clear view ahead. On the electrics, the engineer is relieved of all anxiety as to keeping up the mechanism and power supply-he is comfortable at all times. Elecetrics run from 60 to 75 miles an hour when needed; heavy passenger trains run at 45 to 60 miles an hour; freight trains run from 30 to 45 miles an hour. Electric switchers work continuously for days together, doing two or three times the work of as many steam engines. THE UNITED STATES OF AMERICA IS A COOPERATIVE COMMONWEALTH, A JOINT-STOCK CORPORATION, IN WHICH EVERY VOTER HAS EQUAL POWER WITH EVERY OTHER. 6 "Its creed," says Secretary Lansing, "is one for all, all for corporation.' Its basic law is the public welfare.' Its chief mechanism is the public-service post office, with its flat rates guaranteeing equality of rights and of privileges to all." As to this doctrine, note the Declaration of Independence: We hold these truths to be self-evident, that all men are created free and equal, that they are endowed with certain inalienable rights and privileges. that among them are life, liberty, and the pursuit of happiness, that to secure these rights governments are instituted among men, deriving their just powers from the consent of the governed. Also note this from one of the first messages of President John Quincy Adams: The will of the people is the source, the happiness of the people the aim, of all legitimate government upon earth; to refrain from using the powers of government for the advancement of the people would be treachery to the most sacred of trusts. As to the post office, note this statement by President James Madison in the Federalist: The power of establishing post roads must by every view be a harmless power and may perhaps by judicious management become productive of great public conveniency. Nothing which tends to facilitate intercourse between the States can be deemed unworthy of the public care. Observe also this from the report of the Postal Commission of the Fifty-ninth United States Congress, January 28, 1907: Upon the Postal Service more than upon anything else does the general economic as well as the social and political development of the country depend. POST-ROAD MACHINERY. Our land, water, and air lines-railway, trolley, auto, and airship lines; motor boat, steamboat, and steamship lines; telegraph and telephone lines (wire and wireless)-are all post roads. The common welfare demands their immediate consolidation under the Post Office. IN OUR PREPARATIONS FOR POSSIBLE WAR THE GOVERNMENT OWNERSHIP AND OPERATION OF OUR MACHINERY OF PUBLIC TRANSPORTATION AND TRANSMISSION IS AN IMMEDIATE NECESSITY. In his paper "Invasion or intervention," in the May number of the World's Work, Mr. George Marvin said that, with the exception of two or three special areas and the straight continental haul, the railroads are collecting full passenger fares for every soldier carried in the movement of troops and supplies to Mexico: It set the Government back between $30,000 and $40,000 just to get the Eleventh Cavalry out of Georgia into New Mexico, the same amount of money that it took to coal the Tennessee while carrying Mr. McAdoo's International Commission down to Buenos Aires. Now, according to the investigation and suspension docket of the Interstate Commerce Commission No. 600-relative to passenger fares in the western territory-issued December, 1915, the number of seats in the average passenger car to-day is about 70, probably more than less. Owing, however, to fares so high that the ordinary citizen can seldom afford to travel, fares so high that in many instances men seeking work are deprived of the opportunities to find it, the seats occupied in the average car of 1908 were less than 15 (14.77), and for the year ending June 30, 1914, only 14.12—considerably less than in 1908. It therefore follows that, all the seats being occupied in the transportation of troops, the railroads are to-day exacting from the Government about five times the amount received in their ordinary passenger traffic, and this notwithstanding the fact that the cost of the railroads in each case is practically the same. It is further to be observed that the substitution of electricity for steam in railroad transportation is cutting the cost of railroad operation to about one-half what it was in 1908. Germany's success in the European war has been largely due to the Government ownership and operation of her machinery of public transportation and transmission. England and France found it necessary to take their machinery of public transportation and transmission under complete Government control the moment they accepted Germany's challenge. Given Government ownership and operation of our entire machinery of public transportation and transmission and supported by low uniform cost of the service flat rates (the ideal condition would be a service absolutely free and supported by the taxation of the districts to which this machinery gives their commercial value) as long ago suggested by Prof. Seligman, of Columbia