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IT’S ALL OVER SATURDAY NIGHT
The results of the first week of our used
Ford Touring ear sale has been very satisfactory, but we Ford Touring
!i Car with starter sti lave a number of real bargains in Car. I n good
used Ford ears and trucks for the last days condition. This
-repainted. of this event. Remember you receive a Five is a real value
Runs good Pay Free Trial and a Thirty Pay Guarantee for
with every used ear. Come in today and
*100-«® let You us will show you he disappointed. the values we are offering. *125*>
not «
* !
Si 1924 Font Touring Ford Coupe 1924 Ford Touring
In fine running condition. Newly painted and recondi¬ In excellent condition. Good
Easy terms and guaranteed tioned. Anyone interested in tires. Extra equipment.
a e will do well to see Easy terms, 30 day guaran¬
for 30 days. this one. tee.
# 200 . *175 #275
I! si Fort Valley Motor Co
K t
WYATT AND McKINSTRY IN
FINE ADDRESSES FRIDAY
(Continued from rage One)
have everything they need to insure
fort and happiness.
I attended the Peach Festival last
•nd the success of that undertaking
convincing evidence that the people of
Valley have the community spirit essential
for success in any enterprise which they may
attempt. know of no other city of
thousand people that could produce so
rate and artistic a pageant as the l’each
featlval and 1 congratulate you most
ly upon your achievement.
The economic development of the South
within the memory of men who are still
comparatively young has been so stupendous
that it is almost beyond our
•nd the railroads have had much to do
this development. In 1880 there were
miles of railroad track in the Southern
•totes: one mile for each 38 square miles
lend area. Since 1880 the railroad
in the South has multiplied more than
and one-half times and today the Soutn
eerved by 90,326 miles of well-equipped
read; one mile of railroad for each 11
aquare miles of land area. *■.
But ask whether Georgia „ .
you may
kept pace with the other Southern
in development. Let us see what the
shows. The population of Georgia
from 2,216.831 in 1990 to 3,028,728 in
or an increase of 36 per cent. The value
property in Georgia increased from
099.000 in 1900 to $3,896,759,000 in 1922.
more than four times. In 1900. we had
Georgia. 140 state banks, with total
aaurers of $33,929,000. In 1924. we had
State banks and 45 branch banks, with
resources of $281,818,709, an increase in
•ourcew ef $242,884,000. The resources
the state banks increased more than
times between 1900 and 1924. When we
elude the national banks, we find that
dividual deposits increased from
i« 1900 to $286,000,000 in 1924, or more
girt” times.
The value of the crops raised in
Ujk year was $268,000,000 and the value
live stock and poultry on the farms at
«a4 of the year was $95,000,000, or a
**Jt»e of $858,000,000 for crops and
Mock This was in excess of the tax
im all property in Georgia up to 1888.
That diversified agriculture is a
clearly demonstrated last year when
jf gnw e rs of this state produced, in addition
im other things. 60,000,000 bushels of
$1$ ,000,000 pounds of peanuts. 8,000.000
*u*e!« of peaches, 1,000.000 bales of cotton
mm4 81,000,000 pounds of tobacco, the latter
• comparatively new crop. It is only a mat¬
ter af time until Georgia will be the largest
tobacco growing state in the country, ar.d
J would not be surprised to see it take the
laad this year with a crop estimated at 50,
000,000 pounds. With a slight increase in the
rvrml population, farm property increased in
value from $228,374,687 in 1900 to $1,356.
005.196 in 1920, an increase in value of over
one billion dollars in twenty years.
We frequently hear it said by people who
abouid know better, that Georgia is in dan
f" of losing her place as the “Empire
State of the South” because of more r-tpid
development elsewhere. It was railroad de
Mtopment in the early days that tra'e Geor
m
^ia the title of “Empire State of the South.”
The first charter of the Georgia Railroad
from Augusta westward was granted in 1831.
The Central Railroad and Canal Company was
chartered in 1833 for the building of a rail-
1 road from Savannah to Macon, and in the
same year the Monroe Railroad was char
tered for building a railroad from Macon to
Forsyth. The Central Railroad and Canal
Company was later changed to the Central
Railroad and Banking Company of Georgia
and the railroad was built from Savannah
to Macon, which was the longest railroad
in the world at that time, It was the fact
that Georgia was in the forefront in rail
road construction and in the building of
cotton mills and iron foundries whih caused
it to be hailed as the “Empire State of the
South.” Georgia had more railroad mileage
in the early period than any other Southern
state and it has more railroad mileage today
than any other Southern state. The rail
road mileage of Georgia today, includirifc
yards and sidings, is 9.173 miles. When we
consider that the railroad mileage in Geor
K»a would make nine well-equipped railroads
from Savannah to Chicago, you get an idea
of the magnitude of the ^present railroad fa
cilities of this state. There is no immediate
danger of Georgia losing its supremacy from
a railroad standpoint.
The natural resources of Georgia are be¬
ing developed more rapidly than ever before.
Hydro-electric power plants are being built
along the rivers and streams and power and
light are now available over a great part
of this state. The mineral wealth of Georgia,
comprising as it does, forty-four of the fifty
two known commercial minerals, is very
great and there has been more mineral de¬
velopment in the last few years than ever
before. One of the most modern brick plants
in the country has just been built at Gor¬
don for the manufacture of white face brick
from kaolin. The clays of Georgia are being
shipped to all parts of the country for use
in manufactures and are rapidly displacing
imported clays. We may confidently expect
a very great development of the mineral T e ”
sources of this state in the next few years.
That Georgia has had a great industrial
development in the past twenty years is
shown by the fact that the capital invested
in manufacturing plants increased from $79.-
303,316 in 1900 to $448,700,000 in 1920, an in¬
crease of 468 r F and the value of the pro¬
ducts of those plants increased in still great¬
er proprotion. We hear it said that North
Carolina has had a more rapid development
than Georgia, and this is true, but there is
a perfectly logical explanation for it. When
the New England textile mills began their
great trek southward, it was natural that
they would stop at the nearest place where
they could find the conditions for which
they were looking. They wanted hydro-elec¬
tric power and suitable labor in sufficient
numbers with which to operate their mills.
North C arolina being the nearest state h * v -
»ng the conditions required by the New
England textile manufacturers, it was na
tural and logical that it should ha\e the
advantage at first in location of textile
plants. Conditions have changed and Georgia
is no longer an unknown land to the New
England manufacturers. Georgia has every
advantage from a manufacturing standpoint
possessed by the states to the north of us
an< * many advantages which they do not
possess. With adequate hydro-electric power
THE LEADER-TRIBUNE, FORT VALLEY, GA„ THURSDAY, AUGUST, 20, 1925.
and raw materials close at hand, there is
no reason why the textile industry in Georgia
should not increase very rapidly in the fu¬
ture, Tobacco manufacturing plants also had
much to do with increasing the wealth of
North Carolina but with the great increase
in the production of tobacco, it is reasonable
to expect that tobacco manufacturing will
become increasingly important in this state.
I have mentioned particularly the textile
industry and tobacco manufacturing but
Georgia is blessed with a diversity of manu
facturing plants, so that a slowing up in
one line is not as disturbing to business
generally as where manufacturing is less di¬
versified.
That the development of this Southland
has only begun is the consensus of opinion
of the best informed men of the South, and
it is hard to keep within reasonable bounds
when we try to estimate what the future de
velopment of this part of the country and
this great state of our will bring forth. It
may interest you to know that the amount
of contracts let for building operations in
the South, not including any building that
did not cost more than $10,000. was $676,
000.000 in 1924 and $558,000,000 in 1923.
In the development of the South the rail
roads must continue to be leaders and pio
i neers. for without adequate, efficient, de
pendable and cheap transportation, the maxi
mum development of the farms, factories
and mines cannot bo attained. In order to
prevent serious losses to shippers from fail
ure to furnish cars promptly and fi;om de
lays to freight, railroads must be prepared
at all times to handle the peak business,
As the business of the country is constantly
increasing, this can be accomplished only
through continued large expenditures
for additions and betterments. and
through increased efficiency in operation,
Freight traffic on Class I railroads of the
South increased 44 per cent in the last ter.
years, and to enable them to handle this is
creased business promptly and efficiently,
Class I railroads of the South spent $810,
048.714 for additions to and improvement of
| their property, an amount equal to 42 per
cent of the total investment in These rail
roads up to ten years ago. During the same
period, the number of employees increased
43.478 or 19 per cent and wages of em
ployees increased $237,235,000, or 148 per
cent. That the railroads have never been
better prepared to handle traffic or have
handled it as well or with as much satis- j
faction to shippers and to themselves as at
this time, is a matter of common knowledge. ^
I You are all familiar with the manner in
which this year’s peach crop was handled
when, so far as I have heard, there was no
shortage of cars anywhere and no serious
delays to shipments.
j I hope I may be and pardoned refer briefly if I disgress the .
here for a moment to j
transportation companies with which I am
eonnecte< j My reason for doing so is that I !
am more intimately informed about them
j thfin about t ^ e other transportation com- j
pgn j w serving this territory’. The Central
Georgia has 1.920 miles of main line,
ra j] roa< j f with the usual complement of
yar( j g> sidings and terminals. Including short
jj ne railroads owned or controlled by it, it
op( , ratcs g,060 miles of track. The Ocean
§ toams hi p Company of Savannah is also
owned by the Central of Georgia and is one
0 f the most popular lines on the Atlantic
coast, and deservedly so. because of its fleet
I
of eight first-class frei K ht and passenger
ships and the high quality of its service.
