Historical Newspapers of South Carolina

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■ V VOL XXIV. BARNWELL, SOUTH CAROLINA, THURSDAY, OCTOBER <8, 1900. NO. 7. FROM CHARLESTON TO CINCINNATI. m THE OKEAT UAILROAD SCHEME OE HAYNE AND CALHOUN—THE CCN- VENTION^AT KNOXVILLE AND THE ROUTESflUOflESTED. KdoztUI* (Tenn.) Sentinel. Away back in the thirties, nearly two-thirds of a century ago, when rail roads in this country were very new, Robert Y. Hayne, John C. Calhotm and probably other brainy South Caro linians', formed a rough plan for the building of a railroad from Charleston, then the foremost Southern port, to Cincinnati.' This gigantic scheme of internal improreraent was never car ried out, but in the iparch of progress other developments in the way of rail road building, not literally the same, bnt answering the purpose for which Hayne and Calhoun planned their road have long since materialized. The primary object of tapping the great center of western trade by a rail-* road having a deep water middle At lantic coast port aa its terminus, which these great South Carolinians had in view, has been accomplished by the building of not one only, but several highways of travel and commerce. The road planned by Hayne and Cal houn was to have been known as the l/misville, Cincinnati and Charleston railroad. The company was organized ind a great deal of the capital stock paid in before the project was aban doned on account of the panic of 1837. The route was to include Columbia, Knoxville, Lexington, Ixiuimlle, Maysville and Cincinnati. The iirst meeting of the stockholders was held in Knoxville January !>tb, At that meeting the route was discussed md partially adopted. That portion definitely decided upou was through (be vnlley of the French Bruad, as the most feasible way of paaaiag the mountains. Before this meeting of dockholden a railroad convention was held in Knoxville in July, 183<i, f«-r the purpose of furthering the project, (•eneral Hayne was elected president of this convention, he being the chief mover in the undertaking, and six months later when the stockholders held their first meeting here be was elected president of the company which had bean formed si the cooven* 1100 previously held and also at other meetings. General Hajrue's idea w»s .to raise money for the road by issuing 1 toads predicated upon the credit of the -Hales (through which the . oad was to run, each State bearing pro rate *hare. As governor of South Carolina he was oetter endhled to forward his puqioee. Tbs building of this road was tirst suggested, it seems, by E. S. Thomas, who was at one time editor of Ute old Charleston City Gazette, and who later ’tecame editor oCthe Cincinnati Daily Evening Post. He first projected it in Ida mind dunng the war of 1M1£, and tells about it in his published remi- niacancea. - He says: *• Before and during the war I re- Hided in Charleston and was engaged in •*dlting and publishing the Daily City Gazette, of that place, and the Caro lina Gazette, weekly* 1 used aliout sixty pounds of pajH-r per .lay, which, while the war lasted, cost me fifteen to^ twenty cents per twuuU iected* i ‘ railroad ’ 7or jected* a 1 railroad ’ for the Atlantic coaat, without calling it by that name; my plan was to lay the rails, which were to be of wood, upon piles driven into the earth. 1 suggested my plan to the late Gov. Charles Pincki^y, Peter Treneau, Esq., aud Col. Thomas Lebre, at one of our weekly meetings,' at Mr. Treneau’a house, when it met the fate of most projects that are new in their nature, and gigantic *in their extent; it was laughed at aa being, if at all practicable, a hundred years too soon to be thought of. - 1 gave myself’ no further trouble or thought about that or any other railroad, until the Baltimore and Ohio railroad was pro jected, when, being a resident of Bal timore, and having lost my fortune, J hud nothing to give Imt my time, and devoted two or three weeks of that, immediately preceding the opening of the books,to visiting the workshops and factories and urging upon their inmates the great utility of the undertaking, and the prosperity of every one becom ing a stockholder, if only for a share. * * * In the fall of 1827,1 came out to Ohio and wept down as far down as LouisviUe. On my return I stopped a fortnight in this city. The Idea then struck me of a railroad from this city to Charleston, and the superior, advau- tagee it would have overall others from the circumstances of its being from North to South, and t|iu» bringing to gether people who are