Archive for the ‘Development’ Category

Magna Charta of Childhood

World War I changed how many governments viewed their responsibilities toward children. While previously they had largely kept their hands off, the war took a huge toll on children’s health, child labor, and education. Governments felt more of a need to step in.

In the U.S., what did the government do around this time?

Congress passed a laws restricting child labor, though it was struck down as unconstitutional by the Supreme Court in the 5-4 decision Hammer v. Dagenhart. Congress then passed a constitutional amendment banning child labor in 1924, but it was only ratified by 28 of the required 36 states.

This May 1919 article explains why:

Before the war it seemed possible for statesmen to ignore the existence of children. What happened to the millions of young people of every great nation was, prior to August 1914, of slight interest to governments. Before the great war, it is perhaps safe to say that no Cabinet meeting of any great power had at any time devoted its full attention to the national problems raised by the very existence of children.

Every government knows now that such neglect is no longer compatible with national safety either in war or in peace. Military mobilization and the great test of industrial efficiency during the war revealed weaknesses appallingly vast. Neglect, it was perceived, was silently doing damage hardly less great than enemy invasion. Because of this realization, and not because of any newfound tenderness for children, governments generally have begun to give serious thought to childhood.

 

Child labor would only be banned in America in 1938 under FDR, with the Fair Labor Standards Act. And this time, the law was never struck down by the Supreme Court.

Magna Charta of Childhood: Representative of Great Britain, France, Belgium, Serbia, Italy, and Japan Are Joined With Americans in Evolving an International System of Child Welfare (PDF)

Published: Sunday, May 25, 1919

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Written by Jesse

May 23rd, 2019 at 1:50 pm

Channel Tunnel After a Hundred Years of Talk

In 1919, a tunnel under the English Channel “has been brought much nearer to practical realization.” It wouldn’t be opened until 1994.

Supposedly early 1919 had all the elements going for construction, now that World War I had recently ended:

Generally speaking, however, it is taken as an accepted fact that opposition to the tunnel is no longer serious on military or naval grounds, and that, as the French Government has always been sympathetic to the scheme, it only remains for the British Government to press the button for work to begin without delay. According to some enthusiasts, not even Parliamentary sanction is required.

However, the 75 year delay after that point perhaps shouldn’t have come as a surprise, considering that already it had been in the works for 45 years:

The first work was done on the tunnel in 1874, when a French company sank an experimental shaft in France. In 1881 the Southeastern Railway Company’s Chairman, Sir E. Watkin, obtained an act permitting him to sink a shaft on the English side. A boring was driven for 2,105 yards toward the Channel, when in 1882 the construction was stopped by the Government. Since then the scheme has been in abeyance, but in 1913 the Government called for reports from naval and military authorities with a view to permitting the construction if they were favorable. Then the war came and nothing more could be done.

But something more was ultimately done, 75 years later. Just goes to show: slow and steady wins the race. Very slow, apparently.

 

Channel Tunnel After a Hundred Years of Talk: Plans for Railway Tubes Between England and France Are Maturing Now That the Two Countries Have Reached a Decision Channel Tunnel After a Hundred Years of Talk (PDF)

Published: Sunday, April 13, 1919

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Written by Jesse

April 11th, 2019 at 7:55 pm

Posted in Development

Bobbed Hair and Maiden Names for Wives!

Reporting on a 1919 meeting of the Women’s Freedom Congress used the headline “bobbed hair and maiden names for wives!”– exclamation point and all.

…an impassioned please by Fola La Follette that all women retain their maiden names after marriage. Miss La Follette, who has retained her individuality by refusing to be known by the name of her husband, George Middleton, doesn’t seem to have much use for men anyway. She explained with pathetic earnestness that if as a spinster you had made a name for yourself in any profession, that name, being an asset in the economic world, should surely be retained after marriage.

This decade, about 22% of American women keep their maiden name after marriage.

 

The author also had some choice words about the conference attendees’ looks, from their hairstyles to their faces:

Mixed in with the usual bobbed-hair types (oh, but the ugly ones are more ugly for the bobbing!) and the aforementioned uplifters were some clear cut, gentle faces — women with that air of fine bearing and breeding which rarely if ever is found in the militant type. Charming are the agitators as a rule, and the sincere ones among them courageous, and fine in their way; but gentle — never! What then were these gentlewomen doing in this assembly?

Needless to say, it’s impossible to imagine any respectable news outlet today commenting on women’s looks in such a manner at a political event, rather than a fashion event or awards show.

