The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1895-03-15
STILL NO AGREEMENT
WESTERN PASSENGER MEN HAVE
NOT YET GOT TOGETHER.
Several snnrIs to ne UnraveIed Be-
fore the Railways Can Work in
4 Hnrmeny-Changes I'm Rates.

Hnrmony-Changes I'm Rates.
The Western passenger men continued
their meeting In Chicago. yesterday. but
nothing was done. The situation is be-
coming almost hopeless muddIe, and while
d majority of the lines. are hopeful that
the committee agreement will soon be put
Into operation they are not setting any
date for 1t. Contrary to the programme
the Wabash-Aiton fight did not come up,
ind the particular snarl which the lines
set themselves to unravel was that of the
ST. Paul-Minneapolis rate sheet. The
Omaha road refuses fatty to allow rates
demanded by the Chicago Great Western
20 be shown in the sheet, and the Great
Western viii do nothing until the Omaha
backs down. That was the situation when
the meeting opened, apd it remained so
until the close. Neither side gave way an
Inch, and nothing was done. Later in the
day an iaformal meeting of the transcon-
tnenta1 lines was held to discuss the boun-
DIARIES of their subcommittee. 1t amounted
10 nothing more than a discussion
The general meeting Of the Western
freight agents cleared up its docket yester-
day, and the Western and Northwestern
lines began their meeting. The Western
lines refused an application for an advance
I'm lumber rates from points on the Ohio
river to points ON the Missouri river, and
referred the matter to committee of the
St Louis lines. A rate of 221zc in agricul-
fural implements was made from Mississippi
river points to Missouri river
points, and 80 cents from Chicago to
missouri river points. The last thing on
the docket was an application for reduc-
kansas City to st. Paul and MINNEAPOLIS.
It was refused and the meeting adjourned.
The Western and Northwestern lines de-
cided to apply the same rates to Chicago
from Duluth as from st. Paul on Eastern
shipments, and refused an application for a
cago to st. Paul. It was decided to make
no change in the rates on flour from Min
neapolis to Iowa points. The matter of
originating in Pacific coast territory. from
st. Paul to Chicago, was referred to
committee. After granting. a rate of 20
cents to st. Paul and Is cents to Duluth on
carloads of furniture. minimum weight 30
coo pounds. from Fond du Lac, the meeting
adjourned. Its docket will be finished to-
The passenger committee of the Central
TRAFFIC Association is making a desperate
but with poor success. The Buffalo agree
ment for the maintenance of rates has been
violated ever since it was formed, and
the violations are constantly growing more
fragrant. The chief offenders said to be
the Nickel-plate, the Pennsylvania and the
Ing credited with most of the cutting. An
investigation Is now in progress and If it
should not reveal the cause OF the trouble
and in some degree alleviate 1t there will be
open war between the association lines.
The Future of the Big Four. X
Said an official of the c., c., c. e. st. L.
yesterday: THE Big Four is in the future
to be to the Central States what the New
York, New Haven & Hartford with it's
rfcif Sc. 80 y,xx~
30 located is it geographically. Last year
the road handled nearly six million pas
sengers, over 100000 loaded cars. and at its
own stations loaded nearly 100000 cars;
from present indications the business of
1885 will exceed that of 1894. There are GAS
stations on the lines, of which 1876 are
functions with other roads. They connect
with seventy-two foreign lines and have
400 functions. This shows that almost
every mile is competitive, and reflects great
credit on the traffic and transportation de-
partments in the efficiency of service rem
dered, otherwise they could not have held
There are sixty-five stations at which
track scales are located. The resources of
the road are remarkable. As live stock
500 head of cattle, exclusive of st. Louis
Indianapolis, Cincinnati and Chicago. There
are on its lines 795 wholesale grain ship
pers. 1874 wholesale hay shippers, 80 -four
manufacturing establishments. AZ distilleries
and 40 breweries. IS large wholesale luIn-
factories. q bicycle works, 81 agricultural
implement factories, q architectural iron
sto1e Works s. boot e shoe and leather ork5 fac
tories and many other lines too numerous
TO mention. The stations and yards all
Well provided for prompt shandling of
freight Motive power and rolling stock is
in the best shape, although The coming sea-
son with increased business the company
rft
ment. In fact the amount of rolling stock
should be doubled to properly care for the
In the matter of time the road has no
superior, as was shown by the Journal only
q few weeks ago, where individual cases of
trips q month between indianapolis and
New York-some inahlng the round trip
in six days and seventeen hours
Pennsylvania Men i'm Demand.
1t is well-known fact that. no matter
what part of the United States, Canada
or Mexico an employee of the Pennsylvania
company strikes, IL he wants work and has
the recommendation of Pennsylvania Of
fetal he Is sure of securing it. In fact, it
Is claimed that the Panhandle division OF
the Pennsylvania lines has furnished more
good men for high positions than any other
road in the country of it's mileage. Among
the numerous graduates of the Panhandle
lines are Genefdi Manager MetcaI, OF the
Louisville &c Nashville. who commenced as
telegraph operator on the Panhandle. D.
w. Caldwell, president of the Pittsburg &
Lake Erie. and manager of the Lake Shore
was at one time Panhandle official
j ames McCrea, first vice president of the
Pennsylvania lines west, was at one time
q civil engineer on the Panhandle. w. b.
Dodridge, general manager of the Missouri
Pacific, was once Panhandle telegraph
operator Richard Matthews, general super
tntandent of the Buffalo, Rochester &
Pittsburg, was few years ago employed
in a Panhandle telegraph ONCE. b. e.
Moody, superintendent of the New York,
Lake Erie & Western, recently a PAN
handle train dispatcher III. Il. Bickie. di-
vision superintendent of the Lake Erie &.
Western, was at one time a Panhandle
train dispatcher. ]. f. Miller. the present
efficient general superintendent of the Pan
handle system, was at one time freight
brakeman ana conductor ON the same road
j. J. Turner, now superintendent of the,
Pittsburg division, learned teiegraphing at
McDonaldS station. II. c.. Farrar chief
train dispatcher OF the Richmond & Dan
Vile, was lately a Panhandle train dis
patcher. c. A. Darlton. formerly train dis
patcher on same road, is superintend-
ent of telegraph ON the Richmond & Dan
vile system. p. A. Bonebrake, formerly
chief train dispatcher at Pittsburg is now
superintendent of the Louisville division.
r. I. Hatch, superintendent OF the Van
daiia; II. Nj. Mozier, general superintendent
x.tofi f,v1 49,