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VOL. XXIV. INDIANAPOLIS, IND., OOT. 19,1889. NO. 42 Oar Oountry Boads. Tbe average condition of the country roads is very unsuitable for pleasure travel of any kind. For the latest and lightest road vehicle—the bicycle—many ot them are almost impassable,even under the moat favorable conditions, and the best of them are rarely smooth enough for pleasant -wheeling. Any suggestions for the better construction andmaintainanceof our publio highways may teem to come with poor graoe from wheelmen, because, while asking for smooth roads, they, as a class, contribute nothing to make or maintain them, but if their advioe seams obtrusive, they make this excuse, that if they pay no road tax neither do they cause any damagj. A good roadway is equally beneficial to all vehioles, but theirs is the only one that causes no "wear and tear" of the road. As bicycle travel is almost exclusively confined to the summer and fall months, when such outdoor exercise is most enjoyable, all that they especially desire Is a fairly firm and smooth road in pleasant weather.. To provide this Is now a very simple and inexpensive work, as labor-saving machinery has recently been introduced which, under ordinary conditions, is very eflect! ve. The "road scraper" or hone, mounted ia a frame on wheels and geared so that it can be set to any plane and angle, will smooth off and round up a dirt road quickly and cheaply, compared with former methods. The general practice of the road master has been to defer the annual repairs till such a time as the farmer has mest leisure cr inclination to workout the road tax; this would usually be late in the summer or even in the fall when the road crust is at its hardest stage, and after being broken up and spread anew is too dry to harden again readily. Now that the "road hone" may be used, work that took a week . in the fall may easily be done ln a day, in the spring. Thus the road will be in the right form for summer travel at the opening of the season, Instead of at its close. This would also be making the repairs at the earliest opportunity after the chief damage ia done. The worst ruts and . ridges are formed early in the spring when the frost is thawing out, and the ground, being loose and porous, absorbs all the rainfall till the roadbed becomes Bpongy and miry. When the ground has dried sufficiently to be neither muddy nor crusty, the tough ridges are in their most friable oondition. They oan then be planed down with the road hone with muoh greater ease, and the material carried into the ruts and holes, will paok and harden muoh better than at any other time, whether the road be chiefly clay, loam, sand, gravel or small stones. This medium state of dryness gives the best conditions for easy and effective work. If the work be neglected for only a few weeks, the crust may become so hard under the constant pressure of traffic and the baking sunshine that the hone can make no impression on it. If the work be deferred until midsummer or later, the "crown" will probably be worn off the center of the road, and instead of shedding rain to eaoh side it will carry lt along like a water course. Heavy thunderstorms often cause great damage when the road thus becomes flat or hollow in the middle. To restore the proper form when the margin becomes high and hard, is very laborious work, whether done with pick and shovel, or with plow and sooop. The material will not pack readily in dry weather, and the newly repaired road may for weeks be in worse condition than before it waa worked. Instead of extensive repairs of this character only onoe a year, it would be muoh better to give a timely scraping as soon as practicable after, the chief damage is done in the spring, and also an occasional honing after heavy rains, or whenever from any cause the surface becomes rough. Oae machine would be sufficient for alarge district, and the times, methods and terms of the work can be arranged on a satisfactory and permanent basis after a few years' experience. Under ordinary conditions a fair road can be maintained throughout the season with simply this occasional passage of the road hone over it. The cost would be very Bmall compared with present methods. Ot course, these machines are only suitable where the road is built up with the ordinary soil or subsoil of the dlstriot, or with, perhaps, more or less gravel or small stone in certain sections. This, however, is the ordinary structure of all our oountry roads, and hence this treatment will be quite generally applicable. Bat to insure a firm road bed where the country is flit or the subsoil retentive of moisture, careful draining and ditching along the roadside is necessary. To keep these open at all times and in good working condition requires constant watchfulness, as open ditches are very liable to become ohoked. While the simple treatment above recommended may be sufficient for rural distriots under ordinary conditions, many local circumstances may render it necessary