Historical Newspapers of South Carolina

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REMEMBER. i Bemeenber ne when I am gone away, j Gone far away into the silent land, ' 'When yon can no more hold me by the hand, ?Nar I hali tura to go, yet turning stay. Bemember me when no more day by day i Yen tell me of our future that yon planned, j Only remember m e. Your understand. It will be late to counsel then or pray. Yet if yon should forget me for awEBb And afterward remember do not grieve, For if the darkness and corruption leave A vestige of the thoughts that once 1 had. Setter by far you should forget and smile * . Than that you should remember and be sad. --Christina Rossetti. A TRAIN ANNULLED. "February IStb," said Train Dis patcher Moore as he wrote the date in .the blank space at the top of his train cheek "I shan't forget that date very soon." "Why not? %Are you a believer in mysterious things happening in con? nection with the figaro 13?" asked Hay iden, the "third trick", man, who had inst come in at midnight to relieve the "second trick'' dispatcher and take charge of the trains on the road. "No, not particularly; bnt dates sometimes recall events. No, there's no story, at least not,now." Then, after writing ont a brief transfer and watch > ?og his relief sign it, Moore pat on his coat and hat and started to ga At the doer he turned to say: "There are no extras. Nos. 16 and 13 are annulled. No coal at McHenry for the north, so we decided not to run a 13 today. Good night!" The footsteps on the stairs died away, and the man in charge looked over the nicely kept train sheet of tine day pre? vious with a critical eye. The new train sheet just dated was immaculate save for the word "annulled" written in, the space reserved for freight trains 16 and 13. After carefully examining the posi? tion of trains and "putting ont" a few orders everything was in such good running shape that Hayden had a long period of quiet He filled and lighted a .well seasoned brier wood and sat smok? ing meditatively. , A train reported "by" some way station now and then ? was all that broke the silence of the night. The click of the single sounder fell musically on the ear af the lonely man. Bat he was not alone. He did not feel isolated when he knew that out on I that line were 55 wide awake men in instant reach and a dozen trains all within his immediate touch. The dis? patcher looked up expectantly as he heard the -operator at Muldrow's Moun? tain cai! It was probably the same old question: . "Is IS running tonight?" He opened his key and answered the call from the mountain station. J \ "There's something coming up the hill from the north," ticked out the sounder. f A glance at the train sheet showed . the dispatcher that there was not a train within 25 miles of Muldrow's Mountain. "You're off on that," said he, smil? ing at the thought of a joke on Opera? tor Kemp mistaking the fall moon for a headlight or an early morning saw? mill whistle for that vf .a locomotive. "There's nothing coming south, and . No. 22 is at Cordelia Junction. " "No, I heard them coming out of the tunnel and can see the headlight now, " said the roan at the mountain. "Hold them," was the laconic order from the dispatcher: The operator at Muldrow's Mountain rushed to the door. A glance showed him that his signal lamp on the top of the station was burning brightly, its red orb turned toward thde approaching train and plainly visible a quarter of a mile to the north. When he reached the front of the office, the engine of the train was almost abreast of him. He saw a dull, Smoke bedimmed headlight and noted that the engine was clouded in steam, as if the cylinder cocks were open, and the wet, vapory cloud hung about the huge black boiler and shroud? ed the cab so that the engineer and fire? man were'not visible. The operator saw in the cab a bright red spot in the side of the little lamp over the steam gauge. It was the only thing plainly visible throagh the mist. Kemp saw that it was a "light train" and engine and a caboose. He knew thai they were not going to stop, as the train was then running fully 18 miles an hour. The next instant the caboose was op? posite him, the pale green side lights gleaming balefully through the fog. Before Operator Kemp had recovered from his astonishment the train had j passed the station and was beyond the range of his