ivu.i .a. I.i tiieat iiiitiau have begun to ultra t attention sucli as they Lave not received in a long time, sny.s Harold Frederic. Russia is raid to have crowded Eng land out of the tlowery kingdom; but it is hardly j ro. able. John Bull has planted his tic: ia that China shop, and it will re '.lire something mure than diploma y to remove him. The butchers and meat dealers of Berlin complain that $7,004,000 worth of meats were imported into Germany in 1896, prinei] ally from the United States and at prices with which they are unable to compete. They there fore petition the government to open the frontiers to the free importation of animals and meats from European countries, and to restrict by all prac ticable means the import of meats from Ameiicn, which is steadily in creasing from year to year. Even in the matter of apples the Yankees have seized the market, and last year there were lauded a" the single port of Hamburg before November 18, 64,- 538 barrels. In short, American com petition is now spoken of in Europe us the "transatlantic danger." Tlit, latest advices from Pekin brought new stories illustrating the arrogance of the Europoan govern ments in their treatment of China. Until recently all business with for eign nations was transacted at the isung-liyamen, and the members of the diplomatic corps visited that place almost daily whenever they had busi ness with the government. But the German minister compelled Weng Tnng Ho, Chung Yen Yuen and other members of the vameu to come to his legation for the purpose of discussing the demands of the kaiser's govern ment for indemn ty for the death of the Jesuit missionaries and other ma'ters relating to the occupation of Kiao-Chou. This is the first time such humilia'ien has ever been im posed. Two years fig ) a Kansas colony con sisting of about a dozen persons sold out all their property and set forth with the proceeds to the Holy Land, for the purpose of rebuilding Jerusa lem iu preparation for tho second coming of Chri i. The fund all told consisted of about SIO,OOO, and it must hive required faith as a grain of mustard seed to believe that sucli a sum would be sufficient to make the towers cf imperial Salem again rise crowueil uitli light and restore the 6pendors of Solomon's Temple. The experiment La 5 *, of coarse, turned out a failure, announces the New York Tribune, and the colonists are to re turn to Kansas, leaving Jerusalem to its natural processes of growth and decay, as. they ought to have done from the beginning. In starting life over again in the homes they aban doned they are not likely to find the experience acquired in their pious ex ile worth anything like the money it cost them. fays the Chicago Drovers' Journal: The ten leney to feed cattle and not raise them is growing more popular with the farmers of the middle west every year. This is a short cut quick returns, and save) about t" 0 years' time. Of course somebody lia3 to rai e 'he ?*??k cattle, but as this I art of the in 1 .st.y can bo cariied on more cheaply on the big ranches, farmers who rai e corn prefer to let them have a monopoly on the breed ing and raising end of it. The num ber of range cattle that are being fed oi corn e.vh winter is growing ra] idly. This fact is just r.s notice able with sheep as with cattle, for naturally the same conditions and Je suits obtain. The revised figures showing the ex tent of the Ameri an grain crop l'Or the past year have just been given out by the Unite 1 States department of agriculture. The acreage devoted to the six pri icipal cereals, viz.: corn, wheat, oats, iyq barley and buck wheat, aggregated 150.431,105 acres, while the total amount of grain pro duced aggregated 3,040,022,822 bush els. The value of the entire crop is estimated at $1,121,295,762. Iq de tail the figures showing the amount of each cereal produced, together with acreage aud valuation, are as follows: Acres. Bushel Value. Corn. 80,09,051 1.902,967,933 £ 501,072,932 Wheat, 89.463,063 C 39.141.16) 425.547.121 Oats, 25,730,375 631.767, VOJ 147,974,719 Rye. 1.703,561 27.313.331 12,239,640 Barley, 2,719.110 66.65.127 25,142.13 1 Buck wh 1717.936 14.937.451 0,319.138 Total, 1C0.431.105 3,040.922. t22 $1,121,295,762 While the figures represent but lit tle profit to the individual farmers B.attered over the Unite 1 States, they, nevertheless serve to indicate the sur passing magnitude of the country, which is capable of producing harvests in such abundance. VALID UL UOUi) LOADS. IMPORTANT FACTS FOR RURAL COM. MUNITIES TO CONSIDER. Conrliiftion* of I'rnfesoor Lutta of Purdue I'niversity, I milium, us to the Monetary Worth of Improved Highway a to Farm ers A Most Convincing Statement. The following paper upon "The alue of Good Loads to Farmers" was written by Professor Lattn of Purdue university, Indiana: That good roads have a money value to farmers will be granted by all. That the money value of improved highways is alone suffi cient to justify the cost of their con struction, will be confidentially claimed or readily admitted by many farmers, questioned by others, and denied by not .1 few. In view of the financial and many other advantages of good roads, a ma jority of the farmers of the state