Established in Chicago 1854.
OF THE CHOICEST FABRICS,
from Continental Europe, for
WHICH HE MAKES TO MEASURE IN THE MOST
FASHIONABLE THOROUGH ARTISTIC STYLE.
Shirts to measure, EXTRA durable and PERFECT in FIT.
Send for directions for self measurement.
CLERGYMEN 10 PER CENT. DISCOUNT.
December 15th, Corner Monroe and Wabash Avenue.
Chicago & Alton Railroad.Page Image
THE ONLY FIRST-CLASS ROAD IN THE WEST.
(SEE CLASSIFICATION OF RAILROADS BY BOARD OF RAILROAD COMMISSIONERS.)
And the Shortest, Quickest and Best Route between
CHICAGO AND ST. LOUIS
Chicago & Kansas City, Chicago & Jefferson City,
ST. LOUIS & PEKIN & PEORIA,
And St. Louis and Quincy and Burlington.
Pullman Palace Sleeping, Dining & Smoking Cars
Run Through WITHOUT CHANGE between CHICAGO and ST. LOUIS and CHICAGO and KANSAS CITY.
Between CHICAGO and ST. LOUIS and Running both Palace Sleeping and Dining Cars between CHICAGO and KANSAS CITY.
Between CHICAGO and ST. LOUIS, and
One Hour and a Half Faster Time
Between CHICAGO and KANSAS CITY.
THAN BY OPPOSITION ROUTES.
Gen'l Superintendent, Chicago.
Gen'l Pass. & Ticket Ag't, Chicago.
Chicago, Rock Island & Pacific Railroad.Page Image
Joliet, Morris, Ottawa, LaSalle, Peru, Henry, Macon, Peoria, Geneseo, Moline,
Rock Island, Davenport, Muscatine, Washington, Iowa City, Grinnell, Newton, Des Moines,
COUNCIL BLUFFS & OMAHA,
PERU ACCOMMODATION (Sundays excepted) 5.00 P.M.
OMAHA AND LEAVENWORTH EXPRESS (Saturdays excepted) 10.00 P. M.
The CHICAGO, ROCK ISLAND & PACIFIC RAILROAD COMPANY have now opened their South-Western Division, between Leavenworth, Atchison and Chicago,
Connecting at Leavenworth with KANSAS PACIFIC and MISSOURI PACIFIC RAILROADS, and at
ATCHISON with ATCHISON, TOPEKA & SANTA FE, CENTRAL BRANCH UNION PACIFIC, and ATCHISON & NEBRASKA RAILROADS, for all Points in
Kansas, Indian Territories, Colorado and New Mexico.
General Passenger Agent.
The Chicago Spring Works.Page Image
Locomotive, Tender, Freight and Passenger
OF EXTRA CAST STEEL,
TO SPECIFICATION, ON SHORT NOTICE.
DANIELS PATENT SPRING,
THE BEST AND CHEAPEST FREIGHT SPRING IN USE.
HEAVY TRUCK SPRINGS
235 S. Clinton St.
E. E. Otis & Co.Page Image
Real Estate and Loan Agents
161 La Salle Street,
Fake & Clark.Page Image
Real Estate and Loan Brokers,
88 Washington Street,
FRED. L. FAKE.
GEO. K. CLARK. CHICAGO.
Ulrich & Bond.Page Image
Real Estate Dealers,
511 Wabash Avenue,
C. L. Woodman & Co. Bread and Cracker Manufacturers.Page Image
BREAD AND CRACKER MANUFACTURERS.
The Most Complete Bakery in the West. Full Facilities for Supplying the City and Central Trade.
800 Barrels of Crackers per day.
All Orders, whether delivered in person or by mail, filled to the full satisfaction of our patrons.
Real Estate.Page Image
ON AND ADJACENT TO ASHLAND AVENUE.
Manufacturing and Dock Property IN THE CITY,
Having track connections with all the Railroads entering the City.
Also, a Great Variety of BUSINESS and RESIDENCE PROPERTY on and adjacent to
BLUE ISLAND AVENUE, TWELFTH AND TWENTY-SECOND STS.
All on Easy Terms to parties desiring to Improve.
183 W. Washington St.
Wm. A. Butters and Co. Auctioneers.Page Image
WM. A. BUTTERS & CO.
FOR THE SALE OF
General Merchandise and Real Estate,
Nos. 55 & 57 South Canal Street,
(Between Washington and Madison Sts.)
BOOTS AND SHOES — Every Tuesday.
Carriages and Buggies — Every Wednesday.
Dry Goods, Clothing, &c. — Every Thursday.
Furniture, Carpets, &c. — Every Saturday.
Prompt attention given to the sale of
To Those Who Want Good Homes.Page Image
and look at our fine new houses, arranged for both water and gas.
Real Estate Brokers,
38 Wabash Avenue.
Investing Money.Page Image
2. Its Traffic or Net Earnings.
3. A Government Grant of Land, averaging, on completion of the Road, about 23,000 acres per mile of track.
New York, Philadelphia and Washington,
Financial Agents Northern Pacific Railroad Co.
General Agents, Chicago, Ills.
Lake Shore Residence Property.Page Image
175 La Salle St.
C. R. Field & Co. Real Estate and Municipal Loans.Page Image
151 Monroe Street,
(Kent's Block,) CHICAGO, ILL.
Joel D. Harvey Real Estate and Loans.Page Image
REAL ESTATE AND LOANS,
174 LA SALLE STREET,
M. L. SYKES, Jr., V. Pres't Chicago & Northwestern Railway Co., 52 Wall St., N, Y.
Kerr, Davison & Welch, Real Estate Dealers and Brokers.Page Image
Real Estate Dealers & Brokers
142 LA SALLE STREET.
Particular Attention given to Property of Non-Residents.
TAXES PAID, RENT COLLECTED, INVESTMENTS MADE, Etc.
J. Esaias Warren Real Estate and Loan Broker.Page Image
Real Estate and Loan Broker,
No. 18 CHAMBER OF COMMERCE.
Paper Warehouse.Page Image
W. C. CLARKE,
57 West Washington St.
NEWS PRINT, White and Colored.
BOOK PAPERS, White and Tinted.
FLAT PAPERS of all descriptions.
WRITING PAPERS. ENVELOPES, all usual sizes and qualities.
CARDBOARD of all kinds.
GLAZED AND PLATED PAPERS.
TWINES, Etc., Etc.
A. J. & J. W. Cooper, Real Estate Dealers and Loan Brokers.Page Image
Real Estate Dealers and Loan Brokers,
154 LA SALLE ST., OTIS BLOCK,
CHOICE CITY AND SUBURBAN PROPERTY BOUGHT, SOLD AND EXCHANGED.
Coffman & Andrews Real Estate and Loan Brokers.Page Image
Real Estate and Loan Brokers,
152 LA SALLE ST., ROOM 15 OTIS BLOCK.
The Cornell Watch Factory.Page Image
Was Platted and Recorded only six months since, and any visitor will be surprised at the building activity presented on all sides. Lots are selling rapidly, and within a year some
500 OR 600 HOUSES
Are expected to be erected and occupied at this place. Improvements of all kinds are projected on all sides, which are certain to be realized soon, and are sure to make this place the
CENTER OF A LIVELY, BUSY, PROSPEROUS POPULATION.
Basement of Republic Life Building, Chicago.
"FRUIT LEAVES," a neat book of 60 pages, for 25 cents. Edition printed in good style, but bound in paper, so all can buy it. Book of pure literature for the people; novel and choice essays and poems on subjects of vital importance. Suitable for selling on trains. Sample copies sent free to dealers. Price, per 100 copies, $15.00.
Address, P. O. Box 89, Hyde Park, Cook County, Ill.
John Culver, Dealer in Real Estate.Page Image
DEALER IN REAL ESTATE,
142 LaSalle Street,
C. C. Thayer & Co. Real Estate Agents.Page Image
Real Estate Agents,
186 East Madison Street,
REAL ESTATE PURCHASED, MANAGED AND SOLD.
Clarke, Layton & Co.Page Image
ESTABLISHED IN 1853.
GEO. B. CLARKE.
R. P. LAYTON.
C. P. SILVA. CHICAGO.
B. F. Clarke, & Co.Page Image
WASHINGTON HEIGHTS AGENCY,
B. F. CLARKE,
JAMES McCAULEY. CHICAGO, ILL.
Our Office, on October 1st, 1872, will be removed to the Oriental Building, 122 La Salle Street.
Day & Sanborn, Real Estate & Loan Brokers.Page Image
Real Estate & Loan Brokers
No. 138 and 140 La Salle Street,
(S. W. Cor. Madison & La Salle,)
CHAS. A. DAY.
N. A. SANBORN. CHICAGO.
The Brighton Company.Page Image
Chartered by the Legislature, 1857. Authorized Capital, $500,000.
Real Estate, Bonds, Notes and Exchange.
CORRESPONDENCE WITH BANKS AND CAPITALISTS SOLICITED.
DEPOSITARIES: Fourth National Bank, New York, First National Bank, Chicago.
Notes and Coupon Bonds, secured by Real Estate, — A Specialty.
D. Cole & Son, Real Estate Agents.Page Image
Real Estate Agents,
188 West Madison Street,
Houses Rented. Rents Collected. Loans Negotiated.
Wm. Garnett Real Estate and Loan Broker.Page Image
Real Estate and Loan Broker,
369 WABASH AVENUE,
4 DOORS SOUTH OF POST OFFICE,
Wright & Tyrell.Page Image
Loans On Real Estate Negotiated,
DEALERS IN REAL ESTATE.
180 West Washington Street,
Will Remove in October
to Tribune Building. CHICAGO.
Thos. A. & M. Hill.Page Image
401 WABASH AVENUE, CHICAGO,
Offer for sale, at SOUTH ENGLEWOOD, 50 Acres of Choice Ridge Land, only two blocks from the new depot.
THOS. A. & M. HILL, 401 Wabash Avenue.
Henry J. Goodrich Real Estate Broker.Page Image
Real Estate Broker,
368 WABASH AVE., CHICAGO.
Property left exclusively with me will receive special attention,
REAL ESTATE Bought, Sold and Leased; MONEY LOANED; Investments made; Titles examined and perfected; Taxes paid and Rents collected on reasonable terms; satisfactory references furnished if desired.
F. A. Bragg & Co. Real Estate BrokersPage Image
F. A. BRAGG & CO.
Real Estate Brokers
AND HOUSE RENTING AGENCY.
Loans Negotiated on Real Estate Security.
Particular attention given to the Payment of Taxes, Collection of Rents, Etc., Etc.
46 East Harrison St., Chicago.
Henry Greenbaum & Co.Page Image
16 North Canal St., Chicago,
GREENEBAUM BROTHERS & CO.
