Democratic Sentinel, Volume 16, Number 16, Rensselaer, Jasper County, 6 May 1892 — Page 6

0l)t JlcmotralitSenliiitl RENSSELAER, INDIANA. J. W McEWEN, Pin Usher.

THE COUNTRY ROADS.

OURS SAID TO BE THE WORST IN THE WORLD. A Movement to Secure a Good System of Highways, Partly Under National and Partly Under Local Supervision The Economic Side of the CaseI A Remedy Proposed. (From Harper's Weekly. Copyright, 1892, by Harper <fc Bros. | The common roads and country highways in the United States are worse than those to be found in any other country in the world pretending to bo civilized and enjoying a stable form of government. As it has long been an axiom that the common highways < f a country are at once the means and the measure of its civilization, it is somewhat strange that in this country, where we boast of enjoying a higher type of civilization than is to be found elsewhere, our rpads should always have been so wretchedly bad. Even in the colonial times the necessity to make better the condition of the common roads was seriously felt, and in those paits of the country settled by particularly longheaded people, as, for instance, in the neighborhood of Boston, there have always been pretty good public highways. But, as a rule, all over the country, from then till now we have been content with dirt roads, which in the winter are muddy quagmires, and in summer streaks j of dust This is not because these local authorities would not like to have good roads, but it is because they have no means with which to do much better : than is done, and if they did have the I means they lack the requisite knowl- | edge, without which no dec< nt roads can be built or managed. The farmers have always had to pay for building and repairing roads in th s country, even when these reads happened to lead from one town to another, very naturally these people, alreafy j overburd ned by direct and in lirect taxation, have felt very indisposed to take any action which should add to that already hc4ivy burden. Any effort to secure their co-operation in road improvement must provide that the cost of such improvement shall not fall entirely upon them. Uni ss this ..be male en-

NATURAL LIMESTONE ROAD IN BERMUDA. [From Harper's Weekly, by permission. Copyright, 1892. by Harper & Bros.]

tirely clear, from the farmers there will always be active and stubborn opposition. It has been suggested that the American roads be pla-ed under a system of Government supervision, and be divided somewhat as the French roads are: ‘ First, national roads. These to be built and maintained by the General Government, and be located with reference to military and postal requirements. Second, State roads. These to be built and maintained by the several States, and connect the various localities of the States, and be planned with reference to the national loads. Third, county or neighborhood roads. These to bo built and maintained by counties and townships, and be located with reference to the classes just mentioned. Those who advocate this idea say that if our common roads were improved by some such plan as this, we should soon have them in charge of competent and educated engineers. The national roads would probably be in charge of army engineers; the State roads in charge of engineers graduated from the agricultural and mechanical schools; and the neighborhood roads in.charge of local men, who, once having had the example Bet them of how good roads are built, would be entirely competent to do what is usually necessary to be done in making a read of lessir importance. But even under such a plan as this, each county‘’should have au engineer to design the difficult work, determine upon the location of routes, and inspect constructions and repairs:

The Location oi Highway*. "When a railroad is contemplated between two distant points, careful surveys arg made by competent engineers before a route is finally selected. All the preliminary lines which have been Tun are carefully put down on a map, estimates are. made as to the cost of building and maintaining each, and further calculations elaborated as to the traffic whieh each of the lines would be able to secure and accommodate. When the roads which traverse parts of the United States were originally laid out, they were planned without reference to any great system which should at once .answer immediate requirements and last for all time. When the population became denser, and roads, being more traveßd, were found to be inadequate, there was an effort made In all such places to build permanent roads, but In the majority of eases the old haphazard Location of the reads was deemed to be good enough, and these tracks through the forests and over the prairies were adopted as permanent highways. As traffic again increased, these roads were again found to be inadequate, and the ’statesmen of the eountry saw very plainly that the poor roads which prevailed nearly all over the United States seriously menaced the prosperity of the people. Then began on a large scale a plan of highway improvement by which various States should be connected with each other. Before these great national roads assisted by the Government had been completed, ths railway came Into being, and -the attentioe of men was directed to making these new iron highways. The great systems of cdtnmon roads were negfooted, and the care and construction of eeoatry roads passed back to each ooanty sad township, and so they have remainqd, neglected, unrated ior, a boavy & ea tand sad all that land ptwdneaK and the great contributing

vigorous yduths and the most sturdy maidens. This system of properly locating and building common highways having been abandoned some half-century ago, it has been incumbent upon this generation to take up the work where it was then loft off. In locating the railroad an engineer needs to bear in mind that the railroad must be approached wherever there is to be a station. Stations are usually several miles apart, and, therefore, this part.of his problem is so simplified that he can locate his road with regard < ntirely to the general topographical features of the country, and then establish the stations at such places as may be easy of approach. But the engineer locating a common highway must bear in mind that his road must be- accessible on both sides as far as it stretches. See what a difference this makes! The railroad tn- i

A SAMPLE SCOTTISH ROAD—THE APPROACH TO GRANTOWN. [From Harper’s Weekly, by permission. Copyright, 1892, by Harper & Bros.]

gineer, in running up a valley, can hug high hills on one side, with a turbulent watercourse on the other; but such a location would be out of the question for the highway engineer, for those who are to use his road must be able to reach it easily from the farms on either side, and that without going out of their way. And in the matter of drainage, which is of even more importance in building a highway than a railroad, the task is more complex. The railroad runs over low ground with an embankment, and at convenient places lets the water through with a trestle or an open culvert. Such expedients are not permissible in locating highways. The highway engineer must select his route so that he can take the water beneath the road-bed in covered drains or bridges or covered culverts, and he must see that the water which is to go below will be concentrated at such places as he has provided for its passage, for it would never do for any moisture to get below the stone with which good highways are covered. Now, as to grades on highways, the engineer must display even greater care and skill. It is poor location to have deep cuts or high embankments on a highway, while the railway engineer can do as much of this as he chooses and his company has money enough to pay for. If lie chooses to go under a range of hills, he puts a tunnel through, and there he is on the other side. But these devices, which so simplify the work of the railroad builder, cannot be resorbed to by the road-maker. If he is obliged to go over a range of hills or cross a valley, he must so locate his linos that he can do both and still in each instance keep within a reasonable distance of the natural surface. And yet he must not make his grade so steep that heavy loads cannot be hauled over it easily, nor must he make his road very much longer than a straight line between the points from and to which he is building. The Economic Aspect. The condition of the common roads has a very interesting economic bearing of a direct nature, and an indirect one not less important. In the matter of the earning capa dty and value of horses and other draught animals the common roads have direct effect. If a horse can

STUCK IN THE MUD ON THE MAIN HOAD, TWO MILES FROM CLEVELAND, OHIO. [From Harper's Weekly, by permission. Copyright, 1892, by Harper & Bros,]

do one-third more work qn a good road and be in a working condition one-third longer than he can on a bad road, then his earning capacity, and hence his value, is increased just one-third. This assumption is based upon a very low estimate. In all probability, if it were possible to make an exact calculation, it would be found that the earning capacity and the total length of serviceable life of draught animals would be

COUNTRY ROADS—AMERICAN MUD. [From Harper’s Weekly, by permission. Copyright, 1892. by Harper & Bros.]

more nearly doubled than increased only one-third. The census enumerators of 1890 found that there were in this country 14,:U3,837 horses, valued at S6B each; 2,351,027 mules, valued at S7B each; and 36,849,024 oxen, and other draught animals, valued at sls each —making a total of 53,393,888 animals used on the roads, at ,a total value of $1,721,535,798. All these horses and mules work at some time on the roads, and indeed much the greater part of the total work done by thorn ti upon country roads and city streets. If all

the work done by them was upon the roada, the increased valuation, based upon the above hypothesis of earning capacity, would be $573,845,266, but as all the work is not done on the roads, it is only fair to reduce this by one-half, and then we would have, by a general improvement of the roads of the country, our property In horse and mules and other draught animals increased in value $2,860,922,633. I have no figures showing the value of carriages, buggies and other road vehicles in this country. To put their value at $500,000,000 would bo placing it very low. and there would be no chance to say that the estimate or guess was exaggerated. Taking into consideration the cost of repairs necessitated by reason of ba 1 roads and the shortened serviceable life to such vehicles, I feel safe in assuming that with good roads these vehicles I would last one-half longer, and their

| value, therefore, be Increased at least | $250,000;000. Taking these two sources ,of increased valuation together, we should have an enhanced property val- ' nation of $536,922,633, all brought about ! by the Improvement of the common I roads. Mr. Isaac B. Potter, the chairman of the National Committee on Improvement of the High-ways of the League of American Wheelmen, has assumed in round numbers that the draught animals in use in the United States are worth $2,000,000,000. He says: “Busy or idle, thes? animals must be

