The news & observer. [volume] (Raleigh, N.C.) 1894-current, 1904-04-28

traffic.
The new train would run % minutes
i'm front of No. 80. Before the connec-
ton was broken, for six months, the
passenger traffic at points on the A.
c. l.. to points on the Southern was
2,161 on 80 due at Selma at 2:5O, the
general average on the various
branches being l 5 before the cOnnec-
ton was broken and II since that
time.
School Room Scene.
Then Mr.. Pou got Mr.. Borden to
take the map and explain to the jury
the facilities the people of North Caro-
lima have for reaching points in the
central and western parts Of the
State on the Southern Railway. The
map was pinned up on step-ladder
in front of the jury, and Mr.. Borden
stood on one side of it and Mr. Pou on
the other, looking for all the world
like good little boy doing his sum on
the black board before the class, with
his teacher asking him all sorts of
questions, all of which the good little
boy answered with wonderful exact
ness.
Mr.. Woodland cross-examined Mr..
Borden, and brought out that the usu-
al and most direct and a very con-
venient connection was the Selma con-
nection, and the greatest outlet fer
passengers from the east, as we'll as
the shortest. From Washington to
Raleigh via Selma was A miles short
er than via Weldon. Then Mr.. Wood
ard took his turn at the map with Mr..
Borden. From Greenville to Raleigh
via Selma was 4 5 miles shorter than
via Weldon. From Plymouth 1T was
43 miles From Tarboro via Selma it
-n ch q
Hope and Nashville people now had
to lay over at Rocky Mount and
Selma, or at Goldsboro, leaving home
at noon and getting to Raleigh at
11:45 at night. The Spring Hope train
had been late a number of times re-
Gently If it was on time at eight
O'Clock it would miss connection with
the Richmond & Norfolk shooty
trains judge Brown ruled that this
had nothing to do with the matter.
Was not the Selma connection Ve1y
uncertain prior to October? Yes, it
was. Was not the failure to connect
due to the A. C. L. No. 80 not arriv-
ing one time? Yes, and to the other
train not waiting. For instance, on
January 20 No. 80 arrived at S:45 in
the evening, although due at ESQ
Yes. but that was due to an accident.
The Weldon and Kinston had to wait
for No. 40 northbound two hours
Yes Was not the connection at Kin
ston very uncertain? No schedule was
a certainty. Several things governed
the arrival of trains at Kinston When
il had to wait two hours at KinstOn
the connection at Rocky Mount was
broken. This was to show that the
proposed train would not be a dead
train on its return trip.
Judge Brown asked Mr.. Borden if
passengers from Raleigh going east
had or had not two chances to con-
meet with the Plymouth train, at
GoldsborO and at Rocky Mount. Mr..
Borden said they had.
The Norfolk shoofly gets to Rocky
Mount at 1880. Passengers on that
Norfolk train could be transferred tc
the new train ut South Rocky Mount,
and so gain five minutes So that
would give an hour and fifty minutes
to make the run, which is made by
No. 80 in an hour and 20 minutes.
Could not the new train reach Selma
by 2:25. leaving Rocky Mount al
12:50 if there were no obstruction
The train might be turned at Selma
with the consent of the Southern. The
Southern did use the a. {. Il. track
from Selma to Norfolk.
No. PIP, the truck train. stopped
only at Fayetteville, and Elrod, be
sides Rocky Mount and Wilson III
this State, except they were not fully
loaded, when they might stop at one
or two more stations. The days tha'
No. 40 was more than 20 minutes late,
| it would pass the new train at Selma
and so would not interfere with it,
| provided that a Geographic message
| should reach the new train. No 212
| would be delayed 10 minutes by the
| new train. Between $50 and there
| was no passenger train from Selma to
| Rocky Mount, and so the special
would have the right of way. 1t would
reach Rocky Mount about 4:25 with
out any stops.
AFTERNOON SESSION.
At three o'clock Judge Brown an
nounced that this proceeding vas a
judicial investigation of an admins
trative act. All the court can 10 is
to review and pass upon the legality
and practicability CT this order Of the
Corporation Commission. If the or
der should be set aside tho court coIld
not go ahead and set any schedule ftI
the railroads.
Then Mr.. Pou again questioned Mr.
Borden, asking him what would he
the effect on No. eos if the other
trains were late. That would make
2OS late. and that in turn would re-
quire other freight trains going south
to wait for it. Mr.. POu then got to
the map again and took another turn
with that Was it practicable to run
either the Plymouth or the Spring
Hope train to Selma? Mr.. Borden
thought il they were compelled to car
ry out the order, they would put on a
new train.
Assistant 10 General Manager.
| Mr.. r. e. Smith, Assistant to Gen
| eral Manager of the Atlantic Coast
| Line, was next examined by Mr.. Davis
as TO the cost Of running the train. Mr.
Davis asked for the general rule OF
| railroad companies in ascertaininG the
cost per mile of running its trains
Mr. Busbee objected, objection over
ruled and execution noted. Mr.. Smith
sfild that was found by taking the ag-
sresate cost of operating al it's trains
and dividing by the number Of miles
w nat was the average cost per mile
last year? Objection. Over-ruled and
exception noted. The average cost
per mile was $1.02. AS to the cost OF
TINS tram, there would be a crew OF
SIX men, at $11.06 a day: oil, waste
ETC., $2.52; repairs, stores, terminal
attention, ETC., 1857; fuel, $1,000 8
day; cleaning of passenger cars. s3.5O.
turning OF locomotive S106: water