Vermont phÅ“nix. [volume] (Brattleboro, Vt.) 1834-1955, 1922-08-04

1t will be noted that the deficit for
the above three years averages over
$4,000 per year. The year 1920 was,
however, a very abnormal year because
of the very extraordinarily high price of
coal and l think it fair to assume that
the actual average deficit of the railroad
will be not far from $4,000 per year.
This is without any allowance for bond
interest or dividends on stock.
The month of May. 1922 may be con-
sidcrcd n typical month. Neither the
Mountain Mills plant nor the Metal
Edge Box Co. were running, and the
New England Power business was repre-
scented by the earnings from the Whit
ingham station. The income of the rail
road wal approximately $4,000; but
$500 of this earning came from the
Nottingham station and was contribu-
ted by the New England Power Co. If
this income is subtractcd, it leaves the
income of the road from other sources
approximately $1,000 with an operating
expense of practically $4,000, or a de-
felt for the month of over $1,000. After
allowing for certain economics which
may be effected the net deficit for the
month without Power company freight
would still be over 50 800.
A railroad will continue to run as
long as it can pay its operating expenses
and maintenance charges, even though
dividends and interest are not paid {;
but no railroad will be run for any
length of time which cannot meet its
operating costs. This is clearly shown
in the case of the Kansas City & Orient
railroad, n railroad extending from Kan
sas City through Oklahoma and Texas
for 700 miles. This road first passed
into the hands of a receiver and has re-
Gently been closed down.
IT, after full consideration. the peO-
AL Nf 1,,,in fha
to relocate the railroad at an approx
mate expense of $2J0,000. the company
will cbeerfully do so; but it is our be
lief that such an expenditure is waste
full and will serve no good purpose. 1t is
further cur belief that there is an alter
native plan which will give the people
of Wilmington 100000 in cash aid an
assurance of continued railroad service.
The Power Co. proposes that the peo-
pie of Wilmington consent that the rail-
road stop at the dam in Nottingham,
and that from Nottingham to Whining
ton there be established a boat line for
both passenger and freight service. The
passenger Service will consist of large
power boat which will meet all trains at
the dam and land passengers at VIII
mington. The boat will be large and
comfortable. and the service will be
practically ms quick as the present serv-
ice by train. Freight cars will be car
rlCd between the dam ana W limlngloh Oh
n fatboat of the same type that now
carries cars around New York city. and
both passenger and freight service will
have the same rates as if the railroad
were continued to Wilmington. The in
stallation of this boat service will cost
about 100000 and result in n saving of
Mt least S200.0O0 over the cost of relo-
eating the railroad. and the Power Co.
proposes to divide this saving with Will
mington. giving the town 100000 in
cash.
The only objection to the plan is that
during the winter season of four months
the boat service will have to be discon
tinued. and the train service will extend
only to Nottingham.
An analysis of the freight business
Of Wilmington shows that about H.
freight cars come in and about 81 cars
80 ont each year. The incoming freight
is represented as follows: