The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1897-06-05
RATE DECENTRALIZATION
NO ATTENTION PAID TO TARIFFS by
PASSENGER OFFICIALS.
The Shops at Fort Wayne Famous for
the Excellence of the Engines
They BuiId-Railway Notes.

'In the many years I have been con-
nected with the passenger department,
said an Official Il have never known the
business handled in so unbusinesslike man
ner as at present. The strong as well as
the weak lines have seemingly adopted the
motto, let nobody get away and there is
not another business which would be per-
mitted to run a day under such democrat
lied conditions. To illustrate: scalper
comes to one of the outside ticket offices
and says L want q mileage book with Ill
miles in it for Cincinnati He pays 1922 for
it. He wants one to st. Louis, 240 miles,
and he pays $3.50 for it. He wants one to
Detroit, 270 miles, and he pays $40 for it,
and it can be proven that one of the local
scalpers on Thursday had in his office
thrty-two split tickets, as they are called,
which were secured in this very manner.
The mileage book is delivered to the scalper
blank and the name of the purchaser is
written on it when purchased, and this is
the method the ticket agents, IN connection
with the scalpers, have but recently adopted
to get around the rebate which scalpers
require if they purchased the full 1,000-mile
book and used but part of II. The portion
of the mileage torn out by the ticket agent
redeemed mileage. To Chicago and Louis
vile the older method of exchanging mile
age for a ticket is still the method used to
scalp regular rates.
Locomotive building at Fort Wayne.
For many years the shops of the Penn
sylvania at Fort Wayne have been credited
with building the best locomotives of any
railroad shops in the country, not excepting
those at Altoona, and the locomotives built
at Fort Wayne have, by many mechanical
engineers, been considered equal to the
best built at locomotive works. When the
engine known as Glass x was turned out at
Fort Wayne it soon made a record which
has never yet been exceled with a heavy
passenger train unless by the famous
Garstang type of locomotives on the Big
Four, built at the Schenectady locomotive
works. The Pittsburg Post says: I'm the
spring of 1882 the Pennsylvania Company
turned out at it's Fort Wayne shops
several ten-wheel passenger locomotives
which were known as Glass X engines.
They were the largest machines ever built
at any shop on the lines west of PittSburg,
and ATTRACTED considerable attention all
over the United States. During the heavy
traffic in motion during the period of the
Columbian exposition, these engines made
wonderful records hauling heavy trains be-
tween Pittsburg and Crestline. One or two
of them were tried on the Pennsylvania
Railroad, but for some reason the en-
gineers of that road condemned them.
The Fort Wayne engineers who had
tried Glass o, Glass p. and later
on the improved Glass L engines,
declared that there never was machine
that would equal the Glass X ten-wheeler.
The Panhandle engineers condemned at
first the two Glass X machines sent to that
road, but now a Glass X engine No. 5 on
that road is declared to be superior to any
other engine ever used Every morning at
2:15 the No. 8 brings No. 20 with eleven
cars into the Union Station on time, and
two of the best eight-wheel engines on the
Pennsylvania Railroad are required to haul
A ltnnn9 on al ina
The Panhandle engineers who run the Glass
engine say that they are superior to any
engine ever used on that road and that
for heavy fast trains there is no eight
wheel locomotive in the country that can
equal them"
So famous have nthese engines become
that test between the Glass x engine of
the Pittsburg Fort Wayne & Chicago and
the Gartsang engine of the Big -Four, now
running on fast heavy through trains be-
tween Indianapolis and Cleveland would
attract good deal of attention, and go far
toward settling the question which is best
adapted to fast service with heavy trains
ten or an eight-wheel locomotive.