davidaulloa/AmericanStories huggingface dataset:
Ohio Waisenfreund. [volume] (Pomeroy, O. [Ohio]) 1874-1953, 1940-09-18
Sei9la1e Der 85. Notwithstanding ocs
Gentral= =NeretnS

burd) oie Notwithstanding gebote.
ne @elegenbeit tpabr, 1lnierm 81. Ga-
ter Baplt 8ius oem 3tp0lften bas &C.
Iobnis unlerer finbli6en Sreue oar5ll-
bringen. @ir t,,n bies beuer NIT un
10 eroBerer Singabe uno 2iebe, ba
ibmere 2alten auf ieinen Sdultern
ruben. 8eionbers banfbar iinO mir
be mSl. 8ater fir sic gn5pflifa, oie
er 3llm $50. Sabrestag Scr grri6>
t,,ng ser Sierordie ser Ser. Staaten
an unler 2anb geri6tet bat.
Yapit 9ius ser 3molfte iit ein
Mann bes Srieoens. &or Oem slus=
brll6 bes oegentpartigen &rieges ipor
er unoblaiiig beniibt oieien 5lt per=
bitten, nno als oos l1nbeil oo6 ber=
einbra6, 11nternabm er mlltige Ser
iufe, Oie 9lusbreitllng ln1O 0fetbooen
bes &rieges ein5uidr6nfen. Gr bate
barin feinen Grfolg. Seine 5rieOens=
ftinme puroe iibertont burd ben
9onncr ser &ononen. Son ibrer
Selbltiudt aetrieben, miBadten oie
MeniDen ale tpoblgeneinten @ar=
nltngen uno iperOen riidlibtslos 1lnb
eral1iam; @eredtiefeit uno 2iebe,
Gebte ln6 sSreibeiten tperben fir iie
beoeltl1ngsloie 8orte.
0fit 1lnlern Mitbiirgern freuen mir
11ns oariiber, oaB in oieien id)idials-
id)peren Eaaen Bius Der 3molfte bon
ne,1em @runoiate berfiinoet bat, sic
oe m&atboli3ismus 1,no Dem Mmeri=
fanismus peientli6 eigeniino. slme=
rifaniide Biireer iino bem groBen
@runoprinaip Der 9emofratie eree=
ben, pona6 alle Meniben bon @ott
elei6 eridaffen uno oarum ausgeltat-
tet iino NIT getpiiien natiirliben 9fe6-
ten, 6ie fem Staat uno ielblt feine
Spronnei ibnen ent5ieben fann. 9as
lit itets fatbolii6e 2ebre eepeien.
Eius ser 3tpolfte mies ouf lie nit
belonOerem Naborud bin in ieinem
eriten gtunbihreiben iiber sic Stel>
lung oes Staates in ser mooernen
8elt. 9lue iino 8riioer in @brilto.
$50 nidt Seioe nod Su6e it, nibt
8ei6neioung nod l1nbei6nittener,
nibt 8arbor unb Scptbe, nibt &nebt
1mo 6reier, ionbern @Qes nno in Ml=
lem @briltus" (gol. 3,t1).
BUR Sasung beriammelt, fino mir
yeingeoenf oieier @rltnotpabrbeiten oes
&otboli5ismus uno 9lmerifonismus.
&it Stol5 berfiin6en mir iie bon
neuem elmer @elt, sic Gbrii itus emit
tbront bat; sic 2ebren preoiet, bie
ieelidem iittliden @eies ,pioeritrei=
ten; bie bie alleemeine @iiltieteit oes
notiirliden @eietes leugnet, oas BE-
griinoet lit in @ott, bem onma6tigen
Sdopfer rno 8ater aller, oem b0d=
ften nno abioluten @eieseeber, bem
ollipiiienoen ,,no eeredten &idter al
Ter menidliden Sonolungen.
