The Birmingham age-herald., 1922-04-02

1921. 232. and which were substan- tiolly in excess of wages in other i'm dustries.
 Again eonsidering the question of purchasing power, which we find was as to 100 in 1914; 1s3 in 1920; Janu- arly, 1921, ib1; June. 1921, 1ss: and in July, 1921, l42. which shows the advances in wages far exceed the ad- vances in living costs, with a fur ther reduction of living costs since that date, and but one reduction in the railroad labor wages of railroad employees, that being 12H per cent on July 1, 1921, with kslight reductions by amended rules since.
 And while tho following exhibits show, the wage increases as convinc- ing they do not represent all in- creases. as the rules governig the working forced by federal control an additional burden resulting in higher cost of labor, and which is not in- cluded in the scale of wage increases as shown In the following exhibit with that of freight rate increases as pre- pared by bureau of railway econom- ics since 1915:
 Railroad freight increases: 3.7 per cent on June 27, 1917; per cent on 4hdiSn 1og Io4oF PCi NoAAN OAl AhS 25, 1918; S4 per cent on Sept. 1. 1920. A total of 7S per cent in 1921 over 1915.
 Railroad pay roll increases: 1916, per cent over 1915; 1917. IS per cent over 1916; 1918, 41 per cent over 1917: 1919, per cent over 1918; 1920, 2i per cent over 1919. A total increase of 11e per cent for 1920 over 1915.
 Nor does the scale of freight in- creases as shown above represent a true statement of facts. as in this state some commodities were ad- vanced in his period as much as 100 to 800 per cent.
 Passing Through Crisis.
 "It is apparent that with this con- dition confronting the shipping and travelling public, we are passing through a crisis in railroad operation, as there has never been period in this country's history that likens unto 1t. We are not yet through with tho disastrous results of the war. and while Congress- was quick to rally in support of bills to aid us in winning the war, 1t has been slow to act to protect the country's people and their properties since the war. And, too. the railroads are slow to act. taking the position in many cases that any reduction in rates would not create a movement of traffic. This is not borne out by facts; as has been shown lately the possibility of lower rates and its effect in the movement of pig iron in that one of the furnace com panies of this state resumed opera tion of furnace accessible to river transportation, and has been selling iron in Chicago territory. the water rate permitting the business to move, whereas all rail rate shut the south ern furnaces out of the markets.
 '"The most serious aspect. of the present intolerable conditions is that a continuance may lead to a sympa- thetic consideration of government ownership and operation of railroads as the only solution of the difficulty, method of dealing with the situa- tion which Is definitely repuEnant to the people as q whole, and to ali our American standards and Ideas. The Esch- Cummins act empowering the interstate commerce commission to al- low the railroads to carry such rates and charges as will bring to the rail- road 6h to 6 per cent on fair valua- ton of the properties, and under the same act creating a eboard to take from the railroads that which they may earn for protected class (and only one of it's kind in the United States) there can be but one end. re- ceiverships, or government control"