strangers - to each other, and whose products are admirably calculated for' a beneficial exchange.” Mr. Thomas then tells of how he suggested the project to a number of Cincinnati business men, but be re ceived little encouragement. Among those were Dr. 0. Fairchild, Messrs. Allison Owen, Wm. S. Smith, Hugh McLean and Francis Shields. About a year before his death, which occurred in 1839, Hayne wrote from Charleston to Mr. Thomas, who was then m Cin cinnati, saying among other things: “ We fear no competition from other cities on the Atlantic coast. In the vast trade which will be received from the popular and fertile regions of the Wset into the broad Atlantic there will be enough for us all. General Bernard, in one of his reports, la- ■Mated (hat thare were no practicable routes for railroads and canals across the Alleghenies, that in process tuns they would ell be found inade- tO the wants of conaoerc*. Our the the valley of the French Broad river is the shortest aud best yet discovered. We shall probably effect it without a single incline plane by concurring elevations not exceeding 1,200 feet; and from tbe-summit of the mountains, westward, we have almost a level plain lo Kaoxville^the head of steamboat navigation on the Tennessee. The aid of Kentucky, if extended us, will certainly continue the road to l^exing- tbn, and from theuce all the proposed lines to the Ohio will sooner or later be tilled up. It was necessarily our first step to push on from, the oce^f; aud ,here finding a road ready made to our hands, we have availed ourselves of it for sixty-two miles of our way. From this point (Branchville on the Charleston and Hamburg road) we have laid out the road to Columbia, about sixty-five miles; have made all the contracts and are proceeding rapidly. In the meantime General Hamilton has goueto Europe to effect a loan of $2,000,000 for our company on the credit of the State of South Carolina.” At the meeting of the stockholders in Knoxville above referred to the following directors were elected; Ohio—Edward D. Mansfield, Wil liam Greeu, Joseph Bonsall. Kentucky Robert Wicklippe, Wil liam II. Richardson, James Taylor, John W. Tibbuits, Israel L. Ludlow, John B. Casey. Tennessee—John Williams, G. M. Ramsey, Alex. E. Smith. North Carolina—James F. E. Hardy, Thomas J. Foruey, Peregrine Roberts. South Carolina—Hobt. Y. Hayne, James Hamilton, Charles Edmonson, Mitchsll King. Benjamin T. Elmore, A. Hlanding, John C. Calhoun, John W. Simpson, Robert G. Mills. At this meciing the committee to whom it was referred to examine and report ou the surveys already made, and what part, if any, could then be definitely deckled ou and the proper measures to be taken to have such othet surveys made as might be neces sary to enable the company, at its next meeting, to decide on the actual loca tion of the whole road from Charles ton to liexmgUm aud the branches to liouisvdle, Cincinnati and Mayavtlie, made its report. The report opened by saving that the surveys theretofore submitted to the legislature of South Carolina bad lad to the satisfactory conclusion that a practicable route for a railroad between Charleston ami the Uhio river existed. The surveys up to this time, the report said, had. been confined to parts of tlie line where most difficulties were apprehended, aud no definite location of the route could then be predicted on. The poiy fact clearly and distinctly ascertained waa that the vallty of the French Broad river must be adopted, as the only practicable course through which the mad could «pass the AiU-ghany mountains aud the Blue Ridge, having in view the of the points described, in the charter. The report’ said th*l *°' other route, by the head walsrs '*f the Savannah and the valleys of the Tuck- sseege and Utile Tennessee rive r had been surveyed, but was found t u he impracticable. On the other hand, it was clearly demonstrated that by adopting the French Broad ri>ut e » ‘t was imiMiesihle to conduct the road .mn. . ^e-Wna-TPnmsSsec THttrrtyAin i ^ilgh Tlie r AllegHany moYin- tain** to the efrest of the Blue Ridge two points in Buncombe County, North ’Carolina, near where Asheville is now located, on a gradual ascent en tirely within the^iange of locomotive power as then in use. These points, the report continued, were at the Reedy Patch and Butte Mountain gaps. Late surveys also led to ths conviction that from one, if not from both, of these depressions in the Blue Ridge, the road might be carried into the level country of South Caroliua, beyond the mountain region on a grade that would