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THE OBSEKVER. FAYETTEVILLE, N. C. THURSDAY, APRIL 30, 1908. . E. J. HALE, Editor and Proprietor E. J. Halo, Jr., Business Manager. "THE MOUNTAIN WHILES 0F THE BOOTH." Considering thai lodge Pritchard la an ex-"Monntaln White othe South," the following froni-tne Greensboro New U doubly Interesting: 'The Charlotte Observer has been ex perieoeing a rare pleasure that of seeing under Its personal Toof Editor ' John Temple Graves, of the New York American. Colonel Graves told how the Hearst string of papers are linked together by a chain of leased wires, and bow be baa an audience of 4.000, 000 people every morning. . And he greatly Impressed his provincial friends down Charlotte way by recit ing one recent Incident of Broadway life: "The other day I felt a pro found Impression that It was our duty to do something for the mountain whites of the eonth. I wrote an ap peal, apread It over a page, one-third of a column deep, and the next day ' It met the eyes and consciences of 4, 000,000 people." There .jiever was anything that, a ' Hearst newspaper did not manage to spread over a page and the editorial alluded to, no doubt, met the eyes of a lot of people. But Colonel Graves would have challenged our attention more readily if he had told ns what bis appeal did to the consciences of these teeming millions In the north and west We were at once led to wonder how many 'native mountain whites" have heard of the colonel's kindly interventation in their behalf, which was spread over a page of the Hearst Journals. It is singular, anyway this deep seated solicitude which a lot of south ern people feel for southern mountain whites whenever they go north. We have even heard of some of these na tive mountain whites who have got federal lobs In Washington getting up before Sunday school and other gatherings and telling the city folk of the benighted condition of the mountain whites down this way, and bow the north should cut out foreign missions and give them a lift towards civilization. Colonel Graves has only been in New Tork a few months, but we venture to say that every time he gets on an elevated train and starts downtown he sees more unwashed and undressed and hungry heathens than he has even seen In all his life in the mountain regions of the south. "POLITICAL PRESS AGENTS." Under this caption the Bennettsville (8. C.) Advocate introduces the pub lic to a nuisance in newspaper offices, and, at the same time, throws a light upon the efforts of persons who are working the anti-Bryan campaign. It says: .About this time every campaign year newspapers are beseiged by a lot of Washington correspondents who wuiyi HUtiuun; HOW TO PREVENT FREIGHT DISCRIMINATIONS AGAINST " . NORTH CAROLINA. pondents usually send a letter or two giving some good news items and then it begins to develop that-they are rooming certain candidates for office. They at first begin to work in little complimentary reference tfl man whom they are supporting and after woue meir letters are about all giv en op to these "miffs" For several week the. lvmtata h.. been receiving Washington letters from Ben. H. Sullivan. It has be come apparent that Mr. "Sullivan Is the press agent of two candidates. illumes As lowne, lor president and J. E. Ellerbe for re-election to Con gress Mr. Sullivan la making a vigorous ngiii against me nomination ol w. J .Bryan and aavs in his 1at lottor "it i Is well known that the majority of uiv auuuiern senators and representa tives are not favorable to the selec tion ol Mr. Bryan as the standard bearer this -rear" Mr. Sullivan happens to be sending bis letter to the wrong paper for the Aurocaie is in iavor 01 William J. Bryan for president and P. A. Hodge? for Congress. We are for' Bryan be cause we believe he Js the greatest living American and the best Demo crat on earth. We are for Hodges Because ne is a Marlboro man and if as wen or better qualified for the post tlon than amr main in th nrm We advise Mr. Sullivan that ha h4 as well stop trying to influence the Turn oi nan Doro county. 8. u, from ms omce in Washington, D. .C, through the columns of the Advocate. IDEAL EDITOR ONE WHO OWNS HIS PAPER AND SAYS WHAT HE BELIEVES. William J. Brvan.l ' This ll the greatest rnilritrr In the , world for newspapers. I beUeTe wiln . T St . i jcuenmn mat a newspaper is essen ... tlal In moulding . public opinion. Of our newspapers I regard the smaller ones as the larger ones.. The big newspaper is a business enterprise and so valuable a business proposi tlon that only those can own It who are wen on; ana. as a rule, the man who has the business ability to con trol f money large enough hasn't the . training of an editor and has to hire people to write editorials for him. ,, The editor who has kept himself alert with what la going on is so ousy mat ne aoesn t accumulate mon ey. Great city newspapers are owned by Bome and edited by others. The man who Is permitted to put his con- Buiuuce in every line mat is written Is not the ideal editor, t hnlteva that the ideal editor is the editor who owns nis own paper and says what he him self believes. , In nis essay on the above subject, last Thursday morning before the North Carolina Press Association In session at Charlotte, Major E. J. Hale, Chairman of ourl"Cltiens' Committee on Improvement of the Cape Fear" and Director of the National Rivers and Harbors Congress, said: ' ' Mr. President and Brethren of the North Carolina Press Assocta- ., uo- :':. j.v." . ' : At the meeting tn Fayettevllle on November 1st, held tor the purpose of greeting Hrv John A. Fox. Special Director of the Na tional Rivera and Harbors Congress, and of electing delegates to the Waterways convention at Wilmington on November 6th, the following resolutions were unanimously adopted and ordered to be presented to the Wilmington convention, vis: "We hall with pleasure the awakening of our people la the business centres of our State to the vast importance of Concerted Aetlon, directed to the improvement of our waterways by the Gov ernment, and we heartily thank the Hon.- John A Fox for bla teal and Intelligent efforts In this behalf. v ' " "We note with pleasure that pur sister city of Wilmington, af ter most cordially seconding our demand for an eight-foot river at all seasons between us as approved by the Board of Engineers for Rivers and Harbors; adopted by .the Government, which has made an appropriation for beginning the work thereon; and thrice unani mously endorsed by the Legislature of North Carolina is about to put in a claim for a thirty-foot channel from Wilmington to the open sea, aa a further and most Important step towards cheap water transportation for herself, for us and the entire people of our State. And we pledge to her our hearty aid in this commenda ble work. "The Chairman of this meeting is requested to appoint dele gates to attend the Convention at Wilmington on November 5th with instructions to press by all honorable means any plans or resolutions looking to the speedy completion of the work on the Upper Cape Fear to which the General Government, our State Gov ernnwnt andour people, generally are already committed. This to be done by onr delegates without antagonising the project of our sister city for a deep water gateway, which we heartily ap prove as only secondary in point of time and importance to our own particular work." That languid, lifeless feeling that cornea with spring and early summer, can be quickly changed to a feeling ui uouyancy ana energy by. the Judi cious use of Dr. Snoop's Restorative. The Restorative Is a genuine tonic to tired, run down nerves, and bat a fow dosos is needed to satisfy the us er that Dr. Snoop's Restorative is ac tually reaching that tired spot The indoor Ufa of winter nearly always li-nds to sluggish, bowels, and to slug-y.li-h clrculntion In general. The cus tomary lack of exercise and outdoor air tics up the liver, stagnates the kid neys, and oft-times weakens the 1 1 earl's action. Use Dr. Shoop's Res torative a ffw weeks and all will be r'!:nRnd. A few dnvs test will tell yon 1 1 1 ri t you tire nsliig.the right rem-f-'y. You will primly and surely note . rluim-.n from day to day. Sold by U, C. unfrrj's Son, The convention at Wilmington met on November 6th, and was composed of prominent men from all parts of North Carolina as well as from cities of other States. Among those present were: Senator Overman and Congressmen Small, Kitchen, Godwin and ' Page, and representatives from commercial or waterway associations la Wilmington, Fkyettevilie, Southport, Charlotte, Sal isbury, Greensboro, Durham Goldsboro, Wilson,' Rocky Mount, Wade bo ro, Cbadbourn and Burgaw. There were also present two of the Board of Directors of the National Rivers and Harbors Con gress, Messrs. Fox and Hale, v and the Vice-President for North Carolina, Mr. Cbadbourn. The result of their deliberations was embodied in the follow ing resolutions, which were unanimously adopted, vii: "Resolved that this meeting .highly approves the splendid work of the National Rivers and Harbors Congress: that it take a leaf out of its book and organize a North Carolina branch thereof; and that such branch organisation adopt the rujes and regulations of the National organization so far as applicable to the State . "That we hail with pleasure the awakening of our people in the business centres of our