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About The Omaha morning bee. (Omaha [Neb.]) 1922-1927 | View Entire Issue (June 29, 1923)
Tae Morning Bee MORNIN C—e V e N 1 n g—s uwday _THE m;l: Plm.ISHl.Mi CO.. Publisher,.. MEMBER OF THE ASSOCIATED PRESS T1** Associated Press, of which The Ilea is a member. Is exclusHehr entitled to the urh for rcpuhiication of all news dispatches credited to it <*r not otherwise credited in this paper, and also the local news published herein. All righti of repubiications of our special dispatches are aisa rfseired. ~ BEE TELEPHONES Private Branch Exchange. Ask for the Department AT lanlic or Person Wantedr For Night Call# After 10 P. M.: in(ln Editorial Department. AT lontie 1021 or 1042. luuu OFFICES Main Office—17th end Farnam Co. Bluffs - - - 16 Scott St. So. Side, N. W. Cor. 24th and N New York—-286 Fifth Avenue Washington - 422 Star Bldg. Chicago - - 1720 Steger Bldg. AMONG THE MOUNTAINS. "Slave to no sect, who takes no private road. But looks through nature up to nature's God." In that verse Alexander Pope expressed one of the strongest of all man’s impulses. To get out into the open, away from the haunts of life’s sordid elements, to stand amid the glories of creation, breathing the free air, is to renew inspiration and stimulate aspiration. Man has ever sought the wilderness when in need of rest. What wonder then that President Harding found in Zion National park something he had missed elsewhere? Washington is a beautiful city. Not only has man there achieved some of his greatest triumphs, in piling stone on stone, in carving monuments and erecting memorials, but nature has surrounded the capital with most lavish adornment. The sweep of the Virginia and Maryland hills around the city, the great river that rolls at its feet, ravines of rare beauty and a majesty of landscape that is rarely equaled, give to Washington peculiar attractive ness. Yet, with all its magnificent distances and open spaces, it is a city, a hive of human activity, and through its corridors and thoroughfares swirl tides of life, of politics and statecraft that swell high above those other movements of social com munication and completely dominate the existence of all. And the president is the very center of this maelstrom of world tumult. Contrast this with the solemn quietude of a vast region in the center of a great mountain range, where nature has been the only disturber and man is but a mystified, bewildered beholder! Peaks that pierce the sky, canyon walls that shut in the passer by as by a veil of granite from other surroundings; overhead the blue dome of heaven unsullied by cloud or vapor, around the vegetation of the alpine heights, at this season in all its vernal splendor showing the loveliest of colorings, and pure air so invigorating as to excel any wine that ever spar kled—all of this is what the president found in the great mountain park he visited on Wednesday. Zion park is but one of many the government has provided for its people in the mountains of the land. The thought is and always has been to make these places easy of access and perfect of pleasure to the public, Mr. Harding either as president or as a citizen finds in the great park respite from cares that beset and worries that annoy, ami comes out feeling better, thinking clearer, and more reso lute for the work of life, because he has commufted with nature in her visible forms. ___ ^ THE HEART OF A FATHER. No one has ever striven to express the emotions of a father as his daughter embarks on a business career of her own. Yet all over the country this modernized version of “Breaking Home Ties” is being enacted. Thousands of young women, some jbft'mit of high school, others with a fresh college degree packed away in their trunk are seeking an entry into the world of self-support. Like enough there is little discussion of their plans around the fam:ly table. Very often it is felt that father would not understand or approve, and it is not until the job is sought and found that he is admitted into the secret. Father is the most old-fashioned of all the mem bers of the family. Even grandmother may have absorbed a considerable amount of young ideas, en vying the opportunity of modern girls for economic independence. But the man of the household likes to feel that his position is that of breadwinner. Sometimes he grumbles at the expense of maintain ing the home, and he may even balk at some of the purchases proposed by mother and the girls. A good many men can not understand •why their daughter* are not content to sit at home like old fashioned ladies instead of going out into the work aday world. Some of them are worried at what •their friendH will think of them when it becomes known that their girls art' bringing home