Evening Star Newspaper, November 5, 1898, Page 20

20 THE EVENING STAR, SATURDAY; NOVEMBER 5, 1898-24 PAGES. ROADS OF STEEL What is in Prospe Farmer. MUD HIGHWAYS 10 BE DISPLACED! Experiments by Government Di- roUNDS OVER AN ORDINARY ROAD. nt a commission rzhty in- road con- ransportation inelucing rand ¢ ted by horse roximate c and espe: ivisable botn anim: hors: ai ally whether it construct country and wagons e road, propelled er inanimate po cost of such combina p stimated er | tion roacs as compared with the cost of Ee N Es established © power only.” J rection Near Scranton, Pa. | had the honor to be rman of this com- | nustes. appoi by the Hon. Wm. Me- aaa = Kinley. then governor of Ohio, and the Sol- lowing is taken from the report of the STATEMENT BY MR. DODGE An Established Policy. Sail “‘It being an established policy of the Wasuureaia dea That is what | people to aid In cheapening transportation tiie facies tees fa ming to his | by deepening rivers, harbors and channels, farm in the future. And it's no dream. It | by building roads and bridges, streets and so much a reality now that one turnpike | Viaduets, all by a; ons of public in Pennsylvania has ordered the |MOncy and by contrituting the use of s'reets So Tied aa jand r cars, we see no rea- 3 json why t not as logically and y near Serant nd to th utioniz: have been working to reve orting manner, modern methods of tran: farm products the result is not a matter of doubt. They say it means good-by2 to the antiquated vehicles and spavined horses seen ‘ery ay wearily dragging from gar- den farms near by the cities over bad roads to the markets. Instead, there will come motors, to the brim with the good rms, n¢ ssly and rapidly | laid ding from town el rails that will be noroughfare le: Dodge, former chairman of the Ohio road commiss now r of th: of road in in Agricul- partment pioneer in this which also Secreta Wilson cf ent personal ard mendation, Mr. directed for- became a h Spain Porto Rico. Mr. Dedge Explains Project. To The Star Mr. Dodge gave th> follow- ing personal iclal information of the project, and the tests so far made “Some t years ago I became satisfied that the agricultural industry in this coun- try was passing through a period of de- clin ly in the eastern and mid- le When the census report for | 18%) published it was more apparent than ever before that the agricultural in- | not only declined as to its pros- that relativeiy to other indus- | was losing its place. This wa: by deserted villages in the rural | abandoned farm houses und an | absolute decrease in the rural population. This loss in the rural population was more than compensated for by the increase in urban pepulation. It clearly 1 | by the cersus of ISW), for the first 2 | In the history of this country, that the ur- ban population in the older states was ful- | ly equal to the rural population, and that the case of concentration if long con- | tinued would make us a nation the greater part of whose lation would be found in cities rather than in rural districts, as heretofore. In studying the caus»s of this | decline in agriculture I soon observed that those communities that had the best and cheapest means of transportation had suf- | fered the that those communi- | ties that provided wita the | means of transportation had suffered most. ‘Trans-Mississippi Group. | - 7 | “This rule seems io hold good as to large | sections of th untry and as to small | areas in different alities. For instance, | the agricuftural states in the trans-Mis- | sissippi group are supplied with the c | est means of transportation for long dis- | tances the railroads and the steamships upon the grea there fore, they have suffered a an body of land | On other ha:d, * who are dependent | yower to move thel the greatest decii 1 2 roads are pourest, and the least | © wagon roads are } arent that the most impo: ing the changed con the decreasin ne item of transpor- is this fact that the i land can be aceurate- distance from easy ation, the of land n to its from nsportation. And by cheap rice eat differen ns of the sporta- at those ans were falling as also P: ason their that imperative every that could be done to districts a r means of 4s much as pos- terms in the cost of trans- portation. Changed Conditions. tice of the changed cond‘tion whereby Tr ‘S$ are concentrated that most of the villages of industry and one used nters commerce deserted, and that the products of the country must be shipped to more distant places than the nearest village, as was formerly the case, it oc- curred to me that the method of laying out country roads and the means of transport- ing the products over them should be somewhat to conform to this new Accordingly, in 1891, I published ing that the checker- aying out and improving the highways should be modified, and that tem should take its place, where- common roads should radiate from the great cities or centers of population to the circumjacent territory for a distance of thirty or forty miles, and that, instead of depending wholly upon animal power, as heretofore, electric car tracks should be extended on these new radial roads to the distance of thirty or forty