vision. A minute later he had communicated to the dispatcher what Han happened, and then he sat and listened to the sharp snapping of tile sounder while the man in authority gave an order to Cordelia Junction to hold No. 22 for an "extra south, en? gine unknown, " and sent instructions to have the train get in on the side track and wait. At Cordelia Junction the telegrapher had heard all that had passed between Muldrow's and the dispatcher's office, and after he had delivered the orders to the crew of No. 22 he stepped outside to take a look at his signal lamp. If the man at Muldrow's had let his sig? nal go cut and a train got by there, he didn't propose to have it occur at his station. Then, as a mariner casts an an? chor to windward, he returned to tHe office and trimmed and lighted a red lantern. No. 22 was "in to clear" away down on the "Y," and the operator at Cor? delia was alone. An hour passed, and he heard nothing of the extra from the north. Another hour was nearly gone when he heard the roar of an approach? ing train, then four short blasts of No. 22's whistle as #a poremptory demand for "signals," but he heard no reply to the call. Then the extra was on him. He saw they were running too fast tc? stop at his station; he noted that they had not whistled for the railroad cross? ing and were taking no notice of his station signal. Picking up his red lamp, he swung it across the track in front of the engine. The train did not slacken its pace. Jrat. bore, ste.adii? on.. Tba ros -HPK- "r.T^rc^" s^rsrcsR* -?utL1*^ was no nam ber displayed there in cordance with the strictest of mles. an instant more the wild train bad pz ed Cordelia Jonction regardless of signals, and the stupefied operator he; it whistling a county road crossing quarter of a mile to the south of him Thirty minutes later Nate Anders* the watchman at Big Cliffs bridge, \ preparing his bunk for a two hou nap before his relief should come. Si denly he stopped and listened. Sun that rumbling was a train from 1 north. A moment later he heard hoarse whistle, and, taking up his fi and lantern, the watchman went out flag the train over. As be reached t platform he saw dimly through the i a headlight coming, on the bridge 2 yards away. B?ising his white light "flag the train across," Andersons looking at the approaching train wh suddenly the headlight gave a gr? lurch, he saw the gleam of two gre lamps, and th eu all disappeared, ? instant later he heard a frightful era of broken timbers, the hiss of escapi steam and cries drowned out by bor: ble gurgling sounds and the rushing waters 200 feet belowtbe bridge. T minutes later he had aroused the sc tion gang, and they all went to t bridge together. Climbing down the framework of t bridge to the creek, no signs of dis tur ance or disaster could be found. The was nothing unusual about the litt creek. The shallow bottom was plain visible when the men swung their la terns down to peer into its clearwater not was there a bolt or a rivet displac? aoout the great new steel structure. * . . . . . . ? When Superintendent Belford of tl southern division came to his office tl next morning, there was the usual sta< of correspondence awaiting him. H clerk had it all opened and nicely sor ed, as was 4ns custom. There we three telegraphic reports .that claim? the great man's attention at once. A three bore on the same subject, and s exasperating subject it was. The fir message was from the dispatcher's offit and was to the effect that the operat< "at Muldrow's Mountain had reported train coming south at 3:10 a. m., whe the train sheet showed that there wi no train on the road within miles < him, Na 13 having been annulled an no extras running. The report f urtb< stated that the operator had insiste that an engine and caboose had disri garded his red signal and passed soot at 3:13 a. m., and that no amount < arguing would make the man chans his statement. Attached to this was a second tel< graphic report over the chief train dil patcher's initials, stating that No. 2 had been held at Cordelia Junction t await the wild engine reported as "b Muldrow's Mountain at 3:13;" that 2 was delayed 1 hour and 35 minute thereby. This account ended with tb following:"Litchfield operator has see nothing of the wild engine, and Leroy1 gravel train ran from Cordelia Junctio: to Litchfield and reports 'no train c engine between these