davidaulloa/AmericanStories huggingface dataset:
Hermanner Volksblatt. [volume] (Hermann, Mo.) 1875-1928, 1921-01-14

FREDERICK KoELLER
deceased, have been granted to the
undersigned, by the Probate Court
of Gasconade County, Missouri, bear
ing date the 18th day of December,
1920.
All persons having claims against
said Estate are required to exhibit
them to them for allowance within
six months from the date of said
Letters, or they may be precluded
from any benefit of said Estate; and
if such claims be not exhibited with
in one year from the date of said
Letters, they will be forever barred.
ROSA DRUSCH,
DORA ISLER,
CLARA DRUSCH,
Executors.
Dated December IL, 1920.
Attest: Theo. Graf, Judge of Probate
(Seal) No. ID
Hermanner Volksblatt. [volume] (Hermann, Mo.) 1875-1928, 1921-01-14
AIMING to Please

"Some people are playing the stock
market on suggestions culled from
the ouija board"
Good enough" said the broker.
mo trouble to put in a few ouiia
boards"
Hermanner Volksblatt. [volume] (Hermann, Mo.) 1875-1928, 1921-01-14

DYDulW 9W
Der @eOeSwei'
Ter seiugt, Diest
boil email e paar
Slides ODER
better 1nemm e
paar S1ubnerS
I'M 0allll noble
Mir email Die
@eneralprob ab'
halle" Seuen
Hermanner Volksblatt. [volume] (Hermann, Mo.) 1875-1928, 1921-01-14
FRANK oNcKEN.

FRANK oNCKEN,
deceased, have been granted to the
undersigned, by the Probate Court
of Gasconade County, Missouri, bear
ing date the 9Th day of January, 1921.
All persons having claims against
said Estate are required to exhibit
them to them for allowance within
six months from the date of said
Letters, or they may be precluded
from any benefit of said Estate; and
if such claims be not exhibited within
n year from the date of said Let
tiers, they will be forever barred.
JANE ONCKEN,
FRED C. MOCHEL,
Executors.
Dated January 5, 1921.
Attest: Theo. Graf, Judge of Probate
(Seal) No. %.
Hermanner Volksblatt. [volume] (Hermann, Mo.) 1875-1928, 1921-01-14

@ergeBIid, Nbcr Mann,
idGme bid bod, ifon micOcr be-
rauiat lino 10 ip6t bcim5ufommen!
Sait on mir uidt ocripro6en, plnft
10 llbr beim5ufommcn?
Bin ih ocnn Elm 8coGdtnis.
tiinitler?
Il ebertrieb.e n. Nun, bat
Der iunge ar5t Sbre Eante furiert?
2eiocr uid)t; iie lit Elm Opfer lei
neS 8erufes qemor6enl
Hermanner Volksblatt. [volume] (Hermann, Mo.) 1875-1928, 1921-01-14
HENRY KOESTER,

HENRY KOESTER,
deceased, have been granted to the
undersigned, by the Probate Court
of Gasconade County, Missouri, bear
ing date the 9th day of January, 1921.
All persons having claims against
said Estate r required to exhibit
them to them for allowance within
six months from the date of said Let
tiers, or they may be precluded from
any benefit of said Estate; and if sch
claims be not exhibited within one
year from the date of said Letters,
they will be forever barred.
GEO. KOESTER,
HENRY SEEKER,
Executors.
Dated January 6, 1921.
Attest: Theo. Graf, Judge of Probate
(Seal) No. 2S.
Hermanner Volksblatt. [volume] (Hermann, Mo.) 1875-1928, 1921-01-14
@fsmer sdgrribtbrtsf hes
ybilipp ~5antramptsr.

lat.
Wein Iieber $err Rebaftiondr!
Hermanner Volksblatt. [volume] (Hermann, Mo.) 1875-1928, 1921-01-14
Executors Notice

Notice is hereby given, that Let
tiers Testamentary upon the Estate
of
Hermanner Volksblatt. [volume] (Hermann, Mo.) 1875-1928, 1921-01-14

Hy7aae uniere 2cier, ipelde bic
3eitlng ni6t reseImdBie erbalteuL
bena6ri6ttge1l, bamit MIR abbilfe
Iino gebcten, uns per Boitfarte au
idaffen f0nnen. Gle ertueiien ints
bamit cine groBe @efdlligfeit.
Hermanner Volksblatt. [volume] (Hermann, Mo.) 1875-1928, 1921-01-14
Executors Notice

Notice is hereby given, that Let
tiers T~estamentary upon the Estate
Of
Hermanner Volksblatt. [volume] (Hermann, Mo.) 1875-1928, 1921-01-14

LL|"HE possibilities of the air
plane in preventing and
fighting forest fires are
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02
Friendly enemies" is the keynote {
innumefable schemes such as this.
History OF Consolidation

The consolidation of railroads mas
been a part OF the development Of
American railroads since the first roads
were built. At first consultations
were almost entirely the result Of
competition for new territory. Later
when the financial needs OF the rail
roads became 80 great as to enlist the
aid Of the largest banking houses, the
grouping, but not the actual operating
management in most cases, was along
The lines of division OF roads, first,
as between the three banking houses.
Morgan G. Co., Kuhn, Loeb & Co. and
Speyer &; Co. This acted to some ex-
tent as desirable and even ncces sary
check on competitive railroads, but
was not effective so long as railroad
securities issued against new mileage
we're attractive TO the investor. Be
sides this grouping according to banks,
there grew up fairly intimate trati c
relations between different roads, often
originating in the common ownership
Of fairly large blocks OF stock, but also
often result of natural advantages to
be gained through cooperation and
presenting common front to outside
mpetition
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02

The report describes the object and
aim in forming the systems as IAN
Inherently natural geographic scope
for each system; d sound operating
adaptation Of each Unit 70 It's sur
rcundings. due consideration being
given to the nature Of its tratfic; ad-
ministrative practicability, that is to
say. size under each particular set
OF circumstances commensurate with
human capacity in management; and
g. CT present competition between rival
roads III order to insure the continu-
aNce o. alert and accelerated service
to the public, assuming that the fore
going physical arrangements have al
ready provided economical carriage by
each competitor: and such an equal
i1ation OF carving capacity between
these competitors as to perpetuate such
rivalry in service Oh evcn-handed and
wholesome basis" The length and
difficulties Of this sentence reflect
family but truly the complication Of
problems involved
The map and it's caption show the
groupings made by the Interstate Com
merce Commission. System No. ] cor
responds fairly closely With Professor
Ripley's New York Central group, but
includes the Western Maryland, and
differs from the Ripley plan in one i'm
portant feature. Professor Ripley does
not link UP the trunk line system with
! the New England system. The commits
sion's system No. adds to the present
New York Central system the Western
! Maryland, which gives the system al
outlet to a third Atlantic seaboarc
portBaltimore. 1t already had New
York and Boston. And it extends its
ability to compete in New England
which it now has only through the Bos-
ton & Albany to northern New Eng
land by anneXing the Boston & Maine.
System No. 9 corresponds to the
Pennsylvania system of the Ripley Re
port and corresponds very closely tt
the present Pennsylvania system
What the Pennsylvania system is to
day it would be under the 1nterstats
Commerce Commission plan. cxcep
that it would be compelled to colnpefs
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02
Operating Economics

VI the operating economies or ad-
vantages Of one kind or another to be
gained by the consolidation the lepor.
mentions specifically that less highly
specialized and more simple and nat
ural movement Of tonnage that may
follow consolidation, a better uti!iza-
tlon of fixed investment will be made
possible, there will be an avoidance
of useless duplication, and tracilare
rights arrangements which are net
CONDUCIVE Of the best and safest serv-
ice will be done away with and con-
petition viii be actually fostered. In
regard to this specific example is
cited. The Kansas City Southern un-
der the Ripley plan would become +
part OF the Missouri Pacific, which
completes with the St Louis-San
francisco. There is one section of
the Kansas City Southern, from Tex
arkana. to Hartford Junction, Okla.
which crosses territory that would not
support competitor. In working out
to the full the provision of competition
1t is proposed to give the St. Louis
San Francisco trackage rights across
this stretch OF territory over the kan
sas City Southern, thus enabling it,
with the use Of the facilities. invest
ment, foresight and courage previously
displayed by the competitor to more
effectively compete with this com
petitor.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02

ent Southern Railway system
System No. II is perpetuation II
the Walters reads combination. Nat
:. tho Atlantis Coast Line. Louisville
g. Nashville, Nashville. Chattanooga {
st. Louis. but hangs en- to this the
hopelsssly bankrupt Atlantic. Birm.rg-
ham & Atlanta. extends the systems
south TO Key West VA the Florida ra s..
Coast, and gives the system another.
ar important coal road. the Carolins.
Clinchfeld & Ohio
System No. - hangs TIE weak Sos-
board Air Line on the strong Illinois
Central.
System No. 10, despite IL number.
would be regarded b. most railroad
men as 2 carrying out OF she bib zeal
formula of "to hin who hath shall he
given. The strong Chicago & North
western system is Joined with the
strong Union Pacific system. and the at
tachmen; thereto OF the Wabash Lines
west Of the Missouri River would net
seriously drag down such sn average
as T. ?. and {. & \. ". make
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02
Discussion of Outstanding Stock
and Funded Debt of Several
Lines Explains Project

with other systems Of equal magni-
system No. 5 has as its strong roads
TIE Philadelphia s Reading and Cen
trsl OF New Jersey. and on this are
hung the weak New York. New Haven
& Hartford, TIE weak Baltimore 8
Chic and the weak Chicago, Indian
apolis & Louisville, now owned joiatly
b. the Louisville 4 Nashville and the
Southern Railway. and which was
never used rs a traffic entrance into
CT icago b. the Louisville & Nashville.
The only way tina. the Reading and
England would be Though the long
haul-,nat is. rs competitor systems
could handle traffic over shorter
and more economical route. Whether
with this advantage the strength OF tie
Reading and Central OF New Jersey
would be great enough to bear up the
rest of the system is open to question
System No. is different from Pro
fcssor Ripley's Erie system in that in
! place OF the Lchigh VALLEY The commits
sion las combined the Delaware e.
Hudson and Delaware, Lackawanna &
Western with the Erie with some short
weak lines and with the United Steel
! Corporations Bessemer g. Lake Erie.
/ WltnoLs golng into details Il s obvious
that there are elements of strength in
THIS system and that certain amount
of competition has been eliminated BY
the combination o. tho Laclcawanna and
Erie.
To Offset tins. system No. ) combines
the Lehigh Valley with the New York
Chicago ( st. Louis the Nickel Plate
giving through line to Chicago, tc
compete with systems J. g and 4
and hangs on to this the weak lines
such as the Toledo, St. Louis & West
err and the Wheeling and Lake Erie
System No. 6 simply joins togethe,
the roads IN the Michigan Peninsula
with Che Pere Marquette, once a help
less bankrupt and nov one of tie
strong roads, as backbone on wnicl
to hsng the weak Ann Arbor. Detroit
) Toledo & Ilnnton n!c
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02
ALTERNATIVE ProposG!

