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THE BAMBERG HERALD ESTABLISHED IN APRIL. 1891 j A. IF. KNIGHT, Editor. Rates?$1.00 per year; 50 cents for six months. Payable in advance. Advertisements?fi.oo per inch for first insertion; 50c. for each subsequent insertion. Liberal contracts made for three, six, or twelve months. Want No-, tices one cent a word each insertion. Local Notices 8c. per line first week, 5c. afterwards. Tributes of Respect, etc., must be paid for as regular advertising. Communications?News letters or on subjects of general interest will be gladly welcomed. Those of a personal nature will not be published unless paid for. Thursday, June 1, 1905 This ought to be a campaign year. --l 'wvvirtvi kn X .umb. ui llie liuc u ui a nuivu wuiu uv done by the candidates in the many grassy fields. * * * The daily papers of the State seem to be prosperous. The Charleston News and Courier and the Columbia State are at present installing fine new presses, and the Charleston Evening Post has announced that a new and up-to-date machine is now being erected for that newspaper. The Post expects to install its new press about the first of September. Evidently this wave of prosperity which has struck the dailies, missed the weeklies. * * * We see no benefit to be derived by "locating" the grand lodge Koights of Pythias, but on the contrary there are several reasons against the proposition, the greatest of which is that holding annual sessions at various towns in the State brings the membership of the order Into close contact with many people and results in great good to Pythianism. To our mind this accounts very largely for the rapid growth of the order in this State. However, if a grand castle hall is to be erected, we would prefer to see it at Sumter. That town is near enough the center of the State, and in no city is more interest taken in Pythian affairs. Sumter is the place for the castle hall by all mp?ns. Has Changed His Mind James Barton Adams, who with his wife stopped over in Houston a few days last week, said that coming down from Denver he got in conversation with a Texas cattleman who sang the praises of grand old Texas world without end. "Ton are not of the same opinion as . regards Texas that Sheridan was," observed Adams. "What opinion was that?" queried the cattleman. "Why, he said that if he owned a farm in Texas and one in hell he'd sell the one in Texas, as he would rather live in hell." "No, I ain't of that opinion." observed the cattleman, thoughtfully, "and I'll bet Sheridan has changed his mind by this time."?Houston Post. Qualifications of Trnstees. School trustees shold be elected by the people every two years, two holding over for four years to serve with the new board. A trustee should be an educated man, competent to judge of the qualifications of teachers. Trustees should visit the schools at least twice during a session. Trustees are not paid, but they should have sufficient interest in the education of the children to see and know that the Bchools are properly taught.-Union Times Too Expensive. "Hiram," said Mrs. Ryetop, with a far ? * i_ ? i j_ r 1.1.! away iook in ner eyes, "iuanuy is getung to be a big gal now, and I think we ought to get her a pianner." "Not a bit of it!" blurted Mr. Ryetop. "An' why not?" . 1 "Wall, soon as she gets a pianner she'll be wantin' to have beaus an' the beaus will wear the sofa an' carpets out an' burn . an extra gallon of kerosene every week. Then they'll be singin' aroun' here 'way in the night until I forget to throw things at the cats an' throw things at them. No, by ricky, if Mandy must have music I'll get her a jew's harp." On the List. On one of the old turnpikes yet remaining in the South a big touring car had twice rushed through the gate without paying toll. The third time they made the attempt the negro toll man shut his gate and brought them to a stand. With indignation, the half-dozen occupants of the car declared they were entitled to ride free. "Look at your own board," said the spokesman. "It says, 'Every carriage, cart of wagon drawn by one beast, 2 cents; every additional beast, 2 cents'. We're not drawn by any beast at all." "No; but here's where ye come in, sah," replied the darky, pointing to another clause, as follows, 'Every half-dozen hogs, 4 cents.' An' three times four is twelve," he added. The twelve cents was paid. fcrovernment Whitewash. The following recipe for whitewash is used by the United States government, and should be used by every farmer. It will make a good whitewash