The Saint Paul globe., September 14, 1898, Page 3, Image 3

About The Saint Paul globe. (St. Paul, Minn.) 1896-1905

Image provided by: Minnesota Historical Society; Saint Paul, MN

                
1 GIFT FOR COL. SHANDREW
.HE LOVING CUP PROM THE FIF
TEENTH PRESENTED BY
LIEUT. MITCHELL
COLONEL HAS A RELAPSE
Hut la Is Only a Tempovary Setback
Tite Throe I in, s Ckosea to i
Carry the Troop* Eaatf Are An
aoaaeed Boy* Will Bo Hronsitt
to St. Paul on Electric Cam and
Board the Train Here.
Tiie commissioned officers of the Fif
te< nth regiment showed their feeling
toward their former commander, Col.
J. C. Shandrew, yesterday, when Lieut.
Mitchell presented Col. Shandrew with
a Bilver loving cup. Lieut. Mitchell
to..k the cup to the residence of the
colonel in Merriam Park. The gift was
suitably inscribed, otherwise it was
plain solid silver tind a handsome
thing. Cli one side were the nam-, s of
the cap-tains and lieutenants; on the
other tiie names of the higher officera
of the regiment and a few lint's ex
plaining the gift
It was a nia iter of regret among the
men of the Fifteenth to learn tha.i Col.
Shandrew's gradual recovery since his
attack received a little Bet-back Mon
day. But the relapse was not serious
and it is hoped he will continue to im
prove again. He lias been able to walk
about and do some reading, and it is
expected that In a few weeks he will be
able to resume bis bus';;. ess in civil life,
if he it els so diSpOSv d.
The Omaha, Wisconsin Central and
Minneapolis X: St. Louis are the three
lit..- i to take the Fifteenth
East. The regiment will be transport
ed from Camp Snelling to St. Paul by
tin- street care. r riie regiment will fill
about live trolley trains, and in all
twenty cars will be used. They will
reach the city about 10 o'clock, and
. this wili enable citizens to give the
| regiment a royal send off. It is prob
) able that some formal demonstration
' will be held.
- The First battalion, under Lieut. Col.
Gotzian, including Col. Leonhauser, the
non-commissioned staff, Surgeon Ma
jor l>. nnis. Quartermaster Coe, Adjt.
In, chaplain Turner, Provost
Brown, Acting Quartermaster Sergeant
Bellows, and the band, will go on the
Omaha. On this train also will be car
ried tht- officers' hors.s, a greater part
Of the ten days' fleld rations, and most '
of the commissary and hospital sup- j
plies. The Second battalion, under •
Maj. Hand, goes over the St. Louis: j
and the Tliird. under Maj. Elwin, will '
leave over the Wisconsin Central. All
the battalions are expected to arrive ln
Middletown, Pa., the same day.
Battalion Adjutant Pattee will be |
acting quartermaster on the Second
battalion train and Battalion Adjutant
Elliot on the Third. Shelter tents will
be issued today and carried on the
train by the men. There will be a
m dicine chest on each train. Dr.
Mowers and Steward Kehoe go with
the Second battalion; Dr. Fry and
Steward Metoalf will be on the Third. |
Four days' traveling rations, consist- j
Ing of canoed beans, canned l»eef, hard
bread, canned tomato. c and $900 of i
oc (Tee money, will be issued today and
the ten days' field rations for use ln
Camp Meade will be delivered from St.
Paul directly to the train.
The boys have things almost in shape
for their departure and are happy at
the prospect of getting away. The cap
tains of the companies reported that
thoir men were ready to move at a,
notice of half an hour.
A detail of twenty-six men were as
,'Sisting Lieut. Connors, who has been
appointed trainmas/.er and master of
transportation, ln separating the prop
erty of each battalion and getting it
ready for shipment.
The evening and early morning of
late have been very chilly and the aris
ing lack of comfort has necessitated
the invention of some means whereby
the tents might be kept warm. Capt.
Morrison claims to have discovered
Such a convenience, and the guards say
that at almost any time of the night
the captain may be seen wending his
way to the camp fire, carrying a shovel
with which to get from the flames cer
- tain stones which have been selected
for their heat-containing qualities.
Former Sheriff Chapel called on his
6on. First Sergeant Guy C. Chapel, of
Company L. yesterday.
William H. Dinney, Company G, who
died at St. Luke's hospital yesterday
morning, was twenty-seven years old.
He was a graduate of an academy at
Valparaiso, Ind., and recently was en
_ gaged as professor in a commercial col
lege at Little FalK His nearest relative
Is Mrs. S c la. M. H sk T, of Little Falls.
Private Dinney was a fine soldier,
pl- asant, agreeable and popular.
{JOLD MtTIILVER
Continued Front First I'aße.
magnitude that voluntarily preserve
the silver standard. There were no
bimetallic countries now. As to in
ternational bimetallism Mr. White
thought that Senator Woieott had
preached its funeral sermon after he
came back from his fruitless mission
some six months ago.
MR. BARTINE DEFENDS.
H. F. Bartine, of the National Bime
tallism, of Washington, D. C, replied
to Mr. White.
(Vngressman Bartlne's reply began
with a support of the legal tender
theory of money in general. He denied
that either Mr. Atkinson or Mr. White
bad made any affirmative showing in
behalf of the gold standard; in fact,
he denied that any affirmative showing
could be made for it. The same law
that made 2C.8 grains of gold a dollar
could have made a dollar of half that
amount, and under the law, making
this a standard dollar, If there were
only one ounce of gold in the world,
It would not be worth more than $20.67.
gold standard, wherever It existed,
was a creature of law and nothing else!
