DAELING. GRISWOLD & CO.. HOFFMAN HOUSE (European Plan). On Broadway, Fifth Avennc, and Madison Square, iMEW YORK. C. H. READ. BROWry BROTHERS ^ CO., 59 WALL STREET, NEW YORK. BILLS OF EXCHIINGE OB BREAT BRITAIB & IRELAHO. COMMERCIAL AND TRAVELLING CREDITS ISSUED, AVAILABLE IN A.]SrY FA.IIT OF THE WOEEH. TELEOBAFHIC TBANSFEBS OF MONEY MADE TO AND FROM LONDON AND LIVERPOOL. MADE ON COTTON, AND OTHER PRODUCE. d DUNCAN, SHEEMAN & CO., B A. N K E R S, Corner Pine and Nassau Streets, TOEK, ISSUE CIRCULAR ROTES, AND CIECDLAR LETTERS OF CREDIT FOR TRATELLERS, Available in all the principal Cities of the World. f ALSO, Drafts on London, Paris, Ireland, Northern Europe, Berlin, Leipsic, Vienna, leghorn, Florence, Rome, Naples, eta, AND ON Havana^ Lima^ Valparaiso^ San Francisco^ and Anstralia* Telegraphic transfers of Punds to LONDON, LIYERPOOL, PARIS, HAYANA, SAN FRANCISCO, Etc. Advance made on COTTON and other approved MERCHANDISE consigned to ourselves, or to Messrs. BARING BROTHERS & CO., LIVEEPOOL AND LONDON. Til© Amerienii BmMiig Hoiis© OF BOWLES BROTHERS & CO. —12 Mine tie la Maix. I^EW 19 William Street. BOSTON—37 State Street. EONOON—140 Straad, Cliaring Cross. OFFEES TO THE PUBLIC THE FOLLOWING FACILITIES: L—To receive Deposits at any one of said Offices, payable at any other, in FRANCS, DOLLARS, OR POUNDS STERLING, by telegraph (cable transfer), or by check, free of COMMISSION. II.—To make said Deposits payable by Drafts, Circular Credits, or Notes, at ^ny or all other bankable points, with COMMISSION. III.—To issue Circular Travelling Credits in advance of funds, upon approved personal or collateral security, payable in part or whole, at any of said points, for a commission of one per cent., and interest upon sum ad¬ vanced thereon. lY.—To buy or sell exchange in an^ currency, cash credits of other Banks, make advances upon current securities in Europe or America, and execute or¬ ders for same in either market. Y.—To effect Insurance— Marine, Fire, or Life. YI.—To receive valuables of any kind, upon “ safe deposit.” YII.—To receive, sell, purchase, deliver, for CASH only, goods in any quantities. YIII.—To store or forward Baggage or Express matter. IX.—To secure passages by any line of travel, free of COMMISSION. X.—To receive, deliver, or forward. Mail matter or Telegrams. XL-—To receive subscriptions or advertisements for prominent American journals. XII.—To supply general information upon American affairs, through its Reading- Rooms and Registry Records, and otherwise to attend to any thing per¬ taining to the systematic care of American interests abroad. Correspondents of the following Banks : THE UNION BANK OF LONDON. MESSRS. J. S. MORGAN & CO. THE ORIENTAL BANK CORPORATION. THE BANK OF CALIFORNIA. THE NATIONAL BANK OP SCOTLAND. MESSRS. WELLS, FARGO & CO. - • THE MUNSTER BANK (Limited), IRELAND. CIRCULAR lyOTES AND FOR TRAVELLERS, AVAILABLE IN ALL PARTS OF THE WORLD, ALSO, COMMERCIAL CREDITS, AND Drafts on Morton, Rose & Go., London, The Bank of Scotland and Branches, The Provincial Bank of Ireland and Branches, ISSUED BY MOB.TON, BLISS S(. CO., JVE7F YOBK. IMPORTANT FOR EUROPEAN TRAVELLERS. Just Ready^ SKELETOiy TOURS Through Ejigland, Scotland, Ireland, Wales, Eenmarh, Norway, Sweden, Russia, Roland, and Spain, With various ways of getting from place to place, the time occupied, and the cost of each journey to a party of four; with some of the principal things to see, especially country-houses. By HENRY WINTHROP SARGENT. One vol., 12mo, limp covers. Price, $1.00. Sent free, by mail, to any address in the U. S., on receipt of the price. D. APPLETON & 00., PubHsliers. Important to Hallway Travellers. In order to save trouble and anxiety in reference to which route to select previous to commencing your journey, be careful and purchase a copy of Appletons’ Railway Guide. Thousands and tens of thousands of Eailway Travellers would as soon think of starting on their journey without a copy of the GUIDE as without their brggage. It contains— I. IMPORTANT INSTRUCTIONS TO RAILWAY TRAVELLERS, in refer¬ ence to purchasing tickets, checking baggage, etc. II. ONE HUNDRED RAILWAY MAPS, representing the principal railways of the country West, South, North, and East, in connection with the time¬ table of the line. HI. INDEX TO UPWARD OF EIGHT THOUSAND TOWNS, VILLAGES, and Cities, in connection with the various railways, the important railways being represented by map. IV. TOURIST GUIDE TO THE WATERING-PLACES and Places of Fashion¬ able Resort throughout the United States and the Canadas. V. MONTHLY ACCOUNT OF RAILWAYS AND THEIR PROGRESS. VI. ANECDOTES AND INCIDENTS OF TRAVEL. VII. NEW TIME-TABLES TO DATE, etc., etc. D. APPLETON & CO., Publishers, 549 & 551 BROADWAY, NEW YORK. k ANNUAL CYCLOPEDIA FOB 1870. In addition to its usual information on all the Civil, Political, Industrial Affairs of each State, and of the whole country, it contains very complete details of the UNITED STATES CENSUS. A complete Account of the Origin and J^rogress of the and a very full exhibition of the present state of Europe, Population, Nationalities, Wealth, Debts, Military Force of the different Countries, and an EXPLANATION OF ALL THE EXISTING EUROPEAN QUESTIONS, are presented. The Discoveries, Events, and Developments of the year are fully brought up, to¬ gether with the History and Progress of all Countries of the World during the year; and the volume is Illustrated with Maps, and fine Steel Portraits of General Robert E. Lee, General Von Moltke, and King Victor Emmanuel. This work is the Tenth of a Series commenced in 18G1, and published, one vol¬ ume annually since, in the same style as the “ Nev^r American Cyclopaedia,” and is, in fact, an addendum to that invaluable work. Each volume, however, is complete in itself, and is confined to the results of its year. THIS VOLUME ALSO CONTAINS A COMPLETE INDEX TO ALL THE “ANNUALS” HERETOFORE PUBLISHED. COMMENTS OF THE PRESS. The New York World., speaking of this work, says: “The past volumes of the annual series have all been good; but that which has been recently added is excellent, in fact, it might be said to have approached perfection. No final word is needed to express the genuine admiration which this work, in its conception, execution., and publication, deserves. No private library in the country’:should be without it or its predecessors.” “ Its value is not easily estimated.”— London Saturday Reriew. “ Each succeeding year will add to its value.”— London Daily News. “ No individual or family of ordinary intelligence should be without it.”— N. Y, Times. “ Supplies a great public want.”— Detroit Tribwne. “ Ought to be in every library.”— Albany Atlas and Argus, “We can confidently and conscientiously recommend it.”— Evening Traveller. “ Thorough and reliable, and just such a work as is greatly needed.”— Cle/celand Daily Plain Dealer. “Cannot be too highly commended.”— State Jowrnal. FBICFS AND STYLES OF BINDING. In Extra Cloth, per voL, ------ $5.00 In Library Leather, per vol., ------ 6.00 In Half Turkey Morocco, per vol.,.6.50 In Half Russia, extra gilt, per vol., ----- 7.50 In Full Morocco, antique, gilt edges, per vol., - - - - 9.00 In Full Russia,.9.00 SOLD BY SUBSCRIPTION ONLY. D. APPLETON & CO., Publishers, 549 & 551 Broadway, New York. FHILAIIELPHiA I^roprietors, Corner of Oliestnnt and Fifteenth. Streets, PHILADELPHSA. Situated on the most fashionable public thoroughfare. Street-cars going every direction by the Hotel. This house is in high repute for the excellence of its table, general appointments (the building and furniture being new), and thorough management. jPor reaching Colonnade Hotel From Pennsylvania R. R. Depot take Market Street cars to Fifteenth Street; Baltimore “ “ “ Fifteenth “ “ Chestnut “ Reading “ “ “ Thirteenth “ “ “ ‘‘ “ Delaware River Depots “ Walnut or Market Street cars to Fifteenth St. TREMONT HOUSE, BOSTOXsT, These well-established First-Class Hotels are now in charge of gentlemen re¬ cently connected with the Fifth Avenue Hotel, New York, and other popular houses of the same high character. WETHERBEE, CHAPIN & CO., proprietors. ON THE ETTROTEAN Cor. of Irving Place and 16 th Street, one Block from Union Square, NEW YORK. This house is in a very quiet locality, and yet in close proximity to Broadway and all the principal places of public amusement. Its cuisine enjoys an unrivalled repu¬ tation, and its appointments are, in every respect, of the most perfect description. To travellers of taste, culture, and refinement—to those who appreciate the com¬ forts of a home, united with those of a sumptuously appointed hotel, the MiNSTER commends itself very strongly indeed. The following extract of a letter written by Mr. Charles Dickens, on his return to Europe, gives assurance of the esteem in which the Westminster Hotel was held by that distinguished writer. CHARLES B. FERRIH, Proprietor. On board the Russia, off Queenstown, Thursday night, April 30,1868. u ^ ^ ^ ^ When we parted I thanked you for all your great care of me in your excellent Hotel, and for having made it quite a home for me; but I did not say half enough to satisfy myself. I shall always remember my old rooms in the West¬ minster gratefully and pleasantly, and shall always feel a personal interest in the House and its prosperity. “ Be sure that it shall have my thoroughly well-earned recommendation on this side of the Atlantic. “ Believe me, always, very faithfully yours, “ CHARLES DICKENS.” 71 7-30 Gold Loan. JAY COOKE & CO. are now selling at par the First Mortgage Land Grant Gold Bonds of the Northern Pacific Kailroad Company, bearing S6V6IX and. three-tenths per cent, gold interest, and secured by first and only mortgage on the entire Road and equipments, and on more than 22,000 ACRES OF LAND to every mile of track, or 500 Acres of Land to each $1,000 Bond. There is no other security in the market more safe or so profitable. The highest current price will be paid for XT. S. FIVE-TWENTIES, and all other marketable Securities received in exchange. Pamphlets, Maps, and full information, furnished on application. For sale hy JAY COOKE CO., Philadelphia^ New York^ and Washington, IN CONNECTION WITH THE AMERICAN BANKINC HOUSE JAY COOKE, M'CULLOCH & CO, 41 Lomhara Street, London, WE PURCHASE AND SELL FOREiaiSr isiruE COMMERCIAL CREDITS, AND CIRCULAR LETTERS FOR TRAVELLERS, Execute Orders in Securities^ and make Cable Transfers of Money, Our Travelling Credits are available in all parts of the world, and can he procured at either of our offices, or through our correspondents, banks, and bankers in the United States and Canada. At our London House, arrangements have been made for the reception of AMERICAN TOURISTS, with due attention to their correspondence and tlie latest advices from the United States. Corner Wall and Nassau Streets, New York. 114 South Third Street, Philadelphia. Fifteenth St., opposite U. S. Treasury, Washington, D. } Jay Cooke fi Co, / / ifw/ HAMILTON ^ V-alinvi’:! 'jliiijiiij ii! j I# Tori # . / / , MAP TO ACCOMPANY APPLETONS' HAND-BOOK OF AMERICAN TRAVEL, Sectioii-East of .MISSOURI RIVER. , ST LOUIS MAP accompany APPLETONS' HAND-BOOK AMERICAN TRAVEL Seclioti EList of MISSOIRI RIVER APPLETONS’ HAND-BOOK OF AMEEICAN TEAVEL. EMBRACING EIGHTEEN' THROUGH ROUTES TO THE WEST AND FAR WEST, TOURS OF THE GREAT LAKES AND RIVERS, AND ALL LOCAL ROUTES OF THE STATES OF OHIO, INDIANA, ILLINOIS, IOWA, MICHIGAN, WISCONSIN, MINNESOTA, MISSOURI, KANSAS, NEBRASKA, COLORADO, NEVADA, CALIFORNIA, AND ORE- GON, AND TERRITORIES OF DAKOTA, AVYOMING, MONTANA, IDAHO, UTAH, AND WASHINGTON. BEING A COMPLETE GUIDE TO THE ROCKY MOUNTAINS, YOSEMTTE VALLEY, SIERRA NEVADA, THE MJNING REGIONS OF UTAH, NEVADA, ETC., AND OTHER FAMOUS LOCALITIES; WITH FULL DESCRIPTIVE SKETCHES OP THE CITIES, TOWNS, RIVERS, LAKES, WATER-FALLS, MOUNTAINS, HUNTING AND FISHING GROUNDS, AND ALL PLACES AND OBJECTS OP INTEREST WITHIN THE DISTRICT NAMED. WITH MAPS AND DIAGRAMS. NEW YORK: D. APPLETON AND COMPANY, 549 & 551 BROADWAY. LONDON: SAMPSON LOW, SON, AND MARSTON. 1871. Entered, according to Act of Congress, in the year 1871, by D. APPLETON & CO., In the Office of the Librarian of Congress, at Washington. O- I r , yi\ y^\ 1 •. <^7 "/7' TO THE EEADEE. This is a companion-volume to the Hand-Book of Teavel —Northern and Eastern Tour^ and the Hand-Book of Teavel— Southern Tour, The three parts of the work form each a separate and complete volume. In addition to the Hand-Book of Teavel, the traveller will need a copy of Appletons’ Bailway Guide, published semi-monthly, with time¬ tables corrected to date, price twenty-five cents. The plan of this book is very simple, and will be readily understood by the aid of the Table of Contents and the Index. The four great “ Trunk Lines,” from the Atlantic seaboard to the Pacific, which connect with the Union Pacific Kailway at Council Blufis and Omaha, are the Hew York Central and Hudson Eiver Kail way, the Hew York & Erie Kail way, the Pennsylvania Central Kailway, and the Baltimore & Ohio Kailway. These, with their branches, all described in this volume, connect by rail with almost every city, town, and village, in the United States. Each line has its advantages, and the “intelligent traveller,” before buying his ticket, v*^ill choose the one which will enable him, without annoyance or unnecessary expense, to visit, en route,, such cities, towns, and localities, as he may desire. Passengers from Boston and the Eastern States can travel to the Pacific by “ all rail,” ria Albany or Hew York, or by steamer on Long Island Sound. Hew-York travellers, who wish to visit Hiagara and the Suspen¬ sion Bridge, can do so by way of the Hew York Central, or Hew York & Erie trunk lines. The former will take him through Central Hew York, ma Albany, Eochester, and Buffalo, while the latter traverses the southern portion of the State, ma Binghamton, Corning, and Buffalo. From Hew Jersey and Philadelphia, the traveller will generally take the Pennsylvania Central line, and from Baltimore and Washington he will take one of the Baltimore & Ohio Kail way routes. From Cincinnati, Chicago, and St. Louis, there are numerous routes through to Omaha, the eastern terminus of the Union Pacific Eailway. The cost of travelling by rail is usually at the rate of from two to three cents per mile. Children under twelve years of age are generally charged for at half price, and those under five years of age are passed free. Sleep¬ ing-cars are run on all through-trains, and on most of the lines may be engaged in advance for the entire distance from Hew York to San Fran- IV TO THE READER. cisco without extra charge. From $2 to |3 per day (24 hours) is generally charged for the use of sleeping-cars. The average speed on express trains is about thirty miles an hour. Travel on steamboats is somewhat less than by rail. The following are, at the time of writing, the through-fares to San Francisco from the various points named. They are subject to slight fluc¬ tuations : TO SAN FRANCISCO FROM 1st Class, Currency. 2d Class, Currency. 8d Class, Currency. AlhflTiy .. $139 00 142 00 138 00 118 00 112 00 139 00 140 00 136 00 151 25 100 00 138 00 135 00 118 00 137 00 134 50 Boston, via Chicago. $105 25 102 00 85 00 85 00 100 50 103 25 100 00 106 00 75 00 102 25 100 00 85 00 “ “ St. Louis or Quincy. Chicago. $‘30 00 TCansas City. Montreal. 65 00 70 25 65 00 81 00 50 00 New York via Chicago. “ “ St. Louis or Quincy. New Orleans.. Omaha. Philadelphia, via Chicago. “ “ St. Louis or Quincy. St. Louis... 60 00 Washington, via Chicago. “ “ St. Louis or Quincy. Full tables of distances accompany the description of each route in this volume, but, for hasty reference, the following summary will be useful to the traveller: TO CINCINNATI. Distances. Via Prom New York . 861 miles. Erie Railway. “ Pan-handle ” Route. u u 758 “ “ Boston. 992 “ “ Philadelphia. 667 “ Baltimore . 591 “ To St. Louis. Prom New York.. 1,065 miles. 1,098 “ 1,334 “ 1,008 » 973 “ 961 miles. Pennsylvania Central Railway. “ Pan-handle ” Route. if, ii “ Boston... “ Philadelphia. “ Baltimore. To Chicago. Prom New York. New York Central & Hudson River Railways. Erie and Lake Shore & Michigan Southern Railways. Allentown Route. 958 “ 899 “ “ Baltimore. “ Boston. 1,020 “ “ Philadelphia. 823 “ To Omaha. From New York. 1,393 miles. 1,513 “ 1,317 “ 1,342 “ 1,292 “ 800 “ To San Francisco. From Omaha. 1,914 miles. “ Boston. “ Philadelphia. “ Washington.. “ Baltimore. “ St. Louis. “ Chicago. 494 “ TO THE READER. V The charge, at first-class hotels, is from $4 to $4.50 per day. Board by the week is generally to be had at a lower price. The cost of meals while travelling may be calculated at from $2 to $3 per day. In IsTew-York City, among the best hotels are Darling, Griswold & Co.’s Fifth Avenue Hotel, especially suited for families ; E. H. Read’s Hofiman House, where meals are served d la carte; the Westminster Hotel, and Rand Brothers’ St. Cloud Hotel, kept on the European plan. The safest and most convenient form in which the traveller can put his money for current expenses on long trips is that of letters of credit or cir¬ cular notes—the former being preferable. These are issued by the leading bankers throughout the United States. In Hew York, such letters are issued by Brown Brothers & Co., Jay Cooke, and Honton, Bliss & Co. In California, the circulating medium invariably is gold and silver. In the British provinces it is coin, or the notes of the local banks, whi@li are at par. Should the traveller need any thing in the way of “ gentlemen’s fur¬ nishing goods,” he should buy it at Union Adams & Co’s, Ho. 637 Broad¬ way. The house is, probably without exception, the best in the country. For such things as trunks and ladies’ or gentlemen’s travelling bags, one cannot go to a better place than Crouch & Fitzgerald’s, Ho. 556 Broadway. A large variety of vulcanized-rubber fabrics, belting, hose, etc., may be found at the Hew-York Belting and Packing Co.’s warerooms, Hos. 37 & 39 Park Row. Dundass Dick & Co.’s “ tasteless medicines ” are convenient for the traveller to have with him. They are prepared in the form of “ soft cap¬ sules,” and include castor-oil and other usually nauseous medicines. Dr. Hanbury Smith’s pure Mineral Waters are to be had at Hanbury Smith and Hazard’s, 35 Union Square, Hew York. If the traveller intends making a trip to Europe, he might make a note of the fact that the boats of the Oceanic Steamship Co.’s line are consid¬ ered the finest and most luxurious in their appointments of any afloat. This edition of the Hand-Book has been entirely rewritten for the autumn of 1871, and each locality revised by a person resident in it. The changes in the country it describes, however, are so frequent that it is almost impossible to keep pace with them in a book of this character. Since it has been in the hands of the printers many alterations, incident to the opening of new lines of travel, have had to be made. This has espe¬ cially been the case with the California routes. In them, indeed, altera¬ tions might yet be made; but, as it cannot be done without serious delay, they must be reserved for a future edition. In the preparation of this volume, the design has been to make it a com- VI TO THE READER. plete hand-book to the Western country ; hut, apart from the value it ma;^ possess to the traveller, it is hoped that it will be found of some use as a general gazetteer of the country it purports to cover. The editor acknowledges with thanks the aid he has received from the Hon. John Davidson, of Elizabeth, IST. J., in some valuable notes on the Yosemite region; Governor Bross, of the Chicago Tribune^ whose plan of routes to the Rocky Mountains he has adopted; Mr. O. J. Golderick, of the Rocky Mountain Herald; from Mr. E. W. Eoote, of the Elizabeth Jour¬ nal ; and other gentlemen. Much care has been taken to make the Hand-Book accurate in all par¬ ticulars. Hot withstanding this, however, some errors will probably he found in it. It is hoped that the detector of these will inform the editor of them, so that they may he corrected in future editions. CONTENTS. W E S T E It N TOUR. PAGB To THE Reader. 8 GRAND THROUGH-ROUTES TO THE WEST I.—New York to Chicago via New York Central & Hudson River Rail¬ way, and Great Western and Michigan Central Railways. 1 II.—New York to Chicago, via Erie and Lake Shore & Michigan Southern Railways. 15 III.—New York to Chicago, via Allentown Line, which includes the Central Railway of New Jersey, Lebanon Yalley, Pennsylvania Central, and Pittsburg, Fort Wayne & Chicago Railways. 24 lY.—N ew York to Chicago, via Pan-Handle Route, which includes the New Jersey Railway to Philadelphia, the Pennsylvania Central, and the Pittsburg, Cincinnati & St. Louis Railway, which includes the Colum¬ bus, Chicago & Indiana Central Railways. 25 Y.—New York to Cincinnati, via Erie Railway. 29 YI.—New York to Cincinnati, via Pan-Handle Route (identical with Route lY. as far as Columbus, 0. (/S'eepage 25). 40 YII.—New York to St. Louis, via Pennsylvania Central and connecting Rail¬ ways, known as the Pan-Handle Route. 41 YIII.—New York to St. Louis, via Route II. to Cleveland, and thence via Cleveland, Columbus, Cincinnati & Indianapolis, and Indianapolis & St. Louis Railways. 57 IX.—New York to St. Louis, via Pan-Handle Route, which is Route YI. to Cincinnati; thence via Ohio & Mississippi Railway. 59 X.—Baltimore to St. Louis, via Baltimore k Ohio, Little Miami, and Ohio & Mississippi Railways. 60 XI.—Baltimore to St. Louis, via Baltimore k Ohio, Marietta k Cincinnati, and Ohio k Mississippi Railways. 70 XII.—New York to Omaha, via Chicago & Northwestern Railway. 72 XIII.—New York to Omaha, via any Route to Chicago, thence by Chicago, Rock Island k Pacific Railway. 75 viii CONTENTS. XIV.— Chicago to Omaha, via Chicago, Burlington & Quincy, and Burlington & Missouri River Railways.. XV.— New Yoke to Omaha, via Logansport, Peoria, and Keokuk. Via Route II. to Toledo; Route XII. to Logansport and Pittsburg, Cincinnati & St. Louis ; Toledo, Peoria & Warsaw ; Des Moines Val¬ ley and Iowa Division of Chicago, Rock Island & Pacific Railways. XVI.— New York to Omaha, via Route II. to Toledo, 0., thence via Toledo, Wabash & Western, Hannibal & St. Joseph, and Kansas City, St. Joseph & Council Bluffs Railways. XVII.—St. Louis to Denver and Cheyenne, via Pacific Railway of Missouri, Kansas Pacific & Denver Pacific Railways. XVIII.— Omaha to San Francisco, via Union Pacific, Central Pacific, and Western Pacific Railways, including Excursions to the Sweetwater Mining Region of Wyoming; and to Salt Lake City, via Utah Cen¬ tral Railway... .. TOURS OF THE GREAT LAKES AND RIVERS, I.— New York to St. Louis, via Niagara Falls, Lake Erie, Detroit River, Lake St. Clair, River St. Clair, Lake Huron, River St. Mary, Lake Superior, and Mississippi Railway and Mississippi River, including Excursions to Mackinaw Islands and Strait, the “Pictured Rocks,” the North Shore of Lake Superior, and Duluth, the Eastern Termi¬ nus of the Northern Pacific Railway.. 11.—Pittsburg, Pa., to St. Louis, Mo., via Ohio and Mississippi Rivers. III. —St. Louis to the “ Gates of the Rocky Mountains,” via Missouri River. STATES AND TERRITORIES—LOCAL ROUTES. OHIO.—Cincinnati to Toledo, 181 ; Cincinnati to Sandusky, 182 ; Cincinnati to Zanesville, 182 ; Cleveland to Pittsburg, Pa., 183 ; Cleveland to Cincinnati, 183 ; Sandusky to Newark, 184 ; Columbus to Athens, 184. INDIANA.—Cincinnati to Chicago, 186-188 ; Cincinnati to Indianapolis, 188; Cincinnati, 0., to Lafayette, Ind., 188; Madison to Chicago, Ill., 189; Louisville, Ky., to Chicago, III, 190 ; Indianapolis to Vincennes, 191 ; Indianapolis to Danville, III, 191 ; Evansville to Terre Haute and Rock¬ ville, 192.. ILLINOIS.—Chicago to Cairo, 194 ; Chicago to St. Louis, 196 ; Chicago to Quincy, 197; Chicago to Dunleith, III, and Dubuque, lo., 198 ; Chicago to Madison, Wis., 198 ; Chicago to Kenosha, Wis., 199 ; Kenosha, Wis., to Rockford, 111, 200 ; Dunleith to Cairo 200 ; Bloomington to Alton, 200; PAGE 78 80 82 86 94 136 163 173 179 185 CONTENTS. IX PAGE Peoria to Alton, 201; Peoria to Warsaw, 201; Danville to Peoria, 201; Sterling to St. Louis, Mo., 201; Springfield to Pana, 202 ; East St. Louis to Mount Vernon, 202; St. Louis to Cairo, 202. 192 IOWA.—Keokuk to Mona, 204; Dubuque to Sioux City, 205 ; Dubuque to Cedar Rapids, 205; Des Moines to Fort Dodge, 205 ; Wilton to Ashland, 205 ; Council Bluffs to Sioux City, 206; Calmar to Algona, 206; McGregor to Austin, Minn., 206.. 202 MICHIGAN.—Lake Michigan, 207 ; Detroit to Grand Haven, 208 ; Detroit to Adrian, 209 ; Detroit to Port Huron, 209 ; Detroit to Bay City, 209; We- nona, Mich., to Fort Wayne, Ind., 210; Lansing to Greenville, 210 ; Lan¬ sing to Battle Creek and Climax, 211; Jackson to Whitehall, 211; White Pigeon to Grand Rapids, 211; Allegan to Muskegon, 212 ; Kalamazoo to South Haven, 212 ; Toledo, 0., to Jackson, Mich., 212 ; Detroit to Romeo, 212; New Buffalo to Breedsville, 212.206 WISCONSIN.—Chicago, Ill., to Milwaukee, 214 ; Milwaukee to Prairie du Chien, 216 ; Milwaukee to La Crosse and Menomonee, 217 ; Milwaukee to Madi¬ son, 217; Milwaukee to Portage City, 217; Milwaukee to Berlin and Win- neconne, 218; Chicago, Ill., to Marquette, Mich., 218; Racine, Wis., to Rock Island, Ill., 220; Madison, Wis., to Chicago, Ill., 221; Sheboygan to Fond du Lac, 221.212 MINNESOTA.—The Lakes, 222 ; Milwaukee, Wis., to St. Paul, 223 ; La Crosse to Winnebago, 224; Winona to St. Peter, 224; St. Paul to St. James, 224 ; St. Paul to Breckenridge, 224 ; Falls of St. Anthony, 225 ; St. Paul to Sauk Rapids, Crow Wing, and the Red River, 226 ; St. Paul to Red Wing, 227; St. Paul to St. Croix, Wis., 227....... 221 MISSOURI.—Big Trees, 228 ; St. Louis to Kansas City, 229 ; St. Louis to Ottum¬ wa, lo., 230; St. Louis to Belmont, 230; St. Louis to Neosho, 230; Lex¬ ington to St. Joseph, 230; Cameron to Kansas City, 231; St. Joseph to Hopkins, 231; Sedalia, Mo., to Fort Scott, Kas., 231. 227 KANSAS.—Kansas City to Baxter Springs, 234; Kansas City to Atchison and Waterville, 235 ; Leavenworth to Tioga, 235; Topeka to Emporia, 236 ; Junction to Chetopa, 236 ; Kansas City to Ottawa, 237. 227 NEBRASKA.—Omaha to Lincoln, 239 ; Rulo to Pawnee City, 239 ; Fremont to Blair, 239; Nebraska City, 239 ; Plattsmouth, Falls City, Beatrice City, and Ashland, 240. 237 DAKOTA.—^Vermilion, 241. 240 COLORADO.—Excursions to the Mining Districts, 242 ; the Great Natural Parks, 243 ; Tours to the Rocky Mountains, 244. 241 WYOMING.—Evanston, 248.. 246 MONTANA.—The Scenery of the Yellowstone River, 248 ; Snake or Shoshone River, 251 ; Bannack, Virginia City, Helena, 252. 248 IDAHO.—Boisee City, 253 ; the Great Shoshone Falls, 253 ; Lewiston, Idaho City, 254. . 252 X CONTENTS. PAGB-^ UTAH.—Great Salt Lake Valley, 254; Salt Mountain, Warm Springs, Hot Springs, St. George, 255 ; The New Silver Mining Districts, 225; East Cafion City, 256 ; Mormonism and the Mormons, 257 . 254 NEVADA.—Pyramid Lake, 261; the Silver Mining Districts, with Virginia, Aus¬ tin, Hamilton, and Treasure Cities ; 261-263 ; Idlewild Cave, 264. 260 CALIFOKNIA.—San Francisco to Lake Tahoe and Donner Lake, 26Y ; San Fran¬ cisco to White Sulphur Springs, Calistoga Springs, the Petrified Forest, the Great Geysers, and Skagg’s Springs, 268 ; San Francisco to Skagg’s Springs and the Great Geysers, 272 ; San Francisco to the Clear Lake Hunting Grounds, 274; San Francisco to SanKafael and Mount Tamalpais. 275; San Francisco to Mount Diablo, 275 ; San Francisco to Warm Springs, Alameda County, 576 ; San Francisco to San Jose, the Santa . Clara Valley, Almaden Quicksilver Mines, Gilroy, and Los Angeles, 276 ; Los Angeles to San Diego, 281 ; Los Angeles to San Bernardino, 281; San Francisco to Congress Springs, Santa Cruz, Monterey, and Pescadero, 282; Sacramento to Marysville, Chico, Oregon City, and Portland (by Rail and Stage), 283 ; Sacramento to Marysville (by River Steamer), 286; San Francisco up the Coast to Portland, Ogn., Puget Sound, Washington Terri¬ tory, and British Columbia, 287 ; San Francisco to the Big Trees of Cala¬ veras, and to the Natural Caves and Bridges, 289 ; Routes to the Yosemite Valley and the Big Trees of Mariposa, Tuolumne, and Calaveras, 290; Visit to the High Sierras, and Tour around the Yosemite Valley, 301.... 264 OREGON.—Columbia River and Willamette River Routes, Cascades, etc., 304.. 303 WASHINGTON TERRITORY.—Trip up Puget Sound into British Columbia, 307 . 307 LIST OF MAPS Map of States east of the Missouri River. ..face title-page “ Chicago. 7 “ Cincinnati. 31 “ St. Louis. 40 “ San Francisco. 121 “ States and Territories west of the Missouri River. 227 “ Stage and Rail Routes to the Yosemite Valley and Big Trees of Cali¬ fornia . 291 The Yosemite Valley. 296 WESTERN TOUR. GKAND THROUGH-ROUTES TO THE WEST. ROUTE 1. NEW YORK TO CHICAGO. Via New York Central & Hudson River Railway^ and Great Western and Michi- gan Central Railways. Principal Stations between New York City and Detroit, Michigan.— Yonkers, 15 miles; Tarry town, 26; Sing Sing, 32 ; Peeks kill, 42 ; Garrison’s (West Point), 50; Fishkill, 59; Pough¬ keepsie, 73; Hudson, 115; Albany, 144; Schenectady, 161 ; St. Johnsville, 208 ; Little Falls, 218 ; Utica, 239 ; Rome, 254; Syracuse, 292; Rochester, 373; Lock- port, 429 ; Suspension Bridge, 448 ; St. Catharines, Canada, 459 ; Hamilton, 480; Paris, 520; Woodstock, 539; London; 567; Windsor, 678. [Note.— A detailed description of as much of this route as lies between New York and Detroit has been given in Appletons’ Hand-Book of American Travel—Northern and Eastern Tour, to which we refer the tourist who may desire particular information in regard to watering-places, cities, summer resorts, etc. The following sketch is merely a general outline of the route between New York and Detroit,] If time is not a matter of importance to the tourist, the trip up the Hudson should be made in one of the steamers of the Day line, from which both sides of the river can be seen, whereas, from the cars, only the western bank is visible. The lower Hudson, emptying into the Bay of New York, is like a huge arm of the sea, and, as we ascend, preserves its no¬ ble width, occasionally expanding into lakes, until the Highlands are reached. Leaving the city behind us, for the first twenty miles the Palisades rise like a ver¬ tical wall on the west, w^hile on the east hill rises above hill, dotted with palatial mansions. Along the water’s edge are strung a succession of beautiful villages, filled with the suburban houses of New- York business men. At the end of the Palisades the first expansion of the river known as Tappan Bay occurs, the width being over four miles and the length about twelve. Tarrytown, immortalized by Washington Irving, and Sing Sing, the seat of one of the State Prisons, are upon its eastern border, while upon the west stands Piermont, the original terminus of the Erie Railway, Croton Point di¬ vides this bay from Haverstraw Bay, at the upper end of which stands Peekskill at the gate to the “ Highlands,” as the mountains through which the river forces its way are called. Rising on either side their precipitous acclivities at places spring from the very water’s edge ; at others a more gentle ascent permits the building of a village or a city, every suc¬ cessive street being higher and higher, and every house being in plain view. In places the mountains approach so near as to reduce the river to a contracted chan¬ nel and then they recede so as to allow the water to expand into a lake, and this 1 Pkincipal Stations.] WESTERN TOUR. [Detroit. very peculiarity constitutes one of the principal charms of the Highland region. As we go northward we pass in succession the beautiful and prosperous cities of Peekskill, Eishkill, Newburg, Pough¬ keepsie, and Hudson ; we catch a beauti¬ ful view of the United States Military Academy at West Point, and finally, leav¬ ing all behind us, pass through a more level country and arrive at Albany, where we exchange the steamer for the cars of the New York Central Railway. Erom Albany to Suspension Bridge the road passes through the richest and most densely populated portions of the State, and the scenery in the main is of a pas¬ toral character, there being no mountains to give an appearance of grandeur to the scene, still there is much that is beauti¬ ful in the extreme. The famous valley of the Mohawk is first traversed. The river, now quiet, now leaping over its rocky bed, is continually in sight, the hills bounding the valley adding interest to the view, and the many villages strung along the road giving evidence of solid prosperity. Schenectady, with grand old Union College ; St. Johnsville, rich and prosperous ; Little Falls, with its charm¬ ing scenery ; Utica, a large and wealthy city ; and Rome, another prosperous city, are all in this valley, famous as the scene of many thrilling events in the history of the country. Syracuse is the next city of importance on the line of the road, and is famed for its salt-wells, and for being the place at which the political conventions of the State are usually held. Next comes Rochester, the metropolis of Central New York, and the site of the celebrated Genesee Falls. All trains stop here, some long enough to allow a glimpse of the falls, in which case the opportunity should be improved. At Lockport, the wonderful system of locks, by which the Erie canal descends from the level of Lake Erie, is visible from the car-windows. [All these places have been described in Appletons’ Hand-Book of American Travel—Northern and Eastern Tour.] At Suspension Bridge we cross the Niagara River, in full sight of the falls, and far above the waters rushing toward the whirlpool below. We now find our« selves in Canada, at the eastern end of 2 the Great Western Railway, which is, although one of the most uninteresting, one of the most comfortable roads in the country. In the neighborhood of St. Catharines and Hamilton there is some attractive scenery, but with these exeep- tions every thing is dull, flat, and un¬ attractive, and the traveler will be glad, when, emerging from a cut, he suddenly comes upon the eastern shore of the De¬ troit River, at Windsor, opposite Detroit, Michigan, when our tour to the west properly commences. MICHIGAN CENTRAL RAILWAY. Stations. —Detroit, 677 miles from New York; Grand Trunk Junction, 680; Dearborn, 687 ; Wayne, 695 ; Denton’s, 702; Ypsilanti, 707; Ann Arbor, 715; Dexter, 724; Chelsea, 732; Grass Lake, 743; Jackson, 753; Parma, 764 ; Albion, 773; Marshall, 785 ; White’s, 792; Bat¬ tle Creek, 798 ; Galesburg, 812 ; Kala¬ mazoo, 821 ; Ostemo, 827 ; Mattawan, 833 ; Lawton, 837; Decatur, 847 ; Dow- agiac, 856; Niles, 869 ; Buchanan, 875; Dayton, 879 ; Avery’s, 886 ; Three Oaks, 888 ; New Buffalo, 896 ; Michigan City, 906; Porter, 918; Lake, 926; Gibson’s, 938; Calumet, 947; Chicago, 961. The Micliicfan Centred Raihvay (284 miles in length) runs for the most part through a flue agricultural country, but not of a striking or picturesque chaj’ac- ter. In many places it passes through dense woods, and in others across and along the winding rivers which abundant¬ ly water the section of the State traversed by the road. There is an air of solid prosperity along the whole length of this line, and in the spring and summer the general aspect of the country is attrac¬ tive and pleasing. l>et]roit 9 Midi. (677 miles), is one of the oldest cities in the country, having been founded as a French mis¬ sionary station in the year 1670. It is called the “ City of the Straits ” (which is in fact a translation of its name), from its situation on the banks of the Detroit River^ a noble stream or rather strait, 20 miles long, connecting Lakes St. Clair and Erie, and affording the best harbor on the whole chain qf the “ Great Lakes.” This river is subject to no material change of Detroit.] NEW YORK TO CHICAGO, ROUTE I. [Detroit. level, varies in width from one-half to one mile, has a current of from three to four miles an hour, and is noted for the clear¬ ness and purity of its deep, fish-teeming w’aters. The city extends along the bank of the river for about three miles, and is built up for about two and a half miles from the water. For a short distance from the river-bank it rises gradually, and then be¬ comes perfectly level. The streets are wide, and generally shaded by an abun¬ dance of trees; the stores metropolitan in size and appearance ; the churches nu¬ merous, and in many instances very beau¬ tiful ; the private residences in the best portions of the city surrounded by spa¬ cious grounds, tastefully ornamented and filled with trees, flowers, and shrubbery, and the sidewalks broad and clean. The city is laid out upon two plans, the one, that of, a circle with avenues ra¬ diating from a centre like the spokes of a wheel; the other, that of streets crossing each other at right angles. The result has been a slight degree of intricacy in certain localities, which inconvenience is more than counterbalanced by a number of little triangular parks which diversify and ornament the place. Detroit is always a pleasant place to visit, and its citizens are notably hospita¬ ble. In summer there are almost daily pleasure excursions, and the noble river furnishes a never-failing source of delight. The owners of private boats and yachts, and the numerous boat clubs, are organ¬ ized as the Detroit River Navy. Several times each season there are grand reviews of this “Navy,” when two or three hun¬ dred of these dainty craft form in line, and, headed by a small steamer, with a band, pass up and down the river accom¬ panied by steamers, and gazed upon by thousands on the shores. Hotels. —The three leading hotels are the Russell Hoase^ Biddle House^ and Micdii- cfan Exchange^ which, although about equal as far as regards the “ table,” are in other respects to be estimated in the order in which v/e have mentioned them. The Grand Circus is the principal park, and from it radiate the avenues previous¬ ly mentioned. It was originally intended to be a circle traversed by two avenues intersecting each other at right angles. Only half of this design was ever carried out, and the park consists of two quad¬ rants, in each of which is a fountain. During the summer season there is music in this park two evenings in each week. The monument in memory of the Miclii- gan soldiers who fell during the civil war is now building in one of these quadrants. Two of the avenues radiating from the Grand Circus are laid out as boulevards, and all are very beautiful. Jefferson and Woodward Avenues are the two principal streets, and intersect each other at right angles. West Fori Sti'eet is a broad and beautiful street, lined with elegant resi¬ dences, among which are those of Senator Z. Chandler, Governor Baldwin, James F. Joy, the railroad magnate, and other prom¬ inent men; Lafayette Avenue is another fashionable street. The Campus Martins is a large open space through which passes Woodward Avenue, and from which diverge Michi¬ gan, Michigan-Grand, and Monroe Ave¬ nues and West Fort Street. On this front the Opera-House, the Russell House, and the present City Hall, while upon one side is the new City Hall, one of the most beau¬ tiful in the country, and built entirely of Medina stone. The stores around this plaza are fine large buildings, and, when the old City Hall is destroyed, the place will rank architecturally with the best in the country. The Opera-House is an elegant struct¬ ure, and both in size and beauty is only surpassed by some five or six in the Uni¬ ted States. The Custom-House^ in which is also the Post-Office^ is in Griswold Street, the Wall Street of the city. It is a large stone building on the same model as those in Chicago, Cleveland, Toledo, Milwaukee, and many other cities, in which large post-offices have recently been erected. The Board of Trade Building is anotli- er fine edifice, but it is unfortunately lo¬ cated on Woodbridge Street, near the river, where its fine proportions cannot be seen to advantage. The Michigan Centred Freight Depot should by all means be visited. It is 1,250 feet long, 102 feet wide, and is an immense room, without partitions or pih lars. It is covered by a selUsupporting corrugated iron roof, which is considered 8 Detroit.] WESTERN TOUR. [Detroit. a marvel of mechanical skill. This depot is on the line of the wharf, which is also covered by an iron roof, and freight and passengers in the stormiest weather are transferred from boats to the cars with¬ out exposure to the wet. In the immedi¬ ate vicinity are the great Wheat Elevator of the company—from the cupola of which a superb view of the city, the river, and Lakes St. Oiair and Erie, may be had—the Round House —in which 16 locomotives stand under a dome, second only to that of the Capitol, at Washington—and all the great workshops of the Company. The churches of Detroit are noted for their number and beauty. The following are found the most attractive to strangers: St. PauVs (Episcopal), corner of Con¬ gress and Shelby Streets, is the parent church of the diocese, and is noted for its beautiful roof, which is “ self-support¬ ing.” There is not a pillar in the church. Chrisfs (Episcopal), Jefferson Avenue, above Hastings Street, St. Joluds (Epis¬ copal), Woodward Avenue, and Grace., (Episcopal), Fort Street, are all elegant structures. The Fort Street Presbyterian Church, corner of Third Street, has the handsomest front of any church in the city. The First Presbyterian., State Street, the Jefferson Avenue Presbyterian., above Rivard Street, and the First Congrega¬ tional., Fort Street, corner of Wayne Street, are all handsome churches. The Central Church (Methodist Episcopal) has an elaborately decorated interior. It is on Woodward Avenue, above the Grand Circus, near St. John’s. St. Anne’s (Ro¬ man Catholic), Lamed Street, corner of Bates Street, is the oldest church in the city, and is noted for its fine choir. St. Peter and St. PauVs Cathedral (Roman Catholic), Jefferson Avenue, corner of St. Antoine Street, is the largest church in the State. The Convent of the Ladies of the Sa¬ cred Heart., on Jefferson Avenue, near St. Antoine Street, is a large and very beau¬ tiful building. The House of Correction., in the north¬ ern portion of the city, is considered one of the best reformatory prisons in the country. Directly opposite to the House of Correction is a Home for discharged female prisoners, who are received here and furnished with work until places can 4 be found for them, out of the reach of the evil influences formerly surrounding them. Water-woi'ks .—Detroit is well supplied with river water by the Water-works, which are located on the river in the up¬ per portion of the city. The water is forced over a mile through immense iron pipes to a reservoir, near the House of Correction, whence it is distributed in the usual manner. The school system of Detroit is admi¬ rable, and its school-houses are noble buildings. The manufacturing interests of the city are large, continually increasing in importance, and of every kind and de¬ scription. The shipping interest is also very important, while pork and fish pack¬ ing gives employment to large numbers of men. According to the census of 1870, Detroit has a population^ of 79,619, and is the eighteenth city in size in the Union. Elmwood Cemetery is a very beautiful place within the city limits, and is reached by street cars. Woodlawn Cemetery is below the city. It is of recent origin. Fort Wayne is a bastioned redoubt, about three miles below the Michigan Central Railway Depot. It stands upon the bank of the river, completely com¬ manding the channel. The Fort Street and Elmwood cars run within half a mile of it, and it is also a favorite point to which rides and drives are taken. Belle lie, an island at the head of the river, opposite the upper limit of the city, is a favorite resort for picnics, etc. Gro.Hse He, 18 miles below the city, is an island over 3 miles long and 1 mile wide, and is a favorite resort of the weal¬ thier residents of Detroit, many of whom have beautiful summer residences upon its bold shore, overlooking the main chan¬ nel of the river. There is a hotel upon the island, and the fishing, boating, and bathing, are excellent. Grosse Pointe, a few miles above the city, is a point of land projecting into Lake St. Clair. It is noted for its cherry- orchards, and is the terminus of a beau¬ tiful drive over a good road. Along the shores of Lake St. Clair are a number of summer residences of gentlemen doing business in the city. Put-in-Bay Isl’s.] new YORK TO CHICAGO, ROUTE I. [Parma. —This is a group of islands in Lake Erie, near the mouth of the Detroit River, and is famous as the scene of Commodore Perry’s vic¬ tory, September 10, 1813. Within the past few years this has become a favorite summer resort,, as it combines all the ad¬ vantages of pure air, bathing, fishing, boating, and convenience of access from any of the lake cities. From Detroit there is a daily steamer to Kelly’s Island, the largest of the group. The hotel ac¬ commodations are good. These islands are noted for their vineyards, and the su¬ perior quality of the wine produced. B>earfl>orM. (687 miles) is a small village on the river Rouge^ 10 miles from Detroit. Its only importance consists in its being the site of a United States Ar¬ senal. ^psiSaiati (707 miles) is a pleasant and prosperous place, of about 6,500 in¬ habitants. It contains many handsome churches, residences, and stores, and a fine Union School, and is the seat of the State Normal School. The Follet House is a capital hotel. Paper is very exten¬ sively manufactured here. From Ypsilanti to Dexter the road runs along the Huron River, v/hich it crosses at many points. Ann ArI>Oi* (715 miles) is a very pleasant city, of about 9,000 inhabitants, though nothing of it is seen from the cars except what is known as the “Lower town,” consisting of a few mills and di¬ lapidated stores and dwellings. The city stands upon an elevated plateau south of the depot, is regularly laid out, in many portions is handsomely built, and contains several elegant churches. In the centre of the city is a public square containing the county buildings, which are old and small. The Union School is one of the finest buildings in the State. The Uviversity of Michigan.^ which is located in Ann Arbor, is one of the no¬ blest institutions in the land. With fees little more than nominal, and with a stand¬ ard of scholarship as high as any col¬ lege or university in the country, it num¬ bers among its students natives of every part of the globe. The three colleges of the University are those of Law, Medi¬ cine, and Literature, Science, and Art, in all of. which are large and efficient corps of professors. The university buildings occupy a square of ground, each front of which is a quarter of a mile in length. There are no dormitories, all the space being devoted to the purposes of instruc¬ tion. The library is large and constant- Ty increasing; the geological collection is one of the most complete in the country; the art-gallery contains plaster casts and reductions of numbers of fine pieces of statuary, as well as the original “Nydia” by Rogers, which was carved especially for this institution ; and the medical mu¬ seum is very complete. The grounds are thickly planted with trees, a custom hav¬ ing been originated by the class of 1858 for every graduate in the literary depart¬ ment to set out a tree with his own hands. The Observatory is one of the prominent features of the institution, but is not in the same group with the other buildings, being located on a hill about a mile dis¬ tant : the instruments are large and very perfect. The total number of graduates from the university in the first 25 years of its existence (1870) was 2,476. The last two weeks in June are those devoted to the commencement exercises, and visitors usually select this time as the most favorable to see the university. The Gregory House^ fronting on the public square, is the best hotel in Ann Arbor. •Faclisoia (753 miles) is a city of about 11,000 inhabitants, and is one of the busiest, prettiest, and most important places in the State. It has large manu¬ factories of various kinds, and contains the Michigan State Prison. It is upon the edge of the coal-measures of the State, and the mines can be seen from the railroad. Its geographical position, and the enterprise of its citizens combined, have made it a prominent railroad centre. The Grand River Valley Branch Railway^ the Jackson^ Lansing, Saghiaw Railway, the Jackson Branch of the Michigan Southern Railway, and a road through Jonesville on the Michigan Southern Rail¬ way to Angola, Ind., all connect at this point. Artesian wells are bored here without difficulty, and the Holley Water¬ works are now being put in order. Pa^riKia. (764 miles) is where the road reaches the Kalamazoo River, which it follows to Kalamazoo, passing through Albion.] WESTERN TOUR. [Chicago. a rich and beautiful country noted for its wheat. In the harvest season the whole country for miles and miles looks like one golden waving sea, while the river con¬ stantly coming into view adds to the beauty of the picture. All>ioia ('ZVS miles) is a flourishing* village. There is a small collegiate in¬ stitution here, known as the Albion Col¬ lege, which is under the control of the Methodist Episcopal Church. Marslaall (785 miles) is a flourish¬ ing city, of about 6,500 inhabitants, being noted for its beauty and the fine quality of its flour. Paper is also largely manu¬ factured here. The Kalamazoo River fur¬ nishes a fine water-power, and is the source of the prosperity of the place. This being the terminus of one of the divisions of the road, the railway com¬ pany has erected large locomotive and repair shops, and a fine eating-house, which, from the superior quality of a dish for which it is famous, is known among travellers as the Chicken-pie House. The best hotel is the Marshall House. The Union School building at this place is probably the most costly in the State. IBattlc Creelc (798 miles) is at the mouth of the creek from which it takes its name, and which is the largest tributary of the Kalamazoo River. It is well known throughout the State as a milling town, and is, besides, very attrac¬ tive as a place of residence. Its manu¬ factures are numerous, diversified, and constantly increasing. Altogether the place is one of great thrift and beauty. The population is about 6,500. The Pen- msu^ar Railway is completed from this place through Charlotte, in Eaton County, to Lansing. MsQ.Ia.i9ia.zoo (821 miles) is the largest village in the State. It has a population of about 11,000, and is built as much with a view to beauty as to utility. Its streets are lined with trees, many of them the native burr-oaks, care¬ fully preserved, and the many elegant residences with which it abounds are uniformly surrounded with handsome grounds. A college, under the control of the Baptists, and an excellent Female Academy, are established here, and this is also the site of the “State Asylum for 6 the Insane.” This institution is admi¬ rably managed. The buildings are con¬ structed at large expense, and possess considerable architectural beauty. The Holley Water-works supply the town with water. The leading hotels are the Bur dick House and Kalamazoo House. The Kalamazoo^ Allegan., do Grand Rapids Railway, running from Grand Rapids to this place, connects here with the St. Jo¬ seph Vcdley Raihoay, extending from here to White Pigeon, on the Lake Shore and Michigan Southern Railway. A section of a railroad from this place to South Haven, on Lake Michigan, is also in oper¬ ation. S^awtoia. (837 miles) is a small vil¬ lage, important on account of the exten¬ sive iron-works recently erected, and which are under charge of General Q. A. Gillmore, who performed such excel¬ lent service during the late war. Niles (861 miles) is where the rail¬ way crosses the St. Joseph’s River. It is a place of considerable importance, being the commercial centre of this sec¬ tion of the State. This is a pleasant place to stop at, the drives in the city being attractive, and the residents very hospitable. Population about 6,500. The Michigan Air-Line Railroad is nearly completed from Jackson through Three Rivers to this place. New ISialialo is a small village, important as the point of junction of the new railroad extending north along the eastern shore of Lake Michigan with the Michigan Central. The road is completed to St. Joseph, which brings it to the heart of the famous fruit region of Michi¬ gan. Miclaig’ait City, S 119 I. (906 miles), is of some importance as being the terminus of one of the divisions of the road, and consequently the location of repair and locomotive shops. It is the site of the Northern Penitentiary of Indiana. CHICAGO, ILLINOIS. Chicago (963 miles) has within thirty years grown from a small Indian trading post to the position of the metropolis of the Northwest, and the greatest railway centre on the continent. It is situated Chicago.] NEW YORK TO CHICAGO, ROUTE 1. [Chicago. on the western shore of Lake Michigan, at the mouth of the Chicago River. By means of the latter, and the Illinois and Michigan Canal, it has continuous com¬ munication with the Mississippi River and the Gulf of Mexico, on the south and west, and with the chain of the Great Lakes, the St. Lawrence, and the Atlan¬ tic Ocean, on the east. Probably no in¬ land city in the world possesses greater facilities for commercial intercourse. The history of the city, though brief, is interesting, not only on account of the romantic incidents of its early dis¬ covery and occupation, but as furnish¬ ing one of- the most, perhaps* the most, remarkable instance on record of rapid, sustained, and permanent growth. The first visitors to the site of the present city were Joliet (Louis) and Mar¬ quette (Jacques), who arrived August, 1673. Point au Sable, a native of St. Domingo, followed in 1796, but soon afterward removed to Peoria. The first permanent settlement was made in 1804, by Mr. John Kinzie, who moved hither from St. Joseph, at that time a mission¬ ary station on the east side of Lake Michigan. On April 7 and August 12, 1812, the Indian massacre occurred at Fort Dearborn, which resulted so disas¬ trously to the little garrison. At the close of 1830, Chicago con¬ tained twelve houses and three suburban (“ country”) residences on Madison Street, with a population, composed of whites, half-breeds, and blacks, numbering about 100. The first map of the town, as sur¬ veyed by James Thompson, bears date August 4, 1830. Fort Dearborn was constructed in 1804, rebuilt in 1816, and pulled down in 1857. It stood near the head of Michi¬ gan Avenue, below its intersection with Lake Street, and a little north of the present Marine Hospital building. The town was organized August 10, 1833, incorporated as a city March 4, 1837, and the first election held May 1, 1837. The first vessel entered the har¬ bor June 11, 1834; and at the official census, taken July 1, 1837, the entire population was found to be 4,170. Out¬ side of Fort Dearborn, in 1833, were about 35 houses, mostly built of logs. The first frame building was erected in 1832, by George W. Dole, and the first brick house in 1833. It was standing on Monroe Street, near Clarke, at a re¬ cent period. In 1843 the population of the city had increased to 7,580 ; in 1847 to 16,859 ; in 1850 to 28,269 ; in 1855 to 80,023; in 1860 to 109,263, and in 1865 to 178,539. Its present population, city and suburban, is estimated at 350,000. The census of 1870 gives the population of the city proper as 299,370. During the years 1856- 58 the entire business portion of the city was raised from three to eight feet above its former level, which has facilitated drainage, and greatly improved its sanitary condition as well as its commercial facilities. The site of the city is at present a gently-inclined plane, the ground in the western part of the city, three miles from the lake, being from 15 to 18 feet above the level of the lake. The streets are generally 80 feet wide, and regularly built. They cross each other at right angles, and are for the most part paved with stone or with wooden pave¬ ment. Many of them are from three to seven miles in length. The Chicago River, and its two branches, run through the city, dividing it into three nearly equal divisions, known as North, South, and West Chicago. Numerous bridges and tunnels connect the main avenues of travel leading from the city proper to the Northern and Western Divisions. These divisions are subdivided into 20 wards, and contain 770 streets, avenues, and alleys. The river and ship canals afford a harbor for the largest vessels for more than ten miles, at the entrance of the first of whicii is a new iron light-house. State Street is the Broadway of Chicago; while Michigan Avenue, Wabash Avenue, Prairie Avenue, South Park Avenue, West Washington Street, and North Dearborn Street, are distinguished by princely edifices, and adorned with rows of luxuriant trees. On South Water Street are situated warehouses and th.e large wholesale stores, while many of the largest and most elegant of the latter are now located on Michigan and Wabash Avenues, making a gradual inroad upon a favorite residence locality. Many of the private residences on the north and west side of the river are handsomely 7 Chicago. WESTERN TOUR. [Chicago. built, and surrounded by highly-orna- inented or cultivated grounds. Chicago is the greatest primary grain- market in the world. The first shipment, consisting of ^78 bushels of wheat, took place in 1838. In 1863 the exports of grain exceeded fifty-four million bushels, in 1865 about the same amount was shipped, and in 1869 the grain receipts were nearly sixty-four million bushels. In 1865 nearly six hundred and fifty mill¬ ion feet of lumber were received, and in 1869 there were a thousand million feet of lumber, besides 700 million pieces in laths and shingles received. It is prob¬ ably the greatest stock-market in the world, as the following statistics (the latest we have at hand) will show: Re¬ ceipts in 1869, cattle, 399,913; hogs, 1,872,501; sheep, over 300,000. The provision-trade is also very extensive and prosperous. To those who would carry away with them a just estimate of the greatness of Chicago, a visit to the ex¬ tensive grain elevators, cattle and lumber yards, and packing-houses, is necessary. These establishments, together with the railway stations, and the activity which everywhere manifests itself in the indus¬ trial pursuits of its people, constitute the striking features of Chicago life. HOTELS, EESTAUEANTS, ANJy CLUBS. Hotels. —Among the many hotels in Chicago we will designate only a few, to either of which any traveller can go with¬ out hesitation. Sherman House, —This hotel, corner of Clark and Randolph Streets, opposite the City Hall, is one of the handsomest in the city. It is built of Athens marble, is an imposing edifice, with a frontage of 340 feet on Clark and Randolph Streets, and was erected in 1860, at a cost of $400,000. It is handsomely furnished, and has a vertical railway for the use of guests. . The Tremont House, corner of Wash¬ ington and Dearborn Streets, is another large and well-kept hotel. The prices are the same as those of the Sherman House. Captain Bigelow, a retired naval officer and wealthy gentleman, has lately finished a new hotel, with a frontage of 400 feet on Dearborn, Adams and Quincy 8 Streets. It is six stories high, and has 270 rooms. It is built with carriage-en¬ trance, has a large rotunda, with foun¬ tains, ornaments, etc., and is connected with Clark Street by an arcade that gives 40 stalls. These novel features make it particularly attractive. The Richmond House, pleasantly situ¬ ated on Michigan Avenue, at the inter¬ section of South Water Street, and the Briggs House, on Randolph Street, corner of Wells, are large and well-appointed establishments, and are not so high in their charges as the two previously men¬ tioned. The Adams, Revere, and St. James Hotels, are also good and respect¬ able houses, and their charges are moderate. Chicago is soon to have greater hotel accommodations than any city on the continent. Mr.-Rotter Palmer has just completed a handsome building on the corner of State and Quincy Streets, which is nine stories high, including the base¬ ment, has a frontage of 328 feet, and 180 sleeping-rooms, besides the stores, offices, etc. This is to be kept on the European plan. The same gentleman, who is the A. T. Stewart of Chicago, and who is now investing the seven millions he made in dry goods in the improvement of the city, has commenced to clear the ground for what, it is promised, shall be the finest hotel in the world. It is modelled after the Hotel du Louvre in Paris, will have a frontage of 575 feet on Monroe and State Streets, will be eight stories high, and contain 750 rooms. The build¬ ing will be elaborately finished through¬ out with white marble, and the estimated cost is $1,250,000. The Pacific Hotel, which is to be erected by a stock com¬ pany, the $1,000,000 necessary having been subscribed, will occupy a whole block, and front on Quincy, Jackson, La Salle, and Clark Streets. It will have a frontage of 700 feet, will be seven stories high, and contain 550 rooms. Restaukants. —Among the numerous restaurants in the city we select the follow¬ ing as those most desirable for the tour¬ ist when accompanied by a lady ' The Maison Doree, on the corner of Wabash Avenue and Monroe Street; Wright’s, under the Crosby Opera-house; Chicago.] NEW YORK TO CHICAGO, ROUTE I. [Chicago. and Thompson’s, at No. 17 Dearborn Street. Among the best restaurants for gentlemen alone are Ibach and Schick’s, corner of Randolph and La Salle Streets, Cafe de I’Europe, No. 167 Clark Street, and Andrew’s, No. 115 Dearborn Street. Clubs. —Chicago, like New York, pos¬ sesses its clubs, to which access can only be had through the invitation of a mem¬ ber. The leading ones are the Chicago Club and the Standard Club. The Chicago Club has an elegant building on Michigan Avenue, between Quincy and Jackson Streets, which is elaborately furnished and decorated in the restaurant, billiard-halls, and card- rooms, as well as in the grand saloons. The bill of fare and the wines are said to be among the best in the country. The Standard Club has a large marble building of its own on the corner of Michi¬ gan Avenue and Thirteenth Street, which includes one of the handsomest halls in the city, fitted up for amateur theatricals, private concerts, balls, etc. There are several smaller clubs through¬ out the city—a favorite custom among the bachelors here being to “ keep house ” for themselves in family groups. CONVEYANCES. Carriages are always to be found at the railway stations and steamboat land¬ ings, as well as at the hotels, livery stables, and at the Court-house Square, the rates of fare being established by law, and cards stating the law being kept by every driver, which must be shown on demand. As is now customary in all American cities, there are lines of omni¬ buses connecting with all trains, by which passengers and their luggage are taken to any part of the city at reasonable rates. There are also lines of omnibuses run¬ ning south on Wabash Avenue, west on Washington and Adams Streets, and north to Lincoln Park. Horse Street Railways, which were first introduced in 1857-’58, furnish the most ready means of visiting the different parts of the city. There are fourteen lines, running in the three divisions of the city, as follows : The South Division, five lines viz., the Cottage Grove, Indi¬ ana Avenue, Archer A.venue, State Street to the Stock Yards, and a steam dummy through the South Park to Hyde Park; in the West Division, five lines, viz., Randolph Street, Madison Street, Mil¬ waukee Avenue, Halsted and Blue Island Avenue, and Clinton Street; and in the North Division four lines, viz., to city limits, Chicago Avenue, Sedgwick Street, and Clybourne Avenue. BRIDGES. The fact that the city is divided into three sections by the Chicago River has necessitated the building of numerous bridges to facilitate intercommunication. These are all draw-bridges and are a great obstacle alike to vessels, steamers, riders, drivers, and pedestrians. To ves¬ sels and steamers, when closed, they are an insuperable barrier, and when open they are the means of stopping all cross¬ ing of the river. To obviate this diffi¬ culty, it was determined to construct TUNNELS under the river. The first river-tunnel constructed in this country was commenced at Wash¬ ington Street, in Chicago, in July, 1867, and completed in December, 1868, at a cost of about $400,000. The length of the footway from end to end is 810 feet; but the whole length of the roadway is three-tenths of a mile. The diameter of the tunnel is 19^ feet at the entrance, and increases to 23^, 150 feet from the river centre. There are ventilation-shafts 110 feet from the entrance, and lights at intervals of 40 or 50 feet. There is a double carriage-way throughout the struc¬ ture, each road-way being 11 feet wide and 15 feet high. It is now contemplated to substitute tunnels for bridges through¬ out the city, and, at the present writing, one is in process of construction at La Salle Street, connecting the North and South Divisions of the city, and promising great improvements over the Washington Street tunnel. PLACES OF AMUSEMENT. Crosby's Opera House is one of the most prominent and costly buildings in the city. It stands on Washington Street, between State and Dearborn, having a 9 WESTERN TOUR. [Chicago. Chicago.] front on the former of 14-0 feet, and run¬ ning back 179 feet. The building was completed in 1865, and cost $4-50,000. It is four stories high, and will compare favorably with the finest buildings of the kind in the country. McVicker's Theatre^ Madison Street, between Dearborn and State Streets, is large and popular, and is generally occu¬ pied by a good dramatic company. It is the “ star ” theatre of the city, and in the course of the season presents Booth, Jelferson, Adams, Chanfrau, and nearly all the popular actors and actresses in the country. This theatre is soon to be rebiiiU and modelled after Booth’s in New York. D?-arhorn Theatre^ on Dearborn Street, between Madison and Washington Streets, is new and handsome, but not very large, and is occupied by Manning’s Minstrels, a popular and reputable entertainment. Alk'm^s Museum on Randolph, between Clark and Dearborn Streets, combines with its collection of curiosities a snug little theatre, with a good dramatic com¬ pany, and is known for its production of new pieces. Fur well Hall^ one of the largest public halls in the country—said to accommo¬ date 4,000 persons—is located on Madi¬ son Street, between Clark and La Salle Streets, and, in season, almost always offers choice entertainments in music, lectures, etc. The German Theatre is on the corner of Indiana and North Wells Streets. CIIURCnES. There are 210 churches in Chicago, apportioned as follows: 26 Baptist; 10 Congregational; 19 Episcopal; 5 Jewish synagogues ; 27 Methodist; 26 Presby¬ terians ; 31 Catholic; and the rest occu¬ pied by miscellaneous denominations. The elegance of the Chicago churches is as remarkable as their number, so that Chicago can justly dispute with Brooklyn the title of the “ City of Churches.” Of the Episcopal churches, Grace^ on Wabash Avenue, near Fourteenth Street; TriniUi^ on Jackson Street ; St. James\s^ corner Huron and Cass Streets ; and Christ's, corner Michigan Avenue and Twenty-fourth Street, are the most prominent. The Bishop's Chapel is a 10 small edifice of gray stone in the Gothic cruciform style, at the corner of West Washington and Peoria Streets. The interior is richly decorated. The First Baptist Church, one of the most spacious and costly edifices of its kind in the city, is on Wabash Avenue, at the corner of Hubbard Court. It is of Athens marble, in the early English style. It is 165 feet by 112, and has sittings for 2,000 persons. The tower is 230 feet high. The organ is large, and cost $12,000. The total cost of the church was $175,000. The Fh'st and Secoyid Presbyterian Churches, also on Wabash Avenue, are striking buildings. The first, which is near Van Buren Street, is one of the largest church edifices in the city. It was com¬ pleted in 1853, and cost $100,000. The latter, which is built of bituminous lime¬ stone, presents a unique and venerable appearance, though not many years old. The Church of the Messiah (Unita¬ rian), on Wabash Avenue and Hubbard Court, is a handsome Norman edifice. Its windows (stained glass), and hand¬ somely-frescoed ceiling, are in keeping with the architectural design of the build¬ ing, which borders on the Romanesque. Uriitif Church, corner of North Dear¬ born and Whitney Streets, is one of the most attractive churches in the city, principally because of its pastor. Rev. Robert Collyer, the eloquent “ black¬ smith ” preacher, whose fame has now become national. The leading Methodist churches are the Centenary, on West Monroe Street, be¬ tween Morgan and Aberdeen, and the Wabash Avenue Alethodist Church, located in the avenue from which it takes its name, and near the corner of Harrison Street. Congregationalists will find the Fir^t Congregational, on West Washington Street, corner of Green, and the New- England Church, corner of North Dear¬ born and Greene Streets, to be the most attractive. For Roman Catholics, the Cathedral of the Holy Name, corner of North State and Superior Streets, and the Church of the Holy Family (Jesuit), on the corner of West Twelfth and May Chicago.] NEW YORK TO CHICAGO, ROUTE I. [Chicago. Streets, will be the most desirable to visit. PAEKS AND PUBLIC SQUAKES. If the plans for the projected parks are carried out, Chicago will soon have a very large area of these free pleasure- grounds. Charters have been granted by the State Legislature for the following parks, for most of which lands have already been bought, and improvements upon them commenced. Beginning at Thirty-ninth Street are two boulevards. South Park and Drexel, each 200 feet wide, leading to the South Parks. The northern portion of these parks begins at Fifty-first Street, about five miles and a half from the Court-House. It is one and one-eighth mile in length by half a mile in width, and includes an area of 450 acres. From the southern portion of this north park, a boulevard, 660 feet in width, leads eastwardly to Hyde Park Avenue, where it connects with the lower and largest portion of the whole park, which stretches west and south, one mile in length, along the lake shore. The entire park includes about 1,000 acres. The West Side Parks will include about 200 acres, which will be connected with the city and each other by wide boule¬ vards. But, while Chicago will be obliged to wait some years for the completion and ornamentation of these parks, the city has already many beautiful public grounds, Lincoln Park^ laid out on the lake-shore in the North Division, comprises 230 acres, has already about four miles of drives in its enclosure, splendid trees, artificial hills and mounds, miniature lakes and rivers, summer-house^ rustic bridges and seats, shady walks, and all the attractions that natural and artificial charms could give it. On Saturday afternoons in summer, when a large orchestra gives open-air concerts there, the scene is one of indescribable life and brilliancy, the road-ways crowded with carriages, and the paths thronged with people. Lincoln Park is readily acces¬ sible by the horse-cars, the stages, and along the splendid Nicolson drives. Union Park is located in the very centre of the residence portion of the West Division; it is equally accessible by the Madison and Randolph Street cars, by the Washington-Street stages, or can be reached on foot without fatigue. Though only W acres in area, the judi¬ cious expenditure of $100,000 on lakes, drives, hills, pagodas, inner parks, zoolo¬ gical gardens, and admirable landscape architecture, has rendered its size appar¬ ently much greater. There are open- air concerts here every Wednesday even¬ ing ill summer, when it is even more crowded than Lincoln Park. Lake Park., on the south side, running about a mile on the lake-shore, is unim¬ proved itself, though ornamented by the elegant Michigan Avenue residences, and is a favorite resort of summer evenings, and especially on Saturday evenings, when the band plays. There are also Dearborn Park., Jeffer¬ son Park, Gro.veland Park., and Ogden Park, and many smaller public places are found in all divisions of the city. PUBLIC AND PEOMINENT BUILDINGS, AND PLACES NOT OTIIEEWISE CLAS¬ SIFIED. The Court-House is an imposing edifice, though architecturally defective. It is built of Lockport limestone. It was com¬ pleted in 1855, and occupies the most central square in the city. The tower, which is reached by a spiral stairway, commands the best view to be had of the city and lake. It consists of the main building, and two large wings, more re¬ cently erected, and is now one of the largest, though one of the homeliest, structures of the kind in the country. The Chamber of Commerce, at the corner of Washington and Lasalle Streets, should be visited. It is of Athens mar¬ ble, in the modern Italian style, 181 feet long by 93 feet wide, and is justly ad¬ mired for its fine proportions and finish. It was completed, August, 1865, at a cost, including the ground, of $400,000. The Board of Trade Hall is a magnificent apartment, 143 feet in length, 85 feet wide, and 45 feet high, and lighted by 25 windows, each 25 feet in height. The ceiling, etc., is richly frescoed. The daily sessions of the Board, from 11 to 1 o’clock, afford one of the characteristic sights of the city. The best hour for I strangers to visit the building is 12 11 Chicago.] WESTERN TOUR. [Chicago. o’clock. They are admitted to the bal¬ cony overlooking the hall. The Custom-House and Post-Office, on Monroe Street, corner of Dearborn Street, is a large and handsome building, of Athens marble, and is on the same plan as the Post-Offices of Detroit, Cleveland, and Toledo. The Young MenHs Christian Association Building, on Madison Street, near the corner of Lasalle, is a large building, and includes Farwell Hall, described else¬ where. It contains stores, offices, and a hotel, besides the rooms of the charitable association to which it belongs. It is also connected with Clark Street by an ar¬ cade. The Union Depot, or Central Depot, is an immense building, being the terminus of several railroads. It does not possess any architectural beauty. The Michigan Southern Railway Depot is one of the handsomest on the conti¬ nent, and those tourists, whose route of travel does not take them through this depot, should visit it. It is built of Athens marble. Among private residences, that of Mr. Schutler, on West Adams Street, with its conservatory, and grounds, and that of Mr. McCagg, on North Clark Street, should be visited, if admission can be secured. Fine architecture in business blocks and private residences is now so general in Chicago, that a drive should include Michigan, Wabash, Prairie, and South Park Avenues ; Lake, State, West Wash¬ ington, West Adams, Lasalle, North and South, North Dearborn, and Rush Streets. The Lake Michigan Tunnel, for supply¬ ing the city with water, is looked upon, not only as a splendid piece of engineer¬ ing, but also as an object of great interest. Permits to visit it are granted at the office of the Water-works, corner Chicago Avenue and Pine Street, and these build¬ ings and engines are of themselves worth a visit. This fine work was commenced March 18, 1864, and completed Decem¬ ber, 1866. The depth of the shore shaft is 69 feet, and of the lake shaft 64 feet; the whole length of the tunnel is two miles. The lake terminus of the tunnel, known as the “ Crib,” should be first visited. It is composed of timber se- 12 curely bolted together, and is 40 feet long, and pentagonal in form. Upward of 600,000 feet of timber, 2,000 bolts, and 400 bales of oakum, costing nearly $100,000, were used in its construction. Upon the top of this structure a perma¬ nent light-house, and the dwelling of the keeper, have been erected. Though in sight of the city, the dwellers on this isolated point have no communication with the shore during the winter, the broken and jagged heaps of ice interposing a formidable barrier. The tunnel is nearly circular in form, being 5 feet 2 inches in height, and 5 feet wide. It is enclosed in brick masonry, 8 inches thick. The actual excavation was about seven feet, requiring the removal of nearly 16,000 cubic yards of earth, principally clay. About four million bricks were used in the construction of the tunnel. The bot¬ tom of the lake-shaft is 66 feet below the ordinary level of tlie lake, and the bot¬ tom surface of the tunnel descends west¬ ward to the shore shaft, at the rate of two feet per mile. The contract price for the work was $315,139, but the whole cost, inclusive of the lighthouse and improvements to the present works, will probably reach $1,000,000. The con¬ tractors for this great work were Messrs. Dull & Gowan, of Harrisburg, Pa. E. S. Chesbrough, City Engineer. The Douglas Monument occupies a site formerly owned by Mr. Douglas him¬ self. The tract, one acre in extent, was purchased from Mrs. Douglas for the sum of $30,000. The monument consists of a circular base, 52 feet in diameter, a pedestal, 21 feet high, and column of 43 feet, surmounted by • a sphere, upon which » bronze statue of Douglas, 12 feet high, is to be placed. The entire height of the monument, when com¬ pleted, will be 100 