The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1883-01-18

I Ut.
back-pay claimants see no reason at the present
writing why all claims under $4,000 will not be
paid within thirty days.
HINTS WORTHY OF NOTICE.
Railroad men from abroad who visit Indian
apolis express surprise that the iron and hard
ware merchants of this city pay no more ntten-
ton to furnishing railway supplies, as important
n railroad center as It is. The matter was more
strongly impressed on the mind of n Journal re-
porter yesterday afternoon. in the Office of c. F.
Henderson, general manager of tho Indi-
ana, Bloomington & Western system,
who, with Purchasing Agent Norton, was
looking over December bills for rail-
road supplies furnished The general manager
asked the purchasing agent why lie did not Duy
more of his supplies here, as he came across
bill from an Indianapolis hardware store The
agent answered, ''Simply because can buy them
at lower figures in other cities" The general
manager then remarked "G want Won to talk with
the iron and hardware dealers here, ana give
them 10 understand that the l., b. e. w. company
Is anxious 10 buy their supplies here at head
quarters, so far rs possible, and urge them TO
make their prices so that we can afford TO DO so.
Ihere Is no reason why Indianapolis, Win its
great railroad facilities, should not sell railroad
supplies as cheap as Chicago, Cincinnati or st.
Louis"
RESULTS WATCHED WITH INTEREST.
Arrangements of several OF the mote important
Western roads are watching with interest the
workings of the switch signal system this week
and which is being tested to limited extent on
tue Bee Line. The test, however, on the Boston
& Albany, will do much to prove its yalue in the
prevention OF accidents. Tho central principle
which actuates the device is that of all signals and
switches "nterlocking," so that it is impossible
to give ''a clear signal Ii the switch for any
portion of that section of track Is wrongly set.
ANY switch for facing points, for instance, must
be and locked before the signal can be given
to let the train come upon it. II signal Is set to
let q train In on any given track no switch
be set to let another train upon the same track,
all the switches with their proper signals, he
ing connected and operated from the central
tower and each switch and signal being oper-
ated by It's proper lever. The levers
interOcked among themselves
that 1t is impossible to give a clear signal unless
all the switches on the route protected by that
signal are properly set and locked, aud when such
signal Is given, IL ia impossible to again move
the switches and locks in such route wi hOut first
resettng the controlling signal 10 danger. The
levers controlling conflicting signals conflict
ing combinations OF signals are also interi0eked,
that only one of these combinations can
be given at time. An ingenious arrau cement,
known "deteetOr bars" extending along the
switches, and operated by the " heel = mass
Ing locomotive or car, render it impossible for a
switchmun to change switch while a train is
passing over 1t, thus guarding against any "sllt-
ting" of trans "A switch, which has sometimes
been source of danger. The electrio-locking
apparatus also, which Ia used i'll connection with
the lever system, automatically locks the
that 1t is impossible for an operator Uo change a
switch or give an opposing tram u clear signal
while the first train is within the section. Mr..
Titden, one of the general agents for the 1nven-
ton. is now West, and is quite anxious TO intro
duce it on the Belt road and more of the Indian
apolis roads.
BECOMING MORE CAUTIOUS IN THEIR INVEST
MENTs.
A prominent railroad man, who closely watches
financial as well as the physical operations of
81
marked to Journal representative that he did
not think railroad construction was by any
means to come TO a standst!l in the year 1888.
There room for thousands of miles of rail-
ing yet, but there is room for building par
allel lines purely speculative roads like the
Nickel plate, or the building of Dads which the
business of the regions to be traYersed does not
Justify. He thought that the enormous increase
OF stock and bonded Indebtedness and the con-
strnction Of many parallel and unnecessary lines
within the mast two or three years were 0minOus
OF new disasters II halt is not called
Already. within few months, Two or
three new companies have defaulted
in a fair way to do likewise Railway building
aud railway h"ancierng must he conducted
with greater prudence this year than last, the
history OF disaster would repeat ITSELF. At the
present time there is great demand for rail-
road bonds and the better class of railway
shares, hut 1t was a favorable omen that capital
lists letting severely alone the inferior
bonds and stock which were being thrown upon
the market, There had heen extensive
amount OF new railroad bonds created within
the past two years, because the OrigluRtors of
the enterprises have resOrted To the eXpedient of
building the roads entirely upon the proceeds of
the sales of bonds. leaving the stock as profit.
In fact, many construction COMPANIES have been
formed, the cash outlay OF which has given
profit out of the original issue or bonds The
purchaser OF these securities consequently runs
all the risk of success while he cannot any
event get more than stipulated rate OF inter
eat. Although lie has th6 quasi security OF
mortgage, he may, il the road is a wild car, get
badly left; whereas In the purchase OF the shares
OF those railroads that have an established trade
the holder can feel satisfied That he will receive
not only an average incnne. hut that any extra
ordinary success will rebound to his credit by
an increased rate OF dividend