Bobbed Hair and Maiden Names for Wives!: That Might Be Adopted as the Slogan of the New Freedom for Women, if a Recent Meeting in New York is to be a Criterion (PDF)

Published: Sunday, March 30, 1919

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Written by Jesse

April 6th, 2019 at 6:10 pm

Posted in Development,Life

Peace Taking Over War’s Inventions

Several months after World War I ended, technological innovations produced for the conflict were being repurposed for peacetime uses.

Take this sound pinpointer, used to calculate where distant enemy weapons were located. This same invention could also be used for bridges.

One thing about bridges that has puzzled engineers up to this time is some way to measure the stresses… The plan, yet in embryo, is to adapt the instrument that listens to guns to listening to steel bridges, and by the vibrations received in the microphones to calculate the measure of the strain on the structure, or on any part of it.

Or take a device for measuring steel without drilling into it, used to speed up the production of rifles. This same invention could not be used for railroads.

A flaw in the rail is the explanation of many a railroad accident in which lives are lost and properly destroyed. The defect is within; there is no way of telling at the mill. So it is with steel in bridge building and other structures; a bad place inside may one day bring disaster. With this device developed to test out large pieces of steel, a step from uncertainty to certainty in an important matter will be taken in a great industry.

In the words of Bo Burnham: “War! Huh! What is it good for? Increasing domestic manufacturing.”

 

Peace Taking Over War’s Inventions: Tests for Gun Barrels Serve for Steel Rails and Big Gun Detectors Measure Bridge Strains — Bureau of Standards’ War Work Not Lost (PDF)

Published: Sunday, March 23, 1919

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Written by Jesse

March 20th, 2019 at 1:59 pm

Memorial Temple Under Way in Washington

What went wrong with the planned National Victory Memorial Building?

The hall with a 7,000 seat auditorium inside was intended for Washington D.C., at the site of what is now the west building of the National Gallery of Art. The structure was intended to be completely separate from the Washington Monument, even though it was originally supposed to honor the same man.

Ground would later be broken in November 1921, but a lack of funds prevented it from ever opening. Intended to be paid for entirely with private funds, $2.5 million to $3 million was needed, but only about $500,000 was actually raised.

Despite the support of President Woodrow Wilson who was president at the time of this article, and his successor Warren G. Harding, the project was formally abandoned in August 1937. The cumulative donations were donated to George Washington University (GWU), where it was used in part to construct the auditorium Lisner Hall.

An auditorium where I myself have been several times, including the time I saw a talk by Richard Dawkins and asked him this question:

Memorial Temple Under Way in Washington: Fund Left by the First President Was Basis of Project for Majestic Structure Which Can Be Utilized as a Joint Monument to the Men of ’17 and ’76 Memorial Temple Under Way in Washington (PDF)

Published: Sunday, February 23, 1919

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Written by Jesse

February 21st, 2019 at 2:57 pm

Posted in Development

Winged Warfare and the League of Nations

100 years ago this week, the the League of Nations was agreed to at the Paris Peace Conference. Formally launching a year later in January 1920, the League was tasked with setting laws and norms for the increasingly international post-WWI world order.

In 1919, former Assistant U.S. Attorney General Charles Warren discussed all the intricacies and nuances in deciding questions related to airplanes alone, a technology that had advanced by leaps and bounds during WWI:

Suppose that the nations shall agree to forbid attack by submarine on merchant ships; is such a rule to apply to attack by airplane? How can an airplane identify a merchant ship? How can it exercise the right of search? How can it provide for safety of passengers and crew? How is a sea blockade to be enforced against airplanes? What effect is the case and speed with which air attacks can be launched to have on the rules as to initiation and declaration of war? What actual protection can neutral territory have against aerial passage?

How is the law as to the bombardment of cities to be framed with reference to air attacks? Is a city containing munition works, barracks, camps, &c., or surrounded by forts, to be immune from such attacks? If not, what are to be the restrictions on the scope of such attacks? If such a city is to be immune, what is to be its right to refuse to surrender on demand of the attacking air force? Are the laws as to sea transportation of contraband by neutrals to apply to neutral airplanes transporting contraband in the air over land? What are the rights of enemy airplanes flying over the sea coast territorial waters of neutrals? These are only a few of the questions to be considered.

Thorny questions, all. But perhaps the real question, Warren surmised, was what would the war have looked like if the technology at its end had been available at its beginning?

