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COW BARN AND SILO.
A Modern Structure for ldftcctt or
Tuenty AiilinnlN, with a Kalr-
Sl.cd Silo on the Iimldc.
The ground plan (Fif. 1) shows nn
arrangement which might be adopted.
Box stalls arc provided, since every cow
barn should have receptacles for sick
animals, calves, and a bull. The iloor of
the manure receptacle-should be cement
ed and constructed on a level about one
foot lower than the stable lloor. The
drops behind the cattle may be con
Htiucted as in the cross section (Fig. 2).
The lloor wherevthe cows stand may be
of wood laid on a smooth surface cov
ered with salt or cement mortar, and
nailed at both ends to the bed pieces.
The feed halls are wide enough to per
mit of placing low, narrow menl bins
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PLAN OP BARN AND SILO.
along the walls, two of which are shown.
Two double windows are shown, one on
each side, the aim being to provide
abundant light in the center of the
building where it is cut oil by the ma
nure receptacle.
Build n .cement iloor, slightly raised,
for the silo, which should be construct
ed of milled staves, not grooved, two
by six inches, as long as desired. If a
tail silo is desired, the staves may be
spliced. Nail a piece of board about
three inches wide and three feet long
on the inside over the joist, for support
while erecting the silo, the board to be
removed when the silo is completed.
The silo may be filled from the earth
j
"B
DUOPS BEHIND CATTLE.
driveway which leads to the second
story. The first story should be nine
feet in the clear, the second one suffi
ciently high for storing the hay and
straw required without filling much
ubove the plutes. A ton of hay may be
roughly estimated to occupy a cube of
eight feet. Both sections of the build
ing should be roofed the narrow way,
for looks if for nothing else. A few sup
porting posts and a summer (bearing
beam) should be placed under the second-story
joists of the manure barn. If
they are placed 14 feet from the left
hand outside, they will not seriously
obstruct the work of removing the
manure. The second-story joist of the
cow barn may be supported by sum
mers running lengthwise of the barn,
placed 12 feet from the outside by five
posts on each side. Country Gentle
man. ORCHARD AND GARDEN.
Cultivate thoroughly during the early
part of the season.
Small trees are less liable to damage
in handling and shipping.
No animals but hogs should be al
lowed to run loose in the orchard.
Plenty of room will give thriftiest and
longest-lived trees and better fruit.
A limb or any part of the ioliage
Bhould not be removed without good
reason.
drafting wax is one of the best mate
rials to ice in covering up wounds made
in pruning.
A dressing of wood ashes will, in a
measure, prevent the ravages of mug
got s and cut worms.
When the grape vines are set out put
ting ii few old bones in the place pre
pared for them will be beneficial.
In planting out. strawberries stick to
the old standard sorts for the main
crop. Try new varieties on a small
scale.
If manure is applied when the tree
is bet out be careful that it is thorough
ly incorporated with the soil. St. Louis
Republic,
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THE WAY TO BEGIN.
New lliMil Komi Improvement Cnn lie
Innutfuratcd Everywhere With
out Additional H.mii'iimc.
What is to be done under conditions
that obtain in many parts of the coun
try? Is the question raised by a corre
spondent of Good Itoads, who says:
"We have In this township assessed
roughly at $350,000 some CO miles of
road. We cannot spend $10,000, $1,000
or even $300 per mile on these ronds.
There is not enough money in the town
ship, all told, to do it, and the law limits
the bonded indebtedness. To select a
few miles of the principal highway is
not just to the poor fellow who helps
pay for It and must drive five or ten
miles to reach it.
"Much better work might be done
than we are doing, but it remains that
many miles must be attended to with
few dollars. What most is needed is
careful consideration of existing con
ditionshow best to spend $1,200 or
$1,500 on 00 miles of road, reserving $200
or $300 of that for the winter's snows.
Teach us serviceable lessons for com
munities of this sort, and do not expect
asphalt, macadam or steel until the fel
lows from town help to build them (and
they haven't built their own yet).
"No wonder the rustic kicks if the
road is to cost more than the entire val
ue of all the farms through which it
passes. He appreciates good roads, but
must reinc:ber his slim pocketbook.
He laughs a little, too, at the big saving
heavier loads would make for him.
Nine out of ten of him at that time of
year have little to do for self or team
and are not crowded with what they
have to market. He would rather make
two trips than one, as he and his horses
both need the exercise.
