The watchman and southron. (Sumter, S.C.) 1881-1930, March 25, 1914, Image 3
- ?-?-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#