New Mexico state record. (Santa Fe, N.M.) 1914-19??, 1921-12-30

the railroads seems to me to be f;
case OF playing both ends against tn,
middle, and in this instance the in
termountain territory happens to be
the middle, because the carriers have
figuratively speaking, moved the At
lantic Ocean as far back as Chicago
and St. Louis and deliberately left
the Pacific Ocean stay where the Al
mighty put it.
If 1t Is desirable to recognize mark
ct competition at such interior points
as Pittsburg, Cincinnati, Chicago and
Kansas City, why isn't it equally de-
sirable to recognize it at Denver,
Salt Lake City, Spokane, FL Paso,
albuquerque and Phoenix? The
answer is obvious. The railroads find
the long hauls profitable and they
realize that an adjustment OF west
bound commodity rates which does
not take market competition into con-
sideration would have a disastrous
effect upon these eastern interior
points and dry up traits t and
from such points, whereas a depar-
ture from the long and short maui
rule III intermountain territory would
mean no appreciable loss OF tonnage,
even though it did impose an unjust
burden upon that section OF the
country and added materially to the
cost OF living there. We have no
alternative but to ship by railroads
the goods We produce and those we
consume.
lie relieve the railroads engaged III
the transcontinental traffic from the
long and short haul rule would not
only be a discrimination against the
intermountain territory but it would
be. unfair to the steamship lines
have just as much right to
exist as the railroads and are EMIT
led to Just as much protection. While,
OF course, ! do not pretend to know
what the attitude of the water car
rlers will be if the railroads are Civ
EN- the fourth section relief asked for,
| am confident that they will retaliate
by reducing the ocean rates and they
would undoubtedly be in a position
10 do so should Congress exempt
the payment of canal ,olls as
now seem probable. The railroads
would then have to appeal to the
commission Tor further relief if they |
'tlll wanted to compete for the
cast to coast business and a merry
ate war would be on.
When the fourth section OF the In
erstate Commerce Act was amended
n 1870 by the inclusion OF the man
that the Commission should not
permit the establishment OF any
barge to or from the more distant
lolnt that Is not reasonably com
'ensatory Tor the service pei formed
We were under the impression that
'ur rate troubles were over in inter
mountain territory, so far as the
ranscontinental adjustment was CON
erned. But it seems that we were
mistaken and we have the same old ,
ight on our hands again. ,
We in New Mexico want TO see /,
he railroads prosper and are pull {
~ TO do everything that can rea- ,
onably be expected of us to contri-
ute to their prosperity, We take {
his position from an entirely selfish {
tandpoint. We appreciate .hat if {
ur state is ever to be developed and {
ttain the growth it should, We must i
ave additional railroad lines and t
nat capital can not be acquired for |
ne construction of new or the ex- {
ension of old roads unless the re- |
arm thereon is made attractive. New c
leXico today has less railroad mile v
&c in proportion to its area than
ny other state in the Union, and as
result the development of its Won ,
ertul natural resources is being re- !
X
Under the circumstances, in OPP \
osing the granting OF fourth section 4
,lict, ! do not wish to have it ap- y
that am antagonistic to the :
want to see them get a h
Iuare deal. They should have rates \
nat are compensatory and by that :
mean rates that will produce the \
to which they are entitled Z
nder the law, but they should not :
= permitted to make rates from and n
certain favored points which 10 :
ot meet their just proportion OF the :
,erhead expense in addition to the \
ut -of-pocket cost. !
| was elected by the people OF New a
eNico to the position | hold and y
.'cordingly their interests are my in s
rests. The principal jobbing firms \
several OF the commercial ryan i
atoms Of the state are members :
the intermediate Rate Association, \
hich is taking the initiative in op- 5
osing these fourth section applica- =
ons, and | sincerely believe that dr. \
s,,gt,ra ,.,ii H.. H.. Al. ..:..u iii
Mexico and those of other states :
the Rocky Mountain region as Y
if the proposed rates become Y
fective and are restricted in their n
'plication to terminal points only. Y
e, OF course, would have no obiec- -
whatever to these rates, il they nj
ere held as maXima at intermediate N
and that is what | personally =
ink should be done, because | am N
.nvinced in my own mind that such y
ties meet the test of reasonable Z
SIS.
The National Association of Rail- :
ay and Utilities Commissioners at !
recent convention in Atlanta, Ga, Z
lanimously adopted a resolution, (
ging congress to make the long and !
haul absolute. This resolution Z
passed after the Counties fourth :
ction applications had been filed Z
tn the Interstate Commerce Com .
ission and the several state COM !
issions had been officially notified Z
the time and place Of hearings !
ereon, and conclusively shows how Z
e National organization stands on )
e proposition. 4
In conclusion ! desire 10 read in !
the record an excerpt from the !
-of President Harding de- Z
cred to Congress on December :
h, as follows: Z
The existing scheme of adjusting .
ninht rita hnr hnnn fnrnrinn thelX