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vol. .. OCTOBER, 1897. no. 1.

TABLE OF CONTENTS. p age .

Introduction -

Whitehall Terminal
Th.- Wonder of the Age

Old Camden Station, A Bit of History .... 6

Observation Cars 7

ution of the Locomot 11

Hunting and Fishing Resorts on the B. & 18

1111s of the B. it O. . 20

Pullman Parlor, Sleeping and Dimv. ice 21

tficers of B. & O .22

List ol Ticket and Freight Agents on the B. & O 23

ILLUSTRATIONS.

Yacht Race at Atlantic City Frontispiece.

Mt. 1; n, Baltimo Back Cover.

ring Cineinatoscope Pictures ot Royal Blue Train
Jefferson's Rock, Harper's Ferry

Famous Fishing (irounds of thi — 7

Tu~ Shenandoah River
The Elk Riwr Valh
One of the B. & O.'s famous
Bass Fishing on the Youghu-henv 17

to

h£

nil

Cbe Statue of liberty

LOOKING TOWARDS

C( |bitebaU germin al

52701

i South ferry )

** v J^ew York City

Liberty Street

Most Convenient
Gntrancc to
New "^orh

In addition to

Connections made UNDER THE SAME ROOF with Elevated Trains of Second, Third, Sixth and

Ninth Avenues; Broadway, Columbus and Lexington Cable Lines; East and West

Side Belt Lines; South Ferry; Staten Island Ferry; Hamilton Ave.

Ferry, and Thirty-Ninth Street Brooklyn Ferry.

w^ffi®®,&®i9m££>'*®m

Solid Trains
I to all points

} west ;.i

7i(£^®&:<®!&&i&YdiS)>SQ}x

TEN DAYS

STOP-OVER AT WASHINGTON

Allowed on all Through
Tickets East and West via

R&O.

Wicturcsquc

8.&0.

THROUGH THE

Valley of the Virginias

ALONG THE

Historic Potomac

OVER THE

Crest of the Alleghanies

nn

BEST LINE

SolidTrains

TO

EasternCities

STOP OVER

WASHINGTON

Book of the Royal Blue.

i'i Monthly i;\ I'm

PASS1 \..l l; I l| l ii i Mil'. R Ml ROAD.

Vol. I.

BALTIMORE, OCTOBER.

No i.

INTR( >DUCTION.

T^HE book of the Royal Blue makes at Chicago or who have since visited tin

-*• its initial appearance this beautiful Field Museum at fackson Park, Chicago,

month of October in royal harvest will remember with intense interest the

robes, anticipating great pleasure in the famous exhibit of America's oldest rail-

■

-* *.

work laid before it, of showing forth in
all its splendor the magnificence of
Picturesque B. & O., born again.

The B. & O. with its modern equip-
ment of Pullman Trains ; its renowned
Royal Blue Trains; its unexcelled freight
facilities and magnificent terminals. The
B. & O. as it is to-day with its treasures
of mountain scenery and beautiful val-
leys; its historic battlefields and national
parks.

Those who were at the World's Fair

road. Relics of early railroading in 1826
when placid along side of the modern
railroad machinery of 1897 seem strange
indeed. But even so do the m
things of October 1897, show great con-
trast to those of October 1

The grand old Alleghenies howevei
are just the same to-day as they were
two hundred years ago when the Indians
and the deer alone knew the passes
which lead to the land of the setting sun.

The B. & O. first awoke the echoes

WHITEHALL TERMINAL.

of the mountains and the clanging of its
iron horses never ceases to be heard
from hill to hill through day or night.
The stage coach of then to the flying

palace of now is but history. It is the
now which concerns us and throughout
these pages the excellence of the Balti-
more & Ohio Railroad will be portrayed.

WHITEHALL TERMINAL.

THE BALTIMORE & OHIO'S NEW TERMINAL AT NEW YORK.

VI7"HITEHALL Terminal or "South
** Ferry" which is now used by the
Baltimore & Ohio Railroad in addition
to Libert}' Street in New York City, is
at the extreme south end of the city just
east of the Battery.

At this terminal all of the elevated
trains of the Second, Third, Sixth and
Ninth avenue lines, the East and West
Side Belt lines (horse cars) and the
boats of the South Ferry, Staten Island
Ferry and Thirty-Ninth Street Brooklyn
Ferry, all land and receive passengers
under the same roof.

Thus a passenger to or from New
York City via the B. & O. has advan-
tages not afforded by any other line. It
is possible to ride to almost any part of
New York City and Brooklyn for a five
cent fare and with the very quickest
service.

This, in connection with the excellent
baggage transfer system of the B. &0. re-
lieves the traveler of worry and expense.

At Washington, Baltimore, Phila-
delphia and New York a checking sys-
tem is used whereby a trunk or piece of
baggage will be called for at the house
in one city and delivered to destination

in any one of the others at a most reason-
able charge.

From Whitehall Terminal to Grand
Central Station it takes but thirty-five
minutes by the Third Avenue Elevated
road. Staten Island Ferry connects
with railroads for all parts of the
Island.

South Ferry to foot of Atlantic Ave-
mi''. Brooklyn, connects with lines to all
parts of Brooklyn and Long Island rail-
road. Hamilton Avenue Ferry to foot
of Hamilton Avenue, Brooklyn, connects
with lines to Brooklyn Heights, Nassau
Electric lines and Cone} - Island Elec-
tric line.

Thirty-Ninth Street Ferry to foot of
Thirty-Ninth street, Brooklyn (Ambrose
Park), connects with electric cars to
Coney Island and Fort Hamilton. The
Bay Ridge boat, leaving Whitehall,
connects at Bay Ridge with trains to
Manhattan Beach and Coney Island.
This is the quickest route from New
York to these points.

Boats also leave here to Governors
Island, headquarters of the Eastern De-
partment of the U. S. Navy; to Liberty
Island, Statue of Liberty; and to Ellis
Island, Emigrant Station.

THE WONDER OF THE AGE.

THE possibility of showing moving
trains, life size, at full speed on a
stretch of canvas is one of the wonders
of the waning nineteenth century.

In Baltimore and in New York there
has recently been exhibited a moving pic-
ture of two Royal Blue trains passing
each other over the Relay Viaduct near
Baltimore. The picture represents

train No. 512 on its flying journey from
Washington to New York, and as it
comes into the picture, it passes in clear
view so that the people in the windows
and on the rear platform ma}- be easily
recognized for the instant. The train
speeds along its journey over the viaduct
where it meets its sister train No. 505
coming head on at a rapid pace and

THE WONDER OF I II I AGE.

passing out of the picture. All is over
in less than three-quarters oi a minute.
It will be interesting to the public to
know just how these pictures are made.
There are many different machines
under different names performing the
same work. Among them are the Cine
matoscope, Fhantascope, Cineograph,
Cinemetograph, Biograph, Bioscope. Vi-
tascope, Veriscope and as many others
as there are exhibitors. The plan upon
which these pic-
tures are taken is
simple. A little
camera not over
eight inches
square with a lens
focusing upon a
piece of film one
inch in width and
three-quarters of
an inch high does
the work. This
film carries any
length from fifty
to one hundred
and fifty feet, and
is so arranged as
to allow twenty
exposures to the
second. This is
so rapid that it
catches minutely
every movement
in the picture.
This is readily de-
monstrated in the
illustration
shown. Theillus-
tration shows the
actual size of a
a piece of film cut
from one of the
long rolls, and
if the reader will
notice the pictures closely he will see
that while there are only six pic-
tures, the movement of the trains is very
marked. This section of film passed the
focusing lens in about one-third of a
second, and the impression on the film
shows one-half of the baggage car as
having entered the picture in this space
of time, which indicates the moving of
the train at a high rate of speed. A curi-
ous fact is also noted, that none of the
men in the picture have made any mo-
tion whatever in this period. On close

examination under the microscope the
movement of the smoke from the ap-
proaching train in the distance is varied.
Examination of one of the full sized
rolls of film to the light and running it
through your lingers shows detail

very clearly.

As stated above, twenty impressions
to the second are registered by the cam-
era upon the film. This will maki
teen pictures to the foot, and a film sixty-
five feet in length such as was used in
taking the Royal Blue trains shows nine
hundred and seventy-five impressions.

The time consumed in taking the
complete picture was about forty-nine
seconds.

After the impressions have been
taken the film is treated in the same
manner as any other photographic film,
and thus made permanent. In repro-
ducing the picture upon the canvas, the
film is taken up over a large wheel and
securely fastened in the cogs in pre-
cisely the same manner as the cog chain
in a bicycle. The illustration shows
the perforations in the- film. The pic-
ture is then rapidly drawn between the
lens in the projecting machine and a
very strong concentrated light, produc-
ing the etteet shown on the canvas in
exactly the same manner as a stereopti-
can, with the exception, of course, that
the pictures behind the lens are in very
rapid motion.

We produce herein also a photo-
graph of the operators at work taking
cinematoscope pictures of these trains.
This photograph was taken by the
official photographer of the B. & O.
From it the exact position of the oper-
ators can be readily observed.

The Baltimore & Ohio Railroad have
prepared and will soon place on exhibi-
tion throughout the country cinemata-
scope pictures taken of four trains— two
Royal Blue trains and two freight
trains — on their respective passengei
and freight tracks. These pictures were
taken at 10.37 a. m., on two successive
days, at a point between Baltimore and
\\ Islington where these trains pass
each other in regular business every day
of the year. The operators in taking
these pictures were thoroughly inter-
ested in their work and anxiously-
awaited the minute at which they had
instructions to commence starting their

THE WONDER OE THE AGE.

machine. Precisely on the minute a
Royal Blue train from the west ap-
proached on the first track and another
Royal Blue train from the east on the
second track — both trains running at a
speed between seventy-five and eight} 7

miles an hour — while on the third track
an east bound freight, and on the fourth
track a west bound coal train, all regular
trains on schedule time. This is one of
the many interesting features of the
B. & O.

PHOTOGRAPH 01 OPERATORS AT WORK TAKING PHANTASCOPE AND CINEMATOSCOPE PICTURES OF
R01 U. BLUE TRAINS AT RELAY. NEAR BALTIMORE.

oi.D CAMDEN STATION, BALTIMORE.

\ I ; I I 01 HISTORY.

r I 1 1 I E graceful iron arches ami columns
*• of the new train shed at Camdi a
Station of the Baltimore >V Ohin R. K.
at Baltimore are completed, and the roof
has been placed over the wide plat-
forms, and soon the old train shed
through which passengers have hurried
for nearly a half century will only be
used to shelter prosaic but useful freight
cars. Passengers will soon learn and
become accustomed to the new thorough-
fare to waiting trains, and the sound of
footsteps passing in and out of the
former passenger gate will soon be but
a memory.

As long, however, as old Camden
Station stands it will ever hold recollec-
tions, not only for the elder employes
of the great company, but also for the
citizens of the former and last genera-
tions. It is an old landmark, and around
its dull colored walls a greater part of
Baltimore's history has been made.

The present station was built in
1852. Prior to that time the station
was situated on Pratt street, on the site
now occupied by Mason's cracker fac-
tor}'. In those days Pratt street station
was known all over the country. From
its contracted yard the first steam pas-
senger train put to practical use for the
transportation of travelers puffed away
to Ellicott City, fifteen miles out, then
the terminus of the road. To the peo-
ple of those days the steam cars were a
fearful and wonderful thing, and every
one was anxious to ride on them.

In one of the newspapers
of that day is found an item
stating that during hot weather
the citizens of Baltimore en-
joyed the cool ride "on top
of the cars'' to Ellicott City,
or rather Ellicott's Mills.
•The cars go so fast." the
item reads, "that a constant
breeze is created for those sit-
ting on the roof. "

When the B. & (). was
opened to the then distant
Cumberland, Camden station
was thrown open to the pub-

lic. Mayor and city officers deli
addresses. The iron horse had, to their
minds, done a wonderful feat in climb-
ing to the summit (if the mountains.

Before steam was employed on thi
road, freight and passenger cars were
hauled b\ mule power from Baltimore
to Ellicott's Mills. The cars left in
trains. Each train consisted of thn • to
five cars, according to the tonnagi
their cargo, and th< ir departure and
arrival wen advertised in the daily and
weekly papers.

The road grew larger; it threw out
its black rails across the mountains
and underneath them. It leaped wide
rivers and brawling mountain streams,
and its force of employes grew in
number as the B. & O. grew in
length. The sears passed on. Then
came the civil war. and old Camden sta-
tion resounded with the throbs of drums,
the singing of bugles and the march of
the Union blue coats as the long trains
drew out of the station, carrying them
south to battle for the Union. "Rebel
lious Baltimore," our city was called
then because of the strong secessionist
feeling of its people, which culminated
in the attack on the Sixth Massachusetts
regiment as it passed through the city
on the way south. Through it all old
Camden station stood with its single
tower looking down calmly on the ex-
cited city as though to say. "I represent
progress and am unharmed.'' Baltimore
World.

RAPIDS ON THE NO] B. *

OBSERVATION CARS.

'"l "'HE magnificent scenery of the Bal-
*- timore & Ohio Railroad affords
endless pleasure to the traveler between
the east and west. No railroad in the
world can olfer a greater number of
interestiiiL; features to the traveler than
the B. & O.

Taking a Royal Blue Line train
from New York City for Chicago, the

over of ten days is allowed at Washing-
ton.

I hirty miles beyond Washington
the B. & O. reaches the Potomai Ri

and the splendid panorama of mountain
scenery commences. The time table
shows this point at Washington Junc-
tion. A little more than ten miles from
this station on a branch of the B. & < >.

I in i IMOUS FISHING GROUNDS OF THE POTOM IC RIVER OX B. & O. R. R.

passenger via the B. & O. views an
ever-varying panorama of interest and
beauty. From almost any part of New
York he can reach either the Second,
Third. Sixth or Ninth Avenue Elevated
lines, or the Broadway cable lines, and for
a five cent fare be transported to White-
hall Terminal or South Ferry, or to
Libert}- Street Terminal, the B. & O.
passenger stations.

From Jersey City the route is via
Philadelphia, Baltimore and Washing-
ton, and if the passenger desires, a stop-

is Frederick, the little German village
which has been sung to the school chil-
dren ol three decades, famous for its
loyalty to the Union when Stonewall
Jackson's army marched through its
streets.

From Braddock's Heights, near
Frederick, a magnifii ent \ iew is ob
tained of mountains and valleys rich in
historic lore. The eye can stretch far
out over the States of Maryland. Penn-
sylvania, Virginia and West Virginia,
and the famous battlefields.

THE SHENANDOAH RIVER
AS SEEN FROM THE OBSERVATION CARS OF THE B. &

o. NEAR HARPERS FERRY.

OBSERVATION C.IKS.

The Blue Ridge Mountains i
jestically with Sugar Loaf Mountain,
Bolivar Heights, Maryland Heights and
Loudon Heights, cutting their outlines
in the sky, while in the far distance; arc
Antietam and < iettysburg.

Beyond Washington | unction the
Potomac is no long' r the broad, placid
stream, but a mountain rivulet of cas-
cades, cataracts and whirlpools lull of
choicest mountain trout. Point-of-Roi K

down in the memorandum hook of all
expert fishermen and lovers of exquisite

darkness for less than a minute, then
breaking into daylight with such a
inagn.i] effei t as to hold the traveler in
speechless amazement at the scene pre-
sented this is Harper's Fi

The receding mountain through
which the train has just passed, i
its mighty summit high into th<
The broad Potomai . shallow and n ■
has met the Shenandoah ami their val-
leys unite in one grand picture. The
monument erected on the spot where
John Brown's fort stood before it was

Till-: HIM' 1RI1 Pi itomac riveh

mountain scenery. The view from the
car is equal to the Yellowstone.

Catoctin, the little German village,
next in order, brings to mind again the
story of the war, as does every village
or town along the line of the B. & O.,
for the next one hundred miles.

Weverton, then Harper's Ferry.

The passenger on the rear platform
of the observation car will be treated to
a view so sublimely beautiful as to be
everlastingly impressed on his mind.
The train passes Weverton clinging to
the side of the mountain like a creeping
thing avoiding the water beneath. The
mountain seems ready to topple over on
the traveler looking up to ascertain
its height. An impassable wall of
stone appears abruptly ahead; when
suddenly the train disappears into total

taken to the World's Fair, is but a few
feet away from the train.

The old fort after its removal from
the World's Fair was taken back to a
point about four miles from Harper's
Ferry on the Shenandoah River and
located in a small park donated for the
purpose.

Jefferson s memorable rock is near
Harper's Ferry, and from it may be
seen a picture which as Jellerson termed
it, is "worthy a trip across the Atlantic. "

Beyond Harper's Ferry following
the Potomac River the route is wildly
picturesque through a region of famous
springs to Cumberland, thence through
the great Pennsylvania mining district
to Pittsburg and Akron, and thence
making a straight line across Ohio and
Indiana to Clin ,il:<>

THE EVOLUTION OF THE LOCOMOTH E.

CTKAM locomotives have been so long
^ the only motive power on regular
railroads that there is now a widespread
belief that both were invented simulta-
neously. Not only is this not the case
— the invention of railroads having pre-
ceded that ol the locomotive by at least
a hundred years — but it is also the fact
that the Baltimore & Ohio Railroad,
though commenced the year after George
Stephenson had begun to use a locomo
tive regularly on the Stockton & Dar-
lington Railway, was planned originally
for hauling cars by horses.

The engineers in this country were
perfectly well aware of the importance
of Stephenson's application of locomo-
tives to the hauling of passengers and
freight, as exhibited by him in 1825, but
they doubted whether a similar system of
traction could be applied to railways on
this side of the Atlantic. The earliest
railways to which locomotives were ap-
plied had tracks at once level and
straight; and it was not until Peter
Cooper had demonstrated by means of
his model locomotive that steam power
could be safely used to haul cars around
curves of 400 feet radius, that horses
were finally superseded.

Although Peter Cooper never built a
successful full-sized locomotive, he is
none the less entitled to the renown of
being the father of the American loco-
motive. He began building his model
on the site of the present Mount Clare
workshops in Baltimore, in 1829, and
made several trial trips with it before
the close of that year. It was a very
crude machine, judged by the present
standard, having an upright boiler with
a single cylinder of 3^ inches diameter
and a stroke of 14'j inches. Alderman
Cooper, as he was then always called,
could get no tubes for his boiler in this
country, so that he was forced to use five
or six gun barrels for this purpose. In-
stead of using the exhaust steam from
the cylinder to produce a draught for the
fire, as in all modern locomotives. Mr.
Cooper placed a fan, revolved by a belt
from one of the axles, in the funnel of
his engine. The power was applied to
the other axle by means of a toothed

wheel. The strength of thi ■ was

one horse power.

On Saturday, August 28, 1 3 (o, I'eter
Cooper and thirty-nine othei persons

Mil 1 1 1.- 1 kMERIl IS 1 11..IH1

had a grand excursion to Ellicott's Mills,
thirteen miles distant, and back. The
gross weight of the train was three and
a half tons, and the steepest gradient
eighteen feet to the mile. Mr. Cooper
acted as both engineer and fireman, us-
ing his favorite anthracite coal. The out-
bound trip was performed in an hour
and twelve minutes, part of it being done
at the then extraordinary rate of eigh-
teen miles an hour. Mr. H. S. Latrobe,
one of the passengers, who was for many
years afterward general counsel to the
Baltimore & Ohio Railroad Company,
remembered that when this speed was
reached "several gentlemen pulled out
their pencils and wrote connected sen-
tences on slips of paper to prove that it
was possible at that great velocit\

On the homeward trip, on this
occasion, the band slipped off the fan
and the anthracite coal refused to burn
fast enough to make steam. The conse-
quence was that one of the Stockton &
Stoke's horse cars passed the locomotive,
in spite of the frantic efforts of Mr.
Cooper, in which he lacerated his hands,
to slip the band back into its place.
This was the first and last public per-
formance of Peter Cooper's locomotive
of which an account has been kept, but
it nevertheless proved that a locomotive
could be built which would run up
gradients and keep on the track while
rounding sharp curves. On the follow-
ing January 4th. the directors of the

12

THE EVOLUTION OF THE LOCOMOTIVE.

Baltimore & Ohio Railroad Company
issued their famous offer of $4,000
for the best locomotive which should be
delivered to their line before the follow-
ing June 1st. The conditions attached
to this offer show graphically the hopes
and fears of the railroad men of that
day. Summarized these were:

"That the engine must burn coal or
coke, and consume its own smoke.

"That it must not exceed 3^ tons in
working order, and must be able to draw
fifteen tons at the rate of fifteen miles
an hour.

"That, other things equal, the engine
of least weight would have the pre-
ference.

"That the wheels should have inside
flanges, and if coupled should not exceed
three feet in diameter, while if not
coupled, the single pair of driving wheels
should not exceed four feet in diameter.

"That the pressure of the steam
should not exceed 100 lbs. to the square
inch, and should be as much below that
limit as possible.

"That each engine should have two
safety valves out of the engineer's con-
trol. '

"That each engine should have a
mercurial gauge to blow out if the steam
pressure exceeded 120 lbs.

' 'That the height of the funnel snould
not exceed twelve feet."

The winner of this contest was
Phineas Davis, who called his engine
the "York,"' from York, Pa., where it
was built. It was the first of the class
known as "grasshoppers," and had a
vertical boiler and cylinder. The exhaust
steam revolved a fan which in turn re-
volved a second fan close to the ash pan
by which air was forced up through the
fire. The dimensions of this engine

M> dfeil

A |i Win GRASSHOPPER.

have not been preserved, but the cylin-
ders were probably 5^ inches in diame-

ter by 16 inches stroke. Under favor-
able circumstances the "York "ran at
as high a rate of speed as thirty miles
an hour with three or four cars, and
throughout the year 1832 had an aver-
age run of eighty miles a day. In
September, 1832, it was found that by
placing steel springs on the engine and
cars that one-third more load could be
hauled with the same effort. Mr. Gill-
ingham, the Superintendent of Motive
Power, also reported at this time that the
daily expense of the locomotive was
$16.00, while it cost $33.00 using horses
to haul the same load.

Mr. Davis, who had now become the
regular builder of engines for the Balti-
more & Ohio Company, turned out his
second "grasshopper" engine early in
1833, which he named the "Atlantic."
The third engine of the same class was
named the "Franklin, '' and both these
engines were considerably heavier than
the "York." In July, 1834, when it
was seen that the opening of the line to
Harper's Ferry was at hand, four more
engines were put in service. Two of
these, "Arabin" and "Mercury," were
built by Davis, the other two being built
by Charles Reeder, of Baltimore. Some
one or more of these engines had a hori-
zontal boiler instead of a vertical one,
and the name "crab" was given to its
class to distinguish it from the "grass-
hopper" class.

On August 25th, 1835, the Wash-
ington branch of the Baltimore & Ohio
Road was opened for traffic, and on the
following September 27th, Phineas
Davis was killed. He was standing on
the tender of an engine which ran off the
track, and was hurled against the fire-
box with such violence, that he never
recovered consciousness. This led to
the leasing of the Mount Clare shops to
Gillingham & Winans, who agreed to
furnish the Baltimore & Ohio Company
with locomotives, at a stipulated price,
and to give it precedence of all orders
from elsewhere.

Ross Winans, the junior partner in
this firm, had been connected with the
Baltimore & Ohio Road from its in-
ception. He began life on a farm and
became connected with the railway
through selling it horses. His inventive
genius soon displaying itself, he was
sent to England in 1829. being then

TH1: EVOLUTION 01 III! LOCOMOTIVE.

thirty-three years old, to witness the
locomotive contest at the Liverpool &
Manchester Railway, finally won by

WINANS MUD I (EH

Stephenson's "Rocket." Returning to
the United States, he invented the pro-
jecting journals on the axles of car
wheels, thus reducing at a stroke the
friction of hauling them from twelve
pounds to a ton to three pounds.

As soon as he turned his hand to
building locomotives, Mr. Winans threw
himself into his work with characteristic
energy. His first two engines, manu-
factured in the fall of 1836, though eight
tons each in weight, had a greater draw-
bar pull than any of the twelve ton
engines made by Stephenson in Eng-
land. No records of these first two
engines built by Mr. Winans have been
preserved, but in the following year the
first of the famous "mud diggers" was
turned out at the Mount Clare Works.
This type of engine had driving wheels
three feet in diameter, and cylinders

hundred pounds to the square inch, such
an engine must have had a draw bar pull
of 19,266 pounds, or enough power for
even a good sized engine of to-day.
There were drawbacks, however, to the
utilization of all this tractive force. In-
stead of the erank-shaft being connected
directly to the central driving wheels, it
operated through an intermediate shaft
placed behind the fire box. This shaft
had toothed wheels, which in turn en-
gaged others on the shaft of the rear
axle. The six driving wheels were con-
nected by outside coupling rods, as in
th. enginesof to-day. but these rods were
attached to the wheels by ball joints in
order to allow the lateral play then con-
sidered necessary to enable the engine
to pass safely around curves. If the bad
balancing of all early locomotives be
added to the friction of the toothed
wheels, and the lateral and longitudinal
play of the connecting rods, it may be
safely inferred that the "mud digger''
class never was able to apply more than
half its nominal draw-bar pull.

Hitherto, the Baltimore & Ohio had
restricted its orders for locomotives to
its local headquarters, but in 1 S 3 s , four
new engines were placed on the Wash-
ington Branch, which had been built by
the William Norris Locomotive Works,
of Philadelphia. These engines were
wood-burners, with a single pair of driv-
ing wheels, and cylinders twelve inches

•, .J — 5!^ — : M-m-wrm^.

m-m-^—M^m^

WINANS' CAMEL BACK.

seventeen inches in diameter, with a
twenty-four inch stroke. Assuming that
the steam pressure in the boiler was one

in diameter, with an eighteen inch stroke.
A second pair of driving wheels were
afterward coupled to the first pair, and

14

THE EVOLUTION OF THE LOCOMOTIVE.

it is with this alteration that these Nor-
ris engines are now remembered by some
of the early workers on the road still
living. The Washington Branch early
became very popular with the traveling
public, as the President of the Baltimore
& Ohio, early in 1836, in an official
report, says: "The first four month's
travel averaged 200 persons per day,
far exceeding the most sanguine expec-
tations of the road." A two-car train
making a daily trip from Baltimore to
Washington and back would not appear
to be doing an excessive business in
these days.

On November 5th, 1842, the road
was opened to Cumberland, and two
years later Ross Winans delivered sev-
eral engines especially adapted for haul-
ing coal. All that is known about these
engines is the fact that each was 22 tons
in weight, and from the stress laid upon
their heaviness it ma}' safely be assumed
that all previously built engines must
have been considerably lighter.

The variety of locomotive still known
as the '-camel back" was first built by
Ross Winans between 1850 and 1853.
These were the first 30-ton engines ever
used in any part of the world, and their
fame was spread abroad in the land.
Next to one modern class of engines,
which shall here be nameless, they were
perhaps the ugliest locomotives which
have ever been built. Their bare un-
protected fire-boxes hung over the rear
wheels with a downward slant from the
boiler. The fire-box had two chutes,
through which coal was supplied at in-
tervals by opening slides worked by a
lever. The cab was placed on the top of
the boiler and steps leading from it to a

HAYES DUTCH WAGON.

gangway which ran back to the tender.
The fireman must have had a dangerous
journey to and fro when his "camel
back" was running at high speed. The
beauty of this engine, as originally built,
was not enhanced by a spark arrester,

which took the form of a short piece of
duplicate funnel placed directly in front
of the ordinary one.

One feature of these locomotives
which attracted great attention from the
engine men of that day was the horizon-

HAYES GRADE ENGDiE.

tal cylinders placed in a line with the
centre of the driving wheels, as is almost
universally the case to-day. Before the
"camel back" innovation the cylinders
had been placed above the centre of the
driving wheels, and of course inclined
toward them.

Yet the "camel backs" had their
good points. The) 7 could pull trains
which other engines could not look at;
they could make steam in any kind of
weather and with almost any kind of
coal; they never got stuck on the up
grades as other engines frequently did,
and their strength, and constancy in
using it, obviated the necessity of occa-
sional helpers. They could haul trains
100 tons in weight in summer and eighty
tons in weight in winter, and keep their
scheduled time, over the mountain grades
of the Alleghenies. The}' were stoutly
built engines, too, with good material
in every part of them, and some of them,
put into service thirty years ago. are
still pegging away, much too good to be
relegated to the scrap heap.

The Baltimore & Ohio was opened
from Cumberland to Wheeling in Janu-
ary. 1853, and in preparation for this
event and its expected large accession
of the traffic, seventeen engines were
ordered early in 1850, at a cost of about
$150,000. Ross Winans secured the
order for ten of these engines, at a cost
of $9,750 apiece, eight more were built
by A. W. Denmead, at $8,500 each, and
two from Smith & Perkins at $9,500,
two from the New Castle Manufacturing
Co., at $9,500, and one from the same
company at $8,500, while four were
made at the B. & O. shops and charged
up at $9,500 each. This little list shows
that the price of all classes of engines

i6

THE EVOLUTION OF THE LOCOMOTIVE.

was between $8,500 and $9,750, and it
is a curious fact that the increasing
cheapness of material and greater effi-
ciency of workmanship permits engines
of double the weight, and more than
the power, to be built to-day for about
the same prices. Before these orders
were given out the B. & 0. was using
sixty-four engines on the main stem.

The next innovation in engine build-
ing, which, in view of modern American
practice would not be termed an improve-
ment, was made by Samuel J. Hayes in
1857. Mr. Hayes was then Master of
Machinery for the B. & O., and he
determined to build some wood-burning
engines with inside cylinders. As inside
cylinders demand forged cranks on the
driving axles, and as these crank axles
are liable to fracture with excessive

branch road. But the latest example of
engine building, as illustrated by the
ten-wheeled consolidated passenger en-
gines at present in use on the B. & O.
Road, brings up such magnificent con-
centration of speed, strength and endur-
ance as were never before seen in the
history of the world.

These engines have six coupled
wheels, six feet six inches in diameter,
cylinders 21x26 inches, and a steam
pressure of 170 pounds to the square
inch. They haul the Royal Blue Line
trains, and on many occasions have gone
a mile in fifty seconds, while one of them
has been timed covering a mile in thirty-
two seconds. As to strength, one of
them has hauled five Blue Line cars
from Baltimore to Washington, forty
miles, in thirty-six minutes.

A KODERN FLYEB

strain or after long use, American build-
ers have wisely avoided them. In spite
of this fact, Mr. Hayes went ahead and
turned out several of the best propor-
tioned engines, all things considered,
that engine men had ever seen up to
that time. They had cylinders fifteen
inches in diameter with a twenty-two
inch stroke. The central driving wheels
and trailing wheels, which were coupled,
were five feet in diameter. The}' were
at first known as the Hayes' Passenger
Engines, but were soon nick-named, the
"Dutch Wagons." Still they became
very popular with both operatives and
passengers; the former, because they
made steam and kept time if not over-
loaded, and the latter, because they were
neat and handsome with plenty of
polished brass work.

Between the era of the "Dutch Wag-
ons" and the mammoth locomotives of
to-day, lie the classes of engines familiar
to every one, because examples of them
are still to be found working on every

When it is borne in mind that a
"horse-power" really means what a very
strong horse can lift in a minute, the
force of one of these engines will be
realized by conceiving 1,100 horses all
able to make one mighty pull at the
same moment. As to speed, one of
these engines will advance at the almost
inconceivably rapid rate of 100 feet in a
second. Think of a living seventy-ton
machine hurling 300 tons of inert train
matter through the space of 100 feet
between pulse beats ! Yet this tremen-
dous aggregation of energy is under such
perfect control as to respond to the
touch of the engineer as quickly and as
obediently as would a lady's horse to
the rein of its rider. There may be in-
ventions which are considered more
marvelous than the modern high-power
locomotive, but surely none displays in
concrete result the power of man to im-
prison so mighty a force in so small a
compass.

E. H. Mullin.

WHERE TO FIND SPORT.

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CONDENSED SCHEDULE
ROYAL BLUE TRAINS OF THE B. & O.

EAST AND WEST.

B. & O. ROYAL BLUE TRAINS FROM WASHINGTON, BALTIMORE, PHILADELPHIA

AND NEW YORK.

EASTWARD

No. 5 10
EXCEPT

SUNDAY

No- 5 12
EXCEPT

SUNDAY

No. 508
EXCEPT

NO. 502
DA LY

NO. 524
DAILY

No. 506

DAILY

No. 522

SUNDAY

Lv. WASHINGTON — -

Lv BALTIMORE, Camden Station --
Lv. BALTIMORE, Mr Royal Station

Ar. PHILADELPHIA

Ar. NEW YORK, Liberty street

Ar. NEW YORK, Whitehall Terminal

7.05
7.55
8.02
10. 16
12.35
12.40

8.00
8.50
8.57
I 1.00
1.20
1.25

10.00
10.50
10.57
12.54
3.00
3.05

12.00
12.50
12.57
3.05
5.30
5.35

12.40
1.45
1.52
4.06
6.30
6.35

3.00
3.48
3.55
5.57
8. 10
8. 15

5.05
6.00
6.07
8.20
10.40
10.45

12.01
1.15
1.26
3.55
6.52
6.57

9.00
9.50
9.57
12.00
2.20
2.25

B. & O. ROYAL BLUE TRAINS FROM NEW YORK TO PHILADELPHIA. BALTIMORE

AND WASHINGTON.

WESTWARD

No. 517
EXCEPT
SUNDAY

No. 501
DAILY

NO. 51 I

OAILY

No. 507
DAILY

No. 509
EXCEPT
SUNDAY

NO. 503
OAILY

NO. 525

DAILY

DAILY

Lv NEW YORK. Whitehall Terminal

Lv. NEW YORK, Liberty Street

Lv PHILADELPHIA

Ar BALTIMORE, Mt Royal Station
Ar. BALTIMORE, Camden Station
Ar. WASHINGTON -

7.55
8.00
10.26
12.38
12.45
1.40

9.55
10.00
12.20
2.24
2.32
3.30

I 1.25
I 1.30
I .36
3.32
3.40
4.30

I .55
2.00
4.20
6.42
6.50
7.50

3.25
3.30
5.4 1
7.47
7.55
8.45

4.55
5.00
7.40
9.52
10.00
I I .00

5.55
6.00
8. 19
10.18
10.26
11.16

NIGHT

12.10
12. 15
3.30
6.00
6.10
7.30

AM

Pullman Cars on all trains.

P.. ^ O. ROYAL BLUE TRAINS TO ALL POINTS WEST AND SOUTHWEST.

WESTWARD

NO 1

LIMITED

DAILY

NO. 7

EXPRESS

DAILY

N.. J

EXPRESS

DAILY

NOTE

No. 3

EXPRESS
DAILY

No. 43

EXPRESS
DAILY

No. 5

LIMITED
DAILY

No. 55

EXPRESS
DAILY

Lv. NEW YORK, Whitehall Terminal
Lv. NEW YORK, Liberty Street

9.55 AM
10. 00 AM

1 2.20 pm
2.24pm
2.32 pm

3.40 pm

1 .55 pm

2.00 PM

4.20 pm
6.42 PM
7.00 pm
8.05 pm

3.25 pm
3.30 pm
5.41 PM
7.47 pm
7.30 pm
8.50 pm
6.35 am

4.55 pm
5.00 pm
7.40 pm
9.52pm
10. 1 Opm
1 1.30pm

4.56 PM
6.00 pm
7.40 PM
9.52 pm
10. 1 Opm
1 1.20 pm

I2.I0NT

12.15am
3.30 am
8.45 am
9.00 am

1 0.00 am
7.00 pm

I2.I0NT
1 2. 15 am
8. 15 am

10. 18 AM

10.45 AM
1 1.45 am

Lv BALTIMORE, Mt. Royal Station- -
Lv BALTIMORE Camden Station

8.20 am
1 1 ,36 am

2.55 pm
6.35 pm

9.00 pm

9.00 am

I2.00NH
3.05 am
7.00 am

8.00 am

5.30 pm

12.1 Opm

6.40 pm

10.50pm
7. 12am

7.50 am
4. IOpm
7.40 pm
7.25 am
1 1.20am

Through Pullman Sleepers to all points. NOTE— On Sundays No. 9 leaves New York at 1.65 p. m., Philadelphia 4 20 p. m.

B. .V O. ROYAL BLUE TRAINS TO ALL POINTS EAST.

EASTWARD

LIMITEO
DAILY

No. 6
LIMITEO
DAILY

EXPRESS
DAILY

EXPRESS
DAILY

NO. 44

EXPRESS

DAILY

NO. 46
EXPRESS

Lv CHICAGO

Lv TOLEDO -

Lv COLUMBUS

Lv WHEELING

Lv PITTSBURG

Lv ST. LOUIS

Lv LOUISVILLE

Lv IND'ANAPOLIS

LV. CINCINNATI - -

Lv NEW ORLEANS —

Lv MEMPHIS

Lv CHATTANOOGA

Lv KNOXVILLE - -—

Lv ROANOKE --

Ar WASHINGTON

Ar BALTIMORE, Camden Station —
Ar. BALTIMORE Mt Royal Station

Ar PHILADELPHIA

Ar. NEW YORK, Liberty Street---
Ar. NEW YORK. Whitehall Terminal

4.55 pm
8.55pm

2.45 am

3.30P

10.25am

8.20am
2.15pm

2.35 am
8 23 am
7.55 am
12.05 pm

8.00 am

6.00 pm
12.25 am

9.00 pm

12.30pm
I .35pm
1.52pm
4.05 pm
6.30 pm
6.35pm

6.47 am
7.50 am
8.02 am
10. I 6 am
12.35 pm
I 2.40 pm

4.50 pm
6. I pm
6.07 pm
8.20 pm
10.40 pm
10.45 pm

I I .55 am
I .00 pm

12.57pm
3.05 pm
5.30 pm
5.35 pm

6.35 AM
8.20 am
8.02 am
10. 16 AM
I 2.35 pm
I 2.40 pm

5.00 pm

8.00pm

8.30 am

I 2.05 pm

10.45 pm

7.30 am

8.50 am

8.57am

I 1. 00 am

1.20pm

1.25pm

I I .20pm
I 2.45 am
I .26 am
3.55 am
6.52 am
6.571am

Through Pullman Sleepers from all points.

THROUGH PULLMAN PALACE CAR SERVICE.

PULLMAN DINING CAR SERVICE.

ROYA1 BLUI TRAINS OF THE B. & O. FINES! 5ERVIC1 in THE WORLD. SOLID
VESTIB1 LED IK VINS. PARLOR COACH

BETWEEN WASHINGTON, BALTIMORE, PHILADELPHIA

AND NEW YORK.

KASI \\ \ K I >.

No. 528. Parlor Car Washington to New York. Dining Car Washington to Philadelp

No. 510. Parlor Car Washington to New York. Dining Car W E

No. 512. Five Hour Train. Parlor Car Washington to New York. Dining Car Baltimore to

New Yorli

No. 508. Buffet Parlor Car Washington to New York. Dining Cai Washington to Baltimore.

No. 502. Parlor Car Washington to New York. Dining Car Baltimore to P

No. 524. Buffet Parlor Car Washington to New York.

No. 506. Parlor Car Washington to New York. Dining ' ai Ball

No. 516. Bullet Parlor Car Washington 10 Philadelphia.

No. 514. Separate Sleeping Cars from Washington, Baltimore and PI 1 to New York.

No. 522. Parlor Car and Dining Cai Washington to New Yorl

\\ ESTWARD.

No. 517. Pullet Parlor Car New York to Washin]

No. 501. Parlor Car New York to Washington. Dining Car Philadelphia to Baltimore.

No. 511. Five Hour Train. Parloi Car New York to Washington. Dining Car New York to

Baltimore.

