It was not so very long after that observation-car trip that Daniel Webster took in the rocking-chair up to Dunkirk, before the Erie's superintendent, Charles Minot, was taking a trip up over the east end of the road. The train on which he was riding was due to meet a west-bound express at Turner's. After waiting nearly an hour there, without seeing the opposing train, Minot was seized with an inspiration. He telegraphed up the line fourteen miles to Goshen to hold that west-bound train until he should arrive there. He then ordered his train-crew to proceed. They rebelled. Engineer Isaac Lewis had too much regard for his own precious neck to break the time-card rules, even under the superintendent's orders. So finally Minot took charge of the engine himself, while Lewis cautiously seated himself in the last seat of the last car and awaited the worst. It never came, of course. When they reached Goshen, the agent had received the message, and was prepared to hold the west-bound train. But it had not arrived, and Minot by repeating his method was enabled first to reach Middletown and then Port Jervis before meeting the delayed train. By the use of the telegraph he had saved his own train some three hours in running time; and it was not long thereafter until the operation of trains by telegraph order became standard on the Erie and all others of the early railroads. At the beginning, one of the promoters of the Erie announced his belief that the road would eventually earn, by freight alone, "some two hundred thousand dollars in a year," and his neighbors laughed at him for his extravagant promise. Yet, in the first six months' operation of the road the receipts--mostly from freight--were $1,755,285. To tell the full story of Erie would require a sizable book. It has not yet been told. It is a story of intrigue and deceit, of trickery and of scheming; the story of Daniel Drew and Jim Fisk and Jay Gould; the monumental tragedy of the wrecking of a great railroad property--a property with possibilities that probably will never now be realized. The present management of the road has labored valiantly and well. It has seen the future of Erie as a great freighting road, has carefully laid its lines for the full development of the property as a carrier of goods, rather than of through passengers. * * * * *