to construct certain sections in a more substantial manner. Where the subsoil in wet weather is spongy or springy or liable to be water soaked, or where extra heavy traffic, as in the suburbs of towns, a Btone pavement of some kind may be advisable. In suoh oases the most oommon practice is to dump stones promiscuously, 6l~alf~convenlent sizes, along the worst portions of the road, regulate them roughly, and cover, with roadside dirt. Being irregular in size, rounded in form, and not well compacted, they are easily displaced; the traffi. soon works the smaller stones to the bottom and the larger ones to the surface; thus they cause the wheels to slip, and jilt to an extent often more disagreeable than the soft mud would be without the stones. Some hints on better methods of making Btone roads, therefore, may not be amiss. A stone roadway, where the stones are broken into given siz js and pounded or rolled thoroughly into place, is usually called a "macadam" road. The width, depth and methods of construction may vary greatly, according to circumstances, but in all cases the depth of structure should be sufficient to support the traffic* without yield ing. The stones should have sharp edges and be well packed to prevent slipping, and near the surface they should be small and uniform in size. To prevent sidewlse movement under the wheels, a trench with vertical sides should be dug to the proposed depth and width of the stone struoture. This will vary aocording to the traffic. A depth of six inohes and a width of fifteen feet may be sufficient where the foundation is good and the traffi 3 light If the stones are oompactly ..placed, the surface pressure of the passing load will spread through the underlying mass in the'form of a eone, with its apex at the wheel. The area ot the Dase will inorease as "the square of the depth." Thus, if the depth of the macadam stone be six inohes, the weight on the foundation will be spread over 36 square inohes. If the depth be 12 inches, the bearing surface at the bottom will be 141 square inohes. Thus the greatly increased strength of the structure due to a slight inorease of depth will be readily seen. Experience has shown that while six Inches may be a sufficient depth for light travel,' 12 to 18 inohes are necessary if heavy loads must be carried at all seasons of the year. For country macadam roads the limits would be between six and 12 inohes, according to the character of the subsoil. For the thorough oonstruotlon of macadam roads, the s^tones are now crushed by machinery and then rolled with steam road rollers of 10 to 15 tons weight. The weight of the roller per rquare inch on the bearing surface should be equal to the expected weight, per square inoh,under the wheels ofthe heaviest loads. Where thorough work of the best character is wanted, enginerieng skill and experience are requisite, but the general methods may be briefly stated, so that wherever bad sloughs need filling up with stone, the macadam plan may be followed at least approximately. The trenoh or road bed should be dug out to the required width and depth, the larger stones should then be seleoted and firmly paoked together across the foundation in irregular courses, in the general form of a street pavement. They should all rest on their flattest or broadest surfaces, and the thin or jugged edges upward. The Interstices or spaces should be closely filled up with ohlps and the whole layer be well rammed or rolled into a solid mass. On top of this place a layer of finely broken stone of the thickness requisite to bring the surface to grade, with a good crown in the center. This should be rolled until the whole mass is firmly bound together and then covered with sharp gravel or fine screenings of broken stones of saffi.lent depth to bed and bind the layer of broken stone. In the fature maintenance of such a road the most important point is to prevent the formation of ruts, by keeping the surface so uniformly even that there will be no inducement for travel to follow beaten tracks The cost of the macadam structure precludes its use bn country roads, except in occasional bad spots where stone is neoes- ary. As a very large proportion of the country roads in many parts of Europe, in districts the most rural and secluded, are constructed with broken stone, and kept at all times in first class condition, many Americans, who have seen them, wonder why they cannot be equally oommon here. Suoh persons are apt to overlook the comparatively recent occupation of the land here and the relative sparseness of the population. But there is a much more important factor at work to prevent similar road construction here. Since the introduction of railways the country highways are used only for the most limited local business. In Europe all the fine highways were built before the invention of railways; when all trafflo and travel used them and the great amount of it made suoh roads a necessity. Taough little used now compared to former times, their maintenance in good order does not oost muoh and their usefulness for strictly local business is fully appreciated. In this oountry macadam road will rarely extend beyond the suburbs of larger cities, and will be chiefly confined to public parks and private pleasure grounds. The methods of their construction are mentioned here simply because they may perhaps be followed to advantage on short sections of country roads, here and there, where the proximity * of suitable stone to some miry stretch will make the selection ot macadam preferable to any other.— From "Improvement of Highways," a pamphlet Issued by the League of American Wheelman. Changes in the Money We Use. There have been several decided changes in the amount and character of the circulating medium during the past year. In the first place the circulation has increased from $1,384,340,280, 0_t, 1, 1888, to $1,405,- 018,000, Oot. 1, 1889, or $20,677,720. The principal change in the character of the money in the hands of the people is in silver certificates. The circulation is now $276,619,715, or $58,058,114 greater than a year ago. This inorease is attributed more to the withdrawal from circulation of national bank notes than to any® other one cause, although the increasing business demands of the oountry contributed materially to the result. The reduction of national bank note circulation sinoe last October is $37,779 225. The total amount outstanding on the first instant was $199,779,011. There has also been a decided deorease in the circulation of the gold certificates, which have declined from $134,838,190 in Ootober 1888, to $116,675,319 on the first instant. Excepting silver certificates, United States notes have increased in circulation more than any other form of money. Ot these there are now in circulation $325,510,758 whioh is $19,458,705 more thau was in the handi of the people a year ego The circulation of gold coin ls now $372,947,715 or $1,382,149 less than it was last Oj to ber. Tnere are about half a million less sliver dollars and nearly a million dollars subsidiary silver in circulation now than at the same time last year The amount of silver dollars now in circulation is $57,554,100 and the amount of subsidiary silver in circulation^ $52,931,352. Crops of the Country—The Department of Agriculture report the general percentage of condition of corn at 91.7, against 93 9 a month ago,and 82 for crop of of 1888 on the lst of O .tober. Condition of potatoes, 77 9, against 86 8 last O -tober; of buckwheat, 90, against 921 last year; of tobacco 80.5, against 85 7 in 1888. The preliminary estimate of yield per aore ls 12 8 fdr wheat, 119 for rye and 22.2 for barley- The past month has been favorable for oorn. Slight frosts north of the 40th parallel ln j ared late oorn, but the percentage of damage was generally very small, as the crcp was well matured in the third week of Saptember. In the States of the Ohio yalley there was excess of moisture in May and Jane that retarded planting, and early growth prevented cultivation and delayed maturing, leaving some fields to be caught by the frosts of the 20th to the 25 th of September. The best development of maizs was in the Mies juri valley. The best growth of the South was in the Golf States. It could scarcely be improved ln either district, though the yield per acre is muoh greater in higher latitudes. Potatoes were in jared east of the Alleghe- nles by excess of moisture, causing rot' la West Virginia and Oaio similar reports are received. Drought reduced the yield in Michigan, though the quality ls generally good. In the Mississippi valley the crop is more promising. Ia the Rocky mountain region, where the area is largely increased, the season has been unfavorable. The returns of yi aid per aore of wheat are in thresher measurement. This report is preliminary, as the local estimates will be tested ty the record books of the threshers' now coming in. The present averages for the principal States are 13.8 bnshels In New York; Pennsylvania, 12 3; Ohio, 14 6; Michigan, 14 7; Indiana, 14 7; Illinois, 16; Wisconsin, 14.2; Minnesota, 14 6; Iowa, 131: Missouri, 13; Kansas, 18 4; Nebraska, 12; Dakota, 8 3; California, 15. Winter wheat was Id jared in many distriots, during harvest and in the stack, by heavy rain, and is comparatively light, grading badly.thus reducing its weight and value. Its weight and quality well be the subj sot of further report, af tec the test of the scales in marketing. . ♦ ■ A terrific wind, rain and eleotrio storm swept over the southwestern part of HI. on the llth. Sarious damage was done at' Mound's Janotlon. Several houses were blown down, among them the new depot of the Illinois Central Company, a large, substantial frame struoture, which waa nearly finished. A number of trees were blown across the track, and it took till midnight to clear away the obstruction. No one was hurt. . m, . In Paris the dram-saops have increased from 24,000 in 1880 to 29.000 at the present time. The consumption of alcohol haa trebled in the last 30 years.
Object Description
Title | Indiana farmer, 1889, v. 24, no. 42 (Oct. 19) |
Purdue Identification Number | INFA2442 |
Date of Original | 1889 |
Subjects (LCSH) |
Agriculture Farm management Horticulture Agricultural machinery |
Subjects (NALT) |
agriculture farm management horticulture agricultural machinery and equipment |
Genre | Periodical |
Call Number of Original | 630.5 In2 |
Location of Original | Hicks Repository |
Coverage | United States - Indiana |
Type | text |
Format | JP2 |
Language | eng |
Collection Title | Indiana Farmer |
Rights Statement | Content in the Indiana Farmer Collection is in the public domain (published before 1923) or lacks a known copyright holder. Digital images in the collection may be used for educational, non-commercial, or not-for-profit purposes. |
Repository | Purdue University Libraries |
Date Digitized | 2010-11-05 |
Digitization Information | Original scanned at 300 ppi on a Bookeye 3 scanner using internal software. Display images generated in CONTENTdm as JP2000s; file format for archival copy is uncompressed TIF format. |
Description
Title | Page 1 |
Subjects (LCSH) |
Agriculture Farm management Horticulture Agricultural machinery |
Subjects (NALT) |
agriculture farm management horticulture agricultural machinery and equipment |
Genre | Periodical |
Call Number of Original | 630.5 In2 |
Location of Original | Hicks Repository |
Coverage | Indiana |
Type | text |
Format | JP2 |
Language | eng |
Collection Title | Indiana Farmer |
Rights Statement | Content in the Indiana Farmer Collection is in the public domain (published before 1923) or lacks a known copyright holder. Digital images in the collection may be used for educational, non-commercial, or non-for-profit purposes. |
Repository | Purdue University Libraries |
Digitization Information | Orignal scanned at 300 ppi on a Bookeye 3 scanner using internal software. Display images generated in CONTENTdm as JP2000s; file format for archival copy is uncompressed TIF format. |
Transcript | VOL. XXIV. INDIANAPOLIS, IND., OOT. 19,1889. NO. 42 Oar Oountry Boads. Tbe average condition of the country roads is very unsuitable for pleasure travel of any kind. For the latest and lightest road vehicle—the bicycle—many ot them are almost impassable,even under the moat favorable conditions, and the best of them are rarely smooth enough for pleasant -wheeling. Any suggestions for the better construction andmaintainanceof our publio highways may teem to come with poor graoe from wheelmen, because, while asking for smooth roads, they, as a class, contribute nothing to make or maintain them, but if their advioe seams obtrusive, they make this excuse, that if they pay no road tax neither do they cause any damagj. A good roadway is equally beneficial to all vehioles, but theirs is the only one that causes no "wear and tear" of the road. As bicycle travel is almost exclusively confined to the summer and fall months, when such outdoor exercise is most enjoyable, all that they especially desire Is a fairly firm and smooth road in pleasant weather.. To provide this Is now a very simple and inexpensive work, as labor-saving machinery has recently been introduced which, under ordinary conditions, is very eflect! ve. The "road scraper" or hone, mounted ia a frame on wheels and geared so that it can be set to any plane and angle, will smooth off and round up a dirt road quickly and cheaply, compared with former methods. The general practice of the road master has been to defer the annual repairs till such a time as the farmer has mest leisure cr inclination to workout the road tax; this would usually be late in the summer or even in the fall when the road crust is at its hardest stage, and after being broken up and spread anew is too dry to harden again readily. Now that the "road hone" may be used, work that took a week . in the fall may easily be done ln a day, in the spring. Thus the road will be in the right form for summer travel at the opening of the season, Instead of at its close. This would also be making the repairs at the earliest opportunity after the chief damage ia done. The worst ruts and . ridges are formed early in the spring when the frost is thawing out, and the ground, being loose and porous, absorbs all the rainfall till the roadbed becomes Bpongy and miry. When the ground has dried sufficiently to be neither muddy nor crusty, the tough ridges are in their most friable oondition. They oan then be planed down with the road hone with muoh greater ease, and the material carried into the ruts and holes, will paok and harden muoh better than at any other time, whether the road be chiefly clay, loam, sand, gravel or small stones. This medium state of dryness gives the best conditions for easy and effective work. If the work be neglected for only a few weeks, the crust may become so hard under the constant pressure of traffic and the baking sunshine that the hone can make no impression on it. If the work be deferred until midsummer or later, the "crown" will probably be worn off the center of the road, and instead of shedding rain to eaoh side it will carry lt along like a water course. Heavy thunderstorms often cause great damage when the road thus becomes flat or hollow in the middle. To restore the proper form when the margin becomes high and hard, is very laborious work, whether done with pick and shovel, or with plow and sooop. The material will not pack readily in dry weather, and the newly repaired road may for weeks be in worse condition than before it waa worked. Instead of extensive repairs of this character only onoe a year, it would be muoh better to give a timely scraping as soon as practicable after, the chief damage