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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. The bones and cartilage
of the nose, the organs of hearing, of seeing
and of tasting so affected as to be useless, the
uvula so elongated, the throat so inflamed and
irritated as to produce a constant and dis
tressing oongh.
Sanfokd's Radical Cure meets every
phase of Catarrh, from a simple head cold to the
most loathsome and destructive stages. It is
local and constitutional. Instant in relieving,
permanent in curing, safe, economical and
never-failing.
Each package contains one bottle of the
Radical Cube, one box Catarrhal Sol
vent, and an Improved Inhaler, with
treatiso; price, SL
Potter Deoo & Chemical Corporation,
Boston.
UTERINE PAINS
And WeftVnesftnft inatantlv rnlinvArl
fku by the Cutlcura Anil-Pain Plaster, a
sW Perfect Antidote to Fain. Inflamma
tion and Weakness. A new, most agreeable,
instantaneous andinfallible pain-killing nlaster.
especially adapted to relieve femalo pains and
weaknesses. Vastly superior to all other plas
ters. 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