Scr @ottesbab", fabrt 8oplt
Yins 1T ieinem &unbi6reiben fort,
.llntergrabt jeoe @runblage ser Gitt-
lidfeit, bringt Sic Gimme oes &C.
tpiiiens gum Sdpeieen ooer bdnpft
fie menigitens, - iene Stimme, 6ie
felblt BEN l1nunterri6teten nno i1nai>
biliiierten Stammen iaet, mas gut
unb mas boie, mas erlaubt uno mas
berboten lit, uno iie berIpiiren IGBt,
Ohio Waisenfreund. [volume] (Pomeroy, O. [Ohio]) 1874-1953, 1940-09-18


iden. 8ir ipollen nibts tim, bas
Sic Sadie bes Sriebens beeintrdbtigen
fonnte 8ir tpollen freien @eiites
llno mlttigen Seraens bic Sbeale Ser
@eredtigfeit nno 2iebe fiinoen, auf
oenen ieber Srieoe beruben muB. Mit
1nierm 81. Gater tpollen mir arbei=
ten uno beten, baB, tpenn Ser in GU
ropa miitenoe entieblide &rieg iein
gnoe finbet, ein bauernoer Sriebe al
len 80lfern Ser @roe beidieoen mer-
Sc. slls 9atbolifen 1lno @merifaner
mollen mir eintreten fir sic grbal=
tung Ser @rlnoprin5ipien ser 9emo=
fratie, inoem mir inmitten oes &ricgs=
larmes perfiinoen, baB Ser Menl6
ein &ino @otteS 1no @rbe bes Sim=
mels lit, bob oue 8lutsbriioer bes
grlolers Selu Gbrilti fino, uno bab
alien Sic 9ed)te nnb Sreibeiten 5l1er=
fannt merben miiilen, bie bon oieier
boben meni6li6en @iirbe un5ertrenn=
bar iino. Sn Oem Nelbeioent11m nit
Ieiner 5pnii6en MiBa6tl1ng iebes no.
tiirliben llno iittli6en @elebes erblif=
fen mir ben eroBen Seino driitli6er
&ultur. @ir perben uns nibt IRE
leiten laiien ourd idiuernoe Bbraien,
oie 2eben perbeiBen, aber in 8irf=
lidfeit Saulnis unb 500 in iid ber-
gen.
syriebe
TroB ser Mabnlmgen, 8arnungen
uno 8eidmorungen berniinftiger
Stimmen lit 6ie @elt bon neuem Den
8erbeerungen bes &rieges preisgege-
ben. Miit gte6t iteut unier 81. 8oter,
Der Srieoenspapit, felt: Sic @elt bat
bie Srieoensbotidaft Gbriiti bereei>
ien, Die Stimme Der gernunft mib=
adtet.
@ir fleben 511 @ott, baB 1nier 8olf
ni6t bineingeriiien tperbe in ben
fur6tbaren &f, Ser in europa,
afrifa 11no sliien tpiitet, uno oaB mir
ni6t oen tragiiden SSrrtrm tpieber-
bolen, ser nur ein Meni6enalter au-
riidliegt. llnb mir rufen 5u @ott,
bob Der Sinn Der Weni6en enbli6
[lid bintpenoe at @eltnnungen ser
@ere6tigfeit nno 2iebe, bamit Der 10
iebr eriebnte drilide Sriebe nnter
allen 9eationen nno 8olfern, bie bente
IN @irrtparr uub Streit befangen
iino, tief uno oauernb iid seitalte.
Scr 5rie6e, 0uea >pobren @1if-
fes", erfldrte Baplt Bius oer 3tp0lf=
te, ,,fonn nur in @ott gef,,noen per=
oen." l1no tpeiter: ,,@ebe @ott, bob
iiber oieier @elt - l1nrubig unb er-
regt ipie Elm Wfeer i'm Sturm - Elm
&egenbogen oer &ube, bes Srieoens
nno geoeiblider @intra6t unter Sen
8olfern nno Nationen fid) fpanne." ,"
l1n6 tpenn einltens ser Jrieoe tpie=
oerbergeitellt miro, boffen mir in
briinitig nit 1,nierm I'll. '@oter, oob
oie @runbfor6erunsen zines geredten
nno ebrbaren Srieoens geipobrt per-
ben. 9ieie @runbforoerungen Iino
nad BEN 9arleeungen oes 81. 8aters:
1. Das Gedt au leben: Cine @runo-
foroerung zines ebrbaren uno eered-
ten Sriebens lit bie auf 2eben nno
5reibeit aller Nationen, eroB uno
flein, rnadtis uno fdpad. Ser 2e-
bensniIle elmer Station 0arf ME 6as
Evening star., 1940-12-15

Cummings was the principal speaker
of the evening, and Senator Gal
linger, Representative ODonnell OF
Michigan, ex-Postmaster General
Hatton, Public Printer Palmer and
Hon. Carroll D. Wright were also
among the speakers. Mr.. William
E. Shields, then president OF the
union, introduced the distinguished
gentlemen to the audience as each
rose to speak"
For two weeks following. the fair
was conducted most successfully and
a very substantial sum realized,
which was added to the building
fund Of the union. While the fair
was in progress, a daily paper, Our
Composing Stick, was published, and
this unique feature added not q
little to the popularity OF the enter
prise.
The following committee was in
charge of the fair of Columbia Union
in 1892: John j. Higgins, chairman;
F. H. Padgett, secretary; D. S.
Hussey, J. F. Chipley, Miss Kate A.
Cheatham, Miss Carrie L. White
head, R. w. Summers, L. A. Wisener,
P. J. Haltigan, ]. l.. Tibbetts, w. E.
T. Greenfield, w. A. Mitchell, F. D.
Seiffert. F. M. Richardson, J. w.
Clark, J. M. Test, E. j. Farrell, Ed
ward j. Hall, George H. Proctor,
George W. Rowland, T. A. Tomlin-
son, A. S. Fennell. Edward T. Toner,
R. B. Smythe. j. L. Kennedy. Hon
orary Committee: George w. Coch-
ran, John H. Oberly, George H.
Harries. Editors: A. p. Marston
and George E. Hupert. Business
managers of paper: T. A. Tomlin-
son and j. w. Clark.
An early description of the temple
says that it is a three story and
basement structure, A by 108 feet,
with a fiat front of pressed brick,
richly ornamented with terra Gotta
and copper and literally trimmed
with Hummelstown brownstone. An
easy flight of broad steps leads to
Evening star., 1940-12-15

pie" was suggested by Mr.. z. T.
Jenkins and at the October meet
ing of 1892 the union adopted this
very appropriate appellation for Its
future home.
The site of the temple was prob
ably once occupied by an old build
ing used for church purposes and
into which the advanced grammar
school for boys, taught by Edward A.
Paul, moved In 1878, from the old
Thomson School, on Twelfth street,
between K and l..
There are still several early fam
lilies residing on G street, between
Fourth and Fifth streets, including
William A. Mess, M. D., and B. F.
Prendegast, D. D. S. Older resi-
dents were: Rev. Joseph R. Wheeler,
pastor, Wesley Chapel, Fifth and F
streets; J. w. Mcfarland, Daniel v.
Chisholm, Mrs. Boswell, and around
the corner at tbs Fifth street, still
stands the old three-story frame
house Of Joseph Humphrey Daniel,
who taught vocal music In our public
schools for many years.
In addition to the foregoing, the
following individuals and firms
occupied buildings in the square
a hundred years ago: John Bar
rett. Jerry Dorsey, Thomas Gal
laher, John Ball, John Clark,
artist; Thomas S. Devaughn, grocer:
George Dom, cabinetmaker; H.
Dom, dry goods merchant; Thomas
G. Dom, a well-known magistrate;
P. and T. Donnoghue's soap factory,
William Lord, grocer: George Emer-
lex, shoemaker; John Ennis, butcher;
Mrs E. A. Fairy, Benjamin Frazier,
assistant marketmaster; Zephaniah
McElfresh, carpenter; George Nc
Daniel. shoemaker: B. Giving, Cath
arine Hill, widow; Sarah A. Herbert,
widow; John Cation. grocer; Sophia
Perry, widow, and Philip Hopkins,
tailor.