a pay en velope every Saturday night. There is, however, very little snobbishness among the entirely self-possessed younger generation. Shabby gentility has no attraction for them, nor, in many cases, has a life of idle luxury. They claim the right in common with men to test their wings 'n commercial flight. Against this combination of dreams and de .ermination, father is helpless. Better than they he knows the struggles and disappointments that lay in wait. No one realizes with what anxiety he watches their progress, how caper he is to pro-/ tect them. No one knows with what strange and conflicting emotions he views their success, nor how he feels on the day that he discovers that one of his daughters actually knows as much about business ns he. She, once his baby, once a tiny slip of a girl who ran to meet him as he came from the car at the close of his day’s work, she the trusted and al most indispensable fixtu/e in a great office! How '. ever modern a man may be in his general makeup, he is inclined to he old-fashioned in the-bosom of bis family. BECAUSE THE WOMEN GOT MAD. By the time the canning season opened the sugar profiteers expected to have pushed their product up to 20 cents a pound. Instead of which it is selling at about half that price. Never before has there been such a victory for the housewives. By refusing to hoard sugar in an ticipation of the higher prices which they would have caused by that very act, they skimped and scraped, bought from hand to mouth only as they needed it, and railed a halt on one of the most outrageous commercial raids that was ever planned. The sugar market is groggy. Day by day fu tures have been slipping downward. Immense stocks lie in the warehouses, stored there in an ticipation of a feverish demand that never came. Arthur Warner, president of one of the great 'Cuban companies, returns from a visit, to the planta tions with the frank conviction that the American housewives will not have to be worried in future years about their sugar supply or he unduly excited by threats of a shortage. Not in the future, noi piow. If sugar prices can’t find the energy to rise in the midst of the preserving n n-on, it may be assumed that the women have broken the bark of tin ^conspiracy. When the women folks get mad, t’s time for -omc om to duck. ( * . ENDURANCE IN THE AIR. When the first antediluvian man pushed his log away from the bank of the primeval stream, and found he could navigate, one of the problems of transportation was solved. Whether it be the canoe that succeeded the log, or the Leviathan, just in from winning all honors as a seagoing craft, one condition has controlled action at all times. That is the power plant. A canoe will run as long as a man can paddle it; a steamship will go until the fuel that supplies the power gives out. An airplane can stay aloft until ;t runs out of gasoline or oil, or uses up its motor. How* long this wiH take is about to be set tled by some army flyers out in California. They propose to go aloft and stay there until their en gines will no longer operate. One thing must be attended to in order to make the experiment a suc cess, and that is to provide a constant supply of fuel and oil for power. About the time of the Spanish-American war the question of coaling ships at sea was carefully studied by naval men, as the radius of action of a warship depended upon the amount of coal its bunkers would bold and the number of tons its boilers ate up each day under normal usage. Moving this question along to the airplane, we find the same sort/ of solution adopted. The flyers will be supplied with gasoline, oil, water, food and whatever else they may need from time to time by other airships flying for that purpose. Flatly stated, the problem does not seem diffi cult, but in practice it is not so easy. Tests have been made that warrant belief that the worst obsta cles have been overcome, and that the trial will be a success. Just what will be settled beyoqd the durability of the engine is not so cleaf, but some good comes from any of these tests, for the art of flying has not progressed so far that nothing can be learned from experience. Any knowledge so gained is worth while to the air service, and may be adopted for general use. If this is carried through along ■ lines that are capable of being applied to the air mail, for example, it may be possible to have the nonstop flight between New York and San Francisco within a short time. Other vistas open down which we might project the future of flying. The out come of the trial will be of interest to all who are watching the development x>f aviation, which is not yet entirely obt of the realm of the marvelous. PUSHING NEBRASKA^RRIGATION Some reason exists to regret the fact that not all the