Carolina Watchman

              tenn of the watchman „ . subscription per year two dollars payable in jv nice i3ut if not paid in advance two dollar a i i-f tv c ts will be charged iertis'emen-ts inserted at a i for the first and 25 as * ;,;:_,■_ subsequent insertion court orders chirged , 25perc higher thl11 these rates - a liberal deduc j tion to those who advertise by the fear letters to lhe editors must be post paid 7b n of james river and ten nessee kail road yi 1 xl<>r of rockbridge has ode red an j fnimjrtanl amendment to the bill authorizing a ! subscription by tl state of three-fifths of the ! capital stock of the lynchburg and tennessee railroad company in ihe first place this arnendment directs a survey to he made of lines for a railroad from jame river to the tennessee line with two branches one commencing at lynchburg the other at buchanan and the two meeting at a common pnini in r.«n.*e five comams.on :_.__ i.i lhe hoard o ruble works ers appointed •_. ""' ' are lo lit ibis common point _ _ books are lo he opened for receiving 32.000 ; shares of _._•(> each which lhe corresponding ihret_fi__s to be subscribed i.y tlie state will make lhe whole capital 80,000 shares or four , jnillions of dollars each subscriber is to designate to which of lhe three sections of the road he wishes his subscription applied as soon as 200,000 is \ subscribed for the common stem from the ten nessee line the state is to subscribe _>_.(). 000 and so hi pari passu until the whole amount necessary lor the section is subscribed viz : 2,725,000 is subscribed when 300,000 shall have been subscribed for the lynchburg branch the slate is to subscribe 310,000 and when 150,000 shall have been subscribed fur the buchanan branch the state is to sub scribe 225,000 as soon as the joint sub scriptions amount to 500 000 lor tbe lynch burg blanch ; or to 350,000 for the bnchan an branch ; in either of these events the com pany is to be incorporated as the -• james riv er and tennessee rail road company the bill provides that lhe state shall have a ! vote oftbree-fifibs in all meetings of the compa j ny the -' lynchburg and tennessee rail road company is authorized at or before its next j annual meeting lo accept the terms of the act and substitute stock of lhe new company for its stock at present subscribed every subscriber being at liberty lo withdraw his subscription the common council of lynchburg is au . ihorized to guarantee g per cent dividends on lhe lynchburg branch on an amount not ex ceeding 360,000 or lo lake a transfer of such ■ guaranteed stock ; and to assess taxes for ihese | purposes on the property and persons of all per ! sons residing within the corporate limits and half a mile without them the richmond and danville railroad com i pany ! s authorized hereafter to connect wiih the proposed road al the common point in roa nuke or at any point between that aud the tennessee line ; and the company is lo have lhe privilege of running its cars on the road from liir point of connection to the tennessee j ime on ferms lo be agreed upon between the nvo companies or in case of their disagree menl by the board of public works — rich mond whig a trick of the out-going admin ' istkation i v tishington correspondent of the new yuri ( miner writes : ti nrnmenting the oilier day upon mr rockwell's speech in reference to thr condition of lb treasury i neglected lo mention an im portant art which seems also lo have escaped bi police the civil and diplomatic bill which j recently passed lhe house contains appropria linns for a million of dollars beyond lhe esti ; mate of ihe secretary in slating lhe expen diture's for the ensuing fiscal year uo calcula linn s sny portion of lhe foregoing services : was included phis wilful neglect occurred in the face of the fact all hough one locofi-co administration succeeded another full provision was made at th ad en i of mr polk for an entire change in tbe diplomatic corps of which be availed him sell . the fullest extent how mr buchanan will xplain this unworthy expedient remains to be seen ifil was no a wilful attempt lode prive gen taylor of a ri^lit conceded by the | uniform usage ofthe government it was at least a disregard of duty which will require some in genuity le palliate {. onformable to established usage the sec tar >( slate was in duty bound to estimate for lhe foreign service of an incoming admin istration id in failing to notify the head of the treasury to this effect he has subjected him self imputations that are anylhing but credit able other branches of the public service havt aisi i ecu disregarded or put aside with a view ot creating a favorable impression as lo the stats ii finances ; and in tliis way lhe civil and diplomatic bill lias been burthened with items and accounts that ought properly to have taken a dill rent direction or to have been in cluded in the estimates ofthe secretary of the treasury .. n important law among the important acts of lhe recent ses sion ofthe legislature none will have a more general and diiecl bearing upon the social re lations than lhat which makes " suitable pro visions lor femes core by this act hereaf ter all real est.ue owned by married women at lhe lime of marriage or that may hereafter j he acquired shall be exempt from execution and shall neither be sold nor leased by the hus band without her consent and all such proper ly that may be acquired alier 1st march next by any lady now married to be subject to lhe bame exemptions neither is the life estate of the husband in