The Dallas daily herald. [volume] (Dallas, Tex.) 1873-1887, 1884-01-11
RAILWAY ITEMS.

Mr.. Austin eDn drew his check on
Christmas day for S5 500 TO pay for train
| load OF Of turkeys, which were distributed
as presents, one to each employe Of the
Long Island railroad. Wreaths and ies-
toons and garlands OF evergreens and holly
were Enthusiastically strung around the
smoke.stack, the hand-rails, the beli-stand.
ard and the cab. On the ssnd.box an enor-
nous turkey gobler, said to weigh twenty
nipe pounds, was perched, with head aud
ian erect. HIS beard hung low in front,
and the pose Of the wings made tbe spaCtn.
tators half expect him TO goObic bis ipoig.
nation at his unusual Surroundings. Be-
hind the engine WAS a big baggage car with
merry Christmas" painted in big letters
on white banner. Back Of that were a
buffet and parlor car. James II. Rosen'
berg, Samuel Dorset. Charles Salt AID a
o. Woods stood in the doors of the baggage
car in charge Of two cords OF turkeys, stack.
ed on broad tables within. The train halt
Cd at Sag Harbor and at Greenport, where
the presents were delivered.
The report that the Illinois Central aud
Burlington roads intended 10 build jointly
line from Dubuque TO St. Paul IS gen
orally believed to De founded upon fact.
There seems little likelihood of the rail-
road projected from Cornwall, Ontario, TO
the Ste. Sault Marie, to join the Northern
Pacific, being constructed. Bonds have
road has not yet even been surveyed, II
would be interesting to know Wh4t they
have to bond, unless 1t is the parchment
upon which the charter is written.
Il. N. Reed, vice-president OF the New
York, New Haven IL Hartford road, says
that the appointment OF a receiver OF the
New York & Now England railroad WAS
none of their work. They had no interest
in the road; did not own collars worth OF
stock; did not know what course would be
taken now that the receiver WIS appointed;
did not know who was at the bottom OF the
matter-we certainly are not; did not know
how long the road will remain in the hands
OF receiver.
The New York and New England rail-
road has for the second time in its his
tory gone into the hands OF its receiver. IL
is interesting at this day to rscur to one OF
the objects advanced at that time to
boom" this illstarfed enterprise. The
capitalization and debt of the road which
then extended 10 Waterbury, WAS only $2l,'
sou, 600, or about $4,000 900 less than
now, and in tho opinion Of Palmer and his
associates, for Sc 0O0, 900 more there was to
be "a complete road to the Hudson river"
The year 1850 marked an era in railroad
management not only in this country, but
ia the world, for in that year IL wss success.
fully demonstrated, that trains need
not be run blindly from station to station,
but that the telegraph could he made the
means OF directipg them on their way. Up
to that time IL was tbe rule OF trains going
west on the Erie to run to regular stopping
places, where they took the switch until the
train running against them" from the
west should pass and vice versa - locality
made necessary. The train in the switch
could not go on until the opposite train
pissed, and consequently delays OF hours'
duration were common. One day, in 1850,
when Charles Minot was tupsrintendsnt OF
IT,. rad, q passenger train fiom New YorE
reached Turner'S station, whore 1t was to
, v:ii 70 Tor arrive ri e'' Il DID
not arrive on its time. Superintendent Mi
not was on the train. He tslegraphed TO
Port Jervis and learned that the train had
not reached that place yet. Then the Idea
struck him that he could ran both OF the
trains by the telssrseh. and ave hours VI
delay TO the wesi-bounc train He tale.
the east bound train when II arrived there
until he heard from The superintendent.
The latter then told the engineer Of bis
train to 20 ahead that they would run on
telegraph signals, The engineer refused TO
take the risk. Superintendent Mipot or
dered the engineer of the engine and erasp.
cd the lever himself. He ran the train tel
egraphlng orders ahead at each station.
The esst. bound train resched Port Jeryis
and ives run 10 Otiev u %, twelve miles ess.-
ward, while the west-bound train was max
ing 10 wsv westward al the same
lime on teieg .aphie signals. At Otisville
the essi-bound Train took the switch nnd
the o,ber train passed it.rescning Port Jer-
Wis on time. This was the eud of the oil
sys'em Of running trains, and was the
crisis photographic siensls In running rail-
road trains.
Bob Burdetis says the only occasion upon
which railroad trains In the United SIstes
are known to sttsin Q speed of eisbty-hve
miles IN hour IL when you sweep IN sight