Nebraska Newspapers

    FRIEND S BIRTHDAY
THE SCHOOLGIRL SHOULD KEEP
A BIRTHDAY BOOK
Remember Your Friends by Letter on
Their Birthdays — A Birthday
Shower Will Bring Pleasure to a
Lonely Schoolmate—Small Acts of
i Kindness Bring Much Happiness
—Brothers, Mothers and Fathers
Also Like Attention on Their
Birthdays.
BY MARGARET E. SANGSTER.
(Copyright. 19<«. by Joseph 1! Bowles. 1
Speaking of birthdays, do you re
member how proud you were on the
day when you slipped out of 12 into
13? That was a real mile-stone on the
road, and you felt a good deal taller
and much more important when you
were fairly In the teens than you did
In the first dozen years of your life.
Then, when 16 came and three more
of the wonderful white mile-stones
had been passed, you w-ere again in a
different world. Girlhood has many
phases and changes and is altogether
a most Interesting and fascinating pe
riod both to those w-ho stand by and
watch it. and to those who are in the
midst of Its pleasant time.
I suppose that you have a birthday
book. Every girl should have one, so
that she may keep in mind the birth
days of the dear people at home, of
teachers, friends, chums and every
body in whom she has some measure
of interest. It does not so much mat-'
ter what the name of the particular
birthday book is. but it should have
a sentiment In prose or verse for every
day in the year, and a blank space un
der each date, where names of friends
may be written.
Nothing gives more pleasure to a
friend at a distance than to receive
a letter from Bessie oi Marjorie on
the morning of a birthday, a letter
carrying good w-ishes, a message of
cheer and an assurance of love. If
Wilhelmina in bouth Dakota on a
ranch, ten miles from a neighbor,
shall have dropped into her lap on
the morning of her fifteenth birthday
a letter from Caroline in Tennessee.
containing a pressed flower, a book
mark, or merely four pages of merry
chat, her heart will glow with new
warmth the live-long day. She will
know that Caroline took trouble for
her and that she went to the post
office and found out precisely how
many days It would take for her let
ter to reacj its destination. Caroline,
living in a village wiih neighbors
close by, could hardly appreciate how
lonely Wilholmina sometimes felt, blit
she had bridged over the space be
tween by her word in season.
* * * * *
Does tjere happen to be among yonr
acquaintances a girl whom everybody
loves, or a girl who has few relatives
and is far from home, or a girl who
is tired and drooping, or still another
shut ia by illness and compelled to sit
still by the hour instead of going
about as you do at hpr own swee
will? Any one of these girls would
lj* made extremely happy if her ciass
nTates or her ,'riends should send her a
birthday shower. Suppose you begin
to plan it two or three weeks in ad
vance of the date. You will then
choose the place where the shower is
to be given. Tf at the girl’s own home,
her friends will meet there and take
her by surprise, although they will be
wise if they give a hint beforehand to
her mother or older sister as to their
Intention.
Surprises may fall on a household
at an inconvenient moment, and it is
generally better to take the head of
the family into confidence before pro
ceeding with them. The girl herself
may be kept very properly in ignor
ance of the compliment, that is to be
paid her. Brides often have showers
of linen or china before their wedding
days, but 1 see no reason why other
people may not have showers, too.
Yours to your friend who has a birth
day may include plants, photographs,
flowers in bloom, books, bon bons or
anything else that yon choose to
bring, and the greater the variety the
more pleasing the occasion will he.
A girl 1 knew had a birthday show
er given her and years after it, look
ing over a box of souvenirs, she found
among other little things that had
been put away, a bit of cardboard with
a Latin motto worked in steel beads
and stitched carefully to a piece of
white satin ribbon. The girl who had
worked It for her was by that time
on the other side of the globe and they
had not seen or heara from one an
other in a long time, but the motto
■with Its quaint message of unchang
wrfUWwwrfl/W »
Ing love was precious to her who had
put It away In her box of treasures,
while she was yet In her teens.
* • * • *
You will not think that I am preach
ing, will you, If I hint that each birth
day should mark a definite advance In
wisdom and knowledge and find us
better fitted to help one another than
we were a year ago? Little things
make up the sum of our lives. If we
aie fretful and cross, easily disturbed
and quick to resent grievances, we
shall be hard to get on with, trouble
some to ourselves and disagreeable to
our friends.
There are girls who are charming
away from home, but very inconsider
ate and Irritable with those they love
best. Kvery birthday should enable
us to be more self-controlled and more
gentle and lovable than we used to
be. In a household I know there are
three sisters; Louise Is unselfish and
lovely; Betty Is preoccupied with her
own affairs and sees everything from
her own point of view; Marta Is par
tially an invalid and Is what her
mo'her calls “frictions.” The last ex
pression means a good deal to me. It
shows me that Maria's disposition is
1 to break the peace around her instead
of preserving it as a perfect whole.
Ixiulse is the darling of this trio.
Hannah More, a writer very popular
in her day. but at present almost for
gotten, wrote a bit of verse that fits
in to my birthday talk:
"Since trifles make the sum of human
things.
And half our misery from our foibles
springs:
Since life’s best joys consist in peace
and ease.
And though hut iew can serve, yet all
can please;
Oh. let the ungentle spirit learn from
hence.
A small unkindness f* a great offense."
Another bit of advice may be par
doned. I have been in homes where
a great deal of attention was paid to
Susie's and Tenny’s birthdays, but
nothing whatever made of the birth
days of Tom and Dick. Boys care
just as much about love and happy
times at home as girls do. and sisters
should look out for their brothers and
make their birthdays red-letter days.
Then father and mother, who are
always thinking and planning for you
and making sacrifices that you may
he well educated, well dressed and
able to go here and there, for visits
and journeys, should be remembered
by their juniors On father's birthday,
see that there is an extra touch on
the table, a flower beside his plate, and
ia little gift from every one. As for
mother, roo much cannot be done for
her. since she is the good angel of
her children's lives. If there are old
people in the honse. do something ex
tra for them on their birthdays.
The sum of the matter is this: a
birthday Is a golden opportunity to
make somebody happy and to take a
fresh start in unselfish behavior on
your own part.
TO PUT ON PLUMPNESS.
For the thin woman milk is salva
tion; a glass of rich, pure tni;k, with
th. cr“am in it, taken just before re
tirir.g, sipped, and a roil taken with it,
will make a most marked change in a
month in the sallow skin and drawn,
scrawi* y face and neck of the thin wo
man '.■'ho is not really ill.
For her also the cold bath, but the
tepid one first, because of the shock.
For her also the free use of sugar and
all the potatoes, rice, macaroni and
cream she can get. Salads with olive
oil; plenty of fresh, sweet butter; all
the green foods which agree with her
stout sister are good for the thin one.
Exercise in moderation, never to the
point of exhaustion, and a great deal of
sleep in a well-ventilated chamber.
A glass of hot milk after her walk, a
roll or cracker several times between
meals with a bit of preserve or even a
lump ol sugar, and the thin woman
Foon shows the change for the be'ter.
It must be understood that the milk is
sweet and fresh, and buttermilk the
same. Drugs will do no good. A sim
ple tonic where the appetite Is p<«or;
sometimes just a little cup made front
the bitter "quassia wood.” from which
a drink of cold water may be taken
three times a day, answers every pur
pose. Tonics sometimes stimulate the
stomach too much and digestion is in
complete, so there Is no nourishment in
the food that is taken.
For the too thin woman indulgence
of herself in the good things of earth,
abstaining from acids and too much
exercise.
»•“ --*♦-»» — »- ■■
THE LINGERIE HAT.
This is a very becoming and cool hat
for summer wear, and one that can be
easily made at home. For the crown.
IDEAL SUMMER HAT.
fanv muslin, silk, or piece embroidery
■bouid be used; it is cut quite rou&d.
and the edge gathered up to fit a band
of white stiff muslin about one and
one-half Inch wide and large enough to
fit the child's head comfortably. The
brim Is also sewn to this band; it is
com pored of a gathered frill of accor
dion-pleated muslin and a frill of mus
lin embroidery; the joining of the brim
is covered by a fold of ribbon, and a.
large bow trims the front.
The hat should be lined with a soft,
piece of muslin or sar^net silk; a ro
sette of the ribbon Is placed under the
brim at the left side of front.