The Ocean Steamship Company of Savannah
has been operating since 1871 and in all of
the intervening years it has never lost a
passenger while operating its own ships. The
Central of Georgia and Ocean Steamship
Company of Savannah form a through line
for freight and passenger traffic between
points in Georgia and New York and Boston.
The gross revenues of the Central of
Georgia and its subsidiary companies last year
amounted to $32,339,000 and were exceeded
only by three other railroads in the South
eastern region. The Central of Georgia owns
the heaviest and most powerful locomotives
of any railroad in the territory south of the
Ohio river and southern line of Virginia.
and is prepart'd to handle 20 per cent more
than our past peak business if the necessity
arises and we hope the necessity will arise.
The Central of Georgia is a citizen of
every community served by it and is anxious
to fulfill its full duty as such. Employees
(and there are nearly 10,000 of them) are
required to be efficient and courteous and
my observation is that these requirements are
met. No man can secure employment with
the Central of Georgia unless ho is mentally,
morally and physically sound. Some years
ago we adopted the practice of informing
the public about the affairs of the railroad
through the medium of paid advertisements
in the newspapers. It is the belief of our
management that the public has a right to
be informed about our affairs and that we
have a right to bring matters of mutual in
terest to the attention of the public through
paid advertisements. All advertisements in
vite constructive criticism and suggestion
and no criticism or suggestion is ever over
looked, although many of them cannot, of
course be adopted. It is a matter of very
great satisfaction to all of us connected
with the Central of Georgia that our efforts
to give good service are recognized and ap
predated and that we have the most har
monious relations with the public in every
community served by it.
To handle the increased business of the
South during the next twenty years will
require the expenditure of many millions of
dollars for further additions and improve
ments and practically all of this money must
come from the investing public. Being an
optimist, I believe that this money will be
forthcoming when required, but to be avail
able it is essential that the railroads shall
be permitted to earn such reasonable return
on the investment in property devoted to
public use as will insure their ability to pay
the interest charges, and have something
left over. It is highly important that the fi
nancial position of the railroads shall be
such that a part of the money needed may
be secured through the sale of stock and
this has not been possible to any great ex
tent in recent years. Most of you conduct
your business in accordance with your own
ideas, but the railroad business is managed
mainly in accordance with the ideas of men
not engaged in it and usually without ex
perience in railroad management, and who :
are not directly responsible to the owners j
of the properties for the results obtained. ■
The Interstate Commerce Commission fixes .
the rates and fares which the public pays, j
The railroads cannot sell stock or bonds or ,
other evidence of indebtedness except after ,
approval by the Interstate Commerce Com
mission. The accounts of the railroads are
^
kept in accordance with rules prescribed by
the Interstate Commerce Commission and are
subject to examination by its representatives.
The Railroad abor Hoard, also a Govern
ment body, fixes the rates of pay of em¬
ployees and the rules and conditions under
which they work. The Public Service Com¬
mission of the different states have control
of interstate rates and service, within cer
tain limitation-. Almost the only thing in
i which the railroads are allowed a com para
i tively free hand is in the purchase of ma¬
terial and supplies and fuel. Railroad of
J ficers have no objection to proper and
I necessary regulation and control of rail
roads, but they should like to have a rest
from further regulatory laws until those
’ now on the statute books are tested out in
practice.
It may be possible to adopt more puni
tive laws for the regulation of railroads
but there is one class, in which the railroads
j have a very live interest, who cannot be
reached by such laws, and that is the in
vesting public. There is no law thut can
compel a man with money to invest to buy
railroad stocks or bonds. To get additional
millions of dollars that will be required by
( the Southern railroads to finance the addi¬
tions and betterments needed to take care
of the growing commerce of the South dur
! ing the next twenty years and to re-finance
present indebtedness when it becomes due.
the earnings of Southern railroads must be
| sufficient to make investment in their se
curities attractive to investors. Investors can
not be coerced. The railroads have no means
j of obtaining money except by borrowing it
and if a banking house buys the
of a railroad, it must sell them to its CUH
tomers, but it will not buy them, and could
not sell them if it did buy them, unless the
investment is safe as-*o principal and at
, tractive as to return on the investment.