congressmen who went to Alaska found time to visit the scene of the supplemental irrigation project in central Nebraska on their way home. Eight of the party, however, did look over the ground, and these will be able to inform the next session of the merits of the proposed plan to utilize the waters of the Platte river as an adjunct to the rainfall over a very fertile section of the state. Buffalo, Kearney, Phelps and Adams counties are deeply concerned in the movement, which is to bring water that n(Tw goes to waste in the Platte and put it to use on acres that frequently need more than the rainfall provides in the way of water to bring forth their yield. Surveys have been made, and the project is in every way practical. Assistant Secre tary of Agriculture Davis has reviewed the location and the plans, and given his approval to the proposal. Further inquiry ought not to he necessary, and Nebraska members of congress should find little dif ficulty in getting the needed support at Washington next winter. Supplemental irrigation is not a novelty, and its benefits are beyond question. Anything that will increase the yield of the soil is good for human ity, and particularly so for Nebraska, which is des tined to continue one of the great food producing regions of the world. Making more certain the seturn gives the farmer an advantage, too, and land where a steady, depend able supply of water is available is the more valuable hecuse of that fact. Everything is in favor of the plan the congressmen took time, to look into, and the digging of the big ditch ought to go ahead without much delay. BALANCE OF THE FARM • A report from the State College of Agriculture at Lincoln, regarding the progress being made by the hens engaged in an egg-laying contest there, serves to emphasize the steady development of what once was but a side issue in farm operations. These hens are gathered from all over the United States, and have been under observation for seven months. At present the leading group is a flock of ten from Ohio, who have achieved 1,144 eggs between them in seven months. An average of 9'■* dozen eggs for the seven months entitles these hens to respect. At the same time the college reports that 99 per cent of the farms in Nebraska find their incomes in creased by returns from the poultry yard. The business o/ raising poultry shows an actual in crease of 28 per cent in the last ten years. Now and then somebody rises to complain that farmers must turn to such resources if they wish to exist. Such an assertion fails to take into nccount the general course of progress. In the meat packing in dustry, nearly allied to the farm, by-products afford such profits as permits higher prices for meat on the hoof and lower for meat on the retail butcher’s block. All industry is organized nowadays on the basis of getting some return for everything"that ran be produced. So the- farm should also have its chicken coop as well as its corn-cribs, its milk pan* as well its threshing machines. Well balanced agriculture de mands that all sources of revenue be handled with the same degree of care, for it is the sum of all rather than of a few of the activities on the farm that, 'make the balance on the ledger. Homespun Verse —|{y Omulm's Own I’net— , Robert Worthington Davie SUCH A BOTHER. Kui'li n bother! Hut she loves them. There Is Kindness In her slab. Shi will thunk thorn for tlie burdens they have Riven by and by. She win Rare with animation In tlmwrernlnlaeent while, And ieeall the present sorrow with a mother's tender smile. She will comit hoi preelou* treasures when Hie dear ones disliinl room, She will lift them up and kiss them In her memories of home. And lielndd them with enjoyment when he dn.im* of then* id Jdny. She will diol i i Ri ei their i M|irr* In the faded Yesterday. When her fine linn lost Its lienuty. and her hnlr Is snowy white Tin y, will honor her with kindness in her truly deep dollRht. They will ri'Ooinpi'iiHe lhell mother for li*r fallhfulness divine, I \ nil tin'll* mother i* a wotiinii uuile the >nnn yoms and mine I Clash of Opinion on Rail Cdnsolidation Against Railroad Consolidation. Omaha.