The Morris County chronicle. [volume], September 22, 1908, Page 3, Image 3

About The Morris County chronicle. [volume] (Morristown, N.J.) 1877-1915

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He is the First Man to Control Really Transcontinental System
—Working For Country—Move in Reorganizing the
U. P. Made Him Foremost of Our Financiers.
«***++******+************+****+*«*4
«• J
♦ Harriman's Life at a Glance. *
4 Born February 25, 1848, one of 4
J six children of a country clergy- 4
4 man, whose salary was only $200 4
4 a year, or $4 a week. 4
4 Poverty cut short his school 4
4 days, after two years spent in a 4
4 church school. 4
4 At fourteen he became an er- 4
4 rand boy in a Wall Street brok- 4
4 er’s office. 4
4 At eighteen he was a clerk, 4
4 with a share in the profits.
4 At twenty-two he bought a »
4 seat on the New York Stock Ex- »
4 change with money he made in ♦
4 speculating with his savings. 4
4 At forty he became vice-presi- 4
4 dent of the Illinois Central.
4 At fifty he undertook the reor- 4
1 ganization of the Union Pacific. 4
♦ At sixty he realizes his dream 4
♦ of an ocean to ocean railroad 4
♦ system underhisabsolute control. 4
♦♦•*♦♦♦*»*♦****♦♦♦**»
Recent events make it pretty clear
that E. H. Harriman has at last
achieved his ambition. He is the
first man in the United States to con
trol an ocean to ocean railroad. For
years he has looked forward to run
ning sleeping cars and complete
trains from New York to San IJfan
sisco over his own lines. Now, at
sixty, he is putting the finishing
touches to his colossal task.
In ten years Harriman has created
»n epoch in railroad history. At
Ufty he had practically retired from
♦he Wall Street brokerage business,
which had brought him a compara
tively small fortune. When his op
portunity came to reorganize the
Union Pacific Railroad in 1898 be
was already ten years past the age
jet by Dr. Osier as the termination of
man’s usefulness.
He is the most striking personality
Wall Street has known since the days
*>f Jay Gould. Like Gould he is not
popular there. No great railroad
plan has cost Wall Street so much
taoney as Harriman, and none ha3
ever done so much for his stockhold
ers.
Harriman's latest great victory
marks the dimming of the Gould
Tailroad system.
Gonld Did Not Take Opportunity.
Harriman’s skill at finance is
.shown in his latest exploit. George
Gould, who had an opportunity at
■one time to get the Erie road for an
Eastern connection for his Western
roads for about $20,000,000, refused
to take it. Gould afterward expend
ed $60,000,000 in the Pittsburg dis
trict and Western Maryland. Harri
man got virtual control by providing
a loan of $8,000,000. Part of the
agreement is that the Baltimore and
Ohio Railroad, a Harriman line, shall
share the $3,000,000 depot at Pitts
burg built for the Wabash by Gould.
This move saves the Harriman inter
ests off-thand about $4,000,000, as
arrangements had been made for a
Pittsburg terminal for the Baltimore
and Ohio to cost that amount.
Since consummating this deal Mr
Harriman has denied that he is in
•absolute control of the Gould sys
tem. However, despite his modest
disclaimer, his influence will inevit
ably be so great as to amount prac
tically to control.
The first step taken by Harriman
In his new relation to the Gould
roads was characteristic. An order
is understood to have been placed for
$10,000,000 worth of new freight,
cars of pressed steel, of the most up-'
to-date type, to handle the tonnage
that is expected this fall. Harriman,
who started for the West immediate
ly after the financial arrangements
were made, may make a tour of in
spection over the Gould lines before
his return.
Harriman’s influence in the Gould
lines makes him the undisputed mas
ter of nearly 50,000 miles of railway,
with a capitalization of $1,544,574,
,700, and outstanding bonds aggre
gating in round numbers $2,000,
4)00,000.
And after his stupendous victory,
jhe culmination of ten years of the
jardest fighting known to the world’s
financial history, Harriman said:
"I didn't do these things to make
money, but merely to help out the
situation. As I grow older I am be
ginning td think more of my fellow
man. I want to see this country the
greatest on earth. I intend to help
make it such."
Financier Was Born to Poverty.
