Evening star. [volume] (Washington, D.C.) 1854-1972, 1926-12-26

AShINGION has developed
M quite suddenly into q pas
" senger-traffic city of the
first class. The Southern
Railway has been an i'm
portant factor In this development.
Since the war three of the principal
railroads serving Washington have
raised the rank of their chief pas.
senger officials. This was in recogni-
ton OF the position Washington has
gained as a passenger-traffic city.
other transportation companies
nave reopened offices in Washington
or established new offices. And still
others have under consideration the
establishment Of new Offices
With It's competitors and connec.
lions appointing higher officials and
moving into Washington, the South.
ern Is confronted with the possibility
that 1t may have to move out.
The Southern has developed passen-
ger traffic to and through Washing
ton. The through traffic determines
the Importance Of city as gateway.
Gateways Limited.
While there are approximately $50.
OoO miles OF railroad in the United
states, there are a limited number of
gateways through which traffic passes,
between the Northeastern and Cen.
tral States practically all traffic passes
through Buffalo or Pittsburgh. Be.
tween the States east and the States
wesI OF the Mississippi practically al
tramc passes through Chicago. ST
Louis, Memphis. Vicksburg or New
Orleans
between southeastern Canada. the
Northeastern States and the South
practically all railroad passenger traf
nc passes through Washington. Prac
tlcally Gil passenger traffic that moves
from the same Northeast territory
through the New Orleans gateway to
the west also passes through Wash
lngton. There has been a big in
crease In this through traffic in recent
years, especially to the South, and a
CONSEQUENT increase in the importance
OF the Washington gateway.
There are two interesting points to
consider in connection with this in
crease In passenger traffic to and
through Washington and the South
ern moving problem.
The present trend of Government
regulation and railroad operation is to
require passenger traffic to bear its
proper share Of the expense of oper
atlng the railroads and produce its
proper share of earnings. In the past
passenger traffic, in many cases, was
moved at loss. It was the belief
that shippers would move their freight
by the line they travelled. So some
big shippers even got free transporta
ton. This was unfair. A farmer, for
instance, who seldom travelled was
paying freight rates to help support
the passenger departments of the rail.
roads.
Treated as Asset Now.
Passenger traffic is now a railroad
asset and is treated with more respect
by the railroads. They are advertising
more extensively, competing more
strenuously, appointing new officials
and opening new offices in cities, like
Washington, and the public is also
getting better passenger service than
ever before in railroad history.
This change in attitude toward pas
senger traffic has a direct bearing or
the Southern problem. and brings ur
the second interesting point.
Railroads develop and secure traf
flc within their TERRITORY; they also
develop and secure traffic from their
friendly connections. This is gen
orally the long haul. the paying traf
fic. And friends are made by contact
association.
One factor. no doubt, that has in.
f1uenced practically every large rail.
road in the United States to establish
its headquarters at or near the most
important gateway leading to it's line
was this factor of through traffic
and close association with connections.
The list Is a very interesting and
forceful argument in favor of the