anaheim-gazette 1924-05-29

HANEY ANALYZES MERCHANT MARINE PROBLEM The merchant marine problem, as it confronts the American people, was tersely stated by Commissioner B. E. Haney of the Shipping Board when he said in a recent address that "It is idle to talk about defects of Government operation in principle, because, as matters now stand, we will have Government operation or no operation at all." Having shown in an earlier portion of his address that there is an adverse differential carried by our American merchant marine, not only in original cost of construction but in operation as well, as compared with our foreign competitors, and that Congress had repeatedly refused Governmental aid in the form of a subsidy to equalize this differential, Mr. Haney said: "With the failure of direct aid, the question of indirect aid arises. The Merchant Marine Act of 1920 provides for three classes of indirect aid; first, an extension of the coastwise laws to the Philippine Islands, which would give American flag ships a protected trade large in volume; Second, the imposition of tonnage in the carriage of imports; Third, the application of section 28. of the Merchant Marine Act of 1920, an aid by preferential rail tariffs on goods shipped in American bottoms." Showing that none of these aids has been made effective, although authorized, and that no other Congressional aids are in prospect at the present time, Mr. Haney points out that the Government-owned fleet must continue to operate at a loss, which loss, however, can be minimized if all Americans will give preference to American ships when they travel or ship goods. Continuing, Mr. Haney said: "Without the necessary aids to enable them to compete on anything else, Davis are officially vouched for. Had he glanced through the February returns he would have discovered we imported nearly 11,000,000 pounds of steel rails in that month, which is unusual. Imports of steel ingots for the nine months ended March were 8 per cent greater than for the entire year cited by Mr. Davis, and there have been astonishing increases in imports of sheets and plates, structural shapes, tubular products, etc. The value of our imports of iron and steel manufactures was considerably less for the nine months ended March 31, 1924, than for the corresponding period 1922-23. But the volume in many instances was much greater, showing that the foreigners are cutting prices. Enough is shown by the official figures to prove conclusively that the tariff is not the prohibitive measure its opponents have tried to make out; and what applies to manufactures of iron and steel also applies to other manufactures. The foreign flood is surmounting the Fordney-McCumber dike. There is no escaping that fact. U. S. C. AT BOSTON Between 28 and 35 points will be scored by the University of Southern California track team in the I. C. A. A. A. A. meet in Boston late this month, unless Coach Dean Cromwell's figures and hopes take a severe crash on May 30. Prospects of a Trojan victory in the big games are being discussed freely about the campus, and as this is the first time that a U. S. C. team has entered the meet the student body is thrilled to know that it will be represented by a strong team that should, according to figures on paper, finish among the first four or five. In fact, the only team in the meet that is feared by the Trojans is Stanford, and it is not now certain whether ranking as metropolis, the New York Charles F. J. of America. Since the former orange oranges bycluded that California other fruit The grow market for fact that in angles in N loads, while carloads. T in 1922 was cents higher. The steadiest market this writer popular appearance of or but mostly which have and shippers says: "The charleston best be suction. In this this is need attainment article, but markably has been per care and collection and ful and in marketing more containers, frigorator etc. "In this and distribute placed on a summers can and (though with demand able to ob Showing that none of these aids has been made effective, although authorized, and that no other Congressional aids are in prospect at the present time. Mr. Haney points out that the Government-owned fleet must continue to operate at a loss, which loss, however, can be minimized if all Americans will give preference to American ships when they travel or ship goods. Continuing, Mr. Haney said: "Without the necessary aids to enable them to compete on anything like even terms with foreign shipping, private American citizens cannot afford to go into shipping. Their purses are not long enough for them to enter now and lose money for a period of time in the hope that sooner or later Congress will render them aid. The only alternative, then, is for the Government to keep the American flag afloat on the seas. "We are confronted with foreign merchant marines receiving various kinds of Government assistance, either by subvention, by manipulation of tariffs, as in Australia, restriction of ports open to free entry, as in Japan, or the active preferential support as given the British merchant marine by British shippers, both as to rates and facilities. We cannot have a merchant marine of our own unless we emulate our rivals and see to it that our merchant marine receives the support and backing it deserves. "If our commerce is to be carried entirely by our foreign business competitors, the sale of our goods in foreign markets will be as it was for several decades prior to the war—at the mercy of those competitors, for they will always be able through their influence upon their own shipping interests to deliver their own cargoes in competitive markets at a sufficiently low rate to enable the foreign produced to undersell the American. The cost of an adequate American merchant marine will be infinitesimal as compared with the losses in foreign sales that will result to these same American producers from a foreign-controlled merchant marine." Mr. Haney closed with the assertion that with the same aid and support for American ships that is accorded to the ships of other nations, an American merchant marine will be possible. "Without these, it will fall." STEEL IMPORTS "What gets me," Secretary of Labor Davis is quoted as saying, "is why we should import 367,820 tons of pig iron on May 30. Prospects of a Trojan victory in the big games are being discussed freely about the campus, and as this is the first time that a U. S. C. team has entered the meet the student body is thrilled to know that it will be represented by a strong team that should, according to figures on paper, finish among the first four or five. In fact, the only team in the meet that is feared by the Trojans is Stanford, and it is not now certain whether or not the Cards will compete. With Stanford out, the Trojans would hope for a victory. With Stanford in, U. S. C. would try to beat Templeton's squad but would expect to land second or third. Considering Stanford a contestant, U. S. C. rooters feel confident that their team will score at least 30 points Last year, 30 points would have placed third ahead of Yale. The Trojans expect to score their points about as follows: Leighton Dye, 15 second flat high hurdler, is being counted upon to win his event. He has beaten every college hurdler in the West this year and has made better time by half a second than Thompson's winning race in 1923. Dye is also expected to place at least fifth in the low hurdles. Six points. Otto Anderson is being boosted for fourth in the low hurdles and fifth in the broad jump. Total, nine points. Earl Wilson, who leaps better than 23 feet, is counted upon for fourth place and two points in the broad. Eleven points. If he is at his best, Bud Houser should place second to Hartranft of Stanford in both the shot put and discus. Recently he put the shot 48 feet 8½ inches and the discus 146 feet. Norman Anderson, who is putting the shot 47 feet and the discus 143 feet, is placed conservatively in fourth place in both events. That would give the Trojans 12 points in the weights and bring the total to 23. Yale Martz, the outstanding quarter miler on the Pacific Coast, ran 49 2-10 seconds in his first and only appearance at this distance this year and he is expected to take at least third place and it is hoped that he will win. Three points added make 26. Howard Torkelson, who finished but six inches behind Martz in the 49.2 race, is expected to place fifth or better. Twenty-seven points. Percy Niereback, half miler capable of 1:58, looks good for fourth place and Mike Elwood has done so well collection and ful and in marketing new containers, frigorator cache. "In this and distribution placed on a summer can and (though with demand abled to obtain expenditure which against infruit." Mr. Haney closed with the assertion that with the same aid and support for American ships that is accorded to the ships of other nations, an American merchant marine will be possible. "Without these, it will fall." STEEL IMPORTS "What gets me," Secretary of Labor Davis is quoted as saying, "is why we should import 367,820 tons of pig iron in a year, or 50,784,072 pounds of steel ingots in a year, or why 3,887,378 pounds of steel ingots entered the Atlantic ports in January, 1924, with 1,099,378 pounds entered the Pacific ports in January. Neither our specific or ad valorem duties or both combined seem very materially to affect the amount of these materials being purchased from abroad." Secretary Davis sees no reason why we should import any pig iron or steel ingots at all. "We can produce," says he, "all we can use or sell with our present productive capacity running 60 per cent of the time and every ton of pig iron we buy from outside of the United States means that our blast furnaces will run just that much less than capacity or that much shorter time." The Secretary of Labor goes somewhat farther than the attitude indorsed by the Republican party as a whole. It has never been the idea of the majority of protectionists that foreign goods should be prohibited entry into the United States by high tariffs. Some competition has always been permitted. The Democratic Party favors competition without restriction, which is going too far the other way, as events under Democratic tariffs have frequently proved. The figures mentioned by Secretary Percy Niereback, half mile capable of 1:58, looks good for fourth place and Mike Elwood has done so well this year in the mile that Cromwell hopes to see his star hold up under competition and place fifth or better. There's 30 points that Cromwell feels sure of getting, maybe not just as outlined but in the breaks both pro and con. Stever, hurdler, and Starry, sprinter, are not being taken East for their health, and one feels moved to give the former fifth in the high hurdles and the latter fifth in the 220. Howard White clears 12 feet consistently in the pole vault and just recently cleared 12 feet 8 inches. Certainly it is not too much to expect him to score a point or two. The possibility of a heavy U.S. C. score ranging from 28 to 35 points, is apparent. If the team falls this year, however, it will be back stronger than ever in 1925. Not a single man making the trip to Boston this year will be lost by graduation, and next year the team will be strengthened by the addition of a fine freshman team as well as Keith Lloyd in the sprints. CALIFORNIA ORANGES NEW YORK'S FAVORITE FRUIT The annual consumption of oranges in the city of New York is estimated at 316,627,500 pounds and is steadily increasing, with the orange already ANAHEIM GAZETTE ranking as the favorite fruit of the metropolis, according to a survey of the New York citrus fruit market by Charles F. Junod, issued by The Bank of America. Since the consumption there of California oranges exceeds that of Florida oranges by 40 per cent, it may be concluded that the New Yorker liked California oranges better than any other fruit on earth. The growth of the metropolitan market for oranges is shown by the fact that in 1922 the receipts of oranges in New York were 8051 carloads, while in 1923 they were 12,133 carloads. The average price per box in 1922 was $2.47, which is only eight cents higher than that in 1915. The steady growth of the metropolitan market for oranges is ascribed by this writer partly to the growing popular appreciation of the importance of oranges in a healthful diet, but mostly to the great improvements which have been instituted by growers and shippers of the fruit. The survey says: "The change that has come can best be summed up as standardization. In the case of a natural product, this is necessarily more difficult of attainment than with a munfactured article, but with most fruits a remarkably high degree of standardization has been reached through proper care and pruning of trees, prompt collection and shipment of fruit, careful and impartial grading, better marketing methods, the use of suitable containers, the employment of refrigerator cars at appropriate seasons, etc." In this way both the production and distribution of fruit has been placed on a more efficient basis. Consumers can buy with more assurance, and (though price, of course, fluctuates with demand and supply, they are enabled to obtain the full value of their existing, as under Federal aid, but by a comprehensive building program, which will gridiron this Nation, north and south, east and west, by a system of national highways which will give every town the transportation it needs? True, not every town in the Union could be reached on, let us say, a two hundred, and fifty thousand mile trunk line system, but every town would be so close to one or another link of such a system as to make the connection so inexpensive that no town could afford not to make it! OVER 18,000 NATURALIZED "BUDDIES" WITHOUT PAPERS According to an investigation made by the Bureau of Naturalization, there are approximately 18,000 foreign-born men in the United States who were naturalized during the World war but must soon have found out that heavy loads sink into soft earth, and rather than wait for the mud to dry, was led to barden the roadbed by the first means at hand. Whether this was accomplished by the placing of flat rocks in the path of the first carts, or covering the mud with boughs, grass, branches of trees (progenitors of corduroy roads), history does not say. The Romans showed the world what cut stone in courses could do towards making permanent roads (the Applan Way is still a useable stone road) and McAdam taught us what crushed stone may do, but these were but improvements upon the original discovery. Big Pay Jobs OPEN IN Los Angeles for auto mechanics, electricians, etc., earn $40 to $125 week. Learn auto trades. Short, easy, practical course. We guarantee to qualify you. Earn room and board while learning. FREE 84-page illustrated catalogue explains everything. Write Dept. 145 COST OF INQUIRIES IS PUT AT $325,000 The Senate investigations will have