The man who at sixty could speak
?n this calm way of his achievements
Was born to poverty. He was one of
the six children of the Rev. Orlando
Harriman. When E. H. Harriman
was eleven years of age, in 1859, hi*
father acted as rector of St. John’s
Church, in W’est Hoboken, at a salary
pf $200 a year, or less than $4 a
Week. For seven years the Harpiman
family remained in West Hoboken on
this salary, and at the end of that
time the church owed the rector
$374 for arrears of salary. He set
tled with the church for $250, “pay
able in six months."
Young Harriman’s only schooling,
aside from the district school, was
two years spent at a church school.
The poverty of his family compelled
him to go to work in his early teens.
He was first a messenger boy in a
Wall Street office. He studied the
Wall Street game to such purpose
that in 1870, when he was twenty
two years old, he was able to buy a
seat on the Stock Exchange and be
come a professional trader.
In the beginning of his financial
career he had the opportunity to
study the methods of Jay Gould,
Commodore Vanderbilt, Daniel Drew,
Jim Fisk and the celebrities of their
active day. He gained a knowledge
of market conditions that is not sur
passed by any living expert. He be
gan at the bottom and he has
climbed all the way to the very top
of the Wall Street golden ladder.
“He was a coldblooded little cuss,”
savs a friend of his early days on t
! the Stock Exchange. It was said of
him that he carried the railroad map
of the United States pasted in the
back of his head.
Harriman always knew what stocks
were really worth. When securities
sold away below their value he
bought confidently, often risking his
entire fortune on the soundness of
his knowledge and the clearness of
his vision.
It was th’rough the influence of
Stuyvesant Fish, his associate on the
Stock Exchange, that he first took an
active interest in railroad manage
ment. In 1887 Fish became presi
dent of the Illinois Central Railroad
and Harriman was made vice-presi
dent. Harriman, then forty years
old, started in to acquire a solid
knowledge of practical details of rail
roading. Before he finished he
knew all that was to be known down
to the prices of the most insignificant
supplies used by any department of a
railroad.
Now that Harriman has acquired
control of the Erie, It is interesting
to look back fifteen years to the time
when the Erie Railroad was in pro
cess of reorganization by J. P. Mor
gan. Harriman wanted to reorgan
ize the Erie himself, but he lacked
sufficient capital to do it alone, and
he was not well* enough known then
to secure allies for the work.
He lacked weapons then for a fight
with Morgan, but he went on mak
ing money in Wall Street, quietly
and unostentatiously. When his big
opportunity came in 1S98, he was
still comparatively unknown, though
he was fifty years of age. The pub
lished accounts of the undertaking
at that time make Harriman's name
subordinate to that of his financial
backers, Kuhn, Loeb & Co. In fact,
he was known at the time in Wall
Street as “Kuhn-Loeb’s man.”
This opportunity was the reorgan
ization of the badly wrecked Union
Pacific Railroad. Its wreck was one
material development of the States
and communities traversed by these
transportation lines. They serve the
people living between 'the Mississippi
River and the Pacific Ocean.”
That’!) what Harriman did. How
he did it shows the extraordinary
mental equipment which is his gift.
He knows the railroad business fun
damentally and absolutely, and it
didn’t take much tipae for him to
convince the other members of the
syndicate that things were better left
in his hands.
He had a big map prepared by his
engineers showing the line of the
Union Pacific on a large scale. This
he produced at the meeting of his
new board of directors. Under each
proposed cut in distance, curvature
and grade was a typewritten slip tell
ing in figures the exact cost and what
would be gained by it.
"We must get ready to meet the
traffic,” was his argument, and he
carried his point.
He not only rebuilt the Union Pa
cific Railroad, but he put a pride and
spirit into its staff. He got rid of its
president in a peculiarly Harriman
esque way. It is said that he sum
moned Horace Burt, the president,
to his office in New York, to tell him
that his work in the future would be
merely to carry out the orders of Mr.
Harriman. Burt came. He called
at Harrlman's office and sent in his
name. He was told to wait. He
waited all day. He waited all the
next day. On the third day he still
waited to see Mr. Harriman. Clerks,
other visitors and office boys came
and went. Harriman still sent out
word that the chairman of the execu
tive committee was too busy to see
the president. Then Mr. Burt re
signed, and Harriman took the place
of president himself and still holds
the office.
