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A COMPREHENSIVE HISTORY,

OONTAINIM A MAP OF THE LINES WITHIN A EABIUS OF
FIVE HUNDEED MILE?

P U B L I S H E D BY

THE

WESTERN NEWS
C H IC A O O ,

H f) R T O N

I LL

& LEONARD,

POINTERS,

Hi N Jetter.*im Street, Ob'i::^o

$€£$&=

o,

COMPANY,

J
Mm

ARTISTIC

TAILORING.

EDWARD ELY,
of the

CHOICEST FABRICS
from

Continental

E u r o p e , for

MEN'S TRUST'S W E A R ,
WHICH HE MAKES TO MEASURE IN T H E MOST

FASHIONABLE THOROUGH ARTISTIC STYLE.

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Shirts ro measure, E X T R A dm able and P E R F E C T in FIT
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657
December

W A B A S H AVENUE,
CHICAGO.
15th, Corner Monroe

and W a b a s h

Avenue.

Horton & Leonard, Printers, Chicago.

T H E RAILROADS

OF CHICAGO.

RAILROADS OF CHICAGO.

INTRODUCTORY.
[The following description of the Railroads of Chicago appeared in the
CHICAGO TIMES of August 10th. It is republished in its present form at
the request of prominent citizens, and by special permission of W I L B U R
F. STOREY, editor and proprietor of the journal in which the article was
originally published. It is the most complete and elaborate account that
has ever been given of a network of railways unequalled in the world.]

One need but to look at the map herewith presented to obtain
an idea of the reason why the great fire of October last did not
ruin the business of Chicago. To its railway system is this city
almost entirely indebted for the wonderful progress which is now
being made in the work of repairing the losses sustained on account of that catastrophe. Chicago has not inaptly been compared to a great and rapidly-growing tree, whose roots extend
forth in every direction, drawing nutriment from the soil. To
remove the top from such a tree would only cause the subsequent
growth to be more rapid. So, although Chicago, it was supposed,
was almost blotted out by fire, yet
IN

ONE

SEASON

It has regained its business and a good deal more, and the above
analogy holds good in the fact that it seems destined to become a
larger city than it would have been if the fire had not occurred.
The ten thousand miles of railroad that center in Chicago like
the radiating portions of a wheel, were the cause of the salvation
of the city. The telegraph lines informed the world of the progress of the flames, before it was known whether any portion of

2

INTKODUCTORY.

the city could be saved, and succoring freight trains from east,
west, north and south sped to the relief, loaded with the substantial evidences of a universal compassion.
T H E MAP
Has been constructed on the idea of giving, at one view, the railroad lines which center in Chicago, as well as those which have
been projected. In order to make these distinct, and to prevent
confusion, the railroad lines which are not really direct contributors to the commerce of Chicago, have been omitted, so that the
map is not to be taken as a complete showing of all the roads in
the country which it covers, as will readily be seen. The map
gives the lines passing eastward from Chicago to near the east line
of the State of Ohio, and north, west, and southwest, as far as
roads are at present constructed. It shows the western roads to
the point where they coalesce with the Union Pacific.
OF T H E COMPLETED XJGSTES,
There are nearly 10,000 miles, as shown by the tables presented
below, and if to these be added the affluent lines, the total mileage
tributary to Chicago would not fall far short of as many miles
more. There are about 3,000 miles of
P R O J E C T E D KOAD,
A considerable portion of which is now in progress. Of the roads
of this class, the Chicago, Decatur and St. Louis, will be completed this fall, forming a new line between this city and St.
Louis; the Chicago, Pekin and Southwestern, from Streator to
Pekin, a road of about 70 miles, will also be completed this fall.
The Chicago and Canada Southern road is being rapidly built,
and so is the Baltimore and Ohio.
The projected southward line from Danville to Paducah,
which will intersect a section of country poorly supplied with
railroads, is also all under contract. It will be operated by the
Chicago, Danville and Vincennes road. The Continental road is;
said to be in process of construction from Tiffin, O., to Eensslearville, Ind. The Chicago and La Salle, the Wisconsin Midland,
and the Chicago and Illinois Kiver roads have not yet been com-

IJSTTR01)U0T0R1.

3

menced, but the prospect is fair that they will be, within a short
period of time. In addition to these two roads, nearly all the
companies whose tracts extend westwardly are making large extentions. The Chicago and Northwestern are building roads at
three points as rapidly as possible ; the Milwaukee and St. Paul
have large extensions under way besides the line between this city
and Milwaukee; the Chicago, Burlington and Quincy are not
now building new extensions, but are interested in the progress
of the Chicago, Omaha and St. Joseph; the Chicago and Alton
have projects, indefinitely large, of extending their road ultimately
to Texas, and perhaps to the gulf of Mexico, or to the Pacific.
This road has just formed a direct connection with Jefferson City,
the capital of Missouri, and expects. to form another important
connection at Boonville, on the Missouri river, soon.
The Chicago, Eock Island and Pacific company have recently
completed their road to Leavenworth, Kan., and now run trains
direct to that city, across the new bridge over the Missouri at that
city. Within a few days they have also formed a direct connection
with Atchison, Kansas.
The Illinois Central, not at all behind the other roads, has two
independant routes to St. Louis, one byway of the Yandalia road,
and the other by way of the Gilman, Clinton and Springfield and
the Chicago and Alton roads. But this company has entered into
a contract with the Mississippi Central, whereby the latter road will
build a line from Jackson to a point near the mouth of the Ohio,
opposite Cairo, thus forming a through line to New Orleans and
a connection with all roads of the South. When this line is completed, passenger cars will pass from Chicago to New Orleans, by
simply changing trucks so as to accommodate the cars to the
varying grades.
T H E E A S T E R N ROADS.
By a glance at the gross receipts of the roads leading eastward
from this city, it will be seen that their lines must have an
immense amount of business. They are all putting forward
the work of double tracking, and by the advent of winter, at
least, the Lake Shore and Michigan Southern and the Michigan
Central will practically have double tracks between this city and
Buffalo.

4

INTKODUCTORY.

A FEW

FIGURES

Will show in the best light of what vast importance is the Chicago
railway system. I t will be seen by a glance at the tables submitted below that there are nearly 10,000 miles of completed main
roads centering in Chicago, and nearly 4,000 more under contract,
or projected. The number of regular passenger trains out each
day is 94, andthe number of in trains 92. The number of regular
freight trains each day is 143. But these figures should be considerably increased by the extra trains, which on the average will
equal about 20 of freight, and perhaps eight or ten passenger trains
per day, particularly in the summer time, which would swell the
grand total of trains arriving and departing from the city each day
to 300. It would be a new sensation if one could go " lip in a
balloon" and stay suspended over the city for a day to see the arrival
and departure of this large number of trains. T h e force of these
figures is not diminished when it is seen t h a t the total gross
earnings of these roads for the last fiscal year was nearly $83,000,000 and the net earnings, over all expenses, $20,000,000. The
number of Pullman palace sleeping cars arriving and leaving each
day is 80, while there are about 20 sleeping cars of otner manufacturers, which should be added, making a total number of 100.
There are 60,000 miles of railway in the U n i t e d States, and. of
this amount Chicago has one-sixth; and if the feeding lines be
added, there is fully one-fourth of the total railway mileage of the
whole country tributary to Chicago. U n d e r the name of each
road is presented other figures, which could not be so well classified owing to the fact that they were not altogether homogeneous.
The total amount of capital invested in the roads centering in
Chicago is over $400,000,000.
THE

FUTURE.

As no pent up Utica contracts the future of the Chicago railway system, so no limit is p u t upon the future growth of Chicago.
" The whole boundless continent is ours," west of Detroit, and
north of the Gulf of Mexico. About one thousand emigrants passthrough the city each week to the west, and almost all of them
settle on government lands, raise grain for the Chicago board of
trade to buy, and consume goods that Chicago merchants sell.

OLD R O A D S .
LAKE SHORE & MICHIGAN SOUTHERN.
This great road, which was formerly known as the Michigan
Southern and Northern Indiana railroad, has, by various consolidations, grown to a single line road from Chicago to Buffalo,
540 miles, with branches aggregating over 300 miles of road.
In the spring and summer of 1869, the consolidation of the
above-named road with the Lake Shore company, and the Buffalo
and Erie Kailroad Company, formed the line which is now known
as the Lake Shore and Michigan Southern railroad
The branches owned by the company are as follows:
MILES.

Ashtabula, 0., to Jamestown, Pa
.
Elyria, 0., via Sandusky, to Millbury (junction with main line)
Toledo, O., to Elkhart, Ind., (air line)
Adrian, Mich., to Jackson, Mich
__
Adrian,Mich., to Monroe, Mich

36
74^183
_ 46
33

Besides the above-named roads, are the following, which, though
under separate organizations, the capital stock thereof is owned
wholly by this company :
The Detroit, Monroe and Toledo railroad, extending from
Toledo, in Ohio, to Detroit in Michigan, 65 miles; and the Kalamazoo, and White Pigeon railroad, extending from White Pigeon,
Mich., to Kalamazoo, Mich., 37 miles.
The following-named roads are operated by the company under
leases: The Jamestown and Franklin railroad, extending from
Jamestown, Pa., to Oil City, Pa., 51 miles; the Kalamazoo, Allegan and Grand Eapids railroad, extending from Kalamazoo to
Grand Eapids, Mich. The whole number of miles owned and
leased by the company is 1,074. The company has 92 miles of
double track between Buffalo and Toledo, and 259 miles of side
tracks.

6

RAILROADS OF CHICAGO.

The equipment at the close of the last fiscal year, Dec. 31,
1871, was as follows :
Engines 346, passenger cars of all classes 229, freight cars of all
classes 7,321.
The authorized capital stock is $50,000,000, of which sum there
was issued to the stockholders of the various companies entering
into the consolidated company $35,000,000. On July 27, 1871,
the board of directors were authorized to issue, sell, and dispose
of the remaining $15,000,000 in such manner as they should
deem most conducive to the interest of the company, and, on Oct..
7, 1871, the Saturday before the great fire, this amount of stock
was sold to the holders of the common stock at 33^- per cent.
During the present year it is expected that the road will be
double-tracked between Buffalo and Toledo. The company have
adopted the policy, as far as practicable, of substituting steel
rails on those portions of the road carrying a heavy traffic.
This company lost by* the great fire property amounting to
$325,000 in value, comprised in its half of the fine passenger
depot on Van Buren street, $125,000 in stock which the company
owned in the Pacific Hotel, and losses resulting from derangement
of business, destruction of baggage and freight.
The statistics of the company show that 175,683 passengers got
on the trains of this company at Buffalo during 1871, 84,493 a t
Chicago, 125,329 at Toledo, and 219,280 at Cleveland.
The road is officered as follows:
President—Horace F. Clark.
Vice President—Augustus Schell.
Treasurer—James H. Banker.
Sec'y and Assistant Treasurer—G-eo. B. Ely, Cleveland, O.
Auditor—C. P. Leland, Cleveland, O.
General Manager—J. H. Devereux^ Cleveland, O.
General Superintendent—Charles Paine, Cleveland, O.
General Freight Agent—Addison Hills, Cleveland, O.
Ass't Gen'l Freight Agent—Charles M. Gray, Chicago, I1L
General Ticket Agent—J. W. Cary, Cleveland, O.
Chief Engineer—Charles Collins, Cleveland, O.
General Master Mechanic—James Sedgley, Cleveland, OMaster Car Builder—John Kirby, Cleveland, O.
Purchasing Agent—A. C. Armstrong, Cleveland, O.

R A I L R O A D S 01? C H I C A G O .

7

CHICAGO A N D N O R T H W E S T E R N .
This vast corporation of itself is entitled to be considered as a
system of railroads rather than as a single road, since it has four
main lines radiating from this city to the west and northwest for
hundreds of miles. The total number of miles owned and leased
by the company is not much below 1,600 miles. The fact that
the company are rapidly building at the extremities of their lines,
makes it impossible to state with exactness the total mileage. At
the present time the company are engaged in the construction of
the gap between Menomonee and Escanaba, a distance of about
40 miles, which will be completed before December next; they
are also drilling tunnels through three ranges of hills a little
southeast of La Crosse, and will shortly be able to connect the
Baraboo branch with the La Crosse, Trempeleau aud St. Peter
road at Winona Junction, and thus, with the Winona and St.
Peter road, which the ISTorthwestern has leased, have a through
line to the east line of Dakota territory. Work is progressing on
the latter road so rapidly that a mile and a quarter of track are
laid each day.
The following is a statement of the mileage of the road:
MILES.

Wisconsin Division
Madison Division
Kenosha Branch, Harvard to Kenosha.
Milwaukee Division
Chicago to Dubuque
_
Junction to Clinton
Clinton to Council Bluffs
Fort Howard to Maronette
Elgin to Richmond
._
Peninsula Division
Winona and St. Peter
La Crosse, Trempeleau and St. Peter
Total

... . .-

242
191
44
85
_ . . 188
108
850
49
83
74
199
27
$1,590

The city of Chicago has been especially proud of this road, since
its development has been so grand, and as it runs through a
section of the country which is entirely tributary to Chicago.
The possibilities of future expansion of the road are almost beyond
exaggeration.

8

EAILROADS OF CHICAGO.

The vast and fertile but unoccupied plains of Dakota and
beyond the region of country watered by the Eed Eiver of the
North, are to become tributary to this and the Milwaukee and St.
Paul road.
Eecently this company have formed an agreement with the
West Wisconsin company, whereby they will connect at Elroy,
and run their trains to St. Paul on that road until the tunnels
shall have been completed.
This company was a heavy loser by the great fire, which
destroyed two large brick freight houses, a brick flour warehouse,
a grain elevator, from which the company derived a large annual
rental, and two large elevators owned by private parties, but
which were used for the company's business. The fire destroyed
the passenger buildings and depot of the Galena division, and
133 freight cars. The total loss is estimated at $494,000, on
which the amount of insurance realized is $68,000. New elevators
to replace those destroyed by the fire are about completed, and
the future of this company has the brightest promise.
The company own 216 first-class locomotives and 53 secondclass. They also own 123 first-class passenger cars, 27 secondclass cars, 123 caboose and way-cars, 76 baggage and mail cars,
3,530 box freight cars, 960 platform cars, 337 live stock cars,
1,121 iron ore cars, and cars of other classes, making the total
number '6,343. The number of passengers carried during the
year was 2,224,705 , number of tons of freight cai.icd 2,510,016.
The officers of the road are as follows:
DIRECTOKS.

John M. Burke, A. G. Dulman, Geo. S. Scott, M. L. Sykes, Jr.,
Charles E. Marvin, Harvey Kennedy, A. B. Baylis, David Dows,
E. P. Mower, Francis H. Tows, New York; William L. Scott,
Milton Courtright, Erie, Pa.; John P. Tracy, Henry H. Porter,
Wm. H. Ferry, Chicago; B. F. Allen, Des Moines, Iowa; J. L.
Ten Have Frzu, Amsterdam, Holland.
EXECUTIVE COMMITTEE.

John F. Tracy,
M. L. Sykes, Jr.,
John M. Burke,

A. G. Dulman.
H. H. Porter.

R A I L R O A D S OF C H I C A G O .

GENERAL

9

OFFICERS.

President—John F. Tracy.
Vice President—M. L. Sykes, Jr.
Secretary and Treasurer—Albert L. Pritchard.
General Manager—James H. Howe.
General Superintendent—Marvin Hughitt.
Chief Engineer—E. H. Johnson.
General Solicitor—B. C. Cook.
Local Treasurer—M. M. Kirkman.
Assistant Secretary and Auditor—J. B. Redfield.
Purchasing Agent—R. W. Hamer.
General Freight Agent—0. 0. Wheeler.
General Ticket Agent—H. P. Stanwood.

CHICAGO A N D ALTON.
This railroad company suffered largely from the fire, losingproperty amounting to about $100,000. Its main line, which connects the two great cities of Chicago and St. Louis, is one of the
best managed roads in the country, and although the competition
of new roads is constantly growing in proportions, this road not
only maintains but increases from year to year its aggregate
business. The company have vast schemes of extension on foot,
which may result in an ultimate line from Chicago southwest
through Louisiana, Arkansas, and Texas to the Pacific. During
1871, it constructed a line from Eoodhurse, a point on the St.
Louis, Jacksonville and Chicago road, to a point on the east bank
of the Mississippi, opposite Louisiana, a (^stance of 376 miles.
A substantial iron bridge 1,200 feet in length has been built on
this line across the Illinois river, with a draw for the passage of
boats.
A contract has also been made, whereby this company leases
the line of the Louisiana at the Missouri river as far as it is built.
That road has been completed from Louisiana to Mexico, a distance of 51 miles, and was opened for traffic on the 30th day of
October last. The road, at this time, is completed to Jefferson
City, Mo., and was opened for business to that point on the 15th

10

RAILROADS OF CHICAGO.

of July. When this road shall be built to Kansas City, it will
form the shortest line between this city and that place. The
company has thus increased its amount of railroad during the
year 1871, by 88 miles.
The company own 51 passenger cars, 2,420 freight cars of all
classes, and 125 locomotives.
The whole number of miles run by locomotives during the
year was 3,359,997, or equivalent to 7£ round trips to the moon
and return, if the tracks had been so laid as to enable that route
to be taken. Each locomotive passed over 28,000 miles, or a considerable more than the distance round the earth.
The company burn coal on 111 of its engines, and wood
upon 14.
The repairs of the road have required 2,200 tons of steel rails,
5,300 tons of new and re-rolled iron rails, 1,800 tons of repaired
rails, and 199,268 new cross-ties.
A remarkable increase in the coal traffic of the road has taken
place since 1865. The company transporting in that year 6,000
tons, while in 1871 it carried 381,936 tons.
The capital stock of the road is $11,355,300, and the funded
debt $3,726,000.
The company have in view an indefinite extension of road as
the west developes, and wTill soon survey a route, as indicated in
the accompanying map, along the northern line of the Indian
territory.
The officers of the road are as follows :
President—T. B. Blackstone.
Secretary and Treasurer—W. M. Larrabee.
General Superintendent—J. C. McMullin.
Assistant Supt. and Train Master—O. Vaughan.
Division Supts.—W. 0. Van Home and O. M. Morse.
Chief Engineer—K. F. Booth.
Superintendent of Machinery—John A. Jackman.
Superintendent of Car Department-—E. KenifF.
General Freight Agent—James Smith.
General Passenger and Ticket Agent—James Carle ton.
Purchasing Agent—A. V. Hartwell.
Attorney—A. W. Church.

R A I L R O A D S OF C H I C A G O .

11

CHICAGO, B U R L I N G T O N A N D QUINCY.
This is another of the great roads leading west from Chicago,
whose growth has been side by side with the growth of Chicago,
until, like this city, it has grown into one of the greatest railway
corporations of the country, reaching, with its ramifications, a
very broad scope of territory. An idea of its greatness may be
obtained from the fact that it runs two through trains daily from
Chicago to Omaha, St. Joseph, Kansas City, Denver, and San
Francisco. The total number of miles operated by the company
is 781-J-- The last report, which covers the year ending April 30,
1872, shows that the passenger traffic wTas about the same as for
the preceding year, while the increase in freight earnings was
about 22 per cent.
This road has now a double track to Aurora, and 25-J- miles
between Aurora and Mendota; in all 61£ miles of double track.
Within the year connection has been made at Streator with the
Fairbury, Pontiac and Northwestern Railway, extending from
Streator to Fairbury. The road from Fairbury to Paducah,
which is to be completed this year, will bring the Chicago, Burlington and Quincy into direct communication with the southern
railway system. The Chicago, Pekin and Southwestern Railway,
extending from Streator to Pekin, will be completed this fall.
This will open a new route to St. Louis, via the Peoria, Pekin
and Jacksonville Railroad, passing through a thickly populated
and wealthy portion of the State.
At Streator are the Vermillion Coal Company's mines, from
which large quantities of coal are shipped to Chicago and points
on the lines of the Chicago, Burlington and Quincy and Chicago
and North western Railroads.
By the Mendota and Clinton Branch, connection is made with
the Clinton and Dubuque Road, which is being constructed in
the interest of the Chicago, Burlington and Quincy, and is now
nearly completed. By an arrangement with the Illinois Central
Road, the business of the Dubuque and Sioux City Road, and of
the Chicago, Dubuque and Minnesota Road, is carried over the
Illinois Central between Dubuque and Forreston. The Chicago
and Iowa Road, from Aurora to Forreston, is a tributary of the
Chicago, Burlington and Quincy, and is the route by which the

12

RAILROADS OP CHICAGO.

Chicago business of the Illinois Central, between Forreston and
Dubuque, as well as that of the Dubuque and Sioux City and
Chicago, Dubuque and Minnesota Eoads, is done.
The following is a statement of the mileage of this road:
MILES.

Main Line
Geneva to Streator
Aurora to Galena Junction
Mendota to Clinton
Buda to Elm wood
Yates City to Rushville
Galva to Keithsburg
Galesburg to Quincy
"
Peoria
Burlington to Quincy
Burlington to Keokuk

207
67£
13
65f
44-|
62|
56^
99^53
70i
42

Total

.

78U

The company has laid over 80 miles of steel rails, and is making all renewals of rail with steel. Within the past year the
equipment has been largely increased, so that now the company
has 192 engines, 83 passenger cars, 44 baggage, mail, and express
cars, 2,550 house, freight and cattle cars, 979 platform and coal
cars, 82 drovers' and conductors' cars, 1 refrigerator car, 40 dump
cars, 268 hand cars, and 228 rubble cars.
The following is a list of the board of directors and the officers
of this company:
DIRECTORS.

Erastus Corning, Albany, 1 T Y., John C. Green, ISTew York;
S.
Sidney Bartlett, John W. Brooks, John A. Burnham, John N".
Denison, John M. Forbes, Nathaniel Thayer, Eobert S. Watson,
Boston, Mass.; James F. Joy, Detroit, Mich.; Chauncey S. Oolton,
Galesburg, 111.; James M. Walker, Chicago, 111.
OFFICERS.

President—James M. Walker.
Chairman of Board—John 1 T Denison.
S.
General Superintendent—Eobert Harris.
Treasurer and Secretary—Amos T. Hall.

RAILROADS OF CHICAGO.

13

THE MICHIGAN CENTRAL
Is one of the oldest and most popular roads of Chicago. For
many years it far excelled in its equipment competing roads to
the east from this city, and during the past winter it had more
business than it could well manage. This road was one of those
which were badly crippled by the fire, the conflagration having
destroyed all the buildings owned by the company in Chicago,
and all means of handling freight under cover for a considerable
time, while at the same time it created a demand for brick, timber, and all kinds of building material, which was furnished in
large quantities from the line of this road, and its connections,
west of Kalamazoo. The handling of this class of freight to
some extent interfered with the usual large amount of through
traffic moved by this company during the winter months, and
necessarily caused some delay, but altogether a much greater
tonnage was carried than ever before, and the present enlarged
facilities of the road enable it to still largely increase its conveying capacity the coming season.
The company have determined to relay the entire road with
steel rail, and to complete the double-tracking as soon as possible.
Contracts have been made for 16,000 tons of steel rail, to be laid
this season, and the second track is in rapid progress between
Detroit and Ypsilanti, and between Mies and Lake station. The
air line and the main line already supply two tracks between
Niles and Jackson.
The second track is to be laid with steel, and will be substantially completed next year. On the first of November it is8
expected that the entire line of 284 miles will be under double
track, with the exception of about 65 miles.
The Michigan Central has for a few years past developed, or
aided in developing, a vast network of railways in the peninsula
of Michigan. The Michigan Central, the Lake Shore, Michigan
Southern, and Pennsylvania Central have been striving, not only
for the larger share of the business of the peninsula, but to be
the first to tap the Great Northern Pacific road, at Mackinaw, or
at Duluth. The result has been that more railroads have been
constructed in Michigan, than will pay immediately from the
point of view, at least, at which the stocks are viewed by a rail-

14

RAILROADS OF CHICAGO.

road stockholder. Yet the vast forests of Michigan will be made
more accessible, and the State will rapidly become settled and
developed, as a consequence. The roads which have no nominal
connection with the Michigan Central, but are controlled by its
managers, include no less than five lines north of its main line,
with about 700 miles of road, only 283 of which it operates, and
232 miles of road south of its main line, 113 of which it operates.
The company propose to complete the doubling of the track as
soon as possible, and increase the rolling stock so as to move the
largest possible volume of business at the least possible cost.
The following is a statement of the lines operated during the
past fiscal year:
MILES.

Main Line—Detroit to Chicago
Air Line Division—Jackson to Niles
..
Orand River Valley Division—Jackson to Grand Rapids
Jackson, Lansing, and Saginaw Division—Jackson to Wells
Kalamazoo and South Haven Division
South Bend Division—Niles to South Bend
Joliet Division—Lake Station to Joliet
Total

284
^. _103
97
144
32
10
44
714

Besides these the company run their trains over the Chicago and
Michigan Lake Shore road to Pentwater, a distance of 150 miles.
The officers of this road are as follows:
DIRECTORS.

James F. Joy, Detroit; John W. Brooks, Nathaniel Thayer,
H. H. Hunnewell, Sidney Bartlett, Boston; George F. Talman.
Moses Taylor. John Jacob Astor, New York.
OFFICERS.

President—James F. Joy.
Vice President—Nathaniel Thayer.
Treasurer—Isaac Livermore.
General Superintendent—H. E. Sargent.
Vice Treasurer and Clerk—Joshua Crane.
Auditor—William Boott.

K A I L B O A D S OF C H I C A G O .

15

THE ILLINOIS CENTRAL
Is peculiarly a Chicago road, and, perhaps more than any other
road, tests the ability of Chicago to compete with rival cities for
the carrying trade on the lower latitudes.
The report of the last fiscal year, which ended on December 3,
1871; shows a gain over those of 1870, although the earnings of
the Iowa branch were not sufficient to meet the expenses of operating the line by $39,000. The road has been for several years
obliged to meet the rival competition of great east and west trunk
roads, which have been able for the past year to carry freight to
the seaboard from central Illinois at the rates that it was carried
from Chicago, and this being the case, a large amount of the
grain of central Illinois, instead of seeking Chicago, passed by
these longitudinal roads to the east directly. All that Chicago
needs to regain almost the entire amount of this lost traffic is to
obtain better and cheaper modes of water transit. This is perhaps to be attained by the enlargement of the Canadian canals,
since the Canadian cabinet have recommended the expenditure
of $4,000,000 upon the canals along the Niagara river and the St.
Lawrence so as to admit the passage of vessels of one thousand
tons burden.
This company lost in the great October fire its passenger depot,
freight depot, land office, several small buildings, and 26 freight
cars. All the buildings except the land office, which was supposed to be fire-proof, were covered by insurance. The freight
depot has been rebuilt, and the reconstruction of the passenger
depot awaits the question of securing title to a site at the foot of
Dearborn and Madison streets.
A contract has been formed with the G-ilman, Clinton and
Springfield railway by which all its Chicago and New England
traffic is to pass over the Illinois Central.
This company have also entered into an agreement with the
Chicago and Iowa road, under which the eastern traffic of that
road is secured between Dunleith and Porreston.
Arrangements have been perfected whereby the company will
shortly be able to run through trains to New Orleans and all
the important southern cities. Links of road are to be built as
soon as possible between Jackson, Miss., and Cairo, and between

16

BAILROADS OP CHICAGO.