216 Broadway, New York,
CIRCULAR LETTERS OF CREDIT, for Travelers,
available throughout the world.
COMMERCIAL CREDITS, for Importers.
PASSAGE TICKETS, to and from Europe, by the most
Bonds, American and Foreign Specie, Purchased and For Sale.
Ogden & Scudder, Real Estate Loans and Securities.Page Image
Real Estate Loans
N. E. Cor. Monroe and La Salle Streets,
Pennsylvania Central Railroad.Page Image
CHICAGO AND NEW YORK.
PENNSYLVANIA CENTRAL R. R.
3 DAILY EXPRESS TRAINS
With PULLMAN'S PALACE THROUGH CARS Leave
Chicago, Ft. Wayne and Crestline
ON ARRIVAL OF TRAINS FROM THE WEST, FOR
PITTSBURGH, HARRISBURG, PHILADELPHIA,
BALTIMORE, WASHINGTON CITY,
NEW YORK, BOSTON,
AND ALL PRINCIPAL TOWNS AND CITIES IN THE EAST.
Pittsburgh, Fort Wayne & Pennsylvania Central Railroads
Which can be obtained at all Regular Railroad Ticket Offices in the West; at the Company's Office, 43 W. Madison Street, and at the Depot, Corner of Madison and Canal Streets, West Side, Chicago.
Pittsburgh, Cincinnati & St. Louis Railroad.Page Image
Pittsburgh, Cincinnati & St. Louis RAILROAD.
CHICAGO TO THE SOUTH.
Richmond, Cincinnati and Columbus.
KOKOMO AND INDIANAPOLIS,
Making Close Connections at
Nashville, Humboldt, Memphis, Little Rock, Jackson, Mobile,
And Principal Points in the South.
Michigan Central and Great Western Railways.Page Image
The Great Central Through
Freight and Passenger Route
Via NIAGARA FALLS,
In Connection with the NEW YORK CENTRAL and ERIE RAILWAYS, to and from
ALL POINTS EAST AND WEST.
SPEED, COMFORT AND SAFETY.
Run Daily between CHICAGO AND NEW YORK Without Change.
75 Canal Street,
92 Market Street,
769 Wabash Ave.
69 Washington Street.
151 Jefferson Ave.
Cor. Main & Exchange Sts.
Gen'l Sup't Great Western Ry, Hamilton.
Gen'l Sup't Mich. Central R.R., Chicago.
Gen'l West. Pass. Agent, Chicago.
Chicago and North-Western Railroad.Page Image
WEST AND NORTH-WEST,
And with its numerous Branches and Connections forming the
SHORTEST AND CHEAPEST ROUTE
From CHICAGO to all points in
ILLINOIS, WISCONSIN, NORTHERN MICHIGAN, MINNESOTA
Luxurious Day, Sleeping and Dining Cars,
WESTING HOUSE SAFETY AIR BRAKE
Thereby offering to Passengers a degree of
SPEED, COMFORT & SAFETY
To be obtained by no other Route.
CHICAGO & NORTH-WESTERN.
Gen'l Sup't, Chicago.
Gen'l Ticket Ag't, Chicago.
Lake Shore & Mich. Southern Railway.Page Image
CHICAGO, TOLEDO AND CLEVELAND
Lake Shore & Mich. Southern
With Unequaled Accommodations, make SURE and RELIABLE CONNECTIONS at
With N. N. Central & Hudson River R. R. and Erie Railway for
New York, Boston
AND ALL PRINCIPAL POINTS EAST,
Being the only Route connecting with the Great Trunk Lines at above named Point.
ARE RUN ON ALL DAY AND NIGHT EXPRESS TRAINS.
LAKE SHORE & MICHIGAN SOUTHERN RAILWAY.
Gen'l Supt., Cleveland, O.
Gen'l West'n Pass'r Agt., Chicago.
Chicago, Burlington & Quincy Railroad.Page Image
3 THROUGH EXPRESS TRAINS DAILY
CHICAGO AND THE MISSOURI RIVER.
PULLMAN DRAWING ROOM AND SLEEPING CARS
Running DAILY between
CHICAGO, COUNCIL BLUFFS AND OMAHA,
Without change, in direct connection with the Union Pacific R. R. for
Cheyenne, Denver, Salt Lake, Sacramento, San Francisco,
And all Points on the Pacific Coast.
Pullman Dining Cars to the Missouri River.
CHICAGO & KANSAS CITY
Without Change of Cars or Ferry, in direct connection with the Kansas Pacific R'y, for
Lawrence, Topeka, Junction City, Ellsworth, Sheridan, Denver,
And all Points in Colorado and New Mexico.
Chicago, Dubuque and Sioux City Through Line,
Via Aurora and Forreston. The only line by which Through Cars are run between
CHICAGO & DUBUQUE
Thus avoiding the disagreeable necessity of changing cars on a short run, which has to be done by any other route.
CHICAGO, BURLINGTON & QUINCY RAILROAD,
Which can be obtained at all the principal offices of connecting roads. In Chicago, at the Company's Office, in the Briggs House, Corner Canal and Madison Streets, and at Great Central Depot, foot of Lake Street.
SAM'L POWELL, Gen'l Ticket Agt., Chicago.
E. A. PARKER, Gen'l West'n Pass. Agt., Chicago.
Illinois Central Railroad.Page Image
Chicago to St. Louis
WITHOUT CHANGE OF CARS.
Making Direct Connections at St. Louis for
KANSAS CITY, LEAVENWORTH, ATCHISON,
St. Joseph, Lawrence, Topeka, Fort Scott, Denver,
And all points Southwest.
WITHOUT CHANGE OF CARS.
And all points South.
Decatur, Pana, Vandalia, Terre Haute, Vincennes, Evansville,
SHAWNEETOWN, PEORIA, CANTON, KEOKUK, WARSAW.
The Direct Route to Farmer City, Clinton, Mt. Pulaski and Springfield.
WITHOUT CHANGE OF CARS.
The only Direct Route to Galena, Dubuque, Waterloo, Cedar Falls,
Charles City, Ackley, Fort Dodge and Sioux City.
75 Canal Street, Corner of Madison; Great Central Depot, foot of Lake St.;
Union Depot, foot of Twenty-Second Street.
[The following description of the Railroads of Chicago appeared in the CHICAGO TIMES of August 10th. It is republished in its present form at the request of prominent citizens, and by special permission of WILBUR F. STOREY, editor and proprietor of the journal in which the article was originally published. It is the most complete and elaborate account that has ever been given of a network of railways unequaled in the world.]
One need but to look at the map herewith presented to obtain an idea of the reason why the great fire of October last did not ruin the business of Chicago. To its railway system is this city almost entirely indebted for the wonderful progress which is now being made in the work of repairing the losses sustained on account of that catastrophe. Chicago has not inaptly been compared to a great and rapidly-growing tree, whose roots extend forth in every direction, drawing nutriment from the soil. To remove the top from such a tree would only cause the subsequent growth to be more rapid. So, although Chicago, it was supposed, was almost blotted out by fire, yet
2the city could be saved, and succoring freight trains from east, west, north and south sped to the relief, loaded with the substantial evidences of a universal compassion.
Has been constructed on the idea of giving, at one view, the railroad lines which center in Chicago, as well as those which have been projected. In order to make these distinct, and to prevent confusion, the railroad lines which are not really direct contributors to the commerce of Chicago, have been omitted, so that the map is not to be taken as a complete showing of all the roads in the country which it covers, as will readily be seen. The map gives the lines passing eastward from Chicago to near the east line of the State of Ohio, and north, west, and southwest, as far as roads are at present constructed. It shows the western roads to the point where they coalesce with the Union Pacific.
There are nearly 10,000 miles, as shown by the tables presented below, and if to these be added the affluent lines, the total mileage tributary to Chicago would not fall far short of as many miles more. There are about 3,000 miles of
The projected southward line from Danville to Paducah, which will intersect a section of country poorly supplied with railroads, is also all under contract. It will be operated by the Chicago, Danville and Vincennes road. The Continental road is said to be in process of construction from Tiffin, O., to Rensslearville, Ind. The Chicago and La Salle, the Wisconsin Midland, and the Chicago and Illinois River roads have not yet been
3comnenced, but the prospect is fair that they will be, within a short period of time. In addition to these two roads, nearly all the companies whose tracts extend westwardly are making large extentions. The Chicago and Northwestern are building roads at three points as rapidly as possible; the Milwaukee and St. Paul have large extensions under way besides the line between this city and Milwaukee; the Chicago, Burlington and Quincy are not now building new extensions, but are interested in the progress of the Chicago, Omaha and St. Joseph; the Chicago and Alton have projects, indefinitely large, of extending their road ultimately to Texas, and perhaps to the gulf of Mexico, or to the Pacific. This road has just formed a direct connection with Jefferson City, the capital of Missouri, and expects to form another important connection at Boonville, on the Missouri river, soon.
The Chicago, Rock Island and Pacific company have recently completed their road to Leavenworth, Kan., and now run trains direct to that city, across the new bridge over the Missouri at that city. Within a few days they have also formed a direct connection with Atchison, Kansas.
The Illinois Central, not at all behind the other roads, has two independant routes to St. Louis, one by way of the Vandalia road, and the other by way of the Gilman, Clinton and Springfield and the Chicago and Alton roads. But this company has entered into a contract with the Mississippi Central, whereby the latter road will build a line from Jackson to a point near the mouth of the Ohio, opposite Cairo, thus forming a through line to New Orleans and a connection with all roads of the South. When this line is completed, passenger cars will pass from Chicago to New Orleans, by simply changing trucks so as to accommodate the cars to the varying grades.
By a glance at the gross receipts of the roads leading eastward from this city, it will be seen that their lines must have an immense amount of business. They are all putting forward the work of double tracking, and by the advent of winter, at least, the Lake Shore and Michigan Southern and the Michigan Central will practically have double tracks between this city and Buffalo.
Will show in the best light of what vast importance is the Chicago railway system. It will be seen by a glance at the tables submitted below that there are nearly 10,000 miles of completed main roads centering in Chicago, and nearly 4,000 more under contract, or projected. The number of regular passenger trains out each day is 94, and the number of in trains 92. The number of regular freight trains each day is 143. But these figures should be considerably increased by the extra trains, which on the average will equal about 20 of freight, and perhaps eight or ten passenger trains per day, particularly in the summer time, which would swell the grand total of trains arriving and departing from the city each day to 300. It would be a new sensation if one could go "up in a balloon" and stay suspended over the city for a day to see the arrival and departure of this large number of trains. The force of these figures is not diminished when it is seen that the total gross earnings of these roads for the last fiscal year was nearly $83,000,000 and the net earnings, over all expenses, $20,000,000. The number of Pullman palace sleeping cars arriving and leaving each day is 80, while there are about 20 sleeping cars of other manufacturers, which should be added, making a total number of 100.
There are 60,000 miles of railway in the United States, and of this amount Chicago has one-sixth; and if the feeding lines be added, there is fully one-fourth of the total railway mileage of the whole country tributary to Chicago. Under the name of each road is presented other figures, which could not be so well classified owing to the fact that they were not altogether homogeneous. The total amount of capital invested in the roads centering in Chicago is over $400,000,000.
As no pent up Utica contracts the future of the Chicago railway system, so no limit is put upon the future growth of Chicago. "The whole boundless continent is ours," west of Detroit, and north of the Gulf of Mexico. About one thousand emigrants pass through the city each week to the west, and almost all of them settle on government lands, raise grain for the Chicago board of trade to buy, and consume goods that Chicago merchants sell.
This great road, which was formerly known as the Michigan Southern and Northern Indiana railroad, has, by various consolidations, grown to a single line road from Chicago to Buffalo, 540 miles, with branches aggregating over 300 miles of road. In the spring and summer of 1869, the consolidation of the above-named road with the Lake Shore company, and the Buffalo and Erie Railroad Company, formed the line which is now known as the Lake Shore and Michigan Southern railroad
The branches owned by the company are as follows:
|Ashtabula, O., to Jamestown, Pa||36|
|Elyria, O., via Sandusky, to Millbury (junction with main line)||74 Ë|
|Toledo, O., to Elkhart, Ind., (air line)||133|
|Adrian, Mich., to Jackson, Mich||46|
|Adrian, Mich., to Monroe, Mich||33|
Besides the above-named roads, are the following, which, though under separate organizations, the capital stock thereof is owned wholly by this company:
The Detroit, Monroe and Toledo railroad, extending from Toledo, in Ohio, to Detroit in Michigan, 65 miles; and the Kalamazoo and White Pigeon railroad, extending from White Pigeon, Mich., to Kalamazoo, Mich., 37 miles.
The following-named roads are operated by the company under leases: The Jamestown and Franklin railroad, extending from Jamestown, Pa., to Oil City, Pa., 51 miles; the Kalamazoo, Allegan and Grand Rapids railroad, extending from Kalamazoo to Grand Rapids, Mich. The whole number of miles owned and leased by the company is 1,074. The company has 92 miles of double track between Buffalo and Toledo, and 259 miles of side tracks.
The equipment at the close of the last fiscal year, Dec. 31, 1871, was as follows:
Engines 346, passenger cars of all classes 229, freight cars of all classes 7,321.
The authorized capital stock is $50,000,000, of which sum there was issued to the stockholders of the various companies entering into the consolidated company $35,000,000. On July 27, 1871, the board of directors were authorized to issue, sell, and dispose of the remaining $15,000,000 in such manner as they should deem most conducive to the interest of the company, and, on Oct. 7, 1871, the Saturday before the great fire, this amount of stock was sold to the holders of the common stock at 331/3 per cent.
During the present year it is expected that the road will be double-tracked between Buffalo and Toledo. The company have adopted the policy, as far as practicable, of substituting steel rails on those portions of the road carrying a heavy traffic.
This company lost by the great fire property amounting to $325,000 in value, comprised in its half of the fine passenger depot on Van Buren street, $125,000 in stock which the company owned in the Pacific Hotel, and losses resulting from derangement of business, destruction of baggage and freight.
The statistics of the company show that 175,683 passengers got on the trains of this company at Buffalo during 1871, 84,493 at Chicago, 125,329 at Toledo, and 219,280 at Cleveland.
The road is officered as follows:
President — Horace F. Clark.
Vice President — Augustus Schell.
Treasurer — James H. Banker.
Sec'y and Assistant Treasurer — Geo. B. Ely, Cleveland, O.
Auditor — C. P. Leland, Cleveland, O.
General Manager — J. H. Devereux, Cleveland, O.
General Superintendent — Charles Paine, Cleveland, O.
General Freight Agent — Addison Hills, Cleveland, O.
Ass't Gen'l Freight Agent — Charles M. Gray, Chicago, Ill.
General Ticket Agent — J. W. Cary, Cleveland, O.
Chief Engineer — Charles Collins, Cleveland, O.
General Master Mechanic — James Sedgley, Cleveland, O.
Master Car Builder — John Kirby, Cleveland, O.
Purchasing Agent — A. C. Armstrong, Cleveland, O.
This vast corporation of itself is entitled to be considered as a system of railroads rather than as a single road, since it has four main lines radiating from this city to the west and northwest for hundreds of miles. The total number of miles owned and leased by the company is not much below 1,600 miles. The fact that the company are rapidly building at the extremities of their lines, makes it impossible to state with exactness the total mileage. At the present time the company are engaged in the construction of the gap between Menomonee and Escanaba, a distance of about 40 miles, which will be completed before December next; they are also drilling tunnels through three ranges of hills a little southeast of La Crosse, and will shortly be able to connect the Baraboo branch with the La Crosse, Trempeleau and St. Peter road at Winona Junction, and thus, with the Winona and St. Peter road, which the Northwestern has leased, have a through line to the east line of Dakota territory. Work is progressing on the latter road so rapidly that a mile and a quarter of track are laid each day.
The following is a statement of the mileage of the road:
|Kenosha Branch, Harvard to Kensoha||44|
|Chicago to Dubuque||188|
|Junction to Clinton||108|
|Clinton to Council Bluffs||350|
|Fort Howard to Maronette||49|
|Elgin to Richmond||33|
|Winona and St. Peter||199|
|La Crosse, Trempeleau and St. Peter||27|
The city of Chicago has been especially proud of this road, since its development has been so grand, and as it runs through a section of the country which is entirely tributary to Chicago. The possibilities of future expansion of the road are almost beyond exaggeration.
The vast and fertile but unoccupied plains of Dakota and beyond the region of country watered by the Red River of the North, are to become tributary to this and the Milwaukee and St. Paul road.
Recently this company have formed an agreement with the West Wisconsin company, whereby they will connect at Elroy, and run their trains to St. Paul on that road until the tunnels shall have been completed.
This company was a heavy loser by the great fire, which destroyed two large brick freight houses, a brick flour warehouse, a grain elevator, from which the company derived a large annual rental, and two large elevators owned by private parties, but which were used for the company's business. The fire destroyed the passenger buildings and depot of the Galena division, and 133 freight cars. The total loss is estimated at $494,000, on which the amount of insurance realized is $68,000. New elevators to replace those destroyed by the fire are about completed, and the future of this company has the brightest promise.
The company own 216 first-class locomotives and 53 second-class. They also own 123 first-class passenger cars, 27 second-class cars, 123 caboose and way-cars, 76 baggage and mail cars, 3,530 box freight cars, 960 platform cars, 337 live stock cars, 1,121 iron ore cars, and cars of other classes, making the total number 6,343. The number of passengers carried during the year was 2,224,705, number of tons of freight carried 2,510,016.
The officers of the road are as follows:
John M. Burke, A. G. Dulman, Geo. S. Scott, M. L. Sykes, Jr., Charles R. Marvin, Harvey Kennedy, A. B. Baylis, David Dows, R. P. Flower, Francis H. Tows, New York; William L. Scott, Milton Courtright, Erie, Pa.; John F. Tracy, Henry H. Porter, Wm. H. Ferry, Chicago; B. F. Allen, Des Moines, Iowa; J. L. Ten Have Frzn, Amsterdam, Holland.
John F. Tracy,
M. L. Sykes, Jr.
A. G. Dulman.
John M. Burke,
H. H. Porter.
President — John F. Tracy.
Vice President — M. L. Sykes, Jr.
Secretary and Treasurer — Albert L. Pritchard.
General Manager — James H. Howe.
General Superintendent — Marvin Hughitt.
Chief Engineer — E. H. Johnson.
General Solicitor — B. C. Cook.
Local Treasurer — M. M. Kirkman.
Assistant Secretary and Auditor — J. B. Redfield.
Purchasing Agent — R. W. Hamer.
General Freight Agent — C. C. Wheeler.
General Ticket Agent — H. P. Stanwood.
This railroad company suffered largely from the fire, losing property amounting to about $100,000. Its main line, which connects the two great cities of Chicago and St. Louis, is one of the best managed roads in the country, and although the competition of new roads is constantly growing in proportions, this road not only maintains but increases from year to year its aggregate business. The company have vast schemes of extension on foot, which may result in an ultimate line from Chicago southwest through Louisiana, Arkansas, and Texas to the Pacific. During 1871, it constructed a line from Roodhurse, a point on the St. Louis, Jacksonville and Chicago road, to a point on the east bank of the Mississippi, opposite Louisiana, a distance of 376 miles. A substantial iron bridge 1,200 feet in length has been built on this line across the Illinois river, with a draw for the passage of boats.
A contract has also been made, whereby this company leases the line of the Louisiana at the Missouri river as far as it is built. That road has been completed from Louisiana to Mexico, a distance of 51 miles, and was opened for traffic on the 30th day of October last. The road, at this time, is completed to Jefferson City, Mo., and was opened for business to that point on the 15th
10of July. When this road shall be built to Kansas City, it will form the shortest line between this city and that place. The company has thus increased its amount of railroad during the year 1871, by 88 miles.
The company own 51 passenger cars, 2,420 freight cars of all classes, and 125 locomotives.
The whole number of miles run by locomotives during the year was 3,359,997, or equivalent to 7Ë round trips to the moon and return, if the tracks had been so laid as to enable that route to be taken. Each locomotive passed over 28,000 miles, or a considerable more than the distance round the earth.
The company burn coal on 111 of its engines, and wood upon 14.
The repairs of the road have required 2,200 tons of steel rails, 5,300 tons of new and re-rolled iron rails, 1,800 tons of repaired rails, and 199,268 new cross-ties.
A remarkable increase in the coal traffic of the road has taken place since 1865. The company transporting in that year 6,000 tons, while in 1871 it carried 381,936 tons.
The capital stock of the road is $11,355,300, and the funded debt $3,726,000.
The company have in view an indefinite extension of road as the west developes, and will soon survey a route, as indicated in the accompanying map, along the northern line of the Indian territory.
The officers of the road are as follows:
President — T. B. Blackstone.
Secretary and Treasurer — W. M. Larrabee.
General Superintendent — J. C. McMullin.
Assistant Supt. and Train Master — O. Vaughan.
Division Supts. — W. C. Van Horne and C. M. Morse.
Chief Engineer — K. F. Booth.
Superintendent of Machinery — John A. Jackman.
Superintendent of Car Department — R. Reniff.
General Freight Agent — James Smith.
General Passenger and Ticket Agent — James Carleton.
Purchasing Agent — A. V. Hartwell.
Attorney — A. W. Church.