COUNTRY ROADS-FRENCH STONE. [From Harper's Weekly, by permission. Copyright, 1892, by Harper & Bros.]

fed and cared for every day. They are boarders that you can't get rid of when the busy season is over, and it stands you in need to keep them at work. Two billion dollars make a large sum invested at 5 per cent, interest. It would produce nearly $2,000,000 per week. Then you throw away more than 16,000,000 of horses and mules alone, and to feed and care for these it costs the modest sum of $4,000,000 per day. A little while ago a very clever and intelligent

citizen of Indiana estimated that bad roads cost the farmer sls per year for each horse and mule in his service. This means a loss in the aggregate of ! nearly $250,000,000 per year; add wear and tear of wagons and harness, SIOO,000,000; depreciated value of farm lands, $2,000,000,000; total, $2,350,000,000. "Making the utmcst allowance in favor of the farmer, and granting l the necessity of the liberal use of horse power in the maintenance of agricultural traffic, it is easily certain that the farmers of this country are keeping at least 2,000,000 horses more than would be necessary to do all the hauling between farm and market, If only the principal roads were brought to a ; good condition. If you estimate that all these horses are fed an ordinary army ration of hay and oats, it requires 14,000 tons of hay or fodder and 750,000 bushels of oats per day to ieed these unnecessary animals, which themselves have a money value of $140,000,000. The value of hay and oats fed to these horses per day is about $300,000, or something like $114,000,000 per year.’’ These are large figures. Now let us see what it would cost to do the necessary work so that such savingsxould be made. It has been estimated by the authorities of the State of New York that with $10,000,000 the roads in the entire State could be put in a very good condition. The roads in New York are not better than they are in other States. They are a good deal worse than in Borne of the New England States, for instance, and I therefore assume that this estimate can be followed as a guide in determining what would be needed to complete in the whole country excellent roads, which, once constructed, could be cheaply and easily maintained. Considering the area of New York and the density of population, and using these figures in the problem, I estimate that $4( 0,000,000 would give us a good system of ■ common roads all over the country. This is a great deal of money, but it doesn’t seem great compared with the values which would be enhanced by

its vrtso expendltai<e. And right here 11 may bejioted that the cost of maintaining and repairing a highway properly constructed in the first instance ought never to be greater for a year than 1 per cent, of Its first cost. In the two items of horses and vehicles, as I have shown, the increased value of these properties would more than pay for the improvement; but it is not the greatest value, by any means. The effect upon the horses and vehicles used on roads would be more Immediate and more direct, and therefore I huve 4 called particular attention to this phase of the subject. The enhancement of the value of real estate would be so great that the items I have mention) d would seem so insignificant as not to be worth discussing. In one neighborhood alone —that of Union County, New Jersey—the improvement of the roads has changed values so greatly that men who a few years ago were struggling farmers, with earnings so scant that it was ditlieutt to make two ends meet, are now not only well-to-do but absolutely rich. They can sell their crops at good pn fits; they can grow more profitable crops; they can get these crops quickly and cheaply to market; and their lands, for which atlow prices it was formerly almost impossible to find purchasers, are now in demand at prices which, compared with the old oncer of things, seems fabulous, and the mere mention of which suggests a most unaccustomed condition of opulence.

