(A) signifies armored cruiser; (B) battleship; (C) protected cruiser; (T) turret ship; I. H. P., indicated horsepower. *Although only one large vessel of each foreign naval power is noted, in several cases there are two or more of the same dimensions.

RECORD OF FAST TRIPS OF STEAMSHIPS.

Cunard Line-Lucania, New-York to Queenstown, October, 1894, 5 d., 8 h.. 38 m.; average hourly speed, 22.01 knots. Queenstown to New-York, September, 1894, 5 d., 7 h., 23 m.; average hourly speed, 21.81 knots.

French Line-La Touraine, New-York to Havre, July, 1892, 6 d., 14 h., 26 m. Hamburg-American Line-Deutschland, New-York to Plymouth, September, 1900, 5 d., 7 h., 38 m.; average hourly speed, 23.36 knots. Cherbourg to New-York, August, 1900, 5 d., 12 h., 29 m.; average hourly speed, 23.02 knots.

New-York, Cuba and Mexico Line-Saratoga, New-York to Nassau, N. P., April, 1899, 3 d., 3 h., 47 m.; Nassau to New-York, September, 1900, 2 d., 18 h., 54 m.

North German Lloyd Line-Kaiser Wilhelm der Grosse, New-York to Cherbourg, January, 1900, 5 d., 15 h., 50 m; best average hourly speed from New-York to Cherbourg, 22.79 knots, made in August, 1900; Cherbourg to New-York, November, 1899, 5 d., 17 h., 38 m.; average hourly speed, 22.33 knots.

White Star Line-Oceanic, New-York to Queenstown, September, 1900, 5 d., 20 h., 55 m.; average hourly speed, 19.91 knots. Teutonic, Queenstown to New-York, August, 1891, 5 d., 16 h., 31 m.

American Line-St. Louis, New-York to Southampton, September, 1897, 6 d., 10 h.. 14 m.; average hourly speed, 19.94 knots. St. Paul, Southampton to New-York, August, 1896, 6 d., 31 h.; average hourly speed, 21.08 knots.

Red Star Line-Friesland, New-York to Antwerp, August, 1894, 8 d., 22 h., 13 m.; Antwerp to New-York, September, 1894, 8 d., 22 h., 20 m.

N. Y. & Cuba (Ward Line)-Morro Castle, New-York to Havana, November, 1900, 3 d., 3 h., 58 m.; Morro Castle, Havana to New-York, December, 1900, 2 d., 14 h., 32 m.

RAILROAD TRAINS' SPEED.

BALTIMORE AND OHIO.-The fastest speed by a Baltimore and Ohio Railroad train was made on November 28, 1897, from Annapolis Junction to Alexandria Junction, a distance of 15.1 miles in 11 minutes, an average of 82.20 miles an hour. The next fastest run was one of 42.2 miles by the "Hobart special" on March 2, 1897, when she ran from Mount Royal to Washington at an average of 66.6 miles per hour. The same train ran from Philadelphia to Mount Royal, a distance of 94.5 miles, in 1 hour 39 minutes, an average of 59.06 miles per hour. The fastest time made on the Hobart trip was between Muirkirk and Beltsville, Md., a distance of 2.2 miles, which was run in one minute. In 1900 the 40 miles between Baltimore and Washington were covered on three occasions in 38, 37.3 and 40 minutes respectively, giving averages of 63.12, 64.34 and 63 miles an hour, the last figures including two minutes for stops. The fastest run was made on May 22.

CANADIAN PACIFIC.-One of the fast long distance runs was that made by a train carrying the Chinese and Japanese mails, which left Vancouver on August 29, 1891, and reached Brockville, Ontario (where mails were transferred to the New-York Central Railroad for carriage to New-York), a distance of 2,802 miles, in 76 hours and 55 minutes, including all stops. This is an average of 36.43 miles an hour, not deducting the time lost at stations. The Canadian Pacific runs two trains every week day each way between Montreal and Ottawa, a distance of 112 miles, in 2 hours and 20 minutes, including stops.

