Bristol news. [volume] (Bristol, Va. & Tenn.) 1867-189?, 1868-11-27
NO. 10.

/ rate is regularly pro-rated over the line of
/ transit 50 that the cost to the shipper is,
/ in point Of fact, no more, bnt precisely he
same; and this matter Of terminal charge
simply constitutes proper mar er Of divid-
I ing the thtough rate, as between the several
companies In interest, over waOse lines the
/ particular freight is - pass.
Some of our connecting roads in Tonnes
see object to this mauuer Of computing and
dividing the through-rate, as between Vir-
/ gina cities and points west bat your board
satisfied Of the righrftlnesS aud business OF
its application, are unaiterib'e Ia their de-
termination 10 insist upon the same they
are unwilling, even If common fairness did
not so imprl them to act, to transport
freight for other cities OF sections, over oar
Va. s Tenn. Railroad, upon terms more
favorable than are measured out 20 the citi-
Zens Of our own State.
In this connection, would respectfully
invite your attention 10 correspondence
on this subject, attached t" THIS report, aut
Ieuersd NJ, n, OPP, and Y.
II may be claimed that the application Of
The pro-rata rate 10 our Va. * { Inn. R.it-
road, IN connection with other lines. whose
grades and Curyaturrs enable them tn trans.
p0rJ a grester number ~ tons, with the
same : over, aud to conduct the work OF
transportation at a smaller cost, works in
Justice 10 our COMPANY : and that in couSe-
qurnce Of such distdv N ages, a cornpenSa.
ing per Centgge ought 10 br allowed but
when We REM mher that orr Va l. Tenn,
Road crjNyS the advantage OF a longer line
than any OF its connections, save that If the
Memphis s Charleston Railroad, aud among
which is ~ be found certainly more than
one line whose capacity, with the same
power, L. equally rcstricled-it is believed
that adt quate COmpen satiJn Is secured Ia
answer to the disadvantages ct grades ana
curvature, under which It may rest n this
relation. Besides. IL may Os be amlss to
remark, that the pTO-rata rule universally
obtains, except, where the disparity IN the
leugth OF eng men Der OF ruute Is sulhcl-
entity gleat to warrant cumyensatmg or
arbitrary charge. For illustration, il is not
usual to require a road, twenty miles IN
length, 10 prO-rate with one three times a.
long nor Is il expected OF accefed that
any Dad shalt he CURED TO pro-rate over
part ut IFS line, WIN the whole length Of
any If IT'S connections, except in the case ot
the .-uujl dc aud Richmond Bnl Dauyiile
Railroads. whore THAI role j equiTed To be
observed by their charter Utis ati. n, an
where it was designed tuat the two roads
,huut treat all matters of trade passing
between the same ~ il they were governed
10y one corporation.
Ihis view l. sustained by the very basis
upon "hlch our local tariT, are constructed,
where We iiud upon the same road an over
the - me grades, the charge il more for
twenty miles, Ia proportion to distance, or
Wien taken IN the aggregate by the mile,
than for forty, aud because, as heretofore
explained, the first item COM. o,irg the sg-
gregate charge, l. constant Tor all distances,
while the charge Tor movement is uniform,
or az the same rate per mile.
Nd N.u,Nr JD-,.fIs,.