—To the Kditor of The Omaha lice; I want to congratulate you upon your editorial June 23. pointing out where President Harding is wrong in advocating consolidation of railroads, it is a very courageous thing for a leading republican 'news paper to take issue with the president on an important matter of national policy, it Is equally necessary that it be done in this case, and 1 recommend you for your patriotism and good sense in doing so. The trouble with the president is that he is poorly advised. Ills speech at Kansas ('tty last week was admir able in’ pointing out the great Im portance of transportation, especially rail transportation, to the development and welfare of this country, and the necessity of maintaining strong, ef ficient, prosperous transportation sys tems under rates which will not iin ixise an .undue burden upon the com merce of Ihe country. The presi dent's condemnation of government ownership us an evil which must lie avoided, if possible, will tie endorsed by every practical student of trans portation affairs. The point where the president falls into error is in as suming that consolidation of railroads of the country into a few large sys tems would result in economies of operation and lower rates In the pub lic, or that consolidated railroad sys tems would be able to prosper under competitive railroad systems. There is no foundation in fact for any such assumption. The evidence is ail to Ihe contrary. The Interstate (Com merce commission has been holding hearings throughout the country .for some months on the subject prepara tory to issuing a plan for voluntary railroad consolidation as provided in file present transportation act. Promi nent railroad executives from all over the country have testified, as well as many representatives of shippers and public bodies. There Is scarcely iv shred of evidence In the many thou sand pages of testimony presented claiming any substantial economies in operation would result from consolida tion. Most of the railroad executives testified that they can not see how any economies would result. J,et me quote, for example. Judge Lovett, chairman of the board of directors of the Union Pacific system; "1 believe entirely too much is ex pected by some of our statesmen, and in some quarters of public opinion, from the commission's work and the effect of the transportation act of 1320 wit‘h respect to these consolidations. If a plan for the consolidation of the railroad properties of the continental United States Into a limited number of systems is adopted, it will not, in my opinion, aid very much in solving the railroad problem. It will not re duce the cost of transportation, or in crease the traffic It will not affect wages or the price of rails nr rolling stock, or coal, or other materials and supplies, or reduce the taxes, and It will not help the credit of the raironds as a whole; and W'e shall still have 'strong" and 'weak' railroads. Kven if all the systems to lie created by the commission's plan were given an even start (which is impossible) they will not remain even. Tor some will succeed while others will fall. And then- is tin- very great danger of permanently welding together incom patible and inherently different prop erties and dislocating trade centers and traffic routes and relationships, which with Ihe greatest care, cannot all now be foreseen in a situation so vast and complex. \ on might save a dollar here and there—you might save money in ad vertising and in some other ways, hut m judgment iv that cm the general average, by which you must state this, where you might save s«*me par ticular expenditure* he-e and there, the net result of jt would be that on the whole you could not save, because you have lieett subjected to other ex penses m place of them. There would be some saving perhaps in certain in stances. but there would also lx* ex travagance and «-x|*nditure* of other kinds that are not made now; waste, perhaps. Take systems of 2.000 miles and upward, ns they are o(»erated to day. You have got to have an organ iz.itIon to operate that much railroad. >••11 have g*»f to have men on the ground, and I don't think there would be much saving that wax As far as f«*ncern* small line* that are absorbed and are operated merely ns branch lilies, you could Save the expense of ih* ir organization, the tn»*sf uf it. Ftut on tin other hand, your scale of wages would at once become stand aril, and you would Incur a great many expense* that the short line ow'Ypt avoids todn\ 1 know' that of my own experience both on the 1'nion Pacific and the Southern Pacific, which extends oxer a great many years. 1 have never known an instance where wo took up a short line when the expenses did not Increase instead <>f dfcr<-.i-< \erv materially. | do know that the management of a great big system c»f railroads Involves ex P« nsc* of«en that with a small fnsig nifk-ant line can be avoided hy the in dividual owner of that line. There has never been an exception to U within my observation. ■b to. inmroving the credit of the railroads, I don’t see «nv other effect than the improvement ..f the credit «»f some of the existing roads and the Impairtnrnt of the credit of others. It is my Judgment that no benefit will he derived by the shipping public from consolidations." The rniddlew o*1 objects to railroad ‘Hivolidatlon* for the following r«vi sons, among others: 11 t’oinprtillon between railroad* j would i„. largely reduced or clirninti. I ted. We believe that only through! competition can we obtain maximum! “f service at lowest possible rster. 