supercede the necessity of stationary power. But this part of the ground had not been sufficiently subjected to the rigorous tests of the instrument to enable the committee to recommend which of the several routes should be adopted. .The report says, continuing: “Three at least should be sufficiently examined: First, the route which leads down the Reedy Patch creek and BroJd river till the ridge between the stream and the Catawba river is gain ed; second, the route by the Butt Mountain gap, descending through the opening which receives the Green r{ver,T>elween thl Blue Ridge and the Saluda mountains, till the latter mouu tain is Hanked on the east; the third, the route whichk descends from the Butt Mountain gap into Greeu river cove and passes Saluda mo^otaiu by Gap creek and continues to the level country near Greenville, S. C. The report said -that these surveys must be extended with a view of pass ing through Columbia. At Columbia the line wnaTn meet the projected line of tlie South Carolina Cafial and Rail road Company, which had exclusive right to a railroad between Charleston and Columbia for thirty-six years, aud which at that time had a track ,haif the distance. Since the convention of 1836 Knor ville and Cincinnati are connected, as well as Knoxville and^the Caroliui There is still s demand, however, for a more direct route ftom Charles ton to Cincinnati. The Tennessee Central, connecting East and Middle Tennessee ’for the Aral time, 1a a link in the chain of events which portend so much for Knoxville. HOW OqOD ROADS BENEFIT COMMUNITY. GOOD ROADS FOR CHESTER. How to encourage and keep the boys 00 the farm ? Take them to the State Fair for sighl and an object le—on will be Usugbt them to rem their efforts in their varioas avoeatiooa. Gen. Roy Stone in N. Y. World. The splendid road conditions existing on the continent of Europe can be dip plicated here. The question is one for the people themselves to solve, and it is actually being solved in the United States to-day by the voluutaiy action of communities in various sections of the country. For example, 1 heard that there were some especially good stone roads being constructed in the State of New York, so I went theie myself, and to make sure that I~should make a thorough test I went in the midst of a January thaw. I got a pair of horses and a light buggy to test other roads around the country, and 1 found that with a great deal of difficulty 1 could drive over them. But in the section where the farmers had been building the stone road-1 found that two tons of hay were being hauled with two horses on a common narrow-tired wagon. I said to the farmers: “How did you get started in this business of building roads?” They said: “We started it ourselves. We thought we could do something, aa our fiehls are full of stone, with stone fences along the road, so we scraped together enough money to buy a rock crusher, hired aa engine to run it aud airanged to bring in the stones and haul back the crushed stones.” They have actually gone so far as to petition the Legislature for the privil ege of increasing their taxation beyond what the law allowed, and the result is that all the firmer! In that township are anxiously waiting for the roads U> be extended in their particular neigh- borhoods. J said to them: “Doesn’t this pile up your taxes?” “Why,” one farmer •aid, “in this one week, by the advan tage of having theae atone roads snd getting to market with my bay, when it •ells st a good price, iuy leanu hay* earned f 1 every day, while my neigh bors’ teams on the other roads are eating their heads off. We could not afford to have their roads; we do not care anythin* about the taxation.’’ A bright auiisikian, taking the rail road returns of freight and the amount of it that la haulad ovar the public roads, makes the needleaa coat of re moving the farm products of the Uni ted Suite* to be $**10,000,000 a year. IW. IjRIa, of Fardue University, in- lealigated it from the point of view of the farmera of Indiana. In that State they have some good roads, uol the highest class of roads, but about 10.- 000 miies'bf vary good gravel roads. He found from the re|»orts of the farmers themselves that the difference between good and bad roads waa 78 cents au acre annually ojl their farms. 