385.22 P83r Horace Sorter. Railway Passenger Travel, 1825-1880. (from Scribner 1 ; Magazine, Sept. 1888) (1962 rpt.) Li 1 bITY OF IL OIS LIBRARY AT URBANA-CHAMPAIGN ILLINOIS HISTORICAL SURVEY 182S-188O - -; > -; ~ -.., 385. aa, 1825-188O FROM SCRIBNER'S SEPTEMBER 1888 ISBN: 0-914166-12-3 7th Printing, 1975 10 SOCHA LANE, SCOTIA, NEW YORK 12302 RAILWAY PASSENGER TRAVEL By Horace Porter. (ROM the time when Puck i was supposed to "1 utter his boast to put a girdle round about the earth in forty min- utes to the time when Jules Verne's itin- erant hero accomplished the task in twice that number of days, the restless ingenuity and energy of man have been unceas- ingly taxed to increase the speed, com- fort, and safety of passenger travel. The first railway on which passengers were carried was the " Stockton and Darling- ton," of England, the distance being 12 miles. It was opened September 27, 1825, with a freight train, or, as it is called in England, a "goods" train, but which also carried a number of excursionists. An engine which was the result of many years of labor and experiment on the part of George Stephen son was used on this train. Stephenson mounted it and acted as driver ; his bump of caution was evidently largely developed, for, to guard against accidents from the reck- lessness of the speed, he arranged to have a signalman on horseback ride in advance of the engine to warn the luck- less trespasser of the fate which awaited him if he should get in the way of a train moving with such a startling ve- locity. The next month, October, it was decided that it would be worth while to attempt the carrying of pas- sengers, and a daily "coach," modelled after the stage-coach and called the " Ex- periment," was put on, Monday, October 10th, 1825,*isvhich carried six passengers inside and from fifteen to twenty outside. The engine with this light load made the trip in about two hours. The fare from Stockton to Darlington was one shilling, and each passenger was allowed fourteen pounds of baggage. The limited amount of baggage will appear to the ladies of the present day as niggardly in the ex- treme, but they must recollect that the band-box was then the popular form of portmanteau for women, the Saratoga trunk had not been invented, and the muscular baggage-smasher of modern times had not yet set out upon his career of destruction. The advertisement which was pub- lished in the newspapers of the day is here given, and is of peculiar interest as announcing the first successful at- tempt to carry passengers by rail. Stockton _ . 8- in accomodatton caw, which have lieeirre-arrangeoY cushioned and lighted. Those who pay ttrouyAVtween Albany & Rochester, $8. in the lest cars. * " *> 6. 50 in accomodation. cars. GOING WEST. lit train aTriin MM*. Lctvt Albany. A. M. 1;P. M. 7; P.M. Put Sehoieebdr, 1 A. M. 3 P. M. 9 P. M. Put Ulicfc UP. M. 9P.M. 4A.M. fat Syrwuse. S;P.M. JA.M. 8A.M. Pui Auburn. 7 P. M. 4 AM It A. M. Put rUcheslir. 2A.M. 10A.M. 4P.M. Arrive t Buffalo. 7A.M. 3P.M. P. M. Pmu Pus Pus GOING EAST. InTnia 2dTriH BuTalh 4 A. M 9 A. M H. Chester. <>; A. Aitblin Sjric Utica, . s;p. M. Every year has shown progress in perfecting the comforts and safety of the railway car. In 1849 the Hodge hand-brake was intro- duced, and in 1851 the Ste- vens brake. These enabled the cars to be controlled in a manner which added much to the economy and safety of handling the trains. In 1869 George Westinghouse patented his air- brake, by which power from the engine was transmitted by compressed air car- ried through hose and acting upon the brakes of each car in the train. It was under the control of the engineer, and its action was so prompt and its power so effectual that a train could be stopped in an incredibly short time, and the brakes released in an instant. In 1871 the vacuum-brake was devised, by means of which the power was ap- plied to the brakes by exhausting the air. A difficulty under which railways suf- fered for many years was the method of coupling cars. The ordinary means con- sisted of coupling-pins inserted into Scheneelxfr, 3,' A. M Arrirt.) Albany, 5 A. M 4 P. M. 10 P. M. 4 A.M. 6 A.M. 10 A.M. 3 P.M. E3JB5MJTS Ml BE CMB OSB.Y BY SKOAL COHTIACT. Passengers will procure tickets at the offices at Albany, Buffalo or Rochester through, to be entitled to scuts at the reduced rate*. Fare will be received at each of the above places to any other places named on the route. From an Old Time-table (furnished by the "ABC Pathfinder Railway Guide.") links attached to the cars. There was a great deal of " slack," the jerking of the train in consequence was very objection- able, and the distance between the plat- forms of the cars made the crossing of them dangerous. In collisions one plat- form was likely to rise above that of the adjoining car, and "telescoping" was not an uncommon occurrence. The means of warning passengers against standing on the platforms were characteristic of the dangers which threatened, and were often ingenious in the devices for attracting attention. On a New Jersey road there was painted on the car door a picture of a new-made grave, with a formidable tombstone, on which was an inscription announcing to a terrified public that it was " Sacred to the memory of the man who had stood on a platform." RAILWAY PASSENGER TRAVEL. The Miller coupler and buffer was patented in 1863, and obviated many of the discomforts and dangers arising from the old methods of coupling. This was followed by the Janney coupler and a number of other devices, the es- sential principle of all being an auto- matic arrangement by which the two knuckles of the coupler when thrust to- gether become securely locked, and a system of springs which keep the buffers in close contact and prevent jerking and jarring when the train is in motion. The introduction of the bell-cord running through the train and enabling pas- sengers to communicate promptly by means of it with the engineer, and signal him in case of danger, constitutes another source of safety, but is still a wonder to Europeans, who cannot understand why pas- sengers do not tamper with it, and how they can resist the temp- tation to give false signals by means of it. The only answer is that our people are educated up to it, and being accustomed to govern themselves, they do not re- quire any restraint to make them respect so useful a device. Aside from the inconveniences which used to arise occasionally from a rustic mistaking the bell-cord for a clothes rack, and hanging his overcoat over it, or from an old gen- tleman grabbing hold of it to help him climb into an upper berth in a sleeping- car, it has been singularly exempt from efforts to prostitute it to unintended uses. The application of the magnetic tele- graph to railways wrought the first great revolution in despatching trains, and in- troduced an element of promptness and safety in their operation of which the most sanguine of railroad advocates had never dreamed. The application of elec- tricity was gradually availed of in many ingenious signal devices for both day and night service, to direct the locomo- tive engineer in running his train, and interpose precautions against accidents. Fusees have also been called into re- quisition, which burn with a bright flame a given length of time ; and when a train is behind time and followed by another, by igniting one of these lights, and leaving it on the track, the train following can tell by noting the time of burning about how near it is to the pre- ceding train. Torpedoes left upon the track, which