The San Francisco Call. Newspaper, December 29, 1902, Page 4

TBE SAN FRANCISCO CALL, MONDAY, DECEMBER 29, 1902, MONDAY.... 90. bECEMBER 29, 1 JOHN D. SPRECKELS, Progrictor. ! # ddress Al Co :e W. S LEAKE. Manager ications TELEPHONZI. Ask for THE CALL. The Operator Will Connect You With the Departmert You Wish. Market a Third, 8. F. | .217 to 221 Stevemson St. mmun PUBLICATION OFFICE. LDITORIAL ROOMS. .. Delivered by Carriers, 15 Cents Per Week. | Single Coples, & Cents. Terms by Mail, Including Postage: DAILY CALL (including Sunday), oae year. 3.0 DAILY CALL Gncluding Sunday), § months. e BB DAILY CALL (including Sunday), 3 months. 1.50 DAILY CALL—By Siagle Month. . e EUNDAY CALL, One Year. s WEEKLY CALL, One Year. All Postmasters are thorized to recelve subscriptions. Sample coptes will be forwarded whep requested. Mafl subscribers tn ordering change of acdress should be | perticular to give both NEW AND CLD ADDRESS in order to fusure s prompt and correct compliance with their request. QAKLAND OFFICE... +++++1318 Broadway C. GEORGE LROGNESS, ¥eneger Fereign £ dvertising, Marquette Building, Chicago. (Long Distance Telephone “‘Central 2619.”) NEW YORK REPRESENTATIVE: STEPHEN B. SMITH........30 Tribune Building NEW YORK CORRESPONDENT: C. C. CARLTON...ccevvvvu-nar....Herald Square NEW YORK NEWS STANDS: Waldorf-Astoria Hotel; A. Brentano, 31 Tnion Square; Murrey Hill Hotel; Fifth-avenue Hotel and Hoffman House. | BRANCH OFFICES—527 Montgomery, corner of Clay, open unti]l 9:30 o'clock. 800 i, open until 9;30 o'clock. €33 McAllister, cpen until 930 o'clock. 615 Larkin, open until 9:30 c'clock. 1241-Mission, open until 10 o'clock. 2201 Market, corner Sixteenth, open untll § o'clock. 1098 Va- jencia, open untll ® o'clock. 108 Eleventh, open until 9 o'clock. NW. corner Twenty-second and Kentucky, open until ® o'clock. 2200 Fillmore, open until p. m. <= THE YEAR CLOSING BRILLIANTLY A occurred, contrary to the expectations of the conservative elements of trade. In almost all points | the year 1902 has been one of the most brilliant ever | known in the country. Even the great strikes, while they impaired business at the time, have not seriously interfered with general commercial conditions. Pe- riods of tight and high money have come and gone, and still the nation rides along on the crest of the commercial wave. If there are any disquieting symp- ‘ toms they are too obscure or too distant to be per- | ceptible at the moment. We need a more elastic | currency to oil the financial and commercial ma- | chinery and keep it running smoothly, but that will probably come in due time. With such a system in | operation prosperity may still be indefinitely pro-! longed, and as its mecessity is becoming generally recognized its adoption is probably a mere question of time. Mercantile reports from all over the country sing the same song of plenty of funds, easy collections, an immense volume of trade, a large demand for all sorts of goods extending far into the coming year, rail- ways put to their trumps to handle the traffic offered them, and an unprecedented holiday trade. True, the high prices have increased the cost of living, but this discrepancy is gradually being remedied by advances in the wages of employes in different parts of the country; while the manufacturer, farmer and all other | producers are looking at the high prices of food, | clothing and other necessities of daily life with a| complacent eye. Nor does the wage-garner care as| long as his remuneration moves up correspondingly. | All he wants is to keep up with the rest of the proces- sion. Figures showing the business of 1902 are just be- ginning to come in, and the exhibit is a brilliant one. The railway earnings for December exceed those for December, 1901, by 5 per cent, and those! jor 1900 by 11.6 per cent. Railway building during the year was the heaviest since 1888, and shows a gain | in mileage of 12 per cent over 1901, aggregating 6026‘; miles. The recent scarcity of cars, notwithstanding | the strenuous efforts of the railways to get new stock, testify to the immense amount of freight handled by the hundreds of lines that make the map of the United States look like a tangled web. . Scarcity of fuel continues to seriously hamper the iron and steel trades, but that is an incident that will probably end before long. The trades themselves re- port business first class, and while orders are neither as numerous nor imperative as some months ago they are large and sufficient to keep the mills running | far into 1903. Most of the industrial plants are-said | to be better supplied with book orders than ever Be- fore at this season of the year, and an incessant do- | mestic demand keeps prices up, while there is a good export movement in the leading staples. At the eleventh hour cotton suddenly becomes in increased demand for export to China, an agreeable change