University of South Carolina Libraries
- ?-?-J-J ??iL IM. $25.00; 2nd. $15.00; 3rd, $5.00. Entrance Fee $2.00. 18. LADIES' FINE HARNESS HORSE. Mare or Gelding. Lit, $20.00; 2nd, $10.00; 3?\J, $5.00. Fntranee Fee $2.00. It LADIES* PAIR FINE HARNESS HOUSES. Mures or geldings. 1st, $20.00; 2nd, $10.00; 3rd, $5.00. Entrance Fee $2.00. M, PONY. Not over 14 hands, hitched to appropriate Ve? hicle and driven by giri or boy. 1st, $10.00; 2nd, $5.00; 3rd, $3.00. Entrance Fee $1.00. 21. FIVE GAIT ED HORSES. Stallion, mare or gelding. 1st, $100.00; 2nd, $50.00; 3rd, $25.00. Entrance Fee $5.00. 22. FIVE GAITED HORSES, LOCAL. Stallion, mare or gelding. 1st, $36.00; 2nd, $20.00; 3rd, $10.00. Entrance Fee $3.00. 23. LADIES' FIVE GAITED HORSES. Mare or Gelding. 1st, $20.00; 2nd, $10.00; 3rd, $5.00. Entrance Fee $2.00. 24. COMBINED HORSE, FIVE GAITS. Stallion, mare or gelding. 1st. $25.00; 2nd, $15.00; 3rd, $5.00. Entrance Fee $2.00. M, COMBINED HORSE, THREE GAITS. Stallion, inarc or gelding. Int. $26.00; 2nd, $15.00; 3rd, $5.00. Entrance Fee $2.00. 2*. THREE GAITED HORSES. Stallion, mare or gelding. Let, $35.00; 2nd, $20.00; 3rd, $10.00. I Entrance Fee $3.00. IT, LADIES* THREE GAITED HORSE. Mare or Gelding. 1st, $20.00; 2nd, $10.00; 3rd, $5.00. Entrance Fee $2.00. 28. PONIES. Under 12 hands, ridden by girl or boy. Iftj $10.00; 2nd, $5.00; 3rd, $3.00. Entrance Fee $1.00. 29. PONIES. 12 to 14, ridden by boy or girl. 1st, $10.00; 2nd, $5.00; 3rd, $3.00. Entrance Fee $1.00. 30. PLANTATION SADDLE HORSE. Mare or Gelding. 1st, $20.00; 2nd, $10.00; 3rd, $5.00. Entrance Fee $2.00. IL CHAMPION HARNESS HORSE. Post entry. All single harness horses winning 1st or 2nd in fine harness, heavy harness or roadster class must enter or forfeit all prizes. Entrance Fee $3.00. Cup. 32. CHAMPION SADDLE HORSE. Five gaits. Post entry. All horses winning 1st or 2nd in any five gaited class including combined, must enter or forfeit all prizes. Kntrance Fee $3.00. Cup. S3. CHAMPION SADDLE HORSE. Three Gaits. Post entry. All horses winning 1st or 2nd in any three gaited class, including combined, must enter or forfeit all prises. Entrance Fee $3.00. Cup. HISHOI? WILSON 11,1,. strlrkeit with l rv-ti|M |?s mi Mu Home In llaliiniMic Paltlmor* Sun Hlshop Alpheim \V Wilsen. ?? yaar* old sj*J 4fsW of the MfJiafBJ ot UM MailMsltM Mpssoopal Church ?sjSjfe is wifft-nnR from un uttaek Ol erysipehm .it h? hmn.\ 1*><>1 Purk I'Ikh Mi HuflYrnl i ehlll SuniUy. .?ml f..r u wMki v. us Ifcr?tsasd with pneumonia but StyalpSSla, developed >n?te?d UM f?h\sK.am i. n,,i ftnmMtf his condition iUn<t r?-ns. hut it in txpmtifd] that ha will not mjmht to pfSSiilS I m the mm h iiwlr.'d pjMfl t hi rt in h s? s *\<>n of th?- ll.iltinn.ri_. Aimu tl Cnn f?ranc* of the tfnuthem Methodist Chur? h. to op.-n T i ii-ml* \ night in St. Paul's Ofcsjft o. m?h>p Wilson was prautlsall) ? Mstf for th?? ? (i i hit tt.ts written to Hlshop < *??!Iui< l??-nn.. who w.tm t>> h?v?? heen hin umwHI nt. Hi pre PssH t?? tuk?- full ? h.iru? of tl e ?t'n|i?. Por ssjsjay stars Mahoyi Wllswi Ims suffered intermittently from aMth n.atlr ufft-rtlons. hut rarely hn* heen ? onlin?.I t.? hin hod Of even tO hi* home f-.i ??opi? ( laMf leimth of time. ?>n more thin nn? oceaslon in tha last f?a .. us he has ntarted out *n long )ouru??vm stone ?n the nt? r t???f mi hi>? < hui? h \v? rk when HMIty a#Ms)frlssjssiHssttsjlM Mat almost *u" fi . Ht It have hin ro in Hut he al \ aya got throuuh them nafsly and ? a? ahle !?> tsj full Msftff Sjf the **eeilll\e WOlk .IM thf MplMHt I..Shop of the South? in ' hui< h hot h in <ey|s atul in ?en !??? Though Ml vMslttj has bs n re m.trkahl*. his ii!n? hrlnsjs insist! ?.i Mm mmq nandrsssi ..I h i pi-- sinal fiiHiul? iiimI to mu n v 'hi SnUS \s\i<> huve heard him preach throughout the Southern State?. Especially is thin no in the Paltimore Conference, over whose sessions he wan to pre? side next week, M this in hin home conference, of which ho has conttn uoiiHly been a member us h preacher since 1853. With the exception of the KtV. .1. T. Wightman, he is the old? est preacher in this conference and has been since the cloee of the Civil War one of its moat influential and (?instructive