In the ten years ending in Janu
ary, 1908, the car capacity and the
engine capacity of the Union Pacific
were doubled. In that time the Har
riman policy has given to the West
practically another railroad equal to
two railroads of the old standard of
the Union Pacific.
Mr. Harriman has been criticised
for not reducing freight and passen
ger charges. Whatever financial ben
efits have developed from his admin
istration have mostly gone to the
stockholders, of whom he is himself
said to be the largest.
jl Railroads Valued at S3,365,QOO,000 1
Now Under Control of Harriman |
Mile- +
- s Stocks. Bonds. age.' ?
2 Union Pacific . $295,059,200 $201,065,500 5,916 ?
; Southern Pacific. 273,031,700 383,305,551 9,693 +
2 Central Pacific. 80,001*100 136,305,000 2,124 ?
2 Pacific Mail . 20,000,000 . T
1 Oregon Short Line. 27,450,100 82,491,000 1,462 $
2 Chicago, Mil. & St. Paul. ... 132,998,500 121,849,500 7,043 f
2 Illinois Central . 123,552,000 146,053,275 4,459 T
t Baltimore & Ohio. 212,175,800 246,849,430 4,485 T
2 Erie Railroad . 196,892,400 209,633,900 2,333 t
2 Louisiana & Texas. 15,000,000 6,494,000 350 i
t Central of Georgia........ 5,000,000 40,396,000 1,913 1
2 Wheeling & Lake Erie.' 36,980,400 23,005,000 442 I
2 Wabash-Pittsburg Terminal. 10,000,000 40,000,000 60 2
2 Western Maryland . 15,685,400 58,718,875 543 2
2 Wabash.. 90,749,200 115,585,000 2,514 2
* Totals.$1,544,574,700 $1,S20,897,031 43,337 |
; Total of stocks and bonds outstanding.$3,365,471,731 |
• T
of the worst ever known to railroad
history. It had been in the hands of
receivers for five years. One plan
after another had been taken up and
abandoned. J. P. Morgan headed a
syndicate to rehabilitate the road,
and then gave up the task in disgust.
Kuhn. Loeb & Co., the wealthy
Wall Street banking house, repre
senting a syndicate, finally made an
offer for the property, which was ac
cepted, and on the last Cay of J*
uary, 189S, the road was turned over
to this syndicate, which included, be
sides E. H. Harriman, two members
of the Vanderbilt family, two of the
Goulds, and several independent cap
italists. Harriman was looked upon
as the most humble of the group.
The Union Pacific at that time was
merely a main line, 1000 miles long,
from Omaha to Ogden. The syndi
cate bought a group of branches
called the Kansas Pacific for ?G,303,
000. Altogether the syndicate was
called on to arrange for less than
$75,000,000. Within three years the
syndicate received back, in profits,
every cent that had been put into the
property.
In all Wall Street history the cre
ation of the present Union Pacific
system is the most marvelous chap
ter. Here is Harriman’s own story
of the reorganization, which, at one
stroke, caused him to be looked upon
as the best all-round practical rail
road man in America.
Harriman's Story of His Success.
"When 1 commenced to reorganize
the Union Pacific in 1898 there was
no reason why any one of a dozen
men should not have done it. but
nobody else seemed to have the
nerve. The road was practlpally a
wreck. K had been five years in the
hands of a receiver, and the times
were so bad that it could not earn
eough to pay expenses. I have since
made a new road of it, and to pro
mote economy and convenience of
management and to benefit the stock
holders and the public, I placed it in
close traffic relations with the South
ern Pacific, the Oregon Short Line,
the Oregan Railway and Navigation
Company, the Pacific Mail steamship
lines and various other railway and
steamship lines of less importance.
“I have practically rebuilt them
all, have opened up a vast area of
valuable contributing territory by
building nearly 7000 miles of new
road, and haje 2260 additional un
der construction or projected. I
h^ve shortened distances, have re
duced grades, cut out curves, relaid
the tracks with heavy steel rails,
have replaced the wooden bridges
with masonry, have double tracked a
considerable distance where the
traffic is the heaviest, have provided
additional terminals and facilities
for handling freight, have built eight
of the finest steamships on the ocean,
have bought or built 1418 locomo
tives, 1050 passenger cars and 42,
600 freight cars.
