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restored peace to the country, Diaz capturing the Emperor Maximilian and marching into the capital in 1867.

After being an unsuccessful candidate for the presidency against his friend Juarez, Diaz retired for the time from public life. In 1871 he organized a rebellion against the government. During the fighting his brother, Felix, was killed, and Diaz was forced to flee. At the death of Juarez he pledged his support to Lerdo de Tejada, but in 1874 he started an insurrection, was defeated and took refuge in the United States. Two years later he returned to Mexico and, raising an army, triumphed over Lerdo at Tocoac. In 1877 he became president. As the constitution provided that no man should hold the office of chief executive for two consecutive terms, Diaz was succeeded in 1880 by his close personal friend, General Gonzalez, while he became governor of Oaxaca. Diaz was unanimously elected president in 1884 and, changing the constitution, continued in office term after term until his resignation in May, 1911.

The fall of Diaz was brought about by the rebellion launched by Francisco I. Madero, one of the leading capitalists of the country, and representing the large and constantly growing number of Mexicans who felt Diaz was flagrantly abusing his power. Diaz left Mexico soon afterward and passed his remaining days in various European capitals, death coming to him in Paris. See MEXICO.

DIET. See PELLAGRA.

DIETETICS. See FOOD AND NUTRITION. DIGESTION. See FOOD AND NUTRITION. DIPHTHERIA. The control of this disease has been advanced by the use of the Schick test, which has been extensively used during the past year. This test consists in injecting, beneath the superficial layers of the skin, a diluted stand ardized diphtheria toxin of such strength that 0.1 c.c. contains 150 of the minimum lethal dose for a guinea pig weighing 250 grams. A positive reaction is characterized by a steadily in creasing area of reddening and induration about the site of the puncture, reaching its maximum in 48 hours and lasting for about a week. Such a reaction indicates that the subject is susceptible to diphtheria, i.e. he has not sufficient antitoxin in his blood to resist an invasion of diphtheria bacilli. When there is no reaction, the subject is immune and possesses sufficient antitoxin in his blood to resist contagion. The value of the Schick test lies in the fact that it is now possible to discriminate between immune and non-immune persons, especially nurses, children, and others who may be exposed to diphtheria, thus rendering unnecessary the administration of prophylactic doses of antitoxin in those found by the test to be immune. It is also of value in detecting "carriers" who are always non-susceptible and give a negative reaction; yet a culture taken from them will usually show a growth of diphtheria germs. It has been found by Kolmer and Moshage that 40 to 50 per cent of children under 15 years of age react positively; also that immunity conferred by an injection of antitoxin begins to disappear in 10 days and is lost entirely in about four weeks; also that scarlet fever patients are especially susceptible to diphtheria. The immunity conferred by an attack of diphtheria is of short duration or it may be entirely absent. The New York Health Department encourages the general use of the Schick

test and supplies an outfit to physicians for its application.

DIRIGIBLE BALLOONS. See AERONAUTICS; and MILITARY PROGRESS.

DISASTER AT SEA. See SAFETY AT SEA. DISCIPLES OF CHRIST. The total membership in this religious body in 1914 was 2,283,003. There were 17,236 churches, and 14,184 ministers. The sect has two bodies: The Disciples of Christ proper, with 1,363,163 communicants, 8494 churches, 6161 ministers; and the Church of Christ, with about 157,000 communicants, 2700 churches, and 2100 ministers. The churches lie chiefly in the Middle West and in the South, though the denomination is represented in nearly every State in the Union. Churches are also found in Australia, and other provinces of Great Britain, in Cuba, Scandinavia, and the Philippines. The denomination controls 26 institutes of learning. Missionary work is carried on in several countries. The income of the missionary societies in 1914 was $1,506,716. Of the general convention, which met in October, 1915, Dr. F. W. Richardson, Kansas City, Mo., is president, and Rev. Robert G. Frank, Liberty, Mo., is secretary.

DISEASE AND FOOD. See FOOD AND NU

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DISEASES, OCCUPATIONAL. See LABOR LEGISLATION; and OCCUPATIONAL DISEASES.

DIVING. In the raising of the United States submarine F-4, which sank in the harbor of Honolulu, Hawaii, March 29, 1915, the United States made use of experiment and training in deep water diving which had been carried on for two years previously. These experiments carried much further some that were undertaken by the British government in 1906 and 1907, where divers had been able to go down to a depth of 200 feet in safety, the best results being secured by bringing the diver up by stages, allowing a period of from 15 to 30 minutes at each stop for him to become used to the altered pressure. In other words, the trouble was due to the improper decompression, and the blood which had taken up nitrogen from the air did not have opportunity to eliminate it. In the American navy the greatest depth previously attained was 100 feet, and accordingly it was decided to undertake a series of tests in a tank where conditions equivalent to a depth up to 215 feet could be reproduced. These experiments were begun in February, 1914, and continued for a number of months, checking the English decompression table and accustoming the divers under training to deep water work, and also testing the various features of the equipment, such as suits, helmets, and other gear, as well as modern self-contained diving apparatus equipped with chemical and oxygen cylinders. As a result of this work an improved method of feeding air to the divers from compressed-air cylinders instead of by hand pumps was adopted, properly devised valves, air washers, and other devices regulating the supply of air. A diver's telephone was also devised so that conversation was possible at any time, where formerly the diver depended on signals by line. This work, which was mainly under the charge of Chief Gunner George D. Stillson, United States navy, was supplemented by actual tests in deep water, the torpedo boat destroyer Walke being equipped

with diving apparatus, including a recompression tank for the treatment of divers affected by the bends. During these practical tests, Chief Gunner's Mate Drellishak made a world's record at 274 feet, remaining under water long enough to work. Immediately upon receipt of the news of the disaster to the submarine F-4, Chief Gunner Stillson and five assistants, accompanied by a naval surgeon, were hurried to Honolulu, and the submarine was found covered by about 275 feet of water. The divers were able to attach lines to the vessel, and the greatest depth attained by any diver, 288 feet, a world's record, was made.

DOCKS AND HARBORS. UNITED STATES. New London. The State of Connecticut during the year 1915 was engaged in the construction of a 1000-foot pier, 200 feet wide, at New London, at a cost of $1,000,000. The design adopted under the appropriation made by the State Legislature in 1911 called for a fill inside of masonry bulkheads, with outside deck made up of pre-cast concrete slabs resting on soted timber piles. This new pier, made for a steamship terminal, was designed for a commercial life of 25 years, this time being selected, as it was thought that in the interval changes in transportation would render of doubtful utility any more permanent construction.

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New Orleans Improvement. During the year work was begun on an important port improvement in New Orleans, whereby a large wharf, six large reënforced concrete cotton warehouses, and a railway terminal covering approximately 100 acres of ground, and costing $3,500,000, were put under way. The terminal wharves, located on the Mississippi River, were to be two-story structures of reënforced concrete, 2000 feet in length, and 180 feet wide, built on pine piles placed 20 feet on centres each way. On these piles reenforced concrete columns were to be carried up to the first floor of the wharf, the two stories of the superstructure being 16 feet 8 inches, and 15 feet 8 inches, respectively. The wharf and general terminal were to be provided with conveyor apparatus for handling cargoes and a complete system of railway tracks.

New York Docks and Piers. The construction of the water terminal to be connected with the New Haven, Pennsylvania, and New York Central railroads at Hunt's Point, in the Borough of the Bronx, was in active progress during the year. This project involved the construction and filling in behind a 3600-foot bulkhead to reclaim 200 acres of ground, and required heavy pile driving, dredging, the placing of 400,000 tons of riprap, and extensive filling with other materials, not to mention suction dredge work ing. As much of the work had to be done in originally soft mud and varying types of bottom, practically every form of construction was involved, and a large amount of stone from Bronx subway cuts was employed in the filling. Work was in progress during the year on a new South Brooklyn pier at 35th Street, 1740 feet in length, 175 feet wide, this being the longest pier yet built in New York Harbor. This pier has a railway track on either side so that there can be direct transfer from ship to cars, which the steamship company owning the pier claims is both possible and essential. The shed of the pier is nearly 140 feet wide, and the tracks are placed outside the shed. The floor slabs are of reënforced concrete. The pier will be connected

eventually with the Brooklyn marginal railway. Two other piers, at 29th and 30th Streets, South Brooklyn, were also under construction. The pier construction was typical of other New York City piers, in that pile bents spaced 10 feet apart and trussed were employed, on which were laid reënforced concrete slabs. Work continued actively during the year on the new ocean steamship piers in the Hudson River at 46th Street. Boston. During 1915 much excavation had been done for the new South Boston dry dock, which was to be the largest in the United States, being 1200 x 149 feet in over all dimensions.

Philadelphia. Two piers, known as the Southwark piers, were completed during the year at Philadelphia. It was part of a scheme ultimately to give the city a municipally owned waterfront of more than a mile. These two piers were the first of such a group, and represented the best construction yet undertaken by the city, being designed along the lines of the general Philadelphia type of construction with reënforced concrete substructures extending down to low water and carried on wooden piles. The superstructure was of structural steel with reënforced concrete facings. The two new piers, known as Nos. 38 and 40, are along the Delaware River at the foot of Queen and Christian Streets, 550 feet in length, 180 feet wide, and 200 feet apart. These piers are two-story structures with numerous elevators and sheds of various kinds, while the railroad tracks down the middle of each pier connect with the belt line on Delaware Avenue. The actual construction of this work, which will involve eventually the expenditure of $24,000,000 for the South Philadelphia Railway improvement, began in April, and involved not only an extensive railway system to give access to the piers and to the various industries along the river, but also a systematic improvement of the water front.

Los Angeles. The city of Los Angeles had under construction a large timber wharf and shed on Mormon Island channel in the inner harbor and a concrete wharf and steel shed on the east side of the east channel in the outer harbor. The latter was one of the first sections of the outer harbor improvement, and is a dock 650 feet wide and 4000 feet long, with the main ship channel on one side and the east channel on the other.

Chicago. In Chicago a municipal pier was under construction for freight and passenger steamship service, with a recreation space and public hall in addition located north of the mouth of the Chicago River in line with Grand Avenue and Illinois Street. It was 3000 feet long and 292 feet in width. At the shore end was a head house forming an ornamental entrance and carrying offices on its upper floors. Two parallel double deck buildings, 2335 feet in length, are used for freight and passenger service, and are supported on a central 80-foot driveway. The remaining 665 feet of the pier length are devoted to recreation purposes, with an open upper deck which forms a shelter for the space below. Near the end of the pier is a municipal hall for public meetings, concerts, etc. Two double track railways extend along the sides of the driveway adjacent to the sheds, and a double track incline will connect the street railways with tracks on the upper deck of the pier. The pier is an elaborate structure and the total cost was estimated at about $4,000,000.

Cleveland. At Cleveland, Ohio, the new Ninth Street pier in Lake Erie was opened for service late in June, so that the steamship companies could use the lake proper for docking instead of the channel of the Cuyahoga River, the lake front being protected by an extended breakwater. This new pier was built by the steamship companies and is connected to the trunk line railways. It is 720 feet in length and 300 feet wide, being made of a continuous line of concrete wall, part of which is founded on the remains of an old bulkhead and the rest on new pile construction.

St. Louis. Plans for the first section of the municipal dock system at St. Louis, Mo., were approved, during 1915, by the Board of Public Service, and an ordinance authorizing the construction was introduced in the Board of Aldermen. The estimated cost of the dock alone is $255,000, and of equipment $30,000. The first unit of the dock was to be 300 feet long out of a total length of 1200 feet, and was to be a reenforced-concrete structure, including both piling and decks. The dock will be open underneath and riprapped. A railroad track was to extend down the centre of the dock, back of which a steel frame warehouse was to be built. The dock was to be equipped with two traveling cranes for transferring material between either boats and cars, or between boats and the warehouse, and the warehouse and platforms were to be equipped with electric trucks. The estimated cost of the other three sections of the dock, subsequently to be put under construction, was $155,000.

Coal Dock at Toledo. At the opening of navigation on the Great Lakes a new coal handling plant, dock, and yard, containing one of the three largest car dumpers in the country, was put into use at Toledo, Ohio, by the Cincinnati, Hamilton, and Dayton Railway. This new terminal, which was constructed during the winter, involved 802 feet of concrete dock, concrete foundations for the unloader, approach, and run-off trestles, the relaying of the load and empty yards, and the erection of the unloader frame and machinery. The load yard has a capacity for 140 cars, and the empty yard for 96 cars. The new dock, except at the unloaders, is of reënforced concrete on piles cut off 18 inches below the water line.

BALBOA DRY DOCK. The important dry dock at Balboa for the Panama Canal, described in the YEAR BOOK for 1914, was practically completed at the end of 1915. A second dry dock had been planned, but its erection was not contemplated for some years.

CANADA. Halifax. The largest harbor work in progress during the year in North America was at Halifax, N. S., where the Dominion Department of Railways and Canals was developing the port as a part of a project to cost $30,000,000. Contracts in force during the year totaled over $7,000,000, and the new work involved the building of a large reënforced concrete pier, as one of six for deep water vessels, as well as a 2000-foot landing quay, and some 6 miles of railways, so as to insure communication throughout the terminal and with the railways. Halifax is a deep water, all the year, port, and the work is being prosecuted with the idea of making it an important landing place for the commerce of Canada. The construction work for the quay wall involved the use of 60

ton concrete blocks stacked up to the required height and joined together laterally to form a continuous wall. Above low water granite facing is employed as a protection against frost and sea water. An elaborate system of shed and warehouse structures has been planned, and the construction was actively in progress during the year. The plan for the Halifax port development was so well worked out that it was believed that when completed the terminal costs at this port could be brought in proper relation to its operation costs, but it was a problem whether, with all its facilities and low terminal charges, sufficient commerce would be directed to Halifax in preference to Montreal and Quebec, to warrant the long railway hauls from the interior to the coast.

Prince Rupert. The official test of the 20,000ton floating dry-dock at the ship-repair plant of the Grand Trunk Pacific Railway at Prince Rupert, Canada, was made successfully during the year, and the plant was ready for work. It includes a carpenter shop, shipbuilding shed, launching platform, machine shop, boiler and blacksmith shops, foundry, and a power plant.

Victoria. Progress was continued during the year at Victoria, B. C., in harbor development under the supervision of the Department of Public Works of Canada. The project involved the construction of 2500 feet of breakwater and two large docks in the outer harbor, all with rubber-mound foundations and reënforced concrete superstructure. The breakwater affords a 90acre area of shelter, within which are the two docks, which have berthing space from 800 to 1000 feet in length. The improvement of the channel was also under way, and it was intended that the inner harbor should be used by smaller

craft.

Toronto. During 1915, $2,000,000 was being spent on the Toronto harbor improvement, being devoted to the water front between the Don and the Humber rivers, and supplementing the $1,400,000 spent in 1914 in piles, cribs, dredging, and filling. The total estimated cost of the entire improvement, which is about equally divided between the Harbor Commission and the Dominion government, is $24,000,000, and contracts for nearly $11,000,000 have been let.

ZUYDER ZEE. One effect of the war was the postponement of the vast project for the reclamation of the Zuyder Zee, which had been discussed for a quarter of a century previously, and which latterly had been developed in distinct plans whose consideration by the Dutch Parliament was desired. It was necessary first to have the various departments of the government approve the plans, and this approval had been forthcoming for all the civil departments, but the War Department had been unable up to 1915 to pass on the military features of the reclamation project, as naturally this affected the schemes of national defense, and was one reason for the delay, although financial considerations also applied. The proposed scheme was to cost 300,000,000 guilders (a guilder equaling forty United States cents), and would reclaim at the same time an area of about 47,000,000 acres. The cost of the project would be spread over a number of years, but with the expense for mobilization, which up to September had amounted to 275,000,000 guilders within its European limits, and 65,000,000 in the colonies, with a flotation of a 200,000,000 guilder war

loan, there was little chance for expenditure on civic works. The project was of interest, as it involved a vast mileage of dykes, canals, with locks connecting the canals with the sea, large pumping stations, and various economic problems, such as the destruction of the salt water fishing industry and its possible replacement by a fresh water fishing industry of large proportions. Further, there would be involved the construction of an auxiliary system of canals to preserve water communication facilities for the towns on the Zuyder Zee, and a provision for suitable materials for the levees and other works, many of these not being native to Dutch soil. On the engineering side the project was so complete and interesting that its abandonment even temporarily was a source of regret. See CA

NALS.

DODGE, ARTHUR PILLSBURY. American lawyer, inventor, and publisher, died Oct. 12, 1915. He was born in Enfield, Mass., in 1849; studied law; and in 1879 was admitted to the bar. In 1886 he founded the New England Magazine, and later the Bay State Monthly, and the Granite State Monthly. For a time engaged in the publishing business, he later became interested, through his association with George M. Pullman, in motor power for railways.

DOLOMITE. See GEOLOGY. DOMINICA. A presidency of the Leeward Islands colony. Most of the inhabitants are descendants of the original French settlers and speak a patois. Roseau, the capital, had, at the 1911 census, 6577 inhabitants. The island is fertile; coffee, sugar, spices, oils, timber, fruits, etc., are exported. Trade and finance statistics for the years 1907-14 are given in the following

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See LEEWARD ISLANDS. DOMINICAN REPUBLIC, THE. An independent state occupying the larger and eastern part of the Island of Haiti. The capital is Santo Domingo.

AREA, POPULATION, ETC. The republic consists of 12 provinces, with an estimated area of 48,577 square kilometers (18,756 square miles). Estimates of population vary. A 1913 estimate was 724,500. In October, 1915, the Gaceta Oficial stated the population (as for Dec. 31, 1914) at 657,270. The population of Santo Domingo was given as 26,486; according to an unofficial census, reported earlier in 1915, the population was 23,624. Estimated population of other towns: Santiago, 20,000; Puerto Plata (the chief port) and San Pedro de Macorís, 15,000 to 16,000 each; Samaná, La Vega, Sánchez, Monte Cristi, and Azua, 4000 to 5000 each.

Reported births in 1913, 27,332, and in 1914, 24,319; marriages, 2557 and 2022; deaths in 1914, 6393; immigration in 1914, 3930, and emigration, 1587. Primary instruction is free and nominally compulsory. In 1911 there were 590 schools, with 20,453 pupils. The state religion is Roman Catholicism.

PRODUCTION, COMMERCE, ETC. Agriculture and cattle raising are virtually the only source of national wealth, as mining and manufacturing are little developed. Sugar and cacao are commercially the leading crops. Others of importance are tobacco, coffee, cotton, and bananas and other fruits.

Several different sets of figures were published in 1915 purporting to state the commerce of 1914. The following are taken from the Gaceta Oficial mentioned above. Imports and exports in 1913, $9,348,839 and $10,047,297; in 1914, $6,608,112 and $10,611,228. Sugar export in 1914, 103,331 metric tons, valued at $4,973,272; cacao, 20,825 metric tons, $3,899,102. Considerably more than half the trade, both importation and exportation, is with the United States.

The length of railway in operation is reported at 282 kilometers (175 miles); in addition there are private lines for sugar plantations reported at 362 kilometers (225 miles). Telegraph offices, 16, with 352 miles of line. Post offices, 105.

FINANCE. The unit of value is the American dollar. For 1915, estimated revenue and expenditure, $4,485,350 and $4,490,821, respectively. Nearly four-fifths of the revenue is derived from customs. A treaty between the Dominican Republic and the United States authorized a loan of $20,000,000 for the conversion of the debt, and established an American receivership of customs from April 1, 1905. The sum of only about $14,000,000 was issued, the balance being kept against certain disputed liabilities and the provision of a fund for public works. Total outstanding, Dec. 31, 1914, $13,042,850. A further loan of $1,500,000, having no connection with the original loan, was issued in March, 1913. Both loans are guaranteed by the customs. By agreement between the Dominican and American governments in 1914, an American financial expert was appointed to control the national expenditure and the revenues other than those derived from customs.

GOVERNMENT. The executive authority is vested in a President, who, constitutionally, is elected by indirect vote for six years. The legislative power rests with a Congress of two houses, the Senate (12 members, elected for six years) and the Chamber of Deputies (24 members, elected for four years). In 1913 José Bordas Valdés became provisional President, assuming office April 14th. After the insurrection of 1914, Bordas Valdés resigned (August 27th), and the Congress elected Ramón Báez as provisional President. At elections held later in 1914, Juan Isidro Jiménez was chosen President, and on December 5th he was inaugurated for the six-year term.

HISTORY. Confusion in Financial Affairs. Late in January it became known that a shortage existed in the San Domingo Department of Public Works. Under the right which was given to the United States by the convention between the two countries, Secretary of State Bryan, on January 22nd, ordered an investigation of the situation. Three days later the State Department at Washington issued the statement: "When Nolasca, the auditor in charge of the Public Works Fund, was removed recently, a defalcation of some $8000 was discovered. The irregularities date back at least two years. A further defalcation of $1000 is reported under the Mann administration. Nolasca is a citizen

of Santo Domingo and his appointment was made by the Santo Domingo government. Full information has been asked for, and, in so far as the prosecution depends upon the actions of this government, instructions will be given when the facts are fully known." By the terms of the convention American officials were in charge of the customs houses of the republic as well as several other financial posts. It is the duty of these officials to see that the interest on the American-owned debt is paid monthly, that the sinking fund is enlarged, and that the residue of the customs, after 5 per cent is taken out for expenses, is turned over to the government. The defalcation of the two sums of $8000 and $1000 occurred entirely in the native administration of affairs, not in any department with which Americans were connected.

Sullivan Inquiry. On January 13th, President Wilson ordered an investigation as to the fitness of James M. Sullivan, minister to Santo Domingo. This investigation was in answer to a letter sent to the President by W. W. Vick, formerly connected with the American administration of Dominican customs. Mr. Vick charged that Sullivan owed his appointment to a political group representing the interests of the Banco Nacional of San Domingo, who had in view the control of concessions, government contracts, or deposits of government funds. The names of Secretary of State Bryan, ex-Governor Martin H. Glynn of New York, and Representative James H. Hamill were mentioned among those alleged to share in profits from the prospective contracts. Witnesses testified in New York, Washington, and Philadelphia, while officials likewise came from the Banco Nacional to offer their evidence. It became known in June that Senator Phelan, in charge of the investigation, reported to the President that Minister Sullivan had done nothing which involved moral turpitude, but was temperamentally unfitted for a diplomatic post. Consequently, Minister Sullivan's resignation was announced in July.

Internal Affairs. In March, Governor Zayas of Santo Domingo and two of his children were murdered at Azua, a small town 55 miles southwest of Santo Domingo. Zayas had gone to Azua to assume the duties of governor, and had been in office only two days. His assassination was brought about by political enemies. In April, Minister Sullivan reported a new revolution in the island. The cruiser Des Moines was ordered from Progreso, Mexico, to assist the gunboat Nashville in maintaining order. Three commissioners, Jacinto Peynardo, minister of justice, Frederico Velasquez, minister of public works, and Dr. Henriquez, were appointed in May to discuss financial matters with American financiers. In September, two new appointments were made in President Jiménez's cabinet. They were José Manuel Francisco Jiménez, minister of interior, and Francisco Herrera, minister of finance. Jiménez had held the portfolios of interior and public works in previous administrations.

DONALDSON, SIR JAMES. English scholar and educator, died March 10, 1915. He was born in 1831, and was educated in the Aberdeen grammar school, in the University of Aberdeen, at New College, London, and at Berlin University. In 1854, appointed director of the high school in Stirling, he became, in 1856, classical

master of the high school of Edinburgh, and in 1881 professor at Aberdeen University. He held this position until 1886, when he was appointed vice-chancellor and principal of the University of St. Andrews. He was one of the first to endorse simplified spelling. He wrote widely and authoritatively on a number of educational subjects. In 1907 he was knighted. His published writings include: A Greek Grammar (1863); The Apostolical Fathers (1874); The Westminster Confession of Faith (1905); and Woman: Her Position and Influence in Ancient Greece and Rome, and Among the Early Christians (1906).

D'OOGE, MARTIN LUTHER. American scholar and educator, died Sept. 13, 1915. He was born at Zennemaire, Netherlands, in 1839, and graduated from the University of Michigan in 1862. He afterwards studied at the University of Leipzig. In 1867 he was appointed assistant professor of ancient languages at the University of Michigan, becoming acting professor of Greek language and literature there in 1868, professor in 1870, and professor emeritus in 1912. He was ordained to the Congregational ministry in 1878, and in the same year became one of the commissioners of the American School of Classical Studies, at Athens, and was its director in 1886-87. In 1884 he was president of the American Philological Association. He was an editor of Greek classics, the author of The Acropolis of Athens (1898), and a contributor to journals and periodicals, classical and archæological. He received the degree of LL.D. from the University of Michigan, and D.Litt. from Rutgers College. DOUGHERTY, WILLIAM EDWARD. American soldier, died July 13, 1915. He was born in Ireland in 1841, and was educated in private schools there, in Germany, and in England. He removed to the United States, and on the outbreak of the Civil War enlisted as a private in the United States infantry. He served throughout the war, rising to the rank of first lieutenant. He was appointed brigadier-general, and was retired at his own request, after over 43 years of service, in 1904. He took part in many important actions in the Civil War, and in 1865-66 was provost marshal in Louisiana. He served against the Indians from 1874-82, in Cuba in 1898, and in the Philippine Islands 1901-02.

DOURINE. See VETERINARY MEDICINE.

DRAINAGE. The year 1915 has been one of comparative inactivity in the drainage of wet lands for agricultural purposes throughout the world. The European war practically stopped such work in belligerent countries and their colonies, and this covers most of the territory in the Eastern Hemisphere where such work was in progress. On the Western Hemisphere the wave of land reclamation, by both irrigation and drainage, which was so acute a few years ago, has subsided to a large extent and attention is being devoted principally to the attempts to utilize the lands made available in the past.

UNITED STATES. Land drainage in the United States is of two classes-(1) the drainage or protection from overflow of lands already occupied and producing some crops, where drainage is merely a means of improvement; and (2) the reclamation of lands which are now unproductive and waste by reason of insufficient drainage or overflow. Work of the former class goes on more or less continuously throughout the United

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