1 4-. ST; m THTF. PITTSBURG DISPATCH, MONDAY, JANUARY 20, 1890. HOW TO BASE A BOAR Ihe Best Methods of Constructing and Keeping Highways in Order. STATE COMMISSIONERS' VIEWS Pound to Differ Widely, let All Unani mously Agree That IHEEE IS KEED OF A SEW SISTE1L Arxumtiits rroiinj That Good ThorongMires Are Cheapest in the End. The Dispatch presents the views of the State Boad Commissioners on the subject of improving the public highways. The con dition of the county thoroughfares this winter has made it evident to all that there ii argent need of some new system of road building. People who live in cities and large towns frequently complain, and not without rea son, of the inconvenience and annoyance oc casioned by muddy streets. The abundance of tain, together with the extraordinary mildness of the weather, has made such complaints doubly numerous during the present winter. But if the residents of cit ies wax wrathful over a few inches of mud, how much greater cause for fault-finding have the inhabitants of the country districts, .where the depth of the mire, if measurable 'at all, is reckoned by feet and fathoms, rather than by inches. It would be difficult to calculate the loss ithat farmers, teamsters, country merchants 'and others in the vicinity of Pittsburg have suffered during the past few months, on ac count of the almost impassable condition of the public highways. In some localities business has been almost at a standstill. Scarcely anything has beeu hauled to mar ket because the cost of getting it there would be more than the worth of the produce. And for a like reason the farmers have made as few purchases as possible at the stores, going to town only when absolutely in need of supplies. INDUSTKIES THAT ABE AFFECTED. Lumbermen, oil producers and those en gaged in varions other industries, have also found, in the bad condition of the roads, an insurmountable obstacle against the success ful carrying on of their business. This state of things is found, not in Allecheny county alone, but throughout laree portions of the State, as well as in Ohio, West Virginia and elsewhere. It is somewhat remarkable, and not at all creditable to the people, that in Pennsyl vania, where most of the youngest settle ments date back to the last century, the difficulties of travel should be almost as great at certain seasons as they were in pioneer days, when the only roads were trails through the forests, with blazed trees here and there serving as guideposts. And this, too, in a State where all the material for making good roads is found in abund ance, and where every township and county has spent annually for scores of years thou sands npon thousands of dollars for time and labor devoted to "improving" the high ways! AIT UNPLEASANT TEUTH. But this is the fact, which the exceptional quantity of mud and slush this winter has brought to the attention of the p -pie with such force as to make the question of devis ing a remedy one of general interest through out the Commonwealth. Governor Beaver made a move in this matter over a year ago, and his recommendations were followed out by the Legislature, which appointed a com mission of 13 members to consider the sub ject and suggest needed legislation. This commission will meet in Harrisburg on Tuesday next to begin its work. In view of the widespread & a interest in the subject, and to ascertain as Fiir far as possible the views of the commission- ' era as to the best system of road-makine. The Dispatch some days ago addressed a circular letter to each commissioner inviting him to state his opinion. Their replies, together with the letter of inquiry, will be found further on. But, before giving them, it is desired to call attention to an interest ing paper on the same important subject, contributed to Haroer's Weekly by Henry Xoomis Kelson. WHEEE HIGHAVATS AEE PASSABLE. Although bis article deals mainly with the roads of Sew England, it doubtless contains hints that may be useful to those seeking to learn how roads may best be built and kept in eood condition. Mr. Kelson speaks of the excellence of the roads in certain sec tions of Ken- England, and finds that the custom of having weekly market days in small towns has done much toward bringing about this result. But the condition of the roads in other places the "wagonless dis tricts" leads him to the conclusion that "it is too late in the world's progress to say that the condition of our highways is an evidence of our civilization." "It is essential," he continues, "that everyone who is interested in road-making should know how to build a good dirt road, for dirt roads are a great and extensive in heritance from our ancestors, and they abound in every section of the land." He then gives statistics from the census of 1880, showing that at that time 42 New England cities had 3,601 miles of streets. Of these only 461 were paved, 2,449 miles were gravel roads and 691 miles were the common dirt roads. The percentage of paved streets was a little larger in 2ew York State. The writer continues: It Is evident from this that when we say "the dirt road must go," we are reckoninp; without our host. Roads are improving every year, and will continue to improve: but the dirt road baa such a hold upon the mind of the average taxpayer who walks, and ol the average village officer and roadmaster, who knows that the wsJkinc gentlemen out vote the men who rido in chaises, that it is evident that we shall be obliged to make the best of it for sometime to come. DIET AND STONE IN BOADS. Gravel roads and dirt roads are the same, and no difference can be made between them in the treatment of this subject, except as the gravel road is one of the best forms of the dirt road. Even a road upon which there is a top-dressing of stone, there being no artificial foundation, is a form of dirt road. Any way whose organized basis Is earth is a dirt road, although there eeems to be a prevailing opinion among the roadmasters of this immediate vicinity that a slight sprinkling of bluestone on top of the Sand or clay substratum changes the character of the road, and elevates it above the ordinary dirt highway. And yet, generally, this little sprinkling of srane ftimpiy auus iu vue inconvenience anu danger of the traveler, and does no permanent good. Everyone familiar with country life as experienced the discomforts of jolting over the broken stones occasionally scattered npon a road's surface. Usually those who are com pelled to drivo on a road that has been treated in this manner get over as far as possible on one side, so that a track is soon worn there, the rest of the way being left untouched, ex cept by vehicles that have been compelled to Turn out. Thus one side of the road needs re-painng-before the other has begun to show signs of wear. Mr. Nelson tells how a bad road is built, according to the method long practised by rural roadmasters, a plow and a spade being all the tools required. TTUAT TO DP WITH CLAY. The treatment of clay and sand roads is discussed as follows: A fundamental fact that must be recognised by those who are charged with the task of con structing dirt roads is that a road with a clay Surface cannot be good. The surface must be composed of some substance that will not re tain water. Another fundamental fact is that While sand makes a much better road than day, it is too dry and too easily disintegrated by passing wheels for a desirable wagon way. jet, during most of the rear in the northern climate, a sand road is much better than one of clay. The proper method of treating clav in mile. (ng dirt road is to dig it oat, And to cart -much of It away. A bed should be prepared I ior the reception of foreign substance. The I clay surface should be cut to at least the depth of a foot. It would be still better if the spade should go to the frost line; but probably the community that could afford to prepare such a foundation for a road could also afford a better superstructure than one .of dirt and gravel. In a clay soil deep side ditches and draining are absolutely essential. These ditches should allow a fall of from two to three feet from the crown of the road. THE BEST SURFACE DRESSING.! The substantial part of the road should be sand. It is sometimes thought that the sand should be mixed with clay on account of its absorptive quality, but usually the presence of the neighboring clay is sufficient to supply tbo sand in dry seasons with all the necessary moisture. The sand and the surface dressing may involve expenso, but expense must be in curred if a good dirt road is to be made in a clay soil. The best surface dressing for snch a road as I have been describing is gravel or shale. If it can be afforded, limestone crushed into minute particles is most excellent for this purpose. A road to which this substance is applied requires a hard, smooth surface, for the action of water and the grinding of passing wheels transform tho stone into a cement. Tanbark is also a very good top-dressing. It is unnecessary, how ever, for any community in this part of the country to resort to such makeshifts, for sand and gravel are abundant and cheap enough to warrant their use by a town or village that can afford to build any bnt the most primitive thoroughfares. THE STATE COMMISSION. The members of the State Koad Commis sion are: Senators Harlan, of Chester; Slylcn, of Lancaster; Sloan, of Indiana; Representative Forght, of Westmoreland; McCulIough, of Allegheny; Faulkner, of Bradford; Griffith, of McKean, and Shillito, of Tork; also David McCargo, Superin tendent of the Allegheny "Valley Railroad, Pittsburg; Jacob Bollard, Conneautville; Cyrus Gordon, Clearfield; H. P. Goodwin. South Bethlehem, and Samuel B. Downing, Westchester. To each of these gentlemen the following letter was sent by The Dispatch: The DispATcn has, and will continue to take a deep interest in public highways in rural districts, believing it is a subject in which everybodv is interested, for all have to use them. As the commission in charge of this vital Question, of which vou are a member. will soon meet. The Dispatch most respectfully asks for your views, briefly expressed, on the improvement of the country roads of the Com monwealth. Will you please furnish answers to the following questions bearing on the sub ject: L What do you consider the best Bystem of country road making? 2. How would you maintain public roads? 8. What is your opinion of the existing sys tem of allowing farmers to work out their taxes on roads? i. What are your views on the chain gang sys tem in districts where prisons are located, and convicts are idle, as in Allegheny county. The replies, thus far received, are ap pended. TOO MUCH HASTY WORK. Supervisors Negligent of Their Dnticg The Present System Radically Wrong Rep resentative IIcCuliouKh'a Recommenda tions. To the Editor of The Dispatch: In reply to your communication, will state that the subject of roads and road-making and keeping the same in repair, is a question of gigantic importance, and should receive closer scrutiny ana observance than any subject that is before tho people of the Stato to-day. In no matter or branch of art. or industry, did our predecessors seem to have been more careless, than in the making and keeping of public roads, which are used continuously for travel by man and beast, night and day. The deficiency of knowledge in constructing and keeping highways In a good condition still exists with all our modern improvements. Tho road are wrought upon every summer, and hundreds of thousand of dollars are paid or worked out upon them, all to no avail. There is no excuse, ior the amount of money that is expended yearly should give us fair roads in all seasons in every part of the State. If the roads were made at tho proper season, and with a view to permanency and durability, discarding the hurried temporary manne? of construction, we would not be long in finding a marked improvement upon onr thoroughfares. The object and aims of many (not all) of onr supervisors are to seo how many rods or miles of road they can make in a day with IS or 20 old men and boys, instead of how ell they can make a short portion of road in a day. Now what can be the result of this labor? Poor roads, hejond a doubt. You ask my opinion of the existing system. I consider it one of the lost arts, for a drive any where to day will convince you that something is wrong with our present system. The roads have been worked upon since the settling of tbo State on this system, and we havo to-day, frith very few exception?, no roads that are in passable condition. How would I construct roads? I should un doubtedly endeavor to construct them with a view to permanency, as taught by the Car thagenians,and nowusedbytbe Celestials. I am in favor of