would, doubtless, favor their construction as rapidly as practicable under some ef ficient, economical anil equitable sys tem of highway improvement. But there is a considerable proportion of the farmers—doubtless one-fifth and possibly one-fourth—who have little knowledge or appreciation of the bene fits of good roads and who, therefore, object on account of the great cost of highway improvement. The farmers of this class know what they will have to bear their full share of the burden of such improvements; they discredit (not wholly without reason) the state ments and conclusions of many public writers as to the losses and gains to farmers from poor and good roads re spectively; hence they view with ap prehension the general agitation in favor of improved highways. Ignor ing or undervaluing the educational and social advantages, as well as the comfort aud enjoyment of good roads, or feeling unable to pay the price of such benefits, these formers regard with distrust and disfavor measures for highway improvement; and they are likely to oppose efforts for the bet terment of our roads unless they can first be convince! that good roads will prove a paying financial investment. ►Speaking, therefore, in behalf of those who for any reason are not influenced by the higher considerations in favor of improved highways, I raise the question. Will it pay the farmers in dollars and cents to improve their public roads? Before attempting to answer this question, let us consider in what ways permanently good roads will prove financially beneficial to farmers. All will agree, I think that a good road will— 1. Economize time aud force in transportation between farm and market. 2. Enable the farmer to take ad vantage of market fluctuations in buying and selling. 3. Permit transportation of farm products aud purchasing commodities during times of comparative leisure. 4. Reduce the wear aud tear on horses, harness and vehicles. 5. Enhance the market value of real estate. But while it is easy to enumerate the ways in which improved roads will be financially advantageous to farmers, it is very difficult to esti mate, in dollars and cents,the benefits to accrue therefrom. Distrusting my own judgment in the premises aud fearing, also, that my opinions would have little weight with others, I sought the advice of the farmers themselves. Letters of inquiry were sent to sixty of the most intelligent farmers in forty counties located in the central anil northern parts of the state. The sub stance of these letters is given here with: 1. About what proportion of the public highways in your county are now good gravel roads? 2. Please estimate the average in crease (iu dollars and cents) in the selling price per acre of land through out th; ?~7Yzty, as the result of such gravel reads. 3. If all the public roads in your county were converted into improved highways, how much, in your judg ment, would it increase the average selling price per acre of land through out your county? 4. What would be a fair estimate of the cost per mile of converting our common dirt roads as they now exist into good gravel roads, provided, of course, the work were to bo performed economically under some competent, general supervision, and not ham pered by legal restrictions? 5. Supposing that your county were divided into 100-acre fattis and that the average distance of eacn farm from market were five miles, what, in your judgment, would be the average annual cost (in dollars and ceuts) to each farmer of our unimproved high ways? 111 answering the fifth question please take into account the reduced loads, increased time, extra wear and tear, and loss in sales from inability to deliver products when the market is best. Over forty replies to these queries were received. As would be expected, from the difference in soil, surface and distance from gravel beds, there is a wide range in the estimates of the different correspondents. Many of the estimates are necessarily mere guesses, while others are based on a thorough knowledge of the matters under consideration. The averages of these estimates should give—and they probably do give approximately—the consensus of opinion, held by the most intelligent farmers of the state, as to the cost and money value of improved highways and the loss due to poor roads. The approximate averages for the forty counties are as follows: First—The average estimated in crease in the selling price of land dtie to existing improved highways is (9.48 p3r acre. The estimates from which the average is made refer it most cases to lauds Dear tue improver roads; but iu a few instances they ap ply to all the lands of the couutv. The average increase, therefore, of $6.48 per nero is lower than was in tended for the lands near the improved roads. Second —The estimated average in crease per acre that would result from improving all the public roads is $9. Third—The estimated average cost of converting the common public roads into improved highways is $1146 pet mile. Fourth—The estimated average an- 1 nual loss, per lUU acres, from poor roads is $76.28. If these estimates are even approxi mately correct, they furnish a key to the satisfactory solution of the ques tion of highway improvement from the money standpoint. On the basis ol the last mentioned estimate the aver age annual loss per acre from pool roads is over 76 cents. In live year 9 the losses would aggregate $2492 for every section of land, and this sum would construct two miles at a cost oi $1226 per mile, which is $"0 per mile above the estimated cost given by the farmers themselves. The present road tax which, under existing laws, is largely thrown away, would, under a proper system of road maintenance, doubtless keep improved highways in perfect repair. If the foregoing statements are a near approach to the truth, it follows that the losses and expenditures which farmers actually incur on account ol poor roads would also secure perma nently good roads. Can any sane mind doubt the wisdom of exchanging the losses, delays, accidents nud vexation of spirt, occasioned by bad roads, for the comfort and other advantages of good roads when the cost is the same? But there is another side to this question, viz, the increased value ol land from highway improvement. As already stated, this increase is esti mated by the farmers consulted nt $9 per acre. This would enhance the value of each section of land $5760, which iB more than double the esti mated cost ($2292) of the two miles ol improved highway, which constitutes the quota for the section. Just here the objection may be raised that the improved roads would not increase the productive capacity of the laud, while the enhanced commercial value would increase the taxes. Let us, for the sake of argument, grant this plausible but fallacious objection, and then litid w hnt it amounts to. Let us suppose the increase in appraisement for taxa -tiou to be $4 per acre, and the tax rate 1 1-4 per cent. This would mean an annual increase in taxes of five cents per acre, or $5 per hundred acres. Would not our objector, after enjoy ing the benefits of good roads, be very willing to give therefore the extra $5, if necessary? Would he keep the money and go back to the thraldom ol mud roads? If so, he has the option of selling his farm at an advance, ac cording to the average estimates of his brother farmers, that will more than doubly reimburse him for his ex penditure on highway improve ment; and he can then remove to some native wild whose quiet waters have not been "troubled" by the spirit of progress. I am aware that many intelligent farmers will not accept the estimates of their fellow farmers as to themouey value of good roads—many who will even deny that improved highways have any appreciable money value. I am glad to know, however, that many I of these very same farmers favor good { roads,and wonld aid in their construc tion for the same reason that they I would build for themselves com fortable and even luxurious homes. | In view oi the very general reeog- I nitipn among farmers of the necessity and benefits of good roads. lam en j couraged to believe that a very large j proportion of the farming classes will heartily join with the- people of the cities and towns iu an effort to devise, j adopt and put into execution some ef | ficient, economical and equitable sys tem of highway improvement. Row to Make Animal Freaks. In 1858 the great Camille Daresta was named director of the Laboratory of Teratology to the Practical School of Higher Studies. Terutogenesis was I now on a firm foundation; monsters I were produced iu multitudes. | Dareste was able to obtain over thirty thousand specimens—wonder ful creations too—Cyclopearis whose single eye might have frightened the companions of Ulysses, ancient swine with both lower limbs united, animals with two Heads and eight legs, twins ' with trunks united, etc.—everything from the domain of fable to argument his scientific conquests. One may obtain monsters iu various ways—by warming the egg unequally, by varnishing or glazing certain po<- | tions of the shell, by shaking it dur ing the period that separates the lay iug of the egg and putting it in to in | cubate. Only recently Fevo made j monsters by submitting the eggs to the action of electric currents or in jecting toxines under the shells. The I most different types may be obtained J by using various processes. | This curious study has of late years - been undertaken in foreign countries, among others by Gerlach and AVrigle. ; Finally recently some Frenchmen have | undertaken it anew. Now, by modifying their surround ings Dareste produced monsters. If this is true,can we not,when we know ail the factors of the problems, obtain | new races?— Dr. T. C. Minor in Ciu ' aiuaati Lancet-Clinic. llow It Happened. I The Emperor of China—Anil all this trouble results from the attack I on the German missionaries? i Li, Hung Chang—Apparently. As soon as Kaiser Wilhelm heanl of the attack on the missionaries he got re j ligion.—Euck. [OUR NA\T AND SPAIN'S.I NAVAL STRENGTH Or THE TWO COUNTRIES COMPARED. XI ey Seem Evenly Mtc!ic<l on Taper, Kut tin- United States i Much the Stronger—ln Ships For Komburilment and Harbor Defense We Are Ahead. The United States and Spain are not unevenly matched in respect of a navy—on paper. An examination of the details, however, says the New York World, shows that in naval matters as in all else Spain indulges In dreams and delusions. Let us discard all "projected" war ships, all made-over iron and wood vessels, and compare the two navies | as they would meet each the other. The steel vessels of modern type are alone worth considering, because other vessels can be easily obtained 011 short notice, and it is therefore a matter of minor importance which nation has the more of them at the present mo ment. Of battle-ships Spain has only one. The Pelayo, of 'J9OO tons, is an excel lent war vessel so far as protection is concerned, but its armament is not especially formidable as battle-ships go. It has two 12.5-inch guns, two 11-inch, one 6.2-inch and twelve 4.7- lnch as a heavy battery. The lowa of our navy has u much more effective battery in its four 12-inch guns, eight 8-inch and six 4-mch. We have alto gether seven battle-ships, each carry ring tremendous batteries of the most approved and supposedly of the most dangerous modern types. Spain has no sea-going coast-de fense ships, while we have six, carry ing thirty heavy guns and fifty-two guns in secondary batteries. And these ships are to all intents and pur poses battle-sliips. Many naval ex perts regard them as far more danger ous than the so-called battle-ships. In the class of non-sea-going coast defenders Spain has two vessels only, and they carry but nine large guns. We have fourteen of these floating but non-sea-going forts, and they carry thirty large guns. Spain has seven armored cruisers, carrying 208 largo guns. But they are not so new or so well equipped or so dangerous as they seem to be when one reads about them. We have only two ships—New York and Brooklyn— that fall in thi3 class, and they carry seventy-four large guns. But not only are these two more formidable than any of Spain's armored cruisers; but also some of our protected cruis ers are more worthy of this class than several of Spain's that are put in it. Of protected and partially protected cruisers—the most attractive and sen sible kind of modern war vessels—wo have sixteen, all made of steel, and in good condition, all equipped with the best possible armament and all en titled name of ocean greyhound. Spain has only live steel vessels of this class and ten iron vessels. We are therefore stronger and Spain is weaker at the two most important points—heavy warships for bombard ments and harbor defense, and swift, well-armed, easily managed cruisers. ••Miss Juliet Capulet." The Postoffice Department desires information of one Miss Juliet Capu lot. Some weeks ago the letter was addressed to the fair heroine of Mr. Shakespeare's romance, but the car riers hero did not kuow her address. All of them had fair Juliets on their routes, but none knew Miss Juliet Capulet, the daughter of the head of the royal house of Capulet, who domi ciled at Verona and had a fuss with a man named Montague. Nor were they acquainted with auy man named Borneo, who was enamored of Miss Capulet, and made a botch of killing himself on her account. So the letter after going the rounds of the depart ment gravitated to the dead letter of fice, and now the department seeks by newspaper advertising to carry out the directions of old man Capulet to his servant: "Go, sirrah, trudge about through fair Verona; find those per sons out whose names are written there."—Washington Star. "Pluck Me" Stores Reins Abandoned. One gratifying feature of the indus trial situation during the year closing is tlio abandonment by a number of large employers in the Pennsylvania coal regions of ttye company stores which bind the miners to trade their wages away for the commodities sold thorn and deny them the right to trade whore they can trade most advantage ously. The employers who maintain these stores do so in the face of a State law which requires them to pay their employes semi-monthly aud in cash and which forbids the gouge game practiced by the company stores. Yet tho employers have violated these laws aud set an example of lawlessness to their men. Every employer continu ing this lawlessness against his work men should have the law drawn on him like a sharp sword. —Minneapolis Journal. Tho Effect of Fog. Accidents due to the obscuration of objects by fog are so common that scientists are making a study of ab sorbent power of fog as regards lights of all kinds. It appears that London fog absorbs 20.8 per cent, of the light from an incandescent burner, while the ordinary gas loses but 11.1 per cent. Tho incandescent light contains more blue, and this is readily ab sorbed by the fog. Bed lights are much more penetrating than blue, and as the gas light contains far more red than tho electric, it is much more val uable as a light for use in very heavy fogs. It is a fact familiar to every one that when the sun shows through mist it is of a deep red color. This is accounted for by the faet that the blue rays are entirely absorbed, leaving only the red with its much more pow erful Quality of penetration. IS THE DAY CROWINC LONGER? Scientific Reasons in Support of the Tho ory That It Is. One of the most interesting sub jects discussed by Professor George Darwin during his recent visit to this country was that of the possible aud probable