1 •' All of the western railroads would terminate at I'hhngo and St Louis. 1’here would be no important markets or railroad centers md points of intci(hang* other than fhost cities. Itaf.s would naturally favor tin long haul traffic to and from those centers at tin expense of all the r»**t ,,f tin* icountry. Industry and trnffU would 'congest at those points Omaha and other Western ranters would be merely wav st at long on the lint bll Loc?il Interests of flu* west w o.i f I* largely tost sight of In great Im personal transcontinental with their headquarters at t'hieago. Shippers desiring service ov rat#- ad justments could not expect to receive much consideration nt the hands or **ucli hugs distant railroad urgnnisa t ions. Hi Existing channels of trade and commerce would be disrupted The markets of tin .intddlcwiM. such ns • Unahn. wen* built up b«. no . cnmpc Hm.ui of rn!Iro:i.I ■ terminal Ini: tt tin* western centers for traffic It Is do sirs hie to western producers, ns well as to wcHtern thnrkrt*. that these market cities should be developed l'lwler the consolidation plan, rail iMj.ds wood sock tin long bant and w.ipld no longer b. ini«|tnlod pi building up western market* and would prof, r to see the freight hauled through I*. <*hbugo and Sf Loots and fn.m i 'hi. ir.. and Ft I .mils in the eonsiniH t lid Tile conHolidal ion plan. * pm po*vd b\ (In Interstate Commerce j Defends Kail (utiaolidalion. Fremont, Neb.—To the Kditor of Thn Omaha ilge: 1 have Just finished reading President ilardlng's address at Kansas City covering the railroad problem, ami your editorial comment on same, and wish to express my sur prise at the substitute you ofTei— ■‘competition”—fur the president’s well defined program. A substitute you know you cannot have, unless the regulatory powers of the Interstate Commerce commission are wrecked— a substitute the business interests and the public do not want. Figuratively speaking. President Harding seated himself In the midst of the whole citizenship of our coun try and without oratorical flourish or the utterance of a single meaning less platitude, but In clear, concise lan guage outlined a certain definite plan for restoring the railroads of the country to a sound, safe and service able basis. \The plan unfolded by the president not only expressed his personal con clusions, but without doubt wqpe the Conclusions reached by Senator Cum mins i and other able advisors—men who are intimately acquainted with this most delicate. Intricate problem and who thoroughly appreciate the great difficulty in reaching a just and equitable solution of same. Just and equitable to the owners of the prop erty—to the employes and to the pub lic. The plan Is not wholly experimental, as stated by the president, as it has Itecn put into successful operation re cently in Croat Hritain. It is--con structive ami in keeping with the best business methods—seeking by reor ganization and consolidation to cut down overhead expense, eliminate use less waste in unnecessary manage ment and sui>ervleion—building up the weak and unprofitable line* by mak ing them feeders to the strong—with the ultimate end in view of returning a fair revenue to the owners, reduced rates to the shipper* and satisfactory service to the public—all of which must be realized before a real genuine prosperity can come to our people. It was a master mind ably present ing a well considered plan to remedy a serious condition. Now what have you offered as a substitute for the president's plan? "Competitive” rate outtting with all Its demoralizing ef fects ^tn business men and communi ties, and with Its downrigly favorit ism. It seems almost Incredible that, with the history of the positively criminal orgies of rate cutting in dulged by railroad companies still fresh In our minds, that any sane roan would even suggest a. return to those unprofitable, unscrupulous and uneconomic methods in handling the great commercial product* of our country. You say *he west is against the principle of consolidation—that the vest speaks a different language from the east. Surely there Is no difference in the language of the east, west, south or north when it comes to the question of placing railroad properties, railroad rates and railroad service on a sound, stable and serviceable basis. The language ringing In your ear*. «hicli you mistake for the language of the people of the west, is the lan guage of class legislation and political expediency. It Is the language of the great world war patriot (?) I-a Fob I-Its. and the language of that wild eyed political Moses from Iowa — Crook hart—whose unholy