Gold had no particular intrinsic value!
Its value as a money metal was alto
gether extrinsic, depending upon its
ion to other things, and its ex
change value was altogether depen
dent upon the law of supply and de
mand. Tbe difference between the sup
porters Of Bryan and those of Mc-
Kinley in the last campaign was only
a difference of method. One element
Vi -d in the free coinage of silver
(Independently, and the oth«r in waiting
for an international concurrence. He
made th<- statement that in the last
election practically 13.500,000 voters had
g< ne on record for the free coinage of
silver, at the same time only 134,000
voted unequivocally for the perpetua
tion of the gold standard. He quoted
Jevons to demonstrate that the general
establishment of the gold standard
throughout the world would operate
disastrously to business. Speaking for
an hour, he went into all the argu
ments in support of silver as a money
natal, co-ordinately with gold at 16
to 1.
GOLD STANDARD.
The Hon. Joseph M. Carey, ex-United
States senator of Wyoming, spoke on
"The Gold Standard From the Stand
point Of the Western States." He said
ln part:
While my subject Is entitled "A Gold
Standard From the Standpoint of the West
ern States," the limitation, so far as section
is concerned, is entirely unnecessary and
therefore useless. Our contention ie the be«t
standard of money for the extreme West or
the country that is most thoroughly impreg
nated and imbued with the Farmers' Alliance
iard Populistic theories, ls the best standard
for Che extreme East. The beat standard for
the agriculturist of Kansas and Nebraska ls
the best standard for New York city. In
other words, the be*st standard in one sec
tion Is the best standard for all sections of
the I'nited States. Speaking of a standard,
we allude to that quality possessed by a
metallic money which measures all values
bust, gives stability and elasticity, but cir
culate* in all sections without depreciation;
that goes and cornea without It] value being
Questioned or suspicioned. The foundation of
tiiat standard among other things should be
labor."
The speaker has believed that a double
siandard might be maintained through inn :
nat|onal agreement. Hut such an agreement
appears no longer probable. The adoption of
the gold standard is rapidly being accept d
by all the nations that have hitherto clung
to silver. That the displacement of silv.r
and the supremacy of gold as a Standard has
been brought about by conditions not the
result of legislation, or the result of any
effort on the part of banks, banking Institu
tions or individuals, but from natural caus £8.
Is rapidly becoming a fixed conviction. It"
has come as ail advancement comes. In the
end We adopt instruments and appliances
which seem to be the best adapted Mir the
work de have to do. This has been none
the less true with reference to money. The
change has been gradual. One nation has
followed another.
RAILWAY INTERESTS.
H. P. Robinson, of Chicago, spoke on
I the subject: "The Interest of Railway
Men in the Gold Standard." He said
i in part:
By far the greatest interest In the pros
perity of the railways is that of labor.
While the railways of the country pay about
$1 2,000,000 a year in salaries to general of-
I fleers, and about $58,000,000 a year in divi
dends to stock holders, they pay at hast
$460,000,060 to labor. When tor any reason the
learnings of railways aro seriously curtailed,
j or their expenses Increased, the burden must
Chiefly fall on labor— that is to say, on the
! va^e earner who gits his living from the
'■. pay rolls. The best evidence of this is shown
; from the fact that as a result of the panic
ot 1898 about lla.fOO men, who were at that
time in the employ of the railways, were
thrown out of work. The pay rolls of the
! companies were reduced by 115,0(0 names,
and limit of these men had wives and children
j dependent on them. Under ordinary circum
stances, there are about five men in the
! service of the railways to every mile of line, '
and each milt of line must produce the $2,750 !
necessary to pay wages to these five nun.
I If the i amines fall off so that the mile of
; line will nv>t prcduce trat much money after
paying the inc. stiy operating expenses, the
; pay rolls have to be cv*.
It is commonly claimed that t'e free coln
age rf silver. If lr hurt anybody, would only
! hurt the capitalist and the gold bug. If the
\ free coinage of Bilver would r.duce the rail
way earnings, the men who would suffer
would not bt the capitalists or the g Id bugs,
i but would be the Jab-jring men. The ex
perience of Mexico shows what bappens to '
■ railway companies in a country with a de- )
! predating currency. In &lexica, though the
I the couutry generally is pr the
Mexican railway companies are una te to pay
j their interest charges, ard if tiny had to pay :
• to their common labor the same wages as the
American workingman g« ts, they w. uld be
i unable to hire enough labor to opt rate their
I roads. If the United Starrs was on a silver [
: bntis, the earnings of the railways would be, l
of course, in gUvcr dollars, or their iquiva- !
kill.
The railways could not put up the ir gitc s, j
and at the best they would only get the \
same number of doKars as tney do now, but 1
those dollars wou'd purchase l?ss. They ;
would purchase less machinery, less fuel. less '
supplies— th it is to say, tha"t the expenses
of the railways for these items would be '
materially increased. Railway companies,
therefore, wou'.d have le>s money to pay In- I
terest, to pay labor and to pay dividends. '
First of all. they would pay no dividends; :
but thit would not be nearly enough to mtet '
j the deficit. The interest charges all have to •
I be paid in geld, and the companies would I
i have to make a desperate effort to pay those
j charges, but having nothing but depreciated
, sliver dollars to pay with, the effort wouid
j necessarily be futile. No railway company
j ln the country c uld meet its annual in
terest charges, and there could not be any
thing but bankruptcy ahead. Meanwhile
while the struggle was going on, labor would
suffer. The railway companies would be
compelltd to cut their pay rolls and to cut
their wages. There would be fewer men em
ployed. They would probably get less
wages, and every dollar of those wages would
produce less than lt does today.
