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About The Oregon statesman. (Salem, Or.) 1916-1980 | View Entire Issue (Feb. 15, 1927)
;t5sotax!morningV February 15,1927 THE OREGON STATESMAN. SALEM, OREGON Pill FOB BRITI : SYSTEM 1EI Uf STEWI THE W1ER9ER PLAN Being a Unified Operation of Great Northern, fforthern Pacific, and Spokane, Portland & Seattle Railways, - With Unified Control of Burlington r I ' (By-Ralph Budd, President Great Northern Railway Co.) TWenty-lfTe .irear ago' James J. IlilL proposed to consolidate (he stock,' ownership, ojt the Great . Northern. Northern "Pacific' and Burlington railways. The' courts then held 'that uch control was prohibited '.because the. Anti-Trust Act ; Of ,1890 .'. was. construed tto mean that there Could, be, no con solidation of 'railroads when there was substantial competition. That la-W, according to the "interpreta tion then adopted, left no room for any inquiry whether the consolida tion? might be in "the public -inter est when viewed from all stand- s points. The law at that time.pro--tceeded pnHhe mistaken theory that 1 - unbridled competition was of para mount : importance in giving the . public good!" ample, and - cheap railroad serrice." , - -1 PRESENT LAW FAVORS T CONSOLIDATION Additional Legislation Desirable ' Changes in public opinion and in congressional policy, and the development of very effective rail way regulation, together with the . building of other railways in the " territory, have' entirely altered the situation.' The Transportation Act, 1939, provides that the In r terstate Commerce ; Commission i "shall as' soon as practicable pre I pare and adopt a plan for the con solidation of the railway proper tie vof the continental United States into a limited ' number of ! systems.". To serve as a basis for i discussion, the commission made - 4 a tentative plan which put the Great Northern and Northern Pa : cific in different systems, group ing Great Northern with Chicago, ; Milwaukee & St. Paul, and North ern Pacific with Burlington. The Great Northern, Northern Pacific, and Burlington all joined in urg ing the commission to put them i -a single system. The commission reached no decision on this, since it concluded that the plan, for gen eral consolidation of the railroads - J throughout the country could not f be immediately prepared and that ! additional legislation was desira ' ble. As a result, consolidation in ; the strict sense has not yet be j come practicable as contemplated i tn the Transportation Actjv. . L SINGLE OPERATION BYi NEW CARRIER ' On the other hand, the Trans portation Act has provided for ac quisition of control of one carrier by another , through stocfe, .owner,-; ship and lease without complete consolidation, ami thJ!ja terstate Commerce Com mlssiorf-.iiasfe. sane, tioned extensive unifications,, -by ptock control and lease. This 4s what is now proposed by the two Northern Companies, and such unification can only be lawful and effective if the commission finds it to be in the public interest. Lessee to be Operating Railway ' The proposal is that in addition to controlling them through stock ownership the new company will lease from the. Northern Compan ies' their entire properties and op erate them as - a single carrier, which, it is contemplated, will- also directly operate the Spokane. Port land & Seattle Railway, a proper ty already jointly controlled through the ownership of a.ll of its stock. The operation of the Burling ton, which is-also controlled by the Northern Companies through -equal., ownership of over 97 ner cent of the stock, will remain sep arate as at present. But the yest- ing in a' single control of the en- lire 9 7 per cent of the Burlington stock,; now owned separately and in equal shares by the Northern Companies, will better unify, ;the direction of the Burlington and will be favorable to the more de cisive handling of Its development policies than has been practicable ; "when each Northern Company, vot ed separately and independently lis nair or Uie. Burlington "stock, PROPOSED PLAN ALREADY PARTLY ACCOMPLISHED Northern Lines Now Tied Together isy lommon Undertakings me unuicauon wnicn is now proposed , is not to b.e viewed as an original and independent move which has never been started, and waxen, toerefore, need not be un dertaken at all. The fact is that over twenty-five years ago the two - Northern Companies took an ex tremely Important step in this di rection by acquiring