cost about $325,000 by the end of the present fiscal year, according to an estimate by Senator Warren, chairman of the Committee on Appropriations. Speaking in the Senate he said that up to April 16 nine committees had expended $215,290.07, and of these committees all but three—the one on reforestation and the one on housing conditions in the District of Columbia and the Veterans' bureau—are still functioning. Senator Warren did not have the figures for the committee investigating the Revenue bureau nor for the one which is inquiring into the alleged land frauds in the Rio Grande valley. The totals for the nine committees for the period March 4, 1923, to April 16 of this year, as read into the Congressional Record by Senator Warren, follow: Committee investigating causes of decrease in gold and silver values—$56,409.86. Committee investigating the Veterans' bureau—$45,902.67. Committee investigating the naval oil reserves—$32,808.03. Committee investigating the election of Senator Mayfield, of Texas—$37,096.18. Committee investigating the Daugherty administration of the Department of Justice—$13,419.07. Committee investigating the nine-foot channel—$10,921.59. Committee investigating the reforestation problem—$8,914.83. Committee investigating housing conditions in the District of Columbia—$5,976.46. Committee investigating the indictment of Senator Wheeler—$3,814.38. In the path of the first carts, or covering the mud with boughs, grass, branches of trees (progenitors of corduroy roads), history does not say. The Romans showed the world what cut stone in courses could do towards making permanent roads (the Applan Way is still a useable stone road) and McAdam taught us what crushed stone may do, but these were but improvements upon the original discovery. It is a long stretch of years from a log section to balloon tires, from a grass-covered path to a modern cement, brick, macadamized, oiled or tarred roadbed, but while these modern implements are the very best we know and the product of the brains of many inventors, the original means of transportation they improved were not inventions, but discoveries of means which nature had placed ready for man's use. GOOD ROADS "The railroad is coming." Until very recently such an announcement was enough to start a municipal celebration in a small town, which for historical enthusiasm was difficult to beat. The coming of the railroad has meant business, civilization, social intercourse, everything to communities which had no rail communication. But a new era dawns. Today the cry is "the good highway is coming to town!" And in at least one instance, a town didn't wait for the highway, but finding it was being missed by the road, left the railroad and moved bodily to the highway! Reno, a small community, six miles east of Paris, Tex., reversed the time-bonored custom of towns following the railroad, and moved away from the railroad to the new concrete highway that runs east out of Paris. This town, on the Texas and Pacific Railroad, saw only four trains a day passing through it, while a half mile away a steady stream of traffic passes over the concrete highway. So the town packed up all of its three business houses and moved over. Only a swimming pool was left. There is no real reason why every town shouldn't have a good highway running to, through, and away from it. What other towns are doing to improve their roads, all towns may do. The good highway means today as much to any town as the railroad did ten, twenty, fifty years ago. It means quick transportation, increased mar- From Cow to Baby Direct from Sanitary Dairies comes the Milk we sell. When you get our Milk, you are certain to get it in its purest and most healthful form. It all comes from satisfied, contented cows. It's food and drink combined. Babies iike it—and adults greet it with equal joy. Use it for every purpose—for nourishment and drink. Let us put you on our list. Aneheim Creamery Company PHONE 666 Anaheim, California Federal aid, but by the building program, from this Nation, north and west, by a system always which will give transportation it not every town in the reached on, let us say, and fifty thousand system, but every town ease to one or another system as to make the inexpensive that no did not to make it! NATURALIZED WITHOUT PAPERS An investigation made of Naturalization, thereby 18,000 foreign-born United States who were going the World war but Pay Jobs EN IN Angeles who today lack any evidence of that fact. These men were naturalized during mobilization in camps and in courts throughout the country while the military units were being transferred from mobilization camps in this country to the battlefields of Europe. After America entered the war officially in 1917, 278,513 foreign-born men were naturalized in this manner, but the Bureau of Naturalization still holds uncalled for over 18,000 certificates of naturalization. The national headquarters of the American Legion has been furnished with a complete list of these in order that the assistance of American Legion posts throughout the country may be given in an effort to place the certificates in the hands of their owners. "The world is waiting for the sunrise," says a popular song. But quite a good deal of it seems to be waiting for the moonshine. PUBLIC SALES We have purchased 122,000 pair U. S. Army Munson last shoes, sizes 6 1/2 to 12 which was the entire surplus stock of one of the largest U. S. Government shoe contractors. This snoe is guaranteed one hundred per cent solid leather, color dark tan, bellows tongue, dirt and water proof. The actual value of this shoe is $6.00. Owing to this tremendous buy we can offer same to the public at $2.95. Send correct size. Pay postman on delivery or send money order. If shoes are not as represented we will cheerfully refund your money promptly upon request. National Bay State Shoe Company 296 Broadway, New York Is Five Cents on the Dollar of Valuation too Much to Earn? If a business worth $10,000 earned $500 net income in a year (or $41 a month), would it be considered an unreasonable profit and proof that its prices were too high? The railroads are in that situation today. The 1923 net return for the whole country was less than 5 per cent. As of December 31, 1919, the Interstate Commerce Commission gave to the railroads a tentative valuation of $18,900,000. With If a business worth $10,000 earned $500 net income in a year (or $41 a month), would it be considered an unreasonable profit and proof that its prices were too high? The railroads are in that situation today. The 1923 net return for the whole country was less than 5 per cent. As of December 31, 1919, the Interstate Commerce Commission gave to the railroads a tentative valuation of $18,900,000,000. With actual figures for 1920, 1921, 1922, and with 1923 conservatively estimated as $1,100,000,000, there has been invested in the railways since this tentative valuation a net amount of $2,371,583,000, making the value as of December 31, 1923, $21,271,583,000. On this amount the Railways in 1923 earned an aggregate net operating income of approximately $997,610,000 or 4.69 per cent. The Government guarantee of earnings expired August 31, 1920. If this guarantee had been continued—as repeatedly but erroneously claimed—the Government would owe the railroads more than a billion dollars. Last year the roads handled a record volume of business but could not earn the fair return of 5% per cent to which the Interstate Commerce Commission, under the Transportation Act, has found they are entitled. If the roads cannot earn 5% per cent in a big year, what will they do in a small year? The Transportation Act provides that if a road in any year earns more than 6 per cent it shall pay one-half of the excess to the Government. The Act is, therefore, a limitation rather than a guarantee. GIVE TRANSPORTATION ACT FAIR TRIAL The Transportation Act should be given a fair test and its merits judged by the results of a normal period of reasonable length. The year 1923 was the first since the war under conditions approaching stabilization. What the railroad situation demands just now is not more law but more confidence. The railroads have emerged from the welter of the war, restored their morale, made enormous investments of new money, and in 1923 handled a peak business with universal satisfaction. The Transportation Act is the only really constructive railroad legislation of a generation. Previous acts were almost solely repressive. In framing the Act the public interest was paramount. The Act directs the Interstate Commerce Commission to "give due consideration to the transportation needs of the country and the necessity of enlarging railway facilities in order to provide the people of the United States with adequate transportation." Give the Act a chance. Don't amend it. If the roads are let alone they should make as good a record for efficiency this year as last. Constructive suggestions are always welcome. C. R. GRAY President. Omaha, Nebraska, April 1, 1924. UNION PACIFIC SYSTEM How to Avoid Traffic Crossing Accidents Mobile drivers, when approaching railroad crossings, should slow down second speed. Then look and listen. Absolute control thus ensured. Stop or go ahead, as conditions warrant. In 1923 one hundred and three were killed and four hundred four injured at highway crossings in Santa Fe Railway. Regrettable accidents might be avoided if these motorists were careful. A rapid increase in grade-crossings is due to the greatly increased general use of the automobiles hands of drivers ignorant or disregardful of the perils which careless driving. Sometimes it is a careless driver alone who pays the cost, but usually innocent ones pay little or entirely. Mobiles should be safer at railcrossings than horses, because they are urged to give this "Safety First" suggestion most earnest considera-ter be safe than sorry. W. B. STOREY, President The Atchison, Topeka and Santa Fe Railway System