This is another of the great roads leading west from Chicago, whose growth has been side by side with the growth of Chicago, until, like this city, it has grown into one of the greatest railway corporations of the country, reaching, with its ramifications, a very broad scope of territory. An idea of its greatness may be obtained from the fact that it runs two through trains daily from Chicago to Omaha, St. Joseph, Kansas City, Denver, and San Francisco. The total number of miles operated by the company is 781Ë. The last report, which covers the year ending April 30, 1872, shows that the passenger traffic was about the same as for the preceding year, while the increase in freight earnings was about 22 per cent.
This road has now a double track to Aurora, and 25Ë miles between Aurora and Mendota; in all 61Ë miles of double track. Within the year connection has been made at Streator with the Fairbury, Pontiac and Northwestern Railway, extending from Streator to Fairbury. The road from Fairbury to Paducah, which is to be completed this year, will bring the Chicago, Burlington and Quincy into direct communication with the southern railway system. The Chicago, Pekin and Southwestern Railway, extending from Streator to Pekin, will be completed this fall. This will open a new route to St. Louis, via the Peoria, Pekin and Jacksonville Railroad, passing through a thickly populated and wealthy portion of the State.
At Streator are the Vermillion Coal Company's mines, from which large quantities of coal are shipped to Chicago and points on the lines of the Chicago, Burlington and Quincy and Chicago and Northwestern Railroads.
By the Mendota and Clinton Branch, connection is made with the Clinton and Dubuque Road, which is being constructed in the interest of the Chicago, Burlington and Quincy, and is now nearly completed. By an arrangement with the Illinois Central Road, the business of the Dubuque and Sioux City Road, and of the Chicago, Dubuque and Minnesota Road, is carried over the Illinois Central between Dubuque and Forreston. The Chicago and Iowa Road, from Aurora to Forreston, is a tributary of the Chicago, Burlington and Quincy, and is the route by which the
12Chicago business of the Illinois Central, between Forreston and Dubuque, as well as that of the Dubuque and Sioux City and Chicago, Dubuque and Minnesota Roads, is done.
The following is a statement of the mileage of this road:
|Geneva to Streator||67 Åº|
|Aurora to Galena Junction||13|
|Mendota to Clinton||65 Å¾|
|Buda to Elmwood||44 Ë|
|Yates City to Rushville||62 Ë|
|Galva to Keithsburg||56 Ë|
|Galesburg to Quincy||99 Ë|
|Burlington to Quincy||70 Ë|
|Burlington to Keokuk||42|
The company has laid over 80 miles of steel rails, and is making all renewals of rail with steel. Within the past year the equipment has been largely increased, so that now the company has 192 engines, 83 passenger cars, 44 baggage, mail, and express cars, 2,550 house, freight and cattle cars, 979 platform and coal cars, 82 drovers' and conductors' cars, 1 refrigerator car, 40 dump cars, 268 hand cars, and 228 rubble cars.
The following is a list of the board of directors and the officers of this company:
Erastus Corning, Albany, N. Y., John C. Green, New York; Sidney Bartlett, John W. Brooks, John A. Burnham, John N. Denison, John M. Forbes, Nathaniel Thayer, Robert S. Watson, Boston, Mass.; James F. Joy, Detroit, Mich.; Chauncey S. Colton, Galesburg, Ill.; James M. Walker, Chicago, Ill.
President — James M. Walker.
Chairman of Board — John N. Denison.
General Superintendent — Robert Harris.
Treasurer and Secretary — Amos T. Hall.
Is one of the oldest and most popular roads of Chicago. For many years it far excelled in its equipment competing roads to the east from this city, and during the past winter it had more business than it could well manage. This road was one of those which were badly crippled by the fire, the conflagration having destroyed all the buildings owned by the company in Chicago, and all means of handling freight under cover for a considerable time, while at the same time it created a demand for brick, timber, and all kinds of building material, which was furnished in large quantities from the line of this road, and its connections, west of Kalamazoo. The handling of this class of freight to some extent interfered with the usual large amount of through traffic moved by this company during the winter months, and necessarily caused some delay, but altogether a much greater tonnage was carried than ever before, and the present enlarged facilities of the road enable it to still largely increase its conveying capacity the coming season.
The company have determined to relay the entire road with steel rail, and to complete the double-tracking as soon as possible. Contracts have been made for 16,000 tons of steel rail, to be laid this season, and the second track is in rapid progress between Detroit and Ypsilanti, and between Niles and Lake station. The air line and the main line already supply two tracks between Niles and Jackson.
The second track is to be laid with steel, and will be substantially completed next year. On the first of November it is expected that the entire line of 284 miles will be under double track, with the exception of about 65 miles.
The Michigan Central has for a few years past developed, or aided in developing, a vast network of railways in the peninsula of Michigan. The Michigan Central, the Lake Shore, Michigan Southern, and Pennsylvania Central have been striving, not only for the larger share of the business of the peninsula, but to be the first to tap the Great Northern Pacific road, at Mackinaw, or at Duluth. The result has been that more railroads have been constructed in Michigan, than will pay immediately from the point of view, at least, at which the stocks are viewed by a railroad
14stockholder. Yet the vast forests of Michigan will be made more accessible, and the State will rapidly become settled and developed, as a consequence. The roads which have no nominal connection with the Michigan Central, but are controlled by its managers, include no less than five lines north of its main line, with about 700 miles of road, only 283 of which it operates, and 232 miles of road south of its main line, 113 of which it operates.
The company propose to complete the doubling of the track as soon as possible, and increase the rolling stock so as to move the largest possible volume of business at the least possible cost.
The following is a statement of the lines operated during the past fiscal year:
|Main Line — Detroit to Chicago||284|
|Air Line Division — Jackson to Niles||103|
|Grand River Valley Division — Jackson to Grand Rapids||97|
|Jackson, Lansing, and Saginaw Division — Jackson to Wells||144|
|Kalamazoo and South Haven Division||32|
|South Bend Division — Niles to South Bend||10|
|Joliet Division — Lake Station to Joliet||44|
Besides these the company run their trains over the Chicago and Michigan Lake Shore road to Pentwater, a distance of 150 miles. The officers of this road are as follows:
James F. Joy, Detroit; John W. Brooks, Nathaniel Thayer, H.H. Hunnewell, Sidney Bartlett, Boston; George F. Talman, Moses Taylor, John Jacob Astor, New York.
President — James F. Joy.
Vice President — Nathaniel Thayer.
Treasurer — Isaac Livermore.
General Superintendent — H. E. Sargent.
Vice Treasurer and Clerk — Joshua Crane.
Auditor — William Boot.
Is peculiarly a Chicago road, and, perhaps more than any other road, tests the ability of Chicago to compete with rival cities for the carrying trade on the lower latitudes.
The report of the last fiscal year, which ended on December 3, 1871, shows a gain over those of 1870, although the earnings of the Iowa branch were not sufficient to meet the expenses of operating the line by $39,000. The road has been for several years obliged to meet the rival competition of great east and west trunk roads, which have been able for the past year to carry freight to the seaboard from central Illinois at the rates that it was carried from Chicago, and this being the case, a large amount of the grain of central Illinois, instead of seeking Chicago, passed by these longitudinal roads to the east directly. All that Chicago needs to regain almost the entire amount of this lost traffic is to obtain better and cheaper modes of water transit. This is perhaps to be attained by the enlargement of the Canadian canals, since the Canadian cabinet have recommended the expenditure of $4,000,000 upon the canals along the Niagara river and the St. Lawrence so as to admit the passage of vessels of one thousand tons burden.
This company lost in the great October fire its passenger depot, freight depot, land office, several small buildings, and 26 freight cars. All the buildings except the land office, which was supposed to be fire-proof, were covered by insurance. The freight depot has been rebuilt, and the reconstruction of the passenger depot awaits the question of securing title to a site at the foot of Dearborn and Madison streets.
A contract has been formed with the Gilman, Clinton and Springfield railway by which all its Chicago and New England traffic is to pass over the Illinois Central.
This company have also entered into an agreement with the Chicago and Iowa road, under which the eastern traffic of that road is secured between Dunleith and Forreston.
Arrangements have been perfected whereby the company will shortly be able to run through trains to New Orleans and all the important southern cities. Links of road are to be built as soon as possible between Jackson, Miss., and Cairo, and between
16Columbus, Ky., and Cairo, which will extend this southern railway system to Cairo, and enable connections to be formed with northern roads.
The land department sold in 1871, 48,927 acres, for $459,404; the aggregate of sales since the land grant up to the end of 1871 has been 2,215,790 acres. There remain unsold of the land grant 379,210 acres.
The company at present own 193 first-class engines, 4,344 freight cars of all kinds, and 162 passenger cars.
The officers of the road are:
President — John Newell.
Auditor — Wm. Vernon.
General Passenger Agent — W. P. Johnson.
General Freight Agent — J. F. Tucker.
Superintendent Northern Division — J. C. Jacobs.
General Agent — John J. Sproull.
Treasurer — Wm. K. Ackerman.
General Superintendnet — A. Mitchell.
Assistant General Passenger Agent — W. A. Thrall.
Superintendent Chicago Division — C. A. Beck.
Superintendent Iowa Division — J. P. Farley.
Purchasing Agent — Stephen Hoyt.
A few years ago Milwaukee was an earnest rival of Chicago, having a population as large and prospects for the future as bright. The former city established a line of ocean-built steamers to cross the lake at all seasons of the year, and thus furnish an outlet for its commerce in winter as well as summer. For some time it was believed that these steamers could profitably be substituted for unbroken railway lines; but gradually the truth became apparent that even iron-clad steamers could not regularly and swiftly cleave their way through the immense ice floes that accumulated late in the winter on the surface of Lake Michigan. The Milwaukee and St. Paul Railway corporation owns and controls a system of railroad of more than 1,600 miles in length. When the section from Winona to La Crosse, and the line from
17Milwaukee to this city, now building, shall be completed, the company will own and operate 1,641 miles of road.
These lines are as follows:
|Milwaukee to Prairie du Chien||193|
|Milton to Monroe||42|
|North McGregor to St. Paul||212|
|Mendota, Minn., to Minneapolis||9|
|Conover to Decorah||10|
|Calmar to Algona||126|
|Austin to Mason City||40|
|Milwaukee to La Crosse||196|
|Watertown to Madison||37|
|Milwaukee to Portage||95|
|Horton to Berlin and Winneconne||58|
|Winona to St. Paul||103|
The railways operated and to be operated by the company are:
|Oshkosh and Mississippi railway, from Ripon to Oshkosh||19|
|Madison and Portage railway, from Madison to Portage||39|
|Hastings and Dakota railway, from Hastings to Carver||48|
|Winona to La Crosse||27|
|Milwaukee to Chicago||85|
|Western Union railroad, from Racine to Rock Island||197|
|Western Union railroad, from Sabula to Warren||88|
|Western Union railroad, from Eagle to Elkhorn||17|
|Grand total of miles, owned and operated||1,641|
By the first day of October, 1872, this grand system of railways will be made tributary to Chicago to a greater or less degree, since that is the date which has been set for the completion of the road from Milwaukee to Chicago. The entire length of this 85 miles runs west of the lake shore from one to three miles, very nearly exactly along the watershed which divides the valley of the Mississippi from that of the St. Lawrence. There is not a bridge, therefore, of any importance to be constructed along the entire line between the two cities. The track is to be of steel throughout, and it is the design of the company to run at least one passenger train through between this city and Milwaukee without stopping
18except to take wood and water. The line avoids the towns along the lake shore, but way stations will be thickly scattered along the road for the convenience of the thickly-settled, rich farming country through which it passes.
The officers are as follows:
President — Alex. Mitchell.
Vice President — Russell Sage.
General Manager — S. S. Merrill.
Secretary and Treasurer — R. D. Jennings.
Ass't Sec'y and Transfer Agent — James M. McKinlay.
Attorney — John W. Cary.
Supt. La Crosse and Prairie du Chien Divs. — H. C. Atkins.
Superintendent Northern Division — L. B. Rock.
Supt. Iowa & Minn. and Iowa & Dakota Divs. — C. H. Prior.
General Passenger Agent — A. V. H. Carpenter.
General Freight Agent — O. E. Britt.
Auditor — J. P. Whaling.
Paymaster — C. A. Place.
Purchasing Agent — Robert Wason, Jr.
This is one of the oldest, one of the best known and most prospering roads in the west, and was one of the first roads which gave to Chicago its importance as a commercial center, as well as to show the boundless resources of the undeveloped west. This road is constantly extending westward and southwestward in its lines. At the present time there are 1,019 miles of road in opertion, as follows:
|Chicago to Davenport||183|
|Bureau Junction to Peoria, Ill.||46|
|Davenport to Missouri River (Council Bluffs)||310|
|Washington, Iowa, to Leavenworth, Kan.||375|
|Washington to Sigourney, Iowa||29|
|Des Moines, Iowa, to Indianola and Winterset||47|
To show how rapidly the company is building new roads, it should be said of the above aggregate there were added during the year ending March 31,1872, the following length of road:
|Centreville, Iowa, to Cameron, Mo.||129|
|Connection with east end of Leavenworth Bridge||1 Ë|
|Connection with west end of Leavenworth Bridge||2 Ë|
|Washington to Sigourney||29|
|Des Moines to Indianola||22|
|Somerset Junction to Winterset||26|
The Iowa branches have had expended upon them over $850,000 in consideration of bonds and a controling interest in the stock of the local companies which have prepared the road beds. These lines are situated midway between the main line and the Burlington and Missouri river railroad, and traverse one of the richest agricultural sections of Iowa.
The Chicago and Southwestern road was opened for business Oct. 9, 1871, the very date of the great conflagration. It has been completed and equipped at a cost of half of million in excess of its earnings, which amount has been taken from the earnings of the main line. On the first of July the branch to Atchison was opened which will add a considerable business from that city, and secures connections with the Atchison, Topeka and Santa Fe road, as well as other roads centering there. The completion of the bridge at Leavenworth at the commencement of June also affords connection with the roads starting west and south of that point.
Owing to the snow blockade of the Union Pacific last winter, the great fire, and the want of storage room for grain within the city during last winter, the gross earnings of the road were somewhat less for the last year than for the antecedent year; but, as the expenses have been much less, the net earnings are greater than for the preceding year.
During the year 708,443 passengers were transported over the road and 2,028,695,240 pounds of freight carried.
Of steel rails the company now has 5,885 tons, and of steel-capped rails 348 tons. The latter have not proved satisfactory, while the solid Bessemer rails have done excellent service.
The company own 182 engines, 93 passenger coaches, 3,701 freight and construction cars, and 9 sleeping coaches. They were lost by the fire 3 sleeping, 8 day, 5 baggage, and 6 freight cars.
The road possesses a land endowment fully adequate to the requirement of its bonded debt.
The following are the officers of this company:
President — John F. Tracy.
Vice-President and General Supt. — Hugh Riddle.
Secretary and Treasurer — Francis H. Tows.
Assistant Treasurer — F. D. Sherman.
Register of Stock — Corn Exchange Bank, New York.
Assistant General Superintendent — A. Kimball.
Solicitor — Geo. C. Campbell, Chicago.
Cashier — W. G. Purdy.
Auditor — F. A. Sherman.
General Passenger Agent — A. M. Smith.
General Ticket Agent — E. St. John.
General Freight Agent — L. Viele.
Chief Engineer — E. H. Johnson.
Purchasing Agent — Allen Manvel.
Assistant Supt. Western Division — H. F. Royce.
Executive Committee — John F. Tracy, Wm. L. Scott, B. F. Allen, Francis H. Tows, Hugh Riddle.
One of the most popular, and one of the busiest roads centering in Chicago, is the one mentioned above. This is another of the roads managed and operated by the Pennsylvania Central. Its gross and net earnings presented in another column, show the immense business which is transacted on this road. The Peninsular Branch, which is to penetrate the peninsula of Michigan, ultimately to Mickinaw, has just been completed to Valparaiso, so as to form a junction with the Pittsburgh, Ft. Wayne and Chicago road; and this extension will undoubtedly add a considerable business to Chicago. This company owns and operates exactly 500 miles of road, of which 468 miles constitute the main line between this city and Pittsburgh.
The officers of the road are as follows:
President — T. A. Scott.
Vice-President — Wm. Thaw.
General Manager — J. N. McCulloch.
General Agent — W. P. Shum.
General Passenger and Ticket Agent — F. R. Myers.
Ass't Gen'l Passsenger and Ticket Agents — S. F. Scull and W. C. Cleland.
General Freight Agent — W. Stewart.
Assistant General Freight Agent — C. L. Cole.
Is another of the railroads controlled by the Pennsylvania Central, which owns a majority of its stock. The name of the road would indicate that it had little to do with Chicago, but by a lease of the Columbus, Chicago and Indiana Central, it becomes one of the prominent roads of Chicago, giving Chicago direct communication with Cincinnati, Logansport, Indianapolis, and, by way of Columbus, another route to the east. The Pittsburgh, Cincinnati and St. Louis road ranks as a first-class road, the earnings, as shown by its last report, being $16,500 per mile. The Chicago, Columbus and Indiana Central is really a competing line with the Pittsburgh, Fort Wayne and Chicago, and it has been supposed that the Pennsylvania company, in making the loan had not consummated a really sharp bargain; but the report of the Pittsburgh, Columbus and St. Louis Railway company for the year 1871 shows that this road is rapidly rising to be a profitable road. This road with its leased lines, forms a line of 1,211 miles. The road at present comprises the main line from Pittsburgh to Columbus, 193 miles, with a branch 7 Ë miles long; the Little Miami road, from Columbus to Cincinnati, 120 miles, and its branches, 76 miles in length; the system known as the Columbus, Chicago and Indiana Central railway, which includes a line from Columbus to Indianapolis, one from Bradford Junction, O., to Chicago, one from Richmond to Logansport, Ind., and one from Logansport west to the Indiana State line, in all 588 miles. The company has recently leased the Jefferson, Madisonville
22and Indianapolis railroad, which makes the grand total of mileage controled by the company 1,211 miles as stated above. The earnings of the line from Columbus to Pittsburgh, for 1871, for freight, passengers, mails, etc., were $3,316,973; the expenses $1,374,078, leaving the net earnings for the year $942,895.
The gross earnings of the Chicago, Columbus and Indiana Central Railway for the same period were $4,170,338, and the net earnings were $1,040,232.
The general officers of the company are, with three or four exceptions, the same as those of the Pittsburgh, Fort Wayne and Chicago company. The president, vice president, and general manager are the same; Comptroller, T. D. Messler; Auditor, John E. Davidson; Treasurer, M. E. Spencer; Assistant General Manager, T. D. Laying.
Company was incorporated by the Legislature of the State of Illinois in 1865, with authority to construct and operate a railroad from Chicago by way of Danville, in Vermillion county, and Paris, in Edgar county, to a point opposite Vincennes, in the State of Indiana. About a year ago the road was completed to Danville and beyond to a point where it connects with the Terre Haute and Chicago Railroad. The length of the line is about 140 miles. The line passes through a well settled country, highly cultivated, and not surpassed in productiveness by any portion of Illinois. It is a north-and-south road, and is obliged to compete, in the grain traffic, with powerful cross roads. Yet the superior advantages afforded by Chicago for the transit of heavy freights eastward, particularly in summer, will give this road a large business. But in addition to this, the Chicago, Danville and Vincennes road traverses the famous Indiana block coal region, and has already developed a very large traffic in the transportation of this coal to Chicago for use in the blast furnaces, as well as for domestic use. The coal being free from sulpher, is coming into general use, and is universally regarded as the only bituminous coal that is fit for the purposes of smelting iron. The company is now engaged in the construction of a branch about five miles
23in length, which will terminate at Brazil, Indiana, the center of the coal region, so that by the coming fall the company will have facilities for furnishing the coal at something like one dollar per ton less than it can now be sold in this city.
The road is a first-class road in all respects, and connects Chicago with the important cities of Terre Haute, Evansville, Nashville, and Mobile, forming a line between this city and Nashville, shorter by a good many miles than any other line. Its local business is derived from an area equal to 35 square miles of territory to each mile of road, which is a larger proportioned area than most of the great western and southern roads of Chicago possess. The road has not been in operation long enough for the first annual report to be issued, but the reported earnings for May last will give a pretty good idea of what this road is doing. The total earnings for the month were $50,139.32; the operating expenses were $25,069.66, and the interest on the bonds issued for the same time was $14,583.33; which leaves the net earnings of the road for the month $10,486.33.
The company has purchased 24 locomotives, and has eight first class passenger cars; two mail cars, and three baggage cars, and 600 freight and coal cars of all varieties.
The officers are:
President — W. D. Judson, New York.
Treasurer — Amos Tenney, New York.
Secretary — F. E. Irwin, Chicago.
Chief Engineer — W. L. Robbins, Chicago.
The operating officials are:
General Manager — J. E. Young.
Superintendant — C. E. Charlesworth.
General Freight Agent — Chas. Greenwood.
General Ticket Agent — C. B. Mansfield.
Within a short time the company has made arrangements whereby it will shortly open a line from Danville in a nearly direct line to Paducah, Ky., where it will connect with the southwestern railway system, and within a few days this road will have through trains running from Chicago to Evansville, on the Ohio river, where a connection will be made with the entire southern railway system.
Is a short road extending from Aurora to Foreston, on the main line of the Illinois Central railway, a distance of 81 miles. The object is to make, by means of the eastern section of the Chicago, Burlington and Quincy, and the northern section of the Illinois Central, a direct line from Chicago to Dubuque. This has been heretofore prevented by an injunction on the part of the Chicago and Northwestern Company, restricting the Illinois Central Company from consumating the proposed arrangement. This injunction has been recently dissolved, and on the 4th of August through trains commenced running from this city to Dubuque, two trains leaving and arriving each day.
The freight and passenger trains have run regularly for some time on the Chicago and Iowa road from Chicago to Foreston, a distance of 119 miles. The officers of the road are:
President — F. E. Hinckley.
General Superintendent — C. B. Hinckley.
This road extends from Gilman, on the Illinois Central road, to Springfield, the capital of Illinois. By means of sections of the Illinois Central and the Chicago and Alton roads, it forms a very direct route from Chicago to St. Louis, and although a few miles longer than the Chicago and Alton road, yet the excellent facilities for entering and leaving Chicago rapidly, fully compensates for the greater distance. This line of road comprises 111 miles from Gilman to Springfield. It passes through a section of the State not surpassed in fertility, and the road is one of the best in the State. Its management is so well superintended that it is rapidly attracting a large and deserved popularity.
The general officers are:
President — S. H. Melvin.
General Superintendent — J. H. Sheldon.
Treasurer — G. N. Black.
General Freight Agent — F. M. Wilkinson.
General Ticket Agent — T. L. Hayden.
This road extends from New Buffalo, Mich., along the eastern shore of Lake Michigan to Pentwater, a distance of 169 miles. At new Buffalo, it connects with the Michigan Central, which latter company, at the present time, operates it. An extensive freight and passenger business between Chicago and the east-shore ports already exists, and is constantly and rapidly growing larger.
The Chicago business of this road now goes via St. Louis over the Chicago & Alton, Illinois Central, and Missouri Pacific, the total distance to A'-to-ka being 854 miles, and to Sherman, Texas (62 miles from end of track) 916 miles. Another desirable route will be opened this fall. The Missouri, Kansas & Texas Company are building an extension of their road north from Sedalia, 72 miles to Moberly, at which point connection will be had with Chicago by the St. Louis, Kansas City & Northern ("North Missouri"), Hannibal & St. Joseph and Illinois Central Railways. This line will cross the Missouri River at Boonville, the point of crossing of the Louisiana & Missouri River (extension of the Chicago and Alton) Road — now building west from Mexico, its present terminus, on the St. Louis, Kansas City & Northern Road. The contract for the bridge at Boonville was let last week to the American Bridge Company, to be completed in one year. The line from Sedalia to Moberly is now ready for track-laying; the iron is purchased, and the road will be in operation the present fall. At Moberly the Company will have direct Chicago connection via the St. L., K. City & N., the Louisiana line and the Chicago & Alton Roads. The distance from Chicago to Sherman, Texas, by this route will be 881 miles, or 80 miles nearer Chicago than is New York by the North Shore and New York Central Route. On the completion of the Louisiana & Missouri River Road from Mexico to Boonville, this distance will be somewhat shortened, and the whole will be embraced on two lines of road.
The following table shows at a glance the gross earnings of the several roads entering the city. The Milwaukee and St. Paul is included, since it expects to have its trains running to this city in a short time, when the general offices will also be established in Chicago. The figures for the Chicago and Northwestern are estimates, based upon the semi-annual report of earnings made in January last. The true figures are probably considerably larger, as the business of the company has largely increased since the commencement of the year:
|ROADS.||FREIGHTS||PASSENGERS||OTHER SOURCES||GROSS EARN'GS||NET EARNINGS|
|Lake Shore and Mich. Southern||$10,151,352||$3,949,874||$676,748||$14,797,975||$5,018,169|
|Chicago and Alton||3,740,203||1,273,793||264,914||5,278,910||2,198,085|
|Chicago, Rock Island and Pacific||4,213,372||1,394,140||288,385||5,900,797||2,950,535|
|Pittsburgh, Cin. and St. Louis||2,320,076||773,532||232,365||3,316,973||942,895|
|Chicago, Columbus and Ind. Cent||2,852,014||1,145,832||172,492||4,170,338||1,040,232|
|Milwaukee and St. Paul||4,444,568||1,698,469||547,658||6,690,695||2,840,341|
|Pittsburgh, Ft. Wayne and Chi||8,822,206||4,310,906|
|Chicago, Burlington and Quincy||5,299,873||1,734,544||530,157||7,554,575||2,619,177|
|Chicago and Northwestern||7,551,275||3,260,654||680,232||11,402,161||2,618,323|
The following table represents the total length of railroad now built, owned, and leased by each company whose lines enter the city of Chicago. It should be remembered that these figures pertain only to lines centering in Chicago, and not to attributes to those lines. If there is any exception to this, it only applies to the branch of the Pittsburgh, Cincinnati and St. Louis, which extends to the western cities that aid in giving the name to the road:
|ROADS.||MAIN LINES, MILES.||BRANCHES, MILES.||LEASED LINES, MILES.||TOTAL MILES.|
|Lake Shore and Michigan Southern||540||322Ë||211||1,073 Ë|
|Chicago and Alton||242||269||88.6||599.6|
|Chicago, Rock Island and Pacific||493||526||-||1,019|
|Milwaukee and St. Paul||812||421||408||1,641|
|Pittsburgh, Fort Wayne and Chicago||468||-||32||500|
|Chicago, Burlington and Qunicy||400||381 Ë||-||78 Ë|
|Chicago and Northwestern||-||-||-||1,590|
|Pittsburgh, Cincinnati and St. Louis.||-||-||-||1,211|
|Chicago and Iowa||83||-||-||83|
|Chicago, Danville and Vincennes||205||-||-||205|
|Chicago and Michigan Lake shore||169||-||-||169|
|Gilman, Clinton and Springfield||111||-||-||111|
The table presented below shows the number of regular trains which arrive and depart each day on the several roads. The trains given to the Chicago, Burlington and Quincy road, represent all the trains which run on diverging lines, except the Chicago and Iowa road. To these regular trains, amounting 337 in number, should be added an estimated number to represent special freight and passenger trains. A low estimate of these irregular trains would give some twenty freight trains and passenger trains each day, especially in the busiest period of the year, which would make a grand total of 362 daily trains:
|Chicago and Northwestern—|
|Fox River Branch||1||1||1||1|
|Pittsburgh, Fort Wayne and Chicago||6||5||5||5|
|Chicago and Alton||10||10||4||4|
|Lake Shore and Michigan Southern||6||6||6||5|
|Chicago, Danville and Vincennes||2||2||2||2|
|Chicago, Burlington and Quincy||8||10||13||12|
|Pittsburgh, Cincinnati and St. Louis||4||4||5||5|
|Chicago and Iowa Milwaukee and St. Paul||6||6||3||3|
Nearly all the roads whose names are mentioned below, have either acquired, or are in a fair way to acquire, the right of way into the city. In as much as they propose to enter the city on lines adjacent to existing railroad lines, little opposition has been or will be offered to them, and some of them will be completed in less than a year.
It was the original design of the corporators of this company to construct a line of road from Decatur to Chicago by the most direct route, and in connection with what was then known as the Decatur and East St. Louis road, complete the shortest possible line between Chicago and St. Louis.
When the survey was made, it was found that the direct line from Chicago to Decatur would pass through the town of Bremen on the Chicago Rock Island and Pacific Railroad. Negotiations were, therefore entered into with the Chicago, Rock Island and Pacific, and the Toledo, Wabash and Western Railroad Companies for the right to use portions of both these roads. Little or no difficulty was experienced since the projected road would be simply an important feeder to each of the older roads.
The entire line is made up of the distance from Chicago to Bremen, 23 miles; the Chicago, Decatur and St. Louis Railway in course of construction from Bremen to Decatur, a distance of 135 miles; and the St. Louis branch of the Toledo, Wabash and Western Railway from Decatur to St. Louis, a distance of 108 miles. The entire distance, therefore, from Chicago to St. Louis would be 266 miles. This is 18 miles shorter than the Alton line and 31 miles shorter than the Illinois Central line. It is a
29line of long tangents and short grades, the maximum grade being but 45 feet to the mile.
The road divides the distance between the Illinois Central and the Chicago and Alton Railway, being distant from each from 12 to 25 miles.
The road will thus pass through one of the richest agricultural districts of Illinois, besides intersecting the Wilmington coal field. At Chatsworth, this line will cross the Toledo, Peoria and Warsaw Railway; at Farmer City, it will cross the Indianapolis, Bloomington and Western Railroad, and at Decatur it connects directly with the Toledo, Wabash and Western road, the branches of which extend, the one to St. Louis, and the other to Moberly, Mo. The road will, without doubt, develop rapidly into a first-class road.
The whole amount of stock to be issued is $4,050,000, and the total amount of bonds $2,700,000, to be secured by mortgage. Contracts have already been entered into which provide for the completion of the road with the proceeds of the stock and bonds.
The following are the officers of the company:
F. H. Winston, A. Taylor, H. H. Porter, Chicago; M. S. Sullivant, Ford county; John McNulta, Bloomington; J. J. Pedecord, W. L. Hammer, E. O. Smith, O. Powers, Decatur; William C. Shirley, Stanton; John Stillwell, Chatsworth; J. E. Means, Saybrook; Lee A. Hall, J. C. Prescott, Peoria.
President — F. H. Winston.
Vice President — E. O. Smith.
Secretary — George C. Campbell.
Treasurer — O. R. Glover.
Chief Engineer — S. B. Carter.
Consulting Engineer — E. H. Johnson.
This company was formed by a consolidation of the Fairbury, Pontiac and Northwestern with the Bloomington and Ohio River Railroad Company, both of which companies were organized under special charters granted by the Legislature of Illinois. The road commences at Streator, at the termination of the Fox River branch of the Chicago, Burlington and Quincy Railroad, and crosses, at Pontiac, the Chicago, Alton and St. Louis road. Thus it has connection with Chicago by two of the best roads now entering the city, and by an agreement with the companies, favorable terms have been secured for the admission of the company's business to Chicago.
From Fairbury, where the road crosses the Toledo, Peoria and Warsaw Railway, it runs south in a direct course to Paducah, with the line about 25 miles from the main line of the Illinois Central road, and about 20 miles west of the Chicago branch, and connects, at its southern terminus, with the Springfield and Southeastern Railway, which is now completed to Shawneetown, and is being built to Paducah, at which point a bridge is to be constructed across the Ohio River, and a connection thus formed with the railroads of Mississippi, with New Orleans, Mobile, and the South. The road crosses the best coal fields and the richest corn lands in the State, and must become a grand trunk line for the transportation of coal, lumber, and the chief agricultural staples of Illinois.