points.' " The second report was from the con ductor of the fast freight, No. 22, am briefly stated that they were delayed hour and 35 minutes at Cordelia June tion waiting for an extra, light engin and caboose, which passed the Junetie? south at 4:45 without whistling sig nals. The report of the station agent a Cordelia Junction said: "Extra engin and caboose south by 4:45. Disregard e< station signal and failed to whistle rail road crossing." The superintendent read these twic< over carefully. Then he read the morn j ing report from the transportation de ' par tm en t, and he noted that there wer? "no extra trains," and that "trains No 13 and 16 were annulled. " This, then, was the question that surg ed through the superintendent's brair and threatened to overwhelm him "What was the light engine? When? came it and whither had it gone?" Turning to his clerk, Belford said, "Have the crew of Na 22 come to m} office as soon as they get in. " Then he wrote out several telegrams that were to set the machinery in motion for az immediate investigation. For trains tc run over his division without orders and disregarding signals was a seriom matter-an alarming matter, in fact. A fuir statement from the night oper? ators at Muldrow's Mountain and Cor? delia Junction and a talk with the crew of 22 would probably clear it up. The transportation department knevi nothing more than the report by wiro had shown. The sole representative oi the motive power department who could throw any light on the case was the en? gineer of No. 22. None of 22's crew was too well pleas? ed at the peremptory summons to ap? pear "on the carpet." They were tired, sleepy and worn out, and it is not a pleasant thing to be called upjaeforo the high tribunal ot railroad life with? out knowing what charges are pending. An hour later found the train crew, Master of Transportation Hainsford and Superintendent of Motive Power Small assembled in the superintendent's office. The two latter were at desks provided for them, and the investigation had be? gun. The evidence of the fireman and brakeman was of no value, as they were inside when the wild engine passed and saw nothing of it Conductor Blair's statement was commonplace enough. He was held for orders at Cordelia Junction and got ? "hold order" for an extra south, number of engine not given. The extra had delayed them and passed at 4:45. They were on the "Y" waiting, and the switch was set for the main line. This closed his statement, and he was about to leave when the su? perintendent said: "Wait a minute, Blair; one moro question. Was there any number on the caboose or anything you could identify it by?' ' "There wasn't any number I could see, but come to think of it, there wasn't any cupola on it. The side lights were burning bright. I didn't see the headlight of the engine." The engineer's story was practically the, same. They were too ?ar. down,?hc T" from tne roam tracs to se* plainly, but be thought the beadl was "burning np, " an expression wi means that tbe wick was turned high and the lamp smoking, so that tefiector was dull, 'he glass blurred the headlight rendered practically no value. He could not for this re* tell whether there was a number on headlight cr not. When asked as to peculiarities about the engine, he ! thoughtfully: "She seemed to be fo; ing or something. She wasn't popr. off, but she had a mighty lot of st< about her, as if she had a leaky st< chest. They didn't whistle signals, I palled ray whistle four times, but no answer, and they didn't step. At the engine. I did notice she wa?n straight shot, extension front eng! but she had the old style diamond ste I thought it might, be one of the ones run over to the shops or to a w train." This closed the hearing, and w the crew were gone the officials be? to confer. The two department rej sentatives admitted that they were at sea. A boy brought in a bunch I telegrams at this moment. Among th j were elaborated statements from j two night operators who had seen light train, but nothing of partier value was added. That ended the ? i dence. Nothing more could be gah from any point. The three offici made a recapitulation of the reports a statements, but they didn't seem to rive at any conclusion. No engine i caboose had left Termini an engine t j caboose had passed Muldrow's Moi tain and Cordelia Junction, and tl was all. "How long have