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• » M * % TIPS to (jardeners Care in Transplanting 'TRANSPLANTING is an impor- A tanf activity in amost every garden, but a gardener will save time and possible disappointment if he knows what should and what should not be transplanted. The following should - not be moved: Celosia, didiscus (blue lace flower), four o'clock, hunne- mania, and perennial sweet pea. Because of their peculiar root growth, these flowers are dam aged, sometimes even killed, when transplanted. Flowers which may be trans planted with little fear of damage, as long as the moving is done properly, include ageratum, alys- sum, snapdragon, aster, calendu la, marigold, pansy, petunia, pinks, salvia, scabiosa, verbena, Canterbury bells, columbine, hol lyhock, pyrethrum and viola. There is a third division of flow ers, according to Harry A. Joy, flower expert, whose lives will not be endangered by transplanting, but whose growth will be stunted. Both plant and blossoms will be smaller but earlier. I^arkspur, zin nia, phlox, nasturtium and bache lor button are in this group. DO THIS 10 REUEVE PAIN AND DISCOMFORT OF A COLD Mhw Simple Method Behm ftkes only a Few Minutes Wheii Bayer Aspirin is Used soivs 3 Bspr Tab- Ms Is % class of & / Starts te Case Pam and Discomfort and Sore Threat Accompanyinf Colds Almost Instantly The simple way pictured above often brings amazingly fast relief from discomfort and sore throat accompanying colds. Dry it. Then — see your doctor. He probably, will tell you to con tinue with the Bayer Aspirin be* cause it acts so fast to relieve dis comforts of a cold. And to reduce fever. This simple way, backed by scientific authority, has largely supplanted the use of strong medi cines in easing cold symptoms. Perhaps the easiest, most effective way yet discovered. But make sure you get genuine BAYER Aspirin. Great Stimulator Nothing great was ever achieved without enthusiasm.—Emerson. Don’t Aggravate Gas Bleating Brow GAS BLOATINO k mum? kf Murtpation don’t mpm* to gwt tit* rwIMyow ■Mk by juut doctoriM your utomwch. Wkot you ne*d u the DOUBLE ACTION of Adlurik*. This 85-ywuw>ld nmedy la BOTH Mnninwtif* and cathartic. Carminativw that warm and soothe the stomach and expel GAS. Cathartica that act quickly and gently. clearing the bowela of iraetea that may hare Mused* GAS BLOATING, headache.; indi- gwtion. aour wtomach and nenre nreeeurc foe montha. Adlcrika doM not gnpe—ia not habit forming. Adlcrika acta on the aton Got the genuine Adlwika today. Sold at all drug utorca Peaee From Within Nothing can bring you peace but yourself.”—Emerson. UESTIOM You never seem to have a cold, EtheL NEWER Perhaps I’m just lucky. But I always use Luden’s at the first sign. They contain an alkaline factor, you know. LUDEN'S 5* MRNTHOL COUGH DROPS MEBCHANDISE Must Be GOOD to be Consistently Advertised BUY ADVERTISED GOODS 1 II;’s• r . ..... ;*• • . McCORMICK MESSENGER, McCORMICK, S. C.. THURSDAY, MARCH 16, 1939 A Giant of. American Commerce Celebrates Its 100th Birthday In March, 1839, William F. Harnden Began Carrying Packages in a Large Leather Bag and That Marked the Beginning of the Express Business Which Now Employs 57,000 Men Who Cover More Than 275,000 Miles of Railroad, Motor, Air and Water Routes. ® Western Newspaper Union. March, 1839—Young William F. Harnden starts his express business. » (From the painting by Robert E. Lee.) By ELMO SCOTT WATSON - HUNDRED years ago the ailing son of a New England widow had an idea for a new business. Equipped only with a large leather bag, which he carried in his hand as he traveled by train and steamboat, £e start ed his enterprise. Today that business has 23,000 offices, uses 10,500 ve hicles in its operation and employs 57,000 men who cov er 213,000 miles of railroads, 20,000 miles of water routes, 33,000 miles of air lanes and 10,500 miles of motor roads. The young man who started all of this was William F. Harnden and his new enter prise was the express busi ness. Harnden was born in Reading, Mass., August 23, 1813, the son of a poor man who was unable to give him little, if any educa tion. While vyy young he en tered the furniture factory of his cousin, Sylvester Harnden, and there learned the trade of cabi net-making. Then his father died and young Hamden was called upon to support his widowed mother. In 1834 he entered the employ of the Boston and Worcester rail road as a conductor and was in charge of the first passenger train run in New England. Later he became a passenger clerk and ticket master for the same rail road but after five years in rail road work was so exhausted by the long hours—16 hours a day— that Kfe gave up his job and went to New York for a visit. There he met a transplanted Bostonian, James W. Hale, agent for a Providence-New York steamboat and operator of a read ing room and news service. Hale told Hamden that he had fre quent requests for some one to do errands in Boston and sug gested that a service of this sort offered opportunities for profit able work if some enterprising young fellow would organize it. Impressed with the idea Hamden made a contract for express serv ice with the superintendent of the Boston and Providence railroad and the* manager of the John W. Richmond, a steamer plying be tween Providence and New York. Then he advertised in a Boston newspaper on February 23, 1839, that he would run an “express car from Boston to New York and vice-versa four times a week.” As a matter of fact, this “car” was the large leather bag which he obtained and his none-too- strong back and hands to trans port it. But the public didn’t know that, and by March, 1839, he had enough packages to start operations., A Successful Venture. The venture was such a suc cess that Hamden acted as his own messenger only a few months. Then he had to have as sistance. He established a clerk in an office on Wall street in New York since brokers’ remittances and messages soon formed an important part of his business. Next he established an 'office in Boston, took his brother, Adol phus, into his employ to act as messenger between the two cen ters, and the second year opened an agency in Philadelphia. When the steamship business of the Cunard company between Boston and Liverpool greatly stimulated the express business, its success suggested to him the extension of his service overseas. So in 1840 he formed a partner ship with Dexter Brigham Jr., his New York agent, under the name of Harnden and Company. That same year was marked by a personal tragedy in Ham den’s life. When Commodore Vanderbilt’s steamer, the Lexing ton, caught fire and burned in Long Island sound on January 13, 1840, Adolphus Harnden was one of the victims. When his body was washed ashore, 148 let ters were found in the pouch he was carrying and were dried out and mailed. The $40,000 in money and other valuables he was car rying were lost, however. One of New England’s important finan cial institutions owned $12,000 of the lost funds but, fearing to ruin Hamden’s business, never pressed its claim. The extension of Hamden’s business into Europe changed the character of it somewhat. When offices were first established in the principal cities of England and France and later in Ireland, Scotland and Germany, their principal business was handling emigrant funds between Europe and America. But soon they were handling the emigrants them selves. Planning to expand his business in America by helping people secure the undeveloped lands in the West, he carried on an active campaign for immigra tion into the United States, using large red posters to proclaim the resources and opportunities in America. To aid the company’s traffic in “human express,” Harnden se cured special rates and privi leges on the Enoch Train line be tween Liverpool and Boston and . also the exclusive use of certain boat lines on the Erie canal. It is estimated that more than 100,- 000 emigrants were billed through from their European homes to new homes in the Middle West. The inevitable result of Ham den’s success with his new ven ture was to bring competitors into the field. One of these was Alvin Adams, an orphan boy from Vermont who came to Boston at the age of sixteen to make his fortune. He sought it in vain for 20 years—as a hotel clerk, fam ily grocer and produce merchant. Then in 1840 he joined with P. B. WILLIAM F. HARNDEN Burke to form Burke and Com pany to compete with Harnden and Company. Boston, however, looked upon Harnden as the originator of ex press service and gave him most of its business. Burke soon be came discouraged and retired from the firm. But Adams, the alert, aggressive Yankee, was convinced that he could make good and persisted. By 1843 Harnden and Com pany’s European ventures had led them to neglect their Ameri can business and Adams quickly turned this fact to his own ad vantage. At first Adams and Company (formerly Burke and Company) had confined its op erations to New York, Connecti- • cut and Massachusetts. When Hamden sold his Philadelphia branch to Hatch and Bartlett, Adams expanded his southward to Philadelphia, Baltimore and Washington and during the next decade began covering the South along the Atlantic and Gulf coasts. Harnden died on January 14, 1845, after a five-year struggle with tuberculosis and the two parts of his company’s business, the domestic and the European branch, were separated and sold. Eventually the American domes tic business dropped his name and became known as Thomp son, Livingstone and Company. This company, which changed its personnel and name -several times, began extending its oper ations westward and southward until it came into competition with Adams and Company. The European branch of the Harnden company kept its name until 1851 when unwise invest ments resulted in its ruin. Then the name of the founder van ished from the express business, although his son, William H. Harnden, was for a short time an employee of one of the new com panies that came into existence— Wells-Fargo and Company. Elev en years after Hamden’s death a memorial was set up over his grave in Mount Auburn cemetery near Cambridge, Mass., bearing the inscription “Erected by the Express Companies of the United States in the Year A. D. 1866.” Thus they paid tribute to the “fa ther of the express business” but, aside from this, little public rec ognition has ever been given the pioneer in this giant of American commerce. Meanwhile the Adams company had been reaching westward as well as southward and eventu ally reached California via Pan ama. The territory which it now controlled was the most densely populated and most developed in dustrially of any in the United States. Consequently its business expanded enormously and by the early fifties Adams and Company was the best entrenched express company in its territory. In July, 1854, it was able to buy out its principal rivals, including the former Hamden company, and it was reorganized under the name of the Adams Express com pany with a capital of $1,200,000. The express business had come a long way in the 15 years since young William F. Harnden had started it with his one leather bag! Competition Begins. Successful and powerful as the Adams Express company was, this did not prevent new com petitors coming into the field. Many confined their operations to the limits of their own city and - the collection and delivery