the Telford system of making roads, which is cheaper and far superior to macadam izing when properly made: all culverts to ex tend across the roads, and not halfway, as at present. With the abnndance of stone found m every section of the State there could be in a few years passable roads at all seasons of the year without any increase of taxation. I am in favor of a general law, stating the kind and form of road to be made, and the State to pay a certain per cent for each rod of road made in conformity with this act; a report to be sent to the Commissioner of Highways when ap pointed and granted the power. Tho roads to-day appear to be like or phans sadly neglected. There should bo a commissioner of highways to look after the interest. IS'o manufactory or industry will prosper unless there is a competent head to manage and ascertain the facts in detail in re gard to its movements. I am in favor of each township having supervision over its own roads, 'and all leading county or state roads to be Telforded, then the cross or by-roads. I favor electing supervisors for a longer term than at present, and a law compelling them to make the roads as specified in tho bill, or re ceive no State aid. As regards tho chain gang. I am not prepared to state how to manage tho prisoners. If they could be divided into squads and distributed all over tbo districts without too much watch ing, and made break stones on our public roads, it would be a good thing for idle pris oners as well as for tuo public highways. W. H. McCCLioTJGH. TABEXTUU, January 16. A DISGRACE TO THE STATE. The Condition of tho Country Roads a. Public Mlsfortncc. To the Editor of The Dispatch: Your kind note of yesterday, making inquiry relative to my views on the improvement of the country roads of the Commonwealth, received. I consider that we have no system of road making in Pennsylvania, and with a history of more than 200 years the condition of our roads is simply a disgrace to our Commonwealth. I believe that the State should give liberal aid toward the construction of onr highways, just as she does to our public schools. I believe that better roads mean better values to real estate in town and country and better citizenship. But in reference to legislation on this subject, we should be very careful to do that which will be the greatest benefit to tho largest number of our citizens, with the least oppression to all; and that the fanning Interests should be protected to the fullest extent, as it is an interest which at this time needs all the relief that can be afforded to it. It will be my earnest effort to do what I can to seenre such legislation that will give us bet ter roads with the least burden to individual taxpayers. I believe that the farmers of the Btato need have no fear of any system being Introduced that will increase the hcivj burdens which they are already carrying, but, on the other hand, such a system as will improve their condition, 1 do not caro to go into details at this time. I fully realize that the commission has before it a task of no small magnitude. I therefore tru?t that every citizen who feels an Interest in this work will give us all the aid they can. A. D. Harlan. UOATESVH.LE, January 17. 6UPT. M'OARGO'S TIEWS. Macadamized Roads, Systematically Con structed, the Best. , Mr. David McCargo, General Superin tendent of the Allegheny Valley Railroad, wants to have the roads improved, bnt does not favor the scheme of putting the idle convicts at work upon them. He says the idea is all right in theory, but not in prac tice. He answers as follows: No. 1 For county roads I regard macad amized highways as best for onr State. No. 2 They Bhonld be constructed according to specifications made by competent engineers and the contracts should be let to the best bidders. No.3 I think thosystem of allowing farmers to work out tbeirtaxos dries not procure the best results. The taxes should be paid in cash by everybody. No. 41 have not seen the chain-gang system In operation, bnt danbt whAthr lhA an-.,. of guarding convicts would not over-balance I the value of the labor, which would, ol course I be unwilling labor. ' THE MACADAM SYSTEM. A Strong Argument in Its Favor by Mr. Downing Whnt a Mile of Good Road Costs Stnto Rond Supervision. To the Editor of The Dispatch: There should evidently be a Stato road ad ministration or bureau with an engineer directing the road work of each county. Each township should have one supervisor ap pointed by the court, not elected. This may seemingly take from tho people a privilege, but, after all, the appointment would be made upon the desire and evidence of the best citizens. In such case tho supervisor would be free to keep his position by strict adherence to the directions or specifications of the engineer, the engineer having the power under the sanction of the court to remove incompetent super visors. I believe in macadam structure for worst, most traveled roads, for the plain reason that during February, March and April, when the weather is most severe and unhealthy it is best to have rapid transit. A clay road is an injury to the public daring these months and cannot be touched at this time by skill, scraper, shovel or pick. A macadam need not bo so costly as pikes have been, in that macadam need not have tho bulk of pikes. A macadam is a compact, and in good measure an impenetrable bed, resisting wheel pressure from the surface, the pressure of the roller anticipating that of wheels, and saving bulk of metal to that extent. Over 40 miles of the roads and streets of Bridgeport, Conn., have been macadamized but four inches thick. The townships adjoining Bridgeport havo followed, and 14 miles have been built of this thickness. The Street Commissioner, Mr. B, D. Pierce, was formcrlv superintendent of the roads in Central Park, "New York, but find ing the cost of the Central Park roads prohibit ory, and accepting the distinction between bnlk and strength, he made the successful experi ment of turning out a cheaper, because thinner road. The distinction is similar to that between a Russian droska and an American buggy, or the old iron bridge of Plymouth, Wet England, that has three times the bulk of Iron to tho foot ot a Mississippi bridge that carries the traffic of a continent. Of course the sand loam of Bridgeport is a help, inas much as and is a more favorable material for road