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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.