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About Omaha daily bee. (Omaha [Neb.]) 187?-1922 | View Entire Issue (July 27, 1921)
JL ) THE BEE: OMAHA, WEDNESDAY, JULY 27, 1921. The Omaha Bee DAILV (MORNING) EVENING SUNDAY THE BEE PUULISIirNG COM PANT NELSON B. UPDIKE, Publisher. . MEMBER OF THE ASSOCIATED PRESS Tfc Aaeoeietiie rrwt. M wblcb The Haa u mambar. ttliiaiwlr eniitltd o Uia un tor tmbllnailon of all dlapatenae radltad lo II or ant nthrrwlaa Miltd In Ihla rir. and aleo the Inral ne publiMiad rmrnin. AU nsnti of subl'cetlua ol our aveelel niaiMitoiiM are an BEE TELEPHONES i'Kral Branca Bxeaama. lot AT lantif 1 Ofafl lha lxnmjiKi.l n I'utnn Wantad. SWIMS IWU Far Nlfhl Calla Altar 10 o. m l tdltorlal Department - AT lull ot 1041 OFFICES OF THE BEE alun nrflHii 17th aud Paraara -CounoU Bluffa 1J Scott at ' South lid. 4 Boata MM a Out-af-Towa Office! No Tort IW riltb An. Waninton 1911 G It Chloasa tatar Bite Taria. Franoa. M Bui It. Honor, The Bee 8 Platform 1. Naw Union Passenger Station.' 2. Continued improveraeat of the N braska Highways, including tho pave ment of Main Thoroughfares leading into Omaha with a Brick Surface. 3. A short, low-rate Waterway from the Corn Belt to the Atlantic Ocean. 4. Home Rule Charter for Omaha, with City Manager form of Government. Settling With the Railroads. Should congress determine to give the War Finance corporation the authority asked by the president on its behalf, and thus make possible funding of the debt owed the government by the roads, and the conversion of a portion of this issue into cash to pay the government's obligation to the railroads, another step will have been taken towards unwinding the tangle that began .on January 1, 1918, when the roads passed into government control. It will be a most generous step, too, but taken in order that the railroads, apparently unable to help themselves, may be assisted back to a state of Usefulness. It is unnecessary here to go into the book keeping ramifications by which the composi tion between the government and the railroads is approached. What is of interest is that the settlement has been reached, and that, instead of making one hand wash the other, it h?s been agreed that the amount due the government is to stand over, while that owed the roads is to be paid, thus affording them cash wherewith to prosecute certain transactions essential to physical recovery. If any benefit to the public will flow from this, then the end will justify the means. Cfn the other hand, the roads have now played about their last card. From here on it is a question of fish or cut bait, public owner ship being about the only alternative to actually giving service. Nothing could be read into the agreement by which the settlement has been reached to sustain the extortionate rates that are being exacted under the rule of thunb arrangement made with the I. C. C. last year. Experience has shown that the schedule was fixed too high; moreover, the operating expenses on which the charges primarily were based have declined ma terially, especially in the item of wages, even the high salaried officers having contributed to the estimated extent of $5,000,000 a year, while j tfie, slice taken from employes' wages has been set at not less than $400,000,000 and per ,haps may attain to half a billion. Some of this saving ought to be reflected in concessions to the public in the way of reduced rates. President Harding concludes his message with these hopeful words: After necessary and drastic curtailments, after harrowing straits in meeting their finan cial difficulties, the railways need only this financial aid which the fulfillment of our obli gations will bestow, to inaugurate their far reaching revival. Its effects will be felt in various industries, and will banish to a large '. degree the depression which, though inevita ble in war's aftermath, we are all so anxious to see ended. We sincerely trust this will be realized in its fullest. However, private or cor porate ownership of the railroads is now to have its final test as to capacity for carrying on the business. son, some other mother's daughter. Tomorrow it may be one near and dear. No, that couldn't be, one says. But it has been btfore. Youth is careless, thoughtless. One reckless member of a party is enough frequently to lead all into temptation. No one expects a wreck in a road side ditch to be the end of an automobile ride, but such things happen. The answer? More careful choice of com panions certainly, by both boys and girls. More careful guarding and guiding by fathers and mothers. A moral tone in the community which will recognize the "first atep" for what it is "and condemn it accordingly. Henry Ford's Good Eye. Having safely eluded the wiles and blandish ments of Wall Street, Henry Ford feels en couraged to take on Uncle Sam for a trial heat, at least. Passing lightly over the "Eagle" boat incident, the great manufacturer coyly pro-' poses to take over the Muscle Shoals nitro plant and hydro-electric power installation on a 100-year lease. This thing has been a source of great scandal to the government; originally planned to cost not over $10,000,000, the public investment in the project now is above $80,000, 000, and a matter of $28,000,000 is estimated as needed to carry it to completion. Mr. Ford offers $5,000,000 for the plant as it stands and the privilege of operating it as his own for a century. Secretary Weeks, however, is inclined to the opinion that the proffer is too low, and that one of better advantage to the government may be entertained from other sources. As a mat ter of record, the original promoters of the Muscle Shoals nitro plant at first had a re versionary right, whereby they were to obtain the plant without cost at any time the govern ment ceased to operate it. This was modified later to give them the right to purchase at junk or scrap value. Some Jay the entire matter will come out in its true light, and one of the sweetest little bits of profiteering in connection with the war will be uncovered. Mr. Ford undoubtedly is prompted by a 'good motive in seeking to obtain possession of - the works. He would make fertlizer, a great necessity to farmers of the southland, and if he could do it as efficiently as he has made his motor cars or is running his railroad, he would confer a real boon on the tillers of the soil south of Mason and Dixon's line, and might be of help to others. Henry should raise the ante and obtain control of the plant, which is doing no good to anyone in particular at present. I ' High Gear Flirtations. t Sunday appears to be the day of days for Joy-riders, with tragedy the outcome in a cer tain percentage of cases. Yet no matter how frequent these accidents may be, no matter how drab the story becomes because of -its reputa tion, one can hardly fail to be impressed by the pity of it A youth takes a car, which may or may not be his; he "picks up" a girl, whom ,he may or may not have known before. A wild ride, a crash the funeral wagon or the hos pital ambulance completes the journey. It is a stranger, today, some other father's Tenting in Fremont. Fremont is a wide-awake Nebraska town, but according to the news dispatches, it is suf fering from a housing shortage. Rents there are said to be at the highest point they have ever reached, and two families have pitched tents near the race track for purposes of shelter and economy. The effect of this condition is worth analyzing. A shortage of houses presents an obstacle to the-further growth of the city, and a lowered standard of living for those who are crowded into inadequate quarters. A shortage of houses which is not being relieved means workers in the building trades are out of em ployment, and furthermore, that concerns hand ling lumber, cement and other building ma terials lack the full volume of business, and possibly could do with fewer employes. Mer chants with whom carpenters, masons and other wage earners trade naturally will suffer a slack ened business. Meanwhile, it is fair to assume, the rent on their store buildings also continues at the same height, thus affecting prices of their goods. Nor is this all. Rents, which are said to be at a record height, are absorbing more of the incomes of tenants and lessening their buy ing capacity by so much. This item in the cost of living, which in some instances amounts to one-fourth of the individual income, has not gone down. The only gainers are the land lords, who constitute, a smaller part of the com munity than the tenants, unless the peculiar situation of each landlord renting only one house exists. Things would look pretty bad for Fremont, except for one thing. Some of those people who have been able to save something over and above the cost of rent and other necessaries eventually will conclude that it is cheaper to own a home than rent one. A gradual increase in building operations is reported from many parts of the country. Almost every other com munity in the land has suffered as has Fremont. It has not been a healthful thing, but it is a condition that can and will be cured. Between Battleship and Bombing Plane. The contest over the relative value of first class ships of war and air craft has now reached its second stage, and for the moment the scene of action is transferred to the senate committee room. Sinking of the German cruiser, the Oestfriesland, has given great impetus to the airmen's request for greater equipment for the naval air forces. It is contended that Senator King of Utah has come forward with a bill providing that certain of the construction work now under way be abandoned, and that the big fighting ships be turned into vessels adapted to aid in carrying on aerial warfare. This will stimulate discussion, but probably will not an swer any of the questions involved. Sinking of the Oestfriesland proves that if a sufficient quantity of high explosive be let off close enough to a battleship, the result is apt to be fatal to the vessel. This already was known. Experiments with the Iowa equally proved that a vessel moving no faster than four and one-half miles an hour presents a target that is baffling if not wholly immune from aerial attack. All the German vessels that have been sunk in the experimental attacks were station ary. None of the experiments so far has ap proached battle conditions. Therefore the ar gument will remain on the academic plane for the time at least. Development of the air defense is undoubt edly required; it has a part in any scheme of national protection, and should be adequately provided. Whether it is to be cared for at the expense of the greater factor is to be de termined. The battleship, after all is said and done, bears to water operations the same rela tion the infantry does to land fighting. On the ability to take and hold positions depends the outcome. Around the substantial nucleus of the infantry the army is built, and so the navy should be maintained, with a solid foundation of first-class vessels, and they surrounded by the fringe of lighter but less reliable offensive units. The Hijacking Profession. Whoever said that it was love that made the world go round neglected to specify whether it was love of woman, of money or of booze. And the judge who declared that men otherwise upright would beg, steal or betray a friend for the sake of a drink may have ut tered a mouthful of 100-proof wisdom. Judg ing by police reports pickpockets no longer pil fer money and watches, but devote their com plete attention to hip pockets. The number of slips between the bottle and the lips is apparently increasing, if not by leaps and bounds, at least by staggers and lurches. However, the painful occurrence, reported from Philadelphia, where twenty-two men stole $50, 000 worth of liquor from a warehouse and hauled it away on two trucks is open to sus picion of its not having been done by genuine devotees of the liquor habit. It sounds more as if the difficulty of selling it from the ware house had become too great, necessitating heroic methods. It is said that it takes more police to guard trains of liquor passing across the United States from Canadian distilleries to Mexico than to handle any other kind of shipments. Losses through cargoes of this sort are reported to be soaring each month. In half a year a total of $3,135,000 worth of different kinds of freight was stolen from the railroads. Doubtless a booze thief who fails to find liquor aboard is not above taking a gross of shoes or other articles. Today's awful thought: Only 38,000,000 watermelons were grown this year, and there are almost three times that many people in the country. The Greeks have cut off the Turks' retreat to Angora. Remember the tale about the Turk and the goat? Lake-to-Ocean Waterway Elimination of Terminal Charge Means Much to Western Farmers. The fifth article on the St. Lawrence waterway project covers the possible saving by elimination of terminal charges and terminal congestion. By VICTOR B. SMITH. High cost of transporting freight by railroad is only one part of the burden placed upon producer and consumer by present transporta tion methods. Equally important in many in stances, particularly in the case of exports through New York, is the cost of getting freight through congested terminals. The fact hardly seems credible, but it is fact nevertheless