Yerington times. [volume] (Yerington, Nev.) 1907-1932, 1918-11-23

been forthcoming, and the very inter-
ests which were so zealously pro-
tected by the government in its sys-
TEN OF regulation, the business inter
ests OF the country, have been the
heaviest losers and the greatest sui
ferers
But a rate increase has been or
dered by the Director General of Rail
roads Ia good substantial increase OF
Is per cent or thereabouts. This in
crease is necessary, OF course. Nobody
questions the necessity of it. The
war must be won, and in order to do
our part in its winning transportation
facilities must be maintained at
properly high condition OF efficiency
vi course, war is merciless task
master and an extravagant spender,
but is ii imaginable that this rs per
cent rate increase would have been re-
CURED if the war had found these rail-
roads operating within even rs per
cent of the efficiency required by the
proper purposes of peace?"
All railway and public utility COM
missions understand how vulnerable
these statements are but the public at
large does not Here is fertile ground
Tor the activities of a trenchant writ
er on our side OF the question. The
Wall Street banker in question pur-
q 1o1 81, A,-1- Al
commissions which emanates from
source and holds them responsible
that source and holds them response
'ble for the war congestion and the
breakdown OF the railways under pri-
vate management. On the other hand
It IS in effect contended that the rail-
way financial and managerial policy
was perfect; that il made no mistakes,
or miscalculations and could do
no wrong in the matter of unregu-
lated expenditures for standards Of
track and equipment that were waste
ful and inefficient, and that the bus
mess interests OF the country have
been heavy losers and suffered be-
cause the railroads were unable to
keep their cumbersome equipment in
condition without an increase in rates.
which the commission denied.
ut is generally conceded that the
railroads and their facilities were adj
equate and that this was not the
cause of the freight congestion at
New York and other Atlantic Coast
ports. On the contrary it was very
largely due to lack Of elevators, ware
houses, and especially necessary ship
ping facilities to take the freight away
and permit of the prompt unloading
of cars. In this connection | am sure
we cannot recall having heard one OF
these Wall Street champions of sui
ficient railway income to make invest
ments attractive advocate the build
ing up Of the merchant marine prior
10 the declaration of war. On the
contrary there was opposition to any
such movement because the railroads
had large surplus in transportation
facilities over ordinary peace needs.
Time alone will tell what plan OF
organization will be proposed to Con-
gress by the railway executives OF
the country for the future operation of
our railways. Judging by the repre-
sention made before the Newlands
Committee we have the proposal that
all power be centralized in the hands
ct Tr+are+o+a Co,,,,,erca Com, cio,
with various regional commissions or
in the hands of member of the Pres
ident's cabinet as the executive head,
assisted by regional directors much
the same as we have at present In
both of these plans the jurisdiction
OF the various states is lett ont OF con-
sideration entirely, in fact it is pro-
posed to usurp the sovereign power
of the states and deny the right of
state legislatures, commissions and
courts to have any voice over the reg
ulation of rates, services, etc. If the
power is to be lodged in the hands OF
il must be conceded by all that the Act
to Regulate Commerce has been and
is wholly insufficient for the proper
and effective regulation Of interstate
commerce. In TACT it gives 10 such
power for effective regulation as is
granted by the various state railway
commission acts, According to the
reports of the Interstate Commerce
Commission it has power only to fix
maximum rate on the question Of
the reasonableness OF rates, and TO
make an alternative order in cases Of
discrimination requiring its removal,
Under such orders the railroads may,
and have in the past, within the limit
atoms prescribed, fixed their rates in
any manner they saw fit During the
gast few years the railroads have I'M
der such orders subordinated and set
at naught the rates prescribed by va
rious state legislatures and commits