The Lampasas Daily Leader. (Lampasas, Tex.), Vol. 6, No. 1709, Ed. 1 Saturday, September 11, 1909 Page: 3 of 4
This newspaper is part of the collection entitled: Lampasas Area Newspaper Collection and was provided to The Portal to Texas History by the Lampasas Public Library.
- Highlighting
- Highlighting On/Off
- Color:
- Adjust Image
- Rotate Left
- Rotate Right
- Brightness, Contrast, etc. (Experimental)
- Cropping Tool
- Download Sizes
- Preview all sizes/dimensions or...
- Download Thumbnail
- Download Small
- Download Medium
- Download Large
- High Resolution Files
- IIIF Image JSON
- IIIF Image URL
- Accessibility
- View Extracted Text
Extracted Text
The following text was automatically extracted from the image on this page using optical character recognition software:
Noah, Ky.
tend to the store
and post-office, and
Ifeel much younger
than I really am. •„
“Lydia E.
impound is the most
ham’s Vegetable Co
successful remedy
TNG//YF BUILT /Tf /870
CGRFAT STAR” HTA V/&ST 499&WF //V g/VCLAMD
MM
nm
m
Leather Set
...
uNDER A DARK'TON.
The development of train service is
often not fully realized until our at-
tention is called to the number of
trains running between our chief
towns. Taking the summer time
table of 1908, for example, there were
22 down and 29 up trains between
London and Glasgow; between Lon-
don and Edinburgh there were 30
down and 28 up; while between the
metropolis and Leeds there were 46
down and 50 up, and between London
and Manchester no less than 58 dowm
and 53 up, that is, on an average, a
26-minute service. It must be borne
in mind, however, that different routes
are taken by many of these trains and
consequently different towns are con-
nected up by trains running between
the same points.
Although comfort and frequency of
service are two important features in
railway improvements, the increase
in speed and in the number of long
non-stop runs daily being performed
on many of our main lines emphasizes
perhaps' more than anything else the
high degree of efficiency our railways
have attained. During the past sum-
mer the time tables of our chief lines
showed a total of over 155 runs of
more than 100 miles without a stop.
Of these the fastest running is done
by twm expresses on the Great West-
•ern railway, which cover the 118%
miles between Paddington and Bristol
in two hours, giving a start to stop
average speed of 59.8 miles per hour.
^Next to these comes a run on the
Great Northern railway from Grant-
ham to King’s Cross, 105% miles, at
an average speed of 57.7 miles per
hour.
To maintain such high speeds for
.^o many miles demonstrates what vast
improvements have taken place in the
steam locomotive, for in 1870 the quick-
est average speed in this country was
only 42 miles per hour. It is only by
the aid of water-troughs that these
long non-stop runs can be made; the
troughs, which are about 500 yards in
length, are placed between the rails
and are automatically kept full. Water
can thus be picked up while running
by a scoop under the tender, which is
lowered into the trough by the engine-
men, the speed of the train forcing
the water up the scoop into the ten-
der tank.
In the development of train work-
ing nothing has played a more impor-
tant part than the locomotive, for, a3
the traffic and the demand for rapid
transit have increased, so has the lo-
comotive been brought up to the nec-
essary state of efficiency, not only as
regards speed, but in economical
working, without which it would have
been an impossibility to give the pub-
lic what they desired. The modern
locomotive is an evolutionary product,
and although the main principles re-
main much the same as in the early
engine, it would be hard for the lay-
man to recognize any of the old in
the new. The invention of the loco-
motive is nowadays absolutely indis-
pensable to our daily existence. In
its earliest days it has been likened
in appearance to a medieval engine of
war and was originally used only on
colliery lines because it could pull a
few more trucks than could a horse.
The idea of speed never seemed to
enter into the minds of its promoters,
and at the opening of the Stockton,
and Darlington railway in 1825, when
the locomotive made its first appear-
ance in the interests of the public,
considerable surprise was caused by
the speed it attained of some 12 miles
per hour. It is recorded that the
horseman who preceded it with a flag
had promptly to clear out of the way,
to the wonder of the assembled crowd.
At first it met with a considerable
amount of opposition and many
strange objections were taken to it;
but as soon as it began to be recog-
nized what commercial prosperity was
N *V
wrapped up in its development all
these objections disappeared. It was
not, however, until the famous loco-
motive contest at Rainhill in 1829 that
the hitherto doubtful question of its
practical success was settled once and
for all. On that occasion the Rocket,
designed by Stephenson, astonished
the spectators by running 35 miles in
one hour 45 minutes and attaining a
speed of nearly 30 miles per hour
pulling a load of 13 tons.
This historic engine weighed in
working order 4% tons and was car-
ried on four wheels; its tender fully
loaded weighed 3% tons. The driving
wheels, which were the foremost of
the pair, were four feet 8% inches in
diameter, and the cylinders, placed
outside on the sides of the firebox,
were eight inches in diameter with a
stroke of 16% inches. But the chief
feature which undoubtedly contrib-
uted more than anything else to the
success of this crude-looking machine
was the tubular boiler with which it
was fitted. These tubes greatly in-
creased the evaporating power of the
boiler and enabled the engine to run
at higher speeds without getting short
of steam. The Rocket is now to be
seen in the South Kensington mu-
seum, having, however, undergone
several alterations from its original
state. Some idea of the size of this
engine compared with one of our
modern giants can be obtained when
we find that the total weight of the
Rocket was not half as much as is
carried on one of the driving wheels
of the Great Bear.
The natural outcome of Stephen/
son’s success was the appearance of
many other engines of various de-,
signs and embodying some qwedr
ideas. As, however, the railways be-
gan to spread over the country and
the great trunk linbs to be formed, so
the work of the locomotive grew heav-
ier and development became essential
to cope with the increasing traffic and
to meet the demand for faster trains.
The latest development of locomo-
tive building on our railways is
shown in the illustration of the Great
Bear. This engine, which was con-
structed last year at the Swindon
works of the Great Western railway
to the designs of Mr. G. J. Church-
ward, is the biggest running in the
kingdom. It weighs in'working order
87 tons, and with its tender 143 tons;
it has four cylinders, all 15 inches by
26 inches, and driving wheels six feet
eight inches in diameter. On account
of the great size of its boiler it is
carried on 12 wheels, so that the ex
tra weight is spread out over a longei
wheel-base and the strains on the per
manent way and bridges are not in
creased. When we compare this mon
ster with its predecessors of 70 or
80 years ago some idea of the vast
change and development that has
taken place in the steam locomotive
can be realized. The iron horse has
indeed revolutionized the social and
commercial life of the world and in
its present form represents perhaps
the greatest of the many triumphs of
steam.—J. R. Bazin.
New Idea for Long Life.
A novel method of attaining longevi-
ty was practiced by Mrs. Yetta Schul-
man, ^ho died recently in New York
at. the advanced age of 105 years. Mrs.
Schulman paid no particular attention
to points of diet, exercise, sleep, etc.,
which usually figure largely in rules
laid down for those growing old. She'
believed that the lives of aged per-
sons could be prolonged if they asso-
ciated constantly or nearly so with
young people, and she apparently veri-
fied her theory, for she spent the
greater part of her time in company
with children, even taking part is
their sports with lively interest;—
Leslie’s Weekly.
o'vSMtctfe^accessory to accom-
the early fall suit is a three-
set of bag, purse and card case
of tooled leather. Leather is as use-
ful as it is beautiful for dainty things
and it lends itself readily to the mak-
ing of many ordinary articles. The
beauty of the texture of the leather
is enhanced by tooling—that is, by
pressing down a background, thereby
leaving the design in relief. In the
wild rose designs, which we are giv-
ing to-day, the black portions are the
backgrounds.
Russian calf is the best leather for
tooling, or any leather of soft texture,
the very glossy leathers being much
harder to "work on, and not nearly so
effective when finished.
The most economical way to buy is
by the half skin, w'hich usually costs
from $2.50 to $3. Two friends often
purchase the leather together and di-
vide it.
To do the work, two tools at 30
cents each are necessary, one for out-
lining, known in the shops as “letter
C,” and the other for modeling—“let-
ter B.”
Follow these directions carefully
for tooling:
Take a small piece of the leather to
practice on, in order to become famil-
iar with the material. Cut the leather
a bit larger than the pattern, so as
to have a margin in which to try the
condition of the leather.
Place the right side up on a hard,
smooth board. Have a dish of cold
water, and with a clean sponge dab
the water all over the leather, being
careful to put it on evenly so that
there will be no water marks. Let it
dry a little, and then test it on the
margin to see if it is in good working
condition.
If, in using the tool, little drops of
water appear on the leather, it is too
wet. It is ready to use when the tool
glides smoothly over the surface, leav-
ing a good, clear mark. Do not bear
on hard enough to cut the leather.
When the leather is in working con-
dition transfer the design as follows:
Place the design on the leather and
hold it firmly in place while, with the
outlining tool, held like a lead pencil,
you go over every line of the design,
using considerable pressure. When the
paper is removed, there should be a
clear impression of the design on the
leather.
Study the design carefully. The de-
sign is to be in low relief, the back-
ground pressed down.
Veining of leaves, flowers, finishing
lines and centers of flowers are done
with the modeling tool.
For the tooled background hold the
modeling tool with the fiat edge
against the outline of the design, and
the rounded edge toward the back-
ground and go all around each line cf
the design in this way. This will leave
a line that is sharp on one side and
rounded on the other.
“With the round side of the tool gent-
ly round down the sharp edge, as this
gives the design a rounded edge that
is more pleasing.
Draw the tool back and forth on the
background. Never go over the same
place twice unless it is absolutely nec-
essary. It saves time, and the -work
looks more finished if every stroke is
made so skilfully that it counts toward
the finish.
If the leather becomes too dry for
modeling, sponge it carefully where
the modeling is to be done. If the
tooled part is made very wet it will
eradicate the marks. A single line is
tooled around the background for a
finish.
The bag illustrated on thi3 page
may be tooled on one or both sides, as
one prefers. The line of machine
stitching is indicated on all the pat-
terns. If no sewing machine is avail-
able, the spaces for stitches may be
marked by a tracing wheel. Stitch
around the top of each side as far as
the arrow, tie the ends of the thread,
then stitch the sides together the
rest of the way. Cut on the black
lines along the top of the bag for
openings through which to run a silk
cord or ribbon, matching the leather
in color.
The pocket book is cut like the pat-
tern for the back and flap. For the
other side, cut an oblong the size of
the portion between the dot and dash
and the dash lines. Stitch around the
flap, then stitch the two sides to-
gether. Sew on a snap fastener, or
have a fastener put on at a leather
finishers.
Half of the card case pattern is
given. Cut two little pockets and
stitch In, as shown in the small dia
gram.
Dolly—The motor boat is superior
to the canoe even if we do have to
carry a chaperon.
Dick—I should say so. The “chug-
chug” makes such a racket she
couldn’t hear a smack to save her-
self.”
With a smooth iron and Defiance
Starch, you can launder your shirt-
waist just as well at home as the
steam laundry can; it will have the
proper stiffness and finish, there will
be less wear and tear of the goods,
and it will be a positive pleasure to
use a Starch that does not stick to the
iron.___
A Surprise.
Bystander-—Where’s the chauffeur?
Arrest him!
“Hold on, gentlemen, I’ll tell you
how it was. I v’as trying to cross the
street and a chauffeur stopped his ma-
chine and motioned me to go by—the
—shock—was too mlich.”—Life.
Important to Mothere.
Examine carefully every bottle of
CASTORIA a safe and sure remedy for.
Infants and children, and see that It
Bears the
Signature of ^
la Use For Over 80 Years.
The Kind You Have Always Bought
Working the Brain.
Church—They- say fish is a great
stimulant for the brain.
Gotham—Well, I know just catching
them makes the imagination more ac-
tive.
From the Life of the Protector,
Cromwell wished to be painted -with
the wart.
“Don’t you mean the warthog?”
they asked anxiously.
For Colds and Gripp—Gapudine.
The best remedy for Gripp and Colds la
Hicks’ Capudine. Relieves the aching and
feverishness. Cures the cold—Headaches
also. It’s Liquid—Effects immediately—10.
25 and 50c at Drug Stores.
Equipped for Fast Travel.
Sorrow’ is an evil with many feet-
Posidippus.
• Look sharp! See the point?
It's the spear on real WRIGLEY’S
SPEARMINT!
And occasionally a man throws off
rouble by putting on a bold front.
THE
BEST
REMEDY
For Women-Lydia E. Pink*
ham’s Vegetable Compound
ras passing through
and suffered from
headaches, nervous
prostration, and
hemorrhages.
“Lydia E. Pink-
liam’s Vegetable
Compoundmademe
well and strong, so
that I can do all my
housework, and at-
the store
and
all kinds of
I feel that I can
enough.” —Mrs. Lizzie
ah, Ky.
Tnecnangeof Life is themostcritical
period of a woman’s existence, and
neglect of health at this time invites
disease and pain.
W omene very where shouldremember
that there is no other remedy known to
medicine that will so successfully carry
women through this trying period as
Lydia E. Pinkham’s Vegetable Com-
ound, made from native roots and
erbs.
For SO years it has been curing
women from the worst forms of female
ills—inflammation, ulceration, dis-
placements, fibroid tumors, irregulari-
ties, periodic pains, backache, and
nervous prostration.
If you would like special advice
about your case write a confiden-
tial letter to Mrs. Pinkham, at
Lynn, Mass. Her advice is free,
and always helpful.
Ford’s School
AUSTIN, TEXAS
Prepares especially for the University of Texas.
Graduates enter without examination. Six
teachers, all university men. Fifteenth annual
session begins Oct. 1. J. Stanley Ford, B. A.,
M. A., Principal, 610 West Nineteenth Street,
Upcoming Pages
Here’s what’s next.
Search Inside
This issue can be searched. Note: Results may vary based on the legibility of text within the document.
Tools / Downloads
Get a copy of this page or view the extracted text.
Citing and Sharing
Basic information for referencing this web page. We also provide extended guidance on usage rights, references, copying or embedding.
Reference the current page of this Newspaper.
Vernor, J. E. The Lampasas Daily Leader. (Lampasas, Tex.), Vol. 6, No. 1709, Ed. 1 Saturday, September 11, 1909, newspaper, September 11, 1909; Lampasas, Texas. (https://texashistory.unt.edu/ark:/67531/metapth910507/m1/3/?q=%22Places+-+United+States+-+Texas+-+Lampasas+County%22: accessed July 16, 2024), University of North Texas Libraries, The Portal to Texas History, https://texashistory.unt.edu; crediting Lampasas Public Library.