The Salt Lake herald. [volume] (Salt Lake City [Utah]) 1870-1909, 1884-04-27

the time to five standards which are
named and divided as follows.
Intercol0uial 600 west of Greenwich.
Easta n 75o 80 C
Central SOC 1" g ~
Mountain 1862 +"
Pacific 1909 Is Sc g
Mountain time which ia to be
adopted by the roads running north.
south and east of Ogden, extends east
to north Platte on the Union Pacific
and to the Kansas line on the Atchi-
son, Topeka & Santa Fe. Pacific time
which will PROBABLY go into effect on
the Central Pacific extends west from
tOgden to San francisco. At present
there is difference of two hours and
tWenty-eight minutes between Wash
ington and Salt Lake time, but By the
Establishment of s'mountain" time
here it will be reduced to two hours.
By act OF Congress, approved March
IS, 1854, the time of the seventy.
fifth meridian has been established
as the legal standard in the District
of Columbia, and since the new
standards are used exclusively in all
publications of the Postofice Depart
ment for all sections of the country,
the recognition of standard time by
the general government may be con.
sidered complete. To Cincinnati
more than any other city, the estab-
lishment of this new system is a diff
Guilty, but since Buffalo, n. Y, Port
land, Me-, and Charleston, s. O.,
have changed their time about as
much as would be necessary for Gin
cinnati, and their citizens having
experienced no inconvenience there.
from there is little doabt but that
Cincinnati will soon wheel into line.
That this system will very soon be-
cJme universal there ia no doubt and
perhaps there will be no better oppor-
tunity for Salt Lake to adopt it than
next Thursday when it goes into
effect on the railroads. If you want
to carry railroad time after the first,
set your watch .ahead twenty eight
minutes.
NARROW GAUGE.
The Railroad Gazette, in it's last
number has an interesting article on
the folly Of the narrow gauge theory
of railroads showing some radical
mistakes in adopting the system and
concludes as follows: 1.-The essential
fallacy OF the whole narroW>gauge
theory is also evident in this, which
cannot be successfully denied: If
any line could furnish an excuse for
choosing narrow-gauge it was the
Denver & Rio Grsnde, with its diff
cult country to traverse and its COM
parative isolation. Yet. now that
the Denver & Rio Grarde is COM
plete; there is nothing whatever to
prevent its throwing out its present
rails, on its present tiss, to standard
gauge, retaining the same alignment
and r0sd-bed, and working It's lines
with identically similar locomotives,
OF equal weight and cost per ton, and |
with not only equal but greater
5smootnness. safety, and economy. A
h,tle longer ties would be better, bat |
'ney are no more essential for the |
standard gauge than for the narrow.
anu ana the experience Of this road |
SHOWS the disadvantage Of exceptions
=, gauge sven on what is an almost |
~ lJo aa.ea system, With but two points
~, y. connection to the east and che to |
t t6s ' west Already the Oldest part of
h n1 1.e: rom Denver to Paeblo, las
n nsa third rails laid for standard
S Sz a.,'. track, that it might b. UTILIZED |
s Iy one eastern connection. and ~'- now
La 9 s connection has 6ee anu made n
win the Central Pacific On T90 a. m raa9
1t Il Wonld be of great adyan NJ Jus oo mIS
!ne transoontinental traffic - co oa
RED n II through cars from Che; 10 o" r.
SLEEPING CAR RATES.
1t Is a common thing to bsar -,
al public complain Of the we
,,3;o oag toc sleeping car aecomn1 l%;eS
. .lons IN America, clsiminr tbnu Va d.
'O' nigh and using European co" ore