after the long period of dullness through which this staple has passed. Wool is strong, with | a further advance expected next year and a brisk call | for woolen goods. Australian advices are bad, owing to the drought in that country, where the loss in| sheep has been heavy, and a pronounced shortage in the wool output there is expected in consequence. This, of course, tends to increase the price there. Other farm staples have enjoyed a brisk demand at good prices during the year, and the way of the farmer has therefore been comparatively easy. The banks, too, report a very profitable year, owing to the heavy demand for money and the good rates | of interest. In fact, no matter which way we look | —at the farms, the factories, the commercial houses or the banks—we see nothing but evidences of a highly prosperous year. If there are any recessions in prices it is because they have been altogether too | high, even for these good times. Thus provisions have been gradually falling back at Western centers, | wnd stock quotations in Wall street have been de- clining under the vigorous application of the bank- | e’s pruning knife. In this connection it may not' be amiss to say that the course.of the New York ' banks during the past year merits the gratitude of the whole country. Time and again, by applying the brakes, they have prevented stock panics, which, while they might not have seriously affected the gen- | eral commerce of the country, are not pleasant things to have buzzing around one’s ears. They have re- strained the reckless plunging of syndicates, kept wild speculators within bounds, and in many ways have proven a valuable safety valve to the business of the country. Hence what they say about the need of an elastic currency should be listened to with at- | NOTHER year is at its close and the reaction | from the long period of prosperity has not yet | full repor: for the year. RAILWAY STATISTICS. ROM the annual report submitted by the Inter- state Commerce Commission to Congress it appears the returns represent statistics of rail- P ! ways operating 195,358 miles of line, or about 98 per cent of the total mileage which will be covered by the The figures, therefore, are sufficiently complete to give a fairly comprehensive review of the railway work for the year ending June 30, 1902. The report states that the passenger earnings of the railways represented were $472,420,165 and the freight carnings $1,200,884,603. Including these and other earnings from operation gross earnings amounted to $1,711,754,200, or $8761 per mile of line, and operating | expenses to $1,106,137,405, or $5661 per mile of line, showing that net earnings were $605,616,795, or $3100 per mile. The net earnings of these lines, it appears, were $51,305,421 greater than those which they re- ceived during the previous year. The total income of the roads covered by this advance report,’includ- ing $82,714492 derived from investments and mis- cellaneous sources, was $688,331,287. Deductions from income, not including dividends, aggregated $458,450,061. This amount comprised interest on fiinded debt, rent of leased lines, betterments charged to income, paxes ($49,426,675), and other expendi- tures miscellaneous in character. That is an excellent showing of business and pros- perity. A dark shade on the bright picture is cast, however, by the further report that the returns of accidents for the year show approximately 2.5 col lisions and 1.8 derailments per 100 miles of railroa for the year; and the losses by accidents, not includ- ing damage to freight or sums paid to persons for bodily injuries or on account of death, averaged, { roughly, $3800 per 100 myjiles of road annually. Commenting upon the accidents the report says: “The enforcement of regulations, the neglect or vio- lation of which has caused these tollisions, has long | been the subject of extended discussion among rail- way officers, but such discussions have not resulted in marked improvement except as they have led to the adoption of the block system.” The issue thus raised is one of timely interest, owing to the number of accidents that have so rap- idly followed one another in the last ten days. would seem that if the discussions of the railway officials on the subject of safeguarding travel have resulted in little or nothing it is time the Govern- ment should intervene. The excellent effect of governmental supervision of railroads with respect to insuring the safety of employes and passengers is shown by the report of the commission on the operation of the safety ap- pliance law of 1893. The report says: “The number of persons killed or injured in coupling and un- coupling cars during the year ending June 30, 1902— the first entire year reported since the law went into effect—shews a dimihution as compared with 1893, the year when the law was passed, of 68 per cent in the