feet, and the cost $75,000. The Opera-House Art-Gallery, and Mr. Moore’s art-rooms, in the same building, will always be found to contain a choice collection of pictures. Most of the ar¬ tists’ studios are in the Opera-House building. A new building is in procps of erection, on Adams Street, which will be occupied by the Academy of Design. The Artesian Wells are situated at the Chicago.] NEV/ YORK TO CHICAGO, ROUTE I. [Chicago. intersection of Chicago and Western Avenues, about Sj- miles west of the Court-House, and are easily reached by the cars on West Randolph Street. The Wells are respectively 911 and 694 feet deep, and flow about twelve hundred thousand gallons daily. A third well was commenced, with the view of ob¬ taining oil, but work on that has been suspended. The Union Stock-Yards embrace 345 acres, laid out in streets and avenues, and provided with an abundant supply of water and every thing needful in the receiving and tending of stock. Nine of the rail¬ ways terminating in Chicago find a com¬ mon centre here. Fifteen million feet of lumber were used in constructing the flooring and pens, and the whole cost of construction thus far has reached one million dollars. There is a large and handsome brick hotel, almost the size of the Sherman House, connected with the yards. There is a national bank, known as the Stock- Yards Bank^ which has its place in the clearing-house of the city. The Stock-Yards Board of Trade has 150 members, and there are about 1,500 drovers and operators on the grounds daily. Quite a large town—of some 4,000 people—has sprung up in the im¬ mediate vicinity, with post-office, tele¬ graph-office, churches, schools, etc. The scene is very animated and interesting during the day. Dexter Park racing-course is also lo¬ cated here, with splendid running and trotting tracks, stands, and good accom¬ modations. The Chicago Base-Ball Cluh^ better known as the “ White-Stockings,” have their grounds in the enclosure, with stands for ladies and gentlemen. The Shooting Club^ also, has its park here, and, in the season, keeps about 25,000 pigeons in cages and houses for practice and matches. The Stock-Yards and the park are readily reached by drives, or by steam and horse cars. The Elevators are a distinct feature of Chicago, and should be visited. From their lofty observatories fine views of the city and the vicinity may be had. The Buckingham & Sturgis, the Northwestern, Wheller’s, and Flint & Thompsons, are among the principal elevators. EDUCATIO^S'AL AND LITERARY INSTITU¬ TIONS. The Universltij of Chicago should be visited, if the traveller have time. It was founded by the late Senator Douglas, and was first opened for instruction in 1858. It occupies a beautiful site, overlooking Lake Michigan, at Cottage Grove, four miles south of the Court-House, and is readily reached by the State-Street cars. The main, central building, 136 by 1^72 feet, was completed in 1866, at a cost of $110,000. The south wing has recently been added. When the whole edifice is finished, it will be ooe of the most com¬ modious and elegant buildings in the West. The Dearborn Observatory (tower), which adjoins the University on the west, contains the Clarke telescope^ said to be one of the largest and best-constructed instruments in the country. The object- glass has a focal length of 23 feet. The Chicago Theological Seminary is one of the most noteworthy institutions of the city. The building stands on the west side of Union Square, at the inter¬ section of Reuben and Warren Streets. It has a frontage on the park and is in the Norman style of architecture. It con¬ tains a chapel, library, and lecture-rooms. . The cost was about $100,000. The Baptist Theological Seminary has a large and fine building in the rear of the University of Chicago. The Presbyterla)t Theological Seminary^ founded in 1859, has a fine building, re¬ cently erected at the corner of Fullerton Avenue and Halsted Street. It is five stories high, and contains'a fine library. Chicago also contains three medical colleges, the most noteworthy of which is the Ilash Medical College^ founded in 1842, and with a new and handsome building located at the corner of North Dearborn and Indiana Streets—the Chi¬ cago Medical College has now a large building on the corner of Prairie Ave¬ nue and Twenty-sixth Street, and the Hahnemann (Homoeopathic) College is lo¬ cated on the corner of Cottage Grove Ave¬ nue and Twenty-eighth Street—2 Com¬ mercial Colleges., 32 Roman Catholic con¬ vents and schools, and 34 public schools. The latter, which are under the charge 13 Chicago.] WESTERN TOUR. [Chicago. of a superintendent (office, 7G Lasalle Street), give instruction to 40,000 pupils, and many of them are worth visiting. The High School stands on Monroe Street, between Halsted and Desplaines Streets; and Hearhorn School^ erected in 1844, and the oldest now standing, is on Madi¬ son, between State and Dearborn Streets. Among the purely literary and scientihc institutions the Academy of Sciences and the Historical Society are most worth visiting. The former was organized in 1856, and incorporated in 1865. The society has a large building at 260 Wa¬ bash Avenue, which contains 88,000 spe¬ cimens in the several departments of nat¬ ural history. The Historical Society, or¬ ganized April, 1856, under the zealous and efficient management of the secretary. Rev. Win. Barry, has made rapid progress in its collections within the past few years. The library now numbers nearly 100,000 bound and unbound books and pam¬ phlets. The historical department of the collection embraces many extremely rare and valuable works, and constitutes by far the most valuable collection, public or private, in the Northwest. A day or two may be profitably spent by the traveller in examining the shelves of this fine li¬ brary, which has recently been placed in the new building of the society, on the northwest corner of Dearborn and On¬ tario Streets, North Division. The Library of the Young Meids Msso- ciation is in the Metropolitan block, corner of Randolph and Lasalle Streets. It num¬ bers about 10,000 volumes. TlxQLaw Institute^ incorporated in 1857, has a collection of upward of 7,000 vol¬ umes. CIIAEITABLE AND BENEVOLENT INSTI¬ TUTIONS. The Cook County Hospital^ erected in 1856, is on the corner of Eighteenth and Arnold Streets; the Magdalen Asylum is on North Market Street; the Protestant Orphan Asylum is at the corner of Michi¬ gan Avenue and Twenty-second Street; the Home for the Friendless is at 911 Wabash Avenue, and St. Joseph’’s (male) and St. Marfs (female) Orphan Asylums are located on North State, corner of Su¬ perior. The two last-named institutions are under the charge of the Sisters of 14 Mercy. A new Marine Hospital^ one of the largest and most costly in the coun¬ try, is about finished at Lake View, a little beyond Lincoln Park. Mercy Hos- pitaf corner of Calumet Avenue and Twenty-eighth Streets, is an immense institution, well worth visiting. The Soldiers’’ Home., organized in 1863, has a spacious building, just completed, at a cost of $30,504. It is at Cottage Grove (Fairview), and can be visited, in connection with the University and the Douglas Monument. OEMETEKIES. Of the cemeteries, Graceland., Rose-hilf and Calc ary., in the North Division, are the most interesting. The last two are on the line of the Chicago and Milwaukee Railway. Oakrcoods^ on Vincennes Road, three miles south of the southern limits, is also a pretty rural spot. The office of the Rose-hill Cemetery is at 82 Lake Street, where tickets of admission are issued. The office of Graceland is at 89 Clark Street, and this cemetery can be reached by horse-cars and dummy, or by a pleasant drive through Lincoln Park: SUBUEBS AND VICINITY. Chicago will in a few years be as fa¬ mous for its suburbs as Boston. It has already about 40 towns which may be regarded as suburban, with their frequent special trains and their population com¬ posed exclusively of Chicago business men and their families. This population in the aggregate reaches a figure of at least 40,000. There is such a variety of land and climate as to afford forest and prairie, lake-shore and river-side, bluffs and ravines. Millions of dollars are being spent in improving and beautifying these settlements, and, in some instances, prop¬ erty has reached a value of $100 a foot as far distant as twelve miles from the city. Any one of these suburban towns may be visited in a day, and the arrange¬ ment of the trains is such that two or three of them may be taken in a single excursion by tourists who find a pleasure in passing their time in this way. The immediate suburbs are very charm¬ ing. On the south side are Graveland Park., Vincennes Road., and Hyde Park., all of which may be included in a single Chicago.] NEW YORK TO CHICAGO, ROUTE 11. [Erie Railway. drive. A large hotel will be found in the latter place. On the west side, Riverside is the most notable, and, though 13 miles from the city, it is connected directly by a boulevard, and will repay the visit with its beautiful natural scenery, the splendid roads, parks, and other costly improve¬ ments, that will be found there. There is also a hotel here. Lake View^ on the north side, will be found to contain many handsome residences, grounds, and gar¬ dens. These places may all be reached by railroad as well as by carriage. Of the more remote suburbs, those most worthy of a visit are LaJce Forest^ Evanston^ and Harlem^ and more particu¬ larly the former. It is located on the Milwaukee division of the Chicago and Northwestern Railroad, about 28 miles from Chicago, is laid out in curvilinear form, has many places ranging in value from $25,000 to $100,000, principal among which is Mr. Alexander White’s, where one of the finest collections of foreign prmre pictures in the country tvill be found. U O UTE II. NEW YORK TO CHICAGO. Via Erie and Lake Shore db Michigan South¬ ern Railways. Stations on Erie Railway. — New York—Jersey City, one mile from New York ; Paterson (Junction of Newark Branch), 17; Suffern, 32; Ramapo, 34; Newburg Junction (Junction of New- burg Branch), 46 ; Turner’s, 48 ; Grey- court (Junction of Warwick and New¬ burg Branches), 54 ; Goshen (Junction of Montgomery Branch), 60 ; Middletown (Junction of Unionville Branch), 67 ; Port Jervis, 88; Lackawaxen (Junction of Hawley Branch), 111 ; Narrowsburg, 123; Deposit, 177; Susquehanna, 193; Great Bend, 201 ; Binghamton (Junction of Delaware, Lackawanna, and Western, Syracuse and Binghamton, and Albany and Susquehanna Railways), 215 ; Owego (Junction of Cayuga Division of Dela- ■ware, Lackawanna and Western Rail¬ way), 237 ; Waverly (Junction of Lehigh Valley Railway), 256 ; Elmira (Junction of Northern Central Railway), 274; Corning (Junction of Rochester Division, and Corning, Blossburg and Tioga Rail¬ way), 291 ; Canisteo, 328 ; Hornellsville (Junction of Buffalo Division), 332 ; Glean, 395 ; Carrollton (Junction of Brad¬ ford Branch), 408; Salamanca (Junction of Atlantic and Great Western Division), 415 ; Dunkirk (connects with Lake Shore Line), 460. The Erie Railway is one of the noblest triumphs of engineering skill and per¬ severance to be seen in this country or in any other. When first built, this road, except at a few points, lay through an almost unknown countr}^—a country as fraught with wondering interest as the Adirondack region now is. Portions of the line were considered impassable to any other than a wunged creature, yet mountains were scaled or pierced, and river canons passed, by blasting a path from the face of stupendous precipices ; gorges of fearful depth wmre spanned by daring bridges, and broad, deep valleys crossed by massive viaducts. Villages began to spring up along its line ; those already existing expanded their bounds, and some have become cities. It has opened a way to market for the products of the soil, and the mineral wealth hidden in the mountain-ranges that it traverses. It threw/ out branches right and left, to infuse the blood of commerce far and wide, and is now one of the main arteries of travel between the East and the “ Great West,” though only completed on the 15th of May, 1851. In the State of New Jersey it passes through the great manufacturing city of Paterson, famed for the beautiful falls of the Rassaic^ and then at the distance of 31 miles from New-York City it crosses the line near Suffev'Ks Station.^ and enters into the State of New York, commencing the ascent of the famous Ramapo Val¬ ley. At 8loatsbu7'g the road passes near Greemoood Lake., a noted summer re¬ sort, around which are a number of little lakes, each beautiful and attractNe; a few miles farther, and one can find at Turners a most picturesque view, and, should he desire to stop, all the fishing and boating he may desire. On ap¬ proaching Otisville., the eye is attracted by the bold flanks of the Shawangiink Mountain., the passage of which great barrier (once deemed almost insurmount¬ able) is a miracle of engineering skill. A 15 Erie Railway.] WESTERN TOUR. [Erie Railway. mile beyond Otisville, after traversing an ascending grade of 40 feet to the mile, the road runs through a rock-cutting 50 feet deep and 2,500 feet long. This passed, the summit of the ascent is reached, and thence we go down the mountain’s side many sloping miles to the valley beneath. The scenery along the mountain-slope is grand -and picturesque, and the effect is not lessened by the bold features of the landscape all around. In the descent of the mountain the embank¬ ment i5 securely supported by a wall 30 feet in height and 1,000 feet long. On¬ ward the way increases in interest, until it opens upon a glimpse, away over the valley, of the mountain-spur, called the Cuddeback; and, at its base, the glitter¬ ing water is seen now, for the first time, of the Delaware and Hudson Canal. Eight miles beyond Otisville we are imprisoned ill a deep cutting for nearly, a mile, which prepares us for the brilliant surprise which awaits us. The dark passage made, and yet another bold dash through rocky cliffs, and there lies suddenly spread before us, upon our right, the rich and lovely valley and waters of the Never- smk. Beyond, sweeps a chain of blue hills, and at their feet, terraced high, gleam the roofs and spires of the village of Port Jervis; while onward, to the south, our eye first beholds the floods of the Delaware, which is to be so great a source of delight in our journey onward, for nearly 90 long miles, to Deposit. At Shohnla we find ourselves among some of the greatest engineering suc¬ cesses of the Erie route, and some of its chief pictorial charms. Here the road lies on the mountain-side, several feet above the river, along a mighty gallery, supported by grand natural abutments of jagged rock. Upon three miles along this Shohola section of the road at least ^^300,000 were expended. At Deposit^ 111 miles from New York, we bid good-by to the Delaware, which we have followed so long, and prepare for the ascent of a heavy grade over the high mountain-ridge which separates it from the lovely waters of the Susquehanna. As the train descends into the valley there seems no promise of the wonders which are awaiting us, but they come suddenly, and the view opens almost immediately at 16 the right—deep down upon the winding Susquehanna, reaching afar off amid a valley and hill picture of rare beauty, a fitting prelude to the sweet river-scenes we are soon to delight in. This first glimpse of the Susquehanna is esteemed one of the finest points of the varied scenery of the Erie Railway route. It may be looked at more leisurely by one who tarries to explore the neighboring scenery, and the valley of the Starrucca, with its grand viaduct, which we are now rapidly approaching. The Starrucca Via¬ duct is one of the greatest engineering achievements of the entire route. It is 1,200 feet in length and 110 feet high, and has 18 grand arches, each 50 feet span. The cost was $320,000. From the vicinity of Susquehanna^ the next station, the via¬ duct itself makes a most effective feature in the valley views. A little beyond the viaduct, and just before we reach the Susquehanna station, we cross a fine trestle-bridge, 450 feet long, over the Cannewacta Creek., at Lanesborough. We are now fairly upon the Susquehanna, not in the distance, but near its very bank, and soon we reach the end of the second grand division of our route, and enter the depot of Susquehanna. Two hundred and fifteen miles from New York we find ourselves at the flourishing city of Binghamton., the site of the State Inebriate Asylum, an impor¬ tant railroad centre, and surrounded by the beautiful hilly and rolling country through which we pass as far as Hornells- ville, for we are now out of the moun¬ tains. Twenty-one miles farther and we come to Owego, a large and prosperous place, and then to Elmira., the most im¬ portant city on the road. At Hornells- ville we reach the last and least interest¬ ing division of the road, and soon after commence to descend to the Lake Erie level. At Dunkirk., 460 miles from New York, we reach the junction with the Lake Shore line, and leave the State of New York, crossing the upper corner of Penn¬ sylvania to Erie, an old, pleasant, and important lake city, and the point at which we begin our purely Western Tour. Note. —The portion of the route which we have thus hastily sketched is elabo¬ rately described in “ Appletons’ Hand- CONNEANT.] NEW YORK TO CHICAGO, ROUTE II. [Cleveland. Book of American Trayel—Northern AND Eastern Tour,” to which the trav¬ eller is referred for details. For the con- veoience of the traveller we give below the names of all stations between Buffalo and Chicago, though only the more im¬ portant will be described. Stations on Lake Shore Line. —Buffalo, 423 miles from New York via Buffalo and Erie Railway ; Lake View, 15 miles from Buffalo ; Angola, 21 ; Irving, 29 ; Silver Creek, 31 ; Dunkirk, 460 miles from New York via main line, 40 miles from Buffalo; Westfield, 4'7'7; Ripley, 485 ; Northeast, 493 ; Erie, 508; Girard, 523; Conneant, 535 ; Kingsville, 543; Ashtabula, 649 ; Geneva, 558 ; Madison, 563 ; Painesville, 574; Willoughby, 585 ; Cleveland, 603 ; Berea, 616; Elyria, 628; Oberlin, 634; Kipton, 641 ; Wakeman, 646 ; Norwalk, 658 ; Monroeville, 662 ; Bellevue, 670 ; Clyde, 677 ; Fremont, 685 ; Elmore, 698 ; Toledo, 715. Michigan Southern Division. — Syl- vania, 725 ; Palmyra, 742 ; Adrian, 747 ; Hudson, 764; Hillsdale, 780; Jonesville, 785; Coldwater, 803; Burr Oak, 820; Sturgis, 827 ; White Pigeon, 838 ; Bristol, 849 ; Wauseon, 747 ; Stryker, 761; Bryan, 769; Edgerton, 779; Brimfield, 811 ; Li- gonier, 823 ; Goshen, 837 ; Elkhart, 857; Mishawaka, 868 ; South Bend, 872 ; Car¬ lisle, 885; La Porte, 899; Chesterton, 901 ; Englewood, 952 ; Chicago, 958. Coiiiiea.iit9 O. (535 miles), is the first station in Ohio. It has a good harbor, and is noted as the landing-place of the party who made the first settlement ill Northwestern Ohio. O. (549 miles), is a small place, and is only of commercial importance as a lake port. Stainesville, O, (574 miles), is charmingly situated on Grand River^ about three miles from Lake Erie, and one hundred feet above the lake. It is an attractive place, containing a beauti¬ ful public park, some handsome build¬ ings, a large female seminary, and the works of the Geauga Furnace Company. The valley through which the river runs is deep and picturesque. The stone bridge by which the railway crosses the river is over 800 feet long. Willoug^lil>y9 O. (585 miles), is a pleasant village, chiefly noted as the seat of a small medical college and a large female seminary. Clevelaiicl, O. (603 miles), is the second city in size in the State, and is noted, not only for its large commercial and manufacturing interests, but for its extreme beauty. It was the first settle¬ ment within the limits of Cuyahoga County, in that part of Ohio which has long been known as the Western Reserve. It was laid out in October, 1796,.and named in honor of General Moses Cleve¬ land, a native of Connecticut. Originally the town was confined to the eastern bank of the Cuyahoga, at its entrance into Lake Erie, but subsequently Brook¬ lyn, or Ohio City, sprang up on the oppo¬ site side, and both parts are now united under one corporation. The greater por¬ tion of the city stands on a gravelly plain, at an elevation of 200 feet above Lake Erie. Cleveland is remarkable for the width of its streets. Many of its secondary thoroughfares are 100 feet wide, and the width of Superior Street is 132 feet. In 1866 Monumental Fark^ which lies in the centre of the town, was, by act of coun¬ cil, opened to the public. By this means, Superior Street was extended in a straight line entirely through the eastern portion of the city, from east to west, for several miles into the country, piercing Monu¬ mental Park through its centre. On either side of the street elm-trees are to be set out, which, in time, will make it one of the loveliest avenues imaginable. Ontario Street cuts the park through from north to south, so that what was formerly quite a large park, has been re¬ duced to four small plats. In the middle stands the Monument to Commodore Perry^ cut from Italian marble, at a cost of $8,000. It was designed and modelled by William Walcott, and unveiled Sep¬ tember 10, 1860. On the west side of the river is another handsome park, known as the Circle. The Cuyahoga River forms a safe though not very commodious harbor, where it empties into Lake Erie. Piers on either side of the mouth of the river, extending 425 yards into the lake, 200 feet apart, and faced with substantial masonry, materially improve the harbor. 17 Cleveland.] WESTERN TOUR., [Cleveland, Owing to tlie elevaled situation of the city, travellers, on entering it, along the foot of the bluff, form an unsatisfactory and disagreeable impression of it. They only see those portions devoted to busi¬ ness interests, along the river-bottom or lake-shore. It is only when they have ascended into the city proper, and ridden through its charming streets in car or carriage, that they are able to form a just opinion of it. The profusion of shade- trees with which all its streets, except those devoted exclusively to business, are adorned, has given to Cleveland the title of the “Forest City.” Euclid Avenue, lined with elegant residences, each sur¬ rounded by ample grounds, is con¬ sidered one of the handsomest on the continent. Prospect Street is also very beautiful. The social and municipal institutions of the city are in a highly creditable con¬ dition. Especially are the churches numerous, and the schools excellent. Considering the admirable nature of the school system itself, and the number and beauty of the school edifices, Cleveland is unexcelled by any city in the United States. The Firsts Second^ and Third Freshyterian^ and Trirnty (Episcopal) churches, and the Roman Catholic Cathe¬ dral^ are all fine structures. The Method¬ ist Episcopal Society has purchased a lot on the corner of Erie Street and Euclid Avenue, upon wdiich it will erect a mag¬ nificent church ; it has already completed a fine chapel in the rear of the lot. Among the notable public buildings are the Cleveland Medical College (“ old school ”), established about the year 1843, an imposing structure, on the corner of Erie and St. Clair Streets ; and the Marine Hospital^ on the bank of the lake, near the college. The Wader- Works stand near the lake, w^est of the river, and, by means of two splendid and massive engines, force lake-water into an enormous reser¬ voir, occupying the highest point of ground on the west side, from which it is distributed all over the city. The Union Railway Depot was built by the Lake Sho7'e^ Cleveland ck Fi.tts- hurg^ Cleveland Toledo^ and Cleve¬ land elplios, O, (Y06 miles), is a thriv¬ ing village upon the Miami Extension Canal, which furnishes a fine water-power. Van ■^Vei't, O. (Y16 miles), capi¬ tal of the county of the same name, is a small village, pleasantly situated on a sandy ridge, rising some 20 feet above the level of the plain. Vort Wayne, Ind. (Y51 miles), is known as the “Summit City,” from the fact that it is the point from which the water runs east and west. It is built upon the site of the “ Tightwee village ” of the Miami tribe of Indians, at the point where the Maumee River is formed by the confluence of the St. Joseph and St. Mary’s Rivers. The Wabash d Erie Canal also passes through this place, . which is the capital of Allen County. It has grown rapidly, and is one of the most important towns in the State. In 1794 the fort, from which the city takes its name, was built here, and was retained as a military station until 1819. Fort Wayme is an important railway centre, the following roads connecting here : Toledo, Wabash d Western, Grand Rapids d In¬ diana, Eort Wayne, Jackson d Saginaw, and Eort Wayne, Muncie d Cincinnati Railways. CoiMii 6 l>ia, 111 cl. (770 miles), the capital of Whitley County, is upon a branch of Eel River. ^Vsirsaw, liicl. (791 miles), is a flourishing place, pleasantly situated on Tippecanoe River. It is the capital of Kosciusko County, and does considerable milling and manufacturing. Plymouth.] NEW YOPvK TO CHICAGO, ROUTE IV. [Cadiz Junction. Iiail. (815 njiles), is surrounded by a fine agricultural country, and is advantageously situated upon the bank of Yellow River. It is the capital of Marshall County, and does a thriving business. The Chicago., Cincinnati S Louisville Railway intersects at this point. Wanatsifla, lia^. (846 miles), is a small village at the junction of the Louis¬ ville., New Albany & Chicago Railway. Talparaiso, Sstd, (855 miles), is the capital of Porter County, and is situ¬ ated upon Salt Creek. Cliicag’O, fill, (899 miles). {See page 6.) M O UTE I V. NEW YOEK TO CHICAGO. Via Pan-handle Route., wMeh includes the Hmo Jersey Railway to Philadelphia^ the Pennsylvania Central., am,d the Pittsburg., Cincinnati & St. Louis Railway, tohich includes the Columbus, Chicago & Indi¬ ana Central Railways. From New York to Philadelphia this route passes through the -rich garden- lands of New Jersey, and is dotted with beautiful towns at intervals of every few miles. It will be found described in Appletons’ Hand-Book op American Travel—Northern and Eastern Tour. The trip from Philadelphia to Pittsburg is described in the same volume. A few general remarks in regard to it will be found, as introductory to Route III., in this book. At Pittsburg, the tourist has his choice of two routes, one of which has just been described, the other is the one which we shall now take. We will therefore com¬ mence our detailed description with the Pittsburg., Cincinnati • (605 miles), is situated on a level plain, at the junction of the three forks of the Licking Rivei\ and in the midst of a rich agricultural country. It is a handsome place, the streets being wide, and the stores, churches, dwellings, etc., well built. It is a manufacturing as well as a commercial place; is upon the line of the Ohio Canal; is within 8 miles of a fine bituminous coal-mine; is the capital of Licking County, and is quite a railway centre, the Central Ohio., Branch of the Baltimore d' Ohio., and Sandusky., Mansfield d Newark Railways., connecting with the Pittsburg, Cincinnati & St. Louis Railway, at this point. Coliii»l»itS 9 (638 miles), is not only the capital, but is, in other respects, one of the most important cities of the State. Its population, by the census of 1870, does not vary more than a few hundreds from 32,000. A large and populous suburb which belongs to the city proper, but is outside the corporation limits, is not included. The streets are very wide, and are all regularly laid out in squares. Broadway is 120 feet wide, for a distance of over two miles in length. It has a double avenue (four rows) of trees, alternate maple and elm, and is one of the most beautiful streets in the 26 world. Many of the handsomest residences in the city are on this street. High, the principal business street, and some others, are 100 feet wide. There is a mile of Nicolson pavement on High Street, and another mile of wooden block pavement on Town Street, which com¬ petes with Broad for fine residences. In the centre of the city, occupying the square of ten acres, betw^een High and Third, and Broad and State, is Capitol Square, surrounded by majestic elms, and beautifully laid out. It is purposed to make it a complete arboretum of Ohio trees, of wUich many varieties are already represented. The Capitol building is one of the finest possessed by any State in the Union. It is a classical structure, in the Doric order, with a dome. It is constructed of limestone, resembling marble, from the State quarries only three miles distant. It has a fa 9 ade of more than 300 feet. Elevation to the top of rotunda, 157 feet; depth, 184 feet; superficial area, 55,936 square feet. The other State buildings here are: The State Penitentiary, situated upon the left bank of the Scioto River, just below the mouth of the Olentangy, a large and imposing collection of build¬ ings, covering ten acres, to which ten acres have been added recently, for an enlargement. The main building fronts the entire ten acres, with an imposing limestone structure, in castellated style, Italian in the centre. Most of the mason- w’ork of both the Penitentiary and the Capitol was done by convicts. The Central Ohio Lunatic Asylum was burned in November, 1868, and in 1870 the old grounds were sold for $200,500, and a new and elegant series of build¬ ings, en echelon, commenced on 300 acres of elevated ground, west of the city. These buildings will be in the Eranco- Itaiian style, with a frontage of about 1,200 feet, depth of 300; centre tower, 165 feet high ; capacity for 600 patients ; and fine quarters for officers and attend¬ ants as well. Adjoining these grounds, to the south, are the grounds (123 acres) of the Idiot Asylum, a plain Gothic struct¬ ure, 272 by 198 feet; tower, 132 feet high. The new Blind Asylum, on the grounds Columbus.] NEW YOEK TO CHICAGO, ROUTE IV. [Columbus. of the old in the eastern part of the city, will be a building 340 by 2^0 feet, a fine specimen of Gothic architecture (in stone) of the Tudor period. The Deaf and Durnh Asylum is cen¬ trally located on large and handsome grounds on Town Street. It is built in Eranco-Italian style, with a Mansard roof. It has a magnificent frontage on Town Street of 400 feet, and runs back 380 feet. It has numerous towers, the centre one of which is 140 feet high. The build¬ ing has a superficial area of twenty-two million feet. The State has also a large well-built arsenal. The United States Arsenal is quite a feature. It is located on large and handsome grounds, beautifully wooded. It is in the northeastern suburb of the city, on the line of the Panhandle and Central’ Ohio Railroads. There are numerous buildings, offices, quarters, armory, store-houses, and an immense central structure, a detailed description of which would occupy too much space. There is a fine drive to the arsenal, and there are beautiful drives laid out through and around the grounds. The city has the City-Hall^ facing Capitol Square on the south side of State Street—a building in pure Gothic, adapted to modern wants and uses, 187^ feet by 80. It has a small central tower 138 feet high. Height to ridge of roof, 98 feet. The first and second stories are devoted to rooms for various public uses. In the third story is the audience*-chamber, with seats for 2,830—one of the largest in the Union. The High School is a fine build¬ ing in the simple Norman or church architectural style. There are numerous other public-school buildings in Italian style, poorly treated. The Holly Water-Wo^'hs building is near the junction of the Scioto and Olen- tangy. It is 132 by 98 feet. Stack 110 feet high. Machinery 500 horse-power, with rotary engine of 400 horse-power extra, and two rotary-engine pumps for fire purposes only. The city owns other unimportant build¬ ings, including the old city-hall and market-house, city prison, engine-houses of steam fire department, several of the six bridges across the Scioto, etc. It also owns the beautiful Goodale Fark^ given by Dr. Lincoln Goodale, consist¬ ing of about 40 acres of native forest beautifully improved and well kept, with buildings for superintendent. This park is at the north end of the city. At the south end the city owns about an equal quantity similar in all respects, called the City Park. It also owms the very exten¬ sive and costly sewerage system of the city. The county (Franklin) owns only a very poor Court-House with county offices attached, and a worse Poor-House or County Infirmary —which is to be re¬ placed this year by a fine structure on a large farm recently purchased near the city. There are several other charities with buildings of no note, but doing good work, and all out of debt. The Hare Orphans' Home^ the Hannah Neil Alission.^ and Lying-in Hospital may be mentioned. The beautiful female seminary St. Marfis of the Springs adjoins the city on the east near the Water-Cure. There is also a Catholic Asylum for the Reclamation of Fallen Women west of the city, and the Sisters of Mercy have a fine hospital in the city. Starling Medical College is the delight of architects, as one of the finest speci¬ mens of Norman castellated architecture extant. Capital University is a rather unpre¬ tending building in Italian style, sur¬ rounded by beautiful grounds in the northern part of the city. The Odd-Fellows'' Hall is a fine speci¬ men of classical Italian, and opposite is the Opera-House Blocks a beautiful sample of American street architecture, in the florid Italian style. The Opera-House in this block has been spoken of by Mr. Jefferson, Mr. Forrest, and other eminent actors, as one of the most beautiful and chaste in de¬ sign anywUere in this country. Churches are numerous, and some are fine specimens of the decorative period of Gothic architecture. The grounds of the Franklin County Agriculturcd Society (83 acres, mile track), on the eastern border of the city, are the finest in the State. Olentangy Park has a fine half-mile ring north of the city. There are several cemeteries, the most beautiful one being Green Lawn. 27 ■ Milford.] WESTERN TOUR. [Loganspout The city has a large wholesale trade, and its manufactures reach every State in the Union, and every country on the continent. There is a considerable ex¬ port trade direct to Europe of manufac¬ tures of various kinds. The opening of the Columbus d' Hocking Valley Railway in August, 1870, was the greatest event in the history of Columbus. No other of its numerous roads has done nearly as much for it. The Hocking Valley penetrates a very rieh iron and coal region, and already capital is seek¬ ing investments in rolling-mills, furnaces, and all manufactures of iron. The popu¬ lation of Columbus has nearly doubled since the last census, by steady, perma¬ nent growth. The census of 1870 finds the city only on the threshold of the increase to result from the opening of the mineral resources of Southern Ohio by the Hocking Valley road, which is already one of the heaviest feeders of all other roads centring here. The Pan¬ handle and Little Miami Railways have extensive shops here. . The following railroads centre at Co¬ lumbus ; The Cleveland & Columbus ; the Central Ohio; Pittsburg^ Columbus d Cincinnati ; Little Miami and Columbus d Xenia; Cohambus^ Chicago d Indiana Central; Columbus d Hocking Valley. These roads have recently been consoli¬ dated under the management of three great lines, with the exception of the Hocking Valley and its branches. The Baltimore d Ohio absorbs the Central Ohio. The Pittsburg^ Cincinnati d St. Louis Railway (Pan-handle Route) ab¬ sorbs all the roads popularly known as “ The Ben Smith roads,” and the same road operates the Little Miami and Co¬ lumbus & Xenia. The Bee Line., Cleve¬ land., Columbus d Indianopolis Railway takes all the rest. Columbus has no water transportation, except by branch of the Ohio Canal, an important carrier of heavy freights, connecting the city with Portsmouth and all intervening points to Cleveland. Milford, (660 miles), is the point of intersection with the Springfield Branch of the Cleveland, Columbus, Cin¬ cinnati d Indianapolis Railway. It is a thriving village upon Big Darby Creek. l_Trl>aija, Oo (685 miles), is a 28 charming village in which some manu¬ facturing is done and which contains several churches, banks, and a Sweden- borgian college. It is the capital of Champaign County. Connections are made here with the Cincinnati, Sandusky d Cleveland Railway, and the Atlantic d Great Western Division of the Erie Rail¬ way. O. (711 miles), is noted for its charming situation on the west bank of the Great Miami River, just at a bend which leaves a level plateau between the town and the water’s edge, while on the opposite side the bank rises somewhat boldly. The town is regularly laid out, and contains a number of churches, several newspaper offices, and a town- hall. There is a large business done here with the surrounding country, which is rich in agricultural products. This is also an important manufacturing and milling point, steam being employed for this purpose as well as the water-power afforded by the river. The Miami Canal passes through Piqua, and the Dayton d Michigan Railway connects at this point. 