The Portland daily press. [volume] (Portland, Me.) 1862-1921, 1871-07-13

The Resnls Of Redscisg Railrssa Fares
and RFeigh>s illustrated By Practical
Results.
lE.tract from the Report Of the Railroad Commits
sioners of Massachusetts, Tor ls7l.)
The railroad commissioners of Massachus-
etts, having obtained the freight tariffs of six
railroads in that State for the years 1880 to
1865, compared them with the tariffs of the
same roads ia force in 1870.
The commissioners remarked upon these
returns as follows:
"Th;s comparison established the fact that,
so far from any reduction having been made
in their local fares and freights BY the rail-
roads OF this commonwealth during the last
ten years, directly opposite course has been
pursued. The tendency has been towards an
increase, rather than decrease, and the rates
are to-day, as = whole, higher than they
were in 1850.
As contrast to this policy, and to lend
force to the criticisms they propose to make
upon it, the commissioners wish here to call
attention to the results of a diGerapt course
pursued elsewhere ct almost the same period.
The Belgian railroad system now Aggregates
1,703 miles in territory of II ,4B square
miles of area, being a mile of railroad to each
$500 souls in its population and to each 6.60
square miles of territory. Massachusetts, has
,491 miles in territory of 1900 square miles
of area, being mile of railroad to each 971
souls in its population, and to each 5.23
square miles of territory. Both are manufac-
turing communities, and, though the popula-
tion OF Massachusetts is less dense than that
of Belgium, it is far more disposed to move
from place to place. So much is this the
case, that in spite OF the reduced rates in use
in Belgium, and the more than twofold popu-
lation there, in 1868 its railway system carri-
ed only 23,6O7 passengers for each mile of
road, as against 19, 100 per mile for the same
year on the Massachusetts, roads. In regard
to freight, however, the case is different. The
Belgian roads in 1868, transported l2.2I1 tons
per mile OF road, while the Massacbusetis
roads transported only 4,94S. There are
therefore, no fundamental differences as re,
gards physical or economical or Industrial
conditions which should cause the experience
o, ol,a tne one community to be wholly inapplic.
RESULT OF FIRST REDUCTION OF FREiaHrs.
In 1856, in spite Of considerable increase
IN the miles OF railroads worked, the freight
movement OF the Belgian roads was found to
nave seriously decreased. Instead OF making
good the deficiency in receipts by increased
rates on existing business, the administration
met the emergency by accepting all traffic
that offered at greatly reduced special rates.
This policy succeeded so well that in 1851 the
principle was adopted as regards minerals and
raw materials of a regular low scale of
charges, with reduction according tn die.
tance. This resulted in the following wear in
an increase of u per cent. In the TONNAGE Of
this class Of goods. In 1882 the princinIe was
extended to goods OF the next class with sim
liar results. WIN '''''-
RESULT OF THE SECOND REDUCTION OF
FREIGHTs.
In 1854 freights were re-classified and the
new principle applied to all except the first
class, or small parcels, which in this country
are known as express matter. The result |