yon been on t road:" asked Belford, turning sudd ly to the superintendent of motive pc er. "Eight years this summer," repl Small. "When were tho straight shot stat extension front engines put on this j vision?" j *' We got the first one six years s and have replaced the old ones ea year, until there are but two left. ?] the 76, is on the gravel train, 250 mi from here, and the other has been the shop for a month and has no po trucks under her." Then addressing himself to Bail ford he asked, " When was it we adoj ed the cupola caboose?" "Nine years ago, in 3883," said t master of transportation after a xx ment's thought. I Then after a few moment's consul) tion the heads of the respective depa meets returned to their offices, and t high official sat looking out of his wi dow, away across the river, far out ov the Ohio falls, where tho clear blue VJ ters were curling gracefully down to churned into lacy foam on the rocks t low. But he was not thinking of tl water or the rocka Superintendent Belford roused hil sell He was not a dreamer, though i had wasted a whole hour. It was noo; the screaming whistles told him, ai what he had expected to clear up in ? hour he had spent half a day over, az it had now deepened 'into a positr mystery. "There is but one more man to se He may be able to clear this up son way, "mused the great m an. "Ithougl he would be here by this time. " Tl door opened at this moment, and Supe intendent Belford arose and, holdiz out his hand, said cordially: "Goc morning, Mr. Moore. I sent for you 1 see if you could help us to clear up matter of a wild engine on our div sion last night." Dispatcher Moore bowed gravely an took the chair the superintendent hs motioned him ta I "Here are the correspondence and a the memoranda we have gathered. Ti chief dispatcher says you have been t the road longer than any of us an thinks yon can make something out < this." "I will see what I can find," sai the dispatcher briefly. Belford returned to the window an left the man looking over the papen Belford had met the dispatcher br once previous to this, but he had of te heard him spoken of as a man of gres capacity and an extensive knowledge c railroad affairs. As he looked at hii now he noticed that Moore was a youn man, perhaps 35, with clear blue eyes a strong, square jaw, a drooping blon mustache and a pleasant but grave face His hair was slightly gray at the sides and taken altogether Moore was a dis tinguished looking man. Belford won dered why this capable man had re fused promotion, preferring to remain J second trick dispatcher, a position hi j had now held for 14 years. Thirty minutes passed before Moori shoved back the papers he had bee! carefully reading, and leaning back ii his chair locked steadily at the ceiling for full two minutes. "Well, Mr. Moore, do you hnov what that wild engine was?" "No, sir, I do not," was the promp reply. "Have you any theory?" asked Bel ford, with a perplexed look. "Yes," answered Moore, after a mo ment's deep thought. '"Get the accideni report of Feb. 13, 1879, and seo what ii says. ' ' Without a word the superintendent famed to the perfectly arranged fil( lise, and in a minute took down a big nook with "1879" in gilt figures on the back. Laying the book,on the desk, they turned to the date mentioned and read: FEBRUARY 13, 1870. Train Ko. Iii, engine 513, Conductor Collin?, Engineer Carim, with caboose, left Termini at 2:20 a. m. to run light to McHenry for a train I of coaL No. 13 passed Muldrow's Mountain at 3:13, Cordelia at 4:45, struck broken rail on ! Big Cliffs bridge about 5:15 a. m., and enpine j and caboose f?-ll 2C0 feet into Big Cliffs creek, j Entire crew killed. j -Frank E. Wolfe in S bort Stories. ' A Good Roads Minister. A progressive Baptist minister on Long Island read a notice lately from his pulpit, announcing a good roads meeting to be held that week and that good singing would bo a featuro of it. He expressed the belief thar better roads would make better Christians. JAPAN IRIS. Directions For Culture and a List of De? sirable Varieties. The Japan iris (L kaempferi) makes t handsome feature and will flourish in the ordinary soil of a good garden. In regard to culture and desirable varieties Rural New Yorker has ihe following to say: Although they like moisture, there is no need for a damp situation, ether surroundings being f uvera ble. The roots are planted in early spring, before growth starts, the top of the root being just about level with the surface of the soil. We have seen them growing finely in a sandy loam of moderate fertility, where no extra moisture was supplied, but they will be all the better for water? ing. An expedient sometimes resorted to where the iris bed is not very large is a strip of galvanized iron about four inches deep stuck into the soil so as to surround the bed and thus retain water. Daily floodings were given, to the great advantage of the planta? in Japan great fields of this iris are grown, making a magnificent sight when in bloom, and a similar sight may be seen among the large growers on Long Island. A list of fine named varieties would include the following: Daibutz, deep indigo, semidouble, dwarf ; Emperor of Japan, deep maroon; Empress of Japan, tall, lavender and white ; ichibau, red? dish purple and white, double, dwarf; Minister Mori, white laced with pink? ish mauve, early, very beautiful; M. Buchanan, pale indigo, yellow eye, double, fine; M. Chotars, light? blue, striped with white, tall, early; mura? saki, purple, wavy petals; otentosama, light purple and whir;e, early; Pearl, pure white; Perfection, white, mottled purple, early; Bofcert Buist, deep indigo, yellow eye, double; virginalis, beauti? ful double white. Unnamed seedlings of mixed sorts, which often include some very handsome kinds, are sold cheap and will be satisfactory where r, large number are required. A Rockel y. A rockery pictured end described in American Gardening is built of rough cobblestones held together with Port? land cement. At the bottom is well rot A EOME BOCKERT. j ted manure with sandy loam, say. to six inches. The exposure is a northern one, and the rockery is shaded by chestnut and maple trees. Cannas and ferns did well in it. In moving ferns they should be taken up when the fronds begin to appear. If the . operation is too long delayed,, they will not do so well. Other wood plants can also be used. Start Chrysanthemums Now, To have chrysanthemums in the fall, j Theodore Snook, Titunville, says: Se ! cure your;planls of some. reliable firm I in* the spring ~ahO plant theiA in small pots, water well and place them where they will get plenty of sun from the time it comes up until it sets if possi? ble. *vVhen the small pots are full of roots, change to pots about two sizes larger and make soil very rich with well rotted manure and keep porous and sweet with old plaster broken up fine, and after placing something in the bottom of pots for drainage put some of the soil in and ram it down hard with a stick. Continue to co so until when you place the plants in the top of the root will come a boot an inch from the top of the pots, then pack the soil around the roots and side of the pots; using the stick again. This prevents the roctsfrom reaching the side and bottom of t;he pots too soon, as they are ereat feeders and .roots grow very fast, and if they reach the side or bottom of the pots before they should be* changed they are apt to be? come injured and tho vitality cf the plants hurt. They need a great deal of water and should never be allowed to become dry at any time. In hot, dry weather I wet my plants by placing them in a tub of water and letting them become thoroughly soaked. As the pots become filled with roots move them to larger pots. They should be in their blooming pots at least by the latter part of June. These may te from an 8 to a 12 inch pot, according to the sizo of the plants, and some may require ! even larger. Herbaceous Peonies. j Herabceous peonies are those varie ! ties that die down to the roots in the j winter in distinction from the tree ? peonies (Polonia montan and its varie j ties), which are shrubs. The herbaceous ! class may be put- in three divisions j officinalis and its varieties, paradoxa j and the Chinese peonies. The first two j classes are of European origin, bloom i ing in May. The Chinese sorts bloom ! through June and July. All are hardy. ! healthy and free from insects, doing ! well in any good garden soil. There are j a great many varieties to choose from. The Chinese section, blooming later than the foregoing, offers a wider range of choice because hybridizers are con? stantly working upon them, especially the French growers.