BERG & McCANN,
.. PRINTERS •
151 FIFTH AVENUE.
> . 4
HESE pages, detailing tlie Histories of the Hoards of Trade in Chicago and Mil¬
waukee, the Cereal Depots of the continent, fully exhibit the wonderful record and
magic growth of the immense grain trade of the Northwest : and the rules and regula¬
tions, now in force on the Board of Trade of Chicago, for the inspection of grain are
herewith accurately given, and their publication can not fail to prove of essential \alue
in remote localities.
In connection with this review of the leading commerce of the Northwest, the com¬
piler has deemed it fitting to notice tu ntcnx<> the grand railway system that radiates
from Chicago and Milwaukee, and extends its iron hands to all sections of our great
country. The panorama is, of necessity, a brilliant one, and all the facts imparted,
even to the minutest, may be relied upon as accurate. The compiler has added reviews
of a number of the most prominent and reliable tiims and enterprises directly
interested in this immense trade and commerce.
CHAMBER OF^COM M ERCE.
THE stately, massive ami beautiful Chamber of Commerce building, standing on
the corner of Washington and LaSalle streets, occupies the same site upon which
was erected the structure that was dedicated to business purposes, with imposing and
memorable ceremonies, on the 30th and 31st of August, IHOr», and which was destroyed
by fire in the great conflagration that raged with irresistible fury in the business center
of Chicago in October, 1871 : and with the energy and go-aheadativeness, which are the
i;
cha raefcrisl ii-s of tins people, llie present magnificent building Wils completed ;i 11 <1
dedicated Willi appropriate ami impressive ceremonies oil the 'dill dliyol October. ]H7'2,
just, one year from (lie dale of the destruction ol t lie edifice lormerly occupied I »y tliem
and lorinally taken possession ol I>\ the commercial Organization for whose use it was
erected. 'l'Ile luí i Id ¡i ig is t luce stories m height, ci instructed ill t lie most a p pro veil and sub-
stautial manner of Ohio sand stone. In architectural style it may lie called the Com¬
posite, uniting the massive with the ornate. Il lias a frontale on Washington street
of dit feet hy 1H1feet on haSalle street. The haseineiit story is occupied hy flanking,
insurance and coinmission houses and for other business purposes: the same may he
INTERIOR OF BOARD OF TRADE.
said of the second story. On the third story, which is made accessible hy broad iron
stairways and a powerful elevator, are the exclusive apartments of the Board of Trade.
The main room, or Exchange Hall, is 1 42 feet in length hy ST feet in width, with a
ceiling 45 feet in height. The President's rostrum is situated at the north end, and at the
south end, over the door of entrance, is the visitors' balcony. The ceiling and the walls
are beautifully and appropriately frescoed, making it the most imposing and elegant hall
in the country for the purposes for which it is designed. At the south end of the floor,
separate from the Exchange Hall, are situated the offices of the Secretary and the rooms
for committee purposes. The building is a conspicuous ornament to the city, comparing
favorably in its architectural beauty and grandeur with the innumerable business
JACK'S NARROWS.
S;ene on thf Fort Wayne and Pcnnsylvania Lines
H
palaces ¡nul other magnificent, structures l'or which Chicago is famous; while it. reflects
the highest credit upon (lie organization to which it. belongs. Within the walls of this
elegant structure the members of the Hoard of Trade assemble in grand array for busi¬
ness purposes, "and to them as a body of representative mendiants, who lia ve contributed
in a greater measure than any other, belongs the credit of giving to Chicago her world
renowned prestige for business sagacity, and of her being a driving, wonderfully enter¬
prising and energetic community;" and from the very insignificant inception of this
Association in 1HIH, to which we refer elsewhere, it has become formidable in numbers
and wields an influence second to no other organization in the country. Its membership
¡it. the last annual report, numbered one thousand seven hundred and ninety-nine names.
The cost of a membership is one thousand dollars and the dues throughout a year are
IN THE Y OS E M IT E,
Reached by the North-Western Railway
about twenty dollars- though the membership is transferable, and is often transferred
when ¡i member retires from the Board, or for other causes, is sold for a less amount.
The amount of business transacted by these, merchants and speculators is. as we might
say, almost fabulous.
Chas. Randolph, Escj., the able and esteemed Secretary of the Board, informs us
that the actual receipts and shipments of merchandise which passed through the Board
the past year, reached the vast amount of two hundred and four million dollars; hut it
should he remembered that to meet the demands of speculation, which is always rife
during 'Change hours, that this same merchandise changes hands ; how often, it would
he difficult to determine. Here, in this vast assemblage, meeting from day to day, are
gathered men of experience, ripe with intelligence, keen wilted, well posted on all public
affairs, constantly scanning the political horizon of this country and Europe—quick to
SPRUCE CREEK TUNNEL
Scene on thf Ft Wayne and Pennsylvania Lines
Ill
observe lile smallest incident lis i » i >e 11 i i thai may have the slightest influence 111 >< >11 the
market oneway or the other, prepared at once to operate, and when the opportune
moment arrives to meet the views of one side and also the other the hulls and hears
array themselves in factions, the one to sustain and the other to depress the market;
contending with relentless pertinacity, the one side holding the vantage ground for a
time and then the other and thus purchases are made, enormous in amount and
almost countless in numbers. Therefore, it can lie readily observed how difficult it
would be to reach any approximate idea of the amount of business transacted annually
on the Hoard. Hut if it could be ascertained no doubt the ligures would be so colossal
as to excite our special wonder. As evidence of its importance and the great, influence
the Chicago Hoard of Trade lias upon all the markets of the world, wo quote an able
IN THE YOSEMITE
Reached by the North Western Railway
writer, who says: "The movements of this Hoard have always been watched with
interest throughout this country and Europe : its il'uin, concerning markets, have
swayed the commercial centers of the world. Depressions of its business, or occasional
reverses und with in the vicissitudes of its transactions, have been l'elt at every mart of
importance in existence. Such is a briet outline of this powerful organization, and
well does it merit all that may be written in its behalf, for an abler body of merchants
never assembled, and amid all the excitement incident to the large and numerous opera¬
tions in which they engage during 'Change hours, their equanimity is never disturbed.
Their good humor is proverbial. Even the oldest and most austere and dignified among
them are unable to withstand the amusement afforded by the jokes and sports of which
the younger members are always brimful and running over. And gathered here, there
Iii
arc many, von many iiolilo I generous men wdio, though burdened with the cares
attendant upon constant strife with t lie business world, nevertheless are never so de.< ■fly
oppressed that their manly a ml pene ron s natures are not always alive for elmritalile deeds
or n.ny good work or philanthropic enterprise that may he presented. Let the appeal
come from the North, the South, the Last or the West, they wilhngh come forward and
respond with a lordly and an unsparing hand, as if in emulation of the world's benevo-
lonre to ( 'liicagn when she laid prostrate from the visitation of the .»real conflagration
of ( totoher, IS7 I.
( memo is the largest grain receiving and distributing point in the world. This
statement may appear as not being within the hounds of truth, hut jhctx more than
justify it. The truth is, Chicago stands lirst in the list of the world's grain markets
and considerably ill ail vanee of any other. It is quite unnecessary to go into the reasons:
HANGING ROCK.
Riachih hy the North-Western Railway
why this is so reasons of location, water and rail facilities, and the like. The magni¬
tude of the trade is very well set out in the comparative tables contained in the latest
report of the Secretary of the Hoard of Trade, in which the receipts of flour and grain
here since 1H:V2 are shown. In that year the receipts were six million four hundred and
six thousand live hundred and eight, in 1K7H they were one hundred and thirty-four
million eighty-six thousand live hundred and ninety-live : and every intervening year
shows a, steady increase. Iii 1H8K the shipments ul flour and grain footed at seventy-
eight bushels ; in 1H7H thev were one hundred and eighteen million six hundred and
seventy-five thousand two hundred and sixty-nine. The growth in shipments, like that
in receipts, has been rapid and steady, flour is included in the statement for the
reason that the wheat of which it was made having been grown in Chicago's territory
and marketed here, it conies properly within the limit of the city's grain trade. The
business has increased with especial rapidity during the six years last gone. Previous
to those years the annual receipts footed up variously between fifty-four million and
11
sixty million; lmt in 1H7'2 limy aggregated eighty three million, and since llien the
increase has heen large, mit of all precedent. In 1H77 the enormous total of nilicty-
lour million lour hundred and sixteen thousand three hundred and ninety-nine bushels
was received. Large as this was, 1H7K exceeded it by forty million hushels, the recei])ts
for that year amounting to one hundred and thirty-four million eighty-six thousand five
hundred and ninety-live, as aforesaid. It is u notable fact, in this connection, that
last year, for the first time, there were heavy receipts of winter wheat. Chicago had
never before heen considered especially a winter wheat market. During the half year
ending Octohei' til, 1H7H, there were received here and inspected five million hushels.
How much more was received ami not inspected there are no means at hand of ascer¬
taining definitely ; it is merely known that the quantity was considerable. The signifi¬
cance of the appearance of this cereal in any quantity is greater than might at first
appear. It comes from a territory that had before been considered tributary to other
DU8UQUES GRAVE. NEAR DUBUQUE, IOWA.
Reached by the North-Western Railway
markets. When it is admitted that Missouri, Kansas and States beyond ship their
winter crops to Chicago, little argument is needed to show this city's superiority over
others, both as a point easily reached and easy to ship from, and as a point offering
most rapid and advantageous sales. The accession of these States completes lier com¬
mercial supremacy over all the grain growing regions of the West and North. Beginning
with Manitoba, all of whose grain that reaches the eastern seaboard is intermediately
handled here, Chicago is the doorway to the seaboard and Europe, for Dakota, Minne¬
sota, Wisconsin, Iowa, Nebraska, Missouri, Kansas, Northern Michigan and Illinois.
The acreage comprised within these States is vastly in excess of that tributary to any
other market.
The grain received here is of all grades of condition and quality. Contrary, perhaps,
to general supposition, very little of it comes directly consigned by the original producers,
the farmers, who market it at local points to country buyers, who, in turn, forward it to
Chicago. It is received here almost exclusively in bulk, whereas at most other important
SCENE IN PLATTE CANYON.
in
markets ms, for example, St. Louis ¡I lias keen for years, and is yet, received in bags.
The immense quantities thus received, so variously consigned, and so widely distributed
through the city upon various sidings ami transfer tracks, render sale by sample—the
formerly prevailing mode - an impossibility. Out of Ibis circumstance arose the neces¬
sity for some sysleiu of inspection and classification, and for the appointment of an
expert in grain.
To avoid confusion between some of the very luie distinctions here drawn, the
present force in the inspection office are supposed to be experts. Nolle of them have
been in the service of the department less than six years; some have been it under the
Board of Trade, and since the present law was passed, as long as eighteen years. The
lirst officer, known, as the chief inspector, is appointed by the Governor, the Senate eon-
THE HEAD OF THE BOYER, NEAR DEN NISON IOWA
Reached by the North Western Railway.
Renting. He has complete supervision of the inspection force, and the collections and
disbursement, under authority from the Board of Commissioners, of the funds necessary
to operate the department. The working force at the command of Mr. John P. Rey¬
nolds, the gentleman who at present occupies this office, consists of thirty-one men. In
addition to these, there are ten helpers employed 011 the various trucks in opening car
doors, keeping record for the inspectors, and attaching grade-marks to the cars. The
territory covered hy the force is almost, if not quite, co-extensive with the city lines.
Formerly their dispersion at such distances from the central office, led to aggravating,
sometimes damaging delays, hut last autumn Mr. Reynolds secured telephone connec¬
tions with nearly all the most important stations, and opened a complaint or appeal
hook for dealers desiring re-inspection, by which means the business of the department
is freed from those drawbacks.
A VALLEY IN THE GREAT YELLOWSTONE PARK
1H
Inspection by any of the officers is subject, to revision. If any one of the force inspects
a consignment of grain and assigns it a grade lower than tbe owner or consignee thinks
it should be given, notice is left at tbe chief inspector's office, whereupon tbe first
assistant inspector or one or two of bis assistants makes a re-inspection. In case this
re-inspection confirms the action of tbe man who first inspected the grain, and the
owner is still dissatisfied, be may take an appeal to a committee of appeals, consisting
of three members of the Hoard of Trade, appointed to that duty by the board of rail¬
way and warehouse commissioners. The decision of this committee is final. On each
important track there is a man stationed, who is called the receiver's agent, who is
THE FALLS OF MINN EO PA, MINN.
Reached by the North-Western Railway.
employed by the receivers. It is this man's duty to take note of the arrival of each
receiver's car, take sample of each low grade car-load, and deliver them to the receivers
in order that each may be enabled to judge the fairness of the inspection—high grades
being always satisfactory, he takes no sample of them. Many of these receivers instruct
these agents to "bold out" from the elevators for re-inspection all cars that do not inspect
into speculative or high grades. The number of appeals to the committee, as compared
with the number of re-inspections, is very small, a fact which is held to indicate the gen¬
eral satisfaction of the trade with the work of the department.
Inspection is of two kinds—"in inspection" and "out inspection." The method of
"in inspection" is simple, and differs quite materially from that in vogue elsewhere, except
I!»
at St. Louis. At Milwaukee, inspection is wholly hy weight. Lor example, a husliel of
wheat which weighs lil'ty-six pounds rates as iirst-elass. Here weight is no test except
in No. 3 wheat, and then only to the extent of barring from that grade anything that
weighs less than titty-three pounds to the bushel. The rule of weight works with fair
satisfaction in Milwaukee, where the Wceipts of grain are from a limited territory, and
will average about the same in quality from year to year. In this market, on the con¬
trary, draining as it does, a vast and varied territory, front which all kinds of grain are
brought, a closer system of tests is absolutely required. I'lach track inspector is provided
with an instrument called a "tryer." This is a steel tube, highly polished, about live
feet long and about two inches in diameter, one end of which is pointed and the other
open. Every six inches, all the length of the tube, slots are cut in the sides. A wooden
stick with a cross-handle at the upper end, tits into the tube. This stick is called a
"plunger." The inspector thrusts the tryer through the grain until the point strikes the
bottom of the car, and withdra ws the plunger. The grain rushes into the slots and tills
MINN EOPA FALLS. IN THE WINTER
Reacheo by the North-Western Railway.
the tryer, so that a sample is got of the grain, not only at the top and bottom of the car.
but throughout its depth. This process is applied three times to each car-load —once at
each end and once in the middle— or offener. The object of making these several drafts
is to frustrate attempts to "plug" the car with inferior grain. The contents of the
plunger are emptied in a pile and inspected by appearance. In the case of wheat, a
scale made for the purpose, with a cup or pail holding about two quarts, is then brought
into requisition. The construction of this scale is such that when the pail is filled and
hung upon the beam, the inspector can see at a glance what the wheat will weigh to the
bushel. Having ascertained the grade, the inspector or his helper makes a memorandum
of the number of the car and the grade, with remarks as to its condition. A transcript
of this memorandum is made and sent to the central office, where a permanent record
of it is made, from which a certificate is issued to the receiver, showing the number of
the car, the road upon which it came, the name of the inspector, the grade of the grain
and the inspector's remarks as to its condition. The receiver uses this certificate as an
evidence of the condition and value of the property, and to form a basis of settlement
with the shipper in the country, and of subsequent sale. When the grain goes into the
'20
elevator, Hie warehouseman issues to its owner what is known as as warehouse receipt
for it, Ily which he is entitled to a corresponding number of bushels of like quality and
value.
The law compels inspection of all grain that goes into elevators ; hut there is another
class of inspection not compelled by law, which has grown out of a demand 011 the part
of dealers for the mark of the Chicago office. This is called "through inspection,' as
applied to grain bought ¡11 the West and hilled through to New York. Grain thus pass¬
ing through the city is generally inspected at the dealer's request, while in process of
transfer from western to eastern railroads. Most through grain is bought subject to
Chicago inspection, because at this point (as at 110 other) the grades are inflexible, and
the inspector's mark enables the consignee, whether in New York or Liverpool, to know
exactly what he is going to receive. Samples of each grade arc forwarded upon request
TURKEY RIVER BLUFF,
Reached by the North-Western Railway
to eastern and European dealers, who are thus informed by a glance at their certificates
and reference to the samples, of the nature and precise value of shipments. The basis
of "out inspection" differs from that of "in inspection" in being the average quality of
each grade delivered to the warehouses—the several qualities of the respective grades,
having been in contemplation of law, mixed together in the elevator bins.
All grain that goes into store is minutely recorded in the inspector's office. The
warehouse receipts are at their holder's option registered with an officer called the
"warehouse registrar." This registration is necessary as a sort of official indorsement
of its genuineness. A receipt which has not been registered is comparatively valueless
upon 'Change, its holder cannot oblige another person to accept it in settling a contract.
When grain is inspected out and goes east the receipt is canceled. An "out" inspector
is required, first, to see that the grain in every ear emptied into the elevator at which he
is stationed is of the grade indicated by the ticket affixed by the "in" inspector. He is
not expected to review the work of the "in" inspector, but simply to frustrate any attempt
at fraud that might he made by changing tickets from one car to another, or to detect
any "plugging" with inferior grain, that might hy accident have escaped the notice of the
in inspector. He keeps a record of all car-loads received into the elevator, with the
weights, and returns a transcript of it to the registration office ; inspects all grain
shipped out of store; makes report to the inspection offices of the quantities shipped,
the names of vessels or numbers of the cars into which it goes, and the name of the
shipper. Upon the record thus formed the chief inspector issues certificates of inspec¬
tion showing all these points to the shippers.
The expense of all this work of "in" inspection and registration is home hy shippers
of grain. An erroneous impression exists that in some way the Stade is taxed for it.
The 1 aw provides that the charges shall he sufficient only to cover the expense of con¬
ducting the department. Of course the difficulty of knowing in advance just what that
expense will he, is a difficulty which has heen sometimes made a pretext for the accumu¬
lation of funds in the hands of the chief inspector, as to the disposal of which, trouble
and litigation have arisen. The fees at present are as follows :
For "in inspection.—Twenty-five cents per car load, ten cents per wagon or cart
load, twenty-five cent per one thousand bushels from canal boats, one-quarter of one
cent per bushel from hags.
For "out" inspection.—Thirty cents per one thousand bushels to vessels, twenty
cents per car load to cars, thirty cents per car load to teams, or ten cents per wagon
load to teams.
These rates are lower by from twenty to forty pur cent, than any heretofore charged,
yet seem to be amly sufficient for all legitimate purposes. The total number of bushels
inspected during the year 1878, was one hundred and eighty-five million, one hundred
and forty-two thousand, five hundred and forty-five. The total amount collected in fees
and otherwise was fifty-nine thousand, eight hundred and eighty-nine dollars and twenty-
five cents. Anyone with patience enough may sit down and figure that the charge thus
levied upon each bushel of grain was three hundred and twenty-three ten thousandths
of a mill, or about three and one-fourth tenths of a mill—not a very onerous tax.
There is really little or no complaint among persons in the grain trade as to the con¬
duct of the inspection business at present. Such protest as there is comes from gentle¬
men who believe with more than a little good reason, that the State has no business to
set up a censor over the individual property of its citizens, or of the citizens of other
States who forward by far the greater portion of the grain handled in this market. The
Board of Trade, in which all the grain interests of the West are centered, had for years
control of the inspection, and a generally diffused sentiment among its members is one
of resentment, that a change was ever made. The state inspection office has more than
once been used, as all other State offices have been, to promote political party ends
rather than those of business ; and several incompetent, if not dishonest men have thus
from time to time occupied it. After the scandals that have attached to the office under
the late administration of Mr. Swett, and the litigation growing out of his eccentricity, to
say nothing of the battle so brazenly fought by Harper to retain possession of over-
collections, it is doubtful whether any sane Governor will ever again venture upon
appointing any man for reasons of mere political expediency or party good. Mr. Rey¬
nolds is not a politician, and has heen a practical man of business for many years. His
appointments have invariably given satisfaction, and in fact, if the departments were
merely removed from State control to the Board of Trade control, it is to be questioned
whether even the most discontented would find occasion to make the slightest change in
its personnel or management.
The one change which seems desired by nearly all concerned is in the committee of
appeals. The members of this committee are paid for their time and trouble in fees.
')'}
Au appeal cusís unie, dolíais, <tl wlilcli the department lias to pay live dollars, in any
event, and the whole, in ease ol a reversal ol the inspection. It is charged hy some that
the inenihei's ol' the appeals committee stir up discontent, encourage appeals, and
thereby "make business" tor themselves. There is little, if any evidence m proof of the
charge if indeed a general whisper a mounts to a charge—lait a i noven lent is now afloat
to change the method ot compensation so as to put if Anally out of the way. The
proposition is to require from the committeemen bonds similar to those exacted from
inspectors, and to pay them salaries instead of fees.
The advocates of State supervision mostly interested parties, it may he observed--
urge that did the Hoard of Trade control inspection, it would be constantly influenced by
the interests at the moment dominant on the Board or in the vicinity of the inspectors;
AGNES PARK, DAKOTA
Reached by the North-Western Railway
that an impartial and disinterested inspection is an absolute necessity, and could not he
had under the Board. Certainly Inspector Reynolds has tried to give the trade such a
service. N'o man on the force is allowed to have the faintest interest in any deal, or to
own ti bushel of grain of any kind.
As it is our purpose, in this work, to show the steady increase and marvelous growth
of the commercial interests herein represented, hy statistics and other facts: and as we
have, in introducing our subject, briefly written of the Board of Trade of to-day, let us
here retrace our steps and go hack to the day when the sagacious merchants of that
period, foreseeing the future greatness of Chicago as a metropolitan commercial center,
first laid the foundation of this potent regulator of the world's business pulse in bread-
stuffs and provisions.
In seeking, as we have, with earnest efforts, to reach all or a great part of the facts
which make the history of the early days of the Board of Trade, we have found it a
difficult task, and there does not appear to be anything extant, better and fuller,
regarding those interesting events- without it may he the record of the Hoard now in the
possession of Mr. Secretary .Randolph- than the subjoined historical information which
we extract from a speech delivered by the late lion. \\ . F. Coolbaugh, on the occasion
ot the inauguration of the Chamber of Commerce building, October Stth, 1h7'2. lie said :
It appears that the tiret organization oi the Hoard ol Trade took place in 1H1H. On
the Httli of March of that year a call was issued for a. meeting of the business men of
the city for the formation of a Hoard. The call was signed by the following well-known
tirais, to-wit :
' M ads worth, Dyer & Cha phi ; George Steide ; 1. Durch A Co.; Gurnee, Hayden Or
Co.; H. H. Mazie iv Co.; Netf Or Church; John 11. Kinzie; Norton, Walker &, Co.;
I >e\\ olff & Co.; Charles Walker; Thomas Hale; Thomas Richmond, and Raymond,
Gibbs A Co.'
"At that meeting the proper initiatory steps were taken by the adoption of resolu¬
tions recognizing the necessity for a Board of Trade, adopting a constitution and
appointing a committee to prepare by-laws. At a second meeting, on the first Monday
in April, the report of this committee was adopted, and a general invitation extended to
the merchants and business men to meet with the Hoard, daily, at their rooms, over
George .J. Harris' flour store, 011 South Water street, which they had rented for 8110 per
annum. George Smith, the great Scotch banker, was elected their first President, but
declining to serve, Thomas Dyer was chosen in his stead, and Charles Walker (a name
always mentioned with respect), and John P. Chaplin were elected first and second vice-
presidents. The directors chosen were G. S. Hubbard, E. S. Wadsworth. George Steele.
Thomas Richmond, H. G. Loomis, John Rogers, George F. Foster, R. C. Bristol, J. II.
Dunham, G. A. Gibbs, John II. Kinzie, C. Beers, W. S. Gurnee, J. II. Reed, E. Iv. Rog¬
ers, J. II. Bund], A. H. Burley, W. B. Ogden, O. Bunt, E. II. Haddock and L. P. Hill -
iard. In the list of members we find the additional names of Matthew Lafiin, Joseph
T. Ryerson, M. C. Stearns, J. C. Walter, J. A. Smith, Julian S. Rumsey, John C. Haines,
George M. Higginson and others then, as now, recognized among the most honored,
and respected citizens of Chicago.
"In April, 1841), the first annual meeting was held, and the officers re-elected, with
John C. Dodge as Secretary. A committee was appointed to procure daily telegraphic
reports of the Eastern markets for the use of the members. The hour for daily meeting
on 'Change was fixed at 1) a. m. The legislature having passed an act of incorporation
the winter previous, in April, 1850, the old Board went out of existence and a new one
was organized under the law, with the following provisions: "This organization shall
be known as the Board of Trade of Chicago. Annual and semi-annual meetings shall
be held and special meetings shall be called at any time, at the written request of any
five members. Each member joining the Association shall sign the constitution, and
with the exception of the old members, pay five dollars, and, in addition, pay such sums
semi-annually as may be voted by the Board. The annual dues, in addition to the fee
for admission, were, I believe, two dollars for each member. Shortly after this time the
startling fact that there was a deficit of 814b."JO in the treasury of the old Board was
discovered. The annual dues were immediately raised from two to three dollars, and
the old members joining the new Board were required to pay three dollars, and thus tins
enormous debt which had created such consternation was honorably extinguished.
"In 1850 the principal proceedings of the Board were the adoption of resolutions
complimentary to Stephen A. Douglas and Gen. James Shields for their services in
obtaining from Congress a grant of land to aid in the construction of the Illinois Cen¬
tral Railroad. The daily meetings of the Board were so thinly attended that it was
hoped a different time oí lime) mg would prov e more aeeeplnhle, and the Change Jiour
was fixed between hi m. and I e. m. B\ the time of the annual meeting in l'Höl, the
affairs of the Board had heroine decidedly blue. The t reasurer's hook showed a halanee
on file wrong side, of S Pin.'.Hi and no assets. A not lier assessment 01 lour dollars on the
members was made, and the institution went on. Frequently duringthal year only one
of the members would put in an appcnraime at the hour of meeting, and it is fair to
suppose that the transact ions of the Board were rather limited. There were probabh
no corners then. Sometimes not even one member appeared.
"In lKfri the Board changed its location to the corner of South Water and Clark
streets, where the fourth annual meeting was held. There were now fifty-three names
on the roll of members. Another removal was made in that year to No. H Dearborn
CUSTER'S PARK DAKOTA
R l- ACHI 1} tí Y T H t. N ÖH1 H - W BS11H N RAILWAY
street, where the fifth annual meeting was held in 1HÔ8. The most important proceed¬
ings this year were the equalization of rates for the handling of goods, and the adoption
of a resolution to found a hank with a capital of $0,(10(1,000 for the convenience of the
commerce of Chicago. It was also resolved to appoint a committee to take soundings
of the Chicago harbor, and petition the Common Council for an appropriation to defray
the expenses of the same. It was still a matter of great difficulty to get members to
attend, and at this time a happy thought struck one of the members. He propositi,
and the proposition was instantly and unanimously adopted, that the Seer, tary be
directed to furnish a free luneli consisting of crackers and cheese, with a glass of ale.
for the members. From this time the attendance 011 the Hoard began to increase, and
its fortunes to improve. It is a common saying, that the way to men's hearts lies
through their pockets, but the Board of Trade, in lH."i;i, improved 011 this adage by the
discovery that the way to their brains and enterprise lies through their stomachs.
"In April, I HS I, tho sixth annual meeting was held : (leurre L. Gihbs, President :
V . I). Houghtelling, A ice-L'resident ; and James Id. Pallida, Secretary and Treasurer.
The location of the Hoard was again changed, this time to the corner of Wells and
South Water streets (over Purinton and Scranton's store), where they paid S'iotl per
year rent, and allowed \V. D. Wilson the use of the rooms for taking care of them. The
transactions of the Board during this year hegan to increase in magnitude.
"In April, IS,")."», at the seventh annual meeting, llirain Wheeler was elected Presi¬
dent: S. B. Pomeroy, \ ice-President ; and W. W. Mitchell, Secretary. A reading room
was this year established. The Board now warmly interested itself in the Georgian Bay
canal, and sent M illiam Bross and George Steele to Canada, to advocate it before the
Canadian Government. It may lie remarked, in this connection, that they were suc¬
cessful in getting a charter, and ground was afterward broken for the work, hut beyond
this nothing was done, and the thing was passed over and apparently forgotten. It
appears that about this time the daily supply of crackers and ale was in some way neg¬
lected, and the attendance of members soon began to fall off, and became 'small by
degrees and beautifully less.' Then the supply was resumed, and then came a crowd of
dead heats, to keep out whom a door-keeper was appointed, and the Board again went
on flourishingly.
"At the eighth annual meeting in April, lsèii, forty-five new members were added,
and now the Board was in a more flourishing condition than ever. Charles IT. Walker
was elected President, cards of admission were issued, a permanent doorkeeper was
appointed, and the daily attendance of members w as so good that the refreshments were
ordered discontinued. From this time onward, the prosperity of the Board was unin¬
terrupted. The lower floor of Walter's building was rented for twelve hundred dollars
per annum, and the hour of daily meeting changed hack to nine a. m. As evidence of
its prosperity, at one time, on the sixth of October of this year, one hundred and twenty-
two new members were admitted. At the ninth annual meeting in 1857, seventy-three
new members were received. The Board was now exceedingly prosperous. Air. P. L.
Wells, formerly connected with the /Vr.sx, was appointed Superintendent, to look after
its interests, with a salary of fifteen hundred dollars a year. At the tenth annual meet¬
ing in 1858, twenty-nine new members were admitted. Julian S. Bumsey was elected
President; F. H. Barber, Vice-President, and W. W. Mitchell, Secretary. The admis¬
sion of members was now confined to actual residents. The offices of Secretary and
Superintendent were consolidated. The Grain Inspector's duties were defined, and in
October, Lee and Armstrong were given permission to dispose of stocks twice a week at
auction in the rooms of the company. A new charter was obtained, conferring privileges
commensurate with the expanding growth of the commerce of the city, and this charter
was, with a new set of rules and regulations, presented to the Board and approved. At
the time of the eleventh annual meeting in LS.V.I, there were live hundred and twenty
members on the Secretary's list ; and 011 the proposition of John S. Newhouse, the Board
resolved to lease for the year the second story of a new building lie was then erecting on
South Water street, at twelve hundred and fifty dollars per annum. These rooms they
took possession of in February, 18(10, and occupied until their removal, in lHbo, into the
magnificent hall which stood where we now are, until its destruction 111 the
terrible conflagration of the ninth of October, 1871. In April, IHtiO, the twelfth annual
meeting was held. There were now six hundred and twenty-live members. \\ arehouse-
men were now required to make weekly statements of grain in store, and daily reports of
shipments. In April, 18(51, the thirteenth annual meeting was held. The roll now con¬
tained seven hundred and twenty-live members, and the treasurer held in his hands a
surplus of over four thousand dollars. In this month the rebellion broke out, and when
■2i ;
tlit' rebel Mau was hoisted over Sampler, the stars and stripes were unfurled over the
Hoard ol Trade ol ( hicago.
"It would pive me unspeakable pleasure to speak of the noble and patriotic support
which tliroiiuh the whole four years of civil war, distinguished your body in its devotion
to the Union, but the, history of the part it bore in the bloody conllict needs no recital
here. The record of its deeds arc known to the country, and arc imperishable. From
this point in its progress the Hoard rapidly grew in importance and influence, and the
maun if ude of its transact ions licúan to at t raid the attention of the «rent commercial cen¬
ters of the country. Its subsequent history is so familiar to us all that I will not occupy
your time with any detailed account of its official acts. From the smallest beginnings
it has become one of great, numerical strength, numbering now, I believe, over twelve
hundred members, and recognized as one of the most powerful and influential commer-
UNDER ROCK OVERHANGING BLACK HAWK'S CAVE
Reached by the Chicago, Milwaukee and St Paul Railway
rial organizations in the world. When the few public spirited merchants whose names
1 have mentioned first assembled in that little room on South Water street, twenty four
years ago, Chicago contained a population of only twenty thousand. For years the an¬
nual transactions of the Hoard amounted to a sum so paltry that it would hardly be
sufficient to run a modern 'corner' in anything for a week. The voluminous statistics
prepared by your able and accomplished Secretary, and laid on your tables each year,
furnish an interesting study for the merchant and business man. In 1850, only twenty-
two years ago, the entire shipments of grain of all kinds from Chicago, amounted to just
one million, two hundred and seventy-six thousand, five hundred and ninety-three bushels.
For the year 1H72, they will exceed eighty millions of bushels. In 1850, the shipments
of corn were two hundred and sixty-two thousand and thirteen bushels. In 1872. it is
estimated they will exceed forty million bushels. In the winter of 1851 and 1852 the
number of hogs packed was twenty-two thousand and thirty-six. During the last win¬
ter, immediately succeeding the great tire, which some of our neighboring cities supposed
had destroyed our commerce, the number had exceeded one million two hundred thou¬
sand. In 18(15, the total receipt ni live hogs for the whole year were seven hundred and
fifty-seven thousand and seventy-two. From the first of January to the first of October,
1872, tile enormous number of two million one hundred and thirty-six thousand two
hundred and forty-four hogs have been received in Chicago, an excess of seven hundred
and forty-two thousand nine hundred and seventy over the same period of 1871, and the
cry is still they come. During the same time, being the first nine months of this year,
the number of cattle received was five hundred and twenty-two thousand four hundred
and thirty-five, an excess of ninety thousand oxer the same time in 1871. I have no
official statistics of the receipts of the present year of many other products of the
country which seek a market here, but I have no doubt they will show, in most cases, a
corresponding increase.
"In 18G0, the number of pounds of wool received here was eight hundred and fifty-
nine thousand two hundred and forty-eight. In 1871 there were received twenty-seven
million twenty-six thousand six hundred and twenty-one pounds. In 18(10 we received
two hundred and sixty-two million feet of lumber. In 1S71 over one billion feet.
"But 1 will not weary you with these dry details. Familiar as they may sound to
you, these enormous figures amaze and excite the world. When we bear in mind that
the transactions of your Board are confined to the staple products mainly of the West,
and do not include any portion of the general merchandise, foreign and domestic, sold
in Chicago, the magnitude of the business done on the Board of Trade seems incredible.
It has been estimated that the trading done on Change the present year (1872) amounts
to at least three hundred million dollars."
These were the utterances of the late Mr. Coolliaugh on the auspicious occasion of
the interesting ceremonies attendant upon the dedication of the new Chamber of Com¬
merce building in 1872. And as he proceeds in his review of the many years that had
intervened up to the time, from the date in 1848 of the small gathering of merchants
that met to take the initiatory steps, and records the many difficulties they encountered
from year to year before the Board of Trade of Chicago could he regarded as being per¬
manently established, his statements are full of interest and embody the early history
of one of the most important and influential institutions of the Western Commercial
Emporium. That it is destined to "grow with the growth and strengthen with the
strength" of the great city of which it is the just pride, is beyond question.
At the eleventh annual meeting held in April, 185!), Julien S. Kumsey was re-elected
President, Thomas S. Beebee first Vice-President and Stephen Clary second Vice-President-
Seth Cotton was elected Secretary and George Watson, Treasurer ; the two latter gentle¬
men holding their official positions until 1862.
In 1858 when Mr. Bumsey first assumed official relation with the Board as president,
there was as lias been already mentioned, quite a large accession of new memberships, and
on his re-election in 1859 there was on the secretary's list the names ot five hundred and
twenty members. The organization was not only becoming formidable in numbers, hut-
Mr. Kumsey seems to have been keenly sensible to the fact of the growing commercial
importance of the organization, for he at once went actively to work in suggesting and
having adopted certain reforms which he then deemed necessary, for the transaction of
business upon a more equitable basis than had previously been in vogue on the Board.
One of the matters that commanded attention was the establishment of statistical
reports of all merchandise handled by the Board that was either received or shipped
from this market. But the measure of greater importance that was adopted, was the
system of inspection and classification by which the various qualities of grain could he
divided into marketable grades, to each of which a recognized value would at all times
YS
belong. Alter this hail hern arroni j > I is h<-< 1, it at once suggested the necessity tor ware¬
houses; or a s 1 hoy might he propel I y termed, receptacles l or grain w here it could he
stored h y grades, alter it had been ascert a iued through inspect ion. In other words there
also arose the necessity for legal prousions to govern the mixing and handling of grain
alter it had heen inspected, hy which, while the ¡dent it y of separate consignments would
he lost, the consignee could he assured of receiving upon demand, from the wan-houses
into which his grain had gone an eipial number of bushels of grain of like quality an(l
precisely the same value. These provisions of law were then made, and under them at
time (IHô'.h and since then, all the grain handled, so to speak, was and is now lumped
in grades whereby the business of handling grain is greatly simplified. It appears from
the records that these measures which were adopted by the Hoard, so that there might
be a complete and intelligent understanding regarding the grade of all grain that
reached this market, were merely the forerunners of others w hich were adopted, and
STEAMBOAT ROCK.
Rh ACHE 0 ß Y THE CHICAGO MILWAUKEE AND Sí PAUL RAILWAY
provisions of law were subsequently made to perfect the system, until it is believed that
now the rules are as nearly perfect as they can be made, are accepted by the grain
interest with perfect satisfaction. It may be therefore truly asserted that it was to the
administration of Mr. ltumsey with the aide assistance rendered by (leo. M. Howe and
others, that must be given the credit of lirst. conceiving and adopting the plans that
have since been carried out so satisfactorily, which has added so much to the prestige
and character of the Board of Trade, and which were subsequently adopted by the
Produce Exchange of New York and all commercial bodies throughout the country.
In lKtit), Ira Y. Munn was elected President: Eli Bates and John Y. Harwell,
respectively, first and second \ ice-Presidents. Some idea of the growth of the Board
up to this time, may be gained from the fact that the storage capacity of the elevators
was six million eight hundred and fifteen thousand bushels of grain. In 18(11, the
officers elected were Stephen Clary, President: Clinton Briggsand E. (1. YVolcott, first
2! I
and second \ ice Presidents. The rebellion liad now broken out in this year, and as
soon as it was known that Fort. Sumpter had been Ii rial upon by the Confederates, the
Board commenced its work of equipping and fitting out regiments for the held to sus¬
tain the old flag and hold together the Union of the States, firm and imperishable.
Nobly did the gallant regiments perform their work, and when their decimated ranks
returned home, they brought with tlieni the prestige of having crowned the institution
as well as themselves with a halo of glory .
At the election in 18(52, C. T. Wheeler was elected President ; and \\ . 11. Low and
John L. Hancock respectively, first, and second Vice-Presidents. The growth of the
institution was almost marvellous, both in membership and the value of its transactions.
The Board continued to equip regiments for the field of warfare. It was in
this year that General Frank Sherman started for the seat of war, and in doing so
passen in review before the members of the Board and was addressed by Ira Y. M unit,
Esq. During the summer months, Seth Catlin, Secretary of the Board, died, and -John
M. Beatv, succeeded to the office.
in 18(1:5, .John L. Hancock was elected President; N. K. Fairbank and Charles
Randolph, first and second Vice-Presidents; John M. Beaty and George F. Rumsey,
were elected, respectively, Secretary and Treasurer. Vir. Beaty continued in office
until 18(5!) and Mr. ltumsey until 1870. At this time the capacity of the elevators had
increased to eight million six hundred and fifteen thousand bushels or an increase of
nearly two million bushels in three years.
At the annual election in 18(54, Vir. Hancock was re-elected President, and Charles
Parker and C. J. Gilbert Vice-Presidents. This was quite a notable year in the history
of the Board, the number of members had reached one thousand four hundred and
sixty-two, and arrangements were made with the Chamber of Commerce to erecta
building on the corner of LaSalle and Washington streets, which the Board undertook
to occupy for ninety-nine years. The charter of the Board of Trade would only admit
of a building and real estate of the value of two hundred thousand dollars, a sum that
was thought inadequate to the cost of a lot and suitable building to meet the demands
of its expanded and constantly growing condition. The charter of the Chamber of
Commerce did not restrict its power to hold property to any specified amount. Another
event of this year was the acceptance of an invitation from the Board of Trade of
Boston to visit that city as its guests, with the principal Boards of the country. The
high estimation in which the Board of Trade of Chicago was held by the business men
of the country at large, was fully demonstrated on this occasion, its entire journey to
Boston and return through Canada being a perfect ovation.
At the annual election of April 18(55, Charles Randolph, the present able and popu¬
lar Secretary of the Board, was elected President, and T. Maple and John C. Dore, first
and second Vice-Presidents. This was a most eventful year. The officials of the Board
had but scarcely taken their seats, when the wires spread over the land the sad tidings
that Abraham Lincoln, the President of the United States, had been assassinated at
Washington City. The Board of Trade rooms immediately became the centre of expres¬
sion of sorrow on that sad event, and the succeeding day alter the arrival of the news,
a public meeting was held in the Exchange Hall, filling it to repletion. The greatest
solemnity and a feeling of deep sadness prevailed among those present. Suitable reso¬
lutions were adopted expressive ol the public sympathy and sorrow for the great calamity
that had fallen upon the country. On the arrival of the remains of the martyred Presi¬
dent in this city on May first., the members of the Board turned out en iiikshc and took
part in the solemn proceedings in conveying to their last resting place the remains of the
honored departed, and a large delegation who met the remains on the way hither at
Michigan City continued the journey to Springfield.
:¡(»
In May, 1805, the first arrangements were made for the deposit of msirj^iiis Oy
members of the Jioa.nl on time contracts. The confederate armies had now heen beaten
at. all points. General Lee had ina.de his famous surrender at Appomattox Court House
to General (¡rant, and the war luid ceased. Then came the disbanding of the volunteer
armies of the United States, in the held, and on their return home public receptions
were given on '( 'ha,nee to those who had heen defenders of the Nation, including Generals
(¡rant, Sherman, Webster, Howard and others, and the regiments and batteries which
had served under the name of the Hoard of Trade, were given grand receptions, and in
each case a splendid buniprot by the Hoard. In June a delegation from the Hoard, in
company with delegations from Milwaukee, St. Louis and Detroit, visited Boston by
invitation of the Boston Hoard of Trade, which visit accomplished its intention ot
greatly promoting the business relations between Chicago and Boston. In July the
DIAMOND GROTTO.
Reached by the Chicago, Milwaukee ano St Paul Railway
great international convention was held at Detroit, and the Board was largely represen¬
ted. Its delegates, included such names as the late W. F. Coolbaugh, J. Young S en in -
inoii, MeChesney, and others equally as prominent, most of whom were conspicuous in
the debates and the various discussions that took place in that body. In August the
new Exchange Hall was occupied, and at its opening, the occasion was honored by dis¬
tinguished visitors from all parts of the country and Canada, and the event was signal¬
ized by the most marked, and magnificent series of festivities ever observed in the
commercial circles in this city. In November, owing to the damp condition of grain
then in store and the continued unfavorable state of the weather,-the elevator proprie¬
tors advanced the rate of storage to about double the amount charged previously, in
order as they claimed, to force the grain forward, and into consumption before the close
of navigation. This produced great dissatisfaction, and resulted in one of the most
exciting and angry meetings ever held. But the outcome of these proceedings was. that
:ll
inspectors appointed by the Board, were placed in each of the elevators, whose business
it was to keep a knowledge of tire receipt and delivery of all grain, and to report upon
its condition when necessary. To the action of the elevator proprietors upon that
occasion may be traced all the subsequent legislativo enactments by the State on tile
subject oí grain storage and inspection. In March, 1866, the Board with great unanim¬
ity, adopted a memorial to Congress in favor of the passage of a National Bankrupt Law.