Th© Social Side. These are a few of the direct economic ! problems in which the, roads are factors. There is another one worthy of mention of even greater importance. It is hard to put any money estimate upon the value of an improved social condition; indeed, it is impossible. But our La 1 roads have so seribus aS influence upon country life and the happiness of the men and women who lead rural lives that in all probability a purely social aspect of the case is more important than any other. One can scarcely pick up a newspaper now. days without reading that in farming communities it is most difficult to get competent and trustworthy agricultural laborers. When any thoughtful observer sees in the great cities how the families of the men who do what is called laborers’ work are lodged, when he sees them huddled together in great, badly smelling tenement houses, he marvels that they should prefer this to life in the country, where fresh air is free and wholesome food is cheap, but there can be little doubt there is a preference for. this kind of existence in cities, even though it be a fact that work is harder to got there than in the country, and not a bit more regular. Not only is this the case with laborers, but we find, whenever we choose to inquire, that the best youths born of country families early begin to feel a hankering for town life. If they staid at home to till the soil or fields there would not be this scarcity of agricultural laborers which has just been noted; but no sooner does an adventuresome youth in the country begin to feel the down upon his checks changing into whiskers than he is fired with an ambition to go to some city and become a member of the great bustle and strife which the close competition of men with m< n produces. This doesn’t mean that he ?s afraid of the hard work that has to be done on the farm, for none but a fool would believe that a man to succeed even moderately doos not have to work just as hard in town as in the country, and farmers’ boys are not fools—at least they have not proved themselves to be in America —for the great majority of our distinguished and successful men have been recruited not from the colleges and universities of learning, but from these very fields which now suffer because there are not men enough to cultivate them. Among those who conspicuously advocate the idea that the national government should take a part and lead in this matter of rea l improvement is Gen. Boy Stone, of New York, the engineer and inyentor. The restless activity of General Stone’s mini has been directed to this problem for many years, and he has recently secured the co-operation of several prominent statesmen in Washington in a project soon to be formulated in a bill to be brought before Congress. This bill proposes the formation of a National Highway Commission, which shall examine the whole subject, formulate a plan for a National School of Roads and Bridges, and make an exhibit at the World’s Eair.

Copper by the Thousand Tons.

Years ago, when it was known that the supply of copper in the Lake Superior region was very large, and the uses of that metal in the arts were confined to certain well-established limits, no doubt there were people who foresaw a glut o's the copper market, and looked for the time, not far removed, when copper mining would scarcely pay expenses, for want of sufficient demand for the article. But in the period, say twenty years, which has since elapsed, many things have happened, one of which is the invention of the telephone. It is a remarkable device, and one of never-ceasing interest as well as utility; but it would not at first glance appear to have any special relation to the copper-mining industry. One of its recent phases, however, has a very material bearing upon that interest. It is stated that the American Bell Telephone Company has fifty lines of long-distance telephone in process of construction from Chicago to New York, and that each will require two lines of wire, making 100 lines of single wire. The distance from New York to Chicwgo being but a trifle less than 1,000 miles, here is, approximately, a total of 100,000 miles of copper wire. Its weight is 774 pounds to the mile, giving an aggregate of more than 17,000,000 pounds, or over 8,500 tons. This is about 1,500 tons more, it is -said, than the entire production of the Tamarack, one of the leading copper mines of the Lake Superior region, for the year 1890. Twenty years ago, or even ten years ago, the most far-see-ing observer could not have anticipated this demand upon the copperproducing resources of the country. And whether in e.Metrical science or in any other department of human effort, it is just as impossible at this moment to make a forecast of the situation which will exist jn 1900 or 1910 as it was in 1870 or 1880 to predict the advances which have been made between those dates and the present. It is difficult to realize, as regards the progress of invention, that the future is a sealed book precisely as the past has been. But it is a reasonable belief that the wonders of rne future will surpass those of the past; for the work of one decade only broadens the foundation for the next. —Mechanical News.

Britain’s Pride.

The British Museum originated with a grant by Parliament in 1753 of £20,000 to the daughter of Sir Hans Sloane, in payment for his fine library and vast collection of the productions of Nature and art. To this collection were added the Cottonian, Harleian and bther collections.

THE SARATOGA MIRACLE

FURTHER INVESTIGATED BY AN EXPRESS REPORTER. The Facte Already Stated Fully Confirmed —lnterviews with Leading Physician* Who Treated Quant—The Most Marvelous Case In the History of Medical Science. A feir weeks ago an article appeared in this paper copied from the Albany (N. Y.) Journal, giving the particulars of one of the nic-st remarkable cures of the nineteenth century. The article was under the heading “A Saratoga County Miracle.” and excited such widespread comment that another Albany paper—the Express—detailed a reporter to make a thorough investigation of the statements appearing In the Journal’s article. The facts as elicited t>y the Express Reporter are given la the following article, which appeared In that paper on April 16, and makes one of the most Interesting stories ever related: A few weeks ago there was published In the Albany Evening Journal the story of a most remarkable—lndeed, so remarkable as to well justify the term “miraculous”— cure of a severe case of locomotor ataxia, or creeping paralysis; simply by the use of Pink Pills for Pale People, and, in compliance with Instructions, an Express reporter has been devoting some time in a critical investigation of the real facts of the case. The story of the wonderful cure of Charles A. Quant, of Galway, Saratoga County, Now York, as first told in “The Journal,” has been copied Into hundreds if not thousands of other daily and weekly newspapers, and has created such a sensation throughout the entire country that it was deemed a duty due all the people, and especially the thousands of similarly afflicted, that the statements of the case as made in the “The Albany Journal” and copied into so many other newspapers, should, if true, be verified; or, if false, exposed as an imposition upon public credulity.

Ihe result of the Express reporter's investigations authorizes him in saying that the story of Charles A. Quant's cure of locomotor ataxia by the use of Pink Pills for Pale People, a popular remedy pre- , pared and put up by the Dr. ■Williams Medicine Company, Morristown, N. Y., and Brockvllle, Ontario, IS TRUE, and that all its statements are not only justified but verified by the fuller development of the further facts in the casa Perhaps the readers of the Express are not all of them fully familiar with the details of this miraculous restoration to health of a man who after weeks and months of treatment by the most skillful doctors in two of the best hospitals in the State of New York—the Roosevelt Hospital in New York City and St. Peter’s Hospital in Albany—was dismissed from each as incurable and, because the case was deemed incurable, the man was denied admission into several others to which application was made in his behalf. The story as told by Mr. Quant himself and published in the Albany Journal is as follows: “My name is Charles A. Quant lam 37 years old. I was born in the village of Galway, and excepting while traveling on business and a little while in Amsterdam, have spent my whole fife here. Up to about eight years ago I had never been sink and was then in perfect health. I was fully six feet tall, weighed 180 pounds and was very strong. For twelve years I was traveling salesman for a plawo and organ company, and had to do, or at least did do, a great deal of heavy lifting, got my meals very irregularly, and slept in enough ‘spare beds' in country houses to freeze any ordinary man to death, or at least give him the rheumatism. About eight years ago I began to feel distress in my stomach, and consulted several doctors about it They all said it was dyspepsia, and for dyspepsia I was treated by various doctors in different places, and took all the patent Medicines I could hear of that

claimed to be a cure for dyspepsia. But I continued to grow gradually worse for four years. Then I began to have pain In my back and legs and became conscious that my legs were getting weak and my step unsteady, and then I staggered when I walked. Having received no benefit from the use of patent medicines, and feeling that I was constantly growing worse, I then, upon advice, began the use of electric belts, pads, and all the many different kinds of electric appliances I could hear of, and spent hundreds of dollars for them, hut they did me no good. (Here Mr. Quant showed the Journal reporter an electric suit of underwear, for which he paid $124.) In the fall of 1888 the doctors advised a change of climate, so I went to Atlanta. Ga.. and acted as agent for the Estey Organ Company. While there I took a thorough electric treatment, but It only seemed to aggravate my disease, and the only relief I could get from the sharp and distressing pains was to take morphine. The pain was so intense at times that it seemed as though I could not stand it, and I almost longed for death as the only certain relict In September of 1888 my legs gave out entirely and my left eye was drawn to one side, so that I had double sight and was dizzy. My trouble so affected my whole nervous system that I had to give .up business Then I returned to New York and went to the Roosevelt Hospital, where for four months I was treated by specialists and they pronounced my case locomotor ataxia and Incurable. After I had been u'uler treatment by Prof. Starr and Dr. Ware for four months, they told me they had done all they could for me. Then I went to the New York Hospital on Fifteenth street, where, upon examination, the/ said I was Incurable and would not take me in. At the Presbyterian Hospital tnoy examined me and told me the same thing. In March, 1800, I was taken to St. Peter's Hospital in ! Albany, where Prof. H. H. Hup frankly told my wife my case was h6peless; that he I could do nothing for me and that she had better take me back home and save my • money. But 1 wanted to make a trial of Prof. Hun's famous skill and I remained : under his treatment for nine weeks, but. i secured no benefit. All this time I j had been growing worse. I bad be- ' come entirely paralyzed from my I waist down, and had partly lost control of I my hands. The pain was terrible; my legs i felt as though they were freezing and my , stomach would not retain food, and I fell away to 120 pounds. In the Albany Hospital they put seventeen big burns on my back one day with red-hot irons, and after 0. few days they put fourteen more burns I on. and created me with electricity, but I i jot worse rather than better, lost control of my bowels and water, and, upon advice of the doctor, who said there was no hope for me. I was brought home, where it was thought that death would soon come to relieve me of my sufferings. Last September, while in thlssufferlng and helpless condition, a friend of mine in Hamilton, Ont., called my attention to the statement of one John I Marshall, whose case had been similar io my own, and who had been cured by ;he use of Dr. Williams' Pink Pills fop Pale People. In this case Mr. Marshall, rho is a prominent member of the Royal Templars of Temperance, had, after ; lour years of constant treatment by the most eminent Canadian physicians, been 1 pronounced Incurable, and paid the SI,OOO : total disability claim allowed by the order In such cases. Some months after Mr. Marlhall began a course of treatment with Dr. Williams’ Pink Pills, and after taking some If teen boxes was fully' restored to health. I thought I would try them, and my wife tent for two boxes of the pills, and I took * them according to the directions m the i

■ ■■- wrapper on each box. For the first few days the cold baths were pretty severe as I was so very weak, but I continued to follow instructions m taking the pills and the treatment, and even before I had used up the two boxes of the pills I began to feel beneficial results from them. My pains were not so bad. I felt warmer; my head felt better; my food began to relish and agree with me; I could straighten up; the feeling began to come back into my limbs: I began to be able to get about on crutches; my eye came back again as good as ever, and now, after the use of eight boxes of the pills, at a cost of only 14—seel—I can walk with the help of a cane only, walk all about the house and yard, can saw wood, and on pleasant days I walk down town. My stomach trouble is gone; I have gained ten pounds; I feel like a new man, and when the spring opens I expect to be able to renew my organ and piano agency. I cannot speak in too high terms of Dr. ■Williams’ Pink Pills for Pale People, as. I know they saved my life after all the doctors had given me up as incurable” Such is the wonderful story which the Express reporter has succeeded in securing verification of in all its details, from the hospital records where Mr. Quant was treated and from the doctors who had the case in hand and who pronounced him incurable. Let it be remembered that all this hospital treatment was two and three years ago, while his cure, by the use of Dr. Williams’ Pink Pills for Pale People, has been effected since last September, 1881. So it is beyond a doubt evident that his recovery is wholly due to the use of these famous pills which have been found to have made such remarkable cures in this and other cases. Mr. Quant placed in the hands of the reporter his card of admission to Roosevelt Hospital, which is here reproduced in further confirmation of his statements:

To verify Quant’s statement our reporter a few days ago (March 31, 1892) called on Dr. Allen Starr at his office. Na 22 West Twenty-eighth street. New York City. Dr. Starr is house physician of the Roosevelt Hospital, situated corner of Ninth avenue and Fifty-ninth street. In reply tc inquiry he said he remembered the case of Mr. Quant very well and treated him some, but that he was chiefly treated and under the more especial care of Dr. Ware. He said he regarded this case as he did all cases of locomotor ataxia as incurable. In order that our reporter might get a copy of the history of the case of Mr. Quant from the hospital record he very courteously gave him a letter of which the following is a copy: - “Dr. M. A. Starr, 22 West Forty-eighth street, office hours. 9 to 12 a. m., New York, March 31, 1892.—Dear Dr. Vought: If you have any record of a locomotor ataxia by name of Quant, who says he came to the clfhlc three or four years ago, No. 14037, oi the O. D. Dept, Roosevelt, sent to pie from Ware, will you let the bearer know. If you have no record send him to Roosevelt Hosp. “Yours, Starr.” By means of this letter access to the records was permitted and a transcript of the history of Mr. Quant’s case made from them as follows: “Na 14037. Admitted Sept 16, 1889, Charles A. Quant, aged 34 yeara Born, U. S. Married. Hoboken. ” “History of the case: Dyspesla for past four or five years. About fourteen months partial loss of power and numbness in lower extremltiea Girdling sensation about abdomen. (Nov. 29, 1889, not improved, external strabismus of left eye and dilatation of the left eye.) Some difficulty in passing water at times; no headache, but some dizziness; alternate diarrhoea and constipation; partial ptosis past two weeks in left eye. “Ord. R F. Bl pep and Soda.” These are the marked symptoms of a severe case of locomotor ataxia. “And Dr. Starr said a case with such marked symptoms could not be cured and Quant, who was receiving treatment in the outpatient department, was given up as incurable." “There never was a case recovered in the world,” said Dr. Starr. And then said: “Dr. Ware can tell you more about the case, as Quant was under his personal treatment lam surprised.” he said, “that the man is alive, as I thought he must be dead long aga” Our reporter found Dr. Edward Ware at his office, Na 162 West Ninety-third street. New York. He said: “I have very distinct recollections of the Quant case. It was a very pronounced case. 1 treated him about eight montha This was in the early summer of 1890. I deemed him Incurable, and thought him dead before now. Imagine my surprise when I received a letter from him about two weeks ago tolling me that hfi was alive, was getting well and expected soon to be fully recovered. ” “What do you think. Doctor, was the cause of his recovery?" “That is more than I know. • Quant says he has been taking some sort of pills and that they have cured him. At all events, I am glad the poor fellow is getting well, for his was a bad case and he was great sufferer. ” Dr. Theodore R. Tuttle, of 319 West Eighteenth street, to whom our reporter is Indebted for assisting courtesies, said of locomotor ataxia: “I have had several cases of this disease in the course of my practice. I will not say that it is incurable. but I never knew of a case to get well; but I will say it is not deemed curable by any remedies known to the medical profession. ”

After this ■ successful and confirmatory investigation In New York, our reporter, Saturday, April 2d, 1892, visited St. Peter’s Hospital, in Albany, corner of Albany and Ferry streets. He had a courteous reception by Sister Mary Philomena, the Sister Superior of St. Peter’s Hospital, and when told the object of his visit, said she remembered the case of poor Mr. Quant very distinctly. Said sho: “It was a very distressing case and excited my sympathies much. Poor fellow, he couldn’t be cured, and had to go home in a terrible condition of helplessness and suffering.” The house physician, on consulting the records of St. Peter’s Hospital, said he found only that Charles A. Quant entered the hospital March 14th, 1890, was treated by Dr. Henry Hun, assisted by Dr. Van Derveer. who was then, 1890, at the head of the hospital, and that his cwse being deemed not possible of cure, he left the hospital and was taken to his home, as he supposed to die. Such is the full history of this most remarkable case of successful recovery from a heretofore supposed incurable disease, and after all the doctors had given him up, by the simple use of Dr. Williams’ Pink Pills for Pale People. Truly it is an interesting story of a most miraculous cure of a dreadful disease by tbe simple use of this popular remedy. A further Investigation revealed the fact that Dr. Williams’ Pink Pills are not a patent medicine in the sense in which that term is usually understood, but are a scientific preparation successfully used in general practice for many years before being offered to the public generally. They contain in a condensed form all the elements necessary to give Mew life and richness to the blood, and restore shattered nerves. ’1 hey are an unfailing specific for such diseases as locomotor ataxia, partial paralysis, St Vitue dance, sciatica, neuralgia, rheumatism, nervous headache, the after effects of la grippe, palpitation of the heart, pale and sallow complexion!, that tired feeling resulting from nervous prostration; all diseases depending upon vitiated humors in the blood, such as scrofula, chronic erysipelas, etc. They are also a specific for troubles peculiar to females, such as suppressions, irregularities, and all forms of weakness They build up the blood and restore the glow of health to pale or sallow cheeks. In the case of men they effect a radical cure in all cases arising from mental worry. overwork or excesses of whatever nature. On further inquiry the writer found that these pills are manufactured by the Dr. Williams Medicine Company, Brockvtlie, Ontario, and Morristown, N. Y., and are sold in boxes (never tn loose form by the dozen or hundred) at 50 cento a box. or six boxes for $2.50, and may be had of all druggists or direct by mall from Dr. Williams’ Medicine Company, from either address. Tbe price at which these pills are sold makes a course of treatment comparatively inexpensive as compared With other remedies or medical treatment.

HUMOR OF THE WEEK.

STORIES TOLD BY FUNNY MEN OF THE PRESS. Many Odd, Curious, and Laughable Phases of Human Nature Graphically Portrayed by Eminent Word Artiste oi Our Own Day. Why He Liked io ClimbI remember, I remember The hickory trees so hlsrh That I would climb with hope to bag Some shellbarks on the sly. Of ourse it was a childish whim, But ah! little joy To find how Farmer Jones’ dog Could masticate a boy. —Boston Courier. Providentially Penniless. Moop—There goes Shoop. He’s the biggest dead-beat in town. Kloop—So he is. He’s done me out of money more than once. Moop—Why, I’ve saved fortunes on that fellow by not having had them! —Smith, Gray & Co.’s Monthly. Where They Differ. Dudely Canesucker 1 tell you what, Mr. Tlaintork,’the idea that there is a pwersonal devil nevah comes into my head. Mr. Plaintork—That’s just like my dog, but he never goes around howling about it.—Texas Siftings. Salaries and DutiesHe—l think we need not worry about the future. lam now getting $2,000 a year as second assistant subeditor of the Daily Blower. She—-Yes; but you are killing yourself doing two men’s work. He—l know; but before long I may be promoted and then I will get $3,000 for doing one man’s work; and if I have patience 1 will eventually reach a position where I will get $5,000 for doing nothing at all.'—New York Wpekly. Imitating the Drop Curtain. “Where are you going?” said Mrs. Murray Ilijl, as her husband started to go out at the end of tlie first act. “Oh, no place much.” he replied. “I notice that the curtain has .taken a drop, and 1 thought of doing the same thing myself.”—Texas hittings. M fir lit Have Been Worst). She—“l am very sorry our engagement must cease. I can never marry.” He—“My gracious! What has happened?” She—My brother has disgraced us. He —“Oh, is that all? That doesn’t matter. I feared may be your fatner had failed.”—New York Weekly. Too Good to Toll. Mrs. Sanger—What were you laughing at while papa was saying grace? Edith—Jus’ a joke. Mrs. Sanger—Why, Edith! what sort of a joke? Edith —A private joke. Mrs. Sanger—Can't you tell me about it? Edith —No; it was jus’ a private joke’’tween me an’ Dod.—Smith, Gray & Go’s Monthly. Who Was the Sick Man ? Clara —I don’t like these photographs. I showed them to my invalid uncle, and he says they are horrid. Photographer—Well, you can’t go by what he says; a sick man and a well man take a different view of tilings, you know. Clara —Well, then, he must have been comparatively healthy to what you were when you took those photographs. Life inPlzon Creek.

Postoflice Inspector—Sir, there are complaints by Eastern recipients of letters from this office that you cancel the stamps by shooting holes in the envelopes. Postmaster Whooper—That’s where the Eastern recipients differ from the last sneakin’ low-lived postoffice Inspector that come here. I canceled him by shootin 1 holes in him too, but he didn’t make no complaint. He was too thoroughly canceled!—Texas Siftings. A Mistaken Policy. First tramp—l say, Mike, th’ fashion of gents like me an’ you carryin’ Clubs is a mistake. Second tramp—Git out! Clubs scares people inter bein’ hospitable, don’t they? Eirst tramp—They useter; but w’en folks began ter notice our clubs they began ter keep big dogs, an’ now it takes all th’ cold vittles they has ter feed th’ dogs.—New York Weekly. A Dreadful Threat. An Austin colored man, with protruding eyes, rushed into Justice Tegener’s office and exclaimed: “I wants Col. Jones, who libs nex’ door to me, put under $1,000,000 bonds ter keep de peace. ” “Has he threatened your life?” “He has done dat berry thing. He said he war g’wine ter 1111 de nex’ niggah he found after dark in his hen-house plum’ full ob buckshot.”— Exchange.

“Perseverance," Etc.

How much a man may love a horse and hate to lose him has recently been shown in the case of an old farmer in Illinois, who traveled over 1,000 miles of country trying to And an old $25 plug which was stolen from him two years ago. He got the animal at last, in Georgia.

Causes of Jersey Lunacy.

At a meeting of the Essex County (N. J.) Council, the lunatic asylum committee reported that the superintendent of the asylum had informed them that the chief cause of lunacy there was the marriage of cousins and the next principal cause was drink.