davidaulloa/AmericanStories huggingface dataset:
, 1875-07-08

NJ fs,tt fuAN
@ ss vii mi f.,xs II Snemt1rr - va nj i1rti tho
,ntsn,icp rio ,,ctet1 scid fr tts i'm vii pt good
ior the se1t, which Wit fc n1alr ns.t My An.ns
ri.ugfs in le ruuto ha,o lcr rier1njaos tron antl
III. tns ara now cnu,tA rim the sYlasby et
MILKY way. and Esypt ILL., via tl,o illinois allrLig.n
Glnl.
GRAND HAVEN.
Spsttn. DfI trh ta TIE thfe,4qa 1+fhua'.
GnAxn l;avEs, Nth, July 7.-Ths steamer Anna.
son oS ths Northwestern Transportation C"'nisny. II
IA rsporc Will takt iss rt,cr sl,n iIne beneen s
E, .1 y" ,tt ,S h,p,,n 5" Elm III
onr With, 1nu tss ,or ap Of 1o srsc.. aud ,iaas
nhsstnarr n1i frrtrht s,rumers m the istes After
Tia ar,Ivre, III, r.ssftr indianapolis viii 10 hauled o
ne rc,,rIcI hy thn Frl,aruo1 ow1, saits to bo 70.
uIuYtd THUS iucEeaA!nX her capacity for freight
VESSELS PASSED P0HI HuhON'
rree.a1 n,.oae" @ "a ~ n."7" ,,.' .'.r"" n,'.
.,.s ~ r,.1n. 'A'1 ,,, ~ n,,v on.bnr I,.,n max
iHy o. FREMONT. Huron o''s' p"snee' LEAN "eh.
mona. Mohawk. D. v. Powers. baa1lse, ahe!ton and
T4sskp 1i Ur-iSops pseiic, St. Joseph. No,,raska.
Wilson and consort; stmr Keswcnaw; scirs Now
1.mpshirr, curiew, Ahira coDb, Champion, Niebari
w;S.lsv. o,',,;,' 1IssS'ays'. ~, ,,,,..
wn.1nEN@Tjur. '' '4'' ''
n.z iinI ,;;s "a: o.35sss 1t'4ss.
prnno: sehss. os,,abes, j. q s1..t"n rrI,r. A''
Ur-Iror.. Wexford, jarvis, Lord and eonsors,
warnsn-Cains .....
Tug Lsvtathsu pseao1 down This afternoon with
hunk M;,ea IN IN tow Leaking b5 ~ ss hsa
Gcon on tho beach somewatre on thc I,as.ags down.
. -.
s...,., ,,.Ft PohT os enle: a
rn y. ~. -, 1.sa a',9she. .9.s
Phaade1rhis; from Milwaukee,, Hrhr schnylA!ll.
DErAa1unEs-for 1u1.lo. props phllade'ptnn, A1a'-
-
, 1875-07-08


tho b. Petersburg 1axcha ssys that the lfus.
stan War biinist1y Is ut prcaout considering .
project for tue consoription Of horaes Tor tho
use OF tho ar1ay in si.1lo OF war. According to
re scl4smP proposed al loraoa suitable tor inlti.
ttaly RmP!oyment may DO taken by the authors
Hes, Rnh tlo'r owners arc not to 10 allowed ths
option OF ,rcdoe!ninY tllom by money NV
allowed OF Of from a ingenuity 3e Z ~ S5 noe b.
cent upon the cost Of cavalry ho,aeu, f;nr
tho purpose OF this conscriptioti oyorv dis,rict
VIII DO divided Into ar1ondlesetnents. in oncl, ~
which will bs established 4 opmmittae nomI,nsen
o. mombers OF tho municipality and ap oecar Of
tne local po!ve, who arc 10 10 up,uinatetl bv tho
uoyoruoF q the PrpYl4pa. It will bA tie duty OF
tno " eomMittse II keep the dQYa.umopt informed
% % tpa 9opHttnA RAa a14et lumber Of horsoa ii
!a .nG 4ss9Aq!asaaaont. 70 tAia enl t4e cosumt.oo
w w eaeh autuna ascertAn by Personal iuuileu-
Moa s4s the number Of hnEsoa hsId by Zach owpor,
st.s NV maks Hanefa4 c0psqs every ton years. on
he.I p1h we oWneFu qf horses t1t for military
seinstie siIn WI % required. should tho army IL auy
ne c & DO called out, to take them 10 tho sppoiut-
ssn spssasd sass ds3 tsts,Rs y ts @ tls
H. % appropriated will than 10 CHOSEN by lot
nat y Aa capserption does not vieid III III
,hamnef ,'at 'squised, recourse xiIi Io hat sI 10
snas.,rt eaapefiof quality. sni oven to thoss
required uunbee ~ not obtained bx tH..a ~ . .ae
tae tnealhsta ot the committee III, hs~~ ~ +,,!
cAAae AoFaeE at taelE own e1cenan Trn,,. ~ H1us.
Arroaasasemsats:. The AazeVt. whiot rs,n.e 0spps
thaI the ptoposA! 10 esidsutly borfoNoa rom 49,,
4fsSalsuens ~ which ers ia Fotpo ia PFussit. az
leSta tAst l9 III cou1tss " "
WY @asesah and aast 1egu1alloo 1h,cS /.
, 1875-07-08

necessity In rrussis would In RuaHiA
Impose burdou upon TIN ag.icul!ur-
al lntorcsts beyond MI proportion u
tho a1yantages foaped from Il hy tho
nations, IN tins Of war, aro compelled 10 tuy
hnrsca from furciYn countsIcs Russia would
mover f1ud tho leaot difficulty in aurpIyinr i"r
wants 1t homo. Tho number Of hnrses in Euro
penn fttss'a In cAtitnsted nt II. 81 ,5lp. ~iIrh
wn1td amply provide tho 4nu.0oo tiorscn needed
fur TIM huiyice nf Tho Ria!e. M',a,'scr, tnn
necctHty If complying will the reg l'btinn "'llc
demands that lIprrcH rnnn'd bs t:huicn by lot
would probably. whila tl,e ohuleo wna bo!,,. ruaJn
reduce ten horses 10 ilonssa fer every ule ,Aat
Kna ciloaQu for h6rYIGe.
, 1875-07-08

power. IN case Of this kind contaeinn IN
ssuitifed. tho charcoal constituting an enic,out
barrier botwccu tho living and the dcsd. Not
one. but many specimens OF oeicr basket cof3nH
conaoction," that tho old Enesh word '.cofsn"
twas BY TO mbans indisao1ul,ly connected Tiil,
hnrtai'. "cofyn siguillcl aimrly Golfer or
covering for rnmothtng. examples Of wl,ich arn
coukc1s book.. wherein tho cook IL commanicl
!" MAKO "ctfyne" OF pastry to tncIoeo i,ta
rre.'I r4ens pI tt Nisa Frnn o'clock Until tho
s,a,'ti o'' "" ntra:o Of Stafford House was con-
~ t,aS 1tevshtti Il: f'e~ri arrivals nf members
world; M. lin ic,: en.,ols Of the ~ yis,o1s io
"ofn tho shl!ten. *ho 10 ,hs vii, wietfui e:o
sed afs ~f' ~ IT,, lashr!', a e we ". dseor
sfln freaktar.-i nu, in wbi. norrss "sp'a sa,or ~
piece OF s1r Thoni1s 1.ay.nnco ""e' y Ao0'ss4'
, 1875-07-08

rn,
Ihese 10 4 va1t difference In tha tAyor of epoa
Aons fc1 an clear. aound grain and kept on on 4
clean gEAsa gun give murA auer favored eras
tl.a heas that hsya aecess to stAhla aud H..
n4ln aeArs snd aaf all kinds of filthy food Hons
tseasng Oh tsh si.l oulous lAyor their eRaa so-
sotdinKly, ths s4me as cpws' ess,ny ol{ons or
fs9pagei Or drinking oueusiYe water, iupalts =
- - lAste TO the 4llk and Luttoi. Tho riohsr
IT, IT, tooa sho highsr tie color Of ahe sgks.
s.tsita. 1na 10 'qsa slya sggs The best color. whle
ssaSxanx sseax taan pnas tQs aoms aVntsstIorsis;
, 1875-07-08

p4AnA. Mob, July THE Esatern editorial
s1rn1siqn party Wssa driven through tho city IN
carriages to-day, and arp bslnB hsndaoms]y CO.
tsste!ued by tho nerohsnts' Club epd cItzeps, at
ths Grand Central Hotal this efeping. They
to-aas.ow. ii, ,ths Ws.s. 't y '9'''s' 'f*sp'
, 1875-07-08

Tho State Board 0f EquullzntIon-EIe-
Iunlpttost at l30,ts.

WUNtHtt0H III 8OhHEs
Speefat Dispasch to Ths Chicago Tribune.
1SpIAsApoL1s, 1ud., Juno 7-1'ho State Board
Of Equalization rcHumcd ita session today, aud
pogan thn wnrt nt aasaaan9 tho yafnatlnt Of
railrotd! property. Logul md other ropsosepts-
tiven Ut majority of tue roads Of the stato
reduction Of tho usscRs,uett mnte lnat ycnr,
Tho ra3l ostatp equalization Las boon co,npletoJ,
but tho grand total cannot be given until biarion
County tnakoa Il rapport,
Tho internal Improvement bonds hold by tho
General 0ovo1nH,ont, presented to tl,e Stato
Treasurer for redemption last week. having boon
satisfactorily identified by tho Hoard appointed
fur that rurpo8e, wero redeemed today by tho
,paYmant of something over 7Gl,000.
, 1875-07-08

- NJ 7 t'7t1' 1Frtff,
Milwaukee < Pt.irio tu f,htc, -i--
ttyl1i1n, Pas.anxAy 10 I'm.
Milwaukee,, IT, Erpssc. Wtnnn. '''*' MT TN a.
", Ea41, 3ttnncapnA Kipsn{
tla1s1st GEuen bs5, thrt uIn|
mii..ukss, M4dIau ri.,i;.' 4, % a. m tnp. a.
Ch!e1 Iowa; Ai.H, afrnatnai
tH s::s:1s H. rc1'; .a, ,rt'sss is: u"
apolis. thsnuah IL ptn,s...,.,,t 4.t;,p, !.
The Democratic advocate. [volume] (Westminster, Md.) 1865-1972, 1875-04-03
Manufacture of Razor Blades.

The celebrated razor blades produced by
Rogers, of Sheffield, and which 60 to all
parts Of the civilized world, are forged out
of bars Of the very best highly carbonated
cast steel, titled to about half an inch in
breadth, and of thickness sufficient for
the back of the razor. The blade is first
moulded at the end Of the porter-rod and
then forged, and the edge being brought
out, the concave surface is formed by
working the side on the rounded edge of
the anvil. 1t is then cut of, and the tang
is either drawn out from the same material
as the blade, or, if this be Of superior quail
ity, piece Of iron is welded to it. The
steel used is of excellent quality, SO as to
undergo the beating necessary to produce
the thinner part, while the back is left
thick. Some of the workmen are so expert
IN forging the blade, that they will produce
on the anvil an edge so sharp and even
that it can be used for shaving after being
whettcd. After forging, the blade is smit-
ted or beaten on an anvil, to render the
metal as compact as possible The blade
is also slightly ground, or scorched, after
the forging, on crOarse dry grit stone, to
bring it to the shape required, and to re-
move the black scale or coating. The
blade is next drilled for the joint, and
stamped with the name, then hardened
and tempered, and ground cs milestone
of from four to eight inches in diameter
The Democratic advocate. [volume] (Westminster, Md.) 1865-1972, 1875-04-03
Leatherette-A New Material.