increase in the length of the day. When once the earth is in motion about an axis, no matter how the mo tion came about, it would continue forever, and at tho same rate, thus making the day always of the same length, unles's something is happening or will happen to interfere with that motion. Now, there are several causes in operation which affect the period of the earth's rotation, some of which tAnd to make the pe riod less and others to make it great er. Fortunately the influence of each of these causes is very small. They are generally easy to understand, and a simple experiment will illustrate one of them. Tie a stone to one end of a string, and, holding the other in the baud, whirl it around as near as may be in the circumference of a circle. When its speed is nearly uniform allow the string to wiud up on the finger. It will be noticed that as the string shortens the angular velocity in creases. In tho same way, if the mat ter forming the • irth should in any way be drawn nearer the axis of rota tion, it would turn faster, and the day would be shortened. B- continual loss of heat a shrink age of the earth is probably iu prog ress, and although the process is ex ceedingly slow, it certainly tends to diminish the period of rotation. On the other hand, any addition of matter from the outside will tend to increase that period and make the day longer. Undoubtedly slight additions to the mass of the earth are constantly made by the arrest of meteoric bodies pass ing through the atmosphere. Their influence is opposed to and tends to neutralize that of any earth shrinkage that may he going on. Tho most important interference with the rotation of the earth that we know of is that of the tidal wave, which is due to the attraction of the sun and moon, but more largely to the latter. It is easy to see that this is a resistance against which the earth turns, and its effect is to increase the length of the day. Astronomical observations extend ing over about 2000 years have failed to show auy sensible change in the day, but the influence of the tides must become evident after the lapse of a great many years. Professor Darwin declares that tho day may lengthen until it is at last fifty-five times as long as it is at present, and that would he also the period of tire revolution of the moon about the earth. A day of 1320 hours, such hours as we now have, would offer many inter esting advantages, but there would be some things about it not altogether agreeable. -As it is not likely to come for Home millions of years, it is not a matter for immediate anxiety.— Youth's Companion. Rescued From tho Sioux. In the Children's Home at Sioux Falls, South Dakota, is a bright-faced maiden who last fall was found living among the Sioux Indians at Cherry Creek, a tributary of tho Upper Mis souri. She was taken from the In dians through tho efforts of the Bev. O. H. Sproul, of Pierre, and Senator Kyle, and an endeavor is now being made to find her relatives, if relatives she has. Had her presenoe among the Indians not been discovered when it was she would Uy this time have been the squaw of ouo of the braves ol the tribe. Her Indian name is Swift Fawn. It is supposed that her par ents were killed by Sitting Bull, by whom she was brought up. The only clew to the relatives of the child is a small linen handkerchief, marked with the name of Bnssell, and a little silver drinking mug, upon which is OL graved the name Luella. She prefers to be called Anna, and so, at the Children's Home, is known as Anna Bussell. She is a ward of the Government.— Philadelphia Becord. Cradle Run liy Mule Power. A traveler going through a sparsely settled section of Canada came to a lonely cabin, and, finding the door open, went in. Nobody was in sight, but iu the center of tho room he saw a craiHe with a baby lying in it fast asleep. The cradle was rooked back and forth with great regularity, aud he was puzzled to know what kept it in motion. On examination he found a stout cord attached to a uail driven in tho side of the cradle and passed through au auger-hole ill the side of the house. He took up the trail, which led him into a ravine, where a donkey was standing and switching his tail. The mystery was explained. The other end of the cord was attached to the donkey's tail, and the constant switching kept the cradle in motion. It was an ingenious device on the part of the mother to keep her baby asleep while she went off for a time. —Ontario Banner. The Clever Artist. Not infrequently the art student falls in arrears for the rent of even his airy perch on the "Bixieme," and landlords have scant sympathy for beings who can "soar to the em pyrean," but can't pay cash. One young man, six months in arrears, knew that his landlord was keeping a watchful eye on his trunk, which stood opposite the door, feeling sure that while it was there the owner would not depart. Onr artist painted a por trait of his trunk on the wall opposite the door, and in the night took hiifi self and Jis belongings quietly away; nor was he missed for several days. Good work sometimes serves very inartistic ends.