Historical Newspapers of South Carolina

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1~ YUL. XYI, PICKENS, S. C., THURSDAY, JUNE 16,187 natural advantages aro they are more than over-balanced by the acquired ad vantages of the North. They have cheap coal, skilled labor, experience in man agement, ample capital seeking invest. ment at a low rate of interest. They have giant establishments, filled witL the most improved labor-saving machin ery and run on a scale whore expenses are reduced to a minimum. They are located in a dense population who sup ply a local demand for their products. Theoy are located near the great commer cial emporiums and can place their sur plus products on the market at the least possible expense, and they have very favorable freight rates. These advant ages enable the great factories of the Noith to manufacturo goods cheaper than our iufant factories can possibly do. So great are theso advantages that even John Stuart Mill, the great apostle of free trade, admits that some govern mental protection is necessary to the es tablishment of factories when they have to compete with a country whose facto rios have an established business and whose processes of work have become traditional. The infant factories of the North required and secured a heavy protection against the established facto ries of England. To-day they bear to us the samo relation which the old Eng lish factories boro to them a century ago. Our factories cannot hope for the protection which would build tht m up. Both the free trade sentiment of our people and the Constitution of the United States prohibit any import duty against Northern goods. But surely it is not demanding too much to ask the protection which nature gives us-the protection of distance? Surely it is not asking too much to de mand that the products from factories shall be distributed throughout our own State as cheaply as the products of for oign competitors? Surely it is not re quirmg too much to demand that the railroads, built frequently at the expense of the people, for the development of the State, shall not use their power of unfair discrimination to crush and ruin the struggling industries of the State, and drain her wealth into the coffers of foreign rivals? OPPRESSINo TIE FARMERS. The effect of this policy is hardly less hurtful to the farmers. Exceedingly low through rates have induced the neglect of all other crops, and the almost exclu sive culture of cotton. This brings in its train extravagance and debt, and in the end dislionesty' When the people raised their own supplies they had less money, but they needed less. They had enough to purchase the comforts of life, which they did not produce, and to pay their hoiest debts. Now, when the people raise cotton only, they make more money; their pockets are full if their barns are empty. The money all comes in at one season. They are rich then, if poor all the balance of the year. While they have tho money they squan der it needle' sly, and before the year ex pires are compelled to go in debt for the necessaries of life. And so the next year's crop must go to pay for last year's living, and a system of debt has been saddled on the country which has brought it to the vergo of bankruptcy. Who can foresee the result of one more crop failure? OUR INTERINAL, COMMERCE. The internal commerce of the State has been ruined, and the growth of our rising cities has been checked by this same ruinous policy. The prosperity of cities hangs on the will of the railroad autocrats. They can cause business to flow into it, or to go elsewhere. They focused advantages at a country cross road in Georgia and Atlanta sprang up teeming with enterprise and wealth. A withdrawal of these advantages would dissipate her business, and her prosperi ty would be a dream of the past. Ten years ago it wvas the policy of the rail roads to build up the internal commerce of this State. Favoring through rates were given to railroad centres and cheap distributing rates. In a single decade Spartanburg doubled her business and tripledt her p)opuilation; wholesale houses were established and supplied the local trade for miles around. 11er goods were sold within twenty miles of Atlanta. Within the past seven years this en couragement to wholesale internal com miorce has been withdrawn and the busi uess has p)erished. Concessions have been mnade to no distributing p)oints ex cept Ch arlestona and Columbia, wvherc p)roximnity to water compelled it. 1But even these have been dep)rived of what is more imnportant--their cheap distribut ing rates. THiE wHIOLEsAAll TRADE OF THlE INTERIOR. I again tako Spartanburg as a type of her sister cities. In 1881 the rato on fertilizers from Spartanburg to Wellford, on the Atlanta and Charlotto Air Line, or to Pacolet, on the Spartanburg and Union Road, was $7.50 a carload; now it is $17.50, an increase of nearly 200 per cent. The local trade has been do stroyed, In 1881 the freight on flour to Pacolet was 16 cents a barrel, now it is 32 cents; on bacon it was $20) a carload, now it is $36. So exorbitant is this local freight thatL the p)eople have been comp)elledl to resort to wagon transportation. The lowest freight on the Augusta and Spar tanburg Road to Campobello, eighteen miles abiovo Spartanburg, is $3 a toun; Iirst-class freight is $7 a ton. Wagons will haul it, without regard to class, for $3 per' toni free