The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1885-03-03
Railroading Economy Science.

Every day makes it more apparent that rail-
road economy is a science To substantiate such
a statement the operation of the Pennsylvania
system of roads is an apt illustration. The
Pittsburg Despatch publishes statement which
shows that to-day the Pennsylvania Railway
hauls freight at less than cent ton per mile.
This involves loaded trains both ways and the
locomotives in constant use. A well-distributed
as well as heavy traffic is necessary for the
successful practice Of economy. The loading,
unloading and repeated handling of local freight
makes the cost of transportation greater than the
above rate; but now this work is mostly done by
machinery where it was formerly done by hand.
In the handling of trains there is also great
saving over the earlier years of the railroad era,
twenty five years ago. The improved brakes,
couplings and other attachments OF the
engines and cars have dispensed with
numbers of men before required. In 1850 it
cost e. cents per hundred bushels, or 81
cents per bushel to transport the farm products
of the West from Chicago to New York This
amounted to $l3 a ton 1t now costs
about s. q ton to transport the same products
that distance difference of So in a quarter of
century. The amount moved last year was 15,-
900, 900 TONS at cost of $50 000, 600 At the old
rates the cost would have been $135, 600, 600.
The difference, $40, 000 600, was the money saved
to the producer and consumer, or the country in
general. To make this immense reduction of ex-
penses it has required the most careful operation
of the lines and the very strictest economy, on
Ebusiness principles. Yet these rates are from
time to time cut runously and the loss must be
made up in some way. Labor-savng machinery
and valuable Improvements, together with ad-
xanced and thoroughly systematlzed methods OF
operating railroads. have enabled these reduc-
lions to be made and the future will see much
greater ones.
Traan Service Between Boston and New York.
The best train service in this country is said to
be between New York and Boston, and the heavy
4hEcugh travel and large local travel between
4he cities on the respective routes justifes the
roads in maintaining such excellent service.
The number of passengers daily each way between
Boston and New York by all routes averages
not less than 1000 In summer it is more, in
zvinter less, though after all not materially So
say from 500 to 900 The bulk of the rail move
l1nent is by nine trains-four of them on the
Springfield line, three On the Shore line and
two on the Air line The first two of
the routes just named are the
Oldest best known and popular ones
The Boston 81 Albany roads express ira ms av-
erage from so 20 20 through passengers, and the
Boston & Providence roads as many The
Stonington boat line even in winter, carries
some IS daily passengers, and the Fall River
line much larger number. The estimate of
$50 passengers by the nine or ten principal
Through trains and the three Sound lines yields
an average of 40 passengers per train and boat.
and this number is pronounced within bounds
byIthe chief executive officer of one of the Bos
ton roads engaged successfully in the business
The daily movement is increasing annually. It's
magnitude was suggested by the Boston & AL
lhany company. when, some five years ago, it
made a complete separation of its New York
from its Albany trains.
Ask for Foreclosure Sale of the Road.
Philip Henry Brown, of Portland Me-, and
John Patton of New York. have filed a bill in
the United States Circuit Court against the To
Hedo. Peoria & Western railroad. the Wabash,
ST Louis & Pacific Railway Company and its
receivers, the Central Trust Company, Of New
EoriS. the Peoria g. Pckin Union Railroad Com
pany. the 81. Louis. Iron Mountain & Southern
Eeailway Company, Robert c. Martin Archibald
Hopkins, and others, for foreclosure. The
railroad was leased to the Wabash, ST Louis s.
PscSac company for ferty nine years. six months