A^.. IMAGE EVALUATION TEST TARGET (MT-3) <>- 1.0 LI 1.25 ■^ I— III 2.2 % "" IIIIIM faiUi- U lllll 1.6 V] % J^' ''f ^' ^ A O;;^ r^ >I Photographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, NY. 14580 (716) 872-4503 CIHM/ICMH Microfiche Series. CIHIVI/iCMH Collection de microfiches. Canadian Institute for Historical Microreproductions / Institut canadien de microreproductions historiques Technical and Bibliographic Not«s/Note9 tachniques et bibliographiquas The Institute has attempted to obtain ihe best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checked below. L'Institut a microfilm^ le meilleur exemplaire qu'il tui a ^t^ possible de se procurer. Les details de cet exemplaire qui sont peut-^tre uniques du point de vue bibliographique, qui peuvent modifier une image reproduite, ou qui peuvent exiger une modification dans la mdthode normale de filmage sont indiqu^s ci-dessous. □ Coloured covers/ Couvartura de coulaur □ Covers damaged/ Couverture endommagie □ Covers restored and/or laminated/ Couverture restaufie et/ou pelliculie □ Cover title missing/ Le titre de couverture manque I I Coloured maps/ D D D D Cartes giographiques en couleLT Coloured ink (i.e. other than blue or black)/ Encre da couleur (i.e. autre que blaue ou noirol I — I Coloured plates and/or illustrations/ n Planches et/ou illustrations en coulaur 3ound with other material/ Relii avec d'autres documents Tight binding may causa shadows or distortion along interior margin/ Lareliure serree peut causer de I'ombre ou de la distorsion le long da la marge intdrieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajout^es lors d'une restauration apparaissent dans le texte, mais, lorsque cela dtait possible, ces pages n'ont pas iti film^es. Additional comments:/ Commentaires suppl^mentaires; n a D D D □ Coloured pages/ Pages de couleur Pages damaged/ Pages endommagies Pages restored and/or laminated/ Pages restaurdes et/ou pellicul^es Pages discoloured, stained or foxed/ Pages ddcolor^es, tachet^es ou piquees Pages detached/ Pages detachees Showthrough/ Transparence Quality of print varies/ Quality in^gale de I'impression Includes supplementary material/ Comprend du mattiriel supplementaire Only edition available/ Seule Edition disponible Pages wholl-, or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totalement ou partiellement obscurcies par un feuillet d'errata, une pelure. etc., cnt 6t§ fiin'.ees d nouveau de facon d obtenir la meilleure image possible. This item is filmed at the redLCtion ratio checked belovi// Ce document est film^ au taux de reduction indiqui Ci-dessous. 10X 14X 18X 22X 26X 30X 12X 16X 20X 24X 28X 32X ills difier jne lage Th« copy filmed h«r« has b««n raproducsd thanks to tha ganarosity of: Harold Campbell Vaughan Memorial Library Acadia University. TISs imt ;^as appaaHng hara ara tha baat quality possibia considaring tha condition and lagibiiity of tha original copy and in kaaping with tha filming contract spacifications. L'sxamplaira filmi fut raproduit grAca A la giniroslti da: Harold Campbell Vaughan Memorial Library Acadia University. Laa imagaa suivantaa ont M raproduitas avac la piua grand soin, compta tanu dc la condition et da la nattati da l'sxamplaira filmi, at an conformity avac las conditions du contrat da fiimaga. ata elure. a Original copiaa in printad papar covars ara filmad beginning with tha front covar and anding on tha last paga with a printad or illustratad Impraa- sion, or tha back covar whan appropriata. All othar original copiaa ara filmad beginning on tha first paga with a printad or iiiuatratad impraa- sion, and ending on the last paga with a printad or illustrsted impression. The laat recorded frame on each microfiche shall contain the symbol -«• (meaning "CON- TINUED"), or tha symbol V (meaning "END"), whichever applies. Mapa. piataa. charts, etc., nnay be filmed at different reduction ratios. Those too large to be entireiy included in one expoaura are filmad beginning in the upper ieft hand comer, left to right and top to bottom, aa many framea aa required. The following diagrama illustrate tha method: 1 2 3 Lea axemplairaa originaux dont la couverture an papier eat imprimAe sont filmAs an commenpant par le premier plat et en terminant soit par la darniire paga qui compocta una smpreinte d'impreasion ou d'illustration, soit par le second plat, salon le cas. Tous fas autres •xamplaire.i originaux sont filmte m\ commenpant par la premiere page qui comporte une smpreinte d'impreasion ou d'llluatration et en terminant par la darniire page qui comporte une telle emprajnte. Un dee symbolaa suivarits apparaftra sur la demiire image de cheque microfiche, »elon le caa: le symbole —^ signifie "A SUIVRE ', le symbols ▼ signifie "FIN". la» cartca. planches, tableaux, etc., peuvent dtre f]lmie A dea taux de reduction diff Arents. Lorsque le document est trop grand pour dire reproduit en un seul clichA. il est filmA it partir do I'angle supArieur gauche, de gauche i droite. et de haut en baa, an prenant le nombre d'Images nteessaira. Lea diagrammes suivants iiluatrent la m^thodo. I2X 1 2 3 4 5 6 I A ■3^-6 THE FBOTINCIAL RAILWAY OP NEW BRUNSWICK: Why Should it Not Pay ? *»«■> FREDERICTON, N. B.: CROPLEY'S BOOK AXD JOB PfllXTING ESTABLISHMENT, Xext door to the Telegraph Office, Queen Street. 1866. 5S^ wr~^ 'f I The Provincial Railway of Hew Brunswick: AVIIV SIIOTTLD IT XOT IWV :> Tins quriation is intercstino- to every iiiliubifant of <lio Vrovlnco, because, whetlier vuluntuiily or otlienx ise, he is j)ltn*ed uiiilcr bonds lor the due uud regular di,schar<^e of tlie iat'-re.'^l, and eveuluuliy of the whoki iuvestiiieut. Since the coinnieueenieat of the work, a sum not far from one iniliion four Imndred tliousaud dolhirs lias ]n'VAi levied u])on tlie iiublic, in the form of customs duties, and remitteil out of tlie country, to make g'ood the delicicucy of the railway earu- iijys to me(!t tJie interest. This i.s a clear addition to the original cost. After upwards of fivo years' experience since tlie road was completely opencid, the average annual deliciency is very nearly, if not quite, a quarter of a milli(»n of dollars, Avith but faint symj)toms of any diniinution of this progress- ive accuiuulatiou of outlay for the beneiit of local and ])rivate int'ei-ests alo)ie. It involves also not only the so-far unproduciive abs-orplion of the public treasure, but of the means of a(le<iuately i)roviding for works and improvements, strictly provincial in their character.' and required by sound economy. The evil iu quest ion must continue, just in the degree that the net earnings of the railway fail to be suf- ticient to meet the interest on the cost. They liave signally failed in this respect, during the live years that the Avork lias been'uiuler ex- ])eiiment, and to all appearance will, if subject to existing regula- tions, continue largely to fail for many years to come. lleiKx the interest and import of the question to all concerned: Is this progres- sive and indetinite addition to the unproductive cost an inevitable necessity, under the peculiar circumstances of the provincial railway* or why should it not pay? Though plausible reasons may be adduced why this work should not be expected to pay, such as the excessive cost, smallness of ])up- idation and trade, and want of connection wutli other railways, or "isolation," yet it may be demonstrated that one and all of 'these reasons form no admissible excuse for its xn-esent or past tinuncial position, or for its burthensome and inequitable pressure upon the niass of the provincial community v.ho do not use it, and to Vvliom it is of no appreciable beneiit. It is now proi)osed to submit a fair and unreserved exposition of the relationship of this work to the true inten^sti- of the whole pro- A'incial public; including those who derive all the beneiit, uiid the large majority wlu) bear the burthen without benefit. Aided by materials furnished in the Annual i reports of the Com- niistioners of the Ifailwiiy, and by other public documents, tin fol- lowing tabulated statement luis been preiiured, exhibliing cciiaiu data in a comi)endious form for convenient reference. Tlu'inforuni- tion under some of the heads, tlirough absence of the requisite ma- terials, is not so i)erfect as desirable, but the particular conclusion involved is not thereby alfected. The chief imperfection alluded to, is tliUi vvhici; ail.