As affecting attitudes on race relations, transportation contacts, while impersonal and temporary, are significant for several reasons. Many whites have no contact with Negroes except on the cars, and their personal impression of the entire Negro group may be determined by one or two observations of Negro passengers. Unlike contacts in the school, playground, and workshop, transportation contacts are not supervised, and if there is any dispute among passengers the settlement usually rests with themselves. Suspicion or prejudice on either side because of the difference in race accentuates any misunderstanding. And transportation contacts, at least on crowded cars, involve physical contact between Negroes and whites, which rarely occurs under other circumstances and sometimes leads to a display of racial feeling.
The Commission's investigators, white and Negro, men and women, made many trips for observation on the twelve lines carrying the heaviest volume of Negro traffic and therefore involving the greatest amount of contact. Counts of passengers, Negro and white, were made, behavior and habits were noted, and passengers and car crews were drawn into conversation. Officials of surface and elevated lines, starters, and station men were interviewed. Instances of friction which came to the attention of the Commission were noted and the circumstances studied.
Traffic counts made by the Chicago Traction and Subway Commission in 1916 showed 3,500,000 surface-railway and 500,000 elevated-railway passengers carried in a twenty-four-hour day. Negroes constitute 4 per cent of the city's population and probably about that percentage of the city's street-car traffic. Negro traffic, however, instead of being scattered over the city, is mainly concentrated upon twelve lines which traverse the Negro residential areas and connect those areas with the manufacturing districts where Negroes are employed. Because of this concentration the proportion of Negroes to whites on these twelve lines is much higher than 4 per cent, and on such lines as that on State Street, the principal business street of the South Side Negro residence area, it often happens that the majority of the passengers are Negroes.
There is no "Jim Crow" separation of races on street cars in Chicago. Contacts of Negroes and whites on the street cars did not provoke any considerable discussion before the period of migration of Negroes from the South, when occasional stories of clashes began to be circulated; and even then, such friction as developed did not come prominently to public attention. Only one incident involving a clash was reported in the newspapers. Even since the migration began, there have been very few complaints based upon racial friction. The Elevated Railroad Company, whose South Side line has the largest Negro traffic of any elevated line, replied to inquiries that, except during the riot of 1919, when a few cases of racial disorder were reported, there had been no complaints from motormen or trainmen since 1918, when a trainman was cut by a Negro. No complaints from white passengers had been received since the spring of 1917, when white office workers objected to riding with Stock Yards laborers, mainly Negroes, on the Stock Yards spur of the elevated. White laborers in the Stock Yards mostly live within walking distance of their work, but Negroes found it necessary to use car lines running east to the main area of Negro residence. The Chicago Surface lines replied that complaints due to racial friction were negligible.
Many of the migrants are laborers who must use these lines going to and from work, and many of them are rough-mannered and entirely unfamiliar with standards of conduct in northern cities. Another serious factor is the recent entrance of Negroes into industry. Before the war the great majority of Negroes gainfully employed were engaged in some form of personal service which did not require use of transportation lines in their working clothes to and from the manufacturing centers. The migrants, many of them coming to a city like Chicago with no "Jim Crow" segregation, felt strange and uncertain as to how they should act. In fact, peculiarities of conduct on the part of these were noted by Negroes of longer residence in Chicago, and it has been remarked by whites and Negroes that they could tell a Negro migrant by his uneasy manner and often by his clothing. Conspicuous points of behavior of migrant Negroes before they became urbanized, which many whites noted and commented on were: "loud laughter and talking," "old and ill-smelling clothes," "roughness and his tendency to sit all over the car." These are easy to understand when one considers the background of the southern Negro. There are, on the other hand, exceptional cases where Negroes have walked miles rather than take a car, thus avoiding possible embarrassment. A Negro who has been in Chicago for a long time is not self-conscious about sitting near white persons. Negroes who get into trouble with whites about insisting on their right to a seat often belong to the class of suspicious and sensitive Negroes who fear that an attempt is being made to segregate them, and sometimes they are simply "greenhorns."
Soiled and ill-smelling clothing was found to be an objection applying to white as well as Negro laborers. These complaints came, for the most part, from clerical workers who objected to physical contact with persons who might "rub off." A difficulty involving this feature was adjusted by one packing company by dismissing its clerical workers and its laborers at different hours. A frequent source of misunderstanding has been a situation in which it appeared that Negroes had taken seats intended for white women. In several such cases thoroughly examined by the Commission's investigators the difficulties were found to have resulted from misunderstood actions.
Most of the difficulties in transportation contacts reported and generally complained of seem to have centered around the first blundering efforts of migrants to adjust themselves to northern city life. The efforts of agencies interested in assisting this adjustment, together with the Negro press and the intimate criticisms and suggestions for proper conduct of Chicago Negroes, have smoothed down many of the roughnesses of the migrants, and as a result friction from contacts in transportation seems to have lessened materially.
4. CRIME AND VICIOUS ENVIRONMENT
Many students of the race problem look upon public crime records as a register of the failure of Negroes to adjust themselves to the social fabric. Study of infractions of law by Negroes, of provocation to lawlessness, and of the history of their crimes would indeed reveal an interesting background of their present behavior in relation to whites, if such a study were possible from present records. The Commission carried its investigations into this field and found no means of determining how great a proportion of the city's crimes is committed by Negroes.
The prevailing impression that Negroes are by nature more criminal than whites and more prone to commit sex crimes has restricted their employment, increased unfair measures of restraint, and blackened the name of the entire Negro group. Two important facts were apparent from the Commission's study: (1) the danger inherent in the vicious environment in which Negroes are forced to live, and (2) the misrepresentative character of the statistics of Negro crime.