Evening star. [volume] (Washington, D.C.) 1854-1972, 1931-05-31
BY q. GOULD LINCOLN.

The problem of the railroads today
goes far beyond the business depression.
II there had been no depression, the
railroads still would have had to con-
tend. rs they are contending, with an
ever increasing competition from other
forms Of transportation.
These forms Of transportation, which
have cut into the railroad trafic, both
passenger and freight, to an enormous
extent In recent years, include the motor
truck and motor bus, the private pas
senger automobile, inland waterway
transportation. the Panama Canal, the
pipe line. the transmission of the
power generated in hydro-electric and
other power plants and air carriers
The electric power so developed and
transported cuts vitality into the use
Of the coal and its transportation by
the railroads.
Demand Equal Chance.
The American public, of course. is en-
titled TO the best transportation, both
freight and passenger, at the lowest rea
Sonable cost. whether this transporta-
ton Is by railroads or their COMPETE
tors However the executives OF the
railroads contend they are entitled to a
fair chance with all their industrial
competitors. Today the railroads &C
count for about three fourthS Of the
freight trafic Of the country. but for
less than one-fifth of the interurban
passenger travel.
The roads have been able to meet the
competition of the other agencies Of
transportation far better in freight than
in passenger transportation. The as
ISOLATION Of railroad executives has is
sued q declaration of policy which it
deems necessary to the continuance of
adequate transportation service to the
public incidentally, 1t may Be said
these executives consider that the recon-
mendations made by the association are
vitality connected with the ability of
the steam railroads to continue to ope-
rate probably.
Urges Motor Regulation.
Among the recommendation Of the
roads are the regulation OF motor buses
and trucks. Such regulation must be
brought about through congressional
action so far as interstate commerce
is concerned. The roads ask, too, that
in any law for Tho regulation of motor
bug and truck operations, there should
be no discriminatory provision against
the railroads operating in the same
field.
: Congress had before it at its last
session a bill for the regulation Of motor
buses in interstate commerce. The
measure, known as the Parker bill,
passed the House. When 1t went to the
Senate, provisions were written into
the measure by the Senate Interstate
Commerce Committee and by the SEN
| az v.,iaia RI ltVNat he
operation Of the railroads in highway
transportation.
There were several other amend
ments to the bill distasteful to the
railroads and Immediately the execu-
tives Of the roads busted themselves
in opposition to these Senate amend
ments. The result was that the bill
was sent back to the committee and
the Senate did not take any action.
So far as Congress is concerned.
the situation that now exists regarding
government regulation of motor buses
Is wide open. All legislation must be
again initiated and go through its pri-
mary stages when that body meets
again.
Regulation General.
The bill which failed in the last
Congress made no attempt to regulate
the motor truck, largely because the
vast amount Of freight carried this way
Is moved under private contract and
not by common carriers The railroad
executives argue that contract motor
trucks, engaged in interstate commerce.
should be regulated by the Government
; in the same measure that railroads
are regulated. and in the same measure
that it has been proposed to regulate
motor buses as common carriers and
those trucks which operate as COM
mon carriers.
In a brief recently filed by the as
ISOLATION Of railway executives with the
Interstate Commerce Commission, in
the commissions inquiry into the CO.
ordination Of motor transportation, it
is estimated that about 20 per cent of
less than carload freight is now moved
by truck. 1t Is asserted that sub
stantial volume of such carload COM
modities including cotton, live stock,
fruits and vegetables. cement, gasoline,
automobiles and parts, explosives and
oil we'll supplies, are carried by trucks,
come as far as 800 miles. some for 200
miles and the larger part even longer
distances by trucks which are not COM
mon carriers.
; 1t is argued that II these trucks can
not be regulated. they are in posi-
,, ton to destroy common carrier trucks
that are regulated and they can impair
; seriously the efficiency Of the railroads,
which are very much regulated. The
roads contend these trucks can under
bid the common carriers as to rates
: and thereby take over the business.
Cousens Opposes Plan.
The records of the Interstate Com
merce Commissions inquiry into the CO.
ordination of motor transportation show
that the contract trucks in operation
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trucks, that per cent OF these are
common carriers and 81 per cent are
owned outright by shippers.
In the opinion of Senator Cou0enS,
chairman of the Senate Committee on
Interstate Commerce, it would be idle
for Congress to undertake to regulate
the contract trucks. Such an attempt,
ownership of all these trucks by the
big industries and shippers. He holds
that it would be impossible for the Gov
eminent to attempt to regulate the
, CARRYING of freight by industry which
both produces that freight and carries
1t.
Railroad executives urge that the
antitrust laws be amended so the roads
may participate more adequately in the
transportation of freight in passenger
motor vehicles on the highways. 1t is
no secret that such q movement on the
part of the roads will be seriously re-
sisted in Congress by Senator Couzens
and others. These men contend that
If the railroads are successful in their
demands, the roads will gobble up mo-
tor transportation on the highways and
run all competitors out Of business.
They insist Congress found it neces-
sary to prevent the railroads from go
ing into water transportation In order
to give water transportation to the pub
lie. They do not propose to have the
reads in the matter Of highway trans