-.t& from the uccc.v^ity of calculaLingiJic iutcrc.-t ui'uii 3'?)^\ f 2 the cost, including^cxponscB of ma,.a^nt in ca.h voar. JTl^ Corn- ^nissioners of the 1 aihvay ;^\«^^^^^ ;St'i,:^^,;;uLovcthe caruinjrs, the excess ot such "'tei est actual i> P"^ , j- -^ ^^^^ ^j.^e linau- ^ii5^FlS?A EBLATINO TO THE COST AND NEW BBUN3WICK FOB THE FIVE ISruiTiber ami 2^aiiie. 1S50, IBGO. Gross Ucvi-nuc Worlvinjr Expenses \V ' \*| iNetllev-enue towards int. on Cost,! Estimated Population of tlic whole, I l^rovincc •••••••••■••"*'*'* *"*«'**i Estii'.ated Population of St. John, K ngs, Albert, & >V«^t'»«^l'd j-os. Rate of Gross Uevenuc per head of ' whole Population ; ' ",' " p lllate of Gross Revenue i)er head of Population of 4 Counties .. • • • • • -j Net Revenue per head of whole. NeWe^iu-peVhe^dVfPopu^;^ tion of 4 counties *. ' V V * Vil No. Tons of Freight earned 1 mile; ReVeuue derived from Freight and, other sources than Passengers.. j Mean rate per ton per ?«ile ' ; ' ' * ;.\;1 'no. of Passengers carried one mUe R^Venue derived from Passengers ' ^ ' ' '' i{iT4,-i4O00 239,133 101,210 $35,9T40>^ 11,187,591, , $2.S,21693, ftS. 1,95491 $61,11490 I'tS. 3.90r)() 2,810,923 ^55,11050 C'tS. 1.9605 11$400,000 iMean rate per Passenger per mile, Total interest on cost of Kall^vay,| % per ct. & 1 per ct. commission). Deficiency of revenue to pay inter' J Proportion of deficiency elinrgeiAWej PropSrT&fScVenVfchargeabiei to passengers • 1 Proportion of deficiency per ton perj Proportion of deficiency per pas-j Deficfencv hi "x\^enue' i)eV liead of, ] i whole population V'T^V 'Deficiency in revenue per head ot 1 I population of 4 counties^ . ^ • • • •, iTotal cost of railway (108 miles)^ \ exclusive of interest. ..... • • • • • • • i ,'Total cost of railway, mcludmg ' Kimole interest only •.•.••••• ••••!, Rates of charge which ought to have, been realised hi order to derive a;| vevsnue equal to working expen- l"l and interest, or to the ac uaj cost of conveyance. 1 or 1 reiglit iier ton per mile II For Passengers, per Passengar per, iii(4,3T2,62020 If 4,772,620 20 isoi. ~fi30,6T.S !6!i)4,24ri §!36,432 252,047 100,890 eo [ ^1 90 I $0 1 1,446,536 1 501,120 3.2975 3,896,144 $69,558 ct?. 1.7850 $264,980 !3!22S,548 $106,895 $121,652 ctit. 7.389 Ctil. 3.122 ots. 90.677 cts. 213.8 !S4,672,119 ;! 1 ,$5,300,667 cts. 10.6865 * 4.9070 ;ost of Rothsay The iulerost 15 i)2 (J3 m 8-10 22 2-10 14 4-10 34 12 78 15 28 87 OS 23 Jin- tain Kill- rate ' AND FIVE isoi. ~fi30.(JT.S §30,43-2 25-2,047 100,89G ^0 1,446,536 SGI, 120 Its. 3.29T5 3,890,144 $09,558 ct?. 1.7850 $264,980 !3«-228,548 $106,895 ?121,652 Ct8. 7.389 cts. 3.122 rti. 90.677 Ct9. 213.8 l$4,672,110 ',$5,300,667 t 3 railway, and oihor joinf-stock associaiions. ircneo ll.c aotuallv in- creased cost in each year is not officially show ,ani that vn eh s j,yon ,n he tu;enty-nrth line in the folloWin^ table K , he ab -nco WORKma OF THE PROVINCIAL RAILWAY OF YEARS FROM 1860 TO 1865 INCLUSIVE, isoa. 15 f)2 63 618-10 22 2-10 14 4-10| 34 12 03 78 15 28 87 ?fl07,»H() 28 $87,634 73 $20,005 55 258,765 109,869 18g: i'j- 2 *io.258 Oo via. .3.4969 2,753,001 $51,382! OtH. 1.8660 ■"1 tO •10' 22 $283,1.30 41 $203,124.86 $137,52191 $129,272152 $88,.5iJ4 29 $40,738 23 205,650 112,923 $0 48 0-10 5]'u4.10, S'l!l5 3-10 ?o'30 $7t,439 82 CtH. 2.67t. 3,0';-i,'i06 $57,832 70 1.8870 iso-t. iqg; $284,802 *]45,057l8H $103,630' 12 t$31,972 53 272,722 116,077 $0 $1 $0 29 08 23 % fir. 10.0865 4.9070 ost of llotlisiiy The iutcrc^st $125,602 ct». 10.279 CtH. I 4.562 I PtS. ! 101.68 I cts. i 239.5 I $4,699,707 $5,591,380 13.7759 95 86 87 $244,064 06 $134,877 02 $109,187 04 cts. 5.876 cts. 3.563 OtR. 91.874 fts. 216.2 $4,704,494 96 J '0.4280 i$5,840,-232 03 ptfl. 8.5504 r).450O $0 2,790,283 $80,765 ft8. 2.5803 3,442 ,.54<i $64,291 CtH. 1.8670 $-285,092 $253,119 $140,9.32 $112187 ct». 5.05 CtR. 3.259 cts. 93,179 cts. 218.06 53 2-10 I 24 9-10 I 117-10 i 27 5-10 I 34 I 52 39 86 04 82 $l33,40^((;7 $«4,906'))0 $38,501 71 279,984 119,321 ?0 47 6-10 $1 118-10 $0 13 8-10 $0 32 3-10 2,379,594 $4,711,374 $6,100,231 rts. 7.6303 5.1260 97 90 $71,687 Ctrt. 2.7042 8,353,070 $61,720 cts. 1.8407 $285,509 $247,007 $132,730 $114,276 cts. 5.49 cts. 3.408 cts. 81.078 cts. 207.01 84 83 32 01 83 79 $4,747,713 $6,383,5' cts. 8.1942 12 6(i 5.24S7 accident, t Tn isr.0 fm- ? innnthy nn'v h >^-l -m • \ i. j. A'i tlio IJfiilwny, •\v:i«; o])oiu(l for tlivoiif>h IrnHlc only llirro n^oiillii boloH! tlic cloi^c of lli(! liiiaiicial yenr lS(iv>, thv. hrtmn lor tliis could not fairly he. I'oinpaicd wiili thoso of snccer'rliiijr years, and tin; coiunin of data for 1>^<*U is tlicrclore not coniplctcd. i>iil on rdcrrin}'- to lino >o. I'Jt, it will be oliservod tliat the mean I'ato of fr«'i«;liL rct'<')V«'d per ton per mile, is in no year so hif^li as four contf^, and in l>^(i4 oidy sliji;iil!y cxcrcds 2 1-2 cents. On refcrin^to No. la, it, Avlli be observed that, the mean realized rate of fare per passenger per mile, is iu no year e(iual to 2 cents. Ill the l>ei>ort of the TaiUvay Commission for 1858, at paj-o IS, is tlie folUnvin<^' passa<:e: — " TliP Tnviff lins boon a snbjoct of muoh onnsidoration to tlio Cotnmissionors. In Nova Scotia, tlio tare lor liiMt cbiss paii^onfjcrH lian been tixed at 'Jil. cirrnMii-y per mile; in tlie L niied Stales it ranges from two to four OfUt!<, and in it^nglauU IS abont :.'d. sterling. " It has been aM'crtalnod that tho cost of carrying papsongors in the United States U 2 7-12 cents per mile, and that th« paying point is ;{ cents per nnlo. " '1 he C'ominispioners have delei mined on a rate of 3 cents per mile, with the usual deductions lor family and season tickets." Tbe determination of tlie Commissioners is far from a strikingly obvious en' Just consequence of the premises stated. It tbey inferred that the cost of 2 7-12 cents i)er mile of carrying? passengers in tbe I'nited States, sliould be tlie same iu every case and under all cir- cumstances, tbey assuredly committed a grave mistake; and if upon this mistake, tbey determined that the i)assenger fare should be -"> cents per mile, "with the usual deductions," it was incumbent upon tbem, as charged not merely ■\\itii tbe local interest, but with the interest of tbe wliole Province involved in the success of the liailway, that as soon as tbe revenue clearly revealed tbe consequence of the mistake, it should be collected, l^nforturiately tbe revenue of tbe liailway did shew that tbe passenger fare, whatever it was, which Avas really exacted, signally failed to yield a return equal to the interest and running expenses alone, without regard to either depreciation, or a provision lor tbe extinction of the debt. But it is shewn by the Commissioners' Keports, from wliich line No. 16 in tbe foregoing table is derivi'd, that tbe nu>an i-iteof tare actually realized during tlic first year from passengers, was not even 2 cents ])er mile, entailing an enormous impost upon tbe public at large for tbe cost of carrying tbem. Tbe same result also sbcAVS, that if i\ cents per mile were u<;tually charged in some cases, then that less than 1 cent must have been charged in others, or perhaps nothing at all. There was assuredly ti reason lor adequately increasing the rate of fare, and for awakening tbe Commissioners to a conviction of tbe great ditierence between the circumstances of this Province and those of the L n.ited States. lint this small realized rate of fare, so unusual, and so unjust towards the public at large, Avbo have to pay the dilference, has not yet bad tb(! effect of attracting special attention. Tbe annual and proiongeil Legislative debates and investigations, relative to the construction of tlie Railway, only to prove the impossibility of averting the unexpected avalanche of debt which bad so stealthily fallen upon the resources of the Pri vince, seem at length to have utterly wearied, though without satisfying tbe i)ublic, concerning tbe perplexing issues involved. To the uinvujldy burden there Avas no alternatiA'e but submission ; and now that its Aveight Avas supjiosed to have attivined its limit, the mere details of tbe niaiuigement of the Avork itself, failed to keep alive a i ^ inni,...i portion T.nn;Mv<;;„"«^;;;.irh;''''^'- '''^'•^'^^-•" ^- ^'-t t ons tor hunily nn.l si ,mmV iX '\;; l?'';;^^ "T "^""' ^'^'""e- >wn unnatural; nor to Im V li nUrV. n ''' " '"'^''''Ai^ ^v<,u.d .avn olh;.vd. .a. ro all HpiK.a,an^"n;osul;;.!;;j,i;ir''^'^^ '""'^ ^" ^'-^'>- ^eves wit), an aln.osplKMo f , o. w l rt'S'?''*'''''*'*'*' "'^'"'- raiK(, H cloud or to laovoko t k , mmM- "*. '''^*''>' ^■<»'i"'f'inlv to poiulerancM. of ll.e IVovindal ,/b h ^ . r"' *" ' '"^ ''"•^-•' 1""" ••oniany sj.a.o in tl.is in.«ndia • a u,d ^^/.^^ piv.rludcd ]tM'»« J'ot under such ■ire, 't'-^V^ '' •'■'"'^I""-f"tio". I'.quiry as to 1k,w far t Imt Vl ,1, .i^y T'''^ ^'^ "">' <l''^t'»t-t,nj,r to t ho many; or wi.etluMtlVtn.i'h; '''"'' '" ^''V ^*'V' "'•^•'" '><' Jn-^t motion by tl,e former, ^va.n,Vl,o^^^^^^^^^^^^ ^vith entire satis- hk. fraud upon tl.o l^t^v l{^^^^^^^^^ l)t;oposed. or even ^^±im^ro,\ \Z It , ^"'*^ *'"'^ •'">' ^-''^no" i', of passenger tare reali.<id' h h "^h e v n-s"^'i'7..^''''^ ^i'V "'^-^'^-ato t .an that in either of the vear, iH^Lv ' () T " ""'^ ^ ^^ *'^*''» '^'"•^ iH'.-ht. Jt will be seen iit h,e Vo •> h. /''^":'""<^ yi^»i '••'o-ard to that t ,e mean rate per tou j.e mih- re JiV i ^;/'"'^'^"'"M- «.a,ement, than 4 eents but that notwi.hst i, /'/.;/ rV-'"'" ^^^'"' '^'"'^ ^^''^'^ Ills fad ot an increase of rale 11,", " • •'^'^'!''**"<'y «'t vevenue, mthzed in eacJi ^.cceedii^ ^ "mU . ^-f;^ 1 1 T ''"^ ^''^^ '"^''^" '"^^t" It only sJio-htly exceeds 2 U ee it. e, i \ ''^'9/'"'-P' »"til in l«t;4 lace<,fan annually incn.asin.dei,' >nde, and this in tho Delidonoy in i8(;o " '''"'''*-"^> ^^ i^'Venue, as follows;- iNtii,'.... ;;;;;;;;;;;;; ?222,9f;a.^s l>^<i-', : 22,s.»^4«.15 t'-^ti^^. 2oum.w T, . , i*^*^ : : 2«,o(i4.ob It IS alpo to be observeil fi...f f» • "'. •2iy.i,iiit.m iHre had in thel'J h^l n^^'L e;Mrj;:^.!;;;;;:;;f;;r'''!- « ---"- mto of vorab e result, and the,eup(,n at mTl '• ' ''"'V^'^:'*'' ^^•"'^'"^ '^ th- a n;..lt more lavorable, tl en a 0-^/1 mtn- - " ''^'" '''■'^' ''"^'" ^'-i^^'i-^vith cd tor testino- the <.ffect of a • .n^.H! , "^'!\'"" '''*'"''' ''''ve ai>pear- should be (riscover(.d wh eh ,v I '71' ""^'' "'" ^l^'^'i'-able m c h" , m at the least cost to he i I c \ , *^!'^'" .**' '^^'^'"'o the lar^ePt rev^ 1 TJiis is believed 't v ';c^ '^j: '^^T ''' ^^*'' P-l'Hotol-s '"' ^m-cesstull^ulway nmnaJenemU T^. 1 ''^' J"'"'^5<>»« ^''^l — e-e Of .he ^^.i^lut'l^^lre;':^^^^^^^^ J^^^ « even- Tno-.iiJ^ of .iln^rl comiicrili'Mi wil'i this work, would liavp hocu iicrffVllv Avarraiitiil.lc. as in \\u'. case of ir.ihvays i-umiinji: panillH^ to tlic Kvi«''C'mul ill the State (.iNfW York. Hut tht'iv was iiocornpotitiou to n-Jir: i.o availul)l(^ traflic wliicli u rival lino could draw away j jiothiii"- ti) un-vcul tlic unliosiliitliijj; adoption of a scalo ot luro uml IVci'ditlnosl likclv t.) s»-ciir(Ni re vciuic Jion<-slly utHl lalrlv nMUUJioTatU'^ lor so hcavv u Provincial Invcvstu.or.t. Hut this, whjcii should have hvi'u !• priii'iarv niotivc seems to liavo l)oeu overruled by an irrciovant up])eal to chea'puess, suj-ycsted hy the results of experience elsewhere, uu(h'reutiielv dilVerent circumstances. The ('..mmi<^sioners ascertain tla-t the cost— avera^^e cost of eouvso — of carrvln-- passemrers a the lidted States is 2 7-12 cents per nnle, and that the - mvin- rate' of fare is :{ cents. They therefore deternunc „pou :; cents per mih; for the pn.vincial rallwav between St. .lolm and Shediac, " irlth the v.sual </nlnrt!o»s Jar Javuly and season liHtts. 7s,'ow. if the realisation of ;{ cents per mih; could safely have been as- sumed as Jikelv, under ti.e circumstances of this radw/iv, to .v. a '. naviiur rate 'Mt could not be so, if at ad. much less it indelniiteA , li-bleto "the usual .leducfions for family and seasot. tickets. It '.•h deductions are proper, as no doubt they maybe under certain ;.in'u IS ances, an.l accnu'din- to some tixed and well understood rule could onlv be from a rale sohi-h that the mean rate reaised should ot^^ e ess than a pavino- rate. If, for illustrat on, a rcidi^cd rate ot cents wen. believed to he requisite as a -payino- rate" l"^* tl u. Iro- vincial railwav. then ostensibly to a.lopt this as a maximum, subject J( iXc m or less inde'init.« in amount, would be simplv to d M rive tl e pnl.li.' of their just revenue, to the extent of he.^c reduc- t ioi.^ U the benetit of piivaf individi.als. This has in lact been o ''_Vr Tvo lind tlmt in every year since the trnfRc of the radway commenced the realised rate of tare iKr pasBcn-er per ^l^ilVf S'-catlv below even that which the Commissioners had ascertained to be the ^nere cos^ of carrvin.- passei-^-s in rlH> United States, admittm.g such an irnPobatydit/as That the cost would be the same under the wholly «lifVerent circumslances ot this rrovlnce. „ ,, ^ ^ i Ih I this error been limited (o tlu. experience of the fif^t year, ami that as soon as the consequence were visible, a higher rate ot faic, 10 re ca culated to meet the cost, had been adopted, such measure would fuive been justlv eniith'd to the approval and support o the 1 ublic at^^hu-e, who are the proprietary; thou-h it mi-ht have been Ts ecJ , able to those who use 'uul enjo> all the bcneht ot the radway. r.uViirte absence of nuv immediate public attention to tins error, t J (J n missioners appear to have been unwilling to provoke d:ssat- taci or complaint by interfering with the cheap privilege which ;. ssem ers and reigliteir, had now become accustomed to expect at th^ m b ic ex ense. So tliat not only in the lirst year, but rom year I vear thi^l eavv sacritice of revenue with clear knowledge ot the ••cts continued: The moan realised rate extending over a period o • six veirs is about 1 8S7-lO0(; cents per passenger per mile, or 37 ner^ent below what the Commissioners had ascertained to be the W.JZl't of conveying passengers under the many times more tavor- ub e ch^umCcos^ the U.dteci States. But. most unlbrtunateiy ?h s is no he ^^^^^ I'or is it the proper comparison oi such realised rte for as shown at line No. 2G of the foregoing Table, taking the mean of the four years lor 18GI to ISG-i inclusive, the cost ot convey. •.iiii.'ttL'ly they prcx-eiHl to ■ •'Ills pel- mile, and ailliero 'iru Jit k-ust VM per cuut. anco on (he Provincml TJnilwnv uim m i.- ' i o • I'or .nil.., or about -JO ",-,",( no 'o i •„:' .1 ' """ •""'' I'"-^^^".'-^'^'- on^ht to have boon n-a:i...l In (n-d -r baiv - o ' i . o 1 '^^'"'''^ ! "*' a Hii.kin«: luiul lor tho evenlnal Jic.uidaiion <.? ili ■ ,. ^' V. , Imt, irom thu8 exacting a n^e.cly ',a„ni a r o f . in^N- j' f a mmg i-ato, not far Iroiu a (|naitcr of a iniMion of 11. -1 • * i ]Kiyin>r ponit is ;] cents per inilc, ]5nt u ^""\'"»- '"'tl tluiL tlio iix rates of fare, Aviiicb realise less tlian «) the same, after discovering that the\ loo low. -"iSishin!?^^^;;.^:^^ Um^the low nue. The obiecti J. is iSlui^lJsrinUil e^ed TexS s r. ul '" the event of sueb a result, then an obvious ,neasu'e of .11 istice to the i)rovince at lar-e would be an (•(luilable assisswu nt . all propcrry alon^ tbe line, to an amount erp a to the S ol' revenue trom passen-ers and freio-ht. The nc-rc^sc v , o of tn ^ property is admitted, and, if fairh"estinai ^(1 is^ p ^J aps em ^ ^ ' a vey large portion of the cost of th(. railwa- 1 it s 'i. n . i j;alue is derived thn)uj^b legislation, wbl" ■ \1Vund v hm,^ es^lhu! ity tor that copt and for the interest until iviid i >,, i li '' crty in the provinee, though imv o di -ic l\ n 11 .wk''\'^'"^ the smallest beiietit from ti.e railwlu bu the -o, nrv i^- ^"u"" ply a means of unequa ' and unfair eon.,.etUi m w ll ose th ib t-u t " In the meantime, it is not certain th. t the revenues Avbic-1, n,o.^ i.^ laie and freight, will be insufficient to pav exiiJuses a^nl inVmlf iiiSpSpSS Sail iiOLCd. let ai.> pa,<.<cnocr who pay., on the rrovincial IJuilwav ii 8 fare of Irss lliaii :?. iiisirad of ahout C. cts. ixn- mile, is in (Iip nirdicampiit ot ciijoyino- lijs pleasantly ciisliloiu'd ^oat, luxunouslv proioi-a-a from the heat and dust of suninier. and from the cold and storms ol" winter, Avith a smoothness of ])ro<;ress, meclianicallv almost perfect, at tlic rate ot from U> to 2,3 .lies an liour, by leavinjr as a tax ui)on the public about <0 per cent, of that which onj^ht to be his own private char«'-e. llie transition, aft(,'r Iai)se of years, from a nn!an fare of less than 2 ceiit^ to one of (3 cents per mile, can of course be verv a«a-eeable to neither the Cominiss;ioners to imi)ose, nor to those who enjov tlie benetit ot the liailway to accci)t ; and it is unfoi-tunate that the imblic mind has not, by an earnest discussion of the matter at an earlier period, been i)repaied read'ly to ac(iuiesce in the strict equity and .lusticc ol the higher rate. It is now a matter of vain reorei, that the Lailway should have cost nal far from $44,000 per mile, exclusive of accuiuMlatcd interest, instead of the oriiiinallv proposed and quite MiCicient rate of ^2i),{m per mile. The latter sum would have i/rov- ided a work, in soluliry and workin<i- capacitv, amplv sutHc^ient for the dutv, Mhich, as experience has shewn, is all that is likelv to be imposed lor many years to come. Xo other lino of equal extent in the 1 rovince could be selected so favorable for construclion at a low late of cost. AVith the amount of tratiic which has been realized oil the existin-;- line, an original cost of .'^1^0,000 j.er mile would have be(!a ami)ly remunerated at a mean realisetl rate of fare of 8 1-2 cents per pa^seno-er per mile, and at a i>roportionate rate for freight. There is, bowe\er, nothinsi- extraordinarv or unusiiallv onerous, much less iiijust, in a cliar<,'-e of fi cents ])er passen<fer per mile. It would be unreasonable to (>xi)ect that the sanu; rate of fare which would be remunerative in the btate of New York, Avith a population ol not lar Irom a mean of 100 to the square mile, or in Massachusetts, wli'.ch has a population of ui)wards of 170 to the square mile, should be also remunerative in a country like New Brunswick, with a popu- lation hardly reachino- lO to the square mile. Or if w^c take the most lavorable view, and restrict the estimate to the four counties through which the Provincial Railway passes, the densitv of the population would not exceed about ;10 to the square mile. * But bv the same restriction of the estimate to the particular sections of countrv throu«-h which the lines of railway ])aso, either in the btate ot New York or Massachusetts, it would be necessary in many cases to treble or quad- ruple the mean rate, in order to shew the local rate of densitv of the l)opulatioii. The «ireat influence of the latter circumstance on traflfic, mav be aptly illustrated by cases sinalar to that of the Liverpool and Man- chester line, the poi)ulation tributary to which, if estimated for an area no i)art Avh<M'eof should exceed a distance, sav of live miles from the route and its termini, Avould probablv be nuich more than one thousand to the sijuare mile, thoujih the mean densitv of the Avliole of the United Kingdom ma\ not be equal lO a fourth of that rate. There is, however, another ])erhaps still more i)rolilic cause of traffic in tlie latter country, to be found in its almost intinitely multiplied and ever active Uibor-saving- improvements and devices in every branch of art and manufacture, which contributes to the materials' of commerce. As lonjr a-ro as the year ISoO, this was estimated to be euual in prod- uctive inlluence to the industry of four hundred ndHions of ])eople, i;nd at the piccut lime il i.-. tiippu.-:cd lo be etjiial to that of ci^'lit 9 hniulrod millions. A like condition no doubt proportionally obtains in other niaiiufacturin«' portions of Europe. That a similar vitality- exists in the nei^hborinf,^ Union, is fully shewn by recoit events. It is easy to conceive that under such circumstances a p- oportionally laro-e expenditure on railways, aiming- at the g-reatest durability, com- bined with artistic elegance and the most advanced mechanical im- provements, may yet be remunerative at a verv small rate of tare. It is equally apparent that a similar rate is whollv inapplicable to the circumstances of a country like New Brunswick, unle.;s the cost of the railway slwuld be restricted proportionally' to those circumstan- ces. It Avould consequently be most unreasoi.able if those who have been most urgent, CA^en in defiance of all the arguments of experience and economy, in their demand for a railwav, having at length ob- tained what they rejoice to call " the best in America," should in the slightest degree demur to paying for the use of the same, a rate of fare which tiiey readily pay for being jolted in an ordinary wagon on a conunon road. But the Commissioners have not ^et niade the ex- periment of requiring such a rate. It is in fact no experiment to im- pose it. The most ample precedents justify it. The provincial rail- way is only in the probationary stage of its existence. At the same stage, and under much less warrantable circumstances, the rate of fare charg'^'d on railways, even in the authoritative United States, was from 5 to 6 cents per mile. In the year 1835 the rate per mile was On the Tetersburg Raihvfiy, for Passengers, 5 cents ; for Goods, 10 cents per ton. •' Winchester and Potomac, " 6 " "7 " " Portsmoutli and Roanoke, Boston and Providence, I?oston and Lowell, ■^lohawk and Hudson, " Washington Bri'nch of the Ealtimore and Ohio, " 6 14" " 4 " " The relative magnitude of these rates cannot, however, bo truly estimated without reference to the exceedingly small cost of the rail- ways upon which they w'ere charged. Their original or opening- cost was from $15,000 per mile upwards, and not exceeding- an average of !?2(),000 per mile. That of the last-named railway was stated at only $75;) 1 per mile. The fare on the Georgia railroad was, in the year 1841, from 5 to l-t cents per mile. On the South Carolina railroad, it was in the same year reduced from 7 1-2 to G coins, as an experiment, with the vicAV to increase the revenue, but without having that effect. A sim- ilar experiment in the rate of freight was also unsuccessful. The above are a few of the authentic facts which at this late date it is passible to ascertain relative to fares during the early existence of railways in the United States. But it may be shown that as late as the year i817, the rale of through ftire on many of the American rail- w^ays was from 4 to G 1-2 cents "per mile. With regard to English railways the enquiry is less ditficult, as very ample and conclusive information is supplied by parliameulary documents. For some time prior to the year 1845, the public, through the me- dium of the press and otherwise, had earnestly called for a reduction a it a (! " t> 8 <( IC a 5 " ti 10 i( ii (I 6 1-2" n 7 i( ii li 5 " a 8 n <( 10 ^^'Zillu:aTcZlf:m!^nrll rate of fare of from 2 cents, tlurd S SS ^2- -«'-^ SiSS S SSB SS^'S^g ?; 'I 31 . «1 O 1^ • b a cs-e ** ^ o S «;=5 « o u :g : (-1 o • 4Jhr • eJT3 . 3 •; cJ 1 05 ■ 5 ■* CO 1 o CO i -- o U3 -* 1 N 3 t- w SO <r» rH I in 2 11 Tn spclving for a reliable basis upon wiiich to decide what should, nt least experimentally, be the rate of fare in order to yield a remu- nerative return for the provincial investment in the railway between St. John and Shediac, nothing could be more satisfactoj-v or trust- worthy, or claim a higher standard of uuthoritv, than the record from which the foregoing abstract is derived. It exhibits from a wide and comprehensive field the rates which prudent British capitalists and practical men of business, who had invested their own money, deemed it safe to fix during the probationary period . " the railways, in Avhich they had become so deeply interested. For many years *the heavily taxed people of England, to their honor, cheerfully paid these rates, and complained only when it became manifest that they were hio-hei- than necessary to afibrd a fair and liberal profit to the stockholders. Yet it does not appear that in any instance the rates oharo-ed bv the companies exceeded, or in more than a very few cases equalled, those authorised by their charters. The course of oi-dinary commercial prudence clearly required that they should begin with rates, not far below the limit, to which they were houorablV entitled. Had they rashly, not to say insanely, adopted an opposite course, and com- menced with even lower tlian the minimum rates, or say a cent and three quarters per mile, and seeing after a time the iuevitable Iocs and ruin which must follow, had thereupon, instead of increasino- the rates, applied to parliament for an enactment to levy duties upon the imports of the United Kingdom, in order