No. 507. Parlor Car New York to Washington. Dining Car Baltimore to Washington.

No. 509. Parlor Car New York to Washington. Dining Car Philadelphia to Washington.

No. 503. Parlor Car New Y'ork to Washington. Dining Cat New York to Baltin

No. 525. Buffet Parlor Car New York to Washington.

No. 515. Separate Sleeping Cars New York to Philadelphia, Baltimore and Washington

BETWEEN NEW YORK, PHILADELPHIA, BALTIMORE, WASHING-
TON, PITTSBURG, WHEELING, COLUMBUS, TOLEDO, CHICAGO,
CINCINNATI, INDIANAPOLIS, ST. LOUIS, LOUISVILLE,
MEMPHIS, NEW ORLEANS.

WESTWARD.

No. 1. Sleeping I ai New York to Cincinnati and St. Louis. Sleeping Car Baltimore to Cincinnati.

Dining Cars serve all meals. Parlor Car Cincinnati to Louisville,
No. 7. Sleeping Car New Y'ork to Chicago via Grafton and Bellaire. Sleeping ' ar Baltimore to

Wheeling. Dining Cars serve all meals.
No. 9. Sleeping Cars Baltimore and Washington to Pittsburg. Dining 1 ai serves supper Philadelphia

to Washington.
No. 3. Sleeping Car New York to St. Louis. Sleeping Car Baltimore to Toledo. Dining Cars serve

all meals.
No. 43. Sleeping Car New York to New Orleans.
No. 5. Observation Sleeping Cars Baltimore to Chicago via Pittsburg. Sleeping 1 u Pittsburg to

Chicago. 1 lining 1 ars serve dinner, supper and breakfast.
No. 55. Sleeping Car Baltimore to Chicago via Cincinnati and Monon Route. Parlor Cai Baltimore to

Grafton.

1 \sl\\ VRD.

Drawing Room Sleeping I ars St. Louis to New York and Cincinnati to Baltimore. Sleeping

Car Toledo to Baltimore. Dining I .11 meals.

Drawing Room SI. ;■ ■ 11 St. Louis to New York. Drawing Room Sleeping Car Chicago

to Baltimore. Dining ' ars serve all n
Observation Sleeping Cars Chicago to Baltimore. Din all meals.

Drawing Room Sleeping Cars Chicago to New York. Sleeping Car Wheeling to Baltimore.

I lining 1 ars serve all n
Sleeping Cars Pittsburg to Washington and Baltimore. Dining 1 eakfasl

Sleeping Car New Orleans to New York.
Sleeping Car Chicago to Wheeling.

No.

2,

No.

4

No.
No.

6.
8.

No.

No.
No.

10
44
46.

LIST OF OFFICERS

BALTIMORE & OHIO RAILROAD

.1'ill\ K. Cowen, Oscak G. Murray,

Receivers, Baltimore. Md.

EXECUTIVE DEPARTMENT.

Job n k . i i >\\ en, President .
W. H. [jams, Treasurer

.Baltimore, Md.
.Baltimore, Md.

J. v. McNeal, Asst. Treasurer.
< ■. w. Wi h.i.i . ikd, Secretary

.Baltimore, Md.
.Baltimore, Md.

ACCOUNTING DEPARTMENT.

H. D. Hi lkley, i umptroller Baltimore, Md.

Geo. W. Booth, Gen. Auditor Baltimore, Md.

J. M. Watkins, Auditor of Revenue Baltimore, Md.

A. F. Dunlevy, Auditor of Disbursements

OPERATING DEPARTMENT.

WM. M. Greene, Gen. Manager _ Baltimore, Md

W. T. Manning, Chlel Engineer

Tnos. Fitzgerald, General Sup terin tend ent Main Stem

Philadelphia and Pittsburg Divisions. Baltimore, M. D.
Wm. Gibson, Assistant General Superintendent Main Stem
Philadelphia and Pittsburg Divisions, Pittsburg, Pa.

J. Van Smith. Gen. Superintendent Xew York Division

Foot of Whitehall Street, New York.
J. M. Graham, Gen. Supt. Trans-Ohio Divisions, Chicago, In.

D. F. Maroney, Supt. of Transportation Baltimore, Md.

Harvey Middleton, Gen: Supt. Motive Power,

Baltimore, Md.
I. x. Kalbaugh, Supt. Motive Power Lines East of Ohio

Kiver, Baltimore, Md.
W. II. Harrison, Supt. Motive Power Lines West of Ohio

River. Newark, < >.
Dwin Lee, Eng'r Maint. ol Way Lines West of Ohio River,

Zanesvllle, O.

E. W, Grieves, Superintendent Car Department,

Baltimore. Md.
i.e. F. Bent, Supt. Philadelphia Division, Philadelphia, Pa.
John K. Spurrier, supt. Bait. DIv. Main Stem,

Baltimore, Md.
K. M. Sheats, Supt. "Western DIv. Main Stem,

Grafton. W, Va.
I'hos. C. Prixi i- . Supt. Harper's Ferry and Valley Division,

Winchester, Va.

F, A. Hitsted, Superintendent Middle Dli .

Cumberland, Md.

Supt. Pittsburg Division. ...Pittsburg, Pa.

i II Glover, Supt. Ohio and Midland Divisions,

Newark, O.
P. < Sneed, Superintendent Chicago Division, Garrett, Ind.
.1- T. Johnson, Superintendent Akron Division. Akron, O.
(has. Selden, superintendent Telegraph.- .Baltimore, Md.

PURCHASING DEPARTMENT.

K. II. Baxkard. Purchasing A-rcnt. Baltimore, Md.

Chas. I ^. Fuel Agent Lines East of the Ohio Elver

Baltimore, Md.

.1. W. I i:\nki.tx. Fuel Agent Lines West ol the Ohio Klver.

Newark, O.

TRAFFIC DEPARTMENT.
PASSENGER.

D. B. Martin, Manager Passenger Traffic. ..Baltimore, Md,

.1, M. Si hi:v\ br, Gen. Pass. Agt. Lines East of Ohio Kh er.

Baltimore. Md.
P.. X. Austin. Gen. Passenger Agent Lines West of Ohio

River, Fisher Building, Chicago, 111.
B. E. Prddicord, Gen. Baggage i.gent Baltimore, Md.

A. .1. Simmons, Gen S"ew England Passenger Agent,

211 Washington Street, Boston, Mass.
Lyman McCarthy, Gen, East. Pa>v Agt.. i:;i Broadway,

New York.
James Potter, District Passenger Agent. Philadelphia. Pa.

B. F. Bond, Division Passenger Vg.-ni itaitimore. Md.
S. 11. Hkok, Division \ ... ... Washington, D. C.

Arthur G. Lewis, South. Pass. Agt., Atlantic Eotel,

Norfolk, Va.
r I' Smith, Division Passenger Agent ... Pittsburg, Pa.

I '. S. Wilder, Division Passengei 'gem Columbus, O.

D, D. Courtney, Gen. Trav. Pass. Agent.. .Baltimore, Md.
Robert Skinner, Trav. Pass. Agt., 134 Broadway, Sen Fork.
Bernard s-Shby, Trav. Pass, Agt., 833 Chestnut St.,

Philadelphia. Pa.

A. C. Wilson, Trav. Pass. Agt., X. Y. Ave. and 15th St..

Washington. D. C.
C. E. Dudi;"\v, Trav. Pass. Agent.. Harper's Ferry, W. Va.
.1. T. Lank. Traveling Passenger Agent ..Wheeling, W. Va.

K. i Haase, Traveling Passenger Agent Newark, O.

F, I'. COPPER, Traveling Passenger Agent Tiffin, O.

W. \l, McConne] t. Pass. Agent, 241 superior St.,

* Levelaud, 0.
E. G. TtJCKJ m \ ■■ , I fty Pass. Agt., 434 Broadway, Xew York.
E. E. Patton, City Pass. Agt., N.T.Ave, and 15th St.

Washington, D. < .

v\ . I . Snyder, Passenger Agent Baltimore, Md.

H. A. Miller, Passenger Agent Wilmington, Del.

C. E. Gregory, Pass. Agt., 5th Ave. and Wood St..

Pittsburg, Pa.

W. w. Picking, City Passenger Agent .Chicago, 111.

W i Shoemaker, traveling Passenger Agent, Chicago, 111.
J. P. Taggart, Traveling Passenger Agent. St. Paul, Minn.
< ll. Duxbi ry, Traveling Passenger Agent. .Omaha, Neb.
Peter Harvey, Pacific toast Agent,

lioom 32, Mills Building, San Francisco. Cal.

FREIGHT.

C. S. Wight, Manager Freight Traffic Baltimore, Md.

T. W. Galleher, Gen. Freight Agent Baltimore, Md.

L. R. Brockenbroi «-ii. Gen. Freight Agent. Pittsburg, Pa.
C. V. Lewis, Gen. Freight Agent in cbarge of Freight < llalms
i a 11- and Percentages. Baltimore, Md.
James Mosher, Gen. East. Fht. Agt., 434 Broadway,

New York.

A. P. Bigelow, Gen. ^ est. Fhl \_-t . 220 La Salle St.,

Chicago, in.

i. A Cartwright, Us t. Gen Fht. Agt., PlttBburg Division

and Lines West of the Ohio River, Pittsburg, Pa.

Page i berry, Gen. Dairy Freight Agent Chicago, 111.

.1. A. Murray, Eastern Coal & i oke Agent. Baltimore, Md.
E. T. Affleck, Western Coal & < oke Agent, ■ olumhus, O.

Pv. B. Ways, Foreign Freight Agent Baltimore, Md.

Andrew Stevenson, Asst. Gen. Freighl Agent

Baltimore, Md.

B. V. Jai kson, Division Freight Agent Staunton, Va.

w l; McIntosh, Division Freight Agent, I umberland, Md.

E. M. Davis, Division Freight Agent Clarksburg, W. Va-

it, A. Constans, Division Freight Agent Columbus, O

C. T Wight, Division Freight Agent.... Sandusky, o!

B. F. Kaup, Division Freight Agent... ..Tiffin, O.

WM. Alvkv. Gen. Agent Washington. D. C,

G. J. Lin. mi. \. < ,,m") Fht. Act.. 100 Chestnut St..

Philadelphia, Pa.
' II Maynai;j>, Commercial Freight Agent, Boston, Mass.
E. s. King, Commercial Freight Agent. ... Baltimore, Md.
.1. L. Allen. < ommerclal Freighl Agent, Washington, \> C,
w. \, Mil, be] l, I ommerclal Freight Agent. Atlanta, Ga.
o. D. Green, i ommerclal Freight Agent. Wheeling, W. Va.

i . F. Wood, Commercial Freight Agent Akron, O.

II. i;. Rogers, Commercial F'reight Agent Cleveland, O.

E v Kendall, Commercial Freight Agent Toledo, O.

C. ll Boss, i ommerclal Freight Agent ...Milwaukee, Wis,
A. J. Davies, ' ommerca] Freight Agent, Kansas City, Mo.

II. A. Lwn... Commercial Freight Agent.. C^ulncy. 111.

H. C. Picilell, Commercial Freight Agent.. Omaha. Neb.
C. H. Haekins, Commercial Freight Agent,

Minneapolis, Minn.

Titos. Milks, Commercial Freight Agent Imluth. Minn.

John Htm HINGS, < ommercial Freight Agent.

Detroit, Mich.
H. M. Matthews, Commercial Freight Agent,

Pittsburg, Pa.
Peter Harvey, Pacific Coast Agent,

Room, 32 Mills Building, San Francisco, Cal.

MILEAGE.

MAIN STEM AND BRANCHES
PHILADELPHIA DIVISION

PITTSBURG DIVISION

NEW YORK DIVISION

TOTAL MILEAGE EAST OF OHIO RIVER

TRANS-OHIO DIVISION ...

TOTAL MILEAGE WEST OF OHIO RIVER

TOTAL MILEAGE OF SYSTEM

784 38

129.00

391. OO

5.30

774.25

ALPHABETICAL LIST OF TKKKT AND FREIGHT AGENTS

ON B. & O. R. R.

et. " G" < oupon. " I' Prepaid.

Aiiiiii\ latlona

' 1

' Frelgb

i

m tUoni

I'll-. 1

. "' 1 Dl

'> 1

lion

A

/Vberueen Md

W. il. Beasln Ji

H 1 I

Phlla.

-in

A.I. w n Md

Ml,, fi .... -

Akn.n Ohio
Alberton Md

Albion linl

AJdrldge V\ \ a

Alexandria Va.

r. P.KOl
V.l h:in SteCl

C. D. Hoi

I \ Gary

i Fitzpatrlck

1 1
F T

1 1 .
F 1

1- I (

Phila.

A kron

Balto

i blcago

I'm
■Ji ii i

;iki

1,500

11. P. Hurl, j

F

AIM:. . End.

E. J. Horton

F Ti

Amblersburg w \ a

Ammendale Md,

Mi- Marj Hill*

F T

H ., ', i,

I.,,

Anki'tM town < tblo
Annapolis .... -Md.
\ DDapol i~ Jcl . Md
Arab] "

i: r...,
i iii- Jobnson .
.1. n. Smltb

F T
T L'

I.k. Erie

50

'.v.i i

Waeh'ti

Arms) rong ( Mil.-

Uhland Del.

Assembly Park Va.

Attica Ohio

Auburn Ind.

Auburn •!<-!

Merrltt I . Dixon

F T

Phlla.

T. J. Jamea

T. 11. Sprott ....

H. G.I g

F 1 i
K T (
K T t '

i ihlcago
i blcago
Chlca

BOO

10

Aurora Mines

Austen "

Geo. i Shan

K r

p a H

.'.

Avilla Ind.

Avondale Ohio

W. P. Allm.M

F T i

i blcago

TOO

B
Babcoclt ....Ind.
B illi | - Point Pa
Balrdstown Ohio

T. J. ( ir\ enger
E. Knodle.

F '1'
FT

Chicago
< ihlcago

BOO

Baldwin ... Md

R n Campbell .

1 1

Phlla.

.■mi

Baltimore "

Bannlnge Pa

G. II. ( ampbell
G. I>. i rawford..

I R Jonea

i i. Stewart
<;. Lelmback
Roaenbaum a- S.

F
T C

1 i
1 i
1 i
1 '

l'll.VUn
B A I

i lam.Sta
Mt Roy']
880S Hi
82TF. BSI

Barberton ....Obli
Barksdale M.i

B. D. Shafer

F T (

Akron

Bann's\ ill,- ..
Barneavlllc Ohio
Barnesi llle t\ \ a
Barracks [He

Bartl « mi

Bart aolow'a w .S. *'

W. M . Darby. .
.1. R.Lani

« T BiWngsiej

.i \i Rlc.

F T i
K II

FT

'ft

Mitnip
i n

I'A U
1 ■- .- , IT- . .

00

Baacom Ohli

J. T. Maloy

FT

Beckwlth « \ a

Baling \\ \ a

Bellafre I ibli

l \ S. Thrall ..
R. i i [aase .

F T

FTC

1, A II
1 11

IIIMI

10,000

Belleville otit.
Bellew \ a

C. A. Ingham

F T C

1 .

1200

Benton \\ \ :,
Belmont— Ohlu

1 . Campl ■
\v, i>. Et ana

F T
F T

I'A \\

I i,

Ml

500

Beliavllle Md
Belvedere. Mil

.) i. Mason

F T

,ii

Bennetu W.Va

Benton Perry .W.Va
Benvi 1 Jcl

Berkeley Bp -

I'.ii n ..Pa

W. M Thomas
John l: Deegan

.1 k 1 . l.i Iihiii
tt . T. K.lllli-t.m

S. P. Brubaker

F T

T C
F

I 1 i
F 1 I

1' A W
P A W

1' A \\
11 - A 1

Berlin

l.'.'IKI

•....in

Berwyn Md
Bessemer Pa
Bethesda • >i
Bevcrlj Jcl III

ii Bleefauver
i' R \urlh ..
V (.. Martin .

F T

F

VYash'tn
Pitta

.,„■

Bldwell I'a

M M.

i i„ ...

i,.n
cy.

1.

Big Walnut Ohio

i:

Black Lick

M 11 M
\ II M

i l
l l

I ..
I 1,

Bladensburg
Bloomd -
Bloomlngburg

Md.

U.I 1 ■ ■ .

1 \ Dixon

G. C. I'anl-.iii

1 1
1 1

l

< blcago

M i

I'A H

\ i
Board i r>" W.Va
Boi ■ Run

B ■ Pa.

Bool Ii B v M

Louie *i ..I.

l l

[' A U

ill i Bui

.1. II Mil .

1 1'
T P

Phlla.
Pblla.

\ kron

1...

Boughtom Mi.' Ohio

\ i Bren

F T

Boyd Md
Boyle a Hazlei Pa
1
Braddock

in.

1 1

Metrop.

l: 1 1 Jol
E M Brai

1 1 i

pitta

□g Md
ham
Brad)

H ii Whltten

F T

Branch^ hi.- m.i
Branstetter i .hlo
Bn athede Md.
Bj emen Ind

Bridgeport W.Va.
Bi 'i il< Ohio
Brlnghurst'e Sg. Del.
Brlnton Pa.
Bi to! . . Ohio
Bristol Jcl
Broad Ford... . Pa.
Broad Run

W. F. Barrett
m. R i Wa'rfld

tt . V Ml
i . \\ Jol

1 1

II 1
1 1 i

I 1

\\ ii-l. in
W u^li 1 i

1' A W

1,800
5O0

p \ Daughert]

i \ r.

.1 R, Ri i. .i

1 1

r

V T

-I -i i'I.

m'm llle
Pitts

I.IK..

Brooklyn . . k.l

.1.1' II. lull i 01

T.M.irn.irl. ks'n

T i

14.1 I'M
19

ion SI

urn M

B 1. Silling . I'a

r.i ..... ii.i.i.i I'u.

Brownsville Md

Brunswick . M.I

Brunsn Ick \ 1 ». |. "

Buck 1 -■• Mil

Buckeystown Md.

I'.'kli;ilili..|i .1, \\ \ ,i

W. I . M H-- I-".
T. .1. I'.ii

i ( romwi

1 (

1

F 1

Balto

i'

Balto

:;.im«.

Burbank Ohio
Burke Siding « \ >

Burton ... W.Va,
Burton's Ohio
Bush is \ 1
Butlei Ohio.

C

. , , . . w.Va

i ■ ■ ...
S Burton

F 1
1 1

r.i n

, ,,

200
100

I . l: .

II II 1,. li.n

1 1 <
F T (

I'A B

Him

Can Igi "in

i am ill's • nil.

. amp '. dJcl « \ a

Cai Mil.

...I R i Va

In -i
Cartel Cei Pap

Mill M.I

M. 1 iir.h ce
\\ i Nesbltt

n . lie

i i i
1 1 i
1 T

I I,

P A \\

1 II

8,000
1,000

1.. F. I'., i i

u 1' w llllams.
\ti- i \ Smltl

F
F T
1 PI

Phlla.

\ .i lej
Phlla.

„.

. : in 1 '.1

. : • .I- Ohl

Jamea \ 1 ook
Mathevi

1 1
FT

Pitts.

i ii

Md

\ a

R.I M.i

\| 1 | 1

F T
F T

Balto

r Creek Va

W Hottel

i

.

i edat -

. entral i\ \ a

i entral CItj Ohli

S r Gral

i w i unnlng'n

1 1
F

I'A «
1 II

Ii. i

ii

- ii i achrens
n n Lechrune

K 1
F 1 '

.... ii W.Va

n » -

w ISpcnglar

1 i
V

1 1

ALPHABETICAL LIST OE TICKET AND FREIGHT AGENTS— Continued.

Stations

Agents.

i i ...

of
Agen-
cy.

Division.

Popula-
tion

CharleslowD Pa.

Charlotte Furnace

W. A. Spenglar..

F T C

Pitts.

Cheat Haven i loal

Cheat Haven
Cherry Camp.W. V&.

i berry Run "

Chester Pa.

Thos.W. Keesy.
R. D. Sefton ...
A.M. II. Mullinlx

FT C

F T
F I C
F T C

F M P
P & W

Mlddle

Phila.

200

300
75

ll".

Chc-\y Chase. ...Mil.
( blcago 111.

F. E. Scott
H.W.MeKewln..

F. .1. Ed.lv

11'. Fitzgerald.

E.B.Ritteiihouse

T r
T C
T 1
FT
F T

Audlt'm
193S.CU

Dpt Har.

Lk. Erie

Phila.

1750000

rk si.

..

Aoth av

Chicago Jet . . Ohio
i bllds . .. . m.i

2,200

200

i H.V.&T.i rossOhlc

Cincinnati

M. Van Heyde ..
\Vm. Brown —
i . H. Wiseman

T
T C

T r

Chicago

U. D.
lint Vine

sburg . . .W.Va.

i la\ Pn

i !:i> Siding '

i la; Lick Ohio

| .: i ; l*S "

< ]a\ -vine Pa.

0. A. Annan

F T C

1- A w

1,500

E.'iiickVv .....

J. w. Ewlng ....
A. 1.. Martin ....

FT

F T

FTC

Midland
CO

Pitts.

"50
1,200

■ i ind Ohio
' [lnton Ohio

V. M :\[ .: in-
X. A. Roach

T C
FTC

131 Sp'rS
Akron

500

i Unton Siding Ohio

Clopper Md

M. w. Thompson

F T

Balto.

Coburg Ind.

R.i i i -,-> ■.

F T

50

< loffey'a 1 rossfng "
' ogley W.Va

i olfax W.Va.

.1 ii Woodruff..

F T

PA W

ion

' ol ege Park

i ii i . i ell ...
F talk ..

F TC

F T i
TC
I (

Wasn't"

l'liila.

i ii

300
1,000

i olumbus Ohio

1- Pagels, 1 . I>.
D. S. Wilder ....

125,000

i lonfluence Pa.

E. E. McDonald.

1 1 i

Allghy

.J""

C'unuellsville

Consolidated Quarry
Co Md.

11. S. Spear

F. A. Kail

F 1 i
1 (

Pitts.
Pitts.

9.000

City

Cook's Ohio

.1. M. Hall

F T

Miilland

i orlnth W.Va.

Cornwallla .. "

Coultersville Pa.

F 1) Hoffman...
A. P. Lavelle ...
Miss M. A.
Thompson .. .

F T
FT

F T

P .V- W

r a w

Pilts.

500
500

i <i\ ington Kv.

G. M..A ii

T C

Hi A Se'i

Cowenlon Md.

W. M. Proctor

T F

Phila.

100

< ranford Jet N i

Creston Ohio

i Iromwell Ind.

E. R. Harris

.i. Stelnmetz

J. M.Trimble...

F
FTC
F T

X T

Akron
' blcago

.... 500

ini* ..Ohio

Cumberland Md.

J"sr|ih II. Dodd.

M i i 1 irk

« \ Bernhardt.

FT
T C
F

Midland
Middle

3i in
16,000

1 upp Pa.

■ urtla Baj Md.

D

Dalsch ... D i

C. II. While

F T

i in ii.

Bay.

Darby .Pa

\li- \ S.McDer-

FT

Phila.

.-..in in

liavisville ....W.Va.

Dawson 1'a

A. Van Horn

F T

Pitts.

sun

Decatur Va

Deer Park.... Md

Defiance c • l ■ ■ ■

Delaware Bend.. "

Demmler ..Pa

Derby Ohio

.i i Hyde
" B Grlflta....
F. S. Bowlbj .
( . E. Stevens....
.1. A. (.ink

A. i Bazler ..
ii F. i oilman...
.1 11 LafTerty

FT

FT (
FT I
F T
F T
F T
].- T

F T i.

Valley

Midland

i Li. i..

i blcagi

I'm,-.

M >1 himI
1'.., to

i hlcagi

2iio
li i.i mo

250
500

425

Jim

Deshlei . . . Obh

2.IMNI

Driving Mill Br.. "

Sl.it s

v.. ol-

Class

of

Agen-
cy

Divisii i:

Popula-
tion.

Dickerson. Md.

Dickson ..Ohio

II. C. Meem
.1. M. Foreman

FT
FT

Metriip.
St'svillc

200
150

Dobbins Siding Pae
sayunk A\ <■ i . . . Pa,

Doe Gullj w .\ a

i> 1. 1 - 1- y \\ esley

Grove) ..Md.

i rorsej 's Run "

Doub._ "

1'.. I Koli i

II

"First

1 16

Doylestown Ohio

C. N. Marshall ..

F T

Akron

1200

Duffields "

Dull . Ta

w. 1', Bell

F T

Balto.

200

Dunbar "

E. .1 MrCur.ly .

1 T i

riu-.

2,500

Dunning W.Va,

Duquesne _ Pa,

E
Eagli M Enes .lit Pa
Eakle's Mil! Md.

Eastman's Switch,

Arthur Kl in

T l

W. C. Eakle

FT

Wash'tn

Eastern Branch

Bridge ..I) < .

Easl Lexington.. Va.

Eascon W.Va

r a 31 Salisbury. ..Pa.

T. E. Jarrett ...
W. O. Grimes

F T
F T

I> A W

1511

e I'a

Edgemoor Ind.

Egypt Pa.

Eighty-Four

R. D. Smith

T

Pitts.

75

Elk Ridge Md.

Ellenbnr.) W.Va.

i . E. Hubbard ..
J. G. Dawson ...

FT
FT

Wash'tn
P A W

Tim
200

Ellicoti City

C. W. III!

F T

Balto.

l-.hu Grove . . .W.Va.

Elm Si.linu P i

A. F. Linen

FT

Pitts.

1.200

Engine House Sid-
ing Pa.

Engle .W.Va

J. E. Burn. .....

F T

Middle

50

Evei "ii Pa

Ewiog W.Va.

D. V. l'.ixler

F T

Fills.

F
Fairchance — .. I'a.

Fairfield ...Va.

Fairhope.. Pa.

Fairmont W.Va

W. H. Ott

J. T. Patton

FT C
FT

Fills.

Valley

l.tOO

J. F. Pickett...

F T (

V A W

5,000

Fairvievv Pa.

Wm. Fisher

F T

Phila.

30o

Fariiiington ..W.Va.
Fiuilklanil -Ilei.

Fayette i'a.

i e ion ■•

1'. W. Martin

Mrs. M. A.

O'Riniiki-

FT
T

P A W
Phila.

400

H. S. Burroughs

FT

Phila.

250

Fetterman W.Va.

I hi v siding . Md.

Flnleyvllle I'a.

Finney "

.1. K. Smith

F T

P A- W

600

H. B. Jeffries ...

F T

Pitts.

700

Flagg W.Va

Flemlngton "

Fleming's Ind.

Floyd Siding .W.Va.

Foley Pa.

Folly Mills Va.

Folsom Pa.

A. Laugblln

F T

P A W

500

Mrs. I.. A. Garrett

!•' T

I'hila.

51 K 1

Forest Glen Mil

L.D. Sasklll ....

FT

Metrop.

-.•--i

Fort Defiance — "

i - Rlchey

F T

Valley

Fostoria .Ohli

R. E. Holler

F T C

Chli agi

S.IKHI

Franklin Ohio

Frankvllle Mil.

Owen M.ii. hi

F T

i n

.'l »

ALPHABETICAL LIST 01 1 n Ki I \\ I > I kl, h .1 II VGENTS Continued

•m ttiom

,.f

i
ti.-n

Frederick .Md.
i red crick Jcl
Frederick town Ohio
French " \ a
Pa
i i Id a j . .

V. 1. Miilllnlx

a Mm,

i p Howes
I, k u\ Icendal :

■.I.I ayiol
i i Black

u R Mr. ardell

\ 1 . Mr. ||,.

,. 1

• T C

I. |

f
1 T

F T
F T

Fred'ck
Balto

. i

s i i

Pitta

B , .
Metrop,

..I.I II HI

i

Frlei dsi IHe Md.

C

Galther Md.
Gail hereburg

l.l,

900

- \ (jati

1 T

Gapland . m<i
Garden Isle Ohio

G arret l 1 ad

Garretl Pa
Gai retl Pai h Md

50

i Smith

., A. Mau-T

M. .1 Morgan

1 1
r T

F T

l, , ago

Pitt!

Balto.

3,000

Gatts ...... W.Va

: i M>(

F T

Pitts

soo

Gelger

Gi etown Ohio

GC1 in. mi OM D Md,

Gettysburg . Pa
i.ih. mm .1 unci Ion Pa
Gibson - Ohio

A Mewshaw
has. W Myer«

T C

Bait,

\ .1 Ga

>• 1

C

,i

Glencoe Ohio
Glencoe . Pa
Glendale w \ a
Glenford Ohio
l-liinv ood Pa
G obi

Glover's ... Ohio
«. ovi i Gap w .\ a

i L. Snydei

S I:. Johnston
i \ i rossland

\ G ifonsi

F T

1 1

F T

FT

i ii
Pitts.

St'si in.-
Pitts.

P ,v \v

800

-

-,,„,
1,000

i seben > .... Pa.

i ,i and ' alum el
Heights . . Ind

Grafton W.Va.

Henr] Man- ...
Geo, w Lowther

ii , , Ponpen ...

Mrs \ Muhlen

F T
F T (

F

F T
T C

i blcago
P & w
P & w

Balto

5,000

i .t-:l\ e it' >n i od
Greal I acaponW.Va.

100

Grei ncasi le Pa

n w Spi

i , reen Lick Pa
Green Spring ^ Va

Greenville Va.

Greenwich Ohic

Greene i W.Va

1. ii. i Sortoi
w T. Scbultz..
u B Marlow
mi ronng

F r

F T
I 1 '
F T

3s i
Valley

Akron
P ,\ \\

"""ioo

Groi i Ity .... Obli
GuernBej M 1 aes

Guffej .. -Pa

\\ i, i

F T

Midland

1,200

H

Hacketl Pa

Ha ei Btown Md

E. ii Zei'giei

1 1 i

Balto!

i:.,,„m

Hall's Mines.. ..Obl<
Halltown . w \ ■

i. Liii'soi i i -

F T

Valley

350

Hamlci I'ln
Hammondville ..Pa
Hancock W.Va

.i i Montgomery

.1 1 I leVds

,. 1
1 1 <

Balto

MM,

Hanging RockW.Va

H:u,,>\ er Md

,. \i Miller
.1. p. Barnltz

F T

1 i

\\ rl -ll ' r I

Hai lan's Mill .... "
Harper's Ferrj R \ a
Harrisonburg Va

E, B ' hambers

.1 1 I . l.-nn ....

T C

FT i

'Middle
Valley

■J.IK.

1 \,n, ,,,!

W.I. Ban
\ i Plaute

F T

1- 1 i

1 1

Lk. Krl.
Phlla.

Havre de < Irace Md

Hazelwood. .. "

Hazen W.Va

j.000
3,000

Henryton .. -

,i Den les

F T

Balto.

,,,,

-i |

Clam

..f
Agon.

-

Henr) < lay Mines Pa.
Hereford <Mi!<.
Herring Run Md

Hlckttvlllc

uds Md
ii indti uJct "

.v. H Saltsman

k

.hi

. 1
P

1 i

,n Del
Hocking Jcl Pa

:i .; . W.Va
ii Ohio

■:. \. ii-

T "l

PI

100

Pa

Ho - W.Va

ii ■ . Hie Ohio
ii dsapple Pa
Homi t Ohio

II ! Mill Md

Boo vert i Pa
Houll W \ s
Hoyt'a < ornci
Hundred W. Va,

1 M

i."j."bi

i Hai
W ii Johnson

l ll ll. .mi

1. B. « l,li.

» . .1. Mi

1 1
y r

1 T
F T

1 1
F T
1 1
1 l
F T

Pblla.

, ,,

Balto.

P a w

150

3IN,

100

Hutchison

Hutton M'l

Hyattsvllle

1 1 j adman Pa

i

ii .i i rear
p. M.Lea

i \i Mai ■

F T

F T

i i .

Pi \\
Phlla.
Pitta.

>O0

1 |ams\ Hie Md.

Ilcheater

l odi pendi ncc w \ >

I n .1 1 a n Creel
Siding
■ |de

\ K «

R • arej

J. M ll.-

F T

1 1
1 1

P ,\ n

[nverni --

[ronton d ^\ .Va.

li....

F T

IM 1 It] l» 1
J

Jackson ... ^ i ■ i

Jackson W.Va.

Jacobs i reek Pa,
Jasper Mills Ohio
Jessup Md
Jlmtown Pa

Johnston ti
Jones

Jones w \ ■>
Jones' Siding
joppa ^M
Joyce i Ipple Pa
h.n i Its Ohli

Mrs Mai | I I

1 T

Phi

100

1 II Hi!

Chas G. Dunton

\\ H. H

l i
l l
i 1

Midland

61

100

300

, \ 1

l P Bu

.ill:

1 1
FT(

B a .

1,.,

K

K.imiv, lui W \ -i

Kanl ner Pa
Kaukc

Seed] -■■ tile Md

Ml- 1 1.1

F T

P ,v W

« |i 1 ..111,,:,,,

\ ii Snydei

F T c
T (

\\ n-h'ln

Ki later Pa
Kendall Pa

Mel i op
Balto

Kensington Md
Kei m j si 1 le WA a
Kei nstoTi n Va
Kej ser W Va
Keystone Jcl Pa

■
Ktamensl Del
Kimball i i ■
Klinmell in-l
King « Va
Klnverbrlghi \ a

I-. i. Md

i. Petei

R - Mclmtrle

FT
FT

600
500

u ii Lauck

.1. ,i Ho

1 T (.

i

1 ■ ,v »
Pitts

a ..

i. ll. Smith

\ M. S . ■*
( baa. O.i

1 1
F T
F 1

Pblla
Lk. Eric

200
200

s'.'i'e •

.1 Kl. . '

FT

l l

a

|

L
Lake Pa

Pa
Langdon D. '
lowne .Md
La Paz Iii.l
l , Paz J< '

E. .1. Stackhous
T. i: M Roasma
(> 1.. K Irwan

: 1 1
\ Syc.

F T (

i F T

F T

F T

Phlla.
Phlla.

mi

ALPHABETICAL LIST OF TICKET AND FREIGHT AGENTS— CONTH

Stations.

Agents

. i ....

uf

Igen-
cy.

r>i\ ision.

Popnla

ti.. a.

Laurel. Md.

Layton "

li \l. Fisher ....
.11. Faupel

F T
F T

Wash'tn

Pitts.

2,500
500

Lee'8 Siding.. .Ohio

Leslie Md.

Lewis' Mills ..Ohio

Lexington "

Lexington Va

Levis Mill Md.

3. i I annon

J.H.Bell

C Doudua

T. K. Jarretl

F T
F T
F I i
F I i

Phlla.

(.: (i

Lk. Erie

\ allej

-,.i
600

Ll.-k Run Jet .... "

Lime Kilu.. M.l.

< E. Rerasberg
i. M. Wolle

F T
F T

r... to
Balto.

... ii .

Lineburg — .W.Va.

Liatle Pa.

M. w. Blough

FT

I'M t-

Little Falls ■■

Littleton .. W.Va
Llanwellyn Pa

M 1 ill \

\i i - Rosa Rheln-

1 1. .1.1

F T

T P

F 1 <
F T

P & w

Pitts.
Akron
P A W

30U

Lodi Ohio

Long Run .. W.Va

Loudenrille W.Va.

< '. M Garwood..
W.P.Broadwater

til to
75

Luther W.Va.

M

Madison Mills. .Ohio

Magnolia .W.Va.

Mallory Md.

C.E. McGulre...

.1. Z. Terrell ....

F T

F T

Midland
Middle

350

Mannlngton . . W.Va

/, » . Jones

F T l

P .V w

1,500

Manslii-ld Ohio

Marble Hill Qu'j Pa.

s. Smith

FT C

Lk. Erie

is.

Mark Centre. < Ihlo

Markleton Pa.

Market st. Pass.Sta

.1 V Fordyce...
W. B. Conway . .

F T
F T

i tilcago
Pitts.

300

Marrlottsvllle ... "
Marsballton .. .Del.
Martlnsburg ."W.Va.

\\ in. Davis

.1. E. Willis ...
i. W. Santman

T. E. Auld, Frt .

F T
F T

1 .
F

Balto

Phlla.

Middle

90

.....

10.

McCaflertj Md.

McClainvllle ..Ohio

M.i lure Pa.

M.'i ool's Ind.

M. < utirvillt' . .Ohio

McElroy's "

M. Kit-sport Pa.

McKenzie . . Md.

.1 E. Miles

.1. A. Iiishon ....
Jas. Henderson .

W. B. Peters

Geo. Mars. Jr. . .
Roth K A c ...

F T
F T
F T
FTC
T (
I (

i tilcago
St'st llle
St'sville

Pitts.

City

i ity

50

150

88,

Mill.'.'

Office

Melvln ...Mhi.

11 Ihnioi

1 1

Mtdland

100

Mentzel, 11. I> ... "

Merrill D. C.

Metropolitan South-

Meyersdale ....Pa.

Mlddletown Va.

Midland City. ..Ohio

W. II Habei.

E, E. Rogers

L. F. Hockett ...

F I I
FT
FT

Pitts.
Valley

Midland

2,400
500
300

Middle Island. W.Va.

Mllford Pa.

MilfordJct Ind.

Milk Depot . Locusi

St.) .Pa.

n i Davidson..

FTC

' bicago

1.2O0

Mlllhrook Va.

Miller Pa.

Miller W.Va.

Miller's Ind.

Millersburg Ohio

Millersville Md.

(.. W. Martin ...
w. H. Gorrell...

FT

FT

i bicago

( M

300

ii son W.Va.

Mills Pa.

Mlllville W.Va.

Millwood ...Va.

Mrs.M. R. Lynn.-
.1. w. Gore

FT
FT

Pitts.
Valley

Mineral Sld'g ..Ohii

Mint Spring Va

J. C. Dull

F T

Moatsville W.Va.

Moffet Va

G. R. Price

F T

1' & w

3011

Monrovia Md

M'. in. .cville Ohio

Montana.. .. .W.Va

J. W. Sullivan ..
E. M. Barnett. .
.I.E. Watson ...

F T

FT (
F T

Balto.

Lk. Erie

Pitts.

SO

nllll

Stations

Agents

. i ...
of

Agen-
cy.

Division.

Popula-
tion.

Morgan ... "

: S Davis

F T

Balto.

Morgan's Ohio

M organ town . ."W.Va.

L. A. Bowman . .
W. C. M.l.r. !«

F T
F T C

Midland

Pitts.

'.'-...

2,500

Worrell Br. Jet. .Pa.

Moundsville, .W.Va.
Mountain Lake
Park .- Md.

A. J. Jones

A. R. Sperry ....

F T (.'
FTC

P .V W

Middle

',

300

Mount Airy "

W. P. Anderson

F T

Balto.

... SIM

Mount < !rawford,Va.

Mount Cuba Del.

Mount de ('han-
lal .... W.Va

W. II. Win.'

MIssEWSprlnger

F T
T

\ 'alley
Phlla.

... '->.»..

Mount Moriab ...ptt.
Mount Pleasant Pa.

Mt. Savage Jct..Md

Mt. Sidney Va.

Mt. Sterling Ohio

Mt. Vernon - "

Mt. Winana Md.

Mrs. S. C. Miuzc
S. W. Husband
I. J. Mc Williams,
.!.(.< orrigan...
1 u Ross
V. M sink. -v..
J t Patterson
G. w. Fowler

FT
1 1 .
C. F.

T
F T
F T t '
1 1 ■

T

Phila.

Mt. Pl'St

A.

Pitts

Valley

Midland

Lk. Erie

Phila.

200

l.sllll

Toot.
1,000

Muirkirk Md.

Mulllna Pa.

E. B. Lear

FT

Phlla.

200

N

Nappanee Ind.

National Road .Ohio

< . ii. Whtteman
J. F. Davis

1 1 (
F T

rhk-aR.
st'svilk-

j.ji...
350

Neff's Ohio

Newark Del.

Harry Williams.
T. O. Smith

F. T. Fearey

F. C. Bartholo-

F
F T l

T t

FTC
F T

FT C
F T

1 M

Phila.

500
1,800

Newark Ohio

C O
P A- W

( M

Lk. Erie

Newburg W.Va
\i u i oncord ..Ohio
N ew Haven *•

T. M. (layton ..
T. J. Rader
I). R. Long

1,000
200

F

T C
T (
T c
TC
T I
T I
1 <
1 1
T t

1 Ml \ .1

434 Broa
1140 Bio
861 Broa

ii.: Broa
172 Broa
11 E 141
127 Bow
Liberty
Whiteha

C. B. Jones

H. B. Faroat

I'lm- i ...lk & Son
H. Gaze & Sons.
A. .1. < lesterla.
Raymond & w
G.Falck

dway.
adway.

dv, ay
dway.

dwav.

ll M
.'IV

>.

Newport Md

New Purtiitrr .Ohio
tf.Y.Ave.. n. «
N. Y. Siding. .W.Va.
N n .i:.('u. Tipple "

H \ Keys

T

Balto.

Norfolk -. Va.

J. w. Brown .. .

T C

;.. m

nil Main

St.

Nor. Baltimore. Ohio
Nor, Mountain W.Va.

C. w. Jones

R. B. Kilmer....

F T (
F T

Chicago

Balto.

3.500
75

Win. Melone.. .

F T

C O

Nottingham Pa-
Nova Ohio

O

J.J. Delter

F T

Akron

300

Oakland Md.

i F. Schroeder..

FTC

1 ' A \\

1,500

Ogden - ..Pa.

Ogden Avenue. III.

Ohio Pyle ..Pa.

Okonoku W.Va.

B. S. McNutt

W. M. Mertens..

F T
F T

Pitts

Balto.

500
40

i Hlphant

Olney Ohio.

HHUh Street. Hi.

Opekiska W.Va.

A\"tn Stanton .
B. !. Mat news
S. S, Schlag ....

F f
FT

FT

1 M

i bicagi

1' \l A 1

■200

opequon W.Va.
(Hal

( (range Grove. . .Md.

Orleans Road. W.Va.

B. s. Blackwell

F T

Balto.

i rsceola Pa

< lutcrop. "

P

John Lanlgan.

F T

Pitts.

75

\1 I'll \i:i . 1 [i \l LIST Ol ["ICKEi VXD FREIGHT AGENTS— Continued.

M ,Ii i

i las.

..(
\.-. ii

i

Paint ' reek .Pa.

01 ■

i. M. Hal

i i

Midland

Pa

Parti ow \ i.

.11 Dul

1' T i

p & \\

l |,000

pataska i 0! ■■
Patterson P i
Patterson's * reek,

\\ \ i

w . li rybural

l l

i ,,

...

. K. Robinson

F T

Balto

Paw Pan u \ : '

i Bevel

F I

Ba

Pennsboro vv \ a

Porc3

Pi iiJn- i tblo
Petroleum w .Va.

i - Fre

i N.' Saulles

V 1

1 1

I'A H
Pitts.

I". M Si

1 T

I'A \\

;'.

F

1 .
T (
T C
T C
T r
T I
T ('
1 l
li
F I

F 1 i

1'

18 il,

01 B 'l
1962 Mai

,"i~ 1 h

j,i'i\ J

.'ii S.lOth
lltluvl'li
•;iliA- M

r a W

P A W

Phllll.pl ... W Va

i'i, Pa

Piedmont . W.Va.

I'n r '.'I 1.. .mimrd

(;. M. Cromwell

U M MC Cli

« i: Smith

M Roaenl

M. Rosenbaum
ll:i\ ni.ii.l & W.
C. D. Gladding
H it i onard

< . 5, Know In. 11

I. M. Dennlson.

1 M 1 i

urn -i
■

k. i -i

nl.

.1 St.

SI
esmut.

irk.l
.linn
GOO

3,

Plnkerton . "
PInkerton Horn

\ .1 Stii ii

FT

F

T C

T <

1 i

1 1

T C

F T
F T C

F T

F T
I-' 1 i

F T
F T '

F I

Pitta.
Pitta!

Mh A W

39 Smll
Smltbf'l
116 Smll
German

Balto

MkllHinI

CO

\ 1 1 . I.
I.k. Erie

Pitts.

l'ltts.

Balto.

Plane Sfo i Md

Pleasanl I

Pleasant \ alley
plea -.mi Valley Va.

Pl\ 1 llh Ohio

Po d Mills W.Va.
Point Minion Pa
Point oi Rocks Md.

i . E. Gregorj

.1 .1. M. i

S. .1 Hutchison
Louis Moeser . ..

.1 i i raj
l P. Mulllnx.. .
J. F. Bruwn ....
Redman A. mil .
I \\ < larpenter

.1. tt . M.I. hi.

Mrs.M.E. Snyder
ii. A. Miller
E. W. Meraler.

mil sta.

Illlrl.l.
.I.VH l'l
htlel.l.

Bank.

inn
I. - .

1 .i

Poplar Md

Port Perrj

I . u Sti

F T

1,000

Port Royal
Potomac Md.

G M.RawlVnge

T

B

1H.I

- i P i

1 .in ]'.. Kertiii.t

\ i Bennett..

f r
F

F T i

I.k. Erie

I'lilln.

i ii

too

Proi idence Mill Md

Q

Quaki rCItj
Quarantine... ..Md

.-,ii

W.Va
QuJnn'a < roes' g l ad

R

Randall H \ i
Randolph .Md

i: u . In I'n

B ipl Va

Rattlesnake Obli
Rawllngs m.i

\ M Mil..

1, 1. Lang
i n Parker ..
\Ym. Frayne —

i M 1; i

" N
F T
F T
F T
F T

i
PUts

\ hi ley

Miillinnl

Ba to

,,,

800

Recsvtlle

.lames i Denca

1 1

Midi in

!:• i:i\ Station Md
Rellcl Obli
Republic

Richardaon's S d
log Del

-inliti W. Howaei

A. .1 Stii

Mi- 1 in MJiiei

1 '
E 1 i

T P

Riggs » \ a
Rlnard

Ripley iml

Rial Pa

Rtttman Obli

RlverUale m.i
Riverside Pa
Rlverton..

! : irshall

.1 \ Blundan

1 1

f r

A kr- .ii

Ptalla.

■

1 1.,..

:l
IV

■

Ic III
Rock vl lie Md

i'n

ii
1 R. Sapp

1 1

M. ii..
■

.'.""'

■■

M.I.

Romania Pa

Romnej v\ \ a

R !' ■ M

Roscnsteel I'n.
Roseh) Rock W Va.
Rosaville Md

R I I op fl \ a

Rov lesburg

ROS | M'l

Russell Siding

S

1 1 ,
-i i lali

D< Md.

SI ( .f,,i jr I

n \ I:

i i ..,,

1 1 1

N

iwii
i il i romwcll

M

i u Scb

.i B. 1 ongli i
E. O Morris
Mrs] RV

1 1
P

1 1

F T

1 T '

1 1

I

r a H
PI

r a w

\\ ii-li'lli

i o

, ,,

"jo

1,900
800

Si Joe Ind

-i Louisville Ohio

Sabfna

Salem ^ \ a

Salem Hie Ohio

Salisbury .i tini

S, ' ipenlander
i B i Insabaugb

« Bvi mini-. .

i Rolnbougb
W. F Rose

R. M 1 -.1,. 1,

1 i
i i
1 l i
l l
l l
1 l

Erli

i 1 1
P i w

i , i
Pitts

i,„

i.;.«>

BOO

100

Sand] w \ a
Sand Patch Pa
Sandusky < thio

i \ i laugln i ij
i B rucker

"ft

1 1 i

I.k Erie

500
25,000

Sand) Hooh Md
Sand Siding w \ ;.

I B. Cha

1 l

- ,i \ ige mh

Waters

F

S< Ipio

Scottdale Pa
Scotl Hat en
Seelej

- .1 Beei

K. A. M. '

i \\ Madore.Tr.

l

1 '

1 li

r \
Pitta.

500

Pa
Shaffer's Siding OhK
Shaner Pa

.in i isboi in

1 1

Pitta

C.W. \i,,

1 1

Shawnee . .Obh

■'
Junction "

R. C. Specr

R i m. Ki i
.1 ' Roaser

1 1 '
F T 1

l l .

-i svllle

i

Shenandoah Jd
Shepherd D 1
Shepherdst'n, w \ a

n il i.
Ii. I». Hn
.1 - i . mlng

F T i

F

T 1

Ba • .

Sherw t

H.J, 1 . henrodi

I 1

■ Run w .Vi.

Md

1 1

300

Md

Sir John's Run\S \ a
Sixtieth 3trei

■ Creel ^ Va

■ id Pa
li ton
Smith ton W.Va
Suov den .. . Pa
Someraei Ohli
3omi i i" d Pa

Sonora Obli
Lkron

i. i White
11. L.McDonald
.1 .1 Maxwell
C. O. Pei

II li H ,,
l.l Dul
\\ . .1. I i

, . ', Ri

\ \\ Bauman

.1 . W, Mill. ill.-. .

i iafei

1 T
F T
T
F T

l l i
F 1
F T

i l
F T
F T
h T

1-1.11;..

Ba to
Pblla.

■
Pitts

St'81 111.

Pitts.

, ..

500
100

-.hi
800

1,500
2,200

-J5II

1,000

South i

i
■

. .a] A\ e. ■ 1 li
South* i Del

i I "■

, , i.iii-
R Dlxoi

h 1

F 1 (
p i

. hlcagi

I'hlla.

50

Pa

* >hi'

i V -i

_ neld W.Va

\

1

M H Warner

S. 1 M <

.1. n. Pownell

,. 1
F 1

l i

Balto

ii.

1,11 \ .

State Line June Pa

« I. M

,

2S

ALPHABETICAL LIST OF TICKET AND FREIGHT AGENTS— Continued.

Stations

Agents

Class

..f

agen-

Division.

Po ..■

11. .11

Stephens City .. .Va.
Stephenson "

C. A. Shannon. ..
F. C. Grove

F T
F T

Valley
Valley

61.111

Sterling .Ohio

\v. I. McDoi

1 1 i

Akron

Stoyestown "

5tra sburg Va.

Straslmrg June. - "
Stroh's SidingW.Va.
Sugar Hill ... .Pa.

H F plk 111.

F T

Pitts.

51 ii .

c. w. Spengler

F TI-

Sullivan Ohio

Suman Ind.

Summit Ohio

i n Minikin ...
w. A. Clifford
VY.W. McMillan

FT
F T
FT

U.i-.iii

Chicago

C (i

."

25

Summit Point W.Va.

sur<T _ ._Pa.

5w anton Md.

Sykeevlile "

Syracuse Ind.

T

Takoma Park ..D.C.

Ta\ h.r Pa.

Taylorstown "

reega rden Ind

Ti rra Alia . .. W.Va.

T. 1'.. Farnswortb
A. .1. Kelly

\ Falrall

I. W Flroved ..

II. W. Bucliln.lz
CM. Dick. I -.in

F T
F T

F T
F T
FTC

F T

Valley
Pitta.

p& w

Balto.

i hicflgu

Balto.

160

sill)

s-n

S'.l.

lion
1,400

C. II McNutt
C. A. Lemeri

.1. B. Walker....

F T

F T
FT

kills

Chicago

P A u

1.

inn
800

1 1 ias „ "

Thornport Ohio
Thornton W.Va.

w. J.'smlth "-'
w. .1. Painter .

A. J. Bell

\v. M. chimin ..

FT
F T
T C

FT

St'sv'iile
P A W

ioo

ISO

Timber Ridge ...Va.

Toll Gate .. . w Va.
Triadelphia ..W.Va.

Trinidad D. < -

Triplett.-.. Va.

Valley

B. B. Martin ...

F T

P& \\

Tannelton .. W.Va.

A.J. Bonatiekl

FT

1' .V W

Tuscarora Md.
Twin nakh Pa.

Tyrconnell . u V a

1 - Fisher
Mrs.E.B.Mulilnx

FT
FT

Metro.
Phlla.

25

u

riiingion W.Va.

Union Ohio

Union i enter . ..Ind.

J. S. Watson

E. Norris-. ..

.in Love

F T
F T
F T

Pitts.

i i.

t hlcago

75
75
111

Union Slock 1 da III.
Unlontown l Ana

costla) D.C.

i 'nlontown Pa.

University Sta, l> C

Upland Pa.

1 roan < irest . .-Ohio

Ursina Pa.

Utlca "In"

V

\ allej Falls w .\ 'a
Valley Mines Pa

Vanatta's <>hi"

Van Bibber Md.

E. 0. Burton

T. w. i: irts.

W. i . Black ...
Mi-- . \. Terry
\l r- M. A. Terry

J. E. Schrock

IV. 1'. Al6d01 >

John Bradshaw

T

F

F TC

E T
T

ft"

1' 1 i
F T

i Iblcago
Phlla.

kills

Balto.
Phlla.

"kilts""

Lk. Krle
P & W

in.

-,i ii i
1.0 HI

50

Sani"l Ik Lyons
J. J. Sullivan ...

F T
F T

Lk. Erie
Phlla.

Vanclevesi Le W Va

\v li McKee

FT

Balto.

lllll

\ .m - lilies Pa.

.1. II. Harkness

1 1

Pitts.

1,000

Volcano Jet .. W.Va.

w

Wade Siding Pa.

Wadesville v«

Walker W.Va.

Walkerton Ind

Wallace Pa

Geo. Swearingen

F T

1' a w

E. R. mm
E. Robinson
i I Sanders . . .

F T
F T

i r<

Valley
p a w
i hlcagi

200

55
1,500

St;ilimi>

agents

, lass

..f
v., ,.
cy.

Di -i.a.

Popula-
tion.

Warnock's Ohio

Warwick "

\\ in WarnockJr.
W. II liuch

F T
F T
F
T C

k (
T l'
T

1 '

F T (
F T
T

F
F T
F T

c (l
A kri. i

300

Washington Pa.

II. P Merrill.. .

H. R. Howser ...

J. Lewis. Jr

M in \ augn, n
A. W. Tfddy.Tkt

w k Karnes . ..

11. I'. Hill

w. F. Harrison

F. 1'.. Fvans

A England

.ii Kussel

k".tliSl &
liltl Pa.

sr.j.Av.

Pitts.

SY.Al

\v

AC SI .
18,000

Wash. C. 11 Ohio
Wash. Grove .... Md.
Washington .lit.
Washington Union

stuck Yards D r.
Watersville Md.
Watson Pa.

Midland

Balto.
Balto.

Phlla.
Balto.
Pitts.

5011

100

70
50

\\ aynesboro Pa
\\ ehster .... w Va.

Welch Pa

Welker Ohio

\\ .1 , Jacobs

A. Brown

1 hos Maxwell
J. J. Lower

1 i
FT
F I
F T

I' a w

kills.

t Ihlcogo

300
200

Wellsboro Ind

WellsSiding W.Va.
WellsCreek Pa.

H. B. Gard

F T (

< incai-'o

Wi-st Alexander "
West Broad si Ohio

S. M. Bell, Jr....
A.J. Tailor

F T
F T

Pills.
Midland

500

J. W. Andrews.

1 i

West End W.Va.

West End ..- Pa.
West Fairmont

Shaft W.Va.

West MeyersdaiePa.

J. 11. Krichlon. .

MB. Mara

11. w. Lightburn

TC

k 1 i
T C

West Newton .... "

Pitts.

w esl Salisbury. -Pa.
West Siding w .Va.

tf. F. Elley

I 1' i

Pill-.

1,000

West Union . . "

West Va. C. -let . "

It, II Maulshy ..

F T

1" A W

600

West Ya. A- Pitts. "

Weverton Md.

k i.ailia

FT

Middle

Wheeling W.Va.

White Pa.

T. ('. Burk.
John Bailie

T (
C (

'i'tw

w Inii- Hall "

Whitings Ind.

Wilfong W.Va.

.1 E Van Sickle

F

i hicago

Williams Pa,

Willard's Siding

II \\ War.'

FT

kills.

200

Wlllock: "

Willow t reek . . hid.

.I.e. Tucker
11. E. Sanders...

F T
FT

Fills

i hlcago

;« in
25

Wilmington Ohio

Wilmington I >el

w llsonburg.~~.~W.Va.

II. in \ Grantham

11. A. Miller

1.. T. Layton ....
.1. w. Brow ii

F T C

F
T C
FT

Midland
Phlla.

Phlla.
P A W

Wilson Md.

Winchester Va,
Wolf Lk. Yard Ind.
Wol , Summit, W.Va.
Woodbine .. -. Md.
Wooddale Del

T. B. Patton

M.Dolan

A, Owings

John l oiiner

k T •

"ft"

FT
FT

Valley

P AW

Ball...

Phlla.

6,000

"l50

200

W lell Pa.

W 1 Sirling ....Md.

Woodslde "

W Istock "

M is- m .Stephens
\i k Quill

F f
FT

Balto.
Balto.

150
700

w h [lie. Ind.

Wooster Ohio

F. II. Cole

C. W. Klsllnj;...

F T
F T i

Chicago

i ii

6,666

Y

S"at< - W.Va.

Yoder Pa.

York Ind.

York Pa.

.1 \ Hale

E. H. Dennlson .

T c
FT

Yorklyn Del.

Yough Pa.

Phlla.

300

Youngs "

Yonngstown "

Youngstuwn Jet "

z

Zanesvllle Ohio

/.arllliau's

Zediker... Pa.

.1. II. I.ee. Depot
.1 i; England C T \

FTC
T C

C n

en

:ai ih i0
30,000

Royal Blue Trains

OF THE

B.&O.

RUN DAILY BETWEEN

New York, Philadelphia, Baltimore, Washington

Pittsburg, Wheeling, Columbus,

Chicago, Cincinnati, St, Louis,

PULLMAN

BUFFET PARLOR CARS, SLEEPING CARS,

DINING CARS.

Che picturesque B. & O.

ONLY LINE

Operating its Own through T>ains

BETWEEN

8t. Louis, Chicago, Cincinnati
and New Y° r k> Baltimore and Philadelphia

via CClashington City

ALL TICKETS ALLOWING TEN DAYS STOP-OVER.

SQUIRREL ROCK.

EXCELLENT CAMERA HUNTING

PHOTOGRAPHER'S PARADISE

THE SOMBRE ALLEGHENY MOUNTAINS

THE BEAUTIFUL SHENANDOAH RIVER
THE HISTORIC POTOMAC

THE VALLEY OF THE VIRGINIAS

Che Grandest Scenery of Hmerica

REACHED BY

Royal Blue Crains of the 8* & O.

MAP OF NEW KIRK CITY SHOWING IXSI CERMINAJ FA 3 01

mi B. 4 O. AT WHITEHAL1 rERMINAL (SOUTH FERRI IND LIBERT) ST,

Vol. L

November, 1897.

No. 2.

'Modern Photography- in this number.

Stop-0

vcr

\Jyvo\Ucj

e at

QIaebington

NEW CONGRESSIONAL LIBRARY. WASHINGTON. O. C.

A TEN DAY stop-over at Washington, D. C, is granted on all through tickets between
the East and West, via Baltimore & Ohio R. R. Stop-over will also be granted on
the return journey on round-trip tickets, within the final limit of such tickets, but not
exceeding ten days. Passengers desiring stop-over will notify conductor prior to arrival at
Washington, so that tickets may be properly endorsed. Tickets must be deposited with
ticket agent at B. & 0. station in Washington immediately on arrival, who will retain them
until the journey is to be resumed, when they will be made good for continuous passage
to destination by extension or exchange. This arrangement will doubtless be greatly appre-
ciated by the traveling public, because it will permit the holders of through tickets to make
a brief visit to the National Capital without additional outlay for railroad fare.

€be picturesque B. & O.

ONLY LINE

Operating its Own through drains

BETWEEN

St. Louis, Chicago, Cincinnati
and J^ew Y° r k» Baltimore and Philadelphia

via Washington City

ALL TICKETS ALLOWING TEN DAYS STOP-OVER.

SQUIRREL ROCK.

EXCELLENT CAMERA HUNTING

PHOTOGRAPHER'S PARADISE

THE SOMBRE ALLEGHANY MOUNTAINS

THE BEAUTIFUL SHENANDOAH RIVER
THE HISTORIC POTOMAC

THE VALLEY OF THE VIRGINIAS

The Grandest Scenery of Hmerica

REACHED BY

Royal Blue Crains of the B. & O

Book of the Royal Blue.

Prill [SHED MONTH1 I I \ I HE

Passenger Departmeni "i the Baltimore & Ohio Railroad.

Vol. I.

BALTIMORE, NOVEMBER, [897.

No. 2.

MODERN PHOTOC.RAIMIY

A/TARVELOUS complexity and detail
*■*■*■ have been introduced into photog-
raphy within recent years, and yet, para-
doxically enough, this very complexity
has been the means of giving to the
individual worker, who neither desires

become within recent years, that there
are few men who are able to keep abreast
of the ever-increasing strides of this
beautiful art-science, and these few are
men who constantly devote their ener-
gies to photographic research and ex-

nor cares to delve into the more subtle
mysteries of the science, simplicity of
method and operation wholly unknown
to the painstaking and careful worker of
twenty years ago.

It is the storv of modern civilization
and accompanying specialization, which,
to a greater or less degree, affects every
science, and creates men highly profi-
cient and skilled in certain branches of
manipulation, but badly rounded or
trained in the subject as a whole. So
broad has the subject of photography

perimentation, exclusive of everything
else. The average man either follows
some special branch of photography for
purely commercial ends, or picks it up
as a pastime, a relaxation from other
worrying cares and duties, and it is not
to be expected that these specialists and
pleasure-seekers can do more than keep
in reading touch with the steadily in-
creasing ramifications of the chemistry,
processes, machinery and art as applied
to photography.

It is interesting in the extreme to fol-

MODERN PHOTOGRAPHY.

low the rapid changes which have taken
place in the various factors of photog-
raphy within less than a generation, and
to finally sum up how modern appli-
ances, chemical discoveries, and a gen-
erally machine-made life have made
"you push the button, and we do the
rest,'' almost a reality. However, it
should never be forgotten that the brains
are not in the machine.

My earliest recollections of photog-
raphy only carry me backward some
twenty years, when, as a small boy, I
received the princely salary of seventy-
five cents a week as an apprentice to a
curly, sandy-haired photographer in my
small home town. To my boyish fancy
he was the epitome of rare cleverness
and skill, and the very soul of a subtle,
fascinating black art.

Those were the days of hand-coated
collodion dry - plates, just before the
commercial dawn of the gelatine dry-
plate, and I so well remember the ex-
cessive irascibility of the proprietor on
the days when he coated plates; it was
worth your life to disturb him or raise
a speck of dust in the establishment.
With limited facilities and floor-space,
it was no easy task to turn out evenly
coated, well-sensitized plates, which
would be fast enough to photograph
even children; but the remarkable sharp-
ness (which was then always sought for),
brilliancy, and truly artistic treatment
of his subjects remain to-day as monu-
ments of his ability and versatility.

This same man — and he was hardly
an exception among those of his pro-
fession — also did all his own develop-
ing, retouching, albumenizing and sil-
vering of the paper, and, while I did
most of the printing and mounting, he
did the toning, tinting and spotting,
and between times took jobs of outside
photography, or experimented assidu-
ously along certain lines of research.

The change from then to now im-
presses one as a wonderful dream. To-
day the hive of photography is filled
with a swarm of specialists. A host of
photo-mechanical processes has arisen,
which are as Greek to the mere manipu-
lator of a camera. The studio portrait-
artist no longer makes landscapes or
does architectural studies, and in his
gallery he may have gone so far as to
distribute the work among a number of

assistants, such as a camera-operator, a
developer, a printer, a mounter, a re-
toucher and a spotter.

The outdoor photographer now fol-
lows a separate and distinct business,
which includes everything scenic and
architectural, and, in all fairness, it must
be admitted that the follower of this
branch of the art, with the aid of the
progressive amateur, is to-day doing
more for the advance of photography
than he who works under the stable
illumination of skylight and electric
arc, surrounded by a corps of assistants
who do only special and never-varying
work, for this outside man has his pho-
tographic senses keyed to the highest
notch by the ever-changing variety of
subjects and conditions under which he
labors. Sea-scapes, open and close-at-
hand landscapes, daylight and flashlight
interiors, instantaneous and time-expos-
ure portraits in the home, copying of all
kinds, lantern-slide making, and, last
of all, developing and printing for ama-
teurs — all fall within his province. With
these complex problems confronting
him, he learns from necessity to use fast
and slow, plain, orthochromatic and
non-halation plates ; he has stored in
his brain the impressions of how nearly
every marketable developer acts and
works, and may use several different
kinds, or may skillfully modify his own
pet formula to secure the best results as
the needs of the particular exposure of
plate seem to demand.

Again, he has solved all the mysteries
of wide angle, long-focus, symmetrical
and portrait combinations in lenses, and
knows how to get the most out of a sub-
ject at close range with the shortest ex-
posure, using his swing-backs to the
best advantage to reduce the perspective
distortion so common to this class of
lens, or he understandingly makes a
good plate, minus the front combination
of his lens, which he does when he
desires to double the size of his picture.

It is quite needless to go into specific
details respecting the immense amount
of all-around technical knowledge and
numerous little mechanical and chemi-
cal dodges which the outdoor man gains
by his training in pure photography;
but even he who is doing so much to
push forward every new method and
device which is practical, or invents

MODERN PHOTOGRAPHY. 3

others for his personal needs and the the field. The photographer carried a

ultimate good of the many, is to-day a quantity of baggage and paraphernalia

specialist, for he is a mere tyro in most which would horrify the modern worker:

of the illustrative reproduction proces- A dark tent, albumenized glass plates,

ses, such as photo-etching, photo-lithog- silvering baths, developers, intensifies.

A PASTORAL SCENE 1\ THK SHENANDOAH VALLEY,

raphy, photo-gravure and allied gelatine
processes, which are making our world
a veritable picture-book.

Only those who have learned by ex-
perience recognize the hardships, labor
and skill which were requisite to make-
old-fashioned wet-plates successfully in

etc. ; in fact, a fully equipped photo-
graphic establishment for every opera-
tion, from the making of the sensitive
plates to their completion as varnished
negatives, had to be performed on the
spot. His cameras were heavy and cum-
bersome, and comparatively bad in me-

MODERX PHOTOGRAPHY

chanical construction, and his lenses,
when his slow plates demanded speed
and covering-power, were not adequate
for his needs. But with all these vexa-

tious stumbling-blocks in their paths,
some few men rose to the occasion, and
have given us portrayals of scenic splen-
dors which are difficult to surpass in

3*

PALISADES OF THF. POTOMAC, ALONG THE B. .v O. R. R. Ki ..in l'h..t...i

MODERX PHOTOGRAPHY.

their treatment, even with the more per-
fected knowledge and apparatus of to-
day. The names of W. H. Jackson and
J. K. Hillers are famous in America as
the finest outdoor wet-plate workers we
have ever produced, a reputation which
has not, however, been endangered by
their use of dry- plates in recent years.

rendition of the "Picturesque B. & O."
Hillers gained his well-deserved eclat
by many years of association with the
United States Geological Survey, and,
during the era of wet-plates, made thou-
sands of beautiful studies in the Grand
Canon of the Colorado, Yosemite Park,
and the Great American Desert.

MOONLIGHT IN THE AI.LEHH AMES.

Jackson's laurels were first won as a
brilliant manipulator of the wet-plate
when he was connected with the earliest
of the United States Western surveys,
following by his exquisite photographic

Perhaps the best comparative illus-
tration of the difficulties which beset the
old and the ease and advantages belong-
ing to the new methods of photography
which may be succinctly presented is

MODI ■ A'.\ PHOTOGRAPHY

the relation of how several of the accom-
panying photographs were taken.

A fast Baltimore & Ohio train, with
Harper's Ferry as the destination, was
boarded by the photographer late one
evening. The night was spent in one of
the delightful cliff-perched summer re-
sorts of the quaint and historic old town,
the big 14x17 camera having been left
in the baggage-room of the station far
beneath. After a leisurely breakfast, an
open carriage was secured, and the big
box and the plate-holders picked up.
First we passed over the iron bridge
which spans the Shenandoah and con-
nects the two states of Maryland and
Virginia, and down a sweetly scented
and shady roadway for three-quarters
of a mile, then back again across the
rippling, sparkling waters of the river
and up the old canal by the Shenan-
doah a mile or more, to the second
bit, which looks for all the world like
a piece of Holland, with its pictur-
esquely clustered houses, and finally
back to the heart of the dear old
town where one of several old-fashioned
streets, strongly suggestive of Colonial
days, was selected as a fitting study for
the camera. Certainly, not more than
three hours' time was consumed in se-

1 uring three' studies in black and white
which please the eye and gratify the
esthetic sensibilities. It was a pleasure-
trip in a barouche. Instead of one or two
minutes' exposure, as ot old, just one-
tenth of a second was requireel on the
rapid dry-plates, using one of the most
modern of the Jena glass anastigmatic
lenses. At the completion of the work
with the big camera, it was dropped at
the station, and a few hours more were
spent in the fascinating sport of making
snapshots with an Sxio hand camera.
Development was a matter of less than
an hour, on the following day, in a cozy
little dark-room in Washington, sup-
plied with automatic rockers and an
abundance of fresh water.

When we shall photograph in colors
with the simplicity and ease and mini-
mum of expenditure of labor with which
we now make fine negatives on lightning
thy- plates, we will have reached the
Utopian pinnacle of photography,
though perhaps the' ancient wet-plate
expert will ungrudgingly concede that
his brightest dreams have already been
more than realized.

Wm. Dinwiddie,
'.al Photographer B. 6f O. R. R.

O*

s \ 4lee--/f 'J

*

THE PIONEER RAILROAD.

npHE Baltimore & Ohio Railroad, the
-*■ Parent of American Railroads,
from the time of obtaining the first char-
ter until the present day, has been the
developer of civilization and commerce
of the New World.

When Charles Carroll, of Carrollton,

His memorable words were indeed a
prophecy. The Baltimore & Ohio Road
was the beginning, of which the thou-
sands and thousands of miles of other
railroad systems are but counterparts,
and the foundation of the greatest com-
mercial nation on earth.

I-n commemoration 07 layinj trie Corner Stone of the
Baltimore and Ohio Rail-Road, by Charles
Cakholl of Carrollton, in the 91<* r' ar °f his a S> e -

X

V

y

i 3WMT 41*

, * _7Ll_

FAC-SIMILE OF BADGE WOEN IN THE GREAT CELEBRATION
ON .ll'l V 1 182S AT BALTIMORE.

the only surviving signer of the Declara-
tion of Independence at that time, cast
the first spadeful of dirt for the begin-
ning of the Baltimore & Ohio Railroad
on July 4, 1828, he said, " I consider this
among the important acts of my life,
second only to that of signing the
Declaration of Independence, if second
to that.'

The history of this great American
Pioneer which has just passed its three
score years and ten, reads like a story of
Jules Verne's as to matters of wonderful
productions and inventions, continuing
in advance with new ideas, inventions
and progressive ability.

Opening the books of history from
1827 until 1897, we find

THE PIONEER RAILROAD.

ROYAL BLUE TRAIN" IX Ml ROYAL STATION BALTIMORI HAtlLED BY ONE FAMOl N rO ELECTRH ENGINES

l HI Mi (SI PI IV, I 1:1 Hi ITIV1 1 \ 1 in IVOR]

// was the first : —

"To obtain a charter, February 27,
1827, an instrument that lias been a
model for succeeding railroad corpora-
tions. "

"To select a Board of Directors,
April 2;, 1827, of which Charles Carroll
of Carrollton was a member."

"To lav the first railroad track, on
July 4, 18

" To utilize locomotive power : Peter
Cooper having placed the first locomo-
tive ever built in America upon the road."

"To attempt the penetration of the
Alleghany Mountains and span the
chasms of its rivers."

" To issue a time table notifying the
people when to be at the stations."

"To successfully employ electricity
as a motive power," thus demonstrating
to the world the entire feasibility of this

subtle and powerful agency in trans-
portation, either for tonnage or speed.

It is .—

■The only existing railway corpora-
tion which bears without change its
original charter name. • The Baltimore
& Ohio Railroad Company,' through all
the vicissitudes attendant to all large
corporations."

"The oldest passenger railroad in
the world. "

// leads the world in : —

• ■ The finest and fastest series of pas-
senger trains — The Royal Blue Trains
between Washington, Baltimore, Phila-
delphia and New- York."

"The most powerful electric loco-
moth . s

"The most wonderful ocean termi-
nal owned by any single railroad —
I -i" 11st Point, Baltimore, Mil."

ABOARD "THE FLYER— ROYAL BLUE."

ABOARD "The Flyer— Royal Blue,'
When trav'ling east or west.
Fair nature's haunts unfold to view,

"All in her garlands dressed ;"
'Mid mountains picturesque and grand,

And valleys gliding through,
There beauties greet on every hand
"The Fiver — Roval Blue."

••The Flyer— Royal Blue" sweeps by,

Swift winds along its wake
Fan leafy trees with branches nigh

The schedule time to make.
And as it glides so swift away,

The flowers blooming too
Do bow and bend, as if to say,

"Salute the Royal Blue "

Past water-fall, o'er mountain streams

It safely speeds along,
O'er fertile plains away it steams

While life seems one sweet soul;
O, happy soul, while thus you roam '

And friends so fond and true,
Well know it brings you safely home —

"The Fiver — Roval Blue.'

I D Freeman, M. D
Osgood, fnd. Sept. 25, r8gy.

BETTY.''

Betty was my sweetheart ; truly.

Such another no man had ;
Such an one to make him merry,

Such an one to make him mad.

Betty's farmer brother gave a
Donkey to her Christmas day ;

Donkey that a nun might ride on,
Donkey solemn, slow and gray.

Betty doted on that donkey ;

Betty, most inconstant she.
Doted on it, never caring

That she quite neglected me.

"Betty, darling," quoth I. jealous,
"All the people, whom we know,

Will be saying it's surprising
That you love a donkey so."

Betty was my sweetheart, truly.

And she whispered: "If they do,
They will only be repeating

What they said when I chose you. "

— W. /. Lampion in Iroquois

RUDYARD KIPLING'S

.00:

THE New York Tribune publishes .1
terse criticism on Rudyard Kip-
ling's railroad story ".007" in which the
"English of it" is handled without
gloves. But it is a good story never-
theless and it is only natural that the
English writer should become a little
'■balled up" (this common railroad
slang is here pardonable) in his Amer-
ican railway expressions. Quoting from
the Tribune :

"The recently published story of
Rudyard Kipling entitled ".007." in
which many of the characters are loco-
motives, has attracted considerable at-
tention in railroad circles, and many
professional railroad men agree in credit-
ing the author with unusual knowledge
of railroad usages, technical terms and
mechanical matters. Much of the con-
versation in the story is carried on by
locomotives of various types, which
meet in a roundhouse, where .007, ' an
eight- wheeled American loco,' becomes
acquainted with a number of his fellows.

• You can't expect a writer of jungle
stories to be letter perfect in railroad
matters,' said an old engineer, ' especi
ally if the writer is an Englishman and
the railroad matters in his stories are
American. He tries hard to appear
American, but in the first sentence in
which the engine with the impossible
name is referred to he shows his English.
No one on this side of the water evei
refers to an engine as a 'loco,' and the
author never once uses the word engine
in his story. If Kipling's '.007' had
been written for England or the colonies,
it would have been perfectly proper to
refer to a certain style of engine as
•American' in build, but in this country
we have only American locomotiveSj
and no practical railroad man in the
United States uses the word 'be
when speaking of a 'truck.' These
errors show that Kipling is like Sulli-
van's tar and

In spite of all temptations,
To bi long t< 1 othei nations,
lie remains an Englishman.

• II he had been reared in this coun-
try or had more than a bowing acquaint-
ance with railroad people, he would not
have spoken of an engine as 'he,' and
he would have chosen some other decor-
ation than pea green with a red • buffer
bar ' for one of the most conspicuous of
his collection of • locos.' "

A prominent railway official of the
operating department of a great railway
is also quoted in the article :

"It is one of the best railroad stories
I ever read. Many writers try to write
similar tales, but they usually fail when
they strike technical points; but Kipling
has made none of the usual blunders,
and his story would be most excellent,
from the railroad man's point of view,
but for a few slight errors. For exam-
ple: 'I've trouble enough in my own
division,' said a lean, light suburban
loco, with very shiny brake shoes. 'My
commuters wouldn't rest till they got a
parlor car. They've hitched it on just
ahead o' the caboose, and it hauls
worse'n a snow plow. '

' Now, a caboose, every one knows,
is the car at the end of a freight train,
and no one ever saw a caboose and a
parlor car hitched as Kipling describes.
His satire on the yardmaster is simply
delicious. It may be a little overdrawn.
but it shows that officer to be an unlimi-
ted monarch, and that's what he is tor
the time being. But when the author
has the yardmaster examining freight
receipts, he makes another error. A
yardmaster never sees these documents
He handles way bills and running bills,
but never a freight receipt. Mr. Kipling
shows that he has been around engines,
and knows much about them by men
tioning the fact that they cany jack
screws, but he probably n< ver heard any
one in a roundhouse talk about
water.'"

-ALL QUIET ALONG THE POTOMAC."

COR more than one hundred miles
west of Washington, the Potomac
river and the Baltimore & Ohio Rail-
road are closely entwined, the road being
sometimes in Maryland, although most
of the time in West Virginia, the river
forming the boundary line between the
two States.

Aside from its memories, this river-
child of the mountains is of special inter-
est because of its evervarving beauty.

there it feeds a canal. We are some-
times close beside, and sometimes far
above it. Altogether it is a traveling
companion which one learns to love for
itself alone, and irrespective of the
mighty part it has played in the nation's
history.

" 'All quiet along the Potomac' they say,
Except now and then a stray picket
Is shot, as he walks on his beat, to and fro.
Bv a rifleman hid in the thicket.''

THE MEMORY- HAUNTED POTOMAC.

—

Nearly all the distance it is bordered by
trees bending over its pellucid waters,
as if, like Narcissus, they were in love
with their own images. In places broad
and deep and placid, in others its course
is fretted v.ith great boulders, and the
waters grow white with fury as they dash
through the narrow obstructed channel.
Here the meadows slope gently to its
edge, and again the banks rise sheer
and perpendicular, leaving not a foot-
hold short of the most dizzy height. In
some sections the river is the neighbor
of many households; in others it tumbles
on its way for miles and miles in utter
solitude. Here it turns a mill; and

It was not always quiet along the
Potomac. For four long weary years
the valley through which it runs, and
which now is a dream of peace and
prosperity, was debatable ground for
the great armies of the North and South;
and both river and railroad were crossed
and recrossed, time and again, by the
contending forces. The battles of An-
tietam. South Mountain, Monocacy and
Gettysburg were all fought north of the
main line of the Baltimore & Ohio. Just
south of it the battle of Ball's Bluff took
place, while the Valley Division runs
directly through the bitterly contested
Shenandoah region. The line was of

ALL QUIET ALONG THE POTOMAC."

13

the utmost importance as a highwa) Eoi
troops and supplies from the West, and

had to be most jealously guarded by the
Unionists. As it was, bridges w< re
destroyed, tracks were torn up, engines
stolen, cars and stations burned, tele-
graph wires cut, etc., etc.