University, and we would not only be able to carry with ease the tax burdens voted by Congress for "preparedness"-in case of aggression we would meet the foe wherever he might appear with forces absolutely irresistible. And this other result would also follow: The death-dealing fear which has been the curse of mankind throughout all the ages would pass from our people and with cooperation accepted as the American ideal-with Secretary Lansing's idea, "One for all, all for one," as our common creed-with our country offering freedom of trade, the basis of our United States of America as the basis principle of the United States of the world, we would quickly lead all nations out of the chaos which now prevails into a period of world's service that would quickly transform our old warring earth into a bit of heaven. Verily, this Congress must not adjourn until it has made these American ideals a grand reality. SHALL WE PROTECT OURSELVES?" Under this heading the editor of the New York Times, in his issue of December 27, wrote: We are talking a great deal about preparedness, but we are making little actual progress. In spite of the felicitations in the various annual reports of our War Department, the mobilization of the militia on the Mexican border last summer was a sorry business, quite apart from the inevitable deficiencies of the militia. And six months afterwards it takes eight days for a regiment of troopers to travel from Texas to New York, while their horses are kept in one place on the route for many hours without food or water. With this kind of management by our expensive Washington bureaus how can we expect to be able to defend ourselves in case of a warlike attack such as peaceful Belgium suffered almost without warning? It is in this light that argument for preparedness should be considered. I quite agree with the editor of the Times, but the blame for this miserable service rests not on the Government, but with the private railroad speculators, whose chief aim seems to be the public exploitation, the public service the merest incident. I think that the very first step the Government should take in the way of preparedness, either for peace or war, should be the bringing of our entire machinery of transportation and transmission under our public-service post office. Not until this business is under the absolute control of the Government can we be prepared for the real necessities of our modern life. The CHAIRMAN. Your time has expired, Mr. Cowles. Mr. CowLES. I thank you very much. (Mr. Cowles was thereupon excused.) The CHAIRMAN. There will be inserted in the record at this point a petition submitted by Hon. Claude A. Swanson, signed by section foremen and bridge foremen of the Southern Railway. (The document referred to is here printed in full as follows:) UNITED STATES SENATE, COMMITTEE ON PUBLIC BUILDINGS AND GROUNDS, Hon. FRANCIS G. NEWLANDS, December 7, 1916. Chairman Committee on Interstate Commerce, United States Senate. MY DEAR SENATOR: I inclose heréwith for the consideration of your committee a petition signed by section foremen and bridge foremen of the Southern Railway, which is self-explanatory. With kind regards, sincerely, yours, CLAUDE A. SWANSON. To the honorable the Members of the Senate and House of Representatives of the United States in Congress assembled-Greeting: We, the undersigned voters and employees in the maintenance of way, department of American railways, do respectfully petition your honorable body to include the employees in our department in the workings of the eight hour day. We respectfully submit for your consideration the following facts: First. That the number of employees affected are in excess of 40,000. Second. That our work is of a most strenuous nature-rough, dirty, and laborious-and has to be performed often under the most unfavorable conditions; in heat and cold, winter and summer, rain and shine our men are exposed to all kinds of inclement weather conditions by night and day, as we are subject to a call at any time, and in case of severe storm we are expected to go on duty without a call except as our experience shall dictate that same is necessary to preserve intact the tracks and bridges, for the safety of which we are held responsible. Third. That at certain times, owing to the strenuous nature of our employment, men are often physically unable to stand the strain and as a consequence in a few years are broken in health and unable to continue longer at this work. Fourth. For the preservation of health and prolongation of life, aside from any pecuniary consideration, we deem an eight-hour day an actual necessity. Fifth. At the present time, although we must serve an apprenticeship of from three to seven years to become proficient in the trade to earn a foreman's position, our department is one of the poorest paid in the entire service while our duties and responsibilities are among the most exacting. Wherefore we pray you to give our petition consideration and grant us the relief we so