to reimburse them year by year for the sacrifice they had so minecessariJy made: hadUieybv any conceivable possibility fallen into such a course as this, we inay faintly imagine the derisive astonishment AvitKAvhich both the British public and parliament would liave regarded their wisdom. Can it be justly supposed that those people in this province who have cried lor railways ! railways ! until thevare hoarse, are not strictly honest and patriotic in that cry; or that when the luxury of a '' first- class " railway as provided, they are less willing than the people of England to pay such a rate of fare as will yield even the bare runnino- expenses and interest of the iuvestment, even if that rate do not ex*^ ceed what they pay for the most ordinary common road conveyance? Ihey have not been asked to pay such a rate. Yet as taxos must bo levied in order to pay the interest, what object so justly and equitably indicated as the railway itself, on which the provincial revenues have been invested, so that those, and those only, who use it, ai>d enjoy all all the benefit, should pay tlie tax? If a rate of G cents per niile be sufficient, yet only 2 cents or less be charged, then it is certain that the difiorence of 4 cents which the passenger ought to ijav as his just and reasonable private travelling expense, is, under color of law, wrongfully drawn from the public. For the mere legality of the ex- action does not make it morally right. It is the same with regard to Ireight; and including the deficiency from both sources of revenue, the public, as already stated, are annually charged with not tar from a quarter of a million of dollars for wl 't are strictly the private trav- elling and freight expenses of those wi.o use the railway. ^ The maximum rates of fare prevailing during the probationary ex- istence of many of the principal English railways, have been shown to be such as were still more justly ilemanded bv the circumstances ot the piovincial railway of Kew Brunswick. The same examples ^vv. of equal or greater force with regard to freight. The maxinmm ^.•;r^es authorised by the charters of most of the companies is from 2 12 •1-. r^,. fho plicq of articles uPuriUv allbvding' to 16 cents per ton per mile o ^l\^ class oi a uc ^^^^ the licavicst amount ot tonnage 1 he la^^^^^^^^^ ^^ ^^^^^^ ^^^^^.^ of the railways, even so late us ^^'^^^^^^If^iV wvinj.- according to the or less conceded, was irom ^^^]^^^i;^t\^^-,^o\ug.i^t<^^nent quantity oftonnageoffeiecl. It IS JUA^^^^^ ^ ^^^^^ ^,^^. (Vao-e 15) that a -'^'^" ^:^f^ ^ ^Vwfth 1 ^ passenger W of less mile for Ireight, "^f^njunc -on w lu . inclusive, than 6 cents per rm e ^^^^^^^^n.es and interest of the have been sulhcrnit t- 1 a> the JT^' ;;^^^,,/i.eali^.ed rate of freight id proviT:cial railway. A\ \^'^.\'^'\', "\^.;'^., 1«^3 and '4 it is less than one- less than one^tlnrd f^^d i" ^f H^ « ^^ ^^ ^„,u.en of the ditler- • fourth. Is this just to t!V3\^ ^ 'J^^'i'^i" „. conve^ ance by the railway cnce? It"the amount ol to niageseeia .^^ proved to were about three and a halt V" •-« ^^[^^^^^^^^^ ^^^ j.^ {he absence of he, then the rates ^^arg^ed m^gM, l^e u^^^^^^^^^ suchjustifying cause, whjsho^^ ^^^ ^^^^ ^,^ ^^ t to superior speed, \T^''}''\'}^'^^^^^^ the cost of common road con- receive th s privilege, a . one-toaiiu oi u ^ ordiiuirv rule of trade vevance? Why this reversal "-( hiJ^^^^Jt t j ^^^ Ihe proprie- and commerce ^f^^'^'^^^Z^noZii\vst.c\n,s steamers re- tors of the Cunard 1"\«' '^/X^XiUd cliarge, not even the same, but SwSCSn:Sr»l£alS:^i^e^^^ paid to ordinary -^"§^SLnswic. i^rmei, ^^^ ^^^^^l^I^^ market, cain-ies there lor ^i e a tmi o oat.^^m makes one journey with ^i^^^^^,|«J',f.r„.yo^d ^s lie mav require lor his ther purpose of coiweyingback^^^^^^^^^ ^^ ^^^^J day's fami y and his larm. ine itumi i fioiiMr^ In orderto put Wk a lair charge for winch would ^^«/^i^^\7;i;^;;,e-l alf of this is the case in the fairest P<>s^i^?.«J/^^J'o •">., ^ ^ Ths would be equal to chargeable as freight «P0^}. ^^^J,^^ co^t of conveying his own produce 13 l-o cents per ton PC^;""l^,f,^^;",erhe marpurchase, say equal in to market. In the cost ol [he waies lie ma i ^^. ^^^^ ^^^ amount to the proceeds ol "« oats at 40 ce t ^^^.^^^.^.^ ^f ^.^ch, or fluds included a duty ot lo pei cent., '^'^'^ , ^^ ^j ^gt, of carry- 81.20, is applied by the government to ^^^^^ ^^^^^^ ^.^^. ^. ing to market t^^e ^ats ot tho.e lai n^^^^^^^ inirpose are permitted to use ^"^ i'|^;, , .j^^^ one-fourth ot ?ate^of about 2 1-2 cents per ton l^f ^^^.^^^^ ^"S^,^ s cents, is the actual cost to the P^J^^^'^- .^^i^^^^f ^^^^^ and others, who do exacted, as a tax upon the f^^^^^tij 01 ine^^^^ conceivable not and can not use the ^'^^^^^^^ ',*^\'ScuUure>'' Can this possibly benelit. !« this/'encoumgement^^o^^^^^^^ Can it either - at- those who - Patro'iisc '' the raiiw^^^^ Brunswick, the public As the result ol such an ^^M c me 1 1^^^ ^.^ilwav to the close of the have, since the opening o^^? -^1^10? mnost to the extent of about year 18G1., been BV^Jcf e^ to this - ^^^^^^^ , ,,, nany move o the iiieut n per f less isive, )f the ■r\it id \ oue- differ- Lihvay ved to mce of [of the )cct to id cou- f trade ropric- ers, re- ne, but •diuary from a ils, and Ihe fiir- ! for his a day's ir to put [■ this is ;qual to produce liqual in • $-2f , he rhich, or )f carry- ) for this nominal burth of cents, is , who do iceivablo possibly :her '• at- me/ and o lax the [)cnscs of ;he public )se of the X of about not at the ,ou to the 13 orighial cofjt of the railway, and to (ho propr'olarv riiiht of (ho pnbllo as siockholders. The ],ro])orti()ii of ilii.s rinhl"u>si^'-i!iible (o each county, csdmalcd according- to its population in 18GL would be as follows: — ^V'7/ Snr„7oo ,""';'o» 110.417 . 'harlotte 1,^,,,;,,^ C.louco.ster j^j ,j-y iV?»t m-uvna Jvnigs 1 ")T 1 ;50 Northumberland '..'.*. i^/i'-q.) Queens... V.V.V.' ^UiiJr^ Kestigouehe.... ;j^,,^(5() at, Joiui 8-H> <)"() ^A'»j^»r>' y.y.y.'. K'^h A^ictona r,] (,o(. Westmorland \\ 1H& ^«^'^ 157,758 Total $1,700,000 This larg-e amount of provincial troaj^uro cannot bo rcg-arded ag soniethin<^- to be h),;t sight of, unaccounted for and forgotten, as i^oine-' thii'- which, under the peculiar circumstances of its application, .should not be expected to produce anv return, like corn thrown to the flames, or wine poured on the ground. According to all sound econ- omic and commercial usage, it is a just debt, held against the raihvav by the whole province, and in which the relative interest of each county is as above stated, — each individual tux-i)aver being in (act a stockholder to the extent of not lar lioni one-third of his wliolc con- tribution to the public revenue. What, then, ought to be the just expectation of those who stand in this relationship to the raihvav? Certain! v nothing short of a svstem of management framed with a rcgaj-d to the interest of those who*e funds have been thus applied to its cost, not less than to the interest of those wdio use and enjoy all the benelit of the work. It has been shoAvn that during the years 18G1 to ISGf inclusive, the mean annual traflic charged at a mean rate of less than G cents per passenger per mile, and at a mean rate of freight less than 11 cents per ton per mile, would have paid, besides the working expenses, the full interest of the orujinal cost. It has been further shown that such rates are neither extraordinary nor onerous, but have been char<>ed by many railways, some of them of leading importance, during- Ihe experiinental stage of their existence, and that thev do not exceed the cost of nuich inferior transportation by common veliicles on comnior roads; but taking time, regularity, and security into consideration, are nmch below the latter. But the oricjinal cost of the railway has become in the meantime greatly enhanced by the excess of interest over and above the earn- ings wliich has been allowed to accumulate. At the close of the financial year 18G4, the original cost stood at S4 711 375 At the present time (1805) the acounuilat«d excess of interest may be ' ' '^^'''-*-'^' «it 1,700,000 And the total cost of the railway at §)0 til 375 The mean cost per mile is about equal to that of tlie Grand Trunk 11 of Cann,la Jurlumng the Victo,^a Bmfeo, aul^^^^ V«-™-y1lr c^e'eas thlt ot- tl.e agijveisato of tko railways m auy your I860, reduced to .