While, therefore, the interest of capital ln
the gold standard ls large, the Interest of
l£fc*r Is Incomparably larger. Labor would
surfer most severly by any tampering with
the currency. In 1596 80 per cent of the rail
way men voted for sound money, which ls
to say that railway men cast 750,000 votes
for William McKinley. They wil /Jo it again
whenever the question of the monetary stand
ard comes up, because their interest in the
maintenance of the best standard is over
whelming.
IMPORTANT QUESTIONS.
M. L. Crawford, of Dallas, Tex., said
In part:
The unsettled and disturbed condition of
our financial system demands the thoughtful
and patriotic consideration of every man who
honestly desires to promote the public wel
faie. We should approach the subject as
patriots, animated alone by a desire to pro
mote the welfare and advance the prosperity
of all sections ol" our common country and
all persons, ln every condition of life, and
not as partisans influenced by cosiderations
of party expediency.
The flrst and most important fttep ls to de
termine what the standard of value is and la
to be. Settle this once and for all and the
other defects in our financial system will not
be difficult of solution. Faniy stated, the
question to be first determined is this: Shall
this country maintain the single gold stand
ard, using at the same time as much silver
ln our currency as the necessities of business
and the convenience of the people require, or
shall we adopt the single silver standard and
drive gold from our monetary system? Tha
real issue, therefore, is between a single
gold standard with silver as a subsidiary
coin, and a single silver standard with gold
as a commodity. We must take one or tha
other or abandon a metallic currency alto
gether.
It Is true ihat the advocate of the free
coinage of both gold and silver at the ratio
of 18 to 1 call themselves bimetalilsts, and in
sist upon a double standard. Not one, so
far as I am advised, has openly declared for
the single silver standard. The majority of
them insist that with free coinage at the
ratio of 16 to 1, every dollar to b.. a legal
tender, both metals will bo coined nt the
mint and circulated concurrently notwith
standing the fact that the relative commercial
value of the two metals ls now about 35 to 1.
When the advocates of the free and unlimited
coinage of silver at an arbitrary ratio fixed
by law point to a single Instance In the his
tory of modern times where gold and sliver
ever kept company with each other, ex
cept on the inflexible rule of equality ln
value, it will be time enough then to ask
and expect the people of this country to dis
card the lesson learned from the experience
of all mankind and accept their financial
theories."
Mr. Louis R. Ehrich, of Colorado,
spoke about "The Folly and Futility of
Fighting Evolution."
Hon. Charles N. Fowler, congressman
from New Jersey, spoke on the sub
ject: "What is the Best Form of Pa
per Money ?"
William C. Cornwell, of Buffalo, said
In part:
Considerably over $3,000,000,000 worth of
promises are held by the hanks of the United
States. These promises are made in writing
and are signed by all classes of people. S^me
of these people have property like stocks and
bonds, or other forms of collateral which they
have put up to Insure the payment of their
promises.
Others have prospects which they virtually
pledge in their promises to pay— prospects of
selling things, like wheat, corn, cotton, lum
ber, Iron— also muscle work and brain work
With the proceeds of the sale of these things
they expect to pay their promises. These
promises are the loans and bills discounted
held by the banks.
All of this value in promises to pay ls used
as the ba«is of a currency which has come
gradually— steadily into use ln the businesg
of the United States. The operation Is this-
The man with a promise turns lt over to the
bank, which gives him Its promise ln the
shape of a right to draw against the amount
of his promise, less the discount.
The right to draw ls expressed in the form
of a deposit to his credit. His checks against
this deposit are accepted by anyone he wishea
to pay money to. and his checks at once
form a part of the currency of the country
This curencr has come Into use without con
certed action. without legislation-almost
without the knowledge of the great majority
ot the people who are using it daily This
currency is what is known as d---DO-.it cur
rency A very large part of the business of
the Lnited States Is carried on with this
kind of currency.
The deposits in the banks, the bas's of 'his
currency or money,hav> lncreirel from f 103 -
COO.OCO in 1875 to $3,800,000,000 in 1597 The
currency furnished by checks against ihe&e
inT^!tJSS^mu\ p ">ent of the business of
the United States just exactly a^ it would
be done with bank notes if thare were enough
of t.iem, or with the government paper
money. * v
Tried by nearly every government in ex
istence legal tender notes have pre ved In
every Instance a failure, entailing in th-lr
use speculation, business uncertainty fluc
tuating employment for labor, suffering to
wage earners and finally disaster to ev.rv
interest. *
Charles A. Towne, of Duluth, Minn,
national chairman of the silver Repub
lican party, took exception to Mr. Fow
ler's logic that the old standard had
produced simultaneously an indefinite
rise in wages and fall of prices. Mr.
Towne will open in behalf of silver to
morrow morning and Mr. Fowler will
combat him
■ J
THE ST. PAUL GLOBE WEDNESDAY SEPTEMBER 14, 1898.
MAJOR CLARK IS BLAMED
CAPT. WHITNEY SAYS HE CAUSED
SICK SOI.DIEKS A LONCi
DELAY
STILL HAVE NO FURLOUGHS
Mm'ty of the M««n Are Technically
Deserters, to Say Nothing of the
inconvenience That Was < anxed
lv Connection AVith StnrtiitK
Them for Homo Hospital* Well
Etiuimied, but They Lack lfurse«.
"As far as location, sanitation ana
equipment is concerned," said Capt. C.
C. Whitney yesterday, "tne Third divi
sion Held hospital at" Lexington wants
nothing. But in Ita management there
is room for criticism, and yet it is
probably the best service in the arm>'.
