Frostburg mining journal., 1883-05-26

dreamed of in connection with other
roads. Thus it becomes to many
matter of personal qualification that
the oil fsvorite Daisy train still shove
her dainty heels to would,le rivals to
the troubling time of seven hours TO
Washington, and corresponding &C.
tivity to all Eastern cities or, in
ether words, this matchess tain
making the fastest long run known
for years. leaves st. Louis in the
morning. Cincinnati in the evening,
and reaches Washington next day foi
dinner, a whole meal ahead Of all
other trains-the others not putting
in an appearance until supF er.time.
To Baltimore the time saved is over
four hours, and Philadelphia and
New York are reached in time for
supper. The corresponding train
from the East to thu West should alfo
have an appropriate name, and if the
one IS Il Daisy the other is a Darling,
sure enough. Leaving New York at
seven in the evening. and passing
through Philadelphia, B,ltimore and
Washington en- route, Cincinnati is
reached early the next evening in
ample time for the connection South
and Southwest. On the old schedule
the time was some two hours longer,
and that much later getting into Gin
cinnsti. A similar change in the cr.
der Of things is gained at st. Louis,
as the train, with its through sleeper
from New York, reaches the Future
Great" early the second morning, in
an abundance of time to make all the
connections for the West and South,
and which connections are made in
Union Depot, wherein all the through
trains of the B. & 0. run. They pass
from Paikersburg to Cincinnati over
the old Marietta and Cincinnati line,
now greatly improved in every way,
and known to the world as the Gin
cinDaii, Washington and Baltimore
railroad. 1t is a model road in all it's
details, and managed right up to the
mark. From Cincinnati to St. Louis
the B. & o. trains pass over the noted
WesteI short line, the Ohio and Mis-
sissippi. VIII a trt ck as solid as the
Rock of Gibraltar and a motive pow
er celebrated throughout railway cir
cles for its remarkable efficiency, the
O. & M. has set the pegs very high for
rival lines in the way Of fast time.
The beauty Of it is hat the road is SO
smooth and The line 20 level that tho
passenger fairly flies without recog-
pizing he is going at hardly anything
more that rather lively jog.
With lis direct interchsnging lines,
such patterns of railway management
is TO puzzle to account ter the super
lority OF the B & o over all other
through routes between New York,
Philadelphia, Baltimore and Wash
lngton and Cincinnati and st. Louis.
While occupying an incc mParable
position as regards the cities named,
the B. & 0. enjoys equal distinction
as a Chicago line, it owning, controll-
ing and operating every foo: of the
route from the Atlantic to Lake
Michigan ard Lake Erie. 1t IS the
only line running its trains through
from New York to Chicago and from
Chicago to New York with absolutely
no change Of cars whatever, and it
was the B g. o that ORIGINATED the
term solid" trains and inaugurated
the system. How successful it has
proved is indicated by the imitators.
1.-The Chicago Solid, as this train has
become known, has recently had ad'
ded a superb new dining car, which
in roomy appointments and novelties
in the way of tables. seats, &C., is
unqnestlonably the swell dinner of
the period. Like the new and mag
ni6cent sleerers, the DINING halls on
the line and everything else pertain
ing to the road, the one company
owns and manages its own dining'car
line; consequently there are no out
side corporations to live upon passen-
gers, ard the latter deal in every
single instance with the B. & 0. The
oldest passenger railway in the world,
the B. & o. can show record for
speed, for safety, for prompt employ
ment of every new feature, and for
satisfying the public wholly unparal.
leled. In the language of an enthus-
iastic Western admirer, "It is the loss
road, and don't you forget it T.