Railroad securities are usually bought for
: investment by people who live on Main
j street, not Wall street, and who are more
I interested in safety than in a high interest
rate.
! The law limits the return on investment in
railroad property to six per cent. If a rail¬
road should perchance earn more than six
per cent, one half of the excess must be
: paid to the Government. The Interstate Com
| ■ merce Commission has fixed a fair return on
‘ railroad property at 5.75 per cent., a very
modest return, hut a return which has not
I yet been realized by the railroads of the
South or of the country as a whole since
j the Transportation Act was passed in 1920.
In other lines of industry the return on
i investment is usually more than SIX per
i cent., or at least there is opportunity to
earn a return of more than six per cent.,
so that if an investor is looking for large
returns, he will not invest in railroad se¬
curities, but will prefer to put his money
1 into other enterprises where the rate of re
turn is not limited. When an investor is
willing to accept a low rate of return, he
must be assured of the safety of his princi¬
pal or he will not invest.
That railroad service is now adequate, ef¬
ficient and dependable is admitted by all who
have dealings with the railroads. The only
complaint I have heard recently about the
handling of traffic has been that the rail¬
roads are moving freight so fast that ship¬
ments are reaching destination before the
bills of lading are getting there by mail and
this occasionally causes delay in delivery.
This condition is in contrast to the car
f shortages of a few years ago and the ae
I rious losses which were sustained by ship¬
pers due to the inability of railroads to sup¬
ply cars when needed. As a result of in
"™ s « 1 facilities which have been provided
I,y ,he ” n <* of increased efficiency
in thc load ing <«d movement of traffic, the
! conditions have completely changed and there
,
] is now an ^ of cars for all
so that a shipper, when he orders
,
a car can feel sure in advance that it will
be promptly supplied.
Attempts have been made to translate what
improved service by the railroads means in
money to the shippers of this country, but
I do not believe it is possible to do so with
! any (it 'K re( * of accuracy. That it does moan
; a substantial saving is attested by many
shi PP ers an<1 by the Secretary of Commerce,
' ^ r ' Hoover. In an address before a
Round-Table Conference, held in New York
I City * on April llth - Mr - Hoover said:
* “An examination of our Engineering
. Council concluded that these wastes (he was
1 speaking of waste in industry) amounted to
fully 30 per cent of our national effbrt—
that is, we could lift the standards of living
by 30 per cent if they could be eliminated,
I have no illusions that any process in this
world will ever be 100 per cent successful
but something material is being accomplish
ed in this direction and much more can be
accomplished.
“I can perhaps illustrate what we mean
by elimination of industrial waste. We
have bad a fine demonstration in our rail
ways during the last three years. During j
this period our railways have handled a 14
per cent increase in freight at no material
increase in gross operating expense. There
has been a decrease in rates of over 5 per 1
cent, the hours of the workers employed
have diminished rather than increased, and
the wage has slightly increased. Service to
the community has been immeasurably im
proved.
“The great national losses of a few years
ago by car shortages and their resultant
stangulation of commerce and industry, with
the inevitable inflation of price and the
speculation which flowed from it, have been
largely eliminated.
“These savings are just as important as
Economy in Government. They mean just
as much to the taxpayers’ pocketbook as
reduction in taxes. Their results do not eonu
about by personal self-denial or deprivation.
As a matter of fact, in result we are able
to secure more joys in railway transporta
tion for less expenditure today than three
years ago.
! “This has been accomplished by great ef
fort in management, by great co-operation
between all units of our transportation ma
chine, by efforts of the employees, by or
ganized co-operation of the community itself.”
| Mr. Festus J. Wade, Chairman of the Fi
nance Committee of the Trans-Missouri
Kansas Board, and President of the American
Trust Company, St. Louis, in reviewing the
trade situation in his territory said in part:
“One of the fundamental causes why
money rates are so low i 9 due to the effi
ciency of the traffic and transportation sys
tem of the United States. As the number of
freight cars in each trainload increases,
the time consumed for the transportation of
freight from one point to another is in¬
creased, merchandise and produce are de
livered so much more rapidly than formerly
that the merchant and manufacturer are
not required to carry' a large stock of re
serve goods, as under the old system.
“Study this. men. and tell the people of
the United States that the increased effi-
Bust of LaFollette by Zeitlin
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The bust of the late Senator LaFollette submitted by Alexander Zeh'iin.
the sculptor, to the legislature of Wisconsin as a design for the memorial
that will be erected to the late senator.