15r4i«iroi*d .JuiLctio9&, O. (721 miles), i^ where the road branches, one division running to Indianapolis, Ind., the other to Chicago, III. UTaiiofli Iiitl. (742 miles), is upon the boundary-line of Ohio and Indiana, being partly in Darke County, Ohio, and partly in Randolph County, Indiana. It is a thriving little place. The Cleveland, Columbus d Indianapolis Railway connects here. Maa-i<>2a, laacl. (793 miles), is a flourishing village on the Mississinewa River, surrounded by a rich farming country. ISaaaalcer Hill, laid. (818 miles), is a small village at the crossing of the Indianapolis, Peru d Chicago Railway. Sjog-aiisport, Iiad. (833 miles), is the capital of Cass County. It is a thriving city, possessing great advantages from its railroad connections, and from its situation on the WabaMi River and Canal, at the mouth of Eel River. It is an important shipping-port for grain, pork, and lumber, and is the centre of trade for a rich agricultural region. It also has a valuable water-power, which to some extent is used for manufactures. WiNIMAC.] NEW YORK TO CINCINNATI, ROUTE Y. [Akron. The Court-House, one of the finest in the State, is built of cut stone. Three of the churches and many other buildings in the city are also of stone. The car-works owned by the Pittsburg, Cincinnati & St. Louis Railroad Company occupy twenty-five acres, on which are nine buildings. Six hundred workmen are employed. Three cars per day can be turned out at these shops. The Toledo^ Wahash cfi Western Rail- ivay connects here ; also the Chicago and Peoria lines. liad.. (859 miles), is situated upon the Tippecanoe River^ and is the capital of Pulaski County. Crosse, (883 miles), is a village at the junction with the Louis- ville^ New A lbany & Chicago Railwanj. CBticag’o, 111. (949 miles). {See page 6.) MO U TM V. NEW YORK TO CINCINKATL Via Erie Railwanj. As far as Salamanca, New York, this is identical with Route II. (Seepage 15.) From Salamanca to Clarksville, Pa., it passes through the oil-regions of Pennsyl¬ vania, and has been described as Route III., page 130, Appletons’ Hand-Book OF American Travel—Northern and Eastern Tour. Corry and AleadsviUe are the principal stations in Pennsyl¬ vania. Stations. — New York—Orangeville, 555 miles; Burghill, 558 ; Baconsburg, 567 ; Warren, 575 ; Leavittsburg (junc¬ tion of Branches to Cleveland, and to Youngstown and Sharon), 578; Brace- ville, 582 ; Calhoun, 587 ; Ravenna (con¬ nects with Cleveland & Pittsburg Rail¬ way), 599; Kent, 605; Tallmadge, 611 ; Akron (connects with Cleveland, Mount Vernon & Delaware Railway), 616 ; ’Wads¬ worth, 629 ; Seville, 640 ; Burbank, 645 ; West Salem, 652; Polk, 658; Ashland, 666 ; Windsor, 674 ; Mansfield (connects with Sandusky, Mansfield & Newark Rail¬ way, and Pittsburg, Fort Wayne & Chi¬ cago Railway), 682 ; Ontario, 690 ; Galion (crossing of the Cincinnati Division of the Cleveland, Columbus, Cincinnati & Indianapolis Railway), 697; Caledonia, 709 ; Marion (connects v/ith Cleveland, Columbus, Cincinnati & Indianapolis Railway), 718 ; Berwick, 724 ; Rich wood, 732; Newton, 742; North Lewisburg, 752 ; Mingo, 757 ; Urbana (connects with Pittsburg, Cincinnati k St. Louis Rail¬ way, and Cincinnati, Sandusky k Cleve¬ land Railway), 766 ; Bowlesville, 773 ; Springfield, 780; Osborne, 791 ; Dayton (connects with Dayton and Western Railway), 801; Middletown, 826 ; Hamil¬ ton (connects with Cincinnati k Indian¬ apolis Junction Railway), 836 ; Cincinnati, 861 (connects with railways diverging, and with steamer-lines on the Ohio River). Ora.iag-eviile, O. (555 miles), is a small village, and is the first station on this line in Ohio. O. (575 miles), the capi¬ tal of Trumbull County, is quite a hand¬ some village on the Mahoning River^ and on the Pennsylvania, & Ohio Canal. It contains several founderies and mills, and is the business centre of one of the most noted cheese-producing sections of the State. In the vicinity there is abundance of coal and iron-ore. ILieiwittslaairg’, O. (578 miles), is the junction of branches to Cleveland, and to Joungstown and Sharon. If aveiiiaa, O. (599 miles), is situ¬ ated on the Pennsylvania & Ohio Canal., which furnishes a good water-power. It is the capital of Portage County, and is noted for its manufactures, the chief of which is carriage-making. It is the point of shipment for large quantities of cheese, wool, grain, and butter. The Cleveland & Pittsburg Railway connects at this point. Akron, O. (616 miles), one of the most attractive and thriving places in the State, is the capital of Summit County, and possesses unusual advantages, being at the junction of the Ohio Pennsyl¬ vania, and the Ohio & Ey'ie Canals, which afford ample means of shipment for the immense quantities of grain which are grown in this region. The canal and the Little Cuyahoga River furnish a fine water-power for a large number of mills, factories, and other mechanical establish¬ ments. In the vicinity are large beds of mineral fire-proof paint, which is being used in different parts of the country. The situation is a fine one, being 400 feet 29 Ashland.] WESTERN TOUR. [Dayton. above the level of Lake Erie, 36 miles distant. The Cleveland^ Mount Vernon 6c Delaware Railway connects at this point. Oo (666 miles), is the capital of Ashland County, which for fer¬ tility is unsurpassed by any portion of the State. A large general business and some manufacturing are done here. The village is very pretty. Maiaslielcl, O. (682 miles), is the junction with the Sandusky^ Mansfield 6c Newark^ and the Pittsburg^ Fort Wayne 6c Chicago Railway. {See page 24.) Cralioia, O- (697 miles), is a rapidly- growing village at the crossing of the Cin¬ cinnati Branch of the Cleveland^ Colum¬ bus.^ Cincinnati 6c Indianapolis Railway. Caledonia, O. (709 miles), is on the west branch of Whetstone River^ and is a milling village. Maa-ioia, O. (709 miles), the capital of the county of the same name, is a prosperous village, which is steadily grow¬ ing. It is the junction of the Cleveland., Columbus., Cincinnati .6: Indianapolis Railway. Ui-iaaiia, 0.(766 miles). The Cin¬ cinnati., Sandusky 6 j Cleveland, and Pitts¬ burg, Cincinnati 6c St. Louis Railways connect here. {See page 28.) Spriiig'lielcl, O. (780 miles), one of the most beautiful cities in the State, is the capital of Clarke County, and is situated at the confluence of Lagonda Creek and Mad River, both of which furnish a capital water-power, their com¬ bined capacity being estimated at a con¬ stant supply for 150 run of stones. The manufacturing and milling interest is large. Springfield is surrounded by a very fertile and highly-cultivated country, from which it derives a large and profitable trade. Many of the stores and residences are elegant, and it also contains some handsome churches. A short distance from the city is located Wiitenburg Col¬ lege (Lutheran), surrounded by spacious grounds. Five miles west of Springfield Tecumseh, the great Indian chief, was born. Springfield has acquired quite a repu¬ tation for the manufacture of the turbine water-wheel and the finest description of agricultural machinery. Its reapers and mowers are unexcelled on the continent for perfection, style, and finish. 80 Connection is made here with the Springfield branch of the Cleveland, Co¬ lumbus 6c Cincinnati Raihvay, and with a branch of the Little Miami Railway. O. (801 miles), is upon the east bank of the Great Miami River, at the mouth of the Mad River, and is one of the most charming cities in the country; its streets are broad, and well shaded, crossing each other at right an¬ gles, and, as a rule, being kept in the best condition. It is noted for the ele¬ gance of its private residences, many of which are surrounded by spacious and highly-ornamented grounds. Of its 40 odd churches, some are models of sym¬ metry and beauty. It is the capital of Montgomery County, and contains the public buildings, among which the Court-House is particularly noticeable as one of the finest in the West. It is upon the model of the Par¬ thenon, is 127 feet long, 62 wide, and is built of white marble, large quarries of which exist in the vicinity, and which, together with a fine quality of limestone, also found in the neighborhood, is largely used for building purposes, both in Day- ton and in Cincinnati. The most attractive feature of Dayton to the tourist is the Central National Soldiers'' Heme, situated on a beautiful elevation, four miles out of the city, and reached within a few hundred yards by a new horse-railway. The Home is an extensive group of fine large buildings, over forty in number, including a hand¬ some church, built of native white lime¬ stone, and a splendid hospital, recognized by the highest medical authority as the best adapted to its purpose in the United States. The latter is of red brick, with freestone facings and trimmings, and accomodates three hundred patients. A brick dining-hall, with a kitchen capable of seating 3,000, the largest in the Uni¬ ted States; a fine library, music-hall, bil¬ liard-room, bowling-alley, headquarters building, and several barracks for the men, complete the list of buildings. The grounds embrace an area of 640 acres, well shaded with natural forest- trees, and are handsomely laid out, with sweeping avenues, deer-park, stocked from Lookout Mountain, a beautiful ar¬ tificial lake, natural grotto, hot-houses, S'. Noi^ Bellevue foiivei Clark Vcirioi JCeorge_fa^_Il^ TO »ccoMP*NY Appleton^HanoBookof American Travel western toup tH r 1 1 lold 1 0 1 tf|5' 1 !T l «4 koi-s- Stl 1 ^ [•! '1 1 retl sJI 'Is 1 < Ken yL Si :mi? iet a :r ]r I s EfwierfraiiTii: OHIO. TO ACCOMPANY Appleton^HandBookofAmerican Travel we£ accorcling wAcL or'Con^/'es’^.in thelearlSoj, b\ J.B.Cottcm. Jr Co.in. the Cle r- lcrf Oftice o1 iJie Jlietrict C _ J Hamilton.] NEW YORK TO CINCINNATI, ROUTE V. [Cincinnati. and flower-beds. The land was given to the Government by the citizens of Dayton, and is so improved and beauti¬ fied by the taste and industry of the Board of Managers, and the inmates, that it is spoken of with pride by the en¬ tire people of the State. The Home is constructed on the expansive principle, and now accommodates about 2,000 dis¬ abled soldiers, over two hundred of whom are in the hospital. The death-rate, from old wounds, and disease contracted during the war, is five per week, or 260 annually. Dayton possesses an immense water¬ power, which is highly improved, the water of Mad River being brought into the city by a hydraulic canal. It is noted for the number and magnitude of its manufactures, especially of railroad cars, paper, stoves, and hollow-ware. It is upon the Miami Canal, and is one of the four largest cities in the State, the popu¬ lation being between 30,000 and 40,000. Connections are made here with the Ciii- cinnati^ Hamilton dc Dayton^ Dayton do Michigan^ Cincinnati^ Richmond do Chi¬ cago^ Dayton^ Xenia do Western^ and Cin¬ cinnati^ Sandusky do Cleveland Railways. Ela^milton, O. (836 miles), is the capital of Butler County, and is situated on both sides of the Miami River. By means of a hydraulic canal, .a water¬ power sufficient for 166 run of stones is secured, which gives to the city great ad¬ vantages as a manufacturing place. The neighboring country is rich and popu¬ lous. The Cincinnati d; Indianapolis Junction and the Cincinnati.^ Richmond do Chicago Railways connect here. Oxford, O., lies about 14 miles northwest of Hamilton, on the last-named road, and is famous as a seat of learning. Miami University.^ one of the oldest and most reputable in the State, and two large academies, one conducted on the Mount Plolyoke plan, and the other un¬ der the auspices of the Presbyterian Church, together with three minor edu¬ cational institutions, claim distinction and consideration for this handsome little village, situated in the fertile valley of Whitewater. CINCINNATI, OHIO. Cincinnati (861 miles from New York) is known as the “ Queen City,” a title I it well deserves, from its situation, size, and beauty. The city has a front¬ age of 10 miles on the north bank of the Ohio River., and extends back for about 2 miles, occupying half of a valley bi¬ sected by the river, and extending to the base of the vine and villa crowned hills, which form a beautiful naturod amphi¬ theatre, containing, besides Cincinnati, the cities of Newport and Covington., Kentucky., the two being separated by the Licking River., which empties into the Ohio, opposite to Cincinnati, and over which a suspension bridge is thrown, thus bringing the three cities into direct intercourse by street-railroad lines. Cincinnati is principally built upon two terraces, the first 50 and the second 108 feet above low-water mark. The latter has been graded to an easy slope, termi¬ nating at the base of the hills. The streets are laid out with great regularity, crossing each other at right angles, and of an average width of sixty- six feet. The business portion of the city is compactly built, and in the archi¬ tectural elegance of its stores, and espe¬ cially those devoted to wholesale busi¬ ness, equals that of any city on the continent. A fine drab freestone is the material chiefly used, and great attention is paid to uniting beauty of design with solidity of construction. Great foresight and public spirit are shown by its citizens in beautifying the streets, and in laying out its broad and handsome avenues and parks. The history of Cincinnati is of some interest, although a century has not yet elapsed since the first settler moored his flat-boat, and became the founder of the “Queen City.” This was in 1788, and, for a number of years, a continual series of difficulties with the Indians retarded the progress of the town, and many a story of savage raids, of midnight alarms, and of fearful barbarity, is still related by the descendants of the early residents. In 1800 it had grown to 750 inhabitants, and in 1819 it was incorporated as a city. About 1830 the Miami Canal was built, and in the next ten years the population increased 85 per cent. In 1840 the Lit¬ tle Miami, the first of the many railroads now centring in Cincinnati, was built, and in 1850 the population had increased 31 Cincinnati.] WESTERN TOUR. [Cincinnati. from 46,882, to 115,436. In 1869 it was estimated at 230,000, but the census of 1870 shows it to be a little less than 220,000. On the 5th of September, 1862, mar¬ tial law was declared in the city, and the scenes which followed, during what is known as the “ Siege of Cincinnati,’^ will be remembered as long as the city exists. The Confederate troops were rapidly advancing on the place, and, as the General Government could spare no forces to meet them, capture seemed in¬ evitable, but the people rallied to their own defence. In one day and night, a pontoon bridge was thrown across the River (the suspension bridge across the Ohio not being completed), and the next morning a steady column of men were marching across to the Kentucky shore ; lawyers omd actors, merchants and cler¬ gymen, doctors and carmen, laborers and clerks, in fact, all, without any distinction of color or profession, went to the front with pick and shovel, with rifle and shot¬ gun. From the interior of the State came a brigade of squiiTel-hiinters (farm¬ ers and their boys), each with his rifle, his pouch filled with bullets, his horn of powder, and his box of “ greased patch¬ es ; ” intrenchments were rapidly thrown up, the river-steamers were turned into extempore gunboats, and heavy batteries were constructed on all the eminences for miles around. Happily, however, the city was not besieged. HOTELS AND EESTAUEANTS. Hotels. —The hotels of Cincinnati are numerous, and some of them of great elegance, w'hile, as a rule, they are noted for the excellence of their fare. . The following are considered the best, and one cannot go amiss in visiting any of them: The Burnet House has a front of 212 feet on Third and 210 feet on Yine Street. It is built in the Italian style of architecture, and for many years has been noted for its splendid appointments. It is owned by S. N. Pike, formerly of Cin¬ cinnati, but now a resident of New York. The Gibson House^ on the west side of Walnut Street, between Fourth and Fifth Streets, opposite to the Merchants’ Ex- 82 change and Young Men’s Mercantile Li¬ brary, is admirably arranged. The Spencer House^ on the northwest comer of Broadway and the Public Land¬ ing, is large and elegantly appointed, and is popular with Southerners. The St. James Hotels on Fourth Street, . corner of Hammond and east of Maine Street, is a popular and fashionable bouse. The Walnut Street House^ on Walnut, corner of Gano, between Fifth and Sixth Streets, is very large, and is noted for the elegance and size of its dining-room. The Carlisle House^ corner of Mound and Sixth Streets, is a well-conducted house, upon the European plan. The Merchants Hotel., Fifth Stveet, east of Main; the Galt House, southwest corner of Sixth and Main Streets ; and the Metropolitan Hotel, on the w'est side of Main Street, belov/ Second, are all good hotels. Restaurants. —There are many excel¬ lent restaurants in Cincinnati, where the visitor is sure of good eating at fair prices. Among them the following are the best for ladies : Keppler's, on Fourth Street, between Plum Street and Central Avenue, has a lai^e and elegant stone front. There is an extensive saloon and confectionery on the ground floor, and apartments in the upper stories for families or individ¬ uals. It is conducted on the European plan. St. Nicholas. —This establishment is on the corner of Fourth and Race Streets, and furnishes saloon and restaurant ac¬ commodations. Schmidt's, comer of Seventh and Race Streets, and Becker's, on Mound Street, near the Carlisle House, sums up the most conve¬ nient and accessible restaurants of Cin¬ cinnati for lady visitors. ^ CONVEYANCES. The means of getting from point to point in Cincinnati are by carriages and street railways. Street Railways. —These are eight in number, and the fare is fixed at a uniform rate of six cents, except to Mount Au¬ burn, Cumminsville, and Spring Grove Cemetery, when higher rates are charged. The Covington and Newport City Rail- Cincinnati.] NEW YORK TO CINCINNATI, ROUTE V. [Cincinnati. ways cross the Suspension Bridges, and persons wishing a fine view of the river and the three cities, as well as the bridges, can procure it cheaply and easily by tak¬ ing a car at the end of the Cincinnati bridge. Hacks. —There are practically no re¬ strictions on the charges of the hackmen, as the legal scale of prices was estab¬ lished before the war, and no one pays any attention to it. As a matter of self¬ protection, and to avoid trouble, it is ad¬ visable to make a bargain before start¬ ing. BEIDGES. The pride of Cincinnati is the great Suspension Bridge across the Ohio, de¬ signed and built under the supervision of the late John A. Roebling. This bridge, which is upon the same plan as the Ni¬ agara Suspension Bridge, is suspended between two towers, one in Cincinnati, and one in Covington, each 200 feet high. From tower to tower; is 1,057 feet, the span being the largest in the world; the entire length is 2,252 feet, and its height above low water is 100 feet. By taking the cars at Front Street, in an hour’s ride one may pass over this bridge, over the one between Covington and Newport, and return to the starting-point, having been in two States, and three cities, and hav¬ ing crossed two navigable rivers. A Railroad Bridge^ now building, and to be completed during the current year (1871) unites Butler Street, in Cincinnati, with Saratoga Street, in Newport. There will be 8 piers and 7 spans. The bridge will be of wrought-iron, except the floor, which will be of wood. It wiU be ar¬ ranged for carriages and pedestrians as well as railway trains. The Licking Bridge. —This is a wire suspension bridge across the Licking River, just above the mouth, connecting the cities of Covington and Newport, Kentucky. It was the longest span in the West before the magnificent structure already alluded to was put up, and, since that improvement, has been called into double use by residents and visitors to the United States Barracks, which grew out of a small military post in the pio¬ neer times of Cincinnati. The view, day or night, from this bridge, is impressive. PLACES OF AMUSEMENT. Pike’s Music Hall., one of the most ele¬ gant in the country, is on Fourth Street, between Vine and Walnut. Pike’s Opera- House was entirely destroyed by fire in 1866, but was rebuilt for business pur- poses, with the Music Hall in the second story. The style of architecture is of the Elizabethan era, highly ornamented, and the material used is fine sandstone. The National Theatre^ the “ Old Drury” of Cincinnati, is on Sycamore Street, be¬ tween Third and Fourth Streets. It is very large, and possesses all the neces¬ sary facilities for producing the most elaborate dramatic and scenic effects. Wood’s Theoire., corner of Sixth and Vine Streets, is a small theatre with a very contracted stage, but is regularly occupied by good dramatic companies. Mozart Hall, devoted to lectures and concerts, is in the German Catholic Insti¬ tute, on Vine Street, at the corner of Longworth Street. It has a seating ca¬ pacity for 3,000, and is provided with a good stage, scenery, etc., but is not used regularly as a theatre. The other public halls are the Melodeon., corner of Fourth and Walnut Streets ; College Hall (new), in College building. Walnut Street, above Fourth ; Greenwood Hall, in the Mechanics’ Institute, corner of Sixth and Vine Streets ; and the large halls “ Over the Rhine,” noticed under that head. Hopkins’’s Music Hall, corner of Fourth and Elm Streets, completes the list of halls where public entertainments of a first-class character are given. The Gymnasium, on Fourth Street, is one of the most perfect in the country. It contains a splendid exercising room, a handsomely-furnished reading-room, and commodious bath-room. The association has over 1,200 members. The Queen City Skatmg-Rmk, on Free- nian Street, between Laurel and Betts Streets, is at all times an attractive re¬ sort. The Union Skating-Rink, west of Lin¬ coln Park, is devoted to base-ball in the summer. CHUEOIIES. There are about 150 large churches in Cincinnati, some of them remarkable for architectural taste, and the arrangements 33 Cincinnati.] WESTERN TOUR. [Cincinnati^ for securing comfort to the congrega¬ tions worshipping in them. The most attractive are the following : /SL John's (Episcopal), corner of John and Seventh Streets; St. Pant's (Method¬ ist Episcopal), corner of Seventh and Smith Streets, built of native blue lime¬ stone, faced with the beautiful white Day- ton stone; First Baptist^ on Ninth Street, between Vine and Race Streets; Triniiy (Methodist Episcopal), Ninth Street, be¬ tween Race and Elm Streets ; First Pres- hijterian^ Fourth Street, between Main and Walnut; Central Presbyterian^ Mound Street, between Sixth and Seventh Streets. St. Peter's Cathedral (Roman Catholic), the Synagogue., the Reformed Presby¬ terian., the First Congregational^ and the Central Christian churches stand on three sides of the square of which the city buildings, and a neat little park, form the fourth side, the whole rendering that part of the city very attractive. This square lies between Eighth and Ninth and Plum Streets, and Central Avenue. The Jews have also a second and equal¬ ly liandsome synagogue, corner of Eighth and Mound Streets ; and the Society of Friends have a very neat new meeting¬ house on the diagonal corner. Services are held in the synagogues every Saturday morning at ten o’clock. St. Xavier's Church (Roman Catholic), on Sycamore Street, between Sixth and Seventh Streets, although unfinished as to the spire and towers, is interiorly one of the handsomest specimens of Gothic architecture in the West. PARKS AND PUBLIC SQUARES. Eden Park is on a hill to the east of the city, commanding magnificent views of the city, the valley of the Ohio, and the surrounding country. It is not yet completed, but the main avenues have been surveyed, and partially graded. The new reservoir of the water-works is lo¬ cated here, and will have the effect of a large and beautiful lake. The area of this park is 160 acres, and the natural advantages are so great that the expense of improving and beautifying it will be comparatively small. The centre of the ground is very undulating, and every opportunity is afforded for the construc¬ tion of artificial lakes, rivulets, cascades, 84 grottos, bridges, and all those other ac¬ cessions which combine to make a public park a desirable resort. Washington Park., one of the oldest pleasure-grounds in the city, formerly a cemetery, is on the north side of Twelfth Street, between Race Street and the Mi¬ ami Canal. It is a beautiful and attrac¬ tive spot. Lincoln Park is on the west side of Freeman Street, north of Clarke, and is beautiful and extensive, with a lovely miniature lake and island, and sweeping avenues. City Pay'k is on Plum Street, north of Eighth, in front of the City Buildings. Hopkins's Park is at the corner of Saun¬ ders Street and Mount Auburn Avenue. It is small, but tastefully laid out, and adds much to the beauty of that charm¬ ing suburb. This park was given to the city by S. C. Hopkins, on condition that it should be used as a park, and kept in good condition. PUBLIC AND PROMINENT BUILDINGS, AND PLACES NOT OTHERWISE CLAS¬ SIFIED. Municipal.— The City Buildings and the grounds attached occupy the square between Eighth and Ninth Streets, front¬ ing on Plum Street. The buildings are large and handsome, and are set off by the trim little park, with a fountain in the centre, already mentioned. The Court-House is a large and im¬ posing structure of Dayton stone, front¬ ing on Main Street north of Ninth Street. The interior arrangements are quite in keeping with the handsome exterior. Ample accommodations are provided for the courts, and one of the finest law libraries in the United States is to be found within its walls. The jail is in the rear, and is connected with the court¬ house by a subterranean passage. The House of Ref uge is situated in Mill Creek Valley, one mile north of the city limits. It has a front of 277 feet, and consists of a main building and two wings. The main building is 85 by 55 feet, and each of the wings is 96 by 38 feet. There are towers at the extremities of the main building and the wings. The buildings are of blue limestone, trimmed with white Dayton stone. Nearly six acres C^^’aINNATI.] NEW YORK TO CINCINNATI, ROUTE V. [Cincinnati. of ground surrounding the buildings are enclosed by a stone wall 20 feet high. This institution is for the reformation of young criminals. The City Work-house is near the House of Refuge. It v.^as commenced in 1867, and is now completed and in operation. The main building is 510 feet long, con¬ taining 600 apartments, the workshops forming a hollow square in the rear, and is one of the most imposing edifices about the city. NATIONAL. Custom-House and Host-Office. —This is a handsome stone edifice on Fourth Street, at the corner of Vine. The United States courts. Government depository, and other offices, are in the building. EDUCATIONAL AND CHAEITABLE. Cincinnati College is on Walnut Street, between Fourth and Fifth. It is a white limestone building of the Doric style of architecture, and its dimensions are 140 by 100 feet. It was originally founded as a regular college, was afterward sus¬ pended, was then revived as a college and medical school, and is at present a law school. It has an unincumbered property of $200,000, and the income is accumulating as a fund to found a free university. The building is in part oc¬ cupied as a public hall, and by the Young Men’s Mercantile Library Association. The Medical College of Ohio., on Sixth Street, between Vine and Race Streets, is a well-appointed institution. The Miami Medical College^ on Twelfth Street, near the Cincinnati Hospital, founded nearly twenty years ago, is a flourishing institution. One of its found¬ ers was the late Prof. R. D. Mussey, famous in the history of medicine in America. St. XavieSs College (Jesuit), founded in 1828, and magnificently rebuilt in 1868, is a massive structure of native free¬ stone and brick, on Sycamore Street, with a frontage of 66 feet, and running on Seventh Street 166 feet. German Catholic Institute. —This is on Vine Street, near Sixth, adjoining the Mechanics’ Institute, and adds much to the architectural effect of that part of the city. Mozart Hall, already noticed, is in the building. The Wesleyan Female College is on Wesley Avenue, between Court and Clarke Streets. The foundations were laid in 1867, and the building as now completed is a fine edifice, surrounded by ornamental grounds. The institution has been in operation since 1832. Convent of Notre-Dame. —This is on Sixth Street, west of Sycamore. A day school for young ladies, and limited board¬ ing accommodation for day pupils, sup¬ port the Order. St. ClaiSs Convent is the home of a French sisterhood, known as the Sisters of the Poor of St. Francis. It is at the corner of Lythe and Third Streets. The Sisters teach young ladies household in¬ dustry, and some of the polite accom¬ plishments. Tlie Cathedral School is a large free Roman Catholic school, built by Arch¬ bishop Purcell, in opposition to the public school system, on the corner of Mound and Chestnut Streets. An unsuccessful effort was made to dispose of this and other Catholic schools to the Board of Education. Convent of St. Francis., on Vine Street, between Liberty and Greene Streets (Ger¬ man). Industry and charity are the ob¬ jects of the order of this name. The Hughes High School is on the south side of Fifth, facing Mound Street. It is in the collegiate Gothic style of archi¬ tecture, and is admirably suited for the purpose for w’nich it was built. The Woodward High School is on Frank¬ lin Street, between Sycamore and Broad¬ way, and is, like the Hughes, a step be¬ tween the intermediate schools and the college. The students are admitted by competitive examination, from the gradu¬ ates of the public schools, which in this city are numerous and well conducted. Both of these schools are named after the gentlemen who founded them. The Lane Theological Seminary, located at Walnut Hills, is one of the most noted in the country, and the names of many distinguished divines are identified with it. The Roman Catholics have a large theological seminary and a flourishing academy on the western range of hills overlooking the Deer Creek Valley; but these are not in the corporate limits. 35 Cincinnati.] WESTERN TOUR. [Cincinnati. The Ohio Mechanics' Institute^ corner of Sixth and V^ine Streets, v;as founded in 1829, with the object of affording, at a nominal cost, instruction in practical branches of knowledge. The institute building is large, and contains Greenwood Hall and commodious rooms, one of which is occupied by the Theological and Religious Library. The Fire Department watch-tower and alarm-bell are upon this building. Resides the educational institutions al¬ ready mentioned, are the Eclectic Medical College^ the Physio-Medical College^ the College of Penial Surgeons^ and the Mount Auburn Female Seminary. The charitable institutions and associa¬ tions of Cincinnati are numerous, and are conducted with a spirit of liberality and energy. Space can only be found here for a sketch of the most i)rominent. The Cincinnati Hospital., completed in 18G9, occupies the block north of Twelfth Street, between Plum Street and Central Avenue. It is said to be the largest, most complete, and handsomest institution of the kind* in the country. It consists of a number of detached buildings which arc so united by corridors as to form one complete and harmonious whole. They are arranged so as to form a hollov/ square, in the centre of which is a foun¬ tain, surrounded by shade-trees and or¬ namental shrubbery. The central build¬ ing, through which is the main entrance, is surmounted by a dome and spire 110 feet high. The building is of brick, with free¬ stone trimmings ; the roof (Mansard) is covered with variegated slate. The grounds are 448 by 340 feet. The cost was nearly $1,000,000. Every stranger should visit this institution. St. Lukds Hospital is an Episcopal institution, located at the corner of Franklin Street and Broadway. It was incorporated in 1866. Patients are ad¬ mitted without regard to creed, and may be visited by clergymen of their own faith. It is not entirely a charitfible insti¬ tution, as pay patients are received. The Jewish Hospital., corner of Baum and Third Streets, provides for the needy sick of the Jewish faith, thereby entirely relieving the city of that ex¬ pense. It is supported by voluntary contributions. 36 St. Ifarfs Hospital., corner of Betts and Linn Streets, is a Roman Catholic institution, under the management of a German sisterhood. It is partly support¬ ed by charity and partly by pay from such patients as can afford to give. The Hospital of the Good Samaritan is at the corner of Lock and Sixth Streets. This was the U. S. Marine Hospital, but was abandoned by the Government and purchased by two wealthy citizens, who gave it to the Sisters of Charity. It is a magnificent building, very large and com¬ modious. Patients are charged for rooms and attendance, although some are admitted on charity. Sisters of the Good Shepherd. —This or¬ der has a Magdalen institution, corner of Bank and llaymiller Streets, where abandoned women are reclaimed, and are taught to support themselves by honest labor. A convent and the Magdalen oc¬ cupy almost an entire block. The Chapel of the Sisters of Mercy an order engaged in finding employment for women. It is doing a grand missionary work among the intemperate. The house is on Fourth Street, between Central Avenue and John Street. The City hifirmary has its office on Plum Street, between Seventh and Eighth, but its building, which is large and hand¬ some, is located upon a fine farm, 8^- miles north of the city, upon the Car¬ thage road. The Longview Asylum for the Insane is a State institution, located six miles north of the city, in the neighborhood of Car¬ thage. The building, which is of brick, and almost fire-proof, is 612 feet long, is lighted by gas made on the premises, and is heated by hot air and steam. It has large and beautiful pleasure-grounds for the use of the patients. The Cincinnati Orphan Asylum was chartered in 1833, and, three years later, a building v/as erected on Elm Street, In 1861 a new building was put up on Mount Auburn, and is now occupied by the Association. The institution is admi¬ rably managed. The German Protestant Orphan Asy¬ lum is upon Highland Avenue, Mount Auburn. The ChildrenHs Home is at 19 and 21 Park Street; the farm is on College Hill, Cincinnati.] NEW YORK TO CINCINNATI, ROUTE V. [Cincinnati. 