and the wire gauze. Of course a neater and more workmanlike arrangement will occur to any one with mechanical ingenuity, but the principle is merely to have an opening extending the entire width of the window at the upper part of the screen. It is evident that it is possible for flies to enter the room through this opening, which is only intended for exit, but the few that will find their way inward bear a very small proportion to the larger number that inadvertently second the inventor's intention. G. P. Yule, the inventor, attaches no conditions or patents to his device, and it is safe to conclude that its use is open to all.

Rapid transit is one of the vital questions of the day, not only in the large cities but for long distances as well. The necessary conditions of electric motors and high rates of speed seem to indicate that for 2 through lines an almost straight course must be laid. With speed such as is contemplated, any curves must be very objectionable, owing to the almost irresistible lateral pressure. Experiments in the direction of single-rail roads have been in progress during the past year. A road of this description has been constructed across Long Island, and an experimental section has been in successful operation for some months.

Another device in this same direction is the Chase-Kirchner Aërodromic Railroad. As on the other road, the ends of the cars are sharp like the bows of a ship, so as to offer the least resistance to the air. In this road, however, a novel feature is introduced in a set of aeroplanes, readily adjustable, and intended to aid in overcoming the grades that may be encountered along the line. Elaborate experiments by Maxim, Langley, and others have proved that the most effective aeroplanes are short in the direction of motion-that is to say, like a bird's wing moving edgewise. A set of Venetian window blinds gives a good idea of the arrangement of these aeroplanes; they are supported on strong framework above the cars, and can be delicately adjusted to any angle. On both these roads a very high rate of speed is anticipated, 150 miles an hour being claimed as possible, while 100 miles an hour is confidently hoped for. To attain such speed with safety, curves must be abolished; and since there must be no such obstructions as are inseparable from grade crossings and the like, the track must be elevated. The single-rail system of course greatly simplifies the engineering problem, does away with the necessity of snow sheds and the like, and reduces the expense of right of way to a minimum. On a level the aeroplanes will be kept practically straight, and an ingenious mechanical device is arranged so that the lifting effect will increase or decrease automatically according to the steepness of the grade.

That the electric trolley must give way to conduits and storage batteries is generally admitted by electrical engineers. Conduit systems are in successful operation in Washington, and an underground electric system has been successfully tested in the Buda-Pesth street railways, which run in all directions through that city. These, according to the " Railway World." have been in operation several years, and their success from an engineering as well as

from a financial point of view is assured. This is believed to be at present the only tramway in Europe that is successfully operated by means of an underground conduit. The safety of the system as regards possibly fatal shocks from broken wires and the like is said to be fully demonstrated in practice.

An interesting experiment is reported from the American Car Company of St. Louis, which constructed a car especially for the purpose, space for the batteries being provided under the seats, accessible through openings at the rear of the car. The system followed was that of W. L. Silvey, of Dayton, Ohio, and the aim of the constructor was to secure the highest efficiency and the least possible weight consistent with an apparatus capable of withstanding the almost unlimited amount of hard usage that is unavoidable under such circumstances. It employs 108 cells, each weighing 27 pounds, and the total weight of the batteries is about 3,000 pounds. In a test run a round trip of 9 miles was made in thirty-five minutes. This included several complete stops, two considerable grades, several railroad crossings, and a long bridge. It was evident that 20 or 25 miles an hour was easily within the capacity of this car. It made 6,200 car miles, and no repairs were necessary either for the batteries or for the motor, the only renewals required having been a new set of carbon brushes. The total expenses for repairs was $2.50, all of which was expended upon the trucks. It is believed that a car can easily be operated at a cost not exceeding 8 cents a mile.

With the advent of storage batteries for car service, the danger from rioters will be largely diminished. Under the trolley system, a single broken wire may disable an entire line of cars, while if each car is provided with an independent storage battery a separate attack will be necessary for cach car in order to effect a wholesale stoppage.

Electric Traction.-The end of the year saw 9,000 miles of electric railway of different types in operation in the United States and Canada. The rolling stock included 30,000 cars, with 850,000 horse power, and the population per mile of track was 8,200. In contrast with this, in all Europe there were at last accounts only 500 miles in operation, with 1,260 cars and 24,700 horse power, and this with a population per mile of track of 765.000. Germany leads off with 190 miles; Great Britain follows with 65, France with 60, Austria-Hungary with 50, and Italy with 15. The rest of the 460 miles is made up of small lines scattered through the various nations. The English quota lies mainly in 2 lines, in London and Liverpool.