members. Though the danger has not passed, the tiishop appeared much improved last night and insisted on sitting up faff awhile in the afternoon. He has | had no recurrence of the attack of i chills, which were severe on Monday, und it Is thought probable that he will be filly recovered from the acute Uta? k within two or three weeks, as hs hfcS in former attacks of eryslpe lus. i it ism IUCMERVEH MOHILI/iKD. Troop Trains. Mag Rssesrd to Beeden of Visier. Dublin, Maren 21.? Tb? mobllrsa? lion Of Ihs Irish reserves has begun. lllSI betag 'be last movement in the campaign t > hurl s groat army Into Ulster province Two hoodie.1 otn oers havs resigned rather than light Ihelr own countrymen. Si'vetui Iroop Iralni lofl B4snbsrry tin. morning foi various points on Ihs I lster boi lei Winter mill Msjfefm, New Y<?rk. Marek II,---Today w.ts the Srsl dav 01 Spring und th?> mei <iiiv Stood at thirteen above Kero. Atlanta, March 2\.- The thermome? ter wus ut ihs frsoslng point rarly lo* ? lav llluh wirolM ?ml Ploudy stlteis DTSVSntod frost lust night, probably gain SOVlng Ihs Unit clop Billion* for Betterment Needed by Railroads. Manufacturer! Record. if President Wilson, in lus desire to unfetter the commercial interests of the country, as he has on numerous occasions indicated his anxiety to do, eould flVf a Study to OUT transporta? tion interests, lie would toOtl realize that the greatest business problem' Which the American people face is that of inadequate railroad facilities. For years the Manufacturers Itec-J ord has been persistently emphasizing, the need of a larger amount of rail- '< road building, of better terminal fa-; oiltties, of better roadbed and of more rolling stock. If these letters return again and again to the subject I It is bocause wherever I study the | problem in person, whether in the Southwest, in the Central South, or along the Atlantic seaboard, I am more and more impressed with the vital importance of a vast betterment in railroad conditions. The progress of the South is inj ' danger of being seriously halted un- j I lean there shall come about an ex? pansion 'in railroad facilities on a scale far greater than anything that has ever been seen in railroad build ' iog in this section. i In the Southwest last spring the pressing necessity for more railroad facilities was seen in every direction I throughout a journey of .some thou? sand of miles. That the Central South has been growing more rapld 1 ly than its railroad facilities, despite the vigorous efforts of the Southern j Itailway to improve its roadbed and j double-track much of its line, is ful ; ly recognized by every intelligent bus- j i loess man as well as by the railroad j people themselves. In the Southeast-1 srn section, on down the coast into! 'Florida, there is a lamentable situa? tion rapidly developing. More than $83,000,001)?an enor-i n.ous sum for one road to spend? has been expended within the last? I i three years by the Baltimore & Ohio' railroad in bettering the conditions! !of that system, according to a state? ment made last week by Chief Engi? neer Stuart. And yet Mr. Stuart .points out that the problem of the Baltimore <& Ohio is not that of limi? ting business, but of trying to handle , business that is offered to the road. [He gays; "In my opinion, after improving our efficiency, alter largely increasing our, facilities in general, and after judic? iously spending t?3,00u,00u in the last ; three years to better our condition. Ottr needs are so great that we are not only not keeping up with the legi? timate growth of business in our ter? ritory, but are falling behind." Several years ago it was freely > stated that when the Southern Itail ;way had in 10 years expended $100, > uuu.ouo in improving its condition it was less able to handle the volume of business then ottered than it had been before, it begun the expenditure of that Hum, for the business had grown 'taster than the expenditure had in? creased the facilities. Commenting ton this railroad situation. Mr. Stuart J adds to his recent article the follow ( "The entire country today faces a giavo and serious condition in the present relationship