Harper's Ferry was specially uncer-
tain in its tenure, sometimes being held
by one party and sometimes by the
other. Joe Johnston, Stonewall Jack-
son, Jubal Early, Robert E. Lee, Mc-
Clellan. Sheridan, Wallace, Butler and
Banks all played important parts in the

more & < Ihio locomotives, which were
sorely needed on a Confederate road.
They were rigged up so they could be
hauled by teams; and the man who
engineered this interesting feat of con-
fiscation was afterwards master of trans-
portation of the very road on which,
under the exigencies of war, he had
made such a heavy draft.

Where the three States of Virginia,
West Virginia and Maryland come to-
gether, where the Potomac and the
Shenandoah join their rushing waters,
where the towering steeps of the Blue

n

L

HERE IT TIKNS A MILL.

great war drama, of which the country
through which the Baltimore & Ohio
runs, was the scene. Scores of battle-
fields can be visited by diverging only a
few miles on either side. Almost within
sight of the heights which tower above
the main line is the scene of Sheridan's
famous ride " from Winchester, twenty
miles away;*' while at less distance, al-
though in another direction, is the town
where lived Whittier's Barbara Frietchie

"On 1l1.il pleasant morn of the early fall
When Lee marched over the mountain wall —
1 I > r the mountains, winding down
Horse and foot, into Frederick town."

This is the land of heroic song, and
of heroic deeds as well.

From Martinsburg, Stonewall Jack-
son's men actually captured and carried
off across the country six or eight Balti-

Ridge end abruptly, frowning as they
do so, upon Maryland Heights on the
one hand, and Bolivar Heights on the
other, is cradled the historic town of
Harper's Ferry.

The surroundings are in keeping
with the birthplace of a mighty conflict.
Terrible, indeed, in ages past, must
have been the convulsions of nature
which rent these giant rocks asunder,
and terrible were the consequences
which followed the wild act of old John
Brown of Osawatomie, who, on this
very spot, defied the laws and customs
of his country, and with less than a
score of followers, took up arms against
the combined forces of public opinion,
the institution of slavery, and the State
of Virginia.

He was called a madman and a

14

ALL QUIET ALONG THE POTOMAC"

murderer, and he died upon the gallows.
Three years later his name was the song
and watchword of an army, and
" His soul goes marching on! "
Brown chose this place as the base
of his operations, he said, because he
regarded these mountains as having
been designed by the Almighty, from
all eternity, as a refuge for fugitive
slaves.

within the last two months, placed
beside the monument four large iron
slabs, with lettering in relief telling of
the alternating loss and capture of
Harper's Ferry. All trains of the
Baltimore & Ohio stop immediately
alongside of the monument and the
tablets to allow passengers to see the
interesting markers.

In September, 1862, a Union force

■">!, v. M ' "■ ■ !* "i. *".» /

>

HORSJ ANI> FOOT. INTii FHEDEMCK TOWN."

It will be remembered that on the
evening of October 16th, 1859, he cap-
tured the town and the United States
Arsenal; the following day was driven
into a building, afterwards known as
John Brown's Fort; that he refused to
surrender till his two sons had been
killed, and he was supposed to be dying.
All this took place in plain sight of the
Baltimore & Ohio Railroad, and the
spot where the fort stood is marked by
a monument. The government has,

of about 12,000, under Colonel Miles,
was stationed here. On the 12th, four
days before the battle of Antietam, a
strong Confederate force, under Stone-
wall Jackson, appeared before Maryland
Heights, on the Maryland shore, and
earl}' in the morning of the 13th, drove
the Union troops stationed there behind
their breastworks. These were soon
after taken, when the Federals withdrew
across the river. On the same day
the Confederates established batteries on

"ALL QUIET ALONG THE POTOMAC.

15

Loudon Heights, on the Virginia shore,
and on the 14th opened fire from these
and Maryland Heights, renewing it at
daybreak of the 15th from seven com-
manding points. The Federal guns
returned fire from Bolivar Heights,
behind the town, but ineffectually, and
Colonel Miles surrendered his force —
all but the cavalry, who had escaped in
the night. He was mortally wounded.

Tin Confederates took about eleven
thousand prisoners, seventy-three i;nns.
and thirteen thousand small arms. I hi
Union forces were paroled, and | a< kson
marched immediately to join Lee at
Antietam. That bloody field can be
plainly seen from the heights about
Harper's Ferry, as can also South
Mountain, where the late ex-President
1 [ayes was wounded.

THE AUCTION.

Lib, there's our wooden cradle

A-goin' ter be sold ;
It must be every single bit

Of fifty-five years old.
There goes Aunt Hannah's chest of
drawers —

Say! how much did it bring?
Three dollars ? Well, it's worth it,
though

A clumsy-built old thing.

There's Grandma's four-post bedstead —

Two, three, four dollars, five ?
What fools them city folks must be !

Why. goodness' sakes alive !
I wouldn't give it house-room.

With its great, awkward head.
And when it comes to move to sweep,

Them posts they weigh like lead.

A quarter for them fire-irons ?

Who wants such things to-day,
When folks can buy such lovely stoves?

Them city folks, you say,
Are buyin' the old poker.

And tongs, and shovel, too ?
I wonder, when they get home,

What they expect to do ?

There's Father's old high desk
Mother's

Cushioned rocking chair —
One-fifty, two, three dollars?

Well. 1 call tli, it very fair !
Fm grateful to this rubbish

For the solid cash it brings —
Let's go to town to-morrow

And buy some nice, new things

and

—Pink.

RECONSTRUCTING A RAILROAD.

ATRIP over the Baltimore & Ohio
verified the favorable reports cur-
rent all summer as to the notable
improvements in progress along that
famous scenic route through the Alle-
ghany mountains, and which are to
enable the new management to cut the
time between Chicago and New York to
twenty-four hours or less. The princi-
pal work is being done on the mountain
divisions east and west of Cumberland,
where the pioneer curves and grades
are surrendering to modern engineering
and requirements at monumental cost.
Short cuts across foothill knobs and
noses have been burrowed and blown,

1 (JEW CI I AND GRADE <>N NORTE MOUNTAIN.

abolishing the most pronounced crooks
and climbs, and enabling heavier trains
on curtailed schedules. The snap shots
shown illustrate the character of the im-
provements between Martinsburg and
Hancock on the Cumberland and Har-
per's Ferry division. Just across the
Pennsylvania State line at Fairhope, on
the Cumberland and Pittsburg division,
a new tunnel and two or three steel
bridges cut off a semi-circle of several
miles and correspondingly reduce the
widely mooted twelve-mile grade that
necessitated two engines from Cumber-
land to Keystone, including the one-mile
tunnel at Sand Patch, in the Alleghany
summits. Already Baltimore & Ohio
freight trains have been lengthened from
twenty-five to forty cars and pulled over
these mountain divisions with a single
engine of the new mogul pattern. Equal
cuts and reductions have been made on
the celebrated division between Cumber-

THE P.. & 0. ON THE LAKE FRONT.— SOUTH CHICAGO.

land and Grafton, where the old grades
numbered 1 25 feet to the mile and twenty
cars formerly made a mogul locomotive
snort like a surprised hippopotamus in
a mucky African jungle. This is on
the Cincinnati & St. Louis line. Not
less important in the Baltimore & Ohio
revolution are the new ties and rails that
have been laid on the mountain divis-
ions, the rails being eighty-five pounds
to the yard and thirty-three feet in length
each, as compared with former ones of
only sixty-seven pounds to the yard and
thirty feet long. The Royal Blue trains
run between Washington and New York
in five hours over as fine a bit of track
as can be found in the world.

The original Baltimore & Ohio was
a mountain, river and valley route, and
in accordance with the primer engi-
neering age faithfully followed nature's
lines. The modern engineering expert

A P.. * 11. OBSERVATION I'AR.

//.//'. \ / THOl GHT <>/ I II A I

17

is pointing out the blunders of his pio-
neer pred< !i cssors, and tin- Baltimon &
Ohio is paying the fiddler in the trans-
mogrification. That its growth and
greatness were not foreseen is empha-
sized by its having had to latterly burrow
its way under the two important Ameri-
can cities of Pittsburg and Baltimore,
and build from Baltimore to Philadel-
phia, besides which it now contemplates
an elevated entrance and loop in Wash

ington. A great railway, like a
city, is a knotty thing to create — a slow
and stubborn process of evolution — and
the SUCi eeding forces in this new portion
of the world 1i;p. . bi queathed 1
terity a series of railwaj tangles that
only thi millennium may be hoped to
perfect or idealize. The management
of the Baltimore & Ohio is doing a Her-
culean part in the particular situation
that confronts it. Letter in "400."

DROPPING THE QB ID) LBOLISHING \ I I'KVK.

THE REBUILDING Ol nil B. & ICROSS THE ALLEGHAN1ES

HADN'T THOUGHT OF TH.\ I.

•'COME time ago,'' says an insurance
man, "a man asked me to ac-
company him home, as he had some
things there to be insured. When we
arrived at his house he showed me ioo
boxes of i igars, which he wanted insured.
There were ioo cigars in each box, mak-
ing 10,000 in all, and were valued at 10
cents each, so I insured the lot foi
?l,ooo. A few days ago the man came
to me and asked for the insurance
money. -You've had no fire at your
house,' I replied. 'No. but I've smol
them,' said he, 'and according to the

paper. I am entitled to the money, as
it reads distinctly that if the goods are
consumed by fire money is paid on
application.' As far as technicalities
were concerned he was all right, but
I knocked him cold about a minute
later by saying, in a very stern man-
ner: 'All right, sir; you'll get the
money; but, according to your own con-
fession, I will proceed at once to make
a charge against you for incendiarism.'
•Well. I'll be ha ed!' was all he said,
and the room shook violently after he
banged the door." Philadelphia Record.

MOUNT ROYAL STATION, BALTIMORE.

' I 'HIS magnificent railway station,
■*■ located in the most accessible resi-
dence portion of the city of Baltimore,
was erected by the Baltimore & Ohio
Railroad for the convenience of residents
of the northern portion of the city in
reaching the Royal Blue trains running
between Washington, Baltimore, Phila-
delphia and New York. Mt. Royal

cost of $300,000.00, has made this station
beautifully attractive and one of the
principal points of interest of Baltimore.
The station is built of Port Deposit
granite, with trimmings of Indiana lime-
stone and roofed with red glazed tiling.
The style of architecture is renaissance.
A large square tower rises to the height
of one hundred and fifty feet from the

THE PORTE-COCHERE,

Station is located at the intersection of
Cathedral street and Mt. Royal avenue,
and is practically in the very heart of the
residence portion of the city.

Electric cars radiate from it to all
parts of the city and suburbs, thus making
it possible to reach all Baltimore &
Ohio trains without the inconvenience
of passing through the business portion
of the city, to the old Camden Station.

Mt. Royal Station enjoys the dis-
tinction of being the most splendid rail-
way station in the United States, built
and used exclusively by one railway.
The Baltimore & Ohio Railroad, at a

front center of the building and contains
an electric clock with four large dials,
showing the time plainly day and night
for miles around. The interior of the
station is magnificent in all details, and
with extraordinarily high ceilings, the
architectural effect of the main waiting
room is beautiful. This room is encir-
cled by a running gallery, from which
the detailed effects can be most readily
appreciated. The floors are of marble,
mosaic tiling; the wood finishings are of
white oak; the wainscoting of figured
oak; the ceilings are paneled in stamped
metal; the furniture throughout is of

MOUNT ROYAL STATION, BALTIMORE

"j

quartered oak. All modern details are
carefully provided for in the arrange-
ments of the waiting rooms. The ladies'
waiting room, adjoining the main wait-
ing room, is large and commodious and
supplied with comfortable sofas and
chairs. The ladies' toilet room is ele-
gant and complete in all details. The
gentlemen's smoking room and general
dining room are in keeping with the

- "I their surroundings. A fully

equipped news stand is at hand, and
< it.iphophones with their interesting
reproductions of sound, are stationed m
each waiting room, fur the entertain-
ment of passengers. No clearer con
ception of the grandeur of Mt. 1
Station can be obtained than from tin
photographs contained herein.

THK TICK I 1 OFKK'l

CONVENIENCE OF MOUNT ROYAL STATION l'< >
ALL PARIS OF BALTIMORE.

TTHE excellent street car system of
Baltimore enables residents in all
parts of the city and suburbs to reach
Mt. Royal Station either by direct line
or transfer, at one fare.

The line passing at Mt. Royal Ave-
nue will take passengers as far north as
Roland Park and Lakeside. From this
line transfer can be made at North
Avenue to lines going toWaverly, Tow-
son. Patterson Park and almost any
portion of east Baltimore. To the
west for Emory Grove, Owings Mills.
Pikesville, Arlington, Gwynne Oak.

Powhattan, Walbrook, Calverton and
northwest Baltimore.

The John Street Line passes near
the western entrance of Mt. Royal
Station at Hoffman Street. This line
will take passengers to all points in
northwest Baltimore as named above.

The Charles Street Line can !>•
taki n at Charles Street and Mt. Royal
Avenue. This line runs as far north as
Twenty-fifth Stre. t

All of these lines run southward
crossing Baltimore Street, reaching any
portion of the city in the south, south-
west or southeast.

CONDENSED SCHEDULE

ROYAL BLUE TRAINS OF THE B. & O.

EAST AND WEST.

B. .V O. ROYAL BLUE TRAINS FROM WASHINGTON", BALTIMORE, PHILADELPHIA

AND NEW YORK.

EASTWARD

No. 5 10

EXCEPT
SUNDAY

EXCEPT
SUNDAY

NO. 508
EXCEPT
SUNDAY

NO. 502
DA LV

NO. 524
DAILY

No. 506
DAILY

No 522
SUNDAY

Lv. WASHINGTON

Lv. BALTIMORE, Camden Station ..
Lv. BALTIMORE, Mt. Royal Station

Ar. PHILADELPHIA

Ar. NEW YORK, Liberty Street ----
Ar. NEW YORK, Whitehall Terminal

7.05
7.55
8.02
10.16
12.35
12.40

8.00
8.50
8.57
I I .00
1.20
1.25

10.00
10.50
10.57
12.54
3.00
3.05

12.00
12.50
12.57
3.05
5.30
5.35

12.40
1.45
1.52
4.05
6.30
6.35

3.00
3.48
3.55
5.57
8. 10
8.15

5.05
6.00
6.07
8.20
10.40
10.45

12.01
1.15
1.26
3.55
6.52
6.57

9.00
9.50
9.57
12 00
2.20
2.25

S O. ROYAL BLUE TRAINS FROM NEW YORK TO PHILADELPHIA, BALTIMORE

AND WASHINGTON.

WESTWARD

Lv NEW YORK, Whitehall Terminal

Lv. NEW YORK, Liberty Street

Lv PHILADELPHIA

Ar. BALTIMORE, Mt Royal Station
Ar. BALTIMORE, Camden Station -
Ar. WASHINGTON -

NO. 517
EXCEPT
SUNDAY

7.55
8.00
10.26
12.38
12.45
I .40

No. 501

DAILY

9.55
10.00
12.20
2.24
2.32
3.30

I 1.25
I 1.30
1.36
3.32
3.40
4.30

1.55
2.00
4.20
6.42
6.50
7.50

No. 509
EXCEPT
SUNDAY

3.25
3.30
5.41
7.47
7.55
8.45

4.55
5.00
7.40
9.52
10.00
I I .00

5.55
6.00
8. 19
10.18
10.26
11.15

No. 5l£

DAILY

12. 10

12. 15
3.30
6.00
6.10
7.30

Pullman Cars on all trains.

B. & O. ROYAL BLUE TRAINS To ALL POINTS WES1 AND SOUTHWEST.

WESTWARD

No I

LIMITED
DAILY

EXPRESS
DAILY

NO. 3

EXPRESS

DAILY

NO 43

EXPRESS

DAILY

LIMITED
DAILY

No. 55

EXPRESS
DAILY

Lv. NEW YORK, Whitehall Terminal

Lv. NEW YORK, Liberty Street

Lv PHILADELPHIA

Lv. BALTIMORE, Mt. Royal Station
Lv. BALTIMORE, Camden Station —

Lv. WASHINGTON -

AR. PITTSBURG -

Ar. WHEELING

Ar. COLUMBUS

Ar TOLEDO -- -

AR CHICAGO - -

ArCINCINNATI -

Ar. INDIANAPOLIS --

Ar. LOUISVILLE

Ar. ST. LOUIS

Ar. ROANOKE -

Ar. KNOXVILLE

Ar. CHATTANOOGA -

Ar. MEMPHIS

AR NEW ORLEANS

9.55 am
0.00 4J>1
2.20 P»
2.24pm
2.32 pm
3.40 Pi'

1 .55 pm
2.00 pm
4.20 pm
6.42 pm
7.00 pm
8.05 pm

8.20am
I I .35 an

3.25 pm
3.30 pm
5.41 p»
7.47p«
7.30 pm
8.50 pm
6.35 am

4.55 pm
5.00p»
7.40 p«
9.52pm
10.10pm
I I .30 pm

4.55 pm
5.00 pm
7.40 pm
9.52pm
10.10 pm
I 1.20 pm

12. I0NT
12. 15 an
3.30 am
8.45 am
9. 00 am
I 0.00 an
7.00 pm

I 2. I0NI
12.15 m
8. I 5im
10. 18 an
I 0.45 AN
I I .45 in

2.55 PM
6.35pm

8.00 in

I2.00NN
3.05 im
7.00 in

I 2. 10 pm
6.40 pm

I0.50p»
7. 12iM

7.50am
4. 10pm
7.40 pm
7.25m
I 1 .20m

Through Pullman Sleepers to all points. NOTE -On Sundays No. 9 leaues New for* at 7.55 p. m., Philadelphia 4 20 p. m.

B. &

ROYAL BLUE TRAINS TO ALL POINTS EAST.

EASTWARD

No. 4
EXPRESS

No. 6

LIMITED
DAILY

No. 8
EXPRESS

EXPRESS
DAILY

EXPRESS
DAILY

No. 46
EXPRESS

Lv. CHICAGO

Lv. TOLEDO

Lv COLUMBUS

Lv. WHEELING

LV. PITTSBURG--

Lv. ST. LOUIS — .

Lv. LOUISVILLE

Lv. INDIANAPOLIS

Lv. CINCINNATI-

Lv. NEW ORLEANS

Lv MEMPHIS ---

Lv. CHATTANOOGA -

Lv. KNOXVILLE --

Lv. ROANOKE

Ar. WASHINGTON

Ar BALTIMORE, Camden Station —
Ar BALTIMORE, Mt. Royal Station

Ar. PHILADELPHIA

Ar. NEW YORK, Liberty Street —
Ar. NEW YORK. Whitehall Terminal

10.25 in

7.00 pm

4.55 pm
8.55 pm

8.20am
2.15 pm

2.35 im
8 23 IN
7.55 an
I 2.05 pm

8.00 AN

6.00 pm
I 2.25 an

12.30pm
I .35 pm
1.52pm
4.05 pm
6.30 pm
6.35 pm

6.47 am
7.50 am
8.02 an
10.16 am
I 2.35 pm
I 2.40 pm

4.50 p»
6. I Opm
6.07 pm
8.20 pi
I 0.40 pm
10.45 pm

1 I .55 an
I .00 pm

12.57pm
3.05 pm
5.30 pm
5.35p»

6.35 AN
8.20 AN
8.02 AN
10.16am
I 2.35pm
12.40 pm

5.00 pm

8.00p«

8.30 an

12.05 pm

10.45 pm

7.30an

8.50 am

8.57 an

I I ,00 am

i .20 pm

1.25 pm

I I .20pm
12.45 am
1.26 am
3.55 am
6.52 an
6.57 an

Through Pullman Sleepers from all points.

THROUGH PULLMAN PALACE CAR SERVICE.
PULLMAN DINING CAR SERVK I

ROYAL BLUE TRAINS OF THE B. & O. FINEST SERVICE l\ III! WORLD. SOLID
\ ESTIBU1 ll> rRAINS. PARLOR COA< hi S.

BETWEEN WASHINGTON, BALTIMORE, PHILADELPHIA

AND NEW YORK.

EASTVS ARD.

No. 528. Parlor Car Washington to New York. Dining I ar Washington to Philadelphia.
No. 510. Parlor Car Washington to New York. Di ' Washington to Baltimore.

No. 512. Five Hour Train. Parlor Car Washington to New York. Dining Car B

New York.
No. 508. Buffi I Parlor Car Washington to New York. Dining Car Washington to Baltimore.
No. 502. Parlor Car Washington to New York. Dining Car Baltimore to Philadelphia; Sui

Washington to Wilmington.
No. 524. Buffet Parlor Car Washington to New York.

No. 506. Parlor Car Washington to New York. Dining I u Baltimore to New York.
No. 514. Separate Sleeping Cars from Washington and Baltimore to New York.
No. 522. Parlor Car and Dining Car Washington to New York.

\\ 1 5T\A ARD.

No. 505. Buffet Parlor Car Philadelphia to Washington.

No. 517. Buffet Parlor Car New York t" Washin

No. 501. Parlor Car New York to Washington. Dining Car Philadelphia to Baltimore; on Bu

Wilmington to Baltimi
No. 511. Five Hour Train. Parlor Car New York to Washington. Dining Cai New York to

Baltimore.
No. 507. Parlor Car New York to Washington. Dining Car Baltimore to Washington.
No. 509. Parlor Car New York I* Washington. Dining Car Philadelphia to Washington.
No. 503. Dining Car New York to Baltimore.
No. 525. Bi I lot Cat New York to Washington.

No. 515. Separate Sleeping Cars New York to Philadelphia, Baltimore and Washington.

BETWEEN NEW YORK, PHILADELPHIA, BALTIMORE. WASHING

TON, PITTSBURG, WHEELING, COLUMBUS, TOLEDO, CHICAGO,

CINCINNATI, INDIANAPOLIS, ST. LOUIS, LOUISVILLE.

MEMPHIS, NEW ORLEANS.

w 1 STWARD.

Sleeping Car New York to Cincinnati and St. Louis. Sleeping Car Baltimore to Cincinnati.

1 lining Cars serve all meals. Parlor Car Cincinnati to Louisville.

i 11 New York to Chicago via Crafton and Bellaire. sleeping Car Baltimore to

Wheeling. 1 tining < !ars serve all meals.
Sleeping ( ars Baltimore and Washington to Pittsburg. Dining Car serves supper Philadelphia

to Washington.
Sleeping Car New York to St. Louis. Sleeping Car Baltimore to Toledo. I 1 serve

all meals.
Sleeping Car New Y'ork to New Orleans, and Washington to Memphis.
Observation Sleeping Cars Baltimore to Chicago via Pittsburg. 1 lining Ca ervi dinner.

supper and breakfast.
Sleeping Car Wheeling to Chicago.

-sleeping ( 'ar I level, i : i. i I

ling Car Baltimore to Chicago via Cincinnati 1 on Route.

F.AsI W \KD.

No. 2. Drawing Room Sleeping Cars St. Louis to New York ai 1 iti to Baltimore. Sleeping

Car I oledo to Baltin I

No. 4. Drawing Room Sleeping Car St. Louis to New York. Drawing Room Sleeping I
oE tltimore. I lining ( lars set * e all n 1
Observation Sleeping 1 irs ( hii igo to Baltimore. Dining 1

Drawing U n Sleeping I .us t hicago to New York. Sleeping Car Wheeling to Baltimore.

I lining Cars serve all meals.
Sleeping Cars Pittsburg to Washington and Baltimore. Dit rves breakfs

Sleeping Car New 1 Irleans to New York, and Memphis to Washington.
sleeping Car Chicago to Wheeling.
Sleeping Car Chicago to I leveland.

No.

1.

No.

7

No.

9

No.

3

No.
No.

43

5

No.
No.
No.

15
47

55

No.

6

No.

8

No.

10

No.

44

No.

'4

No.

46

LIST OF OFFICERS

BALTIMORE & OHIO RAILROAD

John K. Cowejt, Oscar G. Murray,

Receivers, Baltimore, Md.

EXECUTIVE DEPARTMENT.

John k. ( "uen. President - Baltimore, Md.

W. H. [jams, Treasurer Baltimore, Md.

J. V. McNeal, Asst. Treasurer Baltimore, Md.

< . \v. Woolford, Secretary Baltimore, Md.

ACCOUNTING DEPARTMENT.

H. D. BfLKLEY. Comptroller Baltimore. Md.

Geo. W. Booth, Gen. Auditor Baltimore. Md.

J. M. Watkins, Auditor of Revenue Baltimore, Md.

A I . lHNLKvv, Auditor of Disbursements

OPERATING DEPARTMENT.

\Ym. M. Greene, Gen. Manager Baltimore Md

w. T. Manning, Chief Engineer

Thus. Fitzgerald, General Superintendent Main Stem

Philadelphia and Pittsburg Divisions. Baltimore, Md.
Wm. Gibson, Assistant General Superintendent Main Stem

Philadelphia and Pittsburg Divisions, Pittsburg, Pa.
J. Van Smith, Gen. Superintendent New York Division

Foot of Whitehall Street, New York.
J. M. Graham, Gen. Supt. Trans-Ohio Divisions. Chicago. III.

D. ¥■ Maroney, Supt. of Transportation Baltimore, Md.

Harvey Middleton, Gen. Supt. Motive Power,

Baltimore. Md,
I. X. Kalbaugh, Supt. Motive Power Lines East «»f Ohio

River, Baltimore. Md.
W. II. M tRRisox, Supt. Motive Power Lines West of Ohio

River, Newark. O.
David Lee. Eng"r Maim, of Way Lines West of Ohio River.

Zanesville, 0.

E. w. Grieves, Superintendent Car Department,

Baltimore, Md.
I I P. Bent. Supt. Philadelphia Division, Philadelphia, Pa.
John E. Spurrier, Supt. Bait. DIv. Main Stem,

Baltimore, Md.
II. M. SHEATS, Supt. Western Div. Main Stem,

Grafton. AY. Ya.
Thos. C. Prini e, Supt. Harper's Ferry and Valley Division,

Winchester, Ya.

F. A. Hcsted, Superintendent Middle DIv.,

Cumberland, Md.

.1 s. Morris. Supt. Connellsvtlle Div Connellsville, Pa.

A. J. Frazer, Supt, Pittsburg Division Pittsburg, Pa.

.1. H. Glover, Supt. Ohio and Midland Divisions,

Newark, 0.
P. i '. S\ n 1 1. Superintendent Chicago Division, Garrett. Ind.
J. T. Johnson, Superintendent Akron Division. Akron, O.
ChaS. Selden, >ujierinteudent Telegraph,. Baltimore. Md.

PURCHASING DEPARTMENT.

E. H. Bankaed, Purchasing Agent Baltimore, Md.

Chas. Frick, Fuel Agent Lines East of the Ohio River

Baltimore. Md.

.1. w. Franklin, Fuel Agent Lines West of the Ohio

River, Newark, O.

TRAFFIC DEPARTMENT.

PASSENGER.

I'. I'.. Martin. Manager Passenger Traffic.Baltimore, Md.
J \i Si hetver, Gen. Pass. Agt. Lines Eastof Ohio River.

Baltimore, Md.
B. V. Austin, Gen. Passenger Agent Lines West of

Ohio River. Fisher Building, Chicago, 111.
B. E. Pkddicord, Gen, Baggage Agent Baltimore, Md.

A. J. Simmons, Gen. New England Passenger Agent,

I'll Washington Street, Boston, Mass.
Lyman McCaRTY, Gen. East. Pass. Agt., 434 Broadway,

New York.
James Potter. District Passenger Agent, Philadelphia, Pa.

B. F. Bond, Division Passenger Agent Baltimore. Md.

S. B. Hege, Division Passenger Agent... Washington, D. C.
Arthur G. Lewis, South. Pass. Agt., Atlantic Hotel,

Norfolk, Ya.

¥.. D. smith. Division Passenger Agent Pittsburg, Pa.

It. s. Wilder, Division Passenger Agent Columbus, O.

D. D. Courtney, Gen. Trav. Pass. Agent Baltimore. Md.

Robert Skinner, Trav.-Pass. Agt., 134 Broad wav. New York.
Bernard Asiiby, Trav. Pass. Agt., 833 Chestnut St..

Philadelphia. Pa.

A, * . Wilson, Trav. Pass. Agt Washington. D. C

C. E. Dudrow, Trav. Pass. Agent.. , Harper's Ferry, W. Ya.
,1. T. Lane. Traveling Passenger Agent ..Wheeling, W. Ya.

R. C. Haase, Traveling Passenger Agent Newark, O.

F. P. Copper, Traveling Passenger Agent Tiffin, O.

w. M. McConnbll, Pass, Agent, 241 Superior St.,

i l.veland, O.
E. G. TurtTERMAN, City Pass. Agt., 434 Broadway, New York.
E. E. Patton, I Ity Pass. Agt., N. Y. Ave. and 15th St.

Washington. D. C.

W. F. Snyder, Passenger Agent Baltimore, Md.

ll A Miller, Passenger Agent Wilmington, Del.

<'. E. Gregory, Pass. A^t, "th Ave. and Wood St.,

Pittsburg, Pa.

W. W. Picking, City Passenger Agent Chicago, 111.

H i Shoemaker, traveling Passenger Agent, Chicago, 111.
J. P. Taggaet, Traveling Passenger Agent, St. Paul, Minn.
C. H. Duxburv, Traveling Passenger Agent. ..Omaha, Neb.
Peter Harvey. Pacific Coast Agent,

Room 32, Mills Building, San Francisco. Cal.
W. E. Lowes, Advertising Agent Baltimore. Md.

FREIGHT.

C. S. Wight, Manager Freight Traffic Baltimore, Md.

T. W. Galleher, Gen. Freight Agent Baltimore, Md.

L. R. Brockenbrough, Gen. Freight Agent, Pittsburg, Pa.
C. Y. Lewis, Gen. Freight Agent in charge of Freight

Claims, Tariffs and Percentages, Baltimore, Md.
James Mosher, Gen. East. Fht. Agt., 434 Broadway,

New York.

A. P. Bigelow, Gen. West. Fht. Agt., 220 La Salle St.,

Chicago, 111.
H.M. Matthews. Division Freight Agent ...Pittsburg, Pa.

Page Cherry, Gen. Dairy Freight Agent Chicago, III.

J. A. Murray, Eastern Coal & Coke Agent, Baltimore. Md.
E. T. Affleck, Western Coal & Coke Agent, Columbus, O.

R. B. Ww-., Foreign Freight Agent Baltimore, Md.

Andrew Stevenson, Asst. Gen. Freight Agent

Baltimore, Md.
w R, MclNTOSH, Division Freight Agent. Cumberland, Md.

1.. M. Davis, Division Freight Agent Clarksburg. W. Ya.

<>. A. CONSTANS, Division Freight Agent Columbus. O.

C. T. Wight, Division Freight Agent Sauduskv. O.

B. F. K vi 1-. Division Freight Agent Tiffin, O.

PRESS DE

G. J. LtxroLN, Com'l Fht. Agt., 400 Chestnut St.,

Philadelphia, Pa.
C. H. Maynard, Commercial Freight Agent. Boston, M:iss.
I - KING, Commercial Freight Agent Baltimoi.. Md.

B. Y. Jackson, Commercial Fht. Agent, Washington, D. C.
W. N. Mitchell, Commercial Freight Agent, Atlanta. Ga.
G. D. Green, Commercial Freight Agent, Wheeling. W. Ya.

C. F. Wood, Commercial Freight Agent Akron, O.

II. R. Rogers, Commercial Freight Agent Cleveland, O.

E. N. Kendall, Commercial Freight Agent Toledo. O.

C. H. Ross. Commercial Freight Agent .. .Milwaukee, Wis.
A. J. Davies, Commercial Freight Agent, Kansas City, Mo.

H. A. Laing, < onimercial Freight Agent Quincy, 111.

H. C. Piculell, Commercial Freight Agent. -Omaha, Neb.
C. H. Harkins, Commercial Freight Agent,

Minneapolis, Minn.

Thos. Miles, Commercial Freight Agent Duluth, Minn.

John Hutchings, Commercial Freight Agent,

Detroit, Mich.
A. J. Walters, Commercial Freight Agent. Pittsburg, Pa.
Peter Harvey. Pacific Coast Agent,

Room 32, Mills Building, San Francisco, Cal.

PARTMEXT.

j. h.

MadDY, Press Agent

MILEAGE.

MAIN STEM AND BRANCHES
PHILADELPHIA DIVISION ....

PITTSBURG DIVISION

NEW YORK DIVISION

TOTAL MILEAGE EAST OF OHIO RIVER
TRANS-OHIO DIVISION

TOTAL, MILEAGE "WEST OF OHIO RIVER
TOTAL MILEAGE OF SYSTEM ......

.Baltimore, Md.

784 38

.129.00

391.00

5.30

.774.25

ALPHABETICAL LIST OF TICKET AND FREIGHT AGENTS

ON B. & O. R. R.

Abbn

i

i. •■ I'-

•■ i "

i ..up.. i

. " 1"' Prepaid.

Stations.

i Ian

of

\... II-

lii\ i

ll.',.., i,
i

-1 itlODS.

ii..-.

..f

|..

1 '

.. M.I

Pa.

Ml

W. II. Reasln Jr.

1 1

Phlla.

-IKI

. . Pa

c R. North

\ 1. Mai Hi,

I'-

Pills.

1 .1

A

Aberdeen .. .

Big Walnut

Ohio

Adamstown .

i. i Kohlenberg
Niitiiiui Steel

C. 1'. Honodle
CO. McDonald
i L.Gary..

J. Fltzpatrlck. .

D. P. Hurley ...

]•' T
F T

Ti

F

1 T

F T 1

F

I:

Phlla.

Aki mi
A k i i.i
Balto

Phlla.

'"'

.1111
1

Black Hand
Black Lick

Bloomd i e
Bloomlngbur

Bl " ton

in.' stone .
Bluffs
Board 1 1 ' <
Boggs Run

Boone

Boothwj ii . .
Boston
Boughtonvlll
Bo* Hog ...
■.".. in :■ ii ....

Boyd

Boynton
Brad k

Bradford Sid

Ml

Ohio

in,"

M.I

1' .

'■ 1

. \\.\ :i

Pa.

M

..Ohio

\ a.

i' i

. .Md
l'a.

M. II. Moore
\ . ii. Miller

W.I . i ranci

1 . \ .n
1..1 Pal

i I
i 1

i
i i

C O

t'lilriis,'ii

Ml' 1

1 • A \\

100

Akmn

Alberton

Albion

Aldrldge ....
Alexandria ..
Alexandria Ji

...Mil.
...Ind.

Va.

In.l

... Pa.

(dd<

Md

W.Va,

Pa.

...Md.

1 . .1. Hi

l l i

i blcago

Alpsvllle

i mi , ■

i i

P A «

Ml - M H j I 1 I-

Mi- s 1 . Buck
i I. Miller

l r
1 P

Akron

Amblei jburg
Ambleside...
Ammendale.

PI

100

A. ].. Pi ■

l 1

W.Va

. .Ohii

Md.

... "

Ankenj tov a
Annapol ; -
Annapolis Jc

j. n. p.. ai

i lias. Johnson
i. B. Smith

F T
1 i'

i i

.Ml
.'.'ii

J.L.IIIgglns

1 1

800

\\ ash'i i

R. D. Jo
E.M.Brai

1 T .

-

15,000

Arden

Armstrong .

W.Va
i

W.Va
Del.

k Va

Ohli

...Ind.

Vbhli

\\ \ .i

» . 1 1 . V. '

1 1

"

Asbland
Assembly Pa
Attfra

Merrltt C. Dl son

r. 11. Sprott....
II. G. Young

i r

i ii

F T l.

i
i blcago

8,500

Prii.lv

I'.riiln.r.I Jcl

Bram hi llle .
Hi .in-i. ■! ter .
Breatbeds.
Bremen

Hi [dgeport
in Iggsdale
Brtnghurst'a

llriiitim

Bristol

Bristol Jet..
Broad Ford.

...M.I

..Ohio

...Md.
...Ind.

.W.Va.

(diio

sg.Dcl.

Pa.

...Ohio

.".".".Pa.

» . 1 . Bai

1 1

Wash "

-.'IKt

Auburn .i<-t_.

Mi-. I; l w .hi m
W.F.Mi ii-. I

C. W. Jol

1 1 1'

1 .

1 1

w ash i '
Chicago

1' A \\

1,800

Austen

Geo. I . Shaw .

F T

P A \\

.'.

Iml

nhl,

....Pa

Ind
t .. Pa
..Ohli

W.Va
Md

W. P. -Milium

T. .1. i ii\ enger

F T l
FT

ih Icagi
• ntcagi

71 in

Avondale

Avondale , ..

B

P. V, Da

I A. HI 1 .

.1 . u. Reagan .

F T
F

F T

Si's, HI,'
I'll!

Babcock
Bailey's Poln
Balrdstown .

Brookdali
Brooklyn.. .

III.

..X.V.

E. kliinlli-

FT

' tilcagi

300

.1. (' ll.ii.l, r-.'i

t n .H'ndrlcks'n
P. 11. Marshall

T C

F

1

St

tot -1

Baldwin

Ball's* rose 1:

R. Rlsler

F I

Phlla.

»J0

Brook Siding

.".'" Pa.

i.. ii. i u

G. Ii. i rawford..

E. i:. Jones

r. G. Stewart
i;. Lelmbacb
Rosenbaum a- s
W. II. Koepke .
I.. F. Beeler
11. Hellwlg
A. T.Jenkins...
i . C. Swartz ....
p. S. Shaffer ....

TitA
T C
T C
T C

1 C
TC
T C

F

F

F

F

F

I'll A \\:i

City
Cam.Sta

Mlllin'l
230S.B'J
B27EBS1
Gay St.
Locust

Fill SI

i base S
Cent. Fe

Ml. 1 111!

In.
II St.

-

Brownfleld Pa.

Brudewold -Pa.

Brunswh k M.i

Bi uii.M IckN.Dcp. "
Buck Lodge . — "
Bucki ■"■ ....Pa.
Buckeystown . .Md.

Burbank .. . Ohli

W. 1.. Mll-LT"! -

1'. .1. P. irk.'

C. Cromwell

l : 'i
T

"ft

P.llll...

Ball.,.
Baito

8,000

•'•' :::

.. Pa

(Mil-

.Md

Barberton
Barksdale ..

B. D. Shafer ...

l 1 .

Akron

1,

Burton

Purl. ill's

Bush

Butler

C

. ' i "

W.Vu.

Ohio
.W.Va.

Ohio.

.W.Vu

K. Patterson . . .
s. Burton

i'.'C.Biti. '.'.'..'.'.

H. II. Haddo.i

1 1
FT

F T i

i T i

PA 1\

C

l.k.Eil.

1 ' A w

I 'i

IKI

Barnesvllle .
Bai m -\ Hie
Barneei lite

Ohli
W.Va

Md

\v. w. Darby..
J. R.Lane..

F I I
FTC

Mctrop.
C o

'.'Ml
S.5O0

Barracks 1 1 1 ■ l

W.T.Bill

F T

1 • A \\

B00

\ .s. •■

Ohli

\ a

Ohio

I'ii

H \ a

. W.Va

illil.

J. M. Rice

F T

Halt.'.

00

Bartlow

i ambrldge

i iiii.'i-nii

Campbi
Camp i ■ i J i

1 Hill. '11

i apon Road
i arpi "'. i
Carter's Cei

Mill

Ohio
W.Va.

i ihlo
W.Va
...Md.

Va
Dl

1 Pap

Md

M. Ford]
u .C. Nesbltl

.1. w.i ale

V T (

]■' I' i
F T

r ii
p A »

r ii

Bartonvllle..

Bascom .....
Il.-ar Bun ....

J. T. Maloj

FT

i blcago

Becks 11 ii

i i . ii. - i. i
Mrs. c. \ . Smith

F
F T
1 Pi

i

Vallcj
Phlla.