1 took a broader view of it and aent out letters lo tlie lo,ooo farmers in the United States who had been selected aa the beat representative men to gath er atalislics for the de|iartment of ag riculture. Taking the proper coat lo be the present coat to the farmera in the good roads diatncl of New Jersey where there are actually aa good road* as are found in any part of Europe, 1 found the cost of hauling, over the ordinary roads of the country is just about three times aa much as the coat of hauling over stout- roads. Where a load is three tons oo good roads it is one ton erage coat of hauling a ton a mile throughout the United State ia25 cent Id the New England States it is 32 cents, they being more hilly and hav ing generally worse roods. The coat iu New Jersay was from seven to ten cents. The actual cost of moving products is not the only loss from bad roads by any means. Fanners lose by not being able to get to market wheu the market is good, by the waste of pro ducts that cannot be marketed at all on account of bad roads, by not being en couraged to cultivate things that re quire a speedy market, and in a great many other ways. The actual money loss to the farmers of the United States by the bad roads of the country is not less Ilian oue-quarter of the total home value of all their products. The total home value of the annual products of the farms of (he United Stales is about $2,500,000,000 and the loss by bad roads is about $600,000,000, so that the farmers lose, or they would lose if they could stand all that loss themfelves,-^- one-quarter of the value of all their products by the extra cost of getting them to market. One reason why the boards of trade and the commercial bodies in the United States are getting interested in good roads is the fact that the whole business of the country is suffering for the want of them.. Take the State of New York, where, agriculture ought to be-more prosperous than in any other State in the Union. The great cities and towns pf the State would make a home market for more than its farmers can produce, but for the want of good roads, tellable ah the year round, the New York farmert have do command of their owu markets, and the produce dealers, even in the interior cities and towns, have no certainty 'of a regular supply from the surrounding farms and are therefore obliged to have recourse toother States and Canada for their sup plies. The farmer, when he is able to get to market, generally finds it fore stalled and himself obliged to ship to some distant point, while the farmers along the rai’roads of the far West or the good wagon roads of Ohio, Indiana, New Jersey and Canada are supplying the home market. Farmers take or send to the State Fair, Oct. 29lh to Nov. 3d, the fruits of your labor, that you may not ex- c-aim, as many have done every year “I Some of the good citizens of Chester have set to work in earnest to provide good roads for it. A few weeks ago they took the first step by organizing a society for the purpose of promoting such work, and at its meeting ten days ago, the committee appointed to pro pose a working plan submitted oue which was “ unanimously adopted.” According to the local paper, the Ches ter Reporter, the plan adopted and recommended to the county authorities is as follows : - 1. To prepare a list of all peraons liable for road duty of 6 days or a $2 commutation tax, and to enforce ser vice or collect the tax “ through the treasurer’s office wjth general lax.” 2. To establish' a repair force for road mainteuance in each township, under a road master employed by the year—“ the force to lie kept at work all the year ” except in bad weather — and each such force to be supplied with “ a team of two mules, a plough, and such other necessary implements as the county is able to furnish.” 3. That the county employ a com petent civil engineer, when necessary, to direct all permanent work and to instruct the township road masters in their work. If the county shall under take to macadamize the mam public roads or do any other permanent work, requiring a long time for its coi iple- Uou, than to employ an euginaer for such time that the work may be thorough. 