miles, and that the productions of the country should be brought in upon these new roads mainly tn the night time, when the streets of the mtribute to the constru ; of public money expended to ald in cheapening transporta- tion with horses, while nothing has been expended to aid the means that have been most successful in cheapening our rates of transportation; but if we should extend the same liberal policy to the electric car that we have extended to horses and wagons by providing a free track for it to go upon as we have for other vehicles propelled by ani- mals, the rate of transportation would be still further cheapened in the future as it has been in the past, and a lower rate can be so reached than by any other means. Use of Electricity. “It seems probable that the application of electricity to the cars upon our streets and roads is destined to do for the short hau! what the steam cars have already done for the long haul. So far as elcctricity has been applied already it has shown that the cost of transportation by that means is far less ‘than upon the steam cars, which is indicated by the rate of charge for transportation—the common rate upon eam cars being $ cents per mile for pas- sengers, while in many causes upon the elec- tric cars it is but 1 cent or even less per mile. What has been done by way of cheapening transportation of passengers may be done to a great extent in cheapen- ing the transportation of certain kinds of freight, especially the food products that are raised upon farms and conveyed to thé markets for immediate consumption. This may be done either with or without the ald Neither the steam cars nor the street cars, up to the present time, have received the aid of public inoney; but one element in the cheapening of transporta- tion which has assisted the electric street cars is the use of the public streets and roads, which, though not money, is a con- tribution as valuabie as money itself. The cheap rates which prevail upon the street ars could never be attained if the com- anies that operate these cars were obliged to appropriate and buy the lands upon which they build their roads; so that pub- lic aid, though not public money, has been given—and properly given—to cheapen transportation by that mear ““The eccnomical advantages are s0 greatly in favor of steel rails and inani- mate power that no objection can he sus- tained aga'nst their intrcduction, unless St rests upon the supposet inconveniences of using this new means in the most com- modious manner. In al! our great cities and mest of our smailer ones. double tracks are already laid and are being rapidly ex- tended to the suburbs for considerable dis- tances, from ten to fiftcen miles; their at the present time is entirely confincd to the matter of carrying passengers, but after midnight passenger trafte 18 over, A LOAD FCR ONE TIORSE ON A STEEL ROAR tion of electric rai ays, to be and remain ize a read or muke it hard and durable with any kind of metal is fully equal to the cost required down steel rails over which not only wagons and carriages propelled by horses, but cars propelled by electric power might also go at a greatly reduced cost in transpor: n. Gilmore's tables show that the same vehicle can be moved over <teel rails with one-cighth of the power that would be required to move it over a maead- amized road, with one-eighteenth of the po r that would be required to move it over a gravel road. and with one-twenty- fifth of the power that would ve required to move it over a common earth road in good condit’on. ““Having given the cost of construction, which is substantially the same in ach kind of road, and the cost of moving tre vehicle being so much less over the steel rail than any other kind of road, and knowimg also that the cost of inanimate powcr is less than the cost of ant power, It seems | clear that the substitution of steel rails for macadamized roads and inanimate rower for animal power fs destined to cheapen our transportation in the most effectual manner. The pro use of steel rails and the application of inanimate power can only be limited by the convenience or inconvenience of terminal facilities, because it will alway cost much | to move ies Over a smooth steel han over a pavement, whatever power may be applied. a@ part of the mon roads, as to the pav- | | ing of these roads to be operated with horse: and wagons, if in any locality the peopl should desire to do so. “ “We have already reached the maximum power of horses and other animals tor draf:, speed and enduran he onl, improve- ment that we could hepe to m: € the cost of transportation with these ani mals would be in improving the roadbed. A comparison of the cost will si that the average expenditure required 10 maexdam- nis ad- | that | cording ené from that time until 5 o'clock in the morning these tracks are idle and the Streets vacant. During that time they could be used to g-eat advantage and with great economy for transporting freight and food products placed upon trail cars to various markcts and other places of dis- tribution in th centers of population; so that the question cf introducing steel rails and electric power is only a question of