Suppose that in August 1914, Germany had suddenly launched a fleet of 1,000 airplanes instead of an army of 1,000,000 men; what might have been the result to Paris, to the coast towns, to London? Suppose that France and Russia had possessed similar airplane forces, what might have been the result to the Rhine towns and Berlin? The attack could have been made in a few hours, instead of a few weeks. It could have been made on the English and French fleets, or upon the German fleet, as well as upon the land forces and the cities.

Is it not possible that the result of such initial attacks might have gone far toward settling the war before actual extensive movement of troops could be begun? Is it not possible that the speedy, tremendous destruction, the burning of cities, and the killing and gassing of civilians might give an initial impulse to one side or the other which no amount of subsequent victories on land or sea could repair?

The U.S. never actually officially joined the League of Nations, despite President Woodrow Wilson wanting to, because Congress was unable to muster the 2/3 approval necessary.

The League itself lasted until 1946, when it disbanded after proving unable to prevent the rise of the Axis Powers in World War II.

Winged Warfare and the League of Nations: World Federation Necessary to Enforce Regulations for Air Fleets, Neutral and Belligerent, in Time of War — “Freedom of the Seas” Involved (PDF)

Published: Sunday, January 26, 1919

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Written by Jesse

January 26th, 2019 at 2:34 pm

Putting the Airplane to Peacetime Uses

The development of the airplane, first invented in 1903, truly took off as a result of World War I. In January 1919, after the war, what should be the purpose of airplanes?

This prediction largely ended up coming true:

Some of the practical men even go so far as to say that a perfectly developed peacetime air service, elastic enough to be used for defensive purposes, would make unnecessary a standing army of the proportions now being figured on. These men believe that, if the United States put its energies and ingenuity at work in the air, it would solve, once and forever, this perplexing problem of a universal training, a large standing army, and big military budget for the nation’s defense.

Well, except for the part about eliminating the big military budget for the nation’s defense.

Several other uses for airplanes were accurately predicted in that article as well, such as mail delivery and firefighting:

 

Airplane carrying of mail is practical, and as soon as the necessary steps have been taken for establishing air mail routes they will be flown — except in particularly bad weather — with a reasonable degree of regularity.

The Bureau of Forestry has use for planes in operating fire patrols, and with dirigible balloon auxiliaries in carrying fire-fighting crews and landing them in small clearings. As it is today these fire fighters have to go many miles round about, over mountains and almost impassable streams, canyons, and swamps to get into action and to stop a sweeping forest fire.

 

Putting the Airplane to Peacetime Uses: America Must Decide Whether Aviation Is to be a Minor Branch or the Chief Recourse for Defense — Progress in Mapping Aerial Lanes of Travel (PDF)

Published: Sunday, January 5, 1919

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Written by Jesse

January 5th, 2019 at 4:43 pm

Insignia, Not Black Gowns, as War Mourning

Women in America had long worn all black to represent widowhood as a result of a husband dying in war. This 1918 article even noted that “There are now women who have been in black ever since the civil war.”

But that began to change during WWI. Women began wearing a three-inch black band sleeve on their arm, instead of dressing fully in black.

Explained Anna Howard Shaw, chair of the Women’s Committee of the Council of National Defenense:

The men are going over in the spirit of battling for the freedom of the world, cheerfully, with defiance of the enemy in their hearts. Once ‘over there,’ they do not murmur or repine, even in face of death itself. We women should lift our lives to the same plane, in appreciation of the exaltation of the service rendered by the men for the protection of ourselves and our homes. Instead of giving away to depression, it is our duty to display the same courage and spirit that they do. If they can die nobly, we must show that we can live nobly.

We should look on the insignia, therefore, not as a badge of mourning, but as a mark of recognition of exalted service, as a sign of what it has been their privilege to give to their country — a badge of honor. The wearing of the insignia will express far better than mourning the sacrifice that has been made, that the loss is a matter of glory rather than one of prostrating grief and depression.

 

Insignia, Not Black Gowns, as War Mourning: Women of America Asked to Forego Gloomy Evidences of Grief — Black Band on Sleeve to be a Badge of Honor for the Bereaved (PDF)

Published: Sunday, July 7, 1918

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Written by Jesse

July 7th, 2018 at 1:57 pm

3,000 Planes a Month

America is the leader in aviation technology today, and has been for decades. But that was not the case in 1918, even though the Wright Brothers who hailed from Ohio had invented the airplane only a few years before.

