The New York Authorities, In View

of the great deraand for aspbalt ' ways are perplexed as to what ( tion to make of the basalt blocks now in use The solution is very easy If the present Wilson-Gorman Democratie Tariff should long continue at the present increasins magnitnde of the imports and the decfeaseing rate of exports they oan be used for ballast for steamers going to Europe. - Sing Sing Kepublican. In spiteof the fact that the duties on wiridow iass have been reduced nearly one-half by the provisión: of the new Tariff, the manufactures have foi-med a trust. The trust has already advanced prices nearly 18 percent. And another advance of 5 per cent. is likely to iollow. What becomos of the argument that a Protective Tariff fosters' trusts, and tb at a revisión of duties according to Democratie iedas would be a death blow to such combinations? - Troy Daily Times. PoLiracAL alïaira in Detroit have a deeidad Pingree hue. He captured the Republican eonvention without any oppoaltionto speak of, wliile the Fret Presa, the Democratie organ of tin; state, is so disgruntled at the Dejnocractic nominee for mayor tluit itpractically advises the opposltion toPiagreenot logo to the polls on election day. bul to "take to tlie woods." Tiiis means that Pingree will have at least tenor iif'teen thousand majority thi.s fall. The wheat erop of 1895, as given by Dornbusch's list, was. 395,195,000 quarters. This is lesa than 5,OOO,o6o quarfcers larger than the world's wheat erop of 1892 On July 1, 1892, the price of wheat in New York was 89 1-4 cents but on July 1, 1895, the price was only Ï3 .'i-4 cent8, a decrease of 15 1-2 cents a bushel. Does the inerease of 1 3-4 per cent. in the world's wheat erop between the two periode account for the decrease of 18 per cent. in tne value of wheat within the same period American fleece wools declined f rom " 1-2 cents to 15 cents per pound and American scoured wools from 15 to 27 1-2 cents per pound between Oetober 1, 1891, and Oetober 1, 1895. Foreign wools, on the other hand, were higher Oetober 1, 1895 than they were on Oetober 1, 1891, notwithstanding that the Free-Traders prophesied that FreeTrade in wool would advance the price of wool in this country. Protectionists said it would cheapen wool here and advance it abroad. The Protectionists were right. American sheep are still going to market in vast numbers. August, 1894, was known as virtually a panic month, so great was the rush of sheep into the Chicago market; yet the report for August, 1895, shows an increase of 40,000 head over that of the corresponding month the preceding year, while an excess of 3,000 for the first 'week in September indicate8 that the haste to sell is still an uppermost feature. Under these conditions many Western sheep men have sold out almost every one, two or three year old sheep in their flocks, so that now their stock is at the point of certain deterioration. - Breeder's Gazette. The President and officers of the Grand Trunk Railway, at Port Huron the other day, informed the Common Council of that city that thier road was not run to build up or to especially accommodate towns alone its Unes. It is this selfish policy that has brought so many railroad corporations undor the bon of public opinión. The great Canadian Pacific Railway has never pursued this narrow and illiberal policy. It uses every reasonable means to aid and build up towns along its line, and accommodate the public whom it serves and from ivhom it draws its income and support. As a result it has had a phenominal ircnvth and prosperity. In less than twenty years it has built and secured, control of between six and seven thousand miles of track and now has the longest continous line in the world. Within the memories of men now living there was not a. mile of railroad track in the country and wiihin tweuty years the Canadian Pacific alone has built enough to i-each one quarter of the way around the globe. The trains of this immense corporation, movinff from Halifax on the Atlantic, to Vancover on the Pacific, whethor they are running through the cities and thiukly populated districts of the east, or the lonely forests of unsettled Canada, the vast open plains of the Great North-west, or the treraendous gorfes of the Rocky mountain and Selkerk ranges, all move with the precisión of clock work. No vfi-y serioua accidenta have oecured on this line. The management is as nearly perfect as railroad management can e'ver be. As an instanee, we left Uetroit the other day and from that point to the termination of one of its branch Unes at Newpcrt, in Vertnont, the train wasexactly on time at every stabut one, and there it was but three minute late! It hardly seems possible tliat such a feat could be done over such a long line of road passing aereas irreal rivera through populouB cities like 'l'oronto and Montreal und meeting and nginumerable trains, by the way ! Oí all tlie routes from the west to northern and eastern New England, the Canadian Pacific is by all odds the shortest and most comfortable, besides 't has the further advantageof passing all the way through a tlnely cultivated región to Newport, the curious narrow farms of the Canadian FVench, the populous Americanizad city of Toronto and the quaintly built Frenen city of Monteral. On Our way w.i passed man y places of great historica] interest. We crossed the spot where the poet Moore resided when ir Canada, aua where he wrote the celfrbrated "Canadian Boatman'e Song." At Montreal our train took us into the magnificeno Canadian Pacific depot, with the single exception of the Union depot at St. Louis, the finest rilroad depot on the continent. From Montreal we crossed the St. Lawrence the only great river in the world whese waters are always frosh, cool and clear, over an iron bridge so delicate beautiful that it seems in the distance as if it floated in the air. Soon after crossing the St. Lawrence the whole oHy of Montreal comes into view, its steeples so numerous that it seems t.o beacity of churches all over toped by the mighty roof and lofty square towers of the great Roman Cathotic Cathedral of Voter Dame, che largest church edifice in North America. In three hours after leaving Montreal we first catch a glimpse through the trees of Lake Memphremagog classic in the traditions and legends of New England, nestling like a jewel among the hills. As our train moves along the shore of this cdarming lake we recall the Unes in whittier's "Snow Bound." Our Father rode against hls ride By Metaphramagog'g woody side. Sat down again to moose and samp In hunter's hut or Indian Camp. At Newport, the popular and delightful aummer resort at the south end of the lake, the Canadian Pacific connects with the "Boston and Maine," the two roads running in friendly and close connection. A few miles south of Newport, at St. Johnsbury, a road runs to the left and carries you through the heart of the White Mountains by Falyan's and through the famous and thrilling Crawford notch to Portland and Boston. Thirty miles below at St. Johnsbury at Wells river, you may again turn off to the left anc reach Boston via the Franconian mountains in full sight of the lordly Moose Hillock and alontr the shores of ihe beautiful lake Winnipasaukee. A few miles below Wells river you may turn to the left a third time and reach Boston via Concard, the capitol of New Hampshire, and the manufacturing towns of Kashua, Manchester and Lewell. These three roads take one through the finest scenery of New England, shewicg the traveler its loftiest mountains, its mst beautiful lakes, some of its finest rural villages and every presenting landscapes of marvelous beauty. A trip fo New England by way of the Canadian Pacific railway to Newport and thence by either of the above three routes to Boston reveáis a penovama which by an intelligent traveler will never be' forgotten. The west owes a debt of gratltude to the Canadian Pacific railroad that it has enabled us to 9njoy such a trip, so quickly, so comfortably, so safely, and with so much restful satisfaction and delig'ht.