Ladles, as well as children, have
adopted the lingerie hat. It is the fa
vored summer headgear of the day.
Wearing Bings.
The wise woman wears one ring
upon each finger, but never two. One
ring sets off the finger and preserves
its shape and general appearance. But
two rings ruin its outline. Wear one
ring on each finger, but don’t crowd
the matter by putting on two or more,
as so many women do. 1
-—" --— -rr
THE RAILROAD ’
The Life of the Railroad Mon- The Preparation Necessary for Succoss
in This Important and Permanent Calling—The Opportunities
It Offers the Boy or Young Mon Who Determines to
Succeed—Many Pertinent Facts and Opinions.
By NATH'L C. FOWLER. JR.
Author of "The Boy—How to Help Him Succeed." " Building Business." ‘ Dollars and Sense." i
1 "Fowler’s Cyclopedia of Publicity and Printing," "Gumption.’' Etc. j
p*0mm *mmm—^ - ■ •* — • < - "*** ■ * ■ .
(Copyright. 1106, by Nath I C. Fowler, Jr.)
The railroad business Is divided into
two widely separated branches, the
operating and business departments.
The operating department is respon
sible for the running of the trains
and for all that pertains to the me
chanical action of the road. The
business department does the finan
ciering, fixes the rates, is in charge
of the clerical forces, and attends to
the business part of railroading: and,
further, exercises a general super
vision over the operating department.
A railroad is a corporation, operated
Tinder the direction of a board of di
rectors, which is elected annually by
the stockholders. Tills hoard of di
rectors Is In control of every depart
ment. and delegates Its power to Its
active and appointed officials.
For the sake of convenience and ex
p».dleney, the board of directors
elect, as its representatives, what are
known as railroad officials: a presi
dent. one or more vice presidents, a
treasurer with his assistants, a gen
eral superintendent with any number
of assistant superintendents, a chief
engineer, a master mechanic with his
assistants, a general freight agent
and assistants, a general passenger
agent with one or more assistants, in
some easels a general manager and a
traffic manager, and the department
heads wi'n their assistants. All of
these officials may or may not be di
rectly elected by the board of directors,
as it is usual for the chiefs to appoint
some of their assistants.
Duties of Officials
The president is not always the
working head of the railroad. He
may not be a practical railroad man,
end may hold his office on account of
his business capacity, which enables
him to finance any commercial enter
prise. But most railroad presidents
are practical men, understanding rail
roading in general, and often its
management even to the smallest de
tail.
The vice president, if active, usual
ly has some distinct duties, and is in
charge of certain important matters.
The treasurer is the custodian of the
railroad’s money. The secretary may
or may not occupy a position of re
sponsibility. It is his official duty
to keep the records of the meetings
and to perform such other functions
as may be designated by the board of
directors.
The general superintendent Is the
executive officer of the operating side
of the road, and is responsible for
everything outside of the clerical and
financial departments, except that he
does not, as a rule, interfere with the
duties of the general freight, pas
senger and ticket agents. He is al
most invariably a mechanical expert,
and always a disciplinarian, who un
derstands the handling of large bodies
of men.
The chief engineer occupies a posi
tion equal to that of the general su
perintendent. and in some cases he
outranks him in salary and in im
portance. He has charge of the civil
engineering and of other matters. A
railroad must be surveyed and con
structed. with its bridges, tunnels and
track work, before the trains can be
run; and the chief engineer is re
sponsible for this work, and for the
constant rebuilding and enlargement
nf the road.
Responsibility Divided j
Large railroads arc divided into di
visions, each of which are under the
direction of a district or division su
perintendent, who, in turn, is respon
sible to the general superintendent.
Ti c general freight agent has charge
! of the freight department, a position
of much responsibility. The offices
of general passenger and ticket agent
are usually combined under one man.
as the duties of each are frequently
too similar to warrant separation.
This official has charge of the rail
road’s passenger business, including
the ticket offices.
The master mechanic is at the head
of the mechanical work of the road,
and is responsible for the condition
of the locomotives and cars. Com
paratively few roads have traffic man
agers. These officials are in control
of the of the traffic, and outrank the
freight, ticket and passenger agents.
