The Austin weekly statesman. (Austin, Tex.) 1883-1898, 1886-06-17
THE RAILROADS.
DoINGs IN THE GREAT RAILROAD
WORLD.

DOlNGS IN LII IL GKEAI hAlIKOAD
WORLD.
General Manager Morrill, of the Frisco,
has taken full charge of his Office.
Traffic Manager Smith, of the Wabash,
has been in Chicago for several days past,
attending important meetings and looking
after the interests of his line.
James McCabe has been appointed su-
perintendent of Eastern and Northern
divisions of the Chicago Milwaukee a. st.
Paul railway.
NEW CONTRACT.
Mr.. G. p. Huntington, of the Chesa-
peake and Ohio railway company, con-
firms the report that the contracts have
been let for building the extension of his
road from Ashland, KY, to Covington,
along the bank of the Ohio river, 1870 miles
long; also contracts for the land for the
approaches, for stone and iron work for
the superstructnre of the bridge across the
Ohio river between Covington and Gin
cinnati. The new bridge will be built
near the center of the two cities, and will
accommodate foot and vehicle traffic, as
we'll as enable the Kentucky Central and
"Big Sandy" roads to run into Cincin-
natl. 1t enables the Chesapeake and
Ohio to make direct connection with the
"Big Four" at the Cincinnati union
depot.
WHERE THE TEXAS AND PACIFIC belongs.
The Texas d Pacific belongs in the
southwestern system, controlled by the
Missouri Pacific. In no other alliance can
it exert as potent an influence or earn as
much.
The New Orleans Pacific, it is true,
supplements the other division by making
line between New Orleans and FL Paso
which is the shortest route but it is also
the continuation of the Iron Mountain to
the Crescent CITY,
The main line is the natural extension
of the Missouri Pacific main line to the
Rio Grande at Ell Paso. The link of the
Texas and Pacific between Longview and
Texarkana forms an essential portion of
the through route of the Iron Mountain
road
While the Texas and Pacific might do
well apart from the Missouri Pacific ii
would do still better as part of that sys-
tenn. The physical condition of the
property needs to be improved and that
will best be done while the receivers are
in charge. The prospects for through
and other business are Frightening, for
new connections are being formed and the
local country is increasing in population
and wealth.
No matter what reorganization plan
shall ultimately succeed nor who shall in
the end gain control, the most is to be
gained by operating the road in close al
lance with the Missouri Pacific lines. st.
Louis Railway Journal,
REASONABLE IDEA.
II is said that the railways of the south
west are about to make an effort to have
the import and export trade of this city
and their tributary territory done by the
way of Galveston.
This is akin to the establishment some
years ago of the barge line on the Missis-
sippi river by which it was hoped to
divert the foreign grain trade to New
Orleans. Ne believe that this barge line
has been successful, though not as much
so as we expected.
If the harbor at Galveston can be pro-
tected against the shifting sands, so that
ocean vessels can come to the wharves,
there seems TO be no reason why the OBJ
iects of the lines reaching down into
Texas and to the gulf cannot be accom-
plished.
At the mouth of the Sabine river is a
harbor which is in every way better than
that of Galveston but it will be hard to
bring vessels there unless they are con-
trolled by the railroad companies. Ships
want to be sure of cargo before they
will come to ports outside of the beaten
route.
The Southern Pacific may prefer New
Orleans as a shipping point for grain but
if it was mads more 10 its advantage tc
bring the business to Galveston the change
would be made,
If this new route can be established
and it ought to be, for the distance from
st. Louis to Galveston is less than thai
? between this city and New York, the
southwestern lines ought to get greai
deal of the business now enjoyed by New
: York.-St. Louis Railway Journal.
The paper on which The STATESMAN il
s printed is furnished by the Graham Papea
r.