The Indianapolis sentinel. [volume] (Indianapolis, Ind.) 1880-1904, 1885-01-28

"
Irg to the recent reduction in rates.
Edward 3. Springer, of this city, has in
vented continuous rail for crossings and
frogs, which has been examined by num-
Der OF prominent railroad men, all of whom
express themselves as being of the belief
that 1t will prove grand success.
The various railway magazines have let
up on the fast freight lines temporarily. and
are bringing out lengthy editorials on the
evils OF the system OF paying rebate. This
is the FIST time they hsve given Us a rest in
many months, said fast freight line agent
in conversation with q porter OF the Ssn;i
mel, yesterday afternoon But ne con-
til Htc, they can howl 40 ut the fast ffsi ght
jrts ss much ss they please. All OF their
tai will do no e Cd The fast freight lines
or railway leeches, Is they are wont 10 cali
them, Will thrive Just the same.
The snow storm which prevailed ali day
yesterday had a demoralizing effect on the
"a lroads, trains being off on all lines, while
several were abandoned. The l., B. and W.
has given notice that no perishable freights
vii be received, and other roads will no
doubt do likewise if the storm continues. a
railroad msn said yesterday that railroad
ousin ess had not been so seriously affected
by Indictment weather in years, and il the
long exps cted breakup did not come very
shortly the various companies would lose
hur dreds of dollars by broken rails etc.
There is no doubt but that the sale of the
T., @. and st. L. will take place early in the
spring, and the leading question is, into
whose hands will it fail? This is o question
not easily answered. but il is safe to say that
the st. Louis Division will be secured by the
L g. and W. folks. This division comprises
some 200 miles, and there Is no DENYING the
fact that President Corbin, OF the Indiana,
Bloomington and Western. has had his eye
on it for some time past. Several other par
ties ere after this portion OF the bankrupt
nsuow-e auge, but none OF them stand as
good chance as Mr.. Corbin. 1t will require
several thousands TO convert the road to a
standard gauge, but the l b. and W. people
en- afford to do this, for it will give them a
short lire to st. Louis. Persons who at one
time referred to the B. and w. as Jerk
water" read, are beginning to realize that it
is destined 70 become one of the most i'm
portrait systems in the country.
1.-THE Vanderbilt interest must COW have
a realizing sense of the disastrous effect of
the multiplication of Trunk Lines" says
the Railroad Gazette in speaking of the RI.
mored sale of the South Pennsylvania to
the Pennsy lyania Company. 1t bought the
Nickel Plate, and then had to take from its
old lines nearly all of the business 1t gets.
1t would not be pleasant to have to take an
other slice of business from the New York
Central to give it to the Sourh Pennsylvania
yet this probably would have to be done
If the South Pennsylvania were to
get any through traffic. and
Central than from any other road-even
the Pennsylvania-because the only feeders
OF the South Pennsylvania west Of Pittsburg
would be the western Vanderbilt roads
Doubtless very considerable traffic to and
from Pitts burg and the coke regions might
be diverted from the Pennsylvania, but this
is not through traffic. IL this aud the other
locs business will support the road, the
Pennsylvania can make more out of il than
any one eise; and II il were II take it's time
to complete IL, il would utilize successive
sections as fast SIS they were completed by
connecting them with IFS branches from ne
north, which the independent company
could not do.
THE NEw YORK RAILROAD COMMISSIONERS.
In commenting upon their report last
week we we're able only TO allude very
briefly to that part OF il which recommends
that roads be required to put low ratings
along the edges OF freight car roofs, as
means of saving brakemen who may slip or
fall. As we have said before, we think that
de finite legis alton of this kind, prescribing
spec ial devices, Is mischievous ana imp)l
tito; it would only be unsuitable at all wheD
it was very certain that the best mode of &C
complshing the desired result had been de.
termin ed; and in this matter we feel very
sure that the recommendation of the com.
missioners is not the best that could have
been made.
For it is more than doubtful whether such
railing IS the commissioners recommend
would practically DE of benefit If il were
applied to all cars; when it has bsen dis
cussed by practical men, there have been
perhaps as maoy opinions adverse TO 1t.
adoption as in favor OF it. Their are many
who would prefer q railing along one side of
the running board of the car-as calculated
TO prevent the brakeman from falling or Slid
ing, instead of catching after ne ha,
fallen. A very large part of the cars
which traverse the State OF New Y 0rk are
owned in other States, and are subject
10 other Legislatures, which may adopt the
view that the central railing is the most de
sirable, or that either railing would be OBJ
iectionable. This diversity OF opinion amone
Legislatures. when they BERN to direct as to
6etsils, is illustrated by the legislation in
different States as to the appliances to be
carried upon passenger trains as precau-
ton against the imprisonment of passengers
by accident. One State specifies a sledge
and ire'buckets; another a saw aud axes
and so Oh.