The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1888-03-26

establish the first transportation line By relays
of teams across the Rocky mountains, and in
| I649 was instrumental in consolidating all the
/ Adams express lines between Boston and ST.
Louis and as far south as Richmond
Work IS to be begun or the old project of
the Pittsburg. Akron q Western There Is lao
miles TO be built TO make a link which will con-
meet the PIttsburg s. Western with the Lake
Erie a Western and the Ohio, Indiana q west
ern roads, and give to both valuable Eastern
outlet via Pittsburg.
E. III. Goodman, who is well known in Indian
apolis railroad circles has been appointed as
sistant general manager and general agent OF
the Union Switch and Signal Company Mr.
Goodman was with the Pullman company eight
cen years. most of the time being superintend-
emit of the Southwestern lines
Hereafter trainmen on thu Pennsylvania lines
when called to take q train will have to sign
book giving the exact time they were told TO get
up, and they are also required to sign again
when they report for duty. snd. In the cases OF
trainm@n. required TO be at the train thirty
minutes before the departing time.
The Richmond Telegram states that E. W.
McKenna, now superintendent of an important
division of the Chicago, Milwaukee, 81 ST Paul
road, Ia to come back on 80 the Pennsylvania
lines. 1t is well known among his friends here
that Mr. McKenna, who spent his early railroad
life the Pennsylvania lines. has desire TO
get back into the old fold.
Hereafter agents. conductors and connecting
lines of the Wabash road must their way
bills note the date and hour that livestock is
Receiver McNulta is disposed TO obey the United
States law as regards the transportation of live
stock If some other roads would do likewise
IL wonld be of benefit to tho indianapolis stock
yards.
Old John Markley, the first engineer who
a locomotive on the Germantown & Norrlstown
road, one of the pioneer roads OF this country,
is still living near Philadelphia. In the early days
the company too poor to paw his wages in cash
and he took some of the stock of the road at 81
cents share. The stock he still holds. and it
fr vor%b %o-1 cha hand
dividends, and sOld John." he is Familiarity
known in railroad circles. has . fortune Of
100000
The Journal has within the last few DAYS, re-
ceived several letters of inquiry as to the
whereabouts of John Jones' who is employing
engineers and framen in this country to to
China 20 enter railroad service. As he is trav-
cling from place to place, probably the best
method to get track of him would be to write
letter TO the secretary of the Baldwin 1ocomo
fireworks, as these works are building a large
number OF engines for the read which Mr.. Jones
IS employing men for.
Eastern papers are speaking in very compH-
mentary terms of the annual report of the Lou
isville, New Albany & CHICAGO road. The Bos-
ton Advertiser says the statement for 1887 shows
but small surplus. yet it is great improve
ment on all former reports. The Advertiser
adds: ''The deficits which have been regularly
shown for years have been. in 1884, 1888 900; in
1885, $28S 000 in 1886, 1914. 600. It is an agree
able change. therefore. to fad surplus, even
whom fixed charges have increased $68, 600. The
New Albany & Chicago has good board of di-
reetors. The road is lightly bonded, the $40
miles owned being bonded at an average of
about ST., 900 per mile. all the bonds bearing 6
per cent interest The earning capacity is
small, the average per mile of GIT miles oper-
ated having been in 1887 only So. 720. Operating
expenses were "a per cent, which ought to allow
for very fair expenditures for maintenance Of
property"
Henry Monett, general passenger agent of the
New. York Central, has introduced a new mode
of equalzinR trave& on the great east-and- west
lines. and one which profoises good results.
Frequently parties to him asking for low
rates to Western point. and he promises
them that they shall be accommodated and he
will arrange with the Erie to carry them at rates
satisfactory, he informing applicants at the time
that the New York Central carries only passen-
gers travelling irst-class tickets. and the
crumbs which the New York Central throw over
to the Erie go far to appease the desire of the
Erie people for business and enables the New
York Central TO adhere strictly to tariff rates.
By mutual consent of all the trunk lines. the
Erie is allowed to make lower rates than its
competitors, something must be done to
eQualize, far possible, the travel over the
trunk lines, to prevent rate The New
York Central and the Pennsylvania have. for
years, carried from 90 TO 10 per cent of the
through travel first class, which naturally gives
their competitors, who have equally good equip
ments and make excellent time, some uneasi-
To show that the l., B. g ". people were lib
eral In improvements to che Cleveland. San
dusky & Cincinnati road during the few years it
was under their control, few items of an off,
cial character given below: During the Pc
rind IL ,037 tons of steel rails weighing go
pounds to the yard, were laid in the c., S. & G.
track. and 744 tons of new iron rails on the
Fnday branch: the side-tracks were increased
rs. 259 feet, $780, 600 cross ties placed
under the track, go feet of combination iron
bridges and 240 feet of wrought-iron Orders
were built, and every bridge on the line
strengthened to carry consolidated engines and
their standard loads; three wrought iron turn
tables, sixty feet in length. were put in; seven
watsr-tanks, 500 600 gallons capacity, were
structed; one brick station-house and two frame
depots. and there were many minor improve
ments. such putting stone in place of wooden
cuverts and reconstructing atte-guards. Ev-
erything done in a substantial manner and
gives evidence that the l., B. & w. people were
disposed to deal much more honcrably with the
c., S. d @. than the latter with the l., B. &
W., now the Ohio Indiana g. Western.