The strong financial position of the road is shown by the following figures: The authorized capital stock is $5,000,000; amount of subscriptions by towns and counties along the line for which stock has been issued, $870,000; amount of stock issued to contractors for work done, $2,595,000; total stock issued, $3,465,000. The amount of thirty-year seven per cent. gold bonds now issued are $3,600,000. The company has assets as follows: Unused donations, $310,000; unsold mortgage bonds, $3,200,000; unissued capital stock, $1,525,000; total, $5,045,000.
The bonded debt of the company on 200 miles of road is only $18,000 per mile of completed road. The stockholders have made liberal subscriptions, and have completed 67 miles of the
31road, and have graded and made ready for the track 61 miles more, the iron for which is now being delivered. The grading contracts for the remaining 72 miles are let, and the right of way secured. The company have made this large investment, amounting to the completion of nearly 128 miles of road, before offering any of their mortgage bonds for sale, and have shown their confidence in the road by taking $400,000 of the bonds.
Situated as the line is, there can be no doubt but it must develop a very large through business. The principal office of the company is in Chicago.
The officers are:
F. E. Hinckley, P. B. Shumway, Chicago; David Strawn, W. H. W. Cushman, Ottawa; Ralph Plumb, Streator; R. B. Amsbury, Fairbury; William Piatt, Monticello; J. B. Titus, Sullivan; Wm. H. Barlow, Effingham.
F. E. Hinckley, Ralph Plumb, W. H. W. Cushman, David Strawn, P. B. Shumway.
President — F. E. Hinckley.
Vice President — Ralph Plumb.
Treasurer — W. H. W. Cushman.
Secretary — P. B. Shumway.
Counselors — E. Walker and Wm. E. Lodge.
Chief Engineer — John E. Blunt.
This road also starts at Streator, and is another natural feeder of the Chicago, Burlington and Quincy road. It is to pass through Eureka and Washington to Pekin on the Illinois river, and will be 70 miles in length. It is all graded, and the iron is laid for 50 miles. The iron is manufactured at Joliet, by the iron and
32steel company of that city. The work is being pushed forward rapidly, and it is expected that the first day of October will see it completed and in running order. The first mortgage bonds have been issued at the rate of $10,000 per mile, or $700,000 for the entire road. The contract is let to responsible parties who have the means to complete the line.
The officers are as follows:
P. B. Shumway, D. Strawn, Jay Baker, A. E. Tyler, W. W. Stellers, H. A. Ross, B. H. Harris, J. Dougherty, Craig Sharp.
F. E. Hinckley, Chairman,
Jas. L. Stark,
President — F. E. Hinckley.
Vice President — J. L. Stark.
Treasurer — Samuel Plumb.
Secretary — Fawcett Plumb.
This is still another company whose interests are identified with those of the Chicago, Burlington and Quincy Company. Its charter, obtained from the State of Iowa, grants it authority to construct a railroad from Clinton on the Mississippi in a southwesterly direction across the State of Iowa, with branches and connections with nearly every important point in the State. The road is really the extension of the Chicago, Burlington and Quincy road to Omaha, St. Joseph, and the West. The latter company have recently constructed their road to a point on the Mississippi river opposite Clinton, and have obtained authority from Congress to construct a bridge across the river at Clinton.
The line, after leaving Clinton, follows the Mississippi river for six miles to the town of Comanche, thence it passes west, crossing the Maquoketa branch of the Davenport and St. Paul Railroad,
33about twenty miles from Clinton. This road will connect, by cross-roads, with Davenport, Keokuk, Iowa City, Cedar Rapids, Des Moines, Muscatine, and St. Paul, and with the country generally, north and south of the main line.
At Iowa City the line crosses the Rock Island and Pacific.
It is proposed to build a branch from a point near Winterset to Creston, on the Burlington and Missouri River Railroad, thus forming a line to St. Joseph, Kan., and the southwest, the entire line of the road within the State of Iowa. After running in a southwesterly direction from Clinton to Oskaloosa, from the latter place it passes in an almost direct line, west to Omaha. The grading is about done between Clinton and Iowa City; the entire line has been surveyed, and is to be constructed as rapidly as it can be done. Two hundred miles are to be completed during the present season, comprising the section between Clinton and Indianola. The cross ties have been purchased for the entire line, and 20,000 tons of rail iron purchased in the month of January last. Ten freight and five passenger locomotives have been purchased, and construction, freight and passenger cars have been contracted for on favorable terms, sufficient to equip the road in first-class condition.
An amount equal to $700,000 has been voted as a donation by the towns and cities along the line of the road, which is to be paid as the road is completed through the towns so voting financial aid.
The entire stock of the company is held equally one-half by the Chicago, Burlington and Quincy Railroad Company, and the other half by the Iowa Southwestern Construction Company, who are the contractors for the work.
The company have issued a single mortgage to the Farmers' Loan and Trust Company, of New York, for $20,000 per mile, having thirty years to run, at eight per cent., which, it is estimated, will complete the line and equip it in first-class condition.
The officers of this company are:
F. E. Hinckley, Chicago; Samuel J. Kirkwood, Charles T. Ransom, Rush Clark, Samuel Sharpless, Iowa City; Milo Smith,
Wm. Coan, Clinton, Iowa; W. P. Wolfe, William Deane, Tipton, Iowa; John F. White, Smith English, Iowa; W. T. Smith, James Young, Oskaloosa; Geo. W. Seevers, Indianola.
President — Hon. S. J. Kirkwood, Iowa City.
Vice President — F. E. Hinckley, Chicago.
Secretary — E. A. Wickes.
Recording Secretary — Samuel Sharpless, Iowa City.
Treasurer — Rush Clark, Iowa City.
Attorney, C. T. Ransom, Iowa City.
Chief Engineer — John E. Blunt.
A road which has attracted little attention up to the present time, but which appears destined to solve some of the problems of freight transportation between this city and the East, is the Canada Southern and the Chicago and Canada Southern, forming, when completed, another line of road between this city and Buffalo. The principal peculiarities of this projected road are the small percentage of curves, and the low grades. The Canada Southern road will extend from Buffalo to Amherstberg, a distance of 228.78 miles, with a branch diverging from the main line to St. Clair. This road lies south of the Great Western throughout its extent, except a small section of the Buffalo end. The alignment of the main line comprises 218.71 miles of perfectly straight road to 10.07 miles of curve, and the maximum grades are 15 feet to the mile. This road is all graded and bridged, and the iron will all be laid, and the road completed, by the first day of next November.
The Chicago and Canada Southern road will extend from this city to Amherstberg, near the point where the Detroit river flows into Lake Erie. This road, too, in harmony with its connecting road in Canada, has been surveyed with chief reference to the furnishing of long tangents, curves of the greatest possible radius, and grades of no greater rise than fifteen feet to the mile. The aim has also been to distribute the obstacles to be overcome, as
35much as possible, by placing the grades on the tangents, and constructing the curves on perfect levels.
The distance from Chicago to Amherstberg, by the Chicago and Canada Southern road, will be about 225 miles. From Amherstberg to the east line of Indiana, a distance of about 90 miles, is an air line, and from the latter point to Chicago, pretty equally bisecting the Lake Shore and Michigan Southern loop, the line extends almost directly west to the head of Lake Michigan. The principal curve in the road is made south of Michigan City to preserve the grade at the controlling maximum of fifteen feet to the mile.
Work is progressing upon the road with energy, the iron being laid as fast as it can be put down, and by the first day of July it is the intention of the company to have trains running from Palmyra Junction to the eastern line of the State of Indiana, and about January 1, 1874, it is expected that the road will be done to this city.
The grand idea of the constructors is to so reduce the grades, and the consequent running expenses of the road, as to be able to make it a grand line for the transportation of freight, competing, in this respect, with the lakes. It is estimated that the saving in maintaining and operating the road, effected by the lesser grades and more direct alignment, will be from forty to sixty per cent., as compared with competing roads between Chicago and the east. There are no curves on the road with a radius less than three-fourths of a mile.
The company has issued stock amounting to $8,000,000, and the road, so far as it has been constructed, has been done without the issue of bonds.
The organization of the company comprises the following named officers:
Sidney Dillon, Kenyon Cox, Daniel Drew, John F. Tracy, New York; J. W. Converse, Boston; Milton Courtright, Wm. L. Scott, Erie, Pa.; George Goss, Kalamazoo, Mich.; Chester Warner, Chicago.
President — Milton Courtright, Erie, Penn.
Vice President — James W. Converse, Boston, Mass.
Secretary — Allyn Cox, New York.
Treasurer — Chester Warner, Chicago.
Assistant Treasurer — Kenyon Cox, New York.
General Manager — Geo. Goss, Kalamazoo, Mich.
This is another of the projected roads, leading out of Chicago, which is to be built within a very short period of time. The line of this road will lie about half way between the Galena division and the Fulton line of the Chicago and Northwestern road, and will be about sixteen miles from either road throughout the greater portion of its course.
Commencing at Chicago, the road will pass through the towns of Jefferson, Leyden, Addison, Bloomingdale, and Hanover, in Cook county, or nearly in a direct line from Chicago to Elgin. Westward from Elgin, the road will pass nearly due west to Byron, on the Rock river, from which point it will continue nearly due west to Lanark. From the latter point the company have not determined whether to make Savannah or Bellevue the Mississippi terminus. By their charter they can choose either of these points, as the interests of the company may dictate.
The country through which the line will pass is under the highest state of cultivation, and will undoubtedly give the road a good support from its local business alone. The farmers have very gladly given the right of way, and are anxious to do all in their power to further the interests of the company. The road will cross the main line of the Illinois Central about a mile north of Foreston. The entire length of the road will be about 140 miles.
There have been subscribed $175,000 in stock, all of which is held by parties in Chicago. The company have purchased, and received in Chicago, 1,000 tons of railway iron, and 20,000 ties; and 70,000 more have been purchased. The company do not
37propose to issue any bonds until the road is built and equiped as far as to Elgin, at which time the remainder of the line is to be graded. At that time, bonds will be issued at the rate of $20,000 per mile, the proceeds of which, it is believed, will fully complete and equip this road.
The company have already purchased two locomotives, twenty-five construction cars, and between $150,000 and $200,000 worth of real estate in Chicago for sites for depots and transfer houses. Work has already commenced, and during the present season the road will be completed to Elgin, and as soon as it is finished to the Desplaines river, it is in contemplation to put on half-hour suburban trains to run between this city and that river. In anticipation of this, several large owners of property west of the parks, and in the towns this side of the Desplaines, have commenced to lay out their grounds, with the expectation of having suburban villages spring up as soon as the road shall be fairly under process of construction. Among these may be mentioned Hon. S. S. Hayes, Henry Greenebaum, Mr. Simms, and Warren, Keeney & Co.