"In these improvements I have
spent $257,760,700 to promote the j
However, it is indisputable that he
has made travel safer, swifter and
more comfortable, and has contrib
uted to the growth of the whole
South Pacific coast in wealth and
general prosperity. His policy has
been liberal in such matters as sta
tion buildings, sidings for manufac
turers and railroad crossings.
Mr. Harriman is said to be very
liberal in the matter of salaries. Mr.
Kruttschnitt receives $60,000 per
year, and Mr. Stubbs an equal
amount. The salary of J. T. Hara
han, Mr. Harriman’s president of the
Illinois Central, is $40,000 per year.
Others in the Harriman organization
with large salaries are S. M. Felton,
$35,000 per year; Samuel McRob
erts, $30,000 per year; P. H. Stohr,
assistant to Mr. Kruttschnitt, $30,000
per year, and R. O. McCormick, as
sistant traffic director, $30,000 per
year.
“Working for Harriman is simply
a matter of making good all along
the line.”
That is what they say out West.
“Harriman is efficiency crazy,”
they will tell you in Wall Street. “He
wants results and he gets result's.”—
New York World.
Hardy Women.
The Buffalo Commercial points out
that instead of being called the
"weaker sex,” women should be clas
sified as th,e tougher sex, and proven
its contention by pointing out the
well known fact that women pay less
attention to the matter of dressing
to suit the weather than do men;
that women risk pneumonia and oth
er ills by wearing peekaboo waists,
and going bareheaded in inclement
weather; that they wear high heels
and corsets, and otherwise abuse
their health, but still live longer than
do the men. But the Commercial
forgets all the men endure in the
way of eating too much, drinking too
much and an over-indulgence in to
bacco, all of which are vices not com
mon to femininity.—Atchison Globe.
The Fine Points of Drill.
An English drill sergeant, whose
severity had made him unpopular
with his company, was putting a
squad of recruit's through.the funer
al exercise. Opening the ranks, so
as to admit the passage of a cortege
between them, the <nstructor, by way
of practical instruction, walked slow
ly down the lane formed by the two
ranks, saying as ha did so: “Now,
I ‘am the corpse. Pay attention!”
Having reached the end of the lane,
he turned round, regarded the re
cruits with a scrutinizing eye, and
then remarked: “Your ’ands is
right and your ’eads is right, but you
’aven’t got the look of regret you
ought to ’ave!”—Bellman.
When a vessel is on her trial trip
STie runs four times over a measured
mile, twice with and twice against |
the tide. Her average speed is thus
arrived at.
THE HUB.
We Are All Grabbing For It.—From Judge.
New Idea in Garment Fasteners.
Innumerable attempts have been
made to provide a satisfactory fasten
er which could be substituted for the
button and buttonhole so long used
for fastening all manner of garments.
These substitutes have taken the form
of hooks and eyes, of all shapes and
sizes, and similar patented clasps. An
entirely new idea in this line that
should prove successful is shown
here. This clasp consists of a clasp
comprising a stud and a co-operating
eyelet. Both are formed of hard rub
ber and attached to shanks, which
are fastened to the garment. The
stud is hollow, and is shaped similar
to the ordinary collar button. The
eyelet is slightly smaller than the
widest portion of the stud, to insure a
firm hold. Being of rubber the eye
let naturally will expand sufficiently
to slip over the stud. The latter be
ing hollow and also of rubber will
contract, making the operation of
slipping on the eyelet an easy matter.
When the eyelet and stud are thus
clasped considerable force i3 required
to unfasten them.—Washington star.
A Century Ago at Sea.
A. M. Devereux, of Castine, Me.,
has in his possession the ship’s
articles of the schooner Classia and
Eliza on a voyage from Boston to
Castine, thence to some port in the
West Indies and return, in 1802. The
schooner was in command of one
Mathias Rider, Jr., master, and was
manned by a crew of first and second
mates, cook, ship’s boy and three
seamen, which in these days would
be considered sufficient for a large
three master. The pay list is of in
terest as compared with the present
day, as by this paper the master re
ceived $25 a month, the two mates
$22 and $17 respectively, and the
seamen $12 a month, while the boy
received $4.50. The back of the
articles shows a copy of the laws for
the government of seamen in the
merchant service signed by George
Washington, President; John Adams,
Vice-President, and Thomas Jeffer
son, Secretary of State.