The tendency in such cases as this is
to underestimate the beneficial effects
of hard roads and to assume that they
are of value only during the winter.
They are of enormous value then, and of
equally great value in summer and the
busy seasons, when the possibility of
hauling big loads is money in the
pocket.
In the past the farmer has been left
too much to his own resources In the
care of the highways. Now, however,
state aid is rapidly being acknowledged
as the proper means of promoting the
good work, and the states are slowly
but surely falling into line in adopting
it. Until it is generally in force there
may be time for much good work to be
done, and the first steps toward real
improvement can be taken by securing
careful grading, thorough drainage and
the adoption of wide tires.
In this connection the experiences ol
two southern counties is right to the
point. In one the loads aeraged 2,4fC
pounds and the tax is ten cents a hun
dred. In the other the loads are but
800 pounds nnd the tax 20 cents a hun
dred. Improved methods reduced the
road tax one-half and greatly improved
the roads.
This county owns grader, plows,
carts, implements and six mules, and a
superintendent and five men are kept
at work on the roads. The work cost?
$55.17 a mile, and, though the roads are
only plain "dirt," they are kept in such
good condition that three times as
much can be hauled as on roads enred
for in the old way. Here, surely, is a
cheap and easy way to begin.
STORY WITH A MORAL.
A
Good Mil ii y Itoiul-MuUt'i'N llulld
Their KoiiiIn Like the Old
UuiiUit .Miule Ills A.
The notion that "anybody can build a
road" is responsible for many failures.
Commissioner MaoDonald, of Connecti
cut, tells a story of such people. He
says that a Quaker went into a hard
ware btore to by an ax.
"How much does thee ask for a Brad
ley axV" he asked.
"One dollar and thirty-five cents,"
was the answer of the shopman.
"Thee asks too much; 1 will make an
ax myself."
He bought a chunk of steel, took it
home, put it in the fire, hammered it
and belabored it until it had assumed
the general outlines of an ax head. But
it was dull.
"Huh," again quoth the Quaker, "thee
ax. But thee can make a wedge." He
put the steel back into the forge and
knocked it into the shape of a wedge.
But it had lost its temper.
"Huh," again quoth the Quaker, "thee
cannot make an ax, and thee cannot
make a wedge, but thee can make a
sizzle," and he thrust the hot iron into
the rainbarrel. That's what a big ma
jority of road makers used to do in this
state make a sizzle. Good Bonds.
Value of the Separator.
Becent German trials indicate that
the separator removes from milk and
cream not only the dirt and slime which
pass through the strainer, but the
greater portion of the bacteria. As
cows are usually enred for and handled
there is always some dirt and dandruff
from the cow's udder in the milk. This
cannot always be caught in a strainer,
but if any passes through it is included
with the slime, which remains In the
separator bowl. The German trials in
dicate that most of the bacteria remain
with it.
In transplanting, do not let the roots
remain exposed to cold orstormu.
RAILWAY MANAGEMENT.
Address of Hon. M. E. Ingalls to the
Commissioners' Convention.
Qucfttloiift l'crtnliitiiu; to the Conduct
of Hallway AVIiloh Arc of
InteroNt to the l.enernl
IMihllc.
The railway commissioners of the
country met in convention nt Wash
ington, D.C., on Tuesday, May 10, for the
purpose of considering questions of
great interest both to the railways and
the people of the United States. The
convention was addressed by Hon. jr.
E. Ingalls, a high authority in railway
matters, upon the establishment of
proper trollies, conduct of shippers and
the betterment of existing conditions
in railway affairs, also the advance
ment of measures looking to the great
er comfort and convenience of the pub
lic. Mr. Ingalls' address is here given
as being a semi-official expression of
the views held by railway managers
generally, nnd as being also cf gen
crnl interest to the public at large:
"Mr. Clinlrmnn nnd Oentlomon: I ntn
very much obliged for this opportunity of
addressing you. I understand 1 havo In my
audience tho members of tho Interstato
commerce commission and tho gentlemen
composing tho vnrlous rnlhvny commis
sions of tho different states. It la a body
that Is supposed to stand ns an arbiter be
tween tho railroads nnd tho people, ns a
friend of both; a body thnt ought to nnd
dooB hnvo groat lnfluonco, nnd especially
In reforenco to legislation regarding rall
rouds. If this nudlenco should agrco upon
nny legislation la thnt respect thnt was
needed, I presume there would bo no dif
ficulty In Inducing yondor congress to
enact It Into law, nnd believing ns I do
thnt It Is essential to the public Interest to
pecuro legislation, I am pleased to hnvo
this opportunity of presenting my views
nnd endeavoring to cnl'st you In the re
forms which 1 think are so vital "Wo hnvo
reached a crisis In rnlhvny mnnngoment
where something must bo done if wo would
avoid disaster, not nlono to tho railways,
but to tho material Interests of our country.