State to the vast importance of concerted action directed toward the Improvement of our waterways by the government; and that we heartily thank the patriotic business men of Wilmington for the notable and efficient contribution which they have made to the movement for a North Carolina gateway by call ing together and securing the assembling of such a representative body as this, and the Hon. John A. Fox for the very able work which he has done throughout the State in aid of it "That we pledge ourselves to do all in our power to secure an adequate appropriation by the government for the completion at the earliest possible moment of the great project of a 30-foot chan nel from the sea to Wilmington, recognizing the fact, impressed upon us by over a hundred years of experience as well as by the teachings of science, that nature has flfd the gateway of middle and western North Carolina by and through the Cape Fear river. "That we heartily endorse the project for securing eight feet of water at all seasons from Wilmington to Fayettevllle, which has thrice been unanimously. endorsedyeJgjslajnre of North Car an appropriation has been made, and that we pledge our best en aeavora to secure an appropriation for its immediate completion. "That we give our hearty endorsement to the great scheme an Inter-State Inland Waterway, for a part of the North Carolina section or which the government has already made an appropria tion; and to the general purpose of Improving the navigation of all our rivers and streams further and further inland as speedily as possioie, to tne end that we may secure for North Carolina the ad vantages which such a system has provided for the European na uona ana ior some portions of our own country." The foregclng was the culmination of effcrt begun In 1899 to ui rayeueviiie, Wilmington, and the Cape Fear River a a gateway, the control of rhinments to and fmm mmju ,i ern North Carolina, which the war of 1861-5 and the overworking of . n i j . .... - .....u tun unce nas iranEierred to the Virginia gateway. It will be observed that the resolutions adopted bv the Nortr Carolina Waterways Convention at Wilmington give precedence, In point of time demanded for Its completion, over all other North Carolina River and Harbor projects, to th utHn. r . my v& sit ass j mm if hi depth of 8 feet of water at all seasons from Wilmington to Favette ville. That was done because the Convention recognized the Cape Fear River as the natural gateway to Middle and Western North v-ru""a- ana oecanse Fayettevllle, situated at the head ef, navfga tlon on the Cape Fear far In the Interior, lust Pioiimnnii i t puate at the head of navigation on the James, is the key o the pro- hlom nt nlnlnn 41... I-. r .. -. - . r.-..u6 ic uuerior cures oi isorth Carolina on equal terms wim me interior cities of Virginia. I will now endeavor to give yon a brief hlainrr f th . j w. VUVIkS J C1CI" red to and of their origin, and a somewhat philosophic presentation of completion win -prevent freight discriminations against North Carolina." : As the circumstances make It necessary for me to recite a vi arsons! experiences, you will pardon this feature of my In the Colonial Recorda m J VftHh rafll.. .tin v1UM ..umg in urancii at Wilmington, appointing ...vuv. vuaiLru wiin mi flmv nr if.n .. ,. . ... . . - " iu iwmt, ai or near the head of navigation on the Cape Fear River, whlcVshould ""-si uisiriouung point for the trade of the "Back Provinces." Those effort fori tn t t,. v. . ... ui uie settlement at Campbenton as such a point because of the convergence at Cross "6 mwa irom me Diet country the vast territory now comprised In Middle and Western North Carolina and Darts of Vlnrfnia ri. tr . . , uu ivcuiucay. rayette- TllJe. for some years after the Revolution the seat of the Leel.la, , 7- , WM e we union of Cross Creek and Campbellton In 1782. ----- -v In 1813. Robert Fulton th ,.m. .u , . . . .. .,. . "' uKiuonstratea tne practicability of nronellln . ' . ... .. , .. " 'iwu mreciea tne uape Fear as one of the leading American . ... .. m ui avueme ior tne SttZ???