The British Trade journal describes
the above article--a new patent imitation
of leather-as follows 1t is SO good an
imitation that superficial observer would,
in nine cases out of ten take it for the
real article. The grains Of the different
kinds of leather, such as basil, seal, lnoroc-
co, etc. are reproduced with fidelity
quite remarkable. In the process of
"graining," real skin of leather of any
given description, which it may be desired
to initiate, is taken as mold, aud from
this an impression is obtained on sheets Of
fibrous pulp by the exercises of enormous
pressure. Thus the grain of the imitation
article is an actual facsimile of that Of the
real. Leatheretto is obtainable in any
color, and while it is only about one eighth
the cost of leather, possesses some manifest
advantages over the latter, which viii
scarcely fail to make it a commercial sue
cess. For instance, II is stronger than
leather of the same thickness, and is of
uniform quality, so that forty or fifty
forms may be cut at a time, while the
blemishes that occur in the leather neces-
state each form being cut singly, and that
by experienced and therefore expensive
hands. 1t is not so promo to soil, and is
waterproof The scope afforded in differ
ent trades for the utilization of such an
article is obviously great. Upholsters, hat
liners, box makers, purse makers, book
binders, etc. may, among others, turn it to
useful account. For book binding il is
admirably adapted, and probably in this
branch Of trade will work no snail reyolu-
tiou, seeing that il affords to hand realistic
bindings at such reduced cost. There
can be no doubt that leatherette is an im-
poitant invention
The Democratic advocate. [volume] (Westminster, Md.) 1865-1972, 1875-04-03
col. THOMAS A. SCOTT.

Col. Thomas A. Scott, the chief Of the
most extensive railroad corporation on this
Continent, if not in the world, was born
in Loudon, Franklin county, Pennsylva-
mia, in 1922, and is two years the junior
of his rival, Mr.. Garrett. After receiving
a good plain school education, he studied
the art of civil engineering. In the prac-
tice of this profession, an early success is
said to have discovered his wonderful
ability to his employers and shaped his
career as railway manager-the avoca-
ton of his busy and so far eyentfal life
When the Pennsylvania railroad was
laid out west of Huntingdon, Col. Scott
was the leading spirit in the practical part
of the enterprise, and proved to the friends
of tic great highway that their pet scheme
was feasible. By his skill he carried the
road over the Alleghanies and beyond;
and as a recognition of his valuable SER
vices he was appointed superintendent of
the western division of the railway. A
few years later Col Scott was made super
intendent for the whole line, and when the
late civil war broke out he was the man
chosen to superintend the transportation
Of troops and supplies to and from the va
rious theatres of strife. To this end Mr..
Scott was appointed Assistant Secretary of
War, and, although clothed with almost
regal power and paer6gatives, this excel
lent officer and patriot never exceeded the
bounds of propriety in single instance,
while he was always ahead of the most
sanguine expectations Of all in the execu-
tion of his Office.
Leaving the war Office as soon as the
great railway needs Of the country had
been supplied, Mr.. Scott turned his at
tention to the construction of the Union
and Pacific railroad, of which he was
elected president, and as soon as that great
enterprise was sure Of success, he left it
to put on its feet the Texas Pacific rail-
road, in the success of which, with his
friend, Col. Forney, he is still largely in
terested, although most of his attention is
paid to the management of the Pennsyl-
vania railroad, to which he makes all
other lines feeders,
The Democratic advocate. [volume] (Westminster, Md.) 1865-1972, 1875-04-03
Col. THOMAS A. SCOTT,
PRESIDENT OF THE PENNSYLVANIA RAILROAD.

During the war Mr.. Garrett performed
a very important part in its conduct, and
few have any idea of how intimate was
his connection with many of the most i'm
portant military operations that took place.
1t is stated that the late President Lin
coin had the utmost confidence in Mr..
CARROTS judgment, and some of the most
critical movements Of the Federal armies
were made upon his advice. The late
William Prescott Smith was then Master
Of Transportation of the Baltimore and
Ohio Railroad, and by his wonderful abili-
ty saved the road over and over again
when in the most desperate straits. His
management Of the roadway in those try
ing times when it was alternately within
the Federal and Confederate lines was a
masterpiece of executive ability.
Mr.. CARROTS relations with the Govern.
ment were marked by the most excellent
Judgment and tact, He was placed with
regard to Mr.. Lincoln's administration very
much as his road was with regard to the
contestants, and he maintained his equili-
brium with the most consummate ability.
Since the war the Baltimore and Ohio
Railroad has gone on steadily increasing
in power and influence under the untiring
and unfailing energy of its President.
Branch after branch has been constructed
and road after road acquired, while upon
the Seaboard he has unremittingly direct
ed his energies to the creation of additional
facilities for communication with Europe.
In forming his Western connections Mr..
Garrett has from the first clearly defined
the object and utility of every important
step. He has always seen what the re-
suit was to be, and he has reached in one
direction after wheat, in another after
coal, and In another after oil. In this
way it must be said that satisfac-
tory feature of the conduct of the en-
terprise of the Baltimore and Ohio Rail
road was the quickness with which the
results were attained. 1t is one of the
most active roads in the country in
distributing immigration received at Bal
timore from the north of Europe
Mr.. CARROTS salary is the same now
that it was, when he was first elected,
$4,000 per annum. The directors have
repeatedly endeavored to raise it, but he
has invariably and firmly declined Other
roads have offered him $4,000 and $780,
900 per annum to accept their Presiden-
cies, but he has adhered faithfully to the
Baltimore and Ohio y
Mr.. CARROTS business application at
the early age Of nineteen did not deter him
The Democratic advocate. [volume] (Westminster, Md.) 1865-1972, 1875-04-03
Street Cars Propelled by Springs.