number killed and 81 per cent in the number in- jured. In 1893 the number of casualties from this cause was 11,710, of which 433 were killed and 11,277 were injured. In 1902 the total number was 2256, of which 143 were killed and 2113 injured. This shows a reduction of 0454, and it is to be borne in mind | that the number of men engaged in this work is much greater now than it was in 1893.” Such is the showing for governmental interference in matters of this kind. It is true the showing is not altogether commendable, for it is strange that a law which was passed in 1803 did not get into full effect until the year ending June 30, 1902, but slow as it was the effect has been excellent. It is no slight thing that a well devised statute has diminished a certain class of railway accidents from 11,710 to 2256 per an- num in the face of the facts that the number of per- sons exposed to the risk and the amount of traffic carried on have enormously increased during the intervening years. From the record of the safety appliance law we may draw encouragement to venture further in the direction of assuring safety to railway employes and to travelers. The railway managers would not adopt the safety appliances because it would cost them a considerable amount of money to do so. It was cheaper to have the accidents than to guard against them. Evidently the managers are still of the same mind w respect to other safety rules and regu- lations, and therefore it will be well for Congress to interfere again. T ———— In the little affair with Venezuela Uncle Sam seems to have demonstrated to our dear friends England and Germany that he is still faithful to his principle that he will insist upon keeping peace, even if he has to fight to do it. PURE FOODS AND DRUGS. UT of the fou: bills submitted for the purpose O of preventing the sale of misbranded or adul- terated drugs and foodstuffs the House has passed the Hepburn bill, which was reported from the Committee on Interstate and Foreign Commerce. We are thus in sight at last of obtaining Federal leg- islation on this much discussed subject, but we must not be too sanguine. The session is short, the Sen- ate has many things before it on which it likes to talk, and there is no way for stopping the talk when it starts. ‘While a copy of the bill has not been received the summary given by the dispatches doubtless conveys a correct idea of the measure as a whole. It prohibits the introduction into any State or Territory of mis- branded or adulterated goods from any other State, Territory or foreign country. The prohibition ap- plies to any one shipping, delivering or receiving such goods, and the penalty is fixed at a fine not exceed- ing $200 for the first offense, while for subsequent offenses there may be inflicted a fine not exceeding $300 or imprisonment not exceeding one year, or both. The bill defines “adulterations” of drugs as follows: “If sold under a name recognized in the United States pharmacopoeia and the drug differs from the standard of strength, quality or purity as determined by the test laid down in such pharmacopoeia at the time of the investigation so that its strength or purity falls below the professed standard under which it is sold; if it be an imitation of or offered for sale under the name of another article, and in the case of a con- fectionery, if it contain terra alba, barytes, talc, chrome yellow or other mineral substafices, or poi- sonous colors or flavors.” In the case of a food the law will deem it an adul- teration when any substance is mixed with it so as to lower or injuriously affect the quality or strength so that such product when offered for sale shall tend to deceive the purchaser; if any substance or sub- stances has been substituted so that the product when ' sold shall tend to deceive the purchaser; if any val- uable constituent of an article has been wholly ar in part abstracted; if it be an imitation of or oifered It| ! for sale under the distinctive name of another article; | if it be mixed, colored, powdered or stained in a man- | ner whereby damage or inferiority is concealed; if it ¢ contain any added or poisonous ingredient which may | render such article injurious to health; if it is falsely labeled as a foreign product or is in imitation of an- ' other substance of a previously established name, or which has been trademarked or patented; if it con- ; sists in whole or in part of a filthy, decomposed or | putrid animal or vegetable substa\:cc, or any portion } of an animal unfit for food, or if it is the product of | a diseased animal or one that has died otherwise than “ by slaughter. | The Secretary of Agriculture is directed to organ- | ize the chemistry division of his department into a | bureau of chemistry, which shall be charged with the | inspection of food and drug products offered for sale. . If any of them are found to be adulterated or mis- | branded the information is to be filed with the Attor- | ney General, who is instructed to prosecute. | It is doubtful whether this bill will be more effec- tive than a simple law requiring all articles offered for sale to be labeled with the name and location of | the producer and with a clear statement of their in- gredients. It will, however, be much better than no ! 