8 miles from the city, and a branch is es¬ tablished at No. 1, East Sixth Street. The object of this institution is to pro¬ vide for orphans, and for children v/hose parents cannot take care of them. The Union Bethel^ though originally (in 1839) merely a Sunday-school, has become one of the most prominent of the Cincin¬ nati benevolent institutions. It now em¬ braces the following departments : River Mission, Visitation of Families, Bethel Church, Bethel School, Relief Sewing- school, Free Reading-room, Cheap Din¬ ing-hall, and the News-boys’ Home. The foundations of a fine building, laid in 1868, have been completed. There is to be one entrance from Front, and two from Yeat- man Street. The building is to contain the following departments : A grand hall capable of accommodating from 2,500 to 3,000 (this is finished and in use); a cheap temperance restaurant; a free reading- room ; dormitories; a people’s bath; a gymnasium; rooms for Relief Depart¬ ment and Ladies’ Bethel Aid Society, and a Newsboys’ Home. This Association is lion-denominational. The Widows’ Home is an institution whose name sufficiently indicates its char¬ acter. It was originated in 1848, and chartered in 1851. Candidates for ad¬ mission must be of good character, and, except in certain cases, over 60 years old. The house is opposite the German Orphan Asylum, on Highland Avenue, with very pleasant surroundings. The Home for the Friendless^ on Court Street, between Central Avenue and John Street, is a handsome edifice of brick with stone trimmings, 54 feet front and 4 stories in height. The object of this institution is to reclaim fallen women and to protect virtuous ones who have no friends nor means of livelihood. The Women’s Christian Association^ though strictly a religious society, is practically a great charity, and was or¬ ganized in June, 1868. Its principal ben¬ eficiary department is that which pro¬ vides a boarding-house for homeless women. This house is at 27 Longworth Street, where young women can find neatly-furnished rooms and a comfortable home at prices within the means of the most poorly paid. The Young Men's Christian Associa¬ tion has a number of departments, both religious and secular. It is at 200 and 202 Vine Street. The building includes a free reading-room, a music-room, fur¬ nished with a piano, cabinet-organ, etc.; and a conversation-room, where all sorts of innocent games are encouraged. Dur¬ ing the cold season the Association pro¬ vides a place where indigent persons can be fed and lodged free of expense, called the “ Strangers’ Home.” At the corner of John and Columbia Streets a coffee and reading room was established in 1866. Here the prices are very low, and the ar¬ ticles furnished good. A project is on foot to erect a more suitable building, which it is expected will equal in size and elegance that of the Association in Philadelphia. The Public Library^ formerly in the Mechanics’ Institute, occupies the impos¬ ing structure on Vine Street, above Sixth, originally intended for an opera- house, which plan fell through from want of funds, and the property being involved in law was ordered to be sold at public auction, the Board of Education becom¬ ing the purchasers. It is a magnificent building, and, when completed for a li¬ brary, will be entirely fire-proof. There are 23,000 well-selected volumes now in use, and this number is steadily increas¬ ing at the rate of over a thousand per year. The Public Landing^ or Levee, as it is sometimes called, lies between Main Street and Broadv/ay, or two long squares in length, well paved and gradually sloping down to the water’s edge. Its depth is 700 feet. There is also wharf¬ age all the way from the foot of Law¬ rence Street, in the east, to Race Street, in the west, intercepted only by the sus¬ pension-bridge pier, thus affording five squares of steamboat landing with ac¬ commodations for as many as forty steam¬ ers at a time. The levee at all times during high water presents a very ani¬ mated appearance, and the city is so built as to permit of its extension at any time. The Davidson Fountain ,—Before the present year closes, the magnificent foun¬ tain presented to the city by the late Tyler Davidson will be in operation, in Fifth Street, market space having been 37 Cincinnati.] WESTERN TOUR. [Cincinnati. ceded by the city for the purpose. The fountain is of bronze, cast in Munich, to rest upon a granite base surrounded by a handsome esplanade, the whole work oc¬ cupying the entire length of a square, and the space between the curbs on the upper and lower sides of the street. This beautiful improvement has already in¬ duced the building of several handsome blocks of stone. The Masonic Temple^ corner of Third and Walnut Streets, is in the Byzantine style of architecture, and is 195 feet by 100. It is one of the most convenient and elegant Masonic buildings in the United States. The Merchants'' Exchange and Chamber of Commerce is on Fourth Street between Main and Walnut, adjoining the First Presbyterian Church, which is noted for having the highest steeple in the city. The Exchange is a line large hall on a level with the street, but stands back in the heart of the square, with stores and offices in front, thus securing immu¬ nity from the noise and din of the roar¬ ing thoroughfare. The hall affords stand¬ ing room for nearly 25,000 people, and is a point of attraction every business day from eleven o’clock a. m. till one o’clock r. M. The Board of Trade Rooms are in Pike’s elegant building on Fourth Street, betAveen Vine and Walnut Streets. The organization is separate and distinct from the Chamber of Commerce, but occupies about the same relation to the commerce of the city. Art Galleries. —As yet, a public fine- art gallery has no place among the at¬ tractions of Cincinnati, but one will be a feature of the McMicken University. The private collections of paintings of rare worth are numerous, but those of Henry Probasco, on Clifton, and Joseph Long- worth, on Walnut Hills, may be mentioned as large and valuable. Visitors are always politely received. In sculpture there are many works of Hiram Powers, who was born and edu¬ cated in Cincinnati, and still calls it his home, but they are all owned by private individuals, except a bust of Washington, to be seen in the Mercantile Library rooms, on Walnut Street above Fourth. It is a little remarkable that a city from 88 which graduated such artists as Powers, T. D. Jones, and Clevinger, among sculp¬ tors, and Sontagg, Beard, T. B. Read, Powell, Johnston, and Frankenstein, among painters, has never had any pub¬ lic repository of art. OTHER BUILDINGS AND PLACES. OF INTEREST. The Cincinnati Observatory on Mount Adams, near the eastern boundary of the city, is 500 feet above low water, this commanding situation giving great ad¬ vantages for making astronomical obser¬ vations. The equatorial telescope with Avhich it is furnished has a focal length of 17^ feet, and an object-glass 12 inches in diameter, with a magnifying power of 1,400 times. The place is now in a state of dilapidation, and has been practically abandoned as an observatory, from want of support. The Water-Works^ on East Front Street, near the Little. Miami Depot, are of great magnitude, and, being adapted to the varying stages of water in the Ohio, are an object of curiosity to the stranger. There are four pumping-engines, the average capacity of which is a little less than 30,000,000 gallons per day. The average summer consumption by the city is 24,000,000 gallons per day, and during the rest of the year a little less than 14,000,000 gallons per day. The question of water-supply has become serious, and two more engines, with a pumping capacity of 20,000,000 gallons per day, are called for, in order to be provided in case of accident to the en¬ gines now in use, or of extraordinary emer¬ gency, as of fire. The reservoir holds only 5,000,000 gal¬ lons, so that the water is supplied al¬ most direct from the Ohio River without the necessary process of “ settling,” but, when the neAV reservoir in Eden Park is completed, there will be an abundant reserve of water for all purposes and emergencies. LongivortRs Wine-Cellar^ at the east end of Sixth Street, is one of the attrac¬ tions of the city, the business of wine¬ growing being comparatively new in this country. This cellar, or, rather, collec¬ tion of cellars, is admirably suited for Cincinnati.] NEW YORK TO CINCINNATI, ROUTE Y. [Cincinnati. the purpose, and contains immense quan¬ tities of wine. Pork-packing Houses are numerous, and a visit to one of them is sure to re¬ pay the tourist. The details in regard to killing, cutting up, and packing hogs, would be out of place here; but we vrould advise the gentlemen, at least, who may come to Cincinnati, to visit some one of the largest of these houses and see the neatness and dexterity with which these animals can be disposed of at the rate,of 200,000 per day. “ OYER THE RHINE.” More than a third of the residents of Cincinnati are Germans, or people of German parentage. They occupy the large section of the city north of the Miami Canal, which enters northwest at the Brighton House, and comes south as far as Eleventh Street, then, turning due east from Plum, runs away beyond Broad¬ way, emptying into the Ohio River near the Miami Railroad depot in the extreme eastern part of the city. The visitor finds himself in an entirely different country “ over the Rhine,” for he hears no language but German, and all the sign-boards and even the placards on the w^alls are in German. The business, the dwellings, beer-gardens, theatres, halls, and churches, all remind the European tourist of Germany, and this as well as a love for the familiar home-name made the German-Americans call the canal after the noble river from whose vine-clad hills their fathers came. The halls are a noticeable feature, Arheiter and Turner Halls being the largest. These are both at the upper end of Walnut Street, and are immense build¬ ings, each containing, besides very large assembly-rooms, a number of small halls for the accommodation of societies. There are several other halls, used mainly by musical societies, of which there are four, embracing over a thou¬ sand instrumental aud vocal performers. This part of the city is remarkable for its cleanly appearance and the density of its population, tenement-houses being a prom¬ inent characteristic. Edibles of German character and prep¬ aration, good music, and a good glass of beer or Rhine wine, can always be had in this quarter. The beer-cellars are a wonderful feature to those unacquainted with the underground accommodation necessary for brewing and subsequent storage, and they can be found almost anywhere “ over the Rhine.” MANUFACTURES. Cincinnati is steadily progressing in its march to the front rank with the great manufacturing cities of the world, and is now estimated as the third in importance in the United States. Among its chief manufactures, and those that add im¬ mensely to its importance and revenue, are furniture, steamboats for river and sea- coast trade ; iron-clads for naval warfare, its marine ways and dry-docks affording it special advantages; machinery of every description, from large first-class steam- engines down to simple portable corn and sugar mills; church bells and organs ; pianos, gas, water, and steam pipes ; sur¬ gical instruments and cutlery ; stores and hollow-ware; clothing, silk and cotton, trunks and valises, carriages and wagons, chemicals and medicines, paints, oils, and varnish, glue, starch, soap, candles, and glycerine ; lard and lard-oil, sashes, win¬ dow-blinds, doors, and portable houses, ready for shipment; cooperage, hair- work in every shape ; whiskey, wine, and beer, the excellence of which is unsur¬ passed. Its high-wines are shipped in great quantities to Europe, Asia, and Africa, and it is conceded by intelligent observers that no other city in the Union sends from its railroad depots and wharves a greater variety of its own manufactures in proportion to its gener¬ al commerce. PROMENADES AND DRIYES. Fourth Street, from Pike Street on the east, to Park Street on the west, is the fashionable promenade. It embraces some of the most' elegant private residences and beautiful stores in the city ; but there are besides. Eighth Street from Vine west¬ ward ; Seventh and Sixth Street, from Mound westward. The portion of Free¬ man Street lying along the Lincoln Park is a favorite promenade. Pike Street from Third to Fifth, along the old Longworth homestead, is known as the “ Lovers’ Walk.” 39 Cincinnati.] WESTERN TOUR. [Columbus. The drives ‘most esteemed are “the Avenue,” from the Brighton House, at the junction of Hamilton Road and Free¬ man Street, to Spring Grove Cemetery, and thence around Clifton and Avondale, returning to the city by way of Mount Auburn on the extreme east from the starting-point. These drives afford the best means for obtaining an understand¬ ing of the location and situation of Cin¬ cinnati, besides exhibiting the unquestion¬ able good taste and opulence of its citizens. From the Clifton Heights, Spring-Grove Cemetery is seen lying in beautiful repose, and the lovely landscape, undulating and dotted with elegant residences and pretty villas, stretches away far as the eye can reach. From Mount Auburn the grandeur of the Ohio valleys may be appreciated. The view from that elevation takes in the sinuosities of the Ohio ami the serrated hills among which it winds for several miles, while the great, noisy city is seen lying in smoky obscurity, almost at the tourist’s feet. This view is only equalled in beauty and extent by that from the more eastern elevation of Eden Bark. CEMETERIES. Spring Grove^ one of the most beautiful cemeteries in the West, lies three miles northwest of Cincinnati in the valley of the Mah-ket-e-wa (Mill Creek), and is ap¬ proached by a splendid avenue, one hundred feet wide; also by the Cincin¬ nati, Hamilton & Dayton Railway, which has a station immediately adjoining the grounds. The site was selected in 1844, and the charter granted in 1845. The place was named Spring Grove because abounding with springs and groves of trees. It em¬ braces about 450 acres, the greater por¬ tion of which once lay flat and marshy. The western border slopes upward into a noble spur, along which a fine carriage¬ way has been constructed. The plan is designed to preserve and impart a natural appearance, and tO conceal the hand of art. Fine avenues wind around miniature lakes, shaded by many varieties of indi¬ genous trees and shrubs, and lead the visitor to an ever-changing landscape, an effect produced by rare perfection of skill and taste in landscape-gardening. 40 The monuments are numerous, and dis¬ play taste and judgment. Many of them are half concealed by masses of luxuriant foliage. The citizens erected a fine bronze statue, in 1864, to the memory of the Ohio Volunteers in the war for the Union, which is worthy of note. It represents a United States soldier on guard, standing on a granite pedestal at the junction of Lake Shore and Central Avenues. The soldiers’ graves lie in two circular lots a little distance from the monument, and embrace an area of 22,532 square feet. St. Bernard Oemetery^ in sight of Spring Grove, is an old burying-place of the Roman Catholic Church. It is little else than an accumulation of grave-stones. The Wedeyan Cemetery is a Methodist ground, and can be taken on the way to Spring Grove, situated as it is near Cum- minsville. The Jewidi Cemetery is in the eastern suburbs of the city, but it is small, and not remarkable for landscape beauty or monumental attractiveness. nOUTE VI. NEW YORK TO CINCINNATI. Via Pan-handle Route. Tins is identical with Route IV., as far as Columbus, Ohio. i^See page 25.) At Columbus the track of the Bitts- hurg.^ Cincinnati i-i€lgc City, laid. (773 miles), is also in Wayne County, and is a growing town on the Whitewater River. It has some importance as a railway centre. Imanufacturing interests are considerable, and increasing. The fol-^ lowing railways connect here : Whitewater Valley ; Fort Wayne^ Muncie efi Cincin¬ nati ; Cincinnati dc Indianapolis Junction.^ and the Columbus (Ind.) tfi Cambridge City Branch of Jeffersonville^ Madison (Sc Indianapolis Railway. Kiiig-litstowii, liid. (792 miles), a thriving town, situated on Blue River., has considerable manufacturing and busi¬ ness interests compared with its popula¬ tion, and is surrounded by a fertile region. One and a half mile from this place are mineral springs that once had considerable local celebrity, and were quite a resort for invalids. The building located at their site was purchased a few years ago by the State, and has since been greatly enlarged and converted into a Soldiers' Home for the disabled soldiers of Indiana, and the indigent widows and orphans of the soldiers from Indiana, who fell during the war. Oreenlielel, liid. (805 miles), the county-seat of Hancock County, is situated in a productive region, and is a thriving place. Indianapolis.] NEW YORK TO ST. LOUIS, ROUTE VII. [Indianapolis, Ssidisisaapoliss, laid.. (82G miles), is the capital and the largest city of Indi¬ ana. It is on the west fork of White River^ and is nearly in the geographical centre of the State. It is situated on an extensive and very fertile plain, and is a striking illustration of the rapid progress in the western part of this country; for in 1820, when the capital was located here, the whole country within a radius of forty miles was an unbroken forest. In the centre of the original plot of the city is a circular park, and from the ex¬ terior corners of the four squares en¬ closing this park radiate four avenues that intersect (with the exception of a few minor avenues) the other streets diagonally; while, with these exceptions, the streets cross each other at right angles. Meanwhile the city has extended greatly on all sides of the original plot. The principal business-houses were long confined to Washington Street; now South Meridian Street has most of the large wholesale and jobbing establishments, and the retail business is rapidly extend¬ ing up Pennsylvania Street, and up and down Illinois Street, on either side of Washington. The latter is a handsome street, 120 feet in width. The great width of all the streets contributes much to the attractiveness and health of the city. Indianapolis is one of the greatest rail¬ road centres in the West, and it has been termed “ The Railroad City.” No fewer than twelve completed railways converge here, and two others are projected, one of which is under contract. The health of the city is shown by the fact that the death-rate the past year was considerably less then one per cent, of the population. Indianapolis is also noted for its supe¬ rior system of public graded schools, sustained by a large annual revenue from taxation, and affording, through the vari¬ ous grades, all the branches of a com¬ plete education. Its manufacturing interests are various and extensive, and are increasing rapidly. Being but 40 miles from the eastern out¬ crop of the great coal-fields of Western Indiana, which contain about 8,000 square miles, and which arc penetrated by five railways diverging from Indianapolis, the city has an inexhaustible supply of cheap coal, of a superior quality, offering great inducements to manufacturing of all de¬ scriptions, and especially (owing to pecu¬ liar virtues in certain varieties of the coal) to the manufacture of iron and iron products. CnUECIIES. There are about fifty churches in the city, besides a number of missions, and congregations that have no houses of wor¬ ship of their own. Of the churches the principal in respect of architectural beau¬ ty are the following: Episcopal. — Christ Churchy northeast corner of Meridian and Circle Streets ; 8t. PaaVs^ southeast corner of Illinois and New York Streets. Methodist. — Meridian Street M, E. Churchy southwest corner of Meridian and New York Streets; Roberts Park M. E. Chure\ northeast corner of Vermont and Delaware Streets; Grace Churchy north¬ east corner of Market and East Streets. Presbyterian. — First Churchy south¬ west corner of Pennsylvania and New York Streets ; Second Churchy northwest corner of Pennsylvania and Vermont Streets. Baptist. — First Churchy northeast corner of Pennsylvania and New York Streets. Roman Catholic. — Cathedral^ on South Tennessee Street. Congregational.— Plymouth Churchy northwest corner of Meridian and Circle Streets. All these are in the Gothic style, and are elegant edifices. Other prominent churches are : Third Presbyterian^ north¬ east corner of Illinois and Ohio Streets ; Fourth Presbyterian southwest corner of Delaware and Market Streets; Jewish Synagogue^ East Market Street; Christian Chapel^ corner of Ohio and Delaware Streets. STATE INSTITUTIONS. The State - House is on Washington Street, at its intersection with Tennessee Street. It is a venerable-looking edifice, built in 1835, and is of the Doric order of architecture, save its incongruous dome. At the time of its erection, it was regarded as an elegant and imposing 43 Indianapolis.] WESTERN TOUR. [Gpeencastle. structure ; but its exterior has become shattered and defaced by time. It con¬ tains the Governor’s rooms, and those of the State geologist; the State archives and State Library, and the Assembly Chambers. The State Lunatic Asylum was founded in 1848, and the buildings have twice been enlarged. Their total cost has been $350,000. The principal building is a noble structure, in the renaissance style, and has accommodations for 525 patients. It is one and a half mile west of the city limits, is lighted with gas, and has a system of water-works of its own. Its grounds consist of 160 acres, a portion of which is beautifully adorned. The State Institute for the Blind was founded in 1847, and cost $300,000. It is on North Street, between Illinois and Meridian, and contains eight acres. The main building has a centre and two wings, presenting a front of 150 feet, and is live stories in height. Each of the three sections is surmounted by a Corinthian cupola, the centre having a portico of the Ionic order. The material of the build¬ ing is sandstone, and stucco and brick. Tlie State Institute for the Deaf and Dumb was likewise founded in 1848. The present buildings have been erected at a cost of $220,000. Connected with the institution are 105 acres of ground, worth as many thousands of dollars. The grounds more immediately surround¬ ing the buildings are beautifully laid out in walks and drives, and are elaborately adorned with shrubbery, flowering plants, forest and shade trees, etc. It is per¬ haps the most beautiful spot, in the summer-time, in the city. The Institute is just east of the city limits. Th^Refoy^matoryfor Women and Girls^ now in course of erection, just east of the city, will be a large and commodious structure, answering the purpose of a re¬ formatory and prison for female offenders OTHER PROMINENT BUILDINGS, ETC. The United States Ay'senal^ one mile north by east of the city limits, is a hand¬ some building. It has connected with it 60 acres of ground, and has picturesque surroundings. The Northwestern Christian University^ 44 • in the northeastern suburb of the city, is a flourishing institution, built in 1852. It is open to both sexes. The edifice is handsome and commodious, and is beau¬ tifully located amid forest-trees. Other prominent buildings are: Odd- Fellows' Hall^ of the Byzantine order, corner of Washington and Pennsylvania Streets; Academy of Music^ of the re¬ naissance order, corner of Illinois and Ohio Streets ; Masonic Hall^ of the Doric order, corner of Washington and Ten¬ nessee Streets; United States Post-Office building, corner of Pennsylvania and Market Streets, containing the Post- Office, United States Court-Rooms, and offices of various Federal officials; Journal and Sentinel newspaper buildings ; Baker HousCj Mozart Hall, etc. There are also many elegant residences and business blocks, and several pretty parks. The Union Depot, with a length of 420 feet, fronts on Louisiana Street, between Illinois and Meridian, and is one of the most spacious and convenient structures of the kind in the country—all of the twelve lines of railway that centre here receiving and discharging their passen¬ gers at this one depot. The following railways centre here: Indianapolis & Cincinnati, and Lafay¬ ette & Indianapolis, now consolidated under the name of Indianapolis, Cincin¬ nati dj Lafayette ; Indianapolis, Blooming¬ ton & Western; St. Louis, Alton, Terre Haute y, O. (695 miles), is a pleas¬ ant and prosperous village, in Richland, one of the most fertile counties of the State. The Lake Erie Division of the Baltimore Ohio Railway^ formerly the Sandusky^ Mansfield do Newark Railway^ connects here. Crestliaie, <>. (703 miles), has been described in Route HI. (See page 21 .) . C;ialioii, (707 miles), has been described in Route V. (See page 30.) <>. (728 miles), has already been described in Route V. (See page 30.) T\iq Atlantic do Great Western Divi¬ sion of the Erie Railway connects here. ^Iclloloulaiite, O. (768 miles), is so named from the numerous line springs in'the neighborhood. It is sur¬ rounded by a rich, populous, and pros¬ perous country, and has a large and rapidly increasing trade. There are several manufactories here, and also the county buildings, this being the capital of Logan County. The Cincinnati., Cleve¬ land do Sandusky Railway connects here. O. (791 miles), a handsome village, the capital of Shelby County, stands upon an elevated plateau on the western bank of the Great Miami River., which atfords a fine water-power. A navigable feeder of the Miami Canal also passes through the village. There is a public square in the centre of the place. Sidney is at the intersection of the LJayton do Michigan Railway. 58 UiiioM, O. Ind. (826 miles), is partly in Darke County, Ohio, and partly in Randolph County, Indiana. It is a flourishing place, and is the point where the Dayton do Union, and the Columbus, Chicago d; Indiana Central Railways con¬ nect. WisicSiestcr, Isitl. (835 miles), is situated upon White River, and is the capital of Randolph County. It is a thriving place. Izicl. (856 miles), the capital of Delaware County, is delightfully situated in a fertile country, on the bank of White River. It occupies the site of a town of the Muncie Indians. Amlcrsoia, Icid. (874 miles), the capital of Madison County, is beautifully situated upon the left bank of White River. It is built upon a bluff some fifty feet above the river, and is in the midst of a very fertile region. A few miles above the city is a dam by which a fall of 34 feet is obtained, the extensive water-power being used by numerous manufacturing establishments. The Co¬ lumbus, Chicago do Indiana Central Rail- way connects here. i*C3ad£cto3i, (882 miles), is a ])rosperous village on Fall Creek, which affords here a good water-power. Marble and limestone are quarried in the neigh¬ borhood. iBtdicii&apolis, laial. (910 miles). Here the traveller is transferred to the Indianapolis do St. Louis Railway. (For description, see page 43). l>asivil&C 9 Iiial. (920 miles), the capital of Hendricks County, is the seat of the county seminary. The new county buildings cost $180,000. ^jrrcciiesistic, IbacI. (949 miles), has been described in page 44. The Louisville, New Albany do Chicago Railway connects here. Xerre Haute, laid. (982 miles), has been described on page 45. From this city there are two roads to St. Louis, one of them has been described in Route YII. The Evansville do Crawford^ville Railway connects here. I*aa*as9 Ill. (1,001 miles), is a flourishing place, and the capital of Edgar County. CSaarlestoia,!!!. (1,022 miles), the capital of Coles County, is situated on the Mattoon.] NEW YORK TO ST. LOUIS, ROUTE IX. [Aurora. edge of Grand Prairie, and is the seat of a medical college. It is one of the most prosperous cities on the line of the road, having a very large trade and important manufacturing interests. Matto©Bt9 Ill. (1,038 miles), is one of the principal towns between Terre Haute and St. Louis. It has flourishing business, and is where the Chicago Branch of the Illinois Central Railway connects. The machine-shops, round¬ house, and car-works of this division of the road are situated here. ville. Ill. (1,081 miles), the capital of Shelby County, is a rapidly- growing place. It is situated upon the Kaskaskia River. The public - school building is a handsome edifice. Ill. (1 ,07'7 miles), an in¬ corporated city, is a place of some im¬ portance as a railway centre, and being in a rich agricultural country does a large business. Connections are made here with the Northern Division of the Illinois Central Railway., and with the Springfield & Illinois Southeastern Railway^ Miilsl^oro’, lit. (I,i05 miles), the capital of Montgomery County, is situated on a fork of Shoal Creek. It has unusual manufacturing advantages, and is delightfully located. a^itclilieia. III. (1,116 miles), situated on a high and fertile ‘prairie, contains several steam-mills, and the con¬ struction and repair shops of this portion of the road, besides a number of manu¬ factories. There are several grain-eleva¬ tors here, and the Litchfield coal-mines afford an abundant supply of fuel. The public square is ornamented with trees and shrubbery. Litchfield was incor¬ porated as a city in 1859. llBiiilief ilill9 III. (1,135 miles), which is built on a high rolling prairie, is one of the pleasantest places on the road. lletlialto, lit. (1, 146 miles), is where the road leaves the prairie and enters the American Bottom^ as the strip of rich alluvial land between the Alissis- sippi River and the bluffs is called; scat¬ tered over it in all directions arc numer¬ ous lakes, bayous, and sloughs. This bottom is often inundated by floods. The last time that any serious damage resulted from this cause was in 1844. Alton •fioactioia. III. (1,150 miles), is where a branch to Alton diverges, connecting with the Keokuk Packet Line., on the Mississippi River. St. 111. (1,172 miles), is a suburb of St. Louis, and is the seat of large manufactories. St. Mo. (1,173 miles). {See page 46.) MOUTE IX. NEW YORK TO ST. LOUIS. Via Pan-handle Route., which is Route VI. to Cincinnati; thence via Ohio S llississippi Raihvay. Ohio & Mississippi Railway.— Sta¬ tions. —Cincinnati, 758 miles ; Lawrence- burg (connects with Indianapolis, Cincin¬ nati & Lafayette Railway), 778 ; Aurora, 782 ; 0sgood,810 ; North Vernon (connects with Madison Branch of Jeffersonville, Madison & Indianapolis Railway), 831; Seymour (connects with Main Line of Jeffersonville, Madison & Indianapolis Railway) 845; Medora, 864; Mitchell (connects with Evansville, New Albany & Chicago Railway), 885 ; Loogootee, 916; Washington, 931 ; Vincennes (connects with Evansville & Crawfordsville Rail¬ way), 950 ; Olney, 981 ; Clay City, 996 ; Xenia, 1,013; Salem, 1,029; Odin (con¬ nects v/ith Chicago Branch of Illinois Central Railway), 1,034; Sandoval (con¬ nects with Main Line of Illinois Central Railway), 1,038 ; Carlyle, 1,051 ; Trenton, 1,068 ; Lebanon, 1,075 ; Caseyville, 1,089 ; East St. Louis, 1,097; St. Louis (con¬ nects with all railway and steamboat lines), 1,098. - Cinciiiiaatl, €>. (758 miles), has already been described. {See page 31.) Iliaiar'eiieelaati'g*, Iia«i. (778 miles), the capital of Dearborn County, is situated on the Ohio River., at the end of the Whitewater Canal., which affords a good water-poAver. The Indianapolis, Cincinnati A Lafayette Railway connects here. Aiii’ora, ImiI. (782 miles) is a beautiful city on the Ohio River, doing a large business as a shipping-port for the rich farming country of Avhich it is the outlet. 59 ^^ORTH Vernon.] Noi-tli Version, Isitl. (831 miles), is the connection of the Madison Branch of the Jeffersonville^ Madison <£* lndiano.polis Railway. Seymour, liicl. (845 miles), is a growing village, at the intersection of the Jeffersonville^ Madison & Indianapolis Railway. MedLora, IiidL. (864 miles), is a small village situated near the East Fork of White River. Miteliell, lull. (885 miles), is at the intersection of the Evansville., New Albany d: Chicago Railway. ^Vasliiiig'toii, lull. (931 miles), the capital and principal town of Daviess County, is 3 miles east of the Wabash dc Erie Canal. Viflieeniies, lull. (950 miles), is situated upon the Wabash River, which is here navigable for steamboats. It is the oldest town in the State, having been settled by French Canadians, about the year 1735, who for several generations lived without other neighbors. Until 1813 it was the seat of the territorial government, and is now the capital of Knox Couuty. It contains several manu¬ factories. The Evansville cO Crawfords- ville Railway connects here. <^liiey. 111. (981 miles), is the capital of Richland County, the general character of which is suggested by the name. It is one of the most prosperous places on the line of the road, and contains a school- house which cost $80,000. 4Jlay City, 111. (996 miles), is a place of about 1,000 inhabitants, situated on the Wabash River, just on the edge of the prairie. Xemisi, Ill. (1,013 miles), is a srsall but pleasant place. Salem, Ill. (1,029 miles), the capital of Marion County, is a place of about 15,000 inhabitants, and is growing in importance. Oiliii, Ill. (1,034 miles), from its railroad facilities is of some importance as a shipping-point. The Chicago Branch of the Illinois Central Railway connects here. Saiitloval, Ill. (1,038 miles), is at the crossing of the Main Line of the Illinois Central Railway. It is a pros¬ perous place, in the midst of a fine fruit¬ growing region. The Ohio ei*i*y 'W, Vsio (242 miles). From this point magnificent views to the west are to be had. The descent of 11 miles to Cheat River pre¬ sents a rapid succession of very heavy excavations and embankments. At one point the road, after skirting a beautiful glade, enters a wild-looking pass through a deep forest of hemlocks and laurel-thick¬ ets, the stream dashing over large rocks and washing the side of the road but a few feet below its level. These are known as the Falls of Snowy Creek. There are also two tunnels, viz., the McGuire Tun¬ nel of 500, and the Rodemer Tunnel of 400 feet in length, secured by the most durable arches of stone and brick. There is also a stone and iron viaduct over Salt Lick Creek 50 feet span and 50 feet high. The creek passes througli a dense forest of fir-trees in its approach to the river. CIa.eat 12,1 vei- is a dark, rapid mountain-stream, whose waters are of a curious coffee-colored hue, owing, it is said, to its rising in forests of laurel and black spruce on the highest mountain 67 Cheat River.] WESTERN TOUR. [Fetterman. levels of that country. This stream is crossed by a viaduct consisting of two arches; 180 and 180 feet span, of timber and iron, on stone abutments and a pier. The name of this river well describes its character, which is treacherous in the extreme. The mountains’on either side are not sufficiently covered with soil to absorb the rain, and consequently during a heavy mountain-shower the river rises very rapidly. When the rain ceases the flood subsides as rapidly as it has risen. It thus often happens that what in the morning seems to be only a little stream, a few hours later looks like a great river. AVe next ascend the Cheat River Hill and pass along a part of the line to open which the greatest natural ob¬ structions had to be met. The difficul¬ ties encountered in the four miles west of the crossing of the river would seem to be insuperable. The road, winding up the slope of Laurel Hill and its spurs, with the river on the right hand, first crosses the ravine of Kyer's Run^ IG feet deep, by a solid embankment; then, after passing through a bold cutting, and along a steei), rocky hill-side, it reaches Buckeye Hollow^ the depth of which is 108 feet below the road-level, and 400 feet across at that level. Then there is more side cutting in the rock, and the passage of two or three coves in the hill-side, when we come to Tray Run^ and cross it, 150 feet above its original bed, by an iron trestle-work of light and graceful con¬ struction, 600 feet long at the road-level. For several miles on this part of the line, the road runs along the steep mountain¬ side, presenting a succession of land¬ scapes. In favorable weather, day trains stop ten minutes to allow travellers an opportunity to view the viaduct and sce¬ nery of this part of the line. After passing these two tremendous clefts in the mountain-side, the road winds along a precipitous slope with heavy cut¬ ting, filling, and walling, to Buckliorn Branchy a wide and deep cove on the western flank of the mountain. This is crossed by a solid embankment and re¬ taining wall 90 feet high at its most ele¬ vated point. Some half mile farther, after more heavy cuts and fills, the road leaves the declivity of the river, which, 68 where we see it for the last time, lies 500 feet below us, and turns westward through a low gap, which admits it by a pretty deep cutting, followed soon by a deeper and longer one through Casaichfs Summit Ridge to the table-land of the country bordering Cheat River on the west. Here, 80 miles from Cumberland, we enter the great western coal-fields, having passed out of the Cumberland field 35 miles from that place. Descending from Cassidy’s Ridge, and passing by a high embankment over the Bushy Fork of Pringle's Run^ the line soon reaches the JCmgwood Tunnel^ the longest finished tunnel in America. This is 4,100 feet long. It was constructed by Renjamin H. Latrobe. It took five years to complete it, costing |1,000,000. W. Ta. (266 miles). From Kingwood Tunnel to this point the line descends a steep hill-side for five miles until it reaches the flats of Raccoon Creek^ upon which the village is situated. In this distance it lies high above the valley, and crosses a branch of it with an embankment 100 feet high. There are two other heavy fills farther on. Two miles west of Kingwood Tunnel is Mur¬ ray''s Tunnel^ 250 feet long, a regular and beautiful semicircular arch cut out of a fine solid sandstone rock, overlying a vein of coal six feet thick, which is seen on the floor of the tunnel. From Newburg, westward, the route pursues the valleys of Raccoon and Three Forks Creeks, which present no features of difficulty, to the Grafton Station. ixr.iiYosi, W. Va. (279 miles), is where the Parkersburg Division di¬ verges. It is pleasantly situated on the TygarVs Valley River^ which is crossed at this point by a handsome iron bridge. Here terminates the third or mountain division of the line. Grafton has a good hotel and dining-saloon. F’ettcnnait, W, Ta. (281 miles), a promising village, is next reached. Here the turnpike to Marietta and Parkersburg crosses the river. * The route from Fetterman to.Fairmont has but one very striking feature: the lygarfs Valley River ^ whose margin it follows, is a beautiful and winding stream, of gentle current, except at the Palls^ w’here the river descends, principally by three or Fairmont.] BALTIMORE TO ST. LOUIS, ROUTE X. [‘^^^unosville. four vertical pitches, some 70 feet in about a mile. The view in fine weather is charming. A mile and a half above Fairmont the Tygart’s Valley River and the West Fork River unite to form the Monongahela^ the first being the larger of the two confluents. A quarter of a mile below their junc¬ tion, the railroad crosses the Mononga- hela, upon a viaduct 650 feet long and 39 feet above low-water surface. The lofty and massive abutments of this bridge sup¬ port an iron superstructure of three is^ches of 200 feet span each. It was five times destroyed and rebuilt during the war. S'ainiiosit, Va. (302 miles), the capital of Marion County, is at the head of navigation on the Monongahela River ^ which is here spanned by a fine sus¬ pension bridge 1,000 feet in length, con¬ necting Fairmont with the village of Palatine. A mile and a half below Fair¬ mont the road leaves the valley of the Monongahela, and ascends the winding and picturesque, ravine of Buffalo Creel\ a stream some 25 miles in length. The creek is first crossed five miles west of Fairmont, again at two points a short distance apart, and again about nine miles farther west. Ta. (319 miles), is situated at the mouth of Rile''s Fork of the Buffalo. There is a beauti¬ ful flat here on both sides of the stream, offering a site for a fair-sized town. It is surrounded by picturesque hills. Thence to the head of Pile’s Fork, the road trav¬ erses at first a narrow and serpentine gorge, with five bridges at different points, after which it courses with more gentle curvatures along a wider and rather winding valley, with meadow-land of one or two hundred yards breadth on the one or the other margin. Numerous tributaries open out pretty vistas on either hand. This part of the valley, in its summer dress, is singularly beautiful. After reaching its head at Glover''s Gap^ 23 miles beyond Fairmont, the road passes the ridge by deep cuts, and a tunnel of 350 feet long, of curious shape, forming a sort of Moorish arch in its roof. From this summit (which divides the waters of the Monongahela from those of the Ohio) the line descends by Church's Fork of Risk Creek — a valley of the same general features with the one just passed on the eastern side of the ridge. The road now becomes winding, and in the next four miles we cross the creek eight times. We also pass Cole's Tunnel.^ 112 feet, Eaton's Tunnel., 170 feet, and Marten's Tunnel., 180 feet long. IrV. Va. (332 miles), is a small village. Just beyond it is Board Tree Tunnel, which is 40 miles east of Wheeling. It passes under a great hill, originally crossed by the rail¬ road on a zigzag track with seven angles representing seven*V’s. Leaving Board Tree Tunnel, the line descends along the hill-side of the Forth Fork of Fish Creek, crossing ravines and spurs by deep fillings and cuttings, and reaching the level of the flats bordering the Creek at Bell’s Mill; soon after which it crosses the creek and ascends Tlart's- Run and Four-Mile Run to the Welling Tunnel, 50 miles west of Fairmont, and 28 from Wheeling. This tunnel is 1,250 feet long, and pierces the ridge between Fish Creek and Grave Creek. It is through slate-rock, like the Board Tree Tunnel, and is substantially arched with brick and stone. From the Welling Tunnel the line fol¬ lows the valley of Grave Creek, 17 miles to its mouth at the Flats of Grave Creek on the Ohio River, 11 miles below Wheel¬ ing. The first five miles of the ravine are of gentle curvature and open aspect, like the others already mentioned. Afterward it becomes very sinuous, and the stream has to be bridged eight times. There are also several deep cuts through sharp ridges in the bends of the creek, and one tunnel 400 feet long at Sheppard's, 19 miles from Wheeling. Vo. (368 miles), is one of the two villages at the point where Big and Little Grave Creeks enter the Ohio River, the other being Elizabethtown. The approach to the Ohio at this point is very beautiful. The line, emerging from the defile of Grave Creek, passes straight over the “ flats ” which border the river, and forming a vast roll¬ ing plain, in the middle of which looms up the “great Indian mound,” 80 feet high and 200 feet broad at its base. It is between the two villages. The “ flats ” embrace an area of some 4,000 acre?, 69 Ben WOOD.] WESTERN TOUR. [Parkersbuho. about three-fourths of wTiich lies on the Virginia, and the remaining fourth on the Ohio side of tlie river. The soil is fertile and well cultivated. About three miles up the river from Moundsville, the “ llats ” terminate, and the road passes for a mile along rocky narrows washed by the river, after which it runs over wide, rich, and beautiful bot¬ tom-lands, all the wmy to Wheeling. Vii. {‘61 o miles), is the last station in West Virginia, and here connections are made by ferry w'ith the Central Ohio Divmion. 