Below is the OCR text representation for this newspapers page.

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. The Advertising Of Hood’s Sarsaparilla is always within the hounds of reason because it is true; it always appeals to the sober, common sense of thinking people because it is 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 tion. biliousness. Jaundice, sick headache, 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. SU R E SIGNS!- FOR MEN BOYS CHILDREN PRICES TELL. QUALITY CLINCHES. MI'LEW & E&& 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 AQ A MAM is known bv the company he r\o M J VIM IN keeps so is A STORE KNOWN by the class of goods it handles. While the general public is familiar with OUR stock and methods, it is a pleasure to remind it that in handling the following products of LEADERS in their respective lines we aim to occupy in tiie minds of our patrons the very high positions accorded the following eminent manu facturers by THE ENTIRE COUNTRY: IN CLOTHING we handle EXCLUSIVELY in Savannah (he finest gar ments of such well known tailors as HAMMERSLOUGH EROS., HAMBURGER BROS., and HORNTHAL, WEISSMAN & CO. IN MATS— The incomparable KNOX (Sole Agents), the matchless STET SON, and LEVY’S attractive FLEXORS. U N DERWEAR-LOEB’S PURE WOOL SANITARY, noted for being the EQUAL of ANY made and LOWER PRICED than any other PURE WOOL goods. SHIRTS -The MANHATTAN, conceded the BEST made. Elegant NEW styles in FULL DRESS just in. amined by a representative of Streeter, the famous London authority on precious stones and a large owner in the English syndicate's sapphire bods near Helena. 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