OOOCOOCXXOOCOOCXKK)OCXX300000000000000000000000CX00000
TIMBER FOR SALE
We, the undersigned, faeirs-at-law of the late J.
O. Skeen, offer for Bale to the highest bidder at pub
lic auction, on the 4th day ot October, 191 1, at 1
o'clock p. m.. on the premises in Davidson County,
N. O., the following property, to -wit:
All the oak and pine timber trees 10 inches
across the stump, 10 inches above the ground, on
the J. O. Skeen lands consisting of 425 acres more
or less, except about three or four acres of grove
near the house. Also all the merchantable dogwood,
cedar, persimmon and hickory, not including fire
wood. This timber is located 4 1-2 miles south of Den
ton and about the same distance from Newsom's, on
the Southbound, in Davidson County, N. CL, is easily
accessible, has suitable saw mill sites, and is esti
mated to cut two million to two and a half million
feet of original growth pine, besides a lot of second
growth pine, large quantities of oak and other hard
woods.
This is the Finest Lot of Original Growth Pine
in this Section
Terms of Sale: One-half cash and one-half in
12 months, title to be retained till the purchase;
money is paid or satisfactory security given there
for, and six per cent interest on deferred payments.
The purchaser will be jfiven five years within which
to cut and remove timber.
Some one on premises to show timber.
For further information address W. . Skeen, J.
H. Burkhead or W. J. Miller, Asheboro, N. 0.
This August 15, 1911.
W. S. SKEEN
M. M. SKEEN
H. W. SKEEN .
T. J. BIRKHE AD
J. ALICE MILLER
(X300000CXXOOOCOOOCXX90000000000COOOOOOOCXOOOOOCOOOOOO
vv4-9
;
ARE YOU GOING NORTH
Travel By the Chesapeake Line
DAILY SERVICE, INCLUDING SUNDAY
The new steamers just placed in service. ''City
of Norfolk" and "City of Baltimore" are the most
elegant and up-to-date steamers between Norfolk and
Baltimore.
Equipped with wireless. Telephone in each
room. Delicious meals on board. Everything
for comfort and convenience.
Leave Norfolk 6:15 p. m.
Leave Old Point Comfort 7:15 p. m.
Arrive Baltimore 7:00 a. m.
Connecting with rail lines for all points North
and VVest. Cheap excursion -tickets on sale to Mary
land resjrts, Atlantic City and other New Jersey re
sorts and Niagra Falls.
Reservations made and information cheer
fully furnished by
W. H. PARNELL, T. P. A.,
Norfolk, Va.
GREENSBORO, N. C.
Graduates from this Business College are in demand
They step out of school into
are only a few of the advantages we offr: Making your
present position pay more money. Securing a new position
quicKiy at a higher salary. Finding where the best post
tions are: ways of getting ahead
ing a double salary by special
Our Fall Term Opens
Take our Shorthand and
crease your yearly salary from
ature sent upon request. Make
during tne month of September.
ELMORE Mc CLUNG, Mgr.
RAIN
Has come
no doubt
for the saving of what hay you have. We sell
McCormick and Deerincj Mowers and Rakes
And believe they are the best. See us before
you buy; and, if interested in any" other class
of hardware, come to see us.
McCRARY-REDDING HARDWARE Co-
O00C0CCC50CCO0OO3CKX5O0COC500
TRINITY
1859
1892
Three memorable dates: The granting of the charter , for Trinity Col
lege; the Removal of the College to the growing and prosperous city of Dur
ham; the bnildingof the new Bad greater Trinity.
Magnificent new buildings with new equipment and enlarged facilities.
Comfortable hygenio dormitories and beautiful pleasant surroundings.
. ' Five departments: Academic, Mechanical, Civil, and Electrical Engin
eering, Law Education, Graduate.
For catalogue and other information, address, '
R. L. Flowers, Secretary,
Durham, N. C
NEWTON O. SKEEN
G. O. SKEEN
T. H. SKEEN
J. H. BIRKHEAD
W. J. MILLER
:
4
good paying positions. Here
of other applicants. Earn
arrangements easy to :m.ike.
September 5, 1911.2
Bookkeeping courses and in
$2j0 to $1000 a year. Liter
your arrangements to enter
ELLIOT McOLUNG, Priu.
to most sections, and
you are looking out
CQQOOOCJOQOOCacxX50QGQO
COLLEGE
1910-1911
CASCARETS E0R A SICE, SOUR
STOMACH
Gently but. Thoroughly Cleanse and
Regulate your. Stomach, Liver
and Bowels While you Sleep
That awful sourness, belching of
acid and foul gases; that pain in the
pit of the stomach, the heartburn,
nervousness, nausen, bloating after
eating, feeling of fulness, dizziness
and sick headache, means indiges
tion; a disordered stomach, which
cannot be regulated until you re
move the cause. It isn't your stom
ach's fault. Your stomach is as
good as any.
Try Oaecarete; they cure indiges
tion, because they immediately
cleanse and regulate the stomach,
remove the sour, undigested and fer
menting fool and foul gases; take
the excess bile from the liver and
carry cff the tlqcoapjsed waste mat
ter and poison from the luiestines
and bowels, Then your stomach
trouble is ended forever. A Uasca
ret tonight will siraighten you out
by morning a 10-ceut box from
any drug store will keep your entire
family feeling good lor .months.
Din't forget tne children their
little insities need a good, gentle
cleansing too.
Especially Coaim:nded to Oar
Youths of Today
Young man, I have just overheard
you make a remark that "the old
man was all right, but there were a
lot of things tne old ge it doesn't
know." Be can's roll a cigarette
like you do, tor can he twist his
necktie into as many d ffereotjshapc-s
as you do aud neither is cue oid mia
able to use tne latest slang of ttie
day, nor is He posted on tae proper
shape of pipe to put iu his mouth
when on a pnde. But the old
man knows' h w to uiaxe en nigh
money to ketp the wolf away from
the door and pay your bills. Wheu
your age he didn't smoke a pipe or
wear a rainbow neckcie every day.
He was very busy working hard ou
a small salary and denying himself
a lot cf pleasure to get a start. You
will find out after all that the old
man knows how to cut ice. While
the things that he doeB know will
make a volume to learn. When you
have learned as much as the old man
has forgotten, perhaps you will be
able to hold down a job that com
man da a salary of eight or nine dollars
a week. Advertiser.
NATURE TELLS YOU.
As Many an Asheboro Reader
Knows Too Well.
When the kidnsys are sick,
Nature tells ycu all about it.
The urine is nature's calendar.
Iufrequent or too frequent ac
tion;
Any urinary tronble tells of kid
ney ills.
Doan's Kidney Pills are for kid
ney ills.
People in this vicinity testify to
their wortn. .
W. P. Holland, High Point St.,
Randleman, N. 0., says: ''The
statement I gave for publication
three years ago, recommending
Doan s Jiiuney rills was correct in
every detail. This remedy never
fails to help me when I use it. For
weeks I suffered from a dull ache
through the small of my back and
I felt dull and languid. The kid
ney secretions were unnatural and
showed that 1 needed a kidney medi
cine. Doau's Kidney Pills, gave me
relief in a short time and after tak
ing them, I enjoyed much better
health. 1 am justified in recoin
mending this remedy to other kid
ney sufferer?, for I know it to be ef
fective.
For sale by all dealers. Price 50
cents. Foster-Mil burn Co., Buffa
lo, New York, sole agents for the
United State.
Remember the name Doau's
and take no other.
Tobacco, cranberries and other
New England crops were damaged
half a million dollars by frost last
lhnrauuy morning.
ASTHMA-OAT ARRH CURED
Expert Medical Scientists An
nounce Startling Results
Obtained by Senpine
New York: Thousands are takintr advan
tage of the generous offer made by The
Woodworth Co.' Dept. 0 1161 Broad
way, New York City, requesting an
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Ct discovery for Asthma, Hay Fever,
ichitis, and Catarrh, which is mailed
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It makes no difference how long you have
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If yon have experimented with other
treatments and have failed to find a cure do
not be discouraged but send for a trial of
ttua wonderful truly mentous remedy which
is scientific compound discovered by
Proiessor of Vienna University, and is being
recommended by thousands;
The Construction and Mafmten
ance of Earth Road's.