that will stick on buildings longer than cheap paint. This is the recipe: To ten parts best freshly slacked lime, add one part best hydraulic cement. Mix well with salt water and apply thin. Try it on your outbuildings, whether the lumber is rough or dressed. / DRESSED IN BESTTO DIE How Japanese Soldiers Prepared For a Desperate Enterprise. INCIDENT 01 POET AETHTJB SIEGE Details of the Capture and Occupation of Xorth Cockscomb Hill Fort Through tbe Daring: Work of Japanese Engineers?Some Sacrificed Their Lives?Crawling on Stomachs and Feigning Death to Fool Enemy. The London Times publishes tbe fol lowing account written by a Japanese engineer officer of the breaching of the defenses of North Keekwanshan ((Dockscomb Hill fort) at Port Arthur. "It was thus that the capture was announced by the Official Gazette of the north fort of Cockscomb hill, which was the beginning of the series of destructions and captures of Important strongholds of the Russians at Port Arthur: *On the 27th of October, in the thirty-seventh year of Melji, part of the walls of North Cockscomb Hill fort was blown up by our working party, and the infantry assaulted successfully and occupied the fort securely by the 28 th.' "On that day at about 12:30 p. m. the working party in the right wing of the mine gallery came across an opening measuring about ten centimeters by ten centimeters, from which issued a strong smell of coal tar. The discovery was made thirty-two meters from the entrance of the gallery leading in from the sixth parallel. After examination we concluded that we had fallen in with the enemy's countermining tunnel. We found It necessary to locate and, if possible, remove the explosive material set for out destruction. This work was intrusted to a party of six men, volunteers from the imperial engineer battalion on the spot?Sergeant Katsuei Mltani. Corporal Tamejiro Ta kahashl, First Class Privates Tomoichi Hort, Kinzo Furusawa, Toshiro Kawabata and Second Class Private Asataro Matsushita. They understood the desperate nature of the enterprise full well, and, wishing to die decently, as the gentlemen soldiers of Japan should, they dressed in their best and went?to their certain death. "At 150 exactly the sound of a violent explosion rent the air, and the comrades anxiously waiting at the mquth of the gallery were assailed by pebbles, shingles and debris. Mltani, Takahashl and Furusawa were pulled out of the crater by means of the ropes which were tied to their ankles for this purpose, all severely wounded, while the rest sacrificed their lives at the altar of patriotism and duty. "Hie quantity of the dynamite used was unnecessarily large and the force of the explosion so great that it utterly demolished our mine gallery. But at the same time It split the ground to such an extent that the outer surface of the wall became detached from the natural soil, enabling us to determine the nature of it The wall appeared to he about three meters thick, of concrete tarred over on the outside and covered with tarpaulin sheets. This method or construction is prwi against almost any caliber of mobile siege guns. "We at once organized a party for the purpose of blowing up the exposed wall. Sergeant Iida, with two first class privates of engineers, crawled up over the edge of the crater Into the ditch for the purposes of reconnolssance, returning safely with a satisfactory report Then Sergeant Okura was sent with gun cotton In sand bags along with Corporals Horikawa, Fukunaga and Private MuzukL They daringly advanced right up to the foot of the wall, crawling on their stomachs very slowly and lying down at every few paces, feigning death. They placed and fired the gun cotton. The explosion tore-the wall off, the ground, leaving a gap of four centimeters between. The Russians took not the slightest notice of It Perhaps they imagined that to be an impact of a Japanese shell. We again Inserted a large quantity of gun cotton under the wall and exploded it This made a hole, but not sufficiently large for our assaulting party to enter. "So the persistent engineers determined upon the third attempt They shot down several of the Russians who looked wonderlngly out of the rent The third attempt was entirely successful This time the explosion of the gun cotton tore a hole In the solid masonry of concrete about one meter in height and one and a half meters wide. Through tills aperture twelve grenades were thrown in, and under the cover of the smoke and confusion a party of Infantry numbering not more than half a company died In and occupied the part of the underground chamber; the other part still remained in the possession of the enemy. The Japanese and Russian combatants were separated only by the thin khaki colored wall of sand bags between. "We slowly and steadily advanced, Inch by inch, each soldier pushing In front of him a bag of sand or a paraffin tin filled with shingle. The sound of bullets striking these paraffin tins was weird in the extreme. The Russians sought protection under the cover of steel plate partitions, striving stubbornly and yet in vain to stem the tide of the Japanese advance. The steel plates we exploded; the sand bags we simply pushed aside. Thus within twenty-four hours after tl t breach, the whole of North Cockscomb Hill fort was firmly and effectively occupied by the Japanese." The Proof. "Was it a very select hotel?" "Yes. It failed."?Cleveland Plain Dealer. RAILWAY REGULATION. American and British Views on Rate Making Powers. * SIR CHARLES J. OWENS' STATEMENT London and Sooth-western's Manager Says British Experience Show* That, While Fixing of Maximum Rates by the Government May Be Justifiable. Its Tendency Is to Arrest Natural Decline In Rates?Reasonable Rate Legislation Not Opposed, Says Samuel Spencer. Ad Interesting and significant statement of special timeliness, in view of President Roosevelt's recent utterances on the nuestlon of railroad rate mak ing and of Secretary Taffs discussion of the same subject at the banquet of the recent international railway congress at Washington, was made In an interview the other afternoon by Sir Charles J. Owens, general manager of the London and Southwestern Railway company, who is one of the most prominent of the British delegates to the congress, says the New York Post's Washington correspondent Sir Charles has been active in railway management In England during the whole agitation of the matter of rate regulation there, and his experience of the effects of government regulation In Great Britain Is especially valuable In the present discussion in the United States. Speaking from British experience, he says that the fixing of maximum rates may be justifiable, but he adds that the result of this in England has been to arrest the natural decline of rates and to maintain them at the high level at which they stood when regulation was adopted. "Where I quarrel with the legislation proposed by President Roosevelt, as I understand it," said Sir Charles, "is that it is suggested that a tribunal shall have the right to fix an actual rate. In my opinion, a government should be perfectly satisfied with fixing reasonable maxima, leaving the railroad companies proper commercial liberty to act within the limits of those maxima, subject always to the enforcement of the law as it guards against discrimination in all its forms. "I quite agree with the suggestion I have seen made more than once that it would be as logically unsound for ffnvernment to fix the price of bread as it would be to fix the price of the commodity we call railroad transportation. Its effect could only be to deprive the railway companies of that commercial elasticity in arranging their prices which is a fundamental necessity in the conduct of any business. Indeed, but for the fact that there is a measure of monopoly in every railroad, although not to the same extent in the United States as in Great Britain, it would be hard to find any logical reason' why even maxima should be imposed upon a railway company more than upon the producer of any other necessity of life, for such we may surely call transportation." Speaking of the regulation of freight rates by the British government, Sir Uharles said: "Dealing with the question historically, it should be remembered that when each Individual railway company obtained its powers from parliament the powers were accompanied by the imposition of maximum rates. The rates varied greatly in many districts and were in every case accompanied by a classification setting out the classes in which various articles of merchandise were to be found, but the classes were extremely vague and covered but very few articles and commodities. From time to time amalgamation of companies has taken place, so that our largest railroads in Great Britain are, broadly speaking, made up of tens or even twenties of small companies, each originally having various powers both as regards rates and classifications. This made it extremely difficult for any trader to decide whether the rates charged by a partlc ular railway company were within tne