The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1883-03-09

March l, 1888, there had been constructed
this year 800 miles of road; ASP the first Two
months of 1882, and 90 in 1881.
General Manager I. J. Potter, of the Chicago.
Burlington & Quincy railroad denies the reports
that have gained currency of late, that the earn
1ngs OF the company are steadily decreasing On
the other hand, business is, he asserts, excellent
and rapidly improving.
With the coming of spring weather reports
snow that new railroad construction is to be
pushed vigorously in the Northwest, while in
the southwest there has been no halt this win
ter. 1t is stated that the three Pacific Iines-the
Central. the Northern and the Canadian-will
have $4,000 men at work by April
Ths National Association OF General Passenger
and Ticket Agents will hold a special meeting mt
the National Railway Club Rooms, No 46 Bond
street, New York, beginning Thursday March
10, at IL A. NJ. This meeting is called by request
70 take the place of the regular spring meeting
which was appointed for March 20, at Jackson
vile, Fla. The general time convention will
hold its spring meeting at the Lindell House in
s6t- Louis, April l.
A conductor of "a Pullman sleepngcar resigned
Ais position few days ago and drew out of the
cOmpany's treasury 1878. So One hundred dol
lars of this amount the original deposit he
han made when he entered the service, as re-
qulred, and the balance was the accrued inter
est. lie bad been with the company over ten
years. Yet when he asked for a letter stating
that he had been faithful and honest in the sery
9ce the hightoned official refused to grant it.
There has been so much blowing as regards the
roads that the Railroad Gazette suggests thai
American railroads would willingly bear the ex-
pense of bringing here an English locomotive If
any person would inaugurate the movement
Such movement would assume the anpearanre
at least of a good investments: q crucial test of
what American engineers have claimed to be the
pecuariti5s of our system of operation as well
ias q test of the comparative economy and dura-
bility of the English machine under American
conditions of track, load and distance.
SHY OF Vanderbilt.
Business men of Boston are not specially aux
ious that Vanderbilt should get hold OF the
HoOsae Tunnel line. New England roads have
been kept free from the clutches of the railroad
kings up to the present time, and there is de-
sire shown TO continue this state of affairs. The
Massachusetts railroad system is perhaps the
most complete i'll the country, 1t is not CON
trolled by any great trunk lines. 1t has 2,77S
mills or road, which comprise over 4, 500 miles
OF track, and these belong to thirty seven differ
9nt corporations
NOW A TRUNK LINE
Certain newspapers still publishing arti-
Giles slurriEg the Erie road and its management
basing their remarks on the past history of the
road and the frequency with which it has gone
back on agreements, aud predict that the New
York, Pennsylvania & Ohio agreement will be
of short duration. The writers of these'artic
certainly do not comprehend the situation. The
Erie has until the present time labOred under
ireat disadvantages. IL had no Western ter