In 1866, Hon. John C. Dore was elected President, and P. L. Underwood and E.
\\ . Densmore, \ ice-Presidents. No special incidents of note are chronicled, hut the
continued growth and expansive business of the Board, and its transactions still attracted
the attention of the world.
' In 18f)7, Wiley M. Egan was elected President, and Lyman Blair and C. B. Good¬
year, were elected \ ice-Presidents. When Mr. Egan assumed the presidency, the Board
was in debt, but when he retired from tin office the indebtedness had been liquidated,
and there was money in the hands of the treasurer.
In 1868, E. V. Bobbins was elected President, and E. K. Bruce and J. 1). Cole, Jr.,
were elected Vice-Presidents. The principal event of this year was the sending of dele¬
gates to Philadelphia for the formation of a National Board of Trade. The delegates
were Wiley M. Egan. Charles Randolph, Ira Y. Munn and V. A. Turpin.
At the annual meeting in 1869, J. M. Richards was elected President, and Samuel
H. McCrea and II. A. Towner, respectively, lirst and second Vice-Presidents. L. V.
Parsons was elected Treasurer. To show the extent to which the business of the Board
liad reached at this time, we may mention that the receipts of grain for the year were
about fiftij-tiro and one-halt' million hu ah eh, to which may he added oree tiro million har-
reh of flour. In the Spring of this year, .John M. Beaty, who had served most accept¬
ably as Secretary of the Board from the time of his election in 1863, tendered his
resignation, which was accepted, and Charles Randolph was elected as his successor,
and has, since that period, filled the official position with marked ability. It is not
inappropriate at this point to say that Mr. Randolph is now quite a prominent figure of
the Board of Trade. He is a gentleman of large business experience, most decided in
the opinions he may entertain, and maintains them with manly vigor. This character¬
istic peculiar to him, has, with some people, created a prejudice ; but that he is consci¬
entious in his convictions and seelcs with an honest purpose to promote the general
welfare of the Board, there cannot be a question.
At the annual election in 1870, Samuel H. McCrea was elected President, and B.
E. Murphy and W. Dater, respectively, Vice-Presidents, and Charles Randoph, re-elected
Secretary. There is nothing of any importance to chronicle during this year.
In 1871, Josiah W. Preston was elected President, and Charles E. Culver and W. N.
Brainard, Vice-Presidents, and Orson Smith, Treasurer. During this year there was an
extraordinary increase in the receipts of hogs, wool and lumber. The year was made
memorable by the occurrence of the great conflagration of the 9th and 10th of October,
by which over one hundred and fifty million dollars worth of property was destroyed,
and one hundred and twenty thousand persons rendered homeless. The Board of Trade
witnessed the complete destruction of all its records, archives and valuables, as well as
of the noble building in which they had been domiciled for over six years, and which
had become endeared to them as the scene of many a brilliant triumph in trade. The
Chamber of Commerce, in addition to a similar experience, lost their building. We
need not dwell upon this dark chapter in the history of the Board of Trade. The story
of the great conflagration with all its harrowing details is as familiar to our readers as
household words.
The Board secured temporary quarters on Canal street immediately after the fire,
but the accommodations were meagre and the refuge comfortless. There was a tempo-
rary check to the tide of produce that had heel) selling Chiragoward from all pril'ts of
Northwest. The business prosperity of Chicago for a brief period h info on the, balance.
The season of navigation would be (dosed in a few days, and the question wits: can
Chicago recou'i' from the terrible shock in time for the transaction of any further busi¬
ness before that event lakes place? During that, day or two of darkness and doubt,
when men wondered whether the city could or would be rebuilt and rehabitated, the
Hoard of Trade comprising so much of the wealth, enterprise, energy and courage of the
city, bail already decided the question. From the cheerless quarter» on Canal street,
the fiat went forth, "Ciiioaoo Still Links!" As soon as the vaults of the Board, amid
the smouldering debris could be opened and the lease and agreement from the Chamber
of Commerce procured therefrom, the following resolution was unanimously adopted :
¡íi'solrctl, That this Board of Directors hereby notify the Chamber of Commerce
WITCHES' GULCH,
Reached by the Chicago. Milwaukee and St Paul Railway
corporation, that this Board will comply with the provisions of the lease held from them :
and in conformity with that lease, the Board of Trade hereby require that the Chamber
of Commerce re-construct at once their building in as good shape as it was originally,
and it is the wish of the Board to occupy the building at the earliest possible day.
In response to that resolution, the Chamber of Commerce at once began the work
of rebuilding. Two days after the fire, while the ruins were still smoking, men were at
work removing the debris. This prompt action of the Board of Trade and Chamber of
Commerce had the effect to revive the sinking courage of hundreds of others, and as the
determination of those bodies went abroad, by wire and mail, the grand produce wave
that had been so lately arrested in its course, flowed on again. A thousand temporary
makeshifts were devised, and the wealth of the West commenced again to flow through
Chicago. The grain was received and shipped, and the cattle and hogs continued to
arrive in greater numbers than before. This crisis was passed, and Chicago, though
physically lying in ruins, in spirit was unconquered and unconquerable.
As illustrative oí the effect of this net ion of the Hoard of Trade, we may mention
that in the months of November and December immediately succeeding the lire, the
aggregate receipts of grain amounted to eleven million, eight hundred and sixty-three
thousand, nine hundred and thirty-seven bushels, against, six million, eight hundred and
eighteen thousand, three hundred and fourteen bushels for the corresponding period in
1870, and six million, two hundred and forty-six thousand and forty-two bushels in 1800.
The Board finding their quarters on Canal street entirely too contracted for their
purposes, made arrangements for the preparation of a room in Central Block on Market
street, near Washington, where they continued until the completion of the new Chamber
of Commerce building.
In the Spring of 1872, J. \Y. Preston, Esq., was re-elected President, Chas. E. Cul¬
ver and W. N. Brainard, Vice-Presidents, and Orson Smith, Treasurer. The business
of the year showed to extraordinary advantage in comparison with that of previous
years. The total shipments for the year were eighty million bushels of grain against one
million, two hundred and seventy-six thousand, live hundred and ninety-three in 1850.
The shipments of corn amounted to over forty million bushels, against, two hundred and
sixty-two thousand, and thirteen bushels in 1859. From the first of January, 1872, to
October of the same year, the total number of hogs received was two million, one hun¬
dred and thirty-six thousand, two hundred and forty-lour, against seven hundred and
fifty-seven thousand and seventy-two for the whole of the year 18(15. During the first
nine months of 1872 the number of cattle received was live hundred and twenty-two
thousand, four hundred and thirty-live, an increase of over ninety thousand over the
number in 1871.
The principal event of the year was the occupation by the Board of the new Chamber
of Commerce building on the old site, corner of Washington and LaSalle streets, which
occurred on the 9th of October, the first anniversary of its destruction. The best skill
was employed in its erection, and every detail was watched with the jealous care of archi¬
tects anxious to make the edifice a monument worthy to secure for them the approbation
of all who look upon it. The building wras dedicated with appropriate ceremonies on the
occasion of its occupation by the Board of Trade -to which allusion has been previously
made.
During this year there were periods when general disaster prevailed, arising from the
operations of two different firms in their frantic efforts to "corner" the markets, which
they succeeded in doing, but each party brought upon themselves the well-merited
obloquy of being obliged to "bite the dust." The firm of Chandler, Pomeroy & Co. started
in to "corner" the market on oats, and in a short period after a vain attempt to reap a
"golden harvest" therefrom, in their visionary idea of an endeavor to buy up all the oats
there was in the world (as a witness stated on the stand in open court, such was his be¬
lief), they went down with a crash, and for a time their ignoble transaction had clogged
the wheels of commerce, and the best and soundest men in the commercial world of
Chicago stood paralyzed at the audacious matter that confronted them, and this bank¬
rupt firm finally disappeared from sight. At about this time John B. Lyon buckled on
his armor and strode forth the champion of the wheat market, hut unfortunately the
sheaves that spring from the earth, that glisten and wave in their beauty and play with
the sunlight with their treasure, and sleep listlessly in the shadows of night with other
collateral matter, were too much for even the over-confident and too zealous Mr. Lyon
to handle. His ambitious desires were defeated ; his armor became tarnished, and he
was laid out a sprawling champion, which sad disaster carried with it a suspension from
business of some thirty or forty firms. Here was general consternation, and after Mr.
Lyon had gathered himself together, he offered twenty-five per cent, upon his obligations
which was accepted by all his creditors with the exception of two linns T. 11. Seymour
Iii
A Co. and Oilman, Caso A Spear- who, alter much litigation in the courts, were paid in
full, and Mr. Lyon in 1K7 I was restored to the priv ileges of the Board, from which lie
had heon suspended.
In the year IK71Î, the time for holding the annual meeting was changed from April
to the month of January. At litis election for officers, Charles I'l. Culver was chosen
President. The popularity of this gentleman with the members of the Board was
evidenced by the fact that in the balloting there were only two votes east against him.
W. N. Brainard and Howard Priestly wi re, respectively, elected first and second Vice-
Presidents. Mr. Ilandolph and Mr. Smith were re-elected Secretary and Treasurer.
At the expiration of Mr. Culver's term in office as President, he was solicited to
WITCHES' GULCH.
Reached by the Chicago Milwaukee and St Paul Railway.
become a candidate for re-election, but he declined to do so. lie was then (1874) nomi¬
nated for a membership on the Committee of Appeals, to which position he was elected
by a vote greater than that given to the three candidates who were running for the
Presidency.
It is hut just to say, without making invidious comparisons, that the Board never
had a more active, capable and efficient chief executive officer than in the person of
Mr. Culver. No member of the Board has labored with more effectiveness than he
in seeking to purify its commercial character and free it from the scandal of corrupt
practices; and in his efforts to elevate the standard, or rather, as we might say, rigidly
exact that all business transactions should he within the bounds of commercial propriety,
he has created 110 enmities, hut, on the other hand, fully enjoys the esteem and the
35
highest respect ut his business associâtes on the Board. During Iiis incumbency of the
office of Bresident of the Board, the financial panic occurred which proved so disastrous
to all our industries; Imt the Board of Trade proved herself a staunch craft and weath¬
ered the gale without damage. Deferring to this most creditable and gratifying fact,
President Culver, in his annual report, says: "While many associations similar in
character to our own were forced to succumb to the pressure of the panic and were
obliged temporarily to suspend business, this Board of Trade suffered no adjournment
of its regular business sessions ; and not one of its members was reported to have failed
by reason of the panic."
In each of the years 1871, 1872 and 1873, Mr. Culver represented the Board as one
of its delegates to the meetings of the National Board of Trade, which were held in
those respective years in the cities of St. Louis, Chicago and Baltimore, and lie was
honored by that distinguished body by being made one of its Vice-Presidents.
On the 9th day of October, 1872, the citizens of Chicago Were supreme in their
happiness, as it was the anniversary of the rebuilding and entire completion of the new
Chamber of Commerce, just one year after the former edifice had been destroyed by the
destructive conflagration of the same date just one year previous. Mr. Culver, as first
Vice-President (owing to the absence of Mr. J. W. Preston, President,) presided on the
memorable occasion of the first meeting held in the main ball (for the purpose of dedi¬
cating the building to the objects for which it was designed). This was a gala day, not
only to the members of the Board, but also to the citizens of Chicago, as the judiciary
and entire civic and military authorities strove to outvie each other to do honor to this
all important and honored event in the history of Chicago.
On the arrival of the delegates to attend the meeting of the National Board of
Trade, which was held in the city of Chicago in the year 187:1, Mr. Culver, as President
of the Board of Trade, received that distinguished body of gentlemen, and delivered to
them an address of welcome. He also presided at the grand banquet in honor of that
body, given by the local members at the Grand Pacific Hotel, and at which banquet
there were many prominent and distinguished guests, besides those representing the
commercial and financial interests of our country. During his official term, Mr. Culver
had also the honor of presenting to the members of the Board, on'Change, his excel¬
lency, Gen. U. S. Grant, then President of the United States.
At the annual election held in January, 1874, George M. How was chosen President ;
Howard Priestly and .John 11. Bensley, respectively, Vice-Presidents. Mr. I low lias been
a member of the Board since March, 1855, He was Chairman of the Standing Committee
in the years 1857 and 1858, under the old organization, and assisted the late Seth Cutlin,
then Secretary, in compiling the first annual report of the Board of Trade. During the
official existence of Julian S. Rumsey, as President, he was earnest and active in
assisting that gentleman in instituting reforms then deemed necessary by the intelligent
and active members, to keep pace with the growth and increasing business of the Board.
At this time the system was inaugurated for grain inspection, which lias since been
adopted by all the commercial organizations of the country.
In 1808 Mr. How first represented the Board as a delegate to the meetings of the
National Board of Trade, and he was subsequently honored in asimilar manner by the
Board during the years 18(19, '72, '73, '75 and '7(1. At the meetings of each of the last two
years named he was selected by that distinguished body as one of the Vice-Presidents.
It was during President How's official term that the "Sturges Corner" came to the sur¬
face, and which lias since become a matter ot public notoriety. Mr. Sturges, in his vain
desire to "corner" the market came to grief, and involved himself in serious trouble,
which has been his companion ever since, on account of irregularities existing, as it was
charged, in his business transactions. On October 5th, 1874, complaint was made to
:¡c>
the Bom ni of Direct ors, signed with Ilia liamos of twenty-four prominent members,
setting fort11 that, "Wo boliovo W. N. Bturges is guilty of conduct, eulciilaiod to (logrado
our ci am il oro i m I reputation and bring our Associât ion into «oniiii] disrepute," etc., etc.
This complaint was accompanied with specifications, and respectfully and earnestly
requested the Board of Ihreetors to investigate the charges, and "in case the charges
named, or any of them, are sustained by the evidence that may he submitted, that the
same may he reported to the Association, that it may act upon .Mr. Bturges' expulsion."
The hearing of the complaint was begun before the Board of Ihreetors on the Dit h
of October, ]H7 1, and was continued until the (it11 of November following, which resulted
in the following report from the Board of hirertors to the Association, to-wit : "We
WITCHES' GULCH,
Rfaohtd by the Chicago. Milwaukee and St Paul Railway
have, after mature deliberation, decided that the prosecution have established that Air.
Bturges has been guilty of certain acts which this Hoard deem and charge to be uncom¬
mercial transactions." In the meantime, Bturges served upon the Board of Directors
a lengthy document, wherein lie refused "to be governed by the rules of the Association,
and denied its jurisdiction over him as a member." This document was disregarded by
the Board of Directors, for, on the "dtth of November, the balloting for Bturges' expul¬
sion commenced at 10 o'clock a. m., and was continued until 3:35 p. m. An inter¬
ruption then took place by the service of an injunction procured by Air. Bturges on an
c.r pinii' application. At the time of the interruption nine hundred and thirty-seven
members had cast their ballots, and six hundred and titty-seven of these were for
expulsion, while only two hundred and seventy-nine were against his expulsion. And
:¡7
«il the 2iHh ot December, IST I, alter 11 if injunction liad been dissolved, an opportunity
was f'i\tiii to those lnoiuboi'K ol the Hoard of Trade who liad not, voted on the previous
occasion to cast their ballots, and thirty-nine votes were polled, of which twenty-four
were for expulsion and fifteen against expulsion.
On the 27th day of November. 1871, the President and Directors of the Hoard of
Trade filed an answer to the hill which Mr. Sturges had procured upon c.r jmrh' appli¬
cation, and on the 3d of December a motion to dissolve the injunction was argued before
Judge Williams, hut the complainant procured a continuance of the same. On the 21st
of December the Court dissolved the injunction, and on the 28th of December, 1874, Die
complainant took an appeal to the Supreme Court, and soon after the appeal an order
was made by Don. W. K. McAllister, then one of the justices of the Supreme Court,
that the injunction should he continued pending the appeal, and under said injunction
the relator continued to exercise the privileges of membership until the 23d of January,
1878, the judgment of affirmance by the Supreme Court of the decree of the Circuit
Court, dismissing the case, not having been entered until January 21, 1878. Mr. Sturges
then, on the 16th of April, made application to the President and the Board of Directors
for relief from expulsion, which they declined by a vote of sixteen to one. He then
applied for a writ of mandamus before Judge McAllister to compel the Board of Directors
to grant him the privileges of a member. This suit was not heard by Judge McAllister,
but was removed and heard before Judge lingers, who tried the case with a jury. Judge
Rogers, in trying the case, gave the jury special instructions that, in their conclusion,
they would simply find for either one of the two parties. The verdict of this jury was
favorable to Mr. Sturges, and then the President and Board of Directors appealed this
case to the Supreme Court. Air. Sturges then made an e.r jmrta application before Judge
McAllister for an injunction to prevent the President and Board of Directors from inter¬
fering with Iiis privileges as a member of the Board of Trade pending the appeal. A
temporary injunction was granted and the case was then afterwards heard and argued
before Judge T'arwell, who dissolved the injunction, and Sturges then appealed this case
to the Supreme Court, and made application before Judge Dickey, of the Supreme
Court, to revive the injunction pending the appeal, which was granted. So that there
are now two cases pending in the Supreme Court between W. X. Sturges and the Presi¬
dent and the Board of Directors of the Board of Trade.
The foregoing are the principal points in a condensed form of the efforts and the
many expedients resorted to by Air. Sturges to obtain his re-instatement, with full privi¬
leges, as a member of the Board of Trade. That he holds the position in high esti¬
mation, or that such would greatly accrue to his personal benefit, is evident from the
persistent and very determined fight he has made to accomplish his wishes. And it is
as equally true of the President and Directors of the Board of Trade, that they believe
Air. Sturges has, in his business transactions, trampled upon the dignity and injured
the good name of the Board of Trade, from the determined spirit they have manifested
in defending their actions in this vexatious matter. In October of this year Alexander
Geddes, a member of the Board, who had hitherto been regarded as a gentleman of
decided conservative tendencies in his mode of transacting business, ran a successful
"corner ' in barley. It is seldom that such a result can he recorded, for as a general
thing "corners" result in disaster.
At the annual election held in January, 187/7, George Armour was elected President;
John It. Bensley and D. H. Lincoln, respectively, first and second Vice-Presidents.
The events and experiences of the previous year suggested to the Board of Directors
that important modifications should be made in the general rules, and the subject of a
revision had been delegated to a committee previous to the date of the last annual
meeting, and the result of their labors was duly submitted to the Association and
i H
adopted ou the lHt.li of March. This revision did not entirely prove satisfactory and the
rules were therefore further revised, and with some important modifications, the revision
was re-adopted on the 'ioth of September, and no further changes took place during this
year. Though the code then existing was not considered perfect it was accepted as a
compromise. Mr. Armour warmly advocated the maintaining ol the lake marine, as
the rail roads, in their management, were discriminating in the ea rrying o I freight against
the interests of Chicago. And even though the railroads were most ol them bankrupt
or fast becoming so, t hey were formida hie coin peti tors against the grea t I reo water com¬
munication wit h the Mast which Nature has provided, and says in his annual report : "To
our lake marine we must mainly look. The various interests centering in Chicago and
other lake cities could hotter afford to subsidize it than to see it languish and die."
FRONTENAC.
Reached by the Chicago Milwaukee and St. Paul Railway
At the annual meeting held in January, lH7ti, John 1!. liensley was elected Presi¬
dent ; 1). II. Lincoln and Josiah Stiles, respectively, first and second Vice-Presidents;
Mr. Randolph and Mr. Smith were re-elected Secretary and Treasurer. During this
year there were two decisions rendered by the Supreme Court where four suits against
the Board, hy members who had been subjected to its discipline, were pending, on the
appeal of the parties against whom action had been taken. These decisions were in
favor of the Board, fully confirming its power to discipline its members under its own
rules. The Circuit Court also adjudicated an important question touching the right to
demand relief from suspension, hy a member of the Board, who had been suspended for
failure to fulfill commercial contracts, but who had subsequently applied for and
obtained a discharge in bankruptcy. The court held that such discharge was not such a
i
satisfactory adjustment and settlement of the obligations of' the bankrupt as is contem¬
plated by the rules of the Board. The Board had been much annoyed at former periods
by petty suits against members, wherein it was sought to make the Board a party by
garnishment of the membership of the member. The Circuit Court held that such
membership was not subject to garnishment. The matter of the necessity for some
change in the inspection of grain was being pressed upon the attention of the Board,
which was placed in the hands of a committee to examine into and report thereon.
At the annual election held in January, 1H77, David II. Lincoln was elected Presi¬
dent; Josiah Stiles and William Dickinson, first and second Vice-Presidents. Mr.
Lincoln has been a member of the Board for more than twenty years, and during all
that period has been an active participant in all matters that tended to perfect or benefit
the Association, and at all times commanded the respect and esteem of his business
associates. At this time there appears to have been a growing feeling of dissatisfaction
among the "members of the Board that the cost of admission to the privileges of mem¬
bership in the Association, which is deemed desirable to all persons engaged in such
branches of business as are usually conducted 011 'Change, is quite inadequate to the
benefit derived by parties who desire to become connected by membership with the
Board." This feeling was prompted from the fact that "the organization had grown up
from small beginning to a commanding position in-its influence as a commercial body,
and a large number of those who by many years' devotion to its advancement, may be
said to have borne the burden and heat of the day in its early life and maturity. Con¬
sequently, the old members felt that new comers should be required to contribute some¬
what more adequately for the benefits resulting from a perfected organization, indispen¬
sable in the prosecution of the business in w hich most of the members are engaged."
However deeply this feeling may have impressed the membership of the Board, there
does not appear in the records that any action had been taken on the matter by the
Board of Directors. It seems that there had not been for a year or two any applications
for membership on the Board by parties who would make the payment of the regular
initiation fee. But those parties wdio did make application for membership did so with
transfers, which had been obtained through the decease of members or from members
retiring from the Board, at a much less price than the regular initiation fee, which the
rules of the Board permitted. But, however regular this may have been on the part of
applicants for membership, the "old timers' did not take to it kindly.
At the annual meeting held in January, 1878, N. K. Fairbank was chosen President. ;
William Dickinson and John H. Dwight, respectively, first and second Vice-Presidents.
Mr. Randolph and Mr. Smith were, respectively, elected Secretary and Treasurer. This
was a very quiet year, nothing of importance having transpired to which we have not
already referred. The President of the United States, Rutherford B. Hayes, honored
the Board with his presence during the month of September and was received by Presi¬
dent Fairbank with an address of welcome and presented to the members, when he
addressed them with an agreeable speech of a few minutes in recognition of the manner
in which he was received. President Fairbank is a gentleman of splendid physique. In
this respect, as in all others, he admirably fills the position lie holds. He may be num¬
bered among our successful merchants, and worthily wears the respect and esteem that
is justly due him.
At the annual meeting held in January, 1879, Asa Dow was chosen President ;
John II. Dwight and H. W. Rogers, Jr., respectively, first and second Vice-Presidents.
Charles Randolph and C. J. Blair were respectfully elected Secretary and Treasurer.
This year has been remarkable for the multiplicity of enoimous transactions 011
1(1
the Hoard, reaching into tlio inillioiis; and move particularly for tlic sudden and l'iipi<l
advance in wheat during tlm closing days of the month of September, the market
advancing from eighty-four and three-fourths cent h to one dollar and seven cents with
scarcely a perceptible check. The manipulations in both cash and option wheat, sur¬
passing in amount all others of a prev ious date. W hen these sudden advances are care¬
fully noted, a conclusion natural of itself will he presented, that money was lost and
made in a heart heat riches and poverty stalked hand-in-hand with the rise and fall ol
market, quotations. Operators who previously knew no want, were lost beside the party
who invested his last shillings carefully and withdrew to enjoy for once what he had ever
coveted dollars beyond actual needs.
OCONOMOWOC
Reached by the Chicago, Milwaukee and St. Paul Railway
In completing the mention, as we have now done, of the different administrations
of the Board, we deem it proper to remark that it was our intention at the outset to give
a sketch of the important occurrences or happenings in each of the successive years
intervening from inception of this great commercial body in the year 1848 to the present
time. Some few of these years, as they are herein sketched, are meagre and harren, in
so far as the relation of events that possibly may have occurred incident to the history
of the Board of Trade. If such a deficiency does exist to any material extent, it should
be charged to the indifference manifested by those who we thought were the proper
parties to obtain such information from, and to whom we made courteous application.
II
^/ÎrPoPÏIL/IR-fÔR/iipg-âJioagE.::'
I . have, in the preceding pages, related the
story of the insignificant inception of the
Board of Trade, in the year 1H1K, and have traced
its history through the intervening years, and
shown by statistics and other facts, its vast power
of to-day, the influence it wields upon all the
markets of the world wherever commerce has
sway, and civilization exists. To attain such grand and colossal proportions in the
commercial world, it has needed cool, thoughtful and astute minds to control and guide
its destiny. Therefore, in completing this part of our work, it becomes our duty to give
a brief mention of one or two of the substantial grain commission firms of the Board,
who, with others, nursed it in its infancy, sustained it in its trials, and finally was instru¬
mental in developing it into what it is to-day—the greatest grain mart of the world-
Chicago with her splendid geographical position, and having unrivalled railway commun¬
ication with all the vast sections of the agricultural lands that are yearly crowned with
bountiful harvests, make lier the grand depot for all cereals, and the great distributing
point from whence it is shipped to all parts of the world. Consequently her market is
filled with all classes of operators, doing business in every shape and form.
It is therefore advisable for the producer or shipper to he familiar with the manner
of business that the party is doing to whom lie consigns his merchandise. There are
many reliable firms. But we have already said that we should mention hut one or two.
We shall therefore first select Messrs. Mel term id, Buss Or Co., who for near a score of years
have devoted their entire and exclusive attention on the Board, to the interests ot their con-
signons. This linn never enter into speed la t inns nl any kind whatever, hut con line
themselves to the commission business ; Unit is, the receiving anil selling of grain.
They are thorouglily conversant with their business even in Ibo minutest detail, and
carefully guard (lie grading of a II grain entrusted lo t heir charge. Shippers may leel
assured that their charges are as low as any other honorable and lirst-class house, and
that they will receive prompt returns and liesl market prices.
M < I > i; i ; m 11 >, IÍ ess iV Co. look beyond the inspector's certificate, into the car that fails
to grade up to the standard, anil give their personal atlention to selling it on its own
merits. According to the rules of trade, wheat or barley may grade No. H and yet he
nearly equal to No. "2. The difference of value per ear is about titty dollars, according
to grade, hut in truth, the valuation may not dil'fer more than ten dollars. They never
permit such matters to escape their attention, thereby securing all the consignment is
worth.
Possessed of ample capital, this lirm will hold consignments for favorable
opportunities, and permit sight drafts to he drawn on them, where there is a perfect
understanding. Last year in addition to their valuable trade in other states, their atten¬
tion was directed to those vast sections w here winter wheat was first grown. Naturally
this wheat was shipped to St. Louis, hut assiduous and well directed efforts brought it
to Chicago, and the result was the establishment of a good winter wheat market. This
interest will now continue, and Chicago is indebted to this firm for having, through their
enterprise and exertion brought to her market this additional trade.
In the management of an association so prominent in the commerce of our country
as the Hoard of Trade of our city is, it needs the w isest and most discreet counsel to
govern and control its interests. This fact is not known possibly so well to the outside,
as it is to its own large array of membership. Therefore, to serve on the different com¬
mittees, the oldest and ablest are selected, in whose ripe judgment they may feel assured
that justice will he awarded in all cases that may he presented to them for adjustment.
It is therefore only reproducing the record to state that few members of the Board have
been more honored in Ibis particular regard by his associates than Air. I. I. McDermid,
the senior partner of this firm. He. has from year to year been placed on the committees
of appeal or that of arbitration, and at the election for officers in the month of January
last, he was honored by being elected to the important position of Director of the Board.
M r. I m wis 1 ). 1 luss, the junior partner, superintends the linancial department, as well
as giving his attention to the correspondence, which includes all the large Eastern cities
where they have agents, so that shippers if they should so desire, are enabled to consign
their merchandise, either to New York, Philadelphia, Boston, Baltimore, or Milwaukee,
simply by giving such information to the home house, No. 112 to ] 11» La Salle street,
Chicago.
: •TIIKtKKI'IxKSHXT/IÏIVKTFIKI'I- •-
OF THE GREAT GRAIN INTEREST
career of twenty-live years in the Chicago
»rain market could not he uneventful,
lie twists and turns that luive heen made, the
crises that have heen passed through, the cor¬
as that have heen so masterfully luanmuvered,
in seos that in tiieir laimre nave nee:
even more disastrous, the lires that have hurnt
away exchange offices, warehouses, elevators,
»rain and all, would have to he a part of the
these calamities. Panics and corners are the
"Scylla and Charyhdis" of those sailing to and fro in the grain market. A linn that for
more than a quarter of a century has never failed to weather the one and to avoid the
other, deserves all credit.
Messrs. Culver & Co. have heen for twenty-five years among the most prominent of
the bona /¡tic movers of grain in the Chicago market. The storms ol the most violent
grain market in the world have passed over them and left them unscathed; all the
squalls and surprises of that most treacherous of all markets, the grain market, have
passed, wrecking and damaging hundreds of other staunch houses and done them no
harm. There is no industry with, perhaps, the exception of the dry goods that
reaches the proportions of the grain trade ; that necessitates the hazard of so large
amounts of capital, or where the prizes of success are so magnificent, or the losses
so overwhelming.
history fit a house that has survived
11
( -oui il i j* to Chicago as strangers, without iic«| list il il iiiicc with the husillo,ss, and with¬
out, oa pit a 1, this linn lia ve hy holiest, ondea vor to promote the interests o I its correspond¬
ents, and hy close application to business, pained a most em ¡able, reputation, and their
trade lias increased with t lie growth of the era i n trade of t he cil y, until now their business
reaches among the millions, and yet they are one of the tew commission houses who
routine their operations to a strictly legitimate commission business. They have for
years been recogni/.ed as among the heaviest receivers ami leaders in all those etlorts to
make Chicago permanently I lie great grain centre, and they have iiiHueneed to this
market immense < |ii a 11 titics of grain from points west, of the Missouri finer that, in the
absence of their efforts, would have been diverted to other markets.
They operate between this city anil Milwaukee, where they have a bianch Office,
hut their business extends to all of the prominent markets of the Eastern cities, as well
also those of the foreign markets.
The house was established in IM,">4 under its present style, hy Charles E. Culver —
in 1873, the President of the Hoard of Trade—and is now composed of himself and his
brother, (leorge N. Culver, well known for his ability and devotion to business, The
capital of the house is known to tie large and amply sufficient to enable it to make liberal
and wise advances to regular and reliable consignees, not only upon shipments, hut also
in season upon corn in country cribs for the time, to he followed by an improved condi¬
tion and a better market.
The acknowledged business character of this linn, together with their unquestioned
integrity, is a sure guarantee that all consignments entrusted to their charge will receive
prompt and skilful attention. They also aeeomodato the shipper with liberal advanees
on consignments. They buy and sell for future delivery, on margins. "The best
always pays" may lie most admirably applied to the commission merchant. We may
add, it is precarious to entrust products to inexperienced merchants, or those lacking
capital, however sincere may lie their intentions. The producer can hardly afford to
pay the expense of this experience to edúcale the merchant- -as is almost the rule in
such eases.
Although long engaged in business, the members of ibis iiiin are now in the prime
of life, and each of ttieni, assisted hy an efficient corps of helpers, give their personal
attention, time, and efforts to the promotion of the interests of their correspondents.
Time discloses the true character of men; and so the yearly increasing business of a
turn engaged in the grain commission business affords ample evidence of its fidelity to
the interests entrusted to it- Culver A Co. occupy the1 commodious and convenient
quarters formerly used hy the Call Hoard ; viz. : the offices, Nos. 122 and 124 Washing¬
ton street.
quotations ofthechicaGO board OFTRADE & CALLBOftRD
ore icnt american- markets
new york chain statistics liverpool
PUBLIC : STOCK EXCHANCE.
market quotations new york stock exchange
■■■■■■g
Iii»;
mm
MOUNT OF THE HOLY CROSS, NEAR GEORGETOWN
RiAChed via the Union Pacific Railroad
W IL\TE\ H1Î the business nun of Chicago engage in, it is almost invariably typical
of her immense ami untiring enterprise. There is no more convincing illustration
ot this fact than the "Public Produce Exchange." It is now one of the leading and
most flourishing institutions of the city. The. commodious and elegantly fitted hall of
the Exchange covers an extensive area in the very heart of the business center of the
city. It is easy of access, being practically on the iirst floor, and is entered from No. Ill
Madison street, and from Calhoun place, being immediately contiguous to the Hoard of
trade. It is about the same size as the New York Stock Exchange, eighty by one hun¬
dred feet, but lias a higher ceiling, and is far better lighted, furnished and fitted for the
transaction of a business which now employs a force of twenty-four men. The room is
lofty and handsome, beautifully frescoed ; around the walls it is ornamented with cases
o! birds and stuffed animals—the bear, deer, elk, antelope and other typical specimens
ol American Jaiinn being largely represented. New York, London and Chicago time is
shown by the various clocks. The blackboards arc the most perfect, complete and
extensive in this or any other country. The grout hoard, on which the quotation» of
grain and provisions are recorded, reaches the entire length of the spacious apartment,
and has an area of over twelve hundred square feet, and that which is devoted to rail¬
road and telegraph stocks covers over four hundred square foot. On another is given
the summary from New A ork stocks, British consols, French rentes, etc., with the high¬
est and lowest prices reached during the day, and all other miscellaneous information
reported regularly from all parts of this and other countries, on stocks as well as grain.
There is another tor foreign and domestic securities and financial statistics, and still
another for weather and crop reports from all parts of the country. The hall is fur¬
nished with every comlort, and is, without douht, the plcasantest business institution in
the city. All the leading newspapers are kept on lile. There are over three hundred
RED ROCK SPIRES, NEAR BOULDER.
Reached via the Union Pacific Railroad,
comfortable arm chairs for the accommodation of patrons and visitors, and the office,
which is twenty by sixty feet in dimensions, is arranged for the most perfect convenience
of the dealers. Pamphlets are circulated in the Exchange, and also sent to any address
on application, giving full information in regard to the mode of trading, ft is thronged
every day, having over fifteen hundred visitors during business hours daily. Yet so
good are the accommodations that no one is inconvenienced, and trading is carried on
rapidly and with ease and comfort.
The Chicago Public Produce Exchange is an incorporated body, organized about two
years ago under the laws of the State of Illinois. It has a paid up capital of tjilOO.OOO.
Its charter gives it the power to trade in grain and provisions on a margin and otherwise.
It has since added stock and cotton departments, and trades in all active stocks dealt in
at the Now York Stock Board, as well as in the leading options in cotton.
The Exchange buys, sells and carries for customers grain, provisions, stocks in lots
IH
in su it, ¡iikI oil simili margins. II is s 11 s 1 ;i 11 h ■( I liy I lio commissions uh,urteil. The mag-
1111 u i le of Hie I i'u,de .i I l'eu il y ¡ie(|u¡reil eiuililes it to do liusiiiess on il si 11 ; 111 commission,
iiinl lo offer il s customers greater fneililies tliini nny other concern. It in the pioneer
institution of this class in the West. It is the original Exchange. Its stockholders are
men of wealth and standing, and its officers arc men of experience and executive ability.
Its business in wheat, corn, o ils, provisions and stocks is very large, and rapidly increas¬
ing. Kroin the opening hour to the close, its extensive Honrs are covered hy an eager
trading throng, while it daily receives its hundreds of orders hy until and telegraph from
its patrons scattered throughout the Union. Ils transuctions aggregate millions monthly
and its inlluencc is felt in all grain and provision markets.
lis officers feel that because of the acknowledged success of the Exchange, the im¬
portai ice and magnitude of ils business, and its firm linancial standing, they can, with
GOLD LAKE, NEAR BOULDER, COL.
Rfachfo via the Union Pacific Railroad
confidence, place it before the public as the leading Exchange in the United States, and
one that offers facilities that cannot be equaled.
The Exchange lias a department devoted solely to its out of town business, and
pays special attention to orders by mail and wire. It enjoys a very large and extended
patronage among operators, grain dealers and commission merchants throughout the
entire West and South. It offers the best known facilities for handling all orders, either
large or small ; whether from the operator who desires to trade in live hundred bushel
lots, or the trader or commission merchant who sends his orders in fifty thousand bushel
lots. Promptness, dispatch, correctness and safety are pre-eminent features.
It is a mistaken idea that those present at every session can trade to better advantage
than those w ho send their orders by mail or wire. Those who are away from the hustle
and turmoil of the Exchange and its surroundings, can form a safer and more reliable
SPEARFISH FALLS, BLACK HILLS.
Reached via the Union Pacific Railroao and Sidnfy Stage Line
opinion of the market, anil trade with more chances of success than if present, while
they are necessarily more or less inlhuaiced by the many conflicting rumors always in
the air. The experience of the Chicago Public Produce Kxchunge is that their country
department, average more successful operators than their city. In the slow days of
i
r,(i
the past, before the present perl'eeleil system of gat boring news and statistics existed,
operators might distrust their ability to successfully operate, Imt now when newspapers
are supplied hy telegraph with all the necessary matter and information from which to
form a correct opinion of the market, operators may readily post themselves, and, 110
matter at what distance, can, hy telegraph and mail, operate as success!ally as those
present. Experience is not necessary to success. Country operators should not dis¬
trust. their ability to take advantage of any opinion they may have of the market.
FAN GEYSER, YELLOWSTONE NATIONAL PARK
Reached via the Union Pacific Railroao
Many, having a timid distrust of their own opinion, do not act with necessary prompt¬
ness and nerve, and often let golden opportunities escape.
The following are some of the methods of trading hy which the exchange is gov¬
erned : Persons may either huy or sell wheat, corn, oafs, pork, lard or short rihs, as
well as cotton, and any stock dealt in actively 011 the New York Stock Hoard in lots and
011 margins. Orders should he sent hy mail or telegraph, and made explicit and definite.
Trades are good until the margin becomes entirely exhausted; when exhausted the
trade is closed at once without any further loss or liability to the operator.
M
Additional margins ma.y l»o deposit«-!! any time I»-fore the margin already on the
trade is exhausted. The E.\<'hange never calls for margins if the operator has money
to his credit, hut place sufficient oil the trade to protect it, unless they have had orders
not to do so.
Profits on trades, or surplus margins, may he used to increase trades, make new
trades, or he withdrawn. No trades are made unless the necessary margin is deposited
with the Exchange. In the absence of any instructions the Exchange uses the money
that may he to the credit of the operator to re-margin and protect that operator's trades
when necessary, as far as the money goes, unless express orders not to do so have been
given.
As soon as an order is received, it is immediately and promptly executed, or as soon
NEAR HIGH BRIDGE, AMERICAN FORK CANON, UTAH
Reached via the Union Pacific Railroad.
as the market permits, and entered on the hooks of the Exchange, and a numbered eon-
tract, hearing stipulations, prices, and the exact time the trade is made is sent the
operator, and as operators are furnished daily with a market report, showing every
fluctuation of the market and the exact time it occurs, they can themselves note that
their trade is tilled as ordered.
A new order, given before a previous one has been filled, is considered as canceling
the previous order. For instance, suppose an operator sends an order to buy live thou¬
sand bushels of wheat at ninety-six cents, when the market touches that figure, and
next day, or shortly after, but before the ninety-six cent order is tilled, sends another to
buy five thousand bushels of wheat at ninety-five cents, the Exchange would cancel the
ninety-six cent order.
Some time ago the Exchange added a department for trading in all stocks dealt in
on the New York Stock Board. It is operated on the same plan they have made so pop
Ulm in ti ir produce ilcpu rl niciil. < ) ) n 'i: 11 ors muy liny or sol I :ih low um Ii vc shares o I any
stock. In trading all stocks arc counted at their par value of one dollar per share.
I'lie lowest margin received is one dollar per share, and the commission charged is one-,
lourt.il of one per cent. This covers the entire expense of making and closing trades
and, as in the grain depart nient., this commission is added to the price of the stocks
when bought, and deducted when sold.
I>aily reports of the market (price currents) of grain, provisions and stocks, are
mailed daily to all customers and others who desire them. These reports give every
transaction the minute it occurs. The operator can thus get the market price at any
specified time (hiring the day. With their usual enterprise the Exchange have recently
added cotton to their business and now trade in all the cotton futures.
VIEW IN ESTES PARK, COL
Rfachfo via the Union Pacific Railroad
It is impossible, however, within the limits of this article, to enter into full partic¬
ulars id' the business done by the Chicago Public Produce Exchange. A pamphlet
which gives a full explanation is sent free by the Exchange to any address, and to this
the curious reader is referred. Probably there is no institution in the United States
which has had so many, and so flattering notices from the press as the Chicago Public
Produce Exchange has received during the past few years. It has been and is fully
endorsed by the press and public. There are thousands of persons in Chicago and scat¬
tered throughout the Union who, since its opening, have had successful dealings with it.
The success of the Exchange is largely due to the business energy and ability of the
manager, Mr. N. (}. Pope, whose qualifications for the position he so acceptably tills are
too well known in Chicago commercial and financial circles to require any comment.
No business enterprise ever inaugurated in Chicago has met with such success as
has crowned the efforts of this one, a fact which speaks volumes for the soundness of
the principles on which its operations are based.
T HE importance of the City of Milwaukee as one of the great commercial points of
the Northwest, her merchants handling immense amounts of farm products, and as a
memento to her sterling citizens who have contributed so largely in building up the
commerce of that beautiful city, have prompted us to place before our readers a brief
history of her "Chamber of Commerce" from its inception; and for such facts, we must
acknowledge our indebtedness to the Sentinel of that city.
Trade organizations have been closely and prominently identified with the won¬
derful growth of Milwaukee. The first Association of this kind dates hack over thirty
years, when, 011 the 1st day of March, 1841), a meeting of merchants and business men
was called for the avowed purpose of organizing a Board of Trade. The office of the
old Merchants' Mutual Insurance Company was the place of the gathering, and a con¬
stitution was promptly adopted, which was signed by the following, many of whom
have now passed away: Gideon P. Hewitt, Daniel Wells, .Jr., 8. It. Grant, S. O
Putnam, Franklin liipley, L. J. Iligby, 1'. Potter, 11. P. Peck, L. W. Weeks, Thus. P
Williams, Wm. Duane Wilson, E. P. Allis, P. C. Hale, Win. H. Byron, E. B. Putnam,
Haven Powers, James II. Martin, John Webb, E. D. Holten, A. E. Clarke. I. A. Hop¬
kins, James Bunnell, E. Hopkins, Alexander Mitchell, W. W. Brown, Henry P. King,
A. Sweet, E. B. Dickennan, Wm. Sanderson, Geo. E. II. Day, Geo. D. Dousman,
Lyndsey Ward, Henry J. Nazro, C. H. Popendick, II. Cutter, Clark J. Boss, Wm. II.
Lawrence and John Bradford.