structure than clay. But where a clay road Is stripped of its loose surface and hard pan reached I think that a six inch depth of macadam, with tine crusher-made superstruct ure, bound with two inches of sittings, rolled to a solidity that will prevent rutting, will be sufficient for the general travel of oar State. By the macadam of our worst most traveled roads the greater saving in money is made. The average annual cost of repair of the roads of a township may be foQ, The worst clay roads may cost 90. and the less traveled or sand loam roads may cost bnt 10 in main tenance. Anew macadam need not cost for ten years over $10 annually for repair. Thus, by stoning our worst roads, wo save per mile annually SO. Ten miles of this macadam in ton years will save 8,000, sufficient where stone is plenty and near the operation, and where a portable crusher is used to build a six inch road. The money tax is evidently better than the "working-out" system for more than one rea son. The May rounding up, or as wo call it, the annual road picnic, is the most that farm ers can give toward road repair. If within two weeks after the rounding up, the roads are de stroyed by flood or rain they must virtually so remain for the year or until a rare leisure time. Thus our roads are at the mercy of rare opportunities for repair. As a result we have bad roads during most of the year. If, on the other hand, supervisors were permitted to employ stout, capable men to save the roadbed by Its constant drainage, and added to this, could use the scraper after every storm, the farmer would pay no moro tax, but could devote the time expended in road service to home work and individual profit. I believe the gain in this would more than equal the share of tax he is permitted to work out, and beyond that wo would havo notably better roads. It may have been noticed that Mr. George Kennan, writing of the Siberian exiles, com plains that these sad unfortunate! are con fined in unhealtbful imprisonment while to them the freedom to work would be a mercy. Labor is a panacea to mind and body and a wonderful moral correcto. When even a vicious man is given the habit of industry he is reformed to that extent. It Is better for him to work in the open air than in confinement. Tbo sight of a chain gang at work might be re pulsive, but the work would be for their own goon ana ine gooa oi tne peopie. I favor a State appropriation for the reason that the building of macadam would help banks in -aising the financial status of the peo pie: invested in that it would appreciate tho value ot land security: railroads in that it would increase travel and traffic. Thobnsioess men of Philadelphia are continually starting homes in the country. Onr macadam thorough fares, as far as built, are now crowded with citizens' nomes. in ratio wuu ine structure oi macadam will these country homes of city merchants and professional gentlemen Increase, and this within a radius of 40 miles. 8. K. DOWSING. West Chester, January 17. GOOD DRAINAGE NECESSARY. Provision for Letting the Water Off an Im portant Item. To the Editor of The Dispatch: In answer to your letter of inquiry I will very briefly give you some of my ideas on the subject. By answering your second question I think I will have fully answered tho first one: "How would you construct public roads?" In view of the fact that many of our roads aro nar rower than they were originally laid out, I would first secure the proper width. I would then proceed to construct the road after the following plan: Macadamize wherever it is necessary! not. however, by the old method of breaking the stones with a hammer, but if pos sible employ tho latest improved stone crusher: first, because it will prepare stone ready for use that cannot be broken with the hammer, and second, because it greatly lessens the cost. Alt roads should be made not less than one foot higher in the center than at the sides, and all obstruction should be removed thatwou'd interfere with the water that falls on the road from passing into side drains. Having the roadbed completed, I would next make the side drains, which should not be less than 8 inches deep bv 2 feet wide. I would carry the water in the drains as far as practicable, and, when it would become advisable to pass tho water to tho opposite side, I would erect bridges or culverts, made of either Iron, wood or stone, bo that the water would always pass under the road, never on the surface. Third "What is your opinion of the existing system allowing farmers to work out their taxes on roads?" My experience convinces mo that the present system is as good a plan as can bo adopted, provided the right kind of men aro selected for supervisors. Let the system ol collecting the taxes be what it will, in this sec tion ot the btate supervisors would be com pelled to employ the farmers to oversee the work, for the reason that there are no others to bo had. Fourth "What are yonr views on tho chain gang system, etc?" This is a matter that has never come under mv personal observation; bence my knowledge of its workings is too lim ited to give an opinion. '.John L. Shillito. Wellsville, Yoek County, January 17. A WORD FOR THE BCRAPER. Its Use Advocated Where Macadamizing Is Not Practical. To the Editor or The Dispatch: As to your first question, where macadamiz ing is not practical, the road scraper, as now improved, is the most practical. Becond Where it is practical I would macad amize tho main ftbouroughfare3 where not would thoroughly use the road scraper and gravei. Third I am opposed to the present system, as I believe the tax levied now in each county, properly expended by a Board of Commis sioners, would put our roads in good condition. At least from one-half to two-thirds of our taxes are wasted by bad management, and in experienced road makers. Fourth I think the chain -gang system wrong, except in case of hardened criminals and tramps. I cannot see how you can reform a criminal to humiliate him with such treat ment. J. Boland, COXNXAUTYIXLB, January 18. SIBTEU BORELI LACKING. Why the Roads Generally Are In a Wretched Condition. To the Editor of The DUDatch: In answer to your queries I would say: First The miserable condition of our conn- APSO SURE CURES PERMANENTLY In Pnln 30 Tears. Constantino, Mich.. Feb. IS, 1837. I had pains ia tho back for thirty years. Confined to bed for weeks. Fire years ago