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Bulletin No. 4 + </title> + <style type="text/css"> +/*<![CDATA[ XML blockout */ +<!-- + P { margin-top: .5em; + text-align: justify; + margin-bottom: .5em; + text-indent: 1em; + } + H1 { + text-align: center; font-family: garamond, serif; /* all headings centered */ + } + H5,H6 { + text-align: center; font-family: garamond, serif; /* all headings centered */ + } + H2 { + text-align: center; font-family: garamond, serif; /* centered and coloured */ + } + H3 { + text-align: center; font-family: garamond, serif; /* centered and coloured */ + } + H4 { + text-align: center; font-family: garamond, serif; /* all headings centered */ + } + HR { width: 33%; + margin-top: 1em; + margin-bottom: 1em; + } + BODY{margin-left: 10%; + margin-right: 10%; + } + a {text-decoration: none} /* no lines under links */ + + .cen {text-align: center; text-indent: 0em;} /* centering paragraphs */ + .sc {font-variant: small-caps; font-size: 95%;} /* small caps, normal size */ + .noin {text-indent: 0em;} /* no indenting */ + .block {margin-left: 15%; margin-right: 15%;} /* block indent */ + .right {text-align: right; padding-right: 2em;} /* right aligning paragraphs */ + .img {text-align: center; padding: 1em; margin-left: auto; margin-right: auto;} /* centering images */ + + .pagenum { /* uncomment the next line for invisible page numbers */ + /* visibility: hidden; */ + position: absolute; right: 2%; + font-size: 75%; + color: silver; + background-color: inherit; + text-align: right; + text-indent: 0em; + font-style: normal; + font-weight: normal; + font-variant: normal;} /* page numbers */ + // --> + /* XML end ]]>*/ + </style> + </head> +<body> + + +<pre> + +The Project Gutenberg EBook of Address by Honorable William C. Redfield, +Secretary of Commerce at Conference of Regional Chairmen of the Highway Transport Committee Council of National Defence, by US Government + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Address by Honorable William C. Redfield, Secretary of Commerce at Conference of Regional Chairmen of the Highway Transport Committee Council of National Defence + Highway Transport Commitee, Council of National Defence, Bulletin 4 + +Author: US Government + +Release Date: November 11, 2006 [EBook #19758] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK ADDRESS WILLIAM C. REDFIELD *** + + + + +Produced by Jason Isbell, Bruce Albrecht, Jeannie Howse +and the Online Distributed Proofreading Team at +http://www.pgdp.net + + + + + + +</pre> + + +<br /> +<hr /> +<br /> + +<span class='pagenum'><a name="Page_1" id="Page_1"></a></span> +<h4>OCTOBER 15, 1918</h4> + +<h4>BULLETIN NO. 4</h4> + +<br /> +<br /> + +<h3>ADDRESS BY</h3> +<h1>HONORABLE WILLIAM C. REDFIELD</h1> +<h3>SECRETARY OF COMMERCE</h3> + +<h4>AT CONFERENCE OF REGIONAL CHAIRMEN<br /> +OF THE HIGHWAYS TRANSPORT COMMITTEE<br /> +COUNCIL OF NATIONAL DEFENSE<br /> +WASHINGTON, D.C.<br /> +SEPTEMBER 19, 1918</h4> + +<div class="img"> +<img border="0" src="images/imagep001.jpg" alt="US logo" /> +</div> + +<h5>RESOLUTION PASSED BY THE COUNCIL OF NATIONAL DEFENSE.</h5> + +<div class="block"> +<p class="noin"><i>"The Council of National Defense approves the widest possible +use of the motor truck as a transportation agency, and requests +the State Councils of Defense and other State authorities to +take all necessary steps to facilitate such means of +transportation, removing any regulations that tend to restrict +and discourage such use."</i></p> +</div> + +<br /> + +<h5>WASHINGTON<br /> +GOVERNMENT PRINTING OFFICE<br /> +1918</h5> + +<br /> +<hr /> +<br /> +<br /> +<br /> +<br /> + +<div class="img"><span class='pagenum'><a name="Page_2" id="Page_2">[2]</a></span> +<a href="images/imagep002.jpg"> +<img border="0" src="images/imagep002.jpg" width="100%" alt="MAP SHOWING REGIONAL AREAS" /></a> +</div> + +<br /> + +<p><i>Recognizing the national value of our highways in relation to, and +properly coordinated with, other existing transportation mediums, and +more particularly the necessity for their immediate development that +they might carry their share of the war burden, the Highways Transport +Committee was appointed by, and forms a part of, the Council of +National Defense.</i></p> + +<p><i>The object of the committee is to increase and render more effective +all transportation over the highways as one of the means of +strengthening the Nation's transportation system and relieving the +railroads of part of the heavy short-haul freight traffic burden.</i></p> + +<p><i>National policies are directed from the headquarters of the national +committee in Washington to the highways transport committees of the +several State Councils of Defense. These State organizations, which by +proper subdivisions reach down through the counties to the +communities, are grouped together into 11 regional areas, as shown by +the map used above. The State committees of the different areas are +assisted by and are under the direct supervision of the 11 regional +chairmen of the Highways Transport Committee, Council of National +Defense.