—Catholic World. I GOOD ROADS NOTES. | Oil on Iloarfs. Oracle petroleum lias been used with gooil effect to suppress dust on railroad beds. Now it is advocated as a good application for country roads. It is claimed that by excluding water it keeps tlie road good in wet and dry weather. It will suppress dust and render the water-cart unnecessary, aud it prevents the formation oi mud iu winter. bettor n U.I (Is Fur ."Mobile* They have taken hold iu a practical way in Mobile. Ala., aud organized a Good Ro.a.ls Club, with a view to hav ing tho city streets improved. The call for the first meeting 6tated that Mobile "has the worst streets of any city in this country" and that "the few that are paved are fast becoming unrideable " Tho newspapers are already with them; so, with constant agitation and persistent work, the out look i 3 encouraging. Goo<l Xlnarfs l'rofitab'e. Tho Road Coiami&sioner of New Jersey, Mr. Budu, points out that it costs thre9 cents a bushel to haul wheat on a level roa 1 a distance of live miles, and at least nine cents to haul it the same distance on a sandy road, whioh goes to illustrate the practical economic importance of good roads. This is a point which deserves the serious attention of farmers. Sandy and rough roads are wearing out their horses aud vehicles and increasing the actual cost of their farm supplies aud of the marketing of their produce. Though little recognized, this is a fact most patent to the careful observer, and most pointedly aud truly expressed in Mr. Eudd's report. When this fact penetrates the minds of farmers more generally, they will begin to realize that money and labor expended on road improvement will save money for them in reducing the uetual cost of hauling aud in saving vehicles and horses. It is high time to dispense with the idea that good roads are luxuries, mere fancy frills, aud to regard well made highways as among the necessi ties.—Easton (Penu.) Free Pres3. A Cominvulable Policy. In a recent letter to tho Steto High way Commission of Connecticut Col onel Albert A. Pope said: "It is a commendable policy to build in the very best manner possiblo, so that the common ways may be of advantage not only to us but to gen erations yet unborn. The mistake of the past has been that this work was done for a day or a season, a poor investment which resulted in the loss of hundreds of millions of dollars. "A few years since the price of hay in Springfield, Illinois, was S3O a ton, and the market was supplied by rail road from outside the State, because, though hay was plenty at $lO a ton, the farms within radius of a few miles were completely embargoed by mud; and yet not long ago the Richardson Bill, tho terms of which provided that tho cities in New York would pay three-fourths of the cost of State-road construction, was defeated by tho farmer element. "If a saviug of 22$ <jc n ts per ton por mile could be effected in hauling to aud from tho depot the way-freight carried annually on the New York Central Railroad tho saving to the community represented would be $3,- 000.0(A). "The Connecticut Highway Com mission is entitled to uuauimous sup port in building only the best Macadam and Telford roads, and I believe the press of the State should take hold of tbe question, and by a free discussion of the subject convince the people that good roads are the only ones worth building. As a rule, those who com plain most loudly about the first cost of roads are the very ones who, in the end, reap the greatest benefit therefrom." In the Xow York Lesililatnro. In his message. Governor Blank, of Neiv York, advocated highway im provements, or, at least, dwelt on the advantages of good roads, although te did not offer recommendations as to how they are to be secured. He said: "I call special attention to this sub ject because tbe need of improvement is apparent aud admitted, aud because the benefits following it would be ex tensive. Many sections of tho State, unsurpassed iu beauty aud fertility, are neglected and almost unknown, because the condition of the highways affording the only approach makes thorn difficult of access. A'good road is one of tho chief elements of the value of a farm. If its fertility be slight, it may still be desirable if its location and surroundings are attrac tive, aud tbe approaches suitable. "In many parts of this country, notably in New England, farm values, which had been reduced by tbe com petition of tbo West, have been, in great measure, restored by the de mand for summer homes. Every such community finds itself benefited to tho the extont of its power to attract in vestments from the towns and cities. Its markets arc enlarged, the price of all commodities is raised,railroad facil ities are improved, and those changes which the expenditure of money is likely to create are largely realized. New York has natural advantages un surpassed by any State. Better roads will briug them more generally into view." About half a dozen bills dealing with various phases of the subjeot arc likely to be introduced into tbe Leg islature. One provides for a State bureau to gather facts and statistics, aud act as a medium of information and advice; levies a tax of five cents on each 81000 of valuation, and di vides the cost of roads, fifty per cent, to State, thirty-five to county and flf teen to town. its otjier provisions nra permissive, leaving it to eaoli locality to tako action in the matter, and mak ing it thoroughly local option. The roads, when completed, aro to become oounty roads. Another bill contemplates, as nearly as possible, a continuous road across the State, following the leading routes through the various counties, and ap propriating 53,000,000 per year, be ginning in 1599, until the work is done. Other hills propose to substi tute a money tax for labor; for post roads to be built in conjunction with the general Government; for taxing wheelmen to build side paths, am: for the employment of convicts on the highways. The advocates of good roads will prooably make a strong showing, and expect to bo able to secure tbo passage of some satisfac tory measure. l'cbblen. Narrow tires and heavy loads, Boon will spoil the best of roads. A road properly built and cared for will shed water instead of absorbing it. There are three principles of road, building: Drainage, drainage, drain age. Neglected and abandoned farms are one result of tbo costly transportation caused by bad roads. Wagon manufacturers are turning out farm wagons, some of tbem with metal wheels, having tiros four inches wide. Brooklyn claims to have done more during 1897 in the way of street im provement than any city of its area in the country. Mayor Boynton, of Port Huron, Mich., is actively interested in the Good P.oads Association lately organ ized in that town. Over thirty thousand dollars have been awarded this year in Berks County, Pa., in condemnation pro ceedings for free turnpikes. Hard roads yield large returns wheD intelligently constructed and suitably cared for. It is only when badly made aud shamefully neglected that they prove an expensive luxury. The Poughkeepsio Eagle suggests that a good plan would be for each town to improve its own roads, under the supervision of a skilled engineer employed by the State, and that the State afterwards contribute a portion of the cost. Nothing is more ruinous to a ma cadam road thau water. Puts hold water, and, therefore, shofild never be allowed to exist. To guard against their formation and development is one of the principal part 3 of proper care of a roadway. An object-lesson on the value of good highways is being furnished by ltobert MacKinnon, of Little Falls, N. Y., who has been grading the road between Little Falls and Utica, and putting gravel on it at his own ex pense, hoping that it will interest others iu road improvement. A great many of the statements made about the cost per mile of roads are apt to prove misleading. A fair comparison cannot ho made without knowing the width and depth, the amount of grading required, methods employed, and many other details which seriously affect the price. California'. Gnlil Output. In connection with the recent ob servance of the semi-centennial anni versary of the discovery of gold on the Paci3o Coast it is interesting to note the magnitudo of California's gold output during the past fifty years. To begin with the amount of gold dug from the mines during the first year succeeding the disoovery aggre gated only 3245,301. But with a tre mendous bound tbe value of tbo out put for the year following mounted up to 510,151,360. In 1850 the output aggregated 341,273,100; in 1851, 375,- 938,232, and in 1852, 331,294,700. Since 1852 thero lias been a gradual falling off in the annual output of the yellow metal. At 1 tho present time the amount of gold mined annually in California ranges in value from 315,- 000,009 to 818,000,000. Since the first discovery of gold on the Pacific Coast iu 1848 it is esti mated that California has produced not less than worth of -the yellow metal. Iu view.of what California owes to thß discovery of gold, the people of that State have not been extravagant iu holding such a brilliant festival as the one which has recently occurred on the Pacifio slope.—Atlanta Consti tution. Theories Concerning tho Voice. One very interesting theory held by some vocsliets is that tho natural register of the speaking voice indicates, the individual character of the speaker, as do the lines on the palms of the hand. For instance, a high soprano voice expresses joy and merriment. Complex natures, who carry on two qualities of thought at once, speak in harmonies, with several notes at a time, and have magnetic voices. The minor voice betrays lack of confidence, the major voice indicates intense vi tality, The mental attitude shows'it self in a voice with a sliding downward scale, ps in most teachers* voices. Other instructors' methods go so far as to say that all who can talk may sing, if willing faithfully to devote their time aud energy to tho cause.— The Chautauquan. Why the Wind I)a Not Smoke. A peculiarity about blind people is that there is seldom one of them who smokes. Soldiers and sailors accus tomed to smoking, and who have lost their sight in aotiou, continue to smoke for a abort time but jjsoon give up the habit. They say it gives them no pleasure when they cannot see the smoke, and some have said that they c-annot taste the smoke unless they sos it.—The Ledger.
Significant historical Pennsylvania newspapers