Wilmington journal. [volume] (Wilmington, N.C.) 1844-1895, 1869-11-12
Wilmington and Weldon Railroad.

| Wilmington and Weldon Railroad.
There is nothing in which the people
are more Justly interested than the con-
dition OF our Railroads. They are good
thermometers of the condition of the
people themselves. We make the follow
ing extended extract from the Report of
President BR1DGERs to the Stockholders of
the Wilmington and Weldon Railroad at
the meeting yesterday. A full report of
the proceedings is published elsewhere.
We will make full extracts from Colonel
FREMoNT's Report tomorrow
The history of the road shows regular
and gradual increase of receipts, and, with
the construction of new roads, now build
ing, and the development of the country,
the receipts must increase in q greater
ratio.
The new iron bridges across the Cape
Fear rivers have been completed, and,
with their connections, cost about half
million of dollars. The three roads-the
Wilmington and Weldon, Wilmington and
Manchester, and the Wilmington, Char
lotte and Rutherford-have a rail connec-
ton instead of steam ferry boats, and each
of them can now run their trains into the
city.
They save about one hour in time and
greatly facilitate the transfer of passen-
gers and freights. The interest on the
cost is less than the expense of maintain
ing the two ferry boats. If they were not
to add to the receipts of the road, they
diminish the expenses and dispense with
! two ferry boats that have always been OBJ
iectioDable to travellers, shorten the time,
and add to the comfcrS of tie line. Be
| yond all doubt these bridges will increase
/ the through business.
Complaints are made about the differ
ence in the charges on local and through
freights. Those who live on the line of
the road, and pay local freight, usually
enjoy greater advantages than those who
| live at distance, and pay through rates.
In many instances the road has quadrupled
the value of the lands OF those who never
contributed anything to buildingit. They
can travel and freight cheaper than those
who have not railroad facilities. They
find no better or cheaper route to market,
as proven 10y the fact that they continue to
use it in the face of their complaints.
At least 10000 bales of cotton have been
sent to the early markets, that would now
be on the plantations but for the road,
which has been sold at an average of $40
per bale more than it would now command,
giving 100000 net, which is more than
per cent. on the capital stock of the Com
pany, while the Stockholders get no divi-
dends and yet most Of these parties took
no stock in building the road.
Just as we'll demand the use of MONEY
at reduced rates of interest as the use of
railroad property on such terms as are not
remunerating. Those who live along the
line and have greater advantages ought to
pay more than those who have less advan-
tages. There are q great many instances
in which the timber of adj acent lands have
sold for much more than similar lands in
less favored localities. Where lands are
to be cleared, the wood is matter of profit,
rather than hinderance.
1t is often said the local is too high, or
the through is too low. Persons having
anything for sale always get the best price
they can, while those who buy do SO as
cheap as they can. If a mechanic or Ia
borer wants work, the first Inquiry is,
where can he get the best price IF far
mer has corn, cotton or pork to sell, he
always seeks the best market, and where
he has supplies to buy seeks the cheapest.
So in getting to market, he always takes
the cheapest route he can find, whether it
be railroad, dirtroad, or water. II Car is
sent from Petersburg to Wilmington load
ed with tobacco, it had better be filed with
rosin or turpentine at half rates, than go
back empty, otherwise, the owner must
have enough added to the price of his
freight for returning the car. In local
trains the mileage of empty cars is greater
than through trains; for the through bus
mess is usually gotten up to prevent return
ing cars empty.
With the same gine the cost is very lit
tie in difference between a half and full
train.
IF farmer sends his cotton to New
York, ola Wilmington, OF Portsmouth, and
the cars run empty one way, he will GER
tainly have the cost added to his BILL
hence it is, if through freight can be had
at rates high enough to pay the expense of
of returning cars it is so much saved to
him.
Local freights are usually carried short
distances, which are more expensive than
long distances, and often consume time in
loading and unloading the same car at diff
ferent stations. It costssthe same "to fire
up, or load, or unload for ten miles as a
hundred" A through train can make
trip over the entire road in day, while
local train, after stopping at the stations,
will require two days; YET, it is insisted
that the same must be charged for the two
days work as one.
IL udll tno sedtS Ol u passenger Train are
unoccupied, better fill them at half rates
than to go empty /; for unless our running
expenses are paid, the road will soon stop
running.
The capital stock of the road draws the
same interest, whether the road is worked
or not worked, the chief difference being
the wear and tear. In the main, railroads
must look to their local business for sup.
port.
Roads that do large business can
work for less profit than those that do a
small business, just as merchant who sells q
large amount of goods can sell cheaper
than one that sells small amount.
If there had been some law to make per.
sons pay for the benefits they receive from
railroads, to which they do not subscribe,
they could have been built for cash, and
would cost less, which would have enabled
them to make profits on cheaper freights.
During the year. the price of travel was
reduced-the number of passengers in
creased, while the receipts of the road di-
minished. What will be the result another
year remains to be seen.
Ii there are ouly $4,000 bales of cotton
4 g. l.