The Brattleboro daily reformer. (Brattleboro, Vt.) 1913-1955, 1922-07-29

1t will be noted that the deficit for
the above three years averages over
$4,000 per year. The year 1920 was,
however, very abnormal year because
of the very extraordinarily high price of
coal; and / think it fair to assume that
the actual average deficit of the railroad
VIII be not far from $4,000 per year.
rms Is without any allowance for bond
interest or dividends on stock.
The month of May, 1922, may be con
Sldered a 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
lngham station. The income of the rail
road waI approximately $4,000; but
Sl.500 of this earning came from the
Nottingham station and was contribu-
ted by the New England Power Co. If
this income IS subtracted, it leaves the
income of the road from other sources
approximately $500 with an operating
expense of practically $4,000, or a de
felt for the month of over $4,000 After
allowing for certain economies which
may be effected the net deficit for the
month without Power company freight
would still be over So, 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. 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.
If, after full consideration, the peo-
pie of Wilmington desire the Power Co.
to relocate the railroad at an approx
mate expense of $2j0,000, the company
viii cheerfully do so; but it is our be
lief that such an expenditure is waste
full and viii serve no good purpose. It is
further our belief that there is an alter
native plan which will give the people
I Of Wilmington 100000 in cash and an
assurance of continued railroad service.
The Power Go. 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 viii consist of a large
power boat which will meet all trains at
the dam and land passengers at Will
mington. The boat will be large and
comfortable, and the service viii be
practically as uuick as the present serv-
ice by train. Freight cars will be car
ried between the dam and Wilmington on
n flatboat 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
staIlation of this boat service viii cost
about $4,000 and result in a saving of
at least 100000 over the cost of relo-
eating the railroad. and the Power Co.
proposes to divide this saving with Viii
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 10 Nottingham.
An analysis of the freight business
Of Wilmington shows that about 142
freight cars come in and about 50 cars
go out each year. The incoming freight
is rnrrnsnntnL as fnllnws.