15cliJiir, (376 miles), is the first station on this line in the State. IScisuoiAl, O. (394 miles), is in the midst of a well-wmtered, fertile, and hilly country. There are rich coal-mines in the vicinity. (428 miles), is the capital of Guernsey County, and con¬ tains the county buildings. Coal is found in abundance in tlie vicinity. i^siiie.sville, (454 miles), the capital of Muskingum County, is a thriv¬ ing and beautiful city on the left l)ank of the Maskbujurn River ^ wdiich flows through a fertile and productive countiy, and is navigable to this point. The city is regularly laid out, the streets are wnde, well-shaded and adorned by many hand¬ some buildings. The river affords a fine water-power, and, as there are extensive coal-fields in the neighborhood, Zanesville has great advantages as a manufacturing place. It is supplied with water from the river, the distribution being effected through pipes from a reservoir which holds 2,0()0,()00 gallons. Besides the usual public schools, there is here a free school richly endowed by John McIntyre, one of the early settlers of the place. The railroad bridge across the river is of iron. It is 538 feet long. The Cincin¬ nati (k Maskingiiin Valley Railway con¬ nects here. Newsirli:, (480 miles), con¬ nects wdth Lake Erie Division and with Pittsburg^ Cincinnati & St. Louis Railway. {See page 26.) The other stations, as far as Cincinnati, have already been described. {See pages 26 to 41.) n O UTE XI. BALTHWRE TO ST. LOUIS. Via Baltimore <&, Ohio., Marietta &, Cincin¬ nati., and Ohio db Mississipi Railways. As far as Grafton, 279 miles from Baltimore on the main line, this route has been fully described in Route X. At Grafton the traveller takes the Parkers¬ burg Division, upon which are the fol¬ lowing Stations : —Grafton, 279 miles from Baltimore; Webster, 283; Simpson’s, 287 ; Eiemington, 289 ; Bridgeport, 296 ; Clarksburg, 301 ; Wilsonburg, 305 ; Cherry Camp, 313; Salem, 315; Long Run, 320 ; Smithton, 325 ; West Union, 329; Central, 331; Pennsboro’, 341 ; Ellenboro’, 346 ; Cornw'allis, 351 ; Cairo, 354 ; Petroleum, 361 ; L. E. Junction, 363 ; Eaton’s, 364; Walker’s, 368; Kanawha, 373 ; Claysville, 376; Parkers¬ burg (connects with Marietta & Cincin¬ nati Railway), 383. W. Vsi. (279 miles). {See page 68.) From Grafton to the Ohio River the road passes through a well-wooded country, rich in coal and petroleum. Aside from this, it is very rough and unproductive, and without in¬ terest to the tourist. For. the most part, the villages are small and unimportant. Ciarlcsbiii-s*, W. Ta. (301 miles), the first station of any conse¬ quence, is the capital of Harrison County. It is situated on a high table-land on the west bank of the Alouongahela River., and is surrounded by hills. There are valu¬ able .mines of bituminous coal in the vicinity. l®eta'olcii3ii, Vsi. (361 miles), is the centre of the rich oil-regions of West Virginia. Claysville, W. Va. (376 miles), is situated on the Little Kanawha River. It has a fine water-power, and several mills. Ta. (383 miles), the capital of Wood County, is situated upon the Ohio River at the mouth of the Little lioMawha. It is a pleasant place emd is neatly built. Petro¬ leum is abundant in the vicinity. On January 9,1871, a bridge across the Ohio to Belpre was opened to the public. 70 Stations.] BALTIMORE TO ST. LOUIS, ROUTE XL [Blanchester. The first stone was laid in July, 1869, and the whole structure completed on January Y, 1871. It is said that no work of similar magnitude has ever been con¬ structed in this country in such a brief period. Some idea of the labor and ex¬ pense incurred in bridging the river at this point may be formed from the fol¬ lowing statistics : The total length is one mile and 1,762 feet; the two main chan¬ nel spans are each 350 feet, and are 90 feet above low-water mark ; there are four river spans, 210 feet in length. In addi¬ tion, on the Ohio side, there are five spans of 120 feet each ; two of 126 feet, and two “ approach ” spans of 55 feet; while on the Virginia side, there are eight spans of 100 feet; twelve of 59 feet; three of 62 feet, and eleven smaller ones averaging from 25 to 30 feet. The bridge is approached on the Ohio side by an embankment more than a mile long, in the formation of which every precaution has been taken to guard against the occurrence of slides or wash¬ ing, to which work of this character is more or less subject. The total cost of this bridge and approaches exceeds a million dollars. Marietta & Cincinnati Railway Sta¬ tions. —Belpre, 384 miles from Baltimore; Scott’s Landing, 393; Vincent’s, 403 ; Cutter, 410 ; New England, 419 ; War¬ ren’s, 423 ; Athens, 429; Marshfield, 436 ; Zaleski, 449 ; Hamden (Junction of Ports¬ mouth Branch), 460 ; Raysville, 471 ; Londonderry, 478 ; Schooley’s, 483 ; Chillicothe (crosses Ohio Canal), 490; Frankfort, 603; Greenfield, 514; Mon¬ roe, 520 ; Lexington, 526 ; Vienna, 531 ; Martinsville, 538; Blanchester (Hills¬ borough Branch diverges), 547; Spence’s, 557 ; Loveland (connects with Little Miami Railway), 563 ; Montgomery, 568 ; Madisonville, 574 ; Cincinnati, Hamilton & Dayton Junction, 581; Cincinnati, 589. O. (384 miles), on the Ohio River ^ the first station in Ohio, is only a small place. Atliesis, O. (429 miles), the capital of Athens County, is pleasantly situated upon the Hocking River. The Ohio University^ founded in 1804, the oldest college in the State, is located here, as also is one of the State Lunatic Asylums. The Hocking Valley Railway affords direct railway communication with Columbus. In the neighborhood are several Indian mounds similar to the one at Mounds- ville. ManiaeleM, €>. (460 miles), is the junction of the branch road to Ports¬ mouth on the Ohio, at the mouth of the Scioto River. CSailiicotlae, O. (490 miles), is the capital of Ross County, and is beauti¬ fully situated on the east bank of the Scioto River., in the midst of a very fertile and productive region. It has a large trade, being the commercial centre of this section of the State, and has the advantage, not only of railway connec¬ tions, but also of being upon the Ohio Erie Canal. The city is built upon a plateau, through which flows the beautiful Scioto^ and is surrounded by high hills. It is regularly laid out with broad, pleasant streets, and has many handsome build¬ ings, embracing churches, school-houses, and a stone court-house which cost over $ 100 , 000 . Chillicothe is a very old place, having been founded in 1796. It was from 1800 to 1810 the capital of the State. After¬ ward the seat of government was removed to Zanesville, and subsequently to Co¬ lumbus. Chillicothe does not owe all its prosperity to its commercial importance, but, being the seat of several manufac¬ tories, and being within easy access of the coal and iron regions of Ohio, by means of the Marietta & Cincinnati Rail¬ way., it is a good place for the investment of capital. (503 miles), is a growing village, situated in a rich and populous farming region. Mi'eeiiiieid, i>. (514 miles), has an active trade, the country in the vicinity being rich and highly cultivated; in fact, one travelling through this part of the State cannot but be struck with the beauty of the villages, the fertility of the land, and the high state of cultivation to which it has been brought. Oo (526 miles), on the Clear Fork of Mohiccan River., is a flour¬ ishing milling village. I51aiiclaestei% O. (547 miles), is the point where the road branches to Hillsborough, a distance of 21 miles. 71 Loveland.] WESTERN TOUR. [Sterling, €>. (563 miles), is the crossing of the Little Miami Railicay. ClBBciaaBisitl, (589 miles). {See page 31.) From Cincinnati to St. Louis the road has already been described. (See page 59.) St. ELiOBils, Mo. (By this Route 9^73 miles from Baltimore.) (See page 16.) BOUTE XII. XEW YORK TO OMAHA, NEBRASKA. Via Chicago &, Northwestern Railway. Stations. —Chicago—Harlem, 9 miles from Chicago; Cottage Hill, 16 ; Wheaton, 25; Junction, 30; Geneva, 36; Black¬ berry, 44 ; Lodi, 51 ; Cortland, 55 ; De- Kalb, 58 ; Malta, 64 ; Creston, 70 ; Ro¬ chelle, 75; Ashton, 84; Franklin, 88; Dixon (connects with Main Line of Illi¬ nois Central Railway), 98 ; Sterling (con¬ nects with Rockford, Rock Island A St. Louis Railway), 110; Morrison, 124; Fulton, 136; Clinton, 138; Camanche, 143 ; Low Moor, 148 ; Malone, 152 ; De Witt, 157 ; Calamus, 169; Wheatland, 173 ; Loudon, 178 ; Clarence, 185 ; Stan- wood, 190; Lisbon, 202; Bertram, 210; Cedar Rapids (connects with Dubuque Southwestern, and Burlington, Cedar Rap¬ ids k. Minnesota Railways), 219 ; Fairfax, 228; Blairstown, 244; Belle Blains, 254; Tama, 270 ; Legrand, 280 ; Marshall (connects with Central Railway of Iowa), 289 ; State Centre, 303 ; Nevada, 318 ; Boone, 340; Beaver, 357; Grand Junc¬ tion (connects with Des Moines Valley Railway), 364; New Jefferson, 370; Glid- dcn, 388 ; Carroll, 396 ; West Side, 409 ; Denison, 424 ; Dunlap, 441 ; Missouri Val¬ ley Junction (connects with Sioux City A Pacific Railway), 467 ; Crescent, 482 ; Council Bluffs, 488; Missouri Railway (connects with ferry to Omaha, there con¬ necting with Union Pacific Railway), 491. From New York to Chicago take either of the three Routes first named in this book. CSiicag'o, Ill. (See page 6.) From Chicago to Omaha this line of road passes through a country which, with the exception of a few inhabited points along the navigable rivers, twenty years ago, was one vast prairie traversed only 72 by the Indian, the trapper, and the wild game which then abounded, but which is now fast disappearing before the on¬ ward march of civilization. Many of the villages and cities along the road are I thriving and attractive, but are as yet too young to possess the public con¬ veniences and advantages one looks for in places of more gradual development. There are some, however, whose rapid growth has already placed them on an equality with their older sisters of the Eastern States. With the rapid increase of the lines of railway, and the conse¬ quent settlement of the rich land thrown open to market, the landscape'loses much of its distinctive character; and, though the peculiar nature of the country now level as a floor, and now rolling like the waves of the ocean, still remains, it is no longer a treeless, boundless expanse of waving grass and variegated flowers. Orchards have been planted, groves of forest-trees are springing from the prairie, and the view in many jflaces reminds one of the garden regions of the Eastern States. Ill. (30 miles), is the point of divergence of the Galena Divis¬ ion of this road. lieiieva, fill. (36 miles), is a pros¬ perous place, situated on the Fox River, which furnishes a fine water-power. It is the capital of Kane County, and has many business advantages. IMxobb, Ill. (98 miles), the capital of Lee County, is at the junction of the main line of the Illinois Central Railway. It is situated on ifoeX:/f/wr,‘which, being dammed at this point, furnishes a fine water-power for the mills, that are one of the sources of the prosperity of the place. A United States land-office is located at Dixon. From Dixon to Ster¬ ling the road runs parallel to and north of Rock River, which a short distance beyond the latter point diverges to the south. Sterlisig’, Ill. (110 miles), is beau¬ tifully situated on the north bank of Rock River, which here, naturally affording a fine water-power, has been improved by a stone dam supplying several mills, founderies, and machine-shops. This is an important point for the shipment of grain and produce, and is the junction of the Fulton.] NEW YORK TO OMAHA, ROUTE XII. [Boone. Rockford^ Rock Island & St. Louis Rail¬ way. Fulton, 111. (186 miles), the last station in the State, stands upon the eastern bank of the Mississippi River, which is here crossed by a splendid bridge. It is built of iron, is 4,100 feet long, and cost $600,000. The draw is 300 feet long. It revolves on its own centre, uncovering two spans of 120 feet each, through which passes the main channel of the river. It is worked by a steam-engine of 25 horse-power, perched on a framework elevated over the track sufficiently high to permit the cars to pass beneath it. The Illinois end of the bridge passes over a flat, or bottom, then crosses a shallow channel to an island, which, being thickly covered with trees, and at the time of high water usually submerged, presents a picturesque appearance, as the woods, without any apparent support, seem to float in an erect position on /the surface of the stream. After crossing the island the main channel of the river is reached, spanned by the large draw just described. From this draw, looking up the river, there is a fine view taking in three towns. On the Illinois bank, some two miles above the bridge, stands Fulton, its huge elevator being one of the most prominent objects seen. Directly opposite, on the Iowa side, is Lyons, and at the western end of the bridge stands Clinton. Cliutou, lo. (138 miles), is pleasantly situated on the west bank of the Mississippi. It contains the loco¬ motive repair-shops of this division of the road, and is one of the stations for the change of engines on through-trains. It is the site of a large number of savr- mills, and is one of the leading lumbering- places on the river. One of the saw-mills here has facilities for sawing 200,000 feet of lumber a day. It is well worth visit- ing. CauiaiicSic, So. (143 miles), is a small village v/hich was the scene of one of those terrible tornadoes which sometimes sweep away an entire town on these Western prairies. The storm to which reference is here made was one of exceptional violence, and played more curious and apparently incredible freaks than are usual even among these eccentric breezres—among the most wonderful of which is, that a horse was taken up, car¬ ried across the Mississippi, and landed unhurt, nearly three miles from home I This is vouched for as being absolutely true by residents of the place, but seems rather exaggerated. From CUnton to Cedar Rapids the road passes through a rolling prairie, dotted with a succession of young and thriving towns, and is relieved from monotony by numerous groups of trees, the whole ap¬ pearing like an immense farm in some old country where a small quantity of timber has been judiciously allowed to remain; indeed, it seems sometimes im¬ possible to realize that never in the mem¬ ory of man, or even in the traditions of the Indians, have trees been known upon these grassy knolls. Cedar IS^apids, lo. (219 miles), on the Red Cedar River, is already a place of importance, and is destined to become a flourishing city. The Dubuque, Southwestern, and the Burlington, Cedar Rapids do Minnesota Railways connect here, making it a railway centre. Other roads to this point are now constructing. Marslaall, lo. (289 miles). Con¬ nections are made with the Central Rail¬ way of Iowa. ISooiae, lo. (340 miles), was founded in 1865, and even now (1871) is an important and rapidly-grov/ing place. Its inhabitants have two characteristics necessary to the building up of a large town—a commendable degree of enter¬ prise, and an idea that the State of Iowa contains no other town besides that of Boone. The country round about it is fertile and productive. The whole country is here underlaid by coal, and at this point much of the coal used upon the Iowa Division of the Chi¬ cago k Northv/estern Railway is pro¬ cured. Steadily journeying westward from Boone, the tourist passes through the valley of the Des Moines. The country is well wooded and rugged, being more like that of the Eastern States than any of the route between Chicago and the Missou7'i River. The approaches on either side of the river are of the wildest character, and demand the heaviest grading from the 73 Tip-Top.] WESTERN TOUR. [Council Bluffs. railroad which crosses it. In some sec¬ tions the grade of the track is not less than 80 feet to the mile, while the lowest degree of inclination marks an ascent of 53 feet in the same distance. It is not unlike, in many respects, the wild, grand scenery which has made famous the Del¬ aware Division of the Erie road, save that, in place of the broad river at the foot of the hills, there are swift-running moun¬ tain streams in the wet season, and dry gulches in a time of drought. In this sec¬ tion coal of ex(*-ellent quality abounds, and upon either side of the road are to be seen the works over the shafts and the begrimed faces of the miners who delve day after day beneath the surface. The Des Moines River is spanned by a fine bridge which bears the train in safety over the stream at a dizzy height above the water below. Formally miles after leaving the valley the road passes over a superb prairie, which, except for the villages which have sprung up around the few stations since 1866, remains in its primitive con¬ dition. 'rip-Top, lo. (405 miles), is the highest point in the State, being 870 feet above the level of Lake Michigan. In spring and summer the surrounding ]irairie is rich in long grass, and beauti¬ ful flowers ; but in the winter snow-drifts 20 feet in depth are not uncommon. At this point two streams take their rise from springs. The one. Storm Creel\ flows to the east, its waters eventually finding their way to the Mississippi. The. other, the Eager^ runs to the west, and empties into the Missouri, not far from Council Bluffs. ][>ciiisoii. So. (424 miles), is a promising young town. At this point we enter upon the Boyer Valley, which varies from two to four miles in width, and is a flat bottom between two rows of hills. The scenery of this valley, in contrast to that of the prairie, is very pleasing. I>iiulap9 So. (441 miles), is a growing town. The company has an engine-house here, and there is a fair hotel. IHissoiiri Valley Jitiictioii (467 miles) is the junction of the Sioux City & Pacific Railway. 74 The descent into the Missouri Valley commences here, and we have a full view of the “ bluffs ” for the first time. The road, taking a southwesterly course, al¬ most skirts those on the Iowa side, while those of Nebraska loom up on the oppo¬ site side of the broad river-bottom. Coiiiicil lllaii^9 lo. (488 miles), is the capital of Pottawattomie County, Iowa, and is situated in the Mis¬ souri Bottom, at the foot of the bluffs, which here are high and very precipi¬ tous. The river seems to vibrate between the blufts, eating the earth away from the one side and depositing it on the other, so that this city, which was, when first settled, upon the river’s edge, is now some three miles away from it. This gives it plenty of room to extend its limits, and it is probable that, however it may increase in population, there will al¬ ways be room for manufactories, jobbing- houses and similar establishments, while upon the bluffs, at no distant day, will be clustered the residences, elegant churches, pleasure-grounds, and other ac¬ cessories, of the home portion of a large city. The views from these bluffs are very beautiful. In 1804 Clark and Lewis held a council here with the Indians, and gave it its name. The streets cross each other at right angles, one set run¬ ning from the river to the bluffs, which stay their farther progress in that direc¬ tion. There is an expensive Court-House at this place, and the State Institute for the Deaf and Dumb., now building, will be an ornament to the city. The residents of Council Bluffs claim that, when the great bridge across the Mis¬ souri is finished, Omaha will be in effect a mere suburb of their city; while the residents of Omaha reverse the prophecy. The following railways now centre at Council Bluffs, connecting by ferry with the Pacific Railway at Omaha : Chicago d' Northwestern; Chicago., Rock Island aveiipoa*t, lo. (183 miles), a flourishing city, the capital of Scott County, is the metropolis of the State. Its population in 1860 was 11,267; and in 1870, 23,560. The city is finely lo¬ cated on the Mississippi River^ at the foot of the Upper Rapids^ 330 miles above St. Louis. It is built at the foot, along the slope, and upon the top of a gently-rising bluiF, extending along the river a distance of 3^ miles. It is connected with the island and city of Rock Island by a substantial railroad bridge, which is soon to be replaced by the new Government railroad, carriage, and foot bridge, of wrought-iron on massive Joliet stone piers which are already built. This bridge will be completed in 1871, at a cost of $1,000,000, equally divided be¬ tween the U. S. Government and the Chicago, Rock Island & Pacific Railway. The city has 5 miles of street-railway; an immense water-power, that steps are being taken to improve ; and is the great grain depot of the Upper Mississippi. Here are numerous extensive jobbing- houses, manufactories of machinery, woullens, lumber, and agricultural machin¬ ery, furniture, etc. About the city and its suburbs the tourist will find pleasant drives, and from lookout points along the bluffs are son:ie of the most magnificent views of river, bluff-land and prairie scenery, embracing in one grand sweep the island, the city of Rock Island, the villages of Moline, Milan, and the encircling amphitheatre of bluffs—the magnificent river stretching out miles and miles away on either hand. Davenport has 25 church edifices, and large and substantial school buildings. There are here also Griswold College^ College of the Sisters of the Immaculate Conception^ and Mercy Hospital^ and here is the finest opera-house in the West, outside of Chicago. Davenport was settled in 1835 by Antoine Le Claire, a half-breed interpreter of the Sac and Fox Indians, whose chief village was here. It is now one of the most prosperous of the Western cities, situated in the heart of extensive bitu¬ minous coal-fields, at the junction of rail¬ roads extending in every direction—the Chicago^ Rock Island Pacific^ Daven¬ port S St. Faul^ Chicago & Southwestern lines on the west; and the Chicago^ Rock Island efi Pacific^ Rockford^ Rock Island efi St. Louis^ Western Union^ Peoria dc Rock Island on the east. Its hotel accommodations are exten¬ sive, the Burtis taking the lead. Round about are the villages of Le Claire, Buftalo, 77 Wilton.] WESTERN TOUR. [Des Moines. Gilbert Town and Valley City—connected by picturesque*, drives. Wiltoii, ffo. (208 miles), is a pret¬ ty post-village of Muscatine County. A branch to Muscatine^ a city of GASO in¬ habitants, 12 miles distant, on the Mis¬ sissippi, thence to the southern boundary of the State, and soon to be extended to Leavenworth, Kansas, leaves the main line here. West lAberfy, lo. (221 miles), is a neat, thrifty post-village in ^luscatine County. Here is the crossing of the Bur- lirif/ton^ Cedar Rajnds ch Muiuesota Rail¬ way^ completed to the Northern part of the State. Iow;i City, lo. (237 miles), is quite a flourishing town, and is beauti¬ fully situated on the bluffs of the Iowa River. It was formerly the capital of the State, being selected as such in May, 1839, wlien it was entirely in a state of nature. Within a year from that time it contained from 500 to 700 inhabitants. The late census gives it a population of 7,500. The tOAvn is embowered among groves of trees, and surrounded by fer¬ tile farms. The streets, for the most part, are long and wide. At the intersec¬ tion of Capital Street and Iowa Avenue, on a commanding eminence, stands the former capitol, a flne edifice of the Doric order, 120 feet long and GO feet wide. This building has been transferred to the State University^ whieh has about 500 pupils. The river is navigable by steam¬ boats from its mouth to this place in high water, and affords excellent water-power. Iowa City has 12 churches, a paper-mill, machine-shops, a linseed-oil mill, flour¬ mills, etc. Ropulation in 1870, 7,500. Oriiiiiell, lo. (302 miles), is a thriving post-village, and the seat of Iowa College. The North Iowa Central Rail¬ road crosses the Chicago, Rock Island & Pacific at this point. NewtoBi, fio. (322 miles), is the capital of Jasper County. It has several fine buildings. Coal is found in large quantities in its vicinity. l>es i^foiiBcs, lo. (357 miles), the capital of Iowa, is situated at the junction of the Des Mowes and Raccoon Rivers. It contains 15 churches, a paper-mill, ma¬ chine-shops, and founderies, an academy, five high-schools, a U. S. Court, a hand- 78 some post-office building, and many very fine private residences. The foundation of a new $3,000,000 State-House is being laid. Extensive coal-mines are worked here, and wood is abundant. From its excel¬ lent location this is destined to be a large and thrifty city. Population in 1870, 12,380. T\\e Des Moines Valley Railway connects here with Keokuk at the south¬ east corner of the State, and Fort Dodge., some fifty miles northward. From Des Moines the road passes through a fine prairie country, dotted with pretty villages, until we reach the bluffs, and descend into the Missouri Bottom. Coiiiioil lo. (490 miles), has been described in Route XII. [See page 74.) Jl O U TE XJ V. CHICAGO TO 021 A HA. Via Chicago., Burlington iirg’. 111, (163 miles), is a flourishing city, with a rapidly-growing trade. It is noted for its educational advantages, being the seat of Knox Col¬ lege and of Lombard College, and has a female seminary and several public .schools. It is surrounded by a rich farming country. The road branches here, the main line or Quincy Division continuing toward the southwest, while westward-bound passengers turn toward Burlington. The Galesburg cfi Peoria Branch., 53 miles long, diverges here. The following are the names of the sta¬ tions : Gilson, Maquon, Summit, Yates City, Elmwood, Oak Hill, Edwards, Kick- apoo, Peoria. ]lIoiiaBi03B.tli9 111, (179 miles), the capital of Warren County, is a prosper¬ ous place, and is situated on a rich and beautiful prairie. It contains a college. East Hurlisig'toiL, Ill. (206 miles), the last station in Illinois, is upon the Mississippi River., opposite Burling¬ ton, Iowa, which is reached by ferry. llarlingtoiB., So, (207 miles), the capital of Des Moines County, excepting Davenport and Dubuque, is the largest city in the State, and a place of great commercial importance. The business portion of the city is built upon the low ground along the river, while the resi¬ dences upon the high bluffs command extended views of the fine river scenery. The river at this point is a broad, deep, and beautiful stream of clear water, and upon the bluffs between which it passes are large orchards and vineyards. The city is regularly laid out and well built, the houses being chiefly of brick. It contains Burlington University (a 79 Mount Pleasant.] WESTERN TOUR. [Stations. Baptist institution), a public library, and many handsome churches. It is connect¬ ed with all the river-ports by regular lines of steamers. The business of the city is large. The following raihvay lines centre here ; Chicago^ Burlington d' Quincy^ which has just been described; Carthage Branch of Chicago^ Burlington d Quincy, which runs south on the Illi¬ nois side of the river for 57 miles, and has the following stations: Lomax, Colusa, Ferris, Carthage, Basco, West Point, Stillwell, Mendon ; Burlington d Keokuk Branch of Chicago, Burlington d Quincy, running south 43 miles on the Iowa side, and having the following sta¬ tions: Wever, Fort Madison, Painter Creek, Nashville, Sandusky, Keokuk; and Burlington d Missouri Bailway. Taking the cars of the Burlington d Missouri Biver Bailway, the tourist may prepare himself for a pleasant ride of about 14 hours across the rolling prairie- lands of the State, continually though imperceptibly rising, until at Crestou he finds himself on the dividing ridge be¬ tween the Mississippi and the Missouri, 800 feet above their level.. l*leasaiit, lo, (235 miles), the capital of Henry County, stands upon an elevated prairie, surrounded on all sides but the east by Big Creek, which is here bent like a horseshoe. It con¬ tains Whittier College, the Wesleyan Uni¬ versity, and several good schools. About a mile to the south of the railway, and in full view from the cars, is the Iowa Hospital for the Insane. The country in the vicinity is highly productive, and the soil easily cultivated. fi^airlaeld, lo. (257 miles), the capital of Jefferson County, is situated on Big Cedar Creek, and is one of the most important towns in the interior of the State. There are in this place a United States land-office, a female seminary, and a college established by the State. The surrounding country is rolling prairie, diversified with forests of hard wood, and is well w^atered. Ottumwa, lo. (285 miles), is the capital of Wapello County, and is the largest town on this line between the Mississippi and the Missouri. For several years it was the terminus of the road. It has a good wuiter-power from the Dcs 80 Moines Bircr, and is surrounded by coal, timber, and building-stone. The Des Moines Valley Bailway connects here. All>ia, lo. (307 miles), is the capital of Monroe County. It is surrounded by a rich farming district of alternating prairies and woodlands. CSaaritoia, lo. (337 miles), is the capital of Lucas County, and is situated upon Chariton Hirer. Osceola, lo. (363 miles), is the capital of Clarke County. It is situated on the dividing ridge between White BreaM and Squaw Creeks. The railway now building from Des Moines to Kansas City will connect here. Crestoia, lo. (397 miles), is upon the dividing ridge between the Missis¬ sippi and Missouri Rivers. The engine- houses and car-repair shops of this divi¬ sion of the road are located here. IScil ^>alc, lo. (448 miles), is the capital of Montgomery County. The Bed Oak Branch for East Nebraska City di¬ verges here. OlcBawooil, lo. (478 miles), is the capital of Mills County, and is four miles east of Pacific Junction, w^here the Plats- rnouth d Lincoln Branch, now completed as far as Lincoln, Neb., diverges, crossing the Missouri Biver by ferry at Flats- mouth. Coiiiacil ISliill’^, lo. (493 miles), described in Route XII. {See page 74.) Omuliu, Ael>. (504 miles), de¬ scribed in Route XVIII. {See page 95.) n O UTE X V. PEW YORK TO OMAHA VIA LOGANS- PORT, PEORIA, AND KEOKUK. Via Route IL to Toledo; Route XII. to Logansport; and Pittsburg, Cincinnati dr, St. Louis; Toledo, Peoria d Warsaw; Des Aloines Valley and Iowa Division of Chicago, Rock Island d Pacific Railways. Stations. — Columbus, Chicago d Indi¬ ana Central Division of Pittsburg Cin- cinnatti d St. Louis Bailway. —Logans¬ port, 906 miles from New York ; Burnet- ville, 918; Reynolds (connects with Louis¬ ville, New Albany & Chicago Rail way )- 923; Remington, 937; State Line (con¬ nects with Toledo, Peoria & Warsaw Rail¬ way), 957. Logansport.] NEW YORK TO OMAHA, ROUTE XV. [Bushnell. Stations. — Toledo^ Peoria do Warsaiu Railway. —State Line, 957 miles from New York ; Watseka, 968 ; Gilman (con¬ nects with Chicago Branch of Illinois Central Railway), 982 ; Chatsworth. 997 ; Chenoa (connects with Chicago & Alton Railway), 1,020 ; El Paso (connects with Illinois Central Railway),'1,035; Wash¬ ington, 1,056 ; Peoria (connects with Peoria, Pekin & Jacksonville Railway), 1,068; Canton, 1,096 ; Bushnell (con¬ nects with Chicago, Burlington & Quincy Railway), 1,128 ; LaHarpe, 1,152 ; Elvas- ton, 1,173 ; Warsaw (connects by ferry with Des Moines Valley Railway), 1,184. Stations. —Desdfoincs Valley Railway. —Keokuk, 1,185 miles from New York ; Sand Prairie, 1,199 ; Belfast, 1,204 ; Far¬ mington, 1,215; Bonaparte, 1,220; Ben- tonsport, 1,223 ; Kilbourne, 1,232 ; Inde¬ pendent, 1,243 ; Ashland (connects with Branch of Chicago, Rock Island & Pacific Railway), 1,248 ; Ottumwa (connects with Burlington & Missouri River Railway), 1,260; Eddyville, 1,276 ; Oskaloosa, 1,284 ; Pella, 1,299 ; Otley, 1,308 ; Monroe, 1,313 ; Prairie City, 1,322 ; Woodville, 1,328 ; Des Moines (connects with Chicago, Rock Island & Pacific Railway), 1,346. Stations. — Chicago^ Rock Island do Pa¬ cific Railway. —Des Moines, 1,346 miles from New York; Boone, 1,361; De Soto, 1,368 ; Dexter, 1,381; Casey, 1,397 ; Adair, 1,404; Anita, 1,411; Atlantic, 1,425; Avoca, 1,444; Shelby, 1,452; Neola, 1,463; Council Bluffs, 1,479 ; Missouri River^ 1,482; Omaha (connects with Union Pacific Railway), 1,483. From the number of different corpora¬ tions named in this list a traveller would almost be deterred from attempting the trip ; but this would be a groundless an¬ ticipation of trouble, for changes of cars are by no means as frequent as it would appear, arrangements existing by vrhich the cars of any one of these roads may be run over the tracks of the others. B^og'saiasport, laail. (906 mnles). {See page 83.) Mcysaolcls, (923 miles), is the Junction of the Louisville^ New Albany do Chicago Railway. State Sasac, fiiai. (957 miles), is the junction of the Toledo^ Peoria do Wabash Raihoay^ the line of which we now follow. CJilasaaia, Ill. (982 miles), is the junction of the Chicago Branch of the Illinois Centred Railway^ and is a steadily- growing place. Claesioa, III. (1,020 miles), is a small town at the intersection of the Chi¬ cago do Alton Railway. El JPaso, lli. (1,035 miles), is a place of considerable importance, being the largest place betvveen Peoria and the State line. It has a population of over 3,000 inhabitants, and contains eight churches, and schools, manufactories, stores, etc., equal to those of any town of its size in the State. The country in the neighborhood is being rapidly settled, the land being some of the richest in the State. The main line of the Illinois Cen¬ tral Railway connects here. l^eoria, MI. (1,068 miles), is the capital of the county of the same name, and is one of the most important cities in the State. It stands upon the west bank of the Illinois River at the mouth of Peoria Lake^ and has water communica¬ tion both with Chicago and St. Louis, by means of river and canal. It is also an important railway point, and is the centre of an immense trade. The following de¬ scription is not exaggerated : “ Peoria is the most beautiful place on the river. Situated on rising ground, a broad plateau extending back from the bluff, it is free from inundation at times of high w^ater. The river here expands into a broad, deep lake, which is a most beautiful feature in the scenery of the town, and as useful as beautiful, supply¬ ing the inhabitants wdth ample stores of fish, and in winter with abundance of the purest ice. A substantial drawbridge connects the town with the opposite bank. The city is laid out in rectangular blocks, the streets being wide and well graded. The schools and churches are prosperous, and the society good. A public square has been reserved near the centre. Back of the town extends one of the finest rolling prairies in the State.” The Peoria., Pekin do Jacksonville Rail¬ way connects here. fcaiatoii. Mi. (1,096 miles), is a pleasant village at the intersection of a branch of the Chicago^ Burlington d Quincy Railicay. ISiislaMcil, lit. (1,128 miles), is • 81 Warsaw.] WESTERN TOUR. [Stations. where the main line of the Chicago^ Bur¬ lington & Quhicg Railway connects. Warsaw, III. (1,18-^ miles), is the western terminus of the Toledo^ Peoria & Wabash Railway^ and is a thriving place. It is on the eastern bank of the Mississippi, at the foot of the lower rapids, is pleasantly situated upon elevated ground, and has a large river- trade. It is connected by ferry with Keokuk, Iowa. I£eok;iilc, lo. (1,185 miles), is the eastern terminus of the Des ]\[o'rncs Valley Railway^ and is the semi-capital of Lee County. It is situated on the west bank of the Mississippi River^ which is here a mile wide. The lower rapids, at thn foot of which the city stands, are 11 miles long, and in that distance the water falls 24 feet, affording a good water- })owcr. This is the head of navigation for the very largest size of river-steamers, though large and elegant packets run as far as St. Paul, Minnesota. The city is well built and finely situated, standing upon a limestone formation which fur¬ nishes good building-material. The Medical Department of the State University is situated here, and educa¬ tional facilities of all kinds are good. The river flows between bluffs about 150 feet in height. In the centre is an island affording good facilities for constructing a liridge at this point. The railway follows the course of tlie Dcs ^foilies River^ which empties into the Mississippi 4 miles below Keokuk. The river flows through a fertile and un¬ dulating country, and the valley is in places very beautiful. Improvements are now in progress by which it is in¬ tended to make the river navigable as far as Des Moines. I^arming’tOBi, lo. (1,215 miles), is a thriving place, and the shipping- point for a rich farming district. lo. (1,248 miles). A Branch of the Chicago^ Rock Island do Pacific Railway^ running from Wilton, through Muscatine, Washington, etc., con¬ nects here. OttiiiBiwa, lo. (I,2u0 miles), connects with the Burlington cb Missouri River and the North dfissouri Raihoays. (For description, see Route XIV., page 80.) Oslcaloosa, lo. (1,284 miles), 82 the capital of Mahaska County, has an elevated situation, and is surrounded by a fertile region. It was laid out in 1844, and has a settled and rapidly-in¬ creasing population. I>es ^loiiies, lo. (1,346 miles), has been described in Route XIII. {See page 78.) From Des Moines to Omaha the journey is over the Chicago^ Rock Island & Pacifi/i Railway^ which has been described in Route XIII. ROUTE XVI. NEW YORK TO OMAHA. Via Route IT. to Toledo^ Ohio., thence Via Toledo., Wabash cC Western., Hannibal Et. Joseph, and Kansas City., St. Joseph S Council lUuffs Railways. Stations.