^''JSlgJ™';^^^ ,f,;;f4™^^n per mile. "«E^fe^'£^^£--;r'{^t^°-J^^ <le«:ree nomina., f"^/ '»'■ ''^ '{'; ,'„S t to "constructioli aud cqui^ of the enterprise so y^^l^,!^;';.^' ^ ^J" ,^^^?,^S t^^^^^^^^^ advant^es resources of the engineer ^^JJ^^.^^^^f "^'S The tudicious and suc- of railway transportation at the l^««ff.,^^^^;;v.„^g,ale of probable rev- eesslnl adjjjstm^^^^^^^ ^^^:^lZ^i:^ tStxecition of these enne is i" ^^ct the ^^^ t«st ?4ometrical exeellenee of line, style, or works, loi It lb not ^'^^V';^ f *;,".. mao-uitude, or otherwise nndertaJdng, that ^«^^^''''^f ^/jf;; ,V«^''f; to pay- an hence ever>' ^^T^Z^\:^S:^^^^^^^^^ ^^-' - ^-^ '''^ 'If however, as in the case under discussion, the cost may have ex- cecded tl^ liuit strictly warranted bv f rcumstance , i doe no^ follow that the excess should be regarded and dealt with as so much 15 ra. tt-asfcd anil lost. It sliould ^(Iicv siippiv a molivc to vccoxov (lie itlvs- advantao-e by every fair and iiruilent resource <,f -rood manaoeinent. 1 he worshippers of the "iron liorse" in tlicir impatience of "isolation" and nnrestrainable ardor to enter upon the '• race of progress," and not to be " behind the age," havino- stimulated the commissioners, bv un- tluc precipitancy of expenditure, to run up the cost of the raihviiy to not lar Irom $()0,000 per mile, have no rioht to object to the just de- mand of the interest of the I'rovince. that corresponding rates of fare and freight should be established. The commissioners havino- in this way drawn almost at discretion upon the provincial credit, with which they were entrusted in order to doAvhat was prudent, safe, and right; and having in the exercise of this trust thought tit to construct, it unsparing cost, what they boast of and advertise to the world a& a hrst-class railway,"— "the best and most perfeetlv constructed in America,-^— should not be the willing instruments'of depriving, or rather defrauding the Province of a just, fair, and practicable return lor an investment, the unrivalled excellence of which they take so much pains to proclaim. It would be gratifying to be able to acknowledge some evidence of an earnest and positive etfort to secure to the provincial public the indemnity lor which, by every honorable means, they have a ri«>-ht to look. But what unfortunately are we constrained to witness ? a real- ised passenger fiire of a cent and a fraction per mile, or considerablv less than the lowest parliamenta'-v rate required by the charters of the Lnghsh railway companies for the special accomodation of the humblest class of passengers. And this not for one year only bv wav of experiment, scarcely allowable as that would be, but continued from jear to year with the certain knowledge that such a rate was entailing upon the Province an annual impost of not far from a quar- ter of a million of dollars. Were it not for the gravity of the interest involved it would be ludicrous to discuss such a rate of fare, as the average of that derived from first and second-class passengers under the peculiar circumstances of tliis line. For with a nominal first-class fare of 3 cents, such an average could proceed, as before observed, only from many of the passengers being carried for less than 1 cent, and would i>ermit of others being carried even for nothing. The rate of wages of both common and mechanical labor here is largely in excess of that which prevails in Britain, incumbered as the latter is with much heavier fiscal burthens. Yet in that brave and loyal land of low-priced labor, dear food, heavy taxes, and honest faith, the smallest rate of fare which the railwav companies arc by law required to charge, is 2 cents per mile. Through the great density of local population, the most reliable source of revenue, some of the British companies can uftbrd to charge, and do charge much less than this ; and when the population along the line of the Provincial rail- way of New Brunswick attains a density of about 300 to the sauaro mile, there may be wisdom in a similar reduction. Unfortunately it did not appear that that time had arrived in 1861 ; it did not seem any nearer in 18G2, or since, and the warning seems to have been ample, and to have been purchased at no small price, that the time is yet dis- tant when in this Province a railway built at a maximum rate of cost can be made to pay at a minimum rate of fare. There is no arbitrary or inevitable rate of fare to which a railway is under all circumstances restricted, because it is a railway, any more ,.. Ihcvo is a certain ...a l^^^^^^^^^l^^^^^ ^X S^J •u-ticlc of trade K«'^M^\' ^^\^';; ;,o4 t^l ( kult with acconlincr to ,,o other, the i.roviucuil ^'^\1 Y> ^ f/ ,Vpr^^^^^^ under the circnm- Ihc lair and hone.t rules " '^Y; ^',^,,5^ , ^d as an apolo-y for the .innees of its osvu ^^^^^^ '-oveial revenues, and the imposition perversion and waste ot ^I'C .Huncui ^^^^^^..^^.^, ^^^ .^^ pn>pcr use of ine(iuitnhle and "^"IJ'l^^^t >4iou to be solved though appanmtlyot and origin design lie que nm to ^^^ ^^^^^ n.any which mav some ma-nitude, is m V>;/"*: 1 '^:^^!^^^ atlairs. The pvactio^al occur iu the conduct "^ Ti p .aiVrv tbr about six years at brd the results of the workinj^^ ot /^;« ; ^^ ,.f ^i,^ rates of tare and hei^dit ^Si^w t Z^ fo ;!:oir a revenue equal to the woiUin. expenses ^"^^"^^^^^^^.^"^ll'u'wTv Txclusi of accumulated interest, ?^il!lum including -^^^ ^^v b^ ^Jp^^atdy stated at exr^enses according to ^^V'\'^'',^ iuterest would make a total ot $1)5,0(10, which «um added '^^^^^ ^ ^f^^,, ,e. The mean gross rcv- |:^80,;>47 as repre^^cnting the eqmiecl le^ ^^^^ ^j. ^^^^^ cnuc, howev-xr ^^^^YV^^^Jbc >ea s l^\\'^j.^j,,'of fare and freight oujrht cecdsone4hirdotthi sum Iheno^Ji ^^^^^^ ^^^^^^ ^^^.^^^^1 therefore to have been about, thicc tmu.^ r, j. gge^ger fare would veaii'ed. Thre%times the meaii re ^^^^ ,=^1^^,^ rate of «li..htlv exceed 5 1-2 cents pei iniic, an ^^^^^ flight siniil. ly ^"l^^P^^^^lTe^'ut 01 ?hf work,X provincial public, But since the c«i;«^^«'i^^^"^^"^,^;/e'^^ .vho arc the P^'«P"^^°^Tv^'fi\' J,ou, t oH o^^^ $1,700,000, maldng. this interest to the accumula cd ^^ ^"^^ ^^ { erest of this large additional addition to the ^^^''^'X ;xc eeds the cross annual appropriation of sum at per cent, fl^^ l^^^iff, ^^^^^^^^ Ind bridges of the whole prov- recent vears to sustani ^l^^J. ^c^^^^ JJ'\Vrin- or c'xpecting the sacrihce ince. There can bo no J^^^tice lu icquiiin i ^.^iiway. It ol this daily augmenting con nbutioi to _^^^^ co,^ ^^^^^_ ^ is as rightfully and tairl «"V^\^ ,^°„^^^^^^^^^ as the required the cost bo we ver secured lotcaiuou ^^^^^^^^^^^ ^^ ^^^^ ^^^^ revenue before stated we lave the c.oi^^^ ^^ ,^^^ est of the augmented cof ' ma^^"'-^^^^^ this, the mean rates otlaie equal to $482,517 I" « .^^ . 1 Ju d b^^^ by 3.712. This and fare heretofore i-e'^^^^^*-;^^ J^ ^ 871-100() cints per passenger per would make the lormer ^ ^.^^^^ lg'.;J.\on per mile. mile, and the latter 11 18-100 co»ts P^i i_ i ^^,^^ ^j^j^h These would be the mean rate, o^^^a^^^^^ should be derived a gross \«X^r.L Sle augmented cost, provided and interest at 6 per ^«j;;t. ui>on tbc wn^ ^ ^^^^ ^^ f,,ig t should the nv mber and mileage "/, f ^f ".^f.^'^f the vears 18G1, % '3, and 4. respectively be equal t« the avma-^^ ^^.^^^^ amount, then, as Shiuld the S^o,^\'''Z^}'l%^^!,i^^^^^ resource, in order to snp- before affirmed, the iaivest and «^«^t ODV ^^^^^^^^^^^ according to line of railway. i ..^,i^a -crhatcvcr " i idirect benefit ' may U»^eZ?^a'rr tL^SrSl " inSauction of ca„U.,," and . 