Columbus, Ky., and Cairo, which will extend this southern railway system to Cairo, and enable connections to be formed with
northern roads.
The land department sold in 1871, 48,927 acres, for $459,404;
the aggregate of sales since the land grant up to the end of 1871
has been 2,215,790 acres. There remain unsold of the land grant
379,210 acres.
The company at present own 193 first-class engines, 4,344
freight cars of all kinds, and 162 passenger cars.
The officers of the road are:
President—John Newell.
Auditor—Wm. Vernon.
General Passenger Agent—W. P. Johnson.
General Freight Agent—J. P. Tucker.
Superintendent Northern Division—J. C. Jacobs.
General Agent—John J. Sproull.
Treasurer—Wm. K. Ackerman.
General Superintendnet—A. Mitchell.
Assistant General Passenger Agent—W. A. Thrall.
Superintendent Chicago Division—C. A. Beck.
Superintendent Iowa Division—J. P. Parley.
Purchasing Agent—Stephen Hoyt.

MILWAUKEE AND ST. PAUL.
A few years ago Milwaukee was an earnest rival of Chicago,
having a population as large and prospects for the future as
bright. The former city established a line of ocean-built steamers
to cross the lake at all seasons of the year, and thus furnish an
outlet for its commerce in winter as well as summer. For some
time it was believed that these steamers could profitably be substituted for unbroken railway lines; but gradually the truth became apparent that even iron-clad steamers could not regularly
and swiftly cleave their way through the immense ice floes that
accumulated late in the winter on the surface of Lake Michigan.
The Milwaukee and St. Paul Kailway corporation owns and controls a system of railroad of more than 1,600 miles in length.
When the section from Winona to La Crosse, and the line from

RAILROADS OF CHICAGO.

17

Milwaukee to this city, now building, shall be completed, the
company will own and operate 1,641 miles of road.
These lines are as follows:
MILES.

Milwaukee to Prairie du Chien
Milton to Monroe
North McGregor to St. Paul
Mendota, Minn., to Minneapolis
Conover to Decorah
Calmar to Algona
Austin to Mason City _
Milwaukee to La Crosse
Watertown to Madison
Milwaukee to Portage
Horton to Berlin and Winneconne
Winona to St. Paul

..

193
42
212
9
10
126
40
196
_ - _ 37
- 95
58
103

Total,

1,121

The railways operated and to be operated by the company
are:
MILES.

Oshkosh and Mississippi railway, from Ripon to Oshkosh
Madison and Portage railway, from Madison to Portage
Hastings and Dakota railway, from Hastings to Carver
Winona to La Crosse
,.
Milwaukee to Chicago
Western Union railroad, from Racine to Rock Island
Western Union railroad, from Sabula to Warren __
Western Union railroad, from Eagle to Elkhorn
Grand total of miles, owned and operated

19
39
48
27
85
197
88
17
1,641

By the first day of October, 1872, this grand system of railways
will be made tributary to Chicago to a greater or less degree,
since that is the date which has been set for the completion of
the road from Milwaukee fco Chicago. The entire length of this
85 miles runs west of the lake shore from one to three miles, very
nearly exactly along the watershed which divides the valley of the
Mississippi from that of the St. Lawrence. There is not a bridge,
therefore, of any importance to be constructed along the entire
line between the two cities. The track is to be of steel throughout,
and it is the design of the company to run at least one passenger
train through between this city and Milwaukee without stopping
2

18

EAILEOADS OF CHICAGO.

except to take wood and water. The line avoids the towns along
the lake shore, but way stations will be thickly scattered along
the road for the convenience of the thickly-settled, rich farming
country through which it passes.
The officers are as follows :
President—Alex. Mitchell.
Vice President—Kussell Sage.
General Manager—S. S. Merrill.
Secretary and Treasurer—E. D. Jennings.
Ass't Sec'y and Transfer Agent—James M. McKinlay.
Attorney—John W. Cary.
Supt. La Crosse and Prairie du Chien Divs.—H. C. Atkins.
Superintendent Northern Division—L. B. Rock.
Supt. Iowa & Minn, and Iowa & Dakota Divs.—C. H. Prior.
General Passenger Agent—A. V. H. Carpenter.
General Freight Agent—0. E. Britt.
Auditor—J. P. Whaling.
Paymaster—C. A. Place.
Purchasing Agent—Robert Wason, Jr.

BOCK I S L A N D A N D PACIFIC.
This is one of the oldest, one of the best known and most prospering roads in the west, and was one of the first roads which
gave to Chicago its importance as a commercial center, as well as
to show the boundless resources of the undeveloped west. This
road is constantly extending westward and southwestward in its
lines. At the present time there are 1,019 miles of road in opertion, as follows:
MILES.

Chicago to Davenport
.
Bureau Junction to Peoria, III
Davenport to Missouri River (Council Bluffs)
Washington, Iowa, to Leavenworth, Kan
Washington to Sigourney, Iowa_
DesMoines, Iowa, to Indianola and Winterset
Atchison Branch
Total,

183
46
310
375
29
47
29
1,019

K A I L R O A D S OF CHICAGO.

19

To show how rapidly the company is building new roads, it
.should be said of the above aggregate there were added during the
year ending March 31,1872, the following length of road:
MII.ES.

Centreville, Iowa, to Cameron, Mo.
Connection with east end of Leavenworth Bridge
Connection with west end of Leavenworth Bridge
Washington to Sigourney
Pes Moines to Indianola
Somerset Junction to Winterset. _
_.
Atchison Branch
Total

.

129
1$~
2\
_. 29
2£
.. 26
29
239

The Iowa branches have had expended upon them over $850,000 in consideration of bonds and a controling interest in the
stock of the local companies which have prepared the road beds.
These lines are situated midway between the main line and the
Burlington and Missouri river railroad, and traverse one of the
richest agricultural sections of Iowa.
The Chicago and Southwestern road was opened for business
Oct. 9, 1871, the very date of the great conflagration. It has been
completed and equipped at a cost of half of million in excess of
its earnings, which amount has been taken from the earnings of
the main line. On the first of July the branch to Atchison was
opened which will add a considerable business from that city, and
secures connections with the Atchison, Topeka and Santa Fe road,
as well as other roads centering there. The completion of the
bridge at Leavenworth at the commencement of June also affords
connection with the roads starting west and south of that point.
Owing to the snow blockade of the Union Pacific last winter,
the great fire, and the want of storage room for grain within the
city during last winter, the gross earnings of the road were somewhat less for the last year than for the antecedent year; but, as
the expenses have been much less, the net earnings are greater
than for the preceding year.
During the year 708,443 passengers were transported over the
road and 2,028,695,240 pounds of freight carried.
Of steel rails the company now has 5,885 tons, and of steelcapped rails 348 tons. The latter have not proved satisfactory,
while the solid Bessemer rails have done excellent service.

20

RAILROADS OF CHICAGO.

The company own 182 engines, 93 passenger coaches, 3,701
freight and construction cars, and 9 sleeping coaches. They were
lost by the fire 3 sleeping, 8 day, 5 baggage, and 6 freight cars.
The road possesses a land endowment fully adequate to the
requirement of its bonded debt.
The following are the officers of this company:
President—John F. Tracy.
Vice-President and General Supt.—Hugh Riddle.
Secretary and Treasurer—Francis H. Tows.
Assistant Treasurer—F. D. Sherman.
Register of Stock—Corn Exchange Bank, New York.
Assistant General Superintendent—A. Kimball.
Solicitor—Geo. C. Campbell, Chicago.
Cashier—W. G. Purdj'.
Auditor—F. A. Sherman.
General Passenger Agent—A. M. Smith.
General Ticket Agent—E. St. John.
General Freight Agent—L. Viele.
Chief Engineer—E. H. Johnson.
Purchasing Agent—Allen Manvel.
Assistant Supt. Western Division—H. F. Royce.
Executive Committee—John F. Tracy, Win. L. Scott, B. F .
Allen, Francis H. Tows, Hugh Riddle.

P I T T S B U R G H , FT. W A Y N E & CHICAGO.
One of the most popular, and one of the busiest roads centering
in Chicago, is the one mentioned above. This is another of the
roads managed and operated by the Pennsylvania Central. Its
gross and net earnings presented in another column, show the
immense business which is transacted on this road. The Peninsular
Branch, which is to penetrate the peninsula of Michigan, ulti-.
mately to Mickinaw, has just been completed to Valparaiso, so as
to form a junction with the Pittsburgh, Ft. Wayne and Chicago
road; and £his extension will undoubtedly add a considerable
business to Chicago. This company owns and operates exactly
500 miles of road, of which 468 miles constitute the main line
between this city and Pittsburgh.

R A I L R O A D S OF CHICAGO.

21

The officers of the road are as follows:
President—T. A. Scott.
Vice-President—Wm. Thaw.
General Manager—J. N". McCulloch.
General Agent—W. P. Shum.
General Passenger and Ticket Agent—F. R. Myers.
Ass't Gen'l Passsenger and Ticket Agents—S. F. Scull and
W. C. Cleland.
General Freight Agent—W. Stewart.
Assistant General Freight Agent—C. L. Cole.

T H E P I T T S B U R G H , C I N C I N N A T I & ST. L O U I S
Is another of the railroads controlled by the Pennsylvania Central, which owns a majority of its stock. The name of the road
would indicate that it had little to do with Chicago, but by a
lease of the Columbus, Chicago and Indiana Central, it becomes
one of the prominent roads of Chicago, giving Chicago direct
communication with Cincinnati, Logansport, Indianapolis, and,
by way of Columbus, another route to the east. The Pittsburgh,
Cincinnati and St. Louis road ranks as a first-class road, the
earnings, as shown by its last report, being $16,500 per mile.
The Chicago, Columbus and Indiana Central is really a competing line with the Pittsburgh, Fort Wayne and Chicago, and it
has been supposed that the Pennsylvania company, in making
the loan had not consummated a really sharp bargain; but the
report of the Pittsburgh, Columbus and St. Louis Railway company for the year 1871 shows that this road is rapidly rising to
be a profitable road. This road with its leased lines, forms a line
of 1,211 miles. The road at present comprises the main line from
Pittsburgh to Columbus, 193 miles, with a branch ?£ miles long;
the Little Miami road, from Columbus to Cincinnati, 120 miles,
and its branches, 76 miles in length; the system known as the
Columbus, Chicago and Indiana Central railway, which includes
a line from Columbus to Indianapolis, one from Bradford Junction, 0., to Chicago, one from Richmond to Logansport, Ind., and
one from Logansport west to the Indiana State line, in all 588
miles. The company has recently leased the Jefferson, Madison-

22

RAILROADS OF CHICAGO.

ville and Indianapolis railroad, which makes the grand total of
mileage controled by the company 1,211 miles as stated above.
The earnings of the line from Columbus to Pittsburgh, for 1871,
for freight, passengers, mails, etc., were $3,316,973; the expenses
$1,374,078, leaving the net earnings for the year $942,895.
The gross earnings of the Chicago, Columbus and Indiana
Central Eailway for the same period were $4,170,338, and the net
earnings were $1,040,232.
The general officers of the company are, with three or four exceptions, the same as those of the Pittsburgh, Port Wayne and
Chicago company. The president, vice president, and general
manager are the same; Comptroller, T. D. Messier; Auditor,,
John E. Davidson; Treasurer, M. E. Spencer; Assistant General
Manager, T. D. Laying.

T H E CHICAGO, D A N V I L L E & V I N C E N N E S
Company was incorporated by the Legislature of the State of
Illinois in 1865, with authority to construct and operate a railroad from Chicago by way of Danville, in Vermillion county,
and Paris, in Edgar county, to a point opposite Vincennes, in the
State of Indiana. About a year ago the road was completed to
Danville and beyond to a point where it connects with the Terre
Haute and Chicago Eailroad. The length of the line is about 140
miles. The line passes through a well settled country, highly
cultivated, and not surpassed in productiveness by any portion of
Illinois. It is a north-and-south road, and is obliged to compete,,
in the grain traffic, with powerful cross roads. Yet the superior
advantages afforded by Chicago for the transit of heavy freights
eastward, particularly in summer, will give this road a large business. But in addition to this, the Chicago, Danville and Vincennes road traverses the famous Indiana block coal region, and
has already developed a very large traffic in the transportation of
this coal to Chicago for use in the blast furnaces, as well as for
domestic use. The coal being free from sulpher, is coming into
general use, and is universally regarded as the only bituminouscoal that is fit for the purposes of smelting iron. The company
is now engaged in the construction of a branch about five mile&

R A I L R O A D S OF C H I C A G O .

23

in length, which will terminate at Brazil, Indiana, the center of
the coal region, so that by the coming fall the company will haye
facilities for furnishing the coal at something like one dollar per
ton less than it can now be sold in this city.
The road is a first-class road in all respects, and connects
Chicago with the important cities of Terre Haute, Eyansyille,
Nashville, and Mobile, forming a line between this city and Nashyille, shorter by a good many miles than any other line. Its local
business is derived from an area equal to 35 square miles of territory to each mile of road, which is a larger proportioned area than
most of the great western and southern roads of Chicago possess.
The road has not been in operation long enough for the first
annual report to be issued, but the reported earnings for May last
will give a pretty good idea of what this road is doing. The total
earnings for the month were $50,139.32 ; the operating expenses
were $25,069.66, and the interest on the bonds issued for the
same time was $14,583.33; which leaves the net earnings of the
road for the month $10,486.33.
The company has purchased 24 locomotives, and has eight first
class passenger cars; two mail cars, and three baggage cars, and
600 freight and coal cars of all varieties.
The officers are :
President—"W. D. Judson, New York.
Treasurer—Amos Tenney, New York.
Secretary—F. E. Irwin, Chicago.
Chief Engineer—W. L. Eobbins, Chicago.
The operating officials are:
General Manager—J. E. Young.
Superintendant—C. E. Charlesworth.
General Freight Agent—Chas. Greenwood.
General Ticket Agent—C. B. Mansfield.
Within a short time the company has made arrangements
whereby it will shortly open a line from Danville in a nearly
direct line to Paducah, Ky., where it will connect with the southwestern railway system, and within a few days this road will have
through trains running from Chicago to Evansville, on the Ohio
river, where a connection will be made with the entire southern
railway system.

24

B A I I / R O A D S OF C H I C A G O .

T H E CHICAGO A N D IOWA
Is a short road extending from Aurora to Poreston, on the main
line of the Illinois Central railway, a distance of 81 miles. The
object is to make, by means of the eastern section of the Chicago,
Burlington and Quincy, and the northern section of the Illinois
Central, a direct line from Chicago to Dubuque. This has been
heretofore prevented by an injunction on the part of the Chicago
and Northwestern Company, restricting the Illinois Central Company from consumating the proposed arrangement. This injunction has been recently dissolved, and on the 4th of August through
trains commenced running from this city to Dubuque, two trains
leaving and arriving each day.
The freight and passenger trains have run regularly for some
time on the Chicago and Iowa road from Chicago to Poreston, a
distance of 119 miles. The officers of the road are:
President—F. E. Hinckley.
General Superintendent—C. B. Hinckley.

OILMAN, CLINTON, & SPRING-FIELD.
This road extends from Gilman, on the Illinois Central road, to
Springfield, the capital of Illinois. By means of sections of the
Illinois Central and the Chicago and Alton roads, it forms a very
direct route from Chicago to St. Louis, and although a few miles
longer than the Chicago and Alton road, yet the excellent facilities for entering and leaving Chicago rapidly, fully compensates
for the greater distance. This line of road comprises 111 miles
from Gilman to Springfield. It passes through a section of the
State not surpassed in fertility, and the road is one of the best in
the State. Its management is so well superintended that it is
rapidly attracting a large and deserved popularity.
The general officers are:
President—S. H. Melvin.
General Superintendent—J. H. Sheldon.
Treasurer—G. N". Black.
General Freight Agent—P. M. Wilkinson.
General Ticket Agent—T. L. Hayden.

R A I L R O A D S OF C H I C A G O .

25

CHICAGO A N D MICHIG-AN L A K E S H O R E .
This road extends from New Buffalo, Mich., along the eastern
shore of Lake Michigan to Pentwater, a distance of 169 miles.
At new Buffalo, it connects with the Michigan Central, which
latter company, at the present time, o'perates it. An extensive
freight and passenger business between Chicago and the eastshore ports already exists, and is constantly and rapidly growinglarger.

MISSOURI, K A N S A S & T E X A S .
The Chicago business of this road now goes via St. Louis over
the Chicago & Alton, Illinois Central, and Missouri Pacific, the
total distance to A'-to-ka being 854 miles, and to Sherman, Texas
(62 miles from end of track) 916 miles. Another desirable route
will be opened this fall. The Missouri, Kansas & Texas Company are building an extension of their road north from Sedalia,
72 miles to Moberly, at which point connection will be had w^ith
Chicago by the St. Louis, Kansas City & Northern ("North
Missouri"), Hannibal & St. Joseph and Illinois Central Kailways. This line will cross the Missouri River at Boonville, the
point of crossing of the Louisiana & Missouri River (extension
of the Chicago and Alton) Road — now building west from
Mexico, its present terminus, on the St. Louis, Kansas City &
Northern Road. The contract for the bridge at Boonville was
let last week to the American Bridge Company, to be completed
in one year. The line from Sedalia to Moberly is now ready
for track-laying; the iron is purchased, and the road will be
in operation the present fall. At Moberly the Company will
have direct Chicago connection via the St. L., K. City & N., the
Louisiana line and the Chicago & Alton Roads. The distance
from Chicago to Sherman, Texas, by this route will be 881 miles,
or 80 miles nearer Chicago than is New York by the North Shore
and New York Central Route. On the completion of the Louisiana & Missouri River Road from Mexico to Boonville, this distance will be somewhat shortened, and the whole will be embraced
>on two lines of road.

STATISTICAL.
GROSS EARNINGS.

The following table shows at a glance the gross earnings of the
several roads entering the city. The Milwaukee and St. Paul is
included, since it expects to have its trains running to this city
in a short time, when the general offices will also be established
in Chicago. The figures for the Chicago and Northwestern are
estimates, based upon the semi-annual report of earnings made
in January last. The true figures are probably considerably
larger^ as the business of the company has largely increased since
the commencement of the year:

ROADS.

Lake Shore and Micli. Southern.. $10,151,352 $3,949,874 $676,748 514,797,975 $5,018,169
3,740,203 1,273,793
264,914 5,278,910 2,198,085
Chicago and Alton 5,568,233 1,899,310
933,598 8,401,141 2,732,847
Illinois Central __
288,285| 5,900,797! 2,950,535
Chicago, Rock Island and Pacific. 4,213,3721 1,394,140
2,320,076
773,532
232,365 3,316,973|
942,895
Pittsburgh, Cin. and St. L o u i s . . .
Chicago, Columbus and Ind. Cent 2,852,014 1,145,8321 172,492 4,170,338 1,040,232
4,444,568 1,698,469
547,658 6,690,695 2,840,341
Milwaukee and St. Paul
4,046,199 2,114,0661 281,147j 6,441,413 1,903,609
Michigan Central
8,822,206 4,310,906
Pittsburgh, Ft. Wayne and Chi...
7,554,575 2,619,177
530,15'
Chicago, Burlington and Quincy. 5,299,873 1,724,544
3,260,654
620,232| 11,402,161! 2,618,323
Chicago and Northwestern
7,551,275
Totals
-.--- $50,187,165 $19,234,214 $4,547,596|$82,776,984|$29,175,119

LEKGTH OF LISTES.

The following table represents the total length of railroad now
built, owned, and leased by each company whose lines enter the
city of Chieago. It should be remembered that these figures pertain only to lines centering in Chicago, and not to attributes to
those lines. If there is any exception to this, it only applies to the
branch of the Pittsburgh, Cincinnati and St. Louis, which extends
to the western cities that aid in giving the name to the road:

27'

R A I L R O A D S OF CHICAGO.

Lake Shore and Michigan Southern . .
Chicago and Alton
Illinois Central
_
Chicago, Rock Island and Pacific. ...
Milwaukee and St. Paul
Michigan Central
Pittsburgh, Port Wayne and ChicagoChicago, Burlington and Quincy.__"___
Chicago and Northwestern
1
Pittsburgh, Cincinnati and St. L o u i s .
Chicago and Iowa
Chicago, Danville and Vincennes
Chicago and Michigan Lake Shore
Oilman, Clinton and Springfield
Total

540
242
456
493
812
387
468
400

322%
269
253
526
421

211
88 <
326
408
327
32

381 %

205
169
111

1.073%
'599.61,035
1,019
1,641
'714
500
781%..
1,590
1.211
' 83
205
169
111
9,T08%;

DAILY TRAINS.

The table presented below shows the number of regular trains
which arrive and depart each day on the several roads. The
trains given to the Chicago, Burlington and Quincy road, represent all the trains which run on diverging lines, except the
Chicago and Iowa road. To these regular trains, amounting to
337 in number, should be added an estimated number to represent special freight and passenger trains. A low estimate of these
irregular trains would give some twenty freight trains and five
passenger trains each day, especially in the busiest period of the^
year, which would make a grand total of 362 daily trains:
FREIGHT.

|

PASSENGER.

ROADS.
OUT.

Chicago and Northwestern—
Galena Division
Fox River Branch
Milwaukee Division
Clinton Division
Pittsburgh, Fort Wayne and Chicago
Illinois Central
__
"
'
Chicago and Alton
Michigan Central
Lake Shore and Michigan Southern,Chicago, Danville and Vincennes
Chicago, Burlington and Quincy
Pittsburgh, Cincinnati and St. Louis
Chicago and Iowa.
Milwaukee and St. Paul
Totals

9
1
2
4
6
9
10
6
6
2
8
4
6
72

IN.
9
1

2
4
5
10
10
6
6
2
io
4
6
75

|

OUT.

1
i
10
I • 1

:

i
1
!
!
|
|

IN.

10
6
5
26
4
5
6
2
13
5
3

10
1
10
6
5
26
4
5
5
2
12
5
3

96

94

N E W ROADS.
Nearly all the roads whose names are mentioned below, have
either acquired, or are in a fair way to acquire, the right of way
into the city. Inasmuch as they propose to enter the city on lines
adjacent to existing railroad lines, little opposition has been or
will be offered to them, and some of them will be completed in
less than a year.

CHICAGO, D E C A T U R & ST. L O U I S .
It was the original design of the corporators of this company to
construct a line of road from Decatur to Chicago by the mostdirect route, and in connection with what was then known as the
Decatur and East St. Louis road, complete the shortest possible
line between Chicago and St. Louis.
When the survey was made, it was found that the direct line
from Chicago to Decatur would pass through the town of Bremen on the Chicago Eock Island and Pacific Eailroad. Negotiations were, therefore entered into with the Chicago, Eock Island
and Pacific, and the Toledo, Wabash and Western Eailroad Companies for the right to use portions of both these roads. Little
or no difficulty was experienced since the projected road would
be simply an important feeder to each of the older roads.
The entire line is made up of the distance from Chicago bo
Bremen, 23 miles; the Chicago, Decatur and St. Louis Eailway
in course of construction from Bremen to Decatur, a distance of
135 miles; and the St. Louis branch of the Toledo, Wabash and
Western Eailway from Decatur to St. Louis, a distance of 108
miles. The entire distance, therefore, from Chicago to St. Louis
would be 266 miles. This is 18 miles shorter than the Alton
line and 31 miles shorter than the Illinois Central line. It is a

R A I L R O A D S OF CHICAGO.

29

line of long tangents and short grades, the maximum grade being
but 45 feet to the mile.
The road divides the distance between the Illinois Central and
the Chicago and Alton Railway, being distant from each from 12
to 25 miles.
The road will thus pass through one of the richest agricultural
districts of Illinois, besides intersecting the Wilmington coal
field. At Chatsworth, this line will cross the Toledo, Peoria
and Warsaw Railway; at Farmer City, it will cross the Indianapolis. Bloomington and Western Railroad, and at Decatur it
connects directly with the Toledo, Wabash and Western road,
the branches of which extend, the one to St. Louis, and the other
to Moberly, Mo. The road will, without doubt, develop rapidly
into a first-class road.
The whole amount of stock to be issued is $4,050,000, and the
total amount of bonds $2,700,000, to be secured by mortgageContracts have already been entered into which provide for the
completion of the road with the proceeds of the stock and
bonds.
The following are the officers of the company:
DIRECTORS.

F. H. Winston, A. Taylor, H. H. Porter, Chicago; M. S. Sullivan t, Ford county; John MoNulta, Bloomington; J. J. Pedecord,
W. L. Hammer, E. O. Smith, O. Powers, Decatur; William C.
Shirley, Stanton; John Stillwell, Chatsworth; J. R. Means, Saybrook ; Lee A. Hall, J. C. Prescott, Peoria.
OFFICERS.

President—F. H. Winston.
Vice President—E. O. Smith.
Secretary—George C. Campbell.
Treasurer—O. R. Glover.
Chief Engineer—S. B. Carter.
Consulting Engineer—E. H. Johnson.

'30

R A I L R O A D S OF C H I C A G O .

CHICAGO A N D P A D U C A H .
This company was formed by a consolidation of the Fairbury,
Pontiac and Northwestern with the Bloomington and Ohio Eiver
Eailroad Company, both of which companies were organized
under special charters granted by the Legislature of Illinois.
The road commences at Streator, at the termination of the Fox
Eiver branch of the Chicago, Burlington and Quincy Eailroad,
and crosses, at Pontiac, the Chicago, Alton and St. Louis road.
Thus it has connection with Chicago by two of the best roads
now entering the city, and by an agreement with the companies,
favorable terms have been secured for the admission of the company's business to Chicago.
From Fairbury, where the road crosses the Toledo, Peoria and
Warsaw Eailway, it runs south in a direct course to Paducah,
with the line about 25 miles from the main line of the Illinois
Central road, and about 20 miles west of the Chicago branch, and
connects, at its southern terminus, with the Springfield and
Southeastern Eailway, which is now completed to Shawneetown,
and is being built to Paducah, at which point a bridge is to be
constructed across the Ohio Eiver, and a connection thus formed
with the railroads of Mississippi, with New Orleans, Mobile, and
the South. The road crosses the best coal fields and the richest
corn lands in the State, and must become a grand trunk line for
the transportation of coal, lumber, and the chief agricultural
.staples of Illinois.
The strong financial position of the road is shown by the
following figures: The authorized capital stock is $5,000,000;
amount of subscriptions by towns and counties along the line
for which stock has been issued, §870,000; amount of stock
issued to contractors for work done, $2,595,000; total stock
issued, $3,465,000. The amount of thirty-year seven per cent,
gold bonds now issued are $3,600,000. The company has assets
us follows: Unused donations, $310,000; unsold mortgage
bonds, $3,200,000; unissued capital stock, $1,525,000; total,
$5,045,000.
The bonded debt of the company on 200 miles of road is only
$18,000 per mile of completed road. The stockholders have
made liberal subscriptions, and have completed 67 miles of the

E A I L R O A D S OE C H I C A G O .