As this May 1918 article explained, the U.S. had some major catching up to do upon entering WWI:

It must be remembered that all the warring nations had three years of advantage over the United States in bringing aircraft production to its highest efficiency, because they had been fighting three years when we began. Some of our aircraft producers had foreign contracts, but not many; and the aircraft industry in the United States, on that day in early April when we threw Uncle Sam’s hat into the ring and decided to make the world safe for democracy, was at a low ebb. Although two young Americans invented the aircraft, people of the United States, generally speaking, took no very intense interest in doing their traveling by air, and it was extremely difficult for aircraft manufacturers to keep going, even in a small way.

But with our entrance into the war, the whole situation changed. Aircraft companies sprang up like mushrooms.

As Dr. Bert Frandsen writes in his article The Birth of American Airpower in World War I in Air & Space Power Journal, the American military only had 26 qualified aviators at the start of the war, and “Aircraft production was so small that airplanes were made in shops instead of factories.” By the end of the war, we had created the Army Air Service (later largely turned into the Air Force in 1947), with 190,000 men and 11,000 aircraft.

 

3,000 Planes a Month: Careful Inquiry Shows Real Progress in American Output, Including One Machine Which Is Unburnable (PDF)

Published: Sunday, May 26, 1918

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Written by Jesse

May 23rd, 2018 at 11:24 am

World’s Scientists in Life-and-Death Race

“These pictures are six months old,” says a quote from an army officer to begin this 1918 article, “so the devices they show are, of course, perfectly obsolete.”

World War I sparked a massive technological boom, a silver lining to an otherwise horrific blemish on humanity’s history. That would come to be true of World War II a few decades later as well. As this 1918 article describes:

“It is probable we would have had to wait a generation or two, without the stimulus of war, for the development of the airplane into a safe and practical vehicle, or for a satisfactory method of utilizing the antiseptic properties of chlorine, or for a feasible process of fixing atmospheric nitrogen — to mention only a few outstanding advances in the fields, respectively, of physics, medicine and chemistry.”

Neil DeGrasse Tyson made a similar point at his eloquent Rice University commencement address in 2013, challenging the graduates to innovate without the impetus of war:

If you go to Kennedy Space Center in Florida, there is that section of his speech. ‘We’ll go to the moon before the decade is out.’ And it sends chills up your spine, because he galvanized an entire nation.

But what’s missing on the granite wall behind, where this is chiseled in, is the other part of the speech, where he introduces the war driver. No one ever spent big money just to explore. No, no one has ever done that. I wish they did, but they don’t. So we went to the moon on a war driver, but that’s conveniently left out in the granite wall behind Kennedy.

20 years after we landed on the moon, George Herbert Walker Bush wants to give a similar kind of rabble rousing speech that Kennedy did. July 20th, 1989, he goes to the steps of the Air and Space Museum in Washington, an auspicious day, commemorating the moon landing. An auspicious moment. And he puts a lot of the same language in his speech, reflecting on Columbus’ voyages, all the great explorers of the past, saying it’s our time. It’s time to go to Mars.

It got costed out at $500 billion. It was DOA in Congress at $500 billion. But wait a minute, that was going to be spent over about 30 years. You divide $500 billion by 30, that’s about $16 billion a year — that’s NASA’s annual budget. You could have just made that the trip to Mars.

But people got spooked by the money. Why? You know what else happened in 1989? Peace broke out in Europe, that’s what happened in 1989. The war driver evaporated. No, we didn’t go to Mars. And people are saying, ‘Oh, we lost our drive. We lost our will.’ No, it’s the same will we’ve ever had. We just weren’t threatened. That’s a sobering thought.

 

World’s Scientists in Life-and-Death Race: Allies Now Outstripping Teutons in Discovery and Invention, Which Have Been Speeded Up to Greater Progress in the Last Four Years Than in Previous Four Decades (PDF)

Published: Sunday, April 21, 1918

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Written by Jesse

April 19th, 2018 at 2:36 pm

Has the Power of Public Opinion Waned?

Was the power of public opinion on American politics declining in 1918? Job E. Hedges, former Republican candidate for New York governor, said yes and blamed it on political primaries:

With the increase in our population, the average citizen is necessarily unable to have before him all the facts from which to draw his conclusions and express himself affirmatively or negatively at the polls. This necessarily compels the citizen to act through a representative of his selection with similar beliefs. Here the direct primaries have demonstrated their inefficiency. They have militated against the formation of public sentiment and at the same time increased the power of money.

The first state to hold a presidential primary was Florida in 1901, and by 1920 (two years after this article was published) 20 of the 48 states had primaries. But Hedges’ argument caught hold as many states discontinued their primaries. Indeed, as late as 1968, only 12 states used them.

The modern presidential primaries as we know them today — first Iowa, then New Hampshire, with all states participating — truly began in 1976.

As for “the power of public opinion,” modern polling as we know it today wouldn’t begin until the Gallup Organization’s founding in 1935.

Has the Power of Public Opinion Waned?: Job E. Hedges Says It has Ceased to be a Great Aggressive Force in America Since the Direct Primary Idea Became Popular (PDF)

From Sunday, February 3, 1918

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Written by Jesse

February 2nd, 2018 at 9:45 am

Keeping Civil Disputes Out of the Courts

“A reform that may be widely extended” proved prescient. In this article, New York City Municipal Court Justice Edgar J. Lauer detailed the growing trend of settling legislation out of court, which helps keeps costs down and help prevent the judicial system from getting too overloaded.

By the 21st century, 97 percent of civil cases are settled without going to trial. (Although detractors counter that such sidestepping prevents the establish of useful case law.)

Keeping Civil Disputes Out of the Courts: New Methods of Settling Legislation Have Been Adopted by the New York Municipal Judges — A Reform That May Be Widely Extended (PDF)

From Sunday, January 13, 1918

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Written by Jesse

January 15th, 2018 at 1:14 pm

Posted in Development,Law

Where Women Supplant Men Because of War

 

Among the jobs which were women were filling in for men in larger numbers as a result of World War I: streetcar conductors, subway guards, elevator runners, firefighters, munition works, the felt hat industry, radium plating, and wagon drivers.

As a man, I would gladly volunteer for even the most unjust war to avoid an occupation of radium plating. Guess how Marie Curie died?

Where Women Supplant Men Because of War: Changes Taking Place in Many Industries — Employers Report New Workers’ Adaptability in Fields Hitherto Barred — Equal Pay Now the Rule (PDF)

From Sunday, December 30, 1917

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Written by Jesse

December 31st, 2017 at 8:01 am

Immigration Tide May Turn from West to East

 

As this 1917 article correctly predicted, many European immigrants to the U.S. later moved back to Europe after the conclusion of World War I. By some estimates, that number was almost one-third of European immigrants to America. However, “relatively few” German-Americans returned back to Germany.

Immigration Tide May Turn From West to East: Millions of Our Foreign-Born Citizens Planning to Return to Europe After the War, Says Commissioner Frederic C. Howe (PDF)

From Sunday, October 14, 1917

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Written by Jesse

October 13th, 2017 at 3:31 pm

Enter America as Chief Fur Trader

World War I had unexpected effects on the fur market, not least because of… the invention of the submarine?!

“American buyers and American furs no longer play the parts they formerly did in England. The submarine is one of the chief reasons. It has caused a scarcity of ocean freight space and a big jump in war risk insurance on cargoes.”

Another factor was the plummeting number of materials (read: animals) brought into the U.S. from other nations.

“Another way in which the war has affected the fur situation has been to cut down the supplies of skins received from other countries… However, as a result of depleted supplies, prices have advanced sharply, particularly on skins of animals not native of this country…

“It has been ably aided by Fashion, which is figuratively crying for furs and still more furs. Proof that the women of the country are responding to the cry is seen in the fact that, despite the higher prices, the fur trade as a whole is enjoying one of the best seasons it has ever had.”

Today, animal skins are a $40 billion business — although according to Kopenhagen Fur, the global production of fur has dropped dramatically in recent years.

Enter America as Chief Fur Trader: Foreign Countries Formerly Ran the Business of Selling Pelts, but New York and St. Louis Are Now the Leading Markets (PDF)

From Sunday, September 30, 1917

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Written by Jesse

September 29th, 2017 at 12:01 pm

Posted in Business,Development

Artistic Instinct of Negroes Should Be Developed

This 1917 article lamented the lack of flourishing culture in the African-American community. The Harlem Renaissance would start a mere year later in 1918, according to the Encyclopedia Britannica. Led by such figures as Langston Hughes, Duke Ellington, and Richard Wright, the period would produce an explosion of literature, music, and art from the African-American community.