such lands liable lo execution greens pat a prospectus ofa small monthly periodical o he devoted to lhe general subject of educa hon and particularly to the common school merest appears in this paper tiie conduc 10 . dr n mendenhall is well and peculiarly qualified both as regards talent and inforina to make a journal ofthe kind highly use y to lhe public — it is to be hoped therefore view ol the popular want in this respect and the g 00 j _,,,,.), l w ork is calculated to effect l *^ ■"« it may meet with liberal encouragement f rico only 50 cents a year — ib florida sugar messrs j & t wad j dill h ve left at this oiiice a sample of the toost beautiful brown sugar that we ever fecollect to have seen made at magnolia n florida fay observe the carolina watchman bruner & james ) _ . . i " keep a check upon all vour editors <$• proprietors } rulers ., ) new series do tins axd liberty is safe j gen'l harrison j volume v number 42 salisbury n c thursday february 22 1849 plank roads report on plank roads made by mr phi lo white february 11 1848 in the legislative council of wisconsin the select committee to whom was re ferred the petition of citizens of racine and walworth counties praying the incor potation of a company with the view of constructing a plank road from the vil lage of racine to rock river having du ly considered the subject-matter of the prayer of the petitioners beg leave tore port : that it is obvious to all who attentive ly watch the progressive improvements of the day that the vast and rapidly-multi plying products of thesoil and of the mines of wisconsin and the no less rapidly-ex panding commerce of our inland seas and navigable rivers demand an increase of the facilities of intercommunication be tween the business points and the farming and mining districts interior so active is the competition and so strong the riv alry between those points for commercial supremacy that that one should chance to be laggard in her enterprise would as suredly run the hazard of being doomed to the hindmost rank in the great '* race of improvement which so peculiarly cha racterizes the present as the age of ■* pro gression and so rapid are the developments of the vast agricultural and mineral resour ces of our territory that we are admon ished that the period has already arrived where there ought to be speedy action to wards the improvement of the principal avenues between the business points and the productive inland districts so as to quicken the transit of goods c to the interior and lessen the time and expense of carrying our staple products to market latent elements of great wealth lie dor mant in the soil of wisconsin which with sufficiently augmented means of transpor tation would speedily duplicate our mar ketable products and consequently en hance the prosperity of the country in crease the welfare of the people and ac celerate the growth of our towns by ex tending the range of their trade and bu siness but the inquiry is suggested what are those means of transportation by which such important results are expected to be accomplished ? our answer may be found in the language of that eminent states man aud illustrious benelactor of the " empire state de witt clinton that " every judicious improvement in the es lablishment of roads * * increases the value of land enhances the price of com modities,and augments the public wealth in the absence of the natural advanta ges of water-carriage roods or public " high-ways are the avenues by which the interior gains ready access to mari time ports and market towns and through which flow streams of wealth to the na tion and comfort competence and con tentment to tlie people as aptly remark ed by professor gillespie " the roads ofa country are accurate and certain tests of the degree of civilization — their construc tion being " one of the first indications of the emergence of a people from the sav age state ;" and he views them as •' the veins and arteries of the body politic through which " flow the agricultural pro ductions and the commercial supplies whicli are the life-blood of the state acquiescing then as we presume all will in these premises the next inquiry is what kind of roads is best adapted to the present wants of our agricultural and commercial interests the physical characteristics of our country and the circumstances of our people ? — railroads are unquestionably the mighti est means of overcoming material space of producing immense changes in the con dition of localities and of linking togeth er remote portions of a continent with bands of iron that the genius of man has vet devised for connecting distant and important commercial points no other mode of land transportation can come in competition with them ; and we feel safe in predicting that ere the lapse of many years wisconsin'will be traversed by ma ny of these magnificent " highways les sening the expense and shortening the dis tance of travel and transportation be tween the great lakes and mississippi and facilitating and increasing the inter course between our southern borders and the northern and western extremities of our embryo " commonwealth but dearly-bought experience exam ples of which may be found in our own brief history touching internal improve ments have demonstrated the futility — the fatal error indeed — of thrusting im provements in advance of the business re quisite to sustain them individuals cor porations and even sovereign states have been forced into bankruptcy and driven to a humiliating repudiation of heir