between the I amount of business which the coun? try is now offering and the addition? al facilities which the railroads must have to handle it so as not to stop the normal growth of that business." Mr. Stuart is merely bringing once Imore to public attention that which j overy careful student of the situation I during the last live or six years fore ? saw as a result of the outcome of the j 1 conditions prevailing. Business is outgrowing tho railroads, and out-1 growing them rapidly, despite all they; are trying to do to keep up with it. So far as the South is concerned, the development of this section could be enormously advanced if the railroads were equal to financing their needs and if all of the men dominating the railroad situation of the South fully grasped the potentialities of this sec? tion. The South needs, and needs badly, a great Riant leader in railroad work and In empire building. It needs a lHarrlman or a Hill; s man who can combine the control of capital with? out limit and who has the daring genius to b ad in n country's develop? ment, Probably no other man ever iden? tified with the Southern railroad sit? uation ha? such an Opportunity AS that which faces Mr. II. Walters, the' controlling owner of the Atlantic Coast Line. More than SO years a^'? William T. Walters and U. F. New-i comer, two of Baltimore's leading merchants, and tholr associates hail a vision of the future of the South, and backed then- faith in this section by securing control of the Atlantic I Coast Line. It I remember aright. Mr. Walters eras an engineer by profes? sion, though for years he had been our ot the largest merchants of the city, und In that way had accumulated large wealth. In thoBe eurly days Walters and N? w? oiner and Michael Jenkins, also of Baltimore, became Ihe dominant oWUCM of the Atlantic ? ?. . i .luv, mi Jenklus Is --?tili in the land .'1 the liv inp. and still a powerful factor in the Coast Line, for he i as never lessened his interest or his faith m the road or In this sec? tion. Mr. WalU s passed away, leav? ing his son. Ilei ry Walters, to take his place in the ? wnership and man agement of the Coast Line. Mr. Newcomer left his son. Waldo New? comer, and other members of his family his great interest in that road. The Atlantic Coast Line owns a controlling interest in the Louisville) & Nashville Railroad, which puts into; one management about 11.0U0 miles' of road. It is generally understood that ||r. Walters owns a majority in? terest of the Allantie Coast Line, and in this way owns a controlling power in the 11,000 miles of these two sys? tems. He thus absolutely dominates by ownership one of the greatest rail? road pi t perties. considering its in? herent possibilities, in the world. The Atlantic Coast Line and the Louisville & Nashville railroad have tributary to them a country that has no equal for extent of resources and variety of advantages of any other area of similar size anywhere else in the world, outside of the South. There is wealth enough in the terri? tory tributary to these lines to en? rich, not simply an empire, but a continent. There are more natural resources available for development in the re? gion dependent upon these two roads for transportation than exists in Great Britain and Germany combined. I The resources of the country whose de' lopment made James J. Hill rank j as one of the empire builders of the I world are small as compared with the I resources of the country which must [look to the Atlantic Coast Line and I the Louisville & Nashville railroad for development or remain only par? tially developed. The whole Pacific i j coast, indeed, all of the Pacillc coast I and all of the Central West region 'tributary to the Union Pacific raihoad cannot show such a wealth of wealth* creating potentialities as that region over whose Jestiny Mr. Walters, by ? virtue of his railroad ownership, holds ; such a dominant power. Mr. Walters s a compara'lvely young man, younger, 1 believe, thutl I was Mr. Flagler when he took up the great work of the development of the East Coast of Florida. Ho is in the very prime of life, with vigor of body and mind and with the ability to