The first annual meeting was held on the tltli of the same month, when E. I)-
Holton was elected President; Daniel Welles, Jr., Vice-President; G. 1'. Hewitt, L. W.
Weeks, S. B. Grant, L. J. Iligby, II. P. Peck, S. 0. Putnam and C. H. Popendick
directors. The Association grew in numbers steadily, hut modestly, as Milwaukee was
no more than a village at that time, In May following, committees that had been
appointed bv the Board to glean statistical information regarding the business of the
city the preceding year, made a report which is particularly interesting as a means of
comparison between then and now. The manufactured articles of the entire city were
valued at 8171,420; and besides this were live Homing mills with capacities of about
eighty barrels of Hour per day. The imports amounted to S:{,H2H,(i/>0, and the exports
to S, 008,400.35. Thirty-11 i ne sail vessels were owned in the city, and their total tonnage,
including steam vessels, was 0,812; arrivals at this port 1.070. The population in 1847
was 14,001, and at the time of making the report it was estimated at 18,000. The com¬
mittee on internal improvements reported that two general charters for plank roads had
been secured, and for one railroad, the Milwaukee & Waukesha, which it was hoped
would soon he completed to Bock Biver, a distance of sixty miles. Another fact of
historic interest appears 011 the record for December of the same year, in the form of a
resolution expressing confidence in the Wisconsin Marine and Fire Insurance Company's
Bank, which was the only banking institution in the State, and on which there had
been a heavy run, causing considerable alarm. The record abounds in facts of like
f. I
interest, but. which du not coiné within the province ol this article. At the annual
meeting in 185(1 the Treasurer repnrt.ed the hnlunce ol the Hoard s receipts in Iiis hands
at ninety-live dollars and ninety-live cents. In IfS.il the Hoard was reorganized under
a new constitution, and it seems to have continued until 1857, Ironi which time there is
no record.
On I lie tiHt h day of October, 1H55, the Corn Exchange, which finally merged into
the C lia in her of Oonmierre, was organ izei I hy thirl y linns o I grain dea 1 ers. 'I lie meet¬
ing was held in the Mississippi llailroad Company's freight office, then located at the
loot of West Water street. Horatio llill presided and was elected President; Daniel
Newhall, Vice-President ; W. 15. Alvord, Secretary; E. M. Fowler, Treasurer and J. J.
Talniadge, N. 0. Storrs and P. 11. Wheeler, lioard of Arbitrators.
At a meeting of the Corn Exchange, on the Pith day of October, 18/58, in the office
of D. P. Hull A Company, under the Newhall House, a motion was made to reorganize
the Exchange under the name of the Chamber of Commerce Association, and secure
MILWAUKEE PREVIOUS TO 1835
rooms for permanent use. L. 11. Kellogg, who was President, named Messrs. E. Sand¬
erson, O. E. Hritt, -J. S. Nickels, 1!. Eliot and N. (1. Storrs as a committee to consider
the proposition, and at a special session held two days later, they reported in favor of it.
Messrs. Angus Smith, O. E. Hritt, L. J. Iligby, Amos Sawyer and 13. Nute, Jr., were
appointed a committee to frame a constitution and by-laws, which were adopted on the
¿1st, and a permanent organization effected. L. II. Kellogg was elected President pro
Ian., and although he only held the office about twenty-four hours, he must be consid¬
ered the first President. JJenjaniin Nute, Jr., was named temporary Secretary.
On the 20th, permanent officers were (deeded, as follows: President, L. J. Iligby ;
Vice-President, W. J. Whaling; Secretary, E. E. Promise : Treasurer, 0. E. Hritt;
Hoard of Directors, John Plankinton, K. II. Kellogg, D. Ferguson, •). J. Tallmadge,
A. (E \ anSchaick, J. A. Dub lier, A. E. Hutchinson, Amos Sawyer and Lester Sexton.
A proposition ol S. M. Hooth to rent the first lloor of his building (then known as
The /'Ver 1 lainicrnl Huilding, but now as No. 1 Grand avenue) for the purposes of a Cham¬
ber, was accepted, and a formal opening occurred on the evening of October 16th, 1858.
The speech ol the occasion was made by E. 1). Ilolton, who entered into a minute his¬
tory of the commercial interests of the cit y. Hp to 1811, lie said, no grain had gone out
of Wisconsin; the first cargo, about four thousand bushels, was shipped to Canada in
tili' Spring ot 1H IJ. |}y tili! terms ol tlie contract with Mr. ISootli euch nieinher was
required to pay four and one-half dollars semi-annually for the use of the room, and no
one else was admitted, except strangers. Télégraphié reports of the markets of the
principal cities were ordered, and the Hoard was then hcgn.11 to he run as other Hoards
of the kind are, except, perhaps, on a smaller scale. The Hoard of Trade prospered.
The increasing volume ol business that made its formation necessary soon rend« red
desirable even more commodious quarters than was then occupied. On Feh.
the structure at the corner of Hroadway and Michigan street (which is now heilig razed
for one of grander proportions) was dedicated to the purposes for which it has been
used up to within a few months.
The address on that occasion was made by Thomas Whitney, who said: "We
meet hereto celebrate in a suitable manner the completion and the opening of this new
and" beautiful hall, elegant in its appointments, lofty in its proportions, alike creditable
to the Chamber and to the munificence and liberality of the gentlemen who erected it."
Fifteen years the Hoard occupied this hall and then it, too, was found to he too small to
answer the immense requirements of Milwaukee's trade. How this want is to he sup¬
plied the cut that appears in these columns speaks—their lease covering a period of
twenty-one years from May, 1881.
Of the present standing of the Chamber of Commerce, which was organized in a
basement room twenty years ago by about filly men, it is nccessaiy to speak but veiy
biiellv. Ils 111 « -1111 ic is 11 i i > now i- iivcr live hundred, and constantly "rowing- The
following taide well show ils increase Iront year In year, with (lie l'residents during each
period :
I'KI ¡SI HI .NT'S.
VI.AH.
MiiMiiiai ¡mi'
1 , .1. Ili-I.V
lis AS
John iJrndïord
is:,J iiii
122
Horatio Hill
. ... istio HI
171)
1 >anie| Now hall
1MH \Y¿
2.TJ
S. 1 Hooker
1 stl2
J. J. Talliiiad^c
. ist;j t;i
V, 1S
J. J. Ta limadlo
1 Ht; i <;r,
;us
Win. Young
. IM;;,t;t;
jiiii
Win. Y< >ung'
lst;t; t;7
;;2!t
John lMankinton
... ist;? t;s
jtn
Edward Sanderson
istis t;h
2,7.7
Aja*.u* Smith ...
1st,11 -70
2
Aimus Smith
Is70-71
:ui
F. II. West . .
1S7I 72
F. II. West . ...
1S72 72
JJS
(). J. Hale
ls7J-7l
412
O.J.Hale
1S7 1 7>
120
N. Vankirk
in?:» ?t;
Chas, llav
187<; 77
r>72
( has. Itav
. . . 1 s 7 7 - 7 S
:>c:t
M. Hodden .
1 s?!) sti
:,t;o
IN THE DEPTHS OF COLDWATER CANON.
RtACHfcL) DV THF CHICAGO MILWAUKEE AND Sr PAUL RAILWAY
The present officers uro : President, M. Bodden; Vice-Presidents, (). E. Britt. I>.
M. Brigham ; Secretary and Treasurer, \V. .1. Langsuii ; directors, Köln it Eliot, Angus
Smith, ('. I. Kershaw, A. K. Shepard, B. 13. Hopkins, L. lia it let t, J. 13. Merrill, F. G.
Iiigelow and F. 1 ). 11inkley.
In a word the Association is an honor to Milwaukee, and when its new building is
completed there is little douht hut its I rade will far exceed that of the past. By the
enterprise of the railroads the wheat growing area tributary to Milwaukee is constantly
enlarging, and every acre of land that is brought under subjection in the far Northwest
will add to the growth, the wealth, the beauty and prosperity of Milwaukee. Golden,
indeed, is her present, hut more luminous her future.
V CHANDLER, BROWN & CO.
Ll ' . (f
JN connection with the brief history of the Chamber of Commerce of Milwaukee,
which appears on the preceding pages, we deem it proper to make mention of one of
the most prominent and reliable firms of that city, doing business therewith. Chandler,
Brown & Co., is the successor to the old and most favorably known house of Storrs,
Chandler & Brown. Mr. N. G. Storrs, the senior partner of the latter firm, formerly of
Buffalo, New York, was a man possessed of splendid business qualifications, which
earned for him, in the commercial world, a name above reproach, and indelibly stamped
with honor. He was, with others of his time, instrumental in establishing in Milwaukee,
as far hack as the year lHöd, the commission business upon a sure and equitable basis.
In the year lHfili, the present house succeeded the operations of the former ; the
members being E. II. Chandler, .f. A.Brown and (1. \Y. Chandler, retaining at the same
time the identity and individuality which were formed in the older linn. These gentle¬
men have occupied prominent and leading positions in the Chamber of Commerce, and
are active in all measures conducive to its prosperity and influence. With thirty years
of golden experience; with days of crash and ruin surrounding them; with all the
reverses incident to the fluctuations, and all the peculiarities of the grain market; none
others excelling it. After having confronted all these trials during that period which all
large commercial houses must necessarily he subjected to, they stand to-day with their
Justly and well deserved reputation of being classified as A. No. 1 merchants in com¬
mercial circles.
In order to meet the demands of theii ever extending business in receiving consign¬
ments of grain, seeds and live stock, they have established branch offices in Chicago and
New York, their own being in the Chamber of Commerce building, having as well, live
stock offices in the stock yards of Milwaukee and Chicago, whoso personal supervision
is given to all consignments, by gentlemen who devote their entire time to promote the
interests of correspondents.
This house, owing to its enterprise and thorough organization, has been instru¬
mental in forming a (dose connection between \\ est ern shippers and producers, enabling
the Cream City to hold the shipments of vast quantities of grain annually, which would
through other agencies, go to less desirable centres. Through these and kindred methods
they have been admitted the heaviest receivers, and to this firm is the Milwaukee
market largely indebted for the enviable reputation it sustains for honorable dealing.
122 Washington Street,
CHICAGO
UNION DEPOT KANSAS CITY MO.
Chicago. Alton He St Louis Railroad and Kansas Pacific Railroad to Colorado
THE CHEAT COLORADO EIXE FROM CHICADO.
CONNECTING AT KANSAS CITY WITH THE KANSAS PACIFIC FOR DENVER.
T HIS «''cut Air Line, connecting St. Louis and Chicago with Kansas City, the leading
A commercial cities of the West, holds a most pronounced position in the Mississippi
Valley railroad system, having two trains daily, each way, between Chicago and Kansas
City, Chicago and St. Louis, and St. Louis and Kansas City. The railway system of
the West, when a glance is given the map, ramifies every section of the Central Belt.
Chicago, by her eligible location, is the common center for all lines from tributary
cities, as wo find roads branching from here to Omaha, St. Paul, Milwaukee and St.
¿V.l
Louis, continuous und operated l»y single nia.nagenu nts. As vast as this net work of
connecting lines is, there remained one essential factor to complete this unequalled in¬
terlacing of interests, viz., a continuous railroad connection between the (treat Lakes
and the Far West.
This iIcxiilcratiiiii is now perfected, as the Chicago A Alton Railway have tilled a
natural gap, by completing an all rail route between Chicago and Kansas City, thence
hy connecting with the Kansas Pacific Railroad to Colorado.
We have heard much about this Missouri Extension, and the wisdom of construct¬
ing additional roads, especially when the profits on trafficing, at the present rates, will
barely enable older lines to meet every obligation. To set at rest any unwarranted as¬
sertions, the following concise summary, together with a logical infere nce, is detailed.
In 1870-71 the Company obtained the control of the charter and franchises of the Louis¬
iana & Missouri River Railroad Company, for the purpose of completing this line
from Louisiana to Kansas City. The fifty miles of road from Louisiana, on the Missis-
RECUNING-CHAIR CAR OF THE CHICAGO ALTON & ST. LOUIS RAILROAD
sippi River, to Mexico, were opened for transportation in the winter of 1871 -2. When
the Chicago & Alton Railway assumed the management of the road, incorporated by
the legislature of the State of Missouri, it was the intention to push the work to an
early completion, but when the road reached Mexico, a forward movement was prevented
by legal barriers. After considerable grading and work had been done, between Mexico
and Glasgow, the question was raised as to the legality of certain aid voted the corpora¬
tion hy the counties and their townships beyond the Missouri River at Glasgow. After
long delays a decision was reached, the Court holding that the charter only contem¬
plated a line between the Mississippi and Missouri Rivers, therefore any direct aid given
hy the people in the district beyond Glasgow was illegal. This decision necessitated
suspension of the through line project. Immediately, however, plans were perfected
by which the St. Louis, Kansas City & Northern Railroad arranged for traffic over
their road from Chicago and St. Louis to Kansas City, r'm Mexico, as well as for
running through passenger and sleeping cars to and from these same points. During
the period of the above connection the management of the Chicago A Alton Railway
carefully recorded the results of their Kansas City and western patronage. Facts as¬
sured them, that if the volume of through traffic which the line would receive, could
(il)
equal the average of foniicr years, a lair margin was only necessary to pay a reasonable
interest on the invest nient ; as well hail they, under former conditions, lieen excluded
Iron: participating in the local trade of the counties ol lioone, Howard, Saline, Lalay-
ette and Jackson, one of the richest sections in the State, hut under the new system
they would have a demonstrable rieht in ex pect in» a reasonable share of this trade ;
further, the unprecedented and truly wonderful development, of Kansas, Colorado and
Southwestern Missouri, duriiie the last decade, was convincing to the management of
the Chicago A Alton Railroad, that t he owning and controlling of an independent line
of continuous rail from Chicago to Kansas City, and St. Louis to Kansas City, reaching
to the far West and South, was a prime necessity.
The views thus entertained were formulated by the instituting of an independent
company, in 1878, designed to complete the road from Mexico, one hundred and sixty-
THE LINCOLN MONUMENT, SPRINGFIELD, ILL.
Reached via the Chicago, Alton He St Louis Railroad
two and one-half miles in length, to Kansas City. This was to he known as the "Mis¬
souri Extension," and, when completed, should be leased, in perpetuity, to the Chicago
d Alton Railway Company, and thus the last link in that magnificent transporting
and commercial chain was forged, rendering the Chicago A Alton Railway one of the
most powerful and extended lines centering in Chicago, with St. Louis as the central,
and Kansas City as the western termini.
The columns of the press have been teeming with articles which pronounced the
construction of this new line another effort on the part of Chicago to checkmate St.
Louis. This cannot he supported by facts. It must be borne in mind that the Chicago
A Alton have interests identified with this city as well as St. Louis. Its extension to
Kansas City became a necessity, and is one which has been persistently demanded by
the residents of that section of the State for a number of years, and its construction,
whether by the Chicago A Alton Railway Company, or by an independent organiza¬
tion, was merely a question of time. The traveling public and the commercial world
Iii
demanded its completion. The through line Irom Chicago rht Mexico to Kansas City is
about four hundred and eighty-live miles in length, and traverses the bust agricultural
portion of the great State of Missouri. The western division of this road will now
encroach upon the trade heretofore monopolized by the Missouri Pacific Railroad, and
particularly in Saline county will it disturb a few of the specialties which the St. Louis,
Kansas City & Northern Railroad has continuously enjoyed. It must not he over¬
looked that by this extended system of continuous railroad, Chicago is in a position to
utilize and control the hulk of the Western grain and cattle traffic. To load cars in
Kansas, Colorado, Nebraska and Missouri, is to forward them to the shore of the (treat
Lakes, without a single break in the hulk, making her advantages for foreign shipments
unequalled. In short, there is no apparent reason why the new line of the Chicago &
Alton Railway, from Chicago to Kansas City, should not become an influential auxiliary
to the carrying trade of this city, and a direct benefit to hotli shippers and receivers.
A glance at the map, furnished by the officers of the Company, will convince who¬
ever examines it, that the system, with all the connections of the Chicago A Alton
Railway, is nearly perfect.
The route surveyed for this extension was almost an air line from Mexico to the
metropolis of the Southwest. Work was commenced upon this additional line about a
year ago. In construction all tended to a permanent economy in operating; this makes
the grades very easy, while the superiority of its superstructures is admitted. The
grading, bridge-work and track construction were completed with despatch, as the
exigency of the case required. The great steel bridge over the Missouri River, at
(ilasgow, was completed the 'ifitli of last April. A lively interest has been manifested
by the public in the construction and completion of this structure. This is the first
bridge in 11ic world constructed entirely of uteri, advantage being taken of tljc superior
strengt Ii of Unit metal. Not a pound of iron can lie found ill it even the truck-holts,
lock-nuts, li s 11 -1 >a rs and spikes, as well as the superstructure, are all of steel. The steel
fortius bridar was furnished by llussey. 11 owe & Co., of Pittsburg, Pennsylvania, the
largest steel works in the I nited Slates. The steel entering into the construction of
this bridge was made by the improved "I lay" process, the patent whcrcol is controlled
exclusively by the above linn, which process increases the tensile strength of Bessemer
st.Ocl forty per cent. The total cost of this bridge was live thousand dollars less than
an iron bridge of the same dimensions would be, while the steel bridge is much the
stronger. This reduced cost was occasioned by the greatly diminished weight, the
LOUISIANA BRIDGE OVER THE MISSISSIPPI RIVER.
Constructed by the Chicago, Alton & St Lou s Railroad
bridge being some forty per cent, lighter, and hence is capable of sustaining a propor¬
tionately increased burthen by reason of this fact. The structure is a Pratt truss
bridge of five spans, each being three hundred and fourteen and three-fourths feet ;
three of these spans being suspended at an elevation of more than fifty feet above flood-
tide in the Missouri I liver. The bridge is capable of sustaining, without fracture, a
pressure equal to eighty thousand pounds to the square inch. All the other bridges on
the line are iron, and unusually heavy.
On the date above mentioned the movement of freight began over the new line —as
the line to Mexico had been in operation some years—and ever since all traffic has
been received, forwarded with promptness, and no interruption. A formal opening of
this line was deferred, by order of the management, as the Company felt it could ill
afford to hazard a well-earned reputation, by carrying its patrons over a piece of semi-
finished road. Hie line should ho declared perfected from end to end. The road-hed,
track and bridges were pronounced hy skilled engineers and superintendents to he in
as pood condition as any in the West, and equal to all others in the country. The 10th
of May last was therefore designated as the proper period for full operations; accord¬
ingly trains were despatched from Chicago to Kansas City, and from St. Louis to
Kansas City. I1he iirst through passenger train over the new line left Chicago for
Kansas City at 1-C.do p. vi. on that day. The Chicago K Alton Railway has two trains
daily, each way, hot-ween Chicago and Kansas City, St. Louis and Kansas City, and
Chicago and St. Louis - consisting ot baggage-cars, day coaches, reclining chair palace-
cars. Pullman sleepers and smoking-cars - the only route unbroken, and requiring 110
change of cars, from Chicago to St. Louis and Kansas City thence to Colorado, New
ST, LOUIS BRIDGE
Chicago Alton & St. Louis Railroad
Mexico and the Pacific slope. The claim that this is the shortest line between Chicago
and Kansas City is well sustained, and conceded hy rival lines. The time between
these two cities is four hours faster than hy any other route. The management has
equipped both the Chicago and St. Louis lines superbly : iirst, the track is even, being
well ballasted hy broken stone ; second—the road is laid with steel rails of sixty-one
pounds weight to the yard, which rest upon three thousand ties to the mile assuring
to the traveler that he will not he jostled like a tennis hall, nor he bounced out of his
seat hy rough riding.
To meet the wants of the traveling public, now chair-cars—said to he particularly
attractive—have been constructed; these are finished in oak and mahogany, with suit¬
able decorations. These cars, in addition to the usual conveniences, contain complete
toilet rooms for both ladies and gentlemen, and withal—for the latter—a cozy smoking-
room, upholstered in Russia leather, has been furnished. These coaches are furnished
with Norton's patent reclining-chairs- being models of convenience and luxury in them¬
selves and are attached to all trains, the management deciding to make no extra charge
for their use, thus enabling all holders of first-class tickets to enjoy these comforts
The chair and sleeping-cars operated hy this Company are run on twelve forty-two inch
GLASGOW BRIDGE, OVER THE MISSOURI RIVER
Constructed by the Chicago Alton & Sr Loliî Ra.lroad
(I.-)
papel' wheels. The Westiiighouso automate' brake, with I ¡lackstone's patent safety
platforms and couplers, are 011 all trains. livery coach is well provided with suitable
heating and ventilating apparatus, linker's hot watei heaters have been adopted, which
brings a coil of pipe under each seat.
1 he means tor ventilating a re ol the highest standard. The palace-dining cars,
run 011 these trains, are owned and operated by the Chicago A Alton Itailway Com¬
pany, 110 expense having been spared to make them popular with the patrons of the line.
It has been customary with lines, when entering a new field, to finish and equip
the road, little by little, with the earnings as they accumulated ; thus is occasioned, often¬
times, much discomfort and displeasure, by poor depot accommodât ions. The Chicago
& Alton Itailway, propose to he an exception, and as they have already a completed
system of lines, with an abundance ol tine rolling stock, 110 money shall be spared to
SWEET SPRINGS' HOTEL
Reached via the Chicago. Alton &c St Louis Railroad
place their road beyond comparison in point of excellence, safety, and comfort. The
traveling public will appreciate this digression 011 the part of the Company. Much
attention has been paid to the matter, the result being first-class depot buildings.
Expenditures in this direction have been liberal, thus the traveller will find 011 this
extension no two depots alike, as a variety in architectural design has been aimed at.
The eye meets, while in transit, designs of English, Swiss, liussian and French cottages,
as well many combinations of these styles. The finish in these buildings, for office and
waiting rooms is in natural woods.
The convenience for the station-agent and his family has been looked after. As
these buildings are nearly all two stories in height, they contain upper apartments for
his use. To further beautify these way stations, a little park, tastefully ornamented, is
adjacent to each structure along the length of the road. Very large freight warehouses
are now completed in Kansas City, which will prove of great convenience to merchants.
A few facts of general interest will he here noted. In the transportation ol freight
it has always been and will continue to be the policy of the Chicago A' Alton Railway
I il i
lu encourage local fill < r 11 li si s ; 111 < I manufacturing of nil kinds ;i l< >i if ils line, and In give
local shippers and manufacturers al. Hie difieren! hrtiiini Chicago, St. Ijoiiík. Kansas
City and oilier large cities protect ion against discriminating tari Ifs in favor ol through
freights to and from those points, believing it to lie the wiser policy to foster and assist
in building up home industries and trade.
The route possesses superior facilities for the shipping' of live stork, and as it is the
shortest line from the stork producing regions the transit will lie swifter, for with its
lines under one control and management between Chicago and St. Collis, Chicago and
Kansas City, and SI. Louis and Kansas City, the Company is certainly in a position to
offer advantages possessed by no other sepa rate system of lines for the prompt and expédi¬
tions transportation of freight passengers as well to and from the Southwest, tar-oft
Texas. New Mexico, Colorado, Kansas, Nebraska and Missouri. Ample depot premises are
VIEW OF COTTAGES AT SWEET SPRINGS.
Reached via the Chicago Alton He St Louis Railhoad
found in Chicago, St. Louis and Kansas City; also extensive yards have been provided
at convenient points for the proper feeding and resting of live stock, and for the use of
drovers, the management has ordered that drovers' sleeping cars shall he attached to all
trains.
The assertion that this is one of the most successful highways in the West, is not
derived singly from the fact that it traverses one of the richest sections of the country
trom Lake Michigan to Kansas, nor to its admirable geographical location, but that it
has never allowed its property to become the foot ball of speculators ; lias not impaired
its usefulness by the (replient and spasmodic changes in the control of its management.
The executive management, and the entire directory has been practically the same for
the past iitteen years. Great ability and skill lias characterized the labor of these
gentlemen, and toit must lie added the engineering and financial ability of its President.
I,INKS OW'NEI) AN 11 OI'EIIATK I.) liY T1IE CHICAGO AND ALTON UA1LWAY COMPANY.
Mil.Ks.
Main Link ('liicuifo to Jolict (perpetual lease) . J7.20
Juliet to East. St. Louis, (owned), .H2Ü.40
<¡7
lilNKS OWNKI» AND ( ll'K I! \TKI> I ! V Till; (TIK'Ai.n AND A I.TON RAILWAY I'DAII'ANY. CONTI N I'KIL
mij.gs.
Westeun Division Dwight, to Washington (owned), Oil.so
Branch to Lncon (owned), .... 10.00
Chicago A Illinois Uiver (lensiml), .... ... 23.81»
Coal Branch (owned), .... ;;.!is
J acksonville l)i vision BlooniiiiLdon to Godfrey (Icíisdi. lAOTO
líoodhouse to Louisiana, including bridge (owned), 38.10
Louisiana »V Missouri ltailroad (perpetual leases) ....
Louisiana to Mexico AO.80
Mexico to Cedar <'il y All.00
Missouri Extension (perpetual lease),
Mexico rin Glasgow and Marshall to Kansas Cil y 102.AO
Double Tracks 07.00
Sidings, etc 12A.00
Total length oi' roa<I owned and leased ... 1,032.10
VIEW OF GROUNDS AT SWEET SPRINGS
Reached via the Chicago. Alton & St Louis Railroad
Wo next summarize the connections of the Chicago A Alton Railway, and here
we would impress upon the minds of the publie that this is the only line under one
management which runs two through trains daily, each way, between Chicago A St.
Louis, Chicago and Kansas City, and St. Louis and Kansas City. At Chictiyo, the
northern terminus, it connects with the l'ittslmrg, Ft. Wayne A Chicago, and the
Chicago, Milwaukee A St. Paul Railroads, also the trains of the Erie A Chicago
line, the Chicago & Lake Huron Railroads, as well with the Wisconsin Central Rail¬
road, which runs through sleeping cars over the Chicago, Milwaukee A St. Raul
Railroad ; all these center in one depot. It also interchanges traffic with the Chicago
& Northwestern, Michigan Central, Lake Shore A Michigan Southern, Baltimore
& Ohio, Chicago & Pacific, and the Pittsburg, Cincinnati A St. Louis Railways.
The Chicago and Alton route lias been a favorite one with Southern people, who visit
the watering places and fashionable resorts of the Northwest, and to Canada by the
Grand Trunk and Great Western Railways ; also to all points East, and local stations
on its road to Denver, Colorado, and the Rocky Mountains.
( is
At Jnhil connect ion is linnlc Willi Míe (luengo, Rock Islninl A' Pacific, lllid
('lucillo, l'ekiii A Koni Ii west crn Railroads; also with the -loliet I >i vision ol the Mich¬
igan Central I ¡a i I load, commonly known as I lie -loliet "cut-oil," which is largely used in
the interchange of through husiness to and from the Miehigin ('entrai Kail rond, and
by which is obviated any delay in the handling of freight in Chicago. At -loliet, what
is known as the Coal Cilv liranch, diverges from the main line, and runs past Ron nzo
to Coal City, a distance of twenty-one miles.
At Ihinjlil, seventy-three and one-half miles from Chicago. the Western Division
diverges, running hy Streator and Varna to Laeon and Washington. This Division is a
very valuable feeder to the main line, and contributed much to the coal traffic which is
carried to the Chicago market.
At Similor, 011 this Western Division, twenty-two miles from Dwight, connection is
PAGODA OVER SWEET SPRINGS.
Reached via the C no co Alton & Sr Louis Railroad
made with the Chicago A- I'adurah Railroad, the brunch crossing the Chicago.
Burlington A- (¿limey Railroad.
At If'nioim, thirty-live miles from Bwight, on tlie same Division, the Illinois Central
(Northern Division) is intersected.
At Wiiühiwitmi, connection is made with the through line of the Toledo, l'eoria
A Warsaw Railroad.
At I'ltihirnli .hniclioii, ninet y-one miles from Chicago, the Chicago and l'adiicah Rail-
load intersects the main line of the Chicago A Alton Railroad. The time-tables of
both roads are so arranged as to obviate anything like unnecessary delay ill the inter¬
change of husiness at this point.
At ('¡iniott, one hundred and two miles from Chicago, connection is made with the
Toledo, Peoria A Warsaw Railroad, and an alternate route furnished to Burlington,
Peoria and Keokuk, in competition with the Chicago, Burlington A Quincy. and
Chicago, Rock Island A Pacific Railroads.
At .Vannul, with the Lllinois Central.
(i! I
At lllooniutiitoit, one hundred and twenty-six miles from Chicago, the St. Louis, Jaek-
sonville A Chicago Railroad, now known as the .laeksonville 1 >i\ ision, diverges from
the main line, and receives the trallie contrihuled hy the Indianapolis, Rloomington
and Western, ami Lalayctte, Rloomington A Mississippi Railroads loi' Kansas City
and intermediate points. The distance from Chicago to l'eoria rm Rloomington and
the Indianapolis, Rloomington A Western llailroad, is only ten miles longer than that
rni the Chicago, 1 !<>ck Island and 1'aeilie llailroad. North of Rloomington, two miles,
a crossing is made ol the Illinois Central.
At Atilinta, one hundred and forty-six miles from Chicago, t lie main line is inter¬
sected hy the Illinois Midland llailroad, with which a large exchange husiness between
I'eoria and St. Louis or Springfield is transacted.
INTERIOR OF PULLMAN S DINING-ROOM CAR
Used on the Chicago Alton & Sr Louis Ra lroad
At Liiirohi, one hundred and fifty-six miles from Chicago, connection is made with
the I'ekin. Lincoln A Decatur llailroad, over which the Chicago A Alton Railway
obtains access to Decatur and the adjoining country, whose traffic has heretofore boon
entirely tributary to the Wabash and Illinois Central Railways.
At. SjirtiKf/ifhl, the main line crosses the Springfield Division of the Ohio A Missis¬
sippi Railway; also connects with the Illinois Central, and the Springfield A
Northwestern Railroads.
At SpriiK/Jiclil •/inniinii, the Wabash Railroad is met.
At VirtJrn, an intersection is made with the .laeksonville, Northwestern A South¬
western Railroads.
At Hrii/liloii, a branch of the Chicago, Darlington A Qninry is crossed.
7(1
At <iiiillíffi, tili! Jacksonville Division, which diverges from the main line at Bloom*
ilición, connects again with the through line l'or St. Bonis.
At, Kttxt St. Louis, freight trains of the Chicago «V Alton Ihiilway connect with the
Mast St. Bonis A Carondelef Bailway for the St,. Bonis, Iron Mountain A Southern,
and Missouri I'acilic lia.ilwa.ys. Other traille for SI. Bonis is sent hy the Madison
County Merry from \eiuee, or hy the bridge ol the Union Depot. Barge exchange ol
trahie is made at this point with the ('airo Narrow Ullage liailroad.
At St. Louts, the southern and central terminus of the road, connection is made in
the Union Depot with trains on the Missouri I'acilic, SI. Bonis, Kansas City A
Northern Missouri, Kansas A Texas, SI. Bonis A San Francisco, St. Bonis A
Southeastern and Cairo Short Bine Kailroads; also at the I'luin Street Depot with
trains of the St. Bonis, Iron Mountain A Southern, with which the Chicago A Alton
INTERIOR OF PULLMAN S PALACE SLEEPING COACH
Used on the Chicago Alton & St Louis Railfî ad
liailroad exchanges a large Texas business, and which it uses for an exclusive con¬
nection for a, large excursion route to and from the South. It is asserted that the travel
to and from St. Bonis over the Chicago A Alton liailway exceeds that of any other
line east of the Mississippi Biver, which runs into the Union Depot over the Bridge.
During the na\igation season considerable exchange business, with Mississippi steamers
is carried on.
At ll'ixmr, Muxoii ('¡Iii and Axhltiml a large business to and from the west is
exchanged with the Illinois Midland, Indianapolis, Bloomington A Weston, and Ohio
and Mississippi (Springfield Division) Hailwa.ys..
At Minier connection is made with the Illinois Midland, a direct route from Wash¬
ington to Decatur, ein Atlanta.
At /telantit connection is made with the I'ekin, Lincoln A. Decatur liailroad.
At, I'etenluten connection is made with the Springfield A Northwestern liailroad,
connecting at Springfield with the ()hio A Mississippi liailroad.
At ■JiirLuintrilIc two 1 ni ti (1 red and sixteen miles from Clarado, 011 the Jacksonville
Division, connection is made with the Peoria, Pékin A Jacksonville Railroad for I'ekin
l'eoria and Kock Island. This connection is utilized mainly for St. louis trahie, which
is considered of such importance that ears are run between St. Louis and l'eoria with¬
out change. There is also a popular freight line, tin Alton and Jacksonville, to I'ekin,
Peoria, Kock Island, Davenport, Muscatine, DesMoines, Iowa City, Clinton, Duhuipie,
Milwaukee, St. Paul and all points North, Northwest and Northeast.
At Ijoiiittitititi, where the Mississippi River is crossed by a substantial iron bridge,
the .1 acksonville Division connects with the St. Louis, Keokuk A Northwestern Railroad
tor Hannibal, Quiney and Keokuk, for the convenience and accommodation of passen¬
gers to Hannibal, Quiney and Keokuk, one of Woodruff's sleeping cat's is attached to
night trains, running through without change; day coaches and baggage cars are also
run through in connection with all trains.
At H11tttlht11t.tr the extension to Kansas City begins, and is the junction of the Jack¬
sonville Division.
At Whitehall an intersection is made with the Chicago, Burlington A Quinry
I ¡ailroad.
At Hutch tit/ (lernt the St. Louis, Hannibal A Keokuk Railroad leads direct to
Hannibal.
.It Mr rico the Jefferson City Division diverges from the through Kansas City line,
and runs for fifty miles to Cedar City, whence ferry transfer is made to Jefferson City.
This Division is not much utilized at present, hut it can, in case of necessity, he used
to render the traffic of Central Missouri tributary to the Chicago A Alton Railroad.
Connection is also made at Mexico with the Sf. Louis, Kansas City and Northern Pail-
way for Moberly and other points north of the Missouri River.
At •Itjl'rrxtm ('iti/ connection, as has been stated above, is made, hy lerry transfer,
with the Missouri Pacific Railroad.
At ('rutrulia an intersection is made by the St. Louis, Kansas City A Northern
Railroad.
At llu/hcc, two hundred and sixty-three miles from Chicago, connection is made
with the Missouri, Kansas A Texas Railway, which forms, in connection with the
Chicago A Alton Railway, the shortest route to all points in Texas.
At <llttsi/tiir, three hundred and eighty-one and a half miles from Chicago, the "Mis¬
souri Extension" crosses the Missouri River on a steel bridge. It is at this point that
the Chicago A Alton Railway comes into competition with the St. Louis, Kansas City
& N irthern Railway for the forwarding business ot a rich and old settled section of
country; with this advantage, however, that it is the shortest route from (ilasgow to
Mexico, St. Louis and Chicago, as well to Kansas City.
At II ¡¡/¡/in orille, in Lafayette county, this extension intersects the Lexington Divi¬
sion of the Missouri Pacific Railway.
At I)ttlri>ctnlritrt\ ten miles from Kansas City, the "Missouri Extension" of the Chi¬
cago A Alton Railway intercepts the main line of the Missouri Pacific Railway.
At hit utile Cih/, the western terminus of the road, Chicago and Alton trains connect
with the Kansas Pacific Railway for Lawrence, Topcka, Junction City, Denver and
other points in Colorado ; the Atchison, Topcka A Santa Ee Railroad for Lawrence,
Topcka, Emporia, Newton, Wichita and all points in Southern and Southwestern Kan¬
sas; also for (minada, Pueblo, LaJunta, Colorado Springs, Denver, Trinidad, Lead-
ville, Alamosa and stage routes through New Mexico; the Kansas City, Lawrence A
Southern Railroad for Ottawa, Harnett, Humboldt, Chanute and Independence; also
with the Kansas City, St. Joseph A Council Bluffs Railroad for Leavenworth, Atchison,
St. Joseph, Council Bluffs and Omaha.
Il muy lie nut,cil I ic re Iii,il by its cuiiiii cl um with the Kniisiis < 'il y, St. Joseph A
Council I'.lull's I hi 11 rund, t lie ( 'lucillo A Alton is enabled to interchange I,rallie with the
Central Branch I'nion Pacific Extension, and Nebraska A St. Joseph, and Denyei' City
Kailroads. Connection is also made at Oinalia lor all points north to Sioux City, and
and all points west reached by the Ininn and ( entrai Pacific liailroads. In addition to
the connect ions made with western railroads in the I'nion Depot at. Kansas City, the
Chicago A- Alton I tail road Company has established an independent city depot, the con¬
venience ol which will he fully appreciated by business men.
An i n tendía i me of passenger t rallie, eipially, as well as freight, is carried on at the
various ¡unctions and termini to which reference has been made ahoye. Cocal freight
is usually carried on in the cars of the respective companies. t he last freight, or line
t rallie, may he considered as distinct from this, and is a specialty of the Chicago &
Alton, in common with other trans-Mississippi railroads. Mention of it is appropriate.
The National despatch and the l.luc Line manage the fast freight system over the
Chicapo A Alton llailroad; the former, in connection with the Michigan Central, Grand
Trunk, Central Vermont, and its New Kurland tributaries, to Boston and all principal
places in the Lastern States ; the latter, in connection with the M ¡chiban Central, ( treat
Western of Canada, New York Central A iludn n I liver, Boston A Albany liailroads
for New York, Boston, all New England points, as well as to intermediate places reached
by the Michigan Central and Great Western Hailway, and their immediate connections,
We here append statistics, taken from the United States returns for 1 <S7• ). relative to
the districts of Illinois and Missouri, which the Chicago A' Alton llailroad lines traverse.
From these facts an estimate can he made of the solid foundation on which the local,
business of the Company rests, and which shows that it will he in the future, as in the
past, an invaluable tributary to the growth and development of this central section.
The Chicago A Alton llailroad traverses, in the State of Illinois, sixteen counties,
whose population, approximately, is 7!)(>,<.)'2'2 ; the assessed value of real and personal
estate i cing ijlHO.ilT'idW'i ; the true value of these properties heilig S'.lll ,703,<S*2S ; num¬
ber of acres of improved land I, l'.)ö,83H, their value being estimated at S'213,.">li3,12(> ;
the estimated value of farm products is S 18,(>(>'.), I I'.), and that of live stock s:lñ,7'.lsi,(l;"íli.
In Missouri the Chicago A Alton llailroad traverses eight counties, whose popula¬
tion from the estimate, as before stated, is 11)1,51111, owning assessed real and personal
property to the value of Klil,l:W>,±Jñ, its true value being Çl'iti.tlâd, 107 ; the number of
improved acres is 1,1.71,3111); the total value of the farms is $¡>8,470,809 ; the total value
of the productions on these farms being $13,902,008, and the live stock being estimated
at ll,öl 1,7 I 1. These ligures and facts speak volumes in their terseness, and area silent
commendation of the position assumed in this article on the Chicago A Alton llailroad
( onipany.
()J¡ictTs of the Chii'tii/o ninl Alton lliiilroinl ('onijniiii/.
T. I!. Bi.ackstonií, President, Chicago.
W. M. Lviiii.vimi'i, Secretary and Treasurer.
-J. C. McMi i.i,in, General Manager.
(). Vai oiin, Assistant Superintendent and Train Master, lilooniington, Illinois.
A. M. Hu n vims, Division Superintendent.
C. M. Moiisu, Division Superintendent, .Jacksonville, Illinois.
•Iamks Ciivni.TON, General Passenger and Ti dvet Agent.
•1. Smith, General Freight Agent.
•1. M. Oaths, General Traveling Agent.
A. Ditvsii.via:, Traveling Agent.
I' hank Ilion, Traveling Agent, Kansas City.
Sioux City
CHICAGO & ALTON
RAILROAD LINES
f Cu
of Any Class
No Chane* of Cir* , CUIO\M> AM) KAN'MMITV
inançe oí tarn ^ Oll ICAM» AM» ST. IA
I î e t w * * n
TiWuJ
HfA JDdlhts Cc^- V w3 <«•?»»,
H/Vsvi/'l'I nl\y ZDEtOlpINES
:■/ "in't/UO-^
111 I»
SI LOI IS AM» K VX-.V» CITY.
i st. I.lll is \ \ Il <||I \ C \ \MI I, I III. I !..
' ST. I.lll Is nil I'KklX I.UI I'tullll.
Cliicairo, Kansas City anil Denver Short Line.
Chicago, Springfield and St. Louis Short Line. ^
St. Louis A Kansas City Direct Through Line. CH'C/J ' ^
St. Louis and (¿uincyand Keokuk Short Line. ' ^ <r
St. Louis and i'ekin and Peoria Short Line.
K/ A;, ¡N.
^^Emporia ^
SK
IBuilingtou
Colony
Ihfi'tn:- _
Jit, othul'l
Chauulc J"
CHICAGO, ROCK ISLAND & PACIFIC RAILROAD DEPOT
At the Head of LaSalle Street on VanBuren Chicago III,
f P 11 lí massive and imposing struct,un- of tin- "Lock Island" at the head of LaSalle
street, on Yanlîuren, ranks with the best depots in the railway interest in the
country. 1'lie building is elegant,, and perfect in its appointments ; its masonry staunch,
its architectural design attractive and dignified. The dome conspicuously exhibits an
enormous four-dial clock, that is as unwavering in its time record as the road in its
schedule ol "making stations to the second." The corner towers are appropriately
embellished, while over all, on gala days, floats the loyal stars and stripes. Passing the
massive supporting pillars and arched portal of the VanIhiren street entrance, we found
ourselves in a wide hall leading into the grand train arena. Here may lie found the
various rooms allotted to depot purposes. Those arriving in the city and desiring to
ir,
pass intervening hours between trains, will find every convenience, including a dining
and lunch apartment. However, the building is centrally located, and one may seek a
hotel, or attend to business, without any tear of missing the train, if a reasonable time
be allowed.
The train was well made up when we mingled with the throng that pressed toward
the wicket gate, and individually gave the necessary password. It was a long train,
made up oí solid-looking cars, the passenger coaches being particularly bright and
cleanly without, as if well kept, and, on entering the car which we selected, settled our¬
selves for the purpose of securing the full pleasure and benefit of traversing tiif. Great
Link which the "Ciiicauo, Lock Island & Pacific" forms hetween tiik Atlantic
and Pacific coasts. Continuously rings the bell as we glide through and out of the
city, gradually increasing in speed as we leave the busy haunts of man and seek the
more open country.