'law at all. If it be found defective the proper amend- i | ment can be made. The main thing is to get some-/ l(hjng done in the direction of protecting the public against the prevalent frauds in drugs and foodstuffs. o s s After a series of pressing demands the Southern Pa- | cific Company, it is announced, will raise the salaries of its trainmen. When it makes the change the com- pany should insist that death’s hand be taken from the throttle. VENEZUELA AND HER DEBTS. INCE it has been determined that the demands | S of European powers upon Venezuela shall go | to The Hague Court for arbitration popular in- | terest in the subject will turn to a consideration of her ability to meet whatever award may be made | against her. It is not likely The Hague court will ’permit the powers to impose a heavy “indemnity” | upon Venezuela, as was done in the case of China, | so that the damages assessed -will probably not be very large. The exact amount of the claims has never been stated. The chief demands grow out of the failure of Venezuela to pay her guaranteed dividend of 7 per cent on the railroad constructed by German cap- italists; Mer seizure of a railroad owned and con- structed by British capitalists; and her refusal to pay for vessels and other property of various foreign resi- dents, which were seized and destroyed during the RAPID GROWTH OF UNITED STATES AS ONE OF WORLD’S NAVAL POWERS -ty — L FOR FUEL N interesting article on the growth of the United States as a naval power appears in the Nineteenth Century for Decemper. It is by Archibald S. Hurd, who concisely nar- rates the growth of our navy from 1583 up to the present time. The writer Is eulogistic and has no criticism for the design of types of ships, but he calls at- tention to the fact that while the build- ing of ships is progressing no provision has been made for a corresponding in- crease of the personnel. He also con- recent civil disturbances. Of course as soon as these | claims are submitted to arbitration, with a prospect oil, recovery, various other claims will be put in. \’V‘:; have had an illustration of that in our \mdert:\king‘ to settle American claims against the Spanish for | injury to property in Cuba. The claims filed before the commission are in excess of $60,000,000, and it is fairly certain that many of them are fraudulent. A similar condition of things will follow the purposed arbitration of claims against Venezuela, but of course The Hague arbitrators will be expected to eliminate excessive charges and other fraudulent claims. Of the ability of Venezuela to meet the claims justly made upon her there appears some differences of opinion, but the best authorities maintain that she is amply able to meet every obligation, or would be if she were assured of peace and good government. | The defaults of which she has been guilty have been | due solely to the internal disturbance and disorder | brought about by the wars of her rival politicians, among whom President Castro has been one of the most active and most pernicious. William R. Scruggs, who was for four years United States Minister to Veneiuela, and who after- ward was chosen by the Venezuelan Government to represent that country in the famous boundary dis- pute with Great Britain, has emphatically declared that Veneczuela is capsble of becoming one of the richest and most prosperous countries in South | America. He is quoted as saying in a recent inter- view: “She has vast natural resources, her tariffs are high and her customs receipts are no mean sum. She { would be amply able to pay the just claims against | her were it not for the fact that she is continually | dissipating her income in these revolutionary strug-! gles. And not only this, but the property of citizens and foreign residents has been seized or destroyed for revolutionary purposes. If Venezuela would only put an end to this internal strife and become estab- | lished on a peace basis she would soon be able to pay | her debts and take her stand as one of the richest| and most powerful of the South American republics.” Of the present head of the Venezuelan Government | Mr. Scruggs says: “Castro does not represent the best element of the people of Venezuela. I knew him when I was in Caracas, and at that time he was a very ordinary politician. He went into the presi- dency in 1808 as the result of a revolution just pre- ceding. ‘Being President, he is of course in control of the army and navy and the resources of the re- public, which