The news & observer. [volume] (Raleigh, N.C.) 1894-current, 1904-04-27
carolina was a State. Defendant eX-

Subpoenas for the auditors OF ire
freight and passenger departments Oh
the Atlantic Coast Line, to show the
amount of travel from the countieS
affected and the amount OF reVentcI
to the road. They offered these STATE
ments.
Mr.. Davis contended that evidenc
had nothing so DO with this case, al
was utterly incompetent. The olA---
grounds upon which the Legislature
had allowed the Corporation Commas
sion to equire a connection were
where it was practicable and reason
able, and not where the revenue OF
the company was large enough to ad-
nit of it.
Colonel Argo said that they had
right to put in this evidence as an
swer to the plea that the company
would lose by making this connection.
They had a right to show that when
the balance was struck there were
millions to the credit of the company.
His honor would be called upon to
pass upon the reasonableness of this
connection, and surely the question
of revenue would come into that mat
ter. If the road chooses to sacrlhce
local connections in North Carolina to
their big Northern connections, the
plaintiff had the right to show that
the first duty of the road was to its
creator, the State of North Carolina
that had granted the franchise.
Mr.. Pou: II hope my friend feels
relieved after his deliverance."
Col. Argo: Yes, | do, and L know
you do not feel relieved"
Judge Brown ruled out the evil
dence, but said he would admit evil
dence in showing the number of pas
sengers travelling between the local
points affected, but not the revenue
derived. Defendant excepted, and the
plaintiff excepted to that part of the
ruling that excluded the amount of
revenue. Local tickets sold during
twelve months were: Wilson, 1924;
Elm City $500; Rocky Mount, $4,000;
1907; Nashville 5,297;
Tarboro, 1924; Conetoe, 1858;
10000; Washington, $50;
Battleboro, 1859; Whitakers, 6,792;
Black Creek, $500; Bethel, 1924;
Parmele, 1859; Jacksonville, 1924;
Everetts, 2,717; Pactolus, 1872;
3,422 Plymouth, 1886.
Total 164,313. Inter lines: Wilson,
4 ,405; Elm City, III; Rocky Mount,
$50; Springhope, Is; Nashville, 20;
Tarboro, 93S; Conetoe, l; Greenville,
627; Washington, $50; Battleboro, So;
Bethel, 3; Parmele, 7; Jacksonville,
Vile, 4 Plymouth 81.
MI Busbee then offered receipts
for freight shipped from same points
Court excludes this and plaintiff eX-
copied.
With the introduction of the records
of Mr.. Brown, chief clerk to the Cor
poration Commission, the plainuft
rested.
Mr.. Brown was sent for and took
4; frnT
Washington to Raleigh via Weldon,
he said III miles. Via Selma it was
1875. From Greenville to Raleigh via
Weldon was 1911 via Selma 116. Pas
senger rates, first-class, were "a c.,
second-class, 2Ac. The tax returns
made by the Coast Line of rolling
stock. etc. Objection. Mr.. Woodland
said it was introduced because the
exceptions of the Coast Line stated
that if required to put on new tram
it would cost $65 u day, and plaintiff
was endeavoring to show the cost OF
such tram.
Mr.. Davis said he had never heard
Of tax returns being evidence of the
value or cost of property.
Mr.. Woodland said he understood
the railroads had claimed that very
Mr.. Busbee said that when a rail
road Swore to the value of its prop
erty for tax purposes, it ought to be
some evidence of it's value.
Judge Brown admitted the evidence
and defendant excepted.
Then Mr.. Woodland desired to in
troduce the net revenues of the road
from it's North Carolina business. Mr..
Pou objected. Mr.. Busbee argued it
was evidence of the ability of the road
to put OH the train and of the reason
ableneSS of the order of the Corpora
ton Commission. Judge Brown ruled
the evidence out and noted an eXcep-
ton. ..."
Mr.. Pou asked the shortest way
from Greenville to Raleigh. Was it
not by Kinston? Yes. AS to pas
senger rates, where there were COM
peting routes the rate was based upon
the shortest route.
State Treasurer Lacy.
The first witness called by the rail-
road was State Treasurer b. r. Lacy.
Mr.. Pou examined him. He was
formerly commissioner of Labor, and
before that for fifteen years an en-
gineer on the SeabOard Air Line from
here to Norfolk. Was a member of
the Brotherhood of Locomotive En-
gineers, and was familiar with wages
of engineers, etc. Given these facts:
main line, forty-tWo miles, train OF
three CO1cncS, making seven SlOp5,
meeting several trains, what would
be the cost of running that train?
It would cost about $12.05, labor and
oil. Engineers on Coast Line are paid
mostly by the mile, 1925 a day. Fire
men usually got $1.30. Conductor
$500, baggagemaster $3.50. Two
train hands at $1.00 apiece. Oil and
waste would not run to $1.00. Water
would be about $1.00. Fuel would
be between three and four tons, at
$500. That would make about $24
with fuel. The usual renting rate for
an engine was about $1,000 a day.
The average life of an engine was
about fifteen years. The cost of a
first-class engine was $l4,500; that
was the cost Of the last engine bought
by the Seaboard Air Line. Had MIR.
Lacy made an estimate of the cost of
the running of this train, including
wear and tear and repairs? He
thought it about SAP to $45, but that
was only a superficial estimate.
Col. Argo asked if there would be
any difference in wood burner. Wit
ness did not know the cost of the
wood. He thought it was $50 a
cord, and it would take four cords
A days run for an engineer was on
a basis of 100 miles a day or less on
the Coast Line. over 100 miles they
would be paid soc. an hour overtime
Col. Argo asked how Mr.. Lacy knew
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