Watertown republican. [volume] (Watertown, Wis.) 1860-1906, 1876-02-02

Complaints are often based upon the
mistaken belief that it always costs
less to carry freight short than a
longer distance, whereas distance has
little to do with the cost of carriage.
Cars earn money only when they
are in motion, and earn it as long as they
are in motion, which fact enables COM
panies to earn large net profits on long
business ct less than half the rate
which is barely remunerative on short
hauls. The expense of loading and
handing freight is the same, whether
it be destined l0or 100 miles. In
proportion as a road is enabled to
compete for through, business-eyen
though taken al low rates-to that ex-
tent it is enabled the cheaper to do
its local business.
Uniform rates are also unjust, be-
cause the cost Of operation is not the
same upon, each road, or any two roads.
During the year ending December 81,
1874, the expenses per mile run varied
on the Milwaukee & St. Paul Ry..
from $l.l7 on the Lacrosse Division,
to $l.42 on the Prairie du Chen Di-
Wis on, and $l46 on the Northern Di.
vision.
The character of the road should
he considered. For every grade of
twenty feet to the mile, the work re.
quired to overcome it, is equivalent to
that expended on two miles of level
road.
1t is also essential to know the
probable amount Of freight to be car
RED. A large, regular business can
be done cheaper than small, oc-
caslonal business. The Wisconsin
companies have comparatively small
tonnage, yet they are now obliged to car
ry it at lower rate, than the Pennsyl.
vania or the New York Central, one
of which frequently has 12O trains
day, and the other 1G miles of freight
trains daily The transportation of
such vast quantities enables those COM
panies to earn larger net earnings per
mile than are the gross earnings of
any two Wisconsin lines.
Freight movement is largely in one
direction. During 1874, the Milwau-
kee 4 St. Paul Ry., hauled 1851, ,234
tons eastward, aud only 484,32l tons
westward. The cars requisite to carry
this difference of 766,9l3 tons were
hauled westward empty. e., a
double trip was necessary to secure
freight for ooe trip. Yet the Unequal
ity of business demands as large
equipment as though it were constant.
In Ohio nine distinct tariffs of rates
have been prescribed, of which the
State Railroad Commissioner, in his
report for 1870, said they we're sthe
most fruitful source of complaint"
Illinois, after several attempts to
define what ought to be charged, de-
volved the task upon three Conm;s-
sioners who prepared one schedule for
all roads in the State alike.
Iowa took the Illinois rates, reduced
them 10 per cent. and applied them to
four trunk lines.
Minnesota, failing twice to estab-
llsh fixed rates, re-enacted the com
mon law.
Untaught by these failures, Wiscon-
sin likewise disregarded the cautious
action Of other States.
In Massachusetts the Commonwealth
can assume CONTROL only after a road
has been in operation 20 years. by
paying therefore the amount of capital
paid in, with net profit thereon of.
10 per cent. from the time of payment
by the stockholders to the time of pur-
chase"
In England, if, after 21 years, any
new railway has made 10 per cent. for
8 years. Government may reduce the
rates charged but shall guarantee the
Company 10 per cent for the next FL
years. iii
New York has followed the English
rule, by enacting that the rates of fare
or freight shall not, without the con.
sent of the corporation, be SO reduced
by the Legislature, as to produce less
than ten per cent. per annum, sson their
capital actually expended. s.f1i,t ads
Maximum rates have been prescrib-
ed in Pennsylvania; yet the. companies
most restricted, are allowed to charge
an average Of four cents per ton per
mile.
In New Jersey, by general law, the
roads are authorized to charge ten
cents per ton PEI mile.
The six leading railways ct Eng
land are empowered to charge six cents
per ton per mile. OF these rates
Parliamentary committee said, They
are always fixed SO high that it be-.
comes, sooner or later, the interest CT
the companies to carry at lower rates.
BY wear and tear, railway depre-
ciate 10 per cent. yearly. TO that ex-
tent, companies that are able, making
renewals. 70 omit making these,
would be held criminal negligence.
Yet, to make them, requires large out
lays. These the Potter law rates pre-.