com? mand capital for his road and the ter? ritory 'tributary to it, fully matching I that of Harriman or Hill because of j the fundamental soundness of the ? financing of the two roads and be ? cause the world recognizes that this i Southern country is the place for the safest investments. I The Louisville & Nas"hville and the 'Atlantic Coast Line have both been busy during the last few years with ] construction work in double-tracking jand in other improvements. This is especially true as to the Louisville & Nashville, though it has not measur? ed up to its opportunities as Harriman 'and Hill measured up to theirs in *he j Northwest and on the Pacific coast. There was a time when the Atlantic '. Coast Line was regarded as the "Pennsylvania Railroad' of the terri : -ory from Richmond to Tampa. That j day has passed. The Coast Line is not regarded with as much favor today ; as in former years. I regret to say I that it is severely criticised by many i throughout its territory, as well as by j travelers from other sections. Some days ago one of the foremost manu? facturers of the North, in discussing i the situation, said that his experience showed that white the Coast Line had a better track than the Seaboard, yet in its general service from the morale and attentiveness of its em? ployes down to its dining-car service it was inferior to the Seaboard. That about voices the sentiment heard throughout this region. Years ago the Seaboard was the joke of travelers and the Coast Line was almost uni? versally commended. Because of the loi. identification of the Coast Line with Baltimore and its domination in reality as well as in name by Baltimoreans. 1 am sorry that this is true. I wish I could write that the Atlantic Coast Line main? tains its reputation as Pennsylvania railroad of the South, but I cannot do ho in view ol the persistent criti? cism which 1 have heard for the last two or three years from travelers ami shippers over the road and from those who arc interested in the de? velopment of this section. Mr. Walters may perchance resent the suggestion, and >et it is true, that In his domination of the Atlantic Coast Line and the Louisville & Nashville and in his command of cap? ital he has the opportunity to make for himself as great a name as Harri-j man or Hill, the empire builders, and still maintain tin untarnished reputa? tion Which he enjoys of having han? dled the linances of this line in such a wav as to give to the smallest stock? holder exactly the sarnie advantages that are always given to the largest. Indeed, it has been repeatedly said that when Mr, Walters proposes to the direc tors any. movement, financial or otherwise, which looks to the bet? terment of the load or the stockt he requires t-hut ever) director shall hind himself not to buy or sell a share i of stock within 24 hours after the'5 matte: has been made public-. YYheth- ] or this be true or not, it at least ex- i plains the high reputation In linen-It eial circles which In- enjoys. If, with | this reputation and the wealth back ; of him, he would throw his whole soul into making the Atlantic Coast Line i what it ouj;ht to be?the Union Pa- | ciflc road of the South?he would | double the development of the sec? tion tributary to his line and would 1 himself be amazed at the marvelous progress which would follow such an infusion of managerial activity and I ability. The Atlantic Coast Line, like the 1 Louisville & Nashville, has been do? ing a good deal of double-tracking. It has improved its c ondition in many respects. It is doing some things for the development of the country tribu-j tary to it, but its people have never yet shown that they have caught a vision of the limitless possibilities of their country. Indeed, some inside circles in the management of the road have repeatedly expressed the thought that its territory was mainly an agricultural region and was not j fitted for industrial development. And j yet its lines stretch from Richmond, j lone of the great industrial centres of! j the country, to Tampa, the greatest j cigar-making place in the world?a ?country having a wide variety of re sources for manufacturing, in