Year: 1873

its receipts for the last year with
those of the Seaboard from the same source,
we find them three times as great. My
colleague has given the precise figures to the
committees; only state the general results.
Now, here Ia gentleman having the direc-
ton of two roads, one with capacity for
lreights and passengers, and the other for
passengers alone, who has so managed them
that the Fredericksburg road receives from
subject OF transportation common to both
an income three times greater than the other.
DO you, gentlemen of the committee, require
any stronger proof Of the


UTTER FALslTY OF THE CHARGE


than this fac12 It must be observed also
that these two roads, so far as the carrying
OF passengers is concerned, stand upon the
footing of almost complete equality. The
difference in time from WeldonEto Baltimore
between the two routes is very little, proba-
bly, not exceeding two hours as an average.
1t would perhaps puzzle an actuary in rail-
road computation to determine which of the
two roads had the advantage in passenger
travel. Yet, in spite of this, we have the
proofs before us that since the war the re-
ceipts from passengers on the Fredericks-
burg road have increased one hundred per
cent, and that now the receipts from that
source exceed those of the Seaboard
route in the proportion Of three to
one. desire that the committee
should lay these two facts alongside of Mr.
Lyons charge. How have these results
been accomplished? Simply by preventing
ruinous competition-by not doing 1olidt Mr.
erng the rates on the Seaboard route to the
IF rY,ia ba No 4
less injury to the outer than to the inner
line, the President of the Fredericksburg
road, with the concurrence Of the President
of the Seahoard line, secured the passage Of
IN act in 1866 which enabled the last-named
route to increase its rates Of passenger travel
to the amount charged by the inland line.
1t required an enabling act to accomplish
that The rates of the two routes were I'm
this way respectively equalized. If this had
not becn done, the lower rates on the Seaboard
route, which before that time had been
fixed by law, would have diverted travel
from the inland line. Was this action on the
part of the Fredericksburg road an sob
struction to the Petersburg road? OF
course that road, being part of the inner
line. rcaped its advantage.


But, Mr.. Chairman, l must hurry on.


Even if the transportation of heavy trcightS
over an inland line was feasible against the
competition of the Seaboard and City Point
routes, the managers of the Petersburg road
ought not to be entrusted with its control or
its working. l think l have already fully
shown that such route can never he prac-
ticable one for heavy frcghts, but if am
mistaken we have had disclosure enough Of
the


METHODS AND DEVICES PRACTICED By THE Pc


TERsBuRG ROAD


to satisfy anybody that its managers ought
not to control through inland line.


have no personal mputations to make on
anybody. Sometimes we are required to do
so, and whenever that is the case, the duty
is both painful and diSagreeabIc. I shall
speak of public acts alone and of men in con-
nection with them. The managing agents
of the Petersburg road have admitted before
this committee that their policy is to get all
they can. The true duty OF railroad is to
serve the public i'll the way of transporta-
ton at fair and just rates. The benefit
flowing to the public from railroad
enterprises is better shown by the service
rendered in moving persons and things than
in enormous dividends, no matter how great
the number of stockholders. Now, if we are
to have a continuous inland line from Wei
don to the Potomac, owned By one corpora
ton. the franchise shonld not be given to
men who proclaim beforehand, and who
prove the truth of what they say by their
past history, that they will get all they can.
and make any charge. however unjust,
which the public, under pressure and con-
straint. will be compelled to pay to them.
That, believe, is the meaning Of getting all
you can-is it not:


Mr.. Lyon No, sir; we never cut open
the goose that lays the golden egg.


Judge Ould: You not only do what | have
charged, but other things equally rcprehen.
sible. il has been proved, | think to the
satisfaction ofthe committee, that these same
gentlemen


DISCRIMINATE AGAINST THE CITIES OF VIRGINIA.
Will the Legislature confer franchise,
which these persons say is to be used for the
purpose Of transporting produce, upon men
who, by their actious il not by their contcs-
sions, show that their policy is to discriminate
against the commerce of the State and to
confer privileges upon foreigners which are
not extended TO our own people? 1t is for
tunate for this Commonwealth that there are
railroad men within liable and distinguish
ed in their Professionalism believe that the
cities of Virginia are justly entitled to us
many privileges as may bc conferred on for
eisn municipalities, and who lave adopted 4
policy and rates in accordance with that be-
lief. All honor to General Malone and John
Nj. Robinson for holding on to ut least this
much in the interests Of impoverished
Virginia. The cities of Virginia have
the right to demand of those who have
been clothed with the public trust of car
rierS, by the representatives Of the people,
that their natural advantage OF geographical
position shall not be counter0cied by roitUdd
tariffs. The idea seems to prevail in these
later days, when railroad corporations are
bringing Judges and Legislatures to the
dust of subServient baseness, that railroad
companies are not public servants, and not
ameuable to the public law. Never was there
a greater heresy-never delusion more per-
nicious. The lawmaking power OF this
State can prohibit unjust discrimination
against its people, and, if necessary to
secure the end, can open the doors of
the pcnitcntary to recusant railroad
managers. l believe that for some who
have come into the State, or propose 20
do SO, this is the only etlectual remedy.
Railroad corporations are public agents and
servants. In the language ofthe books, they
arc under the law OF public scryitude, and
except where the State has surrendered the
right by formal contract, or an agreement
based upon consideration. the Legislature
has as much right to interfere as it has to
control the Auditor or the Board of Public
Works. If railroad companies will establish
rates the operation and effect of which are to
countcract the natural advantages of our
cities and towns-if chartered road should
charge as much to the city at its terminus as
it does to northern merchant for greater
and larger service