of dra,,age, and are monopolhzing the mercantile business. Until recently the rate on cotton from (Campobello was 70 cents a bale, while the wagons were cager to carry it at 50 cents a balo. Greenville ad the other cities of Uj>per Carolinia are ini a like condition. In the seventhi report of the South Carolina railroad commission is publish ed a corresponxdenice betweeni President HIaskelI, of the Columblia and Greenville Rtailroad, and Col. Jilanunt, procilent of the Piedmont lFactory, conierning the rate on cotton from Glreeniville to Pied mont, ten miles distant. The railroad's charge was 83 cents a bale, which, with braya.e, 0made the cost one dollar a ba- (o. Hfammet showed that the wagons would haul it for 50 cents a bale. lie could get no reduction, was foce to yempy dowagons, and saved wh ontinued to use thmodw r on hlle t py the extv'onGate rae which Col. Hammet Gus Mided. Few )oOple have busines augg to estab sh a wagon line for t~rtranspor-ta-. RAILROAD DISCRIMINATION. HOW IT AFFECTS THE DEVELOPMENT OF SOUTII CAROLINA. The Address )olivered Before the State Press Association, by mVin. M. Jone$, Esq., Editor of the Spartanburg Iferald. The press of South Carolina has strongly counselled diversity of crops and diversity of industry. It has done so forcibly, repeatedly, almost unani mously, but without avail. It is not my purpose to-night to adduce arguments to support the wisdom of this counsel, but to seek the cause which has made it so barren of results and to seek a remedy. UNJUST RAILROAD DISCRIMINATION. The prime cause of our continuance 4 in our pernicious course lies in the policy of the railroads of unjust discrimination against our home industries in favor of their foreign competitors. HOME AND "FOREIGN" FREIoHTS. It appears on tho surface that the prosperity of a railroad depends on the prosperity of the country which sup ports it. This is a partial fallacy. It is the interest of the people to buy nothing which they can make profit'ibly; it is to the interest of the railroads for the peo ple to buy everything abroad, and raise cotton only to pay the debt; to have no local factories, to produce nothing which they consume. Before the War of Se cession, when the people produced what they used and used what they made, there was little demand for railroad ser vice, and their traffic was light. Now, when we bring our meat from Ohio, our corn from Indiana, our flour from Illinois, our molaeses from Louisi ana, our shoes from Massachusetts and our clothing from New York, and when we ship our whole cotton crop to pay the debt, the traffic of the transportation companies has become immense. The production of these things at home would materially diminish the business of the railroads. Hence it is the interest of the railroads to suppress all home manufactures and shut up agriculture to cotton planting alone. in this class of interests the railroad managers have not scrupled to sacrifice the welfare of the State. They have accomplished t'ieir purpose by an exhorbitant and outr.age ous discrimination against Stato enter prises in favor of their foreign competi tors. CRUSHINo TUE HOME MARKE'TS. In this day of sharp rivalry the mar gin of profits, without which no indus try can live, has become so narrow t hat the freight rates control its existence. A low freight may foster, a high freight will strangle it. But profits rest even more absolu ely on competition, and this, too, depends on the arbitrary will of the railroad rulers. I may secure a just and reason able freight rate under which my busi ness can prosper; if railroads please to favor my competitor with lower rates ho can undersell me, draw away my custom, ruin my business and drive me from the field. It is thus that the giant Standard Oil monopoly was built up and its strug gling rivals crushed to death. It is thus that the giant factories of the North are able to strangle our struggling factories in their infancy. The discriminnation practiced against the shippers in South Carolina is enough to paralyze almost any enterprise. SOME PRAcTIJAL ILUSTrIATIONS. A gentleman cont'emplated the esta,b lishment of a fertilizer factory in Spar tanburg. It is found that the freight rate from Spartanburg to Weliford, dis tant on the Piedmont Air Line 12 miles, is $17.60 a carload, or $1.46 a mile; the ratn from Richmond, Va., is 10 cents a mi11, a discrimination of nearly 1,400 * er cent, in favor of the foreign shipper. I'There could be no claim by the railroad in this case for extra expense in hand ling, for the shipper is required to load .his own car, and the raili-oad is to haul it at its convenience. The rate to P'acolet, on the Spartanbur8 and Union Road, 12 miles distant, is the same, $17.60 a carload. We havQ. in Spartanburg ha struggling door and blind factory. Th'e freight .to Greenville, thirty-two miles distant, on the Atlanta and Charlotte Air Line is $.32 a carload, or $1 a mile. The same freight from New York to Greenvillo is 12 cents per mile. These instances are not exceptional, and I have mentioned Spartanburg only because the rates there were more easily attainable. Other cities will be found in like circumstanco, and other rates in like proportion. Instances could bo0 -multiplied indefinitely. By referenco to the report of the South Carolina railroad commission we find that the average rate charged to foreign shipper, Greenvillo and Columbia Railroad, for each to.i of freight was nine mills per mile; for South Carolina shipper to home con sumers fifty-six mi l per mile, a dis cl1rU'inationi of nearly 600 per cent. against our South Carolina producers. Is it strange that in the face of such dis crimination our local outerp)rises lani guish and dlie, and foreign factories usurp our home market? BPEOIAL IiATEs FOR CoTToN FACTjOR! es. There is one class of factorios which have been fostered by the railroads, and they have.prospered. They are the cot ton factories. Their products are not specially intended for home coO5nsmp tion. 