"For SO years a contest bus been wnged
In legislatures, In congiess and before the
courts, by tho people on ono sldo who bo
llevcd thnt railways were public corpora
tions and subject to control by the power
thnt created them; nnd. on tho other hand,
by olllclnls of tho railways, who did not
bellovo such control was legal or prac
ticable. State after state asserted Its right.
These rights wero contested from ono court
to nnothor, nnd decided from tlmo to tlmo
always In favor of tho people, under cer
tain restrictions. It llnnlly culminated In
1SS7 In tho enactment of the Interstate com
merce law, ana sinco tnen tnoro lias boon
hnrdly a day when somo provision of that
law wns not under consideration by tho
courts or by congress, until now wo may
state it Is ns fnirly settled by tho high
est courts in tho land that tho legislatures
of the states have control over railways
with roferenco to tholr local business, sub
ject to cortaln conditions, and that tho
congress of tho United States hns the
power to regulato Interstnto business. Tho
supreme court of tho United States, which
is tho hlghost nrbltor of thoso differ
ences, has Just decided thnt such control of
the states, or regulation, must bo renson
nble, nnd thnt rates cannot bo reduced bo
low a point where tho railroads cnn enrn
their exponses and a fair retiiro upon their
cost.
"Hallway managers had accepted tho sit
uation and woro endeavoring to obey tho
Interstnto commerce lnw nnd ndnpt their
management to It when In March, 1M)7, a de
cision was rendered by tho supremo court
which produced chaos nnd destroyed nil
agreements. It wns practlcully thnt tho
Shermnn nntl-trust law, so-called, which
it had not boon supposed applied to rail
ways, did apply to them, and under tho
construction of thnt lnw by tho court It
wns practically lmposslb'.o to innko any
nirrnOTllnnt a nr nrmntTninanlG f ,1m mnln.
tenanco of tariffs. In tho caso brought
uKuuitM. 1110 joini i runic lussociimon in
New i'ork, this view has boon combntted
by tho railways nnd It may bo modified by
tho courts. But since thnt decision in
March, 1M7, there hns been practically a
btato of anarchy so far as tho mnlntennnco
of tariffs is concerned in a largo part of this
country.
"It Is well, perhaps", thnt wo should look
the situation fairly In tho face, and while I
do not euro to bo an alarmist, I fool bound
to describe plainly to you the condition to
dny, so that you may understand tho ne
cessity for action. Novor In tho history of
railways, have tariffs boon so llttlo re
spected ns to-duy. Private arrangomonts
and understandings nro more plentiful
than regular rates. Tho larger shippers,
tho Irresponsible shippers, are obtaining
advantages which must sooner or later
provo tho ruin of the smaller and moro
conservative traders, and In the end will
break up many of tho commercial houses
In this country and ruin tho railways. A
mudne.ss seems to hnvo seized upon somo
railway managers, and n Inrge portion of
the freights of tho country Is being carried
at prices far below cost. Other than tho
maintenance of tariffs tho condition of tho
railways is good; their physical condition
has been Improved; tholr trains are well
managed, and tho public is well served. If
a way can bo found by which tariffs can
be maintained and tho practice of secret
rebates and prlvato contracts discontinued,
tho future will have great promise for rail
way investors, railway employes and the
public generally. And hoto I wish to say
that this Is not n question which concerns
railway Investors alone. If It wns, you
might say 'let them fight It out.' It con
corns over and nbovo everyone else, tho
great public. One-fifth of our people are
interested directly In railways, either a
employes or employes of manufactories
thnt are engaged In furnishing supplies to
tho railways. Can any body politic prospor
If one-fifth of Its number is cngngud in a
business that Is losing money? Tho rail
ways i-orvo tho public In so many ways that
their prosperity Is closely Interwoven with
the prosperity nnd tho comfort of tho
ordinary people. Ono thousand millions of
dollars were paid out last year by the rail
ways from their earnings to employes of
manufactories in this country; MJ.COO.OOO of
passengers wore carried: 13,000 millions
were carried ono inllo: 7fi3,0O0,00O of tons of
freight wero moved, 93,000 millions of tons
were moved ono mile. Do you think that
any Interest performing such immense
service ns this can be In difllculty and tho
bnlanco of the country not feel it? Forty
millions of dollars wero paid out for pub
lic taxos. Over threu thousand millions of
dollars that have been Invested In railways
I havo earned no dividend for years. This
J Is not 'water, as suino populist orator will
say, out good, honest money. Thoso be
curltlos aro hold nil through the land, and
their failure to pay any roturn has brought
dlsgraco upon us abroad and suffering and
want In many a fumlly and community at
homo. A Blight Improvement In tho rate,
which would b icircely felt, would mako
this investment good. Ono mill per ton per
mile, or one-tenth of a cent, additional, last
year would have mado $95,000 lncrenso In
not rovenue, nnd this would hnvo paid threo
por cent, upon this Invested capital.
"Theso aro tho matorlal sides of tho ques
tion. There Is a much moro dangerous
vlow, and thnt Is the demoralization of tho
men conducting theso lmmenso enterprises
and tho want of respoct for tho law which
Is being developed by tho present situation.
Tho trouble Is not due altogether to tho
provisions and tho Interstate commerce
law. It has grown up from various sources.
The panic of 1S93 and tho loss of tiuslnosa
for tho next few years Intensified tho com
petition between tho linos; now avenues
wero openod; tho competition of tho Gulf
ports Increased enormously; also that of
the Canadian Pacific on tho north. Alto
gether, theso causes produced such (jharp
competition, coupled with tho decision ro
forrrod to of tho counts, that no under
standing or agreements can bo made, and
havo combined to produce tho most com
plete breakdown that hns ever boon seen
in any business. Thero Is less faith to-day
between railway managers with reference
to their agreements to maintain tariffs
than was probably ever known on earth In
any other business. Mon mnnnglng large
corporations who would trust their op
ponent with tholr pocketbook with untold
thousands In It, will hardly triiRt his agree
ment for tho nialiitcnanca of tariffs while
they aro In tho room together. Good faith
seems to hnvo departed from the railway
world, so far as tralllc agreements aro con
cerned. "Ono of tho chief dlfllcultloR with tho law
as it stands to-day Is that the punishment
for prlvato contracts and rebates Is en
tlroly out of proportion to tho offense. The
Imprisonment clnupo was put In as an
amendment to tho Interstato commerce
law, and I believe tho commission and
ovcryono who has watched Its warklngi
will agreo with mo that It has been a fail
ure; moro than a failure, that It has caused
perhaps moro demoralization than any
thing else. Tho public has not bolleved In
It; it has been impossible to securo convic
tion; It hns prevented tho railway of
ilclal who desired to bo honest from com
plaining of his competitor whom ho thought
was dishonest. In fact, it has been what
every law Is thnt Is not supported by pub
lic sentiment a fnllute. what, In tact, Is
the manner of conducting business to-day?
Tho railway ofllclal who desires to bo hon
est nnd law-abiding sees tralllc leave his
lino and finds tho freight that ho was car
rying hauled to tho warehouse of his rival,
tho earnings of his line decreasing nnd
complaints from tho management of loss of
earnings, and In tho distance ho sees loom
ing up tho loss of his position. At the snnio
tlmo, tho shipper who desires to oboy tho
lnw sees some rival soiling morchnndlso to
Ills customers at prices ho cannot meet,
nnd he knows very well that ho Is securing
concessions from somo rallwuy to ennblo
him to do this. The railway agent nnd the
shipper who wish to obey tho lnw sit down
together nnd look It over. What relief Is
theio for them? Thoy cnn complain of
their rivals, possibly convict them under
tho Interstato commerco law and send
them to tho ponltontlaiy, but such action
would bring down upon them tho con
demnation of tho public, and would ruin
tholr business: for, ns f. stated before, tho
public does not bellovo In this sovoro fea-
turo or tho law, and will not support any
one who enforces It. Tho result Is, thoso
men In despair aro driven to do jus, what
their opponents aro doing they become
lawbreakers themselves. I havo drawn no
fancy picture; it is what Is occurring every
day around you. Boards of trade, com
mercial bodies and conventions hnvo ro
pcatcdly reported on It, and all havo como
to tho same conclusion; and yet, for some
Inexplicable reason, congress has fulled to
act.