— Toledo^ Wabash do Western Railway. —Toledo: Maumee City, 9 miles ; Whitehouse, 17; Washington, 26; Lib¬ erty, 30 ; Napoleon, 36 ; Oakland, 43 ; Defiance, 51 ; Emerald, 61 ; Antwerp, 72; Woodburn, 80; New Haven, 88 ; Fort Wayne (connects with Pittsburg, Fort Wayne & Chicago Railway), 94; Roanoke, 110; Huntington, 118; Antioch, 124; Lagro, 131; Wabash, 136; Kellers, 141 ; Peru (connects with Indianapolis, Peru A Chicago Railway, 150 ; Wavcrly, 158; Logansport (connects with Colum¬ bus, Chicago & Indiana Central Railway), 166; Clymers, 171; Rockfleld, 180; Delphi, 187; Buck Creek, 195; Lafay¬ ette (connects with Indiana, Cincinnati & Lafayette Railway, and with Louisville, New Albany & Chicago Railway), 2()3; Wea, 210; West Point, 212; Attica, 224 ; Williamsport, 227; Marshfield, 236; State Line, 243 ; Danville (connects with In¬ dianapolis, Bloomington & Western Rail¬ way), 250 ; Catlin, 256 ; Fairmount, 263 ; Homer, 270; Sidney, 276; Tolono (con¬ nects with Chicago Division of Illinois Central Railway), 286; Bement, 303; Cerro Gordo, 312; Sangamon, 319; Decatur (connects Avith Main Line of Illinois Central Railway), 324; Niantic, 335; Illiopolis, 339; Mechanicsburg, 348; Dawson, 351; Howlett, 355; Springfield (connects Avith Chicago A Alton Raihvay), 362; Chicago A Alton Junction, 364 ; Curran, 371; Berlin, 379 ; Stations.] NEW YORK TO OMAHA, ROUTE XYI. [Delphi. Island Grove, 381 ; Alexander, 386 ; Or¬ leans, 388 ; Jacksonville (connects with Jacksonville Division Chicago & Alton Railway), 396 ; Chapin, 406 ; Morgan, 408; Neely’s, 411; Bluffs, 414; Naples, 418; Griggsville, 428 ; Pittsfield Junction, 432; New Salem, 435; Barry, 446 ; East Hannibal, 463 ; Hannibal (connects with Hannibal & St. Joseph Railway), 464. Stations. —Hannibal & St. Joseph Rail¬ way. —Hannibal, 464 miles from Toledo; Barkley, 474 ; Palmyra Junction (con¬ nects with branch to Quincy, where connections are made with Chicago, Bur¬ lington & Quincy, and Toledo, Wabash & Western Railways), 479; Monroe, 494; Hunne Welle, 501; Shelbina (connects with stages to Paris and Shelbyville), 611; Clarence, 523 ; Carbon, 531; Macon (connects with North Missouri Railway for St. Louis), 534 ; Bevier, 539 ; Callao, 543 ; New Cambria, 550 ; Bucklin, 558; St. Catherine, 664; Brookfield, 568; Laclede (connects with stage for Brunswick, Linnens, etc.), 573; Mead- ville, 579 ; Wheeling, • 684 ; Chillicothe (connects with stage for Trenton, Prince¬ ton, etc.), 593 ; Utica, 598; Brecken- ridge, 608; Hamilton (connects with stages for Richmond and Lexington), 619; Kidder, 626; Cameron, 634; Cameron Junction (connects with Cam¬ eron k Kansas City Branch, for Turney, Lathrop, Holt, Kearney, Robertson, Lib¬ erty, Arnold, Harlem, and Kansas City), 635 ; Osborn, 640; Stewartsville, 648 ; Easton, 657; St. Joseph (connects with Missouri Valley Railway for Atchison and Leavenworth ; with Kansas City, St. Joseph & Council Bluffs Railway for Council Bluffs and Omaha, there connect¬ ing with Union Pacific Railway for Cali¬ fornia), 662. Stations. — Kansas City., St. Joseph & Council Bluff's Railway. —Nodaway, 676 miles from Toledo; Forest City, 691; Bigelow, 701; Corning, 714; Phelps, 727 ; Hamburg (connects with Red Oak Branch of the Burlington & Missouri River Railway), 741; East Nebraska City, 752; Bartlett, 767; Pacific Junction (connects with Burlington & Missouri River Railway), 775; Council Bluffs (connects with all diverging railways and with steamers on Missouri River), 792; Omaha, 796. T’oleclo, O, (715 miles from New York). (See page 19.) MaTimee City, O. (9 miles), is at the head of actual steamboat naviga¬ tion on the Maumee River. Napoleon, €>• (36 miles), the capi¬ tal of Henry County, is a village upon the left bank of the Maumee River and upon the Wabash dt Erie Canal. I>eliaiice, O, (51 miles), the capi¬ tal of Defiance County, is upon the site of Fort Defiance, which was built by General Wayne in 1794. It is a pros¬ perous place, at the junction of the Auglaize wfith the Maumee Rive7\ which latter stream is navigable for small steamers to this point at high water. Ordinarily it is not navigable for vessels of more than about 60 tons’ burden. Antwerp, O. (80 miles), is the last station in Ohio. Fort Wayne, Ind. (94 miles), connects with Pittsburg.^ Fort Wayne <& Chicago Railway. (See page 24.) lliiuting-ton, Ind.. (118 miles), the capital of Huntington County, is a prosperous place, in the midst of a very fertile country. It is situated on Little River and on the Wabash k Erie Canal, within one mile of the Foi'ks of the Wabash., upon the site of an Indian vil¬ lage, once the residence of La Fountain, a chief of the Miami tribe. It is a great centre for lime and building-stone, and is remarkable for its numerous mill-sites and great water-power. S^ag-ro, liitl. (131 miles), is on the Wabash River opposite the mouth of the Salamonie. ■Wal&asla, Isicl. (136 miles), the capital of Wabash County, is situated upon the river and canal of the same name. Fern, (150 miles), the capital of Miami County, promises to be an im¬ portant place. Within the past few years it has increased rapidly in popula¬ tion. (The Howe Sewing-Machine Com¬ pany has lately established a Western branch of its company here.) The In¬ dianapolis, Pe7'u & Chicago Railway con¬ nects at Peru. FiOgaMsport, Incl. (166 miles). The Columbus, Chicago & Indiana Central Railway connects here. (See page 28.) l>eipiii, Ind. (187 miles), the 83 Tolono.] WESTERN TOUR. [Springfielo, capital of Carroll County, is upon the Wabash River^ which furnishes a large water-power by means of a dam, which crosses the stream at this point. The surrounding country is fertile, and much of its products finds its way to market by the Wabash & Erie Canal^ which passes through the town. Delphi has two large paper-mills, many fine build¬ ings, a beautiful court-house, about 2,500 inhabitants, is beautifully situated, and is a thriving town. Iiid. (203 miles), the capital of Tippecanoe County, and one of the principal cities in the State, is pleasantly situated on high bottom-land, commanding a fine view of the Wabash River. It derives a large trade from the surrounding country, wdiich is highly cul¬ tivated, and enters largely into manufac¬ tures, its railway connections and the Erie& Wabash affording good facil¬ ities for the transportation of its products. The city is substantially built, and the streets are well paved with gravel or Nicolson pavement. This part of the State is noted for its numerous small prairies, and beautiful oak openings. Tlie RouisviUe, New Alban}' tfi Chicarjo^ and the Indianapolis., Cincinnati efi Lafaijette Railways connect here. The Lafayette., Bloomington efi Muncie Railway is nearly completed, the road-bed being finished beyond Bloomington. Attica, fiiKl. (224 miles), on the Wabash River., is rapidly gaining in busi¬ ness and population, its prosperity dating from the completion of the Wabash <£• Erie Canal. There are some noble for¬ ests in this part of the State. ^Villi:iiiiS 5 &oct, (227 miles), is on the right bank of the Wabash River., which is crossed by the railroad at this point. It is a thriving place, and the capital of Warren County. 3>aiivillc, IfiS. (250 miles), the capital of Vermilion County, is situated on the Vermilion River., which furnishes a good water-powmr. Large coal-mines and an abundance of timber in the im¬ mediate vicinity afford it unnusual ad¬ vantages for becoming a prosperous manufacturing town. The Indianapolis., Bloomington 2 ; Western Railway connects here. TToloiio, Ill, (286 miles), is a 84 rapidly-growing village. The Chicago Division of the Illinois Central Railway connects here. Slecatiir, Ill. (324 miles), a pros¬ perous place, containing many handsome buildings, is situated in a fine agricultu¬ ral region. It is the capital of Macon County. A large rolling-null has recently been erected here. The Main Line of the Illinois Centred Railway and the To¬ ledo., Wabash d; Westci'n Railway connect at Decatur. Ill. (362 miles), the capital of the State, and the seat of justice of Sangamon County, is a large and handsome city on the edge of a beautiful prairie. It is regularly laid out, the streets are broad, and the houses well built. The city is on a direct line between Chicago k St. Louis, being 185 miles southw'est of the former, and 95 northeast of the latter place. The State government was established here in 1840. The New State Capitol, wdiich occupies a square near the centre of the city, is con¬ sidered a model of architectural beauty. The State Arsened, is located here, and there are among other buildings a hand¬ some Court-Honse and a United States Court-House and Custom-House, built at a cost of $500,000. The Springfield High School is a fine building, four stories high, the upper one having a hall seating 600 persons. There is also a theatre, and a commodious lec¬ ture and concert hall. Springfield is not only the commercial centre of a fertile agricultural region, but also a manufacturing and milling place. The extensive shops of the Toledo, Wabash d Western Railway Company are worth visiting. Leland Hotel, kept by the well-known Leland brothers, is a capital house.' Approaching the city, the traveller sees on the right hand the reservoir of the City Water Works, the supply-pipe of which, when the pumping-machinery at the Sangamon River, four miles distant, is at work, appears like an immense foun¬ tain. It is a striking object, and, wdien the sun is shining on the falling w^ater, is very beautiful. The extensive build¬ ings of the Springfield Watch Company are to be located near this spot. Two miles north of the city is Ridge Jacksonville.] NEW YORK TO OMAHA, ROUTE XVJ. [Monroe. Cemetery^ a picturesque and well-kept burying-ground, ,72 acres in extent. At its southeastern extremity six acres are set apart for the use of the Lincoln Monu¬ ment Association, and here, marking the last resting-place of the late President, there is a noble monument. The following railways centre here: Toledo^ Wabash Western^ Chicayo <& Alton^ and the Springfield & Illinois South¬ eastern. The Gilman., Clinton & Spring- field and the Springfield & Northwestern Railways will be completed in the sum¬ mer of 1^71. The Springfield & St. Louis Railway is soon to be constructed. •Facksoiiville, Ill. (396 miles), noted for its handsome public buildings and educational and charitable institu¬ tions, has thus been described by a tourist: “ It looks like a village made to order at the East, with neat houses—some wood, some brick—with gardens filled with flowers and shrubbery, with wide and cleanly streets adorned with shade- trees, with academies, churches, and a college, clustering about the village cen¬ tre, while well-tilled farms stretch along the borders on every side.” The State Asylum for the Deaf and Dumb, the State Asylum for the Blind, and the State Asylum for the Insane, are all located here, each being about a mile from the centre of the town. They oc¬ cupy, relatively, three sides of a quad¬ rangle, of which the town is the centre. Illinois College, an institution of some repute, founded in 1830, stands on a commanding elevation. It has a good library. Besides the common schools, there are a Methodist Female and two other academies. The Jackson Division of the Chicago & Alton Railway and the Peoria, Pekin & Jacksonville Railway con¬ nect here. IBiaaflTClty, III. (414 miles). The Quincy Branch divei->ge3 here. Ill. (418 miles), is a pros¬ perous village on the lllmois River, which the traveller crosses at this point. It has a large trade, shipping by steamboats great quantities of pork, grain, etc. IGnst Ill. (463 miles), the actual terminus of the road, is on the Missifisippi River, opposite the city of Hannibal, Missouri, to which point travellers cross to take the cars of the Hannibal <& St. Joseph Railway. The railroad-bridge across the Mississippi, now building at this, point, is one of the great works of the present day. The length between the abutments is 1,580 feet. It will be 18 feet wide in the clear, and is intended for both railway and highway travel. With the exception of the piers and flooring, the bridge will be of Avrought-iron throughout. The amount of material to be used is something enormous : 400,000 lineal feet of piling, 1,000,000 feet of timber and flooring, 10,000 tons of masonry, 10,000 tons rip¬ rap, 4,000 tons of concrete, and 1,350 tons of’iron. The structure is to be ready by the 1st of August, 18'71, and will cost about $500,000. IIsiMBiilBsil, ]^Io. (464 miles), is a prosperous and fast-groAving city on the right bank of the Mississippi River, 153 miles above St. Louis. There are flour- ing-mills, and tobacco and other manu¬ factories at this place. Coal and carbonif¬ erous limestone abound in the vicinity, and the surrounding country is very fer¬ tile. Passengers for the West take the Han¬ nibal St. Joseph Railway here, and con¬ nections are also made with the various lines of river steamers. A railroad from Hannibal to St. Louis is projected. Mo. (479 miles), the capital of Marion County, is a flourishing place, pleasantly located about six miles west of the Mississippi River. The branch road connecting with the Chicago, Burlington efi Quincy and the Toledo, Wabash Western Railways, at Quincy, connects here. Moiaroc, Mo. (494 miles), is a small village in Monroe County. Coal, limestone, and freestone, are found in the vicinity. On the 11th of July, 1861, the depot and station-buildings Avere burned by the Confederate troops under the command of General Price. A detachment of Union troops was obliged to take shelter in a college on the northeast side of the town. They there maintained a gallant defence, under the command of Major Josiah Hunt, until they were relieved by the arrival of a party of troops under com¬ mand of Captain Louis Souther. The assault and defence of this place Avas one 85 SlIELBINA.] WESTERN TOUR. [Stations. of the most severe of many affairs of the kind which occurred along the line of the Hannibal & St. Joseph Railway. ^]icl1>iiia, Mo. (511 miles). Stages for Paris, the capital of Monroe County, and Shelbyville, the capital of Shelby County, connect at this point. Msicoii, Mo. (534 miles), is the crossing of the North Missouri Railway, now running from Ottumwa, lo., to St. Louis, Mo. ISroolcficld, Mo. (568 miles), situated in a fertile prairie, was first settled in 1859, and, though one of the principal stations on the road, is as yet but a small village. The railway com¬ pany has an engine-house and machine- shop here. iuit Clede, Mo. (573 miles), is the shipping-point of a large and fertile country. There is an abundance of coal in the vicinity. Stages for Brunswick on the Westey'n Division of the North Mis¬ souri Railway connect here. dAillicotlie, Mo. (593 miles), the capital of Livingston County, is sur¬ rounded by a prairie. It is on the line of a projected railway from St. Louis to Council Bluffs, and to Des Moines, lo. Stages for Trenton, the capital of Criindy County, Princeton, the capital of Mercer County, and for other points, connect here. llaiiiilioii, ifSo. (619 miles). Stages for Richmond on the Western Division of the North Missouri Railway., and Lexington on the Missouri River., connect at this place. Cameron, Mo. (634 miles), is the junction of the Cameron d; Kansas City Branch, which will eventually be extended to Des Moines, lo. A branch to Leaven¬ worth is also to diverge from this point. «9ose£>]&. Mo. (662 miles from Toledo, and by the route we have fol¬ lowed 1,377 from New York), is the chief city of Western Missouri, and is the capital of Buchanan County. It is situated on the east bank of the Missouri River, by water 496 miles above St. Louis. Even before the days of railroads it was one of the principal points of departure for Western- bound emigrants, and now is of much greater importance owing to the system of roads, completed and constructing, which centre here. It was laid out in 86 1843. The population is rapidly increas¬ ing. St. Joseph (or St. Joe, as it is generally called out West) does consider¬ able manufacturing, and is the com¬ mercial centre of the adjacent country for many miles around. It contains some handsome buildings. The Missouri Valley Railway and the Kansas City, St. Joseph (£' Council Bluffs Railway connect here, and several others in various direc¬ tions are rapidly being pushed to com¬ pletion. Prom St. Joseph to Council Bluffs the traveller passes up the Missouri Valley over the track of the Kansas City, St. Joseph (£’ Council Bluffs Railway, but none of the stations are of enough im¬ portance to be mentioned. Council MIiiIIn, Io. (792 miles). {See page 74.) 4>ma9ia, (796 miles), will be described as the first station on the Union Pacific Railway. HO UTE XVII. FliOJI ST. LOVTS to DEN'VER AND CHEYENNE. Via Pacifies Railway of Mwfiouri, Kansas Pacific & Denver Pacific Railways. PACIFIC RAILWAY OF MISSOURI. Stations. — St. Louis—Cheltenham, 5 miles from St. Louis; Laclede, 8 ; Web¬ ster, 10; Kirkwood, 13; Barrett’s (con¬ nects with stages to Manchester), 16; Meramec, 19 ; St. Paul, 24 ; Glencoe, 26 ; Eureka, 30 ; Allenton, 32 ; Franklin (connects with South Pacific Railway), 37 ; Gray’s Summit, 41; Labadie, 44 ; South Point, 52 ; Washington, 54 ; Mil¬ ler’s Landing, 67 ; Berger, 75 ; Hermann, 81; Gasconade, 88; Chamois, 100; St. Aubert, 105; Bonnot’s Mill, 112; Osage, 117 ; Jefferson City (connects with steam¬ boats for points on Missouri River), 125; Centretown, 140; California, 150; Moni¬ teau, 156; Tipton (connects with Boon- ville Branch), 162; Syracuse, 168; Ot- terville, 175 ; Sedalia (connects with stages to Springfield), 188 ; Dresden, 195 ; Knobnoster, 207 ; AVarrensburg (connects with stages to Lexington), 218 ; Holden, 232 ; Kingsville, 236 ; Pleasant Hill (con¬ nects with stages to Fort Scott), 248 ; Stations.] ST. LOUIS TO DENVER, ETC., ROUTE XVII. [Gasconade. Lee’s Summit, 259 ; Little Blue, 265 ; Independence, 272; Kansas City (con¬ nects with all railways centring here), 282; State Line (connects with Kansas Pacific Railway), 283 ; Wyandotte, 285. KANSAS PACIFIC RAILWAY. {For distance from St. Louis, add 283 miles to distance given below.) Stations. —Wyandotte—West Kansas City (connects with the Hannibal & St. Joseph and North Missouri Railways for St. Louis and Chicago); State Line (con¬ nects with Missouri Pacific Railway for St. Louis and Chicago); Muncy, 8 miles from State Line; Secondine, 9; Ed- wardsville, 13; Tiblow, 16; Lenape, 22 ; Stranger, 27 ; Leavenworth & Law¬ rence Junction, 36 ; Lawrence (connects with Leavenworth, Lawrence & Galveston Railway), 38 ; Buck Creek, 45 ; Perry- ville, 51; Medina, 52; Grantville,. 60; Topeka (connects with Atchison, Topeka & Santa Fe Railway), 67; Silver Lake, 77 ; Rossville, 83 ; St. Mary’s, 90; Wa- mego, 103; St. George, 110; Manhattan, 118 ; Ogden, 129 ; Fort Riley, 135 ; Junc¬ tion City (connects with Missouri, Kansas & Texas Railway), 138 ; Chapman’s Creek, 150; Abilene, 162 ; Solomon, 171 ; Salina, 185; Brookville, 200; Fort Harker, 218; Ellsworth, 223; Bunker Hill, 252 ; Wal¬ ker’s, 274; Hays, 288 ; Ellis, 302; Ogal- lah, 312; Parksfort, 322; Coyote, 340; Grinnell, 364 ; Monument, 385 ; Sheridan, 405; Wallace, 420; Cheyenne Wells, 462; Kit Carson (connects with the Southern Overland Mail and Express Com¬ pany’s daily line of coaches for Fort Lyons, Pueblo, Trinidad, Los Vegas, Santa Fe, and all points in New Mexico and Arizona), 487 ; Hugo, 534; River Bend, 555 ; Agate, 572 ; Denver Pacific Junction, 636; Denver (connects with Denver Pacific Railway), 639. DENVER PxiCIFIC RAILWAY. {For distances from St. I^ouis, add 922 miles to distance given below.) Stations. —Denver, 613 miles from State Line ; Hughes, 630 ; Johnson, 645 ; Evans, 661 ; Greeley, 665 ; Pierce, 680 ; Carr, 699; Summit Siding, 709 ; Cheyenne (connects with Union Pacific Railway), 719. St. ILiOiiis, ]tf o., is fully described in Route VII. Wel>stei% Mo. (10 miles), a flour¬ ishing village of about 1,200 inhabitants, is the first settlement worth notice west of St. Louis, on the Missouri Pacific Rail¬ way. Its principal marketable product are grapes, of which it raises large quan¬ tities. Land in the neighborhood is worth about $800 per acre. Siirlcwood, Mo. (13 miles), is a favorite country residence with St. Louis merchants, who have expended much money in beautifying their houses and grounds. The population is about 2,500. The country around is thickly settled. The price of improved land is from $500 to $1,500 per acre. l.*aciiac. Mo. (37 miles), formerly called Franklin, is a growing town. Here the South Pacific Railway branches off for Springfield and Southwestern Mis¬ souri, and is open for 300 miles. A fine quality of white sand is found here, and is shipped in large quantities to Pitts¬ burg, for the manufacture of glass. The inhabitants are mostly Germans. The surrounding country is rocky and broken, and ill adapted to agriculture. Mo. (54 miles), is a pretty place of 3,'700 inhabitants, on the 3Iissouri River. It contains eight churches and the same number of public schools. Almost every man here owns his own house and lot. ller’inaiaia. Mo. (81 miles), the capital of Gasconade County, is situated on the southern bank of the Missouri River. It w^as settled in 1838, under the auspices of the German Settlement So¬ ciety of Philadelphia. Grapes are ex¬ tensively cultivated, and in 1870 upward of 500,000 gallons of wine, of good quali¬ ty, were manufactured. Land within a circuit of six miles is valued at from $25 to $75 per acre. Gasconade, a flag-station, seven miles west, has been rendered historical through a terrible accident that occurred there on the opening of the road to Jef¬ ferson City. The passenger-train was the first on the road, and among the excursionists were many prominent resi¬ dents of St. Louis. As the cars were crossing the new bridge over the Gascon- ade River, the timbers gave way, pre- 87 Jefferson City.] WESTERN TOUR. [Indefendence. cipitating the engine and all but one car into the water, a distaiice of over 50 feet. •FelTersoJi City, (125 miles), is the capital of the State of Missouri and of Cole County. It is beautifully situated on high bluffs, and commands a fine view of the river for miles above and below the city. During the session of the State Legislature its streets present an ani¬ mated appearance. It has a population of about 7,000 inhabitants. The Capitol is a fine structure, of limestone, erected in 1836. The State Penitentiary is large and well built. The city is laid out at right angles, and has some handsome business blocks and residences. Coal is found in abundance in the neighborhood, which is well settled and cultivated. Most of the new settlers arc Germans. CjiHloriiin, (150 miles), is the capital of Moniteau County, and one of the oldest towns along the railway line. It was laid out in 1845, and chris¬ tened Hoonsborough. Two years later it changed this for its present name. The population is about 2,500. The settlers are mostly of Teutonic extraction. The town suffered greatly during t ie late war, at the time of Price’s raid the Confeder¬ ates destroying the depot and other buildings. The new Court-House, erected in 1868, cost $52,000. The country around California is good, but sparsely settled. ''I'iptfoM, (162 miles), is a small place, surrounded by a thickly-settled farming district. The Boonvitle Branch of the Pacific Railway starts from here, and runs to the Missouri River, a distance of 28 miles. Farm-land in the neighbor¬ hood of Tipton is worth about $35 per acre. (188 miles), is now the most important point of business on the railroad between St. Louis and Kan¬ sas City. The town, which is built on a beautiful rolling prairie, is laid out at right angles, and has a prosperous ap¬ pearance. It is very near the centre of Pettis County, of which it is the capital. The population is about 6,000. The first house was built in 1860. The following year, the railroad reached Sedalia, which was its terminus for three years. During the war a military post was established, from which troops and supplies were forwarded to the West and Southv/est. 88 The town is lighted by gas, has a hand¬ some opera-house, and many first-class improvements. Sedalia is the end of the Eastern Bwision of the Pacific road. The Teho and Neosho Railway is now completed from this place to Fort Scott, Kansas. The land in the neighbor¬ hood is good, and can be bought for from $25 to $50 per acre. liiaoI>iiOStei ’9 Mo. (207 miles), is a small but well-improved place. It is named after the beautiful mound upon winch it is built, and from which can be seen villages and farms for many miles around. There are large coal-mines in the neighborhood. Land is worth about $35 per acre. Mo. (217 miles), is a fiourishing place of 4,000 inhabitants, and is the c.apital of Johnson County. It is 35 years old, but was almost witliout life until the railroad was constructed ; since then the whole county has in¬ creased in population over 300 per cent. Warrensburg is a-large wheat-depot, and has a steam-elevator of great capacity. No county in Missouri is better adapted for the raising of cereals than Johnson. Land is worth from $15 to $40 per acre. ISolclcsB, M«. (232 miles), was located on the line of the Pacific road in 1858; but during the war all the prin¬ cipal buildings were destroyed. In the summer of 1865 it was resurveyed, and has grown to be one of the liveliest points along the road. It has now a population of about 3,000, and a large trade. It is surrounded by fine prairie farm-lands. Hill, Mo. (248 miles), is beautifully situated in the extreme northeast corner of Cass County, on an eminence that commands a good view of the rich farm-lands around. It is made up of three parts, old town, middle town, and new town. It is noted for its churches, of which it has seven, although the popu¬ lation is only about 3,000. Ilarrisonville, the capital of the county, lies 12 miles south. lice’s Sn-iniaiit, Mo. (259 miles), is a thriving town in one of the richest parts of Jackson County. Land in the neighborhood is worth from $40 to $70 per acre. 5 Bi d. e p e aa d. c ai c c. Mo. (272 miles), is the capital of Jackson County, Kansas City.] ST. LOUIS TO DENVER, ETC., ROUTE XVII. [Wyandotte. and one of the most beautiful and pic¬ turesque places in the State. It was first settled in 1827, and for many years was an outfitting point for the New-Mexican and Indian trade. During the war, it was twice taken by the Confederates. The population is about 3,500. Inde¬ pendence was once settled by the Mor¬ mons, who called it the seat of the New Jerusalem. F. T. Aubrey landed here after his celebrated John Gilpin ride from Santa Fe, New Mexico. The sur¬ rounding country is fast becoming set¬ tled, and is dotted all over with hand¬ some dwellings. SCasasas City, Mo. (282 miles), is the most important commercial point along the Kansas Pacific Railroad, and is the second city in the State. It is situ¬ ated on the southern bank of the Missouri River, just below the mouth of the Kaw River, and adjoining the boundary-line of Kansas and Missouri. Despite its almost interminable hills and hollows, it has many natural advantages, and for nearly a hundred miles is surrounded by rich farming lands which are being rapidly settled and improved. Its geographical position is very favorable, and, with its railroads, increasing trade, and other advantages, makes it one of the most prosperous and promising cities of the West. Kansas City was laid out in 1830; its growth was slow until 1856, when it began to improve rapidly. In 1860 the popula¬ tion v/as 4,418, and in 1870 it was 32,296. At the breaking out of the war it was about 7,000 ; but, for the four years following, the growth of the city was stayed, its avenues of trade blockaded, and its com¬ merce almost crushed out. With peace came prosperity, however, and its advance since 1865 has been a marvel to all. Kansas City has the honor of having built the first bridge across the Missouri, which it did at a cost of $1,000,000. This bridge, which has seven piers, four of them resting on tlie rocky bed of the river, is 1,387 feet long. Kansas City is the terminus of eight railways: the Missouri Pacific, running to St. Louis ; the Missouri River Railwajf, running to Atchison; the West Branch of the North Missouri, running to Moberly; the Missouri River, Fort Scott dh Gulf Railway, running to Baxter’s Springs; the Kansas City, St. Joseph dc Council Bluffs Road, running to Council Bluffs ; the Kansas Pacific, running to Denver ; the Kansas City & Cameron Road, run¬ ning to Cameron; and the Kansas City Santa Fe Railway, now completed as far as Ottawa, Franklin County, Kansas ; making in all nearly 3,000 miles of rail¬ way terminating at this point. The roads now building are the Kansas City 6c Memphis and Louisiana 6c Missouri River, and two or three others are projected. The following is a condensed exhibit of the business for 1870: Bank deposits, $65,125,250 ; exchange sold, $30,000,000; number of buildings erected, 1,100, at a cost of $4,000,000 ; amount of real estate transfers, $5,427,846.64; eleven miles of sidewalk been built; seven miles of streets graded ; 750,000 tons of freight received ; the w^holesale and retail trade amounted to $40,000,000 ; total amount of manufactures, $12,000,000; and $115,026.58 was assessed as special revenue tax. The educational facilities of Kansas City are excellent; every ward has a substantial brick public school-house. There are two theatres besides the opera- house ; and the hotels, churches, busi¬ ness-blocks, and suburban residences, will compare favorably wdth those of cities of greater age. Wyaiadotte, Mas. (285 miles), the capital of Wyandotte County, the first town in Kansas on the Union Pacific Road, is pleasantly situated. It was for some time the terminus of the Kansas Pacific, but is now only a way station. The population is about 3,000. The country immediately surrounding the place is hilly and somewhat broken, but back from the river it is excellent. A good bridge spans the Kaw River at this point. Wyandotte was first laid out in 1855, when “paper towns” were the great rage in Kansas. Two hundred years ago, the great Wyandotte nation dwelt on the shore of Lake Erie, although scarcely fifty years since, driven westward by the inroads of civilization, they lived on the banks of the Missouri, at this point. There is a legend of a far-famed beauty in the tribe, 89 Lawrence.] WESTERN TOUR [St. Mary’s Mission. who attracted many lovers, but none could move her obdurate heart. At last a stalwart chief laid siege to her affec¬ tions. Scores of scalps hung from his belt, and he bore the scars of many a hard-fought battle. Before this ardent wooer the dusky beauty relented; but she would accept him only upon solemn promise to do a deed which she was to name after he should assume the obliga¬ tion. It was rash, but he took the vow. Then she made her demand. He must bring her the scalp of a Seneca chief, his friend and the ally of his nation. En¬ treaties and remonstrances were in vain, her hate was stronger than her pity. It was hard, but the old brave had sworn by his great medicine, and, like young Melnotte, he kept his oath. He brought the coveted scalp to this modern Ilero- dias ; but the wanton murder inaugurated a bloody war which outlasted the siege of Troy. It continued for more than thirty years, greatly, reduced the Wyan- dottes, and almost exterminated the Senecas. The late Albert D. Richardson, who tells this story, asks, “ Why are the banks of the Sandusky less classic than the shores of 'the Hellespont? Why are Senecas and Wyandottes forgotten, and Greeks and Trojans immortal ? The war of the former was three times longer, greater, more romantic. But the Homer was wanting to sing its epic.” Lsiwrciice, Mas. (320 miles), the capital of Douglas County, is situated on the right bank of the Kansas River. It is one of the most beautiful towns of the West, and has considerable impor¬ tance, having a population of about 10,000. It was first settled in 1854 by a colony of New-Englanders, and a few years later was the scene of much bloodshed be¬ tween these and the “ Border Ruffians.” On the 21st of August, 1863, there was a frightful massacre by a band of Quan- trell’s guerillas, who surprised the town, killing some 150 persons, and burning about 75 buildings. The enterprising citizens soon recovered from this calam¬ ity, in less than a year erecting new and finer houses in the place of those de¬ stroyed, and building many others. The State University^ a handsome edifice, is situated on Mount Oread, overlooking 90 the city. A bridge, built at a cost of $45,000, crosses the river. Two miles before reaching Lawrence, the Aansas Pacific Railway connects with the Leavenworth^ Lawrence & Gal¬ veston Railway, The latter is open to Labette County, Southern Kansas. Doug¬ las County is well settled, and contains some of the most fertile land in the State. A new line of railway is now be¬ ing built from Lawrence to Pleasant Hill, Mo., which will give almost an air¬ line to St. Louis. North Lawrence is on the other side of the river, and surrounds the depot. Topelta, Ma§i. (350 miles), the capital of Kansas, and the seat of justice of Shawnee County, is beautifully situated on the south bank of the Kansas River. The State-House^ which cost $400,000, is one of the finest in the West, and large enough to serve as such for many years to come. The city is well laid out, and has, among other fine buildings, Lincoln College^ one of the leading educational establishments in the State, and the Topeka Female Institute^ which is under the charge of the Epis¬ copal Church. The school system of Kansas is unsurpassed by that of any Western State. Persons desiring to buy land in Kansas should go to Topeka, where the principal U. S. Land Office is situated. The population is about 8,000, nearly 6,000 being negroes. The Atchi¬ son^ Topeka ileiie, Ma^. (445 miles), the capital of Dickinson County, lies in the Smoky Valley, which is here wide and fertile, and affords excellent grazing. With the larger cattle-dealing firms it is a favorite point of concentration and shipment to the East for Mexican and Texan cattle. Solomon City, Mas. (454 miles), is an enterprising little town on the north bank of Solomon River, one of the chief branches of Smoky Hill River, heading near the base of the Rocky Mountains, and for more than 250 miles flowing through one of the most beautiful valleys in Kansas. A New-Englander has engaged here in the extensive manu- flicture of salt. In some places the water is almost pure brine. The sur- 91 Fort Hays.] WESTERN TOUR. [Deisver. rounding country is bottom-land and line rolling prairie. (468 miles), the capital of Salina County, is situated on the Smoky Hill Fork of the Kansas River, in the midst of a line agricultural country, abounding in rich saline springs and inexhaustable quarries of gypsum. It is destined to be the great shipping- point for the productive valley of the Salina lUvei% and for the fertile countr}’- south of it along the Smoky Hill. South of the city a large colony of thrifty Swedes is settled, owning 15,000 acres of rieh railway lands ; and lying to the east is a colony of Scotchmen, who have purchased 46,000 acres of railway lands. Under the hands of such desirable colonists this section of the State is bound to prosper greatly. The town was located in 1858. This section of the country is particularly well adapted for grazing. £5i-oolivillc, (483 miles), is the end of the second division of the Kansas Rachic Railway, and a hne rail¬ way depot is building here. A few miles above it is the promising little town of Bavaria, originally settled by a colony from Ohio. Both are small towns, and have no local trade, the country around being unsettled, save by prairie- dog villages. BffarScer, Balias. (501 miles), one of the military depots for the forts on the Arkansas, has accommodations for 500 men. It is a well-built post. • (506 miles), is situated in a tine stock-raising and a fair farming country, directly upon the north bend of the Smoky Hill River. Bliiys, (571 miles), an important military point in the west¬ ern part of the State, is situated upon the plains, and has a fine position. Op¬ posite, upon Big Creek., is Hays City, the centre of the buffiilo range. The tourist who wishes to try his skill in hunting “ the monarch of the plains,” can have an opportunity of doing so by stopping at this point. Fort Lamed, Camp Supply, and Fort Hodge, get their mails and gov¬ ernment supplies from here. Fort Hays is built on a commanding elevation, and is one of the handsomest posts in the West. With the exception of a stone block-house, the buildings are of wood,and very neat. 92 lias. (688 miles), hs on the north fork of the Smoky Hill River. It was formerly of some impor¬ tance as the terminus of the Kansas Pacific Railway, and had a population of about 1,000 souls; but the iron track is now continued 235 miles along the road, and Sheridan is only a town in name. IPort Wallace, lias. (703 miles), is an important military post, and a good base for operations. It is a short distance from the road, and is built of flesh-colored stone, which gives it a very striking appearance. It is near the western boundary-line of Kansas. Biit Carsoa, Col. (770 miles), named after the great “ Pathfinder,” is situated on Sand Creek, about 20 miles above the spot where Colonel Chiving- ton’s great Indian massacre took place. At present this is the shipping-point for goods going to New Mexico and South¬ ern Colorado, and there are three large commission-houses to do the business. Government also has a warehouse here for military stores. The place is pictu¬ resque with “ prairie schooners.” In the neighborhood is scarcely any thing but sand-banks, and the only business the place has, is that furnished by the freighters. Kit Carson was formerly the terminus of the railway. Large warehouses were built here, and the place grew rapidly for a time. Now Denver is the great central point of Colorado. Between Kit Carson and Denver there are three or four “ station towns,” and the country along the line of the railway is rapidly tilling up. I>eiaver, Col. (922 miles), in point of rapid growth and substantial prosperi¬ ty, is one of the most remarkable cities in the Great West. It is beautifully situ¬ ated on a plain at the junction of Cherry Creek, on the right bank of the South Platte River, 15 miles from the foot of the Rocky Mountains, 5,000 feet above the sea. The site of the city occupies a series of plateaus rising in steps by gentle and slight ascents from the river. It faces the great mountain-chain. The view from the city and its vicinity is * The white-covered emigrant wagons arc so called. DEiNVKEl.] ST. LOUIS TO DENVER, ETC., ROUTE XVII. [Greeley. grand in the extreme. Through the clear mountain atmosphere may be seen Pike's and Long's Peaks, and the snow¬ capped range extending more than 200 miles, its rich purple streaked with daz¬ zling white, and here and there draped in soft, transparent haze. Denver is the commercial centre of Colo¬ rado ; it closely resembles Springfield, Mas¬ sachusetts. The city is compactly built, and its rows of handsome brick houses, fine hotels, banks, theatres, residences, and school-buildings, fill the stranger with wonder ; for the first settlement was only made in 1858, and the municipal govern¬ ment was not organized until the winter of 1859. All the offices of the territorial government, surveyor-general’s and land- offices, the headquarters of the military district, and the depots of arms and sup¬ plies, are located here. The principal buildings are the Colorado Seminary, costing |20,000; eight church¬ es costing from $5,000 to $24,000 each ; a United States Branch Mint, costing $75,000, and a Roman Catholic Academy. There are also three private and two public schools, six banks, and three newspapers, one of which, the Rocky Mountain Herald, ably conducted by 0. J. Goldrick, has the largest circulation throughout the Territories of any paper published between Omaha and San Fran¬ cisco. Manufactories are not yet very extensive, but are increasing in impor¬ tance. The gross sales of merchandise at Denver for the year 1870 amounted to over $11,000,000, and it is claimed that there is now no finer market than this in the West for all classes of goods, wines, etc. Various lines of best Concord coaches run daily between Denver and the twenty county towns of the territory, in connec¬ tion with the .five lines of railway now running in and out of Denver. Of these towns, the more important ones are: Central, 35 miles west; Georgetown, 45 miles west; Pueblo, 100 miles south; Trinidad, 150 miles south ; Boulder, 27 miles northwest; Golden, 15 miles west; Greeley, 50 miles north ; Fairplay, 100 miles southwest; and Canon City, 120 miles southwest. Five railways diverge from Denver: the Denver Pacific, via Cheyenne and Omaha, to both the Atlantic and Pacific coasts ; the ICansas Pacific, via Kansas City, to the East; the Colorado Central to the mountain-mines, via Golden City ; the Boulder Valley to the north¬ western mines, via Boulder City ; and the Denver A Rio Grande (now building) to the southern counties and New Mexico ; thence to tap the Southern Pacific grand trunk contemplated across the continent, between Texas and Southern California. • This is the point of departure of the Southern Overland Adail an d Express Com- panfis line of coaches for Pueblo, Trini¬ dad, Las Vegas, Santa Fe, and all points in New Mexico, Arizona, Chihuahua, Sonora, and the far Southwest. Taking the comfortable coaches of the Denver Pacific Railway we regretfully leave Denver behind and dash over the rich valley of the Platte, catching a glimpse of Golden City, 14 miles to the left, under the mountains. After riding 48 miles through this beautiful country, following the course of the river and passing the small stations of Hughes and JoJmson, omd the numerous ranches which are springing up on each side of the track, we cross the river by a trestle-bridge, about 1,000 feet in length. Evans, Col. (661 miles), was for some months the terminus of the road. It is prettily situated, and will probably become an important place, as the Big and Little Thompson Valleys must of ne¬ cessity become tributary to it. Cri*eeiey, Col. (665 miles), to the left of the Platte River, but still in sight of the cottonwood-trees upon its banks, is one of the most wonderful instances of sudden yet permanent growth to be found in the West. It \Yas settled on the 25th of April, 1870, by a colony headed by Mr. N. C. Meeker, formerly agri¬ cultural editor of the New York Tribune, and in a little over three months num¬ bered 250 houses and 1,200 inhabit ants as permanent residents. It is situ¬ ated in the valley bounded by the Cache d la Poudre River and the Platte River. It is supplied with water through a canal from the Cache d la Poudre River, 12 miles distant, and now has churches, stores, school-houses, a weekly paper, etc., etc. The Cache d la Poudre is crossed soon after leaving the town. It is a clear 93 Cheyenne.] WESTERN TOUR. I Stations. mountain-stream, rising near Long’s Peak, and traversing a valley so rich that for 50 miles the farms upon its banks are contiguous. The road here leaves the rich bottom-land and crosses -over a part of the tract known as the Great American Desert^ and, until reaching Cheyenne, passes through a country en¬ tirely destitute of timber and water. The only stopping-places are Pierce^ Carr^ and Summit Siding^ the first two estab¬ lished by the company as water stations, and the latter being merely a side-track. For 14 miles before reaching Pierce the road runs between “ dog villages,” with their regular streets, curious houses, and still more curious inhabitants, prairie- dogs, owls, and rattlesnakes, living in harmony in the same habitation. Near Carr’s is dlie Natural Fort^ which is a mass of sandstone about 800 feet in length and from 10 to 12 feet high. It has been worn by the action of the weather until it looks like a ruined for¬ tress. Siiiiimit Siiliiig’, Col. (709 miles), marks the boundary between Colorado and Cheyenne, and here we lose sight of the Rocky Mountains which we have seen on the west since leaving Den¬ ver, and the Black Hills^ 70 miles distant, come in view. Clieyeiiiic, (719 miles), was settled in 1867, when the Union Pacific Railway^ with which the Denver Pacific connects here, first reached it in its westward progress. This has always been a point of some importance. Pre¬ vious to the opening of the Denver Pa¬ cific all the freight and passenger travel to and from Colorado helped to increase the business of this place. To the tour¬ ist, looking at the pleasant cottages en¬ closed with neat fences, the substantial brick and stone business houses, and the air of life and industry, it seems wonderful that in 1867 this was a wild region without inhabitants, until the great civilizing influence of the railroad brought it into existence, and it was ap¬ propriately called the Magic City, so rapid was it growth. Like all Western towns, it had even more than its share of roughs, which more than once called for the strong arm of the “ Vigilance Commit¬ tee ; ” but dance and gambling houses 94 have had their day, and peace and quiet reign supreme. The town has a popu¬ lation of about 2,000. All branches of trade are carried on. Churches have been built, schools established, and Cheyenne can claim to be as orderly as any town west of the ^lissouri. The Union Pacific Railway has here an extensive round¬ house and shops in course of erection. When the terminus of the road was at this place a population of 6,000 was claimed, but, as the road moved, many went with it. Thirty-two miles northwest is an im¬ mense deposit of iron ore which assays 80 to 90 per cent. The erection of iron¬ works is looked for at this point. The mail and passengers for Fort Laramie^ a military post of some importance, 83 miles northwest, leave the railway here. Dur¬ ing the days of emigrant travel through the South Pass^ which lies west of Fort Laramie, it was a recruiting station where supplies could be obtained, cattle rested, and a new start taken for the Pacific— almost a half-way house. Cheyenne is fortunate in one respect, at least, having an abundance of good coal in easy reach by the Denver Pacific, and plenty of pine-wood in the Black Hills. IIOUTE XVTll. OMAHA TO SAM FRANCISCO. Via Union Pacific., Central Pacific., and West¬ ern Pacific Railways. Stations.— Union Pacific Railway .— Omaha to Gilmore, 10 miles; Papillon, 15 ; Elkhorn, 29; Valley, 35; Fremont (con¬ nects with Sioux City & Pacific Railway and with Fremont k Elkhorn Valley Rail¬ way), 47 ; Ketchum, 54 ; North Bend, 62 ; Schuyler, 76 ; Cooper, 84 ; Columbus, 92 ; Jackson, 99 ; Silver Creek, 109; Clark’s 121; Lone Tree, 132; Chapman’s, 142 ; Grand Island, 154; Pawnee, 162; Wood River, 172; Gibbon, 183; Kearney, 191; Stevenson, 201; Elm Creek, 212; Over- ton, 221; Plum Creek, 230; Coyote, 240; Willow Island, 250; Warren, 260; Brady Island, 268; McPherson, 277; North Platte, 291; Nichols, 299; O’Fallon’s, 307; Alkali, 322 ; Roscoe, 332 ; Ogalalla, 341 ; Stations.] OMAHA TO SAN FRANCISCO, ROUTE XYIII. [Omaha. Brule, 351; Big Spring, 361 ; Julesburg, 377; Chappell, 387; Lodge Pole, 397; Colton, 408 ; Sidney, 414; Brownson, 423 ; Potter, 433; Bennett, 442 ; Ante¬ lope, 451 ; Bushnell, 463; Pine Bluffs, 473 ; Egbert, 484 ; Hillsdale, 496; Ar¬ cher, 508 ; Cheyenne, 516 ; Hazard, 523 ; Otto, 531; Granite Canyon, 536 ; Buford, 542 ; Sherman, 549 ; Harney, 558 ; Red Buttes, 564; Fort Saunders, 570; Lara¬ mie, 573 ; Howell’s, 581 ; Wyoming, 587 ; Cooper’s Lake, 602; Lookout, 606 ; Miser, 614; Rock Creek, 623; Como, 638 ; Medicine Bow, 645 ; Carbon, 656 ; Simpson, 662; Percy, 669; Dana, 675; St. Mary’s, 680; Walcott’s, 688; Fort Steele, 696 ; Grenville, 704; Rawlings, 709; Separation, 723; Creston, 737; Washakie, 752 ; Red Desert, 761; Table Rock, 775; Bitter Creek, 785; Black Buttes, 794; Hallville, 798; Point of Rocks, 805; Salt Wells, 817; Van Dykes, 828; Rock Springs, 831; Green River, 845; Bryan (connects with stages for the Sweetwater Mining Region), 858; Granger, 876 ; Church Buttes, 887; Carter, 904; Bridger, 913; Piedmont, 928; Aspen, 937; Evanston, 955; Alma, 957 ; Wahsatch, 966 ; Castle Rock, 975; Echo, 991; Weber, 1,007; Devil’s Gate, 1,019 ; Uintah, 1,024 ; Ogden (con¬ nects with Utah Central and Central Pacific Railways), 1,032. Stations.— Central Pacific Railway. — Corinne, 1,055 miles from Omaha; Blue Creek, 1,073 ; Promontory, 1,084; Rozel, 1,092; Lake, 1,100; Monument Point, 1,105; Kelton, 1,123; Matlin, 1,137; Ter¬ race, 1,153 ; Bovine, 1,164 ; Lucin, 1,177 ; Tecoma, 1,188; Montello, 1,197; Loray, 1,206; Toano, 1,214; Pequop, 1,224 ; Otego, 1,230 ; Independence, 1,236 ; Moore’s, 1,242; Cedar, 1,244; Wells, 1,250 ; Tulasco, 1,258 ; Deeth, 1,271; Hal- leck, 1,284 ; Peko, 1,287 ; Osino, 1,297 ; Elko, 1,307 ; Moleen, 1,319 ; Carlin, 1,330 ; Palisade, 1,339 ; Cluro, 1,350 ; Beowawe, 1,358 ; Shoshone, 1,368 ; Argenta, 1,379 ; Battle Mountain, 1,391; Side Track, 1,403 ; Stone House, 1,410; Iron Point, 1,422; Golconda, 1,434; Tule, 1,445; Winne- mucca, 1,451 ; Rose Creek, 1,461 ; Raspberry, 1,472; Mill Creek, 1,479; Humboldt, 1,492; Rye Patch, 1,504; Oreana, 1,514; Humboldt Bridge, 1,521; Lovelock’s, 1,525 ; Granite Point, 1,533; Brown’s, 1,541 ; White Plains, 1,553 ; Mirage, 1,560; Hot Springs, 1,568; Desert, 1,578; Two-Mile Station, 1,585 ; Wadsworth, 1,587; Clark’s, 1,602 ; Camp 37, 1,614; Reno, 1,622; Verdi, 1,632; Boca, 1,648; Truckee, 1,656; Strong’s Canyon, 1,668; Summit, 1,671 ; Cascade, 1,677; Tamarack, 1,681; Cisco, 1,684; Emigrant Gap, 1,692 ; Blue Canyon, 1,698; China Ranch, 1,700; Shady Run, 4,702; Alta, 1,707; Dutch Flat, 1,709; Gold Run, 1,712; Colfax, 1,722 ; Clipper Gap, 1,733; Auburn, 1,740; Newcastle, 1,745 ; Pino, 1,750 ; Rocklin, 1,754 ; Junc¬ tion (connects with Oregon Division), 1,758; Antelope, 1,761; Arcade, 1,768 ; American R. Bridge, 1,769 ; Sacramento, 1,775. Stations.— Western Pacific Railway. — Brighton, 1,780 miles; Florin, 1,784 ; Elk Grove, 1,791; Cosumnes, 1,794; Galt, 1,802 ; Mokelumne, 1,810 ; Stockton, 1,823 ; Wilson’s, 1,831; Banta’s, 1,839 ; Ellis, 1,844; Midway, 1,850; Altamont, 1,858; Livermore, 1,866 ; Pleasanton, 1,872 ; Niles, 1,884 ; Decota, 1,886; Lo¬ renzo, 1,895 ; San Leandro, 1,899 ; Al~ meda, 1,907; Oakland, 1,910; San Fran¬ cisco (connects with steamships for prin¬ cipal ports in China, Japan, Australia, Sandwich Islands, and New Zealand, also for ports on the western coast of the United States), 1,914. (414 miles from Chicago), the principal city between Chicago and the Pacific, is destined to be one of the largest in the West. The site is a plateau rising from the river westward to the bluffs, and the city presents a fine ap¬ pearance to the traveller crossing the wide Missouri Valley from the eastward. The hills on the west command a splendid view of Council Bluffs on the east, the wide Missouri River for miles north and south, and an extensive stretch of wide, undulating prairie covered with rich farms on the west. The situation of Omaha, commanding for it an extensive trade with the West, has caused its almost unprecedented growth, from a population of 1,883 in 1860, to that of 18,000 shown by the late census. There are a number of first-class hotels, but, to meet the wants of the public at this great central point of the continent, 95 Omaha.] WESTERN TOUR. [Elkiiorn. a handsome five-story hotel was erected the past summer, at a cost of $200,000. The bridge across the Missouri, now building, is nearly finished, and will be ready for business during .the present year (1871). In the mean while commodi¬ ous ferry-boats and a temporary bridge during the winter afford ample means for crossing the river, insuring certain con¬ nections east and west. The bridge, when finished, will cost over a million dollars. It will be a magnificent struct¬ ure of iron, 60 feet above high-water mark, and will have, besides a railroad- track, a street-car and wagon way. There are in Omaha 17 church edifices, some of which arc very handsome. The high-school house in course of erection at a cost of $200,1300, and the brick buildings recently erected in differ¬ ent parts of the city as graded schools, are all of the first order. The shops of the Union Pacific Rail¬ way^ the new smelting-works for refining silver-ore from the mountains, iron-works, and manufactories of various kinds, give employment to many mechanics and la¬ borers ; while the trade of the Western mines and country adjacent to the con¬ necting railroads supports a large whole¬ sale trade. During the year 1870 the improvements, public and private, footed up to nearly a million dollars. The business of the five banks exceeds that of many cities of three times the population. Travel¬ lers from the East will find Omaha an excellent place to stay at for a day, and witness the life and activity which pre¬ vail in the growing cities of the West. Omaha is the great central railroad city on the Missouri. The Chicago^ Rock Island cf Pacific^ Chicago cf Ikorih- iccstern^ and Burlington d) Missouri^ from the east, Kansas City^ St. Joseph dc Coun¬ cil Bluffs from the south, the Union Pa¬ cific from the west, and the Omaha . (10 miles), the first station, we enter the Papillon Val¬ ley and turn westward. Three miles be¬ yond we pass a beautiful grove of timber, where for years was the home of the Omaha Indians, until they were removed to their present reservation. Ntsttioii, Nel>. (15 miles), has a grist-mill, two stores, hotel, etc., the nucleus of a Western town. From here Ave have a fine rolling prairie country, dotted Avith Avbite farm-houses, until Ave reach l^lll^Siorii, (29 miles), a station from Avhich a large quantity of grain is shipped. Tavo miles beyond Ave pass through a cut in the bluffs, and the beautiful valley of the Platte, through Avhich tlie road-extends 400 miles, opens to our sight. One cannot but be im¬ pressed here Avith the first vicAv of one of the finest agricultural regions of the Avorld, destined to become the garden of the West, and support a vast agricultural and manufacturing population. Entering the valley, Ave cross the Elk- horn River on a substantial bridge, and looking Avestward we see a grand expanse of prairie, with bluffs on either side, and everywhere signs of prosperity and advancement. An enthusiastic corre¬ spondent thus writes his first impres¬ sions, on sighting the valley of the Platte: “ Seen as it was by us upon one of the most beautiful days Avhich ever gladdened Nature by unclouded sunlight, after hours of a loAvering sky and inclement Aveather, it burst upon the view like a scene of enchantment, as if some fairy hand lifted the veil and spread before the observer a grand, gigantic panorama. Upon the south rolled the waters of the Platte, broad and SAvift, Avhile far upon either side lifted the bluffs which border the Yalley.] OMAHA TO SAN FRANCISCO, ROUTE XVIII. [Schuylek. valley, and which are the great walls to this garden of Nature. Vegetation was in its most luxuriant stage, the green plain stretched forth its emerald carpet as far as the eye could reach, and yet it was but the entrance to a tract 400 miles in extent, the whole of which was equally as grand and beautiful as this. From the vast expanse in front the eye wan¬ dered back again to the bluffs, and the mind intuitively felt how fit a setting were they for this radiant girdle on the form of fair Nebraska. If one would gain an idea of the stupendous character of the works of Nature, let him visit the mountains, the cataracts, and the colossal structures the Great Architect has reared in the Old World and the New. But look¬ ing upon them moves one with wonder and amazement, while this broad, level tract, with its river gleaming in the sun¬ light, its bosom decked with the loveliest flowers, awakens adoration and a delight which one would wish might live for¬ ever.” Valley, Nel>. (35 miles), is the first station after leaving Elkhorn. It has a hotel, a store, and a few other houses. ff'remoiit, IVel>, (47 miles), an eating-station, is a place of about 2,000 inhabitants, which has grown very rapidly since the building of the Union Pacific Railwai^. An elevator near the depot indicates that it is a grain-market, and large quantities are shipped from this point. From here the Sioux City & Pa¬ cific Railway runs daily trains connecting with the Chicago 6c Northwedern Rail¬ way^ in Iowa, 26 miles above Council Bluffs. This is also the initial point of the Fremont 6c Elkhorn Vcdley Railway^ extending northwesterly, 50 miles up the Valley of the Elkhorn^ and passing through the town of Wed Point. All branches of trade are well represented. Forty stores of different kinds, several hotels, churches, and school-buildings, a flourishing news¬ paper, etc., evince thrift and enterprise. Vort2i. llci&d, Nel>. (62 miles), is a town recently commenced. It is sur¬ rounded by a fine and well-settled flirm- ing country. The Platte River on our left is here first approached, although we have been travelling parallel with it for some distance. The impression a tourist wifi form of this stream will be controlled 5 somewhat by the stage of the water. At high water it is an unbroken sheet from bank to bank, from one to two miles wide; at low water a great bed of quicksand blown about by the wind, with here and there shallow streams. Numer¬ ous well-wooded islands are scattered along, and in winter the abundant red cedars form a pleasing contrast with the leafless cotton-woods. The value of this stream to the country west of here 200 miles is yet to be understood. The soil is rich, but the want of sufficient rain prevents cultivation, and this de¬ fect is to be overcome by irrigation, which can be accomplished at slight expense from a stream which has a descent of seven feet to the mile. Wher¬ ever irrigation has been tried in the West, astonishing and certain crops have been the result; and all this great valley to the west of us is yet to be rendered productive by the waters of the much- abused Platte River. Sclmyler, (76 miles), is a town of only two years’ growth, and con¬ tains 500 inhabitants. Quite a colony from Nova Scotia has settled near here on homestead and railroad lands, and is doing well. On the right of the main track are the extensive cattle-yards from which 50,000 head of Texas cattle were shipped during the season of 1870. Passing Schuyler we can look west¬ ward along the lines of iron rails till they converge to a point in the dim dis¬ tance, and the row of telegraph-poles fades from view. Along the railway for some distance we have a view of the overland emigrant road, now fast growing up to grass. Over this great highway has rolled that living tide which has peopled the Pacific slope, developed her mineral wealth, and built her cities. The gold-hunters of Pike’s Peak andCalifornia, in their eager pursuit of wealth, have toiled along this dusty road toward the setting sun. The Mormons with ox-teams and hand-carts have dragged along their weary loads through mud and snow, looking for a home, as they hoped, of peace and plenty, to at last find an end of their wanderings in the sterile valleys of Utah, which by persistent toil they have in some places made to blossom as a garden. The evening camp-fire, the grazing cattle, 97 Columbus.] WESTER?^ TOUR. and the white covered wagons, drawn up in a circle at night, are all things of the past, and in their stead the iron horse thunders along the plams, and wakes the echoes in the hills. Coltimlijiis, Nel>. (92 miles), the next stopping-place, is a town of about 1,000 people, destined to be one of some importance. A bridge just built across the Platte connects it with the settlers in Butler County. A railway from South¬ ern Nebraska will soon pass through here, and westward up the valley of the Loup; while another to Sioux City will furnish lumber direct from the pine regions of Minnesota and Wiscon¬ sin. A good supply of timber, excellent water, and fine farming lands, make this section one of the best in the State. Fifteen miles northwest is the reserva¬ tion of the Pawnee Indians^ wdto now number about 1,000. Their rich lands, lying on the Ijoup Fork River^ are divided into farms. The game yearly becoming less plenty, they find that their living must be derived from the soil, and in 1870 they raised good crops of corn, beans, etc. Three miles w est of Columbus w’e cross the Loup five miles above its confiuence w ith the Platte, on a substantial bridge 1,500 feet long. Silver ]\cl>. (109 miles), and ILiOiie Xree, (132 miles), are passenger stations, around whicli stores and dw^ellings have been recently built. Near the latter place the old emi¬ grant road to Colorado crosses the Platte at a point well known, years ago, as S/iimis Ferry^ and continues w'estw'ard on the south side. Islaiicl, rVel>. (154 miles), an eating-station, taking its name from a large, w'ell-timbered island in the Platte, 60 miles long and 4 miles wide, is a place of 800 inhabitants, which lias been entirely built up since the rail- v/ay was finished to this point in 1867. It has a large steam-mill near the depot, which turns out a hundred barrels of flour per day. The farming country is principally settled by Germans, who have done much tow'ard its improvement. ^Voocl Kiver, ]\el>. (172 miles), is a station near a stream of the same name, which is crossed by the road. Here I 98 [Plum Creek. the valley is very wdde, and affords splendid grazing facilities. ICearMey, rVel>. (191 miles), is a station supplying the military post of the sa‘me name on the opposite side of the river, four miles away. Here the stream is three miles wide, with numerous chan¬ nels and w'ooded islands. The flag on the parade-ground can be seen in a clear day above the timber of the river. The post w'as established in 1848, and was for years a point of great importance to the overland emigrants, being the last place cast of the mountains where supplies in any quantity could be had ; but its busy life has departed, and a few adobe* buildings now mark the spot where a great trade once flourished. One com¬ pany of soldiers garrisons the fort. Here is the point of prospective connection of the Burlington dt Missouri Railway^ now built as far west as Lincoln^ the capital of Nebraska. Buffalo, which in countless herds once roamed about the limits of the military reservation, can still be found in limited numbers within 25 miles. Creek, I^ek. (212 miles), is a small station near a well-wooded stream of the same name. The country main¬ tains the same general appearance, a wdde-spread valley covered in the spring with a short growth of very nutritious buffalo and grama grasses, a grazing- ground for countless herds of cattle. A^lum Creek, Nek. (230 miles), is a small station of a few houses. Here for many years the Indians, in their semi¬ annual excursions in pursuit of game, crossed the Platte. About three miles west of the station was the scene of the '‘'‘Plum Creek massacre'''' in 1868. A roving band of Sioux tore up a rail and threw a freight-train loaded with valuable goods from the track, killing the engineer and fireman, the other em¬ ployes escaping in the darkness. Bay- light disclosed a scene of wild riot and plundering. Broken bales and boxes of goods were scattered over the ground, and after loading their ponies the savages set fire to the cars and crossed the Platte, going southward. But the avenger v/as swiftly on their track. A company of * This word is colloquially pronounced as if written “dobey.” Adobe is sun-dried brick. WiLLOAV Isl’d.] OMAHA TO SAN FRANCISCO, ROUTE XVIII. [Ogalalla. Pawnee scouts, then employed by the Government in guarding the road, were telegraphed to, and soon on their trail, eager to take vengeance on their ancient enemies. Some miles south of the river they overtook the Sioux among the hills, laden with their booty, and a short and bloody conflict ensued. Next day sixteen Sioux scalps were fluttering in the breeze before the camp of the Pawnees, and the departed spirits of that many of their tribe were avenged. The writer will never forgpt the rejoicings he witnessed in that camp, over the “heap-scalp.” Those e periences have passed away, and the Indiana have ceased troubling the road, and the strife between these two tribes ended in peace. •Willow Island, Nefe. (250 miles), and Hrady Island, (268 miles), are small passenger stations. McI^Iiersoii, Nel>. (277 miles), is a supply-station for the fort of the same name, four miles away, on the other side of the river. This post was built in 1863 for the protection of the emigrants, and is now garrisoned by six companies of troops. Large quantities of red-cedar ties, telegraph-poles, and wood, have been cut in the canons near here for the use of the railway, and a succession of bridges built from island to island across the numerous channels of the Platte. Just below here the North and South Branches of the Platte unite. At McPherson Sta¬ tion a tract of several thousand acres is naturally irrigated from Pawnee Spring. This was formerly a favorite camping ground on account of the abundant grass and good water. Thousands of tons of hay are cut here for the military posts, and points along the railway. Ten miles farther w'e cross the North Fork of the Platte on a bridge 8,000 feet long, supported by cedar piles; and two miles beyond arrive at Nel). (291 miles), where the railway company has a fine hotel, round-house, and machine-shop for repairs. Some good business houses and neat cottages give the town a thrifty as¬ pect. Here that often indefinite point (when the rails were being laid from two to five miles a-day), the “ end of the track,” was located during the v/inter of 1867, and the town presented a long line of tents and board shanties—every other one being a whiskey-shop, whose sole capital was a gallon of “tarantula- juice,” half a dozen empty bottles of “ bitters,” and a crowd of hang-dog loafers, and low gamblers. The “ roughs ” carried on their shooting and robbing until the Vigilance Committee, the only power they dreaded, visited merited punishment on some of the ringleaders, and as the road moved on they sought new locations, and left a quiet and orderly town behind. Between the town and the South Platte Colonel Parke, the editor of the North Platte Advertiser^ and some oth¬ ers have constructed an irrigating ditch, which waters a large tract of land, and has proved a decided success. This is the shipping-point for large numbers of cattle raised on natural grasses. O’ff’-illoii Nel>. (307 miles), takes its name from the bluffs in plain view on the opposite side of the river, and well known to the plains¬ man a few years ago. Here the emigrant passed through deep ravines, once the dreaded lurking-place of the Indians, who waited to surprise unprotected trains. Al¬ kali begins to appear, and one can see in a dry season the crystals glistening white as snow in the ditches beside the track. We have left behind the farming lands, and enter a vast grazing country, which extends to the base of the Rocky Moun¬ tains. These boundless prairies, covered in summer and winter with nutritious grasses, will furnish unlimited pasturage. The mildness of the climate, and the dryness and purity of the atmosphere, render this country peculiarly adapted to grazing. Allcsili, Nel>. (322 miles), is direct¬ ly opposite the old stage-station of the same name. The remains of the old sod buildings and corrals where the ranch¬ men braved the attacks of the savages can in many places be seen ; but for a hundred miles, where once the road was lined with white-topped wagons, now not a single white man is found. Og'aitalla, Nel>. (341 miles), is near the old “ California Crossing ” of the Platte and opposite where once stood the well-known trading-post of Beauvais^ who was afterward United States peace commissioner at Laramie. 99 Big Spring.] WESTERN TOUR. [Pine Bluffs. Spring*, Nel>. (361 miles), is named from a fine spring of water which flows from the adjacent bluffs, and has refreshed many a weary traveller. Since leaving North Platte Station the road has been near the bank of the stream, and the tourist has had a full view of the whole valley. •lailesbiirg, Neb. (377 miles), was once famous as the “ wickedest town in America,” and during the short stay at the station one can hardly realize that here once stood a town of 4,000 people. After a growth of six weeks, twenty large government and private warehouses were erected, and goods for all points West shipped in great quantities by teams. Gambling and dance houses were abun¬ dant, and some of the victims of the law¬ lessness and crime of those days lie buried on the hill north of the depot, where a few boards mark their graves. When the road reached Cheyenne, the portable buildings were pulled down, and moved away. Now, two depots and three other houses indicate the spot, and the cactus which once covered the ground is fast spreading over the site of the “ fastest ” city of the continent. Three miles south, on the opposite bank of the river, the white buildings of Fort Sedgwick can be seen, now gar¬ risoned by two companies of troops. Here, 200 miles from Denver by the old wagon-road, was an important and busy point before the railroad was built. After passing Julesburg we leave the river, which we have had in view for 350 miles, and turn northwesterly up the valley of Lodge-Pole Creek. Herds of antelope are seen feeding quietly on the hills, and, except the prairie dogs, are almost the only signs of animal life. The U alley of Lodge-Pole Creek is about an average of a mile and a-half in width. The old road to Fort Laramie follows the stream for some distance. Sidney, Neb. (414 miles), is the largest place between North Platte and Cheyenne. Here are a round-house, re¬ pair-shops, a large hotel and eating-house, a small military post, several stores, and other business-houses. The Indians were once very troublesome in this neighbor¬ hood, and the tourist may notice while travelling with Mr. Cahoon, a popular 100 passenger conductor on the western division, that when he lifts his hat a bare spot is displayed which he says h lir “ invigorator ” does not affect. While Ashing in the creek only half a mile from the station, a band of Indians, who had no doubt been watching him from the hills, came suddenly upon him, shooting him in several places with arrows, se¬ curing his scalp, and leaving him for dead. After several months he Anally recovered, but during a long personal acquaintance the writer never heard him express a wish to try it a second time. The dry climate and rich pasturage here have proved very favorable for sheep¬ raising, which promises to be an im¬ portant feature on the high table-lands of Western Nebraska. Moore & Brother have, at Sidney, 8,000 sheep, which have proved a proAtable investment. Leaving Sidney, the bluff's on the right are a poor quality of limestone. Just before passing a high rocky point we catch the Arst glimpse of scrubby pines growing among the rocks. 4*otter, Neb. (433 miles), the next stopping-place, is an unimportant station, at an elevation of 4,375 feet. During the past 24 hours our ascent has been so gradual that we can scarcely realize that we are almost 2,500 feet higher than Omaha. Anilelopc, Neb. (451 miles), con¬ sists of a station-house, water-tank, and section-house, and the country possesses the same features displayed for the last 50 miles. Some time before reaching the next station— iniae Neb. (473 miles)— we get a view of the rocky hills on the left, with straggling pines from which it takes its name. Here large quantities of pine- wood have been delivered to the railroad company, and this station will yet be one of some importance when stock-raising is carried on extensively. The broad valley to the northwest, the high per¬ pendicular rocks, with the creek mean¬ dering at their base, present a pleasing picture, which we have a few minutes to look upon while the train stops for water. Before the railroad was built, an adven¬ turous ranchman put up a stone-house here, and surrounded it with a stockade, where travellers felt comparatively safe Hillsdale,] OMAHA TO SAN FRANCISCO, ROUTE XVIII. [Sherman. from Indian attacks. In this locality used to be the favorite hunting-grounds of the Cheyennes during the summer. Wy. (496 miles), is reached with ease, but the grade is very perceptible. The road-bed consists en¬ tirely of gravel, and is so substantial that it needs but little repairs in a country where rain is limited. Just before reaching Archer we have a glimpse of the Rocky Mountains, whose tops are covered with eternal snows. The traveller may mistake them for clouds; but, as he ascends, the dark belt of pines just below the snow-line will dispel the illusion. The first view of the great chain of mountains, which have been known to us since the days of boyhood geography, is at once grand and beautiful. [^See chapter on Colorado.] As the tourist scans this mountain- range, extending southward. Long's Peak^ 14,000 feet high, is plainly visible, and the Spanish Peaks are in the dim distance. Away to the north as far as the eye can reach is seen the dark line of the Black Hills, very appropriately named, for the rocks and pines half-way down their sides give them a sombre aspect. From Archer the track has a descending grade, and through several cuts we reach the plain, with Cheyenne, the “ Magic City,” in full view. Just before reaching the town the Denver Pacific Railroad is seen on the left, extending southward. CifteyeBine, W'y, (516 miles, eleva¬ tion 5,931 feet), was unknown before the building of the Union Pacific, which reached this point in 1867. It has been fully described in Route XVII. (fe page 94.) Leaving Cheyenne, the train crosses Crow Creek^ a mile west of the town, and from this point we get a good view of Fori D. A. Russell^ three miles north. Large amounts of government freight are distributed from this post, which is garrisoned by eight companies of troops. ^Vy. (523 miles), is an unimportant point. During the last six miles the grade has been 60 feet to the mile, and from Cheyenne to the summit averages nearly 90. After leaving this station the rugged mountain scenery is gradually approached, and looking baek we get a good view of Cheyenne, the fort, and the great plain northward. Approaching Granite Cahon^ the rise is very perceptible, and the heavy grading through the solid rock is first met with. The elevation reached is 1,367 feet above Cheyenne. Here, while the road was building, was quite a village of boarding¬ houses, stores, blacksmiths’ shops, etc., which have entirely disappeared, leaving a few tumble-down fireplaces to mark the spot. Granite is the main formation, with occasional outcroppings of limestone, and here and there streaks of quartz extend¬ ing from the gold-regions of Colorado. Snow-fences and walls of rock become frequent along the track, and afford sub¬ stantial protection from the drifting snow of winter. Although the fall of snow here never exceeds six inches, still the high winds which prevail at that season would drift it into the cuts, which would seri¬ ously obstruct travel. The extensive de¬ fences erected by the Central and Union Pacific Railways proved effectual in keep¬ ing the long line clear during the past win¬ ter, and all fears of snow blockade, and its consequences of starvation, freezing, etc., were dissipated, and the safety of this as a winter route fully established. After passing the last station the road continues to ascend; winding its way among the hills until reaching Buford^ a side track, we gain an altitude from which we have a fine view north and south. The moun¬ tain-peaks away to the south are more plainly visible, and on a clear day the outlines of Pike's Peak^ nearly 300 miles off, are in view. On the right, wild, rug¬ ged mountains of granite rocks, which seem to have been piled here by some great convulsion of Nature, meet the eye, with pines, whose green foliage relieves the sombre aspect, growing in the clefts almost to their summits. W'y. (549 miles, eleva¬ tion 8,235 feet), is the most elevated railroad station in the world, and pos¬ sesses many attractions for the tourist. Those wishing for clear mountain-air, fine trout-fishing, and a wide field for botanical study, will find them here. Tourists should spend a day or two at Sherman. At VirginiaDale^ 2 i>hQ 2 i\xi\^\i\\y picturesque spot, 12 miles south of the station, was an old stage-station, which has recently been bought by a person who intends making a large stock ranche of 101 Red Buttes.] WESTERN TOUR. [Laiiamie. it. The protection afforded in winter, and rich pasturage, make it very desira¬ ble for that business. Abundance of excellent speckled trout are found in the creek, and the Cache d la Poudre^ of which it is a tributary. Creighton & Alsop, the great cattle-men of the plains, have thousands of cattle in this region, and during the winter ship large numbers East. The beef fed on this mountain- grass has a peculiarly rich flavor, and is said to be much better than that fed on grain. These valleys will yet be covered with fields of grain, and the hills with herds of cattle. After leaving Sherman, we commence a descent toward the Lara¬ mie Plains, and a mile from the station we pass Peed's Rock\ a massive pile of granite on the right of the track, well- known as a landmark to all old plainsmen. Dale Creek Bridge is the first object of notice, being a fine structure 650 feet long, and 125 feet above a tiny stream which winds down the rocky gorge. The bridge is well built, and stayed with wire cables anchored in the rock. Passing through deep rock-cuts wdiich rise high up on our right, with straggling pines and wild-flowers in the ravines, we emerge from the hills and Laramie Plain is spread out before us, a grand and beauti¬ ful sight. On the west, 20 miles away, rise the lofty mountains whose tops we could sec east of Cheyenne ; but here we have a full view of them as they rise from the plain. The dark shade for some distance up their sides is the growth of pines which has furnished large quantities of ties and telegraph poles. Directly west the evening sun shining on a thread of silver along the plains to the north marks the course of the Laramie liiver from a gorge of the mountains, as it takes its course along the valley, and here we get an idea of this vast table¬ land, over 7,000 feet above the sea, walled in by ranges of mountains on either side, and stretching northward till the Medi¬ cine Bow Mountains^ 80 miles away, bound the view. Ited. 35iJLttes, (564 miles), the first station on the plains, is named from red sandstone hummocks, rising 50 to 75 feet high. (570 miles), a military post, is in sight for some 102 distance, and a side-track here affords convenience for receiving stores. This post, established in 1866, is very beauti¬ fully situated near the Laramie River. Quite a large field adjoining has been fenced in, and excellent crops of vege¬ tables raised, by the aid of irrigation, for the use of the soldiers. I.