'Their goods are Shipped princi pally to foreign ,markets, and their growth does not diminish railroad bu~si ness, but rather stimulates the prodlue tion of the export crop. Hence the rail roads have lent them a strong helping hand. 'Their fInished cloth is shippcd from Greenville to Now York at $10.80 a ton; the raw cotton is charged $13.60 a ton. ','he same goods, shipped by a mercl-ant to New York, would be charg,ed $26.60 a ton. The railroads have favored cotton factories, and they have prospered; the have discouraged all other factories, and they have per ished. THlE ADvANTAGEs OF TImR SOUTH. The South has natural superiority over the North for manufacture. We have oheap food, .cap labor, mild climate and unlimited water-power, which is navar h1nooaed with ice Gat as thes DISCRIMINATION AOAINST ('IAnLEsToN. But this effect is not confined to the inland cities. Charleston, too, has ex perienced the weight of this policy. A fow years ago Charleston was tho Mecca of the merchants of upper Carolina. But the railroads have so arranged freights that it is just as cheap and quicker to got their goods directly from New York, and their trado has flowed thither. As an instance of the unjust discrimination against Charleston, I cite fertilizers her chief product. The rate from Charleston to Spartanburg, about two hundred miles, is $4 a ton. Trom Rich mond, Va., over twice as far, it is but $4.25 a ton-a discrimination against this city of nearly 100 per cent. Is this right? Should railroads of the State be permitted to break down the business of the principal city of the State? Charles ton is naturally the port of South Caro lina. She is entitled to the trade of the State, and she would have it if she could get a fair showing, and the State should see to it that she has that opportunity. This policy of the railroads has been ruinous to the State's prosperity. It has stopped her small factories, saddled the farmers with debt, and ruined our inter nal commerce. A REMEDY FOR THE WRONG. Is there no remedy for this wrong? Have the people no rights to be regard ed? This has been the claim that the railroads have set up. They assumed that the stockholders were the absolute owners of the roads, and any attempted regulation by the Government was re pelled as an unwarranted infringement on private right. I)uring the weak and truckling rule of the Radicals this bold assumption was acquiesced in. It is now absolutely exploded. It is now held in every State in the nation that the railroads are public highways, con structed for the benefit of the people. That the management of these highways is given to a corporation by the State, as trustees of her sovereign power, a trust not to be abused. The power should be exorcised with equity and ustieo, as the State would exercise it. The State could not justly discriminate between its citi zens, and its agents should not bo per mitted to do so. The State could not with equity build up one of its cities at the expense of other cities, and its agents should not be permitted to do so. The State would not sacrifice the indus tries and prosperity of her people to the benefit of foreign competitors, and the railroads should not be allowed to do so. She State, if she owned the roads, would not do these things evenl for gain, nor should the railroads. If the stockhold ers can mako a profit legitimately, they are entitled to it; if they cannot, they have simply made a bad investment and must abide by it. The right of the State to restrain and I egulate the railroads is now undisputed. The question arises, how is this to be done effectively? We have attempted to do so by a railroad commission. I do not know what they have done; I do not impugn their actions. But this we do know, that this stilling and pernicious policy of discrimination against home enterpriso has sprung up (luring their control, and the condition of aflhirs is infinitely worse now than before their interference. I have attempted to show that our present need is low distributing rates rates to our home producers as cheap in proportion to distance as those granted to their foreign competitors. This, I believe, can be easily, cheaply and effectively secured. A UNIFORM RATE FOR ALL SIIIPPIERs. Under the Inter-State law all through rates must be reasonable and equitable. These rates must be public. This we cannot interfere with and would not. But this State can pass a law providing that whatever rate por mile the roads fix for through freight, that same rate shall be granted to otur local shippers with the cost of extra handling added. Of course it would be unjust to require them to load anid haul freight the first mile for the same amotuit for which they merely haul it the second mile. But when they have been amply p)aid for loading, shift ing and starting the