ex- tension. The nucleus of the system already exists, and its use can undoubtedly be ex- tended with great advantage.” Acts ax Stimulus, “The effect of this report has been to stimulate the building of eleetric roads in various parts of the state, all of which have been extremely successful, and have shown the intrinsic value of the electric road to so greatly exceed any other means of transportation for short distances that the public is likeiy to extend to it the same friend y poicy that {t Fas heretofore g io vehicles propelled by animal power, that is to say, the publie will provide the track upon which the vehicle runs, while private enterpr will supply the vehicle and power as *heretofore. Cuyahoga county, Ohio, in the development portation, but the adjoining counties of Lerain, Summit and Geauga are fast fol- lowing her example with increased liber- ality, and the day is not far distant when every county seat in the state of Ohio will be connected with every other and with every large city by means of a network of has led the of electric trans clectric roads, whick should be and prob- ably will be provided by the state co- operating with the various counties. It 1s not proposed that the public should operate these roads, but on!y furnish the track ac- to the established public policy has prevailed time out of mind for A MOTOR CARRIAGE ON THE STEEL ROAD. vantage may be neutralized by the disad- vantage of loading and unloading, but that is the only thing which in the long run will limit the application of this new power. Mr. Stahl's Estimate. “Mr. John M. Stahl, in a valuable article in the Illinois number of “Good Roads,” has made a conservative estimate of the wagon freight of this country for the year 1892 as 500,000,000 tons. He also estimates that this will be transported over country high- ways an average distance of eight miles, which would be equivalent to 4,000,000,000 tons one mile. At a cost of 25 cents per ton a mile, which would be required to move it by horse power with ordinary vehicles, it would amount to the enormous sum of $1,000,000,000. This may be steted as the cost of ‘operating wagon roads. Now, if by substituting steel rails and in- animate power there could be a saving of four-fifths of this amount—which would be much less than the proportion indicated by Gilmore's tables—the cost of moving this tonnage would be only $200,000,000, instead of $1,000,000,000, leaving a gain of $800,000,- 000. ‘This for a period of ten years would leave a net gain of $8,000,000,000. “‘We have made great and unexpected improvements in the means of transporta- tion where we have substituted other pow- city are vacant and the power for moving the cars is idle. This would furnish a means of transportation at one-fifth of the cost prevailing by animal power, and would cover a distance five times as great as can be economically covered by animal power. er for horse power, while we have made but little improvement in the cost of trans- portion where we have adhered to animais as the mottve power. To this fact should be added the other important one that millions and millions of dollars have been the public to furnish the way and private enterprise to furnish the power and ve- hicles. “Taking it all in all, the outlook for a continued development of our road system in Ohio is brighter than ever before. And we shall demonstrate here first. most like- ly, how far it 1s wise to provide roads for the wagon load haul by means of horses, and how far it is best to provide steel tracks and inanimate power to supercede the horses. Utility of Steel Track, “All steel tracks heretofore placed upon the highways having been laid by private enterprise and so laid as only to be used by vehicles with flanged wheels, it remain- ed for the government to make a demon- stration as to the utility of the steel track so made and laid that vehicles without flanged wheels might have the great ad- vantage of a smooth track, heretofore only enjeyed by the vehicles with the flanged wheels. I was made director of the office of road inquiry, and immediately began preparations to build a sample steel track wagon road for the purpose of making tests as to its cost, value and utility. For the department I secured a suitable space on the grounds of the Trans-Mississippi ex- position at Omaha, where the results might be seen by the greatest number of People, and constructed such a road as I had recommended before, but which had never been fully tested. The road consists of two parallel lines of steel plates, eight inches wide, and at @ sufficient-distance apart to receive the wheels of he vehicles of the standard gauge. These plates have a slight- ly projecting flange upward and on the inner edge so as to prevent the wheels of ordinary vehicles, which have no flanges, from easily. leaving thpzrack. At the same time the flanges being only one-half inch in height are not suffidient to prevent the vehicles from leaving the track whenever the driver so desires for the purpose of passing other vehicles going in the oppo- site direction. These gteel plates are not Mr. Martin Dodge, Director of the Road Inquiry Bureau. supported by wooden cross