"Pirst, in the aba. nee of competent
nurses, for which there is no good ex
cuse. As a rule we found the men de
tailed to jvait upon the sick willing to
wait upon the sick, but they knew little
or nothing of nursing. In ono ward I
noticed a delirious patient and another
so ill as not to care for aid, who were
not approached for hours by any nurse.
What else could be expected of Inex
perienced men, and generally, of men
Whom such service must be extremely
distasteful? It was evident that these
men were not selected because of their
fitness. When a captain is called upon
to detail one or more men, he natural
ly sends those who are of least value
to the company. Tbe man who seeks
to get rid of drill or smites duty is the
one willing to go to the hospital corps!
Of course there are exceptions, and 1
saw some faithful work in the hos
pital by these men.
"I believe the great crime of tho mcd- j
leal department to have been its re- !
fusal to use trained women nurses, of j
whom thore were plenty anxious to I
serve. The next greatest is at the door j
of tbe man who annulled the early or- j
der to organize a trained hospital corps i
In each regiment. His name should be j
made known and become abhorred or •
all Pen in thia generation. Gen. Ster.i- j
berg's pl-n p-ovided for a hospital
corps of eighty-seven men to each reg -
irent. These men were enlisted by the !
Minnesota regiments at tho first and '■
thoy came from the university medical
str '.nts from young phys.cians, regis- i
tered pharmacists and (ther source-,
hiving a knowledge of nursing and I
medicine. Then came the order for- I
b'ddlng the muster in and they were j
cast aside. Was this order in the ln- I
terest of great division hospitals and
of an army of young doctors without !
practice and old doctors who had lost i
practice and through political pulls !
wished army surge ns' commissions on I
the Innumerable staffs of division hos- i
pitals? Who shall say?
There is a want of good executive i
ability among some of the surgeons In j
charge of division hospitals and inex
cusable negligence among others.
"When sick soldiers are furloughed
home, they are allowed $1.50 a day for
rations en route. The sick of the Four
teenth at Knoxville got this all right.
But at Chickamauga and Lexington,
where there are division hospitals and
the sick are out of the charge of regi
mental commanders, the medical offi
cers failed to make out the furloughs
and arrange for the pay of the Minne
sota sick, and they even neglected to
provide transportation for the men. If
this failure was owing to ignorance,
then the surgeons in charge of the
Third division hospital were guilty oi
Incompetency; but it was not. I per
sonally read a telegram received at
division headquarters the second day
prior to the leaving of the hospital
train, explicitly Instructing the division
surgeons regarding the providing of
furloughs and transportation. No at
tention was paid to the matter. The
train had proceeded some two or three
miles when Maj. Clarfc ordered lt back
to camp ln order to procure the neces
sary documents. Yet today there aro
ninety soldiers from Camp Hamilton
absent in Minnesota without furloughs,
to say nothing of the delay caused by
this negligence."
INTENSE SUFFERING
FROM DYSPEPSIA AND STOMACH
TROUBLE
Instantly Relieved and Permanently
Cured by Stuart's Dyspepsia
Tablets.
A New Discovery, bnt Not a. Pateat
Medicine.
Dr. Redwell relates an Interesting ac
count of what he considers a .remarka
ble cure of acute stomach trouble and
chronic dyspepsia by the use of the
new discovery, Stuart's Dyspepsia
Tablets.
He pays: "The patient was a man
who had suffered to my knowledge for
years with dyspepsia. Everything he
ate seemed to sour and create acid and
gases in the stomach; he had pains like
rheumatism in the back, shoulder
blades and limbs, fullness and distress
after eating, poor appetite and loss of
flesh; the heart became affected, caus
ing palpitation and sleeplessness at
night.
I gave him powerful nerve tonics and
blood remedies, but to no purpose. As
an experiment I finally bought a fifty
cent package of Stuart's Dyspepsia
Tablets at a drug store and gave them
to him. Almost immediate relief was
given and a.fter he had used four boxes
he was to all appearances fully cured.
There was no more acidity or" sour
watery risings, no bloating after meals,
the appetite w*s vigorous and he has
gained between ten and twelve pounds
In weight of solid, healthy flesh.
Although Stuart's Dyspepsia Tablets
are advertised and sold ln drug stores
yet I consider thero a most valuable
addition to any physician's line of rem
edies, as they are perfectly harmless
and can be given to children or in
valids or in any condition of the
stomach with perfect safety, being
harmless and containing nothing but
vegetable and fruit essences, pure pep
sin and Golden Seal.
Without any question they are the
safest, most effective cure for indiges
tion, biliousness, constipation and all
derangements of the stomach, however
slight or severe.
Stuart's Dyspepsia Tablets are made
by the Stuart Co.. of Marshall, Mich.,
and sold by druggists everywhere at
fifty cents per package.
Littlo book on stomach diseases mail
ed free, address Stuart Co., Marshall,
Mich. ___
Winona Disappointed.
WINONA. Minn., Sent.. 13.—(Special.)—Wi
nona was keenly disappointed today In the
receipt of a telegram from the officials of the
Northwestern road at Chicago, stating that
the Twelfth regiment would bo taken to New
Ulm over the Omaha and Rock Island, thus
bringing them by the way of St.. Paul, in
stead of through this city, as anticipated. Wi
nona is Interested in the regiment to the
extent of two companies, C and E. and was
preparing to greet the boys with cofToe,
sandwiches and Breeches.
Number Six.
Safe— Sure— Reliable.
RATES WILL SOON ADVANCE.
Travel Now.
New York, one way. $13: round trip $23.
Boston one way, $15; round trip, $20.
Also low rates to many other uoints
Tickets at 395 Robert street; St Paul.
