"O PILGRIM, COMES THE NIGHT SO therefore, would seem to be enough. There

son.

FAST?"

O Pilgrim, comes the night so fast?

Let not the dark thy heart appal,
Though loom the shadows vague and vast,
For Love shall save us all.

There is no hope but this to see

Through tears that gather fast and fall;
Too great to perish Love must be,
And Love shall save us all.

Have patience with our loss and pain,
Our troubled space of days so small;
We shall not stretch our arms in vain,
For Love shall save us all.

O Pilgrim, but a moment wait,

And we shall hear our darlings call
Beyond Death's mute and awful gate,
And Love shall save us all.

-Celia Tharier, in Scribner for March.

PRETTY FOOLS.

Yes.

Is there any reason why a pretty person should be a fool? Physiologically speaking, it would be difficult to say not aware that physiologists have yet We are traced any congenital connection between a well-formed little nose and an empty brainpan; between eyes of laughing water" and absolute inability to be educated; between cherry lips and golden tresses, and incapacity to say "Bo to a goose." If there be any foundation for a belief which is unquestionably popular, we must seek for it rather in the gradual formation of the character of pretty persons than in any native disability. It is often a source of wonder why so many noble lords are apparently wanting in intellectual distinction, and why the fool of the family is generally the eldest We can scarcely suppose that Providence is so completely in collusion with our good old English constitution and the law of primogeniture, as habitually to allot the cadets of a house ten times as much brain power as the son and heir. Is it not, rather, the fact, that to be a noble lord in such a country as England, with a large estate to maintain the position, is in itself so good a thing that there is no reason why the fortunate possessor, who answers to either of these descriptions, should trouble himself to add to his undoubted advantages the questionable gain of a little learning? If pretty women really are fools, is not their prettiness the cause of their folly, rather than their folly the cause of their prettiness? Is it meant that the moment they began to use their intelligence they would lose their good looks? We remember a very clever, but very plain woman, to whom we were extolling cleverness, suddenly exclaiming, evidently from the depth of a long and bitter experience, "Ah, my dear sir! an ounce of beauty is worth a ton of brains." She had a very beautiful sister, and she had, doubtless, compared the market value of her own intellect and that of the fair face of her sister. To be pretty,

is an irresistible fascination to man in fe-
male beauty, and to fascinate men will
probably always remain the deepest and
most enduring ambition of women. To say
this is not to belittle them, any more than
it is to belittle men to say that their univer-
sal passion is to secure the admiration and
obedience of their fellow-creatures.
are, however, by no means disposed to al-
We
low, without qualification, that pretty wo-
men are generally fools.-Truth."

TAKE THE DRY ONE.

On one of Captain Morgan's voyages from America to England, he had under his care a very attractive young lady, who speedily distinguished herself by reducing five young gentlemen to the verge of distraction. She was quite ready to marry the embarrassment of her riches she sought one, but what could she do with five? In the captain, who, after a few moments' pose by accident you should fall overboard; thought, said: "It's a fine, calm day, supup, and you can take the man who loves I'll have the boat lowered ready to pick you you well enough to jump after you." This novel proposition met the young lady's views, and the programme was accordingly carried out, with the trifling exception that four of the young men took the plunge, and being picked up by the boat, presented themselves a dripping quartette upon the ship's deck. The object of their undampened ardor, no less wet than themselves, fled to her stateroom and sent for her advi ser, the captain. she in despair, 'Now, captain," cried my dear," replied the captain, "if you "what am I to do?" “Ah, which she did. want a sensible husband, take the dry one"

HOW SHE BEAT THE DOCTOR.

The Sheffield, England, Telegraph relates:
nished home in Sheffield. The doctor was
A poor woman lay ill in her scantily fur-
sent for and came.
hers was a very grave case, and that she
He at once saw that'
had, as he thought, little chance of recovery,
even if she could get the nourishment her
illness required. As he was about to leave,
the question was put:

doctor?"
"When should we send for you again,

66

the poor woman, and then at her wretched
Well," was the reply, as he looked at
surroundings, "I don't think you need send
for me again. She cannot possibly get bet-
ter; and to save you further trouble, I'll
just write you out a certificate for her
burial."

the woman-women always were wilful-
And he did. After the doctor departed,
got better rapidly. She has now completely
recovered, and goes about carrying her
burial certificate with her.

ough. There man in fe

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Scientific.

cise effects of these states of life. One other condition is of unquestionable importance -it is light, a condition of the elements approaching perhaps nearer than anything else their state in life."

