Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1913-12-15

system.
We have approved the maximum
mileage schedule which appears at the
end of this statement for class-A lines.
We think that a schedule 16 2-3 per
cent higher should be applied on class
B lines, and that between points on
class-A lines and CLASSIC lines q con-
structive mileage should be made up
by adding together the actual mileage
on the class-A line and the actual mil
cage on the CLASSIC line, plus 25 per
cent of CLASSIC distance, and that to
this constructive mileage the class-A
should be applied.
The scales thus approved differ radi
cally from that first presented by the
railroad While some increase in reYe-
nue. win result to the carrier, our GEN.
trail thought has been to provide a
system of local class rates which would
remove the glaring determinations be-
tween individuals and localities which
now exist, and pave the way for pro-
per revision of the commodity rates of
that company. 1t would not be proflt-
able to attempt to state all the rea-
sons which have Influenced us in the
adoption of this schedule, but since
the most marked advances are in
short distance rates in the vicinity of
Boston one thing may be referred TO.
Advance in Passenger Fares.
The Boston & Maine, in presenting
it's case, referred to certain advances
in passenger fares which it desired to
make and of which it asked approval
No objection, as we remember 1t, has
been offered to these proposed adj
vances, but they are all local in char
acter and do not affect the general
passenger fare structure N New Eng
land. No opinion is therefore express
ed as to their reasonableness. If the
Boston & Maine so elects, 1t can 1lle
these tariffs, which will then be dealt
with in the ordinary manner
1t has been already noted that at
least two of the states in Which the
Boston & Maine operates require the
sale of mileage books at cents per
mile, and that therefore no general in
crease in passenger fares can now be
made. It may not, however be improp-
or to suggest that in considering waht
must perhaps finally be done in the
way of readjusting the transportation
charges of the Boston & Maine sys-
TEN serious consideration should be
given to the ACCESSIBILITY of somewhat
increasing passenger fares.
At the present time the local fare
upon many parts of that system equals
or exceeds 21a cents per mile. When a
mileage book, good to bearer, is sold
for 2 cents a mile, it inevitably re-
suits that spectators will put these
mileage books on sale at something in
excess of 9 cents and something less
than the local fare. In point of fact,
upon certain parts of the Boston &
Maine system this kind of speculation
in transportation is habitually and ex-
tensiyeiy conducted. This certainly is
wrong. The passenger ought not to
ray profit to some middleman for his
transportation, and rates of fare
should be so adjusted that the induce
ment to this kind of speculation will
not exist. If mileage books were sold
at "a cents instead of cents PER mile,
and local fares We're adjusted upon a
minimum of pa cents and a maximum
of 2A cents, the relation between the
mileage book and the local fare would
be more just one than at present ex-
lists. Many of the commissioners feel
that there should be no difference be-
tween the mileage book and the local
rate: that the local rate should be
properly adjusted and the mileage
book abolished. We are all of the opin-
ion that these passenger fares require
readjustment and that the status of
those states which might interfere with
uniform reatment of this subject
should be SO modified that, if possible,
some just rule applicable to all terri
tory may be formulated.
Change of Directorate Needed.
1t Is not seriously denied that there
has been in the past mismanagement
or TINS property, which is to an extent
responsible for it's present difficulties.
Clearly no increase in rates should be
allowed until it is made reasonably
certain that the revenues of this COM
pany will be prudently expended in the
public interest. Mr. Elliott the chief
executive of the New Haven Company.
which is the owner of a majority of
the stock of the Boston & Maine, and
Mr.. Mcdonald, the newly appointed
president of the Boston & Maine itself.
were both called before the conference
and were asked what assurance could
be given for the future. They both re-
piled, in substance, that they could
only say that so long as they were
identified with the management of
these New England railroads their
best efforts would be employed to Sc
cure satisfactory and efficient op-
Grafton.
While this is all that those gentle
men, as individuals, can say at the
present time. it is not wholly salts
factory. The directory of these rail-
road corporations are both in law and
in fact the source of all authority
They elect the officers who manage
the properties, and can determine the
policies which those officers shall exc
cute. They ought at least to know
whether the results obtained by their
appointees are satisfactory. Now,
while there have been some individual
changes in these boards of directors,
the majority of the membership is the
same to-day that it was a year ago.
This is not reassuring for the future
If these gentlemen have in recent
times given any actual attention to
the management of these properties
their failure to see and to do is evil