debts by heedlessly incurring enormous liabilities for expensive works many ol whicli it were a misnomer to character ize as improvements anti most perhaps burdensome to the owners as a present investment and some even totally profit less for all future time and it has be come manifest to all matter-of fact friends of internal improvement in wisconsin that our own people do not as yet possess the requisite capital that can be diverted \ from the ordinary channels of trade and commerce successfully to prosecute pub lic works so expansive in their range and also so costly in their censi ruction as ; railroads and it is equally clear eilher '' that the host of railroad and other enter prises at the east absorb the disposable capita there or that lhe sagacity of eas tern capitalists has failed to detect those latent evidences of ready dividends from that class of heavy works in the yet infant state of our community of which it is in dispensable their minds should be fully satisfied before it can be expected their coffers will be opened to us as corroborative of their views in this regard your committee beg leave to re : mind the council that at the last session ofthe legislature a charter was granted for the construction of a railroad from lake michigan to the mississippi river a route confessedly the most eligible for so important a work that could have been selected within the bounds of wisconsin and ample powers privileges and immu nities conferred upon the company to the full extent we believe that was asked by them ; and yet although more than a year has elapsed since they have been in the full enjoyment of all they sought so far as legislative sanction goes in behalf of an enterprise from which the coolest calculators concurred in anticipating a ; more certain success and a readier reali zation of profits than from any other which ; could be started in our midst we have no tidings of stock subscribed nor of ultimate steps taken towards an organization of the company under the charter a know ledge of these facts is a source of deep re gret to all the friends of improvement in ; wisconsin ; anti the more so because the 1 well-known character ofthe projectors of ! this truly important work for talent ener j gy and public spirit excludes all hope of i any more speedy accomplishment of the \ enterprise under other auspices at this i tl«y in view of these facts therefore your i committee cherish the hope that all who j have thoroughly investigated this matter j will concur in opinion with them that a | class of improved public thoroughfares less cosily in their construction and more i practical for every day's use than rail ■ roads is called lor in all portions of our ; territory assuming such to be the sen ' timent ofthe council and of the commu nity we find our inquiry narrowed down to a choice between i i macadamized and plank roads believing they were not giving a wider ■ scope to their investigations than the im portance of the matter warranted your committee extended their inquiries to the provinces of canada and to all those por tions of our own country which gave pro mise of adding to their stock of informa tion on this subject ; and they now find themselves in posssession of a mass of facts and statistics which have forced a ; conviction upon their own minds that plank roads are better adapted to the wants of wisconsin at large and to the circumstances of our farmers and business men at the present juncture than any or all other modern roatl improvements — and as plank road making i.s a new theo ry an untried " scheme to most of our people your committee hope the will not be transcending the sphere of their duty by presenting to the council a rapid sketch ofthe progress of this species of road im provement the mode ol construction du rability cost c and the superiority ol plank over macadam and all other kinds of roads macadam or broken stone roads have been in use for about one third ofa cen tury while the adoption of plank roads at least in the united states does not date back scarcely half a dozen years and yet the latter seem in a fair way almost to supercede the use ofthe former macad am roads are made of hard stone broken up with hammers into pieces about an inch in diameter and this " metal is spread upon the graded bed of the road to the depth of six to twelve inches at first these roads are heavy to travel on ex ceedingly annoying to tender-fooled ani mals and laborious for a team to haul a loaded vehicle over but in time the bro ken stones become pulverized on the sur face and form a mass of comparative smoothness and solidity yet this solidi ty is far from being permanent : " a ma cadam road an experienced gentleman writes us irom detroit built withasuffi cient quantity of stone say ten or twelve inches of the ' metal to be durable will be expensive in any locality and built otherwise it will be destroyed at the breaking up of the ground in the spring or be so injured as to require extensive * 1 xv brooks esq civil engineer ; to whom and to william c young esq superintendent of the sche nectady and utica railroad thomas g alvord esq , late member of the legislature of new york and su ' perintendent of the salina plank road henry ledyard esq of detroit governor cass of the united states senate mr tucker editor ofthe albany cultivator mr mr wright.editorof the prairie farmer.mr.minor.ofthe railroad journal and d o macomber of new york we are indebted for hints and information of great use to us iii the preparation of this report : and