Indianapolis Times, Volume 34, Number 228, Indianapolis, Marion County, 2 February 1922 — Page 5

SECRET LOBBY WOULD ABOLISH SUNDAY SHOWS Councilmen Decline to Give Names of Blue Law Advocates. An Insistent lobby for the Introduction of an ordinance prohibiting the operation of any movie, vaudeville, burlesque or legitimate theater or playhouse of any other description on Sunday in the city council meeting next Monday evening, is being conducted by a group of men and women whose identity and connections city councilmen, who have been approached by them, declined to make public today. Several councilmen said they have received telephone calls and visits at their homes from men and women who favor passage of such an ordinance. The efforts of the lobby at present are devoted entirely to getting some member of the council to introduce the measure, which non of them is anxious to do. The meeting promises to be of unusual Interest. The amendments to the jitney regulation ordinance which practically would wipe out the powerful control of the jitney business the city now holds are expected to be reported out of committee and come to a vote. Behind the scenes, a bitter struggle for votes on the amendments is waged by the jitney drivers on one side and the Indianapolis Street Railway Company on the other, it Is understood. The street railway company contends elimination of jitney competition is necessary to successful street car service. Councilman Lloyd D. Claycombe practically has finished the draft of the new boxing commission ordinance which probably will be substituted for the pending measure providing for a commission with control over all forms of athletic contests to which admission is charged. The new bill will provide for a commission of three members, with power to regulate wrestling and boxing only, it is said. REFUSE REQUEST OF SHIPBUILDER Charles W. Morse Is Denied Trip to Rome. WASHINGTON, Feb. 2.—lnvestigation of the alleged illegal activities of Charles W. Morse, New York shipbuilder, not having been completed, his request for permission to go to Europe to consult a Rome specialist, has been refused by the Department of .Justice, it was announced today. Morse's request was made to District Attorney Gordon a few days ago and was referred to the Department of Justice. Morse is charged with conspiracy and embezzlement in connection with wartime shipping contracts. New Fuel Will Double Mileage DAYTON, Ohio, Feb. 2.—Discovery of a tellurium gasoline compound which increases automobile mileage 100 per cent over present gasoline fuel, was announced at the research laboratories of the General Motors Company here today. The discovery was made some months ago by Thomas Rigelv and Thomas A. Boyd, two chemists but they made no announcement until thoroughly convinced theirs was an important discovery following a series of crucial tests which surpassed their expectations, they said. The discovery will revolutionize the motor industry, they believe. Janitors’ Union Case Goes to Jury Today CHICAGO, Feb. 2.—The case against William Quesse and ten others of the Janitors' Union, will go to the jury late today. Attorney Joseph Harrington, of the defense, in his final plea stated the case was an attempt to split the unions and give profiteering landlords a clean sweep in every direction. Quesse is charged with extorting money from landlords and tenants. Ten Men Burned in Explosion NEW YORK. Feb. 2.—Ten men were terribly burned by an explosion in the engine room of the Canadian Pacific Steamship Express of Scotland in the North River today, The blast, declared to be a “back draught." shook the huge liner and was heard blocks away. Oil flaring out from beneath the boilers hurled the injured men in all directions, setting fire to their clothing and burning them severely. ASSAULTED WIFE; PAYS FINE. George Harvey, 866 Fletcher avenue, was fined $1 and costs in city court today on the charge of assault and battery on his wife, Deil Harvey. It was shown that Harvey assaulted his wife yesterday in front of a poolroom at 1618 Columbia avenue, of which he is proprietor.

