Evening star. [volume] (Washington, D.C.) 1854-1972, 1931-11-08
BY RICHMOND B. KEECH,

BY RICHMOND b. KEECH,
Peoples Counsel District of Columbia.
The old saying that you can take g
horse to water but cannot make hin
drink is peculiarly applicable to the
relationship existing between the street
railways and the public.
Every one who has given the least
thought to transportation service real
ICES the necessity for reasonable regula-
ton, and likewise is thoroughly congni-
Zant that when an alleged regulation
goes too far it becomes prohibition
An attempt at the latter course, except
from functioning under direct mandate
has been frownsd upon by courts.
The street car companies complained
of the inroad being made into their bust
ness by the fiat rate or zone cabs, and
called upon the commission to prevent
this competition, asking that meters be
installed and other steps taken directly
in the face of the public acclaim OF
the zone or fiat rate system. The COM
mission. lending a friendly ear to their
cry, abidid by this beseechment and
ordered installation of meters, assign
ing as the reason, according to re-
ports, that such action will tend to
eliminate from the streets certain
taXicabS for the reason that the
owners will not be able to purchase this
equipment. This is ridiculous, for II
an operator has sufficient credit to pur-
chase an automobile his credit will
certainly be good enough to enable him
to purchase meter. If the car in the
first instance be purchased on credit,
the person selling would have selfish
interest in seeing that the purchaser
remain on the street and he, If no one
else, would see to it that meter was
installed. The elimination, if any, from
the field of the number of taxicabs will
be due to the fact that the public will
not make use of meter cabs, as they
have demonstrated through their nom
use or limited use of the extremely low
rate nickel meter cabs. The unfortunate
feature of the installation of the meter,
however, is that its cost will, of neces-
sity. be DETECTED in the charge to the
riding public and, in my opinion, with
out any benefit.
Opportunity for Cabs.
The street railways and bus lines have
made it possible for the low-rate cabs
TO enter and continue in existence in
this jurisdiction. 1t is because of their
failure to advance with the times by
providing modern equipment, with
greater speed and comfort, and capable
of being operated at less expense. In
addition, they have added insult to in
Jury by increasing fares from time to
time. This in the face of pronounce
ments of many in the street railway
transportation business that the saliva
ton OF their industry depends on the
merchandising of their service. The
companies likewise have failed to sim
plify their service in the matter of rout-
ing and transfers, with the result that
nrdnT to fir1af
given point it is frequently necessary
that person follow a most circuitous
route, unless the rider elects to pay two
fares because of the necessity of trans
ferrlng TO a car OF another line. Free
Use OF intercompany transfers would
certainly help the situation consider
ably.
The companies state. through their
presidents, that if the taxicab industry
is curbed, they have and will spend
money Tor the procurement of modern
equipment. The question naturally fol-
lows, why didn't they make such pur-
chases before the advent of the low
rate cab? Such purchases would I'M
doubtedly have made it impossible for
the loW-rate cabs to have made the
progress that they have. Secondly. why
should they wait until the commission
takes action to curtail the taxi Industry?
Thirdly, won't they, after that is done,
say they are not getting the rate, of re-
turn guaranteed them by the Constitu-
ton OF the United States, and hence,
unoer thlS condition, cannot be expected
to make outlays?
While the low-rate taxicabs did not
make their entry in this Jurisdiction
until about February, 1890, and not in
way which was destructive in so far
as the railways business was concerned.
according to the president of one of the
companies, until June of this wear. the
RECORDS on file with the commission fail
to disclose, even with increase in fare
any substantial investment as to new
equipment or the modernization of their
present equipment.
PRESIDENT John H. Hanna of the
CdpICaI iraCtlon co. in an article APP
pearlng in the American Electric Rail
way Journal comedies that the cleo
trlcal railways are behind the times
ana that they are furnishing service
through the medium of vehicles which
nave been in use for 20 wears or more
ana recognizes the necesSity for change
IN transportation just as people have
required changes in clothing and their
manner of amusement.
Service Less Attractive.
w. StAAJ iAaNC IIle railways permitted
the low-rate taXicabS to attract manv
OF their passengers because of the FACT
that the service rendered by such cabs
Is more commensurate with the charge
made thereto than is the service rem
dered by the car companies for the
charge made. but their service in so far
as the remaining passengers are con-
cerned has been rendered less attrac-
tive in that it has been slowed I'M bv
more Venicles appearing on the streets.
1t would be well for the railway
and bus companies to follow the ex-
ample being set by the steam railroads
IN their fight against the airplane. It
IS possible to effect an analogy between
the airplane and steam train on the
enc hand, and the taxicab and Street
car on the other. The reason fer the
commercial usage Of both the aeroplane
and taXicab is the same. These me-
diums afford more rapid travel. Fur
thermore, the price exacted by the air.
plane is nearer the cost charged for
train travel than that charged by the
taXicab is to the street car. Take for
illustration a trip to New Ycrk-the
charge by airplane is more comparable
to that charged by train for similar
trip tnan price charged by taxicab Is