31

road, and have graded and made ready for the track 61 miles
more, the iron for which is now being delivered. The grading
contracts for the remaining 72 miles are let, and the right of
way secured. The company have made this large investment,
amounting to the completion of nearly 128 miles of road, before
offering any of their mortgage bonds for sale, and have shown
their confidence in the road by taking $400,000 of the bonds.
Situated as the line is, there can be no doubt but it must
develop a very large through business. The principal office of
the company is in Chicago,
The officers are:
DIKECTOKS.

F. E. Hinckley, P. B. Shumway, Chicago; David Strawn, W. H.
W. Cushman, Ottawa; Ralph Plumb, Streator; R. B. Amsbury,
Fairbury; William Piatt, Monticello; J. B. Titus, Sullivan;
Wm. H. Barlow, Effingham.
EXECUTIVE

COMMITTEE.

F. E. Hinckley,
Ralph Plumb,
W. H. W. Cushman,
David Strawn,
P. B. Shumway.
OFFICERS.

President—F. E. Hinckley.
Vice President—Ralph Plumb.
Treasurer—W. H. W. Cushman.
Secretary—P. B. Shumway.
Counselors—E. Walker and Wm. E. Lodge.
Chief Engineer—John E. Blunt.

CHICAGO, P E K I N & S O U T H W E S T E R N .
This road also starts at Streator, and is another natural feeder
of the Chicago, Burlington and Quincy road. It is to pass through
Eureka and Washington to Pekin on the Illinois river, and will
be 70 miles in length. It is all graded, and the iron is laid for
50 miles. The iron is manufactured at Joliet, by the iron and

32

RAILROADS OP CHICAGO.

steel company of that city. The work is being pushed forward
rapidly, and it is expected that the first day of October will see
it completed and in running order. The first mortgage bonds
have been issued at the rate of $10,000 per mile, or $700,000 for
the entire road. The contract is let to responsible parties who
have the means to complete the line.
The officers are as follows:
DIRECTORS.

P. B. Shumway, D. Strawn, Jay Baker, A. E. Tyler, W. W.
Stellers, H. A. Koss, B. H. Harris, J. Dougherty, Craig Sharp.
EXECUTIVE COMMITTEE.

F. E. Hinckley, Chairman,
Jas. L. Stark,
Samuel Plumb.
OFFICERS.

President—P. E. Hinckley.
Vice President—J. L. Stark.
Treasurer—Samuel Plumb.
Secretary—Eawcett Plumb.

CHICAGO, OMAHA & ST. J O S E P H .
This is still another company whose interests are identified
with those of the Chicago, Burlington and Quincy Company. Its
charter, obtained from the State of Iowa, grants it authority to
construct a railroad from Clinton on the Mississippi in a southwesterly direction across the State of Iowa, with branches and
connections with nearly every important point in the State. The
road is really the extension of the Chicago, Burlington and Quincy
road to Omaha, St. Joseph, and the West. The latter company
have recently constructed their road to a point on the Mississippi
river opposite Clinton, and have obtained authority from Congress to construct a bridge across the river at Clinton.
The line, after leaving Clinton, follows the Mississippi river for
six miles to the town of Comanche, thence it passes west, crossing
the Maquoketa branch of the Davenport and St. Paul Eailroad^

RAILROADS OF CHICAGO.

33

about twenty miles from Clinton. This road will connect, by
cross-roads, with Davenport, Keokuk, Iowa City, Cedar Bapids,
Des Moines, Muscatine, and St. Paul, and with the country
generally, north and south of the main line.
At Iowa City the line crosses the Bock Island and Pacific.
It is proposed to build a branch from a point near Winterset
to Creston, on the Burlington and Missouri Biver Bailroad, thus
forming a line to St. Joseph, Kan., and the southwest, the entire
line of the road within the State of Iowa. After running in a
southwesterly direction from Clinton to Oskaloosa, from the
latter place it passes in an almost direct line, west to Omaha.
The grading is about done between Clinton and Iowa City; the
entire line has been surveyed, and is to be constructed as rapidly
as it can be done. Two hundred miles are to be completed during
the present season, comprising the section between Clinton and
Indianola. The cross ties have been purchased for the entire
line, and 20,000 tons of rail iron purchased in the month of
January last. Ten freight and ^ye passenger locomotives have
been purchased, and construction, freight and passenger cars
have been contracted for on favorable terms, sufficient to equip
the road in first-class condition.
An amount equal to $700,000 has been voted as a donation by
the towns and cities along the line of the road, which is to be
paid as the road is completed through the towns so voting financial aid.
The entire stock of the company is held equally one-half by
the Chicago, Burlington and Quincy Bailroad Company, and the
other half by the Iowa Southwestern Construction Company, who
are the contractors for the work.
The company have issued a single mortgage to the Farmers'
Loan and Trust Company, of New York, for $20,000 per mile,
having thirty years to run, at eight per cent., which, it is
estimated, will complete the line and equip it in first-class condition.
The officers of this company are:
DIRECTORS.

F. E. Hinckley, Chicago; Samuel J. Kirkwood, Charles T.
Bansom, Bush Clark, Samuel Sharpless, Iowa City; Milo Smith,
3

34

R A I L R O A D S OF C H I C A G O .

Wm. Ooan, Clinton, Iowa; W. P. Wolfe, William Deane, Tipton,
Iowa; John F. White, Smith English, Iowa; W. T. Smith, James
Young, Oskaloosa; Geo. W. Seevers, Indianola.
OFFICERS.

President—Hon. S. J. Kirkwood, Iowa City.
Vice President—F. E. Hinckley, Chicago.
Secretary—E. A. Wickes.
Eecording Secretary—Samuel Sharpless, Iowa City.
Treasurer—Rush Clark, Iowa City.
Attorney, C. T. Ransom, Iowa City.
Chief Engineer—John E. Blunt.

CHICAGO & C A N A D A S O U T H E R N .
A road which has attracted little attention up to the present
time, but which appears destined to solve some of the problems
of freight transportation between this city and the East, is the
Canada Southern and the Chicago and Canada Southern, forming,
when completed, another line of road between this city and
Buffalo. The principal peculiarities of this projected road are
the small percentage of curves, and the low grades. The Canada
Southern road will extend from Buffalo to Amherstberg, a distance of 228.78 miles, with a branch diverging from the main
line to St. Clair. This road lies south of the Great Western
throughout its extent, except a small section of the Buffalo end.
The alignment of the main line comprises 218.71 miles of perfectly
straight road to 10.07 miles of curve, and the maximum grades
are 15 feet to the mile. This road is all graded and bridged, and
the iron will all be laid, and the road completed, by the first day
of next November.
The Chicago and Canada Southern road will extend from this
city to Amherstberg, near the point where the Detroit river flows
into Lake Erie. This road, too, in harmony with its connecting
road in Canada, has been surveyed with chief reference to the
furnishing of long tangents, curves of the greatest possible radius,
and grades of no greater rise than fifteen feet to the mile. The
aim has also been to distribute the obstacles to be overcome, as

C.R. FIELD & CO.
151 Monroe Street,
(Kent's Block,)

CHICAGO, ILL.

REAL ESTATE
AND

MUNICIPAL LOANS.
J O E L D.

HARVEY,

REAL ESTATE AND LOANS,
174 L A S A L L E S T R E E T ,
CHICAGO.
Particular attention g n e n to management of estates foi non-residents, investment of funds for a term of years, etc.

IREIF'ZEIR, T O
>l L SYKES. Jr . V Pres't Chicago & Northwestern Railway Co., 52 Wall St , N. Y.

KERB, DAVISON & "WELCH,

f i n !fetiteIlMlte I Ik fkis
"142. L A S A L L E S T R E E T .

.Particular Attention given to Property of Non-.Residents.

FAKES PAID, BENT COLLECTED, INVESTMENTS HADE, Etc.

j . ESAIAS WARREN,

Real H e aii l a 1rote
No, 18 CHAMBEE OF OOMMEKCE.

NOTS.—10,000 feet

frontage

of the choicest property for

investment, on the South Park and Boulevards, and on Michigan,
Wabash, Indiana, Prairie, Calumet, and Vincennes Avenues.

Also,

a large amount of Central Business Property, as well as valuable
Property in the North and West Divisions. Information given without charge-

R A I L R O A D S OF C H I C A G O .

35

much as possible, by placing the grades on the tangents, and
-constructing the curves on perfect levels.
The distance from Chicago to Amherstberg, by the Chicago
and Canada Southern road, will be about 225 miles. From
Amherstberg to the east line of Indiana, a distance of about 90
miles, is an air line, and from the latter point to Chicago, pretty
equally bisecting the Lake Shore and Michigan Southern loop,
the line extends almost directly west to the head of Lake Michigan. The principal curve in the road is made south of Michigan
City to preserve the grade at the controlling maximum of fifteen
feet to the mile.
Work is progressing upon the road with energy, the iron being
laid as fast as it can be put down, and by the first day of July it
is the intention of the company to have trains running from
Palmyra Junction to the eastern line of the State of Indiana, and
about January 1, 1874, it is expected that the road will be done
to this city.
The grand idea of the constructors is to so reduce the grades,
and the consequent running expenses of the road, as to be able
to make it a grand line for the transportation of freight, competing, in this respect, with the lakes. It is estimated that the
saving in maintaining and operating the road, effected by the
lesser grades and more direct alignment, will be from forty to
sixty per cent., as compared with competing roads between
Chicago and the east. There are no curves on the road with a
radius less than three-fourths of a mile.
The company has issued stock amounting to $8,000,000, and
the road, so far as it has been constructed, has been done without
the issue of bonds.
The organization of the company comprises the followingnamed officers:
DIRECTORS.

Sidney Dillon, Kenyon Cox, Daniel Drew, John F. Tracy, New
York; J. W. Converse, Boston; Milton Courtright, Wm. L. Scott,
Erie, Pa.; G-eorge Gross, Kalamazoo, Mich.; Chester Warner.
Chicago.

3(>

R A I L R O A D S OF CHICAGO.
OFFICERS.

President—Milton Gourtright, Erie, Peun.
Vice President—James "W. Converse, Boston, Mass.
Secretary—Allyn Cox, New York.
Treasurer—Chester Warner, Chicago.
Assistant Treasurer—Ken yon Cox, New York.
General Manager—Geo. Goss, Kalamazoo, Mich.

CHICAGO AND PACIFIC.
This is another of the projected roads, leading out of Chicago,
which is to be built within a very short period of time. The
line of this road will lie about half Avay between the Galena
division and the Fulton line of the Chicago and Northwestern
road, and will be about sixteen miles from either road throughout
the greater portion of its course.
Commencing at Chicago, the road will pass through the towns
of Jefferson, Leyden, Addison, Bloomingclale, and Hanover, in
Cook county, or nearly in a direct line from Chicago to Elgin.
Westward from Elgin, the road will pass nearly due west to
Byron, on the Eock river, from which point it will continue
nearly due west to Lanark. From the latter point the company
have not determined whether to make Savannah or Bellevue the
Mississippi terminus. By their charter they can choose either of
these points, as the interests of the company may dictate.
The country through which the line will pass is under the
highest state of cultivation, and will 'undoubtedly give the road
a good support from its local business alone. The farmers have
very gladly given the right of way, and are anxious to do all in
their power to further the interests of the company. The road
will cross the main line of the Illinois Central about a mile north
of Foreston. The entire length of the road will be about 140
miles.
There have been subscribed $175,000 in stock, all of which is
held by parties in Chicago. The company have purchased, and
received in Chicago, 1,000 tons of railway iron, and 20,000 ties;
and 70,000 more have been purchased. The company do not

RAILROADS OF CHICAGO.

37

propose to issue any bonds until the road is built aiid equiped as
far as to Elgin, at which time the remainder of the line is to be
graded. At that time, bonds will be issued at the rate of $20,000
per mile, the proceeds of which, it is believed, will fully complete
and equip this road.
The company have already purchased two locomotives, twentyfive construction cars, and between $150,000 and $200,000 worth
of real estate in Chicago for sites for depots and transfer houses.
Work has already commenced, and during the present season the
road will be completed to Elgin, and as soon as it is finished to
the Desplaines river, it is in contemplation to put on half-hour
suburban trains to run between this city and that river. In
anticipation of this, several large owners of property west of the
parks, and in the towns this side of the Desplaines, have commenced to lay out their grounds, with the expectation of having
suburban villages spring up as soon as the road shall be fairly
under process of construction. Among these may be mentioned
Hon. S. S. Hayes, Henry Grreenebaum, Mr. Simms, and Warren,
Keeney & Co.
The officers of this road are as follows:
DIRECTORS.

Col. R. M. Hough, Thomas S. Dobbins, George S. Bowen, Harry
Fox, Chicago; W. L. Pease, John S. Wilcox, Elgin, 111.; George
Youngs, Ogle county.
OFFICERS.

President—Col. E. M. Hough.
Vice President—T. S. Dobbins.
Secretary—W. T. Hughes.
Treasurer—Chauncey T. Bowen.
Solicitor—John S. Wilcox.
The contracts for the bridges across the North Branch and
the North Branch Canal are already let and that work is in
progress.

38

RAILROADS OF CHICAGO.

B A L T I M O R E A N D OHIO.
This company have been, for some time, surveying a line from
Pittsburgh to Chicago, to connect with their network of roads at
the east. The survey has now been brought to the suburbs of
this city, to a point near South Chicago, from whence the surveys
will be made to the city, one running west of Calumet lake,
through Cornell, another running farther west through Englewood, and a third along the lake shore to connect with the Illinois
Central. As soon as the route into the city is determined, work
is to be commenced at the Chicago end of the road, and prosecuted
with vigor. It is the intention of the company to have the entire
line completed from Chicago to Pittsburgh within about eighteen
months from the present time. This will be a new trunk line to
the east, somewhat shorter than either the Pittsburgh and Fort
Wayne, or the Lake Shore and Michigan Southern, to common
points.

T H E CHICAGO & I L L I N O I S R I V E R
Company was incorporated in 1867, but nothing has been done
until within the past few months toward the construction of the
road which the charter covers.
The road, as its name indicates, is to traverse a considerable
portion of the valley of the Illinois, its general line of direction
being in a southwesterly course, from Chicago to a point opposite
Keokuk, Iowa. Two surveys have been made, and the one which
will probably be adopted will pass from Chicago to Joliet about
half way between the tracks of the Chicago and Alton and the
Eock Island and Pacific roads. Thence it will run in a southwesterly direction to Lacon, and thence to Galesburg. From the
latter city it will run either to Fort Madison, on the Mississippi,.
or directly to a point opposite to Keokuk.
The original incorporators were E. B. Mason, late Mayor of
Chicago, C. E". Holden3 A. J. Galloway, James P. Eoot, and C. CP. Holden.
The board of officers at present is as follows:

R A I L R O A D S OF CHICAGO.

39

President—C. C. P. Holden.
Treasurer—C. 1 T Holden.
S.
Secretary—Joseph S. Reynolds.
Attorneys—Reynolds & Richberg.
The line of road will traverse the Vermillion coal field about
eight miles south of LaSalle. At this point the company have
the privilege to run ten miles along the Vermillion river for the
purpose of obtaining coal. It is designed to make the road useful
chiefly as a freight road. The rapidly-increasing demand of the
northern portion of the State for the best Illinois coal, it is
believed, will alone make the road a profitable one. It traverses
one of the best and most fertile sections of the State; the grades
are all small, and the comparative cost of construction light.
The road is to enter the city near its southwestern corner,
passing along the southern city limits till it reaches the Rock
Island and Pacific track; and will pass along the west side of
this track to Van Buren street.

CHICAGO A N D L A S A L L E .
An ordinance passed the Chicago Common Council about two
months ago, granting the right of way into the city to this company, parallel and close to the Chicago, Burlington and Quincy
tracks. This company propose to run their road through Riverside, on the Desplaines River, and thence to the city of La Salle.
It will pass then in a nearly westerly direction to a point opposite Muscatine, Iowa. This at least was the route which was proposed when the ordinance granting the right of way into the city
was before the Common Council. Since that time the subject
has been reconsidered, and the company may modify the route to
some extent, though probably not in a very radical manner. One
of the principal objects to be attained in the building of this
road, as it is at present understood by the public, is to furnish a
rapid and regular means of transit from the city to the southwestern suburbs.

40

BAILROADS OF CHICAGO.

THE WISCONSIN MIDLAND
Is a projected road which is to connect the "Wisconsin Central
with the Chicago system of roads. No work has yet been done
on this road; bnt a company has been formed which has acquired
the franchises of the Wisconsin and Northern road, which several
years since had done a considerable portion of the grading, but
on account of some financial difficulties the work was abandoned.
This road is to pass in a direct line from this city to Portage,
a distance of about 100 miles. From Portage to Stevens Point,
the Wisconsin Central have projected a section of road, which is
shortly to be built, and when that is done, it will only need the
completion of the Wisconsin Midland to bring to this city another
great railway system.

T H E CONTINENTAL,
Is the name of a railroad company that promises to have an entire
steel road from Chicago, and from Omaha to the Atlantic Coast.
It promises to give the shortest route from New York to Chicago
by 128 miles. But since some of the older roads are straightening some of their greatest crooks, it is quite probable that this
difference will not altogether hold good at present.
It is said that the grading for 300 miles, or from Chicago to
Tiffin, was let some three months since, but no work has yet
been done. The surveys are done, and the promise is that work
will be begun soon; but it may be that the determination of the
Baltimore and Ohio road to complete their road to Chicago at
the earliest date has caused the Continental to hesitate, before
building a line of road parallel with and in close proximity to it.

N O R T H E R N PACIFIC.
Another railway line which is attracting a large amount of
attention just now, and which cannot fail to be of great benefit
to Chicago, is the Northern Pacific Eoad. Already this road is

B A I L B O A D S OF CHICAGO.

41

constructed across the State of Minnesota, and is in rapid progress through the territory of Dakota. By means of the St. Paul
& Pacific Railroad the line is directly connected, at St. Paul, with
two of the great roads leading into Chicago, viz.: the Chicago &
Northwestern, and the Milwaukee & St. Paul.
The Northern Pacific runs, throughout almost its entire extent,
through lands as fertile as those of Illinois, and as it has immense
quantities of land, which it is anxious to have settled as early as
possible, it grants the most liberal terms to actual settlers. By
the payment of one-tenth of the price of forty acres down, a man
can have himself, his family, and his goods carried free to his
new home, and the result is that thousands of pioneers, both
from the Eastern States and from Europe, are settling every year
along this magnificent national highway.
The reports of the engineers and surveyors employed by this
company to locate its line, assure the world that there is much
less snow to contend with along this line than on the Union and
Central Pacific roads; and they confirm their statements by good
physical reasons. The road does not reach as high an altitude
as the Union Pacific by about 3000 feet, and hence through this
depression in the mountain ranges the warm winds of the Pacific
flow, creating a remarkably mild and temperate atmosphere. This
road has already largely attracted the attention of European
capitalists, and its immense land grant of 75,000 square miles of
fertile territory, with its natural advantages, are bound to cause
it to be speedily built, and put into complete operation and
equipment.

M I L E A G E OF N E W R O A D S .
The new roads whose mileage is presented below are nearly all
in progress. Some of them are nearly completed, as the Chicago,
Decatur and St. Louis, the Chicago and Paducah, the Chicago,
Pekin and Southwestern, the extension of the Chicago, Danville
and Vincennest the Chicago and Canada Southern, the Chicago
and Pacific, the Baltimore and Ohio, the Chicago, Omaha and St.
Joseph.

42

R A I L R O A D S OF C H I C A G O .

NEW

ROADS.
MILES.

Chicago, Decatur and St. Louis
Chicago and Paducah
Chicago, Pekin and Southwestern
Chicago and Canada Southern
Chicago and Pacific
Baltimore and Ohio
Chicago, Danville and Vincennes
Chicago and Illinois R i v e r . .
Chicago, Omaha and St. Joseph
Continental
Chicago and La Salle
Wisconsin Midland
Projections on old lines, about

T__ 135
250
70
255
140
400
315
800
400
300
250
100
500

Total

3,415

G E N E R A L NOTES.
RAILWAY

DEPOTS.

The great depot of the Kock Island and Pacific, and the Lake
Shore and Michigan Southern companies is far on its way to
completion. It will occupy the same space on the ground as
before, but with the superstructure will be a great improvement
upon the former one, and will be lire-proof.
The Illinois Central, Chicago, Burlington and Quincy, and
Michigan Central companies, after waiting for years for the
removal of objections on the part of several citizens, to their
occupation of a portion of the lake front, have got to a pointwhere they feel certain of obtaining the ground. They are
developing plans for a passenger depot, which in size and magnijicence shall not be second to the great Vanderbilt depot in New
York.
Then the Pittsburgh, Fort Wayne and Chicago, the Milwaukee
and St. Paul, and Pittsburgh, Cincinnati and St. Louis companies
have determined to commence the building, next year, of a depot
extending from Madison to Van Buren street, and from Canal
street to the river. This depot will not be excelled by any other
in the United States.

R A I L R O A D S OF CHICAGO.

4$

In addition to these there are two or three others dimly
shadowed forth, which will, without doubt, assume definite shape
and reality in the fullness of time, or within another year.
A T A L E OF TWO C I T I E S . ,

The author of this has not attempted to develop the railway
system of St. Louis. It is well known that there are two or three
lines running west and southwest from that town, and that within
about two years there will be several lines running into the city
from the east. This latter will be the fact when the great bridge
across the Mississippi shall be completed. Chicago is not jealous
of St. Louis. That city may develop its railway system to its
full extent, and Chicago will say amen, and not only will it give
utterance to that scriptural word, but will do all in its power to
help St. Louis get a railway system, for the simple reason that
ultimately all its railways, as well as that town itself, will be but
a tributary of Chicago. The four independent lines of road that
will exist this fall between that city and this, are but the thoroughfares over which St. Louis' business is to pass on its way to
Chicago. The history of Milwaukee is to be repeated on a more
magnificent scale by St. Louis. Years ago, in the days of Solomon
Juneau, Milwaukee was a larger city than Chicago. It was the
beautiful Cream city of the lakes, that sat upon its hills like an
amphitheatre, to gladden the eyes of all who approached it from
the lake. It was without a rival. At length Chicago began to
start ahead, and to talk of becoming a rival. Milwaukee laughed
the idea to scorn, and began to develop a great system of railroads, running to Prairie du Chien, to La Crosse, to Madison,
and to build iron steamers which should perform the duties of
ferry boats across the lake at all seasons of the year. Milwaukee
thus became a great and noble city, with one of the greatest railroad systems in the country; but its railroad men have acknowledged that a greater than Milwaukee exists, in the fact that they
have discovered that a connection with Chicago is absolutely
necessary, and have gone to work and have nearly got completed
an independent line to this city. The Milwaukee railroads now
belong to the Chicago system. So it will be with the St. Louis
roads. Let them be built as vigorously as possible. In the end,,
and that end is not far off, they will all run through St. Louis to>
Chicago, as the grand focus for the railways of the continent.

44

KAILKOADS OF CHICAGO.

T H E CHICAGO S P R I N G WORKS.
Intimately connected with railroads and railroad interests is
the subject of railway supplies. And what can be worthy of a
more careful consideration in this connection than the question
of car springs. What the Chicago Times of Aug. 30,1872, has to
say in this particular will be found of special moment:
" One of the distinguishing features of any first-class car is
found in its springs, without which a trip becomes a joltingtorture to the passengers and a source of vexatious loss to the
company.
" The Chicago Spring Works are among the most successful
manufacturers of railroad supplies in the west. Not only are the
standard elliptical and spiral springs made by them in more satisfactory shape than they can be procured elsewhere, but the famous
Daniel spring is also to be obtained only at these works.
" The tests to which all springs turned out by this establishment are subjected are unusually severe. Not even when a car
loaded to its utmost capacity, and run over a rough road at the
highest rate of speed, can springs receive such strains as are
placed upon them before they are permitted to leave their works.
Freight and passenger cars are treated with a like care by this
firm, and a gratifying evidence that good wares will always find
& ready market is seen in the fact that the Chicago Spring Works
are now obliged to increase their facilities for supplying the constant demands made for their excellent goods. A large order is
now being filled for the Illinois Central road, while calls for all
varieties of freight and passenger car, locomotive and tender
springs pour rapidly in, and are as rapidly attended to in a manner that gives the most complete of satisfaction to, all their
patrons. Not a single spring manufactured by this company has
ever failed to do all that was promised of it."

" F R U I T LEAVES/'' a neat book of 60 pages, for 25 cents. Edition printed
in good style, but bound in paper, so all can buy it. Book of pure literat u r e for the people; novel and choice essays and poems on subjects of vital
importance. Suitable for selling on trains. Sample copies sent free to
•dealers. Price, per 100 copies, $15.00.
Address, P. O. Box 89, Hyde Park, Cook County, 111.

Paper Warehouse.
W. C. CLAEKE,
57 West Washington St.
lit

STOOK^

N E W S P R I N T , White and Colored.
BOOK P A P E R S , White and Tinted.
F L A T P A P E R S of all descriptions.
WRITING PAPERS.
E N V E L O P E S , all usual sizes and qualities.
C A R D B O A R D of all kinds.
GLAZED A N D PLATED PAPERS.
MANILLA PAPERS.
COLORED M E D I U M S .
T W I N E S , Etc., Etc,
Any description of Paper made to order promptly, Samples and Prices will be sent upon application,

A . J . <e J. TV. C O O P E R ,
f

154 LA SALLE ST., OTIS BLOCK, CHOICE CITY AND SUBURBAN PROPERTY BOUGHT, SOLD AND EXCHANGED.

COFFMAN & ANDREWS,

Real Eslate and Loan Brokers,
152 LA SALLE ST., E00M 15 OTIS BLOCK.
Agents of Atchison, Topeka & Santa Fe Railroad of Kansas.
of Land for sale on long time.

3,000,000 acres

THE CORNELL WATCH FACTORY

I - \J>( \ U I !

AT T H E SFAY

TOWN OF

OOBlsrELL,
At the (.'rand Ciossimzs Station of the Michigan Central. Illinois Cential. Pittsbuigh &
Fort Wayne and Michigan Southern .Railroads, 8% miles south of the Court House
in Chicago, and is accessible by every train on each of the four roads, as a State
law compels every train to come to a full stop before reaching the Crossing. Thus theie aie opportunities for teaching Cornell by about

450 T R A I N S

EACH

DAY!

It is also midway in the town of Hyde Park, and between the nourishing villages of South
Chicago. Kriglewood and Kensington!, each of which is a nucleus for the addition of
those continuous improvements which are at no far distant day to unite together
and foim that compact city of the future of which Chicago is
to be the common center

The T o w n of Cornell
Was Platted and Kecoided only sn months since, and any visitor will be surprised at the
building activity presented on all sides. Lots ate selling rapidly,
and within a year some
'•

5 0 0 OR (300 H O U S E S
Are expected to be erected and occupied at this place. Improvements of all kinds are
projected on all sides, which are ceitain to be realized soon.
and are suie to make this place the '
.

CENTER OF A LIVELY, BUSY, PROSPEROUS POPULATION..
It is only a question of time, and time is just now working winders in-and around
Chicago Plats of the property, Time Tables, and any othei information
can be obtained at the office of *

P A U L CORNELL, 159 La 8alle St.
Basement of Republic Life Building, Chicago.

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TO THOSE WHO WANT GOOD HOMES
In the largest, best and most healthy of Chicago's suburbs,
a place which has more attractiveness, more facilities
and better society than any suburb, we would
say, go with us to

SOUTH EVANSTON
and look at our fine new houses, arranged for both water and gas.
Evanston has all the attractions and comforts of city life,
with none of its dust, noise and brawls, and for Schools, Colleges
and Churches it is unsurpassed even by Chicago.
We have now in market our fine Subdivision at this place,
and are selling our houses and lots on most favorable terms.
Parties who want large and beautiful lots near the Lake and
depot, lots that will more than double in value within the next
two years, had better give us a call.

WARREN, KEENEY & CO.
R e a l Estate Brolters,
381 W a b a s h Avenue.

INVESTING MONEY
THE NORTHERN PACIFIC RAILROAD COMPANY,
r n H K O U G I I ITS FINANCIAL AGENTS, offers for sale its First Mortgage 7-30 Gold
JL Bonds. They fall due in thirty years, bear 7 3-10 per cent gold interest, payable
semi-annually, are exempt from U. S tax to the holder, and are secured by first and only
mortgage on—
1. The Railroad, its Kight of Way, Franchise, Rolling Stock and other Property.
2, Its Traffic or Net Earnings.
o. A Government Grant of Land, averaging, on completion of the Road, about 23,000
acres per mile of track.
The Road follows what is known as the Valley Route to the Pacific, flanked most of
the way by an excellent country, and is assured in advance of a vast and profitable traffic,
which already awaits its completion. The work of construction is steadily and satisfactorily progressing; the settlement of the adjacent country and the building of the towns
keep v pace with the advance of the Road; a large body of "the Company's lands is already
in the market, and the proceeds of sales will constitute a Sinking Fund for the Redemption of the Company's Bonds, which are convertible at 110 into the Company's Lands at
market prices
Believing that these Bonds, both in point of safety and profitableness, constitute such
a security as judicious investors can approve, we recommend them to the public. Government Bonds and all marketable securities are icceived in exchange at current quotations without cost to the investor

J A Y C O O K E <& CO.
New York, Philadelphia and Washington,
Financial Agents Northern Pacific Railroad Co.

LUNT, PRESTON & RKAN, Bankers,
General Agents, Chicago, Ills

RBMBEB

Prim

In regard to Water V i e w and use of Lake Shore Drive to and
from the center of the city, this locality is superior to all others.

BELDEN F. CULVER,
Boom 15.

175 La Salle St.

C L. W O O D M A N «Sc
L

CO.

From the CHKJAGO TIMES, Aug. 1.4, 187"2,—Woodman's Bakery is one of the well-known institutions of Chicago. Tt. was, as far back as a good while ago, and it will be as far ahead as the longest-sighted seer can prophetically look. W h a t woman skilled in the domestic economy of the city but knows of and duly appreciates Woodman's crisp crackers* W h a t girls but buy with relish
sweet, fancy-shaped hits of baked dough ? W h a t poor dyspeptic but sends once, and again, and more too, for Ins I-AB KXO'EU,KXCE soda-crackers* In short, when wedding cakes or other cakes, when
cookies fresh and ginger-tarts and crackers crisp, are warned, who does not say—'' I go to Woodman's."
From the CHICAGO TKIBUNK, Aug. 14, 1372.—The " bulls " and " bears " on 'Change were treated to a free lunch yesterday by Messrs. C. L. Woodman & Co., who furnished about one thousand
loaves of their new home-made bread", butter and cheese, and other essentials.. There was a perfect scramble at the counter. 11 actuations in the prices of the different staples being forgotten in the
anxiety to enjoy the lunch. The bread is a new article, the result of long and careful investigation and experiment, is made entirely by machinery constructed for that special purpose, is subjected to
no handling by bakers, is composed of the very finest Hour in the market, and is in every respect equal, if not superior to the best family home-made bread. That was the unanimous verdict of the
Board of Trade yesterday, and its members are'connoisseurs m matters of flour and bread. The article can be recommended to the public, and will supply a necessity long felt. The manufacturers
send their wagons all over the city to supply orders, which should be left at C. L. Woodman & Co's bread ami cracker manufactory, at the corner of Canal and Adams streets. It is sold and delivered
at retail as well as at wholesale, ft is forwarded to country consumers bv the early morning trams.

MEAJL

ESTATE

ELBGA1TT

Residence Property,
ON

AND A D J A C E N T TO

ASHLAND AVENUE.
THE MOST DESIRABLE

Manufacturing and Jock Property
IN T H E CITY,
Having track connections with all the Railroads entering the City.
Also, a Great Variety of B U S I N E S S and R E S I D E N C E
P R O P E R T Y on and adjacent to

BLUE ISLAND A VENUE, TWELFTH
AND TWENTY-SECOND STS.
A on Easy Terms to parties desiring to Improve.
M

S. J. W A L K E R ,
X83

*SW. W a s n i n g t o n

St.

T H

Chicago Spring w0tks
MANUFACTURERS

OF

Locomotive, Tender, Freight and Passenger

OF E X T R A CAST S T E E L ,
TO S P E C I F I C A T I O N ,

OX S H O U T

NOTICE.

We also manufacture the

DANIELS PATENT SPRING,
T H E B E S T AND C H E A P E S T

:** OEt. I E I <3-3E3C T

JS I=» H . I 3ST C3r

IN USE.

Eyery Spring, of any M or Specification, is Mly Tested and Warranted.
We are also prepared to furnish

HEAYT TKITCK SPRINGS
TO ORDER.

OFFICE AND

WORKS,

235 S. Clinton St.
F . M. A T K I N S O N
President.

CHICAGO.

E. E. OTIS < c CO.
5

Itetf B§i§t® mi ts@m Mgmt
CHICAGO.
We deal in all kinds of Securities, Purchase and Sell Gold, Government Bonds,
Stocks and Mortgages, and Negotiate Loans on Real Estate and Collaterals.

FAKE

< e CLARK:,
§

Real Estate ^ Loan Brokers,
88 Washington Street,
r^TTT^ A C* C\
V^ X I J V^-xA. VJT V A

FRED. L. FAKE
GEO. K. CLARK.

ITLBICH & BOND,

Real Estate Dealers,
511

WcCb a six jl^e

rtiie,

CHICAGO.
5

W e have constantly on hand the Choicest
and Most
Elegant
Residences
in the Market.
Special attention given to those on South
Side and in the Suburbs—at Oakland, Kenwood, Hyde Park, Woodlawn,
etc. Also fine investments in Acre Property and City Lots. Large lists of
property in all portions of the city and county.

CHICAGO & ALTON
RAILROAD.
T H E ONLY F I R S T - C L A S S ROAD IN T H E WEST.
(SEE CLASSIFICATION OP RAILROADS BY BOARD OF RAILROAD COMMISSIONERS.)

I s O G H A ^ T Q E OIF" C A B S
LT
A n d t h e S h o r t e s t , Q u i c k e s t a n d Best R o u t e b e t w e e n

CHICAGO 1ST. LOUIS
Chicago Si Kansas City, | Chicago & Jefferson City,

ST. L O U I S & P E K I N & P E O R I A ,
And St. Louis and Quincy and Burlington.

AND

Pttlai Palace Sleepii, B i n k Sooting Cars
Run Through WITHOUT CHANGE between CHICAGO and ST. LOUIS and
CHICAGO and KANSAS CITY.

T h e Only Line R u n n i n g Th.ese Cars
Between CHICAGO and ST. LOUIS and Running both Palace Sleeping and Dining Cars
between CHICAGO and KANSAS CITY.

ONE HOUR FASTER TIME
B e t w e e n C H I C A G O a n d ST. L O U I S , a n d

One Hotir

and a Half

Faster

Tune

B e t w e e n C H I C A G O a n d K A N S A S CITY.

THAN

BY OPPOSITION

J. C. McMULLIN,
Oen'l Superintendent, Chicago.

ROUTES.

JAMES CHARLTON,
Gen'l Pass. & Ticket Ag't. Chicago.

Quo, Rod Island k Panic
IFL.A.IXJIH.O.A.IX

THE DIRECT ROUTE

EOR

Joliet, Morris, Ottawa, La Salle, Peru, Henry, Macon,
Peoria, Geneseo, Moline, Rock Island, Davenport,
Muscatine, Washington, Iowa City, Grinned,
Newton, Des Moines,

COUNCIL BLUFFS & OMAHA,
W I T H O U T

CHAlsTGE.

Where it joins with the UNION PACIPIC RAILWAY for DENVER, SALT LAKE
CITY, SACRAMENTO, SAN FRANCISCO, and all points West on the Pacific Coast

TRAINS

LLA JE DAILY

AS

FOLLOWS:

OMAHA AND LEAVENWORTH EXPRESS (Sundays excepted)
PERU ACCOMMODATION (Sundays excepted)
OMAHA AND LEAVENWORTH EXPRESS (Saturdays excepted)
Depot, cor. Harrison and Sherman Sts

10.00 A.M.
5.00 P . M .
10.00 P. M.

Ticket Office, 33 W. Madison St., Sherman House.

K A N S A S LINE.
The CHICAGO, ROCK ISLAND & PACIFIC RAILROAD COMPANY have now
opened their South-Western Division, between

Leavenworth, Atchison and Chicago,
Connecting at Leavenworth with KANSAS PACIFIC a n d MISSOURI PACIFIC
RAILROADS, and at ATCHISON with ATCHISON, TOPEKA & SANTA FE,
CENTRAL BRANCH UNION PACIFIC, and ATCHISON & NEBRASKA RAILROADS, for all Points in

Kansas, M a n Territories, Colorado anfl Hew Mexico.
The Company have built a full complement of PALACE DRAWING-ROOM and
SLEEPING CARS, which, for external beauty and interior arrangements for the
comfort, convenience and luxury of passengers are unexcelled, if equaled, by any other
cars of the kind in the world.
£3^" For Through Tickets and all information in regard to Freight Rates, Routes, & c ,
call at Company's office.
A. M. S M I T H ,
Genera] Passenger Agent.

PIXJOPT

R I D D L E ,
General Superintendent.

JOHN CULVER,
D E A L E R IN

REAL ESTATE,
142 LaSalle Street,
otis Block,

CJBLICA.G-O.

C. C. THAYER & CO.

Real Estate Agents,
AUCTIONEERS,
186

East

Madison

Street,

CHICAGO.

AUCTION SALES OF REALTY A SPECIALTY.
R E A L E S T A T E P U R C H A S E D , M A J S T A G E D A N D SOED.

CLABKL LAYTON
E S T A B L I S H E D IN 18S3.

REAL ESTATE
No. 376 State Street,
GEO. R. CLARKE.
R. P. LAYTON
€ P. SILYA

\

CKICA.G-O.

After October our Office will be in the

O H I E 1 T T A L

B V X L D I I T O .

B. F. CLARKE & CO.
R E A L ESTATE,

WasMmton l i t e Apcj,
376 State Street,
B. F. CLARKE,

(

P T4 T P A f^ D

J A M E S McCAULEY. \
JAMES McCAULE Y. f

U i i l U n U W ,

TT f
li_jLj.

Our Office, on October 1st, 1872, will be removed to the
Oriental Building, 122 La Salle Street.

Real Estate & Loan Brokers
No.

1 3 8 and 1 4 0 La Salle Street,
(S. W. Cor. Madison

& X,a

Salle,)

CHAS. A D A Y {
N. A. SANBORN
N. P. IGLEHART, President.

N. G IGLEHART, Treasurer.

Chartered by the Legislature,

1857

HOLMES HOGE, Secretary.

A nthorized Capital, $500,000.

T H E BRIGHTON COMPANY,
DEALS IN

Beat Estate, Bonds, Rotes aifl Exchange.
COEEESPONDENCE WITH BANES AND CAPITALISTS SOLICITED.

DEPOSITARIES

Fourth National Bank, New York.

First National Batik, Chicago.

Notes and Coupon Bonds, secured by Real Estate,—A Specialty

D. COLE & SON,

Real Estate Agents,
188 W e s t Madison Street,
CHICAGO.
H o u s e s Rented.

Rents Collected.

WM.

L o a n s Negotiated.

GARNETT,

Hull iiititi mi litm Gnliw*
369

WABASH

AVENUE,

4 D O O R S S O U T H O F POST OFFICE,

CHICAGO.

W R I G H T & TYRRELL.

iimn® ©a Real B&i§t@ Negotiated,
DEALEES IN REAL ESTATE.
180 W e s t W a s h i n g t o n Street,
Will Remove in October
to Tribune Building.

PTTTP A f^
f\
\J JZL X \J JA. VJT \J .

T ' X I O i S .

- A - . cfeJ 3 V E . 3E3E X X J I J „

401 W A B A S H

A V E N U E , CHICAGO,

Offer for sale, a t SOUTH ENCLEWOOD, 50 Acres of Choice Ridge Land,
only two blocks from the new depot.
The property is accessible by graveled streets, and by four dummy trains each way
every day, running on the Rock Island & Pacific R. R to and from the grand depot on
Van Buren street, one block from the Pacific Hotel. Commutation fare, twelve cents ;
time, thirty minutes
40 acres of the above has 1,320 feet front on the proposed 87th street Boulevard. We
will sell all or any part of same (not less than 5 acres), at a price that will allow a large
profit within six months to any party that will subdivide into building lots
Six Hundred lots have been sold at South Englewood within the last ninety days, and
twenty houses are contracted to be built this fall by recent purchasers.
We make a Specialty of SoutJi Englewood Property.
THOS A. & M HILL, 401 Wabash Avenue.

HEUHY J. GOODRICH,

m i E s t a t e BF©keF9
368 WABASH AVE., CHICAGO.
BVSINJESS, RESIDENCE AND SUBURBAN BBOJPEBTY EOB SAIE.
<£W Property left exclusively with me will receive special attention. „j&%
REAL ESTATE Bought, Sold and Leased; MONEY LOANED; Investments made;
Titles examined and perfected; Taxes paid and Rents collected on reasonable terms;
satisfactory references furnished if desired.
F. A. BRAGG.

W. M. BENTON.

F . A . B R A G G & CO.

Real Estate Brokers
AND HOUSE RENTING AGENCY.

L o a n s Negotiated o n R e a l Estate Security.
Particular attention given to the Payment of Taxes, Collection of Rents, Etc., Etc.

46 East Harrison St., Chicago.

HENRY GREENEBAUM & CO.
16 N o r t h C a n a l St., Chicago,

GREENEBAUM BROTHERS & CO.
216 B r o a d w a y , N e w Y o r k ,

FOREIGN

E X C H A N G E , in short and long sight bills.

C I R C U L A R L E T T E R S O F C R E D I T , for Travelers,
available throughout the world.
C O M M E R C I A L C R E D I T S , for Importers.
P A S S A G E T I C K E T S , to and from Europe, by the most
favorite Lines.
KBGOTIATZOF

O F ©ITT AND COFMTY

BOMBS*

Bonds, American and Foreign Specie, Purchased and For Sale.

OGDEN & SCUDDER,

Real Estate Loans
AND

SECURITIES,
N. E. Cor. Monroe and La Salle Sir eels,
CHICAGO.

MILES THE SHORTEST ROUTE

61

BETWEEN

CHICAGO AND N E W YORK.

Pittsl)nr£li,FortWayne & ChicasoR'y
PENNSYLVANIA CENTRAL E. K.
T H R O U G H

L.INE..

QUICKEST R O U T E TO T H E EAST.

O

DAILY EXPRESS. TRAINS

vZ)

With PULLMAN'S PALACE THROUGH CARS Leave J H

Chicago, Ft. Wayne and Crestline
ON A R R I V A L O F T R A I N S F R O M T H E W E S T ,

F O R ' i a

PITTSBURGH, HARRISBUSG, PHILADELPHIA,
BALTIMORE, WASHINGTON CITY, IB

N E W YORK, BOSTON,
AND

ALL PRINCIPAL TOWNS AND CITIES IN THE EAST.

This Route is especially desirable for Business men, as it gives them an opportunity to
visit Pittsburgh, Philadelphia, New York and Boston, the Best Markets in the East.
ASK FOR TICKETS VIA

Pittsburgh, Fort f ape & Peisylvania Central Bailroais
Which can be obtained at all Regular Railroad Ticket Offices in the West; at the Company's Office, 43 W. Madison Street, and at the Depot, Corner of Madison and
Canal Streets, West Side. Chicago.

F. R. M Y E R S ,

W . C. C L E L A N D ,

Gen'l Pass and Ticket Agent, Pittsburgh
Ass't Gen'l Pass. Agent, Chicago.
J . N . M c C U L L O U C H , Gen'l Manager, Pittsburgh

TWO DAILY EXPRESS TRAINS.

FillsliiiniliJiiiiciiiiiali^l.Liis
RAILROAD.
T h e O N L Y A L L R A I L R O U T E from

CHICAGO TO THE SOUTH.
T h r o u g h C a r s from CHICAGO to

A L S O , V I A

K0K0M0 AND INDIANAPOLIS,
Making Close Connections a t

LOUISVILLE
FCR

Nashville, Humboldt, Memphis, Little Rock, Jacksoti, Mobile,

IS E
ST W

ORLEANS,

And Principal Points in the South.
Trains leave from Old Milwaukee Depot, Coraer Canal and Kinzie Streets, Chicago
Ticket Office in Depot, also in Tremont House, Corner of Michigan Avenue and Congress
Street, and in Sherman House, 43 West Madison Street, Chicago: also for sale
in all principal Ticket Offices in the Northwest.

F. R. MYERS,

W. C. CLELAND,

Gen'l Pass, and Ticket Agt., Pittsburgh
Ass't Gen'l Pass. Agt,, Chicago.
J . N . M c C U L L O U G H , Gen'l Manager, Pittsburgh.

MICHIGAN CENTRAL
A W D

Tlie

<3rx*o£vt C e n t r a l

Tlirougli

Freight and Passenger Route
t ^ r V i a NIA.GJ-AJE&A. F A L L S , J I
In Connection with the NEW YORK CENTRAL and ERIE RAILWAYS, to and from

4 Passenpr Trains Pass over tie Line Each fay Daily.
These Trains are Equipped in A FIRST-CLASS MANNER in every respect, and Passengers
can always rely upon the Three Great Requisites in travel,

SPEED, COMFORT AND SAFETY.

PULLlArTSTALACFclRS
Run Daily between CHICAGO AND NEW YORK Without Change

Tie Celebrated Hotel Cars also run Daily between Chicago & Rochester.
%W Special Facilities are given to Travelers to and from Netv England
by this Iiine.
The Freight Facilities offered by this Route are Unequaled,

T>M r'r'B&QEf* aiid/ EEIS

& NiQEWM 3MQME

Lines taking all classes of Freight through to destination without
transhipment.
THE PRINCIPAL OFFICES OF THE LINE ARE AS FOLLOWS :
CHICAGO,
75 Canal Street,
92 Market Street,
769 Wabash Ave.

NEW YORK,
349 JBroadtvay.
BOSTON,
69 Washington Street.

W. K. MUIR,

DETROIT,
151 Jefferson Ave.
BUFFALO,
Cor. Main & Exchange Sts.

H. E . S A R G E N T ,

Gen'l Sup't Great Western By, Hamilton.

Gen'l Sup't Mich. Central B.B., Chicago.

H E N R Y C. W E N T W O R T H ,
Gen'l West. Pass. Agent, Chicago.

i c » Moi-Western U.
Embracing, under One Management, the Great Trunk Railway Lines of the

WEST AND NORTH-WEST,
And with its numerous Branches and Connections forming the

SHORTEST AND CHEAPEST ROUTE
From CHICAGO to all points in

ILLINOIS, WISCONSIN, NORTHERN MICHIGAN, MINNESOTA
IOWA,

N E B R A S K A .

CALIFORNIA
—:

AND T H E

W E S T E R N

T E R R I T O R I E S .

This Line has adopted all MODERN" IMPROVEMENTS, in Track and Equipment.
INCLUDING

S T E E L ZR/JLILS,
Luxurious Day, Sleeping and Dining Cars,
WITH

"IVIILLEFt

PLATFORMS"
AND

WESTrSTGHOCTSE S A F E T Y A I R B R A K E
Thereby offering to Passengers a degree of

SPEED,

COMFORT

&

SAFETY

To b e o b t a i n e d b y n o o t h e r R o u t e
^

-

»

# - * - * ~

—

•

Through Tickets to all points in t h e West and North-Webt can be procured at all principal Ticket Offices in the United States
or Canadas.
ASK FOR TICKETS VIA THE

CHICAGO & NORTH-WESTERN.
M. HUGHITT,
Gen'l Sup't, Chicago

II. P STANWOOD,
Gen-1 Ticket Ag't, Chicago.

TO NEW YORK WITHOUT CHANGE!

CHICAGO, TOLEDO AND CLEVELAND

lid

Store & Mi.

R,^IIj"Vv r JL"S".

4 EXPRESS TRAINS DAILY
With Unequaled Accommodations, make SURE and RELIABLE CONNECTIONS at

BUFFALO
With N, N. Central & Hudson River R, R, and Erie Railway for

New York, Boston
AND ALL, P R I N C I P A L POINTS EAST,
Being the only Route connecting with the Great Trunk Lines at above named Point.

DHAWING-ROOM A l PALACE SLEEPING GARS
A R E R U N ON A L L D A Y A N D NIGHT E X P R E S S TRAINS.
PURCHASE

TICKETS V I A

LAKE SHORE & MICHIGAN SOUTHERN RAILWAY.
CHARLES PAINE,

F. E. MORSE,

Gen'l West'n Pass'r Agt , Chicago,
Gen'l Supt, Cleveland, O
J A M E S B R O W N , Ass't Gen'l Western Pass'r Agt, Chicago.

FAVORITE THROUGH PASSENGER ROUTE.

Chicago, Burlmeton & Quincy R. E.
The ONLV ROUTE running

J = $ THROUGH EXPRESS TRAINS DAILY
BETWEEN

CHICAGO AND THE MISSOURI RIYER.
Burlington, Council Bluffs & Omaha Line.
i\KV AND ftLEGVNI liTXE OK

PULLMAN DRAWING ROOM AND SLEEPING OARS
Ku.iming'*DAlLY betwoon

CHICAGO, COUNCIL BLUFFS AND OMAHA,
Without change, in direct connection with the Pnion Pacific R. R. for

Cheyenne, Denver, Salt Lake, Sacramento, San Francisco,
And all Points on the Pacific Coast
Remembei, this is the ONLY ROITR^imining the celebrated

P u l l m a n Dining Oars to tlie Missouri River.
QUINCY, ST. JOSEPH AND KANSAS CITY LINE.
The Shortest, Best. Quickest and ONLY ROUTE between

C H I C A G O <5tlKJk2SrSA.S2C:iTY
Without Change of Cais or Ferry, in dhoct connection •with the Kansas Pacific R'y, for

Lawrence^ Topeka, Junction City, Ellsworth, Sheridan, Denver,
And all Points in Colorado and Now "Mexico

Chicago, Dubuque and Sioux City Through Line,
Via Auiora and Forreston.

The only line by which Thiough Cars are run between

C H I O A G - O So

ZDTTIBTTQ,TT;E

Thus avoiding the disagreeable necessity of changing ears on a shoit run, which has to
be done by any other route
PASSENGERS GOING EAST OR WEST, desirous of seeming all the comforts to be
attained in Railway Tiavel, should be particular to ask for and see that their Tickets read

CHICAGO, BURLINGTON & QUINCY RAILROAD,
Which can be obtained at all the principal offices of connecting roads. In Chicago, at the
Company's Office, in the Briggs House. Corner Canal and Madison Streets, and'at Great
Central Depot, foot of Lake Street.
^P°° Fare always as low as by any other Route
ROBERT HARRIS, Geirl Stipt , Chicago
SASTL POWELL, Gen'l Ticket Agt., Chicago.
K. A. PARKER. Gcivl Wcst'n Pass Agt . Chicago

ILLINOIS CENTRAL RAILROAD.

Chicago to St. Louis
WITHOUT CHANGE
of
CARS,
Making Direct Connections at St. Louis for

KANSAS CITY, LEAVENWORTH, ATCHISON,
St, Joseph Lawrence5 Topeka5 Fort Soott, Denver,
And all points Southwest

CHICAGO TO CAIRO
WITHOUT
100

miles

shortest

NEW

CHANGE

OF CARS.

Route to Memphis, Vieksburg, Mobile,

O R L E A N S ,
And all points South
This

is

ALSO T H E DT111XT KOUTTU TO

Decatur, Pana, Vandalia, Terre Haute, Vincennes, Evansville,
^SHAWNEETOWN, PEORIA, CANTON, KEOKUK, WARSAW.

Clap toSpringfieldwithoutClangeof Cars,
The Direct Eoute to Fanner City, Clinton, Mt. Pulaski and Springfield,

CHICAGO TO DUBUQUE AND SlOUX CITY
WITHOUT CHANGE OF CARS.
The only Direct Route to Galena^ Dubuque, Waterloo, Cedar Falls,
Charles City, Ackley, Fort Dodge and Sioux City.

Elegant Drawing-Room Sleeping Cars on all Night Trains
BAGGAGE CHECKED TO ALL IMPORTANT POINTS.
TICKET O F F I C E S A T CHICAGO :
75 Canal Street, Corner of Madison ; Great Central Depot, foot of Lake St.;
Union Depot, foot of Twenty-Second Street.
w . P . J O H N S O N ,GEN'LPass,Agt., Chicago,

A . M I T C H E L L , Gen'l Supt. Chicago.