Prof. Robert G. Thomas, Profess
or of Mathematics and Engineering
Milhtary College of South Caro
lina at Charleston, recently deliver
ed at the South Carolina G-od Roads
Association, the following most help
ful and practical address on Eirth
Roads:
In regard to good roads, as to
most good things, there are obvious
ly degrees of excellence. While the
best may be beyond onr means of at
tainment, surely it is the part of wis
dom to improve conditions where
practicable, to get better roads, where
the cost of the best is prohibitive.
While it is to be hoped that the
roads over wuich there is heavy traf
fic, in the vicinity of tae cities and
towns of the state, will be macada
mized, graveled, or otaerwise im
proved in the not d it, t mi future, it is
evident that in ihe mam the public
roads of the acute must, of necessity,
be composed of earth tor many years
to come. Such being lue case, it is
fortunate tnat under laturable con
ditions, wnen well drai.ed and free
frum ruts, the earth roau is the most
satistactory for pleasure and for
lignt truffle. The statement that
tue earth toad is as goou as any oth
er kiud of road, if Kept well drained
and free from ruts, reminds one writ
er of au old saying that a certain
Oronza eagie ia Salt Lane City "Hies
down to get a drink every time it
bears the town clock stme. ' The
writer Holds tnat tne statements are
true in both cases, out the condi
tion;) are equally impossible of ful
hiluieut.
No, the claim is not nude that un.
dr ail conditions tae earth road is
as good as any otuer typo of road. It
is Held tnat witu proper construction
and uiJUitenau.ce tue taron road is a
good road, and it niay oirve a com
munity well uniil tue increase of
truiho makes a more unyielding sur.
tuba imperatively necessary.
it is 10 be reme.uOereu that when
the lime comes to ouini u macadam
or other paveinenc, it will have to be
built upon aa cart a OcJ, so much of
the work of nuKiug un earth road
may be utilized in tne future, when
it becomes necessary and practicable
to have a paved surface on the road.
Tne condition of tne common roads
is so tai at times that it is desire-
able tnat every interested citizsn
should know something aoout the
.ucation, construction, drainage and
maintenance of earth roads; and un
der the term earth roads, are includ
ed tnose with an admixture of sand
and clay.
Every thing connected with the
construction, use and maintenance
of roads was, in times past, before
the introduction of railways, the
subject of exact observations, and
experiments, many and varied in
character. ' Un this account old en
gineering works that treat of road
making are excellent reading today.
This is tiue not only of me con.
structiou but of the need ot better
legislation. It is held that many of
the evils due to bad common roads
that we suffer xrom at tne present
time are inherited from the auuqaat
ed legislation of the past.
Now that we have the results of a
great numoer of years of experience
in older countries, it seems that
there is little to invent but much to
learn iu this brauch of construction.
Yet there have been linpiuveinents
in r oatl making, and especially in
road making machinery and tolls,
notably the stone ci usher and the
steam roller.
It must be acknowledged that con
ditions in this country are in many
respects different from those that
obtain in the older and more thickly
settled countries of the- old world.
Nevertheless the fundamental prin
ciples of good roud construction are
tne same every where, una ouce they
are understood cau hardly be for
gotten. The most economical location of a
road is that for which the sum of
the cose of transportation, the cost
of maintenance, and tLe interest un
the coet of construction, is a minim
um. The cost of transportation is af.
fected by tne rate CI grade, the rise
and fall, und the length. The rate
of grade is important, because it
limits the load that cau be hauled or
determines, the number of loads and
fixes a limit to the speed of. travel.
The rise and fall affects the expendi
ture of power required to haul a
load over the ioau. The length of
the road has an effect upon the
amount of work of hauling, the time
required for a trip, and the cost of
maintenance.
The cost of construction depends
upon the accuracy with which the
line of the road is fitted to the sur
face of the ground, as .determining
the amount of erthwork and cost of
bridges and culverts: and upon the
character of the ground over which
the road is to be built, as that affects
the cost of the work and , the ex.
pense of drainage. '
In location, the grade of the road
is the most important factor. In
the effort to make the road along
the most direct line between two
places, the grade is often made much
steeper than is necessary. The fact
is overlooked that the distance half
way around a hill or valley may be
little, if any, longer than the dis
tance over tne hill or through the
valley.
The aim in location should be to
make the road the easiest and moBfc
economical, and the shortening of
the route should be subordinated to
these considerations. The differ
ence in length between a straight
road and one that is slightly curved
id iess man many suppose, it has
bi.en shown that if a road hetwfipn
two points 10 miles apart were made
to curve so tnat the pye could see no
more than a quarter of a mile of it
at once, its length would exceed that
of a perfectly straight road between
tne same points Dy only loo yards.
The value of 9traiehfcnMis for n
country road is frequently very much
overratea. uonsiatraole deviations
from the straight line may often be
made with but slight increase in
lengtn. While straight roads are
the best for traffic, other things be.
ing equal, in hilly country straight,
ness should be sacrificed to lower
the grade, and for pleasure the curv
ed road gives a gi eater variety of
scenery. Many roads have been
made on such steep grades that the
coBt of cutting and filling to bring
them to a proper grade would be
greater than to relocate the roads
and make them anew.
Distinct from and independent of
the rate of grade is the amount of
rise and fall, or the vertical height
through which a load must be lifted
in passing in each direction over the
road. The minimum amount of rise
and fall is found where the rise is all
in one direction and the fall in the
other, each being equal to the differ,
ence of elevation of the terminal
points. Any increase in the rise and
tall beyond this amount is repre
sented by the ri6e encountered in
passing from the higher to the lower
terminus. It affects the traffic equal
ly in each direction and requires a
certain expenditure of power to
lift the load through the given rise
in each direction.
The rise and fall may be evaluated
in terms of distance. Thus on an
ordinary earth road on which the
resistance, to traction where level is
100 lbs. per ton, the distance a. ton
may be moved ou the level surface
in developing 2,0j0 foot pounds of
work is 2,1 00 -:. 100 equal 20 feet.
As the work of lifting one ton
through a rise of 1 foot is 2,000 foot
pounds, 1 fooi of rise or fall may be
considered as equivalent to 20 feet
of level distance. bo far as the
expenditure of power is concerned,
the elimination of unnecessary rise
and fall is thus equivalent to shor
tening distance. Of course when
the termini of the Toad are at differ
ent elevations there is a certain
amount of rise and fall that must
neeessnnly be encountered.
The proper grade for any paiticu
lar road mnst ba determined by the
conditious and requirements existing
on that road. Tne ideal is the level
road witn no rise or fall, but as the
level road cau seldom be obtained in
rolling country, it is well to consid
er the greatest allowable grades for
country roaus.
It has oeeu found that for a short
tiinaa horse cau double his nan!
exertion, and that he car. draw only
aoout one hall as much on a 4 per
cent, grade us he can on the level.
If full loads were to be hauled, this
would make a 4 per cent, grade the
maximum, Oue authority stales,
fr-'m uis own observation and fri;n
tests made ty the United States
department ot agriculture, that a
team can exert lour times us much
tractive energy du2 up a snort hill
as its average pull upon the level.
As the load that cau be hauled con.
tiuuously up a 10 per c-.nt. grade
has oeen round to be one fouih of
that drawn upon thelevel, this bhowe
tbut the full load ruisrht be carried
over a 10 per ceut. grade for a short
distance say 200 feiC. Most road
buildeji pretet il per cent. gr-uLs
tolhoseof4 per ccut. where the)
can be secured without aduitioaul
expense. A 3 per cent, giade is oie
doivu which a horse with vehicle
can eonifortal:y trot.
On all public hishwava whiah
art traveled by heavily loaded ve
hicles, tne aim should he to keep
the grade down to 3 or 4 per cent.
and not to exceed 5 ptr cent. In
mountainous regions steeper grales
are often unavoidable, and. even in
ordinarv hill? country it is cood en.
giuecring not to reduce grades where
mucn earthwork is necessary, as it
is eenerallv a few short deeD cuts
that add so greatly to the cost of the
road.
In most parts of the state the
roads are in the main already locat
ed and the problem of location con.
Bists, for the most part, of the relo
cation of position of old roads, so as
to reduce the grades and render the
roads more convenient and pleasant
for travel. ' When the road must be
constructed of the material over
which it passes, it is often possible
to select a route where the soil is
better adapted to the purpose
than that found where first located.
Upon one side of a valley the sur
face may be clay, upon the opposite
side gravel, and in the bottom of
the valley the soil is usually allu
vial. Higher up the ground is gen
era ly far more fit for road purposes.
In starting the construction of any
road the width and shape of the
cross section have Necessarily to be
determined. The practice is too
common of designing a uniform
cross section for a road, regardless
of the character of the soil and the
drainage area that the ditches must
serve, A uniform cross section for ,
all parts of the road should not be
adopted. The depth of the ditches
should be made to vary with the
character of the soil very shallow
in eaud and on steep grades, and
deep in 11 it soggy land, but ordina
rily not much more than a foot be.
low the general ground level. The
width depends upon the require
ments of the' case. Sometimes 12
feet is sufficient, but 18, 24 and 40
feet are the usual width for country
roads.
The surface should be formed
with a crown at the middle suffi
cient to shed the water that falls
upon it and prevent it from stand,
ing upon the road, The slope necee
8ary to shed the wi ter readily is
about 1 in 20, a fall of 5 per cent,
is usually that composed of two
planes of equal inclination rounded
cff in the middle.
Such a surface can be constructed
and repaired with a road machine,
and a roller can be used upon it to
advantage. Deep, narrow bottomed
ditches at the sides are to be avoid
ed. Wide, shallow ditches are best,
generally, and they are favorable to
the use of the drag and wheel
scrapers, the wheel scraper being re
garded by one authority as the great
est labor saving device for moving
earth ever invented. Sometimes the
only ditches necessary to carry off
the Burface wat-r are thoee made
with the road machine. The side
ditches should have a fall of at least
half a foot in every 100 feet; in fact
the road itself would be better to
have that slope longitudinally than
to be level, so as to secure drainage
of any incipient ruts that may form
in the surface.
As noted befor, the problem im
mediately before the people of this
state is generally the improvement
of existing roads, and enough prog
ress in this eiireciiou has been made
in recent years to show how much
improvement ciin be effected. The
improvement in the surface of the
eart i road has been most marked.
The method of improvement of the
surface depends upon the nature of
thetnaterial of which it may be com.
posed. When the material is loose
sand, the surf ice will be more firm
if the sand be damp and more un
stable in dry weather. In such
casds a cohesion to tbe surface when
dry, or a layer of o'ay 6ix or eight
mches deep may form a hard and
comparatively durable surface, as it
is easily drained when upon a Band
road bed. Clay used alone is the
least desirable of all road sand or
small gravel, from which quite a
hard and comptct mass is formed,
which is nearly impervious to water
and but little acted ou by it. Ma.
serial of this character found iu tbe
natural state, known as "hard pan"
or ' 'cement gravel," makes a verv
solid and durable road when prop"
erly applied.
In soil compos d of a mixture of
sand, gravel and ciay, all that is
necessary to make a good road is to
croivn, tht5 t-urfaw, kee,j the rwts and
holes filied aud the dtjth-3 open
and free. ' .
Drainage in tseoul'y iinp-rUnt
ou ertu ro i toe material of
th surface i tmrt susceptible to
the actios of wt-r and ui' re ea8'.rv
des.rojed by it tumi are the mate,
riuls iu ti.e bstter class of rot!p. It
has oeen Said that the whole prob
lem of the improvement KLd inain
tanai.ee of irdmary com try roaiJs is
oae of drainage. Drainage, mora
dnir.age, bettei dra-r-g, snjnld b
the ciy.
SaifaCo drainage is in tu.ly tffocl
ed ty mukitg the surface of the
road sbpe from the middle '.o the
side ditcher. When the road is on
t steep grade tie inclination of the
slope to tbe sides should be greater
than when on a level, B0,a3 to p-e-vent
the water from following the
wheel tracks.
The side ditches can be prevented
from being wusLed into deep gullies .
by paving the bottom and aides with
brick or field stones. When water
has to be, carried under the road,
tewer pipe or culverts of concrete,
stone, or brick will be in the long
run more economical than those of
wood. In very wet ground some-
times underdrainage must be resort
ed to in order to get a dro roadbed.
The maintenance in good condi
tion of a country road requires con.
stunt care and watchfulness. Any
small breaks in the surface should
be immediately repaired and ruts
filled and smoothed before, they be- .
come serious. Earth roads are es
pecially difficult and expensive to
maintain nnder tbe common system
(Conti med on page eight)