</i></p> + +<br /> +<br /> +<br /> +<br /> + +<span class='pagenum'><a name="Page_3" id="Page_3">[3]</a></span> + +<h3>COUNCIL OF NATIONAL DEFENSE.</h3> + +<h4>HIGHWAYS TRANSPORT COMMITTEE.</h4> + +<h5>WASHINGTON, D.C.</h5> + +<hr style="width: 5%;" /> + +<h3>ADDRESS BY HON. WILLIAM C. REDFIELD, SECRETARY OF COMMERCE,<br /> +BEFORE THE REGIONAL CHAIRMEN OF THE HIGHWAYS TRANSPORT<br /> +COMMITTEE, THURSDAY, SEPTEMBER 19, 1918.</h3> +<br /> + + +<p><span class="sc">Mr. Chapin and Gentlemen:</span> It would be a truism to say that I +have always been interested in transportation. It has always been a +subject of keen interest to me, I presume, because I was born with it. +By the fortune of birth I came to live in a region where +transportation has been through every one of its stages in this +country. If you go back into the history of the Colonies, you will +find the two first lines of through transportation in America were +east and west—the St. Lawrence River and the Lakes—while for over a +century the one great central north and south line was the Hudson +River, Lake George, and Lake Champlain. In that entire length from the +St. Lawrence to New York Harbor there was but about 13 miles that +could not be traveled by water with such boats as they used. You will +recall that great historic events of our early history centered about +this transportation line. Burgoyne's surrender, Arnold's treason, the +great contests of the French wars, Macdonough's victory on Lake +Champlain were all associated with this water route. Such names as +Montcalm, Schuyler, and Champlain are linked to it. Historically, it +is true both for war and peace that transportation has been formative +and controlling in our national life. One of the early evidences of +the growth of transportation in this country, and therefore of our +national progress, was the act of connecting the Great Lakes by the +Erie Canal with the Hudson River.</p> + +<p>The largest number of railroad tracks paralleling any navigable stream +follows to-day the line of the Hudson. There are six much of the +way—four tracks on one side and two on the other. I am going to make +that historical line of water and rail transportation the basis for a +little study with you, to see what the normal development of +transportation is, and whether, as I believe, the particular form that +concerns you is a natural outgrowth of all that has gone before. If it +is so it is here to stay. If in the process of transportation +evolution we have reached the normal use of the highway, together with +the waterway and the railway, then you are doing a constructive work +for your country. But if that work is not normal, if you are trying to +impose upon the body politic something strange and artificial, then +your work will, and ought to, fail.</p> + +<p><span class='pagenum'><a name="Page_4" id="Page_4">[4]</a></span>The transportation system of the United States is not a unity. It can +not be run on what we may call unitarian lines. It is a trinity, and +has to be run on trinitarian lines. You must link up railways and +waterways and highways to get a perfect transportation system for this +country. If there were no railroads we would have little +transportation. If there were no waterways there would be insufficient +transportation. If we had an abundance of railways and waterways and +lacked the use of highways, we should have imperfect transportation. +We should fail to bring it to every man's door, and it must be brought +to every man's door to be perfect.</p> + +<p>The early transportation in the Hudson River Valley was by sloop. The +history of the river is full of the traditions from the old sloop +days, when it was sometimes five and sometimes nine days from New York +to Albany by water. The river was just as navigable then as it is now; +the difference lies in the tool that was used. Now in that use of the +fit tool for the route lies the whole truth in transportation, and yet +so far as I know the full bearing of the application of the tool to +the job is almost new to our discussions of the several phases of +transportation. In due time comes Robert Fulton and the <i>Clermont</i> +begins to flap flap her weary 36 hours from New York to Albany. A new +tool but the same route. In time she passed into a more modern type. +The steamboat developed, and came the canal with its mule power. How +strange it seems in these days to think of mule power ever having been +considered. Yet I have in my possession a letter to the constructing +engineer of the Erie Railroad urging that it should be operated by +horses between New York and Buffalo and giving 10 very excellent +reasons why horses were far better than steam locomotives could be. It +took a lot of argument to keep the horses off the Erie Railroad.</p> + +<p>Came the steam locomotive. Now the rail was not new any more than the +river was new. The railroad or tramway in England is far back, earlier +than the railroad in America. There were tracks laid many years before +anybody thought of a locomotive engine. The invention lies not in the +railway but in the tool put upon it. Again the principle of the tool +to the job. Also a new principle that the way, whether it was waterway +or railway or highway must adapt itself also to the most effective +kind of tool that could be put upon it. You could apply it but +partially to the river. When canals came along later, it became +apparent that you must not only have the best tool for your waterway, +but must suit the latter also to the tool. We understand this about +railways; we have not been so clear about it as to waterways and +highways.</p> + +<p>It is within two years that the governor of a great State has +suggested to me that the use of large motor trucks be forbidden +because they destroyed highways. I ask you if you will warrant the +removal of locomotive engines because they are made 100 tons heavier +and would break the light rail made 40 years ago? The problem is a +duplex one. The best tool must be had for the job and the opportunity +must be provided for the tool to do its work.</p> + +<p>So the railway came along and since the mechanical engine fitted so +perfectly into the American temperament and the national needs, the +railway and the tool for the railway developed together side by side. +Still with the coming of the railroad we thought of transportation as +a unity. Highways did not amount to very much. Men <span class='pagenum'><a name="Page_5" id="Page_5">[5]</a></span>went by horseback +often, because they had to, not always because they wanted to. And +after the railroad came, the waterway was all but destroyed, because +we thought of transportation as a unity of railroads. Up to a very few +years ago all of us who are not far-seeing would have thought of +public transportation as meaning essentially the railroads. Yet so +rapidly in the last five years has the law of transportation been +developed that it is a little bit difficult for us to keep up with the +rush of this movement.</p> + +<p>There came into the world a new tool—the internal-combustion +engine—destined to work almost as great a change in the human life as +the steam engine in its time, making possible a tool for the waterway +that the waterway had never had before, making it possible to use for +the highway what the highway had never had before, making necessary +the alteration of the highway to suit the new tool built for it. It +has never been true until now; it has just now become true that the +waterway and highway have been, as regards the tools for their use, on +a technical and scientific level with the railway. The Government is +just putting in operation this month the first great barges for the +Mississippi River intended to carry ore south and coal north, made +possible because of the internal-combustion engine. The tool has come, +the internal-combustion engine is altering the face of the marine +world. So that we do not really need but over 6 feet of water in the +northern Mississippi to carry 1,800 tons of ore in one boat. We look +upon the development of the New York State barge canal with a +certainty of its profitable use for the Nation, for with a 12-foot +draft we know we can carry 2,500 tons in any vessel constructed for +the purpose, driven by internal-combustion engines. The tool for the +job and the way made ready for the tool.</p> + +<p>I go into my shop to put up a hammer. What is the essential feature of +my hammer's operation? The foundation. It may be the most powerful +hammer made, but unless given a sufficient sub-structure it can only +be destructive. So for the waterway, so for the highway. You may have +the most perfect equipment for their use but the instrument must work +in a proper environment. So the waterway, then, the last few years—in +fact, very recently—has come rapidly into its own. It is within 18 +months, gentlemen, that I stood upon the first load of ore going south +on the Mississippi River and saw it enter the port of St. Louis. It +was only yesterday that I sent to the Senate my formal report urging +Government ownership and operation of all the northern coastal canals +from North Carolina to New England, with the certainty that adequate +and efficient vessels could be provided for their use.