Newspapers / The Roxboro Courier (Roxboro, … / July 5, 1916, edition 1 / Page 2
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'"ri U ' ' MMMiiiiTniW"MwiiiiiiiMniiiijiiiwwiiM' 1 niiiiiijaiiMiiiniii,"wi"wiinitii n. - 1 " ! iWM TO THE FARMERS GOOD ROADS ASSIST CITIES Merchants in Town Reap - as Much Profit as Persons Living Along Improved Highways. "Men who have been successful in building up large enterprises, men who have made a lifelong study of con ditions of affairs where bad roads pre dominate, and men who have put their best efforts into improving highways are unanimous in one opinion that it is the duty of big cities to help in building good roads that lead into their limits," said a good roadjs en-, thusiast. to a Washington Star repre sentative. "The cities derive as much beneHt as, if n6t more than, the residents along the route of the proposed im provement. "It has been proved time and time again that farm lands with a hard Good Road in Washington Suburb. road outlet into the city are far more .valuable than the farm that is shut off vfrpm the city five months out of the year on account of impassable roads. "The farmer benefits by easier: haul Jng, cheaper transportation!, time sav ing and better social conditions for feis wife, children and self. "The city benefits by cheaper prod uce, the opportunity for thQ rural resi dent to get into the city and onake 'purchases and tne merchant in town can extend his zone of delivery far out into the country. ; s , "The best proof that good roads bring prosperity is brought home to the very doors of Washington by a comparison of the two states on thl borders of the District of Columbia. "Maryland has practical finished a six-year job of good roads building. Virginia has hardly commenced. A two-hour automobile ridessy to; Fred erick, Md., followed by a two-hour ride . through Virginia to Warrcnton, will show a contrast fchat is not hard to understand. "Washington has prof-tod frreatly by the good roads to Frcdo-ick. It has brought thousands of dollars to this : city. "Within the past year a rrood road .hfcs been built to Fairfax, Va., which Is half way to W'arrenton. ; Conditions for the better are noticeable along this ' Btretch. Twenty-three more miles are needed to put Warrenton in c'ose touch with the capital- A greater part of the amount necessarv has been & raised in the country district, the bal h ance is looked for in Washington. Just v ,how far the business and motorists in t Washington will go along this line is problematical, but that Washington but l : - Llll 1 1 1 1 T T T I will prof.t by -a good road to Warren- ton or any othsr Virginia town within a radius of fifty to one hundred miles is "a certainty. Making the path to one's door easy for the purchasers is : always good advertising. Helping i build a good road. into the city that j will bring thousands of buyers into i.town is surely making the path eas- tpr t ASPHALT OIL BEST ON ROADS University of Mi$sburi Enaineerina ,,L : - - .Dean. Says Tests Showtltu;: i:- V . penor to Anything Else: ,: V I The cmly kind of oil used iHloiling. j streets" .or roads,, in the opinion of ;Dean;E. J, McCaustland of the school of . engineering o( the University Of 'Missouri, Should ?be an oil that con- tains asphalt. Oil that contains paraf ;fln will evaporate rapidly and leave a road muddy and sticky. Tbe'iengineering .experiment station here bas analyzed many i samples of rc3 oils sent to the university from Tarlons parts of the state. Oil that hsahffisphalt tasV yrill giye almost much satisfaction as asphalt pare stntis ithe opinion-of Dean McCaust- 'Good Roads Fill Churches. ' The-Jgoc!d road fills the country .lurches. It stands fori neighborli-:-3, and, best ot all. it leaves good hdols all along its line. Iteeps the : cuntry boy with it. The good road ! Va sign: of the culture, knowledge. -i riviliratlon in a county. a state. - a nation. Does your community the test?, , - 1 " ; , ,. ' ' , : ' Maintenance of. Roads. V ;, rrv flfnd last commandme: Ni4t - HuHntMianofi'of: earth roads J Vk 7 ' " : , . - . ,: . V ON WAGE RAISE If Demands Are Grafted The Will Have To fay B;g Part . Thj Increase. Farmers LI Washington, D. C Thjugh farir ers usually te:! little inte.e v railway labor disputes and are di& posed to th.ck t-at such troubles ar remote from them and cannot touc. them directly. In the pe. ding ques tion Leiween the Brotatrhocds o. freight trainmen and the rai uays o the country the railways ev.dentlx are making special effort to inforn the farmers on the poinLs involveu and to enlist their attention. It is argued by the railroad mai, agors that tre final disposition of thi di&pute will be made publ c sen;, ment. They reason that the farm--, when it ccmes to a final "'shov down," really cont.ols not oniy Of. political power but the sentiment oi r early all the states. Therefore, they are trying to auneal to his horse sense. They are serding out a gcod j deal of literature directed especially i to the farmers proiably the first time such a course has teen taken in any great labor struggle. They say they are 'convinced of the gene ral public's confidence in the horse sense, the insight and the fairness of the American farmer, and that, -therefore, his influence must be powerful. - High Wages Now Paid, They are dwelling especially on, the argument that the' freight trainmen already are the h ghest paid laborers in the world. They submit figures to show that in many instances freight ' train employees earn from $75.00 i month for the trainmen, or "brake man" as they used to be called, to $250.00 a month for ergineers, work inig from 22 to i5 days a month. They are asking iarmers to inquire into the facts and convince them selves that most of the talk of ex cessive hours of labor on railways is empty and contradicted by the facts. More than sixteen hours of continu ous work in railway service is for bidden by law. The instances of men kept on duty so long as sixeen hours are a very small frac ional per centage of the total emplovment they become less every year, and al most invariably are due to accident or some unusual weather conditions. The manager's of the railway com panies point out that the farmer him self accustomed to from twelve tc fourteen hours a dry of steady work rarely earns in a year as much cash money as a trainman on du'y from ten to twelve hours, and never con tinuously at work, can earn, resting t:-ji . labor from one-fourth to one third of his time. In the south it is a familiar maxim that "it takes thir teen mon:hs to ma :a a cotton crop." The man who ra.fcts ten tales of cot ton ge:s for it f.om $450.00 to $50 J. Jo. and from this mu pay his terti!:z:: b.lis and labor. The trainmen are sal:! to average $.00.t0 a year, this being the estimate of the Brotherhood lead ers themselves, and the engineers draw .from $1,5 ;0.00 to $2,500.00 a year, the conductors and firemen, earning wages between those of the trainmen and engireers. 1 Farmer Vitally Interested Aside from thequestion of justice, it is pointed out that the farmer's direct interest in the matter is that his welfare demands freight traffic adequate to the needs of the country, and that whatever injures the rail- roads or hampers their operation or i 11 .1 1 .. . pievexis ice.r ueve opient is a direct injury to him. If Vie trouble should develop a general strike of the freight, train employee;, resulting in a tie up of traffic, the farmer wou d be un able to ship out what he raises or to get in what he wants. He will bb asked to consider whether the rail roads should be -. cr'pp'e j by bein?, ' compelled to pay ?5 per cent increase in wares io m-n al eady receiving far mQre tAa'i thti average prosper ous farmer, with resulting injury u , the farmer himself and if the rail uous aic uujpciii;u tu giant cue ill- crease and have to raise their freight Vt0 fQ,fln n,-n roads are compelled to grant the m- rates, the farmer will have to Dav a KlOr nap! ' rf fKn (niro' pa ' tr The present agitation is nominal v for the' substitution 8 jft eigVhottf ii - woruay . iii ymce oi -ine pr?eni Ten hour schedule, but. in reality it is a njove 'fpVv"an-.'-'inerease of wages, Philadelphia Evening Bulletin. , It is calculated that if a general tie-up and paralysis of all freight traffic should result from the demand of the freight trainmen for an increase ot 25 per cent in their wages, a large number of the poorer people of New York City would face star vation within three days ; in other words,, these people have available supplies -of fbod for not more than two days ahead. Other large cities woulcUXaoe. like conditions. Milk supplies .. -would be cut off, and babies de- I ' Pendent on the daily irilkiar -for sustenance would .be left 41 Sf to" perish. The distress would v t 4 reach All classes, eyeTwhere. ; : - , ' , - -'? v rJtJ&. - ! 