maximum powers of that company and would often Involve referring to anything between ten and twenty different acts of parliament This led to a great many complaints on the part of the public and to constant false accusations against the railway companies that they were charging In excess of their powers. "Repeated committees of the houses of parliament were appointed to consider the question, and the ultimate outcome was the passing of the railway and canal traffic act in 1888. This act provided that every railway company should submit to the board of trade a revised schedule of class rates and also a revised classification. The railway companies, of course, complied with this and after mutual consideration submitted classifications which were to be common to all railway companies and schedules of rates which but very slightly differed. The board of trade then heard obJ - ? - ? * ?^ V A jecuoils ul1 ule ptul vl uaucit iw uiw proposals of the railway companies, and public bearings of the whole case took place which lasted over eighty days. As the result of these hearings the board of trade, supporting the railroad companies' propositions in some cases and upholding various traders in others, submitted schedules and a classification to parliament for Its consideration. Here, again, the proceedings extended over several weeks, and the ultimate result was the passing into law of revised classifications and a revised schedule of rates. "The effect on the railway companies was materially to reduce their charges on certain articles of traffic, and their attempt to retrieve their position by Increasing charges in other directions was resented both by the traders and by parliament and a loss varying from ?10,000 to ?30,000 per annum was incurred by many companies. The resentment of the public to the attempted increase in certain rates found its outcome in another commission, being appointed by parliament and the introduction of the act of 1804, which gave traders who felt aggrieved by an increased rate an opportunity of applying to the railroad commissioners against th? enforcement of such a rate and placed the onus of proving the increase reasonable upon the shoulders of the railroad company. "There is no doubt in my opinion, that this act of 1804 is inimical to the best interest of the trader and the railway alike. A man with a true commercial instinct will always be ready to con aider the question of reducing prices with a view to securing increased business, but be will always hesitate to reduce prices if he knows that should be desire to restore them he will have to convince a not altogether favorable tribunal of their reasonableness. "It will thus be seen that the British railway companies have always been subject to maximum rates fixed by parliament, and from my point of view, provided such maxima are in themselves reasonable, they form a proper protection to the public and one which the public is quite entitled to ask for. But this Is altogether different from an attempt on the part of government to fix an actual rate. In all cases which have gone before the railroad commissioners in which undue preference to one trader over another has been urged the Judgment of the commissioners has been not that such and such a flgyre should be charged, but that the preference should be abated. This would leave a railway company free either to Increase the rate charged to A or decrease the sum charged to B, and provided the preference was thus abated the railroad commissioners have been satisfied." Samuel Spencer, president of the Southern railroad, said recently: "There is no substantial basis for the view so often expressed that the railways are opposing legislation reasonably and equitably protective of their interest as well as that of the public. It is not practicable to say at this time ^ A. i-l -r 1^ wnat ine exact provisions ol buuu legislation should be. This in fairness should depend upon existing conditions and needs, which ought to be carefully and exactly ascertained and not assumed. These conditions and needs are now the subject matter of diligent inquiry by a committee of the senate. Final opinion and the formulation of legislation based thereon should be left until this Inquiry shall have been completed. "That the railways have considered that the legislation thus far suggested is not duly protective of their interest is undoubtedly true. Those interests cannot be equitably protected if decision is to be made and become effective upon the purely Judicial question of the reasonableness