Nam ber Six.
I Sale— Sure— Reliable,
NEWS OF THE RAILROADS
NORTHWEST RAILWAY CLUB DIS
CI '__: SES A SI HJECT OF MUCH
INTEREST
AT ITS MONTHLY MEETING
Proposed Consolidation oi' the Mas
ter Mechanics' nnd (nr Builder*'
AsMiicii.tlons J. C. Ilnriier Reads
a Paper on Car Truck Construc
tion and Repairs Effect t»f the
Increased Speed on Rulllug Stoclc.
The regular monthly meeting of the
Northwest Railway club Was held at
the Ryan last evening and several pa
pers were read and a number of
speeches were delivered by the mem
bers. The club is very much interested
in the question of the proposed con
solidation of the master machanics' and
car builders' associations and the un
usually large attendance last night was
due to a promised discussion uf it.
J. M. Goodyear, of the Chicago Great
Western, lead a lengthy paper opposing
the proposed consolidation and deliv
ered a speech in support of his argu
ments. Among other things he said:
What arguments have been advanced in fa
vor of the consolidation, and what do they
amount to when analyzed? The committee ap
pointed to make recommendations on the sub
ject matter or the address of tiie president of
the Master Mechanics' association in refer
ring to that portion relating to consolidation,
to quote briefly, reported as follows: First,
a large percentage of the car wheelage repre
sentation in the Car Builders' association ls
controlled by the superintendents or motive
power or master mechanics who are members
of the Master Mechanics' association, In
Which all mas.er car builders are eligible to
membership, and there wou-d tnerelore stem
to be no good reason why all business per
taining to construction and repairs of rolling
stock, whether oi engines or cars, should not
be transacted in one association and at one
convention. Fully one-ha:f of the time of
members lrom duty would be saved, and an
equal amount ot expenses to the railrcad3.
With one organization the business wnich
now takes piactically two weeks wculd be
ac-coruplished in one, and the six days now
spent in convention can be reduced to lour
and fuhy a*' uracil work accomplished. Sec
ond, the successful merging of the two asso
ciations wouid then renuer it quite possible,
under proper restrictions, to carry out the
suggestions of the president looking to the
establishing of an inte. change of motive
power equipment in certain .ocalities, as well
as making it advisable to appoint a standing
committee for conducting tests and indicating
to members the necessary requirements for
interchange of motive power. The foregoing
are the arguments in favor of consolidation.
Taking the flrst: What c.a^s of men is the
car wheelage representation made up of? Ac
cording to the official proceedings oi the Mas
ter Car Builders' assoc-iation for 1897 — the
latest published at this writing— there were
179 representative members, representing
railways controlling in Lhe aggregate 1,221,
--2>_B cars. Thirty per cent of these cars were
represented by master car builders. Five
per cent by assistant superintendents of mo
tive power, another name — on roads who have
consolidated the two departments — for the
master car builder. One per cent, by general
superintendents. Twenty per ecn't by super
intendents of motive power or master me
chanics representing roads which the official
guide shows have either a master car builder
or general foreman of car department. These
men are therefore representing roads without
bein^ representative men, consequently they
deprive the car men of being represented by
practical car men. Twenty-four per cent by
nien representing roads too small to possess
a separate head to the car department. This
percentage is made up of 112 roads, with an
average of 2,520 cars. Twenty per cent by ten
men only. These men are mechanical super
intendents, representing large systems.
Whether they are representative car men ls
a question. One can but think, however,
that the head of the mechanical department
of a railway controlling from 25,000 to 50,000
cans can hardly find time to go into the de
tails of car work, and must of a necessity
employ a subordinate to handle that work.
Would not the mere fact of allowing the sub
ordinate — who surely, on a large system,
holds an official position of some kind — to
represent the company be a graceful act on
the part of the company and an Incentive
to the man to do better work?
Do not these figures, while showing that
a large percentage of the car wheelage repre
sentation Is controlled by locomotive men,
also demonstrate that at least 41 per cent of
such representation ls ln the hands of men
who hold It more by virtue of might than
right, and do they not show also the ne
cessity of making the Master Car Builders'
association more representative of car men
rather than merging the two Associations?
What time and expense would consolidation
save? The time saved to members who have
boen ln the habit of attending both conven
tions would, with consolidation, amount to
two days. The expense, probably, from $10
to $15 per year per railway. This includes
the cost of membership in the Master Me
chanics' association and the printing fund
contribution. It ls assumed that with con
solidation the association would still expect
railways to pay at the rate they now pay,
viz.: $5 per 1,000 cars for wheelage repre
sentation.
Is it possible that there ls a general man
ager ln America who begrudges his officials
an additional two days' holiday once a year?
Is there one who, for the sake of those two
days and an annual saving of $15, desires,
and to quote the committee, "will Insist," that
the associations be consolidated?
Can any member of the Master Mechanics'
association show the necessity for Inter
changing engines or that the necessity Is everf
likely to exist? It so, perhaps it can be ex
plained in what manner merging the two asso
ciations will further the object. Is it the
intention to make engine inspectors out of
car men? If such is the Intention, the writ
er would suggest the advisability of first Im
proving, intellectually, the present car man;
something the merging of the associations
will hinder rather th3n help.
In the report of the committee one impor
tant factor was lost sight of. The writer
refers to the fact that one of he prlncpal
objects of the Master Car Builders' associa
tion, viz. : the interchange of cars, was total
ly Ignored. Any operating man will realize
what prompt Interchange of cars means to a
railway, and the writer will certainly not be
far wrong in making the statement that to
day railways pay for representation at the
Master Car Builders' convention principally
in order to further such prompt Interchange.