explode when passed over by the wheels of a following train and warn it of its proximity to a train ahead, are also used. In the early days more accidents arose Janney Car Coupler, showing the process of coupling. from switches than from any other cause ; but improvement in their construction has progressed until it would seem that the dangers have been effectually over- come. The split-rail switch prevents a train from being thrown off the track in case the switch is left open, and the result is that in such an event the train is only turned on to another track. The Wharton switch, which leaves the main line unbroken, marks an- other step in the march of improvement. Amongst other devices is a complete interlocking switch system, by means of which one man standing in a switch- tower, overlooking a large yard with numerous tracks, over which trains arrive and depart every few minutes, can, by moving a system of levers, open any required track and by the same motion block all the others, and prevent the possibility of col- lisions or other accidents resulting from trains entering upon the wrong ti-ack. RAILWAY PASSENGER TRAl/EL. The steamboats on our large rivers had been making great progress in the comforts afforded to passengers. They were providing berths to sleep in, serving meals in spacious cab- ins, and giving musical enter- tainments and dancing parties on board. The railroads soon began to learn a lesson from them in adding to the comforts of the travelling public. The first attempt to furnish the rail- way passenger a place to sleep while on his journey was made upon the Cumber- land Valley Kailroad of Pennsylvania, between Harrisburg and Chambersburg. In the winter season the east-bound passengers arrived at Chambersburg late at night by stage-coach, and as they were exhausted by a fatiguing trip over the mountains and many wished to continue their journey to Harrisburg to catch the morning train for Philadelphia, it became very desirable to furnish sleep- ing accommodations aboard the cars. The officers of this road fitted up a pas- senger-car with a number of berths, and put it into service as a sleeping-car in the winter of 1836-37. It was exceedingly crude and primitive in construction. It was divided by transverse partitions into four sections, and each contained three Old Boston & Worcester Railway Ticket (about 1837) not prove attractive to travellers. There were no bedclothes furnished, and only a coarse mattress and pillow were sup- plied, and with the poor ventila- tion and the rat- tling and jolting of the car there was not much comfort afford- ed, except a means of resting in a position which was some- what more en- durable than a sitting posture. Previous to the year 1858 a few of the leading rail- ways had put on sleeping-cars which made some pretensions to meet a grow- ing want of the travelling public, but they were still crude, uncomfortable, and unsatisfactory in their arrange- ments and appointments. In the year 1858 George M. Pullman entered a train of the Lake Shore Rail- road at Buffalo, to make a trip to Chi- cago. It happened that a new sleeping- car which had been built for the rail- road company was attached to this train and was making its first trip. Mr. Pull- man stepped in to take a look at it, and finally decided to test this new form of luxury by passing the night in one of its berths. He was tossed about in a manner not very conducive to the "fold- ing of the hands to sleep," and he turned out before daylight and took refuge up- on a seat in the RAIL ROAD CAP. Obverse and Reverse of a Ticket Used in 1838, on the New York & Harlem R,R. berths a lower, middle, and upper berth. This car was used until 1848 and then abandoned. About this time there were also ex- periments made in fitting up cars with berths something like those in a steam- boat cabin, but these crude attempts did end of the car. He now began to ponder upon the subject, and before the jour- ney ended he had conceived the notion that, in a country of magnificent d i s - tances like this, a great boon could be offered to travellers by the construc- tion of cars easily convertible into com- fortable and convenient day or night coaches, and supplied with such appoint- ments as would give the occupants prac- tically the same comforts as were afforded RAILWAY PASSENGER TRAVEL. The Miller coupler and buffer was patented in 1863, and obviated many of the discomforts and dangers arising from the old methods of coupling. This was followed by the Janney coupler and a number of other devices, the es- sential principle of all being an auto- matic arrangement by which the two knuckles of the coupler when thrust to- gether become securely locked, and a system of springs which keep the buffers in close contact and prevent jerking and jarring when the train is in motion. The introduction of the bell-cord running through the train and enabling pas- sengers to communicate promptly by means of it with the engineer, and signal him in case of danger, constitutes another source of safety, but is still a wonder to Europeans, who cannot understand why pas- sengers do not tamper with it, and how they can resist the temp- tation to give false signals by means of it. The only answer is that our people are educated up to it, and being accustomed to govern themselves, they do not re- quire any restraint to make them respect so useful a device. Aside from the inconveniences which used to arise occasionally from a rustic mistaking the bell-cord for a clothes rack, and hanging his overcoat over it, or from an old gen- tleman grabbing hold of it to help him climb into an upper berth in a sleeping- car, it has been singularly exempt from efforts to prostitute it to unintended uses. The application of the magnetic tele- graph to railways wrought the first great revolution in despatching trains, and in- troduced an element of promptness and safety in their operation of which the most sanguine of railroad advocates had never dreamed. The application of elec- tricity was gradually availed of in many ingenious signal devices for both day and night service, to direct the locomo- tive engineer in running his train, and interpose precautions against accidents. Fusees have also been called into re- quisition, which burn with a bright flame a given length of time ; and when a train is behind time and followed by another, by igniting one of these lights, and leaving it on the track, the train following can tell by noting the time of burning about how near it is to the pre- ceding train. Torpedoes left upon the track, which explode when passed over by the wheels of a following train and warn it of its proximity to a train ahead, are also used. In the early days more accidents arose Janney Car Coupler, showing the process of coupling. from switches than from any other cause ; but improvement in their construction has progressed until it would seem that the dangers have been effectually over- come. The split-rail switch prevents a train from being thrown off the track in case the switch is left open, and the result is that in such an event the train is only turned on to another track. The Wharton switch, which leaves the main line unbroken, marks an- other step in the march of improvement. Amongst other devices is a complete interlocking switch system, by means of which one man standing in a switch- tower, overlooking a large yard with numerous tracks, over which trains arrive and depart every few minutes, can, by moving a system of levers, open any required track and by the same