4. That the county commissioners evy one mill for “ permanent work,” that tlie chain gang be employed on such work only, that the Itoerd pur chase or hire the necessary machinery for permanent werk. and that applica tion lie made to the penitentiary au thorities for 15 to 20 convict laborers. The convict labors is would help the cause materially, but it is evident that their aid is not essential to the plan and will be (ffllf&TlBed with if necessary. Its main features are the provisions for the strict enforcement of the road service or its equivalent in money, the inclusion of Uia road tax un the gen eral tax, tbe employment of the chain gang on permanent work only, tbe sternly employment of tbe repair lone all tba year, tbe assured use of tbe urf-eaaary “ machinery,” and the com petent supervision of the whole work. Tin* plan cannot fail to insure the ma te lial and continuing improvement ot /fit the roads of the <*000(7, and the placiug of the principal ones in first- class condition, aud it wight tie adopt ed by other counliaa greatly to their advantage. Incidentally to the subject of such improvements it may be remarked that the time is cvidentally near at hand when good roads will possess a special value ami im|>oruDce in any jmit of the country lieaidea and beyond that of affording smoother ways fot the pas sage of ord'Darv and alow vehicles only. The auto mobile baa come to stay, and it is not a mere toy, but is capable of renderm' useful public service, m it is largely so employed al ready in many .cities, and . its possibili ties are not yel neatly developed. An exhibition of its speeding qualities given in Uhicagu a few <lay* ago is in terestingly reported by one of tbe local papers. Tha^ sempsiiliaa tsaa balssann lha THE BOYS ON THE FARM. 7ot< m"four-’tsEectf'd gtsolTne srffoYnftT bile aud two motor tricycles ovei a fifty-mile course. The four-wheeler made the fifty-miles iu 1 hour, 17 min- teaaud.50 seconds. The thirty-sixth and fortieth miles were each made io 90 seconds. Tbe average speed per mile was 92 2-5 seconds. This record was beaten, however, by oue of the tricycle motors, which made the 50 mile* iu 1 hour, 15 minutes, 57 seconds, although it slackened spead once to feed more oil to its small engine. It made the second miles iu l minute, 20 1-5 seconds. The highest speed of the four-wheeled automobile was at the rate of 40 miles an hour ; that of the tricycle motor was 45 miles an hour. Commenting on the exhibition a Chicago paper says: “ While su^h speed as this is impracticable except on an unobstructed ami smooth course, it demoustiates the amazing development of the self-propelling vehicle within a few years. The perfecting of automo biles for practical uses is only in its in fancy, and such contests stimulate while they illustrate its rapid growth.” Forty miles an hour is good railroad speed, aud wheu it is remembered that some of the machines are sold foi as low a price as $750—which is far less than the cost of a railroad, and not more than that of a fine horse or cow—and that they can be run on any country road that is smooth and firm, it would appear to be good policy for any coun try community, which desires rapid transit for any reason to put its toads in such shape. It is not required, moreover, to make the roads level. The motors can go up aud down hill. They have recently ascended and de scended Pike’s Peak, and other moun- tains, without difficulty.—Netos and Courier. . Cor. of The Progreseive Farmer. The tefidencies of modern inventions are towards increasing the city and de creasing the country population. Too many youug men .are induced to join the army of consumers aud leave the ranks of producers. The results are uoticeable wherever we have hard times and money is close. IThen there are thousands out of employment and families are compelled to live in pover ty. This is an indication that Utere is something radically wrong with the methods of agriculurists. The boys are neglected. They see more signs of prosperity among their city couains and are easily led into the metropolitan channels. The gaudy displays of ap parent wealth make them believe that life is more real in tbe city than in the country. The evils of the cities are alluring pitfalls into which many thousands of honest country boys fall before they realize their mistake. Some of the responsibilities for this- condition of affairs must rest on the shoulders of parents. Tbe instructors in the dis trict schools and evan in some of tbe colleges are largely to blame for directly and indirectly sneering at men who come from the farm. Boys are taught from many sources that manual labored is degrading and pot characteristic of modern Americanism. They aee their parents atruggling ou old farms upon which former families have failed and believe there te nothing in farming. The frequent dilapidated condition of rented farms sod the small yields in comparison with the days of their fathers cause boys to lose faith tn agriculture. In every avenue of life the boys notice the results of concerted or ganization against the farmer. They e the numerous trusts, great cor porations and combinations of capital arrayed agaiis-t the farmer with 00 ap parent better conditions in aighl (or the future. Tbe land produces small crops of wheat, corn and potatoes and combination of Layers or a board of trade corners tbe market and loware tba prices of wheal the farmer has to •ell, and raises the charges when he is tbe buyer. These unfavorable con ditions must change before the boys til be content to remain on the farm. They must be recognized by tbe pres ent farmers in tbe matter of wages sad the future of land holdings. One of the great evils of farming, noted by the boys, ia tbe general loss ol soil fertility and the consequent decrease of crops and land values. A crop of corn yielding 60 bushels per acre, will remove 31 pounds of phos phoric acid, 67 pounds of nitrogen and 80 1 >00nils of potash annually from that one acre, if this is kept up for taauy years without replenishing the plant food the soil becomes worthless for corn giowtng. A 35 buahai cron of wheat lakes from the soil 24 douoos of pboephoric acid, 59 pounds or nitrogen snd 31 pounds of potash. Tbe aame tend will not long remain a prolific wheat field if tbe soil ia uot replenished. This can be done only by using fer tilizers containing the elements of plant food taken up by tbe respective crop*. Rotation of crop* does some good and leaving the land to rest occa- ftonally ^-iau in holding the eaaen- tialaof plant 7ap3, hut anDoarappH- cations of fertilizers is necessary. Every farmer should study flrat how to increase his anuual yield of farm products, and second bow to properly market what bo produces. Tbe ae- cret of the first lies in the purchasing and using of fertilizers, and the second in co-operating with other farmers in securing a profitable market. A pro per mixture of potash, phosphoiic acid and nitrogen, which can he learned by reading reliable agricultural jour- aids and teating the soil, will inctease the yield of coni from 30 to 50 per Cent, and leave the land in fine con dition for the following year. Repeat ed official experiments have demon st rated this at the various agricultural experiment stations in the States where corn is grown. What is true of one crop is equally true of another. If the land is kept in good tilth so it produces choice crops and tlie farmer co-operates with his neighbor in selling products, so as to get the best pnee, and pur chases in such a manner as to secure low rates on what he consumes, tbe boys will see more beauties iu the fields of agriculture aud stay ou the tarm. Joel Shoemaker. OUR GRKATBST HPBCIALMT For 20 years Dr. J. Newton Hathaway has to successfully trested chronic diseas es that he ie acknowledged today to etadn at the head of hie profession in this line. Hie exclusive method of treautment for Varicocele and ■Stricture, without tne aid of knife or cautery cures In 90 per cent, of all cases. In the treatment of -the loss of Vital Forces. Nervous Disorders, Kidue; Vital Forces. Nervous Disorders, kiduey and Urinary Atomplainta, Paralysis, Blood Poisoning, Rheumatism, Ceiarm, and dis eases peculiar to woman, ha ia squall successful Dr. Hathaway's practice 1 mor« than double that of any otnar apao* laliat Casas pronouaced halplaas by other physicians readily visld to his treatment Write him today folly about your ease. He makes no enaiga for oonsultation or ad visa, aithar at hta office >r by mail J. Newton Hathaway. M. U.. a ■% booth broad street, Atlanta. Oa. plan ting is shallow — not over two inchee for the deepeet. This ia easily managed, becaoae the soil ia perfectly smooth—entirely free from lumps and sods—and level, and the planter runs »■ steadily aa a sleigh. The planter drops three or four grains iu hills forty-four inches apart. His object is to get three good stalks in each bill, aud counting oue hundred ears to a.bushel a stand like this gives him ninuiy-three bushels an acre. He says two-Uiirds of the bills will have four stalks in them, but quite a number of them will be barren, though belt slowly reducing the Dumber of these by careful selection of his seed each year. He has grown as high afe one hundred aud twenty-two bushels to tbe acre in favorable years, but he “feels quite well” if he gets beetween’eighty aud one hundred. After the corn is plauted and before it spionta tlie ground is harrowed twice with a slanting-tOoth harrow, and nothing more is done un til the corn is four or five inches high, w%n cultivation begins with narrow- shoveled cultivators running four or five inches deep. As the plants in crease in height and the roots extend into tbe rows cultivation ia more shallow, and ceases