While admitting that the uniformity of parts
in itself adds materially to the prompt inter
change of cars, it must be conceded that the
question of car Interchange being ignored by
the committee is an Indication that the mem
bers of the Master Mechanics' association de
sire to make the consolidated association a
mechanical society rather than a railway oper
atlng organization.
Admitting the policy, under certain condi
tions, of consolidating the locomotive and car
departments, the fact must not be lost sight
of that there are a few master car builders
still in active service. This is evidenced by
the wheejage representation consisting of 30
per cent of master car builders. What in
ducement to better work will these men have
with a consolidated association? It ls not
probable that they will be encouraged in their
efforts by being elected to offlce In an asso
ciation composed mainly of locomotive men.
If the two associations were consolidated one
can readily foresee the result. Take for
Instance, a meeting of the maorjlty of railway
clubs. If a purely locomotive subject is an
nounced for discussion the debate drags out
the entire evening. Change the subject to
car work or the master car builders' rules
and :j0 per cent of the members will recollect
that they have appointments and 75 per cent
of those remaining frankly admit that they
did not come prepared to talk on the subject.
Yet these men for the most part represent
railways in the Master Car Bullders r asso
ciation.
That which happens at club meetings would
happen were the associations merged. The
!_ fe . of _., th .'_. mastor ca r builders association is
its individuality. Destroy thia dnd we lose
that which ls dally becoming more essentially
an Important factor in car Interchange viz.
the operating or truly representative element!
It may be asked how such a conclusion is
arrived at. In this way: The tendency today
Is Tor railways to appoint as heads of the
locomotive department men with technical
or college education. Ther. is no question
as to the advisability or#such a step. Men
with technical education have done and will
do tnuch for the improvement of motive power
and ro.bng stock, but allow the writer (if he
may be permitted to imitate the president of
the master mechanics' association in whisper
ing), to whisper that men With technical or
college education do not tako kindly to that
part of their duty connected with the actual
operation of a railway. Bj> training they are
studious and will with zeal cuter into any
BOH me calculated to advance the art of
mechanics, but going on tire road and getting
Into touch with the men and the modus ope
randi of a railway is another que=ti>n. Con
sequently tbeir jurisdiction over the men is
gradually slipping a way. Whether such a
change is advisable is best known to railway
managing officials. The fact remains, how
ever, that unless steps are taken t> counter
act It, ln a few years the absolute control of
engine, roundhouse and car nun will be In
the hands of train superintendents. It is a
similar fai. ing that will, with consolidation
of the two associations, materially affect the
usefulness of the master c.r builder.
In conclusion, the writer earnestly urges
general managers and other railway manag
ing officials to go personally Into the subject
matter of thia article, and whatever decia- ,
ion they arrive at, see that at the next con
vention their representatives have definite in
structions as to how they shall vote.
President Tracy Lyon, who presided
opposed Mr. Goodyear's arguments and
remarks were also delivered by E Al.
Phillips, the editor of the Railway Car
Journal.
Car truck construction and repairs
was the subject of a paper by J. C.
Barber, formerly master car builder of
the Northern Pacific railway. He said
in part:
The first cost and maintenance of car
trucks, and especially the possible reduction
of expensive cost A repairs is one of tr.e
BCOBimlc questions of the day. Hundreds of
thousands have been expended by railroad
companies in acquiring the best trucks
which, though today are regarded as the
latest work of science, are destined tomor
row to lose part or their value in cms-quence
ot some better and fresher discovery in the
tame Held.
In the last flve or more years, the strides
in Improvement in various designs of trucks
have been many, but the rapid change in in
creased capacity and other conditions to be
met continue to make the truck quest'on
more pronourced. It is frequently said by
railroad officers, that ihero has never been
a v me __. ln i he histor y of American railroads
when the demand has been greater than at
the Dresent time for a truck that will meet
the present and coming service with econom
iucl results. These statements-, however a-e
only from those who have made a searching
investigation of tbe truck problem, which in
dicates there is something wrong with the
railroad official who says to us that his
olil style trucks with the nin-ty and nine paria
dropping off along the right of way ls
satisfactory. He ha? also been able by using
such a truck, to tell his directors (but more
often his receivers) that, he ls able to pur
chase new equipment from $40 to $50 per car
less than his neighbors paid, but the owners
of his property do not understand that the
neighbor who purchased the more expensive
truck made a saving in cost of maintenance
of nearly 60 ter cent as compared with a
cheaper truck.
If one carefully reviews many of the
various designs of trucks and bolsters that
have been in eervlc3 the past even years he
will be convinced that their record has'not
only been poor, but many of the designs are
pronounced failures, owing to certain condi
tions which we find are more severe on
trucks of today as compared with the service
of from eight to ten years ago. These con
ditions referred, to embody the increased
capacity of cars, increased speed of trains
the employment of power brakes, vertl a]
plane or M. C. E. standard coupler.}, heavier
and more powerful springs, and the past
j tendency to use trucks of rigid construction.
Entering into detail as to the effect on rigid
trucks designed to meat the above service,
we find the increased capacity or load on
rigid trucks multiplies the forces on all parts
and especially the friction of the wheel flange
against the rail and. on center plates and
side bearings, and unless those conditions
are provided for and relieved mechanically,
the truck frames and all vital wearing parts
become over-burdened, defective, and are
sent to the repair track.
The increased speed of trains has also
necessarily more than doutl d tlae force of
j vibrations and blows on truck frames, wheels
axles, etc.. and thi* together with the em
ployment of springs of greater power with
increased action, which in turn increases the
vertical movement of the pedestal against the
journal boxes, the column guides against the
columns and the bolster friction plates
against each other, and the whole producing
wear and tear with their combined forces and
each adding their injurious factors that
shorten the life of trucks. Power brakes
which have become a necessity, furnish an
other destructive element to many designs
of trucks.