With the exception of a few rail
road presidents, who are chosen sole
ly for their financial ability, substan
tially all railroad men began at the
bottom or close to the bottom, and
worked up. This is as it should be.
In other lines of business as well as
In railroading; but railroading, per
haps more than any other calling, re
quires a specific knowledge and ex
perience obtained on the premises.
It Is a special business, and the ordi
nary business man. successful along
general lines, cannot immediately
adapt himself to railroad conditions.
Railroad locomotive engineers are
paid as high as $2,000 a year, and
from that the salaries grade down to
$700 and $800 for drivers of freight
and switch engines. Passenger con
ductors receive from $1,000 to $1,200
a year, and brakemen from $700 to
JS'k). Freight conductors are paid
ehout. $850 a year. Conductors, as a
rule, begin as brakemen, this experi
ence being extremely valuable to
them. The engineer usually develops
from the firemen, and most firemen
start in as wipers or as round-house
helpers.
Superintendents have almost Invari
ably occupied some subordinate posi
tion, often the lowest. There are
many of commanding position, and of
enormous capacity, who began as fire
men, as workers In the round-house,
or as mechanics in the repair shop.
The railroad man is a man of ac
tion, and a man of quick action, a
man able to do in a minute, in safety,
what men in other lines of work may
require hours for execution. It has
I been said that the railroad man never
sleeps, that if he does sleep, he has
the sleeping mind of a dog, the kind
which a whisper will awake. The
lazy boy, even though he may be a
mechanical genius, would better keep
away from railroading.
[ The Clerical Side
To sum up, let me say that the
clerical 9lde of the railroad business
offers good opportunity, but probably
not so much as does the clerical side
of the mercantile business. The oper
ating department usually presents
good opportunities to the boys of
mechanical capacity, who are able to
master their ability, and to practical
ly utilize It, and who. moreover, are
na'ural workers and willing to work
I hard, to begin at the bottom, with a
I full realization that promotion de
j nends upon ability and upon the safe
i yet quick action of ability. The slow'
| hoy has no business In the railroad
I business; nor has the quick hoy, if
Ills rapidity is not tinder the control
I of dependable discretion
The principal railroad officials are
well paid, their salaries ranging from
i a few thousand dollars to as much as
a hundred thousand dollars a year.
This higher figure, however, has never
been paid to more than a few railroad
presidents. Comparatively few pres
■ iilents of railroads receive less than
$5,000 a year, and $10,000 is by no
means an unusual figure; in far1
there are quite a number drawing sal
aries in excess of $25,000 a year
The average salary enjoyed by the
railroad official, whose position is not
relatively lower than that of the gen
eral manage! and ticket agent, is not
far from $5,000 a year, and it is
doubtful If any competent head of a
responsible department ever receive’
less than Jl.oOO. Railroad clerks ami
other employes receive salaries similar
to those paid by the regular mercantile
houses. They have, up to a certain
point, the same opportunity for ad
vancement as is enjoyed by those oc
cupying similar positions in general
business. But it must he borne in
mind that the clerical railroad em
ploye has little chance of becoming a
factor in the controlling ownership.
He has little opportunity to rise be
yond a head clerkship or to the head
of an under-department.
The heads and sub-heads of the op
erating department are men of unusu
al ability. They are specialists, pos
sessors of mechanical skilfulness, and
if in charge of many workers are
natural controllers of men. They
know how to work themselves and how
! to direct the labors of others. They
jure, also, equipped with minds capable
J of instantaneous action.
The operating department is divided
and subdivided into many heads, all
I under the direction of the general su
i perintendent. There are division su
j perintendents. mechanical engineers,
and a large number of foremen and
assistants, each man below the gener
al superintendent being responsible
; for one thing or series of similar
■ things in which line or lines he must
I be an expert.
Every operating railroad man is a
j specialist, and differs from the rank
and file of ordinary httsiness men.
His success depends upon his ability
and training along certain lines.
Without this special ability and hard
training he never will make a suc
cess of the railroad business.
