The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1886-09-18

and he is often referred to as authority when
questions of importance regarding transporta-
ton matters come up. Beside he is man of large
executive ability.
The Clevel and Leader of yesterday substan-
tiates the statement made in the Journal q day
or two ago to the effect that the Bee line was not
behind the newly projected road to Kansas City.
The Leader SAYS: president George l. Post of
the projected Missouri Central railway, was IN
Cleveland yesterday on his way TO st. Louis from
New York where he has been negotiating the
securities for his new line Mr.. Post Is enthusi
astic over his project, and expresses confidence
that it will be a success. great deal has been
said for a few days about the Bee-line in con-
nection with this enterprise. 1t has been claimed
that the Decline was back of the project and
furnishing the means OF construction. This.
however, is not the case. There is great deal
of interest manifested in the line by the Bee
line directors, and some weeks ago a pro rata
traffic contract was signed between the Bee-line
and the Missouri Central But beyond that the
Decline has taken official action in respect TO
the line. just how much stock the Vanderbilts
and other individual Decline owners have sub
scribed in the Missouri Central is not known, but
it is probable that they have given tine scheme
some individual, material support The line
once built will add very largely to Bee-line
traffic
British Railways Show Lessened Earnings
In London a work similar to that of Poor's
that during the year 1885 there was increase of
305 miles in the total extent of the railways open
in the United Kingdom, o. which 272 miles were
constructed in England and Wales The increase
il the total paid-up capital for the year 1855
amounted to Ella 1874, 900 sterling, of which about
1000 600 has been raised on account of English
railways. The increase of capital only repre-
sents an average of E47 100 per mile of line
constructed during the year; or, if we reckon
England and Wales alone, about f44 100 per
mile The average capital expenditure incurred
for the railways of England and Wales up TO
the end of 1885 was, however, about ESQ 900 per
mile; that the mileage added during 1885
would appear to have entailed lower capital
expenditure per mile than the average of En-
gish lines. In commenting on the above state
ment the London Times says: During recent
years very heavy expenditure has been forced
upon British railways by the compulsory adop-
ton of the block system and the Westinghouse
or some other system of airbrakes. Then,
again, most of the main trunk lines have now
completed the outlay entailed by the doubling or
treblIng OF their principal lines, and by the
furnishing of additional station accommodation
in London and other large towns TO meet
the exigencies of largely and rapidly
developed traffic. But the result of the
diminished outlay on these heads is not reflected,
as might be expected, in the increase of net re-
ceipts relatively to the capital outlay. On the
contrary, there has been a decrease of f257, 900
in the gross passenger receipts and OF G799. 600
In goods receipts during 1885 as compared with
the preceding year. This diminution has, it is
true been concurrent with decrease of t43O. >
600 in the working expenses, but this does not
alter the fact that there has been decrease of
E538, 600 in the net receipts for all sourcesand
that the net receipts are only equal to the pay
ment of d OF per cent. on the capital expenditure,
being the lowest range of railway profits in this
country since 1867, when the net receipts repre-
sented 3. 81 per cent on the capital expenditure"