Litchfield enquirer., 1872-09-12

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 stand 9 cents to 2 dollar. ;Yhile.. other goods charged here to 8 cents, mile,
 Wouldbe cReapiy car lied at 5 easnts De Der
 hundnHd pound for aanyg distanee and ct thnseEates theTeeelpts wonid ahes largely ineressed every cent of freight per hun l dTed bounds amounting fo 20 millions of 1ddlls6s in the earnings But with 120 to l 50 cents for all distances, there would not baa tradesman or business man who would l not go to London once 8 year, while. the other large cities would also be thronged
 with visitors, and the traffic III ayeTS sholt time would probably be doubled, and the receipt largely increased, though not proportionably so, as the distances
 travelled by each would be increased.
 To carry out such a plan here, 1t .is,' as
 has already been stated, alleged that the
 railways have only to extend their post office practice to their work on their own account. The English carry 130 millions of parcels annually of less than pounds weight. We should carry as many at least, and four times that number above and under 1000 pounds. These, at rates varying from 10 cents to dollar and averaging possibly 40 to 50 cents, would bring in 200 to 250 millions Of dollars.
 100 million passengers, our present num- Der, at 12, 25 and 50 cents, limiting the 12 under three miles and the D to under 10 and charging one dollar for all distances over 100 miles, would produce 40 millions while our 100 million tons of freight, at one to five dollars ton for all distances, would bring fn as much as at present, namely 250 millions. Adding 50 millions for live stock and miscellaneous receipts, the total income could easily thus be made up to $50 millions or 100 millions in excess of present earnings. Taking into account, however, the increase of passen- gers and tonnage sure to follow from the adoption of such 8 plan, greater in crease might be expected -, -..
 INCREASE OF BUSINESS.
 These figures may be an oyer-estimate or not Iaaatttllis9 at 1east,,i if certain, that under this system a very large increase of receipts would be possible, such as under the present system would not be possible Every increase to present rates leaves more produce unutilized in the West, and gen erally decreases traffic. An increase of one cent or 10 cents to the price of tick ct which is to carry it's holder to Wash ington or San Francisco, would never be thought of; neither would 10 cents addi- tion to the freights for live stock or goods, amounting only to dollar on ten head of cattle from Texas to New York, or ten tons of goods from New York to Texas. Yet such insignificant additions would be worth to the railways from 20 to 50 mil lions of dollars. It is thus claimed that by careful and judicious classifcations of goods, by we'll organized parcel-carrying plan, and by uniform ticket common cling at 10 cents and not exceeding Sl or g for all distances for passengers, our railway eau be so managed as to accom- moda te every industry and commodity that requires them, with low rates and imm ensely increase the business, energy and enterprise of the nation, by enabling all who have brains or hands to go with facility to where they are needed, and those who have goods to send or take them to wherever they will bring the best prices. Many would visit New York to see its wonders and reap it's advantages, for one that does so now. With other large cities 1t would be the same. Prices would be capitalized over the whole conti- nent, lowered where they are high, raised where they are low, thus benefitting those who most need beneftting, in essential particulars. Grain would no longer be burned in the West, when little mouths needed bread in New York, nor flax be thrown to to manure heap, when a dollar per ton would take 1t to the East, where itwould realize good prices Coal would be no more at famine prices anywhere, as fifty cents to dollar per ton would bring 1t from all or any of our excellent coal field. Its carriage now from Pennsylva- mia costs $1. D to $1.5O.
 CONSOLIDATION
 It in not desirable to throw on govern ment work which the people can do better for themselves, and 1t would not be necces- sary that in this matter the railways should be transferred to government Local man. agement is likely to be, the best, and it would not be difficult to arrange a diyi- sion of gross receipts in such a manner as to stimulate and reward economy and eff ciency, and do substantial justice to each line. The whole railway interest, follow ing the example of the states, united and forming one general directory, with pow CTS yielded to it, for the interests of the whole, would be able tospush the forma- tion of new lines wherever needed and prevent their formation where not needed, and there is nothing which would tend more to increase the prosperity of the country and bring our many rich waste places in to contribute their share to our wealth and we'll doing. ;nssfs -.I .Ivisaatrs
 Whether all that is thus put forward in favor of this plan be warranted or not, there can be no doubt that the necessity for cheap transit is great, and that such case has been made out for this plan be- ing adapted not only to give that cheap transit, but also greatly to add to the re- eeipts of the lines, and thus increase the profits of shareholders without pressing with felt inconvenience on any interest, that its claims deserve thorough exami- nation. With the view of aiding inquiry the following particulars are added in re- ference to 9 number of our lines, located in, various districts, as to the distance which each passenger travels on the line, and his fare, and as to the distance which each ton of goods on an average is carried and at what cost. In New York state each passenger travels on an average ,37 miles, and each ton of freight is carried 129 miles, ssz=sffFT5se TsEsaS5# 8agTs E8a fsstf s4s' lIs dso# es ,niss ,Passenssrs ,,,as TEs'ghts s1l.5-.E. ssi Tslii travelled ge i each ton gf1
 Railways by each Cfsst is carried Cost Boston and Maine, s1a IA A125 @sEa 38 sSl.6O Boston and Providence Il 2s 30 1.O7