The winding-up of the spring barrels,
which are carried under the car, is effected
by engine power, located at suitable inter-
vals along the track, as may be convenient
for the run. The stationary engine drives
by belt the horizontal shaft, carried in
bearings, enclosed in metallic tube or
casing, beneath the roadway, and extend
ing across the track; close alongside where.
Of covered box is sunk in the roadway,
enclosing wheel, SO shaped as to connect
with the winding axle of the tramway car,
and thus give the requisite motion thereto.
On the arrival of a car at any station, the
spring barrels are quickly wound up by the
engine.
1t has been computed that the actual
tractive force, requisite to overcome the
resistance Of a street car weighing gross
b tuns, is so Tbs. on thu driving wheels,
corresponding to 72O lbs. on the periphery
of the spring barrel "a lbs. and 2ss lbs.
respectively correspond to gross weight
of 2 tuns; and in like proportions for
intermediate weights. So far as previous
experience goes, a spring 6 lbs. in weight,
exerting direct pressure of los lbs. may
be taken to represent the maximum in size
and power of such steel springs. Under
the stimulus applied by NJ. Leyeaux's
researches, the steel manufacturers Of
Sheffield, by special and improved plant,
annsaling ovens, and appliances, have
turned out. springs so to go feet long,
capable when duly coiled of exerting a
pressure of 500 lbs. to 900 lbs. without
permanent set. In France, also, steel
driving bands, with great elasticity, are
made, 100 yards in length, 50 that the
question Of the possibility Of obtaining
springs Of the requisite size and power is
practically solved.
NJ. Leyeanx has had all the necessary
mechanism and appliances made by well
known firm of engineers, 40 as to ct up a
tramway car or cars for actual trial upon
The Democratic advocate. [volume] (Westminster, Md.) 1865-1972, 1875-04-03
Our Olio.
Mica Mines in North Carolina.


Among tho most interesting relics thus
Isr discovered OF the mysterious race of
u,ound builder, who occupied the Missis-
sipId xn|Iey previous to the advent of the
norc harbarous Indians, are numerous or
naneniz of mica. Like the weapons of
Hammered copper from Lake Superior,
fke shel|A from the Gulf of Mexico, the
iupIcmcnis If Mexican stone aud of iron
mc hen Missouri, these plates, of a min
efaI IS, iodnd IN the Great Valley, give
p|aio hint Of the extensive commercial
relations of those prehistoric people.
XIc mica was evidently mined in West
6fn N6th carolina where their long
abandoned xorkings have lately been re-
opon<d. an1 made the scene of a very
nod4rn entsrprise.
Seven yeaff or SO ago, a prominent cit
Izeu of North carolina set some laborers
10 work ID ono Of the ancient mines, in
sunrch Of silver, supposing that metal to
have been lhe one sought for by the orig
hal miners A considerable quantity of
mica uas fbfown out, but its value was
not Recognized until sample, which had
bean sepf "a Knoxville as a curiosity, was
1e<n 81 i Mr. Clapp, who followed up the
<I4o 44d leased the mine for its mica, and
Ievised Az Industry which has added im-
zaeose|y d he wealth of the region. The
nina 4 kpoun as Blaylock's, about twelve
1I|o1 from Bakersville, the county seat Of
MItcHell's county. Four or five other
1Hcicnk mines have since been reopeued in
11 1slno neighborhood, besides many new
1@1 - iie same and adjoining counties,
corrozpondent of the Tribune reports
IN ~ mica trade has given general oc-
I1n b the population of Mitchell
- md has made money plentiful aud
enabled the county to pay off its
f. 11|neas, which it would otherwise
111 &111 unablo to do, Mines have also
1t1 opened in Yancy, Haywood, Bur
1I|1<. IcDowell, and other counties.
4 @1<IueH is still in its infancy, and the
I9S|I1 II mining are exceedingly primi-
t J y (te amount of mica produced is
han enough to supply the large and
|11< nd fnr tho articla Dealers
111I1eturers supply the mines with
- F>nging in size from two by three
"a q fifteen inches square, accord
8 Which the mica is prepared for
1ak Ihe dark or brandy y-colored mica
best price. Associated with
Ill., n IN abundance of decomposed
|@l 1|lo Ielspar, which viii no doubt be
h time, for the manufacture of
The Democratic advocate. [volume] (Westminster, Md.) 1865-1972, 1875-04-03
&elert puetrp.
sPRING.

