Railroads, being of a public character, should be regulated reasonably, but it seems to me they are just about regulated to death. That probably accounts in part for their present condition. Did you know the B&O couldn't run an excursion from Chrisman to the Russellville Horse Show without the permission of the Interstate Commerce Commission, at a round trip fare to be fixed or approved by the Commission, and not until after giving notice? . . .
Above in this letter I have used the words "unfair competition" when speaking about busses and trucks. Let me illustrate. Considerably over a year ago a contract was let in Chicago for additions to the Field Museum, I think it was. The contract called for the use of Indiana Limestone running into over 100 cars. Mr. Curry was instrumental in getting the contract for a contractor friend. No sooner had the contract been let than an independent hauler living in Chicago approached this contractor and offered to deliver the stone from the Bloomington and Bedford districts on the job as it was needed, for exactly the Interstate Commerce Commission's fixed railroad freight rates from the various sources along the Monon to the Chicago terminal—thus saving the contractor the haul bill from the terminal to the job, a sum running into a considerable figure. It was all that everybody concerned from the Monon's view point could do to keep that contractor from accepting the independent hauler's offer.
Now let's suppose that contractor had accepted the offer. What would have happened? That independent hauler would have manned his fleet of Illinois trucks with Illinois drivers; they would have had their trucks overhauled by Illinois mechanics before starting; they would have filled their enormous tanks with Illinois gas so as to have made the round-trip without having to stop for gas; the drivers would have taken their Illinois-filled dinner buckets; and down concrete State Road No. 41 they would have probably come. Turning east on No. 36 at Rockville, they would have intercepted a barred rock hen and 11 chickens in front of Ab Shalley's at Bellmore to the utter annihilation of the interceptees. In an unguarded moment some driver would have removed Zephus Burkett's mail box and distributed it and its contents consisting of a Kitselman Brothers Fence Catalog, the Farm and Fireside, and a pamphlet telling how to make hens lay between there and Hanna's Crossroads, where they would or would not have made the turn safely down No. 43. Frank Hathaway's thoroughbred calf would have been "out" at his place and heard of no more; Paul Tucker's bay mare been soon describing a parabola with a radius of three miles. And the left hind wheel and end gate of Professor Ogg's spring wagon would have been removed quickly and efficiently directly in front of your house at Bloomington and Walnut.
On to Stinesville, Bloomington or Bedford they would have trekked their stately way, probably taking more than a good half of the highway. Loaded up, they would have made the return over Indiana paid-for concrete highways in impressive massed procession, just fast enough to keep Indiana taxpayers from passing them. . .
What would Indiana or Indiana people have got out of this all- summer cavalcade for the use of its highways, or for the sustenance of its citizens? Unless there had been a breakdown too serious for roadside repairs, or a truck had accidentally run out of oil or gas, or some driver had seen fit to buy a Babe Ruth for his sweet tooth, Indiana and Indiana people would not have received a damn cent for the use of their $60,000 per mile concrete highways.
Now what would the Monon—the largest purely Indiana Railroad have received, or paid, or how would it have fared in the deal? It would not have received the job of hauling that stone because its rate was fixed by law and it couldn't hack prices; it would have continued paying its men, upkeep, expenses and taxes just the same. . . It owns and maintains its own right of way; also all rolling stock and equipment of all kinds and character, and pays taxes on same—regularly. It stands there ready and anxious to receive all business it can get, not only for today but for tomorrow, next month and next year. It can't crank up, call the dog and leave jurisdiction and unpaid debts at 3:01 a.m. on any given day. It does not ask a monopoly. It only asks fair treatment, and that bus and truck competitors be put on a competitive basis by being required to pay a fair return for the use of the public highways, or else buy, build, and maintain those of their own; that they shall maintain regular scheduled routes, rates, and service in winter and summer, sunshine and rain, fog and clear weather; and otherwise submit and qualify for regular continuing business, just as railroads are now required to submit and qualify.
Now, in return for this splendid thesis, I want to ask my Congressman some favors. Will you please look into bills now pending before you on this subject, and tell me wherein you favor or disfavor them—and why? Perhaps I am wrong in the attitude I take. If I am, I want to get right, and I know of no one better able, or more willing, to inform me than my own Congressman. Respectfully,
WET, DRY OR MOIST?
Greencastle, Indiana
April 11, 1932
Mr. James G. Smith
Alamo, Indiana
My dear Mr. Smith: I have your inquiry about Court Gillen, and I shall answer to the best of my ability . . . . He is a man of ability, a lawyer, a decent man and surely is entitled to another chance in Congress. . . I do not know that he is particularly dry. I do not know that he is particularly wet. . . He may be a trifle moist, and he may not be. He has never been known as a radical on anything, within my knowledge. I have heard some criticism against him on his so-called dry vote, but I have also heard that anyone with any sense, under the same circumstance, would have voted exactly as he did.