that the cost of getting freight from railroad car to ocean vessel at Atlantic seaports frequently equals or exceeds the cost of the rail haul from points as far distant as Chicago. If the Great Lakes were open to ocean steamers, this would be eliminated. Most of the freight passing through the port of New York must be lightered, i e., car ried by ferry or barge from railroad treminal to steamship pier or warehouse. Interstate Com merce commission investigations indicate that the present cost of this service is about $60 a car, or 10 cents a hundred pounds. While this charge is not necessary at some of the other Atlantic ports, because cars run direct to Steamship piers, yet the railroads add at least a part of the charge to their rates to these other ports, m order to maintain equal rates trom in land points to all north Atlantic ports. The charge made necessary by New York's peculiar geography thus becomes a drag upon commerce in all north Atlantic ports. A second terminal charge is that for steve doring. The cost of loading and unloading both cars and vessels has increased very largely in recent years. Available data indicates wide variations, but MacElwee and Ritter estimate the general cost of loading or unloading a ton of general package freight in New York at $1 a ton, or 5 cents a hundred pounds. In addition to these two items, terminal costs include the pilotage, towage and dockage of the vessels under normal conditions and, further, the storage, demurrage or cartage made neces sary in case of port congestion, which delays the transfer of shipments from car to steamer. These charges all figure in the total cost of transportation. In cases where the market price abroad is fixed by competition with other ports or other countries as in the case of grain this cost of transportation is reflected to the producer, who receives less for his product be cause of the cost of reaching the market. In other cases the cost may be borne by he con sumer, or shared by him. What is true of the port of New York is true in lesser degree of other ports and of con gested inland terminals such as Chicago, Inter state Commerce Commissioner Woolley recently said: At New York it was found that the ex pense of handling a car from the time it landed within the terminal limits of Jersey City until it was delivered to destination in Brooklyn or Manhattan, including lighterage, was approximately $35. At Chicago it was found the cost of handling the same car within the terminal limits was $10.35. At Bingham ton, N. Y., the cost was 451.80. San Fran cisco, with a municipally controlled terminal, has a flat charge of $2.50 per car for handling within terminal limits. Shipment in vessels which can load at Great Lakes ports and carry through to destination whether that be Europe, South America or Atlantic coast ports means the avoidance of such charges. Lake ports such as Chicago, Duluth, Milwaukee, Detroit, Toledo, Cleveland and the like can transfer cargoes from car to vessel vastly cheaper than any of the congested Atlantic seaports. Once aboard, if the St. Lawrence improvement is carried out.the cargo can be carried without transfer or delay to destination. MacElwee and Ritter have figured out costs on the basis of typical vessels, operating under normal conditions. They say: "The figures show that cargo can be carried between lake ports and Liverpool and other foreign ports at rates which will be reasonable and will permit suc cessful competition with Atlantic coast ports. Reducing all cargo to grain for purposes of comparison, it is found that the actual cost per bushel, assuming full cargoes, on the New York-Liverpool route for the 8,800-ton vessel is 12.5 cents and on the Duluth-Liverpool route 16.4 cents, a difference of 3.9 cents. If this grain could be taken from Duluth to New York and there placed upon the ocean carrier for less than 3,9 cents per bushel, the New York route would have the advantage so far as grain is concerned. But this cannot be done. The cost of getting grain to the Atlantic seaboard ranges between 15 and 20 cents. "It is on general cargo that the greatest sav ings will result because of the higher rail rate and the higher costs of handling such cargo. With the recent increase in rail rates, the average ton-mile rate is now about 1.25 cents. This rep resents a charge of $11.40 per ton from Chicago to New York and $5.52 per ton from Buffalo to New York. As a matter of fact, rates from Chicago to New York on freight of the charac ter referred to are from $12.60 to $30 and more per ton. The first case involves one or more transfers at New York, costing at a low esti mate $2 per ton in addition to charges absorbed in the rate, or a total of $13.40; while the latter involves two transfers, one at Buffalo at about $1.20 per ton and one at New York at $2 per ton, plus the lake haul from Chicago to Buf falo, costing about $2.35 per ton, or a total of $11.07." The additional cost of the Liverpool-Du luth all-water route over the Liverpool-New York route being $1.31 per cargo ton, it ap pears that the possible saving involved by the use of the latter route amounts to $9.76 per ton on general cargo and from 6 to 12 cents per bushel on grain. These savings, or the smaller savings attainable from carrying less than full cargoes, are so substantial as to in dicate that a deeo waterway penetrating the Great Lakes will be not only desirable but in dispensable to the future prosperity of the northwest." The St. Lawrence waterway saving on grain alone, as compared with rail shipping of export stuff, is fisrured here at from 6 to 12 cents per bushel. This will affect not only the grain in tended for export but practically all that pro duced in the territory tributary to the Great Lakes, for the price of all is based on the price of the exportable surplus. On this basis, the increased price of grain alone, paid into the pockets of western farmers, will amount to many millions of dollars more than the entire $250,000,000 which the waterway improvement will cost. (Tomorrow's article will deal with the de velopment of hydro-electric power on the St. Lawrence, an incidental feature of great im portance to the eastern states.) Mostly Noise. That C. E. slogan, "A warless world by 1923." while well intended, sounds a little too much like "Boston, 1915," "Getting the boys out of the trenches bv Christmas" and other well remembered watchwords that only ended in a laugh. "Fewer wars in the next century".is perhaps a more practical, if less picturesque, slogan. Lowell Courier-Citizen. Brainless! Our idea of no brains is for a man to think an army of 150,000 men is plenty large enough to protect the country just because Bill Bryan once said a million men would spring un over night in case the nation was attacked. Cincin nati Enauirerv How to Keep Well By OR. W. A. EVANS Quaattona concerning hygiene, sanita tion anal pravantlon ol etisaaae, aub mltted lo Or. Evana by raadara ol Tha Baa, will ba anawared personally, subjact to proper limitation, where a etamped, addreaaed anvalopa ia en closed. Or. Evana will not make diagnosis or prescribe for individual diaaaaaa. Addreas iettara In cara of Tha Baa. Copyright, 1921, by Or. W. A. Evana. HEALTH AND ARCHERY. A few years ago the Educational Review gave space to a discussion of major versus minor athletics In school. In that Instance the old Greek who did the philosophizing was a man about 60 years old. When a college student he was put off the team be cause he was too light. He remind ed his fellows that in his day about 80 ctudents were used for foot ball, 25 fo,r base ball, otheri for tennis, cthe"rs for track, and still others for other forms of major athletics. In all not more than 100 students f?ot much directly out of major col lege athletics. Tho remainder of the students were expected to haunt the side lines and get their benefit out of emotional outbursts. Our old philosopher, snuffed out as a contender in major athletics, took up archery. He argued that he had been kicked upstairs and he was thankful to the toes that propelled him. He had learned a frame which developed tho great muscles of the neck, chest, and back. It had given him a broad, good chest, and a strong body. It had developed his abdominal muscles and in that way had helped to stave off constipation. It had trained his nerves and mus cles in co-ordination. Having ac quired a fondness for it, he had been taken into the open air for several hours a week amid pleasing sur roundings. And how about the athletes of his college days? The institution, having got all of the advertisement possible out of them, had bestowed upon them the rewards of a well sucked lemon. They found them selves with big muscles and nothing to ao with them; with big hearts and no use for them. They had been rea up on exciting contests, and in the ordinary machinery of society there was no place for such contests. The fellows had learned to love foot ball, but they found themselves with no competitors, no teams, no games, and no grounds. Many of tnem nad died, some had dropped all forms of exercise. Not so with our philosopher. He had taken up with a sport which he could play with or without a com petitor, whichever he chose. He was not bound by the whims of any man, to say nothing of any group of 11 or 22 men. He had learned a game which was suited to old men, middle-aged men, or young men, or women of any age. His old college chums had devel oped themselves in games which could only be played well by young people. When they arrived at the age where systematic exercise was needed they found themselves with out a game which men of their age could play, to say nothing of not being able to excel. Of course, golf shares with arch ery the advantages of being adapted to old and middle-aged men. But our philosopher, being an archer, will not admit that even golf is equal to archery. Making Ships Into Trade Your Brains Arc Safe. J. J. O. writes: "1. I have been told that raisins, if eaten consistent ly, will bring about brain fever. Is this correct? "2. Do they have any bad effect on children or adults?" REPLY. 1. No. 2. No. Some children eat the seed and therefore swallow more wood than is good for them. Otherwise raisins are a fine food. Infection Probable Cause. F. J. F. writes: "1. Can you tell me of some good remedy for swollen glands of the neck? They have been swollen a trifle for the last eight years, causing no pain up to three weeks ago. Then they started to ache and get a little larger. I have known of three different cases where they have been operated on and after a couple of months were Just as bad as before. "2. This is the second time I have written to you upon this subject, but up to the present have received no reply. I am a married woman 28 years old." REPLY. 1. The swollen glands are due to Infection with some germ. The first step is to shut the gate. Infection with tubercle bacilli from drinking milk from tuberculous cows is the most frequent cause. Infection may reach the glands through any of the mouth or nose structures. Some milk glands enlarge as a result of infection absorbed through small skin wounds. A tuberculin test would disclose whether this is a tubercular infection. Scrofula is treated by tuberculin, light therapy, rest, feed ing, open air. 2. As is stated in the beading dally there can be no assurance of a reply unless stamped and addressed en velope is sent. We have space In the column for only a few of the hundreds of letters received. Science Against Guesswork. M. J. H. writes: "I have noticed your statement saying constant use of soda causes acid stomach. Dr. Sippy's treatment of ulcer of the stomach calls for hourly use of soda, calcium carbonate and magnesia to neutralize the ucld. Can you ex plain?" REPLY. The Slppy treatment is given for a limited time under the control of physicians. The dose is carefully regulated. The habitual use of soda as condemned in this column repeat edly is not given under the control of physicians, The length of the treatment is not scientifically deter mined. The dose is excessive, prac tically all of the medicines which are curative when properly used are harmful when indiscriminately used. CENTER SHOTS. A dimple in. the knee used to be considered as useless aa an appendix. Grand Rapids Herald. News from the Russian-Poland border indicates that the bear will again attempt tp climb the pole. El Paso Herald. Anyhow the first Irish conference was a great success. It didn't break up in a fight. Kansas City Times. Nine hundred per cent profit on some of these ice cream sundaes still. It was surely a big war. Minne apolis Journal. , If the Japs persist in blocking dis armament the balance of the powers might join hands with the view to disarming the Japs. El Paso Times. The girl who rouges her knees to make 'em pink, should recall that mother, used to get them that way scrubbing the kitchen oilcloth. HarrUburg Telegraph. There is a great difference between the care with which the girl at the cafeteria fruit section counts out the red raspberries and the carelessness with which the caBhler tosses out your change. Kansas City Star, (ITom tha Philadelphia Idrer.) There is now ground for hope that the national white elephant repre sented by the huge fleet of vessels built by the government during the war Ttiay be turned into a national asset of tremendous importance. Tho promise of that happening is held out in the announcement of A. D. Lnsker, chairman of the Shipping board, that the Emergency Fleet i corporation is to bo revived and transformed from an agency for ' building ships into nn agency for i operating them. Most significant in Mr. Lasker's statement Is that he has been able to induce J. Barston Smull and William J. Love of New York and A. J. Frey of San Francisco to accept appointment as vice presi dents of the Fleet corporation, to have absolute control of the opera t!on of the hundreds of ships now constituting tho government's fleet. Mr. Lasker says these men, who en ter tho service at a personal sacri fice, represent "the best brains of tha shipping world," and the dispo sition of those who know the sub ject intimately seems to be to echo a hearty second to his opinion. In the announcement of the re vival of the Emergency Fleet corpo ration as a ship-operating agency we find that the Harding administra tion effects a startling reversal of the policy that htas prevailed. When the war ended and the United States found itself with a huge fleet of ships, enormous stocks of shipbuild ing materials on hand or contracted for and large shipyards of mush room growth dotting her two sea coasts, it was decidedly embar rassed as to what to do with them. The cry went up, "Liquidate!" Whether shortsightedly or not, that was the policy embarked upon. Ac cordingly, the tremendous assets of the Emergency Fleet corporation were dumped on the market. Every thing that could be sold was sold, almost regardless of price. The psy chology of the government and a good part of the public toward the government's war investment in shipping was almost that of panic. There was some objection, but there was always one answer that seemed to silence criticism; "What else can you do?" In its new announcement of pur pose the administration proposes an answer to that question. The presi dent, desirous of not losing the war born opportunity for creating a for midable Amerioan merchant marine, has called a halt on the destructive policy and substituted a constructive policy. A vigorous and determined attempt is evidently to be made to use government-owned ships for the upbuilding of an American carrying trade on a 6cale we never knew be fore. There Is no indication that the government is to be committed per manently to the operation of a mer chant marine. Rather is the present move to be understood as a mani festation of super-salesmanship. The ships now on hand, instead of being disposed of apologetically as a drug on the market, almost for their scrapping value if they can be sold at all, are to be used under govern ment auspices to build up a trade that will transform them into a go ing concern. When they come to be sold eventually, the purchasers will not merely be buying fabrications of steel designed to ride the seas. They will, instead, be buying the trade routes of demonstrated value with tho means of traversing these routes conveniently at hand.' John Wanamaker said the other day that President Harding is the greatest business man in the United States. The really great business man is the one who can transform a great liability into a great asset by building on practicality with large-minded vision. That is what the president has done in this case and it helps us to realize what Mr. Wanamaker meant when he said what he did. Didn't Know What Danger Was, The Pilgrim Fathers faced many dangers, but they were spared the perils of the motor age. Boston Transcript. You Piano Buyer Hot Weather Prices on Renewed PIANOS Emerson, Mahogany $275 Hallet & Davit, Roaewood. . 115 Kohler & Chase, Mahogany 140 Hobart & Cable, Mahogany 225 Cable & Soni, Walnut.... 195 Marshall, Oak 215 Hale & Co., Rosewood .... 85 Steger, Walnut 235 Smith &. Barnes, Mahogany 275 Netzow, Walnut 215 Harvard, Ebony 160 Karlbach, Mahogany 175 Segerstrom, Walnut ..... 225 Everett, Ebony 140 Bush & Lane, Walnut.... 293 Camp & Co., Walnut .... 235 Chase Bros., Mahogany. . . 215 Kimball, Oak 310 Kimball, French Walnut.. 285 Kranich & Bach, Walnut.. 225 One Dollar Fifty Cents Per Week Buys One. Player Buyer Can You Beat It Johnson, Mahogany ,,....415 Johnson, Fumed Oak 485 Segerstrom, Walnut 385 Karn, Mahogany 420 Schmoller A Mueller, Mahogany 325 Burton, Oak 437.50 Three Dollars and Fifty Cents Per Week Buys One. The price and terms will hurry these off. Can you af ford to miss this opportunity? 1513-15 DOUGLAS STREET The Art and Music Store : Z Technical Error May Not Save Valparaiso Cashier From Prison Lincoln, Tuly 26. (SpeciaU Ray A. Lower, former cashier of trte Val paraiso State bank, who was saved from the state penitentiary by the supreme court last week on an al leged technical error in .which an as sistant attorney general signed the complaint instead of the attorney general, must face trial at the Sep tember term of the district court at Wahoo. This was the announcement made today by Attorney General Clarence A. Davis: "We will pick one or two of the 22 counts against Lower and try him on them," Davis said. "Then if we don't get a conviction on those counts you'll find us at the next term prosecuting him on other counts. "We'll either break him in defend ing himself or force him to go to the penitentiary." 185 New Laws Go Into Effect on Thursday Lincoln, July 26. (Special.) Ne braskans must begin obeying 185 new laws Thursday, July 28. These are laws passed by the last legislature which did not bear thtStar. emergency clause and which, ac. cording to agreement, arc to no intj effect on that date. There were a total of 312 laws passed and 120 bore an cmcrgcncM clause which made them effective itmj mediately. Two were vetoed bj Governor McKelvie. Rcfemid'ini petitions have been filed with thef secretary of state holding up four! The Nerval language bill, the Fort" Crook road appropriation ami thd Smith bread bill arc held up bj court litigation. Freight Cars Needed In Parts of Nebraska Lincoln, July 26. (Special.) No complaints of car shortages qnl the Northwestern aud Union IVilicJ have been received by the state rail way commission. The Missouri Pacific is reported t" be short in cars in southern Nebras ka and a temporary shortage on the YVymore division of the Burlington is, reported. However, cars are on their1 way from Kansas Citv and St. to iron out the Wymorc di troubles. The railway commission has wriU ten to Missouri Pacific officials all St. Louis urging haste in shipment of cars to southern Nebraska tq overcome the shortage on that road How to Tell 'Km. ' Statesmen are only men phntfM jn their Joseph division J graphed in attitudes. Kansas C'i irti te isiriiiiii M If' f 'mi l! a11 i ll '"''Mli-'W Drive Home This Thought Consistent saving, dollar by dol lar, like the nails in a house, will build a competence to protect you in days to come. With Resources of ..$17,500,000.00 Reserve $675,000.00 Experience 30 years We invite you to invest your sav ngs with us and participate in our semi-annual dividends, as thousands of others have for years. OFFICERS PAUL W. KUHNS, Prea. E. A. BAIRD, Vice Prea. J. A. LYONS, Sec. J. H. M'MILLAN. Treaa. Conservative Savings 4 Loan Association 1614 HARNEY "l 11 1 ' 'HI I m, warn iilf mm a r n; si in w wwmm 1 . - i i an ii TO EUROPE By the Picturesque St. Lawrence River Route MAKE RESERVATIONS NOW Sailings Every Few Days from Montreal and Quebec to Liverpool, Southampton, Glasgow, Havre, Antwerp, Naples, Genoa. Ocean voyage shortened by two Delightful Days on the Sheltered St. Lawrence River and Gulf EVERYTHING CANADIAN PACIFIC STANDARD NONE BETTER Apply to Agents Everywhere or to R. 5. ELWORTHY, Gen'l Aft., Pass. Dept., 40 North Dearborn St., Chicago CANADIAN PACIFIC RAILWAY TRAFFIC AGENTS Fine, All-Steel Train In daily service between KANSAS CITY AND LITTLE ROCK with through sleeping car between Omaha and Hot Springs Every travel comfort and convenience is pro vided on this fine, all-steel equipped train drawing-room sleeping cars dining car chair cars and comfortable day coaches service to please all classes of patrons. Beautiful riverside ride leaving Omaha and into Kansas City. Good roadbed all the way. via the Missouri Pacific Lv. Omaha Lv. Lincoln Lv. Union ... Lv. Atchison Lv. Leavenworth.. 2:55 p.m. Ar. Kaniaa city. 3:45 p.m. Lv. Kanias City.. 4:00p.m. 8:05 a.m. Lv. Independence. 8:53 p.m. 7:20 a.m. Lv. Coffeyville ... 9:30 p.m. 9:35a.m. Claremore .. .11:01 p.m. 2:05 pirn." Lv. Wagoner ....11:43 p.m. L,r. Salhsaw 1:15 a.m. Ar. Ft. Smith 2:00 a.m. Ar. Little Rock... 7:25 s.m. Omaha-Hot Springs sleeper arrives Hot Springs 10:00 a.m. Lay-over sleeper for Ft. Smith may be occupied in Ft. Smith until 7:00 a.m. For complete information apply to City Ticket Office Phone DC Or Union Stat Phone O , 1416 Dodge St. Juglas 1648 4) ion Ticket Office y" DOuglaa 5570 m.ha, Neb. rTM DG sl I f Km " -a' c i J