Artistic Instinct of Negroes Should Be Developed (PDF)

From Sunday, September 30, 2017

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Written by Jesse

September 28th, 2017 at 2:41 pm

Posted in Art,Development

Farmers Buy Forty Per Cent. of Motor Cars

The urban population has surged from 29.5 percent in 1880 to 46.3 percent in 1910. The Census Bureau estimates that cities contain 62.7 percent of the U.S. population today.

A major change in rural life came with the development and popularity of the car. In 1917, the top two states by number of cars per capita were Iowa and Nebraska, then as now major agricultural states. (Today those two states rank #5 and #10.) The top two today are Montana and Wyoming.

This article describes the transformative effect that the car had on rural life.

“There was the railroad. It was to intersect the country until no isolation would be left. Then came the telephone. It was to knit the countryside together by wire and long distance conversation and thus banish isolation. Next came rural mail delivery. It was to make the change by the delivery of daily papers at the farmer’s door, by establishing continuous touch with the city and the outside world.”

“No one hit upon the actual cause. The trouble with the farm was three miles an hour — three miles by horse and buggy or two by team and wagon. Even the best social ideas would not work at such a rate of moving about. The rate of three miles an hour limited the size of the community, set a bound on the number of people one would meet in the course of a lifetime. Twelve miles is a long drive by horse and buggy, and that was about the radius of the farm families’ social life; the actual neighborhood life was restricted to about four miles from home. Six miles was a good way to go to church; seven or eight miles would be attempted for a social party.”

Today, the trend might be going in reverse, as many Millennials are ditching cars altogether. Only about 60 percent of 18-year-olds have a driver’s license, down from 80 percent in the 1980s.

Farmers Buy Forty Per Cent. of Motor Cars: Country Existence Ameliorated by Speeding Up from Three to Twenty Miles an Hour — Tremendous Influence in Rural Social Life (PDF)

From Sunday, September 16, 1917

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Written by Jesse

September 14th, 2017 at 5:36 pm

Tremendous Cost of War to the United States

Federal expenditures multiplied more than 10-fold after America entered World War I.

Even then, though, the drastically increased spending was still far less when adjusted for inflation than the federal government spends today. The 1917 spending was about $10.73 billion, which would be about $205.3 billion today. But this fiscal year will spend about $4.14 trillion, or about 20 times what we were spending in 1917.

Still, it’s not exactly an apples to apples comparison.Three of the four biggest drivers of modern-day federal spending are Social Security, Medicare, and Medicaid — none of which existed back in 1917.

 

Tremendous Cost of War to the United States: Estimate of the Total Expenditures for Year Ending Next June IS $10,735,807,000 — Last Year’s Outlay Was $1,041,635,116 (PDF)

From Sunday, August 26, 1917

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Written by Jesse

August 24th, 2017 at 11:39 am

Cost of Home Here Has Soared in Decade

 

The most expensive New York City apartment in 1907 was $6,000. A decade later, in 1917, it had quintupled to $30,000. Those were the days. By 2017, the most expensive NYC apartment cost $100.5 million — and even that could be shattered by an estimated rumored $250 million apartment that’s currently under construction.

Cost of Home Here Has Soared in Decade: Highest Apartment Rent Ten Years Ago $6,000, Now Above $30,000 — Private Houses Are No Longer Choicest Residences (PDF)

From Sunday, April 29, 1917

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Written by Jesse

April 29th, 2017 at 12:01 pm

Posted in Business,Development

Hunters in Autos Exterminating Big Game

The relatively new invention of the automobile was producing unforeseen consequences for hunters. William T. Hornaday, director of the New York Zoological Park, thought that lawmakers should ban the practice:

“There is not the slightest doubt,” he said, “that if things are allowed to remain for the next three years as they have been during the last three, there will be no wild game left excepting wolves and coyotes, skunk, and weasels.” This deplorable state of things is due, according to Mr. Hornaday, to crude and ineffective game laws, which allow ridiculously liberal bag limits, open seasons which are nothing less than exterminatory, the use of automatic and pump guns, and worst of all, the automobile: swift, silent, and terrible in its efficacy as a destroying agent.

Today, New York state law says “It is illegal to take or hunt wildlife while in or on a motor vehicle,” according to the state Department of Environmental Conservation. When exactly this law was passed, and whether or not it was passed shortly after this article, I couldn’t easily ascertain.

Hunters in Autos Exterminating Big Game: Unless Law Prevents Slaughter by “Sportsmen” in Motor Cars Our Wild Game Will Disappear, Says William T. Hornaday (PDF)

Published Sunday, April 1, 1917

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Written by Jesse

April 6th, 2017 at 2:54 pm