Newspaper Page Text
6
Psalm cxix.
This psalm containeth sundry prayers, praises,
and professions of obedience.
BETH.
9 Wherewithal shall a young man
cleanse his way? by taking heed thereto
according to thy word.
10 With my whole heart have I sought
thee : O let me not wander from thy com
mandments.
11 Thy word have I hid in mine heart,
that I might not sin against thee.
12 Blessed art thou, 0 Lord: teach me
thy statutes.
13 With my lips have I declared all
the judgments of thy mouth.
14 I have rejoiced in the way of thy tes
timonies, as much as in all riches.
15 1 will meditate in thy precepts, and
have respect unto thy ways.
16 I will delight myself in thy statutes:
I will not forget thy word.
Correction
In the third verse of Psalm cxix,
published in our Aug. 15th issue, was
an error which completely changed its
meaning. The word “no” was omitted.
It should have been printed :
“They also do no inquity: they walk
in his ways.”
The “City of Paris.”
The Grand Boat of the Ocean.
Killarney, Ireland, June 20.
It is a long way from the dug-out
of the savage to the ocean steamship
City of Paris. The fifteen hundred
thousand dollars spent in its construc
tion do not constitute a tithe of what
has gone into it. The thought and
experience of the ages are expressed
in this floating palace. Never has
storm beat upon ship in any sea but
the strength of its fury has been con
sidered and built into the prow and
bulkheads and engine of this queen of
the sea. The cry of sailors, the pray
er of passengers going to death
through fire and storm, have contri
buted something to her symmetry and
power. She is the outcome of con
flict, the last and noblest attempt of
civilization and genius to defy nature
in her most awful moods. The throb
of her double engines, felt every mo
ment from Sandy Hook to Queens
town, tones the nerves of the most
timid. In beauty, in size, in weight
she leads the world. Her builders
and engineers in her construction not
only had reference to the strength of
the sea to match it, but to the love of
the beautiful in man to regale it.
She weighs 10,500 tons. It is
1,120 feet around her promenade
deck. From the bridge to her lowest
deck it is seventy feet. Her width
amidship is sixty-four feet. The sur
face on her four principal decks equals
108,000 square feet. She has twenty
five compartments, separated by bulk
heads, which rise from the keel to the
upper deck, eighteen feet above the
water line; and in the bulkheads there
is no door or opening of any kind.
To get from one deck to the other we
must climb to the upper deck and
cross the dividing bulkhead. If the
ea should fill five compartments
twenty would remain intact. Tear
away one hundred feet of her bottom
and she still would float. She has
two complete sets of engines, each
engine being separated from its dupli
cate by longitudinal bulk-heads, and
each has its own coal bunkers and
boilers.
A rupture made by collision would
not impair the ship, for she would
still have an engine left with one or
two sets of boilers by which she would
be enabled to complete the voyage.
Her engines are twenty thousand
horse-power. They are supplied with
steam from nine steel boilers, each
weighing seventy-four tons, and to
gether have a heating surface of 50,-
040 square fee*. The tubes in these
measure thirteen and a half <iles.
Three hundred tons of coal are burn
ed each day in the engines, or two
thousand tons on a smgle voyage.
There are state rooms for six hundred
first 'cabin passengers, with interme
diate and steerage for eight hundred
more. Four hundred men are neces
sary toman the ship. Thus about
1,800 people can be comfortably quar
tered in her. Each loom is lighted
by electricity, eleven hundred incan
descent lights jjcing required to illu
minate her.
Her speed was a great surprise to
her builders and owners. An exact
duplicate of the City of New York, it
was thought she would make about
the same time, but once on the sea
she moved off like a racer. She has
made the most rapid transit on record
from Queenstown to New York, and
in one single day made more miles
than any ship that ever crosssed the
Atlantic. Winds do not impede her
speed. She sails in the teeth of a
gale like a champion cutter. The sea
may boil along her main deck like a
torrent from the verge of a whirlpool,
but she continues to pass the waves,
as a flying railway train passes the
trees along its track. For three days
on our way over we had something of
a rough sea, but she cut her way
through wind aud wave, throwing at
times the spray above her smoke
stacks, and unwinding for a quarter
of a mile in her wake, boiling foam,
as white as milk.