motion block all the others, and prevent the possibility of col- lisions or other accidents resulting from trains entering upon the wrong track. RAILWAY PASSENGER TRAVEL. The steamboats on our large rivers had been making great progress in the comforts afforded to passengers. They were providing berths to sleep in, serving meals in spacious cab- ins, and giving musical enter- tainments and dancing parties on board. The railroads soon began to learn a lesson from them in adding to the comforts of the travelling public. The first attempt to furnish the rail- way passenger a place to sleep while on his journey was made upon the Cumber- land Valley Railroad of Pennsylvania, between Harrisburg and Chambersburg. In the winter season the east-bound passengers arrived at Chambersburg late at night by stage-coach, and as they were exhausted by a fatiguing trip over the mountains and many wished to continue their journey to Harrisburg to catch the morning train for Philadelphia, it became very desirable to furnish sleep- ing accommodations aboard the cars. The officers of this road fitted up a pas- senger-car with a number of berths, and put it into service as a sleeping-car in the winter of 1836-37. It was exceedingly crude and primitive in construction. It was divided by transverse partitions into four sections, and each contained three Old Boston & Worcester Railway Ticket (about 1837) not prove attractive to travellers. There were no bedclothes furnished, and only a coarse mattress and pillow were sup- plied, and with the poor ventila- tion and the rat- tling and jolting of the car there was not much comfort afford- ed, except a means of resting in a position which was some- what more en- durable than a sitting posture. Previous to the year 1858 a few of the leading rail- ways had put on sleeping-cars which made some pretensions to meet a grow- ing want of the travelling public, but they were still crude, uncomfortable, and unsatisfactory in their arrange- ments and appointments. In the year 1858 George M. Pullman entered a train of the Lake Shore Rail- road at Buffalo, to make a trip to Chi- cago. It happened that a new sleeping- car which had been built for the rail- road company was attached to this train and was making its first trip. Mr. Pull- man stepped in to take a look at it, and finally decided to test this new form of luxury by passing the night in one of its berths. He was tossed about in a manner not very conducive to the "fold- ing of the hands to sleep," and he turned out before daylight and took refuge up- on a seat in the RAIL ROAD CAR. Obverse and Reverse of a Ticket Used in 1838, on the New York & Harlem R.R. berths a lower, middle, and upper berth. This car was used until 1848 and then abandoned. About this time there were also ex- periments made in fitting up cars with berths something like those in a steam- boat cabin, but these crude attempts did end of the car. He now began to ponder upon the subject, and before the jour- ney ended he had conceived the notion that, in a country of magnificent dis- tances like this, a great boon could be offered to travellers by the construc- tion of cars easily convertible into com- fortable and convenient day or night coaches, and supplied with uch appoint- ments as would give the occupants prac- tically the same comforts as were afforded RAILWAY PASSENGER TRAVEL. by the steamboats. He began experi- ments in this direction soon after his ar- rival in Chicago, and in 1859 altered some day-cars on the Chicago & Alton Railroad and converted them into sleep- ing-cars, which were a marked step in advance of similar cars previously con- structed. They were successful in meet- ing the wants of passengers at that time, but Mr. Pullman did not consider them in any other light than experiments. One night, after they had made a few trips on the line between Chicago and St. Louis, a tall, angular-looking man entered one of the cars while Mr. Pullman was aboard, and after asking a great many in- telligent questions about the inventions, finally said he thought he would try what the thing was like and stowed him- self away in an upper berth. This proved to be Abraham Lincoln. In 1864 Mr. Pullman perfected his plans for a car which was to be a marked and radical departure from any one ever before attempted, and that year invested his capital in the construction of what may be called the father of the Pullman cars. He built it in a shed in the yard of the Chicago & Alton Railroad at a coat of $18,000, named it the "Pio- neer," and designated it by the letter "A," It did not then occur to anyone that there would ever be enough sleeping cars introduced to exhaust the whole twenty-six letters of the alphabet. The sum expended upon it was naturally looked upon as fabulous at a time when such sleeping-cars as were used could be built for about $4,500. The con- structor of the " Pioneer " aimed to pro- duce a car which would prove acceptable in every respect to the travelling public. It had improved trucks and a raised deck, and was built a foot wider and two and a half feet higher than any car then in service. He deemed this neces- sary for the purpose of introducing a hinged upper berth, which, when fastened up, formed a recess behind it for stowing the necessary bedding in daytime. Be- fore that the mattresses had been piled in one end of the car, and had to be dragged through the aisle when wanted. It was known to him that the dimensions of the bridges and station platforms would not admit of its passing over the line, but he was singularly confident in the belief that an attractive car, con- structed upon correct principles, would find its way into service against all obsta- cles. It so happened that soon after the car was finished, in the spring of 1865, the body of President Lincoln arrived at Chicago, and the "Pioneer " was wanted for the funeral train which was to take it to Springfield. To enable the car to pass over the road, the station plat- forms and other obstructions were re- duced in size, and thereafter the line was in a condition to put the car into ser- vice. A few months afterward General Grant was making a trip west to visit his home in Galena, HI., and as the rail- way companies were anxious to take him from Detroit to his destination in the car which had now become quite celebrated, the station platforms along the line were widened for the purpose, and thus an- other route was opened to its passage. The car was now put into regular ser- vice on the Alton road. Its popularity fully realized the anticipations of its owner, and its size became the standard for the future Pullman cars as to height and width, though they have since been increased in length. The railroad company entered into an agreement to have this car, and a num- ber of others which were immediately built, operated upon its lines. They were marvels of beauty, and their con- struction embraced patents of such in- genuity and originality that they at- tracted marked attention in the railroad world and created a new departure in the method of travel. In 1867 Mr. Pullman formed the Pull- man Car Company and devoted it to carrying out an idea which he had con- ceived, of organizing a system by which passengers could be carried in luxurious cars of uniform pattern, adequate to the wants of both night and day travel, which would run through without change between far distant points and over a number of distinct lines of railway, in charge of responsible through agents, to whom ladies, children, and invalids could be safely intrusted. This