Beec Qfl i

Bellngton

Bellaln- .....

r. \ . 1 t brail ..
i l Sherry
J . W. 1 iarher

1- 1
T C
F

I. A 1'
1 ,,

100

1".

,"

Ciirri-r.iir
i asselman . ..
' asseU's

1 III'.. Ilil

Ca\ <■ Station

C. A 1 M 1 ..

i .'.iiir i Ireek.

Cecil

('•liar Valley

C.-Ilti :i

i . nriil City
CentralMlnes
i entertoc

Del.

Pa

Ohio

W.Va
.. Md
...An
...Pa

...Va.

W.Va.

obi..
W.Va.

Ohio

.W.Vu

s. B. Miller
James \
Matb.'w spi-.-r

l
F T

1 1

Pills.

, ii

BelleA lew

Va
Ohli

Va
W.Va

Ohli
Md

Belleville
Bellew

C. A. Ingham

FTC

I k. 1 in-

1,500

Bellton
Belmont

r. Campbi
W. P. Evans

F T
FT

1 ' A »

C o

500

R. C. Merclcr..

M.I>. I.iri.liiin 1

l l
F 1

Hull..

\ alle;

65

Bidl-vllle ...
Belvedere .

J. G. Mason

F T

Wu.litii

:..i

W. Hottel

FT

\all. j

I....I

W.Va

Ind
W.Va.

I'ii
In.l

Benton

s. T. Gra
C.W.I '

s. 11. T.'i.

P. 11. l.-.liri

F T

F

FT
F T l

P A H
C O

St'sviile

■

Benton Ferry

Pi-Iiw 1 Jet

W. M. Thomas..
John R. Deegan.
1. K. i.rabam ...
w. T. Edmlston
S. P. Brubaker..

F T

T C

F

FT C

FT C

1 • A W
1' A W
I' A. W
1! S A P

Berlin

1,800

1. VI III
1,200

Berlin

i hiiiiiln't .Iml -• Ps

. town. \^ Va

11. w. Spessard

\ 5. ML 'Ii

W. A. Spcnglar

l .

F

T i

Berllnton ...

Berwyn . .

. Md.

.1. F. Keefauver.

l 1

Wash'tn

soo

ALPHABETICAL LIST OF TICKET AND FREIGHT AGENTS— Continued

Stations.

Agents.

i 1 ...

..f

Divisi .

l' In-

ii. ...

Stations

\ . 1 1

. lass
of

u-.-ii-

CV

Division.

Popula-
tion.

i harleatown . l J a.

Cheat Haven "

Cherry Camp-W.Va.

Cherry Eun "

CheBter Pa.

Pitts.
F M P
P i W
Middle
Phila.

200

30U
75

30,

W. S. Ober

Thos.W. Keesy..

R. Ii. scfton

A.M.D.Mullinlx

F T C

FT
1 1 .
FTC

Dickerson. .. -- . Md.
Dickson -- Ohio

Dllworth Pa.

lii.Miius Siding
(Passay'k Avel "

Dock Siding Ind.

Doe Gully ...W.Va.

1 lonaldson "

Dorsey 1 Wesley

Grove) — .- --Md.
Dorsey's Run — "

Doub "

Downerd's Ohio

Downs W.Va.

Doylestown Ohio

Driver Va.

Duckworth . ..W.Va.

Duffields "

Dull Pa.

Dunbar "

Dunbar Furnace. "

Dunning W.Va

Duquesue Pa.

E
Eagle Mines Jet .Pa.

K.Lkl.-'s Mill ....Md.
Eastman's Switch.

Ohlt
Eastern Branch

East Lexington .Va

l as ton.-. W.Va.

East Salisbury.. -Pa

Eaton. w.Va

Echo Ohio

1 cllpse Pa

11. 1 Meem

1 M 1. .reman..

FT
FT

Mem. p.

St'sville

200

150

Chei y * itaase — Md.
Chicago Ill

F. E. Scott
H.W.McKewin..

F.J. Eddy

F. E. Wavmaa ..
J. P. Fitzgerald.
E.B.RIttenhouse

TO
T C
T C
F
F T
F T

Audk'ni
I93S.C18
DptHar.

Lk. Erie
Phila.

rk St.
tfcstli av

2,200
200

.1

44 It

< hlcago Jet Ohio

Childs Md

B.C. Kohlenberg

FT

First

I'."

( II VA-TXTossOhln
Cincinnati "

M. Van Heyde ..
wm. Brcwn ....
C. 11. Wiseman .

T

T C
TC

Chicago

1 . Ii.
IhiVlne

C. N. Marshall ..

F T

Akron

1,200

i Ilarksburg .-.W.Va.

o. A. Annan

F T (

P& W

I.'

W. P. Pell

F T

Balto.

■j. 1.

Clay siding "

Clay Lick Ohio

Claypool's "

Clavsvillc Pa.

E.J. McCurdy ..

F T 1

Pitts.

2,500

I Hi: k '.

J. W. Ewlng

A. I.. Martin

F T
F T

I' 'I' C

Midland
CO

Pitts.

50
1,200

Arthur Klein .. -

T C

C. A.Wltzel ...
u . M. McConnell
o. N. Deltz
N. A. Roach —

T

TC
T C
FTC

epot.
500

i ri Sp'rS

Union H
Akron

Clinton Pa.

Clint. .n Siding. Ohio
( lokej \ llle Pa.
Clokeyvllle Jet.. "

W. C. Eakl.

F T

w ash'tn

,

T. F. .larrett

W. O. Grimes ...

F T
FT

Vallev

1 ' A W

M. W. Thompson

FT

Balto.

Coburg Ind.

B. c. Forbi a .

FT

' hi. :._

50

< ..i|. y's Ci .. — in-: "

Coglcy W.\ a

Eder Md

Edgemoor Ind

Edlnburg Va

1 gypt Pa

Colburn Mine "

Colfax ...W.Va

.1. o. Woodruff.
0.6 i arroli

F T

FTC

FTC

TC
T C
F

p & w

Wash'tY
Phila.
CO

100

3o6

1.000

l-J.-.,c.HJ0

Colgate Creek. .Md.

i olllngdale Pa

Eighty-Four "

R. D. Smith

T

Pitts.

75

E.Pagels, i .I'-
ll, s. v, llder ....
.1. s. Fairchlld ..

Columbus nlii.

Elk Ridge Md

F.llenboro W.Va

Ellerslie. Md

Elllcott City "

Ellrod Pa

Elm Grove ...W.\ a
Elm siding Pa

1 . E. Hubbard ..
1. c. Dawson . ..

FT
FT

\\ ;i-li*tn

P & w

ro

" .. "

C <.rd Del

C. w. Harvey ..

F T

Balto.

Confluence Pa

C. & O. Jet. "

E. E. McDonald

Fit

Allghy

1,200

A. F. Ltnch

F T

Pitts.

1,200

Couuellsville "

II. S. spear

F. A. Kail

FTl
TC

puts.
Pitts.

9,000
City

Consolidated Quarry

Engine House Sid-

Engle W.Va

Eureka Pa

.1. E. Burns ...

FT

Middle

511

Cook's 1 >»n.

Cook's Mills l'a

.1. M. Hall

FT

Midland

D. V. Btxler

F T

Pin-.

< lora M lues "

Ewiug W.Va

Extract Pa

F

Falrchance Pa

F'alrfield Va

Falrhope Pa

Fairmont W.Va

F M. & P. June. "
Fairview Pa

Farmingti.n ..W.Va
Faulkland Del

1 ayette Pa

Corinth W.Va

Cornwallls "

Coultersville Pa

E. I> Hoffman...

A. P. Lavelle . . .
MissM. A.

Thompson

F T
FT

FT

P & W
P & w

Pitts.

500

500

W. H. Ott

J. T. Patton

FT C
FT

Pitts.
Valley

1,000

Cove Run W.Va

Covington Ky

G. M. Abbott . .

T C

Ih&Sc'l

J. F. Pickett...

F T (.

1 ' ,v W

r...»Ki

Cowenlon Md

Crabtree "

(.'. W. Proctor ..

F T

Phila.

100

H m 1 1 her

F T

Phila.

30 1

Cranford Jet.. N'.T

Creston Ohii

Cromwell Ind

E. R. Harris

.i. Stel '/

.1. M. Trimble...

F
FTC
F T

N ■>
Akron
Chicagc

1.000

-.1 .1 1

P. W. Martin

Mrs. M. A.

O'Rourke

FT

T

P & W
Pblla.

JIM)

Cuba Ohio

Joseph H. Dodd.

M i . < larke ....
J. V. Mclvenna .

FT
T C
F

Midlam
Middle

30U
16,000

II. s. Burroughs

FT

Phila.

250

Felton Sldlng.W.Va

Ferguson Pa

Ferndale "

Fetterman W.Va

Fiery Siding ....Md
Finl.vvllle Pa

.1. K. Smith

FT

1 ' A W

I.IKI

Curtis Bay Md

C. H. White

F T

Curtis

Bay.

D

H. B. Jeffries ...

FT

Pitts.

7011

Fisher's Hill ....Va

Flagg W.Va

Flemlngtou "

Fleming's Ind

Floyd Siding .W.Va

1 oley Pa

FollvMills Va

Folsom Pa

Danner Va

A. Laughlln —

FT

1 ■ a n

500

Dau's Run W.Va

Darby Pa

Mrs. A.S.McDer

F T

Phila.

5.000

Davis ..Va

Davisvllle ....W.Va
Dawson Pa

A. Van Horn

ft'

Pitts.

"800

Mrs. L. A. Garrett

TP

Pblla.

:,.K.

Dawson Md

Forest Ohlc

Forest Glen Md

Forest Hill- Ill

Forestvllle Va

F'ort Defiance "

Fort Hill Pa

Foster W.Va

Fostoria Ohlc

Foustwell Pa

Frank "

Franklin Ohlc

Frankvllle Md

L.D.Saskill ....

FT

Metrop.

250

Decatur -Va

ii Hyde

W. 1'.. Griffin ..-.

F. S. Bowlliy...

C.E. Stevens

.i. a. Cook
\ I Bazler ....
I'l' oilman...
J. II. I.affertv ...

F T

FT (
F T C
FT
FT
FT
FT
F T (

Valley
Midland
Chlcagt
' hleaL-

Pitts.
Midlam

Balto
Chicagc

■inn
10,000
250
51 in
425
2011
2.000

Deer Park Md

Defiance Ohlc

Delaware Bend.- "

J. S. Rlchey

FT

\ aiiej

Demmler Pa

R. E. Holler

F TC

1 Ihlcago

s.ono

Dewing Mill Br. Pa

Owen Meehan ..

F T

c

200

Driving Mill Br.. "

ALPHABETICAL LIST OF TICKET VND FREIGHT VGENTS Conti

Stations.

(1.,..
..f

A.-.ii-

■ I.-,
*)

.

i,..i,

Frederick Md.

i r< di rli k J( r

I--, edei Ickton n ' »h!o

French ^ -\ a.

W. T. Mulllulx..
!•'. 11. Miller
\l. P. How. -
1. 1.. Kuykenda i

F I <
F T

F T ■
F T

Fred - , k
Ball

• k. I rl.

I'.alt...

•J. mm

II. i. 1..I.I

Herring Ituu HU

inltuuji I i' .

Hlcksvlllc .Mil.

M

lines Pa

W. 11 -..

1 1
1'

1 ■

Al. I ..ii
■

i M Lo

m leden ,

Frlendai tile . Md.

i'unksl'iw n *'

■ i raylor...
I. .i. Black

1
F T

s A .

Pitts.

...

llobbs '■'. '- ■

w . R. McCardcll

\. F. Mnhi.

F T
F 1

Balto
Metrop.

100
DUO

c

Galtber .... Md.
Galthcraburg .. "

Hocking Jet i'.

. . \ i homp ■ u
V.W.Bel

FT

1 '

I'M

4...

Hoke W.Vs
Uolgate ... Ohio

II .fields Ml

II. .lines Pa.

II. .lines W.Va.

11

M ilsapple l' i
Homer lo

ll I's Mill .. . M.I.

Hoovcravlllc Pa
lloult W.Va,

Hoyt'S ' .nii.rs 1 Ihli.
Hundred ..W.Va,

Hunt's niii.i

iiii-ti.ii .....

Must, .ti Pa.

Hutchison

linn. hi Md
Hyattsvflle

111 In litem l'a

1 1'.. A \\ JCI .HU"
IlimiMllli. Mil.

. hester
[udependence W.Va

Ingles

Inlniins Ind

Inverness.. —

li.nli.wn W.Va.

G apian d Md.

3. V. Gat.

r i

50

. w . 1 1 II

.. i . Mi'iic'i

1. .1. In

■ .1 II. inn el

W. H. Jol

E. Ii. Honlt ....

i . s. Ban
i. r.. w hlte ..
W.J. Mi, ill.

1 1

i ;
FT

i

l l
1 T

l l
l 1

PI I

, i,

Balto.

I'll!..
Pltl

P4 w
l.k. Erie

150

3.1"
100

Garret! Ind.

Garrett Pa

Garrett Park Md

Garrett SldtngW.Va.

< ;;isiMii .1 unction. "
rllle P

I. C. Smith...

L. A. Man

\1. .1. Morgan

il.'V. Api

i i .

F T
FT

ft"

i
Balto.

5. i, i

Gatcea ...Md.

Gelger

i ..... geton ii . . . < >nlo

German town . Md.

Gettj sburg Pa.

Gibson Junction "
Gthson'S Ohio

C. A. Mewshaw.
Chas. W. Myers

v. .1. Gallagher.

F T

T .'

FT

Balto.

500

II I ri ir

P. M.Lct

i m Mausneld

i
FT
F T (

i ■ ,-. ii
I'hlla.

"'. i.

...

(. lencoe - I (Mo
Glencoe Pa.

W. 'i. Simpson.
I. L.Snyder

F T
F T

i

Fill-.

- ;

a. K. n i in

R . are)

.1 \|. Hartley

FT
I' T
F T

Balto.

a to

MA »

1,,..

Glenford Ohio

Glenwood Pa.

Glover's Ohio

Glover Gap. ..W.Va.
Golden Ring.... Md.

Gorsuch "•

Grace W.Va.

Grand Calumet

Heights Ind.

Grafton W.Va.

s. R.Jol
J.N. ( rossland

F T
FT

I'llts.

HMI

R.OUO

A. G.Youst ...

FT

1 ' A «

...

I 'I.... |... \\ eish

FT

Henry Starr
Geo. w. Lowther
II. ii. Ponpert ...

FT

FT I

F

Chicago

1 ' A W

1 ' A \\

In i Hi D. .

J

Jiieks,,,, ... M.I

Jackson .... W.Va.
JacobB ' i eek .. 1'..

Jasper Mills .

Jessup M.l

Ml '■! tl > 1.. Dill

1 1

Mil hi.

Grassy Run Jcl Pa

100

i . rai tton n .... Pa.
Great CacaponW/V a.

J. 11. Osborne. ..
Mrs. A. Muhlen-

FT

FT
T C

P1U8.

Balto.

.....
100

C Ii. II."

1 ha., i, 1 nnil. hi

W. II. Harmon..

1 1
1 T

1 T

Pitts
Midland
Wash'tu

600

in.

Greencastle Pa.

11. W. Spessard

< . i . . ii Lawn Ohio

Johnsons "

Johnstown "

Jones .

.i •< W.Va

Jones' Siding "

Joppa Md

joyi e i Ipple P i
Junction i Itj Ohl<

I . \ 1 :

1 T I

S A 1

Green Spring W.Va

l' H.C.Norton .

W.T. Schultz..

W. B. Marlow ..
M. C. Young

F T
F T

1 1 .
1 T

Balto.
Valley

\ ki ...i

P A W

1 ■ i eeni Hie \ a

* . reenwlcb Ohio

Greenw l „ . W.Va

Griffin ....Pa.

1 1

Groi >■ - - Md.

«.im\ icity . ..Ohli
Guernsey Mines . *'
Guffey Pa

W.G.'Lli.ony"""

ft"

Midland

1.

.1. F. Burke

1 T .

st'si ;||,

11 HI

K

l. ,m. nv ii.-i .... W.Va.

Mis. T.K.I... veil,

FT

1' A U

H

Kaukc "in.

Keeling l'a.

Keedysville Md

Ke dj w \ a

K cnalne Md

KerneysviUe W.Va

Keyser W.Va

Kej bi Jet — Pa

Kendall "

K I amen si Del

K mh ill Obli

Klmmell Ind

King .W.Va.

Klnverbright Va.

Klrkersi Hie Ohl,
Knoxi llle .. . Md

knit; Md

L

Lake Pa

Lamond D. C

Landenberg Pa
I angdon D, 1
Lansdowne Mi
1 i Paz Ind

Ii PaJ .1.1

Latlmore Pa

>\ |i . offman"
\. n. Snyder..

F T '<

T C

Hagerstots a Md

C. P. Urown

FTC

15,000

Hull's Mines Ohii

]l;illl,.wh W.Va

I. A Hi., in Kys-
ter. Jr

FT

Valley

150

I

Ilalplne Md

ii. Peter .

M. s. Mclmtrlc

x\ . r.. Lauck .
J.J. Hoblltzell

F T

i .
FT

500

ii u ilcr Ohlu

J.I.Montgomerj

.1. F. Fields

F T

I •' T .

. blcag.
Balto.

800

Hancock .. . W.Va

1 ■ A »

Fin-

iiunm er M<!

... M.Miller....
.1. P. Barnltz .

F T
T C

rt'ael

30

p. ll. . smpb. n
A. M. Slen
.has. O. Clark

% AS 111 .

.] Rice Garrotl

A. Kn.il.i.

l l
FT

1 1'

F 1
K T

1

i

ll 1 ii.
|

I'..
Fit.-.

200

Hansroto W.Va

Harford ....Md
Harlan's Mill .... "
Harper'sFerryW.Va
Harrisonburg Va

Mart W Va

E. B. < nambers
J. K. Glenn

TC

F T <

Middle
Valley

'^..>H|

'"J50
100

Hatfield . ..lit.

1 1 a\ alia "

Havre de Grace .Md

Hays' Siding Pa

Hazelwood "

II nen W.Va

1 . A 11.1

\v. 1. Barron...

A. ('. i'laute ..."

FT
FT C

F T

lk I rl.
Ph .

Pitts,

300
4,000

;. ....

i .1. Stai k'l -.

T 1'. \l Rossmai
ii. I.. Kli a

«ii

\ Nie

:
1 1
1 T
F T
F T

I'hlla.

Phlln

(00
33

26

ALPHABETICAL LIST OF TICKET AND FREIGHT AGENTS— CONTINUED.

Stations.

,,,„,,

of"

Division.

Popula

turn.

Stations

AkpiiIs.

Class

..f

At'fii-

Division.

Popula-
tion

Laurel Md.

D. M. Fisher ....

FT

Wash'tu

'.'..".mi

Morgan's Ohi(

Morgantown . . W. Va.

Morgansvllle "

Mi. 11.11 Br. Jet. .Pa.

Mostoller "

Moundsvllle .W.Va.
Mountain Lake
Park Md.

1, A Bowman ..
w. c. McGrew..

F T
FTC

Midland

Pitts.

250

C. H. Faupel...

FT

Pitts.

;,iki

2.500

Lee's Siding.. ..Ohio

A. J. Jones . .. .
A. R. Sperry

FTC-
FTC

P & W
Middle

5,000

Leslie Md.

Lewis' Mills Ohio

Lexington '*

Lexington .Va

s. 1-:. ( annou

J. ii. Bell

C. Doudna

T. K. Jarrett

FT
F T
FT C
F T C

Pilila.

C ii
Lk. Erie
Valley

:.ii
6011

300

Mount. Airv "

W. P. Anderson.

F T

Hall...

.... 800

Mount 1 raw ii.nl, Va

Mount Cuba Del.

Mount de Clian-
tal W.Va.

W. 11. Wine

V T

Valley

I'l.lla.

Lime Kiln Md.

C, E. Remsberg.
G. M. Wolfe

M. W. Bl'.utrh .

F T
F T

F T

Balto.
Balto.

PUts.

.'mi
150

Mi iimi Moriab I'a
Mount Pleasant.. "

Mt. Savage .Ict.M.l

Mt. Sidney Va.

Mt. Sterling Olik

Mt. Vernon "

Mt. Winans Md

Moore's Jet Pa

Mis s. C. Miuzi.
S. W. Husband..
I. J. Mi Williams,
J. C. Corrlgan.

,1. W. ROSS

V. M. -tukey....
it Patterson.
G. W. Fowler .

F T
FT C
C. F

T

F T

F T C

F T 1.

T

Pliila.
Mt.lTst
A.

Pitts.

Valley
Midland
Lk. F.rh

Pliila.

Llneburg W.Va.

Linvllle Va.

Lifitle Pa.

Little CaeaponW.Va.

200

I. sun

Littleton W.Va.

Llanwellyn _ Pa.

M. Fahey

M i - Rosa Kli.'in

FT

T P
F T C

F T

P & W

Pitts.

A :-. I."
I' ,v \\

31 ill
600

11, HI

T-i

1,1 "10

Lodi Ohio

Long Run W.Va.

Long Run Pa.

i '. M. Garwood..
W.P.Broadwater

Muirklrk Md.

Mulllns l'a

E. B. Lear

FT

Phila.

200

N

Nappanee Ind.

National Road .Ohio
Nat 'I Transil 1 ,. 11

\. ifl's Obi.:

Newark Del

Newark . N. J

Newark 1 llii.

C. H. Whiteman

.1. F. Davis

FT C
FT

Chicago

St'BVllll

M

Madison Mills. .Ohio
Magnolia W.Va.

C. E. McGuire...
J. Z. Terrell ....

FT
F T

Midland
Middle

:;:,n

'.'.Jim
350

Harry Williams

1 .. smith

1 1 1 , jut

F. C. Bartholo-

F
F T 1

T 1

'1' C
F
F T
FTC
F T

1 11
Phila.

500
1,800

C O

Mannlngton . . W.Va

Z. W. Jones

F T C

e & w

4,500

31.

.1. I'. Parks

T. M. Clayton...

T. J. Rader

D. R. Long

s Smith

W. E. Kerr

T C

F

Lk. Erie

1-.

Mansiield Ohio

Newburg W.Va

New t loncord ..Ohio

New- Haven "

New Market Va

P A W

1 11

Lk. Erlt

Marble Hill Qu'y Pa.
Marlon "

Mark Centre... Ohio

J. N. Fordyce...
W. B. Conway .

F T
F T

i htcagi

Pitts.

1100

. ..1 \ .1
134 Broa
1140 Brc
■261 Broi
1:: in...
172 Broa
ill E. 14t
127 Bow
Liberty
Whlteha
Pier 22,
Foot W.
Pier '.'?,
Foot E.

MarkltMiMt ... Pa.
Market St. Pass. Sta,

('. 1'. Jones

11. Ii. Faroat ....
Thos.Cook & Son
11. Gaze & Sons.

A .1. (1. 'St. Till..

Raymond & W..
G.Falck

T C
T C

T C
T C
T C

T C

T c

T C
T C

F
F
F
F

dway.

adway.

Mai rlottsvlllc .
Marshallton .. Del
Martin sburg . W."V a.

U'm. Davis

.1. 1-, Willis
i.. W. Sam man
T. E. Auld, Frt .

FT

F T

I '

F

i:.i to

I 1

Middle

Hii
sun

10,000

dway.

h St.
ery.

Mayer Pa.

P. II. Marshall
P. H. Marshall. .
P. H. Marshall..
P. II. Marshall..

Newport .Mil

New Portage. .Ohio.
N. V. Am- . ii. C.

\. Y. Siding.. W.Va.
\ . O. C. Co.Tlpple "

McComas 1 Sid'g.Md.

Mc) ool' b Ind.

.1. E. Miles -

.1. A. Dlshon

-las. Henderson -
w. B. Peters....
Geo. Mars, Jr. .
Roth F & C

1 1
FT

FT

F T (
'1' i
1 i

i in. ago

St'sviile

St'sville

Pitts.

City

City

,1

150

'Js.iinii
< > in .-.■
Office

McCunevllIe ...Ohio
McElroy's "

Miss C. A. Terry

T

Balto.

McKeesport Pa.

"

McKenzle Md.

Norfolk Va.

J. w. Brown

T C

76 Main
164 Main

St.
St.

McLeans W.Va.

N..r. Avenue Md,
Nor. Baltimore Obli
Nor. M.nmtainW.Va.
Nor. Nell's Ohio

Norwich "

Nottingham Pa.
Nova Oblo

O

Oak Crest Md.

Oakeola Pa.

Oakland Mil.

O'Briens W.Va.
llella Md.

C. w. Jones

R. B. Kilmer....

F T C
FT

Chicago
Balto.

3,500

Media Ohio

Win. Melone ....

F T

C O

Melvln Ohio

H. Denica

FT

Midland

100

J. J. Deiter

F T

Akron

Mentzel, II. I>

Merrill I». C.

Meyersdale Pa.

V7.H. Habel
E. E. Rogers ....

L.F. Hoekett ..

!■' T (
F T
FT

Pitts.

Valley
Midland

2,400
500

soo

Middlrtuwn Va.

Midland City. ..Ohio
Midway "

1 ' F. Scnr ier.

FTC

1' A W

1,5110

Middle Island, W.Va.

Mllford Pa.

Milford Jet Ind.

ii i Davidson..

FTC

Chicago

1,200

Ogden Pa.

Ogden Avenue. ..111.

Ohio Pyle Pa.

Okonoko W.Va.

Old Junction Pa.

Millbrook Va.

11 S M.'Mltt ...
w. M. Mertens

FT
F T

Pitts.

Balto.

500
40

Miller W.Va.

Miller's Ind.

ii. W. Norton...
E. E. Shafer ....

FT
FT

Chicago
C

'300

.1.

Millersburg Ohio

Olney Ohio.

100th Street 111.

llpekiska W.Va.

i Ipequon Va.

npcquou W.Va.

Wm. Stanton...

B. L. Mathews..

S. S. Scblag

FT
FT
F T

. 11
1 hi. as'..
F M & P

Mills Pa.

Millville W.Va.

Mrs. M. R. Lynne
.1. \v. Gore

FT

FT

Pitts.
Valley

200

Millwood Va,

Milmont Pa.

Mineral Sld'g ..Ohio

i'.'c'.'ii'-ah".'.'."'.'.

F T

Valley"

Mint. Spring Va.

Orleans Road. W.Va.

Orr. "

Osborne Md.

( iBceola Pa

Outcrop "

P

Paddock Pa.

Paint Branch ...Md.

B. L. Blackwell.

F T

Ball...

Moat8viUe--.."W.Va.

(i. R. I'rice

F T

P A- W

3011

John Lanigan...

FT

Pitts.

Monrovia Md.

Monroevllle Ohio

Montana W.Va.

J. W. Sullivan ..
E. M. Barnett...
J. E. Watson

F T
FT C
F T

Balto.

Lk. Erie

Pitts.

50

.M » i

Morgan

C. S. Davis

FT

Halt...

ALPHABETICAL LIS1 OF flCKET AND FREIGHT AGENTS— Conti

Stations

Agents

Class
of

CJ

Dl

1'..,, "I.,-

1. ,,.

1 1 ...
.a

\... .
. 1

1

t

RlggS . ...W.Va.

Rlnard

Ripley Ind.

Rial Pa

.1. M. Hall

F T

Ml. II. .ml

,

Rlttmao mil"
Rlrerdale Md.
Rlvi rslde Pa
Rlrerton

. 1 Marshall

.1 . A . P. .

1 1
1 1

\l. 1. ...

G. B. Dunlap
W. II. Walker..

T (
F

i • a n

15,000

I'll' OH

i;.. i.i. ins i ■ ,

Robi rts '■

Robey Street... HI.

W. 11. Tyhursl

FT

i ii

700

c. E. Roblnsi ii

F T

Balto

Robins' Mines i ihlo
Rock Island Jc. Ill
Rockville m.i

Rockw 1 Pa.

Rocky II u

Ki.il.lv

Paw Paw w.Va.

C. T. Bel in

F T

Balto.

S. 1 Eastburn
F. R. Sapp

1 1

1 1 .

M

1 ' 1 1 1 -

00
1,800

i i. s. Fream
i.. De Saulles

F T
F T

1 • A U

Pitts.

Robrersvllle Md

Romania Pa

Roi \ W.Va

Roney's Point
Roaensteel Pa.
Roseby Rock .W.Va.
Roseville m.i

R .1 Top .. W.Va

Rot lesburg.. "

Roxbur] Md.

Knlv Slillng W.Va.

Russell Siding... "
S

si.i lalrsvllle Ohl<

st. < lalrsvllle Je. "

St. Denis.. . M.I.

st. Ind.

si. LouIs\ Hie ..Ohio

Sablna "

Salem W.Va.

Salesvllle Ohli
Salisbury June ..Pa.

Saltsburg "

SaltSprlng Bot'm "

saiulv W.Va

Sanil Patch Pa.

Sandusky Ohio

SanduskyPassDpt "

-ih.lv Hook Md.

Savage "

Scholl Pa.

Sclplo olih

Scottdale Pa.

Scott Haven
Seeley "

H. A. I: ,

FT

1'..

V,

Petroleum. fl .Va

1). M. Sharpnai k

|. •]

P & w

"

1 1 l-i....

1 1 1

Balto.

100

Phlla.

433 1 In -
i or. B'd
1962 Mar

m - n
1209 \ a

MS.lOtb
Mth&Ch
I2th& M
1005 rlie

,'HliAi Ii
Park Bt
Schuylk
Broad s
Pier 62.
Pier 24.
Pier n,
Pier 40.
L'gh \v
p & w

nun si
A 1 h'm
kri si.
ii. I

'.1 St.
si

I'Slimt.
arki-l
stnut.
eatnut.
atlon.
ill.
t.

UK. 12.
&Hwd.

IIINI

i. M . romwell
u 11 McCormlck
u . R. sinitli ....
M. Roaenbaum..
M. Rosenbaum
Raymond & W
C. D. cladding..
W. B.Conard....
i . S. Knowlton..
.1. 11. Franklin ..
.1. B. Franklin .
.1. B. Franklin ..

S. \. Steltz

.1. M. Graeve

\V. Sti'pliens

F. M. Booth

W. F..li'nklna...
W. ||. Gllroy....
.1. M. Deunlson

1 i
T C
T I
T ('
T C
T C
T C
T t'
TC

F

F

1
A F
A 1'
A F
A F
A F
A F
F T

T. 11. Bowie
C.H.I i-.-ijiw ill

1 1
P

1 ■ A tt

Phlla

inn

::

M..I. Fleming

1. W s.

F 1

r 1

PA U
W a-hlli

20

Philippl H .Va

.1. B. Longlcj
E. 0. M.nrl-
Mi- 1 RWllllams
s. Openlandi i
.1.1). Llnaabaugh
WBWoodmanaee
11. I. Roinbuugh.
W. F. Rose ...
U. M. Lynch

F T 1

F T

T

F T

1 1
F T (
FT
F T
F T

1
en

Phlla.

Chicagi

I.k. lal.
CO

P A W

1 1 .

Pill-.

1,

300

UK,

1,700

Sl«.

.150
100

Piedmont W.Va.

Ii. E. I'arke

FTC

1' A \\

;l.

i ■ i < i 1 1 i Lombard

si. Pa

F.v. Daugherty.
T. B. Tucker

K. A. 1. all. .flu r

FT

F T C

F

1 • 1 II -
Lk. Erie

...

■j:.,. Km

Plnkerton "

A. J. Stlen

FT

Pitts.

Pittsburgh "

Plane Wo 1 Md

R. E. Pyie

I E. Gregory
■I. J. McCormlck
s. J. Hutchison .
Louis Moeser ...

J. F. Erny

r. P. Mulllnlx...
J. F. Brown
Redman A. Hill .
I w I arpenter.
J.W.Melone....
Mrs.M. E.Snyder
(i. A. Miller
F. W. Mersler...

F
T C

1 1
T C
T <
T C
F T

FTC
FT
FT

1 1 1
F T

FT C
F I

Pitts.

5th A: W
639 Mull
Sinlthfl
616 Smlt
German
Balto.
Midland

C o
Valley
I.k. Erie

PIII-.

Pitta.

Balto.

100,

o< n[ Sis.

hli.l'l

.lAWi'r

lili.'l.l.

Hunk.

ion
jr.

1,500
150

E. B. Cbambera.
Dallas E. Waters

- .1 Be.

R. A. McQulggan

.1. W.Madore Jr.

F T
F

ft'

T ('
1' '| 1

Middle
Phlla.

. ttlcagi
pin.-.

Pills.

'.1,10

....

Pleasant Valley

Seneca Ohio

Sewlckley Pa.

Shaner.. "

Pleasant Vallej .Va.
Plymouth Ohio
Point Mills u \ a

.1. II. Osborne. . .
C. w. Aton

F T
F T

Pitts.

Pitts.

Point Marlon Pa.
Point oJ Rocks Md.

Sbawnee Ohio

Shelby "

Shelby Junction. "
Shenandoah W.Va
Shenandoah Jet.. "

sli. pin r.l D.C.

Snepberdat'n, W.Va.

Sherrick Pa.

Sherwood ' into

Shober Pa.

Showalter Vu.

Silver Run ...W.Va.

SllverSlde Del
Silver Spring . ..Md.

Simon's Inii.

Slngerlj Md.

Sir John's RunW.Va.
Sixtieth Strcel Pa
Sleepy Creek.W.Va.

Smiley Pa.

Smithfleld "

Smlthton "

Smlthton W.Va.

snow den Pa

Somerset .... (Hilo

Somerfield Pa.

Somerset "

Sonora Ohio

SiMiili Akron
S..111I1 1 hlcago 1 rl

Denol . Ill
South Chicago . i .on

mercla] \\ .-. i in

Souths 1 Del

row's Polol .M.I.

PI iT

R. F. McKee ...
J. C. Rosser

F T 1

1 1 .
F T C

Lk. Erie
I.k. Erie

1,000

11. ii. Beard
u. P. Hurley....
.1. s. Fleming...

F T 1

1
T 1

Pall..
Phlla.

250

Port Perry "

D.W. Stricken-

F T

Pitts

1,000

inn

p-.rt Royal "

T

T 1

Hall...

Potomac Md.

(i. M. Rawllnga
T. Bush

. 1 Pai on

FT

1 bicago

800

Powell . . W. Va.

Price Pa.

Prout'H Ohio

S. C. Proul
i leo. I'.. Kerfoot

A. .1. Bennett . ..

F T
F

F T i

I.k. FrI.'

Phlla.

( (i

I 1

Metro.

Providence MIU.Md.

Quaker City Ohio

0. T. White
H.L.McDonald

.1. .1 . Maxwell ...
i.n. IV money .

1 1
FT
T

1 1

Phils
Balto.

pi, iiu
Balto

r .

PHI-
PA U

500

KJO

M

H. D, fl 1.
H. F. I >n 11 In v
w..i. Trough ..

1 1 .
F T
F T

,.,,

Qulglej W.Va.

Qulnn's ( Irosa'g.Ind.

100

R
Raisin Md.

1.. A. Reharth
1. .1. Gallaghen
A. w. Banman
.1. w. Malone.

.1. W. Kii'.x
1 1 ^■l lyiiian

1: .1 Jen

Ml-- \ K IHS..1)

\. 11. Frerle ..

1- T 1
F T
F I
F T
F T

F

1 T 1
F T
V

St'svllle

PHI-.

Pitts.

1 .1

a kron

1 bicago

Phlla.

1,500
200

Randall W.Va.

Randolph .. .Md.

Rankin Pa.

Rapblne ...... Va

Rattlesnake Ohio
Rawllngs Md.

\. M Maee

1.. L. Lone

.1. Ii. Parker
w in Frayne ....
CM. Rawllngs

N

FT
FT
F T

F T

Balto.
Pitts.
Valley

Mlillan.l
Balto

.'.ii

-i ,

Reel's Mill- .. \iii

Reeavllle .. Ohio

James F. Denca

r l

Midland

224

Spencer's . Ohio

Springfield v. \ a
Spring Mill Ohio
Standard Pa,

Sliin.ll.v ....Ohio

M. II. VI

S. 1 . Mel lure
.1. 11. P.

1 1
1 T
FT

1 1,

Valli v
Balto.

.

Regea'r'sSwItcb Md

.John W. Howaer

T C

Balto.

I, 00

175

Relief. ... ...Ohio

A. I. Stlckney ..

F T C

i in, ago

Ridley .. .. "

Mrs. Em. Miller.

T P

Staunton Va.

w. <;. Moltett..

F IT

Valley

ALPHABETICAL LIST OF TICKET AND FREIGHT AGENTS— Continued.

Statler Mine — Fa.
Stateu Island J ft N.J

Staufler Pa

Steinman Md

Stephens City ...Va,

Stephenson "

Stepney M<1

Sterling Ohio

Sterling Minis Pa.

Sterrett -A a

Stewart W .A a

Stewarton Pa.

Stoyestawn - "

Strasburg -Tune .A a
Stroh'sSidingAY.A a

Sugar Hill i'a

Sugar Loaf Mil.

Sullivan Ohio

Suuian Ind

Summit -Ohio

Summit Pa

SummitPoint \\ .A a.

Suter I'a.

Swan (reek Md.

Swanton

Svkesvllle '

Syracuse Ind

C. A. Shannon.
F. c. Grove . ..

"W.L. McDonald

H. F. Berkebile
C. W. Spengler

FT

FTl

J. II. Milllkln ..
W. A. Clifford..
W.W.McMlllan

T.B.Farnsworth
A.J. Kelly...

Falrall

J. AV. Firovetl..
H. W, Buchholz

.D.(

..Pa

FT
F T
I' I

Takoma Park

Tavlor

Taylorstown — "

Teegarden Ind

Terra Alia... W.Va

Terra Cotta DC

TextorSldlng.AA.Aa

Thrace

Thomas —

Thorn port Ohio

Thornton Vt -Va.

Tiffiu Ohio

Timber Kldge.-.Va.

Tlmberville "

Tlntsman Pa.

Tip Top

Toll Gate v\ A a.

Triadelphia "

Trinidad D. C

Trlplett. Va.

Tub Mill Pa.

Tub llun "

Tunnel .. '

Tunnel No. 2

Tunnel siding ... '
Tunnelton.. W.Va

Turcks Pa

Tuscarora Md,

Twin Oaks Pa

I rrconnell ...W.Va.
Tyrone Pa.

C. M. Dlckersan

('.11. McXutt ..
C. A. Lemen...
J.K. Walker...

F T
FT

FT
FT
FTC

FT
F T
F T

H. N. Thomas..
W.. I. Smith ...
W. J. Painter..

A. .I.Bell

W. M.Chittun .

B. B. Martin .

Valley
Valley

Akron

Chicago

C

Valley

Pitts.

"p"&"w

Balto.
Chicago

Pitts.

Cllieau'"
I ■ A U

rep

F T

F I

I <
FT

A.J. Bonafield.

F. S. Fisher..
Mrs.E.B.AIullinx

Uflington W.Va,

Union Ohio

Dnlon (enter ...lml
I'll. Planing Mill la
Union Stock Yd- 111
Uuiontown (Ana-

costia) D.C

Uniontown Pa

University sta..D.C

Upland Pa.

1'rban Crest Ohio

Ursina Pa

Utica Ohio

J. s. Watson .

F. Norris

.1. X. Love

E. o. l'.urton ...

T. w. Roberts.

W.C. Black

W. A. Keys
Mrs. M. A. Terry

J. F. Schrock ...
w. C. ilsdorl ...

P&
Sfsville
P & W

Vailey

FT
FT

Metro.
Phlla.

F T
F T
F T

F

FTC

FT

T

FT

FTC

Valley Falls ..W.Va
Valley Mines — Pa

Vanatta's Ohio

Van Bibber Mil.

Pa.

\ mce W.Va.

Van Sickle Pa.

Vanclevesv'le W.Va.

Vaucluse Va.

Verona

Versailles Pa

Viaduct Md

Victoria Pa.

Vienna "

Volcano

Volcano Jet W.Va

w

Wade Siding.
\\ adesville ..

Walker

AValkerton .

John Bradshaw

Sam'] 0. Lyons

,i .1. Sullivan ..

J. U. r.illmeyer

J. H. Harkness

...Pa.

...Va.

W.Va.

Ind

Wallace -Pa

Pitts

. I.

i hicugo

Chicago

Phila.
Pitts.
Balto.
Phlla.

"Pitts."
Lk. Erie

F T
F T

Lk.Erie
Phila

FT

Geo. Swearingen

F. I: (run

E. Robinson —
C. L. Johnson ..

500

40

150
SOO

"80

SI III
91 » i

I. OKU
16(1

Kill

400

150

12,600

-.no
1,000

F T
F T
FTC

Valley
1' a w
Chicago

w alser'B

Waring

Warnock's .

AYarwick

Washington

...Ohio
....Md
...Ohio

.".".D.C

1,000

W.Va.
..Ohio
...Md.
■t. . '
nion
_.D. C
...Md.
....Pa.

Washington Pa,

Washington ..
Wash, i . II...
Wash, (.rove .
Washington Ji
Washington U
Stock Yards
Watersville ..

AVatson

Watsontown .

Watts

Wawasee

Wayehott

Waynesboro .
Webster

Welch

Welker

Wellan's

Wellsboro ..
Wells Siding.

Wm.WarnockJr

W. H. Ruch

E. J.Shutnati ...
H. P. Merrill...
R. Howser . .

.1. Lewis, Jr

M.DeVaugn

A. W. Tlddy ...

W. P. Barnes . .

H.P. Hill

W. F. Harrison

E. B. Evans

V England

,1. t . Russel

200

55

1,500

..Ind.
...Pa.

WA'a
...Pa
..Ohio

!""ind
W.Va

W. J. C. Jacobs

A. Brown

Thos. Maxwell.
J. J. Lower

H.B.Gar'd"!"

Wells Ci

West Alexander

West Broad st .Ohio
West Baltimore. Aid

West l hester Pa

West End W.Va

West End Pa,

West Meyersdale "
Westminster ...Md

West Newton "

Weston W. Va.

w est Overton "

Westport Md

West Salisbury. .Pa
West Siding. .W.Va

West Union "

West Va. c. Jet . "
West Va. & Pitts. "

West Yough Pa

Weverton Md.

Wheeler Pa.

AVheeliug ....W.Va.

F T
FT

F

T C
1 C
T C

F
T C

F TC Midland
F T Balto.
T Balto

C O

Akron

15thSt.&

619 Pa.
N.J.Av

Pitts.

Popula-

lion.

300
25

J -.11.

NY.Av
Av.
A I St
18,000

F

FT
FT

I (

!■' 1'
F T
FT

F T C

S.M.Bell. Jr.
A.J. Tailor..

1. AV. Andrews.

J. II. Krlchton

\[. It. Mara

H. AV. Lightburn

M. F. Riley ...
B. H. Mauisby .

F. Garha .

White.. Pa

Wlitte Hall "

Whitings Ind.

AYilfoug W.Va.

Williams Pa

Willard's Siding
i Race Street i . "

Wiliock "

Willow Creek. ..Ind
Willow Grove. .Va

Wilmington Ohio

Wilmington Del.

T.C.Burke, City
JohnBallle ..

1. K. Graham

J. K. Van Sickle

TC

FT C

TC

Phlla.
Balto.
Pitts.

P & W

Pitts.
Chicago

Chicago

Pitts.
Midland

50(1
100

70
50

FTC

II. W. Ware.

,1. c. Tucker ..
H. E. Sanders.

WIlsonburg...W T .Va

Wilson Pa

AVllson -Md

Wilson's Ind

Winchester Va

Woi; Summit, W.Va

Woodbine Aid

AVooddale Del.

Wooddale Cnia'v. "

Wood Md.

Woodell .. Pa.

Wood Siding — Md

Woodside "

Woodstock "

AVoodstock Va.

Woodvllle.. Ind.

AVooster Ohio

Wormian Run .. .Pa.

w. Overton "

Wyland "

Henry Granthan

II. A. Miller

J. F.HIggins...
.1. w. Brown —

T. B. Patton .

M. Dolan

A. ouings ...
John Conner.

J. E. Bowman . .
M. F. Quill

I i
T C
F

Pitts.

!■' I

FT
FT

FTC
T C

F
FT

FTC
FT
FT
FT

F. H. Cole

C, w. KIslIng..

i J -haffer...

Yates W.Va

Y _ oder Pa

York - Ind.

York Pa.

Yorklvn Del.

Yough Pa.

Youngs "

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J. A. Dale

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Pitt:

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A'allev
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J. H. Lee. Depot
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sp^m®'®i&s®iS)xe>xs)'t®m

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Vol. L

December, i897.

No. 3.

&S^

■W

CHRISTMAS NUMBER.

TABLE OF CONTENTS. Page

The Shades of Mannahatta (Christmas Story) Illus-
trated 1

A Souvenir (By Nels Anderson).. 6

The Nemacolin Path By William Gilbert Irwini

To Fleur-de lis (A 14

A Locomotive Shop (By William Dinwiddie) 15

Mark Twain's Elephant Rid. 16

Sandy's Salvation 16

Bearasleyism i Francois de Lamiir.

Hunting and Fishing Resorts on the B. Sc O 20, 21

Royal Blue Trains of the B. & O. ... 22

Pullman Parlor, Sleeping and Dining Car Service 23

List of Officers of B. & O . . . .

List of Ticket and Freight Agents on the B. & O

ILLUSTRATIONS.

"Little Golii 7

The Heart of the Allegll
Indian Creek

Old National Brid . 11

12
Will's Creek

or of Locomotive Shop 16, 17

k

"The Shades of Mannahatta."

Stop-Over

Privilege at

Philadelphia

A TEN DAY stop-over at Philadelphia is granted on all one-way first class limited tickets
to New York or points east thereof, via Baltimore & Ohio R. R. Passengers desir-
ing stop-over will notify conductor prior to arrival at Philadelphia, so that tickets may be
properly endorsed. Tickets must be deposited with ticket agent at B. & 0. station.
Twenty-Fourth and Chestnut Streets, Philadelphia, immediately on arrival, who will issue
exchange ticket good on all trains between Philadelphia and New York via Bound Brook
line, and which will be honored for passage from any P. & R. R. R. depot in Philadelphia
from which New York trains are run.

Qtop-O^cr

Privilcg

C at

.

(Jdasbington

NEW CONGRESSIONAL LIBRARY, WASHINGTON. 0. C.

A TEN DAY stop-over at Washington, D. C. is granted on all through tickets between
the East and West, via Baltimore & Ohio R. R. Stop-over will also be granted on
the return journey on round-trip tickets, within the final limit of such tickets, but not
exceeding ten days. Passengers desiring stop-over will notify conductor prior to arrival at
Washington, so that tickets may be properly endorsed. Tickets must be deposited with
ticket agent at B. & 0. station in Washington immediately on arrival, who will retain them
until the journey is to be resumed, when they will be made good for continuous passage
to destination by extension or exchange. This arrangement will doubtless be greatly appre-
ciated by the traveling public, because it will permit the holders of through tickets to make
a brief visit to the National Capital without additional outlay for railroad fare.

HIS WOODEN LEG RESTED OS OSE OF THE BIG BRASS ANDIRONS."

Book of the Royal Blue,

P in i. MON i m . i , i iii

.iK Departmem of rHE Baltimore & I Railroad

Vol. I.

BALTIMORE, DECEMBER, i

No. 3

THE SHADES OF MANNAHATTA.

CHRISTMAS Eve!
^ Peter Stuyvesant sat crouched in
his arm-chair before a cheerful log fire,
in the governor's mansion on the Isle of
Mannahatta, awaiting the arrival of his
quests. His wooden leg rested on one
of the big brass andirons; his long
stemmed pipe was caught lightly in his
fingers, and his lips tightened or relaxed
on its glazed tip, as at intervals he
poured forth a long stream of smoke
toward the ceiling.

Peter was only the shade of his
former self. He had come back to
earth in a spirit of curiosity, for he
had heard strange tales of happenings
in the possessions once governed by
him when he was mortal.

So on the eve of his patron saint,
the Good St. Nicholas, he invited a few
of his neighbor shades to spend the eve
with him at his old home. He had
preceded them to make ready the old
house which he had left nearly two
hundred and fifty years before. He
drew up the old chair before the fire,
and lighting his pipe began to smoke.

There was nothing to note particu-
larly in his smoking; but the smoke —
that was curious. It floated around his
head in great wreaths of limpid vapor.
Slowly it gathered, and through its
misty veil, the outlines of a face were
plainly discernible. Another glance
revealed the full outlines of a man.
He was tall, straight and commanding.
He wore a cockade, a wig and cue;
his old fashioned satin coat with lace
at the sleeves, his broad waistcoat,
knee breeches, silk stockings, the silver
buckles at his knees and on his shoes
betokened a Knickerbocker.

"Good evening, myn heer," said the

shade, and Peter arose and took the
hand of his distinguished guest, and
pointing to another pipe which lay on
the huge oaken mantlepiece, bade his
visitor be seated.

Soon the blue smoke from the two
pipes thickened ; and, behold ! out of it
came the sombre form of a plain old
man. His garb was that of a Quaker.
His long, curly hair, his smoothly shaven
face and folded hands were those of a
pious man. On his head he wore a
great beaver hat with broad brim turned
upwards at the sides.

"I trust I see thee well," said the
good old man, as he moved his chair
back from the fireplace to the wall to
rid himself of the heat as well as the
tobacco smoke, and sitting with his
hands folded, seemed ready to dive
through the thickening clouds from
which he came, into the ether again,
and with the aid of the wings of his
great hat fly away.

Again the smoke thickened, and two
opposing clouds from the pipes of old
Knickerbocker and Stuyvesant rolled
together, and from it suddenly appeared
the form of a gay cavalier, in high top
boots and spurs. About his royal blue
doublet was buckled his sword. A red
coat covered his frilled shirt. A gay
ostrich plume waved from his soft felt
hat, which he lifted as he entered the
presence of his host.

With a sweeping bow he graciously
wished his host and assembled guests a
merry Christmas. Such a flurry and
commotion was created upon his en-
trance that the blue smoke, now bluer
than before, had gathered quickly in the
opening left by this knight of olden
tunes, as he seated himself.

THE SHADES OF MANNAHATTA.

As though propelled by a great gust
of wind the smoke unraveled itself into
the form of another guest entirely unlike
any of his predecessors, as there was a
suggestion of the modern about him
which was not possessed by the other
shades.

"Friends and fellow countrymen !"
said the fourth shade as he laid his stove
pipe hat upon the floor, and thrust his
right hand into the breast of his waist-
coat, raising his left as though he were

with the Indians; Lord Baltimore, with
his "ancestry'' shining through him
from his curly locks and knightly beard,
to the flaps on his clumsy boots ; and,
last, but by no means least, the Senator,
bubbling with bluster and importance.
Peter Stuyvesant was a jolly host.
He had invited his four distinguished
neighbors of shadeland to celebrate with
him an event which made him proud,
on this memorable Christmas eve. The
wooden peg, which served him as

going to make a speech. "Pray be
seated," said Peter, rising, with a sug-
gestion of temper in his accent.

The last vestige of smoke had disap-
peared with the arrival of this last guest.
Whether it had blown away with his
entrance or had consumed itself in his
development was a conjecture. But,
it had disappeared, and in its place
were the filmy, transparent figures of
Peter Stuyvesant and his four guests —
Wouter Van Twiller, the blue stocking
Knickerbocker ; William Penn, silent
and pensive, he of the famous treaty

a leg, struck heavily on the oaken floor
as he stumped about the room serving
each of his guests with a great earthen
mug of beer.

Stuyvesant's select little group of
shades were not a very boisterous crowd
for a Christmas Eve celebration. Per-
haps they were a little ante-dated; or,
were fearful lest they would arouse
some of the celebrated anger that
Peter could stir up. When Peter was
in the flesh, most of his time was con-
sumed in solving knotty problems, and
that, together with his having to peg
along through life on a wooden leg,
had made him notoriously cross and
crabbed. Being ousted from office by

7J/F. SNADF.S OF MANNAHATTA.

death, the final scene in his great one
act comedy-drama as Governor of New
York might have made him worse. But
he was not crabbed to-night. He invited
his nearest neighbors to come over and
celebrate an event which his posh i in
had brought about.

While his guests were sipping the
vaporous home brew, which he set before
them, he busied himself getting out an
old parchment map, mildewed with age,
and unrolling it on the big oaken table,

sea. It was called the Isle of Manna-
hatta. Across from the foot of the
island, to the west and bordering the
sea, were rude lines, indicating a village,
and its Dutch letters, almost obliterated,
spelled the word "Communipaw." The
date on the map as near as could be
made out was "1607."

Peter stumped around the table with
his hands behind him, bending over his
guests, examining the map. He stopped
at the foot of the table and tugged

1

A »

I '1 *

had his guests draw up their chairs and
set their mugs down on the four corners
of the map to keep it from rolling up
again. Although Peter addressed his
guests in pure Holland Dutch, none of
the shades had any difficulty in under-
standing him.

At the head of the table sat Van
Twiller, and as he scanned the map
before him, his filmy countenance took
on an intensely interested expression.
The others only exhibited the usual
politeness that would be expected from
guests.

The map was that of a peninsula, or
more correctly speaking, an island, made
by a big river splitting on its way to the

fiercely at the ends of his little mustache
and gazed on the little town of Com-
munipaw, with its queer houses and
windmills. Surely they were not there
when the map was unfolded, but some
strange transformation had been going
on, for in clear outlines the village had
raised itself and signs of life had ap-
peared.

Van Twiller eagerly leaned forward

THE SHADES OF MAXNAHATTA.

on his elbows, appearing to recognize a
figure strangely like himself. It was a
man of importance, perhaps a leader,
for in fact, the people obe} T ed his will.
The scene changed and the figure was
swallowed up in the earth; and the old
man leaned back in his chair again,
assuming his former intense gaze. A
war whoop arose from a little band of
red figures, appearing on the island,
and William Penn mechanically leaned
forward and pacified the little group

sant became enraged. Forgetting that
he was nothing but a thin vaporous
spook himself, vainly gesticulated and
fumed, shaking his fists at the figures
before him.

Then there was a battle. The little
figure with a wooden leg had been hard
hit and then it disappeared from the
map. At this Peter's vengeance cooled
and he again became absorbed in the
map. The rapid transition continued.
While the little town of Communipaw

■

with a single glance. The little village
grew and new figures appeared. The
water which originally contained only
the queer Dutch ships and Indian
canoes, now had bigger ships of a for-
eign make.

Old Peter, like his guests, had re-
mained silent during all the strange
miniature pantomine. Suddenly loud
noises as from afar, arose from the little
settlement and undoubtedly the form
of Peter himself was plainly seen in the
midst of the assembled citizens of the
town. At the sight of it old Stuyve-

remained dormant, the Island was grow-
ing with settlements. The harbor and
rivers filled with vessels. The little
Indian villages were driven off the
island. Thicker and thicker appeared
the houses; streets upon streets were
portioning out the land. Soon the
island was filled up and settlements ap-
peared on each side of the wide rivers.
The noises increased. Then the build-

THE SHADES (>/■ 1/ tNN /// / TTA.

ings grew taller and the church steeples
higher. A great bridge spanned the river
from the southeast corner of the island
to the main-land. Trains of cars rushed
on the main-land tow aid the island from
all directions and unloaded then passen-
gers on boats, which hurried them to
landings in the city. Elevated trains
through the streets ran from one end of
the island to the other. On the surface
of the streets a long stream of cars were
pulled by an unseen cable, and all were

now watching the bulletins on the big
white signs in front of the newspaper
offices with intense interest.

All this time the original settle-
ment at Communipaw had grown com-
paratively but little. Peter noted this
and pondered. Suddenly he pointed to
the little village, as though he had found
the reason. Beautiful trains of the color
of Lord Baltimore's waistcoat pulled in-
to the station, from which crowds of
people were entering the ferry boats.

'

»•-■-■

ini.\ ing to and from the lower end of the
island, which the people called the
Battery. The great bridge was alive
with people and the two great settle-
ments were united in one big town.
Then there was more noise and great
tumult, for the people had decided to
call their cities by one name and live
under one government. They were
having an election, and the Senator was

Across to the island came the boats and
entered their berths under the big build-
ing, east of the Battery, which was
called "Whitehall Terminal." There
the people dispersed in the elevated
trains, cable cars and ferry boats and
were carried quickly to every part of the
big city, which the people called
■ ■ i rreater New York. "

It was Christmas Eve. The lights
of the city sparkled like miniature
diamonds, and the two million and a
half people were celebrating also. " By
the great St. Nicholas,'' said Peter
gleefully, "this beats Oloffe Kortlandt's
dream." [Copyrighted.]

A SOUVENIR.

A SOUVENIR ? What shall I say?
I'm but a puppet in the play,
The muse invoked doth flee away;
A souvenir ? What shall I say ?

About blue eyes? I do not know —
Unless upon the driven snow,
Dropped from the clouds to earth below,
Are bits of sky. If so, I know.

A dimpled chin? I've dimples seen
Upon the laughing water's mien,
When kissed by heaven's orbed queen;
Such dimples sweet, ah yes, I've seen.

Can I of golden tresses sing ?

I've seen the sun a halo fling

That streamed behind when he did spring

Swift downward where the shadows cling.

The cheek may borrow from the rose,
The brow from whitest Arctic snows,
The teeth from pearl the deep sea knows
The flower may bloom where poison
grows.

A souvenir I give to thee;
What token wilt return to me ?
Wilt with thy ruby lips decree
That thou art souvenir to me ?

— Nels Anderson.

Prom Ham ej ■■ Hagttinc

■LITTLK GOLDILOCKS."

THE NEMACOLIN PATH.

' I 'HAT part of Pennsylvania lying be-
-*- tween Pittsburg and Cumberland,
and traversed by the line of the Balti-
more & Ohio Road, is one of the most
historical sections of our country.
Its fame and scenic charms date far
back into the past; and in myth and
legend, in song, romance and story it
is famous locally, well known through-
out the whole country, and not entirely
unknown beyond Columbia's borders.

As the mind reaches back into the
years of more than a century ago, it con-
templates the solitary traveler bearing
his little pack of peltries over the same
route where to-day rush and roar the
locomotive and its lengthy train. For
years and years before that time it was
the great east and west highway of the
savages; for here ran the great Nema-
colin Path, and this Appian Way of the
savages was continually filled with sav-
age bands.

Along this route Washington jour-
neyed westward during the early days
of the French and Indian war, the route
of the ill-fated Braddock followed close-
ly that now traversed by the line of
"The Royal Blue," and later the old
State road meandered along this moun-
tain route and in the footprints of the
earlj' settlers followed the heavy ladened
pack horse. Then came the great and
only National Highway, and with it
came the white topped emigrant wagon,
the ponderous conestoga and the stage
coach — the lightning express of those
early days — and next the iron way of
the railway appeared to complete the
subjugation of the wilderness and to
hasten the development of this most im-
portant territory. Thus we trace the
evolution of travel and transportation of
the great route which is to-day con-

trolled by the Baltimore & Ohio System,
and its history, narrated in detail, is
one illustrative of progress on the
American continent.

In the great drama of American his-
tory which closed when the fond hopes
of the French for empire on the Ameri-
can continent went up with the smoke
which rose from the ashes of Fort Du-
quesne, George Washington was a cen-
tral figure in that momentous struggle.

The sending of young Washington
over these mountains upon the em-
bassy to warn the French out of the
upper Ohio Valley is an event in Amer-
ican history equal in importance with
the discovery of the continent and the
independence of the nation. It is an
all-important event in our history as a
distinct nation, for had that journey not
been made, the great and decisive con-
flict between the two leading nations of
the world would not at that time have
been precipitated ; the Lilies of France
would not have bowed before the Royal
Cross of St. George ; the expense of
that great struggle would not have fallen
so heavily upon England and she would
not have been tempted to further op-
press the over-burdened colonists with
heavier taxes in order to pay her war
debts.

This journey of Washington into
western Pennsylvania, while made in
the interest of England, was but an un-
conscious masterstroke In favor of the
American colonies which were so soon
to be endowed with the power and dig-
nity of free and independent statehood.
By the summer of 1753 French aggres-
sions in the region now embraced in
southwestern Pennsylvania had so far
progressed as to greatly alarm the col-
onists. At the suggestion of the British

THE HEART Ol [Hi Mil QHESIES.

THE NEMA COLIN PATH.

Council Lieutenant Governor Dinwid-
die, of Virginia, sent George Washing-
ton over the mountains to warn the
French to leave the region. On Novem-
ber ist of that year, the very day on
which he received his commission, he
set out from Williamsburg, and fifteen
days later he left Wills Creek, now
Cumberland, on his long and dangerous
journey through the unbroken wilder-
ness. He was accompanied by Christo-
pher Gist, the celebrated Indian guide

weeks for the journey which to-day is
accomplished in hours.

After his return from this first jour-
ney, it became evident that the French
meant to hold the western region, and
the following year Washington was sent
over the mountains by the same route
with a force to drive the French out of
the region. This expedition ended at
the Great Meadows, a few miles south
of the Baltimore & Ohio Railroad west of
the mountains. It was here the first

INDIAN CREEK.

and interpreter, six other white men and
two friendly Indians.

The route of their journey up Wills
Creek and down the Youghiogheny was
very nearly that now traversed by the
Baltimore & Ohio Railroad. But what a
contrast is presented between the region
as it appeared then, and now. Where
prosperous towns and rich fields now
appear all was then covered by forests ;
and through the wild woodlands ranged
the savage bands. Then it required

battle of the French and Indian war was
fought, and nearby the opening skirmish
of that great struggle which extended to
both sides of the Atlantic and which was
really the signal for two great revolu-
tions : for the one which gave to Amer-
ica her independence, and for the strug-
gle which swept away the feudal institu-
tions of Europe.

It was while the forces of Washing-
ton lay at Fort Necessity, which they
had constructed at the Great Meadows,

THE NEMACOLIN PATH.

this opening skirmish occurred. Wash-
ington received information that a body
of French forces were in the neighbor-
hood, and on the night of May i\\\\ a
messenger from Tanacharison, or the
Half King, a friendly Indian chief, con-
firmed the information. At once Wash-
ington led a party through the intense
darkness to the Indian camp, and ac-
companied by the savages they pro-
ceeded to the French camp which had
been located in a dark ravine in the
mountains. Just at daybreak Washing-

mounted by a cross which tells of his
creed but not his nationality, can be
seen the grave of Jumonville. When
LaFayette visited this country, he made
a pilgrimage to the grave of his illustri-
ous countryman. ] ;
Just a month after this preliminary
struggle the French forces appeared in
greater numbers before Fort Necessity,
and he was compelled to capitulate.
He, however, obtained most honorable
terms and was allowed to take off all
artillery, provisions and other belong-

T11K OLD NATIONAL BR I

ton gave the signal to fire and the shots
which rang out among the mountains of
Fayette County upon the misty air of
that late May morning are the most
famous in history. The French leader,
Jumonville, and nine of his men wereslain
in this engagement. The remaining nine-
teen surrendered. The dead French
leader was laid tenderly to rest in a
shallow grave which Washington's own
hands helped to shape and there to this
day marked by a pile of stones sur-

ings of the army. This first lesson in the
uncertainties of the art of war must
have made a lasting impression upon
Washington. Old Fort Necessity was
long the object of curiosity to visitors,
but it has now almost entirely disap-
peared ; only the lines of the old fort
remain. About forty years ago a
monument was dedicated, but was ni
completed. Now the Daughters of the
American Revolution propose to restore
the old fort and to erect a monument.

THE NEMACOLIN PATH.

For many years the land whereon this
early struggle occurred was owned by
Washington.

In 1755, General Edward Braddock
led his army over this same mountain
route. Owing to some difficulty regard-
ing the rank of the colonial officers,
Washington resigned but was finally in-
duced to accompany Braddock as an aid.
The story of this ill-fated expedition is
too well known to be here narrated.
From the time the imperious Braddock
touched our shores until he received his
death wounds upon the banks of the
Monongahela he never ceased fuming
and fretting and swearing. While he
continually scoffed at Washington's ad-
vice before the battle, it was to him that
the haughty Briton gave the orders for

been somewhat changed through the in-
tensity of modern life, the landscape
still forms a picture romantic enough to
make the heart of an anchorite rejoice.
Westward from Cumberland the scenery
is delightful. The narrows a few miles
beyond present as fine a picture as can
be found anywhere; and still farther are
Big Savage and Little Savage moun-
tains which rear their heads majestically
against the pale blue of the sky. The
Big Crossingwiththe queer old-fashioned
stone bridge on the line of the old
National Pike soon catches the eye of
the traveler.

Now we are in the valley of the
famous Yough. The bold mountains
rise vindictively to hem in the dashing
waters of this ornate mountain stream.

'THERE liAMIKs DEFIANT TIIK DARE-DEVIL YOUGH."

the retreat; and Washington read the
burial service over the mistaken, wrong-
headed leader's grave.

Braddock's grave is on the old
National Road not far from Fort
Necessity, and here among the pictur-
esque hills of Western Pennsylvania he
sleeps on in silence. Dunbar's Camp is
another historic place. Go to the moun-
tains and there the pastoral sons will
point out to you these places and recite
to you their fascinating history.

But aside from the flood of history,
the country traversed by the line of the
"Royal Blue'' in the Keystone State
has other charms and beauties. Judea
had no such verdant hills and the valley
of the Nile is no more fertile. In early
days this section was a wooded paradise,
and while the face of the country has

The Youghiogheny is famous in song as
well as in story. Of "The Dare-Devil
Yough " the bard has sung:

"Where the bluff Alleghenies rise rugged and rough,
And fetters and bars of a continent forge,
There dashes defiant the dare-devil Yough,
Through rocky ravine, deep dell and grim gorge.
To this river I drink; for akin to my blood
Is its torrent so bold, and so buoyant and free;
Braving bowlder and crag with impetuous flood,
As onward resistless it rolls to the sea."

Here in the mountains are numerous
attractions to pleasure seekers. Ohio
Pyle and Markleton are famous resorts.
This section is a paradise for the hunter
and fisher and hundreds of sportsmen
well know its charms. Back in the
mountains a short distance is the cele-
brated "Delaney's Cave" which has been
explored for miles. The "White Rocks"

THE NEMACOI.I.X /' / III.

13

is a locality upon which a popular
novelist has hinged a fascinating tale
and the traveler through this region he-
holds the great rocks standing out in
defiani e

Farther to the west the line traverses
the greatest coke region in the world.
The Connellsville Coke Region has long
held pre-eminence in the world of coke
and to-day it maintains with ease its
foremost position. As it nears Pitts-
burg the line threads in and out of a

myriad oi diversified industrial estab-
lishments. The trip down the Monon-
gahela is a delightful one and the great
iron City is the climax of a pleasant
jnunn \

The numerous branches of the Balti-
more & Ohio Railroad reach out to
almost every part of southwestern
Pennsylvania and West Virginia. The
beauties of this wild and picturesque
section are legion.

W11 1 1 wi ( iii.m.KT Irwin.

WILL'S CREEK.

TO FLEUR-DE-LIS.

r\ FLEUR-DE-LIS! O, Fleur-de-lis.'
^^j Where'er I glance thy form I see;
Art would be nothing but for thee,
Thou emblem fair of royalty —

O, Fleur-de-lis!

*?/•

T

O, Fleur-de-lis! O, Fleur-de-lis!
Thy shapely curves have won with ease;
I worship thee on bended knees —
Dame Fashion's favorite fad to please,
O, Fleur-de-lis!

O, Fleur-de-lis! O, Fleur-de-lis!
Where'er I go, my vis-a-vis,
Thy spear-head form I ne'er can miss,
Why is it thus, I've come to this,

O, Fleur-de-lis?

A LOCOMOTIVE SHOP.

"DEKHAPS next to a great modern
•*■ rail-mill under full blast at mid-
night, with the thunderings of its might}'
rolls, and the horrible dull-red glare of
a hundred tons of red hot metal, an up-
to-date monster railroad locomotive-
erecting shop will hold and fascinate
the mechanical genius by the very mag-
nitude of the operations carried on
within the plant.

There was a time, less than twenty
years ago, when the operations of a
locomotive engine-building and repair
shop were not nearly as marvelous or
ponderous as they are to-day, but that
was when the locomotive weighed one-
half in tons, and developed but two-
thirds the speed of the modern railway
monster. In fact, we were then quite
content to applaud such seemingly phe-
nomenal speed as forty miles an hour,
while to-day we grumblingly complain,
under the stress of high-pressure civili-
zation, of any rate of travel which
hustles us between distant cities at less
than sixty miles an hour.

One of the most representative and
interesting engine-erecting shops in
America, outside of the great Baldwin
Locomotive Works at Philadelphia, is
the shop and plant of the Baltimore &
Ohio Railroad Company, at Baltimore.
Its chief interest lies in the multiplicity
of new labor-saving devices and ma-
chinery, which permit of a maximum
output with a minimum amount of ardu-
ous physical labor. In this plant every
recent invention and facility, which has
proven itself of strictly utilitarian value,
has been introduced, and it is simply
marvelous to the tyro in heavy mechan-
ics to see how rapidly and expeditiously
great eighty-ton engines can be thor-
oughly overhauled and turned out in
perfect running order.

This particular building, which lies
in a maze of machine shops, blacksmith
shops, foundries and car works, all con-
tributing their share to the needs of a
vast railway system, is 384 feet in
length, and seventy-three feet in width.
Underneath the massive skylighted roof
and within the four white walls, kept

immaculately clean, are three equidis-
tant longitudinal tracks, with long
trenches or pits cut between the rails.
The center track alone offers ingress and
egress for the building, while the two
side tracks are used almost exclusively
for engines in various stages of con-
struction and repair. Twenty of the
great locomotives known as 1300's can
be placed end to end on these two great
tracks at one time. When an engine
comes into this shop on the center track
it is transferred quickly and tenderly to
a designated berth on one of the side
tracks by the aid of two great electric
cranes, with a lifting capacity of more
than fifty tons each. So easily is this
accomplished that one almost fails to
realize the tremendous output of power.
In actual practice, when an engine comes
into the shop for repair, the cranes may
be at work on minor lifting jobs at oppo-
site ends of the room. It should be
stated that the}' are what are known as
traveling cranes, or huge steel trusses,
which reach from side to side of the
narrow way of the building, and run
back and forth on steel rails high up on
each side wall. Each is operated by a
single powerful electric motor, controlled
through the skillful manipulations of a
motorman who is suspended in a wire
cage from the traveling truss. The mo-
torman, by turning one little handle to
the right, scurries up through the build-
ing on the side rails; by turning
another, the huge grapple or tackle
slides from one side to the other of the
building, and by still another, he lowers
or raises the tackle. So it will be seen
that every particular square inch in the
building can be reached by the derrick.
It is extremely fascinating to watch the
motorman manage one of these giant
derricks with apparently the same ease
with which he draws each breath, and
it is seldom that he does not engage in
all three movements at the same time,
hurrying up the room while the trans-
verse car moves across to some selected
spot, and the ponderous tackle slowly
drops toward the floor, touching quite
often upon the exact spot where lifting

i6

A LOCOMOTIVE SHOP.

is to be done at the precise moment of
cessation of all other movements of the
machinery.

It has been pointed out that when
one of the huge locomotives is to be
carried to a side track both derricks are
required: on such occasions one derrick
carries suspended an immense rectangu-
lar steel frame which fits around the cab
and under the rear end of the boiler,
while the other carries a massive hempen
rope loop which is passed around each
end of the forward truck-frame. This
rope is a curiosity in itself, composed as
it is of hundreds of perfectly straight
strands of hempen string, and covered

difficulty, and the life of such a cable is
many times that of any other form here-
tofore employed.

The actual manufacture of the vari-
ous and intricate parts of a locomotive
takes place in the surrounding shops,
where the specialized machinery is so
intricate that nothing short of a treatise
on locomotive building would permit
one to describe it, and in the erecting-
shop only are these separate parts, com-
ing from all directions, assembled into a
complete and perfect engine, ready to
go out upon the road and travel a hundred
thousand miles or more before the neces-
sity arises for overhauling and repair.

LIFTED FROM IT:

KS BY ELECTRIC (RANKS.

with heavy burlap, and held in place by
a single spiral wind of similar cord. It
is said that this cable is the final out-
come of exhaustive experimentation by
the Baldwin Locomotive Works, for the
best material to suspend the tremendous
dead weight of forty tons. It seems
that steel and twisted and woven rope
cables are entirely unsuitable, the first
having an extreme tendency to curl and
tie itself into unmanageable knots, and
the second invariably breaking after short
use by the tangential strains produced
in the fibres which do not run in the
direction of the pull. The great mass of
perfectly straight fibres obviates this

In putting an engine together or
overhauling it after it has run its time
limit, the erecting-shop performs its
functions through the aid of steam, cold-
water and air-pressure pipes and pneu-
matically-driven machinery, leaving all
the heavy lathe work, cylinder-boring,
etc.. to their respective departments
outside. Perhaps the greatest econo-
mizers of time and labor are the various
pneumatic devices to be seen in this
shop. Ever}' inch of steel and iron is
drilled by the pneumatic-engine drill in
place of the old-fashioned and laborious
hand-ratchet drill. It is said that this
drill which simply races through the

./ LOCOMOTIVE SHOP.

i7

iron, driven by the rotary air motor, is
capable of doing three or four times the
amount of work performed by the old-
fashioned method. And again, the
pneumatic hand hammer and chisel
which are in constant use lure, are the
most unique inventions of the age,
accomplishing as they do almost auto-
matically, guided only by the hand of
an operator, the riveting of boiler-plates
together, the cutting out of dozens of
flues in the boiler, or calking new flues
into place with a rapidity which is simply

or particular skill of hand is required
of the man who climbs through the
narrow fire box door to tighten up a
m 1 of tubes, trailing behind him as he-
goes, a little hose-pipe carrying ninety
pounds to the square inch of com-
pressed air. He places the machine in
contact with the raw, projecting edge,
presses a little button, and, in the
shocking din created by the lightning
blows, moves the implement round and
round, the edge of the steel taking on a
smooth and finished surface apparently

INTERIOR OF LOCOMl -II x 1 ERECTIXU SHOP. MT. CLARE, BALTIMORE, >1I>.

astounding. As one steps inside the
erecting-shop to-day the deafening re-
verberations of sixty blows a second from
these riveters and hammers and calkers
playing on the empty boiler shells greet
the ear with an incessant roar, in place
of the old bang, bang, of the hand ham-
mer. Instead of requiring ten minutes
to drive down the projecting end of a
quarter-inch steel flue so that it shall be
absolutely steam tight, only fifteen
seconds are needed by the operator to-
day to produce a far better finished
piece of calking. No precision of eye

as easily as one would mold a bit
of wax.

The last stage in the assembling
operation before the engine leaves the
erecting-shop for its trial run upon the
tracks of the outside yard, is the care-
ful testing of the boilers under cold-
water pressure and then under steam.
and perhaps even the speeding of the
machinery itself while suspended in the
air by the electric cranes.

The Mount Clare shops boast the
proud record of having turned out the
earliest of American steam locomot

i8

A LOCOMOTIVE SHOP.

and of having been the seat, for years
and years, of the greatest activity in rail-
road equipment. Over 800 engines
have been completely built within its
walls, and it is only within very recent
years that this company has availed
itself of the assistance of outside firms
in construction work, and, while their

latest innovation in wonderful high-
speed engines, known as 1300's. were
constructed by the Baldwin Locomotive
Works, the working plans and designs
and specifications were the outcome of
years of careful training of the engineer
corps of the Baltimore & Ohio Com-
pany. William Dinwiddie.

MARK TWAIN'S ELEPHANT RIDE.

TO the elephant stables and I took
a ride, but it was by request — I
did not ask for it, and I did not want it,
but I took it because otherwise they
would have thought I was afraid, which
I was. The elephant kneels down by
command — one end of him at a time —
and you climb the ladder and get into
the howdah, and then he gets up, one
end at a time, just as a ship gets up over a
wave; and after that, as he strides mon-
strously about, his motion is much like
a ship's motion. The mahout bores into
the back of his head with a great iron
prod, and you wonder at his temerity

and at the elephant's patience, and you
think that perhaps the patience will not
last; but it does, and nothing happens.
The mahout talks to the elephant in a
low voice all the time, and the elephant
seems to understand it all and to be
pleased with it, and he obeys every
order in the most contented and docile
way. Among these twenty-five elephants
were two which were larger than any I
had ever seen before, and if I had thought
I could learn to not be afraid I would
have taken one of them while the police
were not looking.

SANDY'S SALVATION.

a AN' hoo's the guid wife, Sandy!"
-^*- said one farmer to another, as
they met in the market place and ex-
changed snuff boxes.

"Did ye no hear that she's dead and
buried?'' said Sandy solemnly.

"Dear me!" exclaimed his friend
sympathetically. "Surely it must have
been very sudden?"

"Aye, it was sudden," returned San-
dy. "Ye see, when she turned ill we

hadna time to send for the doctor, sae
I gied her a bit pouther that I had lying
in my drawer for a year or twa, an' that
I had got frae the doctor mysel', but
hadna ta'en. What the pouther was I
dinna verra weel ken, but she died soon
after. It's a sair loss to me, I can
assure ye, but it's something to be
thankfu' for I didna tak' the pouther
mysel'." — Spare Moments.

BEARDSLKVISM.

COME claim it is original, and some claim it is not;

Some find it is just natural, but most think it is rot.
Perhaps it is Dutch Gothic art that's over Japanesed.
Perhaps 'tis pre-Raphaelism most awfully diseased.
But in my humble ignorance of all that touches art, —
The Bible having taught me to give each one his part, —
I've come to this conclusion: that this ,; art's'' origin
May safely be accredited to whisky or to gin !

— Francois de Lamore, <j~ .

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CONDENSED SCHEDULE

ROYAL BLUE TRAINS OF THE B. & O.

EAST AND WEST.

& O. ROYAL BLUE TRAINS FROM WASHINGTON,

AND NEW YORK.

BALTIMORE, PHILADELPHIA

EASTWARD

NO- 5IO
EXCEPT
SUNDAY

NO. 5 12
EXCEPT
SUNDAY

NO. 508
EXCEPT
SUNOAY

NO. 524
OAILY

NO. 506
DAILY

NO. 5U
OAILY

No. 522
SUNOAY

Lv. WASHINGTON ■--- -

Lv BALTIMORE, Camden Station ..
Lv. BALTIMORE, Mt. Royal Station

Ar. PHILADELPHIA -

An. NEW YORK, Liberty Street —
Ar NEW YORK, Whitehall Terminal

7.05
7.55
7.59
10.15
12.35
12.40

8.00
8.50
8.54
I 1.00
1.20
1.25

10.00
10.50
10.54
12.53
3.00
3.05

12.05
12.57
I .01
3.09
5.35
5.40

1.15
2.15
2.20
4.35
7.00
7.05

3.00
3.49
3.53
5.56
8. 10
8. 15

5.05
6.00
6.04
8.19
10.40
10.45

12.01
1.15
1.26
3.55
6.52
6.55

9.00
9.50
9.54
12 00
2.20
2.25

& O. ROYAL BLUE TRAINS FROM NEW YORK TO PHILADELPHIA, BALTIMORE

AND WASHINGTON.