</p> + +<p>Now, these three ways of transporting developed to their full are not +hostile to each other. In the days of our ignorance we thought they +were. In other times the railroad bought canals to suppress them. But +we have learned a larger outlook now and the congestion so recently as +a year ago taught us that there are certain kinds of goods, certain +types of transportation, that the railways of this country can not +afford to do. Certain great items of bulk freight they must always +carry. We should starve for steel if we had to depend upon our +railroads to bring the ores from Minnesota to Pittsburgh, and the +Northwest would be in a hard case if we had always to send coal to +them by rail from the region of the East. We are learning that there +is a differentiation in transportation. So these <span class='pagenum'><a name="Page_6" id="Page_6">[6]</a></span>two enemies of the +past are likely to operate as friends to-day. It is not a strange +thing that the internal waterways of the country are at this time +being operated by the Railroad Administration. It means an advance in +thought.</p> + +<p>I told the Director General of Railways that two-thirds of the job was +fairly well in hand, but that he had left out one-third, and that I +thought he would not get his unity complete until he made it a trinity +by taking in the highways. I told him that the highways as a +transportation system and their development both as to roads and as to +means of using the roads were quite as essential to the country as the +other two. In reply he suggested that it was a larger job than he +himself could undertake, with the railroads and the waterways on his +hands, and asked me if I would not do it. To my regret I was obliged +to refuse. The law does not give me authority. I should have been glad +if I could have had more of a part in it, because, given your +perfected railroad—and I speak as a friend of the railroad and a +friend of the waterway, which I think is also coming into its own—I +am convinced that neither will reach its normal place as a servant of +the people unless linked up with motor-truck routes.</p> + +<p>There is a steamboat line running from New Haven to New York. At New +Haven lines of motor trucks radiate out in several directions. From +this radius around New Haven for many miles in three directions the +motor trucks come down in the evening to the boat. The boat leaves a +little before midnight and arrives in New York in the morning, when +the freight is transferred and goes out on the early trains for the +West. It is a good system of interlocking service such as we have got +to have.</p> + +<p>My conception of the future of the New York Barge Canal and the canal +across New Jersey and the Chesapeake and Ohio and all the waterways is +that the companies operating on them shall pick up and deliver at +every important terminal point by lines which shall radiate out by +motor trucks from 50 to 100 miles, and they shall take from these +places goods thus brought to their station. So that if when, for +example, they were delivering goods from Kentucky to Illinois, it +might start from a farm or from an inland village by motor truck and +go to the nearest waterway station, there to be picked up by a vessel +and to be carried down the Kentucky and Ohio to a point sufficiently +near in Illinois to where it was to go, there to be picked up by motor +trucks which would carry it to its destination, and it should be +billed through by one bill of lading. That would definitely establish +that the vehicles and highways are not accidental or incidental but an +essential factor. That, it seems to me, is what we are coming to +before very long. I imagine we will come to it almost before we think +of it.</p> + +<p>From that are a number of inferences. The public authorities have got +to be sufficiently educated to make a good thing possible. They have +got to learn, as many a farmer has to learn, that the most costly +thing in the world is a bad road; that as compared with seal-skin furs +and platinum mud is far more costly an item; and that there is no such +evidence of a muddy state of mind in a community as a muddy state of +highways in the community. They go together—mental and physical mud.</p> + +<p>Now, let us see whether our idea is false or true in its application. +The Hudson River has by it six tracks of railroad. The fleet of +<span class='pagenum'><a name="Page_7" id="Page_7">[7]</a></span>vessels upon the Hudson River was never as great, never so new or well +equipped as to-day. The vessel with the largest passenger capacity, or +at least second largest (6,000 persons), is in operation on that +river. The freight carried on the river amounts to over 8,000,000 tons +a year by water. I put a factory at Troy because I could get by water +express service at freight rates, loading machines on the boat in the +evening and have them delivered in New York the next morning, while to +ship the same material by railroad to New York would require three to +five days by freight.