system was especially adapted to a country of such geographical extent as America. It sup- plied an important want, and the travel- ling public and the railways were prompt to avail themselves of its advantages. RAILWAY PASSENGER TRAVEL. Parlor or drawing-room cars were next introduced for day runs, which added greatly to the luxury of travel, enabling passengers to secure seats in ized in the State of New York, and was early in the field in furnishing this class of vehicles. It has supplied all the cars of this kind used upon the Vanderbilt The " Pioneer." First Pullman Sleeping-car. advance, and enjoy many comforts which were not found in ordinary cars. Sleep- ing and parlor cars were soon recog- nized as an essential part of a railway's equipment and became known as "pal- ace cars. The Wagner Car Company was organ- system of railways and a number of its connecting roads. Several smaller palace-car companies have also engaged in the business at different times. A few roads have operated their own cars of this class, but the business is generally regarded as a specialty, and the railway companies recognize the advantages and conveniences resulting from the ability of a large car company to meet the ir- regularities of travel which require a large equipment at one season and a small one at another, to furnish an addi- tional supply of cars for a sudden de- mand, and to perform satisfactorily the business of operating through cars in lines composed of many different rail- ways. Next came a demand for cars in which meals could be served. Why, it was said, should a train stop at a station for meals any more than a steamboat should tie up to a wharf for the same purpose ? The Pullman Company now introduced the hotel car, which was practically a sleeping-car with a kitchen and pantries in one end and portable tables which could be placed between the seats of each section and upon which meals could be conveniently served. The first hotel car was named the " President," and was put into service on the Great Western Railway of Canada, in 1867, and soon after several popular lines were equipped with this new addition to the luxuries of travel. RAILWAY PASSENGER TRAVEL. After this came the dining-car, which was still another step beyond the hotel car. It was a complete restaurant, having a large kitchen and pantries in one end, improvements in rolling-stock had obvi ated the jerking, jolting, and oscillation of the cars. The road-beds had been properly ditched, drained, and ballasted Pullman Parlor Car. with the main body of the car fitted up as a commodious dining-room, in which all the passengers in the train could enter and take their meals comfortably. The first dining-car was named the " Delmonico," and began running on the Chicago & Alton Railroad in the year 1868. The comforts and conveniences of travel by rail on the main lines now seemed to have reached their culmina- tion in America. The heavy T rails had replaced the various forms previously used ; the improved fastenings, the re- ductions in curvature, and the greater care exercised in construction had made the trip delightfully smooth, while the with broken stone or gravel, the dust overcome, the sparks arrested, and clean- liness, that attribute which stands next to godliness, had at last been made pos- sible, even on a railway train. The heating of cars was not success- fully accomplished till a method was de- vised for circulating hot water through pipes running near the floor. The suf- fering from that bane of the traveller cold feet was then obviated, and many a doctor's bill saved. The loss of human life from the destruction of trains by fires originating from stoves aroused such a feeling throughout the country that the legislatures of many States have passed laws, within the last two years, RAILWAY PASSENGER TRAVEL. prohibiting the use of stoves, and the railway managers have been devising plans for heating the trains with steam furnished from the boiler of the loco- motive. The inventive genius of the people was at once brought into requisi- tion, and several ingenious devices are now in use which successfully accom- plish the purpose in solid trains with the locomotive attached, but the problem of heating a detached car without some form of furnace connected with it is still unsolved. But notwithstanding the high stand- ard of excellence which had been reached in the construction and opera- tion of passenger trains, there was one want not yet supplied, the importance of which did not become fully recognized and demanded until dining-cars were take the crossing of platforms while the train is in motion now became nec- essary, and was invited by the railway companies. It was soon seen that a safe covered pas- sageway between the cars must be provid- ed, particularly for limited express trains. Crude attempts had been made in this direction at different times. As early as the years 1852 and 1855, patents were taken out for devices which provided for diaphragms of canvas to connect ad- joining cars and form a passageway be- tween them. These were applied to cars on the Naugatuck Railroad, in Connecti- cut, in 1857, but they were used mainly for purposes of ventilation, to provide for taking in air at the head of the train, so as to permit the car windows to be kept shut, to avoid the dust that entered Wagner Pailor Car. introduced, and men, women, and chil- dren had to pass across the platforms of several cars in order to reach the one in which the meals were served. An act which passengers had always been cau- tioned against, and forbidden to under- through them when they were open. These appliances were very imperfect, did not seem to be of any practical advan- tage, even for the limited uses for which they were intended, and they were aban- doned after a trial of about four years. RAILWAY PASSENGER. TRAVEL. In the year 1886 Mr. Pull- man went prac- tically to work to devise a per- fect system for constructing continuous trains, and at the same time to provide for sufficient flexi- bility in the con- necting pas- sageways to al- low for the mo- tion consequent upon the round- ing of curves. His efforts re- sulted in what is now known as the "vesti- buled " train. This invention, which was patented in 1887, succeeded not only in supplying the means of constructing a perfectly en- closed vestibule of handsome architect- ural appearance between the cars, but it accomplished what is even still more important, the introduction of a safety appliance more valuable than any yet devised for the protection of human life Immigrant Sleeping-car. (Canadian Pacific R. R.) ng-car. (Chicago, Burlington, & Quincy R R.) in case of collisions. The elastic dia- phragms which are attached to the ends of the cars have steel frames, the faces or bearing surfaces of which are pressed firmly against each other by powerful spiral springs, which create a friction upon the faces of the frames, hold them firmly in position, prevent the oscillation of the cars, and furnish a buffer extend- ing from the platform to the roof which pre- cludes the pos- sibility of one platform "rid- ing" the other and producing telescoping in case of collision. The first of the vestibuled trains went into ser- vice on the Penn- sylvania Rail- road in June, 1886, and they are rapidly be- ing adopted by railway compa- nies. The ves- tibuled limited trains contain several sleeping- In a Baggage Room. RAILWAY PASSENGER TRAVEL. cars, a dining-car, and a car fitted up with a smoking sa- loon, a library with books, desks and writing materials, a bath-room and a bar- ber shop. With a free circulation of air throughout the train, the cars opening into each other, the elec- tric light, the many other increased com- forts and conveni- ences introduced, the steam-heating appa- ratus avoiding the necessity of using fires, the fast speed, and absence of stops at meal-stations, this train is the acme of safe and lux- urious travel. An ordinary passenger travels in as princely a style in these cars as any crowned head in Europe in a royal special train. The speed of pas- senger trains has shown steady im- provement from year to year. In the month of June in our Centennial year, 1876, a train ran from New York to San Francisco, a distance of 3,317 miles, in 83 hours and 27 min- utes actual time, thus averaging about 40 miles an hour, but during the trip it crossed four moun- tain summits, one of them over 8,000 feet high. This train ran from Jersey City to Pittsburg over the Pennsylvania Rail- road, a distance of 444 miles, without RAILWAY PASSENGER TRAVEL. making a stop. In 1882 loco- mc'.'