Smith’s Best Bunch of Girls
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The six most all-around girls at Smith college, who have been awarded
“S” pins in recognition of physical and mental development and of highest
sportsmanship. Left to right -Gertrude Benedict, ’2G; Virginia Thieme, ’25;
Barbara £hurchill, ’25; Caroline Bedell, ’25; Lavina Fyke, '25, and Marjorie
Boomer. •or — • '•
ciency of the transportation system of the
country is not only adding to the material
wealth of the nation but decreasing the cost
to the borrower of funds as he is not re¬
quired to carry so much surplus stock.”
I could give you numerous instances of
this character but these will suffice, as all
of you are more or less familiar with the
service now being given by the railroads. i
Apart from the transportation of i
freight
and passengers, the railroads have had much
to do with the prosperity of the country
The large purchases of equipment and ma- j
torials by railroads in 1920 and 1921 lifted
business out of the slough of despondency
and , , brought about the spirit of „ optimism
which has since prevailed. Railway purchases | j
last year amounted to $1,343,055,000 and !
they amounted to something more than that
in 9123. Because of their tremendous vol
ume. the purchases of the railways exer
cise a wholesome and stabilizing effect" on
the market as is indicated by the purchases |
in 1924 or 26 per cent of the bituminous
coa * production, 27.5 per cent of the steel
output and 25 per cent of the total lumber
production.
Railroad men are optimists and for that
reason the railroads have spent large sums
for additional equipment and improved fa- i
cilities because of the faith that the people
will give them an opportunity to live and
develop along with other industries of our
common country. Certainly this country can
not develop unless the railroads develop and
heretofore the railroad development has been j |
in advance of other development. It is
greatly to the advantage of communities such
as Fort Valley, to have adequate transpor- I
tation facilities and to be sure that the
railroads serving them are in the financial
condition to give service. As a concrete evi¬
dence of the constant necessity for expendi¬
tures. I might point to the improvements
which have been made here during the past
year. I am sure the people of Fort Valley
who are vitally interested in getting i their ]
to market promptly and in good con¬
requiring much special service, will
the necessity for keeping the rail¬
strong and secure.
I thank you.
Presbyterian Church
There will be preaching next Sab¬
at 11:00 a. m. by Rev. Jas. M.
assistant pastor, First
Macon.
Mr. McGirt is an able preacher and
is earnestly desired that all the
be present to hear him.
Sabbath school at 9:45 a. m.
A cordial welcome for all.
Mr. and Mrs. H. D. Bartlett and
are on a motor trip to Tam¬
Fla., where they are visiting
son, Mr. Fred Bartlett
T~ j jS » n ,u
f . 1 - J
RATE: cent per word. No advertisement
taken for less than 25c for each insertion.
Each additional consecutive insertion Or
lered at time of placing first insertion, if
less than 25 words, lc a word ; if 25 or more
words, 20 per cent discount,
Black-face or capital letters, double rate.
Cash must accompany orders from those ♦
*ho do not have regular monthly accounts
wit h us '
Answer . advertisements , . just . . advertisers .
as
request. We cannot furnish names of adver
timers or other information not contained in
the advertisements.
When replies are to be received care this
paper, double rate.
While we do not accept advertisements*
which we have reason to believe are of a
juestionable nature, we have no means of as
’ertaining the responsibility of all ’advertis¬
ers.
FOR SALE—Young milk cows, with
young calves. Geo. H. Slappey.
8-20-2t
to renovate,
We send for and deliver. We also
ke new one. T. F. Sheats. Phone
*RENT—Furnished and Unfur
wished housekeeping rooms. Phone
8-20-4t
4
RENT—2 furnished rooms for
light housekeeping. Phone 60-J. It
SALE_^-Fine young peach or¬
chard for sale in North Carolina,
206, Aberdeen, N. C. 8-20-4t
Special Election for Peach Coanty
whom it may concern:
Pursuant to an Act of the General As¬
approved July. 1925, a special election
been called for September 16, 1925,for Peach
to determine if an Act creating a City
for Peach conuty shall be ratified by
electors at said election and also to
a Judge and Solicitor for said court, in
event said Court is established.
Those who wish to vote for the Act will
printed or written on their ballots the
“For City Court;” and those who
said Act will have op
written or printed
their ballots the words ‘Against City
Those voting for judge and solicitor for
court will have written or printed
ballots the on
words. "For Judge of the
Court of Peach County.” “For Solicitor
the City Court of Peach County”— Naming
person voted for.
This August 4, 1925.
M. C. MOSLEY,
Ordinary of Peach County.