The club adjourned to meet next
month in Minneapolis.
HEAVY FREIGHT TRAFFIC.
Northern Pacific Reports a Larger
Movement In Grain Than Usual.
General Freight Agent S. L. Moore,
of the Northern Pacific, yesterday told
a reporter for The Globe that the
company's freight business so far this
season is much heavier than at any
previous time, and that the outlook is
most encouraging for the line.
"The movement of grain, cattle and
fruit," said Mr. Moore, "is much larger
than last fall, and we have been obliged
to increase our equipment and to put
every freight car in service, and still
we are short of such cars,"
Division Freight Agent Still corrob
orated Mr. Moore, but said that the
movement of wheat, heavy as it is, is
not as heavy as it should be when the
size of the crop Is considered.
"Wheat is moving slowly " he said,
"on account of the wet weather which
retarded threshing in North Dakota.
Stacking is more general this year than
before, and that also reduces the
freightage.
"The movement of cattle from West
ern North Dakota is now at its height
but it is lighter than last year because
there is not as many cattle in the coun
try. The price of young cattle Is high
on account of the demand last year for
corn feeders in Nebraska. Kansas and
the other corn states. That demand
made lt impossible for rangemen to
buy young cattle to replenish their
ranges, so the supply this year is rel
atively small.
"Prices for beef cattle this fall are
not as high as formerly, but they are
satisfactory to the rangers. The con
ditions on the ranges for cattle are
good, and cattle are In excellent shape.
"The movement of sheep is pretty
well on. They are brought to this city
largely to feed on wheat screenings,
and are held here until they are fat
tened. Some remain at New Brighton
some are taken to South St. Paul and
some are "sent to outside points. But
the largest number are fed here and
are shipped to Chicago."
TICKET AGENTS CONVENE.
Inaugurate a Week of BaHlness and
Pleasure at Detroit.
DETROIT, Mich., Sept. 13.-One hun
dred and twenty-five representatives of
the International Association of Ticket
Agents began a week of business and
pleasure in Detroit and vicinity today.
Many of the delegates are accompanied
by ladles. The association, which is
chiefly social in character, has a mem
bership of over 500, and meets once in
eighteen months. Each visitor was
presented by the local committee of ar
rangements, with a coupon ticket good
for various pleasures, the conditions
printed on which bind the passenger to
"stay in the game till the finish." No
"stop-overs" are allowed.
President C. C. Benson, of Lewiston,
Me., presided at today's meeting, which
was held in the Hotel Cadillac conven
tion hall. Joseph S. Hall, district pas
senger agent of the Michigan Central,
cordially welcomed the ticket men and
invited them to enjoy a special side
trip to Mackinac Island over the Mich
igan Central, returning by the Detroit
& Cleveland line steamers.
Col. Butler, district passenger agent
of the Wabash, welcomed the guests in
the absence of the mayor. Aid. M. H.
Bohrer, district agent of the Mobile &
Ohio, extended hospitality in behalf of
the foreign lines represented In De
troit. Several Invitations from cities
and railroads desirous of entertaining
the next convention were read. They
were referred to the executive commit
tee. The convention, however, unani
mously voted to recommend that the
Invitation of the Plant Railway sys
tem to meet In Florida a year from
next March, with a side trip to Cuba,
be accepted.
The convention visited Mt. Clemens
this afternoon.
CANADIAN PACIFIC YIELDS.
All OhMtacle.i to Restoration of
Western Passenger Rates Rrniovod.
CHICAGO, Sept. 13.— The last ob
stacle to a full restoration of passen
ger rates in Western territory was re
moved today by the Canadian Pacific
road announcing that lt would advance
its basing rate between Chioago and
St. Paul to $11.50. It had previously
stated that lt would use the reduced $8
rate as Its basing rate.
FOR RAISE IN RATES.
Representatives of Transcontinental
Lines Meet to Arrange Details.
A meeting of representatives of the
Northern Pacific, the Great Northern,
the Soo and the Canadian Pacific was
I held ln the general passenger offico ol
' |^^^^ i For Infants and Children.
l^P Kind You Have
*■■■■■■ I Always Bought
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similatingthcToodandßegula- __ _/
lingth£St()_i____i_±saiulßowc_3c_f BfiarS tllA ,_#
Signature _f ax ir
Promotes BigestioaCheerful- ° #^ X 111*
ness and Rcst.Contalns neither n Jr _f Jwt^
Opium/Morphine nor Mineral. 01 #j\ <A f r
kot Narcotic. #l\ 1^
RuwearotdTa-SAMUELEnfcEm \k^^S*
/bust Send * "*^_f^__. A "P 2
ftppermint , > ft 111 9 Y\t%
Jfi Carbonate Soda, * I It ill* IH
WnnSeed- \ 11 li | I IIU
mntvyroai Flavvr. J ___B_____| Mil ■ ■
Apcrfecf Remedy for Cons lipa- :fi fl \1 ftl* jl I
rion.SourStomach.Diarrhoea, ] Wr ■»■■■■*■
Worms .Convulsions .Feverish- 111 mf* if ■ ■
ness and Loss OF SLEEP. j lit Yfl II H3VP
Tae Simile Signature of
I Always Bought.
f W IMH'S^A.JLJLIL | Il r Wlfll^W J^«mj_-LjllJ.JJlllll-l IU Mini THC CgNTAL ' n COMPANY. NEW YOHK CITY.