The hoy who intends to enter the
'clerical side of radroading needs the
j same preparation as he does to take
j up any regular business, although
| some mechanical knowledge, even in
j the clerical department, will not
come amiss. But the boy who in
tends to go into one of the operating
j departments, and this is the side
which offers the greatest opportunity,
needs to be equipped with a liberal
and broad technical education. From
the common or high school he should
pass Into some institute of technology,
and graduate. The classical college
is hardly to be advised, because the
first-class institute of technology, or
other high technical school, gives all
the general education essential to suc
cessful railroading.
There are few callings which need
more training and discipline than
this. Promotion in the operating de
i partment is impossible without ex
j perience, and a strong, rugged, broad,
: general technical education exhilar
ates experience and widens its ca
pacity.
| Requisite Education |
A well-educated boy stands a many
i times better chance of advancement
than does the boy who enters the
; operating department, from the com
mon school, without any definite
I knowledge of mechanics. The suc
cessful railroad official is an educated
man. If his early or scholastic edu
cation has been insufficient, he must
acquire the training later in life, and
his progress is therefore naturally
retarded. It takes less time, and
costs less, to receive education when
one is in the receptive educational
state than to properly acquire it after
one has started his career.
I would not advise any boy to en
ter the operating side of railroading
who is not naturally of a mechanical
turn of mind and who is unable to
obtain a thorough mechanical educa
tion. If he has no mechanical abili
ty. he will not rise much at>ove the
lower level. True, there are many
railroad engineers, and others, who
ar° successful, and who have enjoyed
little school education. It is also
true that one may learn to run an en
gine, or to do other mechanical work,
without a technical school training;
but this school training Is far more
effective, and far more economical,
than Is the training of experience, al
though It does not take the place of
actual exuerienae.
But the boy. with only ft school
training, has little In the way ol
asset. He is simply in a position tc
advance more rapidly than would be
possible without this school experi
ence. A general, broad mechanical
education Is valuable even though
only a part of it may be actually util
ized in real life, for the very broad
ness of this training allows its pos
sessor to be more successful in a spe
cialty than he would be if he had
given his scholastic life exclusively
to the practice of that specialty.
The boy who Is considering the rail
road business is advised to place him
self in direct personal communication
with railroad men. I would advise
him to talk with men representing
various departments of railroading
All of us are more or less biased,
and occasionally we unintentionally
give false advice. For this reason, a
consultation with several railroad
men, each representing a different de
partment, will enable the boy to ob-1
tain In advance a better idea of what
the railroad really offers—ita real ad
vantages end disadvantages. Railroad
men, as a rule, are cordial, and are
willing to give advice and informa
tion.
Type of Men Needed
Mr. O. \V. Ruggles, general passen
ger anti ticket agent of the Michigan
Central railroad, in a letter to the au
thor, says:
“I won hi nol advise a hoy who con
templates making railroading his life
work, and who has already selected
the operating or mechanical depart
ment. to enter any other. First, be
cause his tastes and inclination shoultl
govern his choice; and second,
because it seems to me that there is
a wider demand now and will be in
the future, net only for mechanical
ability and engineering talent, but
for men capable of handling freight—
which is the chief business of the rail
roads—of routing and billing over as
intricate system of railways from one
part of the country to another, and
capable also of dealing with the com
plicated question of rates, which in
itself 1= said to rank as a profession.
"I would not advise a boy against
entering other than the mechanical
or operating departments of the rail
road business. There are no particu
lar disadvantages in any of the de
partments of railway work, except as
affected by the temperament of the
young man. If he feels that he is fi
ted tor the freight department, or for
the passenger department, and is de
termined to make his way in the path
chosen, by close application and hard
study of all the conditions and prob
lems involved, he will, in all proba
bility, make a success of his work;
but ho should not select the one be
cause he wishes to 'boss’ a large num
ber of men, or the other because ha
would like to wear good clothes. He
will hr.d plenty of rood hard work in
either position, but it he is determined
to learn the business from the very
Itottom. and overcome all obstacles,
he will be almost certain to find a ca
reer which will at least give him a
certain and comfortable livelihood, ar.d
mav bring him both fame and for
tune."