fact has had much to do with his reten- tion of power. But his policy, in many respects, comes far from meeting the approval of the best citi- zens and those who have Venezuela's interests most at heart. He is no doubt responsible in a large meas- ure for the difficulties that now confront his country.” Such being the estimate of a careful student of | Venezuelan affairs it is probable that out of the pres- ent imbroglio there will come a new era in Venezu- elan affairs. If Castro lose prestige and the business men of the country obtain power Venezuela may have a time of peace and order that will permit the development of her resources. We have seen what good government has done for Mexico, and perhaps | a similar government in Venezuela may have equally | good results. , = | s e e o] The rapidity with which punishment fell upon the young scamps who entered the field of highwaymen in this city will doubtless serve as a Corrective to any extravagant notions of adventure which other young- sters may entertain. Discipline for such baby rascals is misdirected energy. % Several Cleveland Judges, 'founé derelict in duty, have been sent to jail to await trial. It would not now be difficult to select from am ng the people of Cleveland a few who would plead efoquently that jus- tice must be tempered with mercy. | The Indians on the Klamath reservation have re- fused point blank to receive the Modoc tribe among them. The Klamath red men are laboring probably under the impression that their clamorous brethren come from Modoc County. Denver seems detegnined to insist upon a correct administration of her municipal affairs. She has placed her Mayor and Board of Aldermen in jail and is enjoying that respite from evil which in itself lis, happiness. o trasts the legislative methods of Great Britain and the United States. In the former country Parliament votes the money on programmes presented by the Admirality, while in the United States Congress meddles too much with details and practically decides the type, size, speed and other details, including cost. The result is that the Navy Department is tied by stipulations formulated by non- experts and in the event of delays is un- able to take advantage of improvements which would.result in much superior ships than those originally approved of by the naval committees of the Senate and Hous The failure of the Trigg Shipbuilding Company at Richmond, Va.,' was not wholly unexpected. It began operations in 1898, when it secured contracts from the Navy Department for three torpedo- boats—Shubrick, Stockton and Thornton —and_two torpedo-boat destroyers—Dale and Decatur. In the following vear It was awarded a contract to build the Gal- veston, a protected cruiser of 3200 tons. The vard was incomplete in its equipment, the builders had no experience in navy work and, in addition to these drawbacks, the company undertook to start another yard and. equip it with modern require- ments. As it had practically no merce - tile work its revenues depended solely upon profits from Government contracts and these did not materialize. The com- pletion of the torpedo-boats and destroy- ers were delayed beyond twice the con- tract time and the builders are probably out of pocket not less than $250,000 on these boats. The Galveston, which was to be delivered last June, is only 66 per cent completed. The latter vessel will probably be completed by the Government at the expense of the contractors, which will entirely wipe out any profit to the builders. Eight private shipbuilding firms have been forced into bankruptcy or retired from business in their yain efforts io build vessels for the United States navy at a profit. The pioneer builder, John Roach, was ruined through the Chicago, Boston, Atlanta and Dolphin. The Co- lumbian Iron Works at Baltimore was equally unfortunate in combining politics and shipbuilding with profit. The build- ers of the Bancroft and the Marblehead found their contracts unprofitable and retired from business, Wheeler, of the Dubuque Iron Works, had to make an as- signment on account of the torpedo-boat Ericsson; the Hilman Company, at Phil- adelphia, experienced ill luck with the torpedo-boat Mackenzie and went to the wall, and the Portland firm which built the Goldsborough has been equally un- fortunate. The failure of the Trigg Com- pany is the latest, 'but not likely to be the last as two more yards, at which bat- tleships and other naval vessels are build- ing, show all the symptoms of dissolution in the near future. o e e China is about to dispose of ten obsolete vessels of its navy. The names and classes are not indicated, but probably comprise the gunboats built between 1885- 88, ranging from 411 tons to 215 tons, and located to defend approaches to Canton. * Lenire A remarkable feat in shipbuilding has been performed at the Yokusuka dock- vard, where the cruiser Niitaka