Reliable St. Paul Retail Stores.
BUTTER c X-.e.. CRESCENT CREAMERY CO.
66 Corner Third and Minnesota.
CLOTHING THE „ B U OS I°3 sowlby&co.
otli and Robert Sts., SU Paul.
CLO THING l°Z %Z?ZZ? l. g hoffmann & co.
1 "*"""• Cor. Seventh and Robert.
DRY GOODS IZSSsr SGHU M M \ N & EVANS -
Sixth and Wabasha.
DRY GOODS £a±L TH I J 0 ?/? J U 1 E
-7th, Sth and Robert Streets.
DRY GOODS ™*.«r UoB HABIGHORST & CO.
■' Cor. Seventh and Wacouta Sts.
DRY GOODS ".IT"* 1 MANNHEIMER BROS.
Cor. Sixth and Robert.
FURNITURE f£S££- , <2sss?£?S£ smith & farwell co.
*" age for large, now catalogue. Sixth and Minnesota.
FURNITURE sssft,* wallblom furn. & carpet co.
" **»■'■■ Housefurnisblugs. 400, 40'J, 404 and 400 Jacks ata.
FURS %£2X^ZL~ 185 , £ A W c t H J & , sm
40 i.asl Seventh.
FURS S_k S G_£____ op B!S?~i.u. RANSOM & HORTON.
. Vliv Cloto Garments. O-era House, mt.llil Bo* suik.
GROCERS Stf-*__a_?s_iy-___. schoch grocery co.
w vac, . v Flavoring Extracts. Aece/.tf. and Rroiulwxiy.
GUNS SaX.^,,. M. F KENNEDY & BROS.
Vor. Third awl Robert.
PIANOS ZZ.lZr££r* HOWAR £:J, A ™ E L L & co -
PIANOS %X7£2ZT™ c 9M,?.t E L^iPJP'
THE POT CALLED THE KETTLE BLACK BECAUSE
THE HOUSEWIFE DIDN'T USE
the Northern Pacific yesterday after
noon. General Passenger Agents Fee,
of the Northern Pacific; Assistant Gen
eral Passenger Agent Lynch, of the
Great Northern; General Passenger
Agent Callaway, of the Soo, and As
sistant Traffic Manager Stitt, of the
Canadian Pacific at Winnipeg, were
present. The meeting was to arrange
the details for the restoration of trans
continental passenger rates on Sept. 25.
Circulars have been issued by the
American lines to their passenger
agents notifying them of the proposed
restoration of normal tariffs on that
date.
DECREE OF FORECLOSURE.
t'n ion Faclllc nnd Denver & Gulf to
Be Sold.
DENVER, Col., Sept. 13.— A decree of
foreclosure and sale of the entire Union
Pacific, Denver & Gulf railroad system, from
Texas to Wyoming, waa entered ln tho Unit
ed States circuit court today by Judge Hal
let. The sale will take place at Pueblo, Col.,
on a date to be fixed by Special Master
Johnson. The suitß Heading up to the fore
closure were brought by tho American L>an
and Trust company, the Mercantile Trust
company and the Central Trust company, of
New York, on behalf of the holders of over
$15,000,000 bonds, interest on which waa de
faulted.
Receiver Trumbull says that the Gulf will
be reorganized and launched as an Independ
ent system about Jan. 1 next.
'liHvt'liiiK Paattenjcer \umki.
LAKEWOOD, N. V., Sept. 13— The twenti- 1
eth annual conv-entlon of the American As
sociation of Traveling Passenger Agents be
gan here today, with about 200 delegates pres
ent. President Monte prosld<?d. The address
es of welcome were delivered by Judge
Flcher, of Chautauqua, and A. N. Broad
head, president of the Chautauqua Steamboat
company.
The time of the convention was taken up
with an address by Col. A. E. Ford, pas
senger agent of the Pennsylvania Railway
company.
This afternoon the visitors enjoyed a steam
boat ride and tonight a full dress ball was
given at the Kent house.
Mil in lie r Six.
Safe— Sure— Reliable.
x •
RondmiiN tors' Association.
DENVER. Col.. Sept. 13.-The National
Roadmasters* Association of America met in
annual convention here today. New officers
were elected as follows: President. T. H.
Hickey. general roadmastcr Michigan Central
railroad, Windsor. Ont.: first rice -president
J. H. Meade, A. T. & S. P., Pueblj. C 0..;
second vice president. Charles B. Teller,
Denver, Leadville & Gunnison. Denver; sec
retary and treasurer, J. B. Dickenson, Chi
cago & Northwestern railroad, Sterling, 111;
member executive committee, long term C.
E. Jones, C, B. & Q., B.ardstown, 111.
Number Six.
Safe — Sur?— Reliable.
.■■-a a m a s a a .;;:■ . a s a 'B a
I At the Late State Fair |
i ■
■ In competition with the Bix Leading _
l_ Brauds of Hutter sold in ■
■ St. Paul, our
a Star Brand I
I Scored I
| The Highest f
Not by a mero fraction— but by from ftjj
3 to 6 Points,
Proving beyond a doubt that the STAR ff
__ B HAND of butter is superior to any other 2
■ butter sold In St. Paul. Why not buy B
the BEST? It NEVER costs more and _t
| OFTEN less than inferior brands. ■
I I
~ Packed ln !_. 3 and 5 -pound jars,
I 22c
mmm\\m\%B Per Pound. I
■ a
Made and sold only by the ■
I MILTON DAIRY CO. 1
Cor Qth and W.ibssHa Sts.
S_i::ii, a'eiii'B^A^aLi^B: si^ s ■ _»
3