car, theror seems no good reason why they should charge our own shippers more for merely continu ing to haul it than they charge to for eign shippers for exactly the same ser vice. A liberal allowaneo should bo0 made for this cost of handling. There aro but twenty classes of freight. Thle General Assembly could apploint a committee to meet during vacation to take testimony as to this cost. This charge should in chude not only the cost of loading, but the cost of extra shifting andl starting. It should be regulated in justice to the railroads and to the people. The local rato shouldl be based on thxo actual cost of transportation, and not on the basis of "whatever the traflic will bear." Un der the most liberal allowance it will never be found that it costs over one third as much to ship a carload of guano twelve miles as it (toes to ship it 100 miles, and that, too, when it is loaded by the shipper. When once the through rate p)or mile is fixed by the railroads and published, and when the cost for extra handling is ascertainedl and established by law, the rights of the shipper become so plainx that no exp)ensivo railroad commission is necessary to protect them, lie knows the rato per milo, the (distance lie has shiippecd and the extra cost for handling the class of freight offered. Whether lie has been overcharged, is a question of simple fact with which the Courts can (lealI, andl a penal5 statute is ample p)ro tection. Bunt whether the recmcdy I. have aug gested is the best or niot, the evil to be remedlied exists. It is ani oppressive ini cubus on the prosperity of South Caro linia. Th'lo interests of South Carolina arc dear to every one0 of her souns, andl( especcially to the members of the P'ress. Lt is for this reason that [ have ventured to call these facts to your attention. WVOiInan's Face. "What. futrn itutre can give !duch tintisht to a room, as au tender womn's cte,'' asks GAe'rge Elliott. Not any, we are hauppy to answver', pirovidedi the glowy of htealthI tem-x pers the tender expres ilon. 'iThe pale, an x Ious, bloodless fate of ai conlsum Iptive, or thie eyident suffierings o)f the udyupeptic, in duce feeling of sorrow andI grief on our part andI comnpell uts to tell thenm of I ir. Pierce's "'Golden Medical l)iscovery," the sovereign remetly for consutiPtion and other diseanses of the reapiratory system as well as dyspcpsla andt other dilgestive troubles. Soldel verywhere. ABOUT DIRT ROADS. The Evil and temedly--TIee Economy of having Goodi RliS. (From The Nation.) About this time of year Americans bo gin to give an amount of attention to roads and road-making which is sadly wanting during the rest of it. There is probably no people in the world which has made such progress in the arts of civilized life generally that seems to care so little for what a good many social philosophers put among the very fore most of them, the art of road-making. In fact, some philosophers have pro nounced the history of roads the history of civilization. Nothing distinguishes a civilized country from a barbarous one so markedly as the difforenco between the means of communication betwen one locality and another. As a general rule, one knows that a people is rising in the scale by seeing its roads improve; one knows that it is declining by seeing its roads go out of repair. Nothing marked so vividly the great plunge into barbarism which Europe took after the fall of the Roman empire as the disap pearance of the superb lines of commu nication which led from the forum straight as an arrow to every corner of the Roman world. Nothing, too, tells the tale of Chinese decadence so dis tinctly as the ruin which has overtaken the great roads and canals which at an earlier period connected the capital with the provicces. When an American goes to Europe for the first time, nothing seems odder thar the superiority of the European roads in countries which can make no pretence of equaling the United States in other marks of material progress. We are not a declining peo ple; on the contrary we are the most growing people in the world. We are not among the poor nations of the globe; on the contrary we are probably the very richest. We are not inliflorent to material improvement; on the contrary the most frequent charge made against us is that we give too much attention to it, and yet we are worse off, by far, in the matter of roads than any other high ly civilized community. The original reason of the American indifference about roads was probably the rapidity with which the early settlers scattered themselves in small communi ties over wide areas. The fewer people there are to the square mile of inhabited territory, of course the costlier roads be come; and when population is very much dispersed, as in frontier settl ecjncts, people cease to think of good ro ts as a luxury within their reach, and devote themselves simuply to the task of keeping them passable. 