Daily Wabash Express, Terre Haute, Vigo County, 10 January 1886 — Page 2

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THE STEAM ENGINE.

An Address by Mr. Charles B. Peddle Before tha 8alionary Engineers Last Night. ,,-

TIlc C«"ce])ii«B of tli** Slfghty lndass' Si iai th*' Watt In••"/""•V. VC'itHlU. ...,

lhe S«ite Valve, of James Mar dock UeUi t« the Best in Use.

MR. PUDDLE'S ADDRESS.

The Steam K».-giu«s ir* History—The Wide V»1TK. At the meeting of the Stationary Engineers, last efeeing, Mr. Charles B. P^ddie, of the Vandalia road, delivered the following address--

My iriend Williamson, yaur worthy president, a week or two ago announced in the paper that I was dwn for a lecture before this association. Now, I dislike exceedingly to destroy the illusion, but I KiUst disclaim aDy intention, on my part, to palm off the feabi-'ct matter of the rambling discourse which I shall inflict upon you as a lecture, with a big L.

AH it is a failing of most men of malured years to turn their faces backward and review what they have done, and what others have done, rather tha* anticipate what may be done in the fntara by themselves and others, so I will talk te you to-night about the birth and infancy of the steam engine, giving especial prominence to the slide valve, whish some of oar modern engineers with ad- .. /tranced ideas are ready to consign to the scrap-pile as an antiquated ana playedont device. rs Yon will not, of course," expect me to flavor my plain talk with the spicy wit ...• and subtle humor of my friend Brings, the sonorous rhetoric of Judge Mack, or the scientific refinements of Professor.

Cobb. I make no claim to originality, and most of what I will say can be found Jn some one of the numerous histories of the steam engine extant Those of you to whom the story is familiar will net object, perhaps, to having their memories refreshed, and those to whom it is not will, I trust, find interest enough in it to keep them awake.

Necessity is the mother of invention, says an old adage, and the erigin and growth of the steam engine—the most wonderful piece of mechanism of modern times—form nociception to the general statement.

There came a time in the history of the world when more power was needed to do its work than could be obtained economically from horses, windmills or waterfalls, aid straightway the ingenuity of man was taxed to find a substitute, and the result was the steam engine at first rude, complicated and short-lived, but now symmetrical, simple and substantial.

As jeu probably all know, the ate&m engine had its origin in England. I Tefer now to the steam engine as an in' duatrial motor for we learn from history that an Alexandrian Greek named Hero, J.'. C. 120, invented a machine or scientific Xvtftoy which wss made to revolve by the mechanical force of vapor issuing from hollow arms set in a globular body in .which the steam was generated.

Several other inventors conceived contrivances for utilizing the expansive force of steam, but it was not until theearlv part of the eighteenth century, about 1710, that steam was harnessed and made to do duty as the servant of man. To show what great results have followed from this comparatively recent invention, it

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was ostimftted in the year 1865 that the Atrfy'TH'illion of inhabitants of Great Britain, aided by her steam power and machinery, were able to do work which it would require 600 millions of peoiple to perform unaided by such appliance-—or, in other words, the productive capacity of every laboring man was increased twenty times by the assistance. of steam machinery, and I bave no doubt that a stronger case cnuld be made for our own conniry if ihestatisticscould heobtained.

Let us go back in history and trace the steps which led to the conception and adoption of this mighty industrial agent. Great Britain owes her greatness, as an industrial and commercial'power, mostlv to the vast beds of iron and coal which lie beneath her soil, Th«m evidence to show that iron ore was quarried and smelted when tha liomans occupied Britain daring the centuries immediately following the Christian era, for cinder heaps with Boman cuius scattered through them have been found io sevefals localities, and also the remaipjj^-or ancient altars dedicated to JJflTGod who presided over iron. The J*nTst smelting furnaces or bloomeriee were very crude affairs and were built usually on hilltops to get all the advantages of the wind for the combustion of the fuel

The ore was heated to a white-heat and, then freed from the earthy compositions by hammering on an anvil and was thus converted into wrought iron by one operation. In time, bellows worked by hand or feet were applied to increase the draft,: and these were later operated by water power. The fuel used was charcoal, and as civilization advanced and theconaump' tion of iron increased a large amount of timber was cut down yearly to suppty the constantly increasing demand. Mn ally, to prevent the denudation of th4 forests, the English parliament forbid the cutting of timber for blast furnaces except in a very few localities. The American/.'^, colonists as early as 1619^^ commenced the manufacture of pig iron in Virginia and exported most of the product to the mother country, and in 1740 the yield of i/on in the American colonie* almost reached that in Great Britain. The growing demand for iron in the latter country and the scarcity of timber'stimulated invention, and several patents were taken out for using raw coal in ..•melting, but all proved failures. At iron master named Abraham ^Sarby, of Colcbrookdale, conceived the id*-a ot treating pit coal as the charcoal business treated wood— by charring. He built a fire-proof hearth in the open air, piled on it a circular mound of coal, and covered it with clay and cinder*, leaving access to .air sufficient to maintain a slow combustion. Having thus made a good stock of coke, he proceeded to ex periment upon it as a substitute for charcoal. He himself watched the charging of the furnace during six days and nights, having no regular sleep, and taking his meals at the furnnce top. On the sixth evening, after many disai the experiment succeeded, and the iron ran out well. The ac count there states that Darby fell into a slumber so profound that" his lien carried him some distance to his house and put him to bed without awakening him. From that time a new industry was inaugurated, the manufacture of eoke—and there were no longer fear of the destruction of forests. And now another difficulty occurred in a short time.

The great stimulus given to the mining industry was checked to Some extent by the want of power to raise the minerals and keep the.deep rhaf's free from water, especially in Cornwall in the vicinity of the coast. The power of Moses was no Ion er available for the heaviest work. Human ingenuity at once set ittcelf to work to supply the need. Thomaq Newcomen combined the ideas of several inventors of his time, and with better workmanship produced the first engine that successfully pumped water. This engine was actuated by the pressure of the atmosphere, but was generally known in the languag»of the time til a fire engine

I have prepared a charcoal sketch of one of these pre-adamite machine*, which may be of interest to those of an antiquarranir-*. The construction of the ea»

gine wasT»omewhat'A6 follows: Awoiking beam balanced on gtylgeons or journals and restipg on stout beams built into the walls of the building enc'osing the engine,—was connected at one end by a chain.to the pump rod and nt 'the other end by a similar chain to the piston rod working in a vertical Cylinder with the uppe* end opened to the atmosphere. The working beam had st-mi-circufar'ends or beads which aliased the pump and piston rods to ha^g plumb at any part of the stroke. The weight of the long pump rod,—the pumps being at the bottom of the shaft,—caused that end of the work ing -beam to descend by gravity. Th, ni.«top being at the top of the cviindei steam of ve/y low pressure was allowed to flow in and was then .condensed by a jet of cold water. A vacuum more or less perfect was thus created, and the pressure of the air on top of thp piston, which in no case exceeded fifteen pounds to the inch, forced'the piston to the bottom &nd made one lift of the pump. 8team was then turned en again under the piston, and the equilibrium being established, the ireight of the pump rod raised the piston again. So yon see the steam was merely used to create' a vacuum, and hence the engine was properly called an atmospheric engine. As the steam and water were alternately admitted and shut off hy means of cocks worked by hand, of course the motion was glow and irregular and as water was kept constantly on top of the piston to prevant leakage of air through the impel feet packing, and the upper end of the cylijnder was open to the air, the manipulators—who were usually boys—were obliged to Work in a damp, foggy atmosphere, and hence the life of these cockboyS, as they were called, was not a par ticiilarly happy one. The story goes thai one of them—Humphrey Potter by name—who believed in the truth of the time-honored adage that all work and no plaV makes Jack a dull boy, in order to escape from the drudgery of his vocation and enjoy a quiet game of marbles or base ball wiih his comrades, devised a plan to open and close the cocks by connecting the levers which worked them to the working beam by strings, thus rendering the machine automatic, as well as uniform, in its motion. This step soon led' to furthur improvements by the builder of the engines, and the tappet rod worked by the beam was the result until it in turn was superseded by the eccentric and rod. That these atmospheric engines were used to a considerable extent may be inferred from the fact that Abraham Darby, of Colebrookdale, before referred to—erected seven furnaces and had five "fire engines" .in use, and the work dene by them appears to have been tolpump water from a lower pond to one at'a higher level, which supplied water to {turn an overshot water wheel, which in tuh» operated the bellow'B which furnished the blast for the furnaces'.

But the atmospheric engine had its biief day, and then was superseded by the single-acting engine of that patriarch of steam engineers. James Watt. The origin of Watt's invention may be briefly told. A! working model of a Newcomen engine belonging to the University of Glasgow, failed to work from some cause, and it waa sent to Watt, who carried on a shop for making and repairing mathematical i4struments. He put it in good order so that it worked satisfactorily but in examining its construction he fouidwhat he conceived to. be a serious and radical defect in the design, viz: the necessity for cooling the hot cylinder by water at every stroke, thus wasting much heat and consequently fuel. He set his ^its to wcrk to devise a remedy, and hit qn a plan for a condenser separate from the cylinder. This involved also the addition ef an air pump and several other appliances, which he worked out to the most minute detail. He submitted this design to a friend, Dr. Roebuck, a wealthy iron master and proprietor of the Carson Iron works, and "Was advised by iiim to take out patents on his invention, agreeing to assame the expense and risk of erecting an engine, provided, he was allowed a Share in the patent. Watt assented to this proposition, and steps were at once taken to build an engine at the Carson works. When it was completed it proved ito be a complete success, BO far as the principle was concerned, but the piston leaked in the imperfectly bored cylinder, and there were other minor defects in the construction, owing to the want of suitable tools." Just at this time Boebuck, on account of the failure of some mining speculations, went into bankruptcy, and all further work on the engine was abandoned for the time. Very soon, however, Matthew Bolton, a wealthy manufacturer of machinery and metal goods, who had his extensive works at Soho, near Birmingham, made an offer to buy Roebuck's interest, take Y\ att in partnership, and build the engines on an extensive scale. This proposition was accepted, and the firm ot Bolton & Watt was established, a union of capital, enterprise and brains, which has had a remarkable influence on the industrial actiyity and progress of the world.

Watt now devoted himself assiduously to perfecting the details and construction of nis engine. The firm had some difficulty at first in overcoming prejudice and1 introducing the new engine and in fact offered to erect thetn at cost, and take for their pay the amount of fuel saved over the old system, but they soon acquired a good reputation among the mine owners and gradually superseded the Newcomen machines.

It was the custom of engine builders in making contracts for furnishing power to specify the number of horses which the proposed engine would take the place of Hence the term horse power as applied to

the steam engine. The performance of a horse of average strength working for •jght hours a day was therefore selected ss a standaid or unit of steam engine power.

Smeaton an eminent engineer estimated that such an animal so working and capable of peiforming a quantity oi work equal in its mechanical effect to 22,916 peunds raised one foot high in a minate. Bolton and Watt caused experiments to be made with the strong horses used in the breweries in London, •nd from the result of these trials determined that 33,000 pounds raised one foot high in a minute or its equivalent constituted a horse power and the rate thus established by them was ever after accepted and adopted by the engineering World.

After perfecting the single-acting pumping engine, Watt turned his attention to the designing of a double-acting rotative engine, or one in which the cylinder took steam at both ends, and which conid be used for. driving the machinery of mills and factories. He connected the piston rod to the beam by rods or links jointed to the beam at one end, and the piston rod at the other, and maintained it in a vertical position by an ingenious complication of rods forming a paiallel motion. The other end of the beam wa# oonneeted "by a stiff rod to a crank on the end of a shaft which carried a fly wheel to regulate the motion, and a spur wheel or belt wheel to drive the machinery, As the pressure of the steam was now ued to move the piston as well as the pressure of the atmosphere, it^ was found an advantage to carry a higher pressure. This necessitated stronger forms and better material in the boiler, and wrought iron plates were exclusively used and the boilers were made either wagon-top shape or cylindrical with a large internal flue forming the furnace, or what is known as the Cornish boiler.

In devising machinery for constructing these engines and perfecting the details of the work Watt received much assistance from his assistant or foreman, a Scotchman named James Murdock, who appeared to have been a mechanical genius in his way. Like many other subor-

dinates,it is probable that he.did npt set the credit which was due him for the part he played in perfecting the steam engine MurdocK wasthe first one to manufac ture illuminating gas from, pit coal UT

purify,

store and conduct it by under

ground pipes to distant localities, and it is narrated that he illuminated the works at S ho by gasjets on the reception of the news of the peace of Amiens.

He was sent to Corn well by the finn to superinte the erection of a number of engines sent there for mining purposes -'-and while there made a working model of a steam carriage or locomotive for common roads, as this was before the era of railroads. This was probably the first ever constructed, at any rate in Great Britain. High pressure steam was used without condensation, as the condensing apparatus would have made it too cumbersome and heavy. The engine rested on three wheels, the front wheel being used to guide it after the manner of the three-wheel cycles used by children.

The story goes that one night after returning from his duties at the mine at Redruth he wished to test the power of the Engine,

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used the walk leading to

the church, situated about a mile from the town. This walk was rather narrow, but was kept well rolled and was bounded on each side by a high hedge. The night was dark and he sallied out alone with his engine and lighted the lamp or fire under the boiler. After steam was raised by some mishap the machine got away from him and started off at full speed down the walk, with the inventor in full chase after it. Shortly after "he heard distant, despair-like shouting it was too dark to perceive objects, but he soon found that the cries came from the worthy village pastor, who going to townonbusi ness was met on the lonely road by the fiery monster, whom, he subsequently said, he took to be the eyil one in "propria persona."

Murdock appears to have anticipated the advantages of the high pressure non con .densing engine especially in its ad apt a tion to land transportation but Watt opposed every attempt he made to experiment in that direction, and at one time coihplained to Bolton that he was neglecting the business of the Soho Factory to engage in worthless schema*.

Murdock is credited with the invention of the oscillating engine, and lastly the slide valve and eccentric. The slide valve which he first ased was the long valve with two faces suitable for the enormous cylinders then used which allowed short ports on the cylinders, but the germ of the well known slide valve of?to-day was there, aud this Scotch geftius was undoubtedly the inventor.

And now I have reached the objective point of this discussion, and I may Say, tedious narrative, and will, talk to you a little about the functions of the side valve. One objection to its easier introduction was the supposed impossibility of provideng expansion by cutting off" the steam sometime before the exhaust took place. The first sidj valves had just enough lap to prevent locking when both ports were covered, ana consequently- the sup pression and release were nearly simultaneous, and the steam was discharged idto the atmosphere at the full cylinder pressure, and it was not until the advent of the locomotive that the slide yalve came into extensive use, and for that purpose its simplicity and durability un^er rapid motion, and easy application, particularly recommended it. As late as 1838 to 1840 the locomotive eugines on the Liverpool & Manchester railWay were provided with valves s*ch as I have described, without any appreciable lap, and Pambour, who wrote a work on the locomotive engine, about that time, speaks of experiments made by increasing the lead up to of an inch hut, says nothing about increasing the lap. About the time I have mentioned the experiment of lengthening the valves of one engine cautiously and gradually was commenced, and the results were so satisfactory that the valves of all engines which had 4J inches travel were given a standard lap of one inch. Mr. Woods, an officer of the company, published a table in 1844 showing the gain made in saving fuel by increasing the lap, as follows: ,s Old valve, l-16tb-inoh lap, 1889—Grosa consumption of coke per mile 49 lbs Valves with 9fj-inch lap—Gross consumption ef coke per mile. 86 lbs Yalve* witl) %-inoh lap—Gross consumption of coke per mile S3 0s Valve* with 1-inch lap—Gross oonanmptinn of coke per mil*.... 38 &>s Valves with 1-inch lap applied to new engines with enlarged exhanst passages, larger tubes, closer fire bare, and superior construction—Grots consumption of coke per mile 15 &s

At first it was not thought that the ad vantage accruing from adding lap to the valve was solely attributable to an earlier exhaust and die freedom from back pressure or lhe return stroke of the piston and D. E. Clatke, an English writer and accepted authority cn locomotives, has this to say: "In. 1840 Mr. John DeWranee, on the Liverpool & Manchester railway, concerning that the passage to the exhaust ought to be nearly wide open at the end of the stroke employed one inch ouiBide lap and four and one-quarter-inch travel of valve. The results with' the Rapid showed a fall of consumption from thirty-six three-tenths to twentyeight six-tenth pounds per mile, equal 4o 25 per tisnt. The steam was cut off at 79 per cent, of the stroke, and exhausted at 95 per cent., and the Valve was one inch opened for the exhaust at the end of thd stroke. The waste steam previously choked up in the cylinder and so causing ruinous back pressure was freely released, less steam was thus employed, the blast orifice was enlarged^ the blast was thereby softened while it maintained a sufficiency of steam, the coke wds no longer dragged from its bed by the violen the draft and the fire bars could be pi closer together to prevent leakage." On the other hand Terah Colburn, an American, but then editor of "Engineering," and English periodical, takes issue with Clarke oil the question, and savs that it is not so much the early exhanst, bnt the expansion gained by an early cut off that should be credited with the gaia in fuel. He writes as follows: "The real action of slide valves in locomotives, with respect to the movement of steam through the cylinders, could not possibly have been known until the ap plication of the indicator. This instrument forms a court of appeal, wherein the.speculatve doctrines of the early en-

fineers

are controverted beydnd dispute. has shown that the chief purpose of lap, as applied to slide valves, is expansive action, and that a free exhanst of the steam, which his done its Work in the cylinder, is to be obtained by large posts and quick action of the valve. It is a fact, however, that the consumption of coke in the Liverpool and Manchester passenger engines averaged forty-nine pounds per mile in the summer of 1839, and that the consumption, after certain improvements were made in 1840-1842, wastraly fifteen pounds per mile. The whole saving has been often, but erroneously attributed to the addition of lap to the valves. For with the old valves the consumption of coke was diminished from 49 to 40 pounds per mile merely by a better system of coke delivery. The saving effected by a lap of one inch as compared with no lap never exceeded onefourth the original consumption of coke."

The probability is that the gain in the adoption of the lapped valve was attributable both to the expansion of the steam, and an early and free exhaust which cleared the way for the return stroke of the piston. I can hardly believe that a gain of even 25 per cent, in fuel, which Colburn concedes, w«»s due altogether to the slight expansion alone which waai given by the valve as improved.

V# v, -s jSSiffg

THE BXEMSS, TBERE HAUTE, SUNDAY, JANUARY 10, 1886.

The lap of th**lide wJve has a relative function only, that- is, its expansive action depends altogether upon its proportion to the travel cf the val ve. Thus *n inch jap on a valve having, an eieht inch travel would produce a very different eflecj from that of a valve having a four inch travel. There are two modes o£ increasing expansion one is to increase the lap, the travel remaining the same and tne other is to diminish the travel, the lap remaining the same,

The link motion acts in the manner last referred to. As the shifting link israised lever the er arm is bronght nearer the center of the link, and the motion of the valve iB decreased. This produces the expansion required and the locomotive engineer knows that he can maintain his steam pressure in the boiler best when the lever is notched back as far as he dare do it and not impair the efficiency of his engine.

by pulling back the reversing link block attached to the rocke

I have prepared a model showing the crank, connecting rod, valve rod and a section of the cylinder and valve ehest, which, if you can Bee it, will exemplify practically the influence of the lap and travel of a valve upon the distribution of the steam. I have made it one-half the size of an ordinary Engine with cylinder 16x24 inches, stea'm ports 1} inches, exhaust port finches, lead of an inch, and main rod 8 feet. I shall use the figures of the full siseengine in referring to it.

To recapitulate—the short valve with out lap opens the port full at after the piston was removed 7$ inches, cuts off the steam at 23| inches and exhausts so near the end of the stroke that the distance can hardly be measured. The result is that the steam at full cylinder pressure is wasted into the atmosphere, there is no gain &t all from the expansion and there is a ruinous back pressure on the return stroke of the piston, owing to the inabilr ity of the exhaust steam to escape through the small port opening in time to get out of the way of the piston. There is no compression: of the air and steam in the cylinder to cjaeck the momentumgof the piston and connections and the result is that if there are any loose joints between the crank pin and piston they will make •themselves heard and felt by the thumping that inevitably occurs. An engine with this kind of valve motion will require a larger boiler in proportion to the cylinder, and will burn more fsel than if fitted with a valve ®f a modern de sign.

The valve next shown had 1 3-16 inch lap, five inch, and this gives a full open port at four inches, cuts off the steam at .!

!_LM Avlt Aiifl^a

You will notice the compression lines on these cards bringing the pressure, by a gradual curve, up to the initial steam piessure. This matter of compression is a great bugbear to some engineers, and is considered by them as a cjetriment to the efficiency of the engine. But you must hear in mind that the compressed air and steam caught between the cylinder head, and the advancing piston acts merely as a spring, iuid gives out just as much power, when the piston begins to move the other way, as was required to compress it, besides the advantage of filling the clearance Space and steam port up to the valve with highly compressed air and steam, and savinu that much of the entering steam. Furthermore, I contend that compression is necessary to the smooth working of the engine, a at high speeds, and the tendency of modem engineering practice is to run engines at the highest consistent speed, in order to retain the cylinder heat, and save condensation. Consider the case of a locomotive with five and one-half foot drivers moving at a speed of fifty miles per hour. The piston makes eight strokes per second and the weight of the piston, piston rod, cross head, and main rod on one side weigh about 600 pounds. So you can conceive what fearful blows would be received by the crank pin, if the momentum of this rapidly swinging mass was not absorbed and gradually brought to a rest by the cushion formed by compression of the steam and Sir. In the ordinary locomotive it is customary to give about threequarters of sin inch lap en the valve so as to enable the steam to follew nearly the entire stroke in order to utilise the maximum power in starting a train. If you were ever on the foot-board at that time you noticed considerable pounding in the driving boxes, etc., until after a few revolutions the engineer pulled hack his reverse lever a fewnetches, when the pounding ceased entirely. In the first place there was liitle or no compression, but as the vailve stroke was shortened, compression commenced with/the result statea.

Somewhere along in the forties, in 1849, I- think, I was employed as locomotive engineer on the the only road in the state at that time.. The engine given me to run .was a Norris engine, the pet of the master mechanic, which had a short main valve about onequarter inch lap, if I recollect right, and a cut-off valve riding on top. The engine was badly run down and thumped in her driving boxes and other joints, and it seemed to me that the faster she ran uuder the effect of that cut off the greater was the thumping. Life on that engine be came a burden to me, and lived in constant fear that something would give way and land me in the ditch. All the engine needed was compression.

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object

ni OOl

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eighteen inches, exhausts at 22J- inches, anc begins compression at 21$ inches This engine will use less steam aud do the work better and run smoother than this one first mentioned.

The same valve with an eccentric throw reduced to" "four inches, opens the steam port one inch, when the piston was moved four and one-fourth inches, cuts off at fifteen inches, exhausts at twentyone and one-half inches and begins the compression at twenty-one inches..

The steam port is not opened fully, as ydu will notice, and this is considered one defeot of the Knk motion when used for expansion, but is not so great an objection as might appear, for indicator cards taken from locomotive cylinders at uioderately fast speeds,* show compara lively slight fall in the steam line, and it is no doubt the fact that on account of the friction of the steam in the narrow angular ports on opening of the valve considerable less than the width oi port is no detriment. 1 have made enlarged copies of two indicator diagrams taken several years ago from a T. H. & I. engine cutting off at one-third and one-half stroke, which will exemplify the loss in pressure or wire drawing due to a partial opening of the port. Cutting off at one-hall: stroke the loss is ten pounds at point of cut off, «r an average of five pounds less for a distanee of eleven inches—cutting of at one-third shows a drop of about fourteen pounds, or an average of nine pounds loss for a distance of eight inches.

And now I will say in conclusion that I do not wish it to be inferred that I consider the slide valve a perfect steam distributor for all classes of engines. Where the cylinders are well jacketed and amply large for the work I have no doubt a greater economy of fuel may be attained by the nse oi the Corliss or tome other modern valve, bnt for the numberless engines of smaller si Be with exposed cylin- oontaln ders generally too small to do the colors work economically, the slide valve cntting off not earlier than twothirds or three-fourths of the stroke recommends itself for its simplicity, durability and a fair measure of economy while lor locomotive and marine engines and stationary hoisting engines of all kinds—where a positive and simple reversing gea- is needed combined with variable expansion—the link motion and slid valve which had its origin in die teeming brain of the Scotchman, James

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PRESIDENT CLEVfc.Li.NND'S SMART NEPHEWS

One Slips Into Office »nd the OU*"pr Writes a Tart Lett«tf 10 Ht» tTncto, CLEVELAND, 6., January 9—President Cleveland has two nephsws here. Some time ago one of them, Char??® Cleveland, wrote.a long letter to his uncle, stating that he wss a traveling man and was doing well, but would not

to doing better if the president felt like giving him something the officeholdwg line. No swer was received. Meanwhile other^ nepheW, Neil Cleveland, a by John Farley, the new democratic collector of internal revenue in this city, to a position that pays $1,800 a year, with not too much to do. This fact was noted and commented upon in the public press, and soon afterward the nephew, Charles, received a letter from the president.

Tbe writer very much regretted that Charles had not done something to keep Neiliout of the office to which he had been, appointed Neil had been placed where he was by the Cleveland collector without the president's knowledge and Very much against his wish. The president added that with a brother-in-law (Bacon, of Toledo) in one office and a nephew in another, the family quota for Ohio was about full. Bet not a word was said directly touching the letter Charles had sent him. The

yonng man felt at liberty to free his mind, and he did so. In responding he observed that he had always believed this to be a free country, where one man if he could get it, had as good right to hold office as another. It was the first time he had ever been taught that one must remain in private life simply because another of the same name held an office somewhere else. If Neil hau been a pointed by Collector Farley, without the president's knowledge or. consent, he did not see what the latter had to do with it. As the president has not replied the correspondence may be Sonssdered at an end.

The Negro JExodns.

RALEIGH, N. C., January 9.—The exodas.of negroes from the soathern tier of counties continues. Most of them go to Kansas. Those who have left Richmond and Anson counties since November are reliably stated to have numbered not less than 3,000. Planters have made it too hot for emigrant agents, but the work is carried on through the aid of colored emissaries. Farmers, however, are now aiding the exodus, aiming to clear the farms entirely of colored labor and to fill the vacancies with New England farmers, of whom, it is said, large numbers are ready to come as soon as- assured that they will not be brought into, contact .with colored labor. From one station, Lauren berg, Richmond county, 521 tickets were in sixty dajp Sold to colored men who were heads of families. It is .estimated that 2,000 men, women and children have left that county alone. Those now departing-either to Kansas or Atkansas go to stay.

A Mayor of Nerve..'"

BUFFALO, N. Y., January 9.—Philip Becker, the new mayor of this city, shaking np the old bones in the mn cipal overnment, and proposes to see that reform is instituted in the several department heads. To-day he lectured the various department heads, insisting that strict '.attention should be paid to details. He also notified them that he fyould strictly enforce the civil service rules. Later Mayor Becker gave the police justices a severe talking to. He warned them that they must not be seen in gambling houses day Or night. This admonition was due to the fact that two justices have been addicted to the habit, the result* being that one is now residing in Canada and the 6ther has In en suspended several times. The latter, John W. Wood, was reappointed to day. The mayor warned him that a repetition of his offense would result in suspension and impeachment.

Harvard's New Botanist.

INDIANAPOLIS, Ind., January 9.-— There is a report current in educational Circles that Professor John M. Coulter, the noted botanist of Wabash college, Crawfordsville, will shortly succeed the venerable Professor Asa Gray at Harvard college, who is anxious to retire because of advancing years. It is known that Professor Coulter has recently refused two offers from other institutions at a salary of $4,000 a year, and is now in Boston for an indefinite period. Profess sor Coulter is a graduate of Hanover college, Indiana, where he was a member of the faculty for several years after graduating, and left theie for Wabash oollege two years ago. He is yet a young man, but one of the very foremost naturalists in the country.

Not Posted on Change* Friday night a well-dressed and digni-fied-appearing gentlemen left one of the trains arriving at the Union depot and, accosting a man standing near at haml, asked him where he could find the "St Clair hotelhe said this was his first visit to Terre Haute in ten y^ars, and he preferred seeking quarters in a public house with which he had formerly been familiar. He was- quickly made acquainted with the changes wrought in the St. Clair fiats since his last visit here, and accordingly started for the Terre Haute house. He said when he was in Terre Haute last the St. Clair hotel was one of the beet and most favorably known public houses in the- state.

K. of P. Entertainment. The three lodges of the Knights of Pythias, acting jointly, will produce "Damon and Pythias," at Naylor's opera house, on Friday evening, January 22d. It will be under the immediate direction of Mr. E. S. Laurie, a professional actor, who will assume the role of Damon.

tomuuw ww, during the year^^nil constitute a mmeiof over ope t&onsand pages. Mardock, wilt hold the field sgsinst all sampfecopy 18cento. Lihej# ternMto^ubralseirs. comers while staam power.

Sv« ttf Jrf Jurfifef M.V I# I -T && •fit' (fife «tl»Jr

?W«'

FAULTLESS Sjjr

aflwas

FAM1LY

Botli For One Year, $2.50.

WMkolTwhlte^f Berlin work7Sr«het, frawn-thre^work. emlwWWVta|lWisii knotting or macrame, lacs, netting,Poonab painting, and t«tU»Sr, wlthcomplete invtruotions same. In add tion to plain directions and perfeet illustrations erf tb various stitches, and instructions in different kjndsof fancy worit, the mteMtnfc

j—•—

contain many useful and elegant designs for great variety wf aHSews nof affected by change* of fashion. It ia so admirably adapted to its purpde. Indispensable to the work-table of every lady. Afull site cut paper patern« wWete dou can make your own selection rfom anv design illustrated Jn the ms^a^^tjw

grapnlcai sketches, poetry, notes or music, art, literature, scien tide mis outwent evens ot the day by the best magazine writer*. l^ejne«l^i^_PWdfa«on of the book will excel that of any other &00 magarlne pnblished.The tw»l*eboaW

is nsed ss a moti?e GODETW LADY'S BOOK, P. O, Bo*. ^hUatfsipWa,

Mill

PURELY VE6ETABL|.

cantie, yet effectual action* oCthat good old remedy,

SIMMONS

Liver-

•nerlts have placed It at anally Medicines, esierson». Its use 1B '1 and yonsg, and

And its mtiinrf«. tha very head of peolaUy for delicate always beneficial to ov forchlldren It is the most.

POPULAR MEDICINE .KN0WN!

It is Just what we claim for *.

A FAULTLESS FAMILY •EDlClK.'61 Not disagreeable to tha taste. perfeet in itfaotlon%nd superior• InL ewy way. growMizi pttbiic the tun#*

T08ti»onlafe.

Until within had very bad general anl during that time have In no oE* yw en without the almost constant at* tendance of a physician upon myself orr gome member or my family, until I became &cqu&lat6d with Simmons IJver Regulator some two years ago. since whloh time 1 have always kept it and nsed It In my family with signalTeffeot in every instance where the liver has Been affeated. I have not had a doctor in my famiiy for the psst year, and it is the only year in ten that some member oi my family has not- been under the dootor's hands, and for this gratifying faet I am positively Indebted to Simmons Liver Regulator. MRS. ST. A. WEST.

Ualmden, A1NoVember 22,1881. I have used Dr. Simmons Liver Regulator mvself and Ih my family tor years* and pronounce It one of the most Satisfactory medicines thai can be used Notn* ing would lttddoe m« to fce without it, and'I reoomm^nd all my .friends If they to secure health to always keep it and. HON. B. L. MOTO, iambus,Oa.

b7

THERE IS BUT ONE SIMMONS LIVER REGULATOR!

See that you get the genuine,, with the red on front of wrappers prepared only

J. H. ZEILIN & CO„

Sole Proprietors, PHILADELPHIA, PA.

The Best Newspaper in America, arid by far the Most'Readable. Agents wanted everywhere to earn mpney in distributing the Sun's Premiums.^

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No Subscriber ignored or neglected. Something for all. Beautifbl and Substantial Premiums in Standard Gold and otherWatohes,Valuable Books, the Best Family Sewing Machine known to the trade, and an unequaled list of objects of real utility and instruction.

Rates, by Moil, Postp*id.t. DAILY, per Year (wlthont Sunday) $6 00 DAILY, per Month (without Sunday) 50 SUNDAY, per Year 100 POR EVERY DAY IN THE YEAR 7 00 WEEKLY, per Year IPP

Iddren, THB StW, Kew lock CKy,

Moore's Pilules

Area positive cure for chllls|and fever and all malarial diseases. Tested fe* 18 years.

Moore's Pilules

Have oured thousands and hundreds thousands of cases, in every form malaria.

Moore's Pilules

Are the best tonlo a man can take, f» better than anything else, and nevt leave any bad effects.

Moore's Pilules

Are entirely vegetable and fcarmleM Warranted to be perfectly pure,andti have no quinine orarsenlo, or any bi

Jurlous substance.

Moore's Pilules

Vre sugar-coated, lens-shaped plk easy to take certain -in effect, alwai give satisfaction low In price (SO pi lules SO cents). Sold by drugglstsai the proprietor.

DB. C. O. MOORB, NewTorkiOltr

IpfillCpERlCSf

The-moitpopolu ,W00kty n*«nap*rd«TOt*d to ecienoa, raeohaiuos, engineering. auoovcrMi, Invention* and pat*ot*.«nrpaplisll«d. KVMJ number illustrated with tplandid •neravniei. Tbii publication fariiihM»mc»tTalaw ofinformation whitih.no penon ihonldbe without. The popularity of the Scmsamo AKKBICAM ruoh that ito circulation nearly aquaU that otall other papet* of lttcla»»o«mbln»di Prio». Ml year. Discount to Oluba. Boldbrall newsdealers. taUNN A OO.. Publishers, no. SBlBroadway, If. Y.

ATENTS.5SS

1 practice before I the Patent Offioe and harei pmmared •more thinOn® Hundl^ Tnou« plications for patents in the totes and foreirn oonntries.

AmkbiC1.

Trade-Uark% Copy rights, a, and all other papers for

Germ&n and other foreign ,conntrle«. Jf»E pored at short nptioe and onreason able terms. I Information as to obtaining patents choerI telly given. withont charge. B^-boott of information sent free.. patents '^obtained tironph Mann A Co. are noticed

CO Offl« 9COW-I7W

3S1 Broadway, New York. ..

SS»tt

PRINTING,

in I

"I

Wood

and

at fbe

great variety of artaeies not ted

mSgalno

STOTES!

xf m"

BLANK+BOOKS.

COMPLETE-:-LI N E-OF

Legal+Blanks

IN- s-STOCK-AT-s-THE

"Sffl?

PRINTING HOUSE.

GEO. M. ALLEN, Prop'r.

16 SOUTH FIFTH ST. TERRE HAUTE, IND.

HERE WE ARE AGAII!

Prices Lower Than Ever Before!

SPLENDID STOCK OF

Boots and Shoes

Which must be closed out regardless of cost. This is not idle talk, but mean* husi ness, as any one can learn who call at my place and gets pricse.This is all I ask. Call and be satisfied.

J. R. Fisher, 327 Main St S. C. STIMSOH & CO,

WALL PAPERand WINDOW SHARES

J. ff. ROBERTS, Superintendent of Decoration. T. C. ALLEN, Managfv.

Fine Stationery,

BOOKS AND ALBUMS,

Jsnui iwntsoar'MfcxHoalgur*" itM emHimMm PtU-rvy raes—sfullT used in Ion*. «selected sad almest hopelsas es«se. Adopted aafl axMUlTelrass&by thaSnxgMa Stan.of ».,8. Ana/.,

riSwW

1

Caris, Packet Books, Blank Boaks, Satchels, Slates, Itata Behodi Supplies.

#73 Main Street, South Side near Seventh.

BINDIWG,

?, L1 tY'SHIRD RUBBER TRUSSES ffili raeeeaafully retain thaniost dlSeult or Ruptue, witti eomfort &xi4 'j resultiiiK in a radic*! euro. ttmoiator*. mar he ued in bathing: jjC-faotly to form

&B4

Con

°T*r of imitati toaeUc

__ {ESTABLISHMENTS}

i^iagwet ant SMlfnl MechaniwlTreatment*

4 m\h OR RUPTURE llbtuictliiff in the correct truss to each

tm pn

il Veaaaaieu Tfisariiat

TURE A SPECIALTY

NU and measure artnmd body in KM ctf rwt^FC

Complete assortment, with eareful adjustment, for sale by WW. H. ARMeljtOSa ft CO., dealers In Surgical, Dental and Optioal instruments, TBRBE HAUTE, HfO.

NERVE. TOKTIO.

pasted at a f&r 7ewe*oI JteMIiSy, 8Ieepte**ne«s, Hereon* jyy»p«p*ia, JMipsM Vitality, Neuralgia, JBheumaUtmt atw* Broken-Iourt Coturtitutiona.

STSOKULT axnoassfi at .TUB MSDICAL raontssioN. 9X.P terar' PZ&-Cr<5K3-XSTS 3DEL&X

frepsred by Handy 4k Cox, X43 N. Howard St., Baltimore* Hi BKWABB OF IMITATION8. TAKE OVLT DB. HENLEII.

Brazil Block

Coke. Mrs. L. J. Clutter, 14 South

HTABLIBHXD, 1886, DIOQBPOKATHD, 187ft Manniaotntais and Daaian ia Bvarythlng Seating to

lach^ery Power, Cast and Wrought Iron Wsifc,

rr iiePAtenre PEOaDrati att*n»ed to 213 to 235 North Ninth St., Near Union Depot, Terre Haute, littf.

STOVES!

Pearl and Agate Tea and Coffee Pojts

FOB HOLIDAT GUTS, AT t,

2Szamermaa's, 648 Main Stn

Wood and Coke. Street:

STOVES!