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LAST CALL ) i a :r! m : ut; |j ■/ A SB n H n :'m to m A i a iSfjf i a $ S ft a mrm It; ftttn :*! 7M Pa ms r r i © umriu KM V 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 S 9 I ■ tMM) ; \$$w0 W\ i ; • V * U > * ■■■< '0\ ••• l ", % m \ ■ : W m ■ > *;■ ;>*> <m ’ .v $ v r - Bi * j 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 y i K . f 9 ry . iii A , y) W / ■ MS X-. y m \ a* II I W : : ,v. i : , f Xi ? ■ m j . <> § ■: X. ' * '*.....-Hi I;.' ■A : j""" V v T ' ■*' £ i 3 < y r ;v y ! > [i I I MM \ m < 1 A mtsm : ! rf m a / : £ ' A; 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.