is done in the spring, and also an occasional honing after heavy rains, or whenever from any cause the surface becomes rough. Oae machine would be sufficient for alarge district, and the times, methods and terms of the work can be arranged on a satisfactory and permanent basis after a few years' experience. Under ordinary conditions a fair road can be maintained throughout the season with simply this occasional passage of the road hone over it. The cost would be very Bmall compared with present methods. Ot course, these machines are only suitable where the road is built up with the ordinary soil or subsoil of the dlstriot, or with, perhaps, more or less gravel or small stone in certain sections. This, however, is the ordinary structure of all our oountry roads, and hence this treatment will be quite generally applicable. Bat to insure a firm road bed where the country is flit or the subsoil retentive of moisture, careful draining and ditching along the roadside is necessary. To keep these open at all times and in good working condition requires constant watchfulness, as open ditches are very liable to become ohoked. While the simple treatment above recommended may be sufficient for rural distriots under ordinary conditions, many local circumstances may render it necessary to construct certain sections in a more substantial manner. Where the subsoil in wet weather is spongy or springy or liable to be water soaked, or where extra heavy traffic, as in the suburbs of towns, a Btone pavement of some kind may be advisable. In suoh oases the most oommon practice is to dump stones promiscuously, 6l~alf~convenlent sizes, along the worst portions of the road, regulate them roughly, and cover, with roadside dirt. Being irregular in size, rounded in form, and not well compacted, they are easily displaced; the traffi. soon works the smaller stones to the bottom and the larger ones to the surface; thus they cause the wheels to slip, and jilt to an extent often more disagreeable than the soft mud would be without the stones. Some hints on better methods of making Btone roads, therefore, may not be amiss. A stone roadway, where the stones are broken into given siz js and pounded or rolled thoroughly into place, is usually called a "macadam" road. The width, depth and methods of construction may vary greatly, according to circumstances, but in all cases the depth of structure should be sufficient to support the traffic* without yield ing. The stones should have sharp edges and be well packed to prevent slipping, and near the surface they should be small and uniform in size. To prevent sidewlse movement under the wheels, a trench with vertical sides should be dug to the proposed depth and width of the stone struoture. This will vary aocording to the traffic. A depth of six inohes and a width of fifteen feet may be sufficient where the foundation is good and the traffi 3 light If the stones are oompactly ..placed, the surface pressure of the passing load will spread through the underlying mass in the'form of a eone, with its apex at the wheel. The area ot the Dase will inorease as "the square of the depth." Thus, if the depth of the macadam stone be six inohes, the weight on the foundation will be spread over 36 square inohes. If the depth be 12 inches, the bearing surface at the bottom will be 141 square inohes. Thus the greatly increased strength of the structure due to a slight inorease of depth will be readily seen. Experience has shown that while six Inches may be a sufficient depth for light travel,' 12 to 18 inohes are necessary if heavy loads must be carried at all seasons of the year. For country macadam roads the limits would be between six and 12 inohes, according to the character of the subsoil. For the thorough oonstruotlon of macadam roads, the s^tones are now crushed by machinery and then rolled with steam road rollers of 10 to 15 tons weight. The weight of the roller per rquare inch on the bearing surface should be equal to the expected weight, per square inoh,under the wheels ofthe heaviest loads. Where thorough work of the best character is wanted, enginerieng skill and experience are requisite, but the general methods may be briefly stated, so that wherever bad sloughs need filling up with stone, the macadam plan may be followed at least approximately. The trenoh or road bed should be dug out to the required width and depth, the larger stones should then be seleoted and firmly paoked together across the foundation in irregular courses, in the general form of a street pavement. They should all rest on their flattest or broadest surfaces, and the thin or jugged edges upward. The Interstices or spaces should be closely filled up with ohlps and the whole layer be well rammed or rolled into a solid mass. On top of this place a layer of finely broken stone of the thickness requisite to bring the surface to grade, with a good crown in the center. This should be rolled until the whole mass is firmly bound together and then covered with sharp gravel or fine screenings of broken stones of saffi.lent depth to bed and bind the layer of broken stone. In the fature maintenance of such a road the most important point is to prevent the formation of ruts, by keeping the surface so uniformly even that there will be no inducement for travel to follow beaten tracks The cost of the macadam structure precludes its use bn country roads, except in occasional bad spots where stone is neoes- ary. As a very large proportion of the country roads in many parts of Europe, in districts the most rural and secluded, are constructed with broken stone, and kept at all times in first class condition, many Americans, who have seen them, wonder why they cannot be equally oommon here. Suoh persons are apt to overlook the comparatively recent occupation of the land here and the relative sparseness of the population. But there is a much more important factor at work to prevent similar road construction here. Since the introduction of railways the country highways are used only for the most limited local business. In Europe all the fine highways were built before the invention of railways; when all trafflo and travel used them and the great amount of it made suoh roads a necessity. Taough little used now compared to former times, their maintenance in good order does not oost muoh and their usefulness for strictly local business is fully appreciated. In this oountry macadam road will rarely extend beyond the suburbs of larger cities, and will be chiefly confined to public parks and private pleasure grounds. The methods of their construction are mentioned here simply because they may perhaps be followed to advantage on short sections of country roads, here and there, where the proximity * of suitable stone to some miry stretch will make the selection ot macadam preferable to any other.— From "Improvement of Highways," a pamphlet Issued by the League of American Wheelman. Changes in the Money We Use. There have been several decided changes in the amount and character of the circulating medium during the past year. In the first place the circulation has increased from $1,384,340,280, 0_t, 1, 1888, to $1,405,- 018,000, Oot. 1, 1889, or $20,677,720. The principal change in the character of the money in the hands of the people is in silver certificates. The circulation is now $276,619,715, or $58,058,114 greater than a year ago. This inorease is attributed more to the withdrawal from circulation of national bank notes than to any® other one cause, although the increasing business demands of the oountry contributed materially to the result. The reduction of national bank note circulation sinoe last October is $37,779 225. The total amount outstanding on the first instant was $199,779,011. There has also been a decided deorease in the circulation of the gold certificates, which have declined from $134,838,190 in Ootober 1888, to $116,675,319 on the first instant. Excepting silver certificates, United States notes have increased in circulation more than any other form of money. Ot these there are now in circulation $325,510,758 whioh is $19,458,705 more thau was in the handi of the people a year ego The circulation of gold coin ls now $372,947,715 or $1,382,149 less than it was last Oj to ber. Tnere are about half a million less sliver dollars and nearly a million dollars subsidiary silver in circulation now than at the same time last year The amount of silver dollars now in circulation is $57,554,100 and the amount of subsidiary silver in circulation^ $52,931,352. Crops of the Country—The Department of Agriculture report the general percentage of condition of corn at 91.7, against 93 9 a month ago,and 82 for crop of of 1888 on the lst of O .tober. Condition of potatoes, 77 9, against 86 8 last O -tober; of buckwheat, 90, against 921 last year; of tobacco 80.5, against 85 7 in 1888. The preliminary estimate of yield per aore ls 12 8 fdr wheat, 119 for rye and 22.2 for barley- The past month has been favorable for oorn. Slight frosts north of the 40th parallel ln j ared late oorn, but the percentage of damage was generally very small, as the crcp was well matured in the third week of Saptember. In the States of the Ohio yalley there was excess of moisture in May and Jane that retarded planting, and early growth prevented cultivation and delayed maturing, leaving some fields to be caught by the frosts of the 20th to the 25 th of September. The best development of maizs was in the Mies juri valley. The best growth of the South was in the Golf States. It could scarcely be improved ln either district, though the yield per acre is muoh greater in higher latitudes. Potatoes were in jared east of the Alleghe- nles by excess of moisture, causing rot' la West Virginia and Oaio similar reports are received. Drought reduced the yield in Michigan, though the quality ls generally good. In the Mississippi valley the crop is more promising. Ia the Rocky mountain region, where the area is largely increased, the season has been unfavorable. The returns of yi aid per aore of wheat are in thresher measurement. This report is preliminary, as the local estimates will be tested ty the record books of the threshers' now coming in. The present averages for the principal States are 13.8 bnshels In New York; Pennsylvania, 12 3; Ohio, 14 6; Michigan, 14 7; Indiana, 14 7; Illinois, 16; Wisconsin, 14.2; Minnesota, 14 6; Iowa, 131: Missouri, 13; Kansas, 18 4; Nebraska, 12; Dakota, 8 3; California, 15. Winter wheat was Id jared in many distriots, during harvest and in the stack, by heavy rain, and is comparatively light, grading badly.thus reducing its weight and value. Its weight and quality well be the subj sot of further report, af tec the test of the scales in marketing. . ♦ ■ A terrific wind, rain and eleotrio storm swept over the southwestern part of HI. on the llth. Sarious damage was done at' Mound's Janotlon. Several houses were blown down, among them the new depot of the Illinois Central Company, a large, substantial frame struoture, which waa nearly finished. A number of trees were blown across the track, and it took till midnight to clear away the obstruction. No one was hurt. . m, . In Paris the dram-saops have increased from 24,000 in 1880 to 29.000 at the present time. The consumption of alcohol haa trebled in the last 30 years. |
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