"All of us who havo any Interest In our
country, who desire Its prosperity, aro In
terested In tho holution of this great uueti
tlon. It Is not a tlmo for tho demagoituo to
howl about corporations. It is not p tlmo
to talk about tho wrongdoings of m Iway
managers. Theio aro always some, In any
business, who will not do right, and Micro
always will be, but tho great mass of rail
way managers to-day, I usssuro you, aro
as honestly seeking a solution of this ques
tion as aro you or any member of tho leg
islative body. I bellovo I voice tho belief of
a very largo majority of them that tho two
provisions I have mentioned are necessary
nnd will lead to tho settlement of this ques
tion. If this body will Join and heartily in
dorso this course and work for It, Its ac
complishment cnn bo attained. Wo hnva
unwittingly in this country applied to rail
way laws that It was never intended should
bo applied to transportation companies of
this nature. Wo havo gone back and taken
decisions that were wise a hundred years
ago, when civilization was In its Infancy
and when tho masses needed certain pro
tection, and havo endeavored to apply theso
same principles to tho great transportation
Interests of modern times. The courts, un
fortunately, havo followed In that lino.
Every business man, every statesman,
knows that it Is a mistake, that we havo
hero an lmmenso Interest such ns the world
has never seen, and tho principles which
should govern It must be worked out In
harmony with the ago and tho needs of this
country. There stiou.d bo no friction be
tween tho Interstate commerco commission
and the railways; there should bo none bo
tween the state commissions and tho rail
ways. There has been too much of a feel
ing with these bodies that tho railways
wero against them. In the contest with
railways, In the courts, tho commissioners
have drifted away somewhat from tho
ground they ought to stand on; that Is,
they should bo tho friends of the railways
instead of their enemies, and should aid
In securing tho proper legislation, anil tho
railways, In turn, should give their support
to make such legislation affective. I bo
llovo it can bo done In no better way than
by the true method I have pointed out.
First, the chango of tho crlmlnnl section;
second, authority to contract and divide
business. Dither ono of them would bo of
great advantage, but wo ought to havo
both. There also should bo such legisla
tion as will glvo moro forco to tho recom
mendations and orders of tho interstate
commerce commissioners. Instead of try
ing to break down tho commission tho rail
way olllclals should try to build it up,
should make tho commission Its aid and use
It as a bulwark of strength In congress and
In the Ktutoo to beat bdek tho tide of pop
ulism that is rising continually against
U1CIU.
"I beg of you, gontlemen, to take theso
things to heart. If the thoughts that I havo
suggested aro wlso and commend them
selves to your Judgment, then put them In
such form as !& proper and piesont them to
congress with your recommendations, and
I havo not much doubt but that they will ho
mado Into law. Homo people will oppo.so
thoin through selfish Interest or for polit
ical reasons, thero will be somo railway
managers who fear the loss of tholr pres
ent power nnd who cun tee great troublo
In tho tutuie, who will oppose them;
but why, in roferenco to such an
enormous Interest as this, wait for
everyone to agree? Take tho groct
in Ufa of thinking mun, what you
youiselvos approve, and put It Into the
Lhapu of a law and let us try It. If It ac
complishes what wo wish, It will bo a for
tunate aay for this country, if It accom
plishes but a little of what wo hope, we
shall Indited have mado a success. If wo
uro mistaken and It does no good, wo at
least shall have the satisfaction of havlnti
made an honest effort In the right direction."
THE THREE CENT COIN.
A. lilttlc .Tohcr Will eh llothern Olinni
.Maker nnd Make Tronhlo
All Around.
"Next to n gold dollar," said n busi
ness man, "there Is nothing in tho linn
of coins I detest quite ns much as tho
three-cent piece. There is no cull for its
existence and the proper authorities, in
my opinion, should call them nil in, and
melt 'em up. Now, here is n three-cent
coin. Observe that it is of tho miino
size tis u dime, nnd, when tho light is
poor, it hns tho sumo general nppenr
nnce ns n dime. Undoubtedly somo car
conductor gave it to me for n clinic nntl
I accepted It at thnt value.
"I have been carrying it for n week in
my Kiimll change overcoat pocket. Lust
night at th Park row station of tho
L road, I gave it to the ticket seller and
linked for two tickets, thinking thnt it
was a dime. He pushed it buck through
the little window with an ironical smilo
and never a word. I asked his pardon
and promptly gave him the proper coin,,
but I knew he thought I was trying to
work three cents oil' on him for ten.
"Later on in the evening, I was re
turning to my home in Brooklyn, nntl
without looking nt it, I thoughtlrsBly
drew my three-cent piece out of my
coat nnd passed it to the bridge ticket
seller, with n request for four ticketn.
There was sarcasm in the tone of his
voice as he requested me to, 'gucsn
again,' and 1 wns about to lose my tem
per when I glanced down and saw my
three-cent piece lying before inc.
"I made good again nnd once mora
dropped my despised coin back in my
pocket. This morning when I bunrdei!
u car I put my hand in the same pocket,
which contained nt least a dollar in
change, and handed lite conductor, an
1 supposed, u dime. 1 never stopped
leading 1113 paper until the conductor,
In n voice of mild protest, remarked:
'They don't go here,' whereupon I
meekly hunted for a nickel. Now could
anything be more exasperating?
"It seem to me that Uncle Snin
should not permit such an absurd .state
of n Hairs, for those three-cent coins
place good citizens in very cinbnrrasH
iug positions. 1 vote (o call 'em all in,
nnd 1 know that most all men voice my
views." Brooklyn Kagle.
NO WAR FOR WASH.
I'.vimi I, lft liiNiiraiiiM for 111m Iiitrndctl
Wife Couldn't ltrroncllu lllm
to the Cane
Wash Howard, a young colored man
of ability as a shiner, has n stand ou
Vine street. Before he came to town
he was indirectly connected with a.
militia company In some town up the
state. His rank wan ScrgU Shiner, nnd
when the company went to camp WiihU
went along. It is needless to say thnt.
'he enjoyed himself hugely, as he had
a uniform of his own design, hearlngon
the sleeves in yellow cloth a blacking
brush, rampant.
Last week his old captain was in the
city, and he ran across Wash. About
the (list tiling Wash talked of was the-
a i'.
"What you think, cap, is dcy goin'tcr
be wall full sliuuhV"
"I wouldn't be surprised, Wash," was
the answer, "and you'll have to go."
"What I have (ergo full? I hain't got
nulllii agin (loin Cuhiuus and dcy ain't
got nullln agin me, I reckon."
"Well, in case of war, you know, we
can't choose. We have to go when duty
calls us."
"Vessuh, dut's right, but den wheiu
you got a likely colohd girl on dc string;
den it hain't no fun."
"Neer mind that, Wash. You just
get your life insured ami marry tho
girl, and when you arc killed sho will
get flu: money and be well provided for
to say nothing of a pension."
"Uat won't do dis uigguh nny good.
She'll just get married ugiu, and tleu tho
two uv 'em will blow in all the stuIV.
Do you remember ole Hen Jesse. Ncjw
dat ole nigguh had some life insurance!
all ou a big piece uv pupuh, nn' he mar
ried a spry young yeller girl, an she
iH'Viili gave him ciiuy peace. Not a bit..
She dun ax him all der time what dut,
life inshutince foh, nnd kep' a pesterin
him twell he gone off an' got sick an
des uatchiilly died. Oat's whautlieclid.
An' if I got enny life iushuaucc dat
colohd gnl would nebbeh be satisfied
till I die. No, suh, if I got ter go tuhi
wah der'll be no widduh nor any in
shuance. Hat's right." Cincinnati;
Commercial Tribune.
To Malic V'iiMt Cuki'K,
Tut a handful of hops in two quarUr
of boiling water; .strain the boilinir lion
j water over two pounds of flour and beat
11 mini ftiiiuuni. ttiiuc 11, js warm uuu
two tahlcspoonfiils of salt nnd half a
teauupfiil of sugar. When cool a th
in a pint of yeast. After the yeast Jias
become light stir in as much Indian
meal as it will take to roll It out in
cakes and place on 11 cloth to try, turn
ing often. At the end of a week they
may be put into a bug, and should bcr
kept in a dry place. Do not let sour
while drying; avoid this by letting
draft blow over them the tlrst two
days. Cincinnati '"Inquirer.
'I'hc UuallllcatloMH Needed.
1'rujn What sort of n man should
a fellow be to succeed in the Klondike?
Dr. Dolus Well, I've never been.
. there; but from all I hear 1 should say
. that 11 cross between Or. Tanner and,'
u polar bear would get along very nice
ly. Duck.
