Tulsa daily world. [volume] (Tulsa, Indian Territory [Okla.]) 1905-1919, 1918-01-27

costs Traffic congestion during the
day would be greatly relieved, and
the movement OF freight generally
could be speeded up
suppose the railroads confined the
movement OF freight to daylight hours
and permitted their rolling stock and
track equipment to remain virtually
idle during the other periods OF the
2I-hour day The railroad lines In
such event would be Inadequate to
handle the freight business even
though additional trackage were built,
great congestion would obtain. and
transportation costs would rapidly
mount. In some respects the streets
OF the cities. especially in the business
districts. are not greatly dissimilar
from the tracks OF railroads, and II
would be easily possible to work out
"A system whereby the streets. and the
large Investments incorporated there
In. could be utilized by night as weli
as by day. The results would be BEN
eflciial to all concerned. In normal
days, an apoch making development
OF such character would be difficult
to Introduce, buk~4erhaps the condi-
tions engendered by the war will more
wildly emphasize the necessity OF in
Producing these and other obvious i'm
provements.
Goods wholesaled and retailed.
usually must be transported. and here
we have a branch of transportation
involving the use OF thousands OF We
hicles many of which, for the same
duty, cover the same territory and
are rarely loaded to rated capacity,
giving rise to much duplication and
expenses, besides utilizing
more equipment and men than neces-
sary. and also tending to further clog
avenues OF traffic.
The Commercial Economy Board,
Council of National Defense. Wash-
ington, ID. c., has been investigating
the subject OF cooperative deliveries.
and has found that when such sys-
TENS are properly organized and man
aged savings OF no mean proportions
have been effected. We are quite
likely to witness extensions of coop
erative delivery system In the not far
distant future. especially II the war
continues for a protracted period, for
of every phase OF indus !
try will of necessity have 20 be prac- |
ticed.
Heretofore Il has been somewhat OF
a difficult matter TO cause proper !
consideration TO the subject OF trans
portation, and many concerns who |
would mlcroscopically scrutlnHe pro-
duction phases of their businesses
have been more or less inclined to DEL
egate the equally important Eanspor-
tRtion phase to subordinates, who al
ways. have not been fully qualified to
apply exact engineering analysis- In
the determination OF vehicle selection i
and operation. II is pretty generally
known that through the Introduction
Of scientific management In the man
or production OF commodi-
ties, usually preceded by most
analysis. oftimes aided by
the use OF motion pictures no that
careful study could eliminate lost mo-
lions, has resulted In vast economies
being effected. Equal II not greater.
would be obtained In the
ira ns portatlon phase OF industry.
II Is doubtful II the average person
has stopped 10 consider what a large l.
OF the total and ultimate
'ost OF a comm odity is represented by
cost for. II we follow
through a commodity from its raw TO
finished state, and II the various and
extensive landings IL undergoes be-
ore II reaches Its final destination the
terms OF cost OF transportation repre-
ients very large proportions. And
lnything which can be done to elm
nate unnecessary handling. and TO
minimize the transportation cost
through the Introduction OF scientif-
ally correct principles will he fav-
,rably reflected in many directions
rAs yearly savings that could be rf-
co8hd would probably approach the
he Liberty bond class.
The big problem IL of gigantic pro
'ortions but then. these are the days
Il big and unusual developments. and
he day appears ripe to energetically
.proach this vital and economic nee
sslty.