prejudices and personal ambitions Totally unfit them front holding jiosltions of higli honor and lawmaking responsibility, and whose half-baked theories if translated into law would utterly swamp transportation lines, bring dis aster and bankruptcy to business and want and suffering to the people. Reorganizing otir great railroad sys tems must be done by statesmen who arc friends of the roads friends of business, friends of the people. This work must not he performed Ky theor i«t«. radicals, opportunists, ttwUp with axe* to grind or hobbies to exploit. It is quite true that the Rsch t'um mlns transportation act has not ac ccmplished all its advocate* hoped for. and most probable the reason why the law lias not liren more effecti-,e is hero use mandatory power* were not Incorporated Into it The framers of the law were led to bellsve. and indeed had a perfect right to exited, that lallrnad management and railroad cm |ilo> ea would he sufib^ently law abiding ami patriotic enough to obey Kith the letter and spirit of a law that would enacted In the Inteicst „f Kith, without a gaol sentence attached for disobedience. Rut becauae the law has not cured all the evils and Inequalities of the railroad situation Is no excuse for the Violent, unreasonable and demagogic tnlsrepi esc n tat ions Indulged in by sen ;-1 commission. would leave a lot ..f stub end" railroads without any j friend!* conn* - Hons or means of self support. If. for example, the !*n n !*h* Iflc and Chicago A- Northwestern railroads w*r* consolidated. forming one great system from Chicago to tin Pacitie c't'uist. what would happen to the lincv of ti>e Chicago, Milw mkee A St Paul. Ualvish. Illinoia Central and Chicago (treat Western. running l*c. tween Chicago and Omaha, w hleh nm«! be interchange traffic with t h«* I nlon Pacific, or else degenerate lnt*v mere local lines without any through traffic, with consequent de terioration of service that they are fibl*‘ to render the communities along their lines'* Obviously, consolidation* would mean tin drying up of railroad service on certain through lino* to Ihe e. ru ral prejudice of the public and tin* undue advantage of the few re m lining through lines. • »b It his not been shown that aicc e. Monties iti operation of railroad** would result from consolidation The probabilities are that the cost of trane poitation would lie higher than ever. President Harding pointed out in hi- midiess that if the consolidation ai lieme wen- tried and priced to he a failure there would T»e only one further step to take and that is cov eminent ownership and operation 11c admits, and w »• all realize that gov. eminent operation would Ik* a dis 1-dtT There l* no reason -wbv we hIu uld invite such n result, T.ct the i dlmads alop. and they will work out their own destinies ns individual ecru petitive systems to the far great* 1 "Ivjtnfage of the public than wont* result from any general scheme of consolidation. 8HIPPKI* N ET AVERAGE CIRCULATION for MAY, 1923, of THE OMAHA BEE Daily.76,181 Sunday. 80,206 Dog* not {nrlu'l* returna. left o\rr« M»nipl*a or paper* » polled in printing end Include* no iperiil I *al«* B. BRF.WF.R, Gen Mgr V. A. BRIDGE, Cir. M(r .Subscribed and morn to btlnii in* ? tbta ^«i •! .iiinr |Ml W H QUIVKY. j (SmI) Notary Public I I — Daily Prayer | liis faith 1* counted for rlgbteounnea*. — Horn. 4 i>. Almighty Father, Shepherd and Bishop of our souls, lift upon u« the Light of Thy countenance. We thank Thee that it is possible for us to ap proach the unveiled mercy seat. We come not in our own name, nor do wo plead any merit in ourselves. Our hope is in Christ. Thy beloved Son. crufied for u». II* bore our sins in H1s own body on the tree, and by His stripes we arc healed. Let Thy benediction rest upon this family cir cle. Help us to keep the lire of grati tude and devotion burning on Thine altar. Give us grace to overcome evil in the day of temptation. Give us courage in the hour of adversity, and humility in prosperity. Help us |to live as In Thy sight; doing Thy will with alacrity and cheerfulness. Give wisdom and Integrity of piArgme, we pray Thee, to all those in author Ity over us, that in the administra tion of public affairs they may "do Justly, and love mercy." We invoke Thy special blessing upon the house hold under this roof, that we may not disappoint Thy gracious will concern ing us. Bestow Thy heavenly grace upon father, mother and children, so that we may be worthy to have a place in the Great Family of God, which shall, by and by, enter upon their eternal Inheritance. Thanks to Thee for victory through our Lord Jesus Christ. Amen and amen. THOMAS F DORVOt.ASF.R, D. D. Chicago III. atorial, representative and governor ship candidates, and hv certain news papers (not personal) who