ties or longitu- dinal stringers of any kind, but are provid- ed with flanges projecting downward 9nd outward at the same time. These flanges are so imbedded in the concrete of the roal- bea as to form a substantial part of It and the steel plates themselves are supported at every point by a sub-structure of cement or other imperishable material. The Office of Cross Ties. “The only cross ties used are not for sup- port, but only to maintain the st2el plates at a uniform distance from each other, and also to prevent tilting and maintain the fece of the plates in a horizontal pesition. The road, when properly finished, contains no perishable material, such as wooden cross ties and stringers, h2retofore used and thought necessary for all stcel-track censtruction, but forms a smooth, firm and ¢cmpact mass more hard and durable than @ roud can be made of any other known material. The weight is about 100 tons per mile of single track. “The three great advantages of this new roadway are: “First, that it can be built without great- er cost, and probably with less cost in most places, than any other hard and durable road. “Second, it will last many times as long as any other known mater r road pur- poses, and with much less repair. “Third, the power r2quired to move a vehicle over (he steel-track road is only a small fraction of the power required to move the same vehiele over any other kind of road. This important fact ean be tak=n advantage of either by Increasing the load, which a given! power would be able to move over ateontmon road or by diminishing the power necessary to move @ vehicle over the new road. This is illus- trated by the accompanyihg photograp’. “One represents a’Hédavy load of eleven tons drawn by twenty horses over a com- mon road. . “Another represents “a load of equal weight drawn by oe horse over a steel- track road. This Wad! was twenty-two times the weight ofthe ianimal, and was easily moved with light harness. The load could be increased up to fifty times the weight of the anima? ani still be started and moved without difficulty. ‘The third repr>sents the horseless car- riage on the track, which is moved with As a Cycle Path, such ease as to require but a small fraction of the power ordinarily used for moving such vehicles. “The last represents a bicycle rider on ths track, and shows how suitable the new road will be for long stretches through tho ccuntry.”” Letters From Experimenters. Mr. Dodge exhibited the following letters from men who are experimenting privately with the new roadway: “My road has been in position about a month, and among othar interesting things, I watched the temperature of the steel When exposed to the hot afternoon sun. Every steel worker knows that steel bars lying in the yard of a bridg2 works, for in- stance, will get so warm in a few minutes that the men cannot hold them in their hands. I find that my steel stringers re- main cooler than the adjacent broken stone. This, I think, is as well a remark- abl2 as an tmportant fact, and it goes to show that there takes place an interchange of the temperature between the tnner sub- stances and the steel, and that in this class of steel highways we do not need to pro- vide for expansion. “Altogether I find the steel road to verify all I have said about It, even as to cost, and with regard to traction advantages, I am now able to give figures. I hav> made twenty trials, using a gauged spring bal- ance, and find that the average force necd- ed to pull an iron wagon weighing 1,550 pounds, with a sixteen-foot wagon bed, 1s 2.5 pounds, which, reduced to a load of 2/000 pounds, means a traction forces of 3.23 pounds per ton. On page 18 in your pamph- let on tests in Atlanta you arrive at an average tractive force of forty-one pounds for good macadam, and you place the trac- tion for hard earth reads with Morin at from seventy-five to 102 pounds, tn the mean, say, eighty-2ight pounds. My tests, therefore, demonstrate that the steel ruads need for traction one-twelfth the power as compared with macadami and one-twenty- sev2nth the power a® compared with carth roads, 5 I OF. MELBER.”’ Another Mans Experience. I take the liberty to give you my experi- ence with a steel ropdway which I placed in the public highway near my home, four miles east of Joliet, Ill. It was put down on a dirt road of typicat Illinois soli and consisted of a ste2!*rail one-fourth of an inch thick, eight inches wide, with a flange three inches, turned; down on elther sido, and a three-fourth-lnch flange turned up on the outer edg2 to keep the wheels on the Tails. “These rails were let ifito the ground so the flat parts rested on the earth and were fastened together at*ths ends by fish plates which age so consttuet8@ as to run the wheels on to the rails after passing a team. The earth between the rails was removed to a depth of four inches, and the space filled with gravel for a tread for the horses. These roads have been tested with all kinds of loads, including traction engines, and have retained their position very well. While the mud made the roads almost im- passable here during the past winter, a team could have trotted on this roadway any day with a two-ton load. “About fifty tons of steel per mile will be required, having the rails one-fourth inch thick, which, I think, is ample. “ABIEL BLISS,” —— “To snuff a candle out accidentally ts a sign of marriege. “Yes, and to turn down a lamp integtion- ally is a sign of courtship."