Anl;na Il es!aing IIuncloses
1ins leaves tn hll the roses
sno4atuI a1neinth and crocus
Al iz41':|as be can focus
NA.axa AsA That spring is coming,
X64 re bees will soon be humming
Sp{iar II coming! By degrees
I.ise lie rows Of early peas!
Spring il coming, sure and steady
Slors ehd snai|a have come already
Naiofa ls11 that springs approaching,
Oh t1e Niniars steps eneroachingl
Spring n coming! Elm and chesnut--
Horse -oi course, and not the best nut
raf Forth buds; and larches slender
W14s q green hats fresh and tender
Nalait sa5a Mat spring is nearing,
Soon the cuckoo you'll be hearing!
SnfInf Il coming From their sleeping
litds she tulips now are peeping
Birds nrs singing, blithely winging,
'3Iia llse swinging branches clinging
Nsiare zs,s that spring is near ns-
f'ksi' 4 pfbspeci which should cheer us!
Spring i Gaming But her pleasing
ffdniseA may end in freezing
A i the buds aud blooms are lost.
HAt or April bringing frost.
The Democratic advocate. [volume] (Westminster, Md.) 1865-1972, 1875-04-03
THE GREAT RIVALS.

Above will b. found accurate and life
life portraits of the Hon. John w. Garrett
and Colonel Thomas A. Scott, the great
rival Presidents of the great rival corpora
tious, known respectively as the Baltimore
and Ohio Railroad, and as the Pennsylva-
mia Railroad.
HON. JOHN W. uARRETT.
The Hon. John w. Garrett, is native
of Baltimore, having been born in this city
on the 3lst day of July, 1920. He was
educated in the city of Baltimore, until
his removal to Lafayette College in the
State of Pennsylvania, where he completed
his studies Upon his return to Baltimore,
he entered the counting.room of his father,
and became eo-partner in the firm of
Robert Garrett 4 Sons, his father and
elder brother, being the other members of
the firm.
Mr. Garrett is now known to the entire
country, and widely in the commercial
centres Of Europe, as the head Of the great
corporation that controls the Baltimore
and Ohio Railroad and its connections.
He has indeed, been long prominent as
such, but recent developments in railroad
matters, and recent episodes in the railroad
history of the country, have placed his
name before the great public at large in
such a way that an unusual and remarka-
bic interest attaches to him. Even in
Philadelphia, where the sympathies of the
press and people must be largely with the
Pennsylvania Road, the Illustrated Sunday
Globe employed such language as the fol
lowing but very recently; "Garrett to-
day, considered as railroad man simply
per Sc, stands at the head of the profession
in the United States. Others there may
be more brilliant, more versatile, and more
conspicuous as individuals but Mr., Gar
Eeit IN u IdbIOuu lhal, u ihiioau huauCici,
and nothing else. He is nothing, if not
thorough"
During his earlier business career, Mr..
Garrett was close and attentive student
of the history problem Of the country as
instanced by the road that was even then
having such n pownrfill iuHuence unon his
native town, He expressed himself freely
upon the subject of management, and it is
not unreasonable to suppose that his in6u-
ence was more or less felt by the road long
before he ever consented to take part in
its management.
Those who are familiar with the history
of the Baltimore and Ohio Railroad must
recollect that up to 1856 it had been an
Improbable and much embarrassed enter