^es were introduced which madi a speed of 70 miles per hour. In July, 1885, an engine with a train of three cars made a trip ;ver the West Shore road which is the most extraordinary one on record. It started from East Buffalo, New York, at 10.04 A.M., and reached Weehawken, New Jersey, at 7.27 P.M. Deducting the time consumed in stops, the actual running time was 7 hours and 23 minutes, or an average of 56 miles per hour. Between Churchville and Genesee Junc- tion this train attained the un- paralleled speed of 87 miles per hour, and at several other parts of the line a speed of from 70 to 80 miles an hour. The superior physical characteristics of this road were particularly favorable for the attainment of the speed r -entioned. The trains referred to were special or xperimental trains, and while American ilways have she*" ^ their ability to re- c.rd the highest peed yet known, they do not run their trains in regular ser- Hre as fast as those on the English rail- vuys. The meteor-like names given to our fast trains are somewhat mislead- ii g. When one reads of such trains as the " Lightning," the " Cannon-ball," the "Thunderbolt," and the "G whiz-z," the suggestiveness of the titles is enough to make one's head swim, but, after all, they are not as significant of speed as the British " Flying Scotchman," and the " Wild Irishman ;*' for the former do not attain an average rate of 40 miles an hour, while the latter exceed 45 miles. A few American trains, however, those between Jersey City and Philadelphia, for instance, make an average speed of over 50 miles. The transportation of immigrants has recently received increased facilities for its accommodation upon the principal through lines. Until late years econom- ically constructed day-cars were alone used, but in these the immigrants suf- fered great discomfort in long journeys. An immigrant sleeper is now used, which if constructed with sections on each side of the aisle, each section containing two double berths. The berths are made with slats of hard wood running longi- tudinally ; there is no upholstery in the car, and no bedding supplied, and after the car is vacated the hose can be turned in upon it, and all the woodwork thor- oughly cleansed. The immigrants usual- ly carry with them enough blankets and wraps to make them tolerably comfort- able in their berths ; a cooking stove is provided in one end of the car, on which the occupants can cook their food, and even the long transcontinental journeys of the immigrants are now made without hardship. The manufacture of railway passenger cars is a large item of industry in the country. The tendency had been for man}' years to confine the building of ordinary passenger coaches to the shops owned by the railway companies, and they made extensive provision for such work ; but recently they have given large orders for that class of equipment to out- side manufacturers. This has resulted partly from the large demand for cars, and partly on account of the excellence of the work supplied by some of the manufacturing companies. In 1880 the Pullman Company erected the most ex- RAILWAY PASSENGER. TRAVEL. tensive car works in the world at Pull- man, fourteen miles south of Chicago, and besides its extensive output of Pull- man cars and freight equipment, it has built for railway companies large num- bers of passenger coaches. The employes traveller, and the amount carried seems to increase in proportion to the advance in civilization. The original allowance of fourteen pounds is found to be in- creased to four hundred when ladies start for fashionable summer resorts. on a Vestibuled Train. now number about 5,000, and an idea of the capacity and resources of the shops may be obtained from the fact that one hundred freight cars, of the kind known as flat cars, have been built in eight hours. The business of car building has therefore given rise to the first model manufacturing town in America, and it is an industry evidently destined to increase as rapidly as any in the coun- try. The transportation of baggage has al- ways been a most important item to the America has been much more liberal than other countries to the traveller in this particular, as in all others. Here few of the roads charge for excess of baggage unless the amount be so large that patience with regard to it ceases to be a virtue. The earlier method, of allowing each passenger to pick out his baggage at his point of destination and carry it off, resulted in a lack of accountability which led to much confusion, frequent losses, and heavy claims upon the companies in- consequence. Necessity, as usual, gave RAILWAY PASSENGER TRAVEL. birth to invention, and the difficulty was at last solved by the introduction of the system known as " checking." A metal disk bearing a number and desig- nating on its face the destination of the baggage was attached to each article and a duplicate given to the owner, which answered as a receipt, and upon the presentation and surrender of which the baggage could be claimed. Kail- ways soon united in arranging for through checks which when attached to baggage would insure its being sent safely to distant points over lines com- posed of many connecting roads. The check system led to the introduction of another marked convenience in the hand- ling of baggage the baggage express or transfer company. One of its agents will now check trunks at the passenger's own house and haul them to the train. Another agent will take up the checks aboard the train i as it is nearing its destination, and see that the baggage is de- livered at any given address. The cases in which pieces go astray are tion the amount saved in the reduced force of employes engaged in assorting and handling the baggage. Its workings are so perfect and its conveniences so great that an American cannot easily under- stand why it is not adopted in all coun- tries ; but he is forced to recognize the fact that it seems destined to be confined to his own land. The London railway managers, for instance, give many reasons for turning their faces against its adop- tion. They say that there are few losses arising from passengers taking baggage that does not belong to them ; that most of the passengers take a cab at the end of their railway journey to reach their homes, and it costs but little more to carry their trunk with them ; that in this way it gets home as soon as they, while the transfer company, or baggage ex- press, would not deliver it for an hour or two