1 I. IS notorious that the '• lutllrcct benefit" lo proporiy ;\*a.? the cry to stifl(! all priuk-ntial .scruples about incumri;^' the costol' u "Jii'st-oluss railway,'' becauKo, as alleged, it would be '• ihe cheapest in the end." It does uot follow, however, that (lie rates of faro and freight In^t stated should be uniform throu<ih th(! whole distance;. The improvi- dence and injustice of such a scale are manifest uuiicr the circumstan- ces of the New lirunswick provincial railway, or of any line traversing- a district of small population grouped in remote centres, with long in- tervals comparatively uninluibitcd. Ifa car provided to accommodate (iO passengers start from St. John with a full complement, unless as many passengers should enter as leave at every way-station, there must bek certain ])roportionale lOss by every vacation of a seat, because the cost of movement Avill be nearly the sanie whether the car be full or empty. IJut a plenary condition ot the cars for more than a short distance is well known to be a iwc occuri'ence. It is shown by the olHcial re- turns that the number ofthrough is scarcely one in tM'euty of the way l)assengers, and that the average distance travelled by the latter is only about 20 miles. A small average distance travelled is, however, an ordinary i ■ i.lt on all railways; and where the population is of such uniform density that the opposite currents of way-passengers entering and leaving" the cars are nearly balanced, no loss can arise from a rate of fare nearly uniform. But where seats once deserted remain empty for the re- maining distance, there is nevertheless the same cost of rolling the cumbrous but vacant accommodation from one end of the line to the other, llence the economic propriety, under the circumstances of the jirovincial railway, of a scale so graduated to distance as not only to produce the largest revenue, but to impose it according- to the plain sug-gestions of equity. Owing to the var' ble cliaracter of the data, such a scale must be deduced by elxperience rather than by any rule of calculation. The idea has no claim to novelty. Its practical influence is recog- nised in many ordinary transactions with habitual and almost uncon- scious acquiescence. A passenger engages a coach to convey him one mile, and he as readily pays 20 or 25 cents for that mile as he would '5 cents per mile for a long distance. The equity of the principle is recognised in the rates of cartage of goods as regulated by municipal authority and in analagous cases. NeAvspaper proprietors find it to their interest to observe a rapid graduation of charge in the disposal of their advertising space. We see the sahie thing familiarly exemp- lified in the rates of fare charged by the International Line of steamers between St. John, Eastport, Portland, and Boston. If we reduce the charge from St. John to each of the other ports to a rate per statute mile, we shall find that to Eastport it is 2 727-1000, to Portland 1 638-1000, and to Boston 1 351-1000 cents per mile; the rate for the first 65 miles being more than double that for the wliole distance of about 370 miles. It is at the same time worthy of notice, that the rate thus charged between St. John and Eastport', for a mode of con- veyance manifold less costly than by railway, is 45 per cent, greater than the mean realised rate of fare charged on the proAincial railway for any and all distances. Whatever the means of conveyance, how'- ever, the charge ought to be regulated by the joint consideration of cost as one element, and command of trafl3c as another, and be as flexible as these are variable. There arc many railways in the neigh- boring Union on which the charge is gi-aduated from a maximum 18 rate of way-fare of about 5 cents per mile, to a through-fare vaiTing froL 2 to 4 centB per mile. There are others on which the maxuiuim rat?of way-fare has exceeded 6 cents per mile, of which the lollovviug lines are instances : — Name or Eailway. Rate of ranximum Way Faro per mile in cents. Boston and Maine • New Haven and New Loudon New Hampshire Central Vermont and Massachusetts Fitchburg and Wo-cester Shelby vilie and Rushville Richmo-id and Petersburg Orange and Alexandria South Carolina Mobile and Gerard Nagautuck (Cornecticut) '•."''•"•;;"Ji: Connecticut and Passumpsie River K. W. Manchester and Northweure, N. H. ...-.• • N. Orleans, Opelousas, and Gt. Western, (Brashear to Algiers) . ... . • • • •.•••• N. Orleans, Opelousas, and Gt. Western, (Brashear to Algiers) Virginia Central 80 7 1-2 7 1-2 10 7 1-2 10 6 1-4 12 1-2 6 1-4 25 8 1-3 10 7 16 10 12 1-2 Rate of Through Fare per mile in cents. Date of Tariff. 2 1-3 3 1-10 3 «36-1000 3 188-1000 3 27-100 3 6 680-1000 4 3 6&-100 5 1-4 3 2 616-1000 4 210-1000 4 376-1000 1866. 1867. 1864. ti 1867. 6 2-3 4 53»-1000Jl864. As there are no second class fares on the above lines, the rates given may each be regarded as a mean, which, if the two classes were es- ffished, woulS be increased for the first, and dimimshed for the *^N?w it is undeniable that however guided in this in.pm-tant ma^ teiv the coWiissioners of the provincial railway of New Brunswick have ventured to recognise the principle of a graduation ot he tariff, bul they have done so with extreme tenderness towards those who use, ana with corresponding obliviousness of tho«%^^J ^^^y*^? railWay. The mean maximum way fare, according to the taiiff ot 1864 is 3 cents per mile, and the through fare rather less than 2 cents per m\le, subject to indefinite deductions for " family and season tick- ers " It must be confessed that the great importance of rendering so heavv a provincial investment remunerative, and not unnecessanly wastefulfrequired the adoption of such a scale of charges as was con- Sent with^and perfectly warranted by, the eircumstances even if examples of such a course were nowhere else to be found. The lates of cKe last named are merely nominal, and the truth, however un- Salatabfe, is strikingly manifest, that funds, which ought to have been Sved frim the private travelling fare and freight of those who have used the provincial railway since its commencement, have oeen indi- rectly drawn, under color of law, from the pubhc revenues to the ac- cumulated amount of about $1,700,000. , ^, X .«• v.,« That it may not be open to misunderstanding as to the taritt pro- posed to be substituted for that now in use, the following m detail is Submitted, as one demanded by the just nghts and in erests of the whole tax-paying community, and which it is practicable to adopt at any time : —■ I 1 1/ (i » 12 37 22 m m 44 47 fil m m\ 72 f-,.( River 79 1>] 1)5, 102 106:1 I'W,] 10 Sallibury. »() 20 12 7(i 80 55 75 90 m «0 110 75 120 1(10 100 135 185 125 135 185 125 S r1 r3 Cook'i UriMik. 00 40 70 70 Roail. 1 dUp. 100 35 35 25 Sho Point tin 100 25 20 10 Chen«. ;s S "3 ** s and prior t^tte yea -Is" ^'^i'^tosa^^^^^^^^ """?' ""= "•""•B" '»' , lacrchaadise generally ^^ °'""' P'"' ">" P«' "-5I« on nerative both for the Zt and th^^^^^^ ^ '-''"^ "^^^ ''"^''" ^Mle it lasts, should ^...X^^^^^^lZLu^t^^Z. s^oS,' w|'\ rinv 1 OSt. Jultii :{ Moose I'uth. . tjTorryburu... <) Rothesay 12QiiiwpainHis... 17 Nuwiscwaiik *j2;Ossi'koaK • • • • •JttiPassekeag ... ;i3|Nort<)n :i!>!Ai>oliaqui ... •14 Sussex .ITll'Iunnvesoep. ril'lVnobsquis .. TililrortaKO ((IjAuagaiU'c ... •;(j|Potit('odiac 72Norlli River 7;5;Sali.slmry 79,Bouinlary Creek. soMoiicton Itllllunipliroy'H Mill. })5 Cook's Brook •... 102 Dorchester Koad. lOGShediac 10H| Point du Chene... .1 I Class. M. .lulili. • •••••• W) 40 MiKiHf p«ftl.l «(l Of) 70 :{o 201 'rorrvliiirn 1 fsw^ r\'Wi^\nTr,=i-^ .i-rnn 1 -nil * T -wy ^ a KNI 00 1 40 .30 20 1 nnfhi'««J'. 1 XfX\\Jr'*JOJijU U'Xjl'^iliXiA.XJ JT/kO 120 150 HO 00 140 ! CM 05 00 110 40 75 r>o 20 .35 50 35] wiiiik. The Pare baing State ISO 120 ISO: 120 KM) 110 130 00 1(K) 70 .50^ 35 0««#Vo(iB. 1 1!H) i:io 100 130 170 115 140 05 110 75 Ch'} 45 25 J 5 PimoVMIR. 1 210 140 210 i 2:10 1 140 155 105 210 130 140 1()5 ISO 110 120 135 155 105 00 115 00 HO 75 4(t 50 40 (k5 30 45 Nnrton. 1 230 ir)f) 35 25 Apnlipnni. | 24r. IHTi 24') 1(15 220 150 105 \M) 170 115 130 00 05 05 H5 00 f)5 40 30 20 SusKex. 1 2r)r) 170 i:>^ 170 230 155 205 140 ISO 120 140 0" 110 75 05 05 70 .50 45 30 20 12 Plum'A-cwpi^ 2(>r) 1K0 20') ISO 245 105 220 150 105 130 155 105 i2r H5 110 7'> H5 (iO 00 40 3*5 25 25 15 Pcnob»q 280 100 2S(» 100 255 170 235 100 2I(» 140 175 '20 14;. 05 130 00 105 70 HO 55 55 40 4,) 30 30 2!»r) 2'h» 2!ir) •>oo 270 ISO 250 170 225 J 50 IIM) K'> 100 110 150 100 12.5 H5 IIH) 70 80 {).5 (i.^ 45 i)() iHlf) ',!or» ;«).") 205 2.S5 100 2(i5 ISO 245 1<>5 210 140 ISO 120 170 115 145 100 120 80 100 70 00 (H) 75 .T'.") 2:>o 325 220 300 200 2S0 100 205 ISO 230 155 205 140 105 130 170 115 145 100 125 Hf) lUi 80 100 aart ^>-,>ri ;{;}.") 22") 315 210 205 2(M> 275 1S5 245 105 220 150 210 140 1,S5 125 l(i5 110 145 1(H) 135 00 120 Wii W'M ;wr> 230 320 215 305 205 2S5 ItMl 255 170 230 155 220 150 105 130 175 120 155 105 145 1(H) !;{;■> :570 2r)0 370 2;")!) 