Away we speed over the verdure-clad earth, arriving in that charming suburb,
Kiii/h icooil, where the fortunate enjoy the free privileges of a rural life, coupled with
the convenient luxuries of a city. The sun rises clear and brisk, shining over elegant
residences, sloping lawns with floral decorations—its very light rife with the music of
happiness and contentment. IVaxhiii<iton Ilcii/htx, of scholastic dignity, is next reached
by our speeding train. Here youthful soldiers graduate, at the Morgan Park Academy ;
theology is learned as adapted to use; the maidens of the land are led through the
paths of literature and science, and the people wax wise and critical. 'The hills rise
peacefully over yonder, crowned by forestry, and as we glide away, are deeply impressed
with the beauty of the scene. I Hue I ¡timid comes somewhat more sharply upon us,
with its abrupt hills, and sudden cuts and defiles, the latter in clayey contrast with the
grass-draped sides of the former, with here and there a cluster of venturesome trees,
l'p the rising country, through ¡iremen, Mol,nut and Xetr Lewu■ we speed along
until we reach Juliet. From this point we verge into the most charming and picturesque
scenery. Illinois can boast of uplands and rolling plains, of slopes, and all the i/entlc
scenic effects, but the awe-inspiring and wonderful, she has, in the main, omitted. We
believe, however, that the Hock Island has the advantage over most of the overland
routes, East and West, in this respect. ¡She passes through a diversity of attractive
scenery, relieved of what may be called the beautiful pastoral undulations of the West,
by abrupt elevations and gorges, a combination of the grand and lovely that is positively
striking to those who have passed over other lines.
Going out of Johet, and leaving lier cultured inhabitants behind us, we pass through
the inexhaustible stone quarries that form a source of wealth to this county. Beyond
this we have, on one side waving fields of grain ripening for the harvest, and, on the
other, low wooded hills, with an occasional bluff and sharp defile.
Miitoohi blinks lazily in the sunlight as we come shrieking up to her depot, scarcely
startled. But a few miles further and we forget the little town that rests too much in
a wide expanse of evident prosperity. The orchards, heavy with promises of a golden
fruit harvest ; the farm house, betokening a full return for agricultural pursuits. We
notice the rustic bridge over the little creek, surrounded by natural grassy terraces, its
shores bordered with pebbles that all day long listen and wait tor the ripple of these
bright waters. Away again, through long slopes of grassiness broken by cliffs, the
wooded acres beyond forming a dark rich background.
Morris is an ambitious little town, with much aspiration and sound common sense.
Seneca is cosily nestled in the hills, followed by Marseille* and the bland town of
Ottmeu, where the people live and die believing firmly in the strength of its own fair
resolutions. It is prettily situated and transacts a reasonable business, and is, withal,
a town of which the State may be proud.
7(¡
l'/iiiit uakes few pretensions, resting | >< ;i <-i Ii 111 s in exuberant, verdure, ¡nul leaving
t lie nut-cropping of llic roma nt¡c ;iikI e \ en grotesque I<» !,n S'utIr, l'i rii, und t,lieir vieillit y.
The t«>11 l ist will here lind many peints of interest. A strip of wild wood curiosity seems
to have somehow drifted hilherward.
Sturmi ItiK'l, designates a weird spot about, six miles east of LaSalie. It is a per¬
pendicular mass of lime and sandstone, rising from the margin of the Illinois liiver to
the height of more than one hundred feet, with a slope extending to the adjoining hluff,
from w hich only it is accessible. Tradition reports that it is intimately associated with
the lina I extinction of the Illinois Indians. It adds Hint a much haunted hand was
pressed to this point by the northern tribes, where they found it, an easy process to
guard t he one a venue and heat hack their foes, hut at the same time cutoff from all
sources of provision and sustenance. To obtain water they lowered vessels to the river
by means of hark ropes, which their hescigers managed, at the foot of the cliff's, in their
TUNNEL ON THE CHICAGO, ROCK ISLAND & PACIFIC RAILROAD NEAR LASALLE ILL.
canoes, to cut off. The dusky-faced warriors decided to die upon their barren fortress
rather than submit. Hence the name.
About live miles from LaSalle, Dkkii Pauk gives tin* sight seeker a full opportunity
to indulge his enthusiasm. It can he explored its entire length hy carriages. It is over
a quarter of a mile long, one hundred feet deep and from fifty to one hundred feet wide.
The park is a gorge worn hy the action of the water in soft sandstone. Its entrance is
near the Vermillion liiver. There is a sparkling, delicious spring at the further end of
the park, pure and cool always visited during the summer season hy hundreds of
pleasure seekers. The name is derived from the shrewd practice of the Indians of
driving their deer into its mouth, and having no place of escape, they became an easy
prey.
One mile cast, of LaSalle is the romantic and sublime rock and soil cliff through
which the Lock Island has tunneled. Its sides present the resolute strength of an old-
time fortress, its grim ausfereness relieved by patches of shrubs, that gradually grow
bolder as they climb sunimitward. until the extreme height is covered with forestry that
flaunts back the sobs of the night winds like the wails of restless spirits. The shadows
deepen until suddenly we are plunged into darkness, to diverge by and by into the divine
i i
Summer sunshine again, living towards LuSn/h , which has, as may he infercd, the sat-
istaction ol rejoicing in a dashing lal ol natural attractiveness. And (lien 1 )<• 1 'in■ and
Bureau, Tiskilwa, l'ond Creek, C. I!. A (,). Crossing, Sheffield and Mineral, Annamon,
Atkinson, (lenesee, (¡reell liiver, Colona, Carbon Cliff, I't. Byron. .)<*., all active dots
ol congregated humanity, and through as magnificent a country as nature has created.
All extended, luxurious carden, varied h y forest and el iff, valley hill and delile. Nothing
is contracted or stinted. Mverything is luxurious, Hanked 011 either side by glowing
landscapes.
Much ol our pleasure is due the mini we are traversing, however. The courteous
attention we have received, the absolute comfort of our surroundings, the smoothness of
the track, the modern appliances for safety assuring us of security.
The Bock Island is a sturdy believer in pimiiitioii. II isa devout follower of the
principle that prevention is better hy far than the best efforts to rectify mishaps and
mistakes. It goes beyond the balancing of a cash stipulation and a dislocated spine;
the cost ol a broken car and demoralized engine, or the extra care and expense in keep¬
ing a sentinel watch over track, and train, and bridge. It realizes that for some railway
mishaps there is 110 nur. Knowing that Tun Bock Island acts upon this element of
its doctrine, as well as believing'it, we are not nervous or anxious. We were aware
before we began our trip that it possessed a track the smoothest, every rail tested;
bridges, the strongest; engines, the most perfect; coaches, the safest; every hand con¬
trolling the great power, the firmest ; and the heart of the master of this monarch of
the rail, the engineer who listens and rests not 011 duty, the hmcext!
We must confess it! that the elegant dinner lias kept us good tempered, as well as
appeased the appetite the pure, exhilarating, transparent atmosphere gives us. The
Company has furnished most elegant Dining and Bestaurant Cars at an enormous
expense, where all their patrons can secure an epicurean feast for seventy-live cents, or
buy whatever the fancy prompts. Appreciating the fact that people are not in the habit
of sleeping in their dining rooms, the Company has also fitted up sumptuous Palace
Sleeping Cars, for sleeping purposes only. A prominent feature of their Palace Cars is
a "xiiiol/niff nullum," where a Havana can be enjoyed at any time.
But here we are, in the important river town of Bock Island, settled by the true-
hearted of the State, and closely allied to Western History. Indeed, we will pause in
our description, sweeping over this dizzy Mississippi bridge and alighting in Davenport,
the city of solid worth -for the purpose of a ramble over the three river towns, and the
blooming Island set with a national signet.
The bridge trip affords a tine view of the Island, the river, the towns. The,
structure is one of the grandest achievements of bridge construction ever perfected.
The total length is one thousand live hundred and lift y feet, six inches, divided into live
spans and one draw, three hundred and sixty-eight feet in length. There is also a shore
span at each end to carry trains over the approaches to the bridge wagon road. The
draw is double, resting 011 a center pier, and gives, when open, (dear water ways of one
hundred and sixty-two feet each. The superstructure of the main bridge is a double
system of whipple-truss, with vertical main posts, and has two decks. The wagon road
is on the lower, and railroad on the upper deck. The (dear height between the wagon
ro id and the upper do di is twelve feet and six inches. The (de ir height between the
rails of the railroad and the top bracing is seventeen feet. The total height of the truss
from the top of the piers to the top bracing, is thirty-seven feet and two inches.
The settlement of the towns of Moline, Bock Island and Davenport are directly
connected with the history of the island. RdcI; Inlnml bears evidence of an early
frontier town, its old weaMier-beahm square cottages contrasting vividly with its modern
and palatial residences. Its handsome business blocks marking the .vide difference
7H
between its \ t t pit scrvcil i/i iii iiiI innrlntittlt :<■ nlmjix, and its veteran liistnriaus ot early
times, walking side I»y side with lull Hedged samples of innrtals ol tin' period. It lias
one of the finest hotels in the State Till'; 11ueni: I lorsn, and is active in business.
I hit Miiliiif, just over there, is the most lively, industrious and wide-awake, manu¬
facturing;, husy hoc hive on the river. It is simply a wonder. Its manufacturing inter¬
ests sum up enormous amounts of money, while its products are even more astonishing.
1 h\ vkni'out, Iowa, conl a ins some of the prominent offices ol the Kock Island Iíam.uoad.
The land upon which the citv stands belonged lo the Indians until 18)i2, when General
\\ inlield Scott made a treaty with the Sac and Fox trilas, which vested the claim with
t he ( iovernment. The place was named in honor of Col. George Davenport. It is a
well built handsome city of over twenty-live thousand population. Its streets are
admirably laid out, its houses elegant and cozy, its public buildings a credit to local
THE BRIDGE OF THE CHICAGO, ROCK ISLAND & PACIFIC RAILROAD.
Over the Mississippi River at Rock Island, III
pride. The scenery is hold, striking, picturesque and romantic. The people are intelli¬
gent, relined, and withal, possessed of that sterling character and sound reason that
ensures perpetuity and wide influence to a community.
We proceeded to visit that renowned jewel of the great river that sparkles in the
crown gems of this Republic.
The United States has held the right of possession of Hurl, fxhtml since the year ISO t.
A treaty was then effected by Mr. William Henry Harrison afterwards Président of the
United States Governor and Superintendent of Indian Affairs for the Indian Territory
and the District of Louisiana. The treaty was executed with the chiefs of the Sac and
Fox tribes, at St. Louis, Mo. It was signed in good faith by five chiefs of the two
tribes. "Black Hawk," however, ignored the transaction from the first. The war of
IHl'2 complicating affairs, treaties were again signed in INI A and IHK», at which time
Black Hawk added his signature. This redoubtable chief, however, was again dissatis¬
fied as late as 18)12. The island was not occupied by white men before tlie war of 1812,
the Indians occupying it as a hunting and lishing ground, there holding their ceremonial
feasts and services. In iHlo, Col. 11. C. Nichols, commanding, proceeded to establish
7'.»
the hurt at this point l'or the protection of citizens. Mr. George. Davcnpnrl, heller
known as Col. (¡en. Davenport, accompanied the expedition as contractor s agent, hav¬
ing Iiis supplies in light keel hoats. <'nl. I tarciijmrt was the first white sett 1er in the
vicinity ot Rock Island. A rigorous winter intervened to retard this intention, which
was, however, carried out hy 1 »revet (ieneral Smith. The stronghold was denoininated
"Fort Armstrong," in honor of the Secretary of W ar.
White settlers appear to have been located in the vicinity of Riad» Island ahoiit
1K2M, The dusky originals were in the lia-hit of ranging ahout each year at certain
seasons for the purpose of gathering valuahles and a stock of supplies, I'rospecting
may have formed a part of their programme. At each return they found the white ch ¬
utait waxing stronger. They Regan to feel that strangers in their own lodges expected
to he masters ! Col. Davenport urged them to permanently cross the river and seek a
new location. The never-forgotten "Black Hawk" demurred. Ile was not versed in the
"nine points of the law," hut lie had a strong and savage sense of the high meaning of
individual rights and "trihe freedom." He and his trihe, the Sacs, belonged to the
"British Band, so termed on account of their allegiance to the British and the aid
given them against the Americans. It was not remarkable that they were disinclined to
oblige the white settlers and positively decided against ohct/iii;/ them. Keokuk and his
followers, the Foxes, made the removal. The white settlers increased, and Black Hawk
kept them busy with the depredations his tribe committed. Ri 1881 he gave them
warning that patience has ceased, in his little kingdom, to be regarded as a virtue, and
that the more speedily the encroaching new comers vacated the lands they had obtained
through "bad ways," the better.
Troops were at once despatched to the Island, and the settlers repaired thither,
(ieneral Haines invited Black Hawk to an argumentai "conversation," which had the
effect of strengthening the belief that war was inevitable. The Fort now proved a grand
fortress. Its interior was four hundred feet square. The lower part was of stone, and
the upper part of hewn timbers. At three of the angles block houses were erected and
provided with cannon. One side of the square was occupied by barracks and other
buildings of solid h"wn timbers, with roofs sloping inward to prevent their being fired
by foes, or forming a convenient means for climbing into the stronghold. It was built
on the lower portion of the island. The shores on both sides of the river were gentle
slopes of prairie, extending back to the picturesque bluffs which to-day give the cities of
Rock Island, Molino and Davenport their present charm. Then, as now, the river was
a sheet of clear, swift running water, but the banks, instead of being burdened with a
numerous population, were stretches of wilderness inhabited by bands of savages, and
a few venturesome wdiite families.
The Indian tactic has always been beyond white comprehension. Therefore it is
not strange that after Black Hawk had made considerable excitement, the troops found
that the very next morning after his most stubborn demonstration, he had during the
night, with his band, crossed the river and ceased hostilities. Black Hawk, with twenty-
seven of his band, returned to the island and signed a treaty ot peace, promising future
good behavior. Hov. lîeynolds' troops were disbanded, and corn and provisions were
distributed among the Indians. But peace with the whites was thoroughly antagonist-
ical to Black Hawk's nature. He endured it until the Winter of 1881-82, when it
became evident that he would ignore his agreement. The old ire was kindled, and he
proposed to rout the usurpers of the red man's fatherland, lie endeavored to arouse
Keokuk and the Foxes, but with ill success. He crossed the river at Burlington with
five hundred warriors, bent on a campaign.
Genera] Atkinson, Lieut. Zachary Taylor, Lieut. Jefferson Davis, ('apt. W. S. Har¬
ney, Gov. lieynolds, General Whiteside and Abraham Lincoln, took conspicuous parts
HU
in Ilic exciting nuil terrible Iroutier war that ensued. Victory <■ i<>\vIu•<I tin- efforts of the
troops, ¡mil Black llawk, Iiis sou, and ninny of his < diiefs, wen- taken prisoners. They
were taken to many Mast ern cit jes, I nit were a fier w a ids a I lowed to ret u in. Tin; meeting
lie! weell Black llawk and Keokllk is deserilied as Keine exceedingly affecting. The two
trille rulers could gaze sadly into each other's faces over the ashes ol the memories of
the past ; hot! i exiles, one compiered, defeated, Iii Herl y rea I i y, il ig I hat the wretched thing
t hey called "ci \ 11 i/,a I ion " was inexorable, crowding them like the tide of Fate ! With a
remnant ol Ins hand, he retreated as far hack as the I 'esMoines Hiver, where he died in
the year IHM.
Trail it ion affirms that the Sacs and Foxes came from Canada before the year 1700,
and had lived at or near I lock Island about one hundred and li ft y years. Their affection
for the location was certainly tenacious, and the grief of Keokuk and Black Hawk is
described as something pitiable when leaving their favorite haunts. Kock Island ceased
to he molested, but Fort Armstrong was maintained until the Ith of May, 1830, when it
was evacuated, leaving a few men in charge of the property. These were soon ordered
away also, leaving the place in charge of den. Street, Indian Agent, until 1838, when
CHICAGO, ROCK ISLAND & PACIFIC RAILROAD DINING AND RESTAURANT CAR
Col. (leorge Davenport succeeded him and held the post until IHK). At that time some
of the buildings were repaired and an ordinance depot established, ('apt. W. II. Shoe¬
maker had charge between the years 18)0 and If), then given over to a civil agent until
1802, w hen the act establishing the Kock Island Arsenal was passed. The United States
could not have selected a more charming location. The island itself is interesting,
deriving its name from the fact that it rests upon a bed of rocks. It is at the foot of
Kock Island Kapids, about two and seven-eighths miles in length, and its greatest
breadth about four-fifths of a mile. It contains about nine hundred and seventy acres
of superior land. Its surface is undulating, a valley pervading it centrally and longi¬
tudinally two-thirds its length. A part of it was then cleared as now, the remainder
being covered with a forest. It is bounded by precipitous cliffs, abrupt and rapid hill
slopes, its surface rising from ten to twenty feet above freshet mark. The position
is certainly, in every respect, naturally adapted for the purpose to which it is devoted,
(¡round for the first building of the Arsenal was broken in 18(13. The great storehouse
is not far distant from the bridge a rectangular building sixty feet by one hundred and
•eighty, with a projection of fourteen by sixty feet, and a tower one hundred and seven¬
teen feet high. The walls are of huff limestone of cut or hush hammered work. There
are heavy rusticated pilasters at all the angles of the first story, and from the lirst story
to the frieze, the pilasters are double and not rusticated.
A drive over the island is certainly one of the rare opportunities. It is elegantly
laid out, and under the grandest military discipline, naturally. The shops are located
on the highest ground on the island.
si
The building» are grand and solid, the officers' quarters imposing and inviting. The
"water power" ingenuity will furnish enthusiasm for an entire army of mechanical arti¬
sans, and is too lengthy in detail to admit of a description in these pages. We gazed in
wonder upon the endless chains, wheels, etc., that conveyed this power through numer¬
ous buildings. The grounds are admirably laid out, gardens being cultivated, the grass
cultivated and trees trained and pruned. The grave of General I tod man is a sacred
spot, marked with a monument erected in tender memory of a great and good man,
brilliant of ability, and an earnest worker in whatever cause he espoused. Tie died at
his quarters at the Arsenal, on the 7th of June. 1H71, the army and the Ordnance
Department losing a valued and efficient officer, and the nation a sincere friend.
General Hodman's plans for llock IhIkihI were laid with the precision of a military
mathematician and scientist. But a comparatively small beginning had been made at
the time of his death. His successor, Major D. W. Flagler, Brevet Lieutenant Colonel
I • S. Army, Ordnance Department, however, has taken up the work just as it was left,
and although General Hodman's plans were undeveloped, and in many eases even unex¬
plained, he has carried forward the great Arsenal plan with unabated vigor, utilizing
every advancement that had been made and projecting improvements in all parts of the
island. For his position he is eminently qualified, and over the important work he has
in charge he is most enthusiastic. It will be an everlasting monument to his earnest
scientific research and toil, as well as his faithful national trust.
As one walks or rides through the shaded avenues, bright-eyed squirrels dart hither
and thither over the grass and up the trees, safe and as tame as these wild creatures can
become, since they are here secure against the huntsman. Over there, enclosed by a
chain boundary, is the burial ground of the poor rebels who died while held prisoners
at this point, while just beyond a beautifully designed iron fence bounds the plat given
our brave Union soldiers who laid down here for the long rest during the encampment.
Plain headstones mark the mounds that yearly receive floral tributes.
The Island affords many charming drives and other attractions, besides the marvel¬
ous work of the Arsenal buildings.
Few railways can furnish a more interesting stopping place. The Government and
the Corporation jointly own the magnificent bridge spanning the Mississippi, both satis¬
fied with the compact and the result of their combined work. The Overland Tourist
may consider a visit to the Island one of the opportunities of a lifetime. If any one
set out upon this journey without the intention of pausing here, we sincerely hope these
pages may come in his way ere it is too late, and that our advice may be heeded.
We left the Island by means of the bridge leading into Moline, on the Illinois side.
A swift drive over that town and Hock Island, crossing the Mississippi on the lower deck
of the Railway bridge, and we are again in Davenport.
Our train is ready, and we prepare to resume our journey to the western terminus
of Thk Gkkat Hock Island.
Time was when the bronzed huntsman dashed over this State of Iowa, and the wig¬
wam was the palace of the ruler—and not so far in the "antiquities" but it can be swept
within the recollection of half the population of the State. Now, we see fields and civ¬
ilization in the place of "hunting grounds." The trim habitation in the place of the
log hut, and, on the front stoop, instead of the fair-faced and brave frontier wife, the
finest madame, with the frizzled hair and robe of the latest fashion plate. Instead of
the patient, enduring band of a few years since, we find the strong majority, the power,
the capital, to shape circumstances, instead of a conflict with times us the// hit—and the
present is the result of the former energy and long enduring patience ! The people are
earnest, ambitious, progressive, brave, liberal and self-reliant. Life there has grand
opportunities. New movements are adopted that liberate and enlarge theory and per-
feet practice. Little w < >i m I < i that the State ranks as slie does in the national schedule.
II is pruvcrbial that a lax.\ or stupid man never proceeds as tar west as the Missouri.
No quarter is eiven intellect.ua I lee h I en ess or mora I delect s. M eakness is not tolerated,
strength is paramount, and yet, culture and refinement characterizes the people. It
may he less organized and centralized, hut it is paramount.
And through the liest geographical portion of the State, most abundantly supplied
with natural resources and settled with thrifty and ambitious towns, nrxs this haunt-
l.l'.ss a n 11 IHSelllMIN VIINO ('llll'aoo, ItlH'k I si,\n I» & I'.WIKIC I ¡ v I liioa l>.
Leaving Davenport, we proceed through M'aleotf, fulton, Durand, M ilton, Moscow,
At alissa, West Liberty, Downey, Midway, and Iowa City, the site of the Iowa State
1'nivcrsity, and other towns, all evincing growth and prosperity, until we reach Dus
Moinus, the capital of the State. We lime passed over rolling and undulating lands,
rich of soil, with sufficient timber, diversified by hills and "lade, abrupt declivities,
V.EW NEAR ATLANTIC IOWA
On thi Chicago Rock Ijlanu & P ,ciric R .ilroad
sweeps of prairie, patches of forestry, rivers fringed with foliage, beauty and meadow
grassiness, over dales, and between high, perpendicular embankments—a continuons
succession and transition of pleasing and marvelous scenery. And withal, 110 other
line in the same direction can compete with the Hock Island in prominent points of
interest, and material to gratify the tourist or business traveler.
DesMoines, the capital oí the prosperous and important State of Iowa, is situated
in the charming valley of the DesMoines Hiver, at its confluence with the Raccoon. The
city is well laid out, on Doth sides of the river, with many natural resources for business
interests, and a solid growth. It is surmounted by a rich agricultural district, and is a
great manufacturing center. Resides having an inexhaustible water power which is
extensively utilized, over fifteen coal mines are operated near the city, furnishing the
fuel at a low price. I'lie great powers of the State here convene to make rules for a
people that execute promptly and independently the plans liest calculated to advance
State worth. The climate may be termed h risk at some seasons of the year, Lut the
s:¡
atmosphere is free and clear. Even in this humid summer time, weariness seldom
gains the mastery, and when it does, rest and slumber thoroughly recuperate the body
and renew intellectual vigor.
It is far beyond the average town in the possession of elegant public buildings
The Court House and Post (tl'liec attest tin * vigorous enterprise of the citizens, the Iowa
Industrial Exposition Building their enthusiasm, but the jir'nle of the ,Stute ami a A<it-
ioiial <jl<»u, is the Iowa Statu Caittau Brinmxo. The traveler over the "Hock Island"
liailroad has an opportunity afforded by no other overland route that of beholding the
best State capital in the United States, a sublime result of architectural skill, an edifice
combining most perfectly artistic grace and magnificent immensity. One cannot real¬
ize without the absolute demonstration, how colossal grandeur can yet he delicately
beautiful. It is located in East DosMoines, on a verdure-clad hill overlooking the entire
city,—the base of the building being over one hundred feet above the business portion.
It is built after the Corinthian order of architecture, with such modifications in
detail as will best suit the interior arrangement. The plan of the building is that of a
Greek cross, with a pavillion on each corner of the north and south wings. The total
length of the building is three hundred and sixty feet, and the total width, two hundred
and forty feet. The width of the wings, north and south, one hundred feet ; east and
west, one hundred and eighteen feet. The height to the top of the cornice is ninety-
three feet; to the top of the roof, one hundred and twenty-five feet; to the top of the
main dorne, two hundred and seventy-five feet. The main central dome is eighty feet in
diameter, while the four smaller domes on the corners have diameters of forty feet. The
total area covered by the building is one and one-third acres.
The exterior is entirely of stone, that in the basement being from Johnson county, la.,
while that in the superstructure is of sandstone from St. Genevieve and Carrol counties,
Missouri. On the west front is a six column portico, and on the north and south fronts,
four column porticoes, all of the pure Corinthian order. The columns are four feet in
diameter, and forty-five feet high, including the pedestal. In the pediment over the
west portico is a group of statuary representing Law, Liberty, Justice, Commerce and
Agriculture. The exterior is characterized by the purity and beauty of its stone, and
the design, the capping and shaping of pedestals, rather than intricate escutcheons,
enriched mouldings and carvings, since the rigorous climate is fatal to such work, and
the position of the building is such that it is seen in such bold and striking outline in
the distance, that the architects strive to secure an effect that will be pleasing from
every stand point. The great work of the interior has not yet been begun, but the
plans are matured, and the intention is to decorate the corridors, halls and principal
apartments in august and elegant keeping with the great and dignified building of the
State. It will not be surpassed by architectural skill or richness by any edifice in the
Union.
Under the entire building is a cellar, ten feet, deep, devoted to steam heating. The
basement is given over to storerooms, principally. The first story is entered by flights
of stone steps on either front. It is devoted entirely to State offices and the Supreme
Court—the Governor and Secretary of State occupying the largest and most elaborate
apartments. They are all fitted up in harmony with State dignity, and so well lighted
there is not an objectional room on the entire floor. This story is twenty-four feet high
in the clear. The corridors run the full length, from north to south, and from east to
west, forty-seven feet wide one way and eighteen feet the other. At their juncture in
the centre, is a rotunda sixty-four feet in diameter. This is open to the top of the dome,
one hundred and ninety feet.
On the second floor are the Representative Halls, the State Library, and the offices
necessary for the General Assembly. The House of Representatives is ninety-one by
Hl
seventy-live loci, ¡nul lifty-eight fed high. The Senate is ninety-one hy forty-eight leet,
and forty-six feet high. The Library is Ii IT y-l'on r hy one hundred and eight feet, and
thirty feet high. The House and Senate will he finished in maride, glass and stucco,
with paintings hy the liest, \nierii-an artists. The Library has three tiers ol alcoves, all
around the room, with galleries, etc. The corridors and rotunda have maride Moors,
maride wainscoting, polished granite columns, enriched with beautiful cornices and
paintings. The wood employed in the finishing of ol'liees, is of the liest and most rare
hard varieties.
The structure was commenced in 1M7I, and cannot be completed entirely, in less
than three more years after the present date.
We must not omit mentioning that this building has not, since the first stone was
laid, been involved in any mysterious financial transactions. The work has been of the
v
best character, and carried forward as speedily as the appropriations would admit. It
may in truth he asserted that " it has always lived within its income."
In this respect, it is much like Tin; Hock Isi,.\.\i>. The Road has from its organiza¬
tion bought its way and earned its capital, and has never accepted the new fashioned
method of repudiating its obligations.
(treat credit is (lue Reil and Hackney, the able architects who have charge of the
massive work. They could not have given the State of Iowa a more beautiful and pure
design than they have done in their State Capitol, and we must congratulate the citizens
of the State upon the proficiency of these gentlemen that secure for them such a staunch
and reliable piece of workmanship.
The view of the city from the surrounding hills cannot lie surpassed. Well laid out
streets and charming residences embowered in foliage, the trees shimmering in the light,
and the river gleaming like a tide of silver between. And down there is the rush of
activity. Business traffic awakens the pretty valley into stirring echoes, while social
bustle embellishes the scene. There are elegant equipages rolling here and there, the
streets are tilled with pedestrians, and children are playing in groups and hands. But
we must come down from our eminence and prepare for our " Western " trip.
s:,
We lmvo ceased to wonder wliy tlie Rock Island trains leave Chicago so heavily
laden, and arrive there with a happy, contented throng. A tri]) over the lioad explains
the mystery. A perlect track, home conveniences and outside surroundings that lender
the journey a marvel and a pleasure. From 1 U-xMohtcx westward, the line jiasses
through one of the liest portions of the State. The thrifty villages and hustling towns
exceed in number and <jroirni<i propensities that of any route centering at its western
terminus on the Missouri. We lind forest scraps limited, restricted to narrow fringes
along the limpid rivers and streams, their courses defined as far as the eye can reach in
abroad expanse of meadow land, carpeted with emerald grasses, varied with gentle
swells and land rises. The crest lines of these motionless waves of land, intersecting
each other at every conceivable angle, giving the brilliant effect of the blending of the
rich, dark forest green, skirting the streams with the lighter shade of the grasses and
the bronzing grain colors. These landscapes are varied most unexpectedly with sudden
rises of land, sweeping hills and sudden levels.. From Chicago to "The Bluffs," there
is no dead monotony. Even the lower lands and valleys dip gracefully to the rivers.
There is no bleakness or dreariness from first, to last.
Reaching the bluffs, which seem formed by some sudden upheaval of nature which
unsettled their uniformity in general, the Rock Island winds through them, now beside
a beetling succession, again cutting across a sharp, perpendicular end— in the sunlight,
in the shade, now in noonday, again in eventide--coming out at last at the depot where
we alighted, almost sorry to bid adieu to the portable palace that had brought us
hither.
About thirty years since, the site and vicinity of ('oinieil lilufx were occupied by
the Pottawatamie Indians as a reservation, they having been removed from Illinois to
this point. This tribal designation gave the name to the county, and the bluffs and the
grand council, denominated the city. At this point the general direction of the Mis¬
souri River is southward. The bluffs extend parallel with the river, and distant from it
about two miles. They are composed of silt — of the same kind of fine, rich soil that is
annually brought down the river, and deposited by its ever-shifting changes. Indeed,
judging from the accumulation of earthiness, its waves of veritable moist soil, we are
induced to believe this stubborn, murky Missouri would have made an effort to bring the
entire British possessions down to us, if Providence had located its source conveniently
for such an exertion.
Westward, towards the river, the bluffs have a uniform contour, charmingly broken
here and there with dusky lateral depressions that form avenues for streams either flow¬
ing to the Missouri or feeding some of the little lakes that blink and glisten, in numer¬
ous spots over the Missouri bottoms—or form caverns for echoes of civilization, bird
notes, or sobbing winds. The interval between the river and the hills is a level, rich,
fertile plain. Over the river range of bluffs one finds a wonderful succession of well-
wooded and well-watered hills and valleys, exuberant in foliage, beauty and grassy mel¬
lowness. The city is delightfully situated among these hills, and partly on the level
ground. At this point they are without rock, and easy of excavation, and rich in soil.
Nature has bountifully given the ground work tor the delightful home locations that
render Comit-H lihi/ix prominent as a romantic and attractive combination of secluded,
beautiful and healthful home "estates" on a miniature scale- a hill top, a valley, a
ravine, or ail abrupt elevation—each man a prince, and each prince a citizen. Where
nature was not lavish with trees, man has cultivated them, and the result is, an admir¬
able succession of fine groves and shady lawns. The Government, in 1835), erected a
block house at this point, the troops having a tendency to keep the Indians under con¬
trol, assisted by the influence of a Catholic mission established among them. The ter¬
ritory was also the field of operations for the American Fur Company. In 184f>, the
Hl¡
Mormons, finding the ¡itinosphere of Illinois uncomfortable, ¡nid resolving to leave the
(inutile inlliionee in the dim distance, started westward on their way to F tali Territory.
They made a temporary pause near the Missouri, leader Ihighani Young departing with
a large body of Iiis followers for the Salt Lake region, while a large number enamored of
1 lie delightful climate, rich soil and abundant timber, remained upon the spot where
Council 111 nils now stands, christening the place Kinicsrillc, in honor of Thomas L.
Kane, a younger brother of the great Arctic navigator, lie was an eye witness of the
tragic scenes which led to the death of the Mormon Prophet, .Joseph Smith, and, un¬
moved by the passions which instigated the actors in the murderous drama, as a corre¬
spondent wrote an unbiased account of the facts to the Philadelphia press. From this,
the leaders of the new settlement were led to commemorate bis name. Through his
efforts, the general government was able to rid itself of a civil war on the frontier, in
UNION DEPOT AT LEAVENWORTH, KANSAS
Chicago, Rock Island & Pacific Railroao and Kansas Pacific Railway to Colorado
1858. in 18hi, the Pottawatamies were required to move to a new place in Kansas, and
the settlement began to increase. For about four years these religious enthusiasts held
control of the town and county, making their own laws and sustaining their own order.
The nearest post office was a hundred miles distant, in the State of Missouri. In 1848
one was secured at Kanesville, Evan M. Green being appointed postmaster. Regular
mail service was not established, however, until 1853. When the California gold ex¬
citement began in 1849, this point became the favorite crossing of the surging tide of
fortune seekers, and the city soon became a vast encampment. The locality passed
through the stirring and frequently repulsive scenes that have characterized the settle¬
ment and shaping of all western cities, subjected to the pressure of thousands of people,
who seem to dispute by their actions the fact that everything was created for some good
purpose. The actual Mormon element could not abide the Gentile contact, and the old
reliable adherents of the church, turned their face Ftahward, while many remained to
become prosperous citizens. During this period, the public lands were neither surveyed
nor in market. In 1854 they cutiie into market, and the Hon. Frank Street was author¬
ized to enter the lands occupied as a town site, "for the benefit of and in trust for the
occupants according to their claims, as designated on their ground." Permanency was
at once established, and urban tastes and ambition gave impetus to the town. It was
reached by steamers plying on the Missouri to St. lauds, or by the " overland " method
ot wagon or stage.
The name of l\nncsrillc was changed to that of Council III mis in |s¡."3. In the same
year the Legislature granted a special charter as a city of the first class, and Cornelius
\ orhies was elected the I i ist mayor. A steam ferry was established o\er the Missouri,
succeeded in lH7b by the ferry transportation of the I'nion Pacific.
Council Lluffs is a prominent railway centre, and might with all due propriety he
called the union raillent/ city. It. is the western terminus of the "Pock Island," the
"Northwestern," and " B. & Q.," and the eastern terminus of the " I'nion Pacific."
The city possesses numerous church and educational buildings, an elegant court house,
the State Leaf and Jhtmb Institute, beautiful streets, and a number of hotels. The city
has facilities for business, of which its enterprising citizens will take advantage, and
which will ensure a constant addition of new capital.
The tourist or trave ler bent on a trip to the golden Pacific coast, or to the western
resorts reached by the I'nion Pacific, will not pause where we did, hut will proceed to
the grand I'nion Depot. The main building fronts the east to an extent of dot) feet, with
wings of the same length. The upper stories and northern wing are occupied by a well
arranged hotel. The central portion is devoted to an avenue for the transfer of passen¬
gers and baggage from the Iowa roads to the " Union general ticket offices, waiting
rooms, etc. The south wing is occupied as baggage rooms and other offices of the com¬
pany. More than an acre of solid platform surrounds the building. The structure of
the great bridge that spans the Missouri was a task most difficult. The superstructure
is 3,000 feet long, of cast and wrought iron. It consists of eleven spans. The tubular
iron piers are filled in with concrete masonry, and were sunk by pneumatic process to a
depth of seventy feet, reaching rock bottom. They were carried to an elevation that
allowed the free passage of boats without resorting to a draw.
We do not think the traveler can thoroughly appreciate the Council lllnffs terminus
of the " Chicago, Hock Island A Pacific llailroad," without a few strolls and rides over
and around the hills and bluffs and a straight path to the banks of the Missouri, which
the road seems bound to meet at all important points, marked by business facilities and
historic lore. And none perhaps have marked more energetically the tide ot civilization
than Council Muffs and Omaha, and as such, they will ever be mile stones on the way
to the " Pacific Blue."
The road has a smart little branch running from Avoca to Hablan, and yet built
another from Atlantic to Arncnox. Although these branches were but recently, they
lead to towns that promise much. The Atlantic ami Amhibon Brunch was opened last
December only; the latter town springing up since that time. A newspaper has already
made its appearance, and other symptoms ot local motive power have cropped out.
From Ih'sMoincs runs the Inwanola Branch, intersected at Soincrs;<■/ by yet another
division running west to Winterset. From I>cnMoiticn also runs the Keokuk Division,
which extends in a southeasterly direction across Iowa. It is intersected at Oskaloosa
bv the Washington and Knowillk extension from the Soi a hwks'i run Division, and
again at Eldon by the Sortiiwkstkkn Mail Link.
The Chicago, Bock Island & Pacific basa pronounced advantage in its leading lines
and branches through the State of Iowa, passing through the richest agricultural sec¬
tions, the finest scenery, and numbering by far the largest number of important towns
and points of interest.
HH
'i'lik soi'tiiwkstkitn division ok timo c1iic\<:o, hook islam) .v pacific railroad.
This mighty Ill-Ill of the l'mrl, Inhunl leads into il country rife with absorbing inter¬
est : a country brimming over with enterprise and opportunities. The 1Intuí also thus
has the double ad va otage oí extending to t wo great sections of the " West, teeming with
thrilling historic finds and bright with present attractions.
from \\ inton Jonction, west of Davenport, we proceeded southwesterly over Iowa.
In due course of events, Mitxenline was reached, followed by smaller towns, until at
Wasiunuton we found the Knoxvillk Kxtknsion. On and on again, passing through
modest and pretty i'airlield, at last arriving in Kodon, the juncture ol the K kok ok
Branch with the Soctiiwkstkiin. A vivid characteristic of this line is its abrupt
change of scenery. One encounters rolling lands with little timber: hills and dales and
groves; tint expanses of prairie; then flanked on either side by stately trees striving
to ein s i ) friendship hands over the iron-way; suddenly rushing upon a peaceful pastora'
NEW CAPITOL BUILDING OF IOWA AT DES MOINES
Via thf Chicago Rock Island & Pacific Railroad
scene. Hivers, creeks and rills gleam here and there, over some of which we glide, while
others assist in making up the distant views. At ('entrerillc we encounter a direct con¬
trast, and at Stuff Line (Lineulle) plunged into the State of Missouri. And here is a
tangled scrap of the universe, this northwest corner of Missouri. Everything begins
to droop and rest, even to In:ineun. The trees have fallen down the steep hill sides and
there lie neglected like that religious law of cleanliness in the people. Fences have been
feebly begun, hut have expired with a few lengths and rails. The towns are the results
of a force of circumstances rather than energy. And yet. over all, there is that air of
neglected, forlorn, gloomy wildnoss that renders the paradise, just beyond, all the more
glorious. Sparkling and glinting in roseate hues, it lay there before us. and yet separated
by the frowning tide that seems the great dividing line.
At Atchison Junction we verged a tritio away from the main line. From this point
the Hock Island through train divides, a part bound to Leavenworth, and the other
seeking Atchison which we did.
H!)
Here we again greet this surly old Missouri, that despite its treachery and morose-
lies,s, holds a comma uding position in creation, (her it we glide, the Atchison bridge
heing the means to the end. It is a handsome structure, huilt of wrought iron, resting
upon stone piers. Its length is 1,182 feet, and the approaches aggregate 2,0(111 leet. Its
width is nineteen feet, six inches, and has live feet sidewalks on each side. The bridge
consists ot a draw span on the western side, swinging on a circular pier sunk to the bed
rock, and three fixed spans- the former T82 feet long, giving Kit) feet (dear water way 011
either side. The lixed spans are each 2(10 feet long. The pivot pier is circular, forty-six
feet in diameter. The other stone piers are 21xf>2 feet at the base, and 9x2(1 feet at the
top. The bridge is floored for highway as well as railway traffic.
Atchison is an abxolnte example of Western enterprise, ability and energy. The
town has evidently natural advantages that give it impetus, and having become an im¬
portant railway centre, it has vastly added to its commercial power. Everybody is busy,
as must he the case in a town where the growth and prosperity have been actually phe¬
nomenal. During the year 187H, and the opening month of 1879. the development of
manufacturing and commercial interests has been double that of 1877. its population
has increased a third in a year, now numbering over 1(1,000. Over 400 new dwelling"
have been erected during the same time, and there is not a vacant building within the
corporate limits. Happily, this growth is not based 011 fictitious excitement. The
foundation is solid, the growth healthy, and the Railways bring to this centre the trade
and commerce of a great district of country. The opportunities for the profitable invest¬
ment of capital are almost unprecedented. The altitude above the level of the sea is
1,000 feet, and a marked characteristic is health/nines*. Epidemics have never ventured
here, being aware that material for their sustenance is not kept in stock. It is situated
in an amphitheatre, surrounded on all sides by gently receding slopes. White Clay
creek flows from the west through the centre of the town. The main thoroughfares are
macadamized, lighted with gas, and lined on either side with stately and solid business
blocks. Atchison unites the hustle and energy of Western life with the social culture
and refinement of the East—which may he accounted for by the fact that eight great
trunk lines centre in the city, bringing a vast volume of traffic and business. Tiie Rock
Island here connects with roads leading to almost every county in Kansas, Nebraska,
Western Missouri, Colorado, New Mexico, the Indian Territory, the Atlantic and Pacific
seaboards, and the Cult' of Mexico—the Atchison roads designated by name, Chicado,
Rock Island K Pacific, Atchison, Topeka & Santa Fe, Central Branch U. P., Atchison
N Nebraska, Missouri Pacific. Hannibal N St. Joseph, Burlington N Missouri River, and
the Kansas City, St. Joseph N Council Bluffs.
From Atchison Junction, the Rock Island carries us to Leavenworth, the initial
point of the settlement of the grand State of Kansas. The tourist seeking Colorado,
New Mexico, and all Southwestern resorts will find that he begins sight seeing 011 this
important division of the llock Island, pausing in this fair Eden, and visiting noted
points of absorbing interest even before the Kansas Pacific hears them away to the
great fields of sublimity. To these the llock Island has two great channels, reaching the
two most important points from which diverge means of reaching every part of the great
West.
The history of Kansas is beyond the excitement ot adventure. The blackness ot a
political conspiracy, the horrors ot a series of barbarous border depredations during a
civil war, marked its gloomy beginning. Dreary, starving, suffering, sterile, and pun¬
ished without cause,—crushed, and yet not broken in spirit ! An adamantine will like
this deserves the sparkling crown the State to-day wears. Young is she yet, hut stand¬
ing forth in her silvery robes earned by superhuman endurance. Out of the darkness
surrounded by prosperity and hope. Until the year 1541110 white man had trodden this
'.Kl
soil. During t liât, yea r C 'on >i i ;i 11 < > came will) an < ■ \ ] k < I i I ion from Mexico, followed by
Alarcon. And (lien from florida came licSolo, to a point in tlio northeast corner ol
Kansas. And tlien in 1872 came Marquette, the good missionary, by canoe, into this
then tallied Southwest. Ten years later, LaSalle, with his proudly beating heart,
arrived, sailing down the Mississippi and chivalrously planting the Kreuch Ilagin the
name of Iiis king. I>ustiiie came up from New Orleans in 1710 to interview Kansas, in
17l>2 I'rance took t h < ■ authority to deed the tract of Louisiana away heiiifi the entire
Soutinrent. It was returned to France by treaty in 1800, and ill 1808 sold by that
country to the I'nited States. The following year Kansas was formally incorporated
into the district of Louisiana. Lewis and Clark then started upon their memorable
expedition up t he Missouri. The Territory of Louisiana was organized by Congress,
embracing Missouri and Kansas. In 1812 the Territory of Missouri was organized,
including Kansas.