Her state rooms are elegantly fur
nished, while the saloon, the drawing
room and library beggar description.
Perhaps there is not a hotel in the
world with a more beautiful dining
room. It would be in keeping with
the palace of a king. The center is
spanned by an arch fifty-three feet
long and twenty-five feet wide. Into
this are set squares of stained glass,
containing the colors of the turquoise,
the amethyst, and the topaz. Alcoves
are built on each side of the floor,
lighted by rich, stained windows open
ing upon the upper deck. The arch
rests on a moulded cornice of ivory
white. Figures of mermaids, tritons
and dolphins are carved. At one end
of the arch, high above the floor, is a
music gallery, and at the other end
an oriel window looking out of the
drawing-room. There are chairs aud
lounges to seat three hundred people
at once. These are of mahogany,
richly carved. The drawing-room
and the library would be regarded
triumphs of art in the home of a
prince. The smoking room is in the
aft part of the ship. The floor is of a
Mosaic pattern, and the wood work of
solid walnut and ivory enamel. The
seats are upholstered in crimson
leather, and there are enough of them
to seat nearly two hundred passengers
at once. The bar is near the smoking
room, and the latter is used both for
smoking and drinking.
The city of Paris is an English ship,
owned by American capitalists. It
pays the owners better to put her
into conformity with English law and
under English officers than under
American law and American officers.
The 1,800 people sailing with us the
12th of June are from every country
on the globe —Turkey, Switzerland,
Austro-Hungary, Sweden, Belgium,
Spain, Bulgaria, Servia, Denmark,
Scotland, England, Russia, France,
Portugal, Germany, Norway, Greece,
Italy, Ireland and Japan. Not only
representatives from all these coun
tries, but the highest, the intermediate
and the lowest of them. Class dis-
THE KENNESAW GAZETTE.
tinctions are preserved here just as
they are at home. The steerage pas
sengers are not allowed the privilege
of the intermediate, nor the second
cabin the privileges of the first. Not
only are their social distinctions pre
served, but they come here also with
their vices. There is a barroom on
every deck, and true to their land
vices, drinking and gambling are kept
up constantly in every class. The
only difference betweenjdie gambling
among the steerage and that of the
first cabin : the former use cheap and
greasy cards while the latter use gilt
edge. Thousands of dollars have
changed hands on this single voyage.
The smoking room would better be
named gambling and drinking saloon.
On Sunday at 10:30 a. m. the cap
tain read service of the England
church. A bishop could not have
read it better. I followed him through.
This would not have been possible but
a good Episcopalian sitting next to
me exchanged books with me at dif
ferent turns in the prayer book.
Prayer was offered for Queen Victoria
and the President of the United States,
and at the conclusion a collection was
taken for the Johnstown" sufferers.
Altogether it was a beautiful and
profitable service.
J. W. Lee.
Killarney, Ireland, June 20, 1889.
—Atlanta Evening Journal.
Say, you, did you hear anything
drop ?
Yes, I heard the fellows drop on
the floor who were attempting to
match the W. & A.
Great spikes 1 what a bump it was.
The W. & A. runs sixteen passen
ger trains per day, and runs them on
time, too.
Relative Decrease of Farming-
Population.
The Atlanta Constitution asks “ why
is it that our relative farming popula
tion is steadily decreasing ? Why is it
that it fell from 47 per cent, in 1870
to 43 per cent, in 1880, and probably
to 40 per cent, at the present time?”
To our thinking there are several
causes for this phenomenon in our
greatest and most essential industry.
First come the enormous strides in
labor-saving machinery employed in
agriculture. The reaper and mower,
the thresher, the steam plow, the sulky
harrow, the farm engine—these have
been multiplied more rapidly in pro
portion than consumption of farm
products has increased. A compara
tively small corps of men, operating
two hundred or more great harvesting
machines, gather the wheat from
37,000 acres of the Dalrymple farm in
North Dakota in a single week. Ten
or twenty times the number would be
required for the work using the imple
ments of thirty years ago.