—Chicago Rec- ord. ———_~-o+—_____ If you want work read the want columns of The Staz. THE CARE OF PETS| Rules for the Preservation of Their Comfort and Health. WHEN AND HOW DOGS SHOULD BE FED Cats Demand More Attention Than They Usually Get. FEATHERED SONGSTERS SA eg Written for The Evening Star by Vaughn Kester. We are familiar with the home where the dog is a terror and an alarm to callers; the small dog of uncertain breed and wholly doubtful temper that skulks and snarls at the heels of the intimidated vis- itor when he or she enters or leaves the house, and that heeds neither coaxing nor commands from master or mistress. No family that desires to enjoy the es- teem of its friends should be guilty of maintaining such a nuisance, and no fam- fly need, for if a dog is properly fed and cared for the chances are 90 to 1 that it will be good-tempered and at least fairly obedient. A’ few simple facts are to be borne in mind. Originally, of course, dogs were flesh eat- ers, but domestication has somewhat changed their requirements. Meat fs still an essential, but it is a mistake to restrict them to it simply because it is easy to procure and can be fed without prenara- tion. Vegetables, grains and milk, with a little meat now and then, is the ideal diet when one wishes good temper, good looks and good health for their pets Men who make a business of breeding fine dogs say that a puppy should be fed four times a day until {t is four months old. From the fourth on to the seventh month, three meals a day are sufficient, and after that two. The first mea! should be of warm milk. Into this put part of a dog biscuit broken in small bits, or bet- ter still, grated fine on a nutmeg grater. Before it is added to the milk it should be scalded. The second meal should consist of milk alone; the third of oatmeal and milk, and for the fourth beef broth and bread. This diet may be varied by substituting indian for the oatmeal, while mashed potatoes or similar vegetables may be used. After the third month a little raw beef. may be given three or four times a week. Over-feeding should be carefully guarded against. A Deal of Care. All this suggests a great deal of care; but unless one is prepared to bestow it one has no business to keep a dog. Many people feed old dogs but once a day, and when the animal is limited to a flat or apartment in the city and has no yard in which to run, it is quite enough. Where it has a large yard and can take the necessary amount of exercise, it should be fed morning and even- ing, the last meal being the heavier. It will thrive on Indian or oatmeal and milk, with meat once a day. This can be varied by using bread with the milk or potatoes and vegetables with the meat. There are also numerous makes of dog biscuits on the market that can be given from time to time, It is a questionable practice, however, to depend on them exclusivel Dogs are very rarely free from insects and there is scarcely a fancier in the coun- try who has not an exterminator, either @ powder or a wash of his own devising, | that he recommends as a “sure thing.” Carbolic soap, the stronger sort that is especially prepared for animals, will, if properly applied, destroy fleas or other par- asites. One must bear in mind, however, that the composition is more or less poison- ous. The bath must be as brief as possible, and it should always be immediately fol- lowed by one of fresh water. Clean Kennels, and frequent ordinary baths—in a word, cleanliness, will do much toward preventing the appearance of pests of this sort. If the dog is to sleep on a rug | or blanket in the house, a disinfectant or} insect powder may occasionally be sprin- kled upon it with good results. Care of Cats. Cats are supposed to require less care than almost any ofher domestic animal. This is in a measure so, but it is not saying that they are any the better off for being neglected. They probably suffer more than all the other pets of a household put to- gether. One of the most common fallacies regard- ing cats is that they never require water. It is true they drink less water in propor- tion than do dogs, for instance, but the lit- tle they use they need quite as much as the dog does the greater quantity he con- sumes. Cats should be fed principally on milk; bread may be mixed with it or oatmeal. A little raw liver or cooked fish two or three times a week is all the meat they need or should have. They should never be allowed to eat the rats or mice they catch, and their interest in the extermination of these pests will be in no way diminished if they are not permitted to. One of the very common practices—and it is true of people who would vigorous!y resent the suggestion that they are not humane—is when ‘the summer comes, with its exodus to mountain or seashore, to close the town house and leave the cat to shift for itself as best it may, or to be dependent on the uncertain charity