WESTWARD

No. 505

DAILY

NO. 517
EXCEPT
SUNOAY

No. 501
DAILY

NO. 507
DAILY

No. 509
EXCEPT

No. 625
OAILY

No. 503
DAILY

Lv. NEW YORK, Whitehall Terminal

Lv. NEW YORK, Liberty Street

LV. PHILADELPHIA

Ar. BALTIMORE, Mt. Royal Station
Ar BALTIMORE, Camden Station
Ar WASHINGTON -

4.30
8.00
10.04
10.08
I 1.00

7.55
8.00
10.26
12.41
12.45
1.40

10.00
10.00
12.20
2.26
2.30
3.30

I 1.30
I 1.30
1.37
3.36
3.40
4.30

2.00
2.00
4.20
6.42
6.46
7.50

3.25
3.30
6.42
7.49
7.53
8.46

4.65
6.00
7.30
9.32
9.36
10.30

5.55
6.00
8.36
10.41
10.45
I I .45

12.16
12. 15
3.36
6.06
6.15
7.30

Pullman Cars on all trains.

B. & O. ROYAL BLUE TRAINS TO ALL POINTS WEST AND SOUTHWEST.

WESTWARD

EXPRESS
OAILY

NO. 9
EXPRESS

NO. 43
EXPRESS

NO. 5
LIMITED
OAILY

NO. 55

EXPRESS

DAILY

NEW YORK, Whitehall Terminal

NEW YORK, Liberty Street

PHILADELPHIA -

BALTIMORE, Mt Royal Station-
BALTIMORE, Oamden Station —

WASHINGTON

PITTSBURG

AR WHEELING -

AR COLUMBUS

Ar TOLEDO -

AR CHICAGO -

Ar CINCINNATI

Ar INDIANAPOLIS

Ar LOUISVILLE --■

AR ST. LOUIS —

Ar ROANOKE

Ar KNOXVILLE - -

Ar CHATTANOOGA

Ar MEMPHIS

AR NEW ORLEANS

I 0.00 am
10.00 AM
12.20 pm
2.26 pm
2.40 pm
3.40 pm

2.00 pm
2.00 PM
4.20pm
6.42 pm
7.00 pm
8.05 pm

8.20 AM
I 1. 35 A*

3.25 pm
3.30 pm
5.42 pm
7.49 PM
7.68 pm
8.50pm
6.35 AM

5.55 PM
6.00 pm
8.35 pm
10.41 PM
I 0.65pm
I I .55pm

4.55 pm
6.00pm
7.30 pm
9.32pm
9.40 pm
10.30pm

4.30 am
8.00 AM

li i i.J ■■•

10. I 2 AM

I 1.05am
8.00 pm

I2.I6NT
I2.I5NT
8.00U
10.04 m
I 0.26 IX
I I.26UI

8. I 6 am

9.00 pm

2.55 pm
6.35 pm

12.25 pm
6.40 pm

I0.50P"
7.36 am

I2.00NN
2.50l»
7.00 am

7.60 am
4. I Opm
7.40 pm
7.26 am
I I ,20am

Through Pullman Sleepers to all points. NOTE— On Sundays A/0. 9 leaves New York at 1.55 p. m.. Philadelphia 4 20 p. t

B. lV O. ROYAL BLUE TRAINS TO ALL POINTS EAST.

EASTWARD

No. 2
LIMITEO
DAILY

NO. 4

EXPRESS

DAILY

NO. 6

LIMITED
DAILY

EXPRESS
DAILY

No. 10
EXPRESS
DAILY

NO. 44

EXPRESS

DAILY

No. 46

EXPRESS

DAILY

Lv. CHICAGO

Lv. TOLEDO

Lv COLUMBUS

Lv. WHEELING

LV. PITTSBURG

Lv. ST. LOUIS

Lv LOUISVILLE

Lv. INDIANAPOLIS

CINCINNATI

NEW ORLEANS

MEMPHIS

CHATTANOOGA
KNOXVILLE ...
ROANOKE

Lv

LV.

LV.

Lv

LV.

Lv.

Ar WASHINGTON

Ar BALTIMORE, Camden Station --■

Lv. BALTIMORE. Mr Royal Station

Ar. PHILADELPHIA -

Ar. NEW YORK, Liberty Street

Ar NEW YORK. Whitehall Terminal

4.55 pm
8.55pm

2.45 A*

3.30 pm

I 0.25 am

8.20am

2. 15 pm

2.351"
8 15m
7.55am
12.05 pm

8.05 am

6.00 pm
12.25 am

12.35pm

1.05pm
2.05pm
2.20pm
4.36pm
7.00pm
7.05pm

6.47 am

7.50am

7.59am

10. I 6 am

12.35 pm

I 2.40 pm

4.50 pm
5.65 pm
6.04 pm
8. 19pm
10.40 pm
10.45 pm

I 1.56 am
12.53pm
I .0 1 pm
3.09 pm
5.35 pm
!i.40 pm

6.35 am

7.50am

7.59am

10. I 5am

12.35 pm

I 2.40 pm

5.30pm

8.00 pm

8.30 am

12.05 pm

10.45 pm

7.30»m

8.45 am

8.54 am

I I .00 am

I .20pm

1.26pm

I 1.20pm
1. 00 am
I .26am
3.56 AM
6.52 am
6.55am

Through Pullman Sleepers from all points.

THROUGH PULLMAN PALACE CAR SERVICE.
PULLMAN DINING CAR SERVICE.

ROYAL BLUE TRAINS OF THE B. & O. FINEST SERVICE IX THE WOR1 I ». SOLID
VESTIBULED TRAINS. PARLOR COACHES.

BETWEEN WASHINGTON, BALTIMORE, PHILADELPHIA

AND NEW YORK.

No. 528.
No. 510.
No. 512.

No. 508.
No. 502.

No. 524.
No. 506.
No. 514.
No. 522.

No. 505.

No. 517.

No. 501.

No. 511.

No. 535.

No. 507.

No. 509.

No. 525.

No. 503.

No. 515.

EASTWARD.

Buffet Parlor Car Washington to New York. Dining ( 'ar Washington to Philadelphia.

Buffet Parlor Car Washington to New York. Dining 1 11 Washington to Baltimon

Five Hour Train. Parlor Car Washington to New York. Liming Car Baltimore to

New York.

Buffet Parlor Car Washington to New York. Di g 1 .it Washington to BaltimO

Buffet Parlor Car Washington to New York, Dining 1 ar Baltimore to Philadelphia; Sundays

Washington to Wilmington.
Buffet Parlor Car Washington to New York.

Parlor Car Washington to New York. I lining Car Baltimore to New York.
Separate Sleeping Cars from Washington and Baltimore to New York.
Buffet Parlor Car and Dining Car Washington to New York.

WESTWARD.

Sleeping Car New York to 1 hit ago. Drawing Room Car Baltimore to Washington.

Dining Car Philadelphia to Baltimore ; on
York to Washington. Dining Car New

Sundays
York to

Buffet Parlor Car New York to Washington.
Parlor Car New York to Washington.

Philadelphia to Washington.
Five Hour Train. Parlor Car New

Baltimore.
Parlor Car Philadelphia to Washington.
Parlor Car New York to Washington. Dining Car Baltimore to Washington; on Sundays

Dining Car Wilmington to Washington.
Parlor Car New York to Washington. Dining Car Philadelphia to Washington.
Buffet Parlor Car New York to Washington. I lining Car New York to Baltimore.
Parlor Car New York to Philadelphia.
Separate Sleeping Cars New York to Philadelphia, Baltimore and Washington.

BETWEEN NEW YORK, PHILADELPHIA, BALTIMORE, WASHING-
TON, PITTSBURG, WHEELING, COLUMBUS, CLEVELAND,
TOLEDO, CHICAGO, CINCINNATI, INDIANAPOLIS, ST.
LOUIS, LOUISVILLE, MEMPHIS, NEW ORLEANS.

WESTWARD.

Sleeping Car New York to Cincinnati and St. Louis. Sleeping Car Baltimore to Cincinnati

and Louisville. Dining Cars serve all meals. Parlor Car Cincinnati to St. Louis.
Sleeping Car New York to Chicago via Grafton and Bellaire. Sleeping Car Washington to

Newark. Dining Cars serve all meals.
Sleeping Cars Baltimore and Washington to Pittsburg. Dining Car serves supper Philadelphia

to Washington.
Sleeping Car New York to St. Louis. Sleeping < .0 Baltimore to Toledo. I lining I !ars serve

all meals.
Sleeping Car New York to New Orleans, and Washington to Memphis.
Sleeping Car New York to Chicago. Observation Drawing Room Cars Baltimore to I'm

sleeping Car Pittsburg to Chicago I lining Cars serve dinner, supper and breakf;
Sleeping Car Cleveland to Chicago. Sleeping Car Wheeling to 1 hi. ago.
Sleeping Car Baltimore to Chicago via Cincinnati and Motion Route.

LAS TWA RD.
Drawing Room Sleeping Cars St, Louis to New York and Louisville and Cincinnati to

Baltimore. Sleeping Car Toledo to Baltimore. Dining Cars serve all meals. Parlor Car

St. Louis to Cincinnati.
Drawing Room Sleeping Car St. Louis to New York. Drawing Room Sleeping 1 at I hicago

and Cincinnati to Baltimore. I lining 1 ars serve all meals.
Drawing Room Sleeping Car Chicago to NewYork via Pittsburg. Observation Drawing Room

Cars Chicago to Baltimore. Sleeping Car Chicago to Pittsburg. Dining (ars

all meals.
Drawing Room Sleeping Cars Chicago to New York. Sleeping Car Newark to Washington.

I lining Cars serve all meals.
Sleeping Cars Pittsburg to Washington and Baltimore. Dining car serves breakfast.
Sleeping Car New Orleans to New York, and Memphis to Washington.
Sleeping Car Chicago to Cleveland. Sleeping Car Chicago to Wheeling.

No.

1.

No.

7-

No.

9

No.

3-

No.
No.

43-
5-

No.
No.

47-
55

No. 2.

No. 4.
No. 6.

No. 8.

No. 10.
No. 44.
No. 46.

LIST OF OFFICERS

BALTIMORE & OHIO RAILROAD

John K. Cowen, Oscae G. Murray,

Receivers, Baltimore, Md.

EXECUTIVE DEPARTMENT.

John K. Cowen, President Baltimore, Md

w. H. Ljams, Treasurer - Baltimore, Md.

J. V. Mi Keal, Asst. Treasurer Baltimore, Md,

C. \v. Woolford, Secretary Baltimore, Md,

ACCOUNTING DEPARTMENT.

31. D. Bulki.kv. Comptroller Baltimore, Md.

Geo, W, Booth, Gen. Auditor Baltimore, Md,

J, M. Watkins, Auditor «>f Revenue Baltimore, Md.

A. F. Dunlevy, Auditor of Disbursements. Baltimore, Md.

OPERATING DEPARTMENT.

Wm. M. Greene, Gen. Manager Baltimore, Md.

W. T. Mannino. chief Engineer

Tiios. Fitzgerald, General Supterintendenl Main Stem

Philadelphia and Pittsburg Divisions, Baltimore. Md.
Wm. Gibson, Assistant General Superintendent Main Stem

Philadelphia and Pittsburg Divisions, Pittsburg, Pa.
J. Van Smith, Gen. Superintendent New York Division

Foot oi Whitehall Street. New Fork.
.u M Graham, Gen. Supt. Trans-Ohio Divisions, Chicago, 111.

D, F. Maroney, Supt. of Transportation Baltimore, Md.

Harvey Middleton, Gen. Supt, Motive Power.

Baltimore, Md.
I. N. Kalbaugh, Supt. Motive Power Lines East of Ohio

River. Baltimore, Md.
W. H. Harrison, Supt. Motive Power Lines Wes) oi Ohio

River, Newai ■ i i
David Lee. Eng'r Maiut. of Way Lines West of < mlo Rh er,

Zanesville, < I.

E. W. Grieves, superintendent Car Department,

I *. : 1 1 T 1 1 1 1 < > I- 1 ■ . Mil.

i ' i 8ENT, Supt. Philadelphia Division. Philadelphia, Pa.
John E. Spurrier, supt. Bait. Dlv. Mam Stem,

Ball [more, Md.
R. M. Siieats, Supt. Western Div. Main Stem,

Grafton. W. Va.
Thos. C. Prince, Supt. Harper's Ferry and Valley Division.

Winchester, Va.

F. A. Husted, Superintendent Middle Div..

Cumberland, Md.

J. s. Norris, Supt. Connellsvllle Div Connellsville, Pa.

John B irron, Superintendent Pittsburgh Div. .Pittsburg, Pa.
J. II. Glover, Supt. Ohio and Midland Divisions, Newark, O.
P. i . Sn bed, Superintendent Chicago Division, Garrett, Ind.
J. T. Johnson, Superintendent Akron Division, Akron, O.
Chas. Selden, Superintendent Telegraph... Baltimore, Md.

PURCHASING DEPARTMENT.

E. H. Bankard, Purchasing Agent Baltimore, Md.

Chas. Frick, Fuel Agent Line- East of tht Ohio River

Baltimore, Md.

J. w. Franklin, Fuel Agent Lines West of the Ohio

River, Newark, O.

TRAFFIC DEPARTMENT.
PASSENGER.

n. B. Martin, Manager Passenger Traffic. -Baltimore, Md.
.1 M. S< hryver, i. en. Pass. Agt. Lines East of Ohio River,

Baltimore, Md.

B. X. Austin', Gen. Passenger Agent Lines West of

nhlo River, Fisher Building. Chicago, 111,
B. E. Prddicord, Gen. Baggage Agent Baltimore, Md.

A. J. Simmons, Cen. New Lillian*] Passenger A-ent,

211 Washington Street, Boston, Mass.
Ltmax McCahty, Gen. East. Pass. Agt., 434 Broadway,

New Vork.
James Potter, District Passenger Agent. Philadelphia, Pa.

B. I . P.i'M-, Division Passenger Agent Baltimon

S. I'.. IIeoe. l>i\ision l , M>-eiiu'er Agent. .Washington, I>. C.
Arthur G. Lewis, South. Pass. Agt., Atlantic Hotel,

Norfolk, Va.

E. D. Smith, Division Passenger Agent Pittsburg, Pa.

D. 5. Wilder, Division Passenger Agent Columbus,

D. D. Courtney, Gen. Trav. Pass. Agent Baltimore, Md.

Robi t: i skinner, Trav. Pass. Agt., 434 Broadway, New York.
Bernard Ashes, Trav. Bass. Age, B33 Chestnut St..

Philadelphia. Pa.

A. C. Wilson, Trav. Pass. Agt Washington, D. C.

C. E. Dudrow, Trav. Pass. Agent.. .Harper's Ferry, W. Va.
.' i Lane, Traveling Passenger Agent ..Wheeling, W. Va.

i: ' ll vase. Traveling Passenger Agent Newark, O.

F. P. Copper, Traveling Passenger Agent Tiffin, O.

w. M. McConnell, Pass. Agent, 241 SuperiorSt , Cleveland, O.

T. C. Burke, i Itj Passenger Agent Wheeling, W. Va.

E. G. Tr< kekman. Citv Pass. Agt.. 434 Broadway, New York.
E. E. Patton, City Pass. Agt.. N. V. Ave. and loth St.

Washington, D. C.

W. F. Snyder, Passeuger Agent ..Baltimore, Md.

11. A. Miller, Passenger Agent Wilmington, Del.

C. E. Gregory, Pass. Agt., :>th Ave. and Wood St.,

Pittsburg, Pa.

\\ . W. I'm kino, city Passenger Agent Chicago, 111.

W, < . shoemaker. Traveling Passenger Agent, Chicago, 111.
J. P. Taggart, Traveling Passenger Agent, St. Paul, Minn.
C. H. Duxihf.y, Traveling Passenger Agent. ..Omaha, Xeb.
Peter Harvey, Pacific Coast Agent,

Room 32. Mills Building, San Francisco, Cal.
W. E. Lowes, Advertising Agi nl Baltimore. Md.

FREIGHT.

C. S. Wight, Manager Freight Traffic Baltimore, Md.

T. W. GalLEHEE, Gen. Freight Agent Baltimore, Md.

L. R. Brockenb'rough, Gen. Freight Agent, Pittsburg, Pa.
C. V.Lewis. Gen. Freight Agent in charge oi I n

claims. Tariffs ami IVm magi - Paltimore. Md.
James Mosher, Gen. East. Fht. Agt., 434 Broadway.

New York.

A. P. Bigelow, Cen. West. Fht. Agt., 220 La Salle St..

Chicago, 111.
H. M. Matthews. Division Freight Agent ...Pittsburg, Pa.
Page Cherry, Gen. Dairv Freight Agent ... i hicago, 111.
J. A. Muerat, Eastern Coal & Coke Agent, Baltimore. Ml
E. T. Afflei k, Western Coal & Coke Agent, Columbus, O.

R. B. Ways. Foreign Freight Agent Baltimore. Md.

Andrew Stevenson, Asst. cen. Freight Agent.

Baltimore, Md
^ R. Mi l\ rosH, Division Freight Agent, Cumberland, Md.

E. \i Davis, Division Freight Agent < iarksburg, W. Va.

O. A. Constans, Division Freight Agent Columbus, O.

C. T. Wight, Division Freight Agent Sandusky, O.

B. F. K.up. Division Freight Agent ... Tiffin. O.

G. J. Lincoln, Com'l Fht. Agt., 400 Chestnut St.,

Philadelphia. Pa.
c H. Mayxaed. Commercial Freight Agent, Boston. Mass.

E. s. King, > ommerclal Freight Agent Baltimore, Md.

I' \ Jai eson, Commercial Fht. Agent, "Washington, I». C.
W. V Mil- hell. Commercial Freight Agent, Atlanta, G a.
G. D. Green, Commercial Freight Agent, Wheeling, W. Va.

C. F. Wood, Commercial Freight Agent Akron, O.

11. 11. Rogebs, Commercial Freight Agent Cleveland, ().

E. X. Kendall. Commercial Freight Agent Toledo, O.

i II. Ross, Commercial Freight Agent ...Milwaukee. Wi-
ll, c Picci.ell, Commercial Freight Agent. .Omaha, Neb.
C. H. Harkins, Commercial Freight Agent,

Minneapolis, Minn.

iii-- Miles, Commercial Freight Agent Duluth, Minn.

JOHN lie i < in no v Commercial Freight Agent. Detroit. Mich.
A. .1. Walters, Commercial Freight Agent. Pittsburg, Pa.
Peter Harvey, Pacific I oart Agent,

Room 32, Mills Building. San Francisco, Cal.
I S. Noon an, Gen'l Manager Continental Line and

i enti a - Ltes D< spatch, t Cincinnati, O.

PRESS DEPARTMENT.

J. H.

Madpt, Press Agent

Mil EAGE.

MAIN STEM AND BRANCHES
PHILADELPHIA DIVISION

PITTSBURG DIVISION

NEW YORK DIVISION

TOTAL MILEAGE EAST OF OHIO RIVER
TRANS-OHIO DIVISION

TOTAL MILEAGE WEST OF OHIO RIVER

TOTAL MILEAGE OF SYSTEM

.Baltimore. Md.

784 38

129.00

391. OO

5. 30

774.25

ALPHACi: I K'Al.

LIST OF TICKET AND
ON B. & O. K. R.

FREIGHT AGENTS

i

f r ,

1

. •■ p " Prepaid.

51 itton*.

Clui
of

1

CI.,.

A

Aberdeen

W. II Bi

i 1 i

-I.I

Ueaeeuier r.i.

i:. 1:. Not

uilii .. .

F
F T

Pitta.

Adams to '

Ad stown

i . ii

N . 1 1 1

' II

CO. McDonald

i
n. 1». ii-

1 1
F 1

1 i

F

1 T

i l '

I

1" :

'.'■ K 1

1,500

Bern

Black II i

i.i.i.

M. ii. Moon
V. M. Miller

FT
FT

c ii
i .,

.Md

A .1 -- [ud

— \ .1

irg . . "

Ml

Bluffs

Board i n c . .W.Va

Run "

"
Mass
Bought

i;.m\ Him I'.i

r.i.w man Va

Boyd Md

icl "

'i
i.. i Pal

I T

1- A W

,i"

AHda

I . .1. Borton . . .

: i i

'

i i

1- A Vl

.i i
.i n. Mil

T P
T P

illWash
Akron

W.Va.

Mrs. m u

l l

Anderson Pa
Anderson w .Va
(rtown Obl<
Annapol la. ... Md.
Annapolis Jet ... "
11
Arden . ....W.Va
Armstrong

1 1

r B
has. .i ibnson
i. B. Smith

l 1
T C

',n

i ii

1 1

W a-li'M

ack'm'y'r

r

1 ; i . i . i i . .

"

Bralnerd Jet in

Branch M.I

Bran8tctti r ..ohli

Brcathi tie Md

i Ind

.W.Va

i
burst's Bg. Del

» . 1 1 . v.

I 1

230

Ashland ....Del.
Assembly Part \ a.
Attica ,

1 D

I . .i James . —

r. ii. S|

ii. '.. \ oung

I i .

II i

( lileagi

220

.'• . i i

I 1

200

Auburn . . Ind.

Auburn Jd

til r i

\\ . F. Mllisrl .
i . W . .1

1 1 I-
1 ■ T i

l l

I llli'llL'
1- A W

35

1,800

"500

"

1 1

P. a w

u r Ulman .

i . . < .. \ engcr

P T (

F T

Chlcagi

700

Pa.

B

Brlsti i

in Istol .let "

Broad Ford Pa

Run "

.1. i:. i:.

i l

F

V T

Bab cock ....Ind.

die

r 7.7.7.7

1 T

"ft

100
200

Brooklyn x.v

ii. ii. t,i. rson
r. 11. \i

1

Km St

Md

■

. II'

,. IM :m ford.

u. Jones.

C. G. Sti
ii. Lelmbacb

w . ii. Koi

L. 1 . Bceler...

II. Hell-n

I'.I.Sl.v

P. s. Shs

T v
T C

T ('
T ('
T '
T I

F

F

V

F

F

I'll AW a

• am.Sti
Mi Boy'

.1 B

Brownneld Pa

Brown ■• le ...Md

iswtck Mil

1' 1 II':- '. i. ;. \ 1 1 1'. "

Buck Lodge "

Jc.W.Va

ink . < '111'

Burtner Md

Burton .W.Va

v- ..Ohio

Bush W.Va

....Ohio

C

W.Va

... Pa

i '.itiiii'i'ii w .Va
Campbi

Camp G'd Jet. .W.Va
... Md

. 1: ..'•'. Va

Del
i arter's i ' ecll Pap.

Mill Md

:: ;:

u . i . . y
r. j. Bui

•
T

I., i..

. „

Locusl

1 1 1
t em . i i

i i

Point.

i

11 St.

e.

.,

..

i . Patti ■
s. Burton

'.

ii ii. Haddox ...

t i
F T

i i ■
1 T i

I- A W
, 1,

1- A H

>ii 1 1 lii<

Md

ami

1110

Barnesvllli
Barnesvlllc Ohli
Barnesvlllc W.Va

W. W. 1 1

I. R. Lane

V T <
F T (

I o

250
1,000

: vl ll<
Bartbi i SI

FT

P A S

800

i M. Rlci

,.- T

100

Bartlon- ... Ohli

i . . i

\\ I ' . \
J.W.I all-

I 1 i
1 1

, i i

1- A \\

I 1.

ivlllc \ a

1,000

Obl<

J.T.Ma

FT

Beckwlih W.Va

I,. F. Bi ■

u . p. \\ llllams.

Mi-. C. V ■ Smith

1 T
1 PI

Belfngton . \v \ u.
Bellalre Obli

J.V.I lluall.

i

T C
F

i. a n
C .1

1''

. l'a

' ■

....Mil
station Va

i A CM. Co l'a

Va.

W.Va.

'

nil .. W.Va

'

• itown. .W.Va

- B, Miller

.lain.-- \

T

F T

I'll!-.

Belleville

('. A. Ih-

i l

BelltOD H \ a

Belmont. Ohli
Bclpre

F T
FT

1 ' A \\

500

F T
FT

Valley

lie . Md
Belvedere

1

Bennetts W.Va.

s. T. Gral

i .w.i unn!ng*ni

ii. ii. Lechrune

FT
F

FT

l 1 .

c ,.

Ferry W.Va,

id Jel . "

H M rhomas
Dei

.1 K I . ■

s. P. Bn

l i
1

i

I' T 1

1 ' A W

i,000
fflO

eySp'gg

Pa

\ - \
W. A. Spenglar.

F
T C

Hi-rlliiti.il .. Ind

Berwyn .... Md.

.1. F. Keefauver.

F 1

:ii»i

26

ALPHABETICAL LIST OE TICKET AND FREIGHT AGENTS— Continued.

Stations.

Agents.

Class
of

Agen-
cy.

Division.

Popula-
tion.

Stations.

Agents.

Class

of

Agen-
cy.

Division.

Popula-
tion.

Pitts.
F M P
P & W
Middle
Phlla.

"266
300

75
30,000

Cheat Haven
Cherry Camp.W.Va.
Cherry Run "

W. S. Obei

Thos.W. Keesy..
P.. D. Sefton ....
A. M.D. Mulllnix

FTC
FT
FTC
FTC

Dlckeraon Md.

Dickson Ohio

Dillon's Falls.... "

Dilworth Pa.

Dubbins Siding

(Passay'k Ave) "

Dock Siding Ind.

Doe Gully ... W.Va.

Donaldson "

Dorsey (Wesley

Grove) Md.

Dorsey's Run.. .. "

Douh "

Downerd's Ohio

Downs W.Va.

Doylestown Ohio

Driver ...Va.

Duckworth ...W.Va.

Duffields "

Dull Pa.

Dunbar "

Dunbar Furnace "

Dunning W.Va.

Duquesne Pa,

E
Eagle Mines Jet Pa.

Eakle's Mill Md.

Eastman's Switch,

Ohio
Eastern B r a n c ii

Bridge D C.

East Lexington \ a

Easton. W.Va

East Salisbury Pa.

Eaton W.Va.

Echo Ohio

Eclipse Pa.

Eden "

H. C. Meem

.1. M. Foreman..

F T
FT

Metrop,

St'svllle

200

150

Chevy Chase.. Md.
Chicago 111.

F. E. Scott

H.W.McKewln..

F. J. Eddy

T. E. Wavman ..

J. P. Fitzgerald.

E.B.Rlttenhouse

TC
T C
TC

F
FT
FT

Audit'm
193S.Cla
DptHar.

Lk. Erie
Phila.

I7.M1IKM.1
rkSt.
&5th av

2,200
200

it i.

Chicago Jet.. . Ohio

!).( Kohlenberg

FT

First

150

Christy Park .-..Pa.

\I. Van Heyde ..

Wm. Brown

C. H. Wiseman .

T

TC
TC

Chicago
U. D.

4h&Vlne

Cincinnati "

C. N. Marshall ..

F T

Akron

1,200

City Farm Fa.

Clarkshurg .. .W.Va.

Clay Pa

Clay Siding •

Clay Lick Ohio

Claypool's "

Claysvllle Pa.

>. A. Annan

FTC

PAS W

1,500

W. P. Bell

E T

Balto.

200

E. J. MeCurdy ..

FTC

PIN-.

2,500

■:. HIckey

J. W. Ewlng ....
\. L. Martin

FT
FT
FTC

Midland
CO
Pitts.

50
1,200

Arthur Klein ...

T (

Cleveland Ohio

W. M. McConnell
!. A. Wltzel ....
A.N. Deltz
N. A. Roach

TC
F
T C

FT<:

241Sp'rS

::;:..

W. C. Eakle

FT

Balto

Depot.

Akron

500

Clinton Siding. Ohio

Clokeyville Jet.. "
Clopper.. Md

T. E. Jarrett .. .
W. 0. Grimes ...

FT
FT

Valley

p & w

M. W. Thompson

FT

Balto.

B. C. Forbes ....

FT

Chicago

50

Coburg Ind.

Coffey's Crossing "

Eder Md.

Edgemoor Ind.

Edinburg Va.

Egypt Pa.

Ehlen "

F.lghty-Four

Colhurn Mine "

Coleman Pa

Colfax W.Va.

I.O. Woodruff..

F T

PAS W

100

College Park

agdale Pa

C. 0. Carroll .. .
F. Talk

FTC
f TC

rc

T C
F

Wash'tn
Phila.
C

300

1,000

125,000

B. D. Smith

T

Pitts.

75

1. Pagcls, r.D..
H S. Wilder ....
J. S. Fairchlld ..

1 olumbus Ohio

Elk Ridge Md.

Fllenbnro W.Va.

Ellerslle. Md.

Eilicott City

Ellnid Pa

Elm Grove . . . W.Va.
Elm Siding Pa.

C. E. Hubbard..

J. G. Dawson ...

FT
FT

u ash'tn
P A: W

700

2fJ0

it ..

C. W. Harvey

E T

Balto.

E. E. McDonald.

F T C

Allghy

1,200

Confluence Pa.

A. F. Linch

FT

Pitts.

1,200

II S Spear

F. A. Kail

FTC

TC

Pilts.
Pitts.

9.000
City

Consolidated Quarry

Engine House Sid-
ing

Engle W.Va.

Eureka Pa.

J. E. Burns

FT

Middle

50

1. M. Hall

FT

Midland

D. V. Bixler

F T

Pitts.

Ewlng W.Va.

Extract Pa.

F

Fairchance Pa.

Fairfield Va.

Fairhope Pa.

Fairmont W.Va.

V M. & P. June. "

Fairview Pa.

Farm Md.

Farmington W.Va.
Faulkland Del.

Fayette Pa.

Corhett Md.

Corinth W.Va.

Cornwallls "

Coultersville Pa.

E. li Huffman...
A. P. Lavelle ...
Miss M. A.
Thompson

F T
FT

F T

PAS W
P AS W

Pitts.

500
500

W. II. ott

J. T. Pattern

FT C
F T

Pitts

Valley

1,000

Covington Ky.

G. M. Abbott..

TC

fh&Sc't

J.F.Pickett....

F T C

Pi \\

5,000

Cowenton .Md.

C. W. Proctor ..

F T

Phila.

100

Win. Fisher

F T

Phlla.

300

Craiil'nril .let \..l.

Creston ...» Ihio

Cromwell Ind.

E. R. Harris
i. Stelnmetz. . .
I. M. Trimble...

F

F T C
F T

N V
Akron
< Ihicago

1.000
500

1'. W. Martin...
Mix. M. A.

O'Kourke

FT
T

P .v W
Phlla.

4011

Cuba Ohio

loseph II. Dodd.

M. i '. Clarke

I. V. McRenna .

F T
T ('
F

Midland
Middle

31 111
16,000

II. s. Burroughs

F T

Phlla.

250

Cumberland Md.

Felton Siding. W.Va

Ferguson Pa.

Ferndale "

Fetterman.. .. W.Va

Curry "

.1. K. Smith ..

FT

1' A w

600

Curtis Bay Md.
D

C. H. White

F T

Curtis

Bay.

Finleyville Pa.

H. B. Jeffries ...

F T

Pitts.

700

Fisher's Hill ....Va.

Fiagg W.Yu

Flemington "

Fleming's Ind.

Fiovd Siding .W.Va.

Foley Pa.

Folly Mills Va.

Folsom Pa.

Danner Va.

A. Laughlln —

F T

P A. w

500

Dan's Run W.Va.

Darby Pa.

Mrs. A.S.MeDer-

F T

Phila.

5,000

Davisville ....W.Va.

Mrs.L. A. Garrett

T P

Phila.

500

A. Van Horn

FT

Pitts.

800

Forest ohl<

Forest Glen Md

Forest Hill Ill

Forestvilie Va

Fort Defiance "

Fort Hill Pa

Foster W.Va

Fostoria Ohio

Frank... "

Franklin Ohio

Frankvllle Md

Dean Pa.

L.D.Sasklll ....

F T

Metrop.

250

J. C. Hyde
W. B. Griffin....
F. S. Bowlbv....
C.E. Stevens....

A. C. Bazler ....
D. E. Coffman...
J. H. Laffertv ...

F T
E 1 i
F T i
F T
F T
F T
FT

Valley
Midland
Chicago

< hie:iL''

Pitts.
Midland
Balto.

200
10,000
250
500
425
200
2,000

Defiance Ohio

J. S. Klcney

FT

Valley

Derby Ohio

Derwood Mil

R. E. Holler

FTC

Chleage

S.CKIII

Dewing Mill l!r..Pa.

owen Meehan ..

F T

('

200

Driving Mill Br.. "

I

ALPHABETICAL LIST OF TICKET AND FREIGHT M.I.N l - Conti

Stations

t • !.l

Clais

„f
A B ep-

cy.

Division.

Popula-
tion,

StaUoi

I la»
"f

CJ.

linn.

Frederick Md.

Frederit k Jc) .. "
Fredcricktown "iiii»
Frencn . w \ a

W. T. Mulllnlx

I - . H. Mllli-r

M. P. Howen
.1. 1.. Kuykcndall

II .1. Black

!•' 1 I
F T

F T i
F I

F T

Fred'ck
Balto.

Lk. 1 rli
Balto.

Pitta.

u.ooo
100

Henry i llayMlnes Pa.
Hereford Ohio
Herring Run Md

W. H. Ball inn

i i

p

A 1 i

I'lilla.

Hicksvlllo. Ohio
Highlands Md

Elites . I'n
llobbs W.Va

1 ii l

i i .

1

Frlendsvllle ....Md.

tl i; McCardell

A. 1 ■'. M. .mi

F T
F 1

Balto.
Metrop.

BOO

ii.ii. lii/.ii Pa.
Hillside E ■ hi, .ii Md
Hockessln Del
HocklngJct ii
Hog -ii

Hoke w.Va.

Holgate Ohio

FIoll lids Md

C

Galtber Md.
» -nil bcrsbai g

Pa

"

Gapland Md,

Garden talc .. ..Ohio
i ! ad.

i .an i-i r . Pa

Garrett Park m.i
Garrett SidlngW.Va.

i :. \ . it.

i

1 1.

4i ■!

S.A.Gati

1 1

I ■■ . . : i , • .

50

\. B , I., .. a«

V T (

i hlcago

mi

L. A. Man i
M.J.Moi

1 1 i
1 T
F T

i hlcago
Pitts.
Balto.

3,000

Holmes i'a
Holmes W.Va.
Holmesi tile . ..Ohio
ii 'i apple Pa.
Itomi i Ohio

. W. Hill

L. 1 . Mil ii

1 1

1 1

Phlla.

, ,,

190

500

II. .1. Inn 1, ,1

K. .1. Ham ]

W. H. Johnaon

l . II. II. .nit
1. s. Barnd

1. 11. V. till.'

W.J. Smith

F T
F T
F T
F T

]•' T
F T
F T

Akron

Hallo.
PIUS.

l'lu-

Pi «

Lk. Eric

i, a- 1 ..n\ me Pn

11. 1'. Apgar

1 1

Pitts.

HOOd'S Mill Mil.
I|iii\ . rs\ lllr I'u

Hoult . W.Va.

Hoyt's rs 1 Ihlo

Hundred W A i
Hunt's (ihlo

1 1 list, .n I'a

Hutchison "

Hutton ....Md
Hyattsvllle
Hyndman Pa

1

I p.. a \\ .i.m Ohio

|JamS> INC Md

Ilcbester
Independence W.Va

Indian < ir<k I'a

Lnglcslde .

1 iitnari- i ; .

Inverness .
Iron town W \ a,
i .in.'- .... Md.
Island Park w Va.
Italian Siding Pa.

J

■ : i .... W.Va.
Jacobs i i eek , Pa.
Jasper Mills o
•Tessup Md.

300

100

Germanla. ... Pa
i icrmantow ri , Mil

.'. A. Mewahaw.

(has. W. M., i .

1 1

T C

1 1 i ; i .

„ .i

ii in

P. M. Leakln.. .
r. \i Mansfield

1 1
1 T
V I i

I'A \\

Phlla.
Pitta.

Gibson's Ohli

\. .1. (.nllagher.

FT

<J (i

1,200

Glencoe Ohio

,'■ ' ■ Impaon
I. L.Snyder

S. 11. Johnston

1

F T
F T

I T
FT

, ii
Pitts.

St'Sl lllr

Pius.

200

:

oo

8,

Glencoe .... Pa

W.Va

Glenford ...... Ohio

V. K Wl
11. 1 ari-v

U.Hartley

FT
F T
FT

Hallo.

Ba i
P ,\ «

400

i

Glover Gap W.Va

A.I.. 1 .Hist

F T

P & W

130

F T

Balto

1 ...

Grand Calumet

Henry siarr
Geo. ^ Lowtber
II. ii. Ponperl

FT

i ; i
F

1' A w

P A \\

Heights Ind.

Grafton w.\ a.

Mrs. Mary 11. Mill

FT

■■■■ ii Pa.
(.[■■■at* acapon w .Va

.1. II. i laborne
Mr*. A. Muhlen-
bi rg

F T

FT
T C

Pitts.

Balto.

100

| 11, m h
lias. (.. I in n

W. II Hai

I 1
FT
F T

Midland
Wash'tn

100

i rreencaaUe P i
Green Law n__.J >uio
Greenbank Del.

II. W. Speaaard

300

John's

Johnsons
Johnston n

\. i'u.

FTC

S A .

Green Spring W.Va
Greenville. \ a
*• reenwlcfa ..." ihlo

Greenw l „ , w ,Va.

<;rlllni Pa.

lllc \,.r!,.n .

W. r. Bctaultz..

W. B. Marlon- .
M ' foung...

F T

V T

I , .
FT

B

Valley
A kron
P a W

100

Jones W.Va

Jones' Siding "

Joppa Md
J03 ce i Ipph ' ' '
Junction ' Ity . Ohio
Juniata Pa

K

Kanawha w \ a.

1. r Sullivan..

FT

Pbiii

Grovei

I luernsey Mines . "

W. G Llbony ..

FT

Midland

f. Burl e
MIsaT.E I ovi i

KTl
F T

P A \\

t.iuu Mine "

H

Kauke Ohio

K lysvllle M ' 1

i ...Pa.
Kendall
k ennedy .... W.Va.

Kerne] W.Va.
Kematown
Keyser W.Va.
Keystone Jet Pa
Kendall "
i i i.,

Kimball Ohio

Kimmcll End
King w \ .
i Li 1 jiit Va,
Klrkersrllle. Ohio
Knoxvllle .... Md

Hageratown Md.

i r .

Balto

... hi

^. Ii. Snyder —

F T C
T C

Illllto.

51 «)

Halltown \\ .Va.

I. Alllso 1
ter, .lr

FT

Valley

„l

Balto.

Hamler Ohio

j.Z.Mom

F T

i Ihlcago

300

.. Peter

K. S. Mclmtrle

1 1
FT

600
500

Ham k \v.\":i

.1. F. Fields ..

I •' T i

Balto.

ink...

i..i. Hobllucll

l i
F T

I'A H

Pitts

'

Hanover Md.

'.. M. Miller .
.1. )'. Barnltz ..

FT
T C

Wash'tn

•. II. i ampbell
\. M. Slew

lias. u. .

F T

1 D
1 T

Lk. Erie
i hlcago

Hansrote . . W.Va.
Hard Ohio

200

n u lan's Mill . -. "
Harper'sFcrrj w .Va,
Harrisonburg Va.

Hart « Va

Hartman'sW. S. Md.

G. B. CI

J. II. i. Iriin

TO
FTC

Middle
Valley

2,000

I

i Bice i.aiTi.n

1 l

1 1

. ii
Hallo.

S50

Krug hi

L
T.iik.' Pa

Landenbei i 'a

don I'-
Md.

i

I

Pitta.

