The Topeka state journal. [volume] (Topeka, Kansas) 1892-1980, 1906-11-07
Harriman Oners Vast Tramc.

Hartman Offers Vast Traffic.
There is another consideration in con
nection with this Omaha extension mat
ter which has doubtless Influenced many
Of the directors to 90 over to Mr.. Harri-
man. Mr.. Hartman has brought adroit-
" to their attention the fact that a com
binatiOn OF the Illinois Central and his
lines would tend to turn the Oman ex-
tension from p loser of money into a
The addition Of the Illinois Central to
the Hartman system VIII naturally re-
suit in the Union Pacific turning over
70 the illinois Central at Omaha the puIk
of the enormous east bound traffic which
it brings from the Pacific coast and from
the rich and extensive country which it
traverses. The Union Pacific would
naturally turn this traffic over to the
Central whether it was bound for Chi
cago and the Atlantic seapoard or was
bound for the gulf, and that the revenues
of the Illinois Central would thus be
largely increased 1t is easy to believe.
As things are now the Union Pacific
divides its east bound traffic at Omaha
between all the lines entering that city
IN the way which It 4nds most a~dyantag-
eous to itself, and consequently the Cen
trail gets only a comparatively small por-
ton of it. OF course Mr.. Hartman does
not overlook the fact thai the combina-
ton would be SIS advantageous to his
present lines as to the Illinois Ce~ntral,fo
It's traffic to the Central. the Central in
turn would turn over a heavy ra1lc TO
the Hartman lines.
4. c. Feeder for Southern Pacific.
II AAl4ilO-5 &E4ANlaA Will aA5O 54NO /
to and receive It from the Southern Pa
cife at New Orleans. From the Southern
Pacific it will receive traffic from the
orient, the Pacific coast, and the south
west bound for points in the wide ex-
panse of country which the Illinois Cen
trail drains To the Southern Pacific II
will deliver traffic bound for the south
west, the coast, and the orient from the
central vest and the south.
Still another angle to the many results
that will flow from the acquisition of the
Illinois Central by Mr.. Hartman is the
eastern lines viii produce In possession
of the Baltimore and Ohio. Mr. Hartman
is in q position to deliver a large amount
of traffic from Europe, the Atlantic sea-
board, and the east to the Illinois Cen
trail for transportation to the southern
and gulf states and the west, and on the
other hand he will be able to deliver from
the Central a great deal Of traffic to his
eastern lines.
Railway traffic experts declare the re-
suits that are bound to come from the
combination of this great central, north
and south system with the system Mr..
Hartman has built up in the west and
the one he recently has acquired in the
east are incalculable. and that he is now
in a position to exert such an influence
upon the course of the country's trade
and industry as it IS impossible to esti-
mate.
Fish Not Up to Opportunity.
The principal reason the Hartman in
terests give for preparing for the de-
position Of Mr.. Fish is that he has not
grasped the opportunity to make trafic
Combinations which would have enor-
mously enriched the road and its stock
holders. They assert that he has proved
himself q poor hnancier. and that the
construction of the Omaha extension is
not the only mistake he has made which
has cost the stockholders money.
Mr.. Fish credits Charles A. Peabody,
the president of the Mutual Life. with
stirring up most of the trouble among
the directors. It is well known the
breach between Mr.. Peabody and Mr..
Fish grew out of Mr.. Fish's insistence on
a thorough Investigation of the Mutual
Life by an investigating of
which bath were membera
John W. Auchincloss. also of the
Mutual trustee, sided with Mr.. Peabody.
cure the support of both branches of the
Aston family in his contest against the
rebelIious trustees. Mr.. Peabody is the
business representative of William Wal
dOrf Aston in this country and succeeded
him on the Illinois Central board when
Mr.. Aston changed his residence from
New York to London.
Enlarge c. & E. I. DanvilIe shops.
The Oaklawn shops Of the Chicago &
Eastern Illinois, at Danville. ILL.,. were
finished at the end of 1903. At hi time
the road had 159 locomotives which ran
5.033. $50 miles during the year. Includ-
ing locomotives now on order and
shortly to be received, there Will be 341
locomotives in operation at the end OF
the present year. and the estimated To-
connective mileage for 1906, based on ten
Wnra0n1v Wooknocc