1'his tendency to neg lect the art of road-making would prob ably have disappeared early in this cen tury if the railroads had not come in as the great lines of communication, thrown the post roads and n:litary roads out of use, and relegated aP roads but railroads to the condition of cross-racds or by ways. The railroads not only did this, but they dispersed the settlers over still wider areas than ever, and thus made the prospect of running a good highway }ast every man's door seem hopeless. ?he consequence has been that the early colonial or frontier state of mind-in which a road was considered good enough if it was simply practicable to wheeled vehicles (that is, if there were no holes or rocks in it suficiently formidable to upset a carriage), and any thing better than this an unattainable luxury-has almost settled into a national tradition. One has only to go a few miles out of any of our large cities to find the roads in every direction being repaired in the exact manner in which they were re paired by the struggling colonists be tween 1630 and 1700-that is, nothing is attenpted beyond filling up th holes with any material that is at hand, andl affording facilities for the water to run off. 'Tho material that is at hand is, of course, the mud of compost out of the adjacent ditch. This is shovelled up) with the utmost gravity and deposited all along the centre, filling up the cavi ties and hiding from view the projecting rocks. In districts in which gravel or strong clay is obtained in this way, the result is ofteni satisfactory enough. But as a general rule the contents of the dlitchi are simp)ly mud or decayed veget able matter, fit only for manure. Spread over the road1 as a p)laster, it rapidly b,e comes (lust and is swept away by the wind, or else becomes mud and is wvashied back again into the ditch, or down into the hollows, in which in wet weather it forms a kind of quagmire, through which horses toil wearily. 'lTh one ad vance we have made in this curious process over the early colonists is the invention of the largo iron scoop or shovel, worked by oxen or horses, as a substitute for the manual labior of the olden days. A foreigner, seeing it at work for the first time, is always disposed to believe that the road is being prepar ed for a crop of some kind, and as a matter of fact we have ourselves seen many a mile of country road in which, after the spring repairs, p)otatoes or corn would have grown very luxuriantly. Of course there are signs of progress out of this primitive condition in the more densely settled dlistricts on the eastern ooast and in the neighborhood of the large cities. T1ho Park roads, with which pl)Oll have been made fa muiliar dluring the past thirty years, have shownu those who have never been a broad what a good road is, and have thus raised the standard of road-making, as the Vienna bakery raised the standlard of bread -making all over the country after the Philadelphia exposition in 1877. But most rural districts suffe.r greatly from not having a standard at all. Some of those wvho tax themselves most freely suffer most, becauise the pIlentiful supply of mnoney not only does~ not improve the roads, but b)reeds a political ring, who treat it as ' 'boodle." 'The reason they outfoer is that, as they have no standard of goodness in roadls, andl do not make spcCific requirements as to what shall be done to keep the roads in order, it is never p)ossible to bring trustcer,, or selectmen, or roadmaRters, to a propor account. 'They always escape if they can show they have put on the annual spring plaster; and when it is washed away, as it is sure to ho a little later, they throw the blame on the freshets; and the simple citizen, not knowing what to say in answer to them, says nothing. We have seen the plaster ap) plied to plrojectin g rocks in a steep de clivity in the middle of a great highway within twenty miles of New York, year after year, without a word of remon strancen from anybody -awihu .. a y. demand for the use of tho sledge-ham mer for the safety of horses and car riages. The waste of all this, through the wear and tear of animals, vehicles and harness, is of course immense. As it is not easy to calculate it, it makes but little impression on the popular mind, but it probably far surpasses the cost of thorough repair or macadamization. Until a standard has been set up, in creased votes of money for road making will in populous districts ciptuly result in the multiplication of the peoplo who livo by ''politics." There is little doubt, too, that not only was the light wagon, for which America is now famous, produced by the badness of our roads, but it now helps to keep the roads bad by diminishing, in the public eye, the inconvenience of them. The wagon in which Americans delight, and which no other nation hs1s yet been able to imitate, really gets over bad roads almost as easily as a saddle or i pack horse. We have seen it juup a 1 fence behind a runaway with a certainI grace and dexterity. But bad roads tell : on it rapidly also, though not perhaps as rapidly as on heavier vehicles. It is hardly an exaggeration to say that a I light wagon would last one-third longer on an English or Swiss road than on ours, and would be a far greater luxury. Nobody shows more appreciation of the s smooth, hard park roads than the trot ting men, although they prefer the dirt s road to "speed" on; and they may be 1 said to bo the only class of the comn nity to whose needs or wishes attention ii the matter of road-making has been I paid. The owners of heavy vehicles I have been left to get along as best they can, although they use roads for business and not pleasure. In no department of 1 our material progress, in fact, is there C so much need of reform as in our road- I making, and above all in our road rc- a pairing, whether we look at the matter a from the health or the. pleasure point of c view. The Cotton Movement. Tho New York Financial Ohronicle, in 3 its weekly cotton review, says that for s the week ending Friday evening, the 3d instant, the total receipts have reached c 7,599 bales, against 9,865 bales last week, t 10,626 bales the previous week, and 12,- 1 666 bales three weeks since; making the " total receipts since the 1st of September, 1886, 5,175,887 bales, against 5,185,176 1 bales for the same period of 1885.6, 1 showing a decrease since Septelelbor 1, I 1886, of 9,279 bales. The exports for the week ending the same time reach a total of 8,319 bales, of which 6,804 were to (ireat Britain, 30 1 to France, and 1,515 to the rest of the continent. The imports into continental ports for the same period have been 20,001)0 bales. '1'hore was an increase in the cotton in sight, Friday night, of 18,009 bales as compare.i with the same dato of 1886, an increase of 2,868 bales as com pared with the corresponding (ato of 1885, and a decrease of 239,450 bales as compared with 1884. Old interior stocks have decreased I during the week 4,453 bales, and were r Friday night 88,415 bales less than at the < same period last year. The receipts at i the same towns have been 1,137 bales h less than for the same week last year, t and since SeptelbIer 1 the receipts at all 8 the towns are 22,218 bales less than for the same time in 1885-6. a h'11e total receipts from the plantations ' since September 1, 1886, were 5,181,660 1 bales, in 1885 6 were 5,309,167 bales, and t in 1881-5 were 4,740,001 bales. Although t the receipts at the outports the past s week wejc 7,599 bales, the actual move- ir rment from lhtatiols was only 2,8.11 1 bales, the blalance b)eing taken fronm the stocks at the interior towns. Last year t the receip)ts from the p)lanitations for the C same week were 2,98(6 bales, and for t 1883 they were -- - bales. o\ En L.\ i ll IA IA.'o.. 'Tho New York World has discovered a a young aeronaut wh'lo expects to Comoi (1 across the country fromi St. Louis ini a C b)alloon. The bJalloon is now on its wayv WVest. It is to take up the aeronaut, a C photographer, a government meteorolo- ai gist andi a reporter. ,Juno1( 11 hats been fixedi for the ascension, if the atmio spheric conditions are favorable. [f they c are not, the trip may be delayed untile the meteorologist gives the word. I1o C haLS mado a studly of air currents and s thinks lhe can avoid the uiistake{(s of the e p)ast. Four attemplts have been mado1 hereto, t fore to make long air voyages, in 1859 c Wise traveled 1,200) miles undI(er exceed- 1 ingly favorable conditions and the rate of a mile a minute. TIhe (hra'phic bal- I loont went up in 1873 and was a failure. t A few years ago Professor King ascended t from Minneapolis in '"Thle (reat North west" ini the centre of a high-pressure area and1 the balloon floated lazily over j the city. Later lie went up from Chii-i ca~go untdetr condlitionis which sent himni oil into the forests of 'Wisconsin. Since then' the sciene of meteorology lew; made rap)id strides, and the theory upJoni which the balloon will bo sent up is thIis: "'If clouds are moving to the north of lines drawn from S3alt Lako City anid Qohec through St. Louis and the lower wind blows in the same dlirectioni; or if, with a clear sky, smail balloons shiow the same motions, then I would not leave the earth. I f either of these currents is favoring, all we have to do is to get into it and sail on." Professor If. Allen 11azen, the meteor ologist, has evidently stud ied the situa tioni very carefully, and( wheni lie leaves the earth ho will have the benelit of allt the knowledge that the Signal Olilico can i afford him by its weather maps. 11i t attempt will be watched with in tere;I.< The aeronaut is couting on remlaining in the air two dlays. If he cana do this lie will have accomplished what no0 0ue i in this country has been ab)le to dlo. It I has been the exp,eruince here that a bal- I loon cannot remain up even twenty-four i consecutive hours, to say nothing ofC forty -eight. Expansion under the heat , of the sun soon weakens a balloon. i:,ndurance, 4 of Society lI)ol,e. A prominent society lady of Washing ton being asked by the Prine of Wales,i "Why is it you people here manifest so little fatigue from dancing, receptions, etc. ?" replhied, "Why, you see, we Amiericans regain the vitality wasted' in these dissipations by using Dr. Hlarter's Iron Tonic." TIlF CRCOPS IN TIlE STATE. how TIin'y A pIpuar to the Correspondents of tho i)eprtmitent of Agriculture. The )epartment of Agriculture has received 246 special reports from its township correspondents regarding the erops, of an average date of Juno 1, of which the following is a summary: cOTTON. The crop is from two to three weeks 3arlier, and stands better than last year. l'ho crop is clean and growing rapidly, nd is now verging to limb and square, mud looks vigorous and htalthy. It has iot been decreased in acreage-reported It 9; per cent. The condition is reported in upper Jarolina at 102 per cent.; middle Caro ina 102, and in lower Carolina 100. An verago for the State of 101 per cent. L'his is above the condition at the same >oriod in 1882, 1883, and in 1881, when t was reported at 96, and in 1886 at 86 >cr cent., showing that the crop is in a >etter condition than for a period of rears. t'OlIN. The growth of corn was somewhat re arded by the dry weather in