The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1886-05-20
AFFAIRS OF THE RAILWAYS.
Personal and Local.

Aine, Is in the city on official business.
G. E. Lambert general Western passenger
agent OF the West Shore, and William CALDWELL
travelling passenger agent. are In the city taking
.ssoundings."
John Evan, superintendent Of the Indianapo-
lis division of the Bee.lne, and Walter Nichols,
district passenger agent, who have been OIL on
ton days health-seeking trip are expected home
this evening
The Indianapolis Rolling mill Company are in
good shape financially to begin operations, .ney
owning the valuable property free OF incum-
brance, owe no floating debt, and have over SlU0
OUO IN their treasury.
A. H. Snider, formerly general freight agent
OF the Toledo, Cincinnati 81 St Louis, has been
elected by the trustees as freight agent OF the
Buffalo Merchants Exchange The salary Is
~. 900 year and expenses.
General Agent Lucas. of the Red line, head
Quarters Toledo, was In the city yesterday pros
poeting for business, of which there is hardly a
1himble-full for the fast-freght lines which
1egitmately do business out of here
W. c. Hobbs assistant general freight agent of
3he c., l., st. l.. & c.. was in the city yesterday.
Ir. Hobbs has travelled quite extensively of late,
and states that he never saw the prospects more
favorable for an immense wheat oats and hay
crop than this year
The Guaranteed Ticket Brokers' Association
of the United States has been in session couple
OF days at Chicago. There are about fifty dele
gates in attendance from various States and
Canada. The sessions are held with closed DOORS
matters OF private nature being up for censid-
Brztion.
At the annual meeting of the Chicago, Burling-
directors were elected: John r. Forbes, Charles
- Paine. Edward Bangs, Francis Whunnel,
Peter Geddes, Sidney Bartlett, Jno. L. Gardner,
Il jefferson Coolidge, Jno. n. A. Griswold, Writ
Dexter and Charles X. Perkins
The freight department of the Pennsylvania
1.slw na1 boo ~ vat suaHa
1ifcation from the Baltimore & Ohio railroad of
the Iatters intention to withdraw its freight traf
&c from the Pennsylvania line to New York, nor
has any fault been found thus far by the Balti
more 81 Ohio with its present arrangement
Tie stock and bondholders Of the Frankfort
Skate-line, which was division of the Toledo,
Cincinnati & ST. Louis, have brought suit to set
aside the sale of this portion of the road, which
was included in the foreclosure sale of the T., 9.
Is St l.. There seems to be no end to the liti-
CATION that the purchasers of the road find
Bpringing up on all sides
Neither the Wabash people nor any other party
which may in the future control the Indian
npolis, Peru 81 Chicago road need
peet good results from operating it until they
abandon the idea of making it anything else
than local road, aud locate the general Offices
Df 1t at Indianapolis. 1t cannot be operated sue
sessfully at arms length. It must be run from
Indianapolis, not st. Louis or Toledo.
The United States Express Company yesterday
received it first New York freight over the Lacka-
wanna road. 1t arrived on as good time as has
freight when brought over the Erie and still
better time is promised when matters get in
good working order BY working over the
1saekawanna this company touches number of
important points, and will establish some twenty
more offices than it had when working over
4he Erie
The agent of the Lackawanna line in this sec
ton stands an excellent chance of being brought
to with short turn by the trunk line executive
committee. Even when ne cuts the lumber rate
but onehaf cent per 100 pounds he makes q
mistake when he makes such an offer in black
nnd white, other line agents are sure to have
such reckless business placed before them by the
shippers who are anxious to get some evidence
that any line is yielding in rates.
Sir Henry Tyler. president of the Grand
Trunk road is quoted as saying at recent
meeting of the stockholders that the Grand
Trunk now excellent terms with the
New York Central interest, and their relations
with the West Shore. with which they were ex-
changing great deal of traffic, are as good as
they can be, now that it is in the hands of the
New York Central railway. They had nothing,
therefore, to regret in the New York Central
having swallowed the West Shore railway"
Why the United States Express Withdrew
from the Erie.
AS the withdrawal of the United States Ex-
press Company from the Erie system creates
come matter of interest, and when understood
the express company will not be censured that
they did not continue to operate over the Erie
system of roads. In December, 1885, the N Y,
T. E. g. w. Railway Company made the following
proposition in writing to the United States Ex-
press Company, with view to execution of
new'contract: The express company to pay the
railway 30 cents per car per mile and loads not
20 exceed 1900 pounds. TO pay a percentage
of the earnings on through business, and SO per
cent OF the gross earnings upon the
local traffic. To charge fare for
all messengers while on duty and
10 charge half-fare for all other express officials
and employees when travelling on duty. The
railway company to have supervision of all rates,
and prohibiting ID. Fl. matter of any nature
whatever. The railway company to have inn
munity from all loss and damage and, while
sharing in the profits on money and valuables,
assuming no responsibility whatever. The ex-
press company to guarantee minimum of 81. 500
per diem for 365 days in the year-a total of
$657, 900. Upon the leased line-the New
York, Pennsylvania & Ohio-the require
ments were the same, with a fur
Their guarantee of 5000 per day, or total of
s2l9.0OO Under the contract just expired the
company paid DO per cent on locals, nothing on
valuables, and fixed rate ger 100 pounds upon
through matter. and the payments averaged
1881, 900 per annum, SO the above demand was an
increase OF 900 per year. On the N. Y, p.
Il O the basis was double first class freight rates
or 1872, with some special produce rates, under
which average payments were 1913 900 per annum
present demands would call for an increase of
$l26, cooper year, making gross increase upwards
OF 100000 There was no basis in past traffic
upon which to predicate earnings to meet such
payments. The old contracts were made when
express rates to principal points West were 81
per 100 lbs When the reduction of 1879 was
made to ST. the railway company made no
concession to the express company, and much
business had to be conducted at loss to meet
the competition of other companies. The differ
ence between the companies was so wide that it
was proposed to submit the matter to arbitration
The decision of the arbitrator was not satisfac-
tory to either party, and the United States com
pany transferred its business to the Lackawanna
road.