Secondly, the enormous growth of
manufactures in the country has tended
to restore a proper equilibrium by
drawing from the farms large numbers
of young men to labor in iron mills,
about furnaces, mines, foundries, ma
chine shops, cotton and woolen mills.
The building trades are taking con
stantly increasing numbers to supply
the demand for preparing material
and fashioning it into houses and other
structures. The transportation indus
try has outrun the demand, and this
has lessened the supply of farm labor
and stimulated the invention and use
of superior farm machinery and tools.
The country is merely getting itself
balanced, as it were; and while this
must be apparent to close observers
it is not less clear that the increase in
agricultural production has kept pace
with the demands on that great funda-
mental industry. Byway of illustra
ting this we present the following table
showing the production of Indian corn,
hay, cotton and wheat in the census
years 1870-1880:
Years. Products. Amount.
1870. Corn, bushels 760,944,000
1880. Corn, bushels 1,754,861,000
1870. Hay, tons 27,316,000
1880. Hay, tons 35,205,000
1870. Cotton, bales 3,154,000
1880. Cotton, bales 5,757,000
1888. Cotton, bales 7,600,000
1870. Wheat, bushels 278,745,000
1880.
These are the four great representa
tive crops. Roughly stated the gain
per cent, may be put as follows, for
the decade:
Per cent.
Gain in corn 150
Gain in hay 27
Gain in cotton 88
Gain in wheat 70
Approximate average gain 84
This average is about three times as
much as the gain of population.
We think these figures come near
demonstrating that no abnormal causes
have worked reduction in the number
of people engaged in husbandry.
They certainly show that the flip
pant assertion of free traders, to the
effect that “protection has dwarfed
and is ruining agriculture,” has no
other foundation than the attenuated
theory of those who make such asser
tion . — Chattanooga Times.
Increase of Wealth in the South
ern States.
In the eight years ending December
31,1888, the increase of wealth of the
twelve Southern states was $1,304,-
176,604, divided as follows:
Alabama $107,285,012 00
Arkansas 74,808,365 00
Florida 67,910,094 00
Georgia 105,742,807 00
Kentucky 190,015,209 00
Louisiana 35,903,541 00
Mississippi 30,641,545 00
North Carolina 52,083.093 00
South Carolina 34,055,476
Tennessee 101,351,0‘
Virginia 63,?’’ I ,!'* ’
Texas 341 ,r u
The average increase in , - . 7
each of the Southern states dj;- ;} ...
eight years was over
over $20,000,000 increase per yea? ••
each state. The increase during the
past twelve months in the twelve
Southern states will be over $250,000,-
000. Georgia’s tax returns are al
ready in and show an increase of $lB,-
000,000. Tennessee’s increase will be
over $75,000,000, as four counties out
of 100 show an increase in the twelve
months of over $15,000,000. The
total increase in taxable wealth in the
great state of Illinois, during the past
twelve months was, according to theP
state auditor’s official report, but $2,-
209, 655, which is over $2,000,00$
less than the actual increase in Chattaa
uooga alone during the same periOA ’
In 1880 the Southern states prpduv
ed 212,023 tons of iron ; in 1889 the
production will be 1,400,000 tons.
Since 1880 the number of cotton mills
in the South has increased 122 per
cent., the number of spindles 204 per
cent., the number of looms 214 per
cent. — Chattanooga Times.
The Western & Atlantic Railroad
has at Chattanooga, Atlanta and in
termediate points 66 connections
with its passenger trains. These in
clude connections which arriving trains
make with its departing’ trains, and
which its arriving trains make with
trains departing over other roads at
various points of junction. We ven
ture the remark that there is not an
other road, even three times as long as
the Western & Atlantic, whose pas
senger trains have as many connec
tions as those of the Western & At
lantic.