of ' -small merchandise in it. Others had agents or connections in sev eral towns or cities while still others served all the principal trade centers in one state or in several states along a particular trade route. By 1860 five companies were the acknowledged leaders in the business—Adams, the American, the National, the United States and Wells-Fargo and Company. Because Adams was so well en trenched on the north and south routes along the Atlantic and Gulf coasts the other companies were forced to seek new territory. The part played by the express companies during the period of westward expansion, both bffore and after the war, is too well known to need much mention here. Included in that epic is the story of the famous “Pony Express” and many a thrilling yam of adventure with hostile In dians and highwaymen while the stage coach lines were in opera tion. Along with the development of our railroad system came a de velopment of the operations of the express companies until July, 1918, when the seven large ex press companies were consoli dated as a wartime measure un der the name of the American Railway Express company. After the war, the unified company was permitted to continue as a pri vate enterprise. On March 1, 1929, the company was taken over by the railroads and renamed the Railway Express agency. Then came the air express di vision of Railway Express. An agreement was later signed in July, 1934, with Pan-American Airways for international ex press, and the first shipment un der the new system left Oakland, Calif., for Latin America on Au gust 7, 1934. The next great boost for air express came on February 1, 1936, when 22 of the nation’s major airlines joined. . WILLIAM G. FARGO Famous in the annals of the West is the name of Wells-Fargo. The men who made it thus were Henry Wells, born in New Hamp shire December 12, 1805, and Wil liam George Fargo, born in New York May 20, 1818. Wells got his start in the express business as an agent for William F. Harnden and in 1841 formed a partnership with George Pomeroy to operate an express business between Al bany and Buffalo. The venture was not a success and suspended operations for a time. Then it was resumed with the assistance of Crawford Liv ingston under the name of Pome roy and Company’s Albany and Buffalo Express. In 1842 William G. Fargo became a messenger for this company and that marked the beginning of the asso ciation of the two men which was destined to make both of them famous. After a number of reor ganizations and consolidations of the various express companies then in existence, Wells-Fargo and Company emerged in 1852 to operate between New York and San Francisco, carrying gold and silver out of the West and taking supplies into the gold regions. Since there were no railroads then in that part of the West, Wells-Fargo carried their valu able parcels on stagecoaches and these treasure coaches soon be came the prey of highwaymen who inaugurated the “stagecoach hold-up” which has become such a familiar Wild West tradition. In 1857 the United States gov ernment asked for proposals from the express companies to trans port the mails across the conti nent and Wells- Fargo organ ized the Over laid Mail com pany which car ried mail, ex press matter and passengers by stage from St. Louis, through New Mexico and Ari zona to Los An geles and San Francisco. Then came the discovery of gold in Colorado. From the Missouri riv er 2,000 miles westward to Cali fornia was a stretch of almost un known wilderness without a single permanent settlement except the newly founded Mormon colony in Utah and a few posts established by the United States army. But where gold was, men, supplies and news must go. W. H. Russell So a stage line, called the Cen tral Overland, California and Pikes Peak Express company, was established by the freighting company of Russell, Majors and Waddell to operate be tween St. Jo seph, Mo., and Denver, Colo. At that time there was a mail route from Sacramento to Salt Lake City operated by Ben Holladay, and another be tween Sacramento and Salt Lake, run at infrequent intervals by John Hockaday. Both of these enterprises were absorbed by the new express company which, un der the leadership of W. H. Rus sell, conceived the daring idea of establishing a regular fast mail route over the entire 2,000 miles between St. Joseph and Califor nia. Thus was the famous “Pony Express” born. Ben Holladay When the Overland Telegraph company was completed in 1862, the usefulness of the Pony Ex press was at an end. Meanwhile its success and the threat of war had caused Wells-Fargo to trans fer its Overland Mail company from the southern route to the central route. So Wells-Fargo bought up three stage lines be tween Salt Lake City and Sac ramento, and consolidated them all into one. From 1866 to 1869 it continued to run a stagecoach mail, express and passenger service from St. Joseph to Sacra mento despite the perils of bliz zard and hostile Indians. When the Union Pacific rail road and the Central Pacific met at Promontory Point, Utah, in 1869 to form a transcontinental railroad, Wells-Fargo sold out its stagecoach business and reverted to its former role of express and banking company and in 1870 be came the dominant express com- oany in all the western territory. CLASSIFIED DEPARTMENT % FILMS DEVELOPED Any 6 or 8 Exposure Roll M/f FILMS DEVELOPED JLQ POSTAL PROTO SERVICE X Zl North Town Sta., Chicago, IH. • FREE PORTRAIT ENLARGEMENT COUPON WITH EACH ORDER ROLLS DEVELOPED Any «Im roll kodak film developed • never-fada Vela* printa-oelj 25a. Law pneet om candid fitm. Handy mailing en*tbpa$ famished. 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