later ; that the cab system is a great convenience, and any change which would diminish its patronage would gradually reduce the number of cabs, and these "gondolas of London" would have to increase their charges or go out of business. It is very easy to find a stick when one wants to hit a dog, and the European railway officials seem never to be at a loss for reasons in rejecting the check system. View of Pullman, Illinois. astonishingly rare, and some roads found the claims for lost articles reduced by five thousand dollars the first year after adopting the check system, not to men- Coupon tickets covering trips over several different railways have saved the traveller all the annoyance once experi- enced in purchasing separate tickets RAILWAY PASSENGER TRAVEL. from the several companies represent- ing the roads over which he had to pass. Their introduction necessitated an agreement among the principal rail- ways of the country and the adoption of that this might be a very neat job on the part of an Eastern ticket sharp, but it was just a little too thin to fool a Pacific Coaster, and he said, " Don't you think I've got sense enough to know that if I Railway Station at York, England, bt an extensive system of accountability for the purpose of making settlements of the amounts represented by the cou- pons. Like every other novelty the coupon ticket when first introduced did not hit the mark when aimed at the under- standing of certain travellers. A United States Senator elect had come on by sea from the Pacific coast who had never seen a railroad till he reached the At- lantic seaboard. With a curiosity to test the workings of the new means of transportation, of which he had heard so much, he bought a coupon ticket and set out for a railway journey. He en- tered a car, took a seat next to the door, and was just beginning to get the "hang of the schoolhouse " when the conductor, who was then not uniformed, came in, cried " Tickets ! " and reached out his hand toward the Senator. "What do you want of me ? " said the latter. " I want your ticket," answered the con- ductor. Now it occurred to the Senator parted with my ticket right at the start I wouldn't have anything to show for my money during the rest of the way ? No, sir, I'm going to hold on to this till I get to the end of the trip." " Oh ! " said the conductor, whose im- patience was now rising to fever heat, "I don't want to take up your ticket, I only want to look at it." The Senator thought, after some reflec- tion, that he would risk letting the man have a peep at it anyhow, and held it up before him, keeping it, however, at a safe distance. The conductor, with the cus- tomary abruptness, jerked it out of his hand, tore off the first coupon, and was about to return the ticket, when the Pa- cific Coaster sprang up, threw himself upon his muscle, and delivered a well- directed blow of his fist upon the con- ductor's right eye, which landed him sprawling on one of the opposite seats. The other passengers were at once on their feet, and rushed up to know the cause of the disturbance. The Senator, RAILWAY PASSENGER TRAVEL. still standing with his arms in a pugna- cious attitude, said : " Maybe I've never ridden on a rail- road before, but I'm not going to let any sharper get away with me like that." " What's he done ? " cried the passen- gers. "Why, "said the Senator, "I paid sev- enteen dollars and a half for a ticket to take me through to Cincinnati, and be- fore we're five miles out that fellow slips up and says he wants to see it, and when I get it out, he grabs hold of it and goes to tearing it up right before my eyes." Ample explanations were soon made, and the new passenger was duly initiated into the mysteries of the cou- pon system. The uniforming of railway employes was a movement of no little importance. It designated the various positions held them with a greater sense of responsi- bility and aided much in effecting a more courteous demeanor to passengers. Many conveniences have been intro- duced which greatly assist the passenger when travelling upon unfamiliar roads. Conspicuous clock faces stand in the stations with their hands set to the hour at which the next train is to start, sign boards are displayed with horizontal slats on which the stations are named at which departing way-trains stop, and employes are stationed to call out nec- essary information and direct passen- gers to the proper entrances, exits, and trains. A " bureau of information " is now to be seen in large passenger sta- tions, in which an official sits and with a Job-like patience repeats to the curi- ously inclined passengers the whole London Underground Railway Station. by them, added much to the neatness of their appearance, enabled passengers to recognize them at a glance, and made them so conspicuous that it impressed railway catechism, and sucessfully an- swers conundrums that would stump an Oriental pundit. The energetic passenger-agent spares RAILWAY PASSENGER TRAVEL. Outside the Grand Central Station, New York. no pains to thrust information directly under the nose of the public. He uses every means known to Yankee ingenuity to advertise his regular trains and his excursion business, including large newspaper head-lines, corner posters, curb-stone dodgers, and placards on the breast and back of the itinerant hu- man sandwich who perambulates the streets. Railway accidents have always been a great source of anxiety to the managers, and the shocks received by the public when great loss of life occurs from such causes deepens the interest which the general community feels in the means taken to avoid these distressing occur- rences. American railway officials have made encouraging progress in reducing the RAILWAY PASSENGER TRAVEL. number and the severity of accidents, and while the record is not so good on many of our cheaply constructed roads, our first-class roads now show by their statistics that they compare favorably in this respect with the European com- panies. The statistics regarding accidents are necessarily unreliable, as railway com- panies are not eager to publish their ca- lamities from the house-tops, and only in those States in which prompt reports are required to be made by law are the figures given at all accurate. Even in these in- stances the yearly reports lead to wrong conclusions, for the State railroad com- missioners become more exacting each year as to the thoroughness of the re- ports called for, and the results some- times show an increase compared with previous years, whereas there may have been an actual decrease. In 1880, the last census year, an effort was made to collect statistics of this kind covering all the railways in the United States, with the following result : To whom happened. Through causes beyond their control. Through their own carelessness. Aggregate. Total accidents. Killed. Injured. Killed. Injured. Killed. Injured. Passengers 61 261 43 331 1,004 103 82 663 1,42'J 213 2,613 1,348 143 924 1,472 3 544 3.617 1.451 62 687 4.541 2,923 65 All others . . Unspecified Total 366 1,438 2,174 4,174 2,641 5,674 8,215 Mulhall, in his Dictionary of Statistics, an English work, uses substantially these same figures and makes the following comparison between European and American railways : Accidents to Passengers, Employes and Others. i i i 4 Killed. g Total. be g C * d<~ $ United States 2,349 5.866 8,215 41.1 United Kingdom 1,135 3,959 6,094 81 Europe 3.213 10,859 14,1172 10.8 That the figures given above are much too high as regards the United States, there can be