of the caretaker. Canaries Need Warmth. Canaries want warmth, and it is certain that, except in confinement, they could not live in our northern states. They require a varied diet. The “bird seeds,” as they are called—hemp, rape and canary—can be bought properly mixed. They should al- ways be used in connection with bread and milk or fruits. The floor of the cage should he kept cov- ered with clean sand for the birds to peck at, or, if for any reason this cannot be had, the best substitute is a preparation known as fish bone. The cage should be kept scrupulously clean. When canaries show hoarseness, one of the best remedies is Spanish ticorice. This will bring back the voice quicker than any- thing else. For any ailment that passes your bird craft seek a bird doctor with greater knowl- edge, or, if the services of an expert are out of the question, a warm bata may be found efficacious; for this, heat the water to a temperature of about 96 degrees. The bath should last not above a minute, when the bird should be placed in the sunshine or near the fire to dry. Rules for Mocking Birds. Another beautiful native songster is the mocking bird. It is a question, though, if it 1s not a mistake to seek to domestizate this bird, as, for every one that lives in confinement, two die from their longing for freedom. If one is determined to have a mocking bird at any cost, there are two rules, that, if observed, will increase the chances of Keeping it alive. They are cleanliness and a wide range in the matter of diet. Fresh meat should figure frequently in the bill of fare, or, better still, earth worms. At best, however, the mocking bird Is imprisoned and not domesticated. Squirrels, dormice, white mice and other Uttle creatures are so rare as pets that their care need scarcely be considered. Their cages should be kept sweet and clean, and the revolving wh2el that is usu- ally part of the fittings of a squirrel’s cage should be banished from the homes of the captives, who realize in them only ingeni- ous torture. ——__+e+_____ Wouldn’t Stand Trifiing. From Puck. Mrs. Farmer Whiffletree (sighing)—“Only think! Josh Johnson has bin going with Sally Simpson for nigh fourteen years, an’ they ain’t married yit! Mrs. Farmer Swamproot (indignantly)— “Yis! And Mister Josh Johmson wants to be plaguey careful and git a move on him, or she'll right up and jilt him! You can't trifle much with them Simpson gals, let me tell yew!” ——__+-e+—____ First Criminal—“So Bill, the cracksman, is in the toils at last.” Second Criminal—“Yes; he escaped ar- rest so many times that he finally got fool- hardy and rode his bicycle without a bell.” Detroit Journal, ADVERTISED LETTERS. The following is a list of advertised lctters maining in the Washington (D. C.) Post-office Sat- urday, November 5, 1 To ‘obtain any of these letters should call for “Advertised Letters If not called for within two (2) weeks they will be sent to the Dead Letter Oitice. the applicant LADIES’ LIST. Adie, Mary Lou Miss = Le ‘Houtillier, Virginia Alexander, MO Mrs Delli Arman, Martha L Miss Libbey, Sarah Mrs Batley, Williem P Mrs Lieb, Xavier Miss Baker, Olive Miss Liece, EA Mrs Bald, “Mary Miss Luckey, James Mrs Barber, Nora Miss Lyles, Nannie Mrs Barber, Pauliue Miss Lynch, Lizzie Mrs Barnes, MJ {rs MecAdeo, Sallie Mra Beaumont, Ethel Miss McCafferty, May Mrs Belt, Ella_R Miss McDaniel, Fannie Miss(2) Rarring, Kate Mre McElro} tle Miss Rernard, Mixe Mrs McInerney, Annie Miss Rert. Rebecca Miss. Mason, Georgia Miss Mandiey, GT Mrs Mann, Dora Miss Marshall, Julia Mise Rigelow, Nellie Mrs Eva Mrs Josephiae Mrs Bloom aveth Mrs (2) Marshall. S Mrs Bloom, E Mrs in, Lizzie Mise Blount, Millie Miss Annie J Miss Boler, Mary D Miss ‘amnic Miss Bondra, Nora E Mrs LO Mrs Ronner, Annie B Mrs . Eva Miss Rowie, HT) Mrs Mersick, ME Miss Brand, Eatward sits Mil Briggs, Julia Miss Mil Brooks, Christiana Mrs Min Brown, BM M Miver, Brown, Eliza Miss Mitchell, Jane Mise Brown) Emina Mrs Mitcheil, Lidie Mra Brown, Lizzie M Mrs Moore, Emin Miss Brown, Louisa Mrs Moore, Luise Mrs Brown, RON Mrs Moore, Oller Miss Bruuell, Mary Mrs Morgart, Annie Mrs Buchanan, Nell N Milen, Wm 1. afrs Burlinghain, Clara Miss Nicholas, RP Miss Butler, Agues Mrs Norris, Tauline Miss Floren O'Donnell, C Mrs Coatne Osbrone. Laura Mre tee Outhwaite, Jes Mrs B Mine Palmer, Wate Jane Miss 2 elice Miss ett Charles Mrs Mabel Miss n, Ethel Miss Carroll, Mary Mrs Julla Miss Carter,” Annie Miss Carter, John Mrs Carter, Lizzie Miss Carter, Sarah Mrs Cassell, Henrietta Chaims, Annie Miss orgeaana Mrs Chase, ‘Ella Miss E Miss Cochran, Euith Mrs Albert Mrs Colbert, Mary A Mrs Quinn, Agnes Miss Coleman, Mary L Miss Raman, Margarita Mme ay cee tet Rasford, Nink Mrs Jnlia Miss Kedmen, Mamey Miss Converse, Coughlum, Manelia Miss . Henry F sts. Cownis, Willie Ann Mrs Bhcdes, Natherine Miss M Mrs iekerson, Angie Mre Mary Miss Ricker, Mell Mrs zz\e Miss ley, Blanch Miss Crumm, sie M name sen Crimp, Maria Mrs Roberts, Co Davenbort. CJ Mrs [iupinsen. Laret Davis, Luia Mrs Robinse tra, H Mra 5s Demarest,” James F Mrs Reblr Diggs. Elica Miss es Donatiue, Kate Dorsey, Laura Mrs Dos Lottie Miss moda Elizabeth Miss Dorsey. Lulie Mrs Hnad, 5 Miss