CHICAGO, BURLINGTON AND QUINCY.-The "world's record" long distance run is claimed to have been made by this road on February 15, 1897, in the run from Chicago to Denver (1,025 miles), covered in 17 hours and 27 minutes, an average speed of 58.74 miles an hour. Other fast runs on this road have been as follows: April 5, 1899, Bristol to Meriden, 321⁄2 miles, 26 minutes, an average of 75 miles an hour; June 28, 1899, Mendota to Riverside, 72 miles, 62 minutes, 69.67 miles an hour; April 14, 1899, Burlington to Clyde, 197.3 miles, 183 minutes, 64.69 miles an hour; June 28, 1899, Mendota to Chicago, 83 miles, 80 minutes, 62.33 miles an hour; April 29, 1900, Mendota to Clyde, 74.3 miles, 622 minutes, 71.33 miles an hour; same day, Mendota to Chicago, 82.8 miles, 73 minutes, 68.05 miles an hour.

CHICAGO AND NORTHWESTERN.-The transcontinental trip of the special train for the Jarrett, & Palmer theatrical company, in June, 1876, was remarkable at the time of its occurrence. The train left Chicago at 10:45 p. m. June 1, and made the 491 miles to the transfer, near Council Bluffs, in a little less than 12 hours, an average of 40.9 miles an hour. On April 22, 1891, a special passenger train, carrying Jay Gould and a party, made the trip from Council Bluffs to Chicago in 9 hours actual running time, an average of 53.92 miles an hour. On September 16, 1898, a special train of one baggage car, two business cars and a sleeper, with General Superintendent Sanborn and a party, made the run from Chicago to Council Bluffs in 8 hours and 25 minutes actual running time, making an average speed of 58.1 miles an hour.

DELAWARE, LACKAWANNA AND WESTERN.-The Tribune's special newspaper train, consisting of three baggage cars and a locomotive, made a run from NewYork to Buffalo on September 17, 1899, beating all records to that date between the two points. The distance of 410 miles was covered in the actual running time of 7 hours and 23 minutes, a speed of 55.55 miles an hour. On some of the level stretches west of Binghamton the train made a speed of over 80 miles an hour.

FREMONT, ELKHORN AND MISSOURI VALLEY.-Having no through connections, there is not the occasion for making speed that there is on some lines. On October 12, 1897, without making any preparations for a fast run, a train, with the road officials on board, made the distance (445 miles) from Omaha to Chadron, Neb., in a little less than ten hours.

The

LEHIGH VALLEY.-The "Black Diamond Express" of the Lehigh Valley Railroad has made several very fast runs. On March 25, 1897, it ran from Three Bridges to Bound Brook, 16 miles, in 11 minutes, or an average of 87.29 miles an hour. schedule of this train from New-York to Buffalo (including ferry and thirteen stops) is 9 hours and 55 minutes, a distance of 447.53 miles, an average speed of 46% miles an hour. On October 8, 1898, the train made the run from Buffalo to Rochester Junction, 69 miles, in 67 minutes, and the first 105 miles in 102 minutes, including a five-minute stop at Rochester Junction. The run to Ithaca, 148 miles, was made in 2 hours and 46 minutes, including one stop of five minutes and another of seven minutes. On June 24, 1899, train No. 9, with six cars, made the distance from Sayre to Buffalo in 170 minutes actual running time, an average of 60.21 miles an hour. On November 3, 1899, the same train ran 43.9 miles in 33 minutes, a speed of 80 miles an hour, and on July 21, 1900, established a record between Alpine and Kendaia, 34 miles, of 23 minutes, being at the rate of 89 miles an hour.

NEW-YORK CENTRAL AND HUDSON RIVER.-It is believed that the fastest mile ever made by a locomotive was made by Engine No. 999 of the New-York Central and Hudson River Railroad, in the early part of May, 1893, on its regular run, hauling the "Empire State Express." The train having been delayed east of Rochester, in making up time it ran for some distance on the tracks between Batavia and Buffalo at the rate of a mile in 32 seconds, equal to a speed of 1121⁄2 miles an hour. The Empire State Express has a remarkable record as a long distance train. It is in service every day, except Sundays, between New-York and Buffalo, and makes the distance of 440 miles in 495 minutes, including four stops and twenty-eight slowdowns, an average speed of 53.33 miles an hour. The fastest run on the New-York Central was made with an experimental train on September 11, 1895, making the run from New-York to Buffalo (4361⁄2 miles) in 407% minutes, with a train 337 feet long and weighing 565,000 pounds, being 40,000 pounds heavier than the Empire State Express. The train was about twice as long and twice as heavy as the English racing trains.

The average speed for the entire distance, including twenty-eight slowdowns, but excluding two stops of two minutes each for change of engines, was 64.26 miles an hour. Had this speed been continued west of Buffalo the train would have reached Chicago in 154 hours from New-York. As it was, the private car of the directors was attached to the eastbound Empire State Express at Buffalo and returned to New-York in 9 hours and 9 minutes. The round trip was made, in time equal to a straight run from New-York to Chicago, in 17 hours, one-half of it being made on a regular train. special train was run between Albany and Syracuse on September 25, 1895, the run of 148 miles being made in 120 minutes, an average speed of 68.3 miles an hour.

A

PENNSYLVANIA. The trains between Philadelphia and New-York, exclusive of the thirteen minutes required for transfer and ferriage from Jersey City, average the run of 89.4 miles in 107 minutes, with two stops. Between Camden and Atlantic City, a distance of 58.3 miles, there is a train in regular service making the run in 54 minutes and two in 55 minutes, and also one between Atlantic City and Camden in 53 minutes, and one in 58 minutes. The regular schedule time of the Atlantic City Flyer in 1900 was 61.6 miles an hour from Camden to Winslow Junction, and 78.6 miles an hour from the latter point to Absecon. The "Business Man's Express," leaving Philadelphia at 7:33 in the morning, is scheduled at 49.66 miles an hour, while its mate, the 4 p. m. from New-York, annihilates time at the rate of 50.13 miles an hour. All things considered, these two trains are claimed to be the fastest regular trains in the country, and on sections of the road, notably between New-Brunswick and Trenton, their scheduled speed is considerably over a mile a minute. Taking thirty-five express trains running between New-York, Philadelphia and Washington, the lowest rate of speed an hour is 41 miles and a fraction, while all of the others range from 44 to 55 miles.

SOUTHERN PACIFIC.-The banner run between San Francisco and Sacramento was made on June 21, 1894, the record being 1 hour and 35 minutes, allowing ten minutes for the ferry. A remarkable run was made between Bakersfield and San Francisco on December 2, 1889, the locomotive being one designed by Master Mechanic Stevens and built in the company's shops at Sacramento. The actual running time for the 220 miles was 222 minutes. On July 15, 1897, a special train, with Mr. George Crocker and party, made the run from Ogden to Oakland Pier, a distance of 828 miles, in 20 hours and 21 minutes, making a speed of 40.5 miles an hour. To the casua! reader this speed does not appear to be very fast time, but when the mountainous and rugged country over which the train passes and the heavy grades it is required to climb are taken into consideration it may be concluded that it compares favorably with phenomenal runs made by other lines.

RAILROAD ACCIDENTS IN THE UNITED STATES.
(From statistical report of the Interstate Commerce Commission.)
Passengers.
Other persons.

Year ending

Employes.

Total.

June 30.

Killed. Injured. Killed. Injured.

Killed.

Injured. Killed.

Injured.

1891

2,660

26,140

293

2,972

5,158

7,147

36,652

The total number of passengers carried in 1899 was 523,176,508, as against 501,066,681 in 1898, 489,445,198 in 1897, 511,772,737 in 1896, 507,421,362 in 1895, and 540,688,199 in 1894.

GAME LAWS.

The game laws of the different States are varied and complicated, inasmuch as there are numerous county laws and laws for resident and non-resident hunters. The violation of law based on the killing of game may be grouped under three heads; (1) manner of capture; (2) time of capture, and (3) object of capture. Under the first head may be included prohibitions against pursuing deer with hounds, netting quail, killing birds before sunrise or after sunset, killing wild fowl with swivel guns or pursuing them with steam or naphtha launches, and similar regulations which are common and similar in their restrictions in all States.

In addition to the brief summary of the game laws herewith given, no game can be shot on Sundays, even in the open season, in New-York, New-Jersey, Pennsylvania, Ohio, Maine, Massachusetts, Alabama, Delaware, the District of Columbia, Indian Territory, North Carolina, and in Allegany County, Md. Mondays also constitute a close season for ducks in Ohio; Mondays, Wednesdays and Fridays for rail, reedbirds and redwinged blackbirds in the District of Columbia, and for wild fowl in Carteret County, N. C., and Wednesdays and Saturdays for wild fowl in Currituck County, N. C., and in Anne Arundel, Cecil, Dorchester and Harford counties, Md. Doves are protected in a number of States, and birds other than game practically throughout the United States, at all seasons. Meadow lark, robins and orioles come under the latter head in some States, notably New-Jersey.

Non-residents are not permitted to hunt in Missouri, and they are required to take out licenses in Arkansas, Delaware, Florida, Illinois, Iowa, Maryland (except in a few counties), Michigan, Minnesota, North Dakota, South Carolina, South Dakota, West Virginia, Wisconsin, Wyoming, and some counties in Tennessee. Licenses vary from $2 to $40, the usual rates being $10 or $25.

Twenty-eight States prohibit trade in certain game. Killing for sale is prohibited in Alabama, Indiana, Iowa, Ohio, Oregon, Pennsylvania, Tennessee, Wyoming, and in some counties of Maryland. In Kansas, Colorado, Idaho and Montana the sale of all game protected by the State law is prohibited. In Arizona, big game and wild turkeys; in New-Mexico, all game killed in the State, and in Washington, all big game and all upland game. Hides of deer and other big game cannot lawfully be sold in Arizona, California, Florida, Idaho, New-Mexico, Oregon, Texas, Washington or Wyoming. State laws of Illinois, Pennsylvania and New-Mexico prohibit sale of certain game killed within the State at all times, but the sale of the same kind of game imported from other States is permitted at certain seasons.

Section 3 of the Federal law known as the Lacy act, passed by Congress May 25, 1900, reads: "That it shall be unlawful for any person or persons to deliver to any common carrier, or for any common carrier to transport from one State or Territory to another State or Territory, or from the District of Columbia or Alaska, to any State or Territory, or from any State or Territory to the District of Columbia or Alaska, any foreign animals or birds, the importation of which is prohibited, or the dead bodies or parts thereo of any wild animals or birds, where such animals or birds have been killed in violation of the laws of the State, Territory or district in which same were killed. Provided, that nothing herein shall prevent the transportation of any dead birds or animals killed during the season when the same may be lawfully captured, and the export of which is not prohibited by law in the State, Territory or district in which the same are killed." In few words the Lacy act may be said to uphold the game laws of all States, Territories or districts of the United States.

The prohibition against export in some States includes animals and birds intended for propagation. As an example, the law of Montana declares that any person who shall wilfully catch, trap or otherwise restrain for the purpose of sale or domestication, or any other purpose, any buffalo. elk, moose or mountain sheep shall be guilty of a misdemeanor. Delaware, North Carolina and Tennessee prohibit the export of quail, dead or alive, out of the State. A few States authorize their Boards of Game Commissioners or Wardens to issue permits for the shipment of a limited number of game birds and animals intended for breeding purposes.

Summary of the game laws of the different States, giving the open season in which game may be shot. The open seasons include the first date, but not the last:

ALABAMA-Deer, Sept. 1-Jan. 1; squirrel, July 1-Feb. 2; quail, partridge, grouse, prairie chicken, pheasant, wild turkey, woodcock, Nov. 15-March 2. (Fifty-nine counties excepted from operation of State law, but numerous county laws in force). Pheasant (Chinese, English and Mongolian) cannot be shot until Feb. 8, 1904.

ARIZONA-Male deer and antelope, Aug. 1-Dec. 15; female deer, fawn, female antelope, elk, mountain sheep and goat cannot be shot at any time. Quail, grouse, wild turkey, snipe, rail, Oct. 15March 1; dove, June 1-March 1; prairie chicken, pheasant cannot be shot until

March 16, 1902. Duck, goose, brant, Oct. 1-April 1.

ARKANSAS-Deer, Aug. 1-Feb. 1: quail or Virginia partridge, Oct. 1-March 1; pinnated grouse, prairie chicken, Sept. 1-Feb. 1; wild turkey, Sept. 1-May 1.

CALIFORNIA-Male deer, July 15-Oct. 15; female deer, fawn, elk, antelope, mountain sheep cannot be shot at any time. Quail, partridge, rail, duck, Oct. 1March 1; mountain quail, grouse, Sept. 1Feb. 15; dove, July 15-Feb. 15.

COLORADO-Deer and antelope with horns, Aug. 15-Nov. 6; elk with horns, Oct. 25-Nov. 6; bison, buffalo, mountain sheep, quail, pheasant, partridge, ptar

DISTRICT OF COLUMBIA-Quail, partridge, squirrel, rabbit (except English rabbit), Nov. 1-Feb. 1; woodcock, July 15Jan. 15; grouse, pheasant (except English or other foreign pheasants raised in inclosures), wild turkey, Nov. 1-Dec. 26; prairie chicken, pinnated grouse, Sept. 1-1, rabbit, quail, partridge, grouse, pheas Feb. 1; snipe, plover, duck, goose, brant, Sept. 1-May 1; reed, rice, marsh, blackbird, rail, ortolan, Aug. 20-Feb. 1.