Indiana State Sentinel, Volume 28, Number 24, Indianapolis, Marion County, 11 June 1879 — Page 2

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THE INDIANA STATE SENTINEL WEDNESDAY MORNINGK JUNE 11, 1879.

KEYIEW OP OUR RAILWAYS.

Eibs of Bteel That Bind This Metropolis to the Civilized "World. Several System of KiUmKi af Whlen Indiana palls Is the Center. Skeleton Sketches and Suggestive Statistics. Prepared for the Sentinel by J. Q. T.J The concluding sentence of the recent article headed "Railroad City of the World" suggested a panoramic sketch of the several lines of road converging to this metropolis. Oar Capital city is the focus of nearly a dozen leading lines, some of them being links or sections of the most important TRASS COIfTIKKKTAIi KAILWATB of the country, reaching eastwardly to the Atlantic ocean and the great metropolises which guard the harbors of the world's vast commerce, and westwardly penetrating the "boundless contiguity of space" whose secrets of hidden wealth are yet to be unfolded. - Others extend northwardly to the more vigorous climes, to hardier communities, full of pluck, enterprise and vigor, to the area of wheat, the provinces of pine and the land of copper, and to the lakes shimmeriDg with piscatorial life; while others still point southwardly to the realm of king cotton and the land of the live oak and magnolia. Whether viewed as railway center, to which these lines converge, or an initial point of vital importance to the "outer world," and from which the several lines diverge, Indianapolis represents, upon the map and as a matter of fact, a proud and enviable position. The little diagram map need by Mr. Jack son at the Union Depot suggests to the mind forcibly the position of supreme consequence assigned the Capital city of Indiana in the transportation economy of the country. If Indianapolis were the sun and center of the solar system, the lines radiate through space with the regularity and fullness of the rays of light from the luminary of the universe. For travel and freightage one can go direct to any portion of the Republic Jno circumlocution is necessary, so far as the rail facilities of Indianapolis are concerned. Proud of our city and hopeful of its bril liant destiny, it can not be less than beneficial and interesting to stop for a brief period in the midst of prosperity and busy industry, and take account of the mighty resources from which our strength is largely drawn, and without which our every energy would be instantly paralyzed. We can thus recogniz3 the life blood that has contributed to ns commercial and industrial health and muscle, and the vigor of the athlete. Thousands of our population migrated hither from other climes, countries, communities, cities and States, and the ss citizens are unfamiliar with the pioneer era of railways. Oar renown, in great degree based on these roads, is as wide as civilization itself. Salient facts of history, succinctly stated, may arrest the attention of all; but of special interest will it be to these thousands of citizens who have become incorporated In the general prosperity since the network of railroads was projected and completed, to read a brief and nn pretentions sketch of the origin and development of the RAILWAY SYSTEJt OF IXDIASAPOLIS. An arbitrary method of grouping the roads may be adopted for convenience and for generalization. Considering the more direct interests of each, and its connections and dependence thereon, the especial relation it holds to other roads or to trunk lines, the 11 railways leading into Indianapolis may be grouped into three more or less distinct systems, leaving two or three roads in an apparent independent relation. These groups may be appropriately designated as the Pan-Handle system, the Baltimore and Ohio system, and the Bee Line system, taking their respective names from the stem lines to which their major interests attach. In mileage, area of populous and productive country directly penetrated, and in pre eminence as a national transportation artery, perhaps the group taking precedence is THK FAK-BAKDLK SYSTEM. First of these is the Pan-Handle trunk line East, by way of Pittsburg, direct to the commercial metropolis of the country, New York; also to Philadelphia, Baltimore, and the National capital. It is the chief westward extension of the popular and worldrenowned Trunk Line road, generally known as the Pennsylvania Central, originally built through the Keystone commonwealth, from her commercial entrepot, Philadelphia, to her manufacturing metropolis on her extreme western border, Pittsburg. This remarkable transportation thoroughfare traverses one of the most interesting regions of the civilized globe, fruitful to repletion with the multifarious substantial resources of prosperous civilizations. A mere glimpse of this fascinating route suggests the indescribable grandeur of it a concatenation of villas and gardens and orchards and blooming farms from Jersey City to the "city of brotherly love," and on westwardly through the highly cultivated area of Eastern Pennsylvania; for hundreds of miles throughout the length of that great State, over variegated and undulating regions, pursuing the serpentine course of mountain streams, in search of possible pathways; skimming through perfumed and roseate valleys, teeming with industrial and opulent populations; burrowing beneath mountains, through exhaustless mines of ores and coals. finally reaching a breathing spot at the conjunction of the two mountain streams which form the beautiful Ohio. The mountain scenery along the Pennsylvania stem line is bewitchingly attractive, and in track, grades, coaches, equipment, method and energy of management, and every facility afforded by -the best machiney, most successful improvements and ail that money will purchase, this famous road is unsurpassed The fabulous statistics of the passenger carriage of the Pennsylvania Central daring the Centennial year bewilder the reason. At Pittsburg, the trunkfeeders branch out one, the Pan Handle proper, terminating here, and the other leading line, the old P., Ft. Wayne and C, terminating at Chicago. At the Buckeye capital another intermediate feeder (the Little Miami) extends to Cincinnati with a further extension over the "Short Line" to Louisville. Intermediate routes under the same general system and con trol, extend from Columbus, Ohio, and also from the Queen City, to Chicago, by Bradford, Logansport, . Anderson and Kokomo. Other prongs extend from here to Louisville, Evansville and St. Louis. All this comprises a part of the massive syttem of railways under the general direct tion of Colonel Tom Scott, the . railroad ,' king with a world-wide reputation. But the immediate control of the Pan Handle proper, comprising the several lines of the P., C. ana

St L., terminating here, and the "Jeff" and the "Vincennes" roads, is under HE. D. W. CALDWELL AJTD ASSISTANTS Mr. Caldwell is general manager, with principal offices at Columbus, one of his

most rename lieutenants in command being Colonel W. L. O'Brien, who is the general ticket and passenger agent - Both these gentlemen are railway , magnates of enviable popularity i and distinguished efficiency. . After the death of Mr. Boyd, late, general ticket agent of the great Pennsylvania system, Mr. L. P. Farmer, an old-time Indianapolis citizen, who frequently visits us. was pro moted to that very responsible trust, which he fills with evident satisfaction to the great corporation he represents. Apropos, in this connection, it may be mentioned as a distinguishing characteristic of the conduct of the enure system or railways, under tne guidance of the parent stem, Pennsylvania Central, that young men of proved capacity and energy are promoted, and retained to the end in the active man agement. The axiom, "old men for council, young men lor war," . is applied in civil life. Of this class may be pointed oat, vice president, A J. Cassatt; general manager, Frank Thompson, J. N. Da Barry; Henry vv. Uurnner, passenger auditor; general passenger gnt, L. P. Farmer; Robert Pitcairn, William A. Baldwin of the Erie division, D. W. Caldwell and Colonel W. L. O'Brien of the Pan Handle; Colonel Horace Scott, of the "Jeff," and E. W. McKenna.of the Vincennes road. With such young and middle-life blood and energy infused into the controlling and directing forces of a network of lines having such apparent diversity yet mutuality of interest, the magnificent spectacle of success is not a surprise. The policy pursued is gjnuine statesmanship. The Pan Handle route East traverses the GABPEN SPOT OP ISDIASA, ' the Quaker section of Henry and Wayne counties. Pursuing its coarse toward the rising sun, leads to the Buckeye capital, and onward across the great sister State of Ohio and over the narrow northward projection of West Virginia,called the Pan-Handle, from which circumstance this trunk line acquires its peculiar "pot-lack" name. The magnitude of this distinct property is suggested by a bit of statistics: Cost or Pan-Handle line-.. .S19,947,755 Additional assets 10,000,OU Total value of property- .$,917 ,755 The Pan-Handle is the central highway from the Ohio and Upper Mississippi valleys to the Atlantic seaboard, over tae Allegheny mountains, ploughing directly through the massive belt of anthracite and bituminoas coals - and exhaustless mines of iron ore underlying the Keystone Commonwealth. It thus affords not only a reliable outlet to the Eastern market for surplus production, and unsurpassed shipping facilities for the trade and commerce of this inland capital, but brings to our very doors the mines and other natural resources of Pennsylvania, and the myriad manufactories for which she is famed. It is the popular central route of travel to the seaboard, being almcst direct to the many great cities situated upon ocean waters, from Long Island to the Potomac. Quick transit, steel rails, double track, iron and stone bridges, most improved rolling stock. experienced and faithful employes and managers, luxuriant equip ments for comfort, best of hotels, polite at tention, varied and fascinating scenery th'se are some oi tbe characteristics of the Pan -Handle Trunk line . out of Indianapolis. The passenger at our Union depot can take a place in a velvet-cushioned coach, floating on gently-undulating springs, and guarded by the Westinghouse air-brake, and, bat lor the two or three in terruptions en route by calls to metis and a night between sheets in the embrace of Morpheus, he is entranced in a dream till requested to alight upon the bank of the Hudson river at the ferry gateway to Gotham. THE YAXDALIA LISS is practically a Western extension of the Pan-handle. . The public understood that this excellent link uniting the network of roads centering here with the metropolis of Missouri was under the general direction ef the Pennsylvania interest. Bat the intrica cies and mysteries of the inner circle of railway manipulation and management are often alluring and decep tive. Since the abandonment of the "pooling" alliance between the Vandalia and the I. and St. L., each line seems to be independent, bat each having either a substantial or an ideal affinity for a trunk line East the Vandalia for the Pan Handle and the L and St. L. for the Bee Line. The an dalia is the development of the older Terre Haute and Indianapolis road, which was projected among tbe first railway enterprises in the State in 1846 and completed to Terre Haute in 1832. From the peculiar location of this short road, flanked by enterprising populations, its local trathc and travel have been great and lucrative from the beginning. It has been on a of the best paying short roads in the West, The track and equip ment were never permitted to deteriorate, but maintained abreast of the best. Certain rivalries, the details of which need not be given, projected a competing road, and the L and St. L, line was constructed, reaching to St Louis by way of Alton. The old and rich Terre Haute and Indianapolis road promptly accepted the situation, and pro jected the "short cut" through road across Illinois by Vandalia, the enphonious came of that station giving title to one of the farfamed and most popular travel and traffic routes in the country. To the mutual aston ishment of the competing lines, both roads did a good paying business, and if "cutting ot rates could be avoided, there is no rea son why each could not maintain prosperity. The Vandalia has the advantage of being snorter man its rival, ana tms. with a repu tation extending from ocean to ocean for good management and splendid transportation facilities, gives it a gratifying bulk of business, come figures, in round numbers. suggest the importance and prosperity of the vandalia Assets. (5,333,000 00 1 ,300,000 0J 2,125.000 00 Barplu8......... . .... Earnings one year (three years ago) euu.uu uu The "Vandalia," like its L competitor, taps the Brazil coal and St L. fie.ds, and over this line come a large proportion of the fuel supply of Indianapolis. Over this route tbe many articles of our manufactur ing industries can be transported to the prosperous communities occupying vast agricultural areas in Illinois. Kansas, New Mexico and Texas, and from these vast bucolic principalities there will flow to ns in return countless thousands of cattle, sheep, hogs and other stock. Hon. W. R. McKeen, one of the recognized enterprising men of the West, a nominal resident of Terre Haute, is the chief executive of the "Vandalia, while a former popular and favorite citizen of the Hoosier capital, Msjor John E. Simp son, manages tne corporation from his St. Louis headquarters. Mr. Riley McKeen is of that metal to inspire any enterprise with ambition and success. In a recent report of Major Simpson, the following fact is modestly stated : ''I am pleased to be able to eav that no passenger was killed or injured daring the year. - TUB J , H. ASP L (JIFF.) BOAD, The Madison and Indianapolis line was the pioneer railway of this State, and it enjoyed all the distinction and disabilities which that terra implies. In 1830. at the earliest dawn of railway discovery and util ization, tae Indiana Legislature chartered ban dozen railroad lines. Only a year or two betore bad the Baltimore and Ohio rail way, near Baltimore, and a few other short roads in the East and in England, practically Illustrated the new motive power and sua; grated its feasibility. But the ambition of oar legislative Solons was a Utopian dream. They had little conception of tbe immense cost of railway construction compared with that of other thoroughfares. This was a Be w

State, sparsely settled, scarce of millionaires and even of modest capitalists. Afaong these early charters was one between Indianapolis and Lawrencebnrg, contemplating steam connection with the Queen city, then as now the commercial entrepot of the Ohio river valley and its upper tributaries. That was the one practical line, and bat for a series of circumstances and personal selfishness, Cincinnati aad Indianapolis would have been united bv rail by 1840 instead of a dozen years later.

Tne Lawrenoeburg enterprise, after a few fitful efforts at making a real beginning, was abandoned. Then, in 1336, the State took hold of the already initiated "Madison and Indianapolis ' railroad, t or nve years it was Credit Mobilier" bonanza,nearly $2,000,00 being squandered in constructing the road from Madison to 'Vernon, a distance of 22 miles. 8ix years later (1847) it entered the capital, and this city was thus brought in steam connection witn ail tne navigable waters ofl the wharf at Madison. Its monopoly was unchallenged and emphatic till a rival enterprise, the "Jeff" loomed. and disturbed its rates and plans. The Jeff" was projected in 1843, and completed from Jeffersonville to Eainburg in 1852, from Columbus to the last named town alongside the M. and L Perceiving the im mediate certaimty of calamity if two lines were in operation side by side, the old mo no ply yielded to the inevitable, and was ab sorbed Of the rival new corporation oy a xo years' lease to the "Jeff." At the expiration of tbis lease the "Jeff" purchased the old parent road, and the whole has since been known as the J., Ar. and L Ten or A DOZEN TEARS AGO, fortunately for the roads, the people along them and the public at large, the controlling interest in the J., M. and I. ,or "Jeff" passed into the hands of the Pennsylvania Central company. and from that day prosperity marked the puny Jen" lor her own. The rough and rotten rails were displaced by new; the dilapidated rolling stock gave way to bright, new, iresh equipment: eraceiul bridges were con structed to span the streams, and the whole road was speedily rejuvenated, colonel Horace Scott was placed in charge, and un der bis masterly, methodical efficiency, his untiring energy, uis gvueruus buu uiuauminded management, the once most uncom fortable, unaccommodating and unpopular "Jen ' has developed and grown to be a star line of travel and traffic. Without intending to be invidoup, it may be Btated with truth that for ease, comfort, luxury and safety in travel no line in the West surpasses tbe J., M. and I. The gratifying progress of this pioce: r of our Bteam transportation is most vividly indicated by presenting a brief tabulated statement of the business periods a score of years apart: 1S5G. 1S76. Gross earnings 27l.l00 J1,172,'X Number of pasengerscarried 285,752 7JO,(Xl0 Net earnings.... . J144.MJO The main line, Indianapolis to Louisville, and the several branches, comprise 226 miles of road. The total cost was $0,500,000. The nearly half a million net tarning quoted above yields about 7 per cent on tbe in vested capital, which is a success almost unparalleled in railway operation since the panio of 1873. The equipment of the "Jeff" is worthy of praise. Nearly half a hundred locomotives supply motive power, two-thirds that many passenger coaches, and between 800- and 1,000 traffic cars are abundant for so short a line, thousands of the freight cars of tbe "fast freight" companies also going over th road. Most of the passenger coaches have six wheel trucks and finest of springs, which require a generous outlay with an eye single to the ease and comfort of the traveling public. Up to this period, the "JefF" is the one direct line from here to the South by rail, connecting in Louisville with' that splendid railway corporation, courageous and plucky, the "Louisville and Great Southern," to Memphis, Nashville, Alabama and Georgia to the very heart of Dixie. When Indianapolis erects within ber borders those numerous cotton mills and print works, over the Great Southern and tbe "Jeff" will roll to ns those long trains laden with cotton bales, freshlypicked on the plantations "Way down South in Dixie." The J.,' M. and I. is almost an air line to the . Falls City. Colouel Horace Scott has reason to be proud of his achievement of a dozen years. The remaining Indianapolis offshoot of the Pan-Handle system is THE V15CEKSES ROAD. This was one of the lines projected by the Utopian dreamers of 1836. Indiana has had three periods of railroad enthusiasm, respectively, 1836- 40, 1850-'5o, 1866-'73. In tbe first period, the line coupling the oldest town in the Commonwealth with her Capital city was paper-built, but the enterprise had not the "courage cf its convictions" and was doomed to premature decay and temporary oblivion. Its vitalization into reality was only accomplished in what might be called the tentiary period (1865) and by 18C8, largely through the energy of General (United States senator) Burnside, it was completed. The Vincennes line does not at present form a link in any of the continuous and conspicuous trunk lines East and West, but it is, in connection with tbe Cairo and Vincennes road, an intermediate trunk route direct to the Southwest and lower Mississippi, bringing Indianapolis in close and convenient commercial relations with that undeveloped"principality within the limits of Arkansas and Texas. The Btock products of these areas, and of Southern Illinois and Western Kentucky find the Vincennes a ready pathway of shipment to tbe stock yards on the Belt road. The I. and V. pen etrates a region of our own State barely opened to development, and a score of years hence the tier of counties crossed by this line will show by their increase in population, wealth and productive industry, the inestimable value of tbis road. The Vincennes is a well built and comfortably equipped line, and is under the immediate management of Mr. E. W. McKenna, a popular and capable railway magnate of our own city. Mr. McKenna has been connected with the line fvr a long time, and has an abiding faith in its destiny. The Vincennes is a part of the network of roads under the general control of the Pennsylvania system, which is primarily commanded by Colonel Thomas A. Scott and his corps of able lieutenants. Other than the Pan-Handle group, the most distinctively defined combination of roads Is . THE BEE LIKE SYSTEM, the artery route of which is the old reliable Bellefontaine road east, technically designated as tbe C, C, C. and I. (Cleveland, Columbus, Cincinnati and Indianapolis), a railway combination of extraordinary resources and facilities, concentrating, by virtue of its capacity and management, a preponderating proportion of the traffic and travel of several great States. Cleveland may be considered the initial point of the F resent Bee Line system, though originally ndianapolis - was the main - city of the line. That was when it was the Bellefontaine road, and when Crestline and its connection with the Pittsburg. Fort Wayne and Cnlcago road, gave It conspicuous notoriety as a trunk route bv Pittsburg to Philadelphia, Baltimore and Washington. Now, the trunk line interest of the C, C, C. and L is with the Vanderbilt tegency and railway system over the Lake Shore and Buffalo route to Albany, thence to New York by the Hudson River, or to Boston acros the New England States. It is understood that tbe special interests ot the L and St. L. road to St. Louis are now in the custody of tbe Bee Line, and possi bly the same may be true as to the I., B. and W , under the new management With tbe I. and St. L. operated ia the Bee Line interests, that consolidation spans three mighty 8 La tea, from Lake Erie's chief city to the Mimssippi river; and its amalgamation with tbe North or Lake Shore trunk route East, distinguishes it as one ef

the principal railroad properties of the

country. - The history of tbe Bee Line is varied and interesting. Theparent road was projected in 1848, tbe late lion. Oliver i. Smith being its pioneer. Originally it seemed to have sprung up nowhere in particular, having 'most anywhere for its destination a sort ot wanderinc iron-footed tramp. But in 1852 the shreds of existence had been gathered up, and there was an inter State trunk route. with the capitals of Buckeye and " Hoosierdom for termini. Possibly .the objective points were, atone 'period, Dayton and Indianapolis. At all events, it was hardly more than an ambitious local road till the sagacity of some new managers turned it from its unnatural Dayton terminus and united its Bellefontaine division with the Galion connection to Cleveland. A score of years ago the late"roogh and gruff" John Brough, afterward a wargovernor of Ohio, was the brusque-spoken, warm-hearted, honest purposed, short and fat president of the Bee line; and at earlier periods Calvin Fletcher and Alfred Harrison, of this city, were presidents of the old Bellefontaine road. These latter-named gentlemen were earnest promoters of it when in its chrysalis condition. Under Governor Brough's - vigorous management, the Bee Line began to assume a position of consequence. Through many vicissitudes it passed, acquiring new franchises and feeders and sources of strength, till its importance had forced itself on the attention of leading railway men of the country. The spontaneous growth of Indianapolis and Cleveland, and the splendid development of the area traversed by its main stem between the capital city of Indiana and the Lake city, at once placed the Be Line in the ranks oi the great railways. Business, capital and energy flowed to it. Eight years ago its mileage growth had rerched almost to 400 miles in Ohio and Indiana; and, when a leased line and the I. and St L. are added, the total track is nearly 730 miles. Just tbe other year the total earnings exceeded FOCB MILLION DOLLARS, the net profit being quite $300,000 after payment of all expense accounts and interest on bonded debt. The total assets of the Bee Line proper are Btated to be $22,000,000, and the careful and capable management of this prosperous and popular route for travel and traffic is shown by the surplus account of half a million dollars. It rivals tbe greatest of our roads in freight statistics. Recent reports suggest the immensity of tbe Bee Line business, especially in shipment of merchandise here from the East, in which branch of transportation it outstrips all competitors. One published report shows the iolirwing arrival o cars loaded with merchandise, in one year: . Over Bee Line ... 26,130 Over rival road (next nlnhest,).... 13,202 Excess of Bee Llrie arrivals.. 12,023 Perhaps from the first the Bee Line has maintained its surremacy in this one par ticular, as therotre over which the bulk: of Eastern mercbancise reaches this city. In all its appointments for freightage and passage the Bee Line is thoroughly ferst class. Its equipment is ample and com plete. Its maragement is generous, vigor ous and popular. One of the most estima ble of the railroad kings of the realm, Hon. J. H. Devereux, of Cleveland, is the presi dent of this important transportation sys tem. When that remarkable broad gauge trunk line, the Atlantic and Great Western, became entangled in the meshes of financial embarrassment, the skill, experience, courage and courtesy of this large-brained, largebodied and handsome gentleman, . Mr. Devereux, were sought for, and he became the receiver ot tbe crippled A. and u. w, Mr. H B. Hurlburt is vice president of the Bee Line, and president of the L andSt. L. link or extension. There is a prevailing bigness about the Bee Line big ambition, big work, big future, big managers. President Devereux is not the only large. finely-developed presence connected there with, but Indianapolis people are familiar with our mammoth-bodied and largs-bearted friend c. C. Gale, tne executive chief in com mand of Bee Line movements at this headquarters. To the enterprise and activity of Mr. Gale is largely due .he location of our SPIRITED SCBUBB, BBIGUTWO0D, and the establishment there, as a permanent improvement and manufacturing acquisition, of tbe most complete and among the largest railway shops in the United States. They are a marvel, and add immeasurably to the permanent growth and industrial development of Indianapolis. Tbe Bright wood suburb has added thousands to our population, and to a potent extant has aug mented the wealth and happiness o( our people. THE L, AXD ST. L. BOAP. Whether regarded as an extension, prac tically, of the lsee Line facilities, or as an independent railway, the L and St. L. is an important factor in the transportation economy of the Hoosier metropolis. Not only is it a tuperior local outlet for Indianapolis' trade and business, reaching thriving and active populations throughout its entire line in Indiana and across the great sister State of Illinois, but it is unsurpassed as a nourisher of our industries, our commerce, our manufactures and our destiny. The 1. and St. L. passes for over 200 miles through a modern Uvden of bden, minus tne soar apple tree and the seductive serpent. It is a vast expanse of alternate wood and prairie so rich and fructifying that industry has only to "tickle it with a hoe and it will laugh with a harvest." Like its competitor. tbe "Vandalia," the Indianapolis and St.. Louis taps the coal fields of our western bor der, and over its tracks come millions of bushels of bituminous coal. These two roads are almost side by side for the 75 miles to Terre Haute. Entering Illinois, they diverge, each pursuing the bent of its own sweet will, and bestowing blessings on pros perous continuities. At one point m common, on the line ot tbe Illinois Cen tral, these two roads are 30 miles apart, the Indianapolis and St. Louis at Pan a, and the other at "Vandalia." There they converge to the mighty metropolis of : tbe Mississippi, and of course at St. Louis both connect with the network of railways diverging to all points, interlacing the developing empires lying west and southwest to the extreme limit of Anglo-Saxon civilization, and fast absorbing in their crucible of progress the lingering remnant of Aztec semi barbarism. Since the suspension of tbe pooling arrange ment between the Vandalia and tbe L and St. L. and each must "go it alone," the natural rivalry has given seat and impetus to tbe management or Doth lines, in the general superintendency of Mr. E. B. Mc Clare, the I. and Sc. L. has wise, faithful and devoted direction and oversight. Citizens of Indianapolis know this gentleman to possess the many qualities 1 re quisite in a successful manager of sn enterprise of this character. Under bis attentive supervision the passen trer and f reiebt business is steadily increasing. and the popularity of tbe L and 8t, L. is becoming fixed and enduring. This road is a valuable auxiliary of tbe trunk lines in giving to this city, especially the stock and grain trade, that significant importance its geographical location ana energetic enterDiise warrant. If these rival lines to St. Loo is abjure treachery and scorn cutting of rates as alike injurious to themselves and to the permanent interests of the people along tbeir respective roaas ana maintain iair living prices, both routes can have abundant business and prosperity. .. . THE L, B. AKD W. LTHK. . A tinge of vagueness is suggested to the mind by the name of tbe Indianapolis. Bloomington and Western road, "Western" beirie a relative term used rather indiscrim inately bv our forty odd million people. disporting there supreme sovereignty in this "Western" world Republic. Tae direction of the line is wast nor west, but we are to have a genuine "Western" road In the pro

jected and building Indianapolis, Decatur

ana opnngneia railway, connecting at the capital of Illinois with a line extending on toward the Occident, to Hannibal and to SU Joe, and atill westward, with the star of empire till lost in the boundless space of the real West. The I.. B. and W. is an out growth of the railway construction fever closely following tbe rebellion and its suppression. , The conception of tbis enterprise was an inspiration. It was complimentary to the present and prospective of the Hoosier capital that the projectors of the I., B. and w. snonia single oat oar city as the focus of nearly 350 miles of brand new road, penetrating a populous region of a sister State, already threaded by numerous railway lines to Chicago, St. Louis and other centers. The new L, B. and W. bravely entered upon occupied ground and bid for- patronage and glory in competition with such Croesus-mattered corporations as the Illinois Central, the Chicago, Alton and St Louis, the Wabash and Toledo, and the Chicago, Burlington and Quincy. The magnitude of this enterprise, and the couraga and faith of its friends, are suggested by the investment of almost $25,000,000 in it; and it is entirely probable that if the 1873 panic bad not come for five or 10 years, the immediate financial success of the Indianapolis, Bloomington and Western would have been demonstrated. Even in the face of a heavy construction debt and the universal depression since 1873.- the Indianapolis, Bloomington and Western has "paid its way." It stood the pressure that made oldestablished corporations quail and crnmble, for two years, but was finally compelled to accept a receivership. Tbe line was fortunate in h -ving General George B. Wright, late commissioner of railways for Ohio, designated as receiver. In his recent report to the court he says: Pay-rolls have been promptly met every month for the Jour years, and payment for supplies and Improvements have been made at the time agreed upon. That is a good record for the past four years of management of a new road. In this connection, some brief statistical facts may be interesting: - Earnings for past four years , 95,518,910.57 Total tonnage forwarded from Indlnapolls in 1S78 77,9K9,2S9 Passengers carried In 1X78..... ,.. 21 S12 Miles run by locomotives in 1878 1,41501 These few figures suggest the extent of the work of the L, B. and W. From the character of the country and the population hi the vast area traversed by this roatfand tributary to it, and tbe surplus produces thereof, it is destined to be, in its traffic, one of the most important of all the lines centering at Indianapolis. In the recent change of ownership of tbe I., B. and W. and reorganization of the company having possession of it. whether any trunk line East has acquired control is not announced. It is understood that General Wright is to be retained as general manager, at least lor tne present, which is a wise conclusion of the direction. ; Another article can present sketches of the remaining lines in operation and in process of construction, as well as projected roads, and also a comprehensive estimate ot the Delt Line and its consequential relations to the hopeful future of Indiana's capital. ' Nordenskjold. ' Boston Advertiser.! The name of Kordenskjold, the learned and daring Swede, is bencaforth to be added to the list of successful explorers. He has completed a great achievement, and at the same time has made a distinct and original contribution to th9 sum of hamanknowledge. Late in December, when within a tew days call of the end of his perilous voyage, he was blocked in the ice near Kellett Land, an island on the northeast coast of Siberia Here he and his gallant company passed tbe winter; it is not yet known how. Many feared that they had met the fate of other explorers in tbe same destroying teas, and preparations on a great scale were already making to rescue them if alive, or to find traces of their loss. Others were more hopeful, and predicted that they would come safely to port as soon as the warmer currents swept along that stormy coast. Their confi dence has been justified, and tbe news of the arrival of tne Vega and its gallant crew at Behring straits has been received with satisfaction and relief throughout the civilized world. Prof. Kordenskjold has been on many previous voyages of adventure and discovery. Seven years ago be was selected by the Government of Sweden to command a sledge expedition toward the pole. He and is companions went further than any travelers had gone before, but the difficulties were too great for endurance, and the expedition was abandoned without practical result. Three years later, with the co-operation of a wealthy merchant of Gottenburg. who shared his entbusiam. Prof, xvordenskjold sailed in command of another expedition along tbe coast, past Nova Zambia, to the great central rivers of Siberia emptying into the sea. It was the first time the Inhabit ants of that vast region realized the poteibiltty of communication and traffic with Europe by way of the Arctic ocean, and they hailed the Swedish stranger as a national benefactor. Mercantile ventures were successfully made over the new route tbe following year, and have doubtless con tinued to this time, for Nortuern sailors are courageous and enterprising. The success of these enterprises embolden ed him to undertake a more daring adventure, and seek a passage to the Pacific ocean tnrough the Hearing straits. King Oscar, himself a sailor and an enlightened friond and patron of learning, encouraged the per ject with personal sympathy and liberal grants of money. The ablest of his naval officers were contributed to the expedition. and representatives of the English and German navies were invited to accompany tnem. imminent men of science also con tributed their services, and sailed with them. Mr. Dickson, the Gottenburg merchant who had enabled Professor Kordenskjold to make nis earner voyages, opened bis purse again, and with a gift equal to that of tbe crown itself enabled tbe voyageurs to sail with every possible device that could contribute to tbeir comfort and safety. The Vega sailed on the 4th of July, 1873, and on the 3d ot May, 1879, she was reported in the straits, out of danger, all on board well, and about starting for home by wsy of the Sacs canal. When they arrive at a mailing station, which may not be for several weeks, we shall have full particulars of this interesting voysge. ' Its successful accomplishment will give a fresh impulse to Arctic exploration, and stimulate anew the increasing interest in geographical science. It is the first genuine success that has crowned the efforts of sailors in these Northern waters for many years, and it has been . achieved where the greatest navigators of tbe world have failed. It has demonstrated the possibility of commerce between the two great oceans by a route hitherto unknewn. The value of the discovery is still to be shown. But to have found an open sea eaestward from the Atlantic to the Pacific, and to have actually made the first passage, is a distinction to be proud of. . . - The Trinidad News ventures the following opinion on the future of the carbonate camp: The Leadville fever is waning, and noticea bly, too. Prospectors and adventurers are leaving tbe camp and returning to the States. Three months ago tbe freighting business was the best paying that a man could engage in, the rates being at one time seven cents per pound from Webster, at the end of the South Park road. So great was the supply ot teams brought into use, that business became greatly overrun, and to day the rates are down to one and a half cents per pound hardly sufficient to bay horse teed.. Sadden changes of temperature always induce physical -discomfort under various manifestations, but generally colds. Dr. Bull's Baltimore Pills quickly rid the system of the bad effects resulting from these changes. Price only 25 cents. , , ,

RASWAVS RBMBSIfil

SB. JSHm i S trans- TeatasMajr from Wm. 3erara Starr aa to tk rawer of Rm1wiji Jtesxly Rclle-r fai ce mt ' fcdaUe KneuBUkllam. T No. S Vaw Kbss-placx, New Tork. Tin. RinvAv urith ... ..!,. i ed wonders. For the last three years I hav had frequent and severe attacks of sciatic sometimes extending Irom tbe lam bar regior, if aukJ and, at times, in both lowe; During the time I have' been affleted I have t.rlHl ftltnrvft. all th. ... .w4 1 - i . i wise men and fools, hoping to find relief, but all nmvurf ti Ka 4(7 a-av vm w KTJ tOUUICB. I have tried various kinds of batbs, manipulations, outward applications of liniments, too numerous to mention, and prescriptions of the moot eminent physicians, all of which failed to give me relief. lasi September, at the urgent request of a friend (vhn hnH hMn affiiirfiui i . . i induced to try your remedy. I was then suftering tearfully with one of my old turns. To my nrpriHe and delight tne first application eave me ease, after bathing and rubbing the parts aiieciro. leaving me limn in a warm glow, created by the Relief. In a short time the pain Er, . ' iuiuuku x nave sngnt pe riodical attacks approaching a change of J , . . . Buw uvrw uvw W CUie III VWU, .Tt. V f . . . rieuu. x never travel without a bottle in my valise. - Yours truly GEO. STARK. Rheumatism, Xenralgia, Dlphiicriii. iiiuoeiiaa. Sore ThroKt, Diiacult ttrealLinj KKT.IKVEU IN A FEW MINUTES BY RADWAVS READY RELIEF. For Headache, whether slct or nervous: rheumatism, lumbago, pains and weakness in the back, spine ar kidneys; pains around the liver, nlenriftv. u-M i r, rro . i. i . .1 . .. . . . ' : 7' T - ...... W NICJUU1U, wius ui tUf.PVwei' heartburn and pains of au kinds, chilblains and frot-bltes, Rad way's Ready Ke ..- luimniiiiiu eae, anu it contin ued use for a few days eCect a permanent cure Price, 50 cents. HEADY RELIEF. CUBES THE WORST PAINS - IN FROM ONE TO TWENTY MINUTES. NOT ONE HOUR ' After Beading- ta Atl vertlsonant Keea Amy Oae SuSrr with 11b. RADWAY'3 READY RELIEF 1 a Cure for Every Pain. It was the first, and is the ONLY PAIN REMEDY that lrrtantly stops the most excruclaticg pains, allays inflammation and cores congestions, wbetber of the L.cnga, btomach. Bowels, or other glands or organs by one application, IN FROM ONE TO TWENTY MINUTES. No matter bow violent or excruclatme the pain, the Rheumatic, Bed-ridden, Infirm, Crippled, Nervous, Neuralglo or proetratea with Usease may soSer Radways Ready Relief WILL AFFORD INSTANT EASE. Inflammation of tbe Kidneys, Inflammation of tho Bladder, Inflammation of the Bowels. Congestion of the Lungs, Sore Throat, Difficult Breathing, Palpitation of the Heart, Hvstencs, Croop, Diphtheria. Catarrh ' : Influenza, Headache, Toothache, Neuralgia, Rhenmati&in, Cold ' Chiils, Ague Chilis, Chilblains and Frost Bites. The application of the Ready Relier to the part or parts where the pain or dimoulty exists will afford ease and comfort. Thirty to sixty drops in half a tumbler of water will, in a few momenta, core Cramp. Spasms, Sour Stomach, Heartburn, eick Headache, Diarrhoea, Dysentery, Colic, Wind in tha Bowels, and all Internal pains. Travelers shonld always carry a bottle cf RADWAVS BEADY RELIEF with them. A Few drops in water will prevent sickness or pains from change of water. It is better than French Brandy or Bitters as astimnianc FEVER ASD AGUE. FEVER AND AGUE cured for fifty cents. There is not a remeai&l agent in this world that will cure Fever and Ague and all other Malarious, Billons, Sctrlot, Typhoid, Yellow and other Fevers (aided by RADWAYH PILLS) so qnickly as RADWAY S READY RELIEF. Fifty cents per bottle. DH. KAD.FAVS , Sarsaparillian Resolvent! Tbe threat Uloou further, For the Cure of Chronic Disease, Scrofula or Syphilitic, Hereditary or Contagious, - Be it seated in tbe JLanc or sromacb, Kkia or Boaea .Ftean or Aerfe, Corrupting the Solids and Vitiating the Fluids Chronic RtaenmatLsm, Scrotala, Glanduiaf Swelling, Hacking, Dry Cough, Cancerous Affections, Syphilitic Complaints. Bleeding ot the Lungs, Dyspepsia, Water Brash, Tie Dole reanx. White bweilings, Tumors, Ulcers, Skll and Hip Diseases, Mercurial Diseases, Femak Complaints, Uout, Dropsy, Salt Ruenm, Bran ohiUa, Consumption, Liver Complaint, Etc Not only does the Sarsaparillian Resolvent excel ail remedial agenU In the cure of C'bronlc. Scrofulous, Constitutional and Kfcin Dls eases, but it is the only positive cure f er KlOnej and Bladtter Coma plaint. Urinary and Womb Diseases, Gravel, Diabetes. Dropsy, Stoppage of Water, Incontinence at Urine, Brignt's Disease, Albuminuria, and in all canoe waere there are brickdnst aepeslta or tne water is thick, cioudy, mixed wlin substances like tbe white of an egg. or threads like white silk, or tnere is a morbid, dark, bilious appearance and white boned ust deposits, or when there ia a pricking, burning sensation when passing water, and pain In the small ot the back and along the ioina. Sold by Drus gluts. PRICE ONE DOLLAR. . , OVARIAN TUMOR OF TEN YEARS' GROWTH CURED BY DR. BAD WAY'S RgMttTYTEfy, . Dr. RAD WAY A CO. S3 Warren U N. Y. BB. BADWAfS REGULATIHG PILLS f'erfectly tasteless, elegantly coated with sweet urn, purge, regulate, purify, cleanse and su-engiaen. Kan way's Fills for the core of all diseases of the Stomach, Liver, Bowels, Kidneys, Bladder, Nervous Diseases, Headache Constitution, Costlveness, Indigestion, Dy pepala, Biliousness, Fever, Inflammation a the Bowels. Piles, and all derangements of Ua Internal Viscera. Warranted to effect a poa itive cure. Purely vegetable, containing n mercury, mineral, or deleterious drags. VObserve the following symptoms resulting from Disorders of the Digenive Organs: Constipation, Inward PUes, Fullness of tha Blood in tbe Head, Acidity of the Stomach, Nansea, Heartburn, Disgust of Food, FnUneaa or Weight ia the Stoniacn, Soar Eructations. Sinkings or Fluttering)! in the Pit of tha Stomach, Swimming of the Head, Hurried and Difficult Breathing, Fluttering of the Heart, Choking or Suffocating Sensations when in a lying postnra. Dots or Webs before tbe Sight, Fever and dull Pain In the Head, Deficiency vi rciBvuwuii, v&iuwuvm w uie main anv Eyes, Pain In tha Side, Chest, Limbs, an Sudden Flushes oi Heat, Burning In the Flesl A few 'loses of Rad way's Pills will free Ua Ktem from all ot the above named dlsordm M Q& Man tm mt Iiat Astlrf H ...... i ... RBAO "FALSE AN aJ TRUE.' Send one tower stamp to R.4.DWAY C No. sa Warren, corner Church street. N York. Information Iworth UionssnsVi will a saas 7m ,