Indianapolis Journal, Indianapolis, Marion County, 26 August 1885 — Page 7

AFFAIRS OF THE RAILWAYS. Personal and Local. A meeting of the executive committee of the Ohio River pool will be held in Chicago, Tuesday, Sept. L T. A. Lewis and family left, last evenine in IVesident McKeen’s car, for Cedar Beach for a few days’ tarry. William Cardwell, traveling passenger agent, •nd Louis De La Croix, both of the West Shore lk, are in the city. The passenger-rate committee of the Ohio River pool have agreed to make the same rates toihe Louisville exposition that were in force lav* year. The Midland road, formerly the Anderson, Lebanon 6c St. Louis, has purchased one of the light Indianapolis 6c Vincennes locomotives winch has just been rebuilt. East-bound passeneer rates are badly demoralised; $lO was the lowest figure at which tickets were sold yesterday, it is stated. The direct lines claim to be meeting only the rate of indireot liars. It would seem a3 though the good results towing from a cessation of the war between the Kutern trunk lines were spreading throughout th* country, as managers in every direction are meeting for the purpose of adjusting their difierWCWk The earnings of the C., 1.. St. L. &C. road for the third week in August were $48,374.91. While this is an improvement over either of the preceding weeks of this month it is a decrease of Af.559.G9 as compared with the corresponding week in 1884. It is believed that all east-bound contract freight, at rates in voeue prior to the restoration of rates, so called, on the 17th, were cleared up yesterday, and from this date, if any property is carried below the tariff of July 13, 1885, the shipper is given a cut rate. The Bee-line people are making a mistake in no* running one or more passenger coaches through between Indianapolis and Cleveland on their night trains. Forcing passengers to take a sloeping coach or he routed out at Gabon at 3 A. x. io change cars is causing a good deal of growling iaoneral Passenger Agent Bronson, of the 1., B. it W. system, is much elated over the grand sorcess of the Niagara Falls excursion. From Indianapolis and points west, the excursionists fitted thirty-two coaches, and on the middle and eastern divisions nearly as many more coaches were filled. * The Bee-line people are now makiug a bold strike to insure a success of the excursion to Niagara Falls Sept. 8. District Passenger Agent Nichols is doing all in his power to make tii* trip a pleasant one. Chair cars, sleeping coaches, dining cars, etc., will be provided, and good time made. The east-bound movement over the 1., B. & W. road, eastern division, Saturday, Aug. 22, was the heaviest since the road was opened for business. From Indianapolis proper, 1,914 tons wss forwarded, and from points beyond 1.384, making a total of 3,298 tons or 214 car-loads, cars 30,W0 pounds capacity. Sr. Andrew Carnegie arrived in New York from Europe on Saturday, and, in response to inquiries, stated that he did not know what be nod his friends would do with regard to their Swath Pennsylvania interests. He had not reenhred full information as to what was proposed, and was not prepared to decide what course to adopt Master Mechanic Patterson, of the C., I. St L h C., has in the last ten days turned out of *b shops, thoroughly rebuilt, engines 27, 48 and <& Engine 27 is as good as new, so thorough has been the overhauling. Os the seventy eight aogines owned by the “Big Four" all but two are in first class working condition, and these two are in shops undergoing general repairs. The Indianapolis, Decatur & Springfield last week were loading Union and White line cars on their road and this week they are loading 200 Krie 6c Pacific Dispatch cars. Traffic manager Lazarus catches on to any cars be can. so anxious is he to move the business promptly. This company for once has use for all its locomotives, most of which are in good shape for service. Tbero are those who think Vice-president Waite would better move cautiously in the matter of changing general passenger agents. There is not another road in Indiana and Ohio which earned 253 100 cents per mile for every passenger carried, as did the G, H. & D. in the last fiscal year of its operations. Getting passengers at low rales is an easy business but the earnings do bo* in the end make so favorable an exhibit. As % rate-maintainer Sam Stevenson has no Bjriors. Mr. Lewis, chairman of the voting trustees of tbe New York, Pennsylvania & Ohio railroad, Has sent letters to the London bondholders recoonting the vexatious law-suit begun by Mr. McHenry, and giving emphasis to. the assertion that it is useless trying to make a compromise with Mr. McHenry. It would only cause unqualified opposition. Mr.. Lewis adds that the condition of the railroad is in every way cheering. Concerning the election of Sir Charles Tennant as a voting trustee, the other trustees tarn willing to accept him. The actual restoration of local railroad rates in New York to the legal basis of two cents per mile, signifies that the long, weary warring of to* railroads is over, and instead of running with the intent to undercut and destroy each Ollier’s business, they are to be run to earn money for the shareholders and creditors, 'l'his is rel!y a tremendous revolution, fraught with the too*t important cousequences. One need only to consider it in the light of restoring earning power to several thousand millions of railroad capital and re-establishing the confidence of the community in railroad investments to perceive how vast and far reaching the consequences of restoring railroad rates are sure to be. Regarding the rumor that General Passenger Agent D M. Kendrick, of the Central road, will not return from Europe to resume his duties on account of ill health, and that Mr. Henry Monett, ot the West Shore road, will be his successor, an Indianapolis man, who is an intimate friend, who last week had a talk with Mr. Monett. says that Mr. Mouett’s acceptance of the general passenger agency of the (’., 11. 6c D. system doubtless hinges on the results of Mr. Kendrick’s trip to Europe for his health. Should not the latter be benefited in health to the extent that it is hoped he will be by his superior officers, he will retiro and Mr. Monett will then take the general passenger agency of the New York Central. A sharp fight for tonnage east bound is on bet ween the Bee line and 1., B. <fc W. people, Vbe C., St. L. A P. showing no disposition to take a hand in the light. It is feared that in their zeal for business there is some shading of rates going ou. The Bee-line people show some persistency in charging that the 1., B. & W. are CHtting rates; on the other hand the 1., B. & W. officials say the Bee-line has never restored rales. If any rate-cutting is going on in a direct or indirect, manner Commissioner Doherty of the east-bound pool has been unable to detect it. E. B. Thomas, manager ot the Bee-line, Kdgar Hills, assistant general freight agent, and Albert ,S. White, division Ireight agent, assert positively that the Bee-line is strictly adhering to tariff rates, and any agent deviating therefrom u luble to lose bis job. Tends to Demoralise Rates. Passenger men may well learn a lesson from the results of the running of cheap excursion trains recently, not only between commercial centers, bat 4' distant points as well. Thirty days ago the C. f J., St- L & C. and the C. 6c U. L advertised extensively a $lO excursion to Colfax Springs. Just seventy three, persons availed themselves of this cheap rate. The total amount obtained would not pay the advertising bills and extra lnbor. A day or two later the 1., D. &8. and Central lowa advertised a low-rate excursion to Nebraska. Forty-five persons took adadvantage of that rate. But the worst feature of tiie case is that rates to the Northwest have been demoralized from the day of the announcement of these cheap excurson rates, other rea ls meeting in advance these excursion rates. But running cheap rate trains between commercial centers is the most damaging to roads. A few days since a cheap excursion for the benefit of h Chicago association was run from Chicago to Loumville. It was stated that but one hundred tickets would probably be wanted, but some 400 were sold, •fid fully half of them fell into the hands of a mdvr, who sold them at such figure* that

regular ticket agents for some days were unable to sell a ticket reading from Louisville to Chicago, Tom, Dick, and Harry all buying these low rate excursion tickets, on which parties came to Louisville and then sold to Louisville scalpers. Excursions to Niagara Falls may pay for running the trains, but in the end they severely damage the busi ness of regular trains. Says an old passenger agent: “Eight times out. of ten running these low-rate trains results in a loss to the road running them, either directly or indirectly.” What the Reduction in Freight Charges Has Done. The receipts of the railways of the United States, from all sources, compare as follows, in round figures, for the past eight years: Years. Receipts. 1877 $472,000,000 1878 490.000,000 1879 525.000.000 1880 013,000.000 1881 701.000.000 1882 770.000.000 1883 823,000,000 1884 *. 770,000.000 The key to the decrease in 1884 is to be found in the pause in railway construction which occurred at the close of 1883. During the five years ending December, 1883, 40.000 miles of railway were built in the United States, or an average of 8,000 miles a year. Poor estimates that these 40,000 miles cost in actual cash sl,200,000.000, or $15,000 a mile. So large an expenditure naturally imparted briskness to all branches of trade, and would account for large railway earnings, even independent of the transportation of railway material. In 1884 the total number of miles built was only 4,000, which probably averaged a cost of $15,000 a mile, or $60,000,000. This alone would go far to explain the decline in wages and the general reaction in business from activity to comparative dullness. But the chief cause of the fulling off in gross earnings was the reduction of freight charges. Southern Passenger Agents. Atlanta, Ga., Aug. 25.—The Association of General Southern Passenger Agents met here yesterday for the purpose of receiving the report of a special committee on the liability of railroads for loss of baggage. Accompanying the report were legal opinions of attorneys representing the lines of the asssociation. A resolution was adopted withdrawine from sale emigrant tickets from all points within the jurisdiction of the association to points west of the Mississippi and north of the Ohio. Another resolution was adopted looking to the appointment of a special committee to fix the penalty for a failure to maintain passenger rates when agreed upon. The following officers were elected: F. M. Emerson, of Wilmington, president; G. A. Whitehead, of Savannah, vice-president; Charles A. Taylor, of Richinoud, secretary. Charleston, and the first Wednesday in April, were appointed the place and time for holding the spring meeting. _ The West Shore Reorganization. Nkw York, Aug. 25. — Drexel, Morgan & Cos. issued a circular to the first mortgage bondholders of the West Shore road to-day, stating that holders of $47,500,000 of the bonds had assented to the plan ot reorganization and lease to the New York Central, proposed by Drexel, Morgan 6s Cos., in their circular of the 11th inst., and that other bondholders would be permitted to take part in the beuefits to accrue by depositing their bonds and paying S2O per SI,OOO. Passenger-Rate War at St. Louis. St. Louis, Aug. 25. — The Wabash gave notice to-day of the withdrawal from the St Louis east-bound passenger agreement of July 2. and and there is a prospect of a lively passenger-rate war between the Eastern trunk-lines. The withdrawal is based upon alleged irregularities and cutting on the part of the Bee-line and the Vandalia roads. Tickets to New York are said to have been sold this afternoon at sl7, and the rate is expected to drop to sl4 to-morrow. Miscellaneous Notes. The passeneer-rate war between Mepphis and New York is over, and rates have been restore and. The Vanderbilt people say that there is a big railroad jnbilee ahead, and important events in their favor will continue to transpire. The Cresson, Clearfield County & New York Shore railroad will open up another valuable tract of the boundless mineral resources of Pennsylvania. The twenty-two miles of the Western lowa Railway, a part of the Chicago, Burlington & Quincy system, from Fontanelle to Cumberland, Neb., have been wholly completed. The Philadelphia Record says: “Mr. Pullman, being desirous of avoiding litigation, will begin, as soon as practicable, to deliver the cars of the Central Transportation Company in the hands of the Pullman company." A despatch from Toledo announces the discovery of the Quigley committee, whose whereabouts have been involved in mvstery, aud makes the somewhat bold “something definite" is expected from a meeting of said committee, to be held Sept. 6. Northern Pacific books were closed Saturday last at 3p. M. for the annual election. There was a brisk demand for the stock, which lent at 1-32 ®1 16 for use. It is stated that there will be no contest for the control and all the leading shareholders will vote tne same ticket. Thirty-seven miles of rails have been laid on the California Southern extension. There remains only about thirty miles to be covered out of the total of eighty-four miles. The bridge across the Mojave river has caused a delay of two weeks. or otherwise the road would have been completed by October 1. The railroad committee of the Legislature of New Hampshire has reported a resolution requesting the railroad commissioners to inquire into the expediency and expense of requiring all railroads of the State to rebuild all their bridges. The samp committee reported a bill prohibiting the stopping of trains on highways more than two minutes. Asa fast train stopped at Point of Rocks, Md.. the other day, the engineer was found stunned and almost lifeless on the floor of the cab. while near by lava dead chicken. The fowl had evidently attempted to fly across the track in front of the train, and had come in collision with the head of the driver, killing itself and knocking him senseless. The allotment of steel rails for the year 18S6 of 775.000 tons gives the Edgar Thomson, Pennsylvania, Bethlehem and North Chicago together nearly 50 per cent, of this total; to the Cambria, Joliet, and Lackawanna nearly 30 per eent. and the balance to the Scranton, Cleveland, Union, Albany and Rensselaer and Worcester, the allotment to the last two being less than 50,000 tons. The mills will be allowed to fill the allotment as they please, reporting their sales, aud no agreement whatever has been made as to prices. Railways in England, as well as in this country, show decreased earnings for the first half of this year. Out of the fourteen returns of the leading companies, given by the Statist, but four appear to have paid as large a dividend as was ordered last year. Some of the larger companies show decreased dividends by nearly 2 per cent. The quotations of the prices of stocks, with but few exceptions, also stand lower. The outlook for the remainder of this year is pronounced gloomy, and the distributions will probably be less in the coming six months. Receiver Thomas R Sharp says that work will be begun upon the extension of the Ohio Central road from Charleston, Kanawha county, to Gaulev Bridge, Fayette county, this fall. This will complete the road up the entire valley of the Kanawha to the confluence of the New and Gauiey rivers. From that point its line of construction is doubtful, as its owners are divided as :o the line. Some are in favor of following up the New river into old Virginia, while others think the development of the Gaulev with its vast coal and lumber interests is the better plan. One of the latest rumors is that the Philadelphia & Reading stock held by Mr. Vanderbilt has been turned over to the Pennsylvania railroad. and that the latter road has been quietly picking up sufficient stock to guarantee the control of the coal property. This yarn is sim ply absurd. If the Pennsylvania road has no legal right to invest in the South Pennsylvania, it certainly could not hold the Reading; neither would it, nor any other corporation managed by a sane set of men, be willing to burden itself with the mountain of debt under which the Reading is struggling.

THE INDIANAPOLIS JOURNAL, WEDNESDAY, AUGUST 26, 1885,

.METHODIST PROTESTANT CHURCH. List of* Appointments for the Coming Year, Made at the Recent Conference. At the forty-sixth session of the Methodiat Protestant Conference of Indiana, the following appointments were announced: President, Hugh Stackhouse. Indianapolis District.—T. E. Lancaster, chairman; Indianapolis, First Church, John Heim; Sugar Creek circuit, J. G. Smith; Tanner's Creek circuit, to be supplied; Liberty mission, to be supplied; Pleasant Hill circuit, Frank M. Hussey; Union circuit, Thomas E. Lancaster: Mooresville circuit, Ananias W. Motz; Groveland circuit, Benjamin M. Clark; Morristown circuit, Charles W. Evans; Friendship station, Frank M. Hussey; Laurel and Duck Creek mission, to be supplied; superannuated, Thomas Ship, Thomas Bland; unemployed, John Low; evangelists, Samuel M. Lowden, Isaac Duckworth; unemployed (own request), James Hughes; editor Western Record, John H, C- McKinney. Muncie District—J. ML Langley, chairman. Muncie station, Joseph M. Langley; Muncie circuit, D. McEachran; Hopewell circuit, Joseph M. Langley; Hartford City circuit. W. H. Green; El wood circuit, George W. Boxell: Jonesboro circuit, Sanford H. Flood; Pipe Creek circuit, David VV. Evans; Jalap circuit, David S. Boswell; superannuated, Samuel Lineberry; superannuated, Joseph Boxell; unemployed, J. H. G. Prim; unemployed, Thomas F. Ransopher; evangelist, William H. Rodgers; student at Adrian College, James L. Barclay. Ft. Wayne District—W. W. Lineberry, chairman. Kendallville circuit, John McPhail; St. Joe circuit, Wiljiam W. Lineberry; Harlan circuit, Samuel J. Jones; New Haven circuit, SeymourS. Stanton; Plymouth circuit, Lafayette Coomer; Wabash circuit, Janies T. Harrison; Keystone circuit. James C. McLin; Salimonie circuit, Elliot Robinson; unemployed, own request, Ezra Conn; unemployed, own request, John H. Neher. Worthington District—A. G. Mendenhall, chairman. Worthington circuit, to be supplied; Monroe circuit, to be supplied; Guthrie mission, Moses H. Adams; Prairie circuit, to be supplied; White River circuit, to be supplied; Richland circuit, A. G. Mendenhall; Calvary circuit, to be supplied; West Union circuit, to be supplied; superannuated. P. Viuey. unemployed, Alexander S. Baker. Frankfort District—J. S. Sellers, chairman. Frankfort circuit, J. S. Sellers, R. Maggart, associate; Medarvville circuit, to be supplied by Isaac G. Brasket; Milledgoville circuit, W. G. Callahan; Michigantown circuit, William H. Fisher; Grand Prairie circuit, George W. Bundy; Monticello circuit, Abraham C. Abbett; Burlington circuit, J. S. Sellers; superannuated, Hugh Fulton; unemployed, own request, Tighlman Bailey; unemployed, own request. Samuel Bloomer; unemployed, own request, Martin S. Morrisou. Transferred—To South Illinois Conference, R. W. Rutledge; to unstationed list, John E. Anderson. Withdrawn by Certificate—M. E. Chapell. Workingmen. To tho Editor of the Indianapolis Journal: On page 11 of last Saturday’s Journal is a long articlo under the above heading, and over the signature of Mary E. Cardwill; designed, apparently, to teach workers how to get rich, and how to behave. A commendable motive, to bo sure. A good mauy rules are laid down for our guidance; some of which are rather obscure. # With your permission, I will ask the writer for further explanation. Mary appears to think that the road to wealth is as plain as the road to market, and that every man might be rich; and if he fails he is “held responsible for his poverty.” Mary points out some of the obstacles which prevent the toiler from being independent. The greatest is the belief that most of them hold, that their muscles are of more importance to the world than other men’s brains. I state that proposition this way: The workingman holds that his muscles and his brains, working together, are of much more importance to the world than any man’s brains without muscle. Mary must bear iu mind that workingmen have bruins and that we use them, and that it requires as much brain-work to carry on any branch of industry as it does in any “professional business.” 1 will venture to guess that many a rnectianic in this city owns a bigger pile of brains than ever was in William H. Vanderbilt’s hat. Tne next greatest difficulty with workingmen is, Mary tells us, their “qlmost. universal extravagance,” and that “the hardships of the poor are almost invariably the result of self-indulgence or lack of foresight.” To remove this obstacle, she tells us we must practice self-denial, and we must “realize our responsibility as man among men, rather than laborers among laborers.” Very good advice, Mary, but several years too late to be of use. The American workingman considers himself a man wherever he goes, and however poor he may be, even if he has a patch ou each knee and the rim of his hat gone. Another hindrance to the workingman’s improvement is “peculiar class sentiments,” with which he is “impregnated.” 1 don't think that there is any such class sentiment existing. There is a bond existing among toilers which leads them to unite for mutual protection and for mutual pleasure, but there is no bar put up to exclude others, or to fence workingmen in. We claim a universal brotherhood. There is no man so poor that we refuse to call him brother, and no man so rich that we will call him master. But there is an effort on the part ot the “uppercrust” of society to create caste and to draw a line between that class and workingmen. We need no better evidence of this than the fact .of so many wealthy young ladies running away with their fathers’ coachmen or gardeners. Mary gives us a long string of rules to show us how to behave —enough to cover a good sized multiplication table: and, some of them, she tells us to have on clean clothes and clean faces when wo go on the street, and to wash our hands before shaking hands with a gentleman. But the point to which I wish to call Mary’s attention is this: To be told to lay by something for a rainy day is, perhaps, the most irritating advice that can be given to the average working man. He indignantly asks: “How can a man with a family to support save anything out of $lO or sl2 a week?’’ Now. I want Mary to answer that question. This lies at the bottom of her lecture, and if she fails to make the way plain, then all tho rest of her well-meant advice is entirely out of place. I have been pondering over this problem for many years, and I have utterly failed. Maybe 1 didn’t work the sum right This is the way that 1 worked it: 1 counted forty full weeks for workine time in a year, which leaves twelve weeks for cold and wet weather and lack of work, and other unavoidable hindrances. Then, counting sl2 per week, we get $481) fur a year's work. Some men can get higher wages and someeau work more time, but take all the wage-workers, in city and cuuntry, and they will average less than this sum, Then I counted family expenses at this rate: For a family of six persons—two adults and four children—housejent, sls per month, $180; fuel, SSO; food, $1 a week for each person. $312. Put these items together, and we have $542, or .$62 more than the man gets for his year's work. As Mary is anxious that the workingman shall make a respectable appearance, and “be a man among men,” and that he should contribute, in time and money, in sustaining the church and benevolent institutions, he may need a pair of new pants during the year and to have his shoes mended; and the wife may want anew calico dress, and the children new aprons, especially if they go to school. And they may want a few books, and newspapers, and light to read by, with a few other et ceteras. Where is the money to pay for them? Now the next thing in order is fur Miss or Mrs. Mary E. Cardwill to present a bill of items, with kind aud cost, showing how a family can be supported on S4SO a year and money enough saved for the requirements of sickness and old age. if she succeeds in making the way plain some thousands of readers of the Journal will takeoff their hats when they see her and make a very handsome bow. Tkuman Beeman. Indianapolis. Aug. 25. GRAND HOTEL, INDIANAPOLIS, INDPassenger elevator ami all modern conveniences. Leading Hotel of the city, and strictly first-class. Kates. $2.50, $3 and s3.f>o per day. the latter price including bath. GEO. F. PFiNGST, Proprietor.

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STORIES BY HUGH CONWAY. SUCCESSFUL NEGOTIATIONS FOR • HUGH CONWAY'S LASTMANUSCRIPTS. We have great satisfaction in announcing that the LATEST MANUSCRIPTS of the lamented HUGH CONWAY have been secured by us for EARLY PUBLICATION in the columns of THE SUNDAY JOURNAL. • They consist of three SHORT STORIES, and are the only unpublished Short Stories of the eminently popular author of “Called Back." Their titles are as follows: . 1. At What a Cost. (In One Number—Already Published.) 2. f The Story of a Sculptor. (In Three Numbers.) 3. Capital Wine. (One Number.) No. 1 was printed on Sunday, Aug. 23, _ -i and Nos. 2 and 3 will follow in succession. We may add that tho stories are written in Hugh Conway’s vivid and graphic style, the * situations are most effective, the ourrent problems of social relations and varying phases of domestic life worked out in them are intensely interesting, and the characters leave the reader with distinct impressions such as are caused by people of striking personality in actual life. The appropriateness of this intervention in the existing arrangements for our Serial Literature will be self-evident. The reoent la- . mentable and all too early decease of the brilliant novelist naturally excites great interest in the work he has left behind, and calls for its publication as soon as practicable* We shall, therefore, defer the completion of the Octave of Short Stories by Distinguished Authors in order that the trio left by HUGH CONWAY may be commenced in our columns at tho earliest date. On September 27 the publication of the Octave of Short Stories will be resumed by WILKIE COLLINS, and continued by stories from the yens of RHODA BROUGHTON and THOMAS HARDY. THE SUNDAY JOURNAL! Rnpvi iun rni I FRF FffiSsMSK U Jajs SW H , RifS H vf] PUS sj§| IL*. H™, O IL. University Preparatory and Rusp •- M g Jrinesa for males. Graduating Course for Ladies. Private Instruction lor backward pupils. Special advantages in art. Division so made of Scholars that there art? no large clauses. Pleasantly located on the west bank of the Hudson, one hour from New i„ York. Send for new announcement. Next year opens Sept. V. W. H. BANNISTER, A. M., Principal.

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SOLAR||piI ISKOES mar Are tli C’HEAPENT W aud BEST for C'lllLo I)IIF.N. None genuine without trade-mark aud JohnMundeli, & Cos ” on sole of eaeh pair. FI T PERFECTLY, LooU Nice, <i iv'tom fort. Out wear others The 1200 Itoye in Girard tolleae, Philadelphia, all WE Alt THEM, aud their Guardians will have NO OTHER MAKE. V K SOLAR TIP SHOES A TRIAL. 4if* Sold by all reputable dealers. RAILWAY TIME-TABLE. Indianapolis A Vincennes. Depart—Mall and Cairo Express 7:15 am Vincennes Accommodation 4:40 pm Arrive—Vincennes Accommodation........lo:4o am Mail and Cairo Express 6.30 pm Evansville A Terre Haute Railroad. (Via Vandalia Line.* Lve Indianapolis s* 10:45pm ttrOOpm p*l2.oom Lve Terre Haute s:3oam *9:3sum 2:2opm Ar Evansville... 9:2oara 12:50am 6:lopm Lve Evansville.. s*6:3opm *l:0Oam p*10:00am Ar Terre Haute. 10:25pm 4:soam I:sspm Ar Indianapolis. 3:soam fl0:00atn 4:lsum (Via 1. & St. L. Ry. ) live Indianapolis *lo:sopm ts:3opm *ll:ssam Lve Terre Haute ss:3oam ‘9:3spm p2:2opra Ar Evansville... 80:20am 12:50ara p6:lopm Lve Evansville.. B*6:3opm *1:00am p*lo:<iOam Ar Terre Haute. BlO:2spra 4:soam pi:sspm Ar Indianapolis. 3:45am tl0:00au 3:35pm * Daily, t daily except Sunday, p parlor car, a sleeping car: Those trains carry the magnificent Monarch parlor, sleeping and buffet cars, the finest run in America. Cars ar open for passengers at 8:30 p. to. Train does not leave until 10:40 p. in.

RAILWAY TIME-TABLE. [TRAINS RUN BY CENTRAL STANDARD TlN*.] Trains marked thus, r e., reclining chair; thus,!., sleeper; thus, p., parlor car; thus, h., hotel car. Pae-Llne, C., C., C. A Indiannolis. Depart—New York and Boston Express daily, s 4:00 am Barton, Springfield and New York Express, c. c ..10:10 am Anderson and Michigan Express.. 11:05 am Wabash and Muucie Express, daily 3:50 pus New York and Boston, daily, 8., c. c. 7:10 pm BRIGHT WOOD DIVISION. Daily 4:00 am 2:15 pm Daily 10:10 am 3:50 p* Daily 11:05 am 7:20 pm Arrive—Louisville. New Orleans and St. Louis Express, daily, s 6:40 am Wabash, Fort Wayne and Muncie Express, daily 11:25 am Benton Harbor and Anderson Express 2:05 pm Boston, Indianapolis and Southern Express 5:15 pm New York and St. Louis Express, daily, s 10:15 pm BRIGHT WOOD DIVISION. Daily 6:40 am 5:15 pm Daily 11:25 am 6:50 pm Daily 2:05 pm 10:15 pa^ Chicago, St. Louis A Pittsburg. Depart—New York, Philadelphia, Washington. Baltimore and Pittsburg Express, daily, s 4:10 am Dayton and Columbus Express, except Sunday 11:10 am Richmond Accommodation 4:00 pm New \ork, Philadelphia, Washington, Baltimore and Pittsburg Express. daily, s.. h ... 4:35 pm Limited Express, daily, s, h 5:40 pm Arrive-—'Limited Express, daily 7:00 am RichmondAccomraouatioa, except Sunday 9:40 aat New i r ork, Philadelphia, Washington, Baltimore and Pittsburg Express, daily 11:45 am Columbus and Dayton Express, except Sunday 4:35 pa New York, Philadelphia. Washington,Baltimore and Pittsburg Express, daily 10:20 s>m CHICAGO DIVISION VIA KOKOMO, P., C. A ST. U. R. B. Depart—Louisville and Chicago Express, P- c... 31:15 am Louisville and Chicago Fast Express, daily, s 11:00 pm Arrive—Chicago and Louisville Fast Express, daily, s 4:00 am Chicago auu Louisville Express, P- ° 3:35 om Cincinnati, Indianapolis, St. Louis A Chicago^ CINCINNATI DIVISION. Depart—Cincinnati and Florida Fast Line, daily, s. and c. o 4:00 am Cincinnati, Rushville and Columbus Accommodation 11:10 am Cincinnati and Louisville Mail, p. c. 3:55 pm Cincinnati Accommodation, daily.. 6:55pm Arrive—lndianapolis Accommodation, daily 10:55 am Chicago and St. Louis Mail, p. c.. .11:45 am Indianapolis and Lafayette Accoin. 4:55pm Chicago and St. Louis Fast Line, daily, s. and c. c 10:45 pm CHICAGO DIVISION. Depart—Lafayette and Wabash Ry. Accora. 7:10 am Indianapolis and South Bend Ex.. 7:10 am Chicago Mail. p. o .12:05 pm Lafayette Accommodation 5:10 om Indianapolis and South Bend Ex.. s:lopm Chicago, Peoria and Burlington Fast Lin e: daily, s., r. c 11:10pm Arrive—Cincinnati and Florida Fast Line, daily, c. o. ands 3:35 am Lafayette Accommodation 10:55 am South Bend and Indianapolis Ex.. 10:55 am Cincinnati and Washing’n MaiLp. e 3:45 not Cincinnati and Louisville Accom... 6:42pm South Bend and Indianapolis Ex.. 0:42 pm Vandalia Line. Depart—lndianapolis and South Bond Ex.. 7:10 am New York Limited, daily 7:15 am St. Louis Mail 7:35 am Fast Line daily, p., h 12:00 a Terre Haute Accommodation 4:00 pm Indianapolis and South Bend Ex... 5:10 pm Pacific Express, daily, s 10:45 pm Arrive—Eastern Express, daily. 3:50 am Terre Haute Accommodation 10:00 am South Bend and Indianapolis Ex... 10:55 am Cincinnati and Louisville Fast Line 3:35 pm Day Express, daily 4:15 pm Limited Express, daily, h 5:30 pm South Bend and Indianapolis' Ex... 6:42 pm Wabash, St. Louis A Pacific. Depart—Toledo, Ft. Wayne and Michigan Express 7:15 am Toledo, Fort Wayne. Grand Rapids, Detroit and Michigan Exprea 2:15 pm Detroit Express, s 7:15 pm Detroit through coach on 0., St. L. & P. Express 11:00 p* Arrive—Detroit through coach on C., St. L. & I*. Express 4:00 am Detroit Express, s. and .c c 8:00 am Pacific Express 10:45 am Detroit and Chicago Mail 6:15 pm Cincinnati, Hamilton A Indianapolis. Depart—Cincinnati, Dayton and Toledo —. 4:00 am Cincinnati, Dayton, Toledo and New York 11:05 am Cincinnati, Dayton, Toledo and New York Express 6:45 pm Arrive—Cincinnati, Peoria and St. Louis.. .11:53 am Cincinnati Accommodation 5:00 pm Cincinnati, Peoria and St. Lons... 10:45 pm Jeffersonville, Madison & Indianapolis. Depart—Southern Express daily, s 4:10 am Louisville and Madison Express, p.c 8:15 am Louisville and Madison Mail,p.c, dy 3:50 pm Louisville Express - 6:45 pm Arrive—lndianapolis and Madison Mail. 9:45 am Indianapolis, St. Louis and Chicago - Express, daily, p 10:45 am New York and Northern Fast Express, r. c . 7:00 pm St. Louis, Chicago and Detroit Fast Ijine. daily, 8 10:45 pn> Indiana, Bloomington A Western. PEORIA DIVISION. Depart—Pacific Express and Mail 8:15 am Kansas and Texas Fast Line, r. 0... 5:10 pa Burlington and Rock Island Express, daily, r. c. ands 11:10 pm Arrive—Eastern and Southern Express, daily, r. c. ands 8:50 am Cincinnati Special, r. e ......11:00am Atlantic Express and Ma 11... 3:45 pm EASTERN DIVISION. Depart—Eastern Express Mail, daily s.. r.e. 4:15 am Atlantic Express, daily, s. and 0..0. 4:05 pm Day Express Arrive —Pacific Express, daily, s. and c. c. 7:45 am Western Express -•-• 4:4a pm Burlington and Rock Island Express, daily, s. and r. c 10:35 pm Indianapolis, Decatur A Sprin )Held. Depart—Decatur and Peoria Through Mail. 8:30 am Montezuma Accommodation, daily except Sunday 6:00 pm Fast Express, daily, r. e. and 5—.1050 pm Arrive —Fast Express, daiiv. r. c. ands.... 3:50 am Montezuma Accommodation, daily except Sunday 8:50 am Through Mail 5:30 pm Indianapolis & St. Loots. Depart—Day Express, daily, c. o 7:10 am Boston* and St. Louis Express, daily, p 11.55 am Paris Express - 5:30 pm New York and St. Louis Express, daily, s. and c. c 10:50 pm Arrive—New York and Boston Express, daily, c. Local Passenger, p Indianapolis Express, daily P ra Day Express, c. c., daily pm Louisville, New Albany & Chicago. (Chicago Short LintO Depart—Chicago and Michigan City Mail... 11:55 am Frankfort Accommodation o:DG pm Chicago Night Ex., daily, s P Arrive—lndianapolis Night Ex., daily, 5.... •:35am Indianapolis Accommodation 10:00 am Indianapolis Mail 3:30 pm BROAD RII’PLE TRAINS—SUNDAY ONLY. Depart-9 am. 2 p m. Arrive-1 p m, 7:30 pm Cincinnati, Wabash & Michigan Railway. (Over the Bee-line.) Depart—lndianapolis and Grand Rapids Ex. 4:00 am Michigan Express 11:05 am Louisville and Wabash Express... 7:10 pm Arrive —Wabash and Indianapolis Express.. 11:25am Cincinnati As Louisville Express... 2:05 pm Indianapolis and St. Louis Express 10:15 pm Fort Wayne, Cincinnati A Louisville Railroad. (Leave Indianapolis via Boa-Hue.) SOUTHWARD. Leave Fort Wayne 11:00 am 5:50 pm Leave Bluff t0n...... 12:03 am 6:50 pm Leave Hartford 12:58 pm 7:41 pm Leave Muncie 3:57 pm 9:23 pm Arrive Indianapolis 6:00 pra 11:15 pm NORTHWARD. Leave Indianapolis 4:00 ana 10:10 am Munuie 6:00 am 1:15 pm Leave Hartford 6.37 am 2.00 pm Leave Bluff ton 7:30 am 2:58 pm Arrive Furl Wayuo B;3oam 4toopm

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