Prof. Daniel. who was born at
Dover Mills, near Aldie, Loudoun
County, Va, on June 10, 1916, came
to this city before he had reached
Evening star., 1940-12-15

former race track on old Alexanders
Island as its nucleus. In Novem-
ber, 1928, earth from the excava-
tions for the Commerce Depart
ment Building was used to begin
the filling of the marshy area of
Reaches Run, to extend the Wash
ington Airport area. This had been
preceded by smaller fills which had
increased the landing area to about
1900 feet, east and west, by 1,50O
feet north and south.
On June IS, 1928, Washington Air
port became the terminal for a
pioneer airline between Washing
ton and New York. Operated by
United States Air Transport, Inc,
the New York Washington Air Line
used Ryan cabin monoplanes, max
ing one round trip daily. Robert
E. Funkhauser was president of
both the airline and Washington
Airport, with Jack Reiss as pas
senger agent: Howard Norris, as
sistant agent, and Stuart Relss,
Lawrence Pabst and Richard Bran
son as pilots.
Even more important than air
transportation in the early history
of the airport, however, was the
business of sightseeing flights over
Washington. Even the reserve Ry-
an on the New York run was used
for this purpose, and during Mo-
vember, 1928, the 25000th pas
senger was flown over Washington,
under direction of J. E. Boudin, jr.,
former Army pilot and manager OF
the airport.
In the spring of 1929 Atlantic
Seaboard Airways, Inc, was orga-
nized and acquired both the Inter-
national Airways, owner, and Po-
tomac Flying Service, operator, OF
Hoover Field. Later, the Potomac
Flying Service was taken over by
Mount Vernon Anyways, Inc, and E.
w. Robertson, president OF the pur-
chasing company, moved airplanes
up from Hybla Valley, Va, to carry
on sightseeing and charter flying.
Henry Berliner, now president OF
his own aircraft factory here, at that
time was president of the Potomac
Flying Service. He severed his con-
nection with Hoover Field when
Mount Vernon took over and gave
his full time to the Berliner Air
craft Co., which then had factory
at Alexandria, Va.
First in This Section.
In December, 1929, it was decided
to develop Washington Airport as
the first exclusive air transport ter
mina1 in this part of the country
and 100000 was put into construc-
ton of an administration and ter
minal building and the big hangar
which still stands as the principal
hangar and shop building. Wash
ington Airport at that time COM
prised total of 76 acres, some Is
acres of which had been created by
filling of the adjacent swamp, with
80 acres remaining to be filled.
The Washington Air Terminals
Corp, which then operated WASH
ington Airport, also had acquired
ownership Of land between Military
road and the river. adjoining Hoover
Field, and had begun to clear away
the old Arlington Beach amusement
Evening star., 1940-12-15
erected a large and handsome brass
tablet.
The name of Typographical Tenn

| others using the airport protested
the erection of proposed 200-foot
columns on Columbia Island as q
part of the Arlington Bridge devel-
opment, and the plan was aban-
doned.
In June, 1881, the Weather Bu-
reau moved its airways weather sta
ton from Boiling Field to WASH
ington- Hoover Airport, and this was
followed later in the summer by the
transfer of night airmail activities
from Boiling Field to the airport,
which had been equipped with
night-f1ying facilities for the pur-
pose. The transfer of airmail op-
erations by Eastern Air Transport
gave Washington Hoover Airport a
total of 10 scheduled air transport
arrivals and departures daily and
made it one of the Nations busiest
air terminals. The airport swimming
pool and restaurant had been
opened.
Washington Airport was the
scene of a transcontinental air
derby take-of in connection with
the national air races of 1882, and
in preparation for the event over
head wires and cables adjoining the
airport, which had been the subject
of long controversy, were moved
underground. The present Wash
ington Air Derby Association, an
outgrowth of the 1882 race, has
since become one of the country's
most active private flying groups.
Washington weathered it's frs.
serious air transport crisis in July,
1888, when both Washington Air
port and Hoover Field were sold at
public auction, the former on July
II, the latter on August l. It was
averted when the National Aviation
Corp. of New York bid in both fields
and set up the National Airport
Corp. as its operating subsidiary,
with Frank j. Russell as vice pres
ident and Samuel J. Solomon as
general manager and vice president.
An announcement was made that
the two fields would be merged If
Congress would authorize the closing
of Military road between the two
fields. The late Chairman McSwain
of the House Military Affairs Com
mittee introduced bill authorizing
the closing and the battle was on.
Washington Airport became the
operating base for Army Air Corps
airmai service out of Washington in
February, 1894, when the domestic
airmail contracts were Cancelled,
and the seth and 37th Pursuit
Squadrons established temporary
bases there.
While the Military road fight
continued to rage over a period of
several years, Washington Airport
was threatened by a Virginia Dist
rict of Columbia boundary dispute,
which involved the ownership of
two-thirds of the airport area, form
erly within the Reaches Run high
water mark. This dispute, not yet
settled, prevented much needed air
port development work. It also
added to the difficulty of controlling
traffic on the disputed and danger
Gus portion of Military road between
the two halves Of the airport.
In the fall Of 1884 the Goodyear
Evening star., 1940-12-15

Zeppelin Corp. began construction
Of the present airship dock on the
Hoover Field end of the airport. It
has been the base for continuous
operation since by non-rigid air.
ships of the Goodyear fleet, which
have become fixtures in the Wash
ington Skyscape
In 1884, Mr.. Solomon took the bull
by the horns. Without authorize ton
since ne could get none-he erect
ed traffic lights on Military road to
halt automobile traffic while air.
liners were taking off or landing
over roadway or taxing from one
half of the field to the other. A
test of their legality was precipitat-
ed on October when an Army truck
from Fort Meyer, ignoring the lights,
drove through against a stop signal
and narrowly escaped collision with
an airplane. Admitting his lack
of authority, Mr.. Solomon could only
plead for Federal and public CO.
operation in the interest of safety.
During the years between 1890
and 1899 Congress many times con-
sidered requests for the purchase by
the Government of Washington
Airport. In February, 1885, Mr..
Solomon declared that the limit of
private expansion had been reached
because of the boundary and Mill
tary road disputes and offered to
sell the airport to the Government.
No action was taken, but Congress,
at the insistence of Mr.. Solomon,
gave increasing attention to the
need for closing Military road. The
Army engineers had prepared esti-
mates of the cost of developing
Washington Airport and Gravelly
Point, but still Congress delayed.
On July 8, 1885, an airliner, land
ing in a storm, crashed into a
hangar as result of trying to avoid
Military road. The Commerce, War
and Post Office Departments united
in a demand for closing of the road
and the Bureau of Air Commerce
ruled that unless proper safeguards
were applied, it would be forced to
close the airport to airline opera
tions. The matter dragged on into
1886, however, with Congress re-
luctant to act.
Z The War Department washed its
hands of responsibility, and airport
officials, without authority, had Diff
ficulty enforcing traffic regulation.
The Commerce Department laid
down an ultimatum that If traffic
control on Military road were not
maintained it would close the field
by February Is, 1896. The Post
Office Department made prepara-
tions to shift Washington airmail
operations to Baltimore.
Arlington County came out in
opposition to congressional legisla-
ton to close the road, even though
Mr.. Solomon offered the county
$4,000 to construct a substitute
road around the airport. A savage
fight broke out at the Capitol. The
February Is deadline was extended
at the request of Congress and on
March 2 President Roosevelt signed
an emergency bill providing for
Federal policing of Military road,
with q $500 fine or six months inn
prisonment for violations Of the
safety regulations.
Evening star., 1940-12-15
CONTINUED From Fourth Page)

historical significance. 1t long has
ranked as one of the worlds leading
three air terminals in volume OF
actual operations. 1t is the only
airport which has demonstrated
that heavier -than-air and lighter
than-air operations can be handled
safely and successfully operating to-
gether at the same airport and
under the same control.
A brief review of the history of
Washington Airport is singularly
appropriate and fitting on the eve
of it's departure from the Washing
ton scene.
Operations Since 1926.
The history of air transport oper-
ations in Washington and of Wash
ington Airport really goes back to
1926 In that year temporary air
transport service was inaugurated
between Washington and Philadel-
phia in connection with the Phila-
delphia Sesquicentennial celebration.
Less than half of the present Wash
ingon Airport, then known as Hoo
yer Field, was in existence. The
operators erected a small brick ter
minal building on Hoover Field and
a rather irregular schedule was
flown during the summer OF 1926.
In 1927, however, permanent air.
line operations were begun and have
continued since without Interrupt
ton. In that year, Pennsylvania
Airlines, predecessor of the present
great Pennsylvania Central System,
extended operation of its Cleveland
Pittsburgh pioneer airmall line
across the Alleghenies into WASH
ington, with Hoover Field as its
Eastern terminus.
On July 6, 1927, the former aero
nautics Branch of the Commerce De-
partment issued an airways bulletin
formally recognizing Hoover Field as
an airport and describing its loca-
ton and facilities for the benefit OF
all pilots. 1t was listed as an un-
rated commercial field; the owner,
"R. w. Moore, Fairfax, Va; oper-
ator, Potomac Flying Service"
Hoover Field then measured only
1000 by 300 feet and was roughly
rectangular in shape, bounded by
Military road, the Arlington Farm
and the Potomac River, Boundary
Channel not yet having been Gre
ated by filling of Columbia Island.
There were no landing strips or
runways, the surface was sod;
gradient, fiat; knoll at river end;
drainage, natural, good" The OBJ
structions included amusement re-
sort buildings, a fence, and a roller
coaster, on the framework OF which
was mounted the only aid to air
navigation-a simple wind sock.
There was a LOBBY -60-foot hangar
with limited repair facilities, fuel
and oil.
International Airways, Inc, of
MARYLAND, became the owner OF
Hoover Field on November %, 1928,
purchasing the 37h-acre tract for
$500, 900.
In the meantime, however, de-
velopment of Washington Airport,
across Military road from Hoover
Field, had begun In 1927. with .
Evening star., 1940-12-15

resort buildings, including the roller
coaster. This work was completed
early in 1880. BY this time Wash
ington Airport had increased its usa-
BILE landing area to $500 feet by
1900 feet.
Technical work in connection with
construction of the terminal and
improving the airport was placed in
the hands of Albert G. Ober, who
had been in charge of a similar
project in Baltimore, and Capt.
Thomas Carroll, former chief test
pilot of the National Advisory Com
mittee for Aeronautics.
Contracts for construction of the
present terminal building and main
hangar were awarded in January,
1880, and both buildings were ready
for use late in the spring of that
year.
In March, 1880, a joint congress
sional airport commission, headed
by former Senator Hiram Bingham,
Republican, of Connecticut, recon-
mended that Washington Airport
and Hoover Field be acquired by the
Federal Government and developed
as model air treminal for Wash
ington. The recommendation, how
ever, proved nothing more than an
other milestone in the long march
toward model Federal air termi-
nal for the Nations Capital.
On September 13, 1880, Washing
ton Airport and Hoover Field were
combined intos an organization
known as washington Hoover Air
port" through an operating agree
ment virtually amounting to a mer-
ger. Under the agreement virtually
all of the sightseeing flying was
transferred to Washington Airport.
Mr.. Ober continued as operating
head of Washington Airport, with
Jack Rabbit as manager in charge
of traffic maintenance and John S.
Wynne as manager of charter and
sightseeing flying operations on
the two fields. j. Earl Steinhauer
continued in charge of maintenance
and repairs.
Crowder Transfer.
M. A. Crowder, the only one of
the Washington Airport pioneers
still remaining on duty there, was
In charge of Office and personnel ad-
ministration. Mac" Crowder later
Joined Pennsylvania Airlines as local
traffic manager and now is local sta
ton manager for Pennsylvania Gen.
tral Airlines.
The agreement of September, 1910,
resulted in a merger Of sightseeing
operations, which during the two
preceding years had resulted in the
hopping" of 72,000 passengers over
Washington-a world record for this
type of business.
December, 1880, marked the de-
parture of Mr.. Funkhauser from
the local airport picture.
BY the spring of 1881 Washington
Airport was beginning to have an
influence OH zoning and city plan
ming in that: area. The pioneer Lud-
ington Lines, which startled the
aviation world by inaugurating serv-
ice every hour on the hour" be-
tween Washington and New York,
had replaced the old New York
Washington service. Its pilots and