4 -". v.:'-;, . ' INCREASING VALUE OF LANDS Immense Uncultivated Area Cannot Be Developed Until Improved H.ghways Are Constructed. There are over 400,000,000 acres of uncultivated land in the United States awaiting . development that cannot be "developed without improved highways. It has been showj that the value of land is increased evenly with the im provement for the roads, the increase running from $2 to $9 the acre. As the roads are improved, the?e is -a corresponding Increase in population. In twenty-five counties, taken at ran dom, which have contained on an av erage only lVj per cent of improved roads in the decade 1890 to 1900, there was a falling oiT in population of 3,000 in each county. In twenty five other counties, taken at random, in which there wa3 an average of 40 - -.V V Good Road in Nebraska. ror cent of improved roads, the In crease of population in ech county was 31,000. The 'back-to-the-farm' movement will progress just in pro portion to the improvement of the highways, and the. , improvement of the highways is dependent upon ad ministration not less than upon con struction. There must be skill in tho super vision as well as in tho building of the 'roads. Heretofore at least nine tenths oV the work on the roads has been done under the direction of men without any knowledge of roadbuild ing, which Is an art based upon a sci ence. There are today more than 100, 000 petty road officials in the United States who have ho practical knowl edge of the simplest engineering prob lems that must be solved In the loca tion of the roads. In their relation to a general systsem, or to related sys tems; but who are supposed to have great influence m neighborhood poli tics and are mighty at the polls. It is from this incubus that the problem must be relieved if the country is to enjoy the benefits of a well ordered system of highways. Good roads not only cost a great deal of money in their construction, but also in their maintenance or ad ministration. It has been the habit ia this country to 'work on the roads' when all other work wa'? done, and thl 3 has mcr.nt t'.iat the roads have had attention only once or twice a year. Macadam rcads do not take care of themselves, concrete roads should have constant attention, sand dry reads require daily supervision if they are to give service for which they were designed and built. In France every mile of road, is inspected daily,, and it is the constant vigilance of trained supervision that enables the railroads of the country to take care of the business of the country. There orght to be the same sort and degree of supervision of the roads of the United States if they are to give the service for which they are built. To make a mile of macadam road eight, feet wide and eight inches thick, 1,750 tons of stone are required, and to build a mile of gravel road eight feet wide and eight inches thick, 1,142.93 cubic yard 3 of compacted, or, 1,564 cu b:c yards of loose gravel are required, and in order that the best results may be obtained, there must be competent supervision not on;y in the mixing of the materials employed in the build ing of the roads of the several types, but in the placing of materials. There are 2,000,000 miles of what are commonly called: "dirt roads" In the United States, : and to make them effective there must be proper drain age, . such grading ; and j alignment willmake them fit for thefflc and constant surface betterment, and it Is nothing short-f crlmmal Waste to build roads of macadam and ex pect them t,6 take care of, themselves. Undoubtedly the best system of main tenance for all road is that which pro vdeSfor the pernSanent and some times continuous p employment bt skilled laborers who have charge of particular sections of road or who may: be assigned to any' .part of the county of other" road unit where there is work most needed. ' a Canadian Stone HlgHwayT ,r A stonf highway, to , cost $600,000, Is to bebuiit - from Ottawa Canada, 50 ; miles south to thieSiJfAwrehee river international- boundary. It;-i-stated that, the rd'ad is to, be :uilt as a memorial tcuthfc lata iithey-1 premier of Ontar. " lAII-Year-Round Joads; : fpQaroaas vOeiPftSmantwwnsi ra?r rortds; build: up ; the; great cities, ; but 4-thfTUrVni. tho .i ream . of wealth, travel'and business v)ack' towards the "rir-!-" r". . :. & 1. J .Federsul Faced by demands from the conductors, engineers firemen and brakemen that would impose on the country an additional burden in transportation costs of $100,000,000 a year, the railroads-propose that this wage problem be settled by reference to an impartial Federal tribunal. With these employes, whose' efficient service is acknowledged, the railroads have no differences that could not be considered fairly and decided justly by' such a public body. Railroads Urge Public Inquiry and Arbitration The formal proposal of the railroads to the employes for the settlement of the controversy is as follows: - "Our conferences have demonstrated that we cannot harmonize our differences ol opinion and that eventually the matters in controversy must be passed upon by other and"dimterested agencies. Therefore, we propose that your proposals and the proposition of the railways be disposed of by. one or