no doubt. For the fiscal year 1880-81 the data compiled by the railroad commissioners of Massachusetts and published in their reports give as the total number of persons killed and injured in the United States 2,126, as against 8,215 upon which the compari- sons in the above table are based. If we substitute in this table the former number for the latter it would reduce the number of injured per million pas- sengers in the United States to 10.6, about the same as on the European rail- ways. Edward Bates Dorsey gives the fol- lowing interesting table of comparisons in his valuable work English and Amer- ican Railroads Compared: Pussengers Killed and Injured from causes beyond tlieir own control on all the Railroads of the United Kingdom and those of the States of New York and Massachusetts in 1884. Total length of line operated. Total mileage. Killed. Injured. Train. Passengers. United Kingdom 18,864 7,298 2,852 272,803,220 85.918,677 32,304,333 6.042.659.990 1.729.653.620 1,007,136,376 31 10 2 5.15 5 78 2 00 864 124 42 143 70 42 New York In 1,000 000.000 passengers ' transported 1 mile. , United Kingdom New York Massachusetts The average number of miles ( a passeng'-r can travel with- < out being killed. ( The avera ?e number of miles ( a passenger can travel with- -< out being injured. Miles. 194.892,255 172,965.362 503,568,188 6,992.662 13.940 7R4 New York United Kingdom New York Massachusetts . . 2.'1955.a30 RAILWAY PASSENGER TRAVEL. From this it will be seen that in the United Kingdom the average distance a passenger may travel before being killed is about equal to twice the distance of the Earth from the Sun. In New York he may travel a distance greater than that of Mars from the Sun ; and in Mas- sachusetts he can comfort himself with the thought that he may travel twenty- seven millions of miles further than the distance from Jupiter to the Sun be- fore suffering death on the rail. The most encouraging feature of these statistics is the fact that the num- ber of railway acci- dents per mile in the United States has sho wn a , ^ marked de- ~ - - _ . , crease each year. Tak- ^ ing the fig- Boston Passenger Station, Providence Division, Old Colony Railroad. In the year 1840 the number of miles of railway per 100,000 inhabitants in the different countries named was as fol- lows : United States, 20 ; United King- dom, 3 ; Europe, 1 ; in the year 1882, United States, 210; United Kingdom, 52 ; Europe, 34. In the year 1886, the last year in which full reports are published, the total number of miles in the United States was 137,- 986, the number of pas- sengers carried, 382,284,- 972, the number car- ried one mile, 9,659,- 698,294, the average distance travelled per passenger, 25. 27 miles. In Europe the first - class travel exceedingly small and the t h i r d-class constit u t e s the largest portion o f the passen- ger business, while in Am- erica almost the whole of the travel is first-class, as will be seen from the fol- lowing table : ures adopted by the Massachusetts commissions, the number of persons injured in the year 1880-81 was 2,126, and in 1886-87 2,483, while in the same time the number of miles in operation has increased from 93,349 to 137,986. The amounts paid annually by rail- ways in satisfaction of claims for dam- ages to passengers are serious items of expenditure, and in the United States have reached in some years nearly two millions of dollars. About half of the States limit the amount of damages in case of death to $5,000, the States of Virginia, Ohio, and Kansas to $10,000, and the remainder have no statutory limit. First class. Second class. Third class. United Kingdom 6 10 84 France 8 32 60 Germany 1 13 86 United States 99 > of 1 X of 1 Percentage of passengers carried. The third-class travel in this country is better known as immigrant travel. The percentages given in the above ta- ble for the United States are based up- on an average of the numbers of passen- gers of each class carried on the principal through lines. If all the roads were in- cluded, the percentages of the second and third class travel would be still less. That which is of more material inter- A LONDON LIFE. est to passengers than anything else is the rate of fare charged. The following table gives a compari- son between the rates per mile in the leading countries of the world : First class. Second class. Third class. United Kingdom Cents. 4.42 Cents. 3.20 Cents. 1.94 France 3.86 2.88 2.1)8 Germany 3.10 2.32 1.54 United States. . . 2.18 The rate named as the first-class fare for the railways in the United States is strictly speaking the average earnings per passenger per mile, and includes all classes ; but as the first-class passeng- ers constitute about ninety-nine per centum of the travel the amount does not differ materially from the actual first- class fare. In the State of New York the first-class fare does not exceed two cents, which is about equal to the third- class fare in Europe, and heat, good ven- tilation, ice water, toilet arrangements, and free carriage of a liberal amount of baggage are supplied, while in Europe few of these comforts are furnished. On the elevated railroads of New York a passenger can ride in a first- class car eleven miles for 5 cents, or about one-half cent a mile, and on sur- face roads the commutation rates given to suburban passengers are in some cases still less. The berth fares in sleeping-cars in Europe largely exceed those in America, as will be seen from the following com- parisons, stated in dollars : Route. Distance in miles. Berth fare. Paris to Rome 901 $12.75 New York to Chicago 912 5.00 Paris to Marseilles 536 11.08 New York to Buffalo 440 2.00 1,373 22 25 Boston to St. Louis 1,330 650 While it would seem that the luxuries of railway travel in America have reached a maximum, and the charges a minimum, yet in this progressive age it is very probable that in the not far distant fu- ture we shall witness improvements over the present methods which will astonish us as much as the present methods sur- prise us when we compare them with those of the past. MORRIS AND ESSEX RAIL ROAD. This road was Chartered January 29lh 1835, and the Company commenced running their cars by horse power, from Newark to Orange November 19lh 1836, from Newark to Madison by steam power on Monday the second of October, 1837 ; and from Newark to Morristown, on the first day of January, 1838 ; March 1st, 1842, an act was passed by the Legislature for the relief of this road, and on Monday 18th April, 1842, the road was sold and the purchasers began to lay the Iron Raila down the mid- dle of September} and finished the middle of January 1843, being only 18 weeks and now run through in one hour thirty minutes, as follows, viz : SUMMER ARRANGEMENTS. NEW-YORK, MORRISTOWN AND SCHOOLEY'S MOUNTAIN. LEAVE MoRRrsTOWN, 6 o'clock, A. M. 2 o'clock, P. M. LBA.VE New YORK. 8 o'clock, A. M. 4 o'clock, P. M. Leave Newark for Morristown at 9 A. M., and 5 P. M. Passengers by the Morning train to Morristown will arrive there at 10J o'clock, where stages will be in rea- diness to convey them to Schooley's Mountain.Washington, Belvidere and Easton ; also to Stanhope, Sparta, Newton, Milford andOvvego. Passengers from Morristown, will arrive in Newark in time'.to take the trains for Philadelphia. William Wright, PRKSIDHNT, Beach Vanderpool, Treasurer. J. C. Garth waite, Secretary. Directors. Lewis Condict, Stephen Vail. Jonathan Parkhurst, Daniel Babbit, Stephen D. Day, Joel W, Con- dict, Beach Vanderpool, William Wright. Ira Dodd, Superintendent. RAILROAD Passenger Trains run daily, (Sundays excepted,) as follows : LEAVE NEW HAVEN. Accommodation Train, at 8 A. M. for Springfield, Hartford, Middletown Junction, and Way Stations. Express Train, at 11 10 A. M. for Meriden, Middletown Junction, Hartford and Springfield. Accommodation Train, at 2 p. M. for Springfield, Hartford, Middletown Junction, and Way Stations. Kxpress Train, at 6 05 p. M. for WtUlingford, Meriden, Middletown Junction, Hartford, and Springfield. LEAVE HARTFORD.