that
the McDonald brothers were not sold so
completely as they thought. They pluck -
iiy took tho $50,000 from the amal
gam with the determination to send good
money after bad, if the fates willed
that way. They staked pros
pectors, who traveled all winter look
ing for properties. They abandoned ger
mans in Philadelphia to escape the chaff
ing of friends and incidentally to learn
something about mining.
Their time and efforts were well re
warded. After a winter’s hunt in tho
hills it occurred to one of the brothers
that it might be Well to look over the
ground to which they had a worthless
title. With a pan and shovel he started
out one day, and within a hundred yards
of the rusty hydraulic ram and crumbling
ditch struck “color.” This was some
thing like it. He called in tho prospoct
ors, set them to work on his own ground,
and within a week knew that there was
gold all over within a radius of two miles.
Hundreds of acres in addition were lo
cated and then gold mining commenced in
earnest though tho ground, like all placer
ground found in late years, was low
grade.
To-day it is said to be the finest placer
gold proposition in the west (everything
with money in it is known in Montana as
a pro|>osition), and the brothers have not
only got their money back, but will make
several times more if the ground holds
out a few years.
COURT WEEK AT OCALA.
Paymaster Chandler’s Slayer to be
Put on Trial This Week.
Ocala, Fla., Oct. 21.—The circuit court
has disposed of all the pressing civil cases
and on Thursday District Attorney Wigg
began the trial of the negro who shot
Paymaster Chandler, a year or more ago
at the Early Bird mine.
The grand Jury got through with their
labors Wednesday noon and Judge Hooker
dismissed them, after paying them a very
high compliment for the very thorough
and efficient manner in which they per
formed their services.
Ed Dancy was indicted and will be tried
next Wednesday. The court has appointed
Geo. H. Badger to defend him.
Tuesday tho county board of instruc
tion held their last teachers’ examina
tion. and tho commissioners held an ad
journed meeting on the same day, to ac
cept the county assessor's books.
Y. E. Snyder and wife, who were hold
bv Squire "Litener, of Spring Park, for
the murder of George Gowan, some four
months ago at that place, weredischarged
by the grand jury Wednesday.
Business is reported as improving
among our merchants.
VETERANS’ DAYS. . ,
Ex-Confederates Accept the Invita
tion of the Augusta Exposition.
Tho following is published as a matter
of information:
Headquarters Georgia Division United
Confederate Veterans. Atlanta. Ga Oct. 30,*
1 8M:t. General Order No 2: A cordial invita
tion having been extended by ihe Augusta
ExpjMttUm Company, tho Georgia State Ag
ricultural Society and tno Confederate Sur
vivors’ Association of Richmond county to
Confederate survivors throughout the Union
to meet in Augusta. Ga.. on Nov. 33 and 21.
set apart during the great exposition as vet
erans'days. tins Is to signify our acceptance,
and nil confederate associations and all cx
eonfoderates In Georgia uro earnestly re
quested to be present and enjoy the greut ao
mil mansion. Ills believed that specially
lov* railroad rules a ill be fixed for these
dates so ua to enable lurge numbers to at
tend from all parts of this state and from
many other states H r order of
fI.KMKNT A Kvass.
Major-General Commanding Ga. Division.
A. J. Wfcs'l, AUjiilaut-Geueral.
mim k m
GENTS’ FURNISHING GOODS.
SUCCESS
THE: WAY OUR NEW STUCK ROLLS IN AND UOT
EVERYTHING IN MEN’S BELONGINGS
fKT
WAKEFIELD’S
27 BULL STREET
ART GOODS AND TRIMMINGS.
MEYER & WALSH.
THE SEASCN IS UPON US,
AND THE CREAM OK ELEGANCE, rrt|||]n AT OTfIDC
STYLE AND NOVELTIES IS IUUIIU oI,K 51 Ullt
Though Small in Compass, Great in Energy and Enterprise.
Provident Braid, per dozen SO, Ribbed Vests 49e
Lasting Hose, per pair 33c Embroidered Handkerch'fs.l9c
—“Miss Nellie’s Favorite” Kid Cloves 980 to $2 49 —
IWS Per Cent. Reduction In Llnona for thin
week, Silk Handkerchlefe purchased this
week iA/111 be stamped gratis.
MEYER & WALSH.
IMPORTED AND DOMESTIC DRY GOODS.
ON - MARCHP
44 Bull Street. Ski®
sun ii come. Bin, n ram
SPECIAL AT 30r AND 25c PAlR—Men's. Ladles' and Children's Bnlbrlggan and Fast Black
Hose (Hermsdorfl, dyer). Save your 10c and 20c pair on same quality of hose.
SPECIAL AT |s PATTERN-Mcn's Navy and Black Diagonal and Serge Suitings Wa
import from ilrst hands. If you ore going to buy a suit, examine these goods
first. We will save you *1 on the pattern.
SPECIAL AT *3 50 AND l PAIR—We can save you *2 to $3 on a pair of Lace Curtains by
calling on us.
SPECIAL IN DRESS GOODS- Did not arrive last week—the 200 Novelty Dress Patterns
will arrive about the middle of this week direct from London and Paris.
MR. E. M. PERRY will take pleasure in showing our stock.
I. LEVKOWICZ.
-53= FACTS WILL SUSTAIN ME^-
My arrangement* for carrying on the BUGGY, WAGON and HARNESS business has
been completed with the t est manufactories in the United Stales. My stock is entirely new,
und I uin under very light expenses. 1 have no high priced salesmeu. no expensive rents, no
old stock, und no dividends to declare. You will save dollars bj ouying of mo. My show
rooms lire full of fresh vehlukis of every variety and price. Harness, too.
Correspondence solicited. Mali orders promptly attended to.
H. H. COHEN, Leader in Low Prices,
liay and Montgomery atrects— Salomon Cohen's Old stand— SAVANNAH, OA,
5