Mr. Roswell Miller, chairman of the
board of directors. Chicago. Milwau
kee & St. Paul railway, in a letter to
the author, says:
"The principal advantages of the
railway business consist in the fart
that there are not enough men in it
who are capable of filling the best po
sitions. There is always room for
those who have ability enough to fill
a high position. And aside from
merely cierical positions, there is
something more than ordinarily in
teresting in the work which makes it
absorbing, and success is therefore
more likely.
“The principal disadvantages are the
absorption of the individual, if he
is successful, he cannot do much else
day or night—week days or Sundays.
So that in most cases the man who
devotes himself to the railway busi
ness. and serves his company honest
ly, cannot at the same time acquire
a large fortune, which he could do
w.th the same amount of labor in
other directions. Besides this, rail
roading. like many other pursuits, has
many ‘machine' places, which are
filled by men who come to be merely
machines.”
Mr. W. J. Wilgus, vice president of
the New York Central & Hudson
River railroad, in a letter to the au
thor, says:
“To the young man of sound princi
ples and good constitution, imbued
with the intention to succeed, the
railroad offers a career that contains
all of the rewards for which men can
strive. There is probably no field so
attractive as that of the railroad for
the display of the strenuous qualities
that, in less peaceful times, won suc
cess in the profession of arms. Fi
nancial returns and the honors of po
sition are at the command of the
young man of ability who is not
afraid of hard work, and whose con
stant aim is the securing of the pleas
ure that comes from the accomplish
ment of work well done.
“The disadvantages in the field of
railroading are long hours, and the
frequent subordination of social pleas
ures to the demands of duty.”
Mr. J. W. Burdick, passenger traf
fic manager of the Delaware £ Hud
son Railroad company, in a letter to
the author, says:
“My advice in the premises would
depend upon my estimate of the boy’s
ability and promise. If he Is made
of the right stuff, it is immaterial
whether he enters the clerical or the
operating department of a railroad
In either case. If his activities are
sufficiently exercised in learning his
business he will either follow along
the line of promotion or be ext in
guished. according to the estimate
placed upon those activities by the
management. I believe that the »|r
ments and probabilities of success *re
inherent in the boy hlmeelf, and that
the ultimate outcome is not material
ly Influenced by the kind of wort he
takes up in the beginning. If he la lit
tei by birth and education property
to perform the duties which com., to
his hand.”
CHINESE MAN-O-WAK
ORIENTAL WAR JUNK NOW
CROSSING THE PACIFIC.
Famous Pirate Chaser Being Brought
Over by Enterprising Americans
and Will Be Placed on
I Exhibition.
Los Angeles.—Somewhere In t#ie
limitless Pacific, plowing the waves
with her old-fashioned oriental prow,
traversing a pathway toward the ris
ing sun that has not been covered by
her kind since dim prehistoric ages,
Is the Wbang-Ho, Chinese war JunJt,
late of the navy of her majesty Tsi
An of the Flowery kingdom, and now
the property of a body of enterprising
Los Angeles men.
The Whang-Ho, great war Junk and
chaser of pirates that she is, will be
CHINESE WAR JUNK WHANG-HO.
anchored off Long Beach and made
the Mecca for thousands on curiosity
bent, by the Pacific Electric company.
She has been acquired first by pur
chase outright and then released
from her bondage in Shanghai, China,
by the wiles of an American.
She is coming to this country under
her own great mat sails and is the
first Chinese vessel. Chinese built,
that has crossed the Pacific ocean
within the memory of man.
At her helm is a big tow-headed
Dane, Capt. Hans Borg, sometime
smuggler of army supplies into Port
Arthur for the Russian government
and later Japanese prisoner for the
I
selfsame offense. With all sails set
he is driving his craft straight as an
arrow for San Pedro harbor.
The vessel sailed out of the mouth
of the Yangtsekiang one foggy morn
ing recently, flying the imperial dra
gon flag of China, manned by Cau
casians, and squared away with mat
sails flying for her long cruise across
the Pacific.
On board the tug which helped the
big junk clear of the river was an
Angelenan, William McKenzie Milne
who heaved a sigh of relief as the
war junk squared away, for he had
accomplished the heretofore deemed
impossible task of securing a Chinese
government war Junk for the “white
devils" and had circumvented the
wily Chinese in their attempts to stop
the departure of the boat after they
had received the thousands of good
hard American dollars in payment.
