The Washington times., 1912-09-01


a single mead with consequent economy
and intelligence of management. to the
ultimate benefit OF the people. In con-
cluding the statement. II was urged
that Congress should force such a con-
summation in the interests of all con-
cerned.
In last weeks statement some OF the
reasons were set forth why the single
system Is better than the dual 1t is
now proposed to enlarge upon the theme
In the endeavor to show certain facts
which will compel. in time. the unifica-
ton of tho street railway system, maxi
ing 1t like the telephone system, tho
water system, the sewerage system and
all other correctly organized and well
regulated public utilities. II Is not es-
sential that there should be municipal
ownership Of gas, railways and tele-
phones, as there is Of the water and
sewerage systems, but II IL q necessary
part in the development Of public utili-
ties to their highest economy and effi-
cient service that they should be units
under one management without divi-.
sion Of interest and without the ele-
nlent of competition.
II proof is sought that the position
taken here is the true one, It is neces-
sary only to revert to the enormous
advance in the usefulness and effici-
ency of the street railway service since
the two systems were placed under the
supervision of the Interstate Commerce
Commission with reference to time
schedules and principles Of general
management. 1t is safely In the bounds
of truth to say that the efficiency Of
! the service has been increased 30 per
cent In the last three years, and that
this efficiency would not have come
about through any other agency than
the one which has effected II. II now
the influence of a Government commits
! sion, which has authority only to COM
pei observance of certain principles Of
good management in the public inter-
est, can accomplish so much In SO
| short a time, what might be expected
! II the lines were under one head work.
/ ing for the much more fmpelling In
| centive of economy and the swelling
of surplus by which to pay dividends?
| Big problems are looming on the hori-
zon affecting the street railways. For
instance, the increase Of traffic has
been such in the past five years as to
necessitate practically complete re-
building Of the two railway systems.
Many more and larger cars have been
| required to carry the passengers. This
has led to the rebuilding and strength
ening of the road beds, the enlarge
ment of the electric supply, the con-
| struction Of new car barns and the ex-
| tension of the two systems In every d.
| rection. But even with these improve
ments the present street railway facili-
I ties are barely equal to the demand
| l,s,, n
years at most, the present tracks Will
be incapable Of carrying enough cars
| to accommodate the public. Already In
, some parts of the city the number OF
cars and their frequency in passing
have resulted in serious and dangerous
congestion of the streets during the
rush hours Of the day. AS automobiles
increase in numbers and the cars multi
tionately more hazardous in these con.
gested streets, and one day some one
will be run down and ground TO death
beneath the iron heel of traffc. and
the authorities will wake up to md thal
something must be done to render the
streets more safe.
This condition existing and becom-
ing more and more perceptible, the ques-
ton may be asked what Is the next
step in the development of the street
railway service to meet the demand
Evidently multiplication of tracks and
the construction Of new lines through
portions OF the city not now occupied
by them. This has been the history
of street railway management in all big
cities, and 1t affords the only rational
solution Of the problem here. The
enlargement Of the trackage only can
relieve the congestion already, seen In
portions of the downtown section. But
in the extension of the system into
new streets and new territory VINO ts
them? BY what principal of equity Is
Congress to be guided In apportioning
the territory and assigning the task
lines? BY the time this situation Of af-
fairs comes around, Congress Will DC
impelled to see that the true course Is
to unity the systems, place the service
ton of competition and rights Of terri.
tory at the same time. By so doine
Congress would also be rid Of the bogy
of universal transfers, parallel lines OF
matters which have troubled the Dis,
trict Committee at the Capitol These
| many years.
has been suggested to take from tn,
| downtown streets the bulk of the stree
car traffic. But this would not be 6
solution. even II such course were
feasible It is a fact that the construc
tion of subways does not remove ant
scarcely relieves the surface traffic
The subway comes when the surface
lines can no longer carry the crowds
but the subways do not generally TAXI
away the surface ines, which continue
to be used and nearly to the same ex
tent as before.
Then Washington differs from othe
cities in important particulars. which
measurably puts ban on the subwa!
from the beginning. 1t is a show city
People come from the uttermost part
of the earth to see It, and how cal
| they see 1t from a subway? For tn
Viewing of the city by tourists. tn
street cars afford easy and cheap mean
| of transit To them the subway Is i'm
possible. even as 1t is to every wei
| regulated mortal when any practice
mode Of travel in the daylight Is avail
able.
As yet possibilities in the way o
surface cars have been by no means ex
: hausted. Bv the construction of ne'
lines extending out to the city limit
, on streets not now occupied bv tracks
, providing enlarged facilities in new ter
. ritory, with the proper adaptation Q
loops in the center of the city, the ev
= day of the subway may be long de
0 layed and perhaps averted forever. tn
elevated railway may be resorted to !
time, though that has its own peculia
= objections so long as surface cars wi
do the work.