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HURLS DEFY AT CHARGE OF RAIL HEADS (Continned From Page One.) system lines East paid out $2,500,000 In overpayments, he added. “It appeared that their action in overpaying their piece workers to the extent of millions of dollars was deliberate," he said. He added that the Philadelphia & Reading had overpaid its workers to the extent of $50,000 during the first two weeks of August, 1918. This overpayment, he stated, appeared to have been done with a view of bolstering up the demand of executives for the abolition of piece work." Other investigations showed, McAdoo said, that the Boston & Albany, Baltimore & Ohio, the Big Four and the New York Central had been guilty of similar practices. Federal control, McAdoo showed by statistics, had given the railroads greater safety of operation. Exrerpts from Mr. McAdoo’s statement follow: “The Senate resolution under which this committee is proceeding directs an inquiry, among other things 'into tue efficiency or inefficiency of railroad management during Federal control.' It is with respect to this feature of the inquiry that I am glad to appear at the request of the committee. I shall address myself largely to this phase of the inquiry, although I shall, of necessity, discuss more particularly the operation of the railroads in the w’ar year of 1918, when I was director general. Under the President’s proclamation I assumed direction of the railroads Jan. 1, 191S. I resigned Jan. 11, 1919, and was succeeded bv Walker D. Hines. TESTIMONY OF RAILROAD MEN CONCLUSIVE ANSWER. “Charges of inefficiency in the management of the railroads during Federal control have, from time to time, been made and published with a recklessness for which ignorance, design or selfish purpose alone can account. So far as the year 191S is Concerned, the unpublished testimony of seven of the ablest railroad men in the United States, given in a report to my successor as director general of railroads, Walker D. Hiues, Jan. 17, 1919, six days after my resignation, is conclusive answer: " ‘The measures taken during the year 1918 called for no apologies. They were caused by war conditions and the efficient operation of the railroads in support of the Government during the war justifies every act of the Administration during that period. It was impossible to avoid the increases of wages which were granted, and those which are pending are inherently a result of the same causes. War industries surrounding the railroads on all sides were paying wsr prices for labor and depleting the railroad supply of labor, particularly the supply of skilled labor. These conditions necessarily forced increases in wages of railroad labor and will persist not only during the present year (1919 as a neces- ; sary part of the war experience of the country, but for some time in the future.’ } “This report was signed by: | “A. H. Smith, regional director at New ! York for the Eastern Region, president of the New York Central Railroad before, and since the termination of, Federal control: “C. H. Markham, regional director at New Y'ork for the Eastern region, president of the New Y'ork Central Railroad j before, and since the termination of, Fed- ■ eral control: i "C. H. Markham, regional director at ■ Philadelphia for the Allegheny region, ! president of the Illinois Central Railroad j before, and since the termination of, i Federal control; “R. H. Aishton, regional director at ! Chicago for the Southwestern region, president of the Chicago & Northwestern Railroad before Federal control and now president of the American Railroad Association ; “Hale Holden, regional director at Chicago for the Central Western region, president of the Chicago, Burlington A Quincy Railroad before, and since the I termination of, Federal control; j “B. F. Bush, regional director ot St. ! Louis for the Southwestern Region, preel- ! dent of the Missouri Pacific System be- ! fore, and since the termination of, Feder- | al control; ! “N. D. Maher, regional director at Norfolk, for the Pocahontas Region, presi- | dent of the Norfolk A Western Railroad. ! before and since the termination of, Fedi eral control; and “B. L. Winchell, regional director at Atlanta for the Southern Region, vicepresident of the Union Pacific Railroad before Federal control, and since vicepresident of the Pierce Oil Company. “I prefer to oppose the unconsidered opinions and reckless charges of those who had no responsibility for the transportation of the country during the war, with the unqualified statement of the responsible railroad heads who operated the properties for the Government during that critical jrear; who knew the problems and solved them; and who speak both with knowledge and authority. COMPARISON WITH NORMAL TIMES UNFAIR. | “There has been a general disposition j to compare railroad operations in 1918 j when, out of imperious necessity, they I had to be devoted, first, to war purposes; i and, second, to the general needs of the country, with the operation of the railroads under peace conditions and in normal times, A moment’s reflection will convince any unbiased mind that such a comparison is wholly unfair and prejudiced. In the statement which follows I have, notwithstanding, made comparisons of the actual performance of the railroads under war conditions with the railroads under peace conditions. Even on this basis it is clear that railroad opj orations in the year 1918 were conducted i with greater efficiency, skill and ability. ! I say this, effacing myself as Director j General from the picture, and giving j praise gladly to the loyal officers and emj ployes who performed this tremendous task with great credit to themselves and rendered inestimable service to their j country. | “in the year 1918, after paying a reni tal to the railroad corporations of $906,-

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000,000 there was a deficit in railroad operations of $210,000,000. This does not include wnter lines, American Railway Express Company and other collateral operations. Unthinking people urge this deficit as conclusive evidence of the failure of the railroad administration. It is, of course, s, superficial and unfair Judgment, and it is not material to the issue, because it is a part of the war cost and, like all war cost, it is an expenditure for which there is no compensation but victory. We gained the victory—a glorious victory—and there is no use whining about the cost. When we consider the imminent peril which faced the country because of the breakdown of the railroads under private control, in 1916 as well as Jn 1917, and reflect that the assertion of Federal control alone overcame that peril and transformed the railroad systems of the country into a tremendous and effective war machine, and that the total cost of transportation for the war purpose in the year 1918 was only $216,000,000, and for the entire twenty six mouths of Federal control only $714,000,000 on Class I roads, it is infinitesimal as compared wit hthe total expenditures made by the American people to win the war. MEUSE-ARGONNE COST GREATER THAN WHOLE KAIL DEFICIT. “Let me make a comparison. In the bloody Meuse-Argonne offensive directed by General Pershing in the fall of 1918, it was necessary to keep up a continuous battle for forty-five days on a front only about nineteen miles long. The cost of the barrage in shot and shell and munitions, including transportation, has been conservatively estimated at $762,445,000. This exceeds by $48,000,000 the entire deficit or cost of railroad transportation during the two years and two months of Federal control, which as stated by Mr. Walker D. Hines was $714,000,006 on Class I roads. In the brief period of fifteen days on a nineteen-mil© front the cost of the barrage wus $254,145,000, or more than the entire cost of railroad transportation in the year 1918. There Is not a shot, nor a shell, nor a gun from which they were fired, nor a soldier who was there to fire the gun, who could have fought in that battle or have gained the victory for bis country, if railroad transportation in the year of 1918 had not been made to function efficiently and sufficiently by the Government of the United States ; and yet no one complains of the expenditure of $250,000,000 for Often days’ artillery fire on a nineteenmile battle front in France, although it may have been wholly wasted or the results flowing from it may have been Inconsequential; and yet we find many irresponsible critics who allege that $210,000.000 expended for essential transportation for the war purpose is conclusive evidence of waste and inefficiency. “The first question we have to consider Is whether or not It was necessary for the Government to take over the railroads for the purposes of the war. “In the fail of 1917 the inefficiency of the American railroads made them unintentloaily but nevertheless actually the strongest ally of the German Kaiser. The collapse of the railroads under the burden of war traffic had almost cut the line of communication between the American Army at tlie front and its base of supplies. The condition of traffic, particularly in the East, and the embargoes on freight in all important centers, had reached such an acute state of almost complete congestion that the Interstate Commerce Commission, Dec. 1, 1917. felt

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INDIANA DAILY TIMES, THURSDAY, FEBRUARY 2, 1922.

impelled to submit to Congress a special report sharply calling attention to the critical situation which faced the country. “As said by Commissioner Altchison, Jan. 2, 1918, before this committee in discussing the reasons which led to this special report: “ ‘The conclusion which we all reached was that existing conditions were intolerable and constituted a menace to the public safety.’ “Mr. Samuel Rea, president of the Pennsylvania system, had reached the same conclusions and used the same language before the Interstate Commerce Commission on March 22, 1917, just before our entry into the war, when he said (Inf. Cons. ICC March 22, 1917, Ex parte 57, Vol. 7, p. 4) : “ ‘We realize that the condition of the railroads today presents a menace to the country, not alone to the owners of the properties, but affecting directly the international situation.' CONDITIONS GROW WORSE UNDER RAIL BOARD. “Upon our declaration of war, April 6, 1917, the railroads in response to the resolution of the Council of National Defense calling upon them to so organize their business as to lead to the greatest expedition in the movement of freight, organized on April 11, 1917, a special committee on national defense, usually railed the railroad war board, composed of Fairfax Harrison, chairman, Juli'is Kruttscbnitt, Hale Holden, Samuel Rea and Howard Elliott, which undertook to secure cooperation between the various railroad systems. Despite the activities of this committee and its various efforts at cooperation, the condition of the railroads grew steadily worse until there had become an almost complete paralysis of transportation. The railroad labor board, on Dec. 22, 1917, only five days prior to the President's proclamation to take over the roads and in response to a questionnaire by the chairman of the committee on Interstate Commerce of the Senate, submitted replies outlining what it had accomplished during the more than eight months of its existence, emphasizing the things deemed necessary for successful operation of the railroads and the difficulties with which they were faced. Among other obstacles which this boar-l said was preventing greater transportation outpMt was that the railroads have not motive power enough and are finding it increasingly difficult to keep their ejulpment, and particularly their locomotives, in proper repair and efficient condition on account of the shortage of skilled labor. The selective draft and the attractions offered by such rates of par in munition and Government plants as most of the roads are financially unable to meet has resulted in a depletion of the shop forces of the carriers, some reporting a shortage in numbers of os much os 12'4 per cent and I1 reporting a much greater fall In efficiency due to ithe necessity of recruiting with unskilled men.’' * “The board suggested legislation to meet the emergency as follows: 1. The immediate appointment of a

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traffic officer to represent all Important Government departments In transportation matters with whom the railroads can deal to secure active Government cooperation. 2. The cooperation of tho Government to secure the necessary capital not only for enlargement of the plants but for renewing matured ob'igations, pointing out that 2,000 locomotives and 150,000 care are necessary to meet the requirements of the coming year, eaylng: “This is not more than the railroads usually require every year and at prescut prices represents a dost of approximately $500,000,000.” 3. Immediate increase in rates, and 4. Railroad men drafted to be enrolled and assigned to railroad service until actually needed for military service. RETORT OF L O. O. TO CONGRESS. “Os the situation then existing, the Interstate Commerce Commission in its special report to Congress said: “ ‘Since the outbreak of the war In Europe, and especially since this country was drawn into that WRr, it has become increasingly clear that unification in the operation of our railroads during the period of conflict la indispensable to their fullest utilization for the national defense and welfare. They must be drawn like the Individual from the pursuits of peace and mobilized to win the war. This unification can b* effected in one of two ways, and we see but two. “ 'The first is operation as a unit by the carriers themselves. In the effort along this line initiated early in this year they are restricted by State and Federal law, and the idea Is the antithesls of that which heretofore has controlled their activities. * * *” “ ‘The alternative is operation as a unit by the President during the period of the war as a war measure under the war powers vested in him by the Constitution. and those which have been or may be conferred by Congress.’ "The Interstate Commerce Commission pointed out that operation of the railroads as a unit by themselves involved tho 6urrnder by each of exclusive use of terminal facilities and of profitable traffic to other carriers with resultant loss of revenue; that It would be necessary to suspend the operations of the Anil-Trust Laws and the Anti-Pooling Provision of the Act to Regulate Commerce, and to provide for financial assistance In the form of loans and advances for capital purposes In such amounts and on such conditions ns might be deemed appropriate. The Commission further stated: “’ln our opinion the situation does not permit of temporizing. All energies must be devoted to bringing the war to a successful conclusion and to that end It is necessary that our transportation ays-

