The Washington times., 1914-05-21
WHICH is THE BETTER :?

SIllCdSO 10 lnC oCSouu Siey III
America; a city of very extended
area, of two millions of population,
and containing, in its ''loop district"
perhaps the biggest area of extreme
municipal congestion in the world.
1t requires some thousands of
miles of street railroad lines to pro-
vide the transit service this great
city needs. A few years ago num-
ber of companies, groups and inter
ests were fighting for their slice in
the juicy Chicago traction situation.
The public got into the fight on its
own behalf, which is rather good
thing for the public to do once in a
while. At the end of the struggle,
the public emerged with a dominat-
ing voice in the street car system,
and a contract under which 55 per
cent of net earnings go to the mu-
nicipal treasury.
That sounds rather good; but in
fact it is only the beginning. Chica-
go's traction plant includes great
mileage of elevated roads, and vast
network of surface lines. 1t is now
determined that these are to be
brought under one final consolidation
that will make possible the issue
of absolutely universal transfers
throughout the city. A single fare
is to be made TO pay for passage
from any point to any other point in
the whole city; the passenger may
use elevated and surface lines, and
change cars as many times as may
be necessary in order to make the
shortest route.
This consummation is to be eff
fected within the next few months,
according to reports from Chicago.
1t will be brought about through the
cooperative effort of the city and
the private interests which have still
the chief investment in the proper
ties. In short, so curiously does the
managerial mind operate when once
it becomes affected with the notion
of real public service, it is even said
that the capitalistic interests in the
properties are anxious to bring about
the regime of universal transfers
Just as soon as possible. They think
they will be better off under that
regime; that the public will be bet
ter satisfied, the prospect of continu-
ing in possession of franchises for
operation of the system in part for
private profits will be better, the
people will do less grumbling, and in
short it will be good business to yield
something to the public interest.
What a strange and distorted view
for a public service official to enter
tain?
Here in Washington, a little city
of about one-sixth the population of
Chicago, and with a street car mile
age utterly Insignificant in proportion
to Chicago, we must have two rival
and competing street car lines, and
no transfers must issue between
them; and we are solemnly told that
TO compel them to issue transfers
would be to bankrupt them!
Who is to be believed in such a
case as this?
Are the Chicago street car au-
thorities blithering fools, that they
actually propose to bring about such
a vast project in universal transfers
because they think it is good bust,
ness?
! Or-impossible thought!-is il
barely imaginable that the managers
Of Washington's street railroad prop,
critics might be in error in some de.
tail of their business judgment?
For how long will Washington, anc
the Legislative overlords of Washing
ton, continue to take seriously the
protestations of local utility man
ayers, in the face of the experience
of all the progressive communitie'
and progressive service corporations
in the country? Is it not possible
before many more years expire, u
impress on Congress the fact that i
is not permitting Washington to ge
into step with modern thought ant
methods and purposes in the admin
istration of these facilities? Wash
ington is entitled to better street ca,
service, and cheaper, than any othe
city in the country, because the ply
sical conditions here and the condi
! tions Sranted by SSugress favor il