The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1883-02-19

and the gross earnings were 81 500 126, which
was gain of $60,6ll, or about per cent. over
the previous year. The company had, however,
six more locomotives charged TO expenses and
247 more freight ears, that the transporta-
ton expenses were act Increased and an Increase
of $50, 900 in the cost of motive power was
more than offset by falling off of $217,939 in
the maintenance of way account. TINS the op-
Grating expenses were reduced TO S1,1S7, 563, or
SlS9, $50 over 1881, lea wing the net earnings at
$4OS, 566, against $lSS.574 The surplus OF the
company has therefore steadily increased since
1t first had one i'll 1889, ana the deficit to the
lessoes was only $7O,272, against 1921 ,050 for
the previous year. As there has been no change
In the capital account for the past four years
there is little doubF that the road can be opera
ted with sufficient economy to return surplus
to the lessee well as the company during the
present year"
HARMoNizfNG OF INTERESTS DESIRABLE.
The troubles between the roads centering here
are increasing in bitterness, and it is quite evil
dent that unless matters are harmonized
there will be two passen ger depots at Indianapo-
lis within the next year, Railroad men who
have been residents of Indianapolis for years,
and business men as well, express the opinion
that a dissolution of interests of this character
would be a public calamity. Indianapolis has
become noted for the large number of roads
whose trains run into the same depot. Business
houses and manufacturing establishments have
been built within a short distance of the Union
Depot, and the erection of second union depot
ia looked upon with disfavor. The
Union Railway Company has very valuable
franchise, yet it is not so valuable that price
cannot be put upon 1t, and should any leasing
line choose to pay its proportion OF said vaua-
t1on to become member of the Union Railway
Company, it should have the right SO to do. What
is now needed is that the interests, which are to
great extent mutual. should he harmonzed, and
were the matter left with ex-railroad men, of the
the character of David Macy, Thomas Morris ana
Colonel NJ. A. Downing, they soon would hit
upon plan which all roads centeriug mere could
hoQorably agree to.
RESULTS WILL BE WATCHED WITH INTEREST.
The New York, New Haven G. Hartford is
obliged to bring its trains to a standstill at
thirteen draw bridges between New York and
Hartford, by which their express trains lose
fully thirty minutes time. For thirty years
since the Norwalk disaster, in which forty seven
lives were lost, this rule of stopping at draw
bridges has been in force. Now, by consent of
the commissioners of Connecticut, the company
testing an electrical apparatus which will
obyiate their stopping at drawbridges. The de-
vice is placed one mile and o half from the
bridge, on either side of il. There are attached
to the side of the rails little buttons which each
train operates in passing. When these buttons
are pressed they to ringing a bell in each of
the drawtenders shanties ON the bridge and
thus give warning of the approach of the train
Not only this, but they tlock" the draw, so that
1t could not be swung of if the operator tried.
a strong current of electricity is thrown upon
the first of the levers which operate the draw,
and makes it toohot for any Que 10 handle until
after the train has passed
From the shanties the bridge run net
work or wires, chains and RODS by which the
signals are moved The furthest signal is $500
feet from the draw. Near the top of a pole about
| the hight of telegraph-pOle is cross section
painted green. The wires connected with this,
Sad controlled by the lever in the hands of the
man on the draw, turn tins signal so that 1t
stands out at right angles with the pole WHEN
tn draw is open. Eight hundred feet from the
draw Is the switch of the siding, which termin-
ates in bed of sand Before the draw Is opened
! th1s switch must be opened so that if the first
signal Is not properly displayed, the second one,
/ switch
through bed OF sand soft dirt might unp pleas
antly jar passengers, but would cause, it is
claimed, no serious results. 1t will cost some
*4 600 to put the apparatus in working order at
each bridge.
FREIGHT BUSINESS.
The train records show that on roads where
there was no trouble from high waters, they in
creased in business handsomely over that of the
week ending Feb. 10, and freight men express
the opinion that with good weather and tracks
in good order traffic will be heavy. The steady
| advance in prices is increasing shipments of
grain to the seaboard, and there is con siderable
-four and provisions going forward, mostly for
EXPORT The west-bound tonnage is surprising
ly heavy for February, the shipments being
largely merchandise. North and south roads as
we'll, when in shape to do business, will do bet
ter than for some weeks past lumber begius
TO come forward. Local traffic is light and will
be until country roads are i'll better condition
| to travel over, People cannot reach
stations. Below is given the number or
| cars received and forwarded al this point in
the week ending Feb. II, at IL NJ, as compared
with that OF the week proceeding:
Name of Road lFeb1O Feb. III Inc Dec
| - - - -
1. d v............ 3l6 297 49,. 10