New-York tribune., 1919-01-23

proposed by the railroads this official
would not be IN control Of the rail
roads, but merely would supervise
'oelr operation and development. He
would nave part in making rate
changes he said, but subject to the
hnai control of the Interstate Com
merce Commiss ion.
Senator Pomerne. of Ohio Derocra+
Expressed concern over the effect Of
,ne railroads on politics and the effect
OF pohtlcs on the railroads." which. he
Sa.I. was to be anticipated under the
railroads proposal.
we are asking you." replicd Mr.
hruttschnitt, "to do what has ncycr
oeen done before; that is. TO adopt a
ha'lona railroad policy. If YOU do
mat the policy cannot change every
1our years. Recent occurrences have
SHOWN that the Interstate Commerce
COMMISSION has no hesitation in over
iui'hg the acts of an official who has
W"ch greater power than that pro-
ton.
Methods Still Under Discussion
I'VE are chiefly concerned with the
establishment of definite policy bv
congress. Whether it is given effect
through d cabinet officer, or through
an enlarged and fortified commission.
IS still a matter of discussion. Add
70 "hat we propose, a board for the
Adjustment of wages Of railroad en-
ployees. which board should be closely
ued to the body which controls the
rates and revenues, and the necessary
guarantee of fair and adequate re-
'uTns Fl, to the roads IS provided"
me witness explained that the ware
GH ,
oeai with all questions of working con-
cations and wages. passing on its find
lhgS IN that respect to the secretary Of
Transportation. who, il he approved
thom. thon would send them on to the
Interstate Commerce Commission as an
l,cm to be considered in Che fixing Of
rates. It should be established bv
Congress as a policy, he said. that in
the making Of rates attention should
De @von by the, controlling body to
'hc wages and other expense items Of
railroad operation.
referring to the statement made in
'he testimony of former Director Gem
eral McAdoo that the railroads on De-
cember 81. 1918. under Federal control
nad surplus of 1889 locomotives
stored and ready FOR winter service.
whereas tho roads on December 81.
l9l', under private control, had no re-
serve in storage, Mr.. Kruttschnitt said
the lack OF surplus in. 1917 had been
cue IN pant to the unvillingness OF the
raj llroads to interrupt the building Of
BADLY needed locomotives for Great
hrltain, France and Russia by demand
inS nrlorties in behalf OF the needs Of
the American roads.
Mostly 1917 Orders
Furthermore he showed that the ,9lS
reserve stock represented in large part
deliveries on orders which had been
placed in 1917 by the private railroad
managemonts Up to September 80
1913. he declared. only 1876 of the loco
motives ordered by the railroad admin
lstratlon had been delivered.
Although the average tonnage car
RED per car in 1913 showed a GO pcr
cent increase over the per car tonnage
OF 1911, he said, the actual volume of
freight carried in 1917 under private
control was larger than in 1918 under
Federal management; that the loaded
mlle2Ee was highe"; that greater
number o. ears per train were run; To-
comotlVe and freight car mileage per
day higher; physical conditions of the
freight locomotives better. and the con-
dltIon of freight cars equally as good
as under government control.
The much talked of saving in pas
senger train mileage. responsible, the
witness pointed out for 40 per cent OF
the economies effected under govern
ment operation. had been brought
about, he said, by the cancellation Of
se"vice which, in peace time. the pub
nc could not be expected to forego
1t is possible that Glenn Z. Plum,
general counsel of the Brotherhoods, or
President Stone. of the Broth erhood of
Locomotive Engineers. viii testify to-
morrow.