Evening journal., 1923-01-13

! able that the locomotives from con-
slant use should feel the strain,
that sometimes a screw should work
loose, that relays should happen.
The remarkable thing is that the
delays have been so few. Here are
the figures, authentic we believe, for
one of our own roads: In June de-
lays to passenger trains made 7.6 per
cent. of all trains operated, In July
III per cent, in August 1879 per
cent. in September 23.4 per cent. In
October 17.6 per cent, in November
20 per cent.
The peak would seem 10 be several
months back of us. The increase the
last month is due in large part TO the
conditions that winter always brings.
Think It over; is not that a record
for which no apologies need be offer
ed, when all the circumstances are
taken into account?
We have mentioned the motor
truck. That is another aspect OF the
problem OF which the average critic
takes no account. But to the steam
roads Il makes a serious factor in the
situation as a whole. We are ex-
tending our hard-road systems TO
cover the whole country, we are us
ing motor vehicles more and more
for commercial purposes.
Now notice that in 1921 for main
tanning tracks, roadbed, buildings,
bridges and other structures the rail-
roads Of the country paid almost
$757,000, 900. This was aside from
t-..-o.. -. tr,-ar+,,o,+ ord ~. tv,
provements chargeable TO capital sc-
count. 1t stands for about one-sixth
Of the total operating expenses of
the roads in that year. Now in the
same year the motor vehicles that
used the hard roads of the country
for commercial purposes made about
a round million in numbers. The
amount which they paid for the priv
ilege Of thus using the roads is only
a small fraction OF the total cost of
building maintaining and improving
the roadways which they helped
greatly to damage and destroy.
Yet. such is the inconsistent com
mentary most of us by our acts
make upon this fact. we use the COM
mercial motor truck for fair weather
business and then turn to the steam
railroads when the snow comes and
the Ice. and when the wind howls in
December and January-and COM
plain II a train is twenty minutes off
its schedule.
One thing more this time. A news
dispatch the other day told the rail-
road managements and the general
public as we'll that at the present
time 1874 important bills affecting
the railways Of the country. and a
great many Of smaller consequence.
as before Congress; eighty-eight Of
them introduced in the House and
forty-six IN the Senate.
They pertain to almost every
phase OF traflc operation and rail-
way regulation. They deal with
strike laws, building new ware
houses, special transportation rates
for certain classes of persons, sea-
sonal rates on coal shipments, the
alteration Of methods for making
bills Of lading. the investigation of
rates on certain commodities, and so
on at great length. At this rate the
time may come whs1 The roads will
have to provide special experts 70
advise the actual administering off,
eials what the law says as to what
may or may not be done in any given
case.
It IS fair to ask II the roads are
not suffering among other things
from an excessive amount OF direc-
ton and supervision.
Anyway the matter of maintain
ing service and keeping TO the time
table is not quite so simple as at first
sight It might appear. Why not con-
slider some OF these things-and be
fair 70 the railroads. which, after all.
are the main dependence Of the
United States for the transportation
Of its population and their goods.
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