terns be placed and kept on the plane of highest efficiency.’ CARRIERS COULD NOT EFFECT UNIFICATION. “Commiasloner McChord filed a special report in which he fully concurred with the statement of the majority report that “ ‘The efficiency of our transportation system could only be secured through unification of operation during the period of the war,' but wholly dissented from the view that this unification might be effected by the carriers themselves. Commissioner McCbord’s report said that the committee which called itself the Railroad War Board was the fifth committee that the railroads had had in Washington to deal with the transportation situation since November, 1910; that the firs; two committees were given no real authority and that the members were hampered by the unwillingness of certain railroads to carry out their instructions; that in response to the suggestions of the Interstate Commerce Commissoin the third committee was sent to Washington, in January. 1917, but was not given the promised power und therefore, was not received by the commission; that in February the fourth committee was sent to enforce car service rules, but not all of the railroads would agree that these rules were workable and the agreement was therefore incomplete and inadequate; and that although the resolution of het railway executives of April 11, 1917, provided for the operation of the railroads “in a continental railway gystem” and that the pooling of cars, the operation as a unit, the placing of facilities at the disposal of railways in other territories as needed were essential steps in the coordination of railway operations, the board did not lake these steps until Nov. 24, 1917, more than seven months after its formation. Mr. McChord then said (pp 23 and 24) : “I do not wish to be understood as saying that the carriers’ committee has not accomplished results; nor that the shippers have not cooperated with the carriers to get greater service from the available equipment, for the heavier carloading has been a very material factor of Improvement. But our experience with railroad committees during the past year makes me believe that no voluntary committee can accomplish what tho situation demands. One of the principal reasons is that the element of self-in-terest, the traffic influence. Is a persistent factor in postponing and resisting measures that seek to disregard individual rights in the effort to secure transportation results as a whole. The 'merely individual and competitive activities' and Ihe established operating practices have their effect, despite directions or recommendations that have no sanction to enforce them except a voluntary agreement which Is very general in character. There runs also in the activities of these committees the selfevident purpose to do whatever appears to be necessary to prevent the governmental authority from acting. For these

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and other reasons which It is not necessary to slate I can not concur In a report to the Congress which apparently acquiesces in a continuation of control over the transportation situation by a committee ajjpointed by the carriers themselves. The suggestions with reference to the anti-trust laws, the anti-pool-ing provision of secHjn 5 of the act, the desirability of Government loans for capital purposes, and the regulation of security issues, undoubtedly have merit, but in my judgment their enactment into law will not make it possible for any committee appointed by the carriers to secure the full measure of transportation service which the present conditions demand.” GOVERNMENT CONTROL ADMITTED NECESSITY. “It was apparent that the recommendations of th emajority of the interstate commerce commission as to the legislation needed in the event it was determined that the railroads should be operated as a unit by the carriers themselves, involved such inevitable delay in a situation which did not “permit of temporizing” as to make it Imperative that the transportation system should be taken over by the President as a war measure. Accordingly, by proclamation, the Prcsiden, on Dec. 26, 1917, directed the taking over of the railroads as a war measure as of Dec. 28, 1917. Os the advisability and necessity of this action there has never been serious question. “Senator Cummins, the present distinguished chairman of the interstate commerce committee, in the hearings held by the committee on Dec. 29, 1917, while saying he doubted the power of the President under the Constitution to take such action and that he was anxious to give him the power In the right way, prefaced this statement with the remarks (p. 32): “'I believe with the commission, that

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the only way we can meet tho difTfl cuities that we must overcome is throng! the unification of the railroads and the* operation and management as a singl system, and I am in hearty accord wit the action of the President, in so far a that policy is concerned.’ ” AMUSEMENTS M SHUBEBT T TONIGHT UR A I Last Time. I Matinee Saturday. 2:15 P. M. BBOCK PEMBERTON Presmta Zona Gale's C'omedy Success MISS LULU BETT WITH CARROLL McCOMAS And Original New York Coat. Dr If! 00 Eto " SOe. *. *l-80. $2, S2AO. I I luuu Saturday .Matinee, SOc to $2. ILL NEXT WEEK-MATS. WED., SA Second Annual Re vu steal Comedy of New York’s Quartler Latin. Seats . Original New York Cos. and Production. FIRST TIME IN INDIANAPOLIS Nights—Lower Floor, $2.50; Balcony, sl, $1.50, $2; Wed. Mat., Best Seats. $1.50: Sat. Mat., 50c to $2, Plux Tax. . LYRICi ALL THE TIME 1 UNTIL 11 P. M. M GHEENUALD A ANDERSON’S gtf MELODANCE 9 A WHIFF OF THE FOLLIES 9 8 BIG NEW 01l APTS O I Dancing In the Lyric Ball Room, Afternoon and Evening.

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