(NORTH.) Accommodation Train, at 6 45 A. M. for Springfield and Way Stations. Accommodation Train, at 10 A. M. for Springfield and way Stations. Express Train, 12 SO p. M. for Springfield, (without stopping.) Accommodation Train, at 3 45 p. M. for Springfield and Way Stations. Express Train, at 7 30 p. M. for Windsor Locks, Thompsonville and Springfield. (SOUTH.) Accommodation Train, at 8 10 A. M. for New Haven, Middletown Junction and Way Stations. Express Train, at 11 50 A. M. for Middletown Junction, Meriden and New Haven. Accommodation Train, at 2 45 p. 11. for New Haven, Middletown Junction, and Way Sta- tions. Express Train, at 6 45 p. M. for Middletown Junction. Meriden and New Haven. LEAVE SPRINGFIELD. Accommodation Train, at 7 A. M. for New Haven, Hartford, Middletown Junction and Way Stations. Express Train, at 11 05A.M. for Hartford, Middletown Junction, Meriden and New Haven. Accommodation Train, at 1 30 p. M. for New Haven, Hartford, Middletown Junction and Way Stations. Express Train, at 5 45 p. M. fbr Hartford, Middletown Junction, Meriden and New Haven. Accommodation Train, at 8 20 p. M. for Hartford and Way Stations. The 6 45 A. M Train from Hartford, connects with the Morning Traini of the Western Railroad for Albany and Boston. The Train leaving New Haven at 8 A. M. and Hartford at 10 A. M. connects at Springfield with the Western Railroad Train for Albany. The Trains of the Connecticut Rfver Railroad leave Springfield at 8 A. M. and 2 p. M. for Northampton, Greenfield, Brattleboro', Keene, Bellows Falls and Burlington. The 8 and 11 10 A. M. Trains from New Haven, and the 7 A. x. and 1 30 P. M. Trains from Springfield arrive at Hartford in time for the Trains of the Hartford, Providence and Fishkill Railroad. Trains for New-York leave New Haven on the arrival of each regular Train from Spring- field and Hartford. NEW- YORK AND BOSTON. Express Trains from New- York to Boston, leave New Haven at 11 10 A. M., 6 05 t M., and Hartford at 12 30 p. M. and 7 30 p. M. Express Trains from Boston to New- York, leave Springfield at 11 05 A. M., 5 45 p. M., and Hartford at 11 50 A. M. and 6 45 p. M. MIDDLETOWN RAILROAD. Trains leave Middletown at 8 A. M., 11 30 A. M., 2 20 p. M., and 6 15 p. M. RETURNING. Leave Berlin at 9 15 A. M., 12 10 P. M., 3 10 P. M. and 7 p. M. Connecting each way with the Trains of the Hartford and New Haven Railroad at Berlin. THE UNION PACIFIC R R. Is now completed and running Daily Passenger Trains, forming in connection with the Central Pacific Railroad, an K.OTJTE TO California and the Pacific Coast, making the unexampled time of 1800 miles in FOUR DAYS FROM OMAHA TO SACRAMENTO. Direct connections made dm Q Via ^^ Chicago & North- Western, Chicago, Rock Ullld/llct Is ] and & Pacific and Saint Joseph & Council Bluffs Railroads and Missouri River line of Packets, to and from all Principal Eastern and Southern Cities. A + PViaTranna with Stages for Denver, Central City, At UllGy Cimu Santa F e? and all point8 in Colorado and New Mexico. with stages for the Great Sweetwater Mining District. A i. T^naovoi" sta S es leave on arrival of Union Pacific trains At -UcbGl C t for g alt Lake City and Southern Utah. A 4- P/viMTirm for Helena, Virginia City and all points in At IrUrmUG Montana. A f "Pvnm nnf AW witl1 Central Pacific Railroad for White At AlUIllUlltUIjr pi n e Silver Mines, Sacramento, San Francisco and all principal cities in California, Nevada and Idaho. First class Hotels and Eating Houses at convenient points on the line. Pullman's Palace and Sleeping Cars accompany all trains. For Through Rates on Freight to MONTANA, SWEET- WATER MINES and other points, apply to H. BRO WNSON, General Freight Agent, Omaha. Purchase Tickets via Omaha and Platte Valley Route. W. SNYDER, GEN. SUPT. T. BUDD, GEN. TICKET AGENT. THE IS NOW BY THE 111 Fare $3.00 Less than by any other Route. 1877 1877 FOUR EXPRESS TRAINS LEAVE DETROIT DAILY WITH PASSENGERS FOR Pontiao, Flint, Saginaw, Bay City, Owosso, St. Johns, GRAND RAPIDS, GRAND HAVEN, MUSEEGON, WHITEHALL, Milwaukee, Chicago, St. Paul, St. Anthony, And all Points on the Mississippi River. First- Class Staunch Steamships, SLEEPING- CABS ON ALL NIGHT TRAINS. Close Connection made at Detroit with the & For Buffalo, Rochester, Boston, New York, Philadelphia, Toronto, and with Grand Trunk Railway for Montreal, Quebec, and with Cleveland and Lake Superior Line of Steamers. For Emigrants, this Line offers Cheap & Comfortable Transit, For particulars, see Company's Time table, to be had at any of the Stations on application. S. R. CALLAWAY, Ass't Supt. D. & M. B. R. Office, Detroit, 1877. Fort ffayM, Jackson and Sagim R, L Indianapolis, Cincinnati, Louisville, XTasnville, Cnattanooga, St. Louis, Kansas City. kll Direct connection is made at Auburn Junction with the BALTIMORE & OHIO Railroad, making a SHORT AND DIRECT ROUTE TO Baltimore, Washington, Philadelphia, New York, JOINTS EAST, 2 Express Trains Each Way Daily EXCEPT SUNDAYS. This Line is equipped with Air Brakes and Miller's Platforms, and all improvements for Comfort and Safety. BE SURE TO ASK FOR TICKETS BY THE Ft. "Wayne, Jackson and Saginaw, S. K. HOOPER, P. B. LOOMIS, General Ticket Agent. Pres't and Gen'l Manager. THE TO THE GREAT is MILWAUKEE & ST. PAUL Milwaukee to St. Paul & Minneapolis 40 8 Miles Milwaukee to LaCrosse, - - 200 Milwaukee to Portage City, - - 96 Milton to Monroe, - 43 Watertown to Sun Prairie, - - 26 Horicon to Berlin and Omro, - 52 " Total, 825 COMPRISING ALL PRINCIPAL RAILWAYS IN "Wisconsin, Minnesota AND NORTHERN IOWA. PACIFIC RAILROAD The most Direct and Reliable Route from St. Louis through to Kansas City, Leavenworth & Atchison, WITHOUT CHANGE OF CARS. Close connections at Kansas City with MISSOURI VALLEY, MISSOURI RIVER, FT. SCOTT & GULF AND KANSAS PACIFIC R'YS, FOR WESTON, ST. JOSEPH, JUNCTION CITY, FORT SCOTT, LAWRENCE, TOPEKA, SHERIDAN, DENVER,, FORT UNION, SANTA FE, AND .A.I^L, DPOIIVTS TTJEST. At SEDALIA, WARRENSBURG and PLEASANT HILL, with Stage Lines for Warsaw, Quincy, Bolivar, Springfield, Clinton, Osceola, Lamar, Carthage, Granby, Neosho, Baxter Springs, Fort Gibson, Fort Smith, Van, Buren, Fayetteville and Bentonville. Palace Sleeping Cars on all Night Trains. Checked: Through Free I THROUGH TICKETS for sale at all the Principal Railroad Offices in the United States and Canadas. BE SURE AND GET YOUR TICKETS VER THE PACIFIC R. R. OF M1SSO URL W. B. HALE, THOS. McKISSOCK, Gen. Pass, and Ticket Agt. General Superintendent, LONG AGO BOOKS from .ZLmericeuna, -Re-srie The Country Kitchen, 1850 Automobiles of 1904 American Advertising, 1800-1900 Mail Order Fashion, 1880-1900 Early American School Books (Choice pages from) Uncle Frank's Animal Stories 1890's Album Old Fashioned Picture Book Mother Goose of Boston The Volunteer Fire Dep't of Old New York The ABC Coloring Book Railway Passenger Travel, 1825-1880 Locomotive Advertising in America, 1850-1900 Children's Stories of the 1850's Fun and Games of Long Ago Rascals and Rogues of Long Ago 10 SOCHA LANE - SCOTIA. NEW YORK 1 23O2 UNIVERSITY OF ILLINOIS-URBAN*