World's Silk Industry.
The ancient city of Lyons, the third
city in Prance, with a population of
500,000, vies with Milan in im
portance in the world’s silk industry.
No fewer than 40,000 men, women
and children are employed in the
factories.
-ft_
A Beautiful Memorial.
All people are familiar with tht
story of Sir George Williams, the
Englishman who founded the Young
Men’s Christian Association; whose
work spread to every land, and who,
in recognition of his services to hu
manity, was knighted by his sover
eign.
England has several memorials, and
now the United States, in which the
Y. M. C. A. movement has reached its
greatest magnitude, is to have a com
Sir George Williams' Memorial.
memorative piece of sculpture worthy
of the man whose bust it will bear.
It is the work of Mr. George Framp
ton, a member of the Royal Academy
of England. Above the bust is the
coat of arms of Sir George, and on
each side of the name-tablet are two
supporting figures. The quotation
below is taken from one of his last
public utterances.—Christian Herald.
SHE HAD INSIDE INFORMATION.
1
Fair Oustomer—“Is this color fast anil really genuine?”
Gallaat Shop Assistant—“As genuine as the roses on your cheeks,
madam.”
Fair Customer—'H’m!—er—show me something else!”—London
Punch.
An Improvised Jelly Press.
I had a large order for jelly and
my press broke down. The fruit was
ready, and as there was no time to
waste in going to town and waiting
tor repairs, I fixed a device that an
<1
- ■*»
iwered admirably. The jelly bag was
placed on the clean bread board,
tvhlch was slightly inclined to run
Into the bowl below. Over this was a
tong board extending some distance
beyond the bread board and secured
over the board by being slipped un
der tho window sill. A couple of
large stones were placed on the long
end of the board, and I had the most
satisfactory fruit press I ever used,
and one that took no twisting and
strength to operate.—N. S. S., in the
Ladles’ World.
Indian Engineer.
A descendant of Tama’s band of
Musquakie Indians is now the en
gineer of a fast passenger train on the
Burlington road. He is here on the
same ground where his ancestors
lived for many generations. He
crosses the same rivers, surveys the
same landscapes, observes the same
phenomena of wind, temperature,
storms, etc., that were familiar to
his ancestors of centuries ago. He
wears more clothes than they wore,
and he speaks a different language,
and he is serving civilization instead
of barbarism. Few if any of the pas
sengers who ride behind Tiim know
that a Tama Indian sits in the cab of
the engine as it speeds over the
prairies.—The Burlington Post.
NEW JERSfjMTE NEWS
Thrilling Rescue In Surf.
Hundreds of persons on the beach
£t Ocean City witnessed the most
thrilling rescue ever seen there. Les
ter Boulander, twenty-eight years old,
of Romulus, N. Y., and Herbert
Packard, a young Philadelphia, were
bathing in the ocean. Boulander got
some distance beyond Packard and
suddenly threw up his arms as though
seized with cramps. Packard shouted
for help and attempted to go to his
aid, but was beaten back by the heavy
surf. Lifeguards Longwell and Hag
gerty caught up a life buoy and the
life line- and started out for Boulan
der, who had gone under. Longwell,
who has been chosen coach for the
Pennsylvania freshmen football team
for this year,went into the surf, and
after much effort reached the drown
ing man. He was soon joined by
Haggerty. Meantime, Captain Joseph
Krauss, of the lifeguards, went to
their help in a lifeboat. As Long
well and Haggerty Were endeavoring
to place Boulander in the boat th«
craft was upset. In capsizing one
end of the boat struck Longwell on
the head. The guards managed to
get Boulander ashore. He was un
conscious when brought in, but wa«
revived.
Bond Coupon Mail Robbery,
The Postoffice authorities of Pater
son and Bordentown discovered a
theft of $200 worth of Paterson city
bond coupons. The Bordentown Na
tional Bank is the owner of a number
of Paterson bonds, on which the an
nual interest was due recently. The
coupons were cut and given to a bank
messenger to mail to the City Treas
urer of Paterson by special delivery.
The messenger says he mailed the
letter at the Bordentown postoffice.
After three days had elapsed and the
check for $200 had not been received
the Bordentown bank requested the
First National Bank of Paterson to
collect the money due on the coupons.
Inquiry at the City Hall revealed that
the City Treasurer had paid the in
terest .to Merritt D. Mann, of Trenton.
The coupons were sent from Trenton
by Mann, who in his letter asked that
the check for $200 be mailed to him
by special delivery, but not regis
tered. How Mann got hold of the
coupons is a mystery to the Borden
town bank officials and the postal
authorities of that place.
Fortune Gone, Won’t Wed.
Devotion to her father, whose for*
tune she helped build, Miss Mary A.
Camera, of 205 South Broad street,
Trenton, daughter of Angelo Cam
era, has broken off her engagement
to marry Dominick Richard, a shoe
dealer, of Princeton. She has applied
for her old position as a school teach
er in the public schools. The young
woman says that her place is helping
her father up in the world again, not
getting married when he is in diffi
culties. She resigned as a school
teacher to marry, and the wedding
was to have taken place on October
3. Camera's fortune was swept away
two months ago when ex-City Treas
urer Joseph R. Encke went into bank
ruptcy. He was indorser on much of
that official’s paper.
Silas Stuart Dies.
Silas Stuart, Treasurer of Montclair
since its incorporation in 1894, died
suddenly in the library of his home
there from apoplexy. Up to five min
utes before his death Mr. Stuart was
in excellent health. He was born at j
Sag Harbor, L. I„ on JJarch 3, 1848. I
Shortly after becoming of age he be
came a partner in the firm of Stuart
& Sheppard, dealers in watches and
jewelry, at No. 2 Maiden lane. New
York City. He went to Montclair to
live in 1881 and was elected Treas
urer and continued in the office.
Mayor Henry V. Crawford ordered the
flags raised at half mast on all public
buildings in the town.
Celebrates His Olst Birthday.
Henry B. Howell, of Trenton, one ,
of the founders of the Republican
party in New Jersey, owner and edi
tor of the first Republican paper in
New Jersey, has celebrated his nine-/
ty-flrst birthday. He received letters
of congratulation from the Rev. T. L.
Cuyler, of Brooklyn, and many other
distinguished men in New York and
Philadelphia, all of whom have been
his friends for the last fifty years.
Mr. Howell went to work as a news
boy when eleven years old.
W. C. T. U. Officers Elected.
At the meeting of the W. C. T. U., !
of Manasquan, these offlcei-3 were
elected: President, A. Eliza Tarr
(formerly of Haddonfleld); vice- |
president, Mrs. Andrew J. Gregory;
corresponding secretary, Mrs. E. A. j
Evans; recording secretary Marietta !
Allen; treasurer, Mrs. Carrie Lupton
Moore.
Boiling Starch Scalds Child.
Rosa Baker, five years old, the I
daughter of Mrs. Joseph Baker, of
No. 68 Straight street, Paterson was
scalded by boiling starch. The child,
playing about the house, pulled off a
table cloth on which was a pan of
starch. The upper part of her body
was scalded.
Joseph E. Pierson Dead.
Joseph B. Piersoa, Sergeant at.
Arms of the New Jersey Supreme
Court for twenty-seven years, died at
Trenton, aged seventy-eight years.
He was well known to lawyers of New |
Jersey, New York and Pennsylvania, i
Woodrow Wilson Burk From Europe.
Woodrow Wilson, president of
Princeton University, who went
abroad several months ago, has re
turned to Princeton.
In All Parts of the State.
The Woodbury Gun Club will build
a new clubhouse.
Charles Munyau. of Mullica Hill, ;
has been awarded the contract for tho
erection of the new barn on the Glou
cester County farm.
Former County Clerk Andrew R.
Dilts died suddenly from apoplexy at
his home in Flemington. He was
sixty-five years old.
The bill of $ 1 S4.50 charged by the
Millville dog catchers for a few ;
weeks' work and afterward held up |
by Council, was paid.
Robert Sheppard killed a rattle
snake in his yard at Cedarville after
a fight.
Daniel Dickinson, of Cedarville, has
a remarkable citron vine on his farm.
It is sixty-five feet long, has twenty
six prime citrons on and is still grow- j
ing.
The body of Mrs. Ashton Harvey,
wife of a New York lawyer, was
found, with all her jewelry, in North
Pond, near her home at Short Hills.
During a quarrel over a note that
was past due, John Gotti beat Lewis
Schiuck with a stake and cut a large
gash in his forehead, at Newfleld.
G«tt: was plated under bail lor trial
.POWDER
A PROTECTIVE
COVERING FOR
ALL INFLAMED
AND RAW SUR
FACES
• / - *
Cures Chafing Overnight
AND PREVENTS RET URN
A Waterproof Dusting Powder
t
Superior to A1 /. Talcums
For Sale by Druggists
AMERICAN PEROXIDE
AND CHEMICAL CO.
SiS Maiden Lane. New York Citv
MRS. O. C FREYGANG
Pram No York City
Teacher of German, Voc'I and
Instrumental Music. «
Open fee Engagements for Song Redtak
and Musicals.
STUWO. Brake* BulHta*. Urarktram. N. T
SMS
<1 ■ ■ 1 , -.—..1.IK=lLSi_L...iB
WHEN THE FIRE BELL RINGS. 1
_ r
Look at This and Ton Will Be Ablo
to Looate the Blaze.
HOW TO SEND IN AN ALARM.
To send in an alarm, open box and pnll down
the lever on the inside. When an alarm it
sent in, the fire bell will sound the number of
the box and repeat the alarm four times.
There are several keys to each box, which are
held by persons living nearby—a card attached
to each box gives the names of such holders.
Policemen also have keys.
HOW TO LOCATE AN ALARM
If the alarm is sounded from box 25, the flie
bell will Btrike two, then pause and strike dv«\,
whioh will indicate that the fire is in the vicin*
tty of No. 25 box. Every alarm is repeated
four times.
NO. BOX. LOCATION.
25 .Western Ave., near Miller St,
26 .Mendham Ave., corner St.
27 .Corner Early and Harrison Sts.
28 .Speedwell Ave., near Early St.
84 .Water 8t., corner Cole Ave. '
85 .Morris fet-. at Depot
86 .Morris St., near Washington Pi’d’q’s
87 .Madison Ave., near Ford Ave,
48.Franklin St., near Franklin Place
45 .Maple Ave . between Oak & Boy ken Sts.
46 .Market St., corner Macculloch Ave,
47 .Washington St., at Roy’s drug store
62...,.Police Headquarters, Speedwell Av«*
•58..Memorial Hospital, Morris Si
64. ...Water St..corner Linden Ave.
66....Maple Ave., corner Madison St.
*62.All 8oals’ Hospital, Mfc. Kemble Ave.
63 .South St., front Morristown Club
64 .Sussex Ave., corner Mills Si
65. ..Washington St., corner Atno Ave
72.Macculloch Ave., corner Boy ken St
78....corner Park Place and South St.
74.Cor. Ridgedale and Abbett Avea
•To be rung at Police Headquarters.
MORRISTOWN FOSTOFFIOE.
Open from 7 In the Morntue ’T.itll 7
In the Evening.
MAILS CLOSE.
7.30 A. M.-For New York and all lntormedl.
ate stations.
8.16 A. M.—For Easton, Newton, Chester and
all intermediate stations. Wliippany.
8.16 A. M.—For Brookside, Mendbam and nl«
stations on the RooKaway Valley Railroad.
9.15A. M.—For New York and intermediate
Stations.
9.16 A. M.—For Mount Freedom.
9.45A. M.—For Newark, New York and be
yond.
11.25 A. M.—For Newark. New York andh#
yond.
12.45 P- M.—For New York am1 all interme
diate stations.
12.45 P. M.—For Rockaway and Dover.
2.50 p. M.—For New York and all interme
diate stations.
mails ready for delivery.
•7.20 A. M.—From New York and intermedi
ate stations.
8.80 A. M.—From Hnckettstown and inter
mediate stations. tVliippany. Mt. Freedom.
9 a. M.—From Brookside, Mendham and all
stations on the Roeknway Valley Railroad.
*9.20 A. M.—From New Yoii. and intermedi
ate stations.
12 A. M—From Dover.
•1.10 P. M. -From New York ami intermedi
ate stations.
1.28 p. m.—From New York.
8.80 P. M.—From Philadelphia. Boston, New
ton, Chester and intermediate stations.
4.80 P. M.—From BrookBide, Mendham and ai)
stations on the Rockaway Valley Railroad.'
*4.41 P. M.—From New York ami intermedi
ate stations.
*4.14 From Newark and New Fork
•Delivered by carriers.