The Washington herald., 1909-04-04


banquet He gave a very clear and sue
cinct view of the transportation problem
in the Southern States in its relation to
progress in that section The address
was listened to with great interest
throughout. Mr.. Finley said:
~ Our Southern section is a land rich in
natural resources and abounding in op-
.portunity.
The splendid record Of accomplish
ulent made by its people in building an
agricultural. Industrial. and commercial
empire upon the ruins left by war is an
assurance of greater progress yet 10
come. What has already been accom-
splished may be regarded as little more
than a demonstration Of the extent of
the resources Of Southern soils. mines,
and forests. and Of the possibilities of
diversified industry.
While doing their full part for the de-
velopment Of their section, the Southern
people welcome the efficient and indus
trlous from other sections and from
other lands The man with money TO
invest and the man seeking profitable
employment will each find an abundance
Of Southern opportunities. In fact. I do
not believe that in any other section Of
our country can man who is not afraid
10 work find conditions more favorable
for his advancement than IN the Southern
States
Cooperation n Necessity.
1T is the mission Of the Southern Com
merciaI Congress TO voice the call Of
the South for men OF capital and enter
prise to aid In the most advantageous
utilization OF its manifold resources. In
my opinion. the success Of the organiza-
ton VIII depend. in large measure, upon
the plan adopted for its work.
IF may be permitted, would suggest
that its work should be broadly co-opera-
tive: that while avoiding favoring any
one community above another. efforts
should be made to cooperate with each
community for development along the
particular line desired by its people
There are certain broad lines along
which ft can work for the advantage OF
the entire South It will. Of course. aim
20 supply the most complete and detailed
information that can be- obtained as 20
the advantages and resources Of each
locality. In addition TO this, Il can prop
erly aid in the development Of a sound
and constructive public opinion on purely
economic problems.
Its transportation Facilities.
Il believe that the most important eco
no1ulc problem that concerns our section
at this time Is that Of adequacy Of trans
portation facilities. Our farmers and our
manufacturers produce commodities far
in excess Of any possible local consump-
ton If these are to be sold proftably.
they must be moved 10 markets where
they are In demand.
When production in any locality has
reached the limit OF the capacity OF its
carriers further expansion must stop un-
less there is an increase in carrying ca
pacity. In some localities in the South
and for some commodities water trans
portatIon can be availed Of and believe
that the Southern Commercial Congress
can very properly advocate the improve
ment OF our waterways TO the highest
possible state OF efficiency.
But even with the improvement Of the
waterways, by far the greater part OF
the commerce OF the South must continue
20 move by rail. The question whether
the rail facilities are 70 be capable OF
handling q materially increased volume
OF traffic is, therefore. one OF vital and
Immediate Importance TO every resident
Of the Southern States.
Difference in Facilities.
This is a question Of particular i'm
pUtance 70 the Southern States. for the
reason that our section. IN proportion to
its area and its needs, is not so well sup
piled with railway facilities as are some
other parts OF the country. The section
- -
and Potomac rivers and east OF the Mis-
sisstDpi contains about 10000 square miles
more territory than the section north
Of the Ohio and Potomac Rivers and east
Of Illinois, yet the railway mileage in this
smaller Northern section is almost exact
~ ons and one-half times that Of the
Southeastern States.
Great as is this difference in the length
Of railway lines. IT by no means measures
the real difference in facilities. This IS
strihngly shown by a comparison OF the
double track mileage Of the two sections.
'On June 80, 1906. the latest date for
which complete statistics are available.
there were IN the Southeastern section
but 1.095 miles Of double-track railway.
and no third OF fourth tracks.
In the Northern section there were
140A miles Of double track, I,6I2 miles Of
third track. and LA miles of fourth
track. This group Of Northern States not
only has more than twelve times as much
double track. but has more third track
and more fourth track than the total
6ouble-track mileage OF the entire South
east.
Substantially all the commerce Of the
South to-day is carried on single track
railways. and the extent OF this handi-
cap can be realized when It Is remember
ed that the economic efficiency Of
double track road is many times that of
a single track line. II is impossible to
exaggerate The benefit that our section
would derive from a steady and sub
stanttal annual increase in double track
mileage on the most congested parts of
its railway systems.
Record of Achievement.
THE men entrusted with the manage
ment Of the railways Of the South have
mt been unmindful Of the need Of in
creased traokage and other improvements.
SO far as the resources at their com
mand have permitted they have supplied
them.
Comparing the net capitalization of the
railways in the territory south Of the
Potomac and Ohio rivers and east of
the Mississippi on June 80. 1906, with thei-
net capitalization on June so. 1886. shows
an increase OF but 1S.9 per cent. This
represents the total increase in net cap
italization. Including equipment obliga-
tons and funded Indebtedness Of all
kinds In the same period there was an
Increase Of 24.7 per cent In railway mile
age, while the trackage of all kinds. in
csoding second tracks. sidings. passing,
and terminal tracks, increased S3.9 per
cent.
Locomotive Incrense b4.3 Per Cent.
''The number Of locomotives in service
Increased 54.S per cent. the number Of