when the bow of the cultivator will no longer pass over the plants. The first cultivation* are intended to keep the soil mellow and loose, so that the roots wiil readily nin through it, and hence the shovels are run deep. I^ter cultivations keep the surface mellow and destroy weeds. HEALTHY BODIES AND HEAL THY BRAINS. WILL COTTON GO HIGHER ? The hope of a higher price is cans* ing some farmers who are in position to do so to hold their cotton. They argue that by this course they can lose nothing, (or, the crop being short, the price is almost certain to stay as high as at pieaent, with the pgMibility of iu reaching a better figure. Ths New York Cotton Exchange men profess to think little of the move ment among the fanners to hold their cot too. They say that such movements have invariably failed, because the cotton growers are so numerous that it ia almost impossible to get concert of action among them. If the price should drop, they argue, many would make haste to sell, fearing that a much greater drop was imminent. The Raleigh Newa-Obaerver baa some interesting advice to give 00 the subject. It says: “ If a hundred thouaand-dollar cot ton mill can afford to shut down in or der to get cheap cotton, a one-horse cotton fanner can afford lo shut down in order to prevent selling his cotton at a sacrifice. “ Tbe fight for low cotton by the spinners is on. They will win light if the cotton farmers rush their cotton to market. If the fannre bolde most of their eotloD and keep down re celpU, they will win their fight fer high cotton. Tbe price of the cotton is largely based on comparative re- ceipu ; tbe price will go np. If they let the cotton baying world sec big receipU, the price will go down. “ If the farmer sells his cdtton for leas than it is worth, his lose is plete, and he is a permanent loser. If the cotton mill man has to pay what cotton is worth, he may be troubled for s few weeks, but he and his marTAb'pfit vp air iitim uc ttarpn* duct of .lha jnili and jqffer no parasa- nebl Ioaa. n In the meantime the crop ia being rapidly gathered, and the indications are that it U being marketed in the usual way. ’ about A prominent men and girls doctor’s advice to wo- triven in the Ladtea* lotue Journal, is as foiiowe: “Eat fruit for breakfast. Eat fruit fog lun cheon . - Avoid pastry. Shan muffins and hot cakes, and battered toast. Eat wholewheat bread. Decline “MAKES THE MILK RICHER.” HOW TO MAKE A CROP. BIG CORN Here is-tl’e plan adopted by a man who farms on 40 acres, to raise a large crop on about half of it. The soil is kept fertile by means of stable manures, cow peas and clover. In (he spring it is plowed six inches deep and thorough ly pulverized with the hsrro v just as soon as it is in a “crumbly’.’ condition. He tells me he has often stopped his pjow.jn the middle of-the forenoon to harrow a strip that has just reached,the proper condition for harrowingZ^He says land will remain in first class con dition for plowing several days,- but plowed land will not remain iu first Class condition for harrowing many hours. He harrows it thoroughly and plants at once. If for any reason he is notable to plant Immediately after harrowing, he goes over it again before be doee plant. His object is to have the soil thoroughly and freshly pul verized when tbe aaad ia pot in. Ilia seed corn is carefully selected in tha early autumn, thoroughly cum I, and kept in a dry place all winter, and not 4ne grain in a hundred fails to germin ate and send up a vigorous shoot. Tlie they are served more than day. Do not drink taa or Walk four miles every day. Taka a bath every day. Wash the face every night in warm water, and sleep eight honre.” Follow thece and yon will need neither nerve medidnea nor tonics. Neither will cosmetics be needed, unless there happen to bo something radically wrong with the And 1 would like to add to the recommendation : “Do kind at least once a day. Never give way to irritability, bnt practice perfeet control over your temper.” Bad tem per effects the liver, end the liver af fects the complexion. A kind heart brings brightness to the eyes and smoothness to tbe brow. A prominent physieian, in a recent ectnre on physical education iu girls’ schools, said that tbe svcletaou of the race has imposed extra brain earvtoe upon woman, as v weli aa a new physi cal strain, and that the body should bo educated U> meet this. Ha said that one of tbe beet exercises for girls w to make six deep brenthinge aud expira tions each morning before dreeing, end that there should, also, be half au hour’s