PIPES.

[From the Manufacturer and Builder.] INFLUENCE OF LIGHT ON HEALTH. We have on several occasions called attention to the well demonstrated fact that TEST ON THE COVERING OF STEAM the light and heat of the sun are the original cause of all forms of motion which we The building committee having in charge observe on earth, except the tide waves. the erection of the several structures on the From the coal that heats our houses and Trinity College site, at Hartford, Conn., moves our steam engines we eliminate the recently instituted on the premises some exsunshine of former ages, and all the life of periments with materials at present extenthe vegetable and animal world is now due, sively used for covering of steam pipes, directly or indirectly, to the same source. whereby radiation of heat is prevented The bread that we eat is the gift of the sun, and condensation and freezing prevented. the clothes that we wear are woven out of As there are about 8,000 lineal feet of pipe, his beams. Plants turn toward the light, varying in diameter from two to six inches, and so should man if he had not forgotten in the building, the question regarding the his natural instincts in the artificial exist-best and most suitable non-conducting mateence which civilization has called forth. rial for this purpose became an important Considering this, the blue glass excite-one. After the reception of tenders by ment has done some good, as notwithstand-competing firms for the covering of the ing it cannot improve sunlight to deprive it pipes, it was deemed best to make an exof all color except blue, it has led some peo-haustive test upon a portion of the pipe. ple to let the sunshine into their houses, for the sanitary influences of sunlight are indisputable. Of late, at the Greenwich Observatory, a record has been kept of the hours of sunshine, which in the English climate are few enough in the spring months. The instrument used consisted of a sphere of glass, four inches in diameter, supported concentrically within a hemispherical me tallic bowl in such a manner that the image of the sun, formed when the sun shines, falls always on the concave surface of the bowl. On this concave surface is laid a strip of prepared cardboard, on which the image of the sun is received, and when the sun shines brightly the cardboard becomes. either discolored or blackened, or altogether burnt through. The position of the merid-ings were securely fastened up so that the ian is marked on the card, and time scales of different lengths are prepared to mark the scale of hours on the record.

Accordingly samples of pipe covering were put on by the following companies: The H. W. Johns' Manufacturing Company, the Asbestos Felting Company, the United States and Foreign Salamander Felting Company, and the Chalmers Spence Company, all of New York.

The samples were placed around a six inch pipe to the satisfaction of the respective parties. A wooden box was constructed with an open bottom and two of the sides cut in a semicircle to fit closely to the covering. A light of glass was fitted in one side of the box, through which a thermometer could be seen suspended from the top until it hung within an inch of the pipe covering. This done, all cracks or open

box was perfectly airtight. The H. W. Johns Company's covering consisted of one and a half inches of asbestos mixed with The Registrar General, referring to these other ingredients, upon a lining of heavy new observations, says: "Man, as it has felt paper laid next the pipe. During thirty been well said, is an atmospheric creature. minutes in which this test was made the The child, the man, the woman, the veteran thermometer rose from 97° to 1039. The in ripe age, the healthy and the sickly-all Asbestos Felting Company's covering, two feel these influences in different degrees. inches in thickness, was next tried, and in The deaths go up in the heats of summer or ten minutes the thermometer rose from 97* in the chill colds of winter, and go down in to 1022, and in half an hour from 97° to 105°. mild weather. Hence for many years the The patented "air space" covering of the London weekly tables have shown by the Chalmers-Spence Company was next testside of the causes of death the varying ed. This, as the name indicates, is a method pressures of the atmosphere; the tempera- of covering by which a dead air chamber ture in the shade, in the sun, and on the is formed between the covering and the grass; the moisture and dryness of the air surface covered. This air space is formed we breathe; the north, south, east and west in the following ingenious manner: Heavy winds, and the velocity at which they fly; wire cloth is used, to which is fastened and the daily rain-fall. Latterly some sub-every four or six inches a stud one inch or tler conditions have been expressed in num- more in length. The wire cloth is then bers; the ozone has been measured, and the placed over the surface to be covered, the electrical disturbances have been recorded.studs keeping it at the proper distance. It will be for science to determine the pre-Plastic covering is then applied to the

thickness of half an inch, and this partly penetrates the meshes of the wire cloth and keys itself, thus giving a strong durable hold. The second coat of plastic is then applied and finished smoothly. At this test the thermometer did not rise above 94, the time allowed being thirty minutes. A test was also made of the "plain" covering made by the same firm. This consisted of one and a half inches of the composition used in the first method, without the air space. During thirty minutes when it was tested the thermometer rose from 97° to 102°. On the application to the Salamander covering, consisting of one and a half inches of cement, the thermometer rose from 97° to 102°. All the above tests were made under a pressure of ten pounds of steam. A synopsis of these trials as communicated to us,

During the test the method employed was to watch the thermometer inside the box until it indicated a temperature of 970, when, after leaving it in for thirty minutes, the temperature was again noted. But in testing the "air space" covering the tem-lutely familiar, but we picture what happerature was so much less than the others, that after waiting until the thermometer indicated 90° it was found that it would not reach over 94°, although left in over an hour. The Chalmers Co. was awarded the contract.

VELS. ays, and

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The Road.

[From the Boston Herald.]

constructing engineer of the railway be. tween St. Petersburgh and Moscow. General Lee tells the following anecdote in relation to that great work: It was the desire of Emperor Nicholas to have a firstclass road in every respect, and to make EARLY RAILROADING. the line as near straight as possible. In The Boston and Providence Railroad was making the survey, Major Whistler inchartered about the same time that the road formed the Emperor that he would be confrom Boston to Worcester was, viz: on June pelled to depart from a straight line, 22, 1831. The original stock authorized was because the line as surveyed, encountered $1,000,000, it being estimated that the road- the Government Arsenal in its way. The bed could be built and rails purchased and answer to this by Nicholas was characterislaid for $750,000, and that the other $250,000 tic of the Czar of all the Russias: "What!" would furnish equipments and depots. One said he, "the arsenal in the way of my thing can be remarked here, and that is, railroad? Blow it up! blow it up!" The that they were not extravagant in their es- Winans, of Baltimore, were contractors for timates in those days. The design was to the engines, rolling stock, etc., on this build a road-bed twenty-six feet wide, and great railway, and afterwards erected enlay a single track at first, the road-bed be- gine and car shops in Russia. It was here ing all ready for a second track when they they made a large proportion of their great were prepared to lay it. The original sur-wealth. Major Whistler died of cholera in veys of this road were made by Major William Gibbs McNeill and W. Raymond Lee, his assistant, who were its constructing engineers.

St. Petersburgh, in 1840, and his remains were sent on to General Lee, in Boston, in one of William Rope's ships. They were interred in Stonington, where Whistler's brother-in-law had a burial lot.

Of General Lee it may be said that he is now a hale and hearty gentleman of seventy-one years of age, with a bright and active intellect, and full of reminiscences of the past. He is the only man living who knows, from personal knowledge, the history of the Boston & Providence corporation. He went into its employ as assistant engineer to Major McNeill, in 1831. In 1834 he became superintendent of the road, and continued in that position up to 1853.

Let us here diverge a moment to speak of Major McNeill. He was a North Carolinian by birth, and of Scotch descent. He received a military education at West Point, and was a major in the corps of topographical engineers. He had leave of absence, and, being a man of very great ability, his services were eagerly sought after. Before and during his employment on the Boston & Providence Railroad, he was consulting engineer for several roads in Massachusetts, New York and Maryland. He was constructing engineer of the Long The original survey of the line contemIsland Railroad from Greenpoint to Brook-plated the surmounting of the hill at Shalyn. This was, at the time it was built ron, which is the divide between the waters supposed to be the natural line of railway emptying into Massachusetts Bay and those from Boston to New York, connecting with emptying into Narragansett Bay, by means the Providence & Stonington road, and of an incline, which was to be overcome by thence by the Boston & Providence road to stationary power, for the opinion was then Boston. Major McNeill was also construct- held that an engine could never overcome ive engineer and afterwards superintendent a seventy-five foot grade, and the grade at of the Providence & Stonington road. This this place was eighty feet to the mile. A was the last responsible position held by fatal accident at this point, however, rehim. It was during his service on this sulting from the breaking of the rope road that the Dorr Rebellion occurred, which was lowering a car down the incline, and, being a military officer, he was ap-determined a change of line in that locality pointed by the Governor of Rhode Island to where it is at present, and thus obviated Commander-in-Chief of the State forces. the incline. The Rhode Island terminus of He aided in putting down the rebellion, and the Boston & Providence road was first lothen resumed his railway duties. But he cated at India Point, about a mile and a had contracted a habit of high living, and quarter below its present location. When became intemperate, which no doubt oper- the Stonington road was built, in 1840, its ated to shorten his days. He was married eastern terminus was on the opposite side to a Miss Cammeron, of New Jersey, and of the river, connection between the two had quite a family of children. He visited lines being had by a steam ferry-boat. The England, where he was taken sick, and re- Providence road afterwards discontinued turned to New York, where he died some its line from Hebronville to India Point, twenty years ago. He was a man of extra- and connected it with that of the Proviordinary promise. Major George W. Whist-dence & Worcester road at Pawtucket, and ler, was another bright and promising engineer, and was associated with him in the early part of his career. Major Whistler afterwards went to Russia to become

now owns an undivided half of the four and
a half miles of that line from Pawtucket to
Providence. The Stonington road discon-
tinued its ferry at the Point, and brought

3

its line round to the Cove, where it joined the Boston & Providence, making a continuous line to Stonington from Boston.

Up to 1840, the only way to get to New York by steam from Boston was by way of the Boston & Providence road to Providence, and thence by steamer to New York. One passenger train a day ran each way, and the fare was $8. In 1840 the Norwich line was opened, and last summer we had four Sound lines from Boston to New York, viz: the Fall River, Stonington, Norwich,

and Providence. The fare to New York now by some of these lines is $3. The early local fare from Boston to Providence was $2; now it is $1.

The Boston & Providence Railroad was opened to travel as far as Readville, then South Dedham, on June 4, 1834. The locomotive run on this occasion was the "Whistler," and the engineer's name was Waterman. The "Whistler" was built by Stephenson & Booth, of Liverpool, England, exactly after the style of the celebrated "Rocket," by which engine Mr. Stephenson won the prize for speed and power on the Liverpool & Manchester Rail way. The "Whistler" had been imported by the Boston & Lowell Railway Corporation, and by them sold to the Boston & Providence Company. The name "Whis tler," according to General Lee, was not derived from that of Major Whistler, but because the "Whistler" was the first locomotive in Boston that used the steam whis

tle.

The following advertisement was published in the Advertiser and Patriot, June 25, 1834, and will give an idea of the extent of operations at that time. It may be said that passengers through to Providence were carried from its terminus at the Sprague House through to Providence by coach:

passenger

BOSTON AND PROVIDENCE RAILROAD. From and after the 28th inst., the cars, with the locomotive, Whistler, will, until further notice, be dispatched daily (Sundays excepted) from the depot at the foot of the Common, to the Sprague Mansion House, Dedham Low Plain, at the following hours, viz: Leave Boston at 64 A. M., and 4 P. M. Returning, leave the Sprague House at 71⁄2 A. M., and 51⁄2 P. M. Stopping at the Tremont Hotel, Roxbury, and at the Toll Gate near Colburn's Corner, to land and receive passengers. Tickets 25 cents, to be had at the depot, or of the master of cars. There will be a stage at the Sprague House to carry passengers to and from Dedham Village.

Correspondence.

MESSRS. EDITORS: In former communications I endeavored to show that there existed in this country a conflict between capital and labor, and I submitted my theories of the proper remedies to be applied to check the growth of this antagonism of classes and prevent their recurrence by any and all constitutional means. The causes that led to the late "Great Strike" have been very thoroughly canvassed by the press, and most of them have succeeded, in an eminent degree, in publishing their ignorance of any well defined theory of the causes that led to the lamentable results of that period, and so long as these impractical theorists are permitted to twaddle their glittering generalities and crafty managers can control a suborned press, so long will the true causes of those remarkable events remain to confound and amaze the readers of American history. Known causes do exist, and it is my privilege, kindly proffered, through the medium of your JOURNAL-a journal that has amply proven its devotion to the interests of one class of laborers, at least, to publish my theory-a theory predicated upon experience and founded upon fact-of those causes.

I have no apologies to offer in behalf of any person who joined in wanton sacrifice of life and property during that period of anarchy. I have no word of encouragement for any person, no matter how teribly he may have been scourged by the lash of oppression, who so far forsook his manhood as to commit a crime against law and order in that great struggle, but I have an ambition to recount some of the apparent precursors of that so-called strike-"as I interpret them," (thanks, Mr. Jewett, for that sentence).

In the early history of the war of the rebellion the poor negro was generally regarded as "the innocent cause of the war. So, too, the war was the innocent cause of the late demonstration-commonly called the "Great Strike." The war developed patriotism that has no parallel in the history of nations; every household has its