- Wea tl improve- . rrar was necessary to the proper develop- ment at A larva tvtwt a it v 0- uiw avuiuvru deck country, . -r - In 1817. the steamboat Henrietta was built near Fayettevllle and1 began her service of over tnw. . .. ...""' , , . - vciwcen cayetieru and Wilmington. Deforestation had not then tv. . . water, of the river: her Mb ,.iT . VTT . Braa- ,fc i , .t " ana sne otten made tbem In less than ten hours between the two towns u thTTiV the Unlted 8Uto rnment bought up the'stock of the Can r,. v.i . . . . , "-"bwu company, a corporation chartered by the SUte after the Revolution (1789) for the purpWeVf keeping 'navigation ooen to Pvi.n-. ' . Pnrposs of of ent,y; and assumed the 3Z C leation -Cnmnanv. t l,.l .t... u .1.7 . . "ver open at all seasons. This It sought to accomn h hv a .v-i ... . ... In 1886, two English aentlemen tR.. ' . . tatton, and 'Sir Josenh ' .nT.T""' t'genoa ot . , . . ' ' me cnairman and nm. chairman of the Manchester Ship Canal Company) asked ms make a report upon the Manchester Ship Canal Thev ? me the leading principle noon whtch .L. .T"?h iMi to expenditure of a great sum of money . M W. Zl . Parliament the privileee of mnin. tb ...' . r..a lrom own money for the conRtmAtinn nf w " lu poo. to Manchester, a distance o, 35 fixing of a boundary line which represented the mean distance between the nearest ocean-steanier porta then existing and the proposed ship canal. Such a boundary, line Included an area containing a population ot seven and a halt millions. In other words, the construction of the canal would, un der the rule ot equal transportation charges per ton per mile, es tablish for Manchester and Its canal docks the same condition as It the seven and a halt millions ot people were herded In a port In 1890, the International Congress on Internal Navigation sat In England. It Is a body chiefly composed ot the leading engineers ot the European and other nations, which sits In one or the other of them every third year. As a vice-president of this body, and as the presenter ot the American case of the Nicaragua Canal, I became acquainted with three gentlemen who were the leading engineers respectively ot France, Germany and England. "I men tioned to them our Cape Fear river and Us peculiarities, and they agreed that It required the treatment which bad been applied to ths Weser In Germany. On September 8. 1899, 1 published an editorial In the Observer calling attention to the failure ot the government's Jetty system on the Cape Fear; describing the mora scientific treatment of water ways In Europe, where the pressure of population rendered such method necessary; and suggesting the adoption by us of the plan employed on the Weser. ' s In common with other students ot our commercial history, 1 recognised the tact that this river bad been 'the gateway to the regions mentioned up to the breaking out of the war ot 1861, and that the end ot the war had found Wilmington, and especially Fay ettevllle, prostrate under Its effects. I also knew, along with others, that this prostration,' common to all the South, appeared to be less remediable In our case than In that of the seaboard towns ot neigh boring States. And I hr.d advanced to the point ot realising that tbla disability was Immediately attributable to the circumstance that the exigencies of the Confederate Government had Introduced the novelty of through trains on the North-and-South-gping rail ways which Intersects! our diverging wagon roads; that the man ifest advantage ot running through trains, once the Confederacy had cut the knot caused them, to become a fixture In transporta tion; and that this led to the establishment ot other traffic termi nals. But the question remained: Why should the new system have operated so completely to the disadvantage of North Caro lina? The engineering treatment ot the Weser and the commercial .treatment ot the Manchester case, would, If combined, solve our Cape Fear problem. But the fact was recalled that, even before the war, North Carolina bad been called "a strip ot land between two States' a gibe which, considering our achievements In war and in peace, necessarily had reference to our commercial attainments, which were Inferior to those of our neighbors. The next step followed naturally a study of the map of our seacoaat. This revealed the geographical peculiarity which distinguishes us: our Jutting sea- line, which culminates in the proboscis of Hatteraa and recedes thence to the re-entrant angle In which New York lies, on the North, and to the somewhat similar angle in which Savannah lies, on the South. A glance at the map will show that the normal coast line would be a straight line from New York to Savannah. A normal coast line would mean normal porta, wherever ports might exist along Its length. Ports, for the purposes of this dem onstration. may be divided into three classes: the normal port the abnormal, or less desirable port; and th Ideal port. It Is self-evident that the traffic influence of any port other things being equal, extends throughout the territory Included be tween lines drawn at right angles across the midway points of air lines from it to the ports on either side of it. In the case of the nor mal pert, these right-angle lines would remain parallel, and its traffic influence would be precisely that of its neighbors. In the case of the abnormal port, the right-angle lines vtould converge, and its traffic influence would be less than that of Its neighbors, and in degree proportionate to the rapidity of the convergence. In the case of the ideal port, the right-angle lines would diverge, and its traffic influence would exceed that of its neighbors, and In de gree proportionate to the rapidity of the divergence. Apply these self-evident rules to New Tork where the traffic an tennae spread out like the ribs of a fan and the cause of the growth of that great port is apparent. Apply them to Hatteraa, or to all of the coast line of North Carolina which, as you will se, lies far East of the normal coast line and we have the explanation of the gibe referred, to. l1 aSsSnted foregoing to the North Carolina Legislature of 153 MniiTin ih ""Vtoous.endorsement of the scheme iuf canalizing the Cape Fear to rayeltevfller uu necuieu a nxe endorsement when it was asked for afterwards, namely, at the nanas or the Legislatures of 1905 and 1907. The same presentation secured the adoption of the scheme by Congress, in 1901 and 1902 The scheme then adopted which is the existing; one called for three movable dams, similar to those used on the Kanawha Kiver, with a lift of 9 feet each, the whole to cost $1,320,000. It was after a memorable struggle that the bill for this purpose was reported favorably bytheSenateandHouseconference committee in theSprlng of 1901, and $150,000 named as the amount tor beginning work. As you win recall, no doubt, that was the bill which Senator Carter of Montana, "talked to death" in the closing: hours of that Rnnmwa Taking advantage of this respite, the hostile Interests presumably me raiiroaas wnose discriminatory rates would be so radically af- icciea Dy me completion of this great North Carolina work hm.1. ... u6u, cuuruiuus pressure to Dear to prevent the Inclusion of this item in the Rivers and Harbors bill of the next Conere.a , it defeated in tht House, but passed the Senate; and, after a titanic struggle in the conference committee of Senate and House, was reported favorably, and became a law, April, 1902. In the struggle alluded to Senator Berry, of Arkansas, one of the air mbru. gained the lasting gratitude of North Carolina. . He had mastered v'vvwiiva presentca Dy us, as outlined above; saw that It was tne crux of the problem for giving to North Carolina "equal uiriumiy witn ner neighbors In the matter of freight Mta and won the day by declaring that he would hold up the whole divers ana Harbors bill unless this item were included In this connection, it is to be noted, as described above, that mree mu. cl 9 leet each, or bnt 27 feet la required for the glv- In aw n O nAs L. ill. . e " '" TOTe "ue-waier at Fayettevllle, 150 miles distent from the sea by the river.. No other river presents such a feature as this for. reaching our back country. Locks and dams, and canals where needed, can reach any part of North Carolina; but, by no other route can the Interior be approached economically, the great number of locks necessary to makr the ascent rendering the cost prohibitory. IVben.l mentioned the great height of the river banks at Fayettevllle (nearly 70 feet) to Herr Franzius, the Ger man engineer referred to In the earlier part of my narrative, he ex- , , "ny- lMt advantage: here U this Manchester canal which is going to cost two million dollars a mile to dig- your nan ol fas l.J- D ' Z. ,r.r Joa D"e on,y to P'ug It up by dams and B;- luu aepiu you Wear ,4 . - - !( -. V7 $50,000 was appropriated br th .t nt iim 'v. ,c aaa asms. From that time up to 1907, the appro priations for rivers and harbors at v rats-oil iitif 1 a ..itiiM.. . t f uijiuuus per year. a sum hardly sufficient to prevent loss, by decay and otherwise, in a7 . ; ' 1De n,Ter" ,na harbors bill was looked upon with niSlTttVnSS law iha, ' ft m . 7 , Kii-ut uouy OX tne nennla halo. ....n. , Jl ' 8n, CoilTe" to act even In thedtrectlon of meritorious projects of this nature. A movement was begun in the autumn ot 1901 to enllehten th i . " . , ... auu aruuae mem 10 a comprehension of the huge low they were suffering because of our rtl-nT: , V 1 Wlln tDa BnroPen nations, In waterway development A great convention t,A t,-,.. - 7 tembr of th.t " " ww in eep- .7.1 . v ' governor of North Carolina commls- Zsm . . I "vnteoum Inta " State. Mr. Smallbones headed a small delegation fmm lha wnmi. t . m,r Th. --;" vnamoer ox uonv 7h. . V 1 K Harbors Congress was formed then, and I was made one of th. , . ... ... . . - uiiTCLura a- position t0 ZZZZ "-h Convex ..nceough 0ft - uu Kverai occasions. The efforta nf (hi. lv. ..j, ... ; successim m the highest degree; St:'?" ir" .t thro the countryTrom people became so aroused that rn,.- . . Rented appropriation of mn,loD. of dollar( fo7r.ve nd blr! bors. But by an unexiiecteil tn of . i .t . . ... n8r Senator rt.,.. . . . " appropriation wh ch ,u lue conierence committee of the two Hona. h. representations that a rMOrv. f .h- two Houses, by bv h .nii..t . '""" "r wouia show that of th- T ' mre mo4en ""ethods, th. co,t of the desired improvement ,uld be greatly reduced reurvey has been eotnnlM.it ..n 7 reaucd. The fpt f .-- t ' ' "ugineers report that I feet of water can be secured at Fayettevllle throughouTthe year by the construct Inn nt t. ii.. . . ." B"uul lne ... wa wBung out 1015.000 That la th. proposition which will be Cusion in the next Hnr,. The ZL t suggestum that th. government might .av. i0 per cent, of This coat by constructing locks that would give but 4 feet to Fayette vllle; but It Is not supposed that either the engineer department or Congress would consider a proposition so ai war with economy as well as with the purpose of the proposed Improvement I have been Informed that Fayettevllle would be made a "basing point tor freight ratea," or gateway at It 1b now called. If 8 feet of water be secured: I Infer that It would not be if only 4 feet be secured. ' I think yon will p able to see from the foregoing bow readily the present discrimination In freight rates against our State can be prevented. It it by the application of the doctrine that, aa all forces proceed along the line of least resistance, to, sooner or biter, all freights will seek the nearest route to or from an adequate port An interesting coincidence in this connection It worth recording. Before Fulton begad his experiments with steamboats in America, or had suggested reaching our back country by Improvement ot the Upper Cape Fear, he was employed by. the Duke of Bridgewater - as engineer ot ' the old canal' from .Manchester to ' Liverpool. It was the , grandson of that Duke, the present Earl Egerton of tatton, who first put me In the way ot applying to th Cape Fear the doctrine by which he won a charter for hla greater-canal from the British Parliament, against the powerful influence of the British railroads. "' , This doctrine of Lord. Egerton, it will be seen, Is as simple aa Columbus's demonstration of how to make an egg stand on end; but that is true of many of the great problems of man's conquest ot nature, that turn often noon the least 'complex of conditions it they are; but comprehended. ' It was the basis, as I have already aald, of our winning fight before Congress in 1901 and 1902. It is destined to be - the rule for the regulation . of in terstate as well as Intrastate . commerce; . for Chalrnan Burton of the Rivers and Harbors Committee of the House of Representatives, In his great speech before the National Rivers and Harbors Congress, last December, declared that the object of legitimate waterways Improvement is to supply "equal opportunity to all." . Applied to Interstate, or Intrastate, commerce by rail, that means equal charges per ton per mile for like ship ments. But recent decisions' ot the Interstate Cqmmerce Commis sion discriminating against our Southern mill in favor ot those of New England In their quest of Oriental trade, though the dis tance is less from the Southern Indicate that the national commis sion has not yet brought itself to Mr. Burton's Just ttandard. At our State commission has already done to, it will be apparent how very Important It the completion of a project which will place the regu latlon of 'North Carolina freight! In th hands of North Carolinians. it It to be noted that it it not the water competition at the NorfolkMgHtewayu-J which It responsible-for the-discrimination -against North Carolina, W already have the tplendld port of Wilmington, which our "8pecial Director," Mr. Fox, in bit tour of Middle and Western North Carolina last October, pointed out wa. nearer to thes reglont than Norfolk. So great, indeed, la the traffic influence ot Wilmington and we expect to greatly Increase that by deeper water from there to th tea-that even now It ranks fourth among th cotton port. It It not Norfolk, but the up-tbe-river port of Richmond, standing back ot Norfolk, which It the governing factor. Only a glance at the map Is needed to thow that It It, correlatively, the up-the-river port of Fayettevllle which alone can interoest th traffic routes ot Richmond by shorter lines. The Fayettevllle project can be completed, working night and day, In six months. Our North Carolina Waterways Association It pledged to work for Its Immediate completion. It It alto pledged to the completion of the project