350 235 335 225 320 215 205 200 270 ISO 200 175 •2:ii: 100 220 liV) 2(K> 135 iOO 12i) J SO JJT5 '.^")0 375 2r)0 355 240 340 230 325 220 300 200 2S0 100 26.5 ISO 245 105 225 1.50 210 140 200 i:iT ISO ;«to ^»(iO 300 2(M> 370 250 3.50 235 340 230 310 210 205 200 285 100 200 175 245 105 225 150 2 Id 14.) 20a 410 27r) 410 , 275 300 200 375 250 305 245 340 230 325 220 310 210 200 105 275 1H5 200 1"5 2o0 i;o 23o 4-^0 V,HO 420 2S0 410 275 3S5 200 375 250 355 240 335 225 325 220 305 205 200 105 275 ISo 2Hi> 1S()> 2.).) 420 2M0 420 2S0 4'->^ if: 275 1 3S5 200 375 4-1 X 2.50 355 240 335 225 325 220 1 305 205 1 fit 200 /. 105 275 LS.) 20i} ISO rs 2bo V. 1-^ St u »i 1 s^ \% ?, -*- ■/. T-1 51 .4-1 S 1-1 ?. V. n^ JED WENBRAL PASSENGER TARll'P, The Pare baing Stated in Cents. Su«wx. 20 an HO 100 125 U5 155 200 210 225 200 275 275 12 25 40 f)5 70 «5 KM) 105 i:i5 :4o 150 175 185 185 I'lum "lb 4.5 (i5 00 115 135 145 100 200 215 250 265 205 15 ;jo 45 (to 80 00 100 125 i:{5 145 170 180 180 -3 Pcnob »quii,| :io 20 Porti 50 •X^ 30 75 50 f).- 100 70 80 120 80 100 i;j;> »0 115 180 120 100 185 125 170 205 140 100 2;J5 100 225 255 170 240 255 170 240 ■*.> ■ _ *J '1. 1-1 iM 1— 1 20 40 55 70 80 105 115 130 150 100 100 ^ 51 An n^m cf. \ 30 00 80 05 145 150 170 205 225 225 20 40 55 <!5 100 1(K) 115 140 150 150 I'etltf o'iln ". 1 ;i5! 55 ! 70 i 125 ! Id.) 1 105 i 215 215 40 50 85 00 105 130 145 145 r3 North nivprt 25 40 1(H) 110 135 175 200 200 10 80 70 75 90 120 135 135 T3 Sallibury. | Boundary 20 12 .55 CrpfV. 80 05 4) Mor 00 00 80 55 15 110 75 105 70 .50 100 100 1.50 100 115 185 125 175 120 150 185 125 175 120 150 S /: 10 35 80 100 100 Humphrey"! soil. 35 05 135 135 25 (!5 90 00 •3 Cook'i l<rni)k. 40 70 70 t5 00 100 100 Dorche.^ter Road. 35 35 25 25 Shpdiac. 20 10 '3 point Du Clieoa. rate of ^ from 2 t rate of ^ lines ar Boston i New Hf New He Vermor Fitchbu Shelby\ Richmo Orange South ( Mobile Nagaut Conne( Manchi N. Orl N. Orl ( Virgin As may ( tablis secon No ter, t have but tne use, an^ ^ ^ .._ ^ .^. railway. The mean maximum way fare, according to tjfie tariflr of 1864, is 3 cents per mile, and the through fare rather less than 2 cents per mile, subject to indefinite deductions for " family and season tick- ets." It must be confessed that the great importance of rendering so heavy a provincial investment remunerative, and not unnecessarily wasteful, required the adoption of such a scale of charges as was con- sistent with, and perfectly warranted by, the circumstances, even if examples of such a course were nowhere else to be found. The rates of charge last named are merely nominal, and the truth, however un- palatable, is strikingly manifest, that funds, whicli ouglit to have been derived from the private travelling fare and freight of those who have used the provincial railway since its commencement, have been indi- rectly drawn, under color of law, from the public revenues to the a",- cumulated amount of about $1,700,000. That it may not be open to misunderstanding as to the tariff pro- posed to be substituted for that now in use, the following in detail is submitted, as one demanded by the just rights and interests of the whole tax-paying community, and which it is practicable to adopt at «r»^F firno • - — t share it anrl tn Jf ^ Pi'ovjiicialists of all cAdliJi ^^ ^^^ expense 20 and not vccklossly pcrvcrlcd to the indciinitc augmentation of an un- productive debt. The deficiency of earnings in tlic year 18G;> to meet interest on tlic cost, was equal to o'd .'3-4 per cent, of the wliole ordinary revenue of the rrovince. In tlic year ISG-t, wlien sucli revenue was unprece- deutly larffc, the amount taken from it to meet tlie like deficiency, was equal to 27 l-;3 per cent., and in th'" past year, 18()#, the draft for the same purpose was equal to .'J4 16-1< ./ per cent. This heavy depor- tation abroad of the public treasui-e of the country, when divesteti of ail disguise, is simply a disbursement of that which ought to be the private fare and freight of those who use the railway. Let such private fare and freight, and if need be an equitable supplementary contribution from the proper y benefited, be imposed and collected, and the neces- sity of a 15 per cent, duty on imports ceases. Not only is a reduction of such duty to 10 per cent, rendered practicable, but even this woidd not be required iu order to meet the usual demand for the public ser- vice. Included in the proposed earnings of the railway, is the interest on the accumulated domestic debt of $1,700,000, which at 6 per cent, would be equal to $102,000, or about double the average amiual ap- propriation to the great road and bridge service for sevei-al years past. It may be claimed with reference to the augmented debt, that since the Legislature has ofl'ered a bonus of $10,000 per mile iu aid of cer- tain railways, the chief of which arc ** extensions'- of that under con- sideration, Ihat the same allowance without interest should be afforded to this also. The Legislature may, however, on review of the character and tendency of such a measure, hesitate to sanction it as a precedent. For whether under any circumstances, the appropriation of the public revenues and credit in aid of private speculations, without assurance of repayment in some form, may be defensible, is a question deserving of the gravest deliberation. I'erhaps eventually there may be more than one ready to confess entire coincidence of feeling with a gentle- man interested in this form of aid, who was recently reported to have declared in public '' that he did not dream of getting more than a loan secured by mortgage on the road ; when the Legislature offered a positive out-and-out grant of $10,000 (per mile), he was amazed.'* Though it will be necessav' to keep faith with those private parties who may comply with the somewhatvague conditionsof this "amazing" generosity with the public funds, yet it does not follow that the Gov- ernment should thereby abandon the right and duty of levying taxes for necessary revenue in such a manner as may be least burthen- some to the several interests of the country, and from nothing could a return be more fairly expected than from private property, which may have already been gratuitously enhanced in value, by so large an absorption of the public treasure. If the Legislature may have inadvertently committed a wrong, it has nevertheless power to redress that wrong, without violation of the public faith. The Government may hold no lien whatever upon the property of any railway built by aid of the "out-and-out" grant, but such railway is not thereby placed beyond the reach of an equi- table laAv, as an object of taxation for necessary revenue. The pro- prietors are not in this, as they are in most similar cases, restricted to any specified proportion of profits which they shall receive, or (for the conveyeuce of troops and materials of war ercepted). as to tiie rati lat( for cia bei ^ coi tat nui th( tn thi tn na en im it sa re 21 rates of fare and froip^Iit wlilch they ma}- exact; and they c i ?o reoni- late the latter as to ir.eet any impost to "vvhich they may b(; subjected for necessary public reveime. A like course is strictly fair and just in the direction of the provin- cial railway, so that those, and those onl}', who derive the sole use and beneiit, shoulcBr-xclusively bear the attendant expenses. Whatever merchandiseinay be transported by the railway, will of course include in its cost to the consumer the charge of such transpor- tation. But it is plainly unfair to transfer — by foT'ce of law thoug-h it iiiav be — part of that char^^c to merchandise which does not go near th(!' railway, and is not indebted to it in any way. The same is equally true of the fare of passengers. A remunerative rate of fare, whatever this may be. for the much desired convenience;, not to say luxury, cf travelling by a " tirst-class railway," is pro])erly an item of the ord-- narv ))rivate expenses of those wlio avail themselves of that conveni- ence whetlier for business or pleaaire. It is simply unjust to impose, indirectly or othevAvise, any part of such fare — by force of law though it may be — on those who "do not and can iu)t avail themselves of tlm satne convenience, and who in no shai)e whatever, directly or indi- rectlv. receive the smallest conceivable e(iuivaleut for such an impost.