St. Jacobs Oil cured me : ant well and hearty, no return cf pain; can Uft as much as ever. RltRSABiCS. At DttucratSTS ard Dhixxbs. TBS GHARLtt A. VHstLER CO., Mttmirt, M. & VK3iWMK tJBBel CURE. try roads is due to the entire lack of system. Second I would build the roadbed of stone, 8 to 12 inches thick, crushed, and packed solid byheavy rollers, full in tho center and sloping to sides; then keep the water off. Third It is a miserable failure so far as road-making is concerned. In my opinion farmers' teams conld be utilized to advantage in hauling stone with which to make the road bei under tho supervision of some competent engineer or superintendent of roads. The work with plow, scoop, shovel and pick is, in very many instancos, more than useless. Fourth Convict labor might be used with good results in the districts in which prisons are located, but I doubt the practicability of taking them into the country. However, I do not consider myself a competent judge of this chain-gang system. Respectfully yours, John Q. Foioht. Hanobd ale, January 17. FALSE TEETH IN EIS STOMACH. A Prominent New Jersey Citizen Has n Sin gular Ailment, Camden, January 19. Away up in tho quiet little village of Windsor, Mercer county, N. J., where sensations are as rare as angels' visits, has occurred a curious circumstance over which the rural gossips have let their tongues wag unceasingly. The cause of the excitement in the byway village ia tho fact that Daniel M. Brown, tbo most prominent resident, several months ago swallowed a full set of f also teeth accidentally, and all the efforts of medical science to remove the set have been bafllea. Brown is an elderly man and is in appearance an exact counterpart of Uncle Sam, being tall, raw boned, sharp featured, wearing a long, sandy-hued chin beard. For the first three or four days Brown was not troubled, and thought that the plate would not remain there long. A week later, how ever, ho was seized with a severe form of dys pepsia and every conceivable pain in his ab domen. Physicians were consulted in vain, and as the months rolled by and the set of false teeth refused to leave his stomach. Brown has been attacked by a medley of ailments. HeJ oecame noarse, ana was compeuea to give up his position as leader of tbo church choir. Next his lungs began to pain him, until it has become difficult fur him to breathe. The un fortunate man is now also suffering from heart disease and an incessant flightlnes9 in the head. u relief has yet corns to the sufferer. WHOLESALE CREMATION. Seven Hundred Bodies to ho Reduced to Ashes In Nino Days. New Yoek, January 19. Charles McLean, a contractor, has obtained the contract to de stroy several hundred bodies that have been buried In the past 20 years in tho State bury ing grounds at Seguino's Point, Staten Island. They aro all the bodies of persons who died of contagious diseases, and, after being exhumed, they will bo burned in a crematory which is to be erected on tho grounds. The ashes of the dead will be buried on Swinburne Island. Contractor McLean is required to complete the destruction of the bodies within nine days. After the bodies have been removed from Beguine's Point the grounds will be put in order and sold. PEEACHING IN SALOONS. A New Temperance Crusade Orffanlzed In a New Jersey Town. New Brunswick, N. J., January 19. As a result of the evangelistic services now in pro gress in this city under the Key B. Fay Mills a number of ladles havo organized a society known as the Society of the Golden Sheaves, and on Monday they will begin going from sa loon to saloon and also to cigar stores and pool rooms, praying with the young men there, and urging them to join the chnrch and become Christians. Thus far the women have met with little op position in their visits to the saloons to ask for the privilege of holding meetings. Catarrh to Consumption. 5' Catarrh in its destructive foroe stands next to and undoubtedly leads on to consumption. It is therefore singular that those afflicted with this fearful disease should not make ic the object of their lives to rid themselves of it. Deceptive remedies concocted by ignorant pretenders to medical knowledge havo weakened tho confi dence of the great majority of sufferers in all advertized remedies. They become resigned to a life ot misery rather than torture them selves with doubtful palliatives. But this will never do. Catarrh must be met at every stage and combated with all our might. In many cases the disease has assumed dangerous symptoms. 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At all druggists. 2o cents; live for $1 00; or, postage free, of Potter Druq and Chemical Corporation, Boston, Mass. mf Children Grotving Too Fast become listless, fretful, without ener g", thin and weak. But you can for tifythem and build them up, by the use of OF PURE COD LIVER OIL AHD HYPOPHOSPH1TES Of lime and Soda. They will take it- readily, for it is al- most as palatable as milk. And it should be remembered that AS A fee- TEKTIVE OB CUBE OP COUGHS OR COLDS. IN BOTH THE OLD AND YQUNS, IT IS UNEQUALLED. -Avoldaubstltutiowoffered.l OC2-28-MWFSU Bg4ata&!Sjl U''MU. "gT BEECHARfl'S PELLS (THE CREAT ENGLISH REMEDY.) Cure BIX XOT7S and JKemona ILLS 25cts- a B0Xn OF fi T.T. DRUGGISTS. Latest improved Spectacles and Eyo-Glasses; Will fit any nose with easo and comfort. Tho largest and best stock of Optical Instruments and Artificial Eyes. KOBNBLTJM, Theoretical and Practical Optician. No 50 Fifth avenuo, near Wood street. Telephone No. 1686. deZ8-8 B ATEIsTTS. O. D. LEVIS, Solicitor of Patents, Sll Fifth avenue, above Smithfield. nextLeader office. (No delay.) Established 20 years. se25-60 Raisins, Prunes, Nuts, Erapor NEW 'tedNPntSiro-COtSl CROP GEO.KBTEYKNHON4CO., Sixth Avenue, noe-xw , . W SEEiSBsKXaM 1 I7fk THAT TERRIBLE GRIPPE. What It Really is Explained by One of the Best Informed Men In America. The president of one of the leading New York Medical Colleges, in conversation with the writer the other evening, said: " 'La Grippe,' the Russian influenza, that has caused so much talk, is a moro severe affliction than people usually tulnk. It arises mysteri ously and appears to havo its origin in the at mosphere. Tho last time it visited America was in 1803, and it came then, as now, from Asia. The name Influenza' comes from the suggestion that the malady was due to the 'in fluences' of the