consistently, persistently and most naturally cater to the fault-finding, vacillating, irre sponsible but ever noisy minority. Hut why talk of ''competition" when you can’t have it without scrapping the regulatory powers in which the Interstate Commerce commission is clothed? I am sure railway manage ment does not want to return to a competitive rate cutting war, com mercial and shipping interests do not want it, and the people do not want it. What every interest in our land is demanding are fair, reasonable rates, stable and impartial rates, and satisfactory service. Railroad rate cutting "competition" is not the lan guage of the west. Perhaps your rather .vague prophecy that the Ksch-<'umrnins law will l>e wiped off the statute liooks and that the consolidation of railway lines into groups, suggested by the president, wii; be rejected by the incoming con gress may come true, but Jet me sug gest that such action will not furnish the first example of well thought out workable plans, prepared by mature minds, revering much needed legisla tion l»eing sidetracked by a combina tion of blind partisans, opinionated theorists and Irresponsible radicals and demagogues. It is not impossible that unless the sane, thoughtful and responsible fiti* senship of the country demand of the next congress a sensible, constructive plan of governing the railroad prop erties. based upon common sense and business principles, that the Plumb plan of railway ownership and oj*»r ation may be our next bitter experi ence. leaving to us only that rather unsatisfactory consolation. “Whom the Lord loveth. He chaste neth— blessed be the name of the Lord " C. D. MARR. Conscript Everything. tt iien human life is rornn»and*-ered, and human bodies conscripted, prop erty can not remain beyond the reach 1 of the government. The principle as laid down by the president is the only fair policy which can he pursued un der conscription, if one man is sent into the army at 130 a month, those remaining at home should only he paid proportionated —Davenport flu ) Times. * i Kdtvard R---water was a •‘sound money' republican In 1 s9fi. before t he Si l.ouia convention put th*- word gold" In the republican platform, lie hate on monetary grlence ran h'gh In thore day*. and It is interesting to note that Mr. Rosewater aaw In the poMtnl Having* bank, of which h*- wa» an early and consistent advocate :t pos.s Me solution for the silver question. Hia plan included giv ing the common people a chance to fi nance their own government. It ts embodied in this editorial, which v.aa printed on May 22, 3k9*»; “ENLARGED 1 SE OF SILVER.** “When the self-styled friends of sil ver stop chasing rainbows and butting their heads against solid walls they will have the hearty co-operation of sound money men m any effort to promote the enlarged use of silver in our monetary system. At the present time los than Gb.00(1,000 silver dol lars are in active circulation, while more than 400,000,000 of the silver dol lars coined since JH7S are buried in the vaults of the national treasury and banks. All efforts to place these sil ver coins In circulation have been abortive, because paper dollars whb-h serve the same purpose arc- preferred as pocket money, in order to give the silver dollars more general circu lation all paper currency and all gold coins below *10 will have to be called in by the treasury and permanently withdrawn. This would by no means be a great hardship. In England the 5-pound note, equal to $25, is the smallest batik bill used as a money medium, fn France bilb of 25 francs, equal to $5, are the smallest denomina tion of paper money, and in Germany 25-mark bills, equal to a fraction less than *5, are the smallest hank notes. “Another and a much more effective measure for enlarging the scope of silver in our monetary system would be the postal savings bank. These in stitutions would, even If limited to a deposit of $50 per capita, become the repository of the surplus earnings of American wage workers, who would not only l»e content with a very low rate of Interest, but would find nu fault with silver repayments, so long as the parity of the metals was main tained and the silver dollar would re tain equal purchasing power with the gold dollar. The limited |>o*tal sav-l Abe Marlin \0lLtTocK\ Don’t rock th’ boat or hug th’ driver, an’ don’t cross th’ street un less it’s absolutely unavoidable. Th’ feller that attempts suicide with a razor an’ fails would fail at any thing. (Copyright Ings bank would. moreover, enable the governmetit t»» borrow direct from the common people, instead of depending for loans upon large capitalists, and the common people would ne' er com bine to drain the treasury of its zolds On the contrary, the common people would sustain tin- credit ‘if the gov