Missouri entered the Union in 182(1, and three years later the old Santa Fe trail
CITY HALL, PEORIA, ILL,
On the Chicago, Rock Island & Pacific Railroad
was opened by the first wagon train acioss Kansas. In the entire State, in 1S">4, there
were, not over one hundred and fifty white men. Fort Leavenworth bad a beginning in
1827, and the Baptists established a mission at the mouth of the Kansas River in 1881.
Colonel Leavenworth made the permanent stand, but the first land reserve was declared
by the President in 1888. This extended about seven miles along the Missouri, embrac¬
ing about six thousand eight hundred and forty acres. Col. Rent, Kit Carson and Boggs
settled here, but Col. Fremont's march in 18 12 gave a sparkle to the dismal tale of Mr.
Morse's "Great American Desert," by adding fertile villages, mountain girt parks, pro¬
ductive plateaus and table lands for herding purposes - and this blessed by that peculiar
pale blue amethyst of a glorious Southwestern sky. A beautiful, fair land, w ith its sharp,
bold headlines, its promontories, bluffs and broad plateaus; its clear, pure streams of
water, its gentle valleys and groves of linden, elm, ash, walnut, eottonwood and oak—
and away and away the undulating prairie in swells of emerald luxuriousness to meet
the rose tinted horizon ! And in one of the. most picturesque of these spots, rests Lf.av-
'.II
ENWORTH, a picture worthy the effort of a great master of the artist brush. Her seven¬
teen thousand people breathe the air that gives health to the debilitated, and which
invigorates the strong. Everybody seems buoyant and self-reliant. Health and glad¬
ness prevail—110 malaria, no languor all ambition and life. Leavenworth is a good
example of Kansas cosmopolitan tendencies. Society is well established, made up of
ambitious, progressive individuals. Views are liberal and cultured, and the convention¬
alities of Eastern social life is reconciled and toned down by Western freedom and inde¬
pendence. Creeds do not draw lines. Everybody is allowed a self-asserting power and
opinion that must injure nobody else.
The residences are tasteful, many of them elegant. The Planters is the best hotel
in town. The Court House is far in advance of judicial eastern edifices.
The bridge over the Missouri is yet another safe, fine piece of workmanship over
which the lloch Inland runs, and from the shore seems an intricate weaving of iron bars.
A brisk drive out of the city, and over a part of the Government reservation, a distance
of two and one-half miles, and we are at the fort. It was no fabrication then, that this
is one of the most delightful sites in the Union used as a fort and military post. High
rolling grounds, kept with the precision of a drawing room, laid out in avenues, the
whole in the form of a square. The residences of the officers are elegant and beautiful,
with none of the fortress air, and all of the genial home. Birds and flowers and all the
ct cetera* that enhance a peace-abiding citizen's abode, with none of the stern clangor of
military life—and yet the military discipline is everywhere paramount. The long, white
building, with the upper and lower square columned porticoes, constitute other official
quarters, residences and offices, while the gleaming barracks, very similar in construc¬
tion, on the opposite side of the square, give the soldiers a home. The well-built chapel
and the cozy "parsonage," the forbidding guard house, with its sentinels pacing up and
down, and down and up, and the dreary prison over yonder, which we will proceed to
visit! The captain courteously welcomes us. If we passed that portal knowing our
freedom ceased there, we might appreciate less the strict cleanliness and comfort that
was, from the very first, strikingly noticeable. With folded arms and deferential rever¬
ence, the inmates mark the presence of the officer. First into the kitchen, where the
noonday meal is being prepared 011 sucli a large scale that we cannot refrain from ex¬
pressing our astonishment. Soup and meat, bread, and all the necessary accompani¬
ments. The most scrupulous neatness prevails in every respect—unsurpassed by the
mansion housemaid's kingdom, though bereft of her embellishments. The dining room
is equally well arranged and the sleeping apartments also. To be frank, we cannot say
the little cells had any charms for us, although they were as clean as my lady's parlor.
The bunks were made up, hut in general the inmates were allowed to sleep in the open
room above, on account of ventilation and comfort. Fractious cases came down here,
and even proceeded as far as the dark, forbidding cells, occasionally occupying them for
two weeks, which is a rare (/ase of stubbornness. The shops are admirably managed,
supplied with the latest and most improved machinery. The best army shoes in the
Union are manufactured here, and chairs that cannot he surpassed in strength and com¬
fort. The entire shops present a remarkable amount of skill and system. The hospital,
we must state, is, by far, better than the average "poor man's" sick room. Graceful
bedsteads with comfortable furnishings, not omitting the white bed spread ; walls decor¬
ated with pictures, free, pure air and plenty of light, and opportunity to recover. But
the gloomy part of it all is, the fact that it is a prison house, where personal freedom is
fettered, and one must work under the pleasant guard of a gun and a rule !
Stone is quarried for the fort on the Government's own land. It is brought into the
prison yard by means of a track which passes through a gate at the foot of a short
decline at the very base of the wall they have not omitted the grated gate—over which
!>•_!
cars are propelled. A stationary entine furnishes the power oi ascent while natural
speed assists tliem the other wax. Passing the portal again, pausing to glance at the
prisoners who are hammering stone, under guard, and then into the tree grateful ex¬
panse where the straight, prompt, soldiers are walking, children playing and ladies
strolling. Presently the dinner signal is sounded, and away the majority speed.
The fort is a grand arena these summer evenings music, and gaiety, and carriages
tilled with visitors, vivacity and glee! A faithful soldier in times of warlare. merits as
much as this in times of peace, lint they are not all so fortunately settled as the people
of fort Leavenworth. We may add that Tun C'iiioauo A Kock Island is the only rail¬
road crossing the government reservation, from these southwestern points of raie
PASSENGER STATION AT COUNCIL BLUFFS
Chicago Rock Island & Pacific Railroad and Union Pac fic Railroad
interest Tun (.'iiicaoo, Kock Island a' Pacific 1 íailuoai> has golden opportunities of
reaching out in all directions over this vast and rapidly developing land. It is a harvest
for home seekers, capitalists, business occupations, tourists—in line, it has all the
inducements for humanity -and Tun Kock Island Koad, splendidly equipped and ably
officered, is fully prepared to transport the thousands who are turning their faces in that
direction, some bent on pleasure, others searching for the Eldorado that gives them
opportunities for an accumulation of prosperity and consequently contentment.
Tun Pkouia ibivnch is extended from Krim\r on the main line, forty-six miles to
Peoria, through a well settled and beautiful country. It forms the only direct and
speedy route between Chicago and Peoria, and transacts a marvelous amount of busi¬
ness. Peoria has a population of about thirty thousand, and constitutes a city with all
the conveniences of a metropolis, and the benefits of a suburb. It is also a large rail¬
way center, and The Kock Island here connects with lines running East. West and
South.
It is ¡i I ¡let that, all large and leading lines have linen made up by pieces, with few
exceptions. The process ol a gradual consolidation lias not always, however, been
marked with the sanie course of combined energy, merit and capital. The case has
been, at times, capital speculating without early experience, that lias absorbed the orig¬
inal. M it h the Hock I xhtml the original cause has earned its own right of way and
capital, having the experience to ensure a perpetuity.
The Chi ciif/o, Jioclt' ¡nía ml <( r<tci/ic l ut i !/'(nul lins ;i lnstoiv unlike îiuy other hue.
It has, instead of brandling out to meet lines that held forth incentives in the wav of
great highway traffic, been itselt the chid letaler, gradually absorbing, by ownership
and lease, the large and small feeders that have been built by other corporations, with
a view of deriving benefit from a juncture with the "Rock Ispa.ni>,' As has seemed
advisable it lias built branches, and in every respect has aided the advance of improve¬
ment. A prominent feature of the road is that it has sustained, from their inception,
the interests that have been consolidated in one grand success, the foundation always
its own capital and energy.
The "Chicago and ltock Island Railroad Company was incorporated by special
charter, granted by the Legislature in 1851. In those days executing tin privileges of a
charter required something like a herculanean perseverance and adamantine courage.
It was not a response to a well settled country, with a generous money inducement and
marketable produce waiting for transportation. It was a brave, strong effort to lead the
way for civilization, waiting patiently for a reward, and earning it long before it was
received. The "Rock Island" prepared the way for an energetic people, selecting a
route bountifully supplied with all natural resources for a permanent prosperity.
Its main line was completed from the city of Chicago to Rock Island, a distance of
one hundred and eighty-one and one-half miles, in 1851. The people of the Missis¬
sippi hailed the new road as the mighty link that united them with the world eastward.
Settlements began to spring up on either end of the line, and the tide of civilization
thus doubly accelerated its speed. In 1H5'2 the Mississippi A Missouri Railroad Com¬
pany was incorporated in Iowa, with power to build and operate a railroad from the
eastern line of the State of Iowa, by way of DesMoines to Council Bluffs, on the Mis¬
souri River.
"The Railroad Bridge Company " was incorporated in 1853 by the Legislature of
Illinois, with power to erect, maintain and operate a railway bridge over that portion of
the Mississippi River within that portion of the jurisdiction of Illinois, at Rock Island.
The articles of association and the general laws of the State of Iowa, permitted the
"Mississippi " A Missouri Railway Company to erect a bridge from the middle of the
main channel of the river to the Iowa shore. The two companies agreed to unite their
interests, and to build their own half bridge. The plan was, however, superseded by a
tripartite arrangement between the Mississippi A Missouri Railway Company, the Chi¬
cago & Rock Island Railroad Company and the Railroad Bridge Company, for the con¬
struction of a bridge devoted to railway purposes. This was to be accomplished with
the proceeds of bonds to the amount of 8300,000, to be issued by the 1 »ridge Company,
secured by a mortgage upon its property, the payment also being guaranteed by the
Railway Companies. Lpon these bonds each Company endorsed an agreement to pay
one-half the interest and principal of these bonds, The compact furthermore stipulated
that a failure on the part of either Company to pay such demands, and the payment of
the other Company of the entire amount, should cause a forfeiture of all claims by the
delinquent Company, and render the exclusive control and use ol the bridge the property
of the prompt corporation. This was the first attempt to bridge the dignified "Lather
of "Waters." The structure encountered serious troubles, and obstacles in the shape of
litigation to remove it, damages for impeding navigation, and attempts to summarily ban-
'.ti
isli it. by burning. TI te expenses were I luis augmented, and additional bonds were issued
to the extent of SIOO.OIIO. The Mississippi & Missouri liailway Company soon became
involved, and failed to meet its fijara, ni ees. The Chicago A Rock Island assumed the
responsibility, thereafter paying interest and principal. In 1856, the Mississippi & Mis¬
souri Railway Company failed to meet the mortgages given to secure the payment ot
moneys borrowed and expended in the construction. Its land grant also lapsed through
inability to execute its designs. The mortgages were foreclosed, and the property pur¬
chased by the "Chicago, llock Island Ox I'acilic" Company of Iowa, a corporation organ-
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MAP OF THE CHICAGO, ROCK ISLAND & PACIFIC RAILROAD
ized in the organization of flic Chicago A Rock Island Railroad Company. On the 20th
of August, 1800, the Illinois and Iowa companies consolidated under the name of
'FJÍK C5flI<5flGO, ROOK ISL/ÍND ê- P/Í0IFI0 R/HItROT») COMPANY.
The main line now extended from Chicago to Rock Island in Illinois, and from
Davenport to Kellogg, within forty-four miles of PesMoines in Iowa, the former one
hundred and eighty-one and one-half miles, the latter one hundred and thirty-one
miles. The Oskaloosa Branch extended from Wilton Junction, by way of Muscatine, to
Washington, and was fifty miles in length. During 1867-8-9, the main line was
extended through DesMoines to Council Bluffs, one hundred and eighty-six additional
miles, the entire line being open for traffic in June, 1869.
•>n
In lSliK tin; Sucrct.ii.ry of War was authorized to construct a new iron bridge over
the Mississippi at Iiock Island, and to giant to the Company right of way over the
island and bridge. It was mutually agreed-that the (iov'eminent, should erect the new
iron bridge with a draw, the Company undertaking to remove the old bridge from the
channel and to defray one-half the expense of the construction and repair of the super¬
structure. This contract has been met by both parties, the arrangement proving entirely
satisfactory.
The Company, firmly believing in progression, extended its line in 1872 on the
Oskaloosa Branch, from Washington to Sigourncy, a distance of twenty-eight and one-
fourth miles, from this point the line was extended, in 187"», to Oskaloosa, a distance
of twenty-live miles. In 1870 it proceeded to Knoxville, a distance of twenty-four and
three-fourths miles, making the "(Brunch," from Wilton to Knoxville, one
hundred and twenty-eight miles in length. The three branches—Oskaloosa, Indianola
and Winterset, extend into or through eight of the best counties in Iowa.
In the common course of events it so happened that a Company was incorporated
known as the Calumet A Chicago Canal & Dock Company. This Company had graded
a road from a point on a line with the "C. 1!. I. A P." Railroad Company, to the harbor
at the mouth of the Calumet Hiver, six and one-half miles. A proposition was made
the Railroad Company to lay the track complete, operate the road and accept the right
of way and control -a proposition which was carried out and the transfer made. On
the same terms two and one-half miles of road, leading to Joseph 11. Brown & Co. s
iron manufactory, was obtained, an addition to the first, now known as the Smith Chimi/it
Brunch. By this, freight can he transferred to all Mastern roads leaving Chicago, to the
"Illinois Central," outside the city limits, and to vessels in the South Chicago harbor.
In 1854, the Peoria A Bureau Valley Railroad Company completed the line between
those two points, a distance of forty-six and tlnee-fourths miles, which was leased by
the "C. Ii. I. A P." finilroad in perpetuity, at an annual rental of 8125,000.
The Chicago & Southwestern Railway Company, in 1800, began the construction of
its road from Washington, on the (tslmlnnsn Brunch of the "Rock Island," to a point in
the State of Missouri, nearly opposite the city of Lcnrcirirorth. It made a proposition
to the "C. R. I. & P. Company to furnish money for the construction of the road, to
furnish the funds for construction, giving the option of a perpetual running arrange¬
ment, whereby its entire business would be secured to this Company's lines, or a lease
which should thereafter he agreed upon by the parties, in consideration of the guaranty
of its first mortgage bonds, to the amount of five millions of dollars, hi October of the
same year a formal contract was executed between the parties. The terms of the mort¬
gage stipulated that if the "Rock Island" was obliged to pay either the interest or
principal of the bonds, it should he subrogated to the rights of the original holders, and
a demand might he made by the "C. Ii. I. A P." Company for a foreclosure to arrange
matters justly. In 1H71 the line was completed to a point opposite Leavenworth, a dis¬
tance of two hundred and sixty-nine miles, entire. The Southwestern Company had,
in the meantime, arranged for the construction ol a branch lrom Ldgerton Junction, on
the same line, to a point on the Missouri liiver, opposite Atchison, Kansas, issuing
bonds to the amount of $1,000,000, secured by a mortgage, as a first lien upon the
branch and a second upon the main line. These bonds were, in every degree, guaranteed
by the "Rock Island." The Southwestern Company ceased to meet interest upon either
class of bonds upon the completion of both lines. The "Lock Island" made provision
for the payment of the interest coupons, upon those secured by the first mortgage, as
they matured, and continued to operate the Southwestern Lailway on account of that
Company. No permanent or satisfactory arrangement could he effected, however, and
!Mí
the "Hock Isl:iixl," ill full justice lu lile corporation, required (lie trustees to proceed
with ¡i foreclosure of the mortgage of the main line, as to the interest, if had paid in the
fulfillment of its contract of guaranty.
In March 18;">I, a hill was liled in the Circuit Court ol the I nifed States tor the
I > i s t riot of Iowa, praying for such foreclosure. A number of the Atchison bondholders
resisted the application, advancing the claim that the " Kock Island " had assumed the
payment of principal and interest of the Atchison bonds. Hut tacts, evidence and a
trial of the case, sustained the "liock Island" in its position as the just one, according
to the provisions and actions of both Companies. A foreclosure of the mortgage was
ordered, also a sale of the main line, cutting off on lien under the Atchison bond mort¬
gage. The circumstances and evidences also (dearly proved that the Southwestern
Company was a general debtor, the "Hock Island" being debited with all sums paid to
that date, for the operation and improvement of its lines, and credited with all sums
received for the transportation of persons and property over them. The Atchison bond¬
holders appealed to the Supreme Court of the United States, receiving the decision that
the decree of the Circuit Court was impartial, just and lawful. The effect of this
decision was to confirm the title of the Iowa Southern «V Missouri Northern Hailroad
Company to the entire Southwestern Main Line, from Washington to the Missouri liiver,
subject only to the outstanding main line bonds, hearing the guaranty of the "Kock
Island " ( 'onipany.
The JtesMoines, Indianola N Missouri Hailroad Company commenced, in 1871, the
construction of a road from DesMoines, Iowa, to Indianola, a distance of twenty-two
miles; bonds were issued to the amount of SHOO,01)0, secured by a first mortgage upon
its property. The Hock Island became the possessor of these bonds, began the opera¬
tion of the road, as completed, agreeing to apply net earnings in payment of interest on
the bonds. The interest exceeded the net earnings of the line, and the mortgage was
ordered foreclosed.
And there arose yet another enterprise in 1872 ; the construction of a line from
Somerset, on the indianola line to Winterset, a distance of twenty-six miles. Its bonds
of SAOO,000 were secured by bonds upon its property. They became numbered among
the belongings of the Hock Island, and, in consequence of non-payment, a foreclosure
was instituted.
In lH7b, the Iowa Southern A Missouri Northern Hailroad Company was duly incor¬
porated and endowed with authority to purchase the main line of the Chicado and
Southwestern, the I »esMoines, Indianola & Missouri, and the DesMoines, Winterset
& Southwestern. In September, it received a conveyance from the Southwestern Com¬
pany of its main line, subject to the above mentioned decree, and the rights of the
holders of the outstanding bonds. The Southwestern Company received for this trans¬
fer, an entry of satisfaction of the amount of the judgment for the general debt to the
Hock Island. In November, a sale was made under the decree of foreclosure. The
same Company also purchased the other two lines of road, all being mainly paid for by
coupons, which had been paid by the Hock Island, and certain assets belonging to the
same Company, which were utilized. This Southwestern Division, now in the posses¬
sion of the Hock Island, is destined to become most popular with the public, and useful
to the corporation.
In 1878, the Iveokck & DesMoines Hailroad was leased, and is now operated as a
branch of the Hock Island.
In 1878. the Atlantic N Audi don branch was built, and opened December. 1878.
The Avoca, Harlan & Northern Hailroad was built in 1878, and began operations
1 iecembcr, 1878.
97
Connections ol the Chicnr/o, Hoch Island <( Pacijic Unilroinl.
Chicago, with nil lines diverging Eilst, South and North.
Englewood, Ills. -Lake Shore A Michijgin Southern, and Pittsburg, Ft. Wayne it-
Chicago Railroads.
Washington Heights, Ills.—Pittsburg, Cincinnati A St. Louis Railroad.
Joliet, Ills. -Chicago & Alton and Michigan Central Ilailroad.
Ottawa, Ills.— Fox Hiver Hranch of Chicago, Burlington A (guilley Ilailroad.
LaSai.le, Ills.- Illinois Central Ilailroad.
Bureau, Ills.- Peoria Branch Chicago, Hock Island A Pacific Ilailroad.
Peoria, Ills.—Peoria, Pékin A Jacksonville; Hock Island A Peoria ; Indianapolis,
Bloomington A Western ; Illinois Midland ; Pekin, Lincoln it- I)ccatur ; and Toledo,
Peoria A Warsaw Railroads.
Burlington Crossing, Ills.- Chicago, Burlington A Quincy Railroad.
Rock Island, 111k.—Western Union ; Hock Island A Peoria; and St. Louis A Rock
Island Division Chicago, Burlington A Quincy Railroad.
Davenport, Iowa.—Davenport A Northwestern Railroad.
Wilton, Iowa.- Oskaloosa Division Chicago, Hock Island A Pacific Railroad.
M'est Liberty, Iowa.—Burlington, Cedar Rapids A Northern Railroad.
Iowa City, Iowa.—Branch of Burlington, Cedar Rapids A Northern Railroad.
Giunnell, Iowa.—Central Railroad of Iowa.
Newton, Iowa.—Newton A Monroe Railroad.
DksMoinks, Iowa.—Keokuk A Des Moines Division and Winterset A Indiauola Branch
Chicago, Rock Island A Pacific Railroad ; DesMoines A Fort Dodge ; and DesMoines
and Minnesota Railroads.
Indiano la, Iowa. Branch of Chicago, Burlington A Quincy Railroad.
Atlantic, Iowa,-»Audubon Branch Chicago, Rock Island A Pacific Railroad.
Avoca, Iowa.—Harlan Branch Chicago, Rock Island A Pacific Railroad.
Council Bluffs, Iowa. -Union Pacific; Kansas City, St. Joseph A Council Bluffs;
Chicago A Northwestern ; and Chicago, Burlington A Quincy Railroads.
Omaha, Neb.—Union Pacific; Omaha A Northwestern; and Burlington A Missouri River
Railroad in Nebraska.
Muscatine, Iowa.—Branch of the Burlington, Cedar Rapids A Northern Railroad.
Columbus Junction, Iowa.—Burlington, Cedar Rapids A Northern Railroad.
Washington, Iowa.—Southwestern Division Chicago, Rock Island A Pacific Railroad.
Oskaloosa, Iowa.—Central Railroad of Iowa.
Knoxville Junction, Iowa.—Keokuk A DesMoines Division Chicago, Rock Island A
Pacific Railroad.
Knoxville, Iowa.—Branch of Chicago, Burlington A Quincy Railroad.
Fairfield, Iowa.—Chicago, Burlington A Quincy Railroad.
Eldon, Iowa.—Keokuk A DesMoines Division Chicago, Rock Island A Pacific Railroad.
Belknap, Iowa.—St. Louis, Kansas City A Northern Railroad.
Centerville, Iowa.— Missouri, Iowa A Nebraska Railroad.
Gallatin, Mo.—Brunswick A Chillicothe Railroad.
Cameron, Mo.—Hannibal A St. Joseph Railroad.
Plattsburg, Mo.—St. Louis, Kansas City A Northern Railroad.
Beverly, Mo.—Kansas City, St. Joseph A Council Bluffs Railroad.
Leavenworth, Kans. Kansas Pacific ; Kansas Central, and Missouri Pacific Railroads.
Rushville, Mo.—Kansas City, St. Joseph A Council Bluffs Railroad.
Winthrop, Mo.—Kansas City, St. Joseph A Council Bluffs Railroad.
Atchison, Kans.—Atchison, Topeka A Santa Fe ; Atchison A Nebraska : Central Bianch
Union Pacific, and Missouri Pacific Railroads.
<18
Mon kok. Iowa. Newton A Monroe liailroad.
Er>n\vii,i,K, Iowa. Central Railroad of Iowa.
O'J'tumwa, Iowa. Central liailroail of Iowa; St. Louis, Kansas City & Northern, and
Chicago, Burlington A (,)uiney llailroads.
Faumi.noton, Iowa Burlington A Sonthwestern liailroad.
Keoklk, Iowa. Toledo, IVoria A Warsaw : Wabash ; St. Louis, Keokuk & Northwestern ;
Chicago, Burlington A (,)uincy, and Missouri, Iowa A Nebraska llailroads.
Thv ( 'Ii'mit/o, Kock htluiul <(' 1'ncijir Bailway has in its possession an old time relie
which is a quaint curiosity. It is a Time Table, printed upon a simple, plain letter, blue
paper of double fold, two sides being black, one being devoted to train record, and the
other to "Begulatioiis." We give a rerhatim copy, hut we lack the modest and mild
realism of the tabic printed twenty-seven years since, plain of lettering, concise in ex¬
pression, and definite in instructions;
CHICAGO & ROCK ISLAND RAILROAD.
Railroad Time Table, October 18th, 1852.
No train will be allowed ander ant/ circnmstanees to leave a Station before
the lime specified in this Table.
, I, , . GOING WEST. GOING EAST.
Separate Aggr Rate 'I
LEAVE Distance Distance First Second Second First
mc, Tvr.i . Pussonger Passenger Passenger Passenger
lies. Train. Train. Train. Train.
a. m. p. m. ;
Chicago '.. .. s. 01) 5.00 ,| 9.15 8.30
Junction I 5.80 ! ... *8.15 5.15 0.00 | *8.15
Blue Island ., 9.17 14.07 8.45 ¡ 5.45 8.35 7.45
Bremen 7.75 22.72 9.15 (>.15 8.10 7.15
Mokcna 6.06 i 28.78 9.35 0.35 7.55 6.55
Joliet, 10.70 50.48 10.00 I 7.00 7.30 0.30
p. m. a. m.
*Placc and Time of Meeting.
First Passenger Train from Chicago passes First Passenger Train from Joliet
al Junction, at s.15 A. M.
Note. — Whenever 1 lie trains from the West are unable to reach Chicago by
8.30 A. M. and 0.15 P. M., they are required to stop at the Junction until the
Northern Indiana trains from Chicago pass.
And then follow many original and quaint rules, signed by Addison R. Gillmore,
Superintendent.
lands of the ciiicauo, rock island and pacific railroad.
This Corporation has tracts of the richest agricultural lands in the West, for sale
upon such advantageous terms that all may secure homes without wandering to the
"Far West." These lands are situate in the good State of Iowa—a State out of debt;
well watered; sufficiently timbered; supplied with vast quantities of coal; healthful
and of line climate. The Corporation furnishes land tickets at special rates. These
tickets have attached a receipt for the fare paid (to he retained by the purchasers),
which is allowed on the purchase money of land bought from the Company, in accord¬
ance with the conditions thereon printed; viz.; "The person to whom this receipt is
issued makes the trip with a view to the purchase of lands belonging to the Company.
If he makes such purchase within sixty days from date, the sum herein specified will
he applied on the purchase money, subject to conditions."
9!)
The main body of these lands are situated in the counties of Audubon and Harlan,
and two branch lines have recently been built to the center of the lands, one running
from Atlantic, Iowa, north to Audubon, twenty-six miles, and the other from Avoca,
Iowa, north, thirteen miles to Harlan.
The price of the land varies, of course, according to situation and quality. The
general range of prices is from live to ten doll tire per acre, with some few tracts, in very
favorable locations, or near the larger towns, at figures somewhat higher. The average
price of the more desirable tracts is about eight dollars per acre.
The settler in this part of the Great West will have to encounter few of the hard¬
ships of colonizing a new country. His farm will lie hut a short distance from one of
the main railway lines of the country, the ¡xtjiuhw "Hurl, Inland " llailnxitl, ready to
carry its produce, either West or East, to the most extensive markets in the world ; he
is within easy distance of some growing town, where all his wants can he readily sup¬
plied ; schools and churches are already built in almost every locality ; and in a very
few years he will find himself a citizen of as well settled and prosperous a community
as can he found in the best farming districts of the Eastern and Middle States.
In Western Iowa he will find all the conditions an enterprising industrious man
can want—a healthful climate, fertile soil, good markets for the products of his labor,
and an intelligent, go-ahead people for neighbors.
MILES IN OPERATION OF THE CHICAGO, ROCK ISLAND A PACIFIC RAILROAD.
Chicago to Davenport, Iowa, 183 miles; South Englewood to South Chicago, Ills.,
6; Bureau to Peoria, Ills., 1(5; Davenport to Missouri Iliver, Iowa, 317 ; DesMoines to
Indianola, Iowa, 23 ; Somerset Junction to Winterset, Iowa, 20; Atlantic to Audubon,
Iowa, 20; Avoca to Harlan, Iowa, 13; HesMoines to Keokuk, Iowa, 162; Wilton to
Knoxville, Iowa, 128; Washington to Leavenworth, Ivans., 273 ; Edgerton Junction to
Atchison, Kans., 30. Total miles, 1,233.
OFFICERS OF THE CHICAGO, ROCK ISLAND & PACIFIC RAILROAD.
HUGH RIDDLE, President, Chicago, III.
F. H. Tows, Sec'y and Teas., New York City.
A. Kimball, Gen. Sup't, Davenport, Iowa.
VV. Or, PuKDi", Local Treasurer, Chicago, 111.
E. St, John, Gen. Tk't & Pass. Agt., Chicago, 111.
AV. A. Strong, Ass't Gen. Pass. Agt.,
A. Temple, Ch'f Clerk, Gen. T'k't Dept., "
R. H. Chamberlain, Tr'n M'str., 111. Div.."
G. F. Walker, Sup't S.-AV. Div., Trenton, Alo.
J. F. Phillips, Paymaster, Chicago, 111.
A. R. Swift, Sup't Telegraph, Chicago, 111.
.J. D. Makston. Gnu. Baggage Agt., Chicago, HI.
S. S. Stevens, Gen. Agt., Council Bluffs, Iowa.
E. F. Richardson, Gen. East. Pass. Agt., N.Y. C.
A. B. Faknswokth, N.-E. Pass Agt., Detroit.
S. A. Bent, I'cnn. Pass. Agt., Philadelphia, Pa.
R. Ale C. Smith, Gen. Trav'g Agt., Chicago, 111.
P. -J. S.vnfohd.Gen. East. Freight Agt., N. Y.
DAVII) DOAVS, AYce-Pres., New York City.
Thos. F. AVithrow, Gen. Solicitor, Chicago, 111.
A. AIanvel, Ass't Gen. Supt. & Pur. Agt., "
G. F. JlLSON. Auditor A Ass't Sec y,
Jno. T. Sanford, Freight Traffic Manager,"
AV. AI. Sage, General Freight Agent,
John Givin, Div'n Freight Agt., Keokuk, Iowa.
II. F. Royce, Sup't Iowa Div'n, DesMoines, la.
F. K. Hain, Sup't K. ,t D. AI. Div'n, Keokuk, la.
N. AI. AVheelf.r, Sup't S. &D. Car Line, Chicago.
J. ('. Cooms, Depot Master, Chicago.
J. H. Mountain, City Passenger Agt., Chicago.
H. 1'. Stanwood, Gen. Agt., San Francisco, Cal.
A. A. Knowlcs, New Eligid i'ass. Agt., Boston.
1'. Griffin, S.-E. Pass. Agi., Cincinnati, Ohio.
J. E. Ul i General Agent, Kansas City. Alo.
C. Jones, Gen. Traveling Agent, San Francisco.
AV. S. Si'aclding, East, Freight Agent, Boston.
GOING WEST FROM DUBUQUE
On the Illinois Central Railroad
" entier unto CVstu what is Ca-sars" must be sai.l in commenting upon this route
and its achievements. To The Illinois ('cut roi belongs the honor, and grace¬
fully bears the " Horns " as the inaugurator of the grand transportation system bv
rail in this rich "Western State. From that epoch can be traced the founding of the
State's prosperity and the accumulation of wealth.
To connect the Mississippi river and Lake Michigan, the former at its con¬
fluence with the Ohio, and the latter at Chicago, was a scheme—vast and magnificent
—a desire of the people, " a consummation devoutly to be wished ; " it was a gigantic
thought, a stupendous undertaking, one fraught with untold difficulties. The people
had this wish at heart, to have steel bands stretching from North to Souili unit lie
every interest and tlie extremes ot a State—but the vastness bordered on imagery.
As early as 1835 Judge Breese advocated the productiveness of such an enter¬
prise, yet it was not clearly explained how or where the means were to be obtained
101
to achieve success. The benefits of this undertaking having been thoroughly dis¬
cussed, the obstacles, which at first seemed barriers, gradually lessened proportions;
the same irtnh now essayed the role of actual necessity, and in the year l8,'¡7, we find
it a part of " J he Slute internal ini/irori nn nl si/ntem.
To theorize upon system is exhilarating, but the ¡mieHee is "the play" which
needs energy, force and character. The Central I¡ailroad Internal Improvement was
to extend from the southern terminus of the Illinois and Michigan Canal to Cairo.
Prior to this, the Cairo City and Canal Company was incorporated, for the pur¬
pose of building levees, dykes or embankments to protect Cairo Citv and the vicinity
from inundations, and also to unite the Ohio and Cash rivers by cutting a canal.
Through the failure of this, a charter was granted Darius Holbrook for a railway, he
being appointed President. Congress was applied to for aid by prei lnption. The
internal imjiroo ment -w/.s7< in was incoporated a year later; the State not seeking a
rival, and wishing to avoid contentions in the same field, made overtures to the
Cairo company for a relinquishment of their charter for the construction of this
road through the length of the State. The company complied witli the request, 011
condition, however, that the State build the road on a line leading from Cairo through
Vandalia, Shelbyville, Decatur, Bloomington, Peru and via Dixon to Galena. After
a million dollars were expended on the project, the work was relinquished, the few
miles of track serving as a "corner stone" to mark the expectations of a people, yet
to be verified. By this failure the imjirmi ment syi>t< m became demoralized, and col¬
lapsed in 1STO. The conditions not being fulfilled by the State, the charter taken
from the Cairo company was forfeited and reverted to the original grantee. I nder
these circumstances it could not have been called a profitable investment. Failure
would not be likely to lure speculators nor purchasers, and as it needed no atten¬
tion, it was neither expensive nor troublesome—thus they were the quiet " mon¬
arch«." The disastrous experiments had no damning effects upon the people ; they
bestirred themselves with renewed eneigy. Congress was applied to for assistance,
by a grant of public lands—aid which was the most available and practicable.
At the time w hen Illinois again urged her cause before Congress, the country
was in a state of disquiet ; for it is remembered that the year 1850 was a most try¬
ing one—the celebrated omnibus bill of Henry Clay being the feature. The Hon.
Stephen A. Douglas, with his usual force and energy, applied himself most diligently
to the passage of the act, and at last the State gained the power to build the great
highway—a wish as near as life to the hearts of our pioneers.— known now as The
Illinois Central Bailhoad. The bill for aid had passed the Senate twice, and
each time was returned by the House.
The chief land grant embraced the alternating sections of land designated by
even numbers, being six sections wide on both sides of the road and its branches.
For all lands sold or pre-empted, the government allowed selections from the unsold
lands in the even numbered sections, contiguous to the specified sections. This
stretch of country formed an area of twelve miles on either side of the road—being
about 3,000,000 acres! This is the first land subsidy, of any magnitude, granted by
Congress to railroads.
In a legal view, the "Cairo Charter,' or " Holbrook s Plan," became a matter
of serious moment. The debate in the Legislature was warm and exciting, which
subsided after Mr. Holbrook made out a release; but this was not accepted, as it did
not include the ratification of the then stockholders and directors. Shortly after
this a full release was made with conditions, and presented to the Legislature. The
Il Ü
people were in earnest, were determined to obtain the right to push this matter to
speedv termination; ehampions were soon found, and the campaign began, candi¬
dates for the trust being numerous. A memorial was prepared at Springfield by
some member of the (treat Western Organization, together with other capitalists,
and presented the same to the Legislature. The proposition being advantageous, a
release was effected the memorial being accepted—and a charter was granted the
present ll.l.INolS ( T.NÏ'ItAI, 1ÍAI LlfOA I).
At the timo when this project was undertaken, the distances were great, settle¬
ments few, miles upon miles of prairie land as nature had shaped it; all these were
not auspicious for a harvest in profit and remuneration in the transportation line. In
the conception of this grand enterprise, the instigators had but one object in view,
that of advantage to the State of Illinois, to enrich her, and to make her prosperous,
the company having a reciprocal interest. The project was not conceived for the
, DUBUQUE'S GRAVE
On the Illinois Central Railroad
purpose of alone benefiting the corporation, which is usually the foundation of great
commercial enterprises; but the III nuns Ccnlrnl has at all times considered the best
methods of improving the landed interest along its lines; has been careful and pains¬
taking in aiding industries and encouraging settlements; regarding prosperity, which
was established and permanent, of prime value to the State and the company's fu¬
ture. Thus it would bestow value and receive its natural return and while the Illinois
Cení ml was enriching through inevitable rules of commerce and trade everv section
drained by its connections, it yet fully expected to derive an equal benefit.
The organizers designed it for a tflnlr road. The State, in placing the affairs of
this company in the hands of a corporation, has shown wisdom and prudence; this
corporation, in turn, lias fully comprehended the status, and demonstrated to the
people that corporations are honorable and just. It lias never repudiated a debt, or
pursued any of the mmlns o/ieriimll, so commonly in vogue the past few vears, where¬
by it was more convenient to "settle" than to pay dollar for dollar.
103
The fact is well known—and acted upon—among the annv of its employes, that
so long as a man is honest and faithful, he is retained in his position, Rv this just
course it obtains efficient and responsible train and office officials, and the traveling
public is not in the hands of a set of careless and ignorant subordinates. This is an
important consideration, and should not be overlooked by the masses. The reader
will be interested in tracing the course of this road—local or distant—and the various
sections which it connects, furnishing an outlet for untold millions of wealth, as well
as the discretion which the company shows in bringing together these varied interests.
The Illinois Central headquarters arc located in Chicago, 111., 011 Michigan Av< -
nue, No. 78, at the foot of Lake Street, but a short distance from their depot on the
lake shore. This depot is easily and quickly reached, by omnibus or streetcar from
any portion of the city. One morning we entered tins depot in time for the early
train, and took our seat in a cozy, comfortable, finely equipped car. The wish of
every traveler is to be comfortable, if the adjuncts can be secured to render a journey
so. As soon as the train started, we glided smoothly, with an even motion ; the start
was not sudden nor jerky, but it was sure, steady and strong. This gave us con¬
fidence in the engineer and track. In leaving the city, the traveler 011 the Illinois
Cent ral escapes an eyesore, which is not the case with all roads centering here—
namely, that it does not wind its course through back-yard and alley scenes, or pry
into the squalid and dingy hovels of the poorer class of population, which do leave
impressions that are disagreeable, and confirms the Jeffersonian idea that large cities
are but " blotches." This road courses along the lake shore, the scenery and air re¬
freshing ; waves breaking at intervals on the sanded beach, with white caps lightly
tossed 011 the face of the inland sea. In looking from seeming boundless expanse
of water, dotted with sails and puffing, screeching tugs, we view the stately mansions
on Michigan Avenue. The morning sunlight regards these homes with reverence and
wreathes them in a halo of golden splendor. A pause is made at Twenty-second
Street, a station for the accommodation of that vicinity ; from here we gradually
speed-up and reach the country, passing on our way south, pretty Kensington. As
we are en route for St. Louis, we have settled ourselves for a day of sight-seeing.
Reaching Riverdale, we cross the Calumet river. Homewood is shortly reached—an
aspirant for suburban honors.
Illinois, although not diversified with a wealth of inspiring scenery, is a State
represented in her own glories. Low hills, tree crowned; rolling prairie, royal in
richness of soil, giving abundaut grass and a good yield of cereals, these take the
place of steep and craggy mountain chains. Meadows carpeted with bee-sucked
clover, skirt streams of crystal clearness ; ever and anon the scene changes from
farm to woodland—nestling groves to hamlet, town and city. Illinois is useful, not
ornamental, for her resources in agricultural, manufacturai and mining industries,
give full scope to ambition and enterprise. Matteson is passed, and moving rapidly
across prairie land, we reach Monee. It is pleasant to find the names of towns in
the Indian tongue. Memory at once reverts to the condition of the country, which
we are now traversing, in that long period of .liioi'igiiciloiii. The latter mentioned
place is noticable for a similarity in the architecture of its houses. Everything is
snug and bears the look of comfort and peace. To the right and then to the left we are
hemmed in by high banks, then darting in, and through shrubbery and bushes, we
reach Peotone, Manteno and Tucker. Kankakee is next sighted, a town of much
business activity. Surrounded as it is, by the rich agricultural lands, it has become
a general distributing point for the productions of the soil. The depot is here, as at
1(11
stations preceding, graced witli little parks, 011 either hand, tastefully set with trees.
The Kankakee river is crossed, thus finding land ot a higher elevation and more
rolling. ( Hto, ( hehanse and Clifton follow ; here nothing was discernable at even
attempting the "shoddy" respectability was everywhere. Danforth next, where
stood out against the blue skv, prominently, a white house, with gables pointing
upwards; a huge granary, white as canvas ; a huge wind-engine beside a cool spring.
Passing rapidly lields and hedges, we note (¡ihnan, Onarga, Spring Creek, Buckley,
I¿oda and Faxten.
This is a, thrifty, well-settled portion of the State. Nature has not given every
district all her bounties at once, and if she has been somewhat sparing with lier
trees here, the good people overcame the deficiency as best they could, and Nature
assisted is furthering their desires. Trees have been planted freely, and their growth
ILLINOIS CENTRAL BRIOGE AT DUBUQUE, IOWA
Across the Mississippi River
has satisfied the expectations of all. Fruit must bo abundant—for acres are given
to orchards as the boughs hang heavy with their loads.
But we are on our way to St. Louis, thanking the Illinois Central that a
change of cars is not necessitated between the two great western cities, Chicago and
St. Louis. Journeying through the night, and slumbering quietly, we would have
awakened and found ourselves in the busy metropolis of St. Louis, thus losing the
constant change of scenery rn roith. The central part of Illinois is sufficiently tim¬
bered and well watered; is singularly fortunate in its soil and climate; these natural
advantages have attracted thousands of energetic people who have rich farms
and well-kept houses. The Illinois Central leads directly through this luxuriant
country, bearing the productions north and south. To take away this transporta¬
tion system would be making this section comparatively valueless.
\\ e proceed in a southerly direction from Chicago, gradually verging westward.
(Hiiimpiuijii is a thrifty and beautiful city . Here is afforded evidence that an honor¬
able perseverance wins like success. We admire those long sweeps of fertile acre
property ; the hills rising gradually, and the slender trees clustering closely as if
numbers gave strength. Many flourishing towns are met as we pass rapidl\ over
much fertile country, and in due time arrive in Mast. St. Louis—lornierlv I llinoistown
—here we do not pause long, but throw up our window sash and view quietly the
magnificent St. Louis bridge ; a monument to genius, toil and skill, to capital and
enterprise. Having crossed the Mather of Waters, we wind our way through the
tunnel into the great Union Depot.
The Illinois ('mlnil gives to the State, by its own lines and connections, a direct
route to all important points in Illinois. Keokuk and Peoria are reached without
changing cars; it is a continuous route to St. Louis, where it connects with all di¬
verging lines. Tourists to Colorado, from all sections, take this opportunity for visit¬
ing St. Louis, which contains many attractions, and then proceed westward over the
Missouri Pacific or Pt. Loins, Kansas ('ifif <f' Northern to Kansas City, where the
Kansas Pacific, or Atchison, Tojiebi if: San/a Ft- transports them quickly and com¬
fortably to Denver. The Illinois Central has, by its branches in Illinois, a net-work
of lines which connect with the main trunk, and affords a direct and convenient ex¬
change with many other roads. Its long, long sweep is from Cairo to the great Dakota
land, or with the Jackson Route from New Orleans to the same point—Sioux City-
being the entrance gate. Tins line forms, at Cairo, full connections for points in Ten¬
nessee, Alabama, Georgia, Florida, Mississippi and Louisiana, and is the shortest route
between the South, North and Northwest, between St. Louis and all southern points
via the Cairo Short Line. The distance, by this line, from Chicago to New Orleans
is but 915 miles. Through cars ai'e run between these points tlaili/, a traus/cr l.oat luing
usai upon the Chin. Our journey was resumed from St. Louis to Cairo. This latter
place is the metropolis of Southern Illinois, or "Egypt" as it is more commonly
called. Northward from this point some sixty miles, the country is densely wooded
with a prolific growth of oak, black and white walnut, white and yellow poplar, ash,
elm, sugar maple, linden, honey locust, haekberry, cotton wood, sycamore, sassafras,
persimmon, and in the Ohio bottoms is found the first southern symptom —the cypress
and tulip trees.