addi? tion to resources in soil and climate, capable, if properly utilized,, of bring-1 ing about a larger development and j I greater wealth than that of Califor 1 nia. Does Mr. Walters fully understand I the resources of the country tribu ! tary to his lines, and is he ready to j do, in proportion to the opportunity, 1 what Tlagler did for the East Coast 'of Florida, what Harriman did for the j West and the Pacific Coast, and what [Hill did for the Northwest? It is time for an empire builder I whose work would be of commanding ' influence in the world 10 appear up I on the scene of railroad activity in Iths South. Who is the man? WIH it I be Walters, or will it be Fairfax Har j rison of the Southern or Harahan of| J the Seaboard or some one not yet vis-j ; iblo on the horizon? j A New York capitalist who has I been instrumental in putting many I millions of dollars into the South, especially in hydro-electric develop i ments, some time ago, in speaking of ! this section, said: "The South is sleeping on billions of value." There are, indeed, billions and bil? lions of values over which railroads I run without some of their officials realizing the extent of these values. ; There are billions and billions of un J utilized wealth over which the people I of the South are equally sleeping when we contrast how much remains I to be achieved with what has already j been accomplished. Here and there j are to be found men who see the sit? uation and who arc trying to make the most of it. Some 12 or 15 years ago John Skelton Williams, when he had weld? ed together a lot of disjointed lines between Richmond and Jacksonville, ! realizing something of the possibilities ' of Florida, dared to buy the road from Jacksonville to Tampa at aj i time when many of her railroad peo I pie had little faith in Florida. One 1 of the chief officials of the Southern j Railway said to me a few years ago - that it was only within the last five ! or six years that they had taken Flor? ida at all seriously. "We had looked upon Florida," said he, "as a section I of comparatively small importance j except for a little tourist travel dur I ing one or two months in the year. I If some of the officials of the South? ern Railway, in the early days, had had a vision of Florida equal to that of Plagler, or later on of Skelton Wil? liams, that road would before this doubtless have extended its line far into the State. It is a pity that the j Southern Railway, with its 8000 miles j of track, and recognized as the fore I most railroad system of the South. I does not have its own through lines [ into the heart of this State. It would be good for the State, but it would be still better for the railway. It is fortunate that the people who have fallen heir t?, the work done by Skelton Williams are recognizing the j possibilities of Florida as well as of the country between Richmond and Florida. The Seaboard people are spending what may be called a very large amount of money in bettering] tlie condition of the system all the Way from Richmond ami Norfolk to Tampa, it is a large amount when Viewed in one way, but not large j when viewed in the light of the op? portunity and the needs. Three years ago, through personal letters from Tampa ami through the Manufacturers Record, 1 strongly urged the importance of the Seaboard buying the Tampa & Northern road and extending it up the West Coast The road Was bought. Its extension will open up an entirely new condl? lion in tin- railroad situation In Flor ida. The Seaboard Air Line is double tracking a good deal <>r its system Inj S?rth Carolina! and ii is wiael> ma* 1 liflcently advertising the 'Sand Hill" lection of Pinehurst and Southerr. 'ines In North Carolina and Camder n South Carolina i's health and pleas ire resort*. In the last few years it las made the Manatee section of Florida widely known throughout the United States, anil the growth of traf Ic In th^a section has been so surpris ngly large that the Seaboard officials ire not interested In letting the public mow how rapidl ' their business is in? creasing over the West Coast of the State. The development of that section, like the development of much of Florida and much of the whole South is only in its infancy. The Seaboard is making some progress in the bet? tering of its facilities, but its busness is going to grow faster than its facil? ities. The roads that come into Flor? ida are not equal to handling expedi tiously the business that is being of? fered in the State. For weeks this winter travelers to Florida found it difficult to secure Pullman accommo? dations, and many engagements had to be made weeks ahead. Even now, when the movement out of Florida ought not to have started, and when nobody ought to be thinking of get? ting away from this climate, engage? ments are being so freely made for the Northbound trip. Tourists who want to remain in the State are mak? ing engagements weeks ahead and getting a little panicky because of the uncertainty as to whether they can get out at trie time desired. It would seem that it ought to be possible for the Atlantic Coast Line, the Seaboard Air Line and other roads intering this State to provide enough special trains so that when people want to come to to Florida they could secure accom? modations without having to make engagements ahead, and that in the spring they ought to be able to know that they could get out of the State without having to rraks reservations for the Northbound trtp weeks in ad? vance. In many things the railroads are doing splendid work worthy of all praise. In a good many things they are falling short. For instance, the stations in this State, and many in other States, are miserably insig? nificant and inadequate for the needs of travelers, and a good* many of them are so insanitary that they deserve to come under the condemnation of the State officials. No one recognizes more fully than 1 do the difficulty the railroads have had in rinding money; no on? sympathizes with them more than I do in the troubles which they have had to meet in the way of adverse legislation and of lock of capital to do the things needed, but most of the roads cannot come into court with a clean bill of health, a prerequisite to fair judgment in every court. The traveling public has a right to ex? pect better conditions, less overcrowd? ing of cars, less incompetence of clerks, less inattention at the ma? jority of depots and more effort to malte traveling easier. There is not a department store in the country that could survive for six months if ' its clerks were as inattentive to the needs of the customers as are many railroad clerks to the needs of the traveling public. Some railroad offi? cials have often taken me to task for making similar statements, but every traveler knows that they are true, .md every traveler knows that much of the hostility to the railroads would never have developed if the railroad people, from the president down to the conductors, and especially to tha clerks in the ticket offices and depots, had been as attentive to their custom? ers and as anxious to please as are the clerks in every reputable busi? ness house. The railroad people too often make traveling difficult, and thus create enmity, when by better methods they could lessen the inconvenience of travel and make friendship. It will never be possible to measure the tremendous loss to the railroads, in enmity developed, in money kept out of railroad securities, in hostile pub? lic sentiment by "the public bt damn? ed" spirit which, voiced by one man. was for many years the dominant thought of thousands of railroad peo? ple. The railroads have paid a fear? ful penalty. Now they need tha heartiest encouragement of the pub? lic; they need higher freight rates and less hostile legislation, that they may for thfl public wellare be abla to spend billions In betterment. The next sufferers will be the people un? less the people turn and cease their thought of "the railroads be damn? ed." for the people will pay the next penalty unless an immediate change comes about. It. H. E. Cleveland, Marc h 23.?Three inches Of snow fell during the night. The weather is turning warmer today. Geo. H. Hurst UNDERTAKER AND mmMfia Prompt attention Co dar or ;4gdS* emlls. AT OTHto J. D. CRAIU STAND. M li Main Rtm-t. Day Phon? Me. Nlgbt PHoa* t#