earnestly desire. B. F. Cary, 208 West Eighth Street, South Richmond, Va.; G. R. Mr. WILLS. Mr. Chairman, we had expected that the representatives of the carriers would have appeared here before this time, but they have not. We will not care, perhaps, to take very much of your time. Mr. Doak will represent, to some extent at least, the four railroad brotherhoods, after which Mr. McNamara, who is present, will perhaps have something to say, which will, I think, complete what we will have to submit, unless something is brought up by the carriers to which we may care to reply. Mr. Doak is the vice president of the Brotherhood of Railroad Trainmen. STATEMENT OF MR. W. N. DOAK, VICE PRESIDENT AND NATIONAL LEGISLATIVE REPRESENTATIVE OF THE BROTHERHOOD OF RAILROAD TRAINMEN, ROANOKE, VA. The CHAIRMAN. How much time would you like, Mr. Doak? Mr. DOAK. I do not know exactly how long, Mr. Chairman. The CHAIRMAN. Will you give your full name and address to the reporter? Mr. DOAK. W. N. Doak, vice president and national legislative representative of the Brotherhood of Railroad Trainmen. My home address is Roanoke, Va.; city address, 101 B Street SE. Mr. Chairman and gentlemen of the committee, in appearing here to-day I do so speaking for the four railroad brotherhoods, and will try in a brief manner to present the views of the four or five hundred thousand men who would be materially affected by the passage of any of these proposed measures. We are very unfortunate at this time not to have heard the position of the carriers, as has been stated by Mr. Wills. Senator TOWNSEND. May I ask you, do you know what their position is from the conference that you have been having with them? Do you know what their attitude really is? Mr. DOAK. I do not, Senator; and for that reason we were particularly anxious to hear what the position would be. Senator POMERENE. Do you mean by that answer that you have had conferences with them and still you do not know what their position is? Mr. DOAK. There have been conferences held on certain matters but not directly dealing with this question, Senator. Some other questions have been under consideration. As I understand, you have under consideration at this time two tentative plans, one proposed by Senator Newlands and one by Senator Underwood. As I understand, the nature of Senator Newland's proposal is an amendment to the present act bearing his name, the Newlands Act, and is in line with the recommendation made by the President of the United States, to a certain extent, and is copied in substance after the Canadian industrial-disputes act. As I understand the proposal of Senator Newlands, it first provides for the continuation of the present Board of Mediation and Conciliation; secondly, it makes it imperative that both parties apprise the Board of Mediation and Conciliation of any disagreement that s likely to cause trouble. Third. The board must offer its services and investigate the situation when a controversy of this nature arises, and they are apprised of such controversy. Fourth. When there is a failure on the part of the Board of Mediation and Conciliation to effect a settlement or to get the contending parties to enter into an agreement to arbitrate their differences under he Newlands Act, the President is notified, and he appoints a committee of three as a board of inquiry. The duty of this board of inquiry is to ascertain as far as possible all the facts and circumstances of the controversy. The board has a maximum of three months in which to make its report of the findings, together with recommendations for a settlement according to the merits and substantial justice of the case; and this report is then published. Then, there is a stay of 30 days after the report is published. Fifth. Both parties to the controversy are restrained from taking any action during the period of investigation and for 30 days after the report is published. Sixth. The act defines the terms "strikes" and "lockouts." Seventh. A penalty is provided for any failure on the part of either party to observe the provisions of this act. This, in substance, I believe, covers the proposed changes in the Newlands Act as proposed by Senator Newlands. Senator Underwood's proposed measure provides that the Interstate Commerce Commission shall have authority to investigate all facts and to fix the rates of pay and hours of service of the employees engaged in interstate commerce; also providing that application may be made to the Interstate Commerce Commission by either the employer, employees, or the public. We have very carefully considered these proposed changes in the law, and we feel, and have every reason on earth to feel, that this law deals directly with and only affects the members or those represented by these four train service organizations and the telegraphers; that these changes will materially affect the employees of the railroads, and it is almost useless for me to say to you at this time that we believe that such legislation is wholly unnecessary. |