</p> + +<p>Directly back from the river bank on either side are two of our fine +highways. Neither the railroad nor the river meet all the needs of the +men living on those roads. You might build the railroads up until they +are 10 tracks wide, but you do not fully help the farmer 10 miles away +to get his produce to market. And you might fill the river with +steamers, and he may be still isolated. There must come something to +his farm which transports his produce easily and systematically and in +harmony with other methods in duplex action going and coming. So our +friend the farmer must have the rural express or its equivalent, which +comes to his door, which in the morning connects him up with all the +round earth and brings him what he wants of the earth's products back +to his door that night.</p> + +<p>I can not think of that except as a matter of common sense. It is a +thing which has got to be, and in a very few years, at least, will be +as accepted as such things as the rising of the sun and the setting of +the sun. It will be considered normal. You will even find, if you have +not already found, farms offered for sale on the basis of having a +rural express coming and going on one side of it—perhaps on two sides +of it as we get into it more thoroughly. The whole rural +postal-delivery system was the promise and pledge of the rural +express. What we do when we send the motor truck through the rural +centers is to push the rural free-delivery and the parcel-post service +just one step forward. I have had motor trucks put on the Pribilof +Islands, in the Behring Sea. They are building the roads to run on +before they can run on them. And there, 250 miles north of the +Aleutian Islands, we can make motor trucks pay for themselves in a +single year by the force they add in effective transportation. We have +a seal rookery 13 or 14 miles from the village of St. Paul Island. We +have not been able to kill seals there, because we could not get skins +down to the village. Now a couple of motor trucks bring them down +without the least difficulty, and in order to get the road there they +carried down materials to build the road. So in the same way we have a +great many fishery stations isolated. You can not put fish hatcheries +in towns. We get them as far off as practicable. The problem is to get +sufficient water and isolation, and so those stations are rather +difficult to reach. In those places to-day we have put motor trucks. +Here with these important stations 6, 8, 9, and 10 miles and sometimes +more away, it was perfectly obvious that the best, simplest, and +quickest means of access was necessary and for several years now we +have been putting little Ford trucks in there, if you can call them +trucks, and I presume some of you anyway still do. They have changed +the effectiveness of the whole thing.</p> + +<p>That is all very simple. I imagine that one great difficulty in this +world is that the simple things are sometimes very hard to bring +about. It is true in a certain sense that if we bring to a man +<span class='pagenum'><a name="Page_8" id="Page_8">[8]</a></span>something that is difficult and complex it catches the mind by its +very complexity and strangeness. But if we come to him and say that +mud is one of his worst enemies it seems hard to him that it could be +as bad as it really is, as he is sort of friendly toward the mud. So +many are familiar with the automobile—not as familiar, I believe, as +they are going to be—that it seems hard to think it can work as +revolutionary a change in their life as it is going to do. But I am +perfectly certain that there abide these three elements of +transportation—railway, water way, and highway—that they are one, +and that none of them will reach its full value to the community +without the other, and that each is the friend of the other.</p> + +<br /> +<br /> +<hr /> +<br /> + + + + + + + + + +<pre> + + + + + +End of the Project Gutenberg EBook of Address by Honorable William C. +Redfield, Secretary of Commerce at Conference of Regional Chairmen of the Highway Transport Committee Council of National Defence, by US Government + +*** END OF THIS PROJECT GUTENBERG EBOOK ADDRESS WILLIAM C. REDFIELD *** + +***** This file should be named 19758-h.htm or 19758-h.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/1/9/7/5/19758/ + +Produced by Jason Isbell, Bruce Albrecht, Jeannie Howse +and the Online Distributed Proofreading Team at +http://www.pgdp.net + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. Special rules, +set forth in the General Terms of Use part of this license, apply to +copying and distributing Project Gutenberg-tm electronic works to +protect the PROJECT GUTENBERG-tm concept and trademark. 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