April and arly May, but recent rains in nearly very section of the State has improved ts condition very much. It is good on anly and bottom lands. Owing to the favorable spring and ab once from floods, tho bottom lands have >een1 better prepared and planted earlier han usual. Correspondents estimate the crop on >ottoms at 28 per cent., and on uplands ,t 72 per cent. The condition of the crop in upper larohna on bottoms 99, on uplands at 00; in middle Carolina on bottoms 90, n uplands 98; in lower Carolina 87 on ottons, on uplands 92; making an verago for the State, on both bottoms nd uplands, t per cent., against 83 per out. compared to the crop of last year. WIiIPAT AND OATS. W\heat and fall sown oats were injured >y freezes, the former a little and the Litter very much; but where the oats rere too thin for a stand they were re own in early spring. 'The corrspondetts report that the rep will yield much better tihan expected, he recent rains having very much in >rov. the condition of the crop. 'iar estinghastcoinuienced in some localities. The condition of both crops is re >orted at 91 per cent. for wheat and 82 >er cent., for oats, against 75 per cent. or each last year. m:iirIl as. 1'he amount of couaerciai fertilizers old in the Stale for the past season, as s showi by the bok'ls of the 1)epart nent, is less thani the Lesnsu of 185 and 881. Correspondents report that the ollowinig perenutuge of eomumercial ler ilizter; Wtere used this year: Antiuoniat d, 4;; neaid ptto.ptate, 1; kainit, 12; 3heu'als, 9; ant that :3' p.r cent. pun bltase d wat u.ed -' o ct,itistoing, and lhat i2 per cent. of haiiiit was used thi: year a:s comipared to 1881. Last year it was estitttcd that It) per ent. less farm sull1i(s was purchased han in J 885, and this year J1 per cent. nore that last, still niuking a decrease >i 3 per ceit. less thit in 1885. This tterease is hie to fl eshet-s, wvhib de troycd the entire corn irop on the bot om111, forcing farmers to buy at the be ining of the scasit. Bnt, our farmers are chel ftii, hopeftiI nd buoit tyant, aind ti not co itplaiu. And hen it Is recollec'ted flit less fertilizers as been pturchauscd, li tor cheaper and ie crop cultivated at less cost up to this ine than anty crop for years, tIecy have >me reasons for ri juicing. Labor ini early every locality hits been nore lentiful. Thle tailurie of the cro p last year' taughlt 10em to ltpepare for the w;orst, andt, ais nie corriespondient, puts it: ' 'Tlucy hold eir' owni wvonderfuilIy; milt of.t them Larted with nothing and still have it.' The~ reports from niearly (very sectioni f thue Stato is at this time favorable for good cr'op, butt there are so nmany rawb acks ini the production ot the rice rolp that thet priesent i stimnates mi iy bIt ery muucht cluiuiged before thle miiturity I the crop. Theu conition~ is repot'ls 1 97 iagaiiist 92 int 1885, and 91) ini 1886. lTll I I i t('I s. T1ho condition of sor'ghumin antd sugar tne is reptorted good. Correspondents stimnate thait tine iicrengo hats been in reased. Ctonditiont of norghumil andt agar' (cno eachl 98 against 92 for btoth role lust year. TIhe e'stimaited increase ini acreage otf .10 sweet p)otata is placed at 2 per cent., r 101 for the State, and coniditioni aiii or centt. T1he acereaig( of 11rishi potatoet hw,' eenI reported I per cnt. decirease, amid tie condition for the Stato 91 pori cent,., tie same ats hat yeart. Th'le prlosptects for the fruit crop of ently all huuili art not encoiuiragiing ijilrie<l byv lIe 0 (ot wind(s il 'ngL.i pintig. Thi' gapt aind bterry er11ps tile tiorted it: very I rtemisinig. Thle ioo.i bt)1m of uil is ru irted ii follow,s: rat.ptt, '.N; bterrits, *. The to.<tlaion Oireclpondtenit repotinig t state ol ndu 1 bad,h sihoing1t that thf seasonis are 0 ie prlitllttin foi the growing Tmiiuii is ani old nottion that lishi is ai ittd bain food, hut an tarticle by WV. (O itate inl t he. Jiiot nonbellir (if the Ceni ury 31agazbium goes tar to destroy what withi therm mi ght have been in such no ion. lIe declares that thiere~ is no prool f any cxt'eptionatl abundance of phos hoirmns in fish. (Oni thu contrary, he rguues that lan extAendeld series of analyses a is tblorat try hias shuownt that the pro tortton of phoiphiornts disclosed in~the leshl of ordinary animals used for footi q <uits as great as that ascertained to xist im the species of fish that are mlst tned for food. Mr. Atwater says thail v'e are a raco oif fat-caters, and that thec .ifferonoo, so far as the ntritivo jui ies are concerned, between fIsh and or linary meat is in the different propor 'ions in wvhich water and oily or Iatty natter are resp)ectively foulnd. Them leshi of fish has water whore meaOSts hanve 'at. .In order to promote soundnoes aiid growth of brain, we must avoid exces uivo ind(ulgence4 in fatty food, and strive generally to kcep the other parts of the odv in bnalthy condition. KENTUCKY PIONEER LIFE INCIDENTS OF EARLY DAYS IN THE "DARK AND BLOODY GOUND.'T Some Account of the Exciting Experiene of Daniel Boone and His Followers. (From Harper's Magauino for June.) The dangers which Boone and his companions encountered in the fields came to the very doors of their cabins, and constantly menaced their families. Indians lurked singly or in parties to seize a prisoner or take a scalp whenever an incautious white should give the op l)ortunity. Frequent combats (and each combat ended, as