control of t be Burlington through purchase of a large majority of the Burling ton, stock. Ever since that time . the two Northern ComDanies have been committed to an important common undertaking, involving hundreds of millions of dollars. They are already tied together by e this community of interest, and tt is one which in a practical sense rannot now be successfully untied. ,. because the Burlington would suf fer heavily -if it were dissociated from either one of the Northern Lines, since for over a quarter of a century It has been built bb with reference to association with both of them. A similar community in- - terest nas existed for a great, many years, on. account of the equal ownership by th Northern. Com panies of the Spokane, . Portland & Seattle, which represents a total investment of -more than 1100, o 0 9,0 0 0. These, are, great if acts which, .cannot be Ignored. .Under the wise policy which congress has now adopted as to farther railroad consolidation, the next logical Btep should be taken, and tht. . is to unify theceiHi ol, and -the opera tion of the two .Northern -Companies wbope intpreW ar already jo tied together ih&tMhey. cannot be untied. ...." Northern Lines Laxrfly Otracd By llano Eh--.r ' - Vers - ' - ship of the Burlington and Spo kane. Portland & Seattle is inten sified by an extensive , common ownership' of the Northern Lines- themselves, more than 60 per cent of the 4,969, 360 shares of stock outstanding being held by those who own stock in both companies. PUBLIC INTEREST IN RAIL ! WAY ECONOMIES K ; The public interest in transpor tation i& two-fold: First, and most important, the American public de mands . that adequate transporta tion of the highest quality shall ("be provided at all times promptly when desired; and, second, that it shall be furnished at reasonable rates. It is gratifying to be able to say that the adequacy and ex cellence of railway transportation now is generally admitted, so that subject need not be discussed. In the Middle West and Northwest where the population depends al most wholly on rail transportation. and where, by reason of the great distance from markets and the rel ative disadvantage to which the Panama Canal has placed the ter ritory compared with the regions nearer the seaboard, ttre matter of railway rates has received much public attention. Return Inadequate in Northwest That railway rates have been in creased less In the Northwest re gion than the average increase in tle United States, and very much less than the increases which the railways must pay for the things that enter into the cost of produc ing transportation, is sometimes lost sight of. The truth Is that compared with 1913, which, being he last year before the World war, is commonly used as a base year, the average revenue per ton mile S-Mn the northwest region is only 40 n per cent more, while for the Uni ted States as a whole it is 53 per cent more, and for some regions 80 Der cent more, notwithstand ing the facts thaf wages have In cfeased 115 per cent, taxes have increased 185 per cent, and the average cost of all commodities 60 per( ent during the same peried The-result of this lesser increase irates in the northwest-has been that 'the average- returnVeacned by ine carriers an -tne jjonnwesi re gion! 'is j less than the; average tor the United States and is far below the statutory , return of 5 per cent fixed by the Interstate Com m? Commission- as being fair. nav.ing veragqa oniy. 3,,per; cenjt for the six year's since, federal ifon- ' Must Reduce Expenses or Raise Rates The bearing which these facts have upon the present question is that it would be greatly, in the pub lic: interest It a1' way. could . be found to improve the earnings of the northwest railways without In creasing rates and without impair ing the service rendered. The ul timate basis far railway charges is the cost of producing transporta tion, including in such cost, however,- a return on the value of the property used for transportation purposes. It therefore follows that the only, way in which low rates may be maintained is through ef ficient and economical operation of the railways, and the public is vitally interested in all economies that the railways can make. The railways of the northwest have in every way endeavored to increase-their efficiency and Im prove their Service ; to these ends they have made very large capital expenditures for' more and better facilities and have enlisted the co- I operation, jjf their employes and the public,' with the result that, the service now rendered is better than ever before, " As I ; have al ready stated it is being provided at charges relatively much lower than ; railway charges in othr parts ot the United States and without adequate return to the carriers. If railway operating ex penses cannot be Tnrther reduced mere aoes not seem to ne any ai ternative but to Increase rates. SAVINGS FROM PROPOSED . ; , PLAN . Now, there is a distinct llmita Hon to further economies through increased efficiency and improve ments to the properties as at pres ent operated, but it 1s believed that the economies which will re sult from the unified operation of the Great Northern, Northern Pa cific and Spokane;: Portland Seattle, and an even closer asso ciation with the Burlington than has hitherto existed, are certain to be, large, and that important im provement to service also will re sult. . , i--j- '- There are I many points of con tact' between ' these roads, and wh il occupying different territor ies there' are alternate lines be tween several' points; also the wide geographical spread of terri tprjr conduces tdJ better average us - of equipment. ' These - facts lend themselves to:a plan for sav Ing , In-operating -expensea and at the same time performing more servicer . with j the present railroad acuities; s ' i Rome Duplication Now Avoided i The Great Northern and North ern Pacific i . hare ..avoided t he building of eome duplicate -lines and terminals by making joint use of lines and terminals. To that extent, savings by joint use and by avoiding unnecessary construction of separate lines have-already been inaSe -Also.ach. of the. Northern Lines uses 'Jointly with the Bar ilcgton : and! .with .' the Spokane, Portland A Seattle, certain f acil itUs,, and , each does some switch ing for, the other, tor the Burling ton, and for .the Spokane, rort luai & Seattle. The ,rnrcba?3 of ern Lines is the greatest example of avoidance of duplicate construc tion; another example is the joint construction of the Spokane. Port land tt Seattle and subsidiaries at a cost of more than $100,000,000. Examples of joint "use of ' track which have avoided' construction are between Seattle and Portland. 82 miles; three stretches of track between Seattle and Vancouver, B. C, 72 miles; between Huntley and Fromberg, through Billings, 50 miles; between St. Cloud, and1 St. Paul, 72 unties. ; ' r Terminal Deliveries Would Be " , - - Expedited , w ;" ' r There is now .practically no du plication of terminals as between the Burlington and the Northern Lines at their points of contact, namely. Twin Cities, Sioux ; City rfnd Billings;.- but in many instanc es the two Northern Lines are op erating duplicate terminals 4 and duplicate' train ? service. and In those instances farther economies can be made. A saving criuld also be - brought about by avoiding the necessity of -performing some term inal work; for etample,' a ,car com ing into a terminal 'ront the Great Northern line and destined to an could be" lqaded qpt again, after having ieen made empty, wxtnoui any necessity . for being returned to the Great Northern as at pres ent. Likewise, the expense - of joint inspection would be saved Another way that wonfc could be avoided would be by routing the freight into a terminal via the line op whose track the Industry to which it is-destined is located. Elimination of delay to cars inci dent to switching and joint inspec tion, which would be accomplish ed by single operation, is imports ant both from the standpoint of economy and improved service. Elimination of-duplicate lines and terminals and reduction of terminal work would directly re duce the oost of conducting trans nolrtiilion. that is. the cost of hand ling"'cars n the road and In the terminals. This Item on the Great Northern, Northern Pacific, and Spokarfev-Portland & Seattle sys tems is more than $70,400,000 an nually. Avoidance of even a small proportion of. the work which this cost represents would mean very substantial economies Better Use of Cars and Locomo tives on Enlarged System Benefits from the single con trol of cars and locomotives would come to the public directly in bet ter service and indirectly through the savings the carrier would make by requiring less investment in equipment and by reducing the cost of equipment maintenance and operation. In the matter of equipment, although ,pperated as two separate - pmpahies;' the Northern Lines and the' Burling ton would be .able: to take ad van tage of thefr close relationship and effectuate a singly -control of cars and locomotives. . . . It seems self-evident that the public can be given greater as surance of an,' ample car supply with a reservoir ot 170,000, cars available1 under one. authority which will distribute .them direct ly to the points of "greatest need than under present conditions with three groups of 50,000 to 70,000 cars under separate organizations, The number of cars required for the peak demand of the unified system would be about. 10 per cent less than the aggregate number required to give equally good ser vice on the three separate roads, This would mean that several mil lions of dollars could be saved an nually, and at the same time a superior service given to shippers. The advantages of a single control of locomotives are similar to those derived from such control of cars, namely, the availability of a res ervoir t)f 4,500 . locomotives - to avoid delays or congestions of freight; and the smaller invest ment in locomotives because the peaks of business on the three units are not simultaneous and would be protected by the aggre gate supply, of motive power on the- enlarged system. The inter est, depreciation and maintenance charges thus, avoided each year would, as in the case of cars, amount to more than a million dollars. Larger Percentage of Cars Would . - S Be oft Home Line Th'e cost of car repairs has a definite downward . trend as the percentage- tot home cars" on- line increases. .Jn the case ofia for eign car, the company on whose line that car may be located,; in the absence of standard material for that ; particular car, will try to keep the car moving by mak ing numerous emergency repairs, perhaps repeated at several term inals, while if the car were on its own line it would be properly re paired in the first instance and avoid the succession of patch re pairs which' otherwise would ', be made. The effect of the single op eration of the Great Northern, Northern Pacific, and Spokane, Portland & Seattle and the unified control of the Burlington would be to increase' the percentage of home cars on line, and in that way bring about a material reduetion in the cpst of car repairs.- Cars would be at home at all repair points - on the combined system, making it possible to do repair work promptly when needed and to better : advantage than when repairing foreign cars, and at pres ent the cars of any one of these' lines i are ; foreign i cars on ' the other .lines.' As the annual cost of repairs to, freight cars .on . these -X. 9 AAV .. ... ' lour lines is z&.yoo,yoo, a com paratively small percentage of savins, would bo a substantial som. - -. , '"'' ; t Standardization Feasible The similarity of requirements mases-it entirely feasible to stan dardize equipment on the propos- ea system., ror example, box cars on each of the roads at present must be -bail t and r maintained to fcieet the requirements of bulk ,u BuiiiuiButs. , inese are . re quirements wnich other railroads in some other parts of the United States do not have to meet, and for that ! reason the type of box ear that; is suitable for them in their territory is not the type that would be used in the northwest btanaardiratio cf tr-'-t-"- cause, the -climatic and traffic con ditions encountered are much alike on the two Northern Lines and the requirements are, therefore. practically the same. This would apply to ties, rails and fastenings. bridges, buildings, . signals, and other wayside structures. -. Here again, dealing with an item of $50,000,000 per year for mainten ance of roadway It is apparent that, a comparatively small per centage of saving would make a very large sum annually. Advantages in Combined Pur- chases and i Stores While many Particles are pur chased in quantities- sufficiently large to obtain the best price, so far as price is affected by quanti ty there are some things like roll ed steel wheels, signal wire, elecr trical supplies, incandescent lamps. stationery, steel castings, . creo-t sote- and e zinc chloride for tie treatment, .that could be advan tageously . purchased in larger quantities than is possible by each of the three roads separately. There-would be an advantage in buying in larger quantities Buch materials as bolts, nuts, wasners, nails, screws, and other items, which, by thecombined purchases, could be handled in carload lots and unbroken packages The en larged system would make avail able to the entire mileage the sources of fuel oil, coal, timber and some other supplies which are local to one or the other of the lines, but are not' common to all. It is obvious that there could be a large reduction in the aggre gate stock of material carried, by the simple process of eliminating duplicate stocks. The possibilities of savings. in this connection may be appreciated from the fact that the; average value of such stock of material and supplies totals $25,000,000. on the Great North ern.. Northern .racinc ana epo kane, Portland & Seattle lines. I SERVICE WOULD BE rY - IMPROVED I wish to emphasize particular Fly that the proposed unified oper arion would distinctly promote the public service Service would be improved by eliminatiing terminal delays at transfer points and by getting a better distribution of cars through out the year, thus making avail able a. larger number of cars for the seasonal movement of crops which mature at widely separated dates in the enlarged territory; by consolidated offices and tariffs; by avoiding switching and the charges incident thereto at points common to any of the lines; and by automatically making every in dustry .now on the Great North ern. Northern Pacific or Spokane Portland & Seattle an industry on the combined system. To :a large extent, industries .coBirnqn to the Burlington and either one or both of the Northern Lines would NEWS OF THE STAQEAND SCREEN salary of the ? superintendent would be fixed by f the state- board of controL . '-r : -" ' Elsinore An unusually gifted cast was se lected by Alfred A. Santell and Al Rockett for the principal roles in First National's "Subway Sadie which shows at Jthe Elsinore thea tre today,' February 15. Dorothy Mackalll, Jaclt Muman and Charles Murray are the fea tured players. Miss Mackalll made her mark in "Mighty Lak a Rosa." Her star has' been in the ascend ancy ever since. In Subway Sadie" "she plays the title role. Her role is that of a smart New York working girl who falls in love with A subway guard. Jack Mulhall. the subway guard. has long been a great screed favor ite. ' Perhaps the most outstanding Of his pictures in the past year has been "Classified." His broad, Irish smile'fits admirably ! -his-part of the subway guard la Mils- picture. Charlie Murray is known as one of the screen's funniest men. In Subway Sadie" he has a role ideally suited for -his . style. He plays the part of a tough taxi driver. tin addition to the picture the Fanchon and Marco vaudeville will be a part of the entertainment. They have- been furnishing some excellent features for the audi ences and are being well received This will be their final appearance in Salem until Sunday. Oregon "Why Girls Go Back Home," a Warner Bros, picture-co-starring Patsy Ruth " Miller and Clive Brook, opens today at the Oregon for a three dayrnn, February 15-16-17.T -'.:; v. -'-r-T ; . It tells the story of Marie Dow ney Patsy Ruth Miller) who meets Clifford Dudley (Clivie Brook), matinee idol of a company playing in Marie's town. Marie falls in love with him and follows him to New York, where the stage star turns her down, after what had been to him an- incident, but to the girl, the first, taste of love. He creates a scandal that finds its way all along Broadway and back into her own - home, town.- Marie Is broken-hearted at the treachery As the "third girl from the right' she puts a failing musical comedy back on its feet and grad uates from the hard school of the ehorus where she has met a real friend in Sally; Short, to Broad way's darling. - : I She cannot wholeheartedly eii joy her fame and success because of her love for Dudley, who hsls spurned her. However, attracted anew by Marie, the actor comes to call but her hurt heart refuses to respond to his love making. It ts not until she has nubliclv humili ated him at a large reception in her home that she repents and writes begging forgiveness. Dud ley, genuinely in love, follows her to tne train, and so tne iittie coun try girl goes back home to show off her handsome husband. Have your prescriptions filled at the first drug store west of the New Bank building. Reliable and trustworthy nothing but the pur est drugs. Crown Drug, szz biaie. efit likewise. Benefits From Present Associa tion Would Be Extended The association of these two lines with the Burlington for the last twenty-five years has resulted in improvement of service and convenience-to the public more or less ,in the manner and of the character described. The owner ship by the Great Northern and Northern Pacific in equal parts of over 97 per cent of the stock of the Burlington has resulted in the development and. use of facilities in a manner which permitted prompt and efficient Interchange and has resulted in close working traffic and operating arrange ments to the end that shippers and consignees have been educat ed to the fact that by routing busi ness via tne ureat Northern or the Northern Pacific, in connection with the Spokane. Portland & Seattle and the Burlington, they receive superior service. The di vorcing of one of the Northern Lines from the Burlington, as has been tentatively suggested would mean loss to the public of many of the advantages which have come from the association, so that, on the one hand, while fur ther improvement in service will result from closer association of these lines, on the other hand sep arating them would cause a loss of a partbf what already has been accomplished. PUBLIC INTEREST IN FINAN CIAL STRENGTH Good Credit Necessary For . j " ueveiopment ;, The economies which I have suggested will directly tend to in crease . the financial strength and tne credit or this group ot rail roads, and on that account will put them Jn better position to meet the needs of the west for adequate railroad expansion Moreover, the unified operation of the Spokane, Portland & Seattle and the unified control of the Burlington, both of which are al ready Jointly owned, will remove the danger of divided councils so that this v unification may well lead to more, confident and decis ive expansion of these properties in the public interest than would be possible with the two Northern companies acting independently oi eacn oiner. One ot .the essentials for the success of private ' operation of railroads is that the railroads shall (Coat ia wed m pg 4.) SENATORS VOTE FOR ENDING BOARD (Continued from pag 1.) is now constituted." Senator Upton declared that he believed the emergency board was unnecessary. "If we are to re tain the emergency board," said Senator Upton, "we might as well abolish the ways and means com mittee. Under the present law the emergency board has author ity to upset legislation carrying appropriations and brush aside any or all recommendations of the ways and means committee. The emergency board is not necessary and should be abolished." jThe bill doing away with the emergency board carries an ap propriation of $100,000 to be ad ministered by the state board of control. This money shall be used only in cases of real emer gencies. - j Twenty-nine of the 30 members of ' the senate voted to make t he members of the public service commission".) appointive u rather thanlective? tas provided) under the xf3ting laws. The members of 4the preseBt commission will Continue to serve under their elec tive commissionuntil the expira tion of their terms; The bill to imake the 'public serviee commis- skmappointive was IntrdqUced by Senator Butler. Members of the commission would be appointed bytbe governor 'Senator Strayer declared that wi la lhivs& tLoif owner-He Harlinrtoii by tls two North- ot way materials id practicatla Id- For OgMg? Grip, f and Laxative UCronto Quinin3j) The Safe and Proven Remedy The First and Original Cold and Grip Tablet, Price 30c, . Th box bjp tUa aitamtax ' ; the work of the public service commissioners was technical and of the same class as that of the state engineer and highway de partment. "If we had authorized an ap pointive public service commis sion several years ago," said Sen ator Strayer,- "this legislature would not have been called upon to spend so much ot its time In conducting investigations. The bill making the commission ap pointive is a good one and should receive favorable - consideration The senate also approved Sen ator Dunne's bill increasing the salary of the judge of the court of domestic relations in Portland from $4000 to S5000 a yeaf. A bill introduced by Senat Moser authorizing the appoint ment of a superintendent ot the state penitentiary also was a proved. Under this bill the s perintendent of the prison" would appoint a warden and deputy war den, subject to confirmation, by the state board of control It was argued that a superin tendent at the prison was necos sary because of the rapid expah sion of the state Industries. Th Casey's Guaranteed RHEUMATISM REMEDY Money refunded if it does not cure your case NELSON & HUNT Druggists Cor. Court and Liberty Tel. 7 THE OREGON Today, Wednesday, Thursday Unless existing collecting agen cies are .used.; .Mr.' Mellon said. It wouidj be necessary to set up an equalization fee collector's office in each federal land bank district. D. H. Mosher. Merchant Tailor, is turning out-the nobbiest ana best fitting tailor made suits to measure; 100 business and pro fessional men buy off Mosher." ( ) MELLON SHOWS FARM BILL'S DIFFICULTIES . (Continued trpm ps 1.) strength ot the pleasure, will be taken by farov. leaders as showing in what way the .;wind blows. . if the senate bill is; substituted, de bate will continue under limitar tion as the measure is read.., - In his letter to. Represefftatlve Chindblom, Secretary Mellon said that "collection of the equaliza tion fee from any oho of the three mediums provided has so many disadvantages that it is not pos sible to ay which would be the least difficult." ? "Regardless, of which of the three mediums of collection is adopted." h added, "a force of investigating agents must be or ganized for. the purpose of ascer taining whether the designated collection medium has filed cor rect returns and .paid the full amount-of the fee. The invest! gating body might be compared with the present force of revenue agents employed under the super vision of the? Internal revenue bureau-' ; ) . "The. impossibility of collecting evefy cent-of the equalization fee is apparent. In l addition to Jthe fact that the equalization .fee ,1s a suni authorized by law which must be collected for. the rehabilitation of the, revolving fund, it can be seen that the collecting . agency that does not make proper report Is in effect withholding from the funds. . . "So much will depend upon the honesty and alertness of the col lection agency. that It can be seen that many units. : of the proper commodity as it passes through commerce will j fail to pay the equalization fee ! provided by law. An unscrupulous? processor or pur chaser or carrier will find, that ability to evade the return of the equalization fee.'to the board will result in his profit.' It must be realized that the ingenuity of the government representatives must be vigorously applied to adequate ly meet, insofar as possible, the requirements, of the proposed leg islation." - ; IS Matinee 10c - 25c Evening: 10c - 35c TME EL.SIMORE Lasf Times Toddy IFanchon JUilarco9 v "Specialty Ide" A Vaudeville Riot -1 . and'' - -'-: - - - DorotKy MacKaill SUBWAY SADIE - - Matinee 10c - 35c Evening: Children 10c; Balcony 50c; Floor 60c f! J OREGON THEATRE OXK DAY- r?r7.rrv v a nr - Night 8:10 SUA DAY 2:30 Matinee 7 Uli; Jf .V.' M 'LAUGH , you grinning dogs! TO And a hideous, quavering travesty of a laugh rang out. What mad, incredible business this, that mrr laughter among the dead, from men about to die? ForrtJ f laugh in tbtfact ofdeati K utndtr lUrhert Brrv's is called " the year's greatest melodrama. ' The Year's Greatest Blelodrama 20 Piece Touringr Orchestra PRICES: Matinee, BOc - 75c - fl.lO v " Alghts, COc 75e - ff.10 - fl.C5 ' r-V Heats e Now Mrs. H. P. Stlth, mlllinerv. Most beautiful hats in Salem; all shapes 'and colors; full stock from which to make fine selection Best quality. 333 State St. ( Henry O. Miller, 191 S. Conn. St.; where most people prefer to get their auto parts for all makes of cars. Trade here and maki savings on all auto parts. , Your Car Deserve . y SEIBERLINGS ; America's Finest Tire m o tire 1 DO Commercial SHOP -Tel. 471 v TRY US FIR8T SALEM HARDWARE CO. Inc. The Winchester Store 8ALESI, OREGON Phone 172 liiO M. Co ml. ftt. STOP COUGHING SCHAEFFER'S HERBAL COUGH SYRUP it n Gives IMMEDIATE RELIEF For Children or Adults ONLY AT CJCHAEFER'C DRUG STORE & 135 North Commercial - Street PHONE 197 , The Original Yellow Front Drug Store 1 Pehslar Store TH TJSTS" sf'Z $ R AC O F IT AL Y $795" Introductoiy price on this Cableelson a rt grand piano $845 - M: .T: The Cable -Nelson art grand piano is but five feet long. It wilt fit charmingly the compact living-room of apartment or bungalow. Its extremely low introductory price, $795, bench included, ? j, cari be j jreadily budgeted. (Price will shortly advance to $845, when present ship ment is sold,) Several exquisite models to choose from: Spanish, French or Italian. 'Here are illustrated the dignity and poise of the Italian motif. Finished in dull mahogany. r You will be delighted by these models. 'Sherman Jlay& Co ISO South High Street