the other of th,e following methods: 1. Preferably by submission to the Interstate Commerce Commission, the only tribunal which, by reason of its accumulated information bearing on railway conditions and its control of the revenue of the railways, is in a posi- tion to consider and protect the rights and equities of all the interests affected, and to provide additional revenue necessary to meet the added cojst of operation irr case" your proposals are found by the Commission to be just and reasonable; or, in the event the Interstate Commerce Commission cannot, under existing laws, act in the premises, that we jointly request Congress to take such action as may be necessary to-enable the Commission to consider and promptly dispoe ot the questions involved ; or 2. By arbitration in accordance with the provisions of the Federal Jaw" (The Newiands Act). Leaders Refuse Offer and Take Strike Vote Leaders of the train service brotherhoods, at the joint conference held in New York, June 1-15, refused the offer of the railroads to submit the issue to arbitration or Federal review, and the employes are now voting on the question whether authority shall be given these leaders to declare a nation-wide strike. The Interstate Commerce Commission is propQsed by the railroads as the public body to which this issue ought to be referred for these reasons: No other body with such an intimate knowledge of railroad conditions ha such an unquestioned posi tion in the public confidence. The rates the railroad? may charge the public for transportation are ndw largely fixed by this Govern ment board. Out of every dollar received by the railroads from the public nearly one-half is paid directly to the em A Question For the Public to Decide The railroads feel that they have no right to grant, a wage preferment of $100,000,000 a year to these employes, now highly paid and constituting only one-fifth of all the employes, without a clear mandate from a public tribunal that shall determine the merits of the case after a review of all the facts. The single issue before the country is whether this Controversy is to be settled by an impartial Government inquiry or by industrial warfare. . National Conference Committee of the Railways ELISHA LEE, Chairman r. R. ALBRIGHT. Gn'l Mmmifr. Atlantic Coast Lint Railroad. L W. BALDWIN, Gtn'l Nsni. Ctntral of Georgia Railway. C. L. BARDO, G'l Mttr, New York. Ntw Haven it Hartford Railrot.4 E. H. COAPM AN, VUPrtHdnt. Southern Railway. S. B. COTTBR. Gtn't Mfr. Wabash Railway. ' P. B. CROWLEY. A$t. VUfrttUnU New York Central Railway. . whit- Sfeydi kp "-ffl'TTT1'" J Just look at that illustration a second time. Look at the roominess of this newtudebaker SERIES 17 FOUR 'the individualized COMFORT that's built into th 'WwtymtiiA-i$pjf passengers it carries a detaa U -i pfr overlooked that; will make the "T-?'-w-casier-ridaijv :!TlM.;:frGnt teata. for imnu divided-and they ar -pr w"-" In the' tpnneau, roominess is especially erident tots - ';$mf$ the--SWthijr. 'And every. - COMFOltTS have been built into the'jear; s?eW,Studelw - -mhi biggest car tht any such price aa S875 ever i '' botnthtblit bri COMFOR'Tjailrtr,- u i xGT.vduepfthe GREAT V3lna eif what Studebakeir 41 J. W. NQfeLLrDrstrikutor , , I ; -", j . rri ' ' ' ' 1 1 Y . " : J G. H. EM ERSON. Gtm'l Mmmmtm, Great Northern Railway. C. H. BWING, Gn'l Aaar, Philadelphia ft Reading Railway. B. W. GR1GB. Gn'ISmit. Tr;sf. Chesapeake ft Ohio Railway. A. S. GRBIG. Asst. la kteripm, St Louis ft San Francisco Railroad. C. W. KOUNS. Gn'l Minafr, Atchison. Topeka ft Sants Pe Railway. H. W. McMASTER, G$n'l Mmmagtr. Wheeling ft Lake Erie Railroad. iriso adjuitable uic passengers wi&nes. : r-!Z. 12?" W year. CbmeinandieStr your. COMFORT means,. V art V4 ployes as wages; and the money to pay increased wages' can come from no other source than the rates paid by the public. The Interstate Commerce Commission, with its con trol over rales, is in a position to'' make a complete investigation and render such decision as would pro tect the interests of the railroad, employes, the owner of the railroads, and the public. N. O. MAHER. Vic-rrsMt. Norfolk ft Western Railway. JAMES RUSSELL, Gf'l Mant$r. Denver ft Rio Grande Railroad. A. M. SCHOYKR, Rnidnt Vki-Pm., Pennsylvania Lines, West. W. L. S ED DON. VUff TM.. Seaboard Air Line Railway. A.J. SI ONE, VkfPmidtni. Erie Railroad G. S. WAID. Vict Pns. 8 Gtn'l Ufr, Sunset Central Linea. ,rpQS0Gnior: r. O. O. Detrett mm -. 1 -n the suffacej well drained.
The Roxboro Courier (Roxboro, N.C.)
Standardized title groups preceding, succeeding, and alternate titles together.
July 5, 1916, edition 1
2
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