The Illinois ('cutral line is the most available, via Cairo, for reaching all the Gulf
ports, and all Southern States, Mexico and Central America, via New Orleans—a
regular line of steamers having been established. The Illinois Central is xu\v
the great link in the chun' of oo.wmtnk'ation between* this country, meXI'CO
and Central America. Heretofore the immense productions of this section
of the Union, have been shipped to these countries via New York, but
they now pass over this line instead. The Illinois ('mitral is the main feeder
to the trade which is being established between New Orleans and Europe.
The Jackson Route is the one for travel to and from the South. In jour¬
neying from Chicago to New Orleans, one traverses through the greater portions of
four States, which affords a variety of temperature. The atmospheric changes are
noticeable not alone upon soil, productions and vegetation, but also of the habits of
the people, and their methods ol business, and in building cities and towns. This, in
change and variety, is like a kaleidoscope upon the vision of the traveler, and grows
deeper in interest until he alights in the Crescent City—New Orleans—and is charmed
by the contrast with northern cities, and the tropical beauties. To be explicit The
Illinois Central isther/nh) route running Palace Slee/nug Cars through without change
from Chicago to Xeir Orleans. One change is only necessary between Mobile, Nash¬
ville, Chattanooga, Memphis, Vicksburg and Chicago. The route is direct from Chi-
106
Cago to Springfield ; also continuous to Cincinnati, Indianapolis, and Lafayette via
tlio Kankakee line.
As wo move northward from Cairo, at ('nilrnJin we find—lite compan y having
here large machine shops— a comfortable wailing apartment, (carpeted and having
other conveniences) connected with the hotel, which lurnishes an excellent meal. We
are now 011 the line which crosses the central sections ol the State. We view every¬
where the success ol industry and frugality, arising from unusual fertility. Again we
note broken hills and slanting valleys, near the town of Shabonier; these little dots
—of bright trees and sparkling brooks—on the rapidly passing panorama awaken
new feelings, thus dispelling the usual weariness which is felt on a long jaunt. 1 nn-
iltiJin is situated in the heart of a rich country, and gives evidences of its surround-
VIEW NEAR FORT DODGE, IOWA
On the Illinois Central Railroad
ings. On the main thoroughfare, side-by-side, stand well kept horses, and laden farm
wagons, indications of natural prosperity ; just opposite we note commodious resi¬
dences. A puff is heard and we again find ourselves in the open country. Farms
whirl by, thickets of shrub timber quickly succeed, and gradually they deepen into a
forest, which continues for some miles on both sides of the road. Northward we
speed, miles following in quick succession; gradually we near the modern life, with
its many and varied accessories, having come from the cities. Houses are more
elaborate in design, and lose every "country " appearance; the yards have smooth
cut lawns, beds in various shapes and flowers—rich in color and fragrance—are liber¬
ally distributed.
Muctm is tidy, }rou may know, for it has snow white cottages and green blinds.
Before reaching Decatur we passed through a number of small towns. Clinton is di¬
rectly north of this, being delightfully situated ; her interests are watched by a live
people. Although the town is small, still it has an air of briskness and go-ahead
spirit, which is laudable. Here are also found machine shops of the company.
JJIooinlnjtou is a city ; it is entitled to this distinction, for it enjoys a large commercial
107
prestige; its educational advantages are admitted; its society is cultured; thus its
influence is felt universally. At Normal we find the State Normal School, and the
Home ot the Soldiers' Orphans. These institutions are nearly opposite each other,
and are remarkable for their architectural beauty and the massiveness in construc¬
tion. Normal is a desirable residence town, its people are educated ; enjoys a wealth
of pine and other trees, and fine houses. Leaving this picturesque spot, we still
journey northward, passing the thriving towns of El Paso, Minonk, and Wenona, and
arrive at LaSalle. The latter place has failed to model after her beautiful, pretty and
modest sisters, for a spirit of dashing brilliancy, and romantic defiance is exhibited.
The Illinois ( 'mlral takes up the gauntlet and, figuratively speaking, flies over an iron
trestle-worn bridge, 2,882 feet in length ; the height being forty feet. We grow dizzy
as our glance is directed towards the tangle of iron rods and supports beneath us.
An investigation of its construction is not now possible, so we bury the brain by re¬
counting the Indian legends and traditions with which these parts are most intimately
associated.
The country west of Lake Michigan was once ranged entirely by the Illinois
Indians, but they were subsequently driven westward by a hostile tribe. The exist¬
ence of a mighty river and beautiful land was reported by them. This information
excited the ambition and curiosity of those early day explorers. Many undertook
to explore that section above mentioned, among whom principally were the pious
Pere Marquette, a Jesuit Missionary, and a fur trader, one Louis Joliet. They pro¬
ceeded to Quebec, where they were fitted out with an expedition for discovery—
and at the same time for religious teaching—this consisted of two canoes and five
voyageurs. Having coasted north to the head of Green Bay, they ascended the Fox
river, and crossing Lake W innebago, they launched into the Mississippi. This
stream they descended as far as the mouth of the Arkansas river; here the
Indians manifested hostility, which suggested policy of a return north as the most
advisable. Patiently retracing their course, they arrived at the mouth of the
Illinois river, ascending this stream as far as Kaskaskia—the oldest town in the State
—a site seven miles below Ottawa. Here they procured Indian guides who conducted
them to the Des Plaines, thence they entered the Chicago river, finally reaching
Lake Illinois (Michigan). The influences upon this section of the country, caused by
the missionary works of Pere Marquette, were lasting; even after his burial the
Indians sought his grave that they could inter his remains in the proper field of his
labors. La Salle s record as an explorer, is more brilliant, venturesome and startling
than that of Marquette or Joliet, and the little town which bears his name, perhaps,
is justly entitled to its dash and brilliancy. Joliet set out upon an expedition May
17th, 1673.
The Legislature of Virginia organized the Territory of Illinois in 1778. Patrick
Henry, the then Governor, appointing John Todd as Lieutenant Commandant. Illi¬
nois continued as a part of the ¡State of Virginia until 1781; it then being a part of
the North-western Territory. It was ceded to the United States by that State. The
Territory of Illinois was organized as a part of the Independent Union in 1809, and
in 1818 a State Government was adopted.
V- e move northward from La Salle, and enter Mendota. Tins town has an
extended reputation as a commercial center. The Illinois Cent nil is peculiarly for¬
tunate in having so great a number of flourishing towns in its course. Aniboy, with
the large machine shops and car works of the company, is a flourishing town. Next
we reach Dixon, which ranks high among the towns of the State. The country
108
through which wo now pass can bo aptlv termed an unlimited garden; in products
is very prolific; is admirably watered and the monotony of the landscape is relieved
with bits of sc. ninrv Ii Ibra Turner only. The beautiful Kock river is crossed at
this place on a magnificent iron laide,-, affording a tine view of the city. I'urreston
is readied by passing through I'olo. Hele we join the train going west from
( 'hicugo.
The borders of Dakota Territory are reached by the exte.ndcd lilies of the
llh'lfi!.V ('ml nil, IT 111-aMI III là ONU 1IOIJ I'M ItUNMSO TIIHOrOH THUNS TO SloI'X ClTY
I-'U im (hiiiwuo vi v. DiMir.ji'K, over the IHinnix Ventral to Sioux City, thence by rail,
steamer and stag », is the great route to the IliAi'K HI U.S. On the east side of the
Hills large quantities of the precious metals are found; and in every stream and
VIEW ON THE KANKAKEE RIVER
On the Illinois Central Railroad
ravine, which has b -en prospected—emptying into the Missouri -gold-bearing quartz
and surface shot-gold has been discovered. Thus Sioux City is the radiating point,
explorers and fortune seekers starting out from here in all directions. Thou- seekiiHf
lirir /tomes nlml lilm/s in this /at r asumir;/, ir'tll /mil Uns Ihr mus/ rmil'CIl ¡ritl nuil n i ru ni -
iii/riiiiH /mini. Neither expense nor care has been spared bv the JII!inn's Central to
render this route to the Dakota lands the most direct, comfort-able and economical for
rfri'lf mir.
F m/inri has gained prominence as a manufacturing town, is a solid place and
growing steadily in importance and population. Warren is attractive and inviting.
Westward we speed ; on, on till the broken scencrv betokens a change of country;
and on reaching Galena, we know we are in the Inri minim/ ret/ion. (I'lilnta is a pic¬
ture of former greatness; stands prominently before the world with an honorable
record. Its streets are straight, painfully so, with cliffs overtopping their sides, well
crowded with elegant residences. The mining-pits are evidences of her past pros¬
perity, and as treacherous as they are to pedestrians, just so do thev repay the
109
prospectors, unless tin- production und its latent wealth is consumed and retained in
the vicinity. Our way is now traced between rocky cliffs ; we gaze at- sterile Muffs
and dart under project in» rock-ledges ; we rush over a brooklet on a staunch wooden
bridge, and emerging, we find ourselves again winding about the hills. A short dis¬
tance from Dunlcith bold rocks, formed of la\ers of stones, stand out solitary and
cheerless, of wild shape, and utterly d s ilute of Nature's smile, even in the form of
a blade of grass. Slill the variation is pleasing, as the hillside farms and homes,
resting secure Iront the roaring Arctic blasts, which sweep with pitiless furv. We
have passed many towns on our way to tile Mississippi river. Hills on either side
are contrasted by grass-bordered brooks; grim rock sentinels take the place of open
country and woods.
M hile dwelling in the realms of thought, we are plunged into darkness. The
touch of air is cold and dump. The puffing of the engine is echoed, and re-echoed;
every sound is clear and loud. It grows lighter, and at last we emerge into the sun¬
light, having passed through a tunnel 900 feet in length, bored by the Illhioin Cent nil
through solid rock. Such obstacles as these are but pigmies, when undertaken by a
corporation like our present subject. The road has a magnificent bridge over this
stream which we cross. Dubuque, a city of .'¡0,0011 people, lies up iu the hills. Ele¬
gant residences and houses are the city's pride. Business structures are substantial ;
streets wide and commodious. We are conveyed up a ste op grade by the steam
street railway, curving and twisting to maintain its hold on the rails. It is difficult
to find a city having more natural beauties, more delightful scenery, and the real
charms of quiet luxury than Dubuque enjoys. Tourists will find it particularly
inviting, as tliev have here pure air, regain health, and find elegant society.
A well educated French Canadian, Julian Dubuque, obtained from the Indians,
in 1788, privilege of working lead mines, in what is part of five townships,
including the eleven square miles included within the city limits of Dubuque.
The treaty which closed the Black Hawk war, in 1H.T2, secured to the settlers a
town site. Families arrived and added to the population; so that in two years it
was a well-known mining town, and in 18'M it received the naine of Dubuque. It
improved gradually during the next succeeding years, but by the extension of the
Illinois ('mlml to Dunleith, in 1855, it received a sudden impulse, which gave it much
importance as a trading and shipping point. Improvements increased, and popula¬
tion soon was numbering thousands. Westward from Dubuque we find hills and
bluffs, though not so numerous. Over bridges, and bridges, as if a streamlet was as
twisted as a Virginia rail, we glide in and among the hills. Gradually they grow
less, and the level acre tracts appear.
Julian is the seat of the county poor house. This building is a massive brick
structure, three stories, with a high basement, and appears like a well kept hotel.
On we dash, passing meadows and lawns, tracing slopes and angles on the dark
surface, bv the outlines of fences, and sweep over huge laud swells. Between
Peosta and Epworth, the country is rolling, and after this farms grow larger. The
mania iu the Western States is to b » a monarch of all you survey, and this leads
to the possess.ng of large farms. Farley and Dyersville are growing towns, and
still linger in the chrysalis of vilhtgedom. In hurrying over this country, we pass
through a rich agricultural section, and over numerous creeks, but we notice that
trees begin to disappear. Earl ville has an air of cheerfulness, and is followed by
Delaware, then Mnin-hrslrr which is larger and more important. Here is another
bridge and a river. Settlements seem fewer, farther apart and fences are not many.
Ill)
We 1 nilt briefly ;i( INI ason vi Ile, |>ass \\ int. limp, and then Independence marks a point
in Western Iowa. The Wapsiepinicon is crossed - liere called the "Wapsie"—
and then enter upon a level, straight stretch of land, with an occasional (duster of
trees only to break the monotony. These proves are even like a well kept orchard,
which plainly tells that I hey have been planted. .Tcsupand Itavinoinl and Wohrloo
—<i growing town- bring us to boundless prairies, treeless and trackless ; they
sweep tar to the West, and are a sea, of land. Fven now the neighbors arc, not with¬
in " visiting distance," and wo begin to wonder why people po so far "West," when
the llliiioin ( 'cutral lias acres and acres still on tlm market located near eastern
markets, with every desirable advantage.
Although ( 'i ilur Ful In deserves praise for its achievements, still we can not stay
longer to make a near acquaintance. Hartford, l'ai kersburg, Aplington, A' lA' ij,
ILLINOIS CENTRAL BRIDGE AT KANKAKEE, ILL.
Iowa Falls, Alden, Williams—are all prairie towns in a prairie country. The waste
of land has grown tiresome, and we feel pleased as we near Il'chuter ('It//, and are
amid forest and hills. The change is sudden, abrupt, and is the more gratifying.
The town is surrounded by hills and shaded with trees. It is growing constantly
and is flourishing. We rush on passing a few minor stations. The distances be¬
tween them are marked by this wide, wide prairie, which haunts us. We had an
idea that we knew what the term prairie conveyed, but not till we saw miles of it
and millions of acres of it could we comprehend what a ¡irmric country reallv was.
Fort /><;</'/<' is already favorably known to our readers, as one of the leading towns
of Iowa. Its foundation was permanent—and offers its people rare educational
facilities; thev are zealous and spirited, resulting in a community of enterprise,
sterling worth and cultured society. The same never-ending prairie is beyond this
point. The most attractive points as we move oil, are Storm Lake, Cherokee, and
LeMars. The Iowa Land Company have between Fort Dodge and LeMars, many
thousands of fertile acres, which they are selling at low prices. Those seeking a
Western home should not fail to visit this section. The Illinois Central sells Land
11]
Explorers' Tickets at very low rates from Chicago ami other points to Storm Lake
and LeMars.
Sioux City always was busy. It is one of the entrance gates to the "grow-up-
with-the-country-Wost." S:ght-s ekers can also find attractions. None should
fail to visit envious and sublime Lie Sioux Falls. In Dakota antiquarians can be
accommodated in fossils, remains of extinct animals, moss abates, and other curi¬
osities. The Illinois ('mind has a branch line running to .Mona, from Waterloo,
Iowa, on the Minnesota Line. This is already an important outlet for the adjacent
wheat producing sections of this great State. The Illinois ('cutnil is found also to
be a direct route between St. Louis and Sioux City.
Connections of the Illinois Central.
chicago division.
Chicago—with all diverging lines East, West and North.
Kankakee—with Cincinnati, Lafayette & Chicago.
Gilman—with Toledo, Peoria A: Warsaw Railway.
Paxton—-with Lafayette, Bloomington & Muucie Railroad.
Rantoul—with Havana, Rantoul A* Eastern Railroad.
Champaign—with Indiana, Bloomington & Western and Champaign, Havana &
Western Railways.
Tolono—with Wabash Railway.
Tuscola—with Indianapolis, Decatur A; Springfield Railway.
Arcóla—with Illinois Midland Railway.
Mattoon—with Indianapolis A St. Louis Railroad.
Effingham—with St. Louis, Vandalia, Terre Haute & Indianapolis Railroad.
Edgewood—with Ohio A- Mississippi Railway.
Odin—with Ohio & Mississippi Railway.
Ashley—with St. Louis & Southeastern Railway.
Tamakoa—with Wabash, Chester A- Western Railroad.
Du Quoin—with St. Louis, Belleville A Southern Illinois Railroad.
Carbondale—with Grand Tower & Carbondale and Carbondale A Shawneetown
Railroads.
Cairo—with Chicago, St. Louis A New Orleans Railroad and St. Louis A Iron
Mountain A Southern Railway, also with steamers on the Ohio A Mississippi
Rivers.
St. Louis—with all diverging lines West and Southwest.
northern division.
Dubuque—with Chicago, Clinton, Dubuque A Minnesota Railroad, also with steam¬
ers on the Mississippi River.
Warren—with Mineral Point Railroad.
Freeport—with Western Union Railroad and Chicago A'. Northwestern Railway.
Forreston—with Chicago A Iowa Railroad.
Dixon—with Chicago A Northwestern Railway.
Amboy—with Chicago A Rock River Railroad.
Mendota—with Chicago, Burlington A Quincy Railroad.
La Salle—with Chicago, Rock Island A: Pacific Railroad.
Wenona—with Chicago A Alton Railroad,
Minonk—with Chicago, Pékin A Southwestern Railroad.
ti-2
Eli Paso -with Toledo, Peoria A W;irsu\v Railway.
Noiai M,—with ( 'hirngo A' Alton Railroad.
Beoominuton- with ] ■ i « 1 i ; 111 ; ■, I ïloom ingl on A Western Railway; Lafayette, Blooni-
¡ngton A Muiieie and Chicago .V Alton Railroads.
( 'liatón —with ( 'hampaign, Havana A' Western Railway.
Dhiatdi;— with Wabash, Pekin, Lincoln A- Decatur, Illinois Midland and Champaign,
Havana A' Western Railways.
Pana—with Indianapolis A' SI. Louis Railroad and Ohio Ar Mississippi Railway.
Vandalia with St. L mis, Vandalia, Terre Hinte A- Indianapolis Railroad.
S.VNIIOVAI, with Ohio A' Mississippi Railway.
SDIUXOI'IELD DIVISION.
OiiisoN— with Chicago A: Padncah Railroad and Lafayette, Bloomington A* Muiieie
Railway.
ILLINOIS CENTRAL BRIDGE NEAR LASALLE, CROSSING THE ILLINOIS RIVER
F.ailmkk Cita—with Indiana, Rloomingtoa A" Western Railway.
Kennkv—with Illinois Midland Railway.
M r. Pi I..VSKI—with Pekin, Lincoln A* Decatur Railway.
SfuiNoi iKLi) — with Wabash, Ohio A- Mississippi and Springfield A North-Western
Rail ways and Chicago A' Alton Railroad.
IOWA DIVISION.
Fakeky—with Western Union Railroad.
Dia AWAKE—with Chicago, Milwaukee A- St. Paul Railway.
r N de I'KXIiewe —with Burlington, Cedar RipidsA' Northern Railway.
Wateki.o i—with Burlington, Cedar Rapids A" Northern Railway.
Cedaii Fades — with Burlington, Cedar Rapids A Northern Railway.
Ai KLEV — with Central Railroad of Iowa.
Foirr Doiioe- with I tes Aloines A' Fort Dodge and Fort Dodge and Fort Ridgelv
Rai I roads.
Le Maiís - with Sioux City and St. Paul Railroad.
Sioi'X (Trv—with Dakota Southern, Sioux City A' Pembina, Sioux City and Pacific
and Covington, Columbus A Black Hills Railroads ; also with steamers on the
Missouri River.
Il:;
Charles City—with Chicago, Milwaukee h St. Paul Railway.
Mona (Lylk)—with Chicago, Milwaukee A' St. Paul Railway.
homes oeeerel) by the illinois ('extrae.
This railroad lias for those desiring land and a home the greatest possible
advantages. The country is well settled, has the best soil, and its productions are
easily transported to market points. These lands are in the grand State of Illinois,
with the advantages of cultured society, educational facilities, and churches. The
company now holds 2S0,000 acres of this fertile land, located in the southern part
of the State, in the following counties : Shelby, Cumberland, Fayette, Etlingham,
Clay, Marion, Clinton, Washington, Jefferson, Perry, Franklin, Jackson, William¬
son, Johnson, Union, and Pulaski.
These lands are finely located, well timbered and well watered. The climate is
mild, genial and healthy. A -s/erlitti/ rvciiuiiiinnliil ma /s i hoi Ihr fille is ¡irr/erf, the land
having been granted by the general government to the legislature, and by that august
body made over to the Illinois Central. It is, therefore, free from all incumbrance.
These lands are luxuriantly productive. Payments are arranged on easy terms.
Prices range from >1 to *10 per acre. The timber is exceedingly valuable. When
the timber land is cleared, instead of being useless, it yields all kinds of grain, wheat
averaging from fifteen to thirty bushels per acre, corn from thirty to sixty bushels
per acre. Timothy, clover and all kinds of grass yield three tons per acre. Small
fruits grow in great abundance. Illinois ranks highly in raising horses, cattle, sheep,
hogs and mules. The best railway facilities, and all the benefits of an improved
country can thus be secured at a very slight advance over land in wild, unsettled
country. P. Daooy, Land Commissioner, will at any time furnish information
Room 11, No. 7b Michigan Avenue, Chicago, 111.
The distance from Chicago to Cairo is 365 miles. From Dubuque to Cairo is
155 miles. From Dubuque to Sioux City, 327 miles.
illinois central railroad.
Wm. K. Ackerman
President ....
Chicago.
James C. Clarke
Vice-President ....
i i
P>. F. Ayer .
Gen'l Solicitor
4 4
Jos. F. Tucker
Traffic Manager ....
44
E. T. Jeffery
Superintendent
44
J. C. Welling
Auditor .....
u
L. V. F. Randolph
Treasurer ....
New York.
Henry DeWolf
Ass't Treasurer .
Chicago
W. P. Johnson
(lend Passenger Agent .
4 4
A. H. Hanson
Ass't (lend Passenger Agent
lí
Horace Tucker .
(lend Freight Agent
U
H. L. Subte .
Ass't (lend Freight Agent .
"
O. Ott
Purchasing Agent
44
C. A. Beck
Sup't Chicago Division
('entraba, III.
J. C. Jacobs
Sup't Northern Division
Amboy, 111.
T. J. Hudson
Sup't Springfield Division
Springfield, 111.
D. W. Parker
Sup't Iowa Division
Dubuque, la.
PYRAMID ROCK, DEVIL'S LAKE, WIS.
On Chicago and North-Western Rail ay
'TT, I r ¡s prohahly no link in the prellt railway chain stretching across the American
Continent, from the Atlantic coast to the Pacific; slope, that forms so material a part
of that firent continental railroad, and is of such importance, as the Chicago and North¬
western Railroad, running from the metropolis, Chicago, to the Missouri River at Omaha.
In its construction, from Chicago westward, it was the first to connect with the Union
Pacific, virtually making that road practicable, and well deserves the title it won of the
115
"Old Pioneer." It had hard work as it torced its way over the then unsettled but fertile
prairies of the Stales ol Illinois and Iowa, hut being the shorter or inside route and
actually having less gradients or curvatures than its rivals to Council Bluffs, its records
show achievements in speed, safety, regularity and reliability unsurpassed, if equalled
by any competing line.
Its improvements in the last two or three years have been simply remarkable, and
the changes the most wonderful ever wrought in the Past or West — in its roadway, rails
and general equipment. It is now strictly first-class, the model railroad—gravel bal¬
lasted, with stee] rails, stone culverts, iron bridges, white oak ties, superior engines,
airy and elegant coaches, supplied with the Miller couplings and Westinghouse steam
brakes and attachments; in the shape of what have been called "marvels of splendor,"
the Pullman palace hotel ears, in which the traveler eats and sleeps in the most luxu¬
rious apartments, with all the comforts and conveniences of a well stocked home. The
matchless tracks and the scientific outfit of this road are triumphs of art in railway
construction. But in addition to its excellency of construction, it enjoys the signal
advantages of natural location and a management that, from the highest official to the
most subordinate employe, most sedulously can s for the convenience and satisfaction of
its patrons. During the past year it was without a terminal detention, and such is the
increase of its freight and travel, that a double track is necessitated. The development
of the road is marvelous—iron rails in 18(15, steel rails in 1875. and steel rails and a
double track in 1879.
The Chicago and Northwestern llailroad operates nearly two thousand two hundred
miles of road (the exact figures being two thousand one hundred and fifty-eight) and
reaches nearly every important point in Northern Illinois, Wisconsin, Northern Michigan,
Iowa, Minnesota, running many miles into Dakota. It transports millions of passengers
I IC»
annually, and its freight carriage is simply enormous. From Chicago, westward, you
can trace its California line, until you toucji lie Missouri Hiver at Council Bluffs, oppo¬
site Omaha, a single run of nearly live hundred miles. Northwestward, through Madison,
the capital of Wisconsin, and I lirough the pine woods of I hat State into Minnesota, four
h und red miles more. Again, looking from ( 'hi cago, you can t race a line through Sparta,
Wisconsin, I »a Crosse in t he same State. \\ mona, ( )w atomía» and New Ilm, in M innesota,
and northwestward, far into l>akotu,si\ hundred and twenty-five miles more of road.
Again eoniing to Chicago, we sec two lines running northwardly one along the lake
shore to Milwaukee and thence to Fond du Lac, and the other running more inland
through Janes\ille, Watertown, etc., also to Fond du Bac; flanee north through
Oshkosh, DelYrc, (ircen Bay and Escanaba to Nogaunoe, Ishpeming and Marquette—
another four hundred and forty miles of road. Then we have a line from Chicago to
Elgin, liockford and Freeport; another from Clinton, Iowa, to Anamosa, in the same
State ; another from Kenosha, on Lake Michigan, to liockford, in Northern Illinois.
Passengers to or from California, Colorado, I'tali, Nebraska, the Black Hills, Minne¬
sota, the East, West, North or South, should see that they are furnished tickets by this
great line. Considering the vast area of territory tracked by this road, the number of
trains daily running, the freight ar.d passenger business it transacts, its main lines and
ramifications, its equipment, its celebrated hotel cars, and, in short, the character of its
entire outfit, the Chicago and Northwestern Bailroad eminently deserves the title of one
of our grandest trunk lines.
The readers of the newspapers of the day constantly see mention made of Trunk
Line Railroads, but comparatively few fully understand what is intended by the desig¬
nation. Some three or four railroad lines running westward from the Atlantic seaboard
are sometimes not wrongly called Trunk Lines, as they form the main arteries of traffic
toward the West. If any railroad in the country deserves or is entitled to the name of
a grand Trunk Line it is the Chicago A Northwestern Railway. The Company operating
'.his great line now controls more miles of railway than any other in America, if not in
the world. It is by all odds the most important line of railroad in any way connected
with Chicago. No other road running out of Chicago carries anything like as many
passengers or hauls anything like the volume of freight that is transported over this
road. It alone runs in and out of Chicago every day in the year nearly as many pas¬
senger trains as all the other Chicago roads put together. As it is w ith passenger trains
so it is with freight—it not (infrequently brings into Chicago fifteen hundred loaded
freight cars in a single day, and if it does not bring in a thousand cars its managers
think it is doing poorly. Forty to fifty passenger trains daily, leave and arrive at its
depot at Chicago. Of suburban passengers it carries more than all the other roads that
run to or from Chicago. These are facts that can be established by any one wishing to
do so. No road but the very best could do the business that great line does. Its track
js of the heaviest, steel rail, and is kept in constant repair by the untiring vigilance of
an army of track men, and is patrolcd day and night the year through, for the double
purpose of keeping everything connected with it in perfect condition, and for the entire
safety of its patrons who are traveling over it.
No road untjtcltcrc can show a superior track, finer coaches, stronger, swifter or
better locomotive engines ; and no other road west of Chicago has ev er attempted to
approach it in its equipment of Pullman Hotel and Sleeping Coaches. It alone, of all
the western roads, has the celebrated Hotel cars, and on this line only can the traveler
117
between Chicago and tliv Missouri River procure tin- comforts and luxuries that these
cars alone can furnish. Other lines may talk of dining-cars, and sixteen-wheel coaches,
but not one of them can offer you a l'ullman or any other form of Hotel car. These
cars combine great luxury with the greatest obtainable comfort, and at no increase in
expense over the common, old-fashioned and ordinary sleeping car. The marvel of
those that travel on them is to know how the Company can afford to run them and
charge no more for berths than is charged in the old-fashioned sleeper. The answer is
found in the great volume of travel this road is carrying. The thousands flock to its
lines where the hundreds seek its competitors. We are sure that no one who has once
seen these cars would ever use any other if traveling in the direction they run.
They are not for the exclusive use of the rich, but are just as comfortable and ele¬
gant for the poorer traveler— costing, to occupy these cars, no more than does the
occupancy of the old-fashioned sleeper ; no one need, for fear of expense, he prevented
from using them. They have become "the rage," so to speak, with the Californians,
and have attracted the majority of that class of travel.
In these Hotel Cars the meals are n In curte—you pay for what you get and nothing
more ; and this at very reasonable rates.
The managers of the Company have determined to omit nothing which will add to
the convenience, safety and comfort of the traveling public who favor them with their
patronage ; and further, that they will not he eclipsed in this direction by any other
railroad in the world. Hence these ears, constructed by the Pullman Palace Car Com¬
pany especially for the Pioneer Line, are the finest ever built.
It is not exaggerating to say that no road in the world can produce the equal to
these magnificent cars, and as the average traveler wants the best of everything that
can be had, he must, of necessity, use this line in his trans-continental trip.
The road has additional praises to those of its excellence of construction, natural
location, and perfect equipment ; the capí rit du corjia of its employes lends a charm in
their care, attention and gentlemanly deportment, which adds the cap sheaf, grace, to
its material perfection.
Remember! Pullman Hotel Cars are now running regularly between Chicago and
Council Bluffs, on the Denver and California Express Trains of the Chicago and North¬
western Railway. West-hound, they leave Chicago daily, except Sunday (and on every
third Sunday), from the Wells Street Depot, at 10:30 a. m., and arrive at Council Bluff's
next morning. East-hound, they leave Council Bluff's at 5 : BO p. m., dailv, except Satur
day (and on every third Saturday), and reach Chicago the next afternoon.
Bear in mind! No other road runs Pullman Hotel Cars, Pullman Dining Cars, or
any other form of Hotel, Dining or Restaurant Cars through between Chicago and the
Missouri River. On no other road can you get all the meals you require between Chicago
and Omaha without leaving the car you start in. This is the only line that has through
eating ears of any sort.
ON THE ROAD TO FLORIDA HOMINY CUT NEAR LOOKOUT MOUNTAIN.
Reached v a Chicago & Eastern Illinois Railroad
T T is 110 longer necessary for poets to tune their lyres to sing Italian skies, balmy
A air, exotic laden and clear; limpid lakes fringed by grand forestry; traditional
fascinations of location and historic events since we have in our own South-land,
a peninsular, bathed by ocean waters which possesses all these dreamy charms
besides innumerable practical inducements. It is a fair, Sunny State, around
which clings the memory of a series of conquests that extended through 300 years.
Its old Spanish associations have left the emblems of an almost ancient decade that
blend harmoniously with the climate and productions which seem drifted hither-
ward from the Mediterranean. But Florida, beautiful Florida, is not all of roseate
sunsets and brilliant blossoms--;/ is the. Imid of health and hope ! It is the Mecca for
the despoil i uj, the eli/si inn lor the 'Tourist!
119
The deaths in this State, from consumption among the resident population, is
but one to every 1.1.>7. The pure, bland air is warm, but never hot or cold. It
inspires and invigorates without being too bracing for the delicate. The summers
are never so hot as in New \ork, neither are its winters severe. There is sufficient
moisture in the atmosphere, but it. is never damp. Its fruits are refreshing, its
flowers fragrant. Liile grows broader, fuller, and rest is deeper and more lasting.
Most emphatically Florida is the Winter lb-sort for Northerners who desire to es¬
cape the northern frost with its Arctic rigors. It is the land of promise for the in¬
valid, reached by a comfortable journey through a well settled and beautiful coun¬
try. It is not a journey of weariness and bleakness that frequently injures the
nerves and energies more than is possible to recuperate. It is a trip that begins
ON THE ROAD TO FLORIDA.
Chicago & Eastern Illinois Depot at Terre Haute I no
the work of phi/sißfd remiistrncli/u for the fair land of Florida to complete. As our
readers peruse these pages, they will discover as much for themselves.
The ChirvtJQ <('• Tastern Illinois liailnml, known as the " Danville Route," is most
emphatically the great natural highway from Chicago and contiguous sections to
Florida and all points south and southeast. The old Danville route was long ago
the popular line to Danville, Terre Haute, ViiiCeunes, and Evansville, because it
was the direct line, and since it has merged into the " ( Ti:<\\uo «V Eaxteiix Illinois
its improvements and advantageous connections render it the most comfortable and
speedy line, enhanced by sublime scenery, and attended by the most court-urns offi¬
cials. Uy this latter remark we express more than an obliging reply to a question.
The journey is made interesting by pleasing and graphic descriptions of events that
have rendered locations, the length of this Florida line, a continuation of absorbing
historical reminiscences.
We observed as we found a seat in the finished coach, that all the rterlcras
that induce ease, all the modern appliances for safety, have been adopted by this
company. We glide away from the depot which is situated on the corner of Clinton and
12(1
(hirriill sireels, west side, westward, sweeping round a curve and passing through
the outskirts of the. cits', im the west side, southward. To the east, lies the great
pulsing metrópolis by the great. Lake Michigan, and to tli ■ west, the rolling lands
and trim homes that characterize northern Illinois. Out into the charming up¬
lands, and we find I tall,on, Thornton and Glenwood, aspiring suburban towns that
rapidly implose, and away, over the smoothest of tracks, losv hills to the svest with
occasional groves, and to the east,, rolling lands that are russet with gold where
the grain has been standing, but now garnered for the winter's store.
M e are tracing our way through an exquisite landscape, and sve know our
observations will not be disturbed by that svretched process of "changing cars."
/Vic C/ili'iu/n if' /'lästern 1II i inns is the only rmilc lint toern (lliieiujo (lull Asishcilh' that lions
ON THE ROAD TO FLORIDA, VIEW NEAR VINCENNES IND.
Via the Chicago & Eastern Illinois Railroad
no/ i'/ic/in/c //in/ ilisriimforl. If one takes the night train from Chicago which runs
through to Nashville, comfort and rest may be secured bv ail elegant and sumptu¬
ous Woodruff Parlor and ltotunda Sleeping Car. W e are not surprised that the
road has a good local night-travel. The coaches are especially comfortable, and
are even brilliantly lighted.
The country which we have passed is not a level, but is rendered pleasing bv
clusters of low, sloping hills, quiet vales and bright streams of water. Near
Hoopstou is a charming dell in which nestles a tiny cottage, just now covered with
a glory of crimson and russet, leaves that cling to the vines, loath to leave the
pretty house bare and bleak when most it needs the vine shelter.
This " Danville Route" has ever been reliable. Its bridges are staunch, its
track smooth and constructed ot the best rails ; its road bed admirably ballasted,
thus obviating clouds of dust, and ensuring no spread of the rails or sinking.
Danville, I 'erryville, Eugene and Newport are passed with suprising speed.
We are not submitted to detentions or irksome waiting. Thus it is' he Chicen ¡o d'
Eastern Illinois earns its jiojnilui ilij as the short route, running directly south and
121
incurring no delays. We are out upon a highland now, blessed with orchard,
and lawn that has just heen tinted with a light frost. Onward, towards Vin-
cennes!
More and more broken grows the surface, the creeks dancing through little
glades, and pools darkling beneath the boughs of the forest trees. Princeton,
Fort Branch, Haubstadt, and then Krimsrllle, that old, old city on the banks of the
Ohio. Our car is taken upon the trans''or boat that is to bear us down and over
the Ohio river. A marvelous stream is this Ohio, its banks not only bright with
forest and city, but with memories that are eloselv associated with national pride
and the progress of civilization.
At Henderson an engine is waiting to convey the coaches from the boat, and we
are soon on the soil of Kentucky. It is a sturdy State, and as we glide into the
densely timbered country we lapse into reveries of its past and its possibilities for
a future.
ON THE ROAD TO FLORIDA. VIEW NAER DANVILLE. ILL.
Via the Chioago & Eastern Illinois Railroad
At Guthrie, we enter the State of Tennessee. Through a country happy in
surface variations, it grows more and more broken as we approach Nashville,
until we are suddenly plunged into a wild, weird, picturesque confusion of cliffs
and mountains. We are anxious to reach that land to which the Cliiriujo & Küstern
Illinois Roll rond is the great outlet from the North.
The Danville Iloute, in addition to being the great thoroughfare to Florida
and the Southeast, is fast becoming the popular line between Chicago and Indian¬
apolis, Lafayette, Peoria, Burlington, Keokuk and Quincy, having a double daily
line between all of the above named points.
And its popularity is not to be wondered at, with its courteous, and polite and
attentive conductors, who use all means in their power to please and accommodate,
their passengers. With its Steel Bail Track, Gravel Ballast and Iron Bridges,
this line is one of the safest and best in the \\ est. Passengers by this Boute make
as quick if not quicker time than by any other line.
In purchasing tickets to any of the above named points, be sure they read
via C. k E. I. B. B.
For Bates, Time Tables and other information, address,
A. S. Dunham,
G. P. & T. Agt., 123 Dearborn St.,
OtHces of C. it E. I. E. B. Chicago, Illinois.
AT THE HEAD OF THE DELLS
On the Chicago. Milwaukee & St Paul Railroad
'"P HE great railroad of which wo now have to treat, forms with its immediate con-
mictions the chief arterial highway of the Northwest, extends into three great
States, and connects the metropolis of the West with the vast and rapidly growing
country of Minnesota, the, Lake Superior region and the "giant infants " Manitoba
and Dakota. The general offices of this important road are situated in the city of
Milwaukee and occupy splendid quarters in the magnificent Mitchell building, the
finest commercial edifice in the West, if not in all the United States. Our illustra¬
tion gives a good idea of the massive structure, which constitutes a fitting home
for the great commercial highway of which we shall briefly speak. A few words
as to the ramifications of the Chicago, Milwaukee1 A St. Paul Railroad may not
be out of place here. It owns a total of 1,395 miles of road, operates fiftv-eight
more, and in its great connection, the A\ estera Union, controls 211 miles more,
making a total of 1,1107 miles under its control. It traverses a finer country, passes
1-21!
through more important business cities and eommercial centres, and affords views
of finer and grander scenery than any other line in the Northwest. It lias two
great through lines from Chicago to St. Paul and Minneapolis, the twin cities of the
Northwest and the future seat ot Fuupiie on the Fpper Mississippi.
Three express trains are run daily in each direction, between Chicago, St. Paul
and Minneapolis, two of which are through trains with palace coaches, handsome
sleeping cars and passenger coaches, second to none 011 allv road. These trains
run via Milwaukee. Oeonomowoc, M atertnwn, l'ortage, Kilbourn City, Tumuli,
Sparta, LaCrnsse, Winona, Minneiska, Wabasha, Heeds Landing, Lake Citv, lied
WITCHES' GULCH.
On the Chicago, Milwaukee & St Paul Railroad
Wing, Hastings, St. Paul, Fort Snelling, and Minnehaha Falls—to Minneapolis.
Between Milwaukee, St. Paul and Minneapolis there is also one train each day
with through coaches and second-class cars throughout and with sleeping cars be¬
tween Chicago and Met iregor. This train passes through Milwaukee, Waukesha,
Palmyra, W hitewater, Madison, Prairie du Chien, McGregor, Cresco, Austin, Ram¬
sey, Owatonna, Faribault, Northfield, Farniington, and to St. Paul rict St. Paul
Junction, and Minneapolis ein Fort Snelling and Minnehaha Falls. There are four
express trains between Chicago and Milwaukee; two between Ashland, Stevens'
Point, Menasha and Green Bay, Oshkosh, Ripon, Berlin and WinUeconne- Beaver
Darn, Fox Lake, Horicon; two between Milwaukee and Prairie du Chien; two be¬
tween Milwaukee and Janesville; one between Milwaukee and Monroe; and three
between Milwaukee and Madison.
Such in brief, are the accommodations which the enterprise of the management
of tliis great series of roads offers to the traveling public. Nor have tliey been
behind hand in other respects. The great through line from Chicago to St. Paul
is entitled to compare with anv road in the I bided States for quality, comfort, con¬
venience and safety. Its track throughout is solidly constructed and laid with the
best steel rails. livery train is eq nipped with the Westinghouse Air Brake and
with IM i 11er s Platlorm and ('oupler, thus insuring the maximum of safety and con¬
venience. this road is the oui y N ort Ii western line wb ich connects /'// th<; stunt' th pot
in Chicago with Pastern and Southern lines, a fact which gives the Chicago, .Mil¬
waukee A St. Paul a vast advantage. Travelers, especially ladies and children,
meet with nothing more unpleasant or irksome than the drive in a rattling omnibus
CAVE OF THE DARK WATERS.
On the Chicago, Milwaukee & St Paul Railroad.
through the crowded streets of a strange city, and by patronizing this road all such
trouble is avoided.
The Chicago depot of the Chicago, Milwaukee «V St. Paul Railway enjoys
exceptional advantages of location, it being in close proximity to the great wholesale
and retail business sections, to the hotels and street cars. It is equally convenient
for travelers desiring to reach the west or southwest divisions of the city; its great
residential quarters. In Milwaukee the same is true, the depot being centrally loca¬
ted and extremely convenient, while both in St. Paul and Minneapolis their conveni¬
ence could not possibly be excelled. The road has been long established, its man¬
agement throughout has been characterized by good judgment, enterprise and push¬
ing energy, and stands to-day a monument to the skill of its founders and the ability
of its conductors.
The story of its construction and development is bound up with the history of
that great Northwest for which it has done so much. Byron Kilbourn, who will be
12.1
remembered to the end of our national life as the father of Wisconsin's splendid
railroad system, visited Milwaukee on a surveying tour in bS.'il, and settled there in
the following year. In connection with his career as a railroad operator, we find him
first mentioned as secretary of a meeting held in Milwaukee, September 22, 18.1(5,
for the purpose of petitioning the territorial legislature to charter a company for the
construction of a railway irom Milwaukee to the Mississippi, bv way of Mineral Point.
The project conceived at this meeting was not carried out until 181!t, when the Mil¬
waukee <fe Mississippi Kailroad was started, but from the time the idea was first
broached, lirvon Kilbourn and a few associates never lost sight of the advantages to
COLDWATER CANON
On the Chicago, Milwaukee & St. Paul Railroad
the section to be reaped by means of railroads, and his and their efforts were thenceforth
unceasing until the present system, which is a proud monument to the enterprise,
industry, perseverance, statesmanship and patience of its promotora, was completed
in the construction of the Chicago, Milwaukee Ar St. Paul Kailroad, the most
important line in the State, and one of the greatest and most prosperous in the world.