eminent in time of panic, because their faith in the solvency of the gov ernment could not Is- shaken by Klack Fridays, wars or rumors of wars » ‘ Hut the spurious friends of silver do init. appear to care so much about an increased demand for silver as they do for the political effect of agitation in favor of free and unlimited coinage at 15 to 1. which they know to be ut terly impossible under existing condi tions." Hi Domestic Issues First. K President Hardings coming trip to Ti Alaska gives practical emphasis to h s recent assertion that domestic prob lems are of chief < oncern. We ar« more interested in making homes for people in the valley of tite Yukon than we are in settling disputes in 'tic valley of the Kuhr.—New Castle (Ind.i Courier. X_T AYE The Omaha Morning Bee or The Evening Bee mailed to you ! when on your vacation. Phone AT lantic 1000, Circulation Department. Anthracite *20™ All Sizes—No Slate—No Dust This Month Only OYER LUMBER Kuran COAL CO. Chicago & North Western System C. & N. W. Ry. c., St P., M. & O. Ry Facts Relating to Railroads RAILWAYS—A NATIONAL ASSET: The United Stales is the wealthiest nation in the world today. It contains 5 4-10G of the land area of the world: S 1-10', of the population of the world and 36r, of the railways of the world, or 259,5s>5 miles. The railways are one of the nation's greatest assets. I hey provide transportation, which is the basis of commerce and the means whereby exchange of products is accomplished. For each person in the United State- in 1900 there was transported 8 tons of freight. For each person in 1920, 12 tons. The increasing cost of living is really the cost of better livinjr. VALUE OF TRANSPORTATION: Transportation is the measure of civilization. History confirms this statement. Production without transportation must be very limited, and if so limitrd would have greatly retarded the progress of civilization. Transportation increases the worth of all property it serves Property values are largely determined by the ahility of the property to produce and the owner's opportunity to dispose of the products at a profit. The value of all farm property in the United States increased from twenty and one-half billion dollars in the year 1900 to seventy-eight billion dollars in the year 1920. and the value of all farm products, at the same time, increased from five’hillion dollars to twenty billion dollars. This is due in part to adequate transportation. INCREASE OF MANUFACTURES: ProiHiction is the measure of huyian efficiency and human progress. There is no limit to the amount of wealth that may be created except the limitation of production. The pur, hasing po\»er <>f an individual community or nation li< s in its p,,u,r of production Manu factured products in the United States increased from a value of eleven and one-hsif hillion dollars in the year 1899 to sixty-two and on, half billion dollars in the year 1919. Transportation contributed substantially to this development b\ affording an easy methoo of exchange. PROGRESS OF UNITED STATES: 1 he total wealth of the United State* has increased in the twenty-year period, from 190<' to 1920, two hundred ninety-five per cent. During the same period farm values in the Unite,I States ha,,' increased two hundred eighty-,me per cent. Investment* in manufac turing industries have increased three hundred ninety-eight per cent. Invest met ts in railroads in the United States ha,e increased ninety-three per cent. The expanding commerce of the count ry requires an expansion of railroad facile ie* and equipment. It is clear that railroad development has not kept pace with the growing commerce. A new era of expansion i« necessary. ADEQUATE RETURNS: The railroads in the United States in creased their investment in locomotives, cars, yards, terminals and other railway property, in the ten years ended Dec, mber 31, 1922. by more than five billion four hundred million dollar-. The income they received in the year 1922 was eleven million dollars less than in the xoar 1913, b, oig a smaller income from a sub stantinllv increased investment. ln,e»tors cannot prudently place their money in an industry which does not yield a reasonable rate of interest ' An expanding commerce requires continued investment. It is clear that investments in railroads in the United States n\n<t be made more attractive and secure. REASONABLE RATES: Railroad rates to he just and reasonable must, among other things, be sufficient to meet the cost of wages, mate rial* and fuel, taxes and the mtere-t on capital. No one expects a person to -ell his wares at leas than cost and nil agree to a f»ir margin for the u>e of capital. The railroads should receive the same consideration, order to render efficient senior, which is always our purpose i President