to profcsscr gillespie's manual on road making hon h l ells worth's patent office report *° r l843 ' re p ort ot the canadian commissioners on plank roads as also the reports on the same subject of hon george it ides ot salina hon mr burnham of the now yorkse_ate february i*17 charles whittlesey esq , of cleveland j w judson esq of oswe_o mr talcott engineer cf the illinois canal mr gzowski engineer for se vera l of the plank roads in canada and to a correspondent ot the detroit free press we are also indebted for valua ble facts and statistics which have materia aided us in the perfecting this report repairs a report from certain road com missioners to the canadian board of pub lic works shows that the cost of one mile of macadam road will make and main tain nearly four miles of plank road — the expenditures on the former averaging a bout 6,220 per mile while those on the latter ouuht oftener to fall short than ex ceed 2,000 per mile and the report to the new york senate declares that ex perience proves that a plank road over the same line with a macadam one can be built and maintained for less than the interest on the co?.t of the macadam one added to its yearly required repairs in canada eight feet in width of a macad am road was taken up to make room for a plank track ; and *' men who have tra veled over the best roads in england say there is not as good a roatl in great brit ain as the salina plank road in canada it has been tested by actual experiment that the adoption of plank in lieu of bro ken stone as the covering of a roatl has effected a saving of an amount sufficient to replank the road every three years ' whereas the same planking will ordinari ly last for ten years an experienced and intelligent road-maker in canada remarks lhat no stone road in a clay soil can stand in that climate unless it rests upon a bed of some appropriate material thick enough to protect it from the frost to be '* thick enough for that purpose it should have a depth of twelve to fourteen inches of compact broken stone ; and to give it such a coating would render it ru inously expensive in its construction and consequently profitless to its owners it was the heaving up of the foundation by the action of the frost that so disrupted a macadam road near toronto as to render it nearly impassable in wet and cold wea ther and which occasioned the taking of it up and substituting a plank track in its stead the remaining portion of the mac adam track being uafil as a turn-out path on this road even after some portion ol the plank had become entirely worn through the very beasts of burden instinc tively preferred the plank to the macadam track ; and when reined from the former to the latter in turning out would of their own accord immediately turn back upon the plank when not prevented but in this comparison of the relative value of plank and stone roads macadam and stone we use as synonymous terms we have exhibited but few ofthe peculiar advantages of plask roads all who have given much attention to this subject and made themselves even partially acquainted with it acknowledge that plank is the material for an improved road-way in certain locations anil under peculiar circumstances and the hon henry l ellsworth in his patent office report for 1843 although evidently some what skeptical of the general utility of plank roads is constrained to admit that " there are stretches ol 30 or 40 miles in parts of the west where the soil is a deep rich vegetable mould and without stone or gravel of any description ; in such ca ses you must be content to wade through the mud or adopt plank roads even so ; and there are very many such " stretches of •* deep rich vegetable mould all over wisconsin where even mr ellsworth ac knowledges plank roads are indispensible but that honorable gentleman labors un der the disadvantage of having spoken four or five years too soon when plank road making was " a new project aud looked upon as of equivocal utility by some of the wisest heads in the country such however have been the rapid de velopments in regard to the usefulness of plank roads within the last five years that what were considered sound opinions and philosophical deductions on this subject iu 1843 are now scouted as antiquated notions in 1848 in the report of the new york senate it is remarked that while macadam roads " may be best for one sec tion of country the difficulty and expense attending their construction may render them impracticable for another ;" while " plank roads can be built on any ground to the advantage of the public and re cent even's go far towards showing that plank are preferable to stone roads in nearly all localities as will be seen from the following circumstances a plank road is about to be constructed at a town in the state of new york where for a reach of 14 miles the line of road runs along a ledge of rocks proper for macad amizing only needs to be tumbled into the road way ready for breaking in an other town ofthe same state movements are making to take up the cobble stone pavement of a street for a distance of two miles and lay down a plank road in its stead and we have seen letters from cleveland ohio saying that the city cor poration are about to substitude plank lor the cobble stone pavements of some of their streets this plan has already been adopted to a limited extent in the city of chicago to the universal satis faction of all teamsters and pedestrians it appears from actual experiment that a horse will travel in any kind of wheel ed vehicle at an average rate of one-fifth faster and draw at least one-fifth greater weight on a plank than on a broken-stone mack in fine plank roads are preferable to those of macadamized stone in cheap ness in ease of draught and in comfort lo passengers ; greater speed being attain able on them with less resistance to draught : and stage owners say they are less fatiguing to horses than stone roads at the same rate of speed it seems to your committee lhat these f-cts show conclusively that planked ways are superior as market roads to those of either stone or gravel or anv similar ma terial under nearly all conceivable cir cumstances and there is o:ie reason more obvious than others why th v should be peculiarly so in our climate : it is the deep freezings and frequent lhawings du ring our winter months which disrupt the foundations of nearly all roads of earth or stone anti which firmly bedded macad amized roads would not at times be able to resist : whereas this cause is almost wholly inoperative to the detriment of plank roads but your committee deem it needless to multiply evidence on this point ; for the advantages of plank over macadam roads in wisconsin must be obvious to all since there is within our bounds very little of the material the sienitic granites and the basaltic rocks in which the hornblende predominates with which to construct the latter while there is sufficiency of tim ber for all the purposes of the former this in our view should settle the ques tion not only as regards the utility and economy but the expediency of our peo ple's adopting that class of road improve ments for local anti present purposes in preference to all others although as your committee think they have clearly shown plank roads should for present purposes be preferred by our business and commercial men over every species of road improvement within our ability to accomplish at this day — believ ing as we do that the general adoption of lhat system of road-making would be productive of positive and immediate ben efit to them as well as to all classes of our citizens by giving a new impulse to every branch of industry among us con tributing directly and certainly to the still more rapid growth of our business towns increasing the prosperity of their people and enhancing the welfare cf till within their borders — yet it is most manifest that our farmers and agriculturists would partake more largely of the benefits flow ing from the operation of these roads than any other portion of our population in the estimation of your committee plank roads are of more real importance to the wisconsin farmer than any inven tion of the day they will save him time and labor which is the same as money • they will give him a choice of time in car rying his products to market as they offer no such obstacle as " bad roads but pre sent to him as smooth and lirm a surface over which to travel in the worst of ea sons as in the best ; they enable him to accomplish twice the distance in the same time and haul double the load with less effort ; let interest or inclination call him to town and he can proceed thither with all desirable speed in his own conveyance and on any day of the year or hour of the day he may elect without consulting hor oscopes or watching the phases of the moon : and no accidents of the weather need interpose bad travelling between him and his market when an advance in wheat or flour or pork or other product of his farm admonishes him ofthe appro priate moment for realizing the be?t re ward for his toil in fine to our citizens in those interior districts which are never expected to be traversed by railroads the construction of planked ways will extend the advantage of good desirable and con venient thoroughfares affording them an easy and rapid communication with their markets and their distant neighbors and securing to them facilities for travel and transportation unenjoyed by their ances tors anti unknown to the ancients the late lord sydenham having wit nessed the great utility of plank roads du ring his residence in russia which coun try led the way in their adoption some twenty or thirty years since was deter mined on his accession to the governor generalship of canada to test their adap tation to the wants of the provinces over which he had been destined to rule ; and the first plank road constructed there un der the supervision of the government was commenced some nine years ago — since when the canadians have become so fully satisfied ofthe very great advan tages resulting to the farming and com mercial interests of their provinces from the introduction of that species of road improvement among them lhat they have one more extensively into this system of road-making than any kingdom or repub lic on the globe the larger proportion of these canadian roads are located in the london district canada west among them are the following either finished or in progress from port stanley to lon 26 miles hamilton to port dover 36 miles london to brantford 57 miles london to chatham 67 _ miles ; chatham to sandwich 60 miles : chatham to am hertsburgh 18 miles london to port sar dinia 6 miles ; london to port goodrich 75 miles ; three or more radiating from toronto one at brockville ; one or two at montreal and chambly ; one at que bee and others of le>s note in different parts of the two provinces : making an a___:rega'e | en gth of plank road in canada of between 400 and 500 miles ! our people have not been in the habit of looking to the english colonics at this day for models of enterprise and for the invention and early adoption of improve ments in the various departments of civil life but it is as true as it is mortifying lhat our provincial neighbors across the lakes are vastly in advance of us with regard to this the great road improvement ofthe age let us profit by their exam ple and be prepared to receive lessons of wisdom from any quarter in the state of n york the first plank road companv ihe one at salina we be liev ) was chartered in isil ; since when applications for similar charters had in creased so rapid v as seriously to obstruct action on other subjects in the legisla ture to remedy which a xreneral law was last winter passed tin re under which plank road companies could organize with out the intervention of special acts in each case and we barn that in ac cordance with this genera provision a large number of companies have organ ized for the construction of plank n>:.:!s in various j.arts of western new york the salina and central square road six teen miles is finished and in successful operation ; and of the rome aad oswego road sixty two miles in length fifty six miles an finished and in use besides these the following roads an expected to be built in the spring the stock having already been taken : central plank road a continuation of the salina road twelve miles ; oswego county road a continua tion of tiie central 17 miles to the north ; jefferson county road fiom tbe last named to watertown 18 miles ; — utica and watertown road 01 miles — syracuse and tully 20 miles ; salina and oak orchard 10 miles pulasqui and port ontario i s * miles rome and utica 15 miles a road in montgomery county 24 miles : anoiher in warren county 30 miles utica and bridgewater *__ miles : five roads leading out ol the citv of roch ester varying from 3.1 to 10 miles each ; and two roads leading out of the citv of buffalo about 15 miles each and in ad dition to the foregoing roads have been projected with a probability of their con struction from syracuse to homer 3 miles ; from fulton in oswego countv to vienna in oneida county 35 miles ; irom salina to rome 35 miles ; from sackett's ilirhor to intersect th road from salina to watertown 12 miles from oswego to auburn 26 miles : and a road in onon daga couniy of about six miles in length there are still others of llie particulars in regard to which we have no certain knowledge mode of coxstrcctiox etc as plank road making is a new theory in wisconsin and most of our people con sequently entire strangers io lhe manner of constructing lhat kind of public thor oughfares your committee will ask the indulgence of the council while they briefly state the result of their inquiries and investigations oa this subject plank roads hav been in use among the russians for many years — their adop tion there having bee first suggested we believe by the difficulty of constructing any other kind of road way over their vast stepper boggy deserts in raining acce.i to the rich and exbcustless ore beds or iron mines of th t country but our researches afler facts mid statistics in re gard to the russian mode of constructing plank roads bave thus far been barren of any satisfactory results 1 tt manner of laying down la plank al quebec the plank were in lhe first instance laid lengthwise of tbe road under the impression thai the limber would stand friction better ir that position that the plank could ir more readily taken up in repairing th road c bui il was soon discovered that ibe horses could not when heavily loaded keep their feet on plank thus laid and were constant y exposed to failing ; moreover tbe plank were liable to tilt up nnd be jostled oul of their places tiie experiment having worked badly we believe it has never be a repeated on one of the montreal and cbambly roads ihe planks arc twelve feel in length but being laid diagonally with the line of the road the track h only eight feet in width this mode too ", disapproved ; for it is found tbat the c:*:.ii suddenly of half the wheel ard half ths load upon one end of the plank whi there is noth ing at the moment to kee rhe other down constantly oprratea te eoee tbe planks causing them to spring from end to end and very coon eeri .: iy irr__pi the road on all w believe of tbe other plank roads in canada a we ___• those in the united !. t*tes the plank are laid i ross wise or transversely to the line of the road ; whieh method iz found to be free from lhe objections incident to the others and liable to few or none peculiar to it self it is recommended by lhe engineer of the salina road whose eujrgestiuns are all practical and cafe that th tr ends of lhe planks ought not be laid even ; but that one in every three should project about three inches beyond the line of the track so as to prevent the wheels of the turning out vehicles from scraping close along lhe edges of the plank in passing oil and on the track and causing ruts there this is found io be an effectual remedy against the formation of ruts on the turn-out paths to be continued cholera mixtlri the following re cipe has been received by a gentleman in this town from his friend in louisiana where it has been employed with com plete success : — take of gum camphor gum opium african cayenne and oil of cloves each one ounce hoffman's anodyne liquor one pint shake up the ingredients ire quently.and in 10or20 days filter through paper por an adult 30 to 60 drops eve ry second third or fourth hour until t •< stomach and bowels are relieved lo be taken in a wineglass full of water