Akron daily Democrat. [volume] (Akron, Ohio) 1892-1902, 1900-10-26
New Lines of B.. & O. R. R.-Man-
agement Of Property.

The multitude OF additions to the
electric railways of the state is max
ing the question of how to meet this
competition burning one with the
| steam roads, says an exchange. The
question is being pushed to an issue
rapidly, and while the passenger men
do not discuss 1t in their traffic meet
ing or in other public places where it
Is likely to get to the ears of the elec
tric lines, they are talking of it on the
quiet and are wondering what steps
can be taken to offset the wonderful
advantage that is being gained by the
motor roads. '""#
A recent treatment of the electric
lines has brought out some of the meth
ods that have been adopted. The steam
roads do not propose to have their
traffic entirely eaten up by the electric
lines, for in the local business there is
the most money for the railroads. Nei-
ther do they propose to disturb all of
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the suburbanites. If they cut the rate
this reduction would have to apply on
through business. as well as suburban,
but this point has been gotten around.
Instead of changing the regular fares
the commuter form of tickets has been
adopted, because no rates are based ON
these.
A close study made of the effect of
electric lines on their steam competi-
tors shows that while the passenger
movement of steam roads falls off ma
terially when the electric lines COM
pete, for the most part electric roads
create business for themselves that
has nothing to do with steam railroad
Ing. The question is especially both
ersome in Ohio, where the competition
is growing stronger, the state being
crossed with network of trolley lines.
Some railroad men predict that the
movement will end by the railroads
buying in their electric opponents and
operating both steam and electric sys-
TENS, allowing the latter to do the local
business.
| THOSE EXILE ENGl NES.
Since the Erie Railroad started to
use the Atlantic type of engine, the
first one of which will he In this city
in few days. a great deal of attention
has heen paid to them and their do
ings have been followed with inter
est Their proportions are quite in
teresting. The drivers are 76 inches
in diameter, the cylinders are 13 and -
inches in diameter with a 26 inch
stroke. The. tireboX heating surface
covers 162 square feet and the tubes
an additional 2,16s square feet. The
CRATE era is sixty-four square feet
The tender capacity is 6,O0O gallons Of
water and IL tons Of coal The weight
of the locomotive on the drivers Is
$4,000 pounds, while the total weight
without tender is 151 900 pounds. The
total weight, with loaded tender, is
267 800 pounds, or 134 tons.
SEPARATE MANAGEMENT:
Now that the Baltimore & Ohio is
in practically absolute possession OF
the Pittsbmg & Western, President
King having stepped down and out
In favor Of Mr.. Cowen,. the query is
what is to be done with 1t. How the
road should be Differed has been u
question of greater or less importance
since the first talk of the possibility
of the b. & o. gaining the upper hand.
Coal and Coke" ia the current issue,
1t Is said, comes pretty close to the
mark and its utterances are taken as
semi-official, seeing that II stands close
to the b. & o. road. The statement
Is made that the powers of Mr.. Under
wood, as gneral manager, are to be
extended over. the j. Il W.. and also
that Passenger Traffic Manager Mar,
tin and Freight Traffic Manager
Wright will have the +. & w. added
to their territories. ,
The statement goes further and an
nounces that a separate organization
will be maintained; that Mr. Bassett,
the present general passenger agent,
will be retained, and also Mr.. Crom.
lish, the general freight agent. The
power of Mr.. Austin, Of Chicago, over
the passenger and Mr.. Brockenbrough,
4 of Pittsburg, over the freight depart,
meDts will be nothing more than ad
visory, so II se said. This arrange.
ment is taken as little odd, and rail.
road men are wondering whether 1t
is to be a permanent, or only make
shift arrangement. The handling of
both the p. & w. and the Valley is very
clumsy with the present method of
doing business, and this movement
only increases the clumsiness. The
expectation is that In time, II not
now, both the Valley and the p. & w.
proper, being operated ms division,
but the state of the title of the road
will not permit Of any such complete
absorption now. In arranging for the
differing Of this road the pro.
gramme mapped ont some time ago
has been followed pretty closely. The
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