New Building Material.-Specimens of glass building blocks, or glass bricks, as they are popularly called, have been introduced in France and Germany, it is reported, with satisfactory results. They are hollow blown, very light, and strong enough to serve many architectural purposes. For domes, it is believed they will be peculiarly adapted, since their lightness will be largely in their favor as contrasted with brick or stone, and they will admit a modified light from sun and sky that will be very pleasing. In like manner they may be used for wall spaces where absolute solidity is not required,

and in many cases they may take the place of windows, where light without ventilation is the principal end in view. Walls constructed with these bricks" retain heat longer than any other kind, and since they admit sunlight they are peculiarly adapted to the building of greenhouses and conservatories. Walls 27 feet high have been built of glass bricks, without a strengthening framework, but above that height some supports are regarded as necessary. No mention is made of the endurance of the glass bricks under heat, as in case of fire, but they will no doubt stand quite as well as many of the substances now in common use. They are known to the profession as "Talconnier's blownglass bricks," and specimens were shown at the annual exhibition of the Architectural League.

Disposal of Kitchen Refuse.-Among the most difficult of the sanitary problems in connection with housekeeping, particularly in large cities, is the disposal of kitchen refuse. How to remove it and keep it separated from other kinds of waste material is a perpetual puzzle for municipal boards of health. A simple and inexpensive device has been introduced lately by the Sanitary Construction Company, of Boston, and has received the approval of the authorities of that city and New York. Col. George E. Waring, Street Commissioner of New York, has tested it personally, and gives it his approval. It consists of an addition in the

A HOUSEHOLD GARBAGE CARBONIZER.

shape of a horizontal cylinder set into the kitchen stovepipe near the point where it issues from the stove or range. One end of the cylin

der is removable, and attached to it is a rack or scoop with perforated sides and a tight bottom, as shown in the illustration. The refuse is placed in this scoop, and the whole is then reinserted in the cylinder. Enough open space is left around the receptacle and within the cylinder to admit of free draught, and the action of the heat and the products of combustion from the fire soon drives off the water from the refuse and reduces the solids to the form of carbon. All odors and gases resulting from the process go up the chimney, where they can do no harm. The skeptical may doubt the efficiency of this contrivance, on the ground that unless a very hot fire is perpetually kept up there will not be heat enough to effect the purpose; but a low degree of heat kept up for a long time will have the same effect as a greater heat for a short

additions are being constantly made is one of the greatest with which librarians have to contend. The card catalogue has been heretofore the nearest approach to a solution, but a recent invention, originating in the Newberry Library Chicago, appears to be a great advance even upon the card catalogue. This consists essentially of a box with a glass top, standing about breast high, and furnished with a crank. Inside are 2 hexagonal prisms turning on their axes, to one of which a crank is attached. Around these, and falling almost to the bottom of the box, is an endless chain made up of light metallic frames with flanged edges, into which can be inserted cards containing the designations of the books in the library. Looking in through the glass top, the user sees 4 long pages of cards arranged in alphabetical order, and he can turn

common-school education are expressly prohibited by the Constitution.

The religious-garb bill has had the effect of excluding the sisters from the ranks of publicschool teachers; in some instances the children whom they formerly taught have also been withdrawn from the schools.

The State Superintendent reports that the freetext-book law has given great satisfaction. A noticeable effect is seen in the increased attendance, amounting, in some instances, to 30 per cent.

Banks. The report of the Bank Commissioner shows the condition of 187 institutions, exclusive of building and loan associations-the report of which was to come later for 1895. The deposits aggregated $41,915,517.71; savings institutions, $73,937,638.28; trust companies, $103,114,827.73; total. $218,967,983.72; increase in 1895 over 1894, $14,043,926.12. The banks reporting to the department had a reserve fund in 1895 of $8,442.384.48; savings institutions, $6,375,362.77; trust companies, $20,450,665.49; total, $35,268,412.74. The report shows that there was a decrease of $2,713,586.68 in the reserve fund of these institutions in 1895.

The number of deposit accounts in banks in 1895 was 109,233; savings institutions, 282,677; trust companies, 112,648; total, 504,558. The average to each depositor in all institutions was $433.98.

Railroads. The report of the Secretary of Internal Affairs for the year ending June 30 shows that the total amount of stock of railroads operating in Pennsylvania is $1,099,303,383.42, and the capital stock outstanding $944,670,893.64. In 1894 the bonded indebtedness was $982,551,341.93, an increase in five years of $101,961,832.21.

There was expended $16,359,034.76 in the equipment, improvement of roads, and construction. The total cost of roads and equipment, as reported to the department, is $1,538,501,235.29. There were 1,538 persons killed and 10,607 injured by the steam railroads operating in the State. Twenty-nine of those killed were passengers.

The United States Supreme Court affirmed, in May, the constitutionality and validity of the Pennsylvania statute of 1879 assessing the tax of eight tenths of 1 per cent. upon the gross receipts of railroad companies for tolls and transportation.

The Amalgamated Association of Railway Employees decided, Dec. 16, to declare a strike upon the lines of the Union Traction Company in Philadelphia; their demands were for a working day of ten hours, $2 a day, and the recognition of the Amalgamated Association of Street Railway Employees. The strike lasted seven days. There were rioting and bloodshed and destruction of property, but no lives were lost. The strike was settled, Dec. 23, by the strikers accepting the company's terms. The new men who had taken the places of the strikers were, by the terms of the agreement, to divide their runs with the old employees who were to be taken back. It was estimated that the strike cost the company in fares $250,000. The Christmas shopping trade was almost entirely stopped. Three rioters were sentenced to

two years' and one to eighteen months' imprisonment.

The Supreme Court decided in March in a case involving the rights of trolley companies that the street-railway act gives no right of eminent domain, and that, as the trolley lines are incorporated under that act, they have no power to construct their road, where the taking of property is incident or necessary to it, without the consent of the property owners. Insurance. The report of the Insurance Commissioner for 1894 was published in September. The life companies of the State issued 4,637 policies, insuring $11,033,303, an increase over the business of the preceding year of 335 policies and a decrease of $250,531 insurance. The companies of other States issued 751,180 policies in Pennsylvania, insuring $165,453,269. The expenditures of Pennsylvania companies in 1894 were $7,914,311.62, of which $5,706,427.61 was paid to policyholders.

The report of the joint-stock fire and marine insurance companies of the State shows that there were 38 in 1894; assets, $42,305,059; liabilities, except capital, $21,398,170; capital, $12,052,875; surplus, $8,855,492; premiums received, $16,393,262; total income, $18,296,378; losses paid, $10,681,144; total expenditures, $17,496,524; dividends, $1,157,365; risks in force, $2,014,562,684.

There was a uniform decrease in fire, marine, and inland risks written, in premiums received, and in fire losses paid. The premiums received by stock companies during the year were $10,332,492, and the premiums and assessments of mutual companies were $1,391,096. The losses paid by stock companies were $5,355,109, and the losses paid by mutual companies were $1,045,

713.

Forest Fires.-The report of the Forestry Commissioner shows that during the year 225,000 acres of woodland were burned over, causing a loss of timber aggregating fully $1,000,000. Many fences were destroyed by these fires, and 5,000 men were engaged a total of about two hundred and fifty days in extinguishing the flames. The men received for their work in the aggregate $45,000. Twenty buildings were destroyed by forest fires.

Monuments.-The anniversary of the battle of Brandywine was celebrated Sept. 11 at the old Birmingham Friends' Meetinghouse, the principal point of the battlefield, by the unveil ing and dedication of a tablet to Lafayette and a granite monument to Col. Joseph McClellan. The monument was built by Col. McClellan's descendants and the Lafayette testimonial came from the Chester County Historical Society.

A monument erected near Taylorsville to mark the spot where Washington crossed the Delaware river before the battle of Trenton was dedicated Oct. 8 by the Bucks County Historical Society.

Legislative Session.-This extended from Jan. 2 to June 8. Senator Thomas was presi dent pro tem. of the Senate, and Representative Walton Speaker of the Houses About 1,200 bills were introduced, of which 587 went to the Governor and 489 were approved. There were 68 resolutions passed.

One measure that became a law was called