The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1898-01-20

Board of Trade, of this city. His ideas were
not altogether favorable TO the Car Service
ASSOCIATION. which; like many other other
branches or the railroad service, he SAID,
Was born in honor and has been reared
in infamy. 1t overlooks the fact that OBJ
stacles impossible to overcome occasionally
prevent the receivers from unloading cars
within day, when the road may have de-
layed them in transit for weeks TO the
ana charges exorbitant penalty for delay
by Shippers or receivers, the rate being 81
for each day or part thereof equivalent
investment.
NO one, think, will say that reason
able reciprocal car service charges are not
by every road in the land and be upheld
Dy law but should not exist, as a trust,
with autocratic power. When roads neglect
10 furnish equipment for days and weeks,
as they often do, to the loss and annoyance
OF the patron, he should have some consid-
Grafton when delayed IN the release of
car, which is often the result of slow trans
portation or cancellation of orders incident
to unreasonable delay in transit, which is
the fault of the road itself.
This car service question, in my judg-
ment should be fully investigated by leg
lslators and regulated by equitable laws
as the securing of equipment is of great
testify this season. Nearly every fall 1t
seems impossible to secure cars in the CEN
tral states. This is explained by the trans
portation department as the result of lake
arrivals at Eastern ports. The Eastern
ROADS capture all the cars, and rather tnan
return them empty they run them back
and forth between the lake and the sea
for weeks to the loss of the Indiana patrons,
who are unable to meet engagements en-
tered into upon the presumption that the
road would furnish facilities within rea-
sonable time, and finally to continue bust
ness at all, must let the railroads dictate
the destination Of their property in order
to secure equipment to relieve their over
taxed warehouses.
MIR. Ingalls, who is conceded one of the
aDiest managers of large railroad proper
ties, says: Local ownership is most de-
In every case 1t would create a. more
friendly feeling to the corporation and
would avoid conflicts. which are often the
result of prejudice =
A TWO-CENT FARE.
He spoke of the efforts that have been
made to secure uniformity of freight CLASH
fication, speaking of the inconvenience aris-
ing from different classiications in different
parts of the country. He spoke in favor of
a two-cent rate of railroad fare in certain
cases. Said he:
With passenger trains being operated on
basis of gross costs-40 to so cents per
not we have cheap fare, like the people of
hungary? AT the rate established some
years ago between Buda-Pesth and Basso,
AZ miles, first class $500; second class. 80;
third class, SLIGO. On this basis the fare
from New York to Chicago would be about
81, first class, and $3.50 second. 1t would not
seem to be hardship to establish here two
cent fare for short distances and even less
for Ions ones. A fact clearly demonstrated
by this sweeping reduction of Hungarian
rates is that low rates are more profitable
even to the roads themselves, than high
ones. Eight months for the new system
there showed passengers carried, 7,770.S76
while for a corresponding period in the pre-
vious year they carried only 2S9l,3 -