was launched last month. Her keel was laid last January and the fact that a vessel of that size can be laid down and launched in ten months establishes a record for Japan only equaled by the long- established dockyards of England, France -and Germany. The Niitaka is a cruiser of 3420 tons, 9400 horsepower, to have a speed of 20 knots. She is built of steel and is in every respect fully up with sim- ilar types in other navies. A sister ship, the Tsukushi, is building at Kure. While the launch of a vessel may take place durigg various stages of completion a fair average is from 50 to 60 per cent. Assuming that the Niitaka is one-half completed the indications point to a final completion in another year, making the total time about two years, which is much faster than that of any other naval power. . s e Steam trials of at least three new Russtan war vessels appear to have been very satisfactory. The Oslabya, battle- ship of 12,674 tons, and designed for 15,053 horsepower and 1883 knots. The coal consumption of the Belleville boilers was, however, excessive, amounting to three pounds per unit of horsepower. The armored cruiser Bayan, bullt in France, developed 17,400 horsepower and 22 knots, being %00 horsepower and one knot in ex- cess of contract. The Boyarin is alleged to have come up to 20,000 horsepower and 25.45 knots, exceeding her contract by 2000 horsepower and .45 knots. v VAE T The French naval budget is remarkable in this respect that it stipulates that not over $23,440,000 and not less than $12,260,000 shall be expended for designated purposes during the ensuing year. Foo) Two British battleships, Prince George and Mars, are to be fitted for the con- sumption of liquid fuel. y The Medea, British cruiser of 2800 tons, built in 1888, has been fitted with Yarrow pollers of %000 horsepower, and is at the present time making progressive trials of 72 hours’ duration with 2000 horsepower. A sister ship, the Medusa, is fitting with Durr boilers (German) of like horsepower, and is nearly ready for her trials. ‘The English press is disgruntled at what 14,500 horsepower and 18 knots, developed | ATTLESHIP PRINCE GEORGE, ONE OF GREAT BRITAIN'S FORMIDABLE FLOATING FORTRESSES, WHICH IS ONE OF THE TWO VESSELS OF THE KING'S NAVY THAT ARE SOON TO BE SUPPLIED WITH OIL is considered as a slap at her navy per- scnnel. Prince Henry of Prussia recently coused a commission to be appointed by Italy to determine which was the best type of battleship designed., The com- p.issioners are said to have consulted all vrominent naval experts except British, wkich fact rankles more than the con- clusion arrived at placing the Italian bat- tleship Vittorio Emmanuelo as the best, followed by the Jananese Mikasa, the American Pennsylvania, the French Suf- tren and the German Wittelsbach. Eng- land was not mentioned. The Polypheusus has been struck off the effective list of the British navy and will ultimately be sold for what the ma- terial in hull and engines will bring at auction. She was designed by Admiral Sartorfus and built in 1578-81 at a cost of $572,250. Great things were expected to result from this novel craft, it being a ram with great speed and but little ex- posed above water. She failed, however, to revolutionize warfare at sea, but nev ertheless a similar vessel, the Kathadin. was built in 1893 for the United States navy, but' like her prototype she proved a failure. The British Admiralty is still unde- cided as to the type of water-tube boiler most desirable for the different classes of vessels. Five different types will be in- stalled in the nineteen destroyers under ccnstruction, of which five boats will be fitted with Reed boilers, four with Yar- rcw, four with Laird-Normand, feur with moditied Yarrow and two Thornycroft's. Thg third-class cruiser Amethyst, of 3000 tons, will be fitted with Parsons’ turbine engines and modified Yarrow boflers. ‘The progress made in the design of ar- mored cruisers in England and the United States is shown in the appended tabulated data of five distinct classes of British and three American ships under that classifi- catlon. The improvement is chiefly in in- creased gun-power, and, as usual, the United States armored cruisers far ex- ceed the British in armament. The total energy in foot tons of an all-around fire in one minute is computed from British and American ordnance data, the former being from the London Engineer and the latter from the United States Navy Bu- reau of Ordnance. It is estimated that the rapidity of fire 'is four rounds per minute for the 10-inch and 9.2-inch; five for the 8-inch and 7.5-inch, and eight rounds for the 6-inch guns. The supegior- ity of the American batteries is claimed to be due to the fact that the projectiles have a greater initial velocity—the 0-inch being credited with 2300 feet per second against 2640 for the British 9.2-inch gun, and 2000 feet for the American 6-inch against 2642 feet for the Vicker gum of the same caliber. It is possible that the efficlency of the American guns may have been overrated and that in actual service after having been fired at practice the initial yelocity may be somewhat reduced, but there is nevertheless a sufficient mar- gin to give the American ships a decided superfority in battery power even when reduced to British gun velocities, and it ic so admitted by naval experts abroad. Fellowing are the comparisons: BRITISH. " AMERICAN. Data, ! Duke of ] 1 3 Abouker. \ Drake. Kent. lDevvumxe Edinburgh.|| St. Louis | California. | Tennessee. Designed . 1897 1898 1599 1900 1900 1902 Number of [ 4+ 10 [ ’ 2 | 3 | 6 2 Tons ... 12,000 14,100 9,800 10,200 13,500 | 2,700 13,680 14,500 Hortogmer .. oo | o 22000 ot o i o orser 7 3 g Main battery, b. 12 6-in, 6-in, 14 6-in. | 10 é-in. 0’ 6-in. Hém | M4eim [ 16 6in Rounds ver minute, 8 $ 10 24 20 16 Rounds per minute, 96 128 ii2 80 50 12 12 128 Weight per minute, 3,040 3,040 2,000 9,120 5,000 2,000 Weight per minute, 9,600 12,800 11,200 8,000 - 8,000 11,200 11,200 12,800 Total weight of all aro 12,640 15,810 11,200 10,000 17,120 11,200 16,200 20,800 Total foot tons energy 611:840 | 766.720 5420000 | 484.200 | 828300 || 700.560 | 972.600 | 1,182 528 .i%ww%mmr. ANSWERS TO QUERIES. 87. LOUIS EXPOSITION-E. G. K., City. The St. Louis exposition will open in 1904, COMMISSIONERS—C. H. D., City. The Euilding and Loan Commissioners are: D. W. Field, Los Angeles; E. D. McCabe, San Francisco; J. L. Field, secretary, San Francisco, Clunie building. LUCY STONE—Subscriber, City. Lucy Stone, the anti-slavery advocate, died in 1893. It was in 1869 that she aided in forming the American Woman’s Suffrage Agsociation, She assumed the editorship of the Woman's Journal in Boston in 1872. EALLINGTON BOOTH—H. E. M., City. Ballington Booth, the second son of Wil- liam Booth, founder of the Salvation Army, Wwas born in Brighouse, England, in July, 1857. He became the head of the Vclunteers of America March 9, 1896, ANOTHER YEAR—M. E. G, City. The lines asked about are from a poem by Thomas O'Hagan, entitled ‘“‘Another Year.” The correct lines are not alv'fl!— ten in the letter of inquiry, but: % Another year pass over—gone Hope beaming with the new, Thus We move on—torever on, many and the £ few. REPUBLICS—J. P. A., Valencia, Cal Your understanding of the Monroe doc- trine is entirely at fault. That doctrine covers American territory only, which in- cludes North and South America, and has rcthing to do with preventing European governments from endeavoring to estab- lish colonies in other parts of the world. Nor does it provide that the United States shall go to the rescue of any republic that may have trouble with a European na- PERSONAL MENTION. H. H. Burress, an attorney of Los An- geles, is at the Russ. $ J. F. Parks, a mining superintendent of Jackson, is at the Palace. P. L. Flanagan, a banker of Reno, Nev., is a late arrival at the Grand. C. W. Browne, a raiflroad man of Chi- ¢ago, is making a brief stay at the Russ. F. K. Rule, a rallroad man of Los An- seles; is registered at the Palace with his wife. @ il @ tion, The United States might have been asked to aribtrate in the trouble between England and the Boers, but it was not. FREEWILL BAPTISTS—P. V. V., City. -‘The Freewill Baptists are a denomina- tion which was originated in a church at New Durham, N. H.,, in 1730 by Benjamin Randall. It professes the doctrines A CHANCE TO SMILE. “Her husband is absolutely worthless.” ‘“How can you say that. He isn't at all well, and his life's insured for $5000."— Philadelphia Bulletin. In England, says a French writer, mo- toring is not considered a sport beea it does not invelve killing This is but one more example of continental aspersion.—Punch. “Hear - about that Ameriean young woman paying 31,000,000 for a cigarette Lolder?” 1 “Get out!” “Fact. 1 believe it also had a title or something.”"—Cincinnati Enquirer. ‘“Silas Brinkner says he stayed under water fer nigh a minit-'n-a-ahlf one day las” summer.” “Indeed! He must be ¥ amphibious. “Eb! Wall, if that's the Greek for liar free salvation and open communion. The | 70''Ve hit it right fust time."—Cleveland general conferences originated in 1827, 1906 it had 1186 churches, with $5.109 mlll-#‘ bers. The criginal Freewill Baptist 167 churches and 11,84 members. S PROPERTY—An Inquirer, Eurel If two brothers, iy s, O €1ty and place C£Crow to remain until the death of The surviving brother could draw the two deeds, destroy made and signed and have the other ¥laced on record. The by will and by is no will, b in both a court would act. 'Hnnl)etlcr. “Deah boy. why ah you limping abou in that dweadful (mm,u-h.; on your back?” “Weally, haven't you heard® B e e . Prunes stuffed with apricots. Townsend's.” . e OWnSe 'rmn-;cd': California glace fruit and 639 Market