and unreaSpnableness of a rate without strictly judicial procedure; they cannot be equally protected if one class of carriers is subjected to the provisions of the law and other classes competing for the same traffic shall be exempt. The carriers' Interest cannot be fairly protected, and the commerce of the country must be injured by statutes which provide that a rate of transportation once fixed by any authority shall remain perpetually in force thereafter until changed by commission or by court / "There is no division of opinion as to the desirability of stopping all secret or unjustly discriminatory devices and practices Of whatsoever character, but 4c o 4no+ and yaaoAnahlo UiCl C M u J U9V (U1U upon the part of the carriers that If evils In transportation are to be subject of further legislation those evils should be distinctly defined, that there should be a fair and exhaustive discussion as to how those evils can best be reached and remedied and that in the interest of the commerce of the country, which is so lndlssolubly linked with transportation, as well as in Justice' to the carriers and their owners, unnecessary legal restrictions and burdens should be avoided, which, while certainly harmful to those great interests, will not aid In correcting the evils." Photographing Swiss Glaciers. Photography has recently been employed in Switzerland to obtain exact pictures of the glaciers as they now are, says the London Telegraph. In future times the terminal moraines can be compared with those of the present day. Whatever may be the cause, the fact seems to be that glaciers all over the world are shrinking. They were once certainly far larger In Switzerland than they are now. The Ice caps round the poles are also growing less. As to the north pole, this was pretty well known some time ago, and now the antarctic explorers report that the ice fields round the southern pole are IliSO I tlx Itrsa UiUll UJ?y wctc rrucu im/33 made his antarctic voyage sixty years ago. When the reasons for this decrease of glaclation are known a clew may be found for the occurrence of the glacial epoch, eighty or a hundred thousand years ago. Loafln* In the BImmbi. Loafln' In the bloesoma, the breeze a-blowIn' free, Mockln' bird a-slngin' In the old mulberry tree, An' the branches green above me bo win' "Howdy do?" to me,. Happy as the breeze that swings the blossoms I Loafln' In the blossoms where the river sings away An' tells the water lilies what the flower gardens say; Dream In' o* the June time on a violet couch of May, Happy as the breese that swings the blossoms! -Atlanta Constitution. f f * f y * f ? * f * y if i if * ft ?>y* ?f < JTTJTTJT JT^JTTJT JTTJTTJTTJTTJTTJTTJTTJ I TWE | HOT W[ jSPEC jjj? We Keep Up With th< ^ New Goods are Receh !i: What You buy at j? New and Up-to-d are Always I j? Here are Tv ? Price Sped a v < ? ? jj* Seashore Hats Persian ( ? f| 50c 1 > j ( T Popular & Becoming Full 45 inc & T Girdle Forms White Si ? I !5C 2B ^ * ?? The Very Latest Pretty an< i z Cannon Cloth Flowered V $ ioc 10 ?< l\ I*. Washes iike Linen Brand Nc V 3? j! 4 Drop Shoulder Vests Net Top 1 > ? 15c is | TIT " ~ < m Just what you want Pretty Ne^ ?? ' f# ? i; Express Prepai f J Orders of $5.0C i Theodore Koh i i* M. / :: Orangeburg, - < ?4? *4* #4* ?4* *4* *4* *4* *4* *4* *4* *4* ?4* *4* < || REPRES if MANUFAC < o = < < 4 v < GET MY J[ ON MAC o 0 1 W. H. Pat it v BAMBEB I CARLOAD EA] I have just rec< of earthen Flow* Jars, and Jugs Offering at Re* C. J. 5. B THE HABB WARE M. ?? Stop Your Rei Save Youi Buj I We Will Loan You Money to Buy a H Build, to be Paid Back as Rent. Onl; With 4 Per Cent. Interest Per Annum. for particul; M. MO STANDARD TRUST bamberg, s. c. / LVE 1| ATHERli IALSjl ; Times. Every Day i i| 'ed from New York. the Emporium is :: ate. Our Prices i .riHai* Drirac J 1IMVI M. M 1W^? WT9 " velve Under ;$g| als. :-: :-: 0 Lawns White Jap Silk Sp ,C 50C I heswide Extra Fine Quality 3k Fans Wide White Ribbon jg ;c 15c If d Strong Organdi White Lace Hose Affid ,c I5C nn.n.. ur?^k aRI ;w viup ivwui/ nvrui ?ov Laces Fine Val Laces - ;c 5c jij v Designs lOOpcs just to band ? ' d on all Cash 5 > or More $ us Emporium I in i . * m m m Sa 0.1 E NTI NO I /TURERSl PRICES 1 | HINERY X rick, Mgr. I iMMIMIOtllllllllllltwl CTHENWARE | jived a carload JB jr Pots, Churns, I < , which I am i isonable Prices. I ROOKER, | AN, BAMBERG, S. C. J * money m j a Home Do it Now] lome, Lift Mortgage or Buy Lot y $7.50 Per rionth on Each kRS CALL ON /p? with 1 i l-<9 -thecompany, (Inc.) J TELEPHONE NO. 14 7