So far we have dwelt upon the advantages for travel and commerce possessed by
this great railroad, but there is yet another point to which the attention of the reader
shou'd be drawn. This is the wonderful beauty of the scenery through which it
passes. Nowhere on this continent, probably nowhere in the world, is such a varied
panorama of picturesque and romantic beauty offered to the tourist or pleasure seeker
than is contained in the great State of "Wisconsin. Through this long array of
loveliness, past silvery lakes, shimmering in the sunlight, past massive rocks, which
120
proudly rear their heads above the placid waters, through vast fields of waving grain
and by the edges of beautiful clumps of forest timber, the Chicago, Milwaukee A"
St. Paul llailwav winds its way. We have attempted to show a lew of the charac¬
teristics beauties of this lovely region, but, it is not in the power of pencil or pen to
produce adequately the glories with which Nature with lavish hand has endowed the
State of Wisconsin.
Of these scenes of beauty the chief are those of the .Dells of Wisconsin. Here
the river rushes through gorges and ravines, leaps from rock to rock in its headlong
journey, and shows in its islands, caves and cascades, scenes unrivalled in even this
land of beauty. The Dells are reached from Kilbourn City, where the narrow
entrance to the river is known as the "Jaws of the Dells. Kilbourn City is a quiet,
EATON GROTTO.
On tne Chicago, Milwaukee & St. Paul Railroad
steady-going and handsome town at the crossing of the Chicago, Milwaukee and St.
Paul Railway, over the Wisconsin river. It is distant lhd miles from Chicago, 109
from Milwaukee, and 225 from St. Paul. From this city the explorations of this
splendid scenery are made. The trip from Kilbourn City, through the Dells, is made
oil the steamer Dell Queen, a staunch and handsome boat, built expressly with ref¬
erence to the dangerous navigation of the river in this part of its course. The
wrecks of other boats and the non-support of some still existing, shows the traveler
plainly that he should be careful to enter the "Jaws only on the safest kind of a
vessel. The master of the Dell Queen, Captain Bell, is, probably, one of the few
living persons capable of safely navigating these treacherous waters; his experience on
this river dating from boyhood, and his knowledge of if, including every rock, eddy,
current and bar from the head waters to the Mississippi.
From just above the splendid iron bridge of the Chicago, Milwaukee A- St.
127
Paul Railway, that throws aspan across the river 400 feet long, the Dell Queen points
its bow up stream. On the right, as the steamboat landing is left behind, the saw
mill perched upon a high bank, alternately hills and rolling mounds, covered with
living green in even tint and shade. On the opposite side the bluffs rise abruptly
from the water, forming palisades the very miniature of those grand natural structures
on the Hudson. These palisades slope gradually to the point where the singular for¬
mation known as the Pillared Rocks occur. Above these natural colonnades, in the
face of the walls, myriads of swallows have built their nests, and their busy flight in
and out of their tiny domiciles, lends to the scene a feature of microscopic life and
strife that delicately tones down the otherwise ruggedness of Nature's visage. Past
On the Chicago, Milwaukee &c St Paul Railroad
the Pillars the shores bend inward to the Jaws of the Dells, a narrow passage,
guarded 011 either side by high rock and romantic cliff'. A little further on, Chimney
Rock stands up, looking like the ghost of some deserted fireside. After Chimney
Rock comes Allen's Tavern, a romantic old building, about which many stories are
told.
North from Allen's the river rushes through the Narrows, a place famed for
its dangerous navigation, and to this day the terror of the lumbermen. In the
Spring of the year the current is so rapid and treacherous, and the channel shifts
so often, that the chances are terrible of breaking a raft in pieces, and hurling logs
and men helplessly down into the mad, foaming depths. The river at this place is
only fifty-two feet wide, but nothing is seen on either side that could afford a foot¬
hold or even a hand grasp to the drowning man. Once in the water, the strongest,
most expert swimmer goes down and down, never to come up again. Above the
narrows the action of the current has chiseled out of the solid wall one of the
most striking formations ever seen. It has become known as theNavy Yard,"
from the fact that the rocks shelve outward from the base, and pointing obliquely
up the stream, look for all the world like a, row of ships' prows. At this point the
view is grand and impressive in the extreme. On t lie opposite side of the river
I'laek Hawk s ('ave mn\ he seen near the top ol the hank. The Shark's Head,
Diamond (irotto, the Witch's (luleh, Vizor Ledge, and the Phantom ('-handier fol¬
low in rapid and consfantlv varying succession, and we only regret that space will
not allow of an extended description of these wonderful freaks of nature.
It must also he regretted that want of space will preclude anything more than
the briefest reference to the wonderful Balls of St. Anthony, the great limestone
ledge over which the " Father of Waters" plunges headlong on his way to the sea.
It has been estimated that the power afforded bv this splendid cataract is equal
to that of ITS,1)00 horses and far superior to the combined water power of the
Merrimac and Connecticut.
( >11 the banks of the great river there has grown up in one short quarter cen¬
tury two busy and populous cities—St. Paul and Minneapolis. These hives of
MINNEHAHA FALLS.
On the Chicago, Milwaukee & St Paul Railroad
industry resound with the hymn of labor, the music of the saw and the ceaseless
hum of the flouring mill. This is the greatest milling point in the world and
equally prominent as a lumber manufacturing centre. We should be afraid to go
into statistics of the production of St. Paul and Minneapolis, for it is doubling up
so fast that figures which are good to-day will be obsolete in one year's time.
Suffice it to say that these two great cities are t he most flourishing in all Northern
Minnesota, and that by means of the splendid railroad system of the Chicago,
Milwaukee, and St. Paul Railway, they enjoy a facility of inter-communication
with the great marts of commerce and the elevators and lumber yards of Chicago,
not possessed by any other producing centre. They have before them a magnificent
future, its possibilities, it might lie said its certainties, pointing to the creation
upon the Cpper Mississippi, of a city or cities which in population, wealth and
commercial importance shall out-rival any now existing on the continent. Such a
future we firmly believe awaits St. Paul and Minneapolis, and with the vast tide of
immigration now pouring in, it cannot he long delayed.
HE Missouri, Kansas <V Texas Railway, the great connecting link between
* the Northwest and the Southwest is regarded with especial favor by the busy,
pushing, practical denizens of the vastly populated and prosperous section of which
Chicago is the Metropolis, and not without good cause, for the M. K. <V T. Railway
has many advantages over the other great railways of the land. It is the shortest
and best, in fact the only direct route between the great Lakes and the Gulf of
Mexico; it traverses a grand and glorious country—magnificent in scenery and as
fertile in soil as any land that ever tempted the plowman's brawny arm, thousands
upon thousands of acres of these rich garden lands being open to the emigrant at
trifling cost and on easy terms ; the road is stoutly constructed, its equipments are
of the very best, the managing officers and their thousand helpers are cautious,
and well skilled in their profession. In fact, everything is done, nothing left
undone, to give to the traveler speedy, comfortable, satisfactory, accommodations.
The main line of this great National Highway extends from Hannibal, one of
the finest and thriftiest of the many large towns on the Missouri side of the Miss¬
issippi River, to Dennisou, the magic city of Texas, the Golden Gate to an Empire,
stretching from the south bank of the Red River to the Gulf of Mexico. The
length of this main line is 576 miles, and all passenger trains make the entire run
at the rate of 20 miles an hour, including all stoppages. Breakfasting on the
upper Mississippi, the passenger, with appetite sharpened by a comfortable ride
through the finest section of the country, the next day takes his dinner on Texas soil.
The connections at the frr.iuiiii are so perfect that the Missouri, Kansas <V Texas Rail¬
way, in effect forms one continuous and direct route from Chicago to Galveston.
The tourist to Kansas, the Indian Territory and Texas, taking one of the fast express
trains on the Chicago, Burlington »V Quincy Road, arrives at Hannibal, Missouri,
inside of 11 hours; a change of cars is quickly effected and he is soon rapidly and
comfortably gliding over the steel rails and solid track of the Railway, through
the great states of Missouri and Kansas, and the beautiful Indian Territory; a
delightful run of 29 hours and lie is across the Red River of the South, and on the
northern border of the great Lone Star State ; there is no change of cars, the loco¬
motive quickly moves and our tourist is speeding towards the Gulf over the well
constructed and finely equipped Houston and Texas Central Railroad; a ride of
20 hours, right through the heart of Texas, lands him in Galveston, the beautiful
city on the Gulf. The entire journey from Chicago to Galveston, from the great
131
Lakes of the North to the great Gulf of the South, almost a hee line of 1,-213 miles,
is accomplished inside ol 60 hours, with only one change of cars and with all tin.*
conveniences and attention in the power of polite and efficient railway officials;
of a truth, a most wonderful journey. Heartily do we commend this great road
and its management to the traveling public.
A few words as to the construction of the road. The entire line is steel railed
and strongly ballasted. The large rivers on the route—the INIississiiipi and Mis¬
souri, the Arkansas and the ('anadian--are spanned by the staunchest of bridges,
firm as the bed rock upon which their foundations rest. On the passenger trains
all of the latest and best improvements to guard against accidents are applied, and
in the running thereof there is a constant cautious guarding against accidents.
The road is particularly favored; its track is almost continually on prairie land,
thus avoiding the immense embankments and deep chasms that on other routes
constantly carry terror to the traveler.
Starting out from the northern terminus, Hannibal, the road passes through a
very productive country and one fair to look upon. It traverses the most fertile
belt of Missouri, crossing the State diagonally from northeast to southwest, peo¬
pled by an exceedingly hospitable class, largely the descendants of Kentucky and
Virginia. The main stations are Moberlv, Boonville, Sedaba, Clinton, Appleton
Shell City and Nevada, all prosperous places, anxious for the settlement of parties
with capital or stout arms to engage in business, with opportunities the most in¬
viting. Very fertile farms, more or less improved, can be purchased at fair rates,
and the new comers will enjoy the advantages pertaining to communities of age.
Crossing the border, Fort Scott, a substantial, thriving, progressive city, mainly
peopled by Eastern men, and then Parsons, a hustling railway centre, with the vim
of a dozen Eastern cities of its size, are reached—both these towns cry out for new
comers possessed of money, brains, skill or muscle. At Parsons the sensible tourist
or emigrant will take a trip over the M. K. A- T. Railway to Junction City, through
the very heart of the grandest and most fertile portions of the wonderful State of
Kansas, the famous and picturesque valley of the Neosho. The Neosho is the
second stream in Kansas. Its great valley is penetrated for about fifty miles by the
Missouri, Kansas <fc Texas Railway, and on each side of the road-bed the rich bot¬
tom lands stretch far away, beyond the human ken. The prolific and beautiful
prairies are crossed by belts of heavy timber, and many beds of the finest coal have
been developed. This garden valley is already populated with a thrifty, go-ahead,
hospitable class of farmers, mostly Eastern and Western men, who firmly believe
in school houses, and churches, law and order; they are all making money and
correspondingly contented and happy. Many of these farmers have thus early se¬
cured for themselves cheerful homes and improved farms that would put to envy
many of the crack farm owners of the Northwest. The yield of cereals, corn espe¬
cially, is unprecedented; the valley is pronounced the best fruit section in Kansas,
and there is not a better stock-raising country in the West or Southwest. The pro¬
ducts of Kansas that astonished the world at the Centennial Exposition, mainly
came from the rich fruit and grain basin of the Neosho valley. On this valley of
valleys the Railway Company own immense tracts of the very best land, and are
naturally anxious to see this fair land teeming with thrifty husbandmen, for in pro¬
portion to the increase in the production will their freight traffic increase, hence
the wise policy has been adopted to sell their lands at low prices. Just think of it!
You can buy good stock land for s l.fi'2 per acre, and good farming land at $1.75 per
acre, the very liest al s.>.()() per aere, di lilis glorious valley, with the fairest and
healthiest el i mate under the sun. These figures seem preposterous, but a talk in
person orliy letter with the laind ( 'onnnissioner at Kmporia, the metropolis of tlie
beautiful valley of the Neosho, w ill pro\e the truth of our statement. On the line
of the M. K. <V T. llailway in the heart of this thriving valley, are quite a number
of delightful, prosperous towns, < 'hanute, < Mtumwn, Burlington and Neosho, anion"'
the prominent., each one possessed of first-class schools, churches and other public
improvements, with good orderly local governments.
I
In reviewing the splendid country wliicli this grout railway traverses, and he-
fore we have left this part of our narrative, we desire to give our readers the esti¬
mate and how tlie wonderful State ol Kansas was regarded hy two of our country's
greatest statesmen, together with the official report from tlie Agricultural Depart¬
ment of the State for 1S7«S :
Eloquently from his place in the United States Senate, in AI ay, l.H~>(i, Charles
Sumner spoke : "Takedown your map, sir, and you will find that the Territory of
Kansas, more than any other region, occupies the middle spot of North America,
equally distant from the Atlantic on the east and the Pacific on the west: from the
SCENE AT SEDALIA, MISSOURI.
On the Missouri Kansas & Texas Railway
frozen waters of Hudson's Bay 011 the north and the tepid gulf stream on the south,
constituting the precise territorial centre of the whole vast continent. To such
advantages of situation, 011 the very highway between two oceans, are added a soil
of unsurpassed richness and a fascinating, undulating beauty of surface, with a health-
giving climate, calculated to nature a powerful and generous people, worthy to be a
central pivot of American institutions."
During a second visit to Kansas, in October, 1.S70, Horace Greeley wrote to The
Neto York Trihunr : "Settlers are pouring into Eastern Kansas by car-loads, wagon-
loads, horse-loads, daily, because of the wonderful fertility of her soil, the geniality
of her climate, her admirable diversity of prairie and timber, the abundance of her
living streams and the marvelous facility with which homesteads may here be created."
And, concluding the same letter, he says : "Having exposed freely the errors, as I
see them, of all parties, I hardly need state that Kansas, in spite of them all, is going
ahead magnificently, and I predict that the child is born who will see her the fifth, if
not the fourth, in population and production among the States of our Union."
ai
When the ova,tor predicted stielt magnificent possibilities, .all K,ansas was a native
wililefiiess. The territory had Ix en organized barely two years; ;t little population
of about nine thousand souls were sparsely settled near the blulis ol the .Missouri,
and a few miles out alone the banks of the Kaw. M lien the great journalist, the
statistician, the cool-headed man of facts, wrote Ids prediction to '/'If Trilñlne, the
realization of that splendid destinv which Sumner foresaw—the wonderful march of
Kansas to lier position in the mighty procession of States -had just commenced.
That grand drama the birth and growth of an American State—is a common event
of our times, but it is with til one of the most remarkable in the present era of the
world's history, There needs no excuse for pausing to contemplate it.
( ¡Teelev placed Kansas the fourth in future rank in wealth, population and power
among the States. Ho did not venture to assign tier precedence of Xew York,
Pennsylvania and Illinois. But lie intimated that she would supplant Ohio. In the
race for agricultural supremacy the prediction is already fulfilled. Twenty-five
years ago Ohio claimed the western limit of the wheat belt near its western boundar¬
ies. The annual records of wheat products in Ohio and Kansas, from LSlib to 1878,
inclusive, are as follows:
Year.
1 Mil),
I si 17.
I NT I .
1 Silt,
is?::.
1S74.
1ST").
1ST«.
1ST 7
Ohio.
Kansas.
1 Bushels. 1
Bushels.
111,20S,8.74
200,455
IS,hill 1,0111)
1,250,01 m
1 7,ball,(Hill
1,737,000
2h,4oo,iiiiii
2,800,01 id
10,1.70,0110
2,343,01 in
IS, ,775,01)0
2,004,000
IN,2113,IH HI
2,1 75,0 ill
Is,.7117,boil
4,330,11(1(1
25,0O3,oiiii
0,445,00(1
17,.7011,(Il III
12,700,01 III
21,750,000
10,510,000
20,0110,01 III
14,310,000
27,000,000
32,315,55S
But not alone was Ohio last year caught and passed by this new ¡State in her
annual wheat product. Kansas, in LS78, went to the very head, and led all the States
in wheat. In the amount of her corn crop she was the fourth, still leading the great
State of Ohio, and being preceded only by Illinois, Iowa and Missouri. In the gross
total of her field products she maintained the same precedence of Ohio. The amount
and value of each product of principal crops of the farm for 1878, in Kansas, is
shown 11 y the following table:
Products.
Winter wheat, bushels.
Hpriug wheat, bushels.
Rye, bushels
torn, bushels
Barley, bushels
Oats, bushels
Ruck wheat, bushels
I risli potatoes, bushels.
Sweet potatoes, bushels
Sorghum, gallons
( atsii>r Iicaos, bushels...
<Jotton, pounds
Flax, bushels
Hemp, pounds
Broom-eorn, pounds
M i I let and H migarían,
Tobáceo, pounds
Timothy, meadow, too
I 'lover, meadow, tons..
Prairie, meadow, tons..
lolls
Amount of
product.
20
Ml
1
17
Hi
alue of pro-
duet.
, i s,<1.7.7
,700,403
722,OOS
,.'1-4,1171
,.7i , 7tt:i
,411,473
85,(128
, »I»
1*09,984
,333,360
33s,s<>3
S0,3S1
424,771
487,407
,11(1.7,.71 ill
4.42,24:4
4on,3;H
I >4, -7.74
24,2:10
080,063
S17
17
05s,4oo
782,500
810,002
01S,litis
7i >2,2« ill
.037,000
UN,742
, i is; i,03i>
2 2 4, N 4 < 1
,lbtl,7,S3
448,HIS
7,702
424^770
20.244
002.4-7S
,7s2,555
40,033
3(12,241
137,154
,1-">7,ÖÖ7
ST
97
40
79
33
63
36
00
01
38
30
S s
40
70
39
19
~v2
43
S3
Total
40,914,434 3S
For 1878 the increase in value of farm animals was 86,401,871.30 ; the value of
products of live stock was 810,415,3311.3*1 ; of produce of pardeas marketed, 8247,-
510.29; of apiarian products, 8o5,151.15 ; of horticultural products, 82,042.770.87 ;
making a total valuation of farm products for 1878 of 809,077,007.31. Add to these
figures for the crop of 1878 the total valuation of all other property in the State—
viz., 8231,104,084.95 and there is a grand State total of 8300,8 tl,752.20. The year
of 1878 was, in its gross results, not an exceptional year. Since Greeley attested
Iiis confidence in the future of the State, in the Fall of 1870, when the wheat crop of
the State was but 2,343,000 bushels, and other crops were proportionally small as
compared with those of the past year, there has been a steadily large progressive
SCENE AT PARSONS, KANSAS
On the Missouri. Kansas & T.xas R mlway
annual increase in the value of farm products. The amount of such increase, with¬
out remarkable variation for any one year, has since 1872 averaged more than 88,-
000,000 per annum, until in seven years, results are reached which give Kansas
precedence of the great State of Ohio. These facts and figures have an eloquence
of their own. There cannot be any mistake in the conclusions derived from them
as to what is the actual condition of the agricultural interest in general in Kansas.
Tliev are large and comprehensive figures. The casual reader may hurry over
them without extracting their meaning. But to the thoughtful man they are worth
more than all the most glowing descriptions of country, the most plausible analyses
of soil, the most seductive dissertations of brilliant theorists. In 1870, the year of
the Federal census, the population of Kansas was 364,399. On March 1, 1878, as
IM
shown by an enumeration taken al lliaf ihltc, the population Wils 708,41)7, iiil ill
crease of 04 per cent, in eight years. Within the same period, from 1870 to 1878,
tili' i maca,sc in farm products has been over 000 per cent,. The value of tlm farm
products of Kansas for 1878 is at the rate oí nearly 8100 for every man, woman siml
rli i Iii in the SI a te.
These tien res arc left to the reader from which to draw his own conclusions
and form Ins own opinions as to the character of Kansas soil and climate. I hey
form the aggregate of individual results of tannine- in Kansas. Suffice it to say, it
is an agricultural record which, considered as to all crops, per acreage or per
capita, no other State in the Union can show.
Returning to the main line and steaming out of Parsons, the train soon enters
the beautiful Indian Territory, now the sole property of the red man, but soon, by
the white man's progressive spilit, to be thrown open to settlement, irrespective
of race or color. When that day comes, and its dawn is not far distant, the INI. K.
A' T. Railway will, for several hundreds of miles, traverse the finest farming and
grazing domain on (¡od's earth. The trip, by rail, through the homestead of the
" Wards of the Nation," is gloriously grand ; it is no exaggeration to pronounce it
unequalled on the American Continent, or elsewhere. This wonderful land of the
red man has been pronounced the "Italy of America," and rightly, for it is indeed
a beautiful land, with its noble forests; its mountains, and cataracts and canons;
its valleys and dales; its brightest of skies and grandest of sunsets; its soft twi¬
light, and brilliant moon and glittering stars; its fair face, covered with the most
fragrant and beautiful of wild flowers; its broad, crystal streams, winding along
~ 7 7 „ ' O O
the green prairies. No other country on the face of the globe has more attrac¬
tions. The M. K. A T. Railway traverses the country of the Cherokees, the Creeks
and the Choctaws, the fairest portion of the Territory. Bidding farewell to this
lovely country, the river is crossed and the tourist alights in a spacious and com¬
fortable depot in the Golden Gate, the city of Dennison, the southern terminus of
the Missouri, Kansas <V Texas Railway. Here close and favorable connections are
made with the grand chain of railways that gives to the tourist or the emigrant
direct communication with all the best sections of the Empire State of the South.
Northern and Northwestern Texas rapidly increasing its population, and mainly
with Northern, Eastern and Northwestern men, carried South by the M. K. A' T.
Railway, so vast in area, is gifted with a wonderful diversity of soil. Its bottom
lands are as prolific as the lands along the Egyptian Nile. Cotton is very produc¬
tive, especially in the valley of the Red River. In many sections, especially in the
second and third tiers of counties, wheat, corn and all the cereals that grow in the
North, East and West, flourish luxuriantly. It is the earthly paradise of the stock
grower. The forest growths are abundant and very valuable. The country is well
watered and the climate most favorable to health—no scourge or epidemic prevails
there. Land i,s held at low figures, and taxes are not and never will be burden¬
some ; for Texas is the wealthiest State in the Union, and will ever so remain.
Contrary to the general opinion, the stranger is received by the old inhabitants
most cordially, and is entertained heartily. Northern and Western skill and in¬
dustry is needed to develop the wonderful resources of the State, hence they give
to each new comer, a cordial, earnest welcome.
In closing our remarks we can only say to those who are aiming to settle in this
garden spot, Northern Texas, should bear in mind that the best, the only direct and
comfortable route to any section of the vast territory, is by the safe and reliable M.
K. <V T. Railway. And the same fact applies to all seeking homes in the very best
portion of fertile Kansas. To the prospective land-buyer, all information is cheer-
lolly imparted, and most liberal rates of transportation furnished. The emigrant
travels on express trains, in clean, comfortable coaches, and the samo attention is
paid to him as to the tirst-class passenger. To tourists, also, generous special rates
are extended. Full particulars can bo obtained at any prominent railway station or
MERCHANTS' EXCHANGE, KANSAS CITY.
ticket-office in the United States or the Ganadas. The general offices are at Sedaba,
with branches at Chicago, St. Louis and all the loading cities. The Chicago office is
at the corner of Clark and Washington streets, under the popular and efficient man¬
agement of Mr. John S. Corning. The officers of the road are all gentlemen of
vast experience, and its increased prosperity is mainly due to their efficient and ener¬
getic management.
OFFICERS.
A m; a.m Mitchell, General Manager, Chaules M. Sïieaff, Superintendent,
W.u. P. Romxsox, Traffic Manager, Geo. AV. Lilly, Gen'l Freight Agent,
Jas. D. Bkowx, Gen'l Pass. Agent.
Oopr.igu^i ;» A.. 1. ,ok_a«c.r. '81S.
&TC.HISO.N, XOPKK4 & SANTA BE R, R,
^1^ HIS iron civilizer stretches its niiglity arms from the hanks of the Missouri River
^ to the Rio Grande 011 the Southwest, and penetrates the heart of the Rocky
Mountains. Its ultimate destination is the Pacific shore and the Gulf of Lower
California. This, in words, seems insignificant, hut a close survey of the map pub¬
lished by the Atchison, Topeka & Santa Fe Railroad will gratify the brightest imagi¬
nation, and satisfy the ends of American progress.
From Atchison and Kansas City- the eastern termini—to the western limits of the
corporation, is but a stretch of the hand, 011 paper, but the millions it has taken, energy
and brain power freely lavished, can be liest inscribed in the hearts of all lovers of
thought, ambition and success, by a visit to the section this Road traverses.
Leaving this subject, we gladly enter upon a description of the States and their
wealth this Road has brought within the reach of man, not by icagon trains, but in
strain cars.
First, we shall do what an energetic, enterprising farmer can do. We ask how
many families there are in the United States to-day who have accumulated S1,00(1,
$•2,(MM) and .S ¡1,000, and yet are at a loss how to invest it so that it will be perfectly safe,
and at the same time afford them a fair revenue. It is not enough to support them in
case of loss of employment, nor is it enough to enable them to go into business or com¬
mence farming for themselves, in the East. How many farmers there are throughout
the United States who are renting land for which they pay as much each year as would
give them a title to the same quantity of land here, and land, too, that requires no
costly fertilizers to keep up,
and that can be cultivated at
V*' much less cost than in the
East, with better returns.
To persons so situated, the following
statement of what $1,000, when accom¬
panied by pluck and enterprise, will do in
the Arkansas Valley in Southern Central
and Southwest Kansas—will he of interest :
First payment on 100 acres of railroad
land, 011 six years' time, at the rate of s4.so
per acre, will he $172.80;. house of two
rooms and small kitchen, $250; team and
harness, $180; breaking plow, $22; harrow,
$10 ; cow, $00 ; interest payment on land
one year from purchase, $44.SO; total,
$709.00—leaving a balance of $290.40 for
seed and support of family until crop can he
raised. Nearly every family coming to Kan¬
sas to make a home have moreor less furni¬
ture, farming implements, etc., which they
can rarely sell to advantage. By inquiry
they can ascertain the cost of chartering a car
to destination, or rate per 100 pounds, and if
1 II)
tilo amount they will sa cri lice on the sale of their goods is greater than the cost of
transporting it to their new home, they can readily see it will pay to firing these things
along, and they will lind them very useful, if money with which to lay in a new supply
is scarce.
The cost of starting on a new farm in a new country of course depends largely on
the si/.e of the family, and the economy, energy and perseverance of the farmer, hut no
man with a family should come to the Arkansas Valley with less than $1,000 to start
with, for a, man of limited ineans.it is most advisable to come in the early Spring,
say in February or March. A week or two will got his house up, and his family settled,
and then he is ready for business. No time is wasted in clearing the land of stumps
and stones; it lies all ready for the plow, entirely free from either, and 1 lie farmer com¬
mences at once turning over the sod. In a few weeks enough sod will be broken to
enable him to put in a fair crop of barley, rye or broom corn ; the latter does well on
sod, and is one of the best paying crops in the State. Enough vegetables can be raised
for family use the first year. A few hogs and chickens kept through the summer will,
when added to the Spring crops and vegetables, carry an industrious and economical
family through to the following Spring. If ready cash is scarce the first year, work can
generally be had for a team in the neighborhood, and by this means a hard-working
man can earn a little now and then, to carry him along while making his own improve¬
ments, until his first crop has matured.
After the Spring crops have been put in the ground, enough new ground can be
broken during the Summer, which, when added to that already in Spring crops, will
enable him to put in at least fifty acres of Fall wheat. In harvesting his wheat, in
June following, the same course will have to be pursued as in drilling, namely, by
exchanging labor. This wheat crop, when harvested and marketed, gives him the
ready money with which to meet current expenses, make necessary additions to his
stock of implements, improvements on his farm, and provide enough for the next pay¬
ment on his land.
This makes two crops raised from the same land within fifteen months from the
time of his commencement on his new farm. The quick returns that can be secured in
so short a time is what makes it possible for men with limited means, but with indust¬
rious habits, to secure a farm and home of their own.
After harvesting his first crop of wheat, the farmer begins to realize the reward of
his toil. Each year adds to the number of acres cultivated, and to the productiveness
of the farm, and the occupant is usually able, by the third year, to pay up oil Iiis land
and take a deed.
The new settler is not obliged to spend any money in fencing his farm. The herd
law protects his fields, and he can devote all his time to the breaking of sod and
growing of crops. Some fail through their own mismanagement, others from causes
beyond their control ■ but we think the progress and developments made by the farmers
of the Arkansas Valley since opened to settlement, lias rarely been equaled in any new
country purely agricultural; and what has been done is the best assurance to those who
follow, that nowhere else are the chances of failure so limited, if a man goes to work
intelligently, farms thoroughly, and is determined to succeed.
The rich, sandy loam soil of the Arkansas Valley; the favorable latitude between
the north and south ; the large variety of crops that can be produced, and the long
working season, that enables the farmer to plan his rotation of crops so that the work
can be evenly distributed throughout the year, and reducing to a minimum the amount
of extra help required ; the short and generally mild winters that make the cost of fuel
an insignificant matter as compared with northern latitudes ; the small expense at
which stock can be wintered ; the healthful climate that gives the new settler the
Ill
strength und energy to
accomplish so much—
these are a few of the ad¬
vantages that contribute
yf to the success of an in-
i/' dustrious beginner.
The population of
r the State in 1870 was 8(54,-
89!) ; in 1878, 70H,4i)7 : and
on "January 1, 1879, by
estimation, 850,000, or an in¬
crease of 188 per cent, in eight
years.
Kansas!! lias now 1,520
school houses, 0,859 teachers
employed ; 504 church edifices ;
2,114 church organizations,
and 250 newspapers.
The wheat harvest of Kan¬
sas in 1878 yielded 32,315,358
bushels, and the corn crop aggrega¬
ted 89,324,971 bushels. The total
value of all of the crops and other
farm products of the State for 1878,
amounts to $(59,(577,007.31.
The dry, pure, balmy air of Col¬
orado, in the lower altitudes of the
Rocky Range, and on the skirting plain, medicated by
her forest pines and tempered without extreme of heat
or cold, is Nat ure's sanitarium, while her mineral waters,
prepared by the Creator's own wise hand, have proved
Bethesda to multitudes of anxious invalids, wdio, from
consumption, asthma or overwork, were tottering down
to death.
Colorado is the elysium of the painter, the poet
and the pleasure seeker. Her frowning mountains,
towering peaks, fearful chasms, yawning gulfs, ragged
rocks, piled up like massive masonry or in wild con¬
fusion tempest tumbled ; her splendid parks ; her awful
solitudes, deep and lifted up, away beyond the clouds,
her leaping streams, her rushing torrents, and her
foaming waterfalls, draped with perpetual spray, and decked anon with radiant hue
of rainbow tints, and canopied with cloud or blue; her angry storm clouds, lightning
streaked and thunder-riven, the moaning of her mountain pines, and the deep diapason
of her hoarse, wild winds, thrill and lill with intense delight the soul of every lover
of the beautiful and grand.
The buffalo and antelope of the plain, the deer, the mountain goat, the wolf, and
of any day, over the divide on the western slope, the black-tailed deer, the elk and
grizzly tempt the adventurer, and test the skill of the sportsman and hunter ; while the
bright lakes and silvery streams of Colorado, teeming with mountain trout, fulfill the
angler's happiest dreams of trophies of the rod and line.
wmt
I
I l'_!
I Irl' nuiles of silver carbonates at Lok (Vmllios, twrnly miles »south from Santa
Kr, covering au urea of forty square miles, are the recorded sources of J a bilious wealth
to the Spaniards, who ore u pied this cou id ry two hundred years ago and until they were
driven out by the Indian, who then carefully covered and concealed all traces ol these
mines. They have, however, hern recently rediscovered and reopened, and the evidence
is ample Unit they will soon ouldo I heir former rich product ion.
At Las Vegas, the I i est place of prominence after entering the Territory, by way of
the Atchison, Topcka A Santa Ke Railroad, one hundred and nineteen miles from the
Colorado border, at an elevation of (i,dl8 feet, are springs of remarkable mineral waters
pronounced superior, even, in their curative power, to the Hot Springs of Arkansas,
while a recent Kuropean tourist states that they possess, at once, the rare virtues of
Saratoga, Vichy and Wiesbaden. At this point, the tourist will find a capacious and
elegant hotel and bathing accommodations, constructed with the direct aim at pleasing
a pure taste, and securing to the guest the largest comfort and content. These accom¬
modations, at the reasonable rates charged, must insure a wide patronage, aside from
the wealth of attractions which the various resources of this region so temptingly
present to the invalid and tourist.
11:!
The Territory of Now Mexico was created hy Act of Congress, November !», 1850.
Territorial Government organized Mandl I, 1851. The boundaries extend from 103
to 10y degrees longitude west from Greeiiwieh, and from 31 degrees '2(1 minutes to 37
degrees north latitude. It is hounded hy Colorado on the north. Texas and the Indian
Territory on the east, Texas and Old Mexico on the south, and Arizona on the west.
Its greatest length, from north to south, is 3110 miles, and greatest breadth, from east
to west, 341 miles, and embraces an area of 121,201 square miles, or 77,0118,(MO acres.
There are in New Mexico from 18,000,000 to 20.000,000 acres of arable lands, or at
least that much can he brought under successful cultivation, when a judicious system
of irrigating canals and reservoirs shall have been constructed.
The Territory of New Mexico is divided into twelve counties. The census of 1870
divided the population between the counties as follows, with estimates of increase added
from 1870 to 1874, to-wit : Taos County, 13,025 ; Colfax County, 4,21)0 ; Mora County,
11,475; Rio Arriba County, 12,000; Bernalillo County, 19,505; Santa Fe County,
13,355; San Miguel County, 16,175 ; Valencia County, 10,035 ; Lincoln County, 4,450 ;
Socorro County, 6,220; Grant County, 3,200; Dona Ana County, 7,430. Total popula¬
tion at close of 1874, 121,250; our increase of population in the decade between 1860
and 1870 was 21,254, or about 30 per cent. We now claim 135,000.
Agriculture is said to be the natural vocation of man. The cultivation of the soil
has been fostered by the noblest and best men of all ages. Agriculture and the me¬
chanic arts have formed the basis of civilization and substantial national improvement,
from the earliest periods of man's history. No pursuit can be more independent, none
better rewarded. To satisfy man's wants, we must have farmers, and to bring forth
that highest form of enjoyment that labor gives, they must be good farmers.
In pastoral pursuits, New Mexico is almost without a rival. Within a few years
she will be entirely so. Her plains and plateaus are a boundless extent of pasturage
covered with the most nutritious grasses, to the extent of feeding millions of sheep,
cattle and horses, her mild, equable climate offering few rigors that are not obviated by
ample shelter afforded by the canons and valleys projecting from the mountains.
The most valuable timber in New Mexico is the pine,—its growth principally con¬
fined to the mountain districts and high rolling lands. Pitch, yellow and spruce varie¬
ties grow to a large size, and make excellent lumber. Cottonwood, walnut, locust, box-
alder and sugar tree, fringe the streams and canons of the mountains. Also live oak
of small size, and a peculiar species of cedar, called here "juniper." It grows on the
upland, and to large size throughout the southern half of the Territory. The nut pine,
or pinon, is abundant, and makes good charcoal and lire wood. The timber supply is
ample for all purposes.
Drop a postal card to A. S. Johnson, Acting Land Commissioner Atchison, Topeka
& Santa Fe Railroad, Topeka, Kansas, and he will send you the Arkansas Valley Guide,
and several other publications of much value and importance to all contemplating a
trip to the Southwest. He will also furnish dates of excursions at cheap rates to the
Arkansas Valley, and the rules and rates of the Company regarding freight on house¬
hold goods, etc.
For freight and passenger rates apply to W. F. White, General Passenger and
Ticket Agent, and J. F. Goddard, General Freight Agent, Topeka, Kansas.
THE CREAT
/TVfllCAUO has become so great a centre of trade, of enterprise, and of intelligence,
• that it may justly he said to control the movements of millions of people ; while
the railway lines interlacing the Upper Mississippi Valley, necessarily brings to it nearly
all the travelers to the East. The intelligent American need scarcely he told that the
liest and shortest route to the East is over the Fort Wayne and Pennsylvania Kailroad.
This route not only excels in directness as well as in the number of important cities
and towns it connects together, hut is confessedly superior in construction and equip¬
ment. Between Chicago and Pittsburg, four hundred and sixty-eight miles, the entire
track has been rola id with heavy ties and steel rails, and a large portion re-ballasted
with cinders and broken stones. Between Pittsburg and New York, a distance of four
hundred and forty-four miles, the entire line is double track, laid with steel rails weigh¬
ing sixty-seven pounds to the yard, secured to heavy oak ties averaging twenty-six
hundred to the mile oí single track, with joints connected between ties by a process
that gives the effect of a continuous rail, on which there can he no jarring. All bridges
on the line are of iron or stone. A largo portion of this distance is provided with a
third track, which enables freight trains to keep entirely out of the way of passenger
travel, and permits the express trains to run their allotted distances without inter¬
ruption.
An important adjunct to the safe and expeditious running of trains is the Block
Signal System. By this system the I toad is divided into sections between telegraph
stations, technically known as "blocks." The telegraph stations are ornamental towers,
two stories high the second story, which is the operating room, being surrounded by
windows, giving a clear outlook in all directions. The signals, so arranged that the
engineer of an approaching train in either direction cannot fail to see them, are three in
number : red being the danger signal, blue the caution signal, and white the safety sig¬
nal. These signals are illuminated at night, and show the same colors as by day. A
i r,
train approaches the station I rom t ■ 1111< ■ r < 1 i reí; t i < m, and thr engineer sees tlic while signal
displayed. This indícalos that the track before him to the next station, he it one mile
or ten miles, is clear, and the train dashes on. instantly the operator lets go the cord
¡for he is obliged to hold the ral or danger signal out of view by hand and the red disk
is displayed again. Immediately, on a train passing, the operator telegraphs the fact
each way, and enters on a record sheet the train number and the exact time of its pass¬
ing the station. The train having passed, the block it has left is clear, while that it has
entered on is closed, in a lew minutes the click of the telegraph tells that it has passed
the next station, and that block is also clear, and so on throughout the line.
A freight train approaches. The white signal is again displayed, and the train
passes without stopping. Another freight train approaches. The iiil signal is dis¬
played, and the train stops. In not less than five minutes after the first freight has
passed, the ml is withdrawn and a hlne disk appears in its place. This permits the
waiting freight train to enter the block, hut it must go with caution, so as not to run
into the one in advance of it,
FT. WAYNE & PENNSYLVANIA R. R BRIDGE, FAIRMOUNT PARK, PHILADELPHIA.
Thus train after train reaches and passes the signal station; sometimes brought to
a full stop, sometimes sent in under a cautionary signal, sometimes allowed to proceed
at full speed. The principle of the system is to let no train into the block in the rear of
a passenger train, and to allow other trains to proceed, only with a sufficient time allow¬
ance, and under caution to keep a good look out for signals from the train ahead of
them. This system of signals renders it next to impossible for accidents to occur, no
matter how many trains may he moving in the same direction, or at how high a rate of
speed they may he run.
As an additional safeguard all passeriger trains on the route are equipped with the
Westinghouse Automatic Vacuum Brake, hy which the engineer himself can bring his
train to a stand-still within the distance of its own length. Track tanks are also pro¬
vided along the entire route, from which the locomotive engines of express trains take
water as they go, thus being enabled to make runs of a hundred miles, or more, without
pause or detention.
The facts here given are sufficient to commend the Kort V ayne A Pennsylvania
Boute to the favorable consideration of all Western as well as to travelers generally.
Bates offered hy this Boute are as low as hy any other-—the route it sell the shortest-
the time made hy it the quickest—and the accommodations provided unequaled for com¬
fort, luxury and safety.
All trains between Chicago and Philadelphia are provided with the celebrated Pull¬
man Drawing Boom Sleeping Cars, without change.
I Iii
--- U'flKTKil HKXTKlx'PKISK. • *
[ From the A7. lud' )>cnd'id. ]
M ESSES. ('has. (lossage A' Co., the popular " ¡)n/ (roods ittdai/i'is" of
Chicago, have a. well earned reputation throughout the West, for refined
taste and good judgment in their selections of Styles and Fabrics, and tor
the artistic productions emanating from their Ladies' and Children's Cos¬
tume Department; so far excelling in this that their annual displays at the
Chicago Exposition have been granted as "the finest in this country." The
beauty of these exhibits is hut a reflection of the more comprehensive,
varied and elegant attractions at their extensive establishment on State
and Washington streets.
In their Salesroom are toilets embracing every variety of costume,
from the richest Promenade Suits to the most dazzling and exquisite
Evening and Bridal Kobes, each distinct, complete and artistic, which the
visitor may search in vain to equal elsewhere.
The display of Fine Dress (foods, magnificent in their colors and rich¬
ness, India Shawls, Fur and Silk Cloaks, Costly Laces, Stylish Trimmings,
Fancy Hosiery, Art Embroidery in Wool and Silk, Fancy Articles of all
kinds, fashionable and unique, is at all times extensive and superb in its
attractiveness.
An exhibit of choice India and Peruvian Bugs in their Carpet Rooms
this season, and the addition of a Department of Artistic Fpholstery and
Window Drapery, has added largely to the reputation of this House, the
oldest as also the most favorably known of any in the Northwest.
Energy, enterprise, liberal and honorable dealing, has won them
success.
Strangers visiting Chicago are always welcome at their establishment,
whether visiting for purchase or inspection of goods, or premises, and are
sure of courteous attention.
106 TO 110 STATE STREET. CHICAGO. 56 TO 62 WASH1N0T0N ST.
I IS
Wabash Ave. and Madison St., Chicago,
Ask an inspection from the trade of
their immense Stock, which com ¿ins. in addition
to their regular line:, many exclusive novelties
and specialties secured by their foreign buyer
while abroad during the past few month:.
6ur stock of Velvets. Fangt Plushes. Silks. Satins.
Ribbons. Flowers. Feathers. Ornaments. Hats, etc.,
is not surpassed by amy house m America.
(Orders receive carre ful and prompt attention.
ÍPrices on all goods always
the lowest: a> \\
We are manufacturers and
Jobbers of Ladies' Corsets. Sfhe
Largest. Best and Cheapest lines
in the West.
Me Agents for bortree's ad¬
justable fDuplex Supporter and
Bosom Aorm, combining all
SOLS AGENTS
///loots, /OS it, Jl'l
Mtuncsa/a, Mi.
Kansas,
¡Veta as/a um/ A;
corse¿
1 111
</í MODEL KST/mLISJIMK.\T.'>
O'UCCKSS is a duty," is a terse and most commendable expression, but, unfortu-
^ nat(dy, it is not always attained. There are those who seem to lie worthy, deserving
and possessed of sterling enterprise, but who, however, fail to reaeli the goal of their
ambition. No matter how great their efforts may have been, or assiduous their appli¬
cation, there was something lacking, an indefinable something needed for its accomp¬
lishment, that its mystery made it impenetrable. And yet. in all the large, or metro¬
politan cities may he found the successful merchant, or firm, where their success is so
apparent that it would seem to indicate nature had moulded them for the very business
enterprise in which they are engaged, and consequently, with their superior qualifica¬
tions, their peculiar adaptability, they reap the harvest, while others around them,
engaged in the very same vocation, fall by the wayside, as the leaves fall, to decay.
There is 110 better illustration of these remarks, than to apply them to the firm of
<•6/16 EvBWflEI$v§vCe.->
We feel confident that no house in the same line of trade has so largely extended
its business, so rapidly gained friends through its untiring energy and enterprise, its
perfect knowledge of the branch of business in which they are engaged, than this firm.
They have been identified with the commercial interests of the Western Metropolis ever
since Chicago first dared to assert its prestige in the great West, and while others in the
same line have eome and gone, they are here to-day, occupying the proud position of
their house being eminently the grandest depot in their line of trade in America.
And now it may he asked, how is it that this house has been so extraordinarily
successful ? We reply, simply for the reason that it maintains the most untiring energy
in searching all markets for novelties, and for the most beautiful and serviceable goods
that can he obtained. Its European buyers are constantly on the alert to notice the
prevailing styles in the capitals of Europe, and heralding all changes speedily to head¬
quarters. The choicest materials, the most elegant and unique designs are being
constantly received, so that a full and complete stock is always in readiness to meet the
demands of purchasers, thus obviating the necessity that prevailed heretofore for buyers
to visit the Eastern markets ; for here may he found at all times the grandest display of
the choicest fabrics from the looms of the factories of the world, as well as the most
artistic foreign and domestic designs, hence buyers are enabled to save expense by mak¬
ing selections from a stock of goods nearer their homes, where there is no superior,
either East or West, which to enumerate we must acknowledge our inability to do
deserving justice in so brief a mention as is here given.
The Cokset Department.—A little more than one year ago, Mr. Albert 8. Gage,
the partner upon whom devolves the responsibility of the suceesstul management of
this large business, with the sagacity that is proverbial with him, conceived the plan of
establishing this department and making it one of the special features in the business
of the house, and for the purpose of ensuring success, he brought to his assistance the
best talent that could he obtained in the country, in the person of Mr. J. A. Miner, a
gentleman of twenty-five years' experience in this branch of manufacture, in whom is
combined the skill of the expert and the superb taste of the artisan. This assertion is
predicated upon a recent inspection which revealed the lact that their stock of corsets,
comprising seventy-six different styles, making the largest and most complete collection
ELK HUNTING IN COLORADO
of these goods in America. That the display was simply tine, elegant and superb, some
were beautifully embroidered ; others, solid work, and then there were those trimmed
with lace. In all ot the different styles the uniformity of the stitching «as perfect, and
the model artista-, the prices varying from $"2 to ¡¿>24 per dozen. Included in the col¬
lection were all desirable patented goods, such as Warner's, Foy A' Bortrec's Duplex
Corset, for which they are exclusively the western agents.
But special attention is given to their own goods, manufactured under the super¬
vision of Mr. Miner, sold exclusively by their own house, and which we believe to he
superior to any other made, and from our critical examination, with their symmetry so
true, we thought it could not he possible for a more perfect fitting, or those that could
he more comfortably worn than these elegant eonfoimateurs for ladies' wear. In their
construction the hone is continued the entire length of the corset so that the yield is
uniform and agreeable, obviating the unpleasantness of the majority of corsets which,
in their make up, are constructed with small pieces of hone. We were gratified to learn
that this important feature of the fancy dry goods department had met with an abund¬
ant success since its inception, and that it has not only attracted the attention of some
of the best and shrewdest merchant trade in the country, but that most of our leading
jobbing houses receive their supplies therefrom.
The Notion and Novelty Depautuent is a sight of itself to behold. All and
every thing in the world of fancy and dry goods notions are to he found here. Having
been carefully selected by their own experienced representatives, the greatest induce¬
ments are offered to buyers. These goods consist of Germantown Wools, Zephyrs,
Saxony, Shetlands, Shetland lioss, crimped or fairy floss, German knitting worsted,
common white mixed and scarlet yarns ; all varieties of canvases, foreign and domestic ;
together with card board, beads, etc., etc. In this department may also be found the
largest and most varied display of buttons, comprising domestic, Bohemian and French
manufacture, from the least inexpensive to the most expensive that can be shown in the
country, of their own importation, and as this firm are making preparations for an
unequaled display in this department, in anticipation of a large Fall business, the mer¬
chant trade will truly find it worthy their consideration.
Silks, Satins and Velvets.— In the vast array of choice goods that constitute the
fancy dry goods department of this house, there is probably none in which they excel
more than in their various lines of Silks, Satins and Velvets. Mr. Albert S. Gage, in
his many years of experience, and his innumerable visits to the manufacturing centers
of Europe, having devoted much of this time, made it a studious matter to familiarize
himself with the very best makes—which they now import and have always 011 hand.
Their Lyons Black Silks for ladies' dresses are truly deserving their high repute. Their
beautiful array of Black Velvets, imported from Creffield. Germany, and specially made
to order for this house, have no superior, nor are they equalled by any other manu¬
factured.
Kibbons.—In this department one is lost in a labyrinth of colors, varieties and
designs—gros grains, cord edge, satin and gros grain, two toned, fancy, etc., etc., so
that it is impossible to withhold exclamations of surprise as w ell as to bestow deserved
encomiums upon the manufacturers. It is needless to further enumerate, we can only
suggest to the merchant trade, including the experienced and the shrewdest buyer, to
make a visit to this stirring, active and enterprising house, where they will be received,
in their palatial warehouse, corner of
WABASH AVENUE AND MADISON STREET.
by Mr. Albert S. Gage, with that courtesy and agreeable manner which has always been
one of the pleasing attributes of this gentleman s character.
If,: i
H. W COLLEN DER'S BILLIARD TABLE FACTORY, NEW YORK.
T N reviewing many of our great Western enterprises and industries, it is with the
utmost pleasure we make mention of the extensive billiard manufactory of H. W.
Collender, New York City, and its western branches. Milliards is emphatically "the
gentleman's game," for where is there a more charming and innocent diversion firm
cares and responsibilities, or a more agreeable mental employment than can lie always
enjoyed in this elegant game. As years roll around it is deservedly becoming more
popular with the better classes of the community. To-day, no ihst-class residence is
complete unless the billiard table is a prominent fixture, where the inmates of the
household, with their friends, can have their sport and fun in a tilt over this most
enjoyable of pastimes. The ladies, too, are not only becoming more and more fasci¬
nated with the old and honored game, hut as equally skilled in the manipulation of the
vory hulls, until sonic of them Inive become so expert, that they eau readily offer a
discount to their gentlemen friends.
In connection with tins honored punie there is no name as favorably and as promi¬
nently mentioned as that of "(¡offender." This pent Ionian has devoted himself untir¬
ingly and most assiduously for years to pive lo the public a billiard table, /mr cxccUcurc,
and we can safely assert that lie lias justly and most worthily perfoinied his task.
Mr. II. \Y. (¡offender colored on the niniiulaeture ol billiard tables over a quarter
of a century upo, the original name of the linn hemp O'Connor Ox ( .offender. I pon the
death of Mr. O'Connor, the late Michael I'belan, the penial gentleman and invincible
bilhardist of his day, became associated with Mr. ( offender in business, under the firm
THE IMPERIAL,
name of l'helan Ox Collender. Very pre at improvements were invented by this firm,
especially the Plielan Ov (¡offender cushions, so tha t their tables soon became the peneral
favorites both at home and abroad, conipollinp all other billiard table manufacturers to
take a buck seat, owinp to their acknowledped sipieriority. Hence the growth of their
immense business, which extends, we believe, to all parts of the globe.
Mr. l'helan, universally lamented, died in October, 1H71, since which date Mr. Col¬
lender lias conducted the business under his own name, being ably assisted by his son-
in-law, Mr. .John 1>. O'Connor, at their spacious and elegant ware rooms. 7SS Broadway.
New York City, with branches at HT and H(i State street. Chicago, under the manage¬
ment of Mr. A. Curtis Bond, and at No. 17 South Fifth street, St. Louis, in charge of
Mr. Charles E. Mussey.
Our space will bandy admit of an elaboration on their varied and numerous designs
in tables, and as there are improvements continually produced, a volume alone would
suffice for this purpose. The highest awards have been received by this gentleman. At
the Centennial, in lH7(i, the Commissioners' ffeport, commending these tables for their
simplicity and solidity of construction, with beauty of design and finish: as well as for
durability, correctness and elasticity of cushions: also their Combination Cushions
were admitted to be the only ones scientifically correct in angles of incidence and reflec¬
tion. In every Exhibition at which they have been represented the first medals have
always been awarded them, their latest triumph being at the Paris Exposition of 1878.
where they received the Medal of Honor.
Of the material which enter into the construction of these tables this can be said,
that only such is used which will bear the closest scrutiny and lie susceptible of the
highest finish. This it is which lias given these Tables and Cushions a world-wide
reputation, as iirst-class workmanship, uniformity of construction and durability,
is combined with rosewood, walnut, maple and other varieties, making at once tables
with fine combinations of natural colored woods, with an exquisite iinish, rich looking,
as well as the liest table.
The popularity of the "Collknuhk" tables is attested by the unqualified approbation
of the leading players, the principal hotels, clubs, prominent gentlemen and colleges in
our own country, being found as well in all the principal cities of the old world.
The In curial Billiard Table shown is entirely new in design and construction,
and includes all the improvements made during the past twenty-live years. Its special
advantages are numerous and it embodies great strength with a graceful form, suscep¬
tible of the highest ornamentation. The materials being wood and metal combined,
insures perfect solidity and freedom from vibration. The table has a leveling apparatus
which is readily adjusted but entirely hidden from sight. The bed is well supported at
every point. Allowance is made in the construction for contraction and expansion of
the metal—the result of heat and cold.
The Imperial possesses many other qualities so immeasurably superior to those of
the tables heretofore in use, that it is destined to create a revolution even greater than
that produced by the invention and introduction of the Bevel table by Mr. Collender in
1871.
The principle on which Collender1 s Combination Cushion is constructed admits of
great speed and accuracy: as the face of the cushion is comparatively solid, it prevents
the ball from imbedding itself in it, the elasticity being at the hack; yet, both face and
back are, in fact, one substance. The cushion is so low that when the ball is in contact
with it, nearly one-lialf of the ball is above the cushion, so that a shot can be made
with the cue nearly in a horizontal position, yet the hall rebounds from the cushion in
a horizontal line, parallel with the bed of the table or, technically speaking, does not
"jump."
Its durability and accuracy are not affected by climate or weather, thus enabling it
to be sent to all parts of the world. Neither will moisture nor acids have any injurious
effect on the materials of which the Combination Cushion is constructed.
The conditions which make scientific accuracy possible, are an elasticity which is
uniform in all the parts of a cushion, consequently the end cushions are as elastic as
those 011 the sides, each cushion being equally elastic throughout its whole surface.
In altering and repairing, Mr. Collender has facilities which are unequaled. Tables
can be cut down and made to suit owners, in regard to size, number of pockets, etc.,
(when the tables are sent to the factory,) and the work can be done well, at reasonable
rates, for the transportation to and from the factory will be more than counterbalanced
by the superior manner in which the work is done.
It may not be uninteresting to learn of the various departments through which a
table passes in the course of construction. The slate bed is sawed off the desired size
at each side and end by a steam saw made specially for cutting slate; the screw, holt
and nut holes are drilled by a steam drill ; carving machines are used to produce the
carved panels ; a tennoning machine is used to make the tenuous ; a morticing machine
to make the mortices ; steam heaters to heat the parts to be glued together, and to keep
the glue at proper temperature. Each branch is done by an experienced workman. It
takes a slate worker, a cabinet maker, a carver, a cushion maker to set the cushions
right, and who has the skill of an upholsterer, to cover them properly; and lastly, the
work goes to the varnisher, whose specialty is different from t lie other class of work
required to get the proper degree of finish.
Any letters of inquiry for any information regarding the purchase of tables or of
altering, which are addressed to the offices named, will receive prompt and immediate
attention.
ir,i,
O ( ) M KT I M K m Ihr aimais ni t.lic pu,si, un ri il m prising i m Ii vid nul bethought him self
^ ' oí ;i plun whereby lir could rurn his hrrinl in an original manner. He rnii-
siilutrd h i i use I i n I ill 11 s pi >il ;i I ion medium hriwern hiisiiirss houses, hrt wrrii residences,
and was, generally, a hundir ran n r. A hand basket and cart, answered Ihr require¬
ments of the business. Searching through the history of American progress, we run
liuil no more interesting rhaplrrs tliun liaise which enia.nii.tr I rom this "errand rmivr-
nienre of I lie I on y ago. It, has resolved itself into our modern " Fx press syst (in.
In tin beginning, people were satisfied with a local transportation ronvepionre, lait
as sont as that reused to lie a, wonder, prolific brains heran hi speculate upon an exten¬
sion of its usefulness. If it could he m ule a, success in cities, it could he made a desir¬
able means of communication between them.
And so the public express business had a beginning, of which Mr. William Harnden
was the originator. Over forty years since, a line was established between New\ork
and Boston the great mechanical power being the wagon, and the moving force the
horse. W e regret to say the vehicle which carried the first valuable collection lias not
been preserved and numbered among our "national historical collections," and the steed
that first traversed tlic road, given a mention in the records of "honorable deeds." This
modest, undertaking attained eminence in lHll'd. Two years thereafter Mr. Harnden
startled the most venturesome by another experiment,. He established a line up the
Hudson as far as Albany. This was placed in charge of Air. Henry Wells. This was
the school of the future president of a future important, enterprise. Another lapse of
two years , and Mr. William (1. Kargo became associated with Messrs. Wells A Living¬
ston in conducting a line between New York and Albany. Later, the tide of express
readied Chicago, under the direction and title of I/irint/xIon <(' Farflo.
Naturally, a good example in business that proves prosperous is speedily followed.
A few years proving the utility and necessity of the express system, an opposition line
was inaugurated which extended from New A oi l; to Buffalo, under the direction of the
firm "—essrs. Butterfield, M assen A Co." A lively competition ensued, which resulted
in a most intimate relationsnip between the two companies—better understood by the
term. coxsoiaiiATioN. This ceremony was honored by the title.
AMKIilt'AN' KXI'UKSS COMI'ANA.
A joint stock association was formed, and a charter of incorporation was obtained.
The development of the Company is marvelous. It employs ô.OOO pinsons, has :î.1(1(1
offices, and its transportation extends over 2-I.(KM) miles of railroad track. Its business
extends over one hundred and sixty main railway lines and numerous branches. For
the laeilities afforded the American Lxpress Company by these railways, the Company
pays the railways sums aggregating :? 1,000,000. Kor the same length of time it pays
its employes over S2,0(10,000. Its system is accurate, and the faithful guardianship of
everything mit rusted to its care lias become prove, hial. In sending money it is most
efficacious, and no more expensive than the less reliable methods. The American
Fej>re¡s.s transports packages to any part of the world with fidelity and dispatch.
Mr. Charles Fargo, the Assistant (iencral Superintendent, has supervision of the
Company's business throughout the Northwest. His ability and energy had materially
aided in rendering the system the success it is at the present time. The elegant building
owned by the Company in (' 11ic¡i<•<> is a model oí architectural mass! veiiess and beauty,
a just tribute to the startling amount ot business transacted by the Company in the
Northwest. The structure is situated in the centre oí the business portion of Chicago,
Nos. 72, 74 and 70 Monroe street. It is the linest specimen of the French style of
iirehiteelure in the t inted States. It rests on a solid base of concrete three feet in
depth, and troni two to two and a hall leet in thickness. It measures ninety feet front¬
age on Monroe street, and one hundred and ninety feet in depth. It is six stories high
with basement, and has an aggregate Moorage of 70,700 superficial feet. A court, thirty
by eighty feet in the center, affords sufficient light to the interior rooms. The utmost
precaution has been taken to secure the building against lire. Directly under the roof
is a perpetual reservoir of 4,000 gallons of water, supplied by a special pipe from a
steam pump in the cellar. A wrought iron pipe begins with a fire plug on the sidewalk,
with attachments for the fire engines, enters the basement, traverses the height of the
building in the center, with outlets on each story, and on the roof. The internal fittings
of the building are in perfect harmony with the exterior beauty, and the high
standard of the Company. They are as elegantly modern as the exterior in antique.
The wood work of the offices is of black walnut and ash. Symbolic emblems typical of
the historical progress of transportation embellish the glass panels. The walls of the
great vaults are three feet thick, lined an inch deep with iron and steel combined, with
two inch doors of the same. The main offices and the Assistant. General Superin¬
tendent's office occupy the first floor. The rear portion of the main floor, and adjoining
the main office, is the freight department—ninety hy one hundred and twenty-five feet—
where a paved court, under cover, will admit a dozen teams or more at the same time.
The business of the American Express Company in the Northwest is enormous.
From the Chicago depots the Company sends daily an average of fifty car loads of
valuable property, and receives from the West about the same number. From New-
York the average is about three car loads.
The name bestowed upon this joint stock association was well chosen. It has,
from its inception, steadily gained popularity, until to-day, its prestige is thoroughly
grounded as the Ji-iuVinij Express Company of America. It hears upon its standard the
words Fidelity and Dispatch, and has never yet failed in adhering to the principles
they imply.
The public has found the express system not only a convenience, hut a vital
promoter of prosperity and wealth. This Company has very recently reduced its rates
on the transportation of packages, viz. : between 8,000 offices in New England, Middle
and Western States also to offices of nearly all connecting lines.
Money, Curkency and Gold.- Packages not exceeding £20, 15 cents ; S4(l, 20 cents ;
S50, 25 cents. Large sums in much smaller proportions.
Merchandise.—Lowest and highest charges according to distance. Packages not
exceeding one pound, 25 cents ; two pounds, 25 to 80 cents; three pounds, 25 to 45
cents ; four pounds, 25 to 00 cents ; five pounds, 20 to 75 cents ; seven pounds, 25 cents
to SI.
Printed Matter.—Books and other matter, wholly in print, ordered from, or sent
hy, dealers, etc., prepaid : Two pounds, 15 cents ; three pounds, 20 cents ; four pounds,
25 cents.
S. G. BEATON, A:i<ut. WM. G. FAltGO, I'resi lciit.
ir,H
^¡insurance!
GEORGE -:»TREAD W A Y -!•& •••('<>.
T N tIiis enlightened age it lias laconic an established axiom with business men that
insurance upon property should never he neglected, hut should receive the same
attention and he paid for with the same punctuality as rent when it heroines due.
II is hut proper, therefore, to say, that the merchant or dealer who should neglect to
insure his stock of goods or other property, is simply inviting the ruin and disaster
which follow in the track of a eoullagration. Dut right here conies in a question;
with whom, and to what agencies shall we apply to place our insurance, that we may
feel assured of the safety and certain lesponsibility of the policies we may hold. Our
answer is prompt: apply to Messrs. George P. Treadway & Co., No. 128 La Salle
street, who represent three of the very best Companies in the country. We will men¬
tion first the staunch and impregnable Lycoming Insurance Company, of Muncy,
Pennsylvania. This Company is one of the strongest and most formidable in the
country. Its record, the very highest, is deserving of all the commendation that can be
bestowed. When the great conflagration in 1871 shook Chicago to its veiy foundation,
this Company stood up firm and paid promptly the immense sum of mir million ami
tiro hmulml nml Jiihi-armi tlionmnol ilollnm. And since its organization in the year
1840 it has paid out for losses the enormous sum of over ci ¡/ht millions of dollars. Truly
this is a grand record. The second Company 011 the list of this agency is the Firemen's
Insurance Company, of Dayton, Ohio, organized in the year 18!h>. Its capital originally
large, has greatly increased by the conservative and judiciousmanagement of its officers.
It has assumed and justly may be classed with the foremostand best insurance companies
of the country. Its assets are principally in Government bonds, which are at all times
convertible in case of an emergency, which would he promptly attended to by Messrs.
Treadway A Co.
And now we come to another strong Company represented by this agency—The
New York and I tost011 Insurance Company, of New York. This Company, though of
hut four years' existence, is daily gaining strength. Its officers are men of rare busi¬
ness experience and capacity, and among the names of its directors may be noticed
some of the wealthiest as well as those of national report.
It is, therefore, but just to say that these Companies stand in the very first rank of
insurance corporations. In Chicago they are deservedly very popular and receive the
patronage to which they are justly entitled.
Messrs. Geo. I'. Treadway A Co. are gentlemen of long experience in the insurance
business, and are thoroughly conversant with every detail in connection therewith,
having been established since 18(11 and are at all times enabled to place risks for their
patrons at equitable rates, lîeprosontiiig Companies of such solid worth as herewith
noted, it is but natural that this firm should show a, great increase in the amount of
their risks taken over previous years. Such being the case, this agency occupies now a
very prominent position in insurance circles, and ranks with tin very best in our city.
Merchants and others who are about to renew their old policies, or to place new
ones, can fuel assured that by entrusting their favors to the care of this reliable firm
they will secure absolute safety.
Their office is centrally located in immediate contiguity to the Board of Trade and
is filled up with all the necessary conveniences for the transaction of their large business.
I.V. I
AVK RLYm-
är - ~ , I
riu> I><> a (I i il Theatrical Manager of the World.
gCHICACK) has arrived at that point of culture that her society is critical in its
A? appreciation of the refined, and the high character of amusements offered for its
entertainment and patronage. No one of our prominent theatrical managers seem to
have realized this fact to so great a degree as Mr. Haverly, he is an ever restless spirit,
J H HAVERLY
seeking with an indomitable energy and a true sense of appreciation of the public
wants, to cater to its taste and satisfaction.
The citizens of Chicago hailed gladly the occasion of Mr. Haverly taking possession
of the immense structure on the corner of Dearborn and Monroe streets, for the pur¬
pose of dedicating it to the cultured talent, genius and skill of the amusement world
for his reputation and happy versatility of discrimination and unsurpassed judgment
as a manager had preceded his advent as a permanent fixture in Chicago, and the confi¬
dence then reposed in him has not been forfeited, simply for the reason that on no
occasion can a citizen or stranger visit "Havbrly's Theatre and come away and say
that they have not been entertained fully to their expectation.
Kill
Mi. I In \ ¡'fly's career as a manager, w must acknowledge, is a matter of 110 ordi-
narv <<1111111<11I, lor lio lias |irovcii himself I,o l>c a, mail oí comprehension, as also ol
s J »I <-i i < 11 < I i1 \ ( ■<• 1111\<• a hi I it 1rs in all Iho I.lical nisi I ami operatic enterprises in which he has
been engagi><|. Iiis trip through the country, one year ago, in connection with Colonel
Mapleson, of London, Kngland, as associate manager of lier Majesty's Opera troupe,
was a colli imieil osation and a triumphant march from one end to the other. Itut his
genius as a, manager is not eon lined I o any given point ; he em lira ces, as we might say,
the whole country with his managerial enterprises, tie is, at this time, proprietor and
manager of I laverly's Theatre, New York City; also, I laverly's Theatre, Brooklyn ;
together with I laverly's Lnited Mastodon Minstrels, Ilaverly's Genuine Colored Min¬
strels, I laverly's Church Choir Company, and Ilaverly's New York Children's Opera
Troupe. Truly this is enough to keep one man busy in watching and controling their
movements, hut Mr. Haverly is always busy, and withal, a genial, most pleasant and
affable gentleman; lie is never idle, always on the alert, quick and prompt in the dis¬
patch of business, and, as you approach him, it. seems almost as if he divined your
thought and anticipates the object of your interview.
Haverly's Theatre, Chicago, is a magnificent structure. It is the largest building
devoted exclusively to theatrical purposes in the country, and the largest west of New
York City, whore the Opera can he seen and appreciated in all its gorgeousness, with
unrivalled scenic effect and its grand illusions. The seating capacity is, throughout
the house, 3,400 individuals, and when it is illuminated with its thousands of jets on
the occasion of a performance, the interior presents a brilliant and grand appearance.
The stage depth is fifty-eight feet, the width seventy-eight feet and the opening
thirty-eight foot. The height, from the stage to the roof, eighty-eight feet ; rigging loft,
seventy feet ; H y gallery, twenty-seven feet; grooves, twenty-seven feet. It is magnifi¬
cently fitted ig) with all improvements and the elegancies. The scenery is always
gorgeous, the belongings the richest and most superb. The entertainment, its character
and its fittings, harmonize so accurately, that one invariably gives the verdict that per¬
fection is always reached at Haverly's, no matter what may he presented for public
approval. The building is thoroughly ventilated, and provided with numerous and con¬
venient modes of exit in case of danger. The strictest surveillance is kept constantly
over every part of the theatre, 011 the principle that caution against injuries is better
than the best remedies.
It would he unjust to Mr. Haverly if we were to omit to notice the high character
of entertainments that the public may he assured can at all times be witnessed at this,
the leading theatre of Chicago. It. matters not whether it is the tragic, the elegant
light comedy only, or the ridiculous, the principal artists of the country or from abroad
are those that are presented to the public.
MOST POPULAR AMUSEMENT RESORTS
HAVERLY'S THEATRE. HAVERLY'S THEATRE.
CHICAGO.
NEW YORK CITY
Kïl
•HEAVY HARDWARE»
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^jp HIS firm is one of the oldest in Chicago, and one who have for many years past
been prominently identified with its rise and progress as a great commercial and
manufacturing center. The recognized commercial ability of Mr. Seneca D. Kimbark,
and bis high standing and personal worth as a merchant and citizen, need no comment
in the pages of this volume. It is but repeating what is well known with the trade, that
this is the largest house engaged in this branch of business in the Western country,
where may be found at all times the most extensive and varied stock of
• V lROISr, STEEL, •
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Carriage and Heavy Hardware, Carriage Trimmings,
And Work Material.
80, 82 and 84 Michigan Avenue,
CHICAGO.
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ENGRAVING TOOLS AND ENGRAVERS' SUPPLIES IN ENDLESS VARIETY.
ILLUSTRATED CATALOGUE FREE ON APPLICATION.
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WOOD ENGRAVING.
BAKER & CO.
T HE readers of the pages of the History of the Boards of Trade anil Railway
1 teview, will lind many specimens of the wood engraver's art. Our earliest
recollections are vivid with cuts in the primer, which connected objects with words.
he mathematician avails himself of this art to portray his diagrams; historians find
it particularly valuable in recording the triumphs of kings and warriors, to delineate
the progress of nations ; the poet, traveler and professions, all draw upon its resources ;
religion is represented in concentrating, by its aid, devotional ideas of the penitent.
Through this channel are the humblest enabled to possess the works of renowned
artists—tiuestius of a former age. No other kindred art has worked greater advantages
than that of wood engraving ; its productions have widely disseminated information
and particularly as an educator, are the masses indebted to it. Few know by what
methods, in wood engraving, the delicate and even bold impressions are produced. Wo
grant that students and connoisseurs are not easily deceived, for they are the <'</<« who
invade every studio and sanctum.
The means by which these various effects are produced, as seen in books or single
impressions, differ specifically from the procedure in the art of engraving on copper or
steel. The distinction consists in this, that while the wood engraver shapes his designs
by cutting away such parts of the block which are to appear white or colorless, the
engraver on copper, by means of <u¡nn fortín, corrodes or cuts out with the burin, or dry
point, the lines, stipplings and etchings from which his impressions are to be produced.
From wood engravings duplicates are obtained by eleetrotyping—another art distinct
in its characteristics—and as any number of these plates can be produced without
injury to the wood cut, there is no limit to them, hence verifying the old maxim, "a
good thing is valuable in proportion as many can enjoy it."
Chicago is well represented in this industry and study, and in presenting Messrs.
Baker & Co. to the public we know them to be representative men in their line, and
point with pardonable pride to their work as executed for this volume. The company
occupy four airy and spacious rooms in the building on the southwest corner of Clark
and Monroe streets. Here they enjoy every facility and seemingly have overcome every
obstacle to gain perfection, thus titling them the largest and oldest firm in the West,
Every commission is executed with a unity of perfection ; no specialties are courted,
but all, from the little hand-book up to the large posters; illustrations for machinery;
agricultural and mechanical, jewelers' and merchants' catalogues, have the imprint of
finish. The work of this firm finds its way to all parts of the country, not alone in this,
but in orders as well from Canada. The firm enjoys certain advantages in the produc¬
tion of their work of which few can avail themselves, it is, that they pkotcgiaph diu ctly
m; i
on tins wood, whirl) ensilles accurate represents,lions ni portraits, buildings, machinery,
etc., the linn making their own negatives by improved processes. This enables them
to produce historical, poetical and works on general literature, elegantly illustrated with
birds, flowers, landscapes, architecture and animals. This is of great advantage to
publishers of biographies who contemplate a likeness of the subject, which, as a rule,
are not perl'ccl, whereas, by this method, the finest and most correct portraits can be
executed.
Aside from the wood engravings Messrs. Baker & (to. are dealers and manufacturers
of, and carry the largest supply of wood engravers' tools, outfits and materials to be
found in the United States, their sales over reaching any other similar concern. As
well are they the manufacturers of the celebrated Baker & Co.'s ruling and routing
machines. The goods are catalogued with a consistent price list, and embrace every
requisite for the wood engraver, whether amateur or professional. The firm stands
high, is well endorsed, and recognized for its superiority and correctness of work.
This review would he incomplete without a historical sketch of the firm, which was
established in 1857, as AV. J). Baker. Air. S. AV. Fallís, now the head of the tirai, is a
pleasant and courteous gentleman. Their long period of prosperity was suddenly cut
short by the (treat Fire of October, 1871, sweeping away their earthly belongings from
view. With true Chicago pluck and energy—their entire capital—they started immedi¬
ately at No. 50 AVest Handolph street, and in 1872 a removal was made to their present
quarters on the south side.
Any letters of inquiry will receive prompt attention.
BAKER & CO.,
DEgiep^ Tip PP0T0-EP^YE^ ON WOOD,
Corner Clark and Monroe Streets, Chicago.
BUTTER, ETC. l»Rí H ITH H '( »! IIIISSII »X.rHKKSK KT,
HIC AGO offers unsurpassed inducements to shippers of produce who
are located in the Western Stales tributary to her market. The
great net work of railway lines radiating to, and intersecting at all points,
have made her the grand depot for the reception, as well as the great
distributing point, for all the agricultural products of the Western States.
The exporter, as well as the general buyer, from all parts of the country, are
well aware that the rich and fertile fields of the Northwestern States are
emptying into her lap their varied productions, and, consequently, they
make this their objective point to make their purchases.
It may appear and sound like unseenting adulation, but, nevertheless,
it is true that this market is from year to year rapidly gaining ground, and
is becoming the grand center of trade, as well as the great distributing point
of the country. The market is rarely without buyers in abundance from
all parts, seeking to do business, for shipment or home consumption, with
our reliable South Water street merchants. The immense consumption of
the products of the dairy in this city, and in the towns dependent upon it
for supplies, joined to the great shipping and export trade to which we
have referred, renders Chicago the great point and centre of trade, and the
market which must pay the shipper to consign his merchandise. The
immensity, and the great bulk of this merchandise which finds its way from
day to day into the channels of the Chicago market is controlled by the
Commission Merchants.
Among these merchants is Mr. Charles Baltz, located at No. 113
and 115 South Water street. Mr. Baltz, during his career of more than
ten years past in this city, has earned for himself an enviable reputation,
both as a merchant and citizen. His house is the largest handler of
Cheese and Butter in this market. They handle the products of many
creameries and factories located in Illinois, Wisconsin, Iowa, Minnesota
and neighboring States, and have deservedly won the reputation for hon¬
esty and fair dealing. During the past season, the transactions of this
house aggregated over one hundred and fifty to seventy-five thousand
boxes of all grades, including the finest, make of Germany, Switzerland,
and Holland. They make a specialty of receiving Butter from creameries
that send to this market the choicest that can he offered for sale. They
also deal largely in meats, hams, mess and dried beef, and other pro¬
visions; also a heavy line of Edam, Nutmeg, Young America, Limburg,
Pine Apple and Swiss Cheese; and pay particular attention to orders from
Eastern cities, as well as those for export.
iijcCHARLF>S BALTZ4;
ll¡(¡
rp Uli ImsiiioKH of eleid ml yping ¡mil stereo! y pin« has become of hito years one of the
A most 11111 >< nt ;i 111 ; i < I j 1111 < -1 s of t ho printer's art, ¡Did among the leading representa-
tions of this oiilei'prise in Chicago ¡H the cnlcrprising und well established firm of
Blomgren I'»ios. «V Co., of Nos. KW mid Hi I Chirk street. This linn fills orders for every
description of electrot yping, such as wood engravings, labels, blank forms and maps.
They manufacture cuts and plates for advertising, embossing plates and stamps, can¬
celing and business dies and all such work.
We would specially direct the attention of those interested in electrotyping, stereo¬
typing and "the art preservative of arts" to a recent publication issued by Blomgren
Bros. A Co. This is a specimen book of three hundred pages, printed on heavy white
book paper, twelve by sixteen inches to the page, and containing from three to four
thousand impressions, duplicates of which they are prepared to furnish at very low
Jlgures. This interesting work contains cuts of every description, from grave to gav,
I ron i lively to severe, and well-posted members of the trade pronounce it the largest
and most complete work of the kind ever issued in America.
This lirui offers special advantages to printers and the trade. If you want to illus¬
trate a circular, a paper, a poster, or label, you will lind illustrations in this splendid
specimen hook. It contains the largest collection of new and original clothing cuts and
wrapping paper designs ever published. Card scrolls, ceremonial cuts and ornaments,
cuts for New \ear s cards, cheek blanks, and commercial cuts of overv variety are sup¬
plied by this firm.
In the vital matters both of price and quality, Blomgren Bros. A Co. assure satis¬
faction to all customers. Since their establishment in business they have met with a
very liberal degree of support and it is safe to state that, in all eases, they have
succeeded in rendering value received. Tlu-v ray special attention to making electro¬
types of line wood engravings, for the illustration of hooks and periodicals; and have
extra facilities for liirnishing plates for hooks, pamphlets, periodicals, music sheets and
other publications in the shortest possible time, and in the best manner. Plates for
color printing gotten up in the highest style of the art, are a specialty with this firm.
83 TO 91 ILLINOIS STREET. CHICAGO.
532 TO 536 CANAL STREET, NEW YORK.
ELEVATORS.
STEAM, HYDRAULIC
AND
HAND POWER
Fur Fassenger I Freight Purposes
Hoisting Machinery exclusive¬
ly adapted to every class
of business.
We have all modern factory facilities,
and one of the largest exclus i re Elevator
Works in I he world, to assist in sustaining
fhe\ high repu talion of our make of ma¬
chines, and having had years of experience
in this particular line, we feel war ranted
in asserting we make the best in the
market.
Estinailes made on application, and
competent mechanics sent to set machines
whenever desired,
Co rrcsp o n de n ce sol i c ited.
J. W. REEDY.
T T is not a great many years since that Albany, N. Y., enjoyed the distinction of
1 being the largest lumber market in the country, but Chicago, from her superior
geographical position, having direct water communications by the lakes, with the very
heart of the lumber regions of Michigan and Wisconsin, soon took precedence, so that
to-day this is the greatest lumber market of the world, and offers almost the same
advantages to dealers in remote localities to trade here as if they were to operate in the
very heart of the lumber region.
The lumbermen of Chicago rank among the foremost business men of the North¬
west, and have materially contributed to add to her wide-spread fame for peerless enter¬
prise and indomitable perseverance, and in the prosecution of this vast business there
is employed an estimated capital of eighty million dollars, the whole comprising dealers,
manufacturers and commission merchants. Among those who may be mentioned
prominently, who are engaged exclusively as dealers is
THE REPRESENTATIVE FIRM
of G. C. Thompson & Co., who are justly deserving this distinction from their long
experience in the business which includes a lifetime, wherein they have been enabled to
gather information and knowledge of the business to which they have devoted their
untiring energies that their patrons may receive the advantage therefrom. The yards
of this firm are situated on the south side of the river, in the lumber district, the office
being numbered 511 Archer avenue. Four railway side tracks penetrate their grounds,
giving ample space for the accommodation of sixty cars at the same time. Their dock
facilities enable them to unload ten vessels per day ; also having most extensive dry
kilns, with a capacity of 2,000,000 of shingles per week, reducing their weight about
one-third. And with their extensive facilities for storing their stock, they, at all times,
are enabled to supply their customers with well seasoned lumber.
As buyers in all markets where may be found the best qualities, with an abundant
capital, they are thus enabled to place themselves in the front rank with the very fore¬
most engaged in the business, and can thereby serve the interests of their customers,
who can be found in all parts of the country.
MR. C. C. THOMPSON,
the originator and senior partner of this large firm, has had a long and successful expe¬
rience in the lumber business. If then it is true that "experience makes us perfect,"
Mr. Thompson must have a thorough and perfect knowledge of the business in which
he is now, and has been so many years engaged. That the saying, in this instance, is
true, cannot be questioned, for his eminent success is the true and just response.
When Mr. Thompson started out in life many years ago it was with the full deter¬
mination that he would in his business career, make an untiring effort to meet with
success, but that his dealings with all men should be just and honorable. That he
has faithfully performed that mission the general public surrounding him will attest.
And to this may be added that the highest respect and esteem is entertained for him by
those with whom he has been associated for years past in the prosecution of one of
Chicago's leading business enterprises.
State street and Archer avenue cars pass the office and yards.
170
fp HF cliroiiiclcr of Chicago's progress meets with illustrations numerous and vivid as
* lie visits the almost i 111111111 < r; 11 >11 ' prominent houses to lie found in the city. Some
of those establishments have a history of their own, running hack many years. Others
are just making a history, and as we first, visit one and then another we find ample
food for collection in the form of memoranda relative to the proportions and progress of
our vast, manufacturing industries. In the changes that have accompanied the flight
of time, many of the old firms of to-day have been co-laborers in the laudable work of
building up and extending the commercial interests of our city, and by their enterpris¬
ing efforts the numerous productive industries that have made the "Garden City
famous throughout this country and Europe have flourished to a degree surprising to
the manufacturers of other and less fortunate cities.
It is well known, as we have stated, that Chicago is the leading lumber market of
the world, and by reason of lier unequaled geographical position as a distributing point,
and the superior class of products turned out by lier manufacturers, she lias gained a
prestige second to that of no other commercial centre in either hemisphere.
Among all the establishments engaged in the lumber business and manufacture in
Chicago, there is none more widely known or in higher repute than the
ooss A- PHILLIPS M ANC FACTI'] ÏINU COMPANY.
In the production of sash, doors, blinds, mouldings, balusters, newels, stair rails,
etc., they transact an immense and constantly increasing business, having unsurpassed
facilities therefor. In the department of balusters, newels and stair rails, they do the
handsomest and most elaborate work of any concern in the hnion. Some elegant and
notable specimens of their taste and skill in this line may he seen in the Palmer House
and the Grand Pacific Hotel, Chicago, the Fisk University, Nashville, Twin., the res¬
idence of the British Minister at Washington, I). C., and the Peoria Court House, as
well as in many other of the finest public and private buildings throughout the country.
An important auxiliary of their business is the manufacture of all kinds of materials
for dwellings, etc., which can be transported to any part of the world and erected with¬
out any difficulty, every piece being accurately fitted, marked and numbered. Their
trade in all lines extends not only to all sections of the United States, but to South
America, Australia, Southern Atrien and other foreign countries.
A new I cat lire of their business is the manufacture, of the Bebel patent blind,
which is generally conceded to he the best, and most desirable blind extant. It is
adapted for both outside and inside use, and effectually excludes rain, dust and sun¬
light. Its cost is hut slightly in excess of the ordinary blinds, and it. is being very
extensively adopted by builders here and elsewhere, giving entire satisfaction in every
case. They will furnish to applicants an illustrated circular containing full information.
They also issue descriptive catalogues of all their manufactures.
Some idea of the magnitude of their business may he formed from the fact that
they consume in their productions the enormous amount of 18,000,000 feet of lumber
annually. Their works, located on West Twenty-second and Fisk streets, are the most,
extensive of the kind in the country, and are substantially constructed of brick, and
contain the latest, improved machinery and appliances lor the prosecution of their
varied industries. From 800 to 8.70 experienced workmen are now employed, and every
department, is operated to its full capacity, in order to promptly meet the requirements
of their trade. Their docks, buildings and yards cover a large area, affording con¬
veniences and facilities for all operations, in addition to their manufacturing, they
assort, dock, dress and ship largely of lumber of every grade and kind. All regular
sizes and styles of their products are kept constantly in stock, so that orders for either
the home or export trade can he promptly supplied.
SASH,
MOULDINGS,
STAIR
RAILING,
ASH,
WALNUT,
MAPLE and
SOUTHERN
PINE
FLOORING,
SIDING,
CEILING,
DOORS,
STAIRS,
BALUSTERS,
NEWEL POSTS,
DIMENSION
SHIN GLES,
PICKETS,
ETC., ETC.
DEALERS IN
Lumber, Lath,
AND
SHINGLES.
CORNER
West Twenty-Second
AND
F1SK STREETS,
CHICAGO.
■m: index. :sc
""C-'-f- - -f, •• ..
A T A
f " • f
i i ■'
. t .
Title Pa«fO, ]
Introduetory, 3
Chamber of ( '< »ninm*r<*<», Chira^o, 5
I » 1 >ard cl" T l ade, <;
MrDermid, Russ A' Co., 41
Cul \ er A' ( 43
Intel ¡01 View of Prodiiee KxehaiiüO. j;.
Public Prodiiee Jvxcbaiiiic, 43
Milwaukee (111 <11111m■ 1 • of Comnicree, 53
Chandler, Brown A' Cu.. 59
Chicago A Alton Railway Co., -)S
(llasyow Bridge, Missouri River, (54
Map. Chicago A' Alton Railway Co , 73
Rock Island A Pacilic Railway Co., 54
Map, Rock Island A Pacific Railway Co., 94
Illinois Central Railway Co., 499
Chicago A North-West ein Railway Co.. U4
Chicaifo A' Eastern Illinois Railway Co., 44^
Chicago. Milwaukee A' St. Paul Railway Co , 19-2
Missoini, Kansas A Texas Railway, 499
Atchison. Topeka A' Santa Fe Railroad, 13*
Fort Wayne A* Pennsylvania Railroad, 444
('lias. ( i essaye A' Co., 449
( Jaire Brot hors A' Co., 14s
II. W. Collender A Co., 153
American Express Company, 459
(e-oree P. Treadwav A Co., jy*
J. II. Ila\erly, ir),,
S. I). Kim bark, 131
liaki'i' Ä Co.. Ï62
CI,m il's Unite, 156
Bloin<rren Brothers, 439
J. W. Reedy, 1(i7
( ' ( '. Thompson, 43*
(loss A Phillips M a niiraetnriiii»; Co.. 479
A. C Braekehiish A Co., 4-3
A- C- BlIACKHHWH X T THATCIIKU
A.C. BRACKEBUSH & CO.,
No. 1 WEST RANDOLPH ST., CHICAGO.
Exclusively all Hail Shippers
: OF :
Anthracite and Bituminous
441 0 O A li 4--"
WKSTKI'tX A( iE NTS FUI!
The Susquehanna Coal Co.'s Wilkesbarre,
a. pardee & co.'s lehigh.
"Oak Hill" Pure Youghiogheny Gas Coal.
INDIANA, GIANT AND BLOCK,
BRIAR HILL,
BLOSSBURG,
CUMBERLAND,
BUCKEYE CANNEL,
CONNELLSVILLE and PITTSBURGH COKE.
QUALITY GUARANTEED IN ALL CASES.
Special Circulars furnished Dealers and Manufacturers on application.
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3 5556 042 482562