The Whang-Ho iB 100 feet in length,
27 foot beam, and draws but nine feet
of water. It has three large almost
square sails, all of which are set at a
different angle. The sails are of rics
straw matting
The woods used in the making of
the junk are unique to an American,
but are the ones ordinarily used in
such ships of war.
The frame is of camphor wood, the
center and side keelsons, side string
ers and beam shelves are of Singa
pore hardwood. The bulwark, rails,
companion ways, skylights and joss
house are all of teakwood from Cey
lon. The planking, decking and cabin
flooring are of Fou Chow pole wood.
The fore and mizzen masts are of
Singapore hardwood and the main
mast is Formosa mahogany.
The cabin furniture is of the man
darin type and contains some of the
most magnificent Chinese furniture
ever brought to America.
It is a mistaken idea to imagine
that this old junk from China is a
slow lumbering thing of movement
The contrary is the truth. Her hull
lines are perfection and a joy to the
true sailor. Her speed, so often used
to advantage in chasing pirates of the
China coast, makes her a formidable
rival to the fastest sailing yachts.
Will Return To Turkey.
Shaban Bey Gotsha, Banished by Sul
tan, to Defy Ruler—Big Re
ward for His Capture.
New York.—Despite the fact that
there is a reward of $35,000 for his cap
ture, dead or alive, Shaban Bey Got
sha, one of the Albanian revolution
ary chieftains, now in America, is
about to return to the land from which
he was banished six years ago. Since
Shaban Bey became a refugee he has
been touring the world in the inter
ests of his 3,000,000 fellow-countrymen,
who want education and civilization,
but cannot get it because the sultan
and his followers are against them.
Six months ago the young revolu
tionary leader came to Arderica to en
list sympathy and form a committee to
cooperate with the Balkan committee
already formed in England. In Lon
don he had been entertained by the
earl of Aberdeen, Lerbert and Stephen
Gladstone, the bishop of Durham.
I-ord Brassey, Lady Frederick Caven
dish and many other prominent men
and women.
Bearing letters from men of promi- i
Hence he had little difficulty in finding
sympathizers here. One of the first
persons he called on was Miss Ellen
M Stone, the American missionary
who was captured by Turkish brigands
a few years ago. Miss Stone intro
duced him to Josiah Strong, president
oi the Social Service society, who made
it possible for him to gain an audi
ence with President Roosevelt.
Shaban Bey Is only 33 years old.
His personality is picturesque. He is
slight in stature. He was hit four
times by Turkish bullets while lead
ing bands of Albanians in the Jkovo
mountains.
Shaban Bey wears on the little finger
of the right hand a blue steel ring
SHABAX BEY GOTSHA.
(Albanian Patriot Who Will Defy Sultan
by Returning to Turkey.)
with a mother-of-pearl setting
“That.” said he, “is a part of a fusii—
the gun of my father’s father. Both
were leaders of revolutionists, and as
each was elected to that position hi
sawed a piece from the muzzle of the
gun and made himself a ring. This is
the third that has been made from the
gun of my grandfather."
Statue To War Goverr^or.
Indianapolis.—Rudolph Schwarz, the
sculptor of the Oliver P. Morton monu
ment. which is to be erected at the
east entrance to the statehouse. has
completed the model for the monu
ment, and it has been approved by the
commission. The figure of Indiana’s
war governor will be 12 feet In height
and will stand on a high pedestal.
One of the questions that troubled the
commission was whether to place fig
ures at the side of the main statue,
and it has finally been decided to do
so. On one side will be a soldier with
a &un and on the otbi* there will be
the figure of a veteran with a flag.
These figures will be nine feet high
Surrounding the base of the monu
ment will be a stone balustrade of
artistic design. The monument is to
be placed near the center of the
spacious plaza that leads front Capitol
avenue to the Market street entrance
to the statehouse It is the Intention
to begin work on the foundation with
in a few days and the monument will
be completed In time to be travailed
the first of next January, when the
Indiana legislature opens its session.
DESIGN FOR MORTON MONVMENT
i he legislature appropriated $35.'"
lor the erection of the monument, an '
the commission is raising more mom
by subscription
^S55£35S.vw.7r~j