athletic exercise daily, would expend the chest end the arse of breathing spues, us well us mprove the figure. Well-poised shoulders end au asset carriage go far toward making a girl look pretty. Many a comparatively plain girt creates e mg impression by do aoass others who do wed as to face. Very often a carriage cornea of pure leffinem. It li “too much trouble” to d it ia “such a rest” t log, with tha other I all aorta of unnatural 1 who indulge in thei which ere bad for I antagonistic to b« swimming, fencing s valuable, faocia other two. Houses least expansive of ell exercise with a d broom la exeailont ia Us little digging in the gardei —Kural Naw Yorker. A FINE WHEAT CHOP. Tbe Greenwood Index bus ths lowing account aa to preparation 1 yield of wheel crop grown by ] Thomas L. Moore, of Ninety Su, < of tbe most iau*lli*ent farmen in I section. Tbe lend selected wus ts red, stiff soil, and bus been tivatioo for thirty years. Iu : mat Is over a bale of cotton per 1 said land. In 1896, 1 would do better, end with para lion, application of cotton of* A farmer ou being esked why he fed his cows a certain ration replied,' “Be cause it makes the milk richer.” But he waa in error. If the cow has been studied and experiments made with rations of high fat content with a view of augmenting the percentage of butter fat in the milk, the results being faith fully watched, an intelligent dairy man or farmer will find only the slightest difference in the fat constituent of the milk from year to year, and this ir respective of the rations given to pio- ducoa difference; he will note, possibly a varying degree in a single day—tha; is, the milk may be richer hi fat at mornmg’than at night, but it is im possible to increaM the butter fat of milk in an individual cow. It might be done by cartful breeding of pro nounced cUury types known to be pro ducers of milk very rich in fat, but it would require many generations. When a cow has reached that period when her milk (low is what nature has de creed fay her, both in quality and quan tity, no manner of food 0? feeding, and we doubt as to breeding, can make the milk richer or produce a larger percent age of butter fat tberejn. It is probable, therefore, a large amount of feed is wasted by feeding a ration or rations with a constituent of large fat-producing tendency, thinking the result will be the enrichment of the milk. lt is not only impossible to feed fat into mffE, but in some cases tbe feeding of a ration so strong in fat material will derange the system of the cow and produce poeitive injury. And while the matter is in hand we may as well say another thing right along the line; the cow that has come to her normal milk yield ia not likely to trans cend that amount, whataver it may be, as u result df any sort of feeding; the quantity may be perbape percepti bly increased, but only temporarily. This means that when a cow I bffiFtog her full supply she ia doing all tha laws ol creation intepdad and any attempt to alter Uua plan will result in injury Id ffiuAw nd ffieapt rent—f te a Dock ■eiare drought, pounds of send < yon see 1 made no eutton lend tn | back on the land; neither did 11 any cotton with which to pMMhaan^ffi^ffi tilizers, and I planted w manure. Bometimes in November, I mn*t give date, I ploughed op the stalks and with • horse rake pulled them eff the land. I then broke the plough small wing, of wheat -six of and four of “Bine 8tam H - wheat with same plough. I ran a two-horse barrow over the land, followed by roller which left it in good condition. I fed to stock the wheaton .*• the beet acre, aa it waa vary nek and lodged badly. Comparing this aara with the vield of other aerffi, I think it would have made 00 bushels. Two acres, next beat, made 48 1-8 bushels per acre. The nine a bushels, an average of acre. The yield of the “Virginia Chaff” was nearly 88 and tha Stem” about 32 bushels par acre. We will now deduct tha aaad, bushels, and tha toll for fifteen bushels, from the 880,' have left 201 bushels which at 80* leaves to credit side $160.80; which we will deduct raking stalks, $3; bi ploughing in wheat, $6; and rolling land, $3; reaping ai ing grain, $14; making $38; still to credit $198.80. Nat ~ the value to place 00 the straw, II made it a set-off against hauling < grain. From the above, we And raising the wheat abo bushel, and the profit par TMO§d Ida Ninety-Six, 8. C., Oct 1, nmniiwj Qm ind thauiMtaf The peeen crop of Tn to be the largeat kno>wn In 1 - Last year's by tha) son valley, bnt this year nata Aa n loaded with (athai re