System No. is an alternative to
either breaking UP New England and
dividing its lines among the trunk lines
as IS done in the commissions plan, or
adding to the New England roads the
Delaware & Hudson, Ulster & Della
ware, Lackawanna and Buffalo, Roches-
ter 6, Pittsburgh, as Professor Ripley
suggests.
System No. combines the Chesa
peake & Ohio, the Hooking Valley and
the Virginan. 1t differs from the plan
which the late Frank Trumbull had
when he, together with the Huntington
interests, bought the Chesapeake g.
Ohio. in that whereas the Chesapeake
& Ohio would under M. Trumbull's
plan have bought the Carolina. Clinch-
field & Ohio, and SO obtained another
outlet for coal, the commissions plan
gives to the Chesapeake & Ohio com
petitor with an outlet also at Norfolk.
System No. 9 is practically the same
as the present Norfolk & Western sys
tenn.
System No. 10 is practically the nres.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02
Burlington in Dispute

System No. II combines Tic Burlinr-
ton and Northern Pacific and hang on
the weak Chicago Great Western. After
the Great Northern has gotten control
Of the Burlington through conversion
of Northern Paciijc-Great Northern
Joint 6l.s il , hard 10 believe tina. il
would ever voluntarily permit the Bur
lneton to 60 to the Northern Pacific
System No. Is joins together the
Great Northern and the Chicago. Mi
waukee & st. Paul. There appears %
he q touch Of humor in substituting
the st. Paul for the Burlington. hos
actually the ST. Paul does serye many
Of the purposes for whlch tie Bur
lington was useful TO the Great North
crn. The commission assumes, appar-
entity, that the Great Northern is a
strong road and the ST. Paul weak
one.
System Is gives the strong Santa Fe
the weak Denver e. Rio Grande and
Northwestern Pacific, and gives it a
second route to the Coast over TIE
Western Pacific.
System y Is combination OF The
Southern Pacific and Chicago RocN
Island & Pacific, which appears 20 be
an elimination CT competition but a
carrying out Of the principle Of con
bination Of weak and strong. and some
! short weak roads are added TO the
system as further step in this d.
rection.
System No IS is the weakest sister.
II is n combination of the st. Louis
San Francisco, weak read. the Chi
csgo 4; Alton, really hopelessly weak
road, the Missouri. Kansas 81 1exas. in
bankruptcy since 1914. and the St Ioul >
Southwestern, road which has re.
recently been emerging from rhe YEA;
class because Of its aggressive compe-
tition with The ve,~ roads II is now
to be combined with.
System No. 3 combines the Missouri
Pacific. Kansas City Southern. Chicago
& Eastern Illinois. and Texas & iacih
with some extremely weak roads in
the southwest
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02

St. Louis) and split in order to send
arms to Seattle and San Francisco.
respectively. One, to be sure, splits
far back at Chicago, whereas the Union
PacifcNorth Western splits some
where out in Wyoming and Utah The
st. Paul-Gresat Northern system is the
only transcDntinentap one which is
localized in the north. And the pos
sibility of its future entrance into
San Francisco is clearly forcshadowetl.
Bun each and every line has another
road Of approximately equal compel
ing strength set up to match it,
Take the southeast as another IL
lustration. Starting from Richmond
one notes, going southwest, parallel
to the seacoast, that each of the three
systems splits somewhere in the Caro-
hnas, with southerly arm to Savan-
nah and northerly one TIC Atlanta.
three roads enter from the north, the
Southern Railway at Cincinnati the
Louisville & Nashville at Evansville
and the Illinois Central at Cairo. All
three alike split into two arms, one Of
which goes TO New Orleans and the
other easterly to Savannah or Jackson
willie, via either Atlanta or Birmine-
ham.
cor, turning to the Southwestern gulf
region, one finds two systems which
really spring from Kansas City and St.
Louis as bases matched against each
other. They each. to be sure, run up
to Lake Michigan, but their Chicago
operating divisions are mere bridges.
The real originating stems lie south
west Of the Missouri River gateways;
and each Of the two systems reaches
San Antonio, Galveston and New Or
leans, albeit by routes which for each
particular city are more or less in
direct.
Based on comparison Of net oper-
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02
background Of Report

It is with this as background but
not as a substantial Foundation that
the report on the consolidation Of roads
was undertaken. The reason it was
not a sound foundation was because
during the course Of government opcr-
alton historical association and CO.
operation between roads was ruthlcssly
disregarded and banking control being
extremely difficult but not quite so i'm
possible as the railroad administration
would have liked, the whole well-estab-
lished system was stirred up
scrambled there is no better word
for it. The result OF the scrambling
cannot properly be said to be salts
factory foundation.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02

talized, but which. have a low earning
power, and BY com bining the two, level
ing down the high capitalization of the
one and ieveling up the low earning
power of the Other, a condition of
equity will be brought about as be-
tween different systems. No apology
is made in the report to shades Of for
mer Interstate Commerce Commission
cfs, and almost the entire body Of state
commissioners, both living and dead,
FOR line of reasoning that upsets their
ROAD rates was decentralization of
pet theiry that the cause of high rail.
railroad cnulnanins
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02
Proposed Consolidation of Car.
riers in Large Systems Is to
Have Strong Aid Weak

HE Interstate Commerce Commission the railroads
the United States systems
closely general the lines of the the
W Ripley professor of Harvard University PROBES
Ripley grouped the lines The object of this
combine with
whole
investment Professor Ripley applied
the of 1917
ordg the
this of abnormal high only Of Professor
The
the
61S The Louis-an
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02

earned only 1928 per cent.
Together with a summary Of Profess
sor Ripley's table based on investment
in road and equipment and net operat-
ing income in 1917 The Tribune pub
fishes to-day q summary of the out
standing stock and funded debt and
total net operating income for the test
Deriod-that is, for the three years,
i915-16-'17. used by Congress in arriv-
ing at fair rental for the railroads
during the period Of government oper-
alton. The two tables are not directly
comparable, since The Tribune COM
pi!ed its table on the basis Of the
grouping of the Interstate Commerce
Commission, not on the tWenty-one sys-
TENS as outlined by Professor Ripley,
and il is thought that the test period is
q fairer comparison between return and
Investment than the abnormal year
1917.
The map compiled By The Tribune
also is based on the Interstate Com
MERGE Commissions grouping and not
on that of Professor Ripley. The COM
mission gives no reasons for modify
ing the Ripley plan, but as a matter
Of fact the notifications are slight and
! study Of the Ripley plan is in sub
stance a study OF the commission s
plan. While the primary object OF Pro
lessor Ripley's grouping OF roads was
60 make the net operating income Of
each group as nearly equal to per
cent as possible. assuming per cent
rs a fair rate Of return on the invest
ment, he worked under the express pro
vision OF the transportation act which
directs that competition be preserved.
Professor Ripley described his accom-
plishment in this respect as follows:
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02
Preserving Competition

1T will be noted that the Santa Te
and the Southern Pacific, Rock Island
each spits in western Texas. with one
branch running to the gulf and ar
other to the dual base on Chicago
and ST Louis. For two of the remain
ing three western transcontineneal
lines the same thing happens in en-
inverse direction. Both the Union
Pacific and the Burlington Northern
Pacific start ont from Chicago and
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02
Earnings on Investment

athlg income TO investment in road
and equipment, as is shown by the
various companies books, the grouping
even taking the most favorable year in
the history of the roads, has not been
success in obtaining the result de-
sired. For instance. in the five re.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02

Roads
Key to Systems

-
10. i~~-Nsw YORK; Centra, and NIB
sadia<4>s.
~. z,--PennsylvauaA anA snbslAiaRfes.
Me- z--fssz1fmoye X Ohio, Reading
ara New York, Now Haven y Hart
ford.
No. S--ES1e. Dslawa~s 4 Hudson,
Deds~,aSe. J&ekxwannA II Western.
As. S-L~hixh VALLEY. how York. Chi l..
eaEo T. 1T. J<ynis.
No. S--Ferc Marquette. Ann Axbsf.
no. Thew England railroads.
No. S---Enesapeske 4 Ohio and vir~
efniAn-
80. s-~sorfo1k T. Western ara Sub.
sia1aries.
80. h,-ssntbern Railway ana snb-
saclaxfer.
30 tI--itizntie Coast Line, Louis-
7bis n Nashville ana subsidiaries.
no. E-~iiiiaois CentraI, sest,oaxd Air
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-02
Ho'0 Earning Po'cer Of Hypothetical Groups Lines Up
Under the Ripley Plan

Trunk Line Group
tehiis! l'auia system ...............
Hcw York Central system ............
Hait'n'ore & Ohio-Reading system
erie -i1ehigt Valley Wabash system
Lackawanna- Nlcls!e Plate system
Michigan Peninsula Regional Group
Michigan reninSuln system ........
%ew England Group
New England system
Chesapeake Bay Gronn
Siicsapeakc a. Ohio system .....
Norfolk & Wc,tern-NirgisIia system
southeastern Region Other Than Po-
cahontas Region
Southern Raiiwu; system .
Al. Coast Line-Ldnis. & Nash. system
Illinois Central system ........
ScnbNnrd Air Kline system
Florida Cast Coast Railway Company
Western Transcontincnfaj Region
Union Pacific system
burlington svatem
st. faui-Grent Northern system.
Gock isinnd-soutiern Pacific system
SANTA re system ...................
Southwestcrn-GulfK Region
Frisco system
Missouri Pacific system. ..
The Brattleboro daily reformer. (Brattleboro, Vt.) 1913-1955, 1921-01-21
WEST HALIFAX,

Mary Sumner returned to her school
in Valley this week.
Henry Wheeler of Hyde Park, Mass. is
visiting his brother-in-law, l.. w. Sumner
Harry Faulkner is baleing the hay on
the Royal Collins farm for VIII Hall.
Roy Thompson. who has sold his farm
to MIR. Ware has sold his live stock
mostly at private sale.
The shedding is fine. Mr.. Stones teams
are huStling the logs on the Cooke lot
They go to BrattleborO. H.
Miss Mildred Whittemore has returned
from Providence. II. l., where she had
been month with her mother.
Zina Leonard. who has been housed with
grin. is better. Many others in the vii
lage are housed with the disease.
The Thermometer registered 20 degrees
morning. Many water pipes were frozen.
Royal Collins is in town. He will
move back to his farm in the spring from
New Bedford. His many friends will be
pleased to have him return as more such
farmers are needed.
The Brattleboro daily reformer. (Brattleboro, Vt.) 1913-1955, 1921-01-21
FRENCH FREIGHTER
GETS OFF SHOALS
Escapes Dangers of Cape Cod Carrying
With Her Crews of Two Coast
guard Stations.

CHATHAM. Mass. Jan. y. - The
French freishter BacchuS. which was
hung up on BcavSes shoal for several
hours last night after humping three
times over the sand bars that skirt Cape
Cod fioated early today and rounded the
cape ON her voyage from New York to
Portland. Me With her went the entire
crews of two coastguard stations except
the cook. who had been left in charge
The crews went out to the stranded
steamers aid last night and We're
marooned when they lost their surf
boat
The BacchuS tried to thread the shoals
that run out from the eldow of the cape.
She struck first on Handkerchief shoal,
swung there for time. but eventually
worked clear and continued her attempts
20 20 around the point. Later she caught
on another Shoal that held her for an
hour or more and the costguards
launched their boats The wind was
blowing a m9derat. gale from south
west and there was a fairly, stiff sea. In
some manner not clear to c)aStguard
officials ON shore the life boats were
lost after the crews reached the Bac-
chuS. Ii is supposed that the boats We're
thrown together and smashed by the
seas or that the steamer backed off the
shoals on to them.