heavenly bodies, but more modern science has discovered that it is due to the changes in the electrical conditions. What ever may bo the causc,it is a strong congestion of the blood vessels and mucous membrane, principally in the head and throat, and nothing but strong stimulants will check this congestion and keep the blood actively circulating. For this purpose I know of nothing better than pure whiskey, and I believe Duffy's Pnre Malt to be the;best and purest whiskey known to the world. "Formerly this Influenza was said to precede an epidemic of the plague, and the person who was about to bo taken with the latter, had, as a preliminary, a fit of sneezing. Now it precedes a worse epidemic than the plague, namely, the terrible pneumonia. Its Deginning is slight, but its ending is often terrible. Pains in the limbs, back, chest and head; a soro throat and lack of appetite; copious discharge at the nose; these aro some of the symptoms of this dread disease. Upon tho slightest approach of any of these symptoms, a nervous feeling, or lassitude, resort should be had to apure whiskey, which is tho only certain means of breaking un this epi demic before it secures a hold upon the system or check it when it has become started. Care should be taken, however, to secure only that which is pure, as the article above named cer tainly is." FAR. A. K. MORRIS, A well-known gentleman of Sharpsbnrg, re siding on Eleventh street, and employed at the extensive steel works of Messrs. Spang, Chal lant & Co., of Sharpsbnrg, has passed through an eventful experience. His catarrh caused a stuffed-np feeling about his nose and eyes. The catarrhal secretion that dropped from bis head into his throat was so tenacious and hard to raise that in the morning it would often gag him and cause him to feel sick at bis stomach. His hearing became dull, he took cold very easily, bad no appetite in tho morning, and as his food did not digest properly, gas formed in his stomach, cansing pain. Ho often felt dizzy and lost flesh. He tried various treatments', but without Success. He also used local treat ments, but his disease gradually grew worse. In this condition he began treatment with the physicians of the Catarrh and Dyspepsia Insti tute, 823 Penn avenue, and became enred by their constitntional medicines, which are always curative and permanent in their action. He can be seen at either bis residence or place of business, and will gladly tell anyone further about his condition and cure. Mr. John v. Hnrtmnn. "I was afraid of consumption. I had a con stant hawking and spitting. I coughed and felt a soreness and pain in my lungs. My throat became soro and ulcerated, breath short 1 lost flesh, and had night sweats and many other symptons. It gives me pleasure to add my testimony to the hundreds already published, to my complete cure by these physl cians. "I now weigh more than ever before and feel well and strong. "JOHN V. HARTMAN, 1214 Main street, Sharpsbnrg." Remember the place. The Catarrh and Dyspepsia Institute, 323 Fenn ave. Consultation free to all. Patients treated suc cessfully at home by correspondence. Office hours, 10 A. M. to 1 P. M., and C to 8 p. m. Sun days. 12 to 1 f. m. Jal2-S-Mwrsu PHOTOGRAPHEB, 18 SIXTH STREKT. A fine, large crayon portrait SS'S); see them before ordering elsowhere. Cabinets, 2 and 82 60 per dozen. PROMPT DELIVERY. OC18-S5-MWTSU I mil,, y-- Don't intend carrying over a single garment ladles, misses or children's If prices have anything to do with their sale. Below aro a few sample bargains; the same proportion ate reduction all along tho line. Come Soon. You'll be More Than Satisfied, Ladies' lovely Seal Plush Sacque?, 40 inches long, were $20, reduced to $13 95. Ladies' handsome Seal Plush Jackets that sold at $10 50, all reduced to $6 25 now. Ladies' stylish all-wool Cloth Newmarkets that were 85, 50, Sll 50, $12 60 and S18 are now marked to sell at $2, $2 50. S5, $7 50 and $10 each. Hundreds of ladies' all-wool Cloth Jackets rodnced to $2, $3, $4 and $5 each last about half price. All Winter Goods in Every Department Knifed in the Same Unmerciful Manner, DOUGLAS& MACKIE, 151 and 153 FEDERAL STREET, ALLEGHENY. ja20-Mwy UNRIVALLED. W PU3SEOT IN THE WOSSUX C01TAKV9 no CMEMICATS or ADULTERATIONS. Paris Exposition, 1889 I $SEDnBS2: 40 CENTS A POUND 40 CENTS. Ask your Crocor for Monler Chocolate (Yellow Wrapper) For Sule Everywhere. BRANCH HOUSE, UNION" SQUARE, NEW TORK., wmmiwsJBSEm BEST THE WORLD OYER. Every Fair Warranted $2 H H (TB lira s m WHOLESALE HOUSE 515 Wood Street,, ,Bet. Fifth and Sixth avenues. . USEV, flLTOPLAMP the: ADE ONLY By. x IN THE GEOAMACBETH&CO. PiTISBURGfiPA. NEW AD VERTISE3IEXTO. Mil CARPET Our New Store Now Open With, a Pull Line of Choice NEW SPRING GOODS. Everything New. NO OLD STOCK, in low, medium and fine goods. Admitted by all that have examined it to be the best lighted building in Western Pennsylvania. Our first season for Wall Paper. So you can expect bar gaina All the New Colors and Styles in Carpets for Spring. Geo.W.Snaman, 136 FEDERAL STREET, ALLEGHENY. jal3-113-srwT STEAMERS AND EXCURSION. -YORDllEUTSCHEIl LLOYD S. 6. CO.. lX Established 1857. Fast Line of Exprexs Steamers from NEW YORK for SOUTHAMP TON, LONDON and BREMEN. The fine steamers SAALE. TRAVE, ALLER. EIDER. EMS, FTJLDA, WERRA, ELBE andLAHNof 5,500 tons and 6,000 to 8,500 horsepower, leaves NEW YORK on WEDNESDAYS and SAT URDAYS for SOUTHAMPTON and Bremen. TIME From NEW YORK to SOUTHAMP TON, 1M days. From SOUTHAMPTON to BREMEN, 2J or 30 hours. From SOUTHAMP TON to LONDON, by Southwestern Railway Co., 2 hours. Trains every hour of the sum mer season. Railway carriages for London await passengers Southampton Docks on arri val Express steamers from New York. Tbese steamers aro well-known for their speed, com fort, and excellent cuisine. OELRICHB & CO., 2 Bowling Green, New York. MAX SCHAAIBERG fe CO., 527 Smlttiflelcl street, jalS-72-D Agents for Pittsburg. TrrHlTE STAB LINE TOK QUENSTOWN AND LIVERPOOL, Boyal and United States Mall Steamers. Britannic, Jan. 22, Sam Britannic, Feb. 19, Sam -Adriatic, jan. za, ipm Celtic. Feb. S. 5:30 am Germanic, Feb. 12, 11 a m 'Aariauc, J eo., ii:ioam Teutonic Mcb. 5.1pm Celtic, Mcb. 12, 8:30 am From White Star dock, foot of West Tenth st. Second Cabin on these steamers. Saloon rates, .50 and upward. Second cabin, flo and upward, according to steamer and location of bertb. Kx cursloa tickets on farorable terms. Steerage, S20. White tit&r drafts n&T&ble on demand in all the principal banks thronffhont Great Britain. Ap- ply to JCHN J. MCCOHMiCK, 839 and 1 Smltl mu- neia St., rntsDunr, or- j. mmut isjia ti uen-JaH-D era! Agent, 41 Broadway, New York, ANCHOR LINE. United States Mail Stoamerl. Sail every SATURDAY from NEW YORK TO GLASGOW. Calling at MOVILLK, (Londonderry.) Cabin passage to Glasgow, Lircrpool or London derry, S45 and f. Round trip, $00 and 100. Second-class. $00. steerage, f20. MEDITERRANEAN SERVICE. licst route to Algiers and coast ol Morocco. NEW YORK TO GIBRALTAH AND NAPLES: S. S. BOLIVIA, HATTJBDATt, FKBUUAKY 22. Cabin passage, $80 to f 100. Drafts on Great Britain, Ireland or Italy, and letters of credit at farorable rates. Apply to HKNDEKSON BROTHEKS. N. Y., or J. J. MCCORMICK. 639 and 401 Smltbfleld St. ;A.D. SOURER A SUN, 415 Smlthfleld it., Pittsburg; W. SEMl'LK, Jr., IB Federal St., Allegheny. OC2J-MWP STATE LINE To Glasgow, Belfast, Dublin and Liverpool. FROM NEW YORK EVERY THURSDAY. Cabin passage 35 to 850. according to locatloa of stateroom. Excursion 65 to SOO. Steerage to and irom Europe at Lowest Bates. "State of California" building. AUSIIh BALDWIN & CO.. General Agents, Si Broadway, New York, J.J. McCORMICK. Agent. 639 and 401 Smilhfiold St., Pitisburg, Pa. oeH-n AGffi UNEQUALLED. RETAIL STORES 406 and 408 Market street, Bet. Diamond and Fourth ave. (Ie25-HTW I JLV'" ID I ML It Shoes WOP RAILROADS. From Pittsburg Union Station. ennsylvania Lines, Trains Run by Central Time. SOUTHWEST S YSTKlf-PANHANDLE 1MJ DTE. Leave for Cincinnati and St. Lonis, d 1 :1S a. m., d 7:J3 a. m. ,d9:0Oandd 11:15p.m. Uennlaon, 2:43 fa . m. cnicago, a 1:1a a. m. ana aaa p. m. iV'heellng, 7;33a.ra 12:05V 6:10 p.m. Hteuhen- 9:30. ll.COa. m., 1:05, 6:30, d 8:30, 9:50 p. m. Mo Donalds, d 4 IS. d 10:43 D. m. Tbains abbtvi rrom the West d 2:10, d 80 a. m., 3:05, d 5:55 p. m. Dennlson, T):30a. m. Steu benville, 3:03 p. m. Wheeling, 2:10, 8:43 a. m.. 3.-03, 5:55 p. m. Bnrgettstown, 7:13 a. m., 3 S:03 a.m. Washington. 8:55, 7:50. 8:40, 10:23 a. m., 2:33. 6:23 p. m. Mansfield, 5:33, 8:30, 11:40 a. m., 32:43, 8:53 9:40 and 3 8:20 p.m. Bulger, 1:40 p. m. McDonalds, d 6:33 a. m., a 9:00 p. m. NORTHWEST SY3TEM-FT. WAYNE KOUTE. Leave for Chicago, d 7:25 a. in., d H.-2 d lrt, d 8:45, except Saturday 11:2) p.m.; Toledo, 7:25 a. m., dl2: d 1:00, and eicept Saturday 11:20 p.m.: Crestline. 5:43 a.m., Cleveland, :10 a m. ;12:45 d 11:05 p.m.. and 7:23 a.m., via P.. VUV.&V.K7.; New Castle and loungstown. 7:05 a. m.. 12:20, 3:43 p. m.;Youngstown and Miles, d 12:20 p. m.:Mead vlile, Erie and Ashtabula, 7:05 a. m.. 12:20 p. m.: Nlles and Jamestown, 3:45 p. m.: Massillon, :W p.m.; Wheeling and Uellaire, 6:10 a. m.. 12:43, 3:30 p.m.: Beaver Palls. 4:00, 5.-05 p. m.:BeaTer falls S 8:20 a.m.: Leetsdale. 5:30 a. m. Depabt fbom alleghent Kochester, 8:30 a. m.; Beaver Falls, 8:13. 11:00 a. m.; Enon, 3:00 p. m.: Leetsdale, 5:00, 9:00, 10:00, 11:45a. m.: 1:15. 2:. 4:30, 4:45. 5:301 6:15. 7:30, B:0Op. m.: Conway, 10:30 p.m.; Fair Oats S 11:40 a.m.; Beaver 1'alls, 3 4:30 p. m. ; Leetsdale. S 3:30 p. m. Trains akbive U nlon station from Chlcacro, ex cept Monday. 1:50, d 6:00, d 6:33 a.m., d 5:55 and df:50p.m.: Toledo, except Monday, 1:50, d 6:35 a. m., 5:55 and 6:50 p. m.; Crestline, 2:10 p. m.; Youngstown and Aew Castle, 9:10 a. m.. 1:23, 6:50, 10il5p. m.; wiles and Youngstown, a 6:50 p.m.: Cleveland, d5:50 a. in., 2;25, 7-00 p. m.; Wheeling and Uellaire, 9:00 a. m., 2:23, 7:00 p. m.: Erie and Ashtabula, 1:25, 10:15 p. m.: Massillon, 10:00 a.m.: Miea aud Jamestown. 9:10 a. m.: Beaver If alls, 7:10a. m., 1:10 p. m.; Beaver Falls, S 8:25 p. m.; Leetsdale, 10:40 p. in. AliKIVE ALLEGHENY, from Enon, 8.00 a. m.; Conwav 6.40a.m:Kochester.9.40a.m. ;Beaver Falls. 7.10a. m.. 5.30 p. m.: Leetsdale. 4.30. 5. SO, 6.15, 6.50, 7.45 a. m.. 12.C0. 12. 4S, 1.43, 3.30, 4.30. 6.3ft 9.0O fair vans, o osu a.ui.; ocATeisBiu, 9 m.; Leetsdale, S 6.03 p. m.: Beaver Falls, d. dallv: S. Sundav only: other trains, except Sunday. PENNSVLVAMA HA1LHOAD ON AND after November 10, 1889, trains leave Union Mtatlon, Pittsburg, as follows. astern Standard Times MAIN LINE EASTWAKD. New York and Chicago Limited of Pullman Ves tibule daily at 7:15 a. m. Atlantic Express dally for the East, 3aa a. m. Mall train, daily, except Sunday, 5:30 a.m. San day, mail, 8:40 a. in. Day express dally at 8:00 a. m. Alail express daily at l:C0p. m. Philadelphia express dallv at 4:30 p. m. Eastern express dally at 7:15 p. m. Fast Line dally at 8:10 p. m. Grecnsbnrg express 5:10 p. m. week days. Dcrry express 11 :00a. m. weekdays. AH through trains connect at Jersey City with boats or "iirooklvn Annex" for Brooklyn, N. Y., avoiding doable ferriage and Journey through N. Y. City. Trains arrive at Union Station as follows: St. Louis, Chicago and Cincinnati Express, daily 2:00a m. Mail Train, dally 8:10p. in. Western Express, dally ..., 7;43a. m. Pacific Express, dally 12:43 p. m. Chicago Limited Express, dally 9:30 p. m. Fast Line, dally ll:53p. m. SOUTHWEST PENN RAILWAY. For TJnlontown. 5:30 and 8:33 a. m. and 4:25 n. m., without change of cars; 12:50p.m., connect ing as ureensuu town at 9:45 am., lng at Ureensbnrg. Trains arrive from UnSon- 1 aiHMoam.. iz:.a. ooanaeiuD. m. WEST PENNSYLVANIA DIVISION, From FEDEKAL. ST. STAHON. Allegheny City. stall train, connecting for Blairsvllle... 6:45 a.m. Express, ior Blairsville. connecting for Bntler 3:15 p. m. Bntler Accom 8:20 a.m., 2:23 and 6:45 p. m. SnringdaIeAccom9:00, 11:50 a.m.3:30 and 6:20 p. m. Frceport Accom 4:15, 8:20 and 11:40 p. m. On Sunday 12:33 and 9:30 p.m. North Apollo Accom 11:00 a. ra. and 5:00 p. m. Allegheny Junction Accommodation. .. 8:20 a. m. Blairsville Accommodation 11:00 p. m. TralnsarriveatFEDEKAL HTKEET STATION : Express, connecting from Bntler 10:35 a. m. Mill Train 1:45p.m. Bntler Accom 9:10 n. m.,4t40and7:23p.m. Ulalrsvlllo Accommodation 9:52 p. m. Freeport Accom. 7:40 a. m., 1:23,7:23 and 11:10 p. m. On Sunday 10:10a. m. and7:00p. m. Sprlngdale Accom. 0:37, 11:48 a. in., 3:45, 6:4Sp.m. North Apollo Accom 8:40 a. m. and 5:40 p. m. MONONOAHELA DIVISION. Trains leave Union station. Pittsburg, as fol lows: For Monongataela City, West Brownsville and Umontown, 10:40 a.m. For Monongahcla City and West Brownsville. 7:05 and 10:40a.m. and4:4p. m. On Sunday 1:01 p.m. For Monongahela City, 5:40 p. m., week days. Dravosburg Ac. week days, 3:20 p. m. West Elizabeth Accommodation. 5:20 a. m. 2:00, 6:20 and 11:33 p. m. Sunday, 9:40 p. m. Ticket offices Corner Fourth avenue and Try street and Union station. CHAS. . PUU1L J. IL WOOD, General Manager. Gen'l Pass'r Agent. PITTSBUKG AND LAKE KltlE KAlLltOAD COMPANY. Schedule In effect November 17, 1S(9. Central time. DspABT-For Cleveland, 5:10, 8:C0a. m., '1:33, '4:20. 9:30p. m. For Cin cinnati, Chicago and St. Lonis. 5:00 a. m., "1:35, 3:30 p.m. For Buffalo, 8:00a. m., 4:20. "9:30 n. . For Salamanca. '8:00 a. m., 4:20 p. m. tror .4:20 n. Youngstown and Newcastle, 5:00, "3:00, 10:15 a. m.. l:T3. 4:20- "9:30 n. m. For Beaver Falls. 5:00, 7:20, "8:00, 30:15 a. m., 1:33, 3:30, '4:20, 5:20. 9:3u p. ra. For Chartlers, 5:00, 15:30 a. m., 5:35, "0:55.7:15.7:30. 8:03. 8:30. "9:50,10:15 a.m12:05,i::35, 112:15, 1:40, 3:30. 3:50, 14:30, 5:05, i:S '8:10, '10:30 p. m. ABMVE-From Cleveland. 6:25 a. m., 12:30, 6:40, "7:53 p. m. From Cincinnati, Chicago and St. Louis, "12:30, "7:55 p. m. From Buffalo, "6:25 a. m., "12:30, 10 p. m. From Salamanca, 12:30, "7:53 p. m. From Yonngstown and New Castle, 6:2 "9:20 a. m., ri2:30, 3:40. "7:53, 10 p. m. From Beaver Falls. 6:23, "6:25, 7:20, "9:20 a. m., '12:30, 1:20.5:40. '7:53, 10 p.m. P.. O. & Y. trains for MansSeld. 8:30 a. ra., 3:30, 5:05 p. m. For Essen and Beechmont, 8:30 a. m., 3:30 p. m. P.. C. & Y. trains from Mansfield, Essen and Beechmont, 7:08 a. m., 11:59 a. m. P., McK. & Y. K. K.-DEPART-Kor New Ha ven, "3:30 a. m '3:30 p.m. For West Newton, 'j:3J, 9:3Ja. m -i:w, a:ajp. m. AKBrvK From New Haven, 1"8:20 a. m., 3:1S p. id. From West Newton, 6:15, t"8:20a. m., 1:25, 3:15 p.m. For McKeesport, Elizabeth. Monongahela City and Belle Vernon, 6:30, 17:30, 11:13 a. m., 13:30, 3:50 p.m. From Belle Vernon, Monongahela City, Eliza beth and McKeesport, 7:45 a. m., 19:20, 12:30, S;0O, 15:15 p. m. Dallv. ISnndayn only. tWIU ran one honr late on Sunday. 1 Will ran two hours late on Sun day. City Ticket Office, 639 Smithfield Street. BALT1MOUE AND OHIO P.AILKOAD. Schedule in effect November 10, 1680: For Washington. I). C, Baltimore, Philadel phia and New York, "8i00a. m. and "9:20 p. m. For Cumberland, "3:00 a.m., $1:00, "9:20 p.m. For Connellsvllle. W:40 and '8:00 a. m., t::00, 11:00 and "9:20p. m. For Uniontown, WHO. "8:00a.m., tl:00and 4:OT p. m. For Mt. Pleasant, 0:40, 8:00 a. m. and I.-00 and tlaVp. m. For Wash ington, Pa., GSand t):!0a. m., "3:35, 5:30 and "7:Op. m. For Wheeling. "7.-05, t9:40 am.. "3:33. 7:30p.m. For Cincinnati and St. Louis, 7:05a, m., "7:30 p. m. For Columbus "7:05 a. m.. "7:30 p. m. For Newark. "7:05, 19:40 a. m "3:35, 7:30 p. m. For Chicago, '7:05 and 7:30 p. m. Trains arrive from New York. Philadelphia, Baltimore and Washington, 6.-20 a. m., '8:35 p. m. From Columbus, Cincinnati and Chicago, "8:25 a.m., "9:00 p. ra. From Wheeling, "8:23, 10:50 a.m.. 15:00, "9:00p.m. Through sleeping cars to Baltimore, Washing ton, Clncinnatland Chicago. Connellsvllle accommodation at 58:35 a, m. Bnnday only. The Pittsburg Transfer Company will call for and cbeck bigxage from hotels and residences npon orders left at B. & O. ticket office, corner Fifth ave. and Wood St., or 401 and 630 Smlthfleld st. CHAS. O. SCULL, Oen. Pass. Asent, J.T. O'DELL. General Manager. ALLEGHENY VALLEY HAILKOAD Trains leave Union Station (Eastern Standard time): Klttaanlng Ac. 6:55 a. m.; Niagara. Ex.. dally. 8-45 a. m.. Hulton Ac. 10:10 a. m.: VaUey Camp Ac, 32:05 P. m.; Oil City and DuBols Ex press,2:00 p.m. ;Hulttn Ac, 3:09p.m.: Klttannlng Ac, 4:00 p.m. 1 BraebnrnEx.,Sap.m.; Klttann lng Ac, 5.30 p.m. f Brabnrn Ac, e :20 p.m. Hul tou Ac, 7:50 p. m.; Buffalo Ex., dally, 8:50 p. m.; Hulton Ac, 9:43 p.m.: Braebnrn Ac, 11:30 p, m. Church trains Braebum, 13:40 p. m. and 9:33 p. ra. Pullman bleeping Cars between Pittsburg and Buffalo. .IAS. P. ANDERSON, G. T. Ant.: DAVID MCCA11GO. Gen. Sasl. P1TTSBUP.O AND CASTLESHANNONB.K. Winter Time Tabic. On and after December 3889, until further notice, trains will runas followj on every day, except Snnday. Eastern standard time: Leaving Plttsbnrg-S:20 a. m., 7:10 a.m.. S:0U a.m.. 9:30 a. m., 11:30 a. m.. 1:40 p. m., 3:40 p. m.. 5:10 p. m.. 6:50 p. m., 6:30 p. m., 9:30 p. m., 31:30 p. ra. Arllugton-6:40 a. m., 6:20 a. m., 7:10 a. in., 8:00 a.m., 30:20 a.m., 1:00 p. m.. 2:40 p.m.. 4:20p. m.. 6:10 p. m 5:50 p. m., 7:10 p. m., 10:3J p. m. Sunday trains, leaving Pittsburg 10 a.m 12:50 p. m.. 6:10 p. m-, 9:3Cp. m. Arlington 9:10 a. m.. 12:10 p. ra, 4:20 p. m.P riTSBUHO AND WESTERN RAILWAY Trains (Ct'l Stan d time) I Leave Arrive. Day Ex.. Akron.Toledo, Kane 6:40 a m 7:37 pm Butler Accommodation I 90 a m 8.-00 p m Chicago Express (daily) 12:25 p m 11:30 a m New Castle t Clarion Accom. I 4:30 p m 7:00 a m Butler Accom ...l5:pm 5:30 a in First class fare to Chicago, (10 SO. Second class, 19 50. Pullman Buffet sleeping car to Chicago dallv. MAXtnrACTUBIBS OIT Rocker's Lubricating Hemp Packing FOP. RAILP.OAD USE. Italian and American Hemp Packlna; Clothes Lines, Twines, Bell Cord, Fish Lines, Chalk Lines, Night Lines, Sisal Bale and Hide Eope, Tarred Lath Yarn, Spun Yarn, etc WORKS Eass street, Allegheny City, Pa, OFJfICEANDSALESB0014-8l Water , ttsburg. Telephone Ho. 1370. oc23--icw-si ; WhL KEW ADVERTISEMENTS mLWCl IRBnffifflflg January 20, 1890. LET : EVERY : MAN AND WOMAN READ. Joyful and encourag ing news for the thousands of peo ple who, owing to the big crowd at our 25 per cent Discount Sale last Saturday, could not get waited on and had to go home without get ting what they wanted. We have concluded to prolong our offer for THIS WEEK and will accordingly give On Every Overcoat and Cloak, This offer, as the thousands of shrewd purchasers, who took advantage of it last Saturday, will tell you, is no advertising dodge as is frequently prac ticed by unscrupulous dealers, but the plain, unvarnished truth. You simply look at the price marked on the ticket and deduct 25 per cent therefrom, or, if you pay us the price mark ed on the ticket, we will ImmediafelyHandYou Back One-Fourth the Amount of Your Pur chase. And don't forget that the prices (plain figures) at which our goods are marked, and from which this discount of 25 per cent is given, are guar anteed by us to be away below all compe tition. Fifth avenue and Smithfield street. x0 uwmw
Significant historical Pennsylvania newspapers