for 30 feet of water from th tea to Wilmington at the earliest moment possible, and It hat heartily endorsed the interstate Inland Waterway. By them the Fayette vllle gateway will be greatly assisted by the former, in the ad vantage of the enlarged commerce which deeper drafted ships will bring to the Cape Fear; by th latter, in th establishment of a barge route from Boston to Fayettevill. I appeal to you, gentlemen, and especially you of Middla and Western North Carolina, to exert your powerful influence In behalf ot the Upper Cape Fear gateway; for Congress will listen to you. Do not neglect the Wilmington and the Beaufort project, but turn your heaviest guns to the assistance of the Upper Cape Fear; for no ont, it fighting the former. Hammer away at this in your editor ials from new until victory is won, for there It nothing comparable to It In Importance tojiur State. Based on an estimate, by the Corporation Commission of the tonnage on one of our principal railway systems dlvertlble to the Fayettevllle route when completed, over 6 million tons of freight per annum Is Involved. What a huge turn would be saved to us at but one dollar per ton1. , ., A- . , J8 tMaJP Presents our Atlantic Seaboard. Tho territory In. no.nt llL trib0Ury 10 a "or1 that has made a"w EortT Th unlB! ends ha,f way from 11 10 "ares m i' f ne,d0it!dJine dlvlde the territory tributary to Rlch d'7 ttary to Fayettevllle; the dotted line B that of tn , ? 'T Fa5re1tteT,lle: and the dotted line CC, that of CharleV on from Fayettevllle. The Intervening territory will t, trafflcX tributary to Fayetteville when Fayettevllle 1, restored to to lore rfroW W " Aft comSftehHnl. ?TJZIV STi? and ,U ccmpetitcrt on either side, will diverge as they proved in JIT,? T0ti",- l00kIng ,n,an,1 tn S rt wVbTth apex of a salient angle formed by lines connecting it with Its neieh bor on the.ono s Ide and its neighbor on the other side B ; Ap examination of the Map will show that no port or nolnt on the Eastern Seacoast of North Carolina can be situated at the sal lent of lines drawn from it to either of the Virginia ports, on the one side, and to Charleston on the other. On the contrary, it will lie in a re-entrant angle so pronounced that the lines of traffic division will converge and quickly meet In the Eastern part If North Caro lina itself. In the case of the Inland port of Fayettevllle, on the other hand, the lines of traffic division between Richmond and Norfolk, on the i'-uiiu, auu iUHnesion on tne aoutn, Diverge, as the map shows, and they enclose a territory East of the Alleghanles containing over two millions of people. .. . Our Jutting sea-coast, therefore, has rendered it impossiblo for the greater portion of the population of North Carolina (and for that of some adjacent parts) to enjoy freight rates on equal terms with the people of other Seaboard States, except approach b had through the port of Fayetteville . . Ml Ml Opposite Hotel LaFayette. CAPITAL $100,000 8URPLU8 ,5o(000 Assets Over One Million Dollars. Deposits of any amount received In either Commercial or 8v- Ing Department i H. W. Lilly ........Presldent John a EIIWMton...V. P. .nd Cashier. John H. Hlghtower.. Assistant Cashier. GEO. A. BURNS L I V ERY i ( (o lol o For Dyspepsia .tomacb .ad catarrh of ZiAA mm ;mwm ""v raw rf . aVato-) f Aw IhwHi tvmmt . . , ..iig. 9 Feed and Sa'es STABLES Livery Department THt BEST IN THE STATE. Pollt and attentive driver, who know ' all th country road. First-Class Harness and Saddle Horses lay en hand and for al. - 8ol agent for th celebrated babcock buggies!: ".-f-... BULLETIN NO. 2. M . rty Fare: Effectlv April 3rd, 1908. tartle' ' of ten 10) or more traveling together on one ticket, two W cent per mile per capita; mini mvrn pr . capita fare fifteen (16) cnt. i . ll!? ,.,U ,r 0Pen h publio'l nd apply betwtn any point en the ATLANTIC COAST limp. . r'i' Sf B' piMensef Traffic Manager i. u Whiu, Oeniral Passenger Agent WILMINGTON, N. C. , 87th Annual Statement- TNA INSURANCE CO, Cash Capital Net tfurpln , ; 1 4,ono,noo no . 7,036,U10 93 Surplus toPolIcy.hjld,,fll,038,010 88 : K-Insurnce.. 6,01fl,iM 4ft ' . V Other Clainu 117,81187: ' ili1";1? 'u ' . l..llS,20f87 IU19M68? b'nk ,,n'y l"M908' WM . .A i?" uXhlbU of th TNA'8 Bond! (8.000 Dnrham, 24,(K)0 Wreenshoro ohool bond! and $25,000 Winston, tin,. w Masonia bond., and tiiO.UOO Y. M. . ' b,?n'!i'1wllnltitfonlN, p; belnt; mong tht list) . u , . , . V . 8Q.LP BT ARMFIELpjDRTjq btor B. PI. HUSKC. Agat
Fayetteville Observer [Weekly, 1880-1919] (Fayetteville, N.C.)
Standardized title groups preceding, succeeding, and alternate titles together.
April 30, 1908, edition 1
2
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