100

Har-Wood Mil

B !ld Ohio

Havana ... "

ll:i\ re de i Irace Md

1 . \ in, nil .

W. I. Barron. . .

FT

FTf

Lk. Erie

4,000

-:. .i. Stackbouse

r r. M i:.-. in. in
' i is Irwan
W. F. Fuller .. .

\ \n

l <
1 1
F T
F r

1 1

Phlla,

Phlla.

I

A. C. PI 1

1 1

Pitts

400

Hazen W.Va,

i i Pnz Ji i
Latlmore .. Pa

Henryton .. . "

o. Dervtes ...

FT

Balto.

r,n

ALPHABETICAL LIST OK TICKET AND FREIGHT AGENTS— Continued.

Stations.

Agents.

Class

of
Agen-
cy.

Division

Poindn

lii.n.

Stations.

Agents.

Cl.lss
Of

Agen-
cy,

Division

Popula-
tion.

Laurel Md.

V. M. Fisher....

FT

Wash'tu

2,500

Morgan I'a.

Morgan's ..Ohli

Morgan town.. W.Va.

MorgansTllle "

Morrell Br. Jcl Pa

Mostolier .. "

Moundsvllle .W.Va.
Mountain Lake
Park Md.

L. A. Bowman .
\\ i McGrew..

F T
FTC

Midland

Pitls.

Lay ton "

C. H. Faupel....

FT

Pitts.

2.500

Lee'sSldlng Ohlu

A. J. Jones

A.. I; Sperry

FT C
FTC

I' & W

Middle

Leslie Md.

Lew is' Mill* ..OMi

Lexington "

Lexington Va

S. E. Cannon

III. Bell

C. Doudna

T. E. Jarrett

FT
FT
FTC
FT C

Phila.
C

Lk. Erie
Valley

50
600

300

Mount Airv "

Mount Braddock, Pa.
Mount Crawford, Va.
Mount Cuba .. . .Del
Mount de Chan-

tal W.Va.

Mount Jackson. .Va.
Mount Morian . . .Pa.
Mount Pleasant.. "

Mi. Savage Jct.-Md

Mt. Sidney Va,

Mi. Sterling Ohio

Mt. Vernon "

Mt. Winans Md.

Moore's Jet Pa.

W. P. Anderson

FT

Balto.

BOO

W. H. Wine

F T

Valley
Pbila.

Llchty Pa.

C. E. Remsberg,
G. M. Wolfe

F T
F T

Balto.
Balto.

2110
150

LiDden "

Lineburg W.Va.

Mr-. S. C. Minzc
S. W. Husband..
1 .1 M, Williams,
.1.1 ( orrigan. ..
J. W. Ross
V M Stukey....
J. C. Patterson. .
G. W. Fowler

F T
FT C
C. F

T

F T

FT I

FTC

T

Phila.

Ml.i'l'-T
A.

Pitts

Vallej

Midland

Lk. Eri.

Phila.

Llatie Pa.

Little Cacapon W.Va.

M. W. Blough...

F T

I'iii-

JIK

Littleton W.Va.

Llanwellyn Pa.

M. Fahey

Mrs. Rosa Rheiu-

F T

TP
FT C
FT

1' A- W

Pitts.
Akron
P & W

30(1

600

'ion

1.1 Kill

Lodl Ohio

Long Run W.Va.

Long Run Pa.

c. M. Garwood..
W.P.Broadwater

Muirklrk Md.

Mulllus Pa.

Murray's Siding Md

N

Nappanee Ind.

National Road Obl<
Nat'l Transit Co III

Nell's (Uii.

Newark _.. 1 (el

Newark. _ . . N. .1.

Newark Ohl(

E. B. Lear

FT

Ph'la.

2uo

C. 11. Whlteman
J. F. Davis

FT C
FT

i hlcagi

si'sWII.

Ml

Madison Mills. .Ohio
Magnolia W.Va.

C. E. McGulre...
J. Z. Terrell ....

FT
FT

Midland
Middle

390

2,200

-n

Harry Williams.
T. o. Smith

I •'. T. 1-Varey

F. C. Bartholo-

F
FTC
T C

T C
F
F T
FTC
F T

C O
Phila.

500
1,800

Mannlngton ..W.Va.

C

Z. W. Jones

1 1 (

P A W

1,500

20,000

Manor Lands Md.

.1. C. Turks

T. M. Clayton...
T. J. Rader ...
D. R. Long

Manatield Ohk

S. Smith

W. E. Kerr

T i
F

Lk. Erie

18,000

N ewburg W.Va

\ ew Concord ..Ohio

New Haven "

Ni'u- Market Va
New Yurk N.Y.

I' A W

i (i
Lk. Erie

Marble Hill Qu'y Pa.
Marion "

Mark Centre... Ohio

Markleton Pa

Market St. Pass. Sta
(Wilmington Del

Marley Mills Md

Marriottsville ..."
Marshallt.m .. -Del
Martlnsburg .W.Va

i \ Fordyce...

W. B. Coljw ;i>

F T
F T

Chicago
Pitts.

300
300

C. B. Jones

H. B. Faroat

Tbos.Cook & Son
H. Gaze & Soob.
A. J. Oesterla...
Raymond & W..
G.Falck

T C
T C

T C
T C
T C
T C
T C
T C
T C

F

F

F

F

1 of V .

134 Broi

1110 Brc
>61 Broa
113 Bros
172 Broa
;i E. 14
127 Bow
Liberty
Whlteha
Pier 22,
Foot W
Pier 27,
Foot E.

2500000
dway.
adway.

ii'm. Dai la
J. E. Willis
U. W. Santman
T. E. Auld, Frt .

FT

F T

T C

F

Balto.
Phila.
Middle

~9U

son

10,000

dway.

,1\\ ;iv
li St.

ery.

Street.

Mayer Pa.

McCaffertv Md.

P. H. Marshall..
P. H. Marshall.
P. H. Marshall.
P. H. Marshall.

Newport Md

New Portage. .Ohio.
V Y. A\-- --I>. C.
N. Y. Siding .W.Va.
N. O. C. Co.Tlpple "

Nolan "

Norfolk Va.

McComas' SId'g.Md.

McCool's Ind.

.1. E. Miles

J. A. Dlstaon

.las. Henderson .
w. B. Peters....
Geo. Mars, Jr. ..
Roth F &Co. ...

■FT
FT
FT
F T C
T C
T C

i blcago

St'ai nir
St'sville
Pitts.
City
City

150

'.N.IKMI

Office
Office

McCunevllIe ...Ohio
McElroy's "

Ml-- i A.Terry

T

Balto.

McKeesport Pa.

McKcnzle Md.

.1. w. Brown

TC

;i; Main
1IU Main

St.

St.

McLeans ..... W.Va.

\ V e Md

Nor. Baltimore. Ohio
Nor. MountalnW.Va.

Nor. Neil's Ohio

Norwich "

Nottingham Pa.
Nova Ohio

o

C. « . Jones

R. B. Kilmer....

F T C

F T

Chicago

Balto.

McSpadden . . Pa .

Media Ohio

T5

Wm. Melone..

1 T

, ,,

Merrill Ohio

H. Denica

F T

Midland

loo

.1. .1. Iiriter

F T

Akron

Merrill D. C.

Metropolitan Jet. "
Meyersdale Pa.

W. H. Habel

E. E. Rogers

L.F. Hockett ...

1 1 i
1 T
FT

Plus.
Valley

Midland

2.400
500
31 ill

Middletown Va,

Oakeola Pa.

Oakland Md.

O'Briens W.Va.

Oelia Md.

Offutt "

Ogden Pa.

Ogden Avenue. ..111.

Ohio Pyle Pa.

Okonoko W.Va.

Old Junction .. ..Pa.

olipbant "

Oiney Ohio.

looth Street HI.

Opekiska W.Va.

Opequon Va.

opequon W.Va.

Midland City. ..Ohio

C. F. Scoroeder .

F T C

I' A W

1,500

Middle Island. W.Va.

MUford Pa.

Mllford Jet Ind.

H.C. Davidson..

FTC

Chicago

1,200

Mlllhrook Va.

I!. S.McN'utt ...
w. M. Mertens..

FT
FT

PHIS.

Balto.

500

411

Miller's Ind.

G. W. Norton...
E. E. Sbafer ....

FT
FT

Chicago

C

300

3.01

Millersburg :. ..Ohio

FT
FT
F T

Wm. Stanton. .
B. L. Mathewe
- s Schlag .. .

1 CI

1 111, ML-,.

I- M A P

Mills Pa.

Mlllvllle W.Va.

Mrs. M.R.Lynne
.1. W. Core

F T
FT

Pitts.

Valley

200

Millwood Va.

Mllmont Pa.

Mineral Sld'g ..Ohio

orange Grove... Md.
Orleans Road.W.Va.
Orr "

Osceola Pa

Outcrop — "

P

Mint Spring. Va.

J. C. Dull

FT

Valley

B. L. Blackwell

F T

Balto.

Moatsville. . . .W.Va.

G. It. l'rice

FT

P& w

300

John Lanigan...

F T

Pitts.

;-,

Monger "

Monrovia Md.

Monroeville Ohio

Montana W.Va.

J. W. Sullivan ..
E. M. Barnett...
J. E. Watson

F T
FTC
F T

Balto.

Lk. Erie

Plus.

50
500

Morgan "

C. S. Davis

FT

Balto.

Paint Branch ...Md

ALPHABETICAL LIS! OB flCKET AND EKEIGH1 AGENTS Continued.

st.i.

i lam
..f

0. .a.

-. .

tgtnti

1 l..ss

..1

cy.

RlggS W.Va

Filial. 1

Riplej . ■
Pa

PalatlueMInesW.Va.

.i. M Hali"-""!!

F T

150

Palestine Ohli

Hlttiiiai. Ohli
Rlverdali Md
RlverBldc Pa
Rlvcrton

Klvervlew W.Va
i:., i.i. in. . Fn

Roberta

i:..i ej sir. . i Hi
Robins' Mines .Ohli
i:..,-k Island .1. . in
i: ii i. i i.i. Md
Roi k n i i'.i

ROCkj II. .lion

Roddy
Rohrersvlllc M.i

Romania Pa

Romnej W.Va

[{ is Polnl

Rosensteel Pa
Roseby Rock W.Va
RoBsvllle Md
Round !..[. W.Va

Rowlesburg "

Koxburj M.i
Rulj Siding w \ :.
Russell Siding

S

St. Clalrsvllle Ohli
St. i lalrsvllle Jc. "
St. Denli Md

-i Joe Ind

SI. Louisville mil.

sal. ilia

Salem W Va

Salesvllle

Sallabury June . .Pa

sau.lv W.Va
Sand Patch I'll.

Sandusky Ohli

:. . PaaaBpl "

Hook. ...Mil.

sai age "

Scholl Pa.

Ohli

Scol i.Iale Pa.

Si ..ii ii. n en — "

Seeley "

Selbyaport Md.

Seneca Ohio

son Ickley Pa.

. 1 M

niiilan

K T
FT

Phlla.

•JKI

Parkeraburg .... "

.. B Dunlap.

W. II. Walker

1 i
F

1' A H

PatapBco Mtl

W. II.' 1

F T

i i,

.»

Pataaka la. Ohio

. r Rob

. i Bevel

V T
F T

B

Paw Paw .... w Va

-. 1 i auburn!

R tpp

F T (

Moll,
1

Ofl
1,800

Penneboro W.Va
Percj ......

Perkins 1 Ohli
Petroleum w .Va.

ream

1.. De Saulles .
it M. Sbarpnack

1 1

l l

1 I

F 4 w

Fills.
1 ' A \\

j

D, \. 1.'

ii .

Fl'
F T c

Ba ii

l'o

-a

Philadelphia Pa.

..M. i ..niw ell
H 11 M.i ..rinl.k
« . R. Smith
M. Roaenbaum
M. Rosenbaum
Raj nii.ni] & W
i D. Gladding.
u r. , onard
I . s. Kin.u iton

1 II 1 ri n k 1 in
.1. B. Franklin .
.i. I:. Franklin .

S. A. Steltz
J, M G v •■

W. Stephens

i M. Booth ..

U ! I.'llklns..

W. II. Gllroy....

.1. M. In mils. .ti

1 i
1 i
T C
T i
T C
T ('
T r
T C
f

F

. F
\ 1
A 1
AF
A F
A F
A K
FT

Phlla.

S33 ' hi -
I ..I F.'.l
: 62 Mil

S 1 n

■i ei V 'J

in s hill,
JIlliAi 1,

i.'Mia M

1 .Ii:. 1 lie
.'IlilAl Ii

Park Si
Schuylk
Broad s
Pier 64.
Pier 24.
Pier ii.
Pier 40.

I.l-IiAi.
I' ,v W

1,501

nun si
.v ( ih'nt

kel -1

ml

'.1 St.

St,
eatnut.

arkei.
smut.

estliut.
at ion.
III.

t.

11H, 12.

4 lln.l.

,1.™.

B i.
■ omwell.

M .i I lemlng
i w. Schooia}

FT
P

F 1
F T

i • i w

1 • A 1\

Ii . DO

"so

Phlllppl " \ i

-i. H. Longlej

1 II Moi

Mi i RWliilama

s. I ipciilaiiilcr
.1 I'.. Llnaabaugh

« l:» ....In, an-, e

ii. 1, Rolnbougb
w . F. Rose
R. M. Lynch

i .

F 1

T

F T
F 1
I 1 i
FT
1 1
FT

I II
I II

Phlla.
i hlcago

I.k. Erie
■ ii

P A W

i ,,
Fills.

1,500
300

i .
,700

son
350
100

ml W.Va
Pier ".'I i Lombard

n. E. 1'arke

FTC

P a H

8,000

si Pa

Pine Grove "

1 \ Daug 1.. . 1 1
T. B. Tucker
[>. A. Gallegber

F T
1 TC

F'

Pitta
I.k. Erie

..1
25,000

Plnkerton Horn . "

Pittsburgh

Plane No. 1 '."".".Md.

i. i Pyle

< i.i. regory . ..
I. .1. McCormlck
S. .1. Hutchison
Louis Moeser ...

1. F, Krny

r. 1'. Mulllnlx...

I. F. Brown

Redman A. Hill
K. w. Carpenter
1 w . M.-ione ....
Mrs. M.K.. Snyder
0. A. Miller
K. W. Mersler...

F

T ('
T c
T (
T C
1 C
F T

F T ('
FT
FT

F T <
F T

FT (
FT

Pltte

".til & w

39 Smll

snilthfl
116 smli
German

Balto.

Midland

CO

Vallev

Lk. Erie
Pitts.
Pitts
Balto.

leu. in in

1 St-.

bllel.l.
ilAWt'r
btleld.
Bank.

100
45

1.500
150

F. B. i liauiiicrs
Dallas E. Waicrs

- .i r., . .

R. A. McQufggan

.1. W. Mailorc ,lr.

FT
F

FT
T C
FTC

Middle
Phlla.

1 llio:lp>

Pitts.

I'm-

200

Plcaaani ' tor's i italo
Pleasant Vallej
Pleaaanl Vallej Va
Plymouth Ohio

-ill. hi

i . W. Atoti

i.' i spoor!!!!!!
R. E. McKee. .
i.i Roa ei

"ft

F T

FTC
FTC
FTC

pitta.
Pitta.

si'si file
I.k. Erie
I.k. F.rlc

500

Point Mills . u ^ a.
Polnl Marlon Pa.

Polnl of Rocks m.i.

sliiii-iiniii M.I

Shawnee iibio

Shelby "

Shelby Juuetlon. "
Shenandoah W.Va

sii. -nan. loali .I.i

Shepherd ....D.C.
sbi-pln-rilst'ii, W.Va.

Sherriek Pa.

Sherwood Ohio

Sbober Pa.

Sbowalter Va.

Sliver Run ...W.Va.
SllverSlde Del.
sliver Spring . . .Mil.

Simon's Inil

Slngerly Md.

Sir Jobn's Run W.Va.
Sixtieth Street Pa

Sleepy (reck H \ 9

Smiley Pa.

Smlthneld "

Poplar Md

Porter mil . . Pa

ii. if n. ....

Ii. P. Hurley....

■ i. s. t lemlng

FTC

F
T C

Hall..

Phlla.

250

p-.it Perry. ...... "

D.W. Stricken-

F T

Pitts.

1,000

100

Port Royal "

G. M. Rawllngs

T

Pall...

Potomac m.i

ii. pai

FT

6U0

Powell W. Va.

T. Bush

T F

Preston

Price Pa.

Prout'a oblo

- i IT..ut

.... i 1 . Kerl

A. .1. Bennett

F T
F

F T (

Lk. Erie
Phlla.

, ,,

100
850

FT

Metro

■jki

Providence Mill M.i

Quaker! Itj ..Ohio

li. T. W hlti

H.L.McDonald..
a .i m ixwell .

i ' i ». I'c nej

n i. H i. k

n 1 I'niiiav...

w..i. Trough

,.- T
FT
T

F T

F T l

F T
F T

Phlla

II Olo

Phlla.

II., to

Fill-
Fills
F A \\

100

lil

BOO

100

Qutglej . W.Va.

Onion's Cr.-ss'g. Ind.

Smlltiii.il W.Va.

Snowden Pa,

Somerset Ohio

s -ri, .i.i pa,

s irsei "

Ohio

Soinli \l.ion

South i hlcago i Frt

R

Kalsln M.I.

i, \ Rebarth
1,. .1. Gallaghen
\ \\ . Bauman
.1 W. Ma

.1. W. Km.\
1 1 \\ av man

B. J.Jenklna
Mi-- \ i: Dixon
\. H. Frerli

F T I
F T
FT
F T
F T

F

F T C
F T
F

St'svllb

Fills
Pitts.

(' II

Akron

Chicago
Phlla,

I'M

200

Kandall W.Va.

i.i««i

i: radolph M.i

\. M. M:i. .

I. I. Long
F ii. Parker ..
Win. Frayne

' M. Han lings

FT

F T
FT
F T

Vallev
Midland

So
800

Rapblne .... Va
Rattlesnake... Ohio
Rawllngs . .. m.i

South ' hlcago . i lorn

merclal Avve. Ill

Southn i Del

span on s PoInt.Md.

[ami - i

1 I

Reeavllle Oblo
Reason Run Pa.
Reges'r'sSwItch Md.

is Ohio

Spottsa 1 Va.

Springfield .W.Va,
Spring Mm Ohio
I'a
Stnndlcj Ohio
stain. .ii Del
Staunton Va.

M II \\ . .hoi
S. 1 M. '
.1. II. l'o

F T
F T
F T

1 n
Hallo.

Rela] Station. .. "

I'.l.n w. Howser

TC

Hallo.

1,500

Relief Ohio

Republl.

\. i. Stlckncj .

FT C

< bleat:..

Reuse .... Pa,

Ridley .

Mrs. Em. Miller.

T I'

W. G. MonVlt

1 If

Valley

3°

ALPHABETICAL LIST OF TICKET AXD FREIGHT AGENTS— Continued.

Statler Mine .... Fa.
Staten IsiandJctN.J.

Stauffer Pa

Steinman Md

Stephens cits' ...Va,

Stephenson "

Stepnev Md

Sterling Ohio

Sterling Mines.. .Pa

Sterrett -\ a

Stewart -W "a

Stewarton Pa

Stoyestown

Strasburg June .1 a
Stroh's Siding^ V a.

Sugar Hill Pa

Sugar Loaf Mil

Sullivan Ohio

Suroan I°d.

Summit Ohio

Summit ...Pa.

Summit Point W ,\ a

Suter Pa

Swan Creek M'l

Swanton "

Sykesville

Syracuse Ind.

I lass
of

C. A. Shannon...
I i . Grove

W.L. McDonald

H. F. Berfceblle
C. W. Spengler

F T

FT

F I' (

FT
FT I

.1. II. Minikin ..
W. \. c lifford..
W.W.McMlllan.

T.B.Farnsworth
A.J. Kelly

A.Fairail

.1. W. Flroved...
II.""". Buchholz

Takoma Park ..D.C. C. M. Dickersan

Taylor Pa.

Taylorstown — "

Teegarden Ind

Terra Alta.... W.Va.

Terra Cotta D.C.

Tex tor Siding. W.Va.
...Pa

i . II. McNutt .
C. A. Lemert..
J.B. Walker..

Thrace.

Tli"lii:<>

Thornport Ohio

Thornton V\ A '

Tiffln Ohio

Timber Ridge. -Va.

Tlmbervllle. "

Titusman Pa.

Tip l'"l' "

Toll Gate ...."W.Va,

Trlndelphla "

Trinidad D.C

Triph'tt Va

Tul> Mill Pa

Tub linn "

Tunnel -• '

Tunnel No. 2

Tunnel Siding
Tunnelton ... W.Va

Turcks Pa

Tuscarora -Md

Twin Oaks Pa

Tyrconnell ...W.Va.
Tyrone Pa.

FT
FT
FT

FT

F T

FT
F T

Valley

Valley

Akron

Cllfoat.'"

c o

"Valley

Pitts.

"p&"\v

Balto

F T

r i"

FT

500
40

500
25

FTC Chicago

Pitts.
Chicago
I' i: W

11. N. Thomas. ..
W.J.Smith ...
W. .1. Painter...

A. J.Bell

W. M.Chittun ..

B. B. Martin ..

rep

F T
FT
TC

1 1

A.J. Bonafleld.

F. S. Fisher.
Mrs 1 II.Mullinx

FT

u

Uffington W.Va

Union Ohio

Union Center ...Ind.
Un. Planing Mill -Pa.
Union Stock Yds. 111.
Uniontown (Ana-

costia) D.C

Uniontown Pa,

University Sta.D '

Upland Pa

Urban Crest Ohio

Ursina Pa.

Utlca Ohio

J. S. Watson .
E. i . N orris..
J. N. Love ...

E. O. Burton ..

T. W. Roberts
w. C. Black..
W. A. Keys ..
Mrs. M.A.Terry

J. E. Schrock ..
W. C. Als'lorl ..

Valley Falls. .W.Va

Valley Mines Pa.

Vanatta's Ohio

Van Bibber Md

Vance Pa

Vance WW a

Van Sickle.. Pa.

Vanclevesv'le W.Va.

Vaucluse Va,

Verona

Versailles Pa.

Viaduct Md.

Victoria Pa.

Vienna

Volcano "

Volcano Jet ..W.Va

w

Wade Siding Pa

Wadesville Va

Walker - W.Va

Walkerton Ind

Wallace Pa

John Bradshaw

Sam'l D. Lyons
J. J. Sullivan ..

J. l . Billraeyer.

.1. H. Harkness

l T

r I

|- I
FT
FT

P&
St'svllle

P&W

Valley

150

suo

"so

BOO

I

i,

160
800

100

400

150

12,600

F

FTC

F T

T

F T
FTC

\l, i ro
Phila.

Pitts

C O

Chicago

Chicago

Phila.
Pitts.
Balto.
Phila.

Pitts.
Lk. Eric

F T
FT

Lk Erie
Phila.

i ,, ,, swearingen

l R i run

E. Robinson. -
C. I. -lohnson .

FT

500
1,000

Pitts. 1,000

FT
F T
FTC

Valley
p & w
Chicago

\\ alser's

Waring

Warnock's ..

Warwick

Washington .

Washington .

.Ohio
..Md.
..Ohio

.".D.C

.Pa,

Washington -.W.Va.

Wash. C. II Ohio

Wash. Grove M'l

Washington Jet. . "
Washington Union
Stock Yards. .D. C.

Watersville Md.

Watson Pa.

Watsontown "

Watts "

Wawasec. Ind.

WaycbofI Pa.

Waynesboro "

Webster » W.Va.

Welch -Pa

Welker Ohio

Wellan's "

Wellsboro Ind

W. -Its Si.ling. -W.Va

Wells! reek Pa.

West Alexander. "
« .,-t Broad St .Ohio
West Baltlmore.Md

w esl Chester Pa

West End w.Va

West Fnd Pa,

West Meyersdale "
Westminster .. .M<1

West Newton "

Weston W. Va

West Overton.

Westport Md.

West Salisbury ..Pa,
West Siding.. W.Va,

West Union "

West Va. C. Jet . "
West Va. & Pius. "

W.st Yough Pa.

Weverton Md.

Wheeler Pa

Wheeling W.Va

Wm.WarnockJr

H. P.uch

E. J.Shumatl ..
II. P. Merrill...
II. B. llowser ..

,1 . I ■wis, Jr

M.DeVaugn

A. W. Tiddy ...

W. P. Barnes ..

II. P. Hill

W. F. Harrison

E. B. Evans ..
V England ..
J. C. Kussel.

FT
F T
F

T C
1 C

'1' C
F
T C

200
1,500

W. J. C. Jacobs
A. Brown
Thus. Maxwell.
I. J. Lower

II 1'.. i. ir.l

S.M.Bell. Jr.
A. J. Tailor..

I. W. Andrews.

J. H. Krichton
M.B.Mara

II. W. Lightburn

C O

Akron

15tb.St.oi

619 Pa

N. J.Av.

Pitts

FTC
F T
T

F
FT

FT

I '
FT
F T
F T

FTC

FT
FT

Popula-
tion.

300

25

250,000

NY.Av

&.V.

&C. St.

18.000

Midland
Balto.

Balto.

Phila.
Balto.
Pitts.

500
100

P& W

Pitts.
Chicago

70
50

i Ihic&go

Pitt

Midland

TC
FTC
TC

M.F.KUcy ....
Ii.il. Mauisby .

White Pa.

Wliit,- Hall "

Whitings.- Ind

Wilfong W.Va.

Williams Pa.

Willard's Siding
(Race Street) .

■ck

Willow Creek... Ind.
Willow Grove. ..V:
Wilmington ...-Ohio
Wilmington Del

Wllsont)iiTg...W Y;i

Wilson Pa

Wilson - M'l

Wilson's Ind

Winchester Va.

Wolf summit, W.Va

Woodbine Mil

Wooddale Del.

Wooddale Qua'y. "

Wood Md.

Woodell Pa.

Wood Siding Mil

Woodside "

Woodstoek "

Woodstock Va.

Woodvtlle Ind

Wooster Ohio

Wortman Run ...Pa.

W i 'virion "

Wyland "

T.C.Burke, City
John Bailie ..
.1. K.Graham

P & W

TC
T C

F

.1. K. Van Sickle
li.'w. Ware

.I.C. Tucker ..
H. E. Sanders.

HenryGranthair.

11. A. Miller

.1. F Higgins....
J. W. Brown

T. B. Patton ..
M. Dolan

A. (iwings —
John Conner.

FT
FT

FTC
T C

F
FT

Mill. Ili'

1,000

Chicago
" Pitts

Pitts.
Chicago

Midland

Phila.

Phila.
P & W

FTC
FT
FT

FT

J. E.Bowman.
M. F.QniU-...

F. H. Cole

C. W. Kisling...

C. J. Shaffer .

Yates W.V

Ymler- Pa.

York Ind.

York Pa.

Yorklyn Del.

Yough Pa.

Youngs "

Youngstown "

Youngstown Jet. "

Zanesville Ohio

Zartman's .
Ze.liker

F T
FTC

J. A. Dale

E. H. Dennlson

J. H. Lee. Depot
J. G. England.
A. C. Richards

FT

FT

T C

F T

Valley

p & w
Balto.
Phila.

Balto.

Balto.

Chicago
C O

300
25

75,1X10

150
200

150
700

T C

T C
F

C O
CO
CO

;n.

30,000
30,000

GdhitchaU Ccrminal

(South ferry)

8.&0.

JMoet Convenient entrance to

J^Jew Y ov k City

Corbitt & Bntterfield Co., Printers, Chicago.

Vol. L

January, 1898.

No. 4.

'My Spectral Anniversary.

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a brief visit to the National Capital without additional outlay for railroad fare.

Book of the Royal Blue.

I'i l.i i [III. Mon I HI

Passenger Departmeni of im Baltimore & Ohio Railroad.

BALTIMORH. JANUARY,

No i

MY SPECTRAL ANNIVERSARY.

TjMETEEN years ago to-night! Why
*■ do these sad and fearful memories,
with fiendish persistence, celebrate the
anniversary of the one ghastly tragedy
in my life? With constricted heart I
sit lure in my big easy chair, the smoke
of my cigarette slowly thickening the at
mosphere of the small sanctum, medi-
tating over the disastrous finish of that
memorable year's work. As the mental
spectres pass before me, act by act, a
shuddering horror creeps into my heart,
and I hear, with almost as vivid reality
as on the day of its occurrence, the fatal
crack, crack, crack of a Winchester, and
see, with blanched face, two of my com-
rades through three years of pleasure
and hardship, sink backward into the
boat — one never to speak, and the other
only to murmur, "Colin, he hit me; I
am going to die.'' It overpowers me,
and I rise from the chair in terror and
hurriedly raise the shade of the window
and gaze out upon the wet and slippery
street ; the peaceful homeward-scurry-
ing pedestrians bring ease to my high-
strung nerves.

Perhaps this is not the way to tell a
story properly, but I am unstrung to-
night, and the perpetration of that das-
tardly outrage in a so-called civilized
country so shocks me whenever I dare
dwell upon it that I forget the reader
and the logical sequence of the tale.

It was while prosecuting government
work on the Atlantic coast-line south
ward from the capital of the United
States, that two of my party so tragic-
ally lost their lives, owing to my almost
criminal negligence in not carrying the
proper weapons of defense. I may say
in self extenuation that it had been my
custom in all previous field research to
go pretty constantly armed, rather mod-

estly in the East, with only a gun in my
hip pocket and a rifle conveniently
handy, but out in the far West — my na-
tive country — I carry my six-shooter
openly, strung to a formidable array of
brass cartridges buckled around my
waist. It is not in the least my wisli to
convey the impression to the reader that
I am an aggressive or blood-thirsty man,
but merely to point out to him the moral
and persuasive influence of a good gun
in preventing evil-disposed persons from
doing you bodily injury. Truthfully, I
do not believe that I could hit a man if
I tried, for I am not clever on the draw,
and then I should feel some compunc-
tion in trying , it is, nevertheless, a
great comfort to feel that you are armed,
and to sit and speculate on what you
would do if a highwayman held you up,
or some prowling thief came round the
camp at night.

There were eight members of the
party, all hard-working, earnest young
fellows struggling for scientific fame,
and all Easterners with the exception of
myself, who constantly ridiculed me for
carrying arms in such a gentle country,
as they were pleased to call it. It was
all right to call it a gentle country, and
one where field men never got into
trouble. I never contradicted their
statements ; the carrying of arms was
simply the habit of years, strong upon
me for I never felt quite clothed with-
out my pocket armament. For two
years of this coast work I withstood
their onslaughts of fun, jeers and criti-
cism, until, thick-skinned and Scotch as
I am, it made enough impression to
cause me to doubt the advisability of
longer carrying weapons. I gave up
carrying a pocket piece, and my rifle
was oftener left in camp than carried in

M Y SPECTRAL ANNIVERSARY.

the sail-boat with us, for from necessity
we worked by water. For several
months I felt like a poor defenseless
man, and I could not resist croaking at
the rest of the men over and over again,
saving, "You fellows will find out
some day that you will need a gun,'' to
which they invariably replied with a
laugh something about that man -'who
lived to fight another day. '

My prophecy was fulfilled at last,
for the tragedy came near the end of a
long hard field season, just as visions of
civilization, happy homes and sweet-
hearts were revolving in our heads, with
problems in trigonometry and triangula-
tion. Our hearts were quite stampeded
by a wild desire to get back home ; a
tremendous longing which fills ever}'
man's soul who has lived for months in
camp and suddenly realizes that he is
almost ready to be translated from the
roughness of outdoor life and the camp
kitchen to the gentle and softening influ-
ences of conventional culture and delect-
able dinners in courses.

How dear to the heart of man is the
feeling that he may be wild and free ;
that he need only wash his face and
hands once a week, if he likes, or that
he may go around in a woolen shirt and
no coat at his own sweet will ; but how
infinitely dearer is the overpowering
sensation, after months of this life, that
he is again near the realm of dress suits
and starched linen.

\Ye were working up one of those
beautiful sequestered estuaries, in which
the southern Atlantic coast abounds,
where many of them penetrate miles in-
land before the head of tidewater is
reached. This one was particularly
fascinating, for it wound in and out,
presenting to us at even' bend new
vistas and panoramas, each succeeding
view seeming more charming than the
former. No bold bluffs with hard out-
lines, but softly rounded hills, met the
eye, with the waters running backward
into rounded reentrants; then again the
main stream was narrowed by the fine-
ly curved shore lines, and short spits
of golden sand crowned their forward
reaches. Heavy forests came down to
the water's edge everywhere, with now
and then a tree laden with long pendant
mosses, whose pleasant grays inter-
mingled and contrasted harmoniously

with the darker greens of neighboring
foliage.

Out on the Atlantic a howling wind
was blowing — the last throes of a mighty
storm — but here the wind had lost its
fierceness and had made love to the trees
until it only caressed the sails of our
tiny boat with a wayward fitfullness, al-
most as a fickle man might a woman he
had loved before he found a dearer. The
capriciousness of the zephyrs that day I
remember were particularly in accord
with my spirits, for I had given way to
vain memories, and thought only of a
fair creature, Ah! who so tenderly loved
the world — and myself between times —
but that is past. So it was but meet
and fit that at one moment we were drif-
ting quietly, without a ripple upon the
water, and in the next scurrying ahead
in imminent danger of capsizal. The
thought would creep into my heart, how
much happier it might have been, for
one of us at least, if the waters had al-
ways been dimpled with smiles!

We had nearly reached the upper
limits of navigation, for even our small
boat, and were selecting a spot to go
ashore, when to our astonishment a man
appeared upon the beach, in this silent
wilderness, a short distance to the left
of the landing chosen. The helm was
shifted enough to take us to him; it
would have been far better if our little
craft had not obeyed so readily. One
of the poor fellows sprang to the rail
and shouted, "Fine day, sir. I trust
you are well? Where do you hail from?
Are you shipwrecked?" at which we all
laughed, but the man's face remained
stolid and immobile, and by no objective
demonstration did he give an} - indica-
tion that he had heard this half impolite
pleasantry. When we were within fifty
yards of the shore, however, he came to
life and shouted in a deep bass voice,
•'Say! You' uns cawnt come ashore
he'ah." He was promptly met with the
response from his hailer in the bow,
"Why not? We are Government offi-
cers, (throwing a hand upwards towards
our little stars and stripes waving at the
masthead) and we will go where we
like," finishing the sentence in a nettled
voice.

The inhuman wretch merely replied,

"I'll be d d if you do," and turned

and ran up the bank into the woods a

.1/ J ' SPECTR. 1 1. A.XX1 1 /..'AW. I A').

few yards, apparently disappearing be-
hind a natural embankment. Almost at
the instant of his disappearance came the
ringing report of his rifle, and Clifton,
with a spasmodic shudder, clung to the
mast a second, and then pitched heavily
backward into the bottom of the boat,
never again to speak. We all rose in-
stinctively, and then came the second
shot, Sheridan, who stood beside me,
gasping, "Oh! Colin he hit me; 1 am
going to die!"

I laid him down, noting the dimness
of unconsciousness come into his eyes,
the quivering of the eyelids and the
wanness of the face, and wondering if
like phenomena were exhibited in all
dying men. My mind was staggered by
the suddenness of the blow and dealt
only with minutiae. The next crack of
the rifle I heard only blankly, as I gazed
in his dying face. It was only for an
instant, of course; then came the sten-
torian howl of the boatman, "Lie down
in the boat! Pull in that foresail,"
which brought me back to our surround-
ings and a just appreciation of the
peril before us.

The sails were pulled in with a rush,
and the boat heeled over until her rail
was under water from the strength of a
sudden flaw. To our terrified senses it
seemed minutes before she got under
headway, but when once she found a
footing we fairly flew under the close-
hauled sails ; a good Providence held
the wind strong until we were far be-
yond the range of bullets, and they
skipped over the water harmlessly be-
hind us. There would have been two
happier homes to-day if their com-
panions had been as merciful.

That murderous man, discovering
that we were unarmed and had turned
tail, dared to come down on the sandy
beach, in open sight, and there poured
a rain of rapidly pumped lead until his
rifle's magazine was exhausted. As I
watched him in the agony of passing

minutes, dodging downward at the flash
of each shot, my soul made a solemn
vow, that never again, as long as life
remained to me, would I go unarmed.
I could have killed that man with my
heavy rifle then, for I felt cold and
bloodless as an avenger. But that is all
gone now, for years ago with a heart
welling up with a mixture of hatred and
joy, I saw him drop with sufficient force
to break his neck, and conjectured, as
he dangled in the air, whether his eyes
became insensible and his eyelids
drooped behind the black silk cap.

That is nearly all of the story, for
why recall the sad memories of how we,
men who had never before seen death,
tenderly laid out our two boys in the tent
that night, and carried them next day,
side by side, in the bottom of our boat,
some thirty miles to a steamer wharf, on
the outside bay.

Even the rough and grimy wharf-
men, who wheeled the plain boxes in
rumbling trucks to the steamer's deck,
brushed away the tears when they
learned how two mothers' hearts were
broken, and that one of them had loved
a dear little girl with soft blue eyes and
golden hair, who would never again
greet him in life.

The murderer was one of a gang of
moonshiners on whose territory we were
ruthlessly encroaching. That one petu-
lant remark of Clifton's about our being
Government men provoked it all, for
the prisoner, as lie stood upon the dock,
remarked, "If them durned fools hadn't
scaared me with their Gover'ment bluff,
I would not be he'ah to day." He
thought we were Revenue Officers come
to raid his stronghold, and he defended
it. A posse of United States Marshals
and Deputy Sheriffs captured, a week
after our sad journey home, some eight
manufacturers of illicit whiskey, and all
of them with one exception are serving
time in the penitentiary.

\\'i I i iam Dinwiddie.

IN A JANUARY THAW.

\ LL the world was dark and dripping,
-^*- And the skies were drear and dun,
And ni)' soul was chilled within me,

For I longed to see the sun;
And the snow was soiled and sodden,

And the air was damp and raw,
When I met my dainty darling

In a January thaw.

First I chanced to see an ankle

In a gaiter, trim and neat,
And a silken skirt uplifted

As she crossed the muddy street;
Then a lip of laughing scarlet,

And a brow without a flaw.
And a cheek of summer roses —

In a January thaw.

There was ice upon the pavement,

And she slipped in passing by ;
But I saved her, and she thanked me

In a manner sweet and shy,
And my pulses thrilled with pleasure —

Ah, we neither of us saw
Cupid, with his bow and arrow,

In a January thaw.

Other lovers 'mid the lilies

In the dusk may plight their troth,
Or upon the moonlit beaches

By the ocean's foam and froth ;
But my love and I together

By the same enchanted law
Pledged our hearts unto each other

In a January thaw. Minna Irving.

STORY OF THE CAPTURE OF HARPER'S FERRY.

TT is only a glance that the traveler
■*■ obtains of John Brown's monument
at Harper's Ferry as the train either
starts on its journey over the mountains
on its west bound course or conns down
from the mountains on its way to the
east. To many, the sight of the plain
shaft is nothing new, but the interest is
always the same. Now the accustomed
traveler gazes from the car windows
with renewed interest. Other monu-
ments have been placed there commem-
orative of the great battles which were
fought within the period of five days,
for the possession of this natural gate-
way to the mountain passes.

Five iron tablets erected by the
United States Government tell the story,
in raised iron letters, of these battles.
The tablets, like the leaves of an open
book, invite the traveler to step from the
train and read, and ponder over the exi-
gencies of war as he speeds to destina-
tion. The story is briefly told on the
tablets:

Tablet i reads as follows:

"September ioth, 1862, General R.
E. Lee, commanding the armv of Nor-
thern Virginia, then at Frederