The Montgomery advertiser., 1905-07-02

ton which calls for such Legislation as would be enacted by the final pas sage of the Esch-Townsend bill.
 That there is no necessity for such an unwise and injurious expedient IS becoming more and more evident. The !, evils which have undoubtedly existed as a basis for the demand have been
 largely diminished, and over large areas of this country substantially II not entirely removed. A deliberate and searching inquiry into their existence, with the view to such Governmental remedies as may be required has been recently conducted by committee or the Senate, and probably the most con spicuous feature of that investigation. covering q period of six weeks ana re- sulting in testimony covering nearly 2,U00 pages of printed matter, mas been
 the paucity of well defined and sub | stantial complaints from those having | real interests at stake, and the almost unanimous testimony that the chief. If not the only. governmental remedy now required, is the vigorous and effective execution of existing laws, with the addition that certain carriers now ex- empt from the provisions Of the law should be brought Wlthln US Jurlsdlc- tion. .-.. :.>.. ....:. This Is the result of the applicatioE to trans sportation of those methods of procedure which have characterized your commercial and industrial organ iZation, viz: free. frank and open discussion of all the questions involved. The carriers have met the questions in the open, have dealt with them in perfect trankness and candor. l say without hesitation that if abuses exist, Ire great majority of the carriers are willing to have the facts known, and legal remedies applied If thero are aufstinns between the .iers and the ,rrin and they do invite, d full and frank discussion witch those whose interests are imInediatelr involved If such policy is adopted on both side. If cordial spirit of cooperation Is cHlti- 1 vated between those who ship and those who carry the same results or | friendship and fraternity and mutual benefit will follow between them as l have followed Your efforts since 1893 in building up your useful and success | ful assoClation.= ~--
 IT there Is pnc section of the country | that will be injured more than another by placing rate making power in the
 hands of Il national commission, that section is the south. Her coal and Iron developments, her miscellaneous mdnufae urcs and her jobbing centers are less advanced than. those of her Northtr@ sister Statns. Her ports are with ono oc two exceptions. c0mpGr- atlNcIy unu''F'ibI''t''t anu iIIP9t WHICH are most drvslupoG are far behind those where long accumulated wealth, i comparatively dense population, and | better Transportation facilities have largely concentrated the commerce of | the country G,N, rnmrntal rat. mak- | ing, how yer, small and insiG1ificant | in the beginning. must in the end tend tu II tariff riS.di'H which will retard l the devclopu.ent of The less developed | sections. and Iorpetuate tn csuprem- l acY of those which are most securely established.
 IL has been long admitted by those | who knew, and 1t has been established | by evidence in the recent hearings by | the Senate Committee, that preferences | between individuals as to special rail | way rates have almost, if not entirely, | disappeared. The remaining charge so | far as any charge now exists as d l basis for railway rate regulation Is the alleged unjust determination between i sections and communities. This is but | one form of the broad question with which you are so familiar, the com l petition between markets In cOntradis- | tinction to competition between indi- | viduals and firms The existing com | netition between markets Is most az | pressivA and for the welfare of the | country if must remain so. It is eff l fectivelv fostered by all transportation | lines in the interest of the special com munities which they serve 1T gov | ernnnental commission should under take to fix rates and thus establish
 inc relative competitive conditions be-