The officers of this road are as follows:
Col. R. M. Hough, Thomas S. Dobbins, George S. Bowen, Harry Fox, Chicago; W. L. Pease, John S. Wilcox, Elgin, Ill.; George Youngs, Ogle county.
President — Col. R. M. Hough.
Vice President — T. S. Dobbins.
Secretary — W. T. Hughes.
Treasurer — Chauncey T. Bowen.
Solicitor — John S. Wilcox.
The contracts for the bridges across the North Branch and the North Branch Canal are already let, and that work is in progress.
This company have been, for some time, surveying a line from Pittsburgh to Chicago, to connect with their network of roads at the east. The survey has now been brought to the suburbs of this city, to a point near South Chicago, from whence the surveys will be made to the city, one running west of Calumet lake, through Cornell, another running farther west through Englewood, and a third along the lake shore to connect with the Illinois Central. As soon as the route into the city is determined, work is to be commenced at the Chicago end of the road, and prosecuted with vigor. It is the intention of the company to have the entire line completed from Chicago to Pittsburgh within about eighteen months from the present time. This will be a new trunk line to the east, somewhat shorter than either the Pittsburgh and Fort Wayne, or the Lake Shore and Michigan Southern, to common points.
Company was incorporated in 1867, but nothing has been done until within the past few months toward the construction of the road which the charter covers.
The road, as its name indicates, is to traverse a considerable portion of the valley of the Illinois, its general line of direction being in a southwesterly course, from Chicago to a point opposite Keokuk, Iowa. Two surveys have been made, and the one which will probably be adopted will pass from Chicago to Joliet about half way between the tracks of the Chicago and Alton and the Rock Island and Pacific roads. Thence it will run in a southwesterly direction to Lacon, and thence to Galesburg. From the latter city it will run either to Fort Madison, on the Mississippi, or directly to a point opposite to Keokuk.
The original incorporators were R. B. Mason, late Mayor of Chicago, C. N. Holden, A. J. Galloway, James P. Root, and C. C. P. Holden.
The board of officers at present is as follows:
39President — C. C. P. Holden.
Treasurer — C. N. Holden.
Secretary — Joseph S. Reynolds.
Attorneys — Reynolds & Richberg.
The line of road will traverse the Vermillion coal field about eight miles south of LaSalle. At this point the company have the privilege to run ten miles along the Vermillion river for the purpose of obtaining coal. It is designed to make the road useful chiefly as a freight road. The rapidly-increasing demand of the northern portion of the State for the best Illinois coal, it is believed, will alone make the road a profitable one. It traverses one of the best and most fertile sections of the State; the grades are all small, and the comparative cost of construction light.
The road is to enter the city near its southwestern corner, passing along the southern city limits till it reaches the Rock Island and Pacific track; and will pass along the west side of this track to Van Buren street.
An ordinance passed the Chicago Common Council about two months ago, granting the right of way into the city to this company, parallel and close to the Chicago, Burlington and Quincy tracks. This company propose to run their road through Riverside, on the Desplaines River, and thence to the city of La Salle. It will pass then in a nearly westerly direction to a point opposite Muscatine, Iowa. This at least was the route which was proposed when the ordinance granting the right of way into the city was before the Common Council. Since that time the subject has been reconsidered, and the company may modify the route to some extent, though probably not in a very radical manner. One of the principal objects to be attained in the building of this road, as it is at present understood by the public, is to furnish a rapid and regular means of transit from the city to the southwestern suburbs.
Is a projected road which is to connect the Wisconsin Central with the Chicago system of roads. No work has yet been done on this road; but a company has been formed which has acquired the franchises of the Wisconsin and Northern road, which several years since had done a considerable portion of the grading, but on account of some financial difficulties the work was abandoned.
This road is to pass in a direct line from this city to Portage, a distance of about 100 miles. From Portage to Stevens Point, the Wisconsin Central have projected a section of road, which is shortly to be built, and when that is done, it will only need the completion of the Wisconsin Midland to bring to this city another great railway system.
Is the name of a railroad company that promises to have an entire steel road from Chicago, and from Omaha to the Atlantic Coast. It promises to give the shortest route from New York to Chicago by 128 miles. But since some of the older roads are straightening some of their greatest crooks, it is quite probable that this difference will not altogether hold good at present.
It is said that the grading for 300 miles, or from Chicago to Tiffin, was let some three months since, but no work has yet been done. The surveys are done, and the promise is that work will be begun soon; but it may be that the determination of the Baltimore and Ohio road to complete their road to Chicago at the earliest date has caused the Continental to hesitate, before building a line of road parallel with and in close proximity to it.
Another railway line which is attracting a large amount of attention just now, and which cannot fail to be of great benefit to Chicago, is the Northern Pacific Road. Already this road is
41constructed across the State of Minnesota, and is in rapid progress through the territory of Dakota. By means of the St. Paul & Pacific Railroad the line is directly connected, at St. Paul, with two of the great roads leading into Chicago, viz.: the Chicago & Northwestern, and the Milwaukee & St. Paul.
The Northern Pacific runs, throughout almost its entire extent, through lands as fertile as those of Illinois, and as it has immense quantities of land, which it is anxious to have settled as early as possible, it grants the most liberal terms to actual settlers. By the payment of one-tenth of the price of forty acres down, a man can have himself, his family, and his goods carried free to his new home, and the result is that thousands of pioneers, both from the Eastern States and from Europe, are settling every year along this magnificent national highway.
The reports of the engineers and surveyors employed by this company to locate its line, assure the world that there is much less snow to contend with along this line than on the Union and Central Pacific roads; and they confirm their statements by good physical reasons. The road does not reach as high an altitude as the Union Pacific by about 3000 feet, and hence through this depression in the mountain ranges the warm winds of the Pacific flow, creating a remarkably mild and temperate atmosphere. This road has already largely attracted the attention of European capitalists, and its immense land grant of 75,000 square miles of fertile territory, with its natural advantages, are bound to cause it to be speedily built, and put into complete operation and equipment.
The new roads whose mileage is presented below are nearly all in progress. Some of them are nearly completed, as the Chicago, Decatur and St. Louis, the Chicago and Paducah, the Chicago, Pekin and Southwestern, the extension of the Chicago, Danville and Vincennes, the Chicago and Canada Southern, the Chicago and Pacific, the Baltimore and Ohio, the Chicago, Omaha and St. Joseph.
|Chicago, Decatur and St. Louis||135|
|Chicago and Paducah||250|
|Chicago, Pekin and Southwestern||70|
|Chicago, and Canada Southern||255|
|Chicago and Pacific||140|
|Baltimore and Ohio||400|
|Chicago, Danville and Vincennes||315|
|Chicago, and Illinois River||300|
|Chicago, Omaha and St. Joseph||400|
|Chicago and La Salle||250|
|Projections on old lines, about||500|
The great depot of the Rock Island and Pacific, and the Lake Shore and Michigan Southern companies is far on its way to completion. It will occupy the same space on the ground as before, but with the superstructure will be a great improvement upon the former one, and will be fire-proof.
The Illinois Central, Chicago, Burlington and Quincy, and Michigan Central companies, after waiting for years for the removal of objections on the part of several citizens, to their occupation of a portion of the lake front, have got to a point where they feel certain of obtaining the ground. They are developing plans for a passenger depot, which in size and magnificence shall not be second to the great Vanderbilt depot in New York.
Then the Pittsburgh, Fort Wayne and Chicago, the Milwaukee and St. Paul, and Pittsburgh, Cincinnati and St. Louis companies have determined to commence the building, next year, of a depot extending from Madison to Van Buren street, and from Canal street to the river. This depot will not be excelled by any other in the United States.
In addition to these there are two or three others dimly shadowed forth, which will, without doubt, assume definite shape and reality in the fullness of time, or within another year.
The author of this has not attempted to develop the railway system of St. Louis. It is well known that there are two or three lines running west and southwest from that town, and that within about two years there will be several lines running into the city from the east. This latter will be the fact when the great bridge across the Mississippi shall be completed. Chicago is not jealous of St. Louis. That city may develop its railway system to its full extent, and Chicago will say amen, and not only will it give utterance to that scriptural word, but will do all in its power to help St. Louis get a railway system, for the simple reason that ultimately all its railways, as well as that town itself, will be but a tributary of Chicago. The four independent lines of road that will exist this fall between that city and this, are but the thorough fares over which St. Louis' business is to pass on its way to Chicago. The history of Milwaukee is to be repeated on a more magnificent scale by St. Louis. Years ago, in the days of Solomon Juneau, Milwaukee was a larger city than Chicago. It was the beautiful Cream city of the lakes, that sat upon its hills like an amphitheatre, to gladden the eyes of all who approached it from the lake. It was without a rival. At length Chicago began to start ahead, and to talk of becoming a rival. Milwaukee laughed the idea to scorn, and began to develop a great system of railroads, running to Prairie du Chien, to La Crosse, to Madison, and to build iron steamers which should perform the duties of ferry boats across the lake at all seasons of the year. Milwaukee thus became a great and noble city, with one of the greatest railroad systems in the country; but its railroad men have acknowledged that a greater than Milwaukee exists, in the fact that they have discovered that a connection with Chicago is absolutely necessary, and have gone to work and have nearly got completed an independent line to this city. The Milwaukee railroads now belong to the Chicago system. So it will be with the St. Louis roads. Let them be built as vigorously as possible. In the end, and that end is not far off, they will all run through St. Louis to Chicago, as the grand focus for the railways of the continent.
Intimately connected with railroads and railroad interests is the subject of railway supplies. And what can be worthy of a more careful consideration in this connection than the question of car springs. What the Chicago Times of Aug. 30,1872, has to say in this particular will be found of special moment
"One of the distinguishing features of any first-class car is found in its springs, without which a trip becomes a jolting torture to the passengers and a source of vexatious loss to the company.
"The Chicago Spring Works are among the most successful manufacturers of railroad supplies in the west. Not only are the standard elliptical and spiral springs made by them in more satisfactory shape than they can be procured elsewhere, but the famous Daniel spring is also to be obtained only at these works.
"The tests to which all springs turned out by this establishment are subjected are unusually severe. Not even when a car loaded to its utmost capacity, and run over a rough road at the highest rate of speed, can springs receive such strains as are placed upon them before they are permitted to leave their works. Freight and passenger cars are treated with a like care by this firm, and a gratifying evidence that good wares will always find ready market is seen in the fact that the Chicago Spring Works are now obliged to increase their facilities for supplying the constant demands made for their excellent goods. A large order is now being filled for the Illinois Central road, while calls for all varieties of freight and passenger car, locomotive and tender springs pour rapidly in, and are as rapidly attended to in a manner that gives the most complete of satisfaction to all their patrons. Not a single spring manufactured by this company has ever failed to do all that was promised of it."