a rule, in the death of one or both of these engaged) had habituated the men to danger. It was later that they felt the danger of their wives and children. Lato on a 3unday afternoon in July, 1776, three young girls ventured from the euclosuro of Boonesborougo to amuse themselves with a canoe upon the river that flowed by the fort. Insensibly they drifted with thd lazy current, and before they were aware of their danger were seized by live warriors. Their resist aice was usok as, though they wielded the paddles with desperation. Their canoo was drawn aboro, and they were hurried off in rapid retreat toward the Shawnee town in Ohio. Their screams were heard at the fort, and the cause well guessed. Two of the girls were Botsey and Frances, daughters of Col. 1tehard Callaway, the other vas Jenima, daughter of Boone. The fathers were absent, but soon returned to hear the evil news and arrange the pursuit. Cal laway assembled a moued party, and was away through the wocds to head off the Indians, if possiblo, before they might reach and cross the Ohio, or be fore the fatigue of their rapid march should so overcome the poor girls as to cause their captors to tomahawk them, and so disencumber their flight. Boone started directly on the trial through the thickets and canebrakes. 1is rule was never to ride if he could possibly walk. All his journeys and nuuts, escapes and pursuits, were on foot. his little party numbered eight, and the anxiety of a father's heart quick ened its leader, and found a ready re sponse in the breasts of three young men, the lovers of the girls. Betney Callaway, the oldest of the girls, marked the trail, as the Indians hurried them along, by breaking twigs and bending bushes, and when threaten ed with the tomahawk if she persisted, tore small bits from her dress and dropped them to guide the pursuers. Where the ground was soft enough to receive an impression, they would im press a footprint. The flight was in the best Indian method; the lundiar s march ed soone yards apart through the bushes and cane, compeiling their captives to do the same. When a creek was crossed they waded in its water to a distant point, where the march would be re sumed. By alt the caution and skill of their training the Indians endeavored to obscure the trail and perplex the pur suors. elic nightfall of the first (lay stopped the pursuit of Boone before he had gone tar; but he had fixed the direction the Indians were taking, and at early dawn . was following them. The chase was :ontinued with all the speed that could be made for thirty miles. Again dark uess eoipelled a halt, and again at crack >f day on 'Tuesday the pursuit was re newed. It was not long before a light ihn of smoke that rose in the distance showed where the Indians were cooking ibreaskiast of bufalo meat. The pur mi ers cautiously approached, fearing lest hoi Indians might slay their captives and Meapo,. (Jul. J ohn I'loyd, who was one ji the party (himself aiterwar I killed by lndians), thus dlescribed the attack and the rescue in a letter written the next iiunday to th(e lieutenant of Fincastle, UcI. William Preston: "Our study had been how to get the prisoners without giving the Indians Lilao to murder them after they discov Lred us. Four of us fired, and all of us nished on them; by which they were pcreviented fromu carrying anything away except) one shot gun without ammnum tion. CJolonsel Boone and myself had ~ach a pretty fair shot and they began to uHove oil. I ami well coniviniced I shot me through the body. TIhe one he shot iropped Isis gum; mine had none. The slaeo was covered with thick cane, and >eing so miuch elatedl on recovering the hree poor little heart-broken girls, we vere prevented from making any furth er search. We sent the Indians off al nest naked, somoc without their mocca sines, and none of them with so much as knife or tomahawk. Alter the . girls amou to themselves to speak, they told is there were live .Indians, four Shaw ruese and one Cherokec; they could peak good English, and said they shorld o to the Shawanese towns. 'The war ~lub we got was like those I have seen )f that nation, and several words of their anguages, which the girls retained, were nowni to be Shawaneso." Tihe return of the rescued girls was hie occasion for great rejoicing. To ,rown their satisfaction, the young lovers had proved their prowess, and under the sye of the greatest of all woodsmen had shiown their skill and courage. TIhoy had fairly won the girls thdy loved. Two weeks later a general summonsIM went tbroughout the little sottlements to at tClud the first wedding ever solemnized on K(entueky soil. $amiuel Henderson and Betsy GJallawaly were miarried iu the proseonco of ain appr)ovedh company that celebrated the event with (dancing andl seastmig. Thel formal license from the counity court was~ not waitcd for, as the court hiouiSe of FEmcaustle, of which coun ty Kenituoky was part, was dlistant more than six hiundre(d miles. The ceremony consisted of the contract with witnesses, and religious vows administored by l3oone's brother, who was an occasional proachier of the persuasion popularly known as H ardahell Baptists. Frances Sallaway became within ai year the wife >f the gallant .Johin IIolder, afterward ~reatly distinguished in the pioneer an mals, and Boone's daughter married the son of his friend Callaway. Rule that works both ways-The Goldea tle.