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The article looks at the Northern Pacific Railway Co. (NorPac) with a focus on its business performance, the profitability of its non-railroad businesses, and the possible merger between NorPac and the Great Northern Railway Co. as of February 1959.

The article discusses the stability of stocks from railroad lessor companies in the United States as of September 15, 1958. Attention is paid to a 999-year lease contract from 1869 under which Pennsylvania (Pennsy) Railroad had to pay to the taxes and operating expenses of Pittsburgh, Fort Wayne & Chicago's (PFW&C) stockholders. Particular focus is given to the attempts of Illinois Central Railroad and Boston & Maine Railroad to merge their lessors.

The article discusses the liquidation of real-estate company Van Sweringen as of July 1, 1957 with attention paid to the fact that it was the last piece of the railroad empire of the Van Sweringen brothers. The author focuses on the profiles of the brothers Oris Paxton and Mantis James, the acquisition of railroad companies Lake Erie & Western and St. Louis &Western, and the formation of Nickel Plate Railway. The operations of the Van Sweringen holding-company pyramid are also discussed.

The article discusses the ruling of the United States Interstate Commerce Commission (ICC) permitting the merger of the Louisville & Nashville (L&N) railroad with the Nashville, Chattanooga & St. Louis (NC&St.L) railroad. The author describes the merger of the two railroads and the potential for additional mergers enabled by the ICC ruling. Topics mentioned include L&N president John Tilford, company sales in 1956, and potential railroad mergers.

The article focuses on the proposed merger of railroad companies Erie's Paul Johnston, Delaware, Lackawanna & Western's Perry Shoemaker and Delaware & Hudson's William White in 1956.

The article explores the legal battle over the control of the bankrupt but strategic Florida East Coast Railway. One contender is Champion McDowell Davis, president of Atlantic Coast Line Railroad (ACL), who aims to merge Florida East Coast with his ACL. Opposing the plan of Davis is Saint Joe Paper Co. President Edward ball who is part owner of Florida East Coast's First and Refunding Mortgage bonds.

The article reports on the acquisition of the substantial interest in the common stock of Nickel Plate by Lackawanna & Western R.R. in 1948. Robert R. Young's Chesapeake & Ohio Ry owned the Nickel Plate but decided to let go of the latter once he decided to bid for control of New York Central. Lackawanna hopes that the partial acquisition of Nickel Plate would turn out later to be a full merger which would eventually place Lackawanna in a stronger position to compete with rival Erie and give Nickel Plate access to New England.

The article discusses the adoption of the final plan for railroad consolidation by the Interstate Commerce Commission in the U.S. According to the author, the nineteen systems forming the basis for the plan's lay out do not directly apply because this consolidation is not compulsory under the Transportation Act.

Comments on railroad consolidation in the U.S. Economic reasons to be urged against railroad mergers; Fears that private profit was more likely to be the reason behind railroad consolidation instead of sound transportation policy; Implications on railroads.

Presents information regarding the Transportation Act of the U.S. with emphasis on its provision requiring consolidation of railroads into a small number of large systems. Contemplation of consolidation in the Act as a measure in the public interest; Information regarding the situation which existed before enforcement of the Transportation Act including the application of anti-trust laws to railroads; Recommendation of the Interstate Commerce Commission regarding the consolidation of the railroads in the U.S.

The article looks at the favorable stocks of railroad company Chicago Milwaukee Corp. as of September 1, 1973. Topics include St. Paul & Pacific Railroad, the impact of the Interstate Commerce Commission on the company, and the prospective merger with Burlington Northern Railroad. Railroad operating profits, dividends, and earnings are also addressed.

The article explores the bogging down of the railroad merger movement in the U.S. As to the implications of this for the industry, many railroad stocks are reportedly selling at 15% to over 50% below their 1966 highs in a stock market that is within 6% of its 1966 high. The Penn-Central railroad merger is said to be still snarled in the courts. One rail analyst claims the industry needs a couple of Jim Lings, people who would go in to do what needed to be done.

The article explores the impact of the testimony of former administrator of the Federal Aviation Agency Najeeb E. Halaby, who admitted that while he is no expert on railroad merges, air carriers presents a great challenge to the industry. He added while many still thinks of air freight is only for transporting perishables, domestic ton-mile rates are going down. Halaby faced the Interstate Commerce Commission on the merger of Norfolk & Western and the Chesapeake & Ohio railroads.

The article deals with a warning to dissolve the Western railroad merger movement in the U.S. in 1967 from Interstate Commerce Commission (ICC) chairman William H. Tucker Jr. The movement is said to have provoked a spate of opposition including unrealistic claims, counterclaims and recriminations. Tucker notes that the ICC needs some coherent merger proposals calculated in terms of the public interest. He adds that he would like the railroad industry to show more statesmanship.

The article discusses developments in the railroad industry in the U.S. as of late 1966. It focuses on the operation of New York, New Haven, & Hartford Railroad Co., which went bankrupt in 1961. It examines the assets of the company, including the 137 million dollars worth of New Haven bonds. It also cites the impending merger of Pennsylvania Railroad and the New York Central.

This article explores the business implications of the Interstate Commerce Commission's (ICC) decision to reject two long-standing railroad merger cases in 1966. As a result, rail stocks declined amid investors' concern that the ICC has changed its criteria for approving mergers. It points out the strong growth potential of railroads. It suggests the possibility of executing a fancy arbitrage maneuver on the part of speculators by purchasing the New York Central and selling Pennsylvania stocks.

The article discusses the rail merger scheme of Norfolk & Western Ry. (N&W) and Chesapeake & Ohio Ry. (C&O) that should first have the approval of the Interstate Commerce Commission (ICC). The N&W and C&O merger is also planning to jointly have control on five other Eastern railroads including Delaware & Hudson, Boston & Maine and Reading. It notes that the merger is similar to the proposed Pennsylvania New York Central Transportation Co. that is still awaiting the approval of ICC.

The article discusses the plan of Saint Louis-San Francisco Railway to take control of the Central of Georgia Railway. It mentions that Saint Louis-San Francisco Railway, also known as Frisco, asked permission to the Interstate Commerce Commission for the acquisition of Central of Georgia Railway's stock control. It adds that although Frisco denied its intention for any real merger, Wall Street believes that merger will be result of the acquisition deal.

The article focuses on the proposed merger between the Pennsylvania Railroad Co. and New York Central Railroad, which would make them the eleventh largest U.S. company. with more than five billion combined assets. It says that both the railroads are in trouble, as they are both suffered by rising cost, heavy inroads of competition from airplanes, trucks and buses, and declining revenues. It adds that the merger will face a series of problems from the Wall Street, labor unions and the government.

Several letters to the editor are presented in response to articles in previous issues, including "Neutrals who are not neutral" in the October 21, 1961 issue, "IBM's new tape drive" in the November 4, 1961 issue, and "Two largest railroads push merger plan" in the November 11, 1961 issue.

The article focuses on the boom of merger activity in all lines of business in the U.S. It states that railroads have been struggling for position by means of merging activity which could totally improve the railroad map in the East. It mentions that bankers are also driven to merge due to competition and geographical restrictions. Meanwhile, there are some economic areas wherein it would be a secure bet that a merger activity would lead to an antitrust case.

The article presents the disagreement between wealthy railroads and weaker rails on the railroad merger proposal of the Interstate Commerce Commission in the U.S. in 1961. According to presidents of the healthy railroads, the public interest lies in reducing the industry to a more effective size for the improvement of service. Lenders, workers, managements and owners destined to be eliminated in the cutting process are sure that public interest lies elsewhere.

The article focuses on the plan of Norfolk & Western Railway Co. (N&W) to merge with New York, Chicago & St. Louis RR, Pennsylvania Railroad Co., and Wabash Railroad to gain larger profits. It states that N&W is estimated to gain 1.7 billion dollars of total assets if the plan will be approved by the stockholders and the Interstate Commerce Commission. Moreover, N&W president Stuart T. Saunders views that N&W's merger with the firms will solve the problem on origination of traffic in railroads.

The article presents updates on rail mergers as of October 22, 1960. The board of Western Pacific is considering an acquisition bid by Southern Pacific. Chicago & North Western has received approval for purchase of the Minneapolis & St. Louis. Erie and Lackawanna have begun operations as a single system.

The article examines the merger between the Erie Railroad Co. and the Delaware, Lackawanna & Western RR which resulted in the formation of the Erie-Lackawanna RR. The merger is aimed at regaining the U.S. railroads' financial health by removing duplicating facilities. Top officials of the railroads are optimistic that the merger can save from 13.5-million U.S. dollars to 15-million U.S. dollars a year over a five-year period.

The article discusses the task of the Interstate Commerce Commission to study railroad mergers as requested by New York Central Railroad Co. in response to the merger plans in the U.S. railroad industry. It says that if ICC favors the proposals, changes on transportation patterns may include system regionalism. It tells that the commission will not initiate a policy since its function is judicial in nature. It adds that ICC will listen to Central's arguments before conducting hearings.

The article focuses on the merger proposal of the railroad networks Pennsylvania Railroad Co. and New York Central Railroad to become the Pennsylvania New York Central Transportation Co. in the U.S. It states that the merger will result to a massive rail network crossing the industrial areas from Boston to St. Louis and will rank as the 13th largest corporation in the country with its 4.2 billion dollar assets. It explores the terms agreed on by the two boards and their economic practicality.

The article reports on the proposal of the U.S. Interstate Commerce Commission (ICC) for an interstate railroad merger. The ICC proposed the merger after the three major Western roads Great Northern, the Northern Pacific and the Chicago, Burlington and Quincy petition to merge into single, vast new system to be called the Great Northern Pacific and Burlington. The purpose of the merger is to create an integrated railroad empire of states, stretching from Chicago and St. Louis to the West Coast.

The article reports on the plan of Norfolk & Western Railway Corp. for the merger between the Virginian railroad and Northfolk and Western railroad in the U.S. President Stuart T. Saunders mentions that the merger plan for the railroad will create a profitable transportation complex in the country. It notes the need for the approval of the plan concerning the combination of earnings from several companies including Nickel Plate Road and Norfolk & Western Railway Corp.

The article reports on the increasing number of merging activities among railroads and airlines in the U.S. to survive in the competitive business environment and rising operating costs. The nation's Interstate Commerce Commission (ICC) has favored railroad consolidations because they can lessen the costs, considering that duplicate facilities are eliminated. Among the companies involved in merger activities are New York Central, Atlantic Coast Line and Boston & Maine Railroad.

The article discusses issues related to the railroad-consolidation plans of the administration in the U.S. According to the author, a number of important roads are unable to pay fixed charges or refinance maturing issues. The author believes that a single national system under public ownership set apart from political influence could reduce operating expenses and improve public confidence toward the government.

The article examines the economic conditions of U.S. railroad industry as of March 1, 1930. Attention is paid to the reported earnings for 1929, the rates of freight loadings, and the acquisition of the Buffalo, Rochester & Pittsburgh Railway by the Baltimore & Ohio Railroad. The rate of carload shipments and shippers' Regional Advisory Boards are also addressed.

The article looks at the railroad consolidation plan of the U.S. Interstate Commerce Commission (ICC) as of January 15, 1930. Special attention is paid to the proposed grouping of railroads by routes in case of merger between railroad companies. Also investigated is the reaction of railroad companies described as "railroads refused to comment" to the plan.

The article discusses the issue of a holding company that caused the split between Commissioner Joseph Eastman of the U.S. Interstate Commerce Commission (ICC) and the railroads' legal representative Alfred P. Thom. There were disagreements on the method for drawing the pattern of railroad consolidation with Eastman insisting that ICC's 1929 consolidation plan would continue to serve as a guide, a method that lawyer Thom does not support. It mentions that railroads will attempt to convince the U.S. House Committee that ICC's plan is a hindrance.

The article focuses on the 4-system plan of consolidation among Eastern railroads in the U.S. which, according to the author, is a slow process at best. It says that following the announcement of U.S. President Herbert Hoover about the agreement among the Eastern railroads on the principal features of the consolidation, a petition was submitted to the Interstate Commerce Commission to show the physical structure of the scheme. It says that in the said scheme, Pennsylvania will lead the field, followed by the New York Central.

The article offers information on a 4-party railroad merger plan announced by U.S. President Herbert Hoover. It mentions the various benefits offered by the plan including linking up of different routes and development of terminals. It discusses support in the U.S. Congress for anti-consolidation legislation and opposition to the President's involvement in the merger and steps required for the authorization of the consolidation.

The article explores the announcement by the Van Sweringens brothers to include Western Pacific (W.P.) and Denver & Rio Grande Western in their Missouri Pacific system. According to the author, the Van Sweringens revealed its plans to the public far in advance of completion. Arthur Curtiss James, the 50% owner of W.P., has announced that he has no plans of selling. The author claims that if James wins Interstate Commerce Commission approval for a link between W.P. and Great Northern, Van Sweringen's W.P. acquisition from him would be out of the question.

The article discusses a debate on railroad mergers as of April 1930. Senator James Couzens forbid railroad mergers pending further investigation and study. According to the article, railroad executives are divided on both the theory and set-up of rail mergers. Critics of the argument that huge economies will be achieved through a general rail merger include Daniel Willard, president of the Baltimore & Ohio and Percy R. Todd, president of the Bangor & Aroostook. The effects of the growth of the rail-organized and directed holding companies are discussed.

The article explores the possible loophole in the Clayton Act which could jeopardize the U.S. Interstate Commerce Commission's (ICC) railways unification plan and which the House of Representatives' Commerce Committee is investigating in 1930. ICC's Joseph B. Eastman claims that it could be possible for a railroad holding company to act through an independent corporation over which the ICC has no control, to circumvent mergers. Principal railroad holding companies include Pennroad Corporation which is almost wholly-owned by Pennsylvania Railroad.

The article reports on squabbles in railroad mergers including the acquisition of Buffalo, Rochester & Pittsburgh by B. & O. from Allegheny Corp.

This section offers news briefs pertaining to railroads in the U.S. as of April 15, 1928. It reports on the expected earnings of the Class I railroad systems for February and the usual seasonal trends from January. The increase in freight car loadings which began in March is discussed. The U.S. Interstate Commerce Commission (ICC) has renewed has criticized Missouri-Kansas-Texas Railroad's (MKT) accumulation of stock in Saint Louis Southwestern Railway for merger purposes.

This section offers investment-related news briefs as of April 1921. American Beet Sugar Co. passed a regular 2% quarterly dividend on the common stock. Chairman Howard Elliott of the Northern Pacific Railway discussed the benefits of a merger of Northern Pacific in Chicago, Burlington & Quincy, and Great Northern during the company's annual stockholders meeting. Phelps-Dodge Corp.'s earnings fell to 1.63 dollars in 1920, against 7.14 dollars in 1919.