Douglas, WS Mre Heese. Charles J. Mrs Dunston, Carte Miss St Clair, W> Mrs Dyer, Guy Mrs Sanders,’ Margaret Miss Dyer. Harriet Miss nger, Edith K Miss Edwards, Ada Miss 1. “Martha Miss Edwards, LE M ton, Waiter Mrs Elljott. Louisa Miss . MC Mrs Ellis, Bessie Miss ial Mrs Ellis, Lettie Miss Mrs Ellis, Mary B Miss arah Mrs Fster, Susie A Mrs h, Eliza Fairfax. [Mrs Smith, Lizzie Miss mson, Mary Miss Mary Gooedyon E m, SA Mrs Fletcher, Mamie Mrs see ye ies I Gage Mrs ) Sarah Miss F Ada Sy Annie Miss he, WF Mes Mary Miss Fort. RN Mrs aps, James Mrs Freeman, Alice Miss “ Lizzie Mrs “ Lizzie Mrs Goff. Mary Miss LA aUey Goodman, Clara Mre_ 1 sa Miss “ jementine Miss Tavior, Isa M Miss Mrs Taylor, Kate Mrs Fannie Taylor, M Inlay Miss ia Mre : Miss Miss as, a Mrs . Mrs a as, Thomas Mrs jarland Mrs Thomzs, Otie Miss ilce Miss 7 Jennie Miss . Pauline V Mi Mrs erson, Fannil : er Mrs Iorson, Moll Miss ‘Tumuer, Hattie M Miss Henderson, Maztha Miss Turner, Alice Miss Hetzel, Susan R Miss Luruer, Hellen Miss Hewitt, Mamle Miss Holliday, Lizzie Miss Holmes, ‘Dora Miss Holmes, Martua Miss Holmes: Sarah Slies Anna Miss Holton, Mary C Miss ie Miss Von Goetzen, Countess Walker, Wiley Miss Wallace, J C Miss Hordman, Ida M Mrs Tuffman, Minnie Mrs Hunter, RJ Mrs Husne, Nettle Miss Hyman, Mary C Mrs Jack Berthn Miss Jackson, Bliza Mrs Jackson, Mary Mrs shington, Martha Miss ickgin, Mary Mita Washtton, Maiti Tasnos, Tey Ane 1a) Weaver, Alice Mem Jinkines, Charlotte Miss Webster, Mammie, Johnson, Ada Miss Wheeler, Frames Miss White, © H Mrs White, Lizzie Miss (2) White, Mary Belle Miss White, Mary F Mrs Whorley, Fanny Miss Wicks, Eliza Mrs Williatus, Ellen Mrx Williams, Jennie Miss Williams, Katte Mrs Williams, Lee Mies Johnson, Rarbara Mrs Johnson; Emma Miss Johnson, Harrtet Miss Johnson, Harttet L Mrs Johnson, Mary Mrs Jounson, MF Mrs Johnston, Dora H Miss Johnsion, Hy E Mrs Jones, Dillic Miss Jones, Henrietta Mrs Jones, Sally. Sites Williams, Maria Mrs Joucs. Sarah Mrs Wiliams, Hattie B Miss Jones. Sarra HI Miss Williams, Sallie Miss Jones, Walter L Mrs Williams, Susie Miss Jordan, Jessie Miss Wilson, America Mrs Keim, G de Benneville Wilson, Scounce Miss ‘Mrs Wilson Mes Kelly, Lacy Mra Wethers, Mary 3 Keyser, Bessie Miss Wood, Irene Miss Kooken, Claud Mfrs Wright, E Mre Lambert, Mary Mrs Wright) Mamie Miss Landis, Charles Mrs Young, EB Mrs (2) Leasener, J Mrs Young, Floreoce K Miss Ledgerwood, Mary Miss Young. Lacy Miss Lee, Fannie Miss Young, Nancy Mrs Lennon, Maggie Miss (2) Zeikie. Malin Miss GENTLEMEN'S LIST Franklin, Frazee, Frazi Ackley, TM Adams, Emmett Agaiurre, A A Albinson, JH Freeman, Jos E. . Jas Fritchmen, Jas FT ig. Robt (2) Faller, J 4 Arnold, Mr and Mrs Fancher, € Harry Gaddes, W Atkinson, Robt Gaines, J M Attorney, J A arduer, Wm Atwell, Frank L ‘arland, Wm S Augustine, Wim Aukeny, Dr Win F Iszatr Andrew MH Gilitiand,’Geo W lyane, Darling fre, Ira Gordan,” Jno Govers,, Jno Grant.’ WH Barnard, Frank Barnes, Arthur Barnett, S A Barssez, W J Bass, Metcalf Beam, Edw Beckley, WK Benbern, Jno 8 Greene, Edw C Benjamin, Chas M Grecnpeig flebard je Berry, Jas B Gritin, Thios Blesman, A P Grigsby, Robt Birmingham, © L Grimesiey, JW Bivins, CF Dee eee Gun, Willle s Gwynn, 1 W Bodmer, IC Haislecp, W Boswell, Wm Hall, ogden = Bryant, Geo Hamilton, AJ Bresenban, Albert Hanmond, WR Brewster, Rt RevC B Hampen, J E Brooke, Rt Rev F K Hancock, Budd A Brown, W Hanna, B Brown, W Hardy; W F Brown, ‘Phos Harris, Hon A L Bruen, DJ Harris, Benj Buet Harrison, Jno Bundy, F J Harrison, Loran J Buolel, Jno H Harrison; Col Z D Burke, J B Harrold, HH Burwell, B Harrvday, Chas A Butler, Henry Hawk, E'B Hawkins, H © Hawkins, HS Hay, Hon Milton Henizetter, J erring, Chas Highiiela, MB Hinnehan, M_H Hobbs, Rev DV Hogan, Daniel Colbert, Jas Cattrene, Peter Camp, Thos B Campbell, Henry Casanez, ' Curl Caskins, Levi Carter, Geo Carter, Rev W H Cavey.’ Rev Joseph Holmes, Jas Chamberlin, Chas Holt, J B Chapman, Ruben Holt, CT Chesterman, D © Holten, Jno Henry Chipman, G C Hopkins, F T Clark, Byson W Hummer, Frank B Clarke, Geo B Hunter, Rev C F Coates, Morris Hurley, Frank Cobalan, Jno P Hutchins, W ereeare jogram, A P ; era rs See Isherwood, F J Jackson. Jas Jackson, J De Hez Jouns, jas A Coleman, Harvey J Collins, Jno 'T Condone, Jas d Conn, “Will Johnson, Geo W (2) pore te Johnson, HT Cooper, TN Johnson, HH Dd) Johnson, JR Culbertson, Rev Davidson, 'E M Jno Jones, Dr HG Jones, Johnie Jones, JW Karina, 8 Rraftner, Day, Beverly Kraft. Mar doe ad Knowles, WD (2) = oa M Kane, Richard be son, M Keller, A Samuel ison, Morris Kennan, Dr Wim Dofttemyer, Chas Kennedy, Harry Donley, Jas F Kennedy, Lieut @ Dorsey, Hayes Kennedy, JL. Dorsey, Hezekiah Geo H Downing, Newton L = Kine’ MH Downs, Benj F ing, RH Dunn, ‘Jerry D Dupuy, GR . IH Lauguton, Harry Dro W Lawson, Wm Farmer, ST Lewin’ French Fisheries , Howal htfoot, A Finlay, Geo TT (2) Fa genio Flamer, J 'T Littie, J. Wesley . Daniel ZS Chas Lam, A G Lee & Woods Marlow, Geo B Mealy, MO Meyer, FC Miles, E A Wa Miller, RC ck, Adolphus Miller, Wm lick, B Mills, M A Seorca, Rocco Mitchell, Gene Shafford, Jessie Mitebell, Jno Shanna, ib F Moland, Rasmus Shea, joller, Henry W Shephard, WP Mooney, M Shields, Wm Mosely, Baker Sims, Chas H Moore, Horace I. Ripes, WOH Moran, Dantel J Smith, A «@ McCauley, L , mith, A J ae eae “Se id Me nd, Raymond Smith, Hon E Mecracken, 3d Siuith Henry @) MeGary, JW ith, Prof 3 Melrvine, Hugh ron Ino 8 Alanson T Edvard Sut, Buin Nuy de O'Brien, TP O'Conner O'Connell * Stewart, Prof SM O'Grady, Jas ME Stibbling. Robt « Overton, Peter Still, Frank B “ N Stockbridge, Hon F ° ers, Wm Ole wan, Sam Mr. & Mre Parker. FC West Parks, "WT 2 &Thompsom Pattison, Witla Tielman, Jas M AF son, 4 Reynolds, J M Williams, Richards, Pre {Jb Willin Frank Riliiam, Wm Williams, HL Ring, Wm T Williams, 2M aan Jos FT Williams, Willie Robertson, Renn! Wilson, i u — Wilson Jos D Sawyer, BA FORES Mancine, Aristide is, Marshall, Win Carrot, Chas Mizliacelo, Guise Cook, Urban tell ed Duvinage, L AF «zy Fontana, © Sorinbki, Johann G Alex Tillman, Chas € Louis, ‘Rey STATION A Rrooks. AR Johnson, William Fitzgerald, Wm Ladiam, Walter STATION B Besser, Oscar Knott, Etta Miss Hutchinson. John Stewart. Charlie Jenkins, Mollie Miss Weaver ud Mien STATION D. Bixler, C A Mever, 1 Rixler, Chas A Murray, Jobn FP ch Ab. Suste Ming Taster. 1, Misa ieming, Wm E Thomas, Zip Mre Keblmeyer, John Henry Tyree, Wille F Kollmeser, Henry IN FRANCE ON WHEELS. Some Pleasures and Difliculties of Biking in That Cou From the Pall Mall Gazette. Of course, nearly all the cyclists that one se>s in France, like nearly all the people in the English. We have got used to the phenomenon that we scarcely notice it, but sometimes it occurs to one to reflect what would be the ay Briton’s feelings if he arrived, say, at Clifton Hamp- den and found the Barley Mow occupied by several partes of French men and women, criticising all who were not French at the top of their voices, and ordering the waiters about as if the place belonged to them. One also reflects that it is extraordinarily nice of any nation to keep the rc in such perfection as they attain, for example, in Normandy, entirely fcr the convenience of passing aliens. However, here and there a stray example of the native cyclist is to ry. hotels, are so be seen, and his customs and costums in- spire amazement, especially, perhaps, the costume. French roads are broad, long, white and glaring, the sun of France ts hot. yet every man attires hims2If by preference in a black jer: This may be done from mo- tives of economy, but the while the British cyclist v to grubby, his French rival never fails in grubbiness, rnd often attains to positive dirtiness. “The knick>rbockers worn gre caiculated to enhance this impression. They bag shapelessly down to the middle of the calf. In the stockings the irrepressible passion for tartans, which affects all French p2ople, breaks out in checks of the most startling pattern. Occasionally a re- prudescence of the same exhibits itself on the back of the jersey. A further not> of color is sometimes in- treduced by large, loose garter worn Ike result is that, ries from dusty an African’s anklet. a little way above the top of the boot. The headgear varies, but that most affected is a large bert, worn harging over one ear, which makes the whole appearance recall vividly M. Ros. trand’s “Cadets De Gascogne.” As the cy- clists slouch in toward the tables in troops, on2 is irresistibly reminded of Gyrano’'s dls orcerly companions. There is, however, no rash, daring, no gasconade, about your Gal- lic rider. Few machiaes in France have brakes, which at first sight ives one a high opinion of their riders’ temerity; but after some days I began to ne that a French- man on a hill was always walking—whether down or up. Certainly they have cause to be frightened, for the most ordinary slopes are studded with placards — “Descente Repide,” “Tournant Dangereux,” and the like. Coasting is a luxury lef entirely to the foreigner, and, to do the authorities justice, no steps are taken to enforce the laws which limit the rate of riding to eight miles an hour. But, if the French cyclist is a gentle downtrodden person, the “‘automobilist a different character. Whether laws extst to regulate his pace or not, no one seems to know; but the commonest rate of locomo- tion ranges from fiteen to tw miles an hour. It is true, they blow a horn with lit- tl> intermission and warn the unhappy cy- clist or foot passenger to climb up the near- est bank. But the horn is in itself a danger which sc: horses and paralyzes in some instances t man nerves. The gentlemen who mak: use of these convey- ances distinguish themselves by the yacht- ing cap, as done on the occasion of a celebrated parade in London. The ation of ideas is not obvious till y been on board one of the machine hen the vibration, the sickening smell of oll and kindred phenomena suggests beyond any possibility of mistake the saloon of a steamer. But apart from these public nuis- ances, which are comparatively rare in country places, the Briton cannot do better than go to F for his cycling; the best roads in the w. re maintained there for the use of himself and his companions. He has scared evry one else off them. see! (Copyright, 1898, Life Publishing Company ) Clever scheme Aas a cea) ae me | @cquaintance who already a viol old in the head. Ki