Evening star. [volume] (Washington, D.C.) 1854-1972, 1925-12-29

In the commercial and mechanical
world. in the animal kingdom. in all
human activities and in the competi-
ton of individuals and nations there
is always going on fierce and selfish
struggle for existence. resulting in the
end in the survival of the titteSt. A
review Of history shows many once
essential and necessary devices and
methods long since in the scrap heap.
In the evolution of transportation.
animals, wagons, stage coaches were
to some extent successfully succeeded
by stea mboats on canals and rivers.
both have been largely superseded by
steam railroads.. and now the suprem-
acy of the steam railroad is threatened
by vehicles propelled by gasoline.
driven by their owners on improved
highways and in the air, giving a serv-
ice more frequent than the railroad
can furnish. in many instances sub
ject to the personal convenience of the
owner. and with a door-to-door dellV-
cry that in short hauls and in less
than carload lots, saves both time and
money.
The growth of the automobile In
dustry can only be described as mar.
velous. In 1924 the automobiles and
trucks registered in the United States
aggregated 1881, 9S1. an increase of
some $500 900 machines over 1928,
and an increase of about 1853 sos over
1922. and the saturation point has not
vet been reached. 1t Is estimated
that there are some 27,0oo,0Oo fdmliles
in the United States. There is an
automobile or truck now in use for
considerably more than one-half of all
the families in the country. and If 1t
were possible to assemble all of the
gasoline driven vehicles and our entire
population. men and women and chill
dren, bv little crowding they could
all be moved at one time.
This unprecedented growth of the
production of gasoline passenger and
freight cars has been made possible by
the improvement in public highways,
and 1t is one of the ironical features
of the situation, so far as the railroads
are concerned, that they have been re-
quired to contribute, in the way of
taxes large sums to construct and
extend the national system of good
roads; in other words, give material
assistance to rivals who are taking
away their business.
The construction of good roads is
just in it's infancy. On January l.,
1925, the total mileage of public high
ways, as certified by the Agricultural
Department, was 2,S66.06l miles, and
the United States, through the Agri-
cultural Department, had approved.
as the Federal aid highway system, y
ia $50 miles of road, and the Federal
Government had contributed to the
system an aggregate of $345.944 1856.
The construction of new paved or
graveled roads is going on at an
astonishing rate, and increased mile
age of hard roads calls for CORE
spending increase in the use of motor
vehicles.
While I am not sufficiently expert
| to lay down definite rules by which
this competition by new and modern
| methods must be solved by the rail
| roads, 1t seems to me that the situa-
| ton should be met by encouraging
| long-haul tonnage. and careful in
| spection and analysis by each rail-
| road system, with a view of determin.
, ing the extent Of unproductive mile
age. where service can be reduced
| or the mileage abandoned To bring
! about this latter result helpful and
| constructive assistance and co-opera-
| tion from State commissions and the
Interstate Commerce Commission is
| essential.
| A reduction In service or the aban-
donment of mileage always meets the
opposition of those who do not own
! automobiles or those who desire the
| assurance of railroad service on rainy
! days or exceptional occasions. 1t Is