-Kural New York? er. _ A hotel keeper in Brussels was oblig? ed the other oay to buy 80 pairs of shoes for his guests. The porter had decamped with that number placed in his charge. MACHINE ROADWAYS. THEY RECEIVE A PRACTICAL TEST IN NEBRASKA. Successfully Withstand Frosts of Winter and Thaws of Spr:n~ - Smooth, Hard Roads Tal:? thc Place of Mudhoies. Method of Construction. The members of the board of county supervisors are taking a deep interest in the public road work that was done last summer cn several of the main county high tf ay s and have started a systematic inquiry with a view of as? certaining how the roadbeds havo with? stood the spring thaw, says the Omaha Bee. Colonel Baker has perhaps taken more interest in this work than almost any ether member of the board. He says: " We have every reason to congratu? late ourselves and the people of the county who use the roads that the effort to construct modern highways was be? gun last summer. Of the 24 miles of roadway we constructed last summer our reports do not show a mile that is not in good passable condition. In many places where at this time last year the mud was axle deep to the ve? hicles that attempted to traverse the public highways immediately after the frost left the earth we now have firm, dry roadbeds over which heavy loads can be hauled. There has been more rain this season than last. The work we did has certainly demonstrated the wisdom of the board in investing a con? siderable sum of money in the road making machinery we purchased and put into operation. We were considera? bly handicapped during a portion of the season on account of the excessive dry? ness of the soil, which could not be per? fectly compacted by our system of har? rowing and rolling. "At all points where tho new road? ways are not np to the standard it will be found that the work was done when the ground was powder dry. Wherever we had moist earth to work upon we gave a rrrm and solid basis.for the road that has not been affected by the weather. The old Chautauqua road, where we did A CONNECTICUT HIGHWAY. some good work early in the season, is in a high state of efficiency, and the farmers are pulling the heaviest loads over it. This road was almost impassa? ble for heavily laden wagons until this year. Wo are fully satisfied with the work we did and shall continue on the same lines this season and reconstruct many miles of the principal highways in the county." The new method calls for the use of a 12 horsepower grader which is used for removing the earth from the sides of the roadway and piling it up in the center. As fast as it is deposited there it is spread out and thoroughly pulver? ized by a slender toothed harrow, which is followed by a roller weighing several tons. The loose earth is put on in layers of only about an inch in thick? ness, each subjected to repeated rolling. In this way a roadway, often several feet in thickness, is built up, firmly compacted from top to bottom. The sur? face has an oval form which sheds the water readily. Formerly in the public highways a short distance from the city there was only one narrow roadway where all of the vehicles traveled, turn? ing out only to pass each other. On the new roadways a surface of from 20 to 40 feet is used. The roadmaking committee in tho county board announce that the sams general plans of last year will be fol' lowed this year and that all of the taxes realized from the 1 mill levy in the general road fund of the county will be devoted to the work. This fund has yielded about ?20, OOO a year for many years, and it has been the practice here? tofore to apportion it fo the several townships and permit it to be used un? der the direction of tho township road supervisors, who have expended it, to? gether with tho additional township levy, to defray the cost of annually plowing up the roads. The board will endeavor to induce the city to consent this year to the . relinquishment of its share of this fund to be used iu making permanent roads in the immediate vi? cinity of town. Road Maintenance. The only way by which a macadam roadway can be kept firm and compact and preserved through sommer heat is to moisten it regularly. If macadam is worth paying fer, it is worth caring for. But this is done only in spots, where private parties bear the expense, and, instead of keeping the roads always good and firm, it is customary to wait until the sun has disrupted the surface and then to spread on a quantity of earth, stones and sod to "protect" it - Exchange Periods of Road m akin g. In an interesting article on "Ancient and Modern Highways," by C. L. Whit tie, in The New England Magazine, the writer divides the history of roadbuild ing, as affected by various uses, into three periods: First, during the reign of the Egyptian and Assyrian kings; second, beginning with the rise of Carthage and continuing through the rise and fall of the Roman empire; third, beginning in France with the roads "conceived by Napoleon and executed by Tresaguet, " then by Macadam and Telford in England, afterward on the continent, and now in the United States. Ohio Bl?6r&CiiarlestOH Raliway Co Conjunctim with the Soi?tii Carolina & ?eorgia Bailroad Schedule in tffect October 18. 1887. North thoued S C & G. Somh t-ound. 7 10 a CD Lv Ohsilesion Ar 8 CO p os 8 67 fl a B-?r.c!-vtllc Ar 5 ?5 p m 10 25 a m Lv Kingsville Ar ? 41 n m OR & C 12 05 p ci 1,7 Cunden Ar 3 ?0 p ts 1 OS p ci Lv Kershaw Ar 2 GO "p IE 1 45 p m Lv Lancaster Ar 1 00 p m 2 30 p ra Lv CMaT.bi Jone Ar 12 15 p m 2 55 p m Lv Rock H iii Ar ll 55 a ia 3 3>poiLv Yorkville Ar 1115 am 4 50 p m LT DUckabarg Ar 10 10 a m 5 20 p m Lv Shelby Ar 9 20 a ea 5 55 p BI Lv Henrietta Ar 8 35 a ni 6 12 p m Lv Forest City Ar 8 20 am 6 27 p m Lv Rutherfords Ar 8 05 a m 7 30 p m Ar Marion Lv 7 00 a m (Gaffaev Division) 6 30 p m Lv Blacksborg Ar 7 25 a m 7 05 p m Ar Gfcffaejs Lv 6 ?0 a m Trains north of Camden TOE daily excfpt Sunday. Trains between Charleston sod Kingsville mn daily. For information as te ratee, Clyde Line Sailing etc., call on Ioctl, contracting and traveling agents of both roads, or E. F. GRAY. Traffic Mangaer. S. B L?MPKIN, Gen Pass. Apt. L. A. EMERSON*, T M. Biacksnurg.S. C S. C. & G. R. R Charleston, S C. Atlantic Coast Line. WILMiNGTO*, COLUMBIA AND A?GU& Ti. RAILROAD. CONDENSED SCHEDULE. TRAINS GOING SOUTE. Dated April IO, 18&8 Leave Wilmington Lea Marion Arrive Florence Leave Florence Arrive Sumter Leave Sumter Arrive Onlnrabia No.56 P.M. ?4 00 6 43 7 25 P. M. .8 00 9 10 P.M. 9 12 10 30 No 35 A M ?3 25 4 2S No.62. A.M. ?9 37 10 55 No. 52 runs through from Charleston Tia Central R. R., leaving Charleston 7 a. zn.! Lanes 8 32 a. m., Manning 9 08 a. m. TRAINS GOING NORTE. Leave Columbia Arrive Sumter Leave Sumter Arrive Florence Leave Florence Leave Marica A rrive Wilmington No.54 A.M. .6 45 8 08 A. M. 8 li 9 25 A *A 9 ?8 10 36 1 2?? No.53 P.M .5 00 .6 2$ 3?0.32 P.M. ?6 36 7 45 .Daily. fDaily except Sunday. No. 53 rons through to Charleston, S C , via Central R. R.. errrinj: fcfcnclog 6 67 p 5?.. Lane? 1 43 p m . Charleston 9 i5 p. m. Trains on Conway Branch ?3ava Ct?d? boor% ll 43 a. ra., 8 rr ivs at Cocwv> war l 4w p n>., rttornins ?ea7eConwey at 245 p m., -ive Cbc?bouru 6 15 p. JP. lea-?- Cbs dbe urn . 45 p m., arrive at Hob a; C 20 p. m., return!, ir leeve FIrb 9 25 a. ai arrive at CLadbocrn 10 00 a. m. Daily ex cept Sunday. f D*ilv except Suodav. J. K. KEN LY, Geo'l ttanecer. T. M EVERSON. Traffic Manager H. M. EMERSON. Gen'* Pass. Agent. fl. I Ic effect Janoarv 15th, 16S6. TRAINS GOING NORTH. No ?2* Louve Wilsons SUI! ; r9 10 a ns " Jordon 9 35 & ti " Davir, 9 45 a m ' Sumu-.tcTon, IC IC a ia ,: Milord, 10 45 am " Silver. ll 10 a ir '. PacfcsviHe, il 30 p ^ " Tindai, ll 55 p u. " W. & S. June, 12 27 p rn Ar. Sumter, 12 30 p ta TRAINS GOING SOOT No 73 * 2 30 p n 2 33 p ti 2 50 o n: 3 10 p c 3 35 p ?. 3 46 p c 4 40 p m 5 20 p ir, 5 D? p m S 30 p m Lerve Sumter, " W.ftS.Jnnc " Tind&i: 41 Packt ville, " Silver. " fr: illari " ??mm?iton, Davis. * Jor?oi, Ar, Wi?eoi Mi:!, Train?* htu>ct? Mi!!?rd ?cd Si. Paul Uavf billard in 15am and 3 45 p m., arriving 3? Fnul ?0 25 a ra and 3 55 p m. Retnratyp :t nve St. Paul 10 35 a m ?nd 4 ?0 p rn, and xrriv? Millard 10 45 a m ?nd 4 20 p m Dai lr except Sunday. *f? ai iv exce^f Sunday. TB Jil AS V77LSO? Predi?*5"! PATENTS ?Caveats, and Trade-Marks obtained and all Pat' ?ent business conducta*? for MODERATE FEES. ?OUR OFFICE IS OPPOSITE U.S. PATENTOFFICE ?and wc can secure patencia less time than those (remote from Washington. Send model, drawing or photo., with deserr >tion. We advise, if patentable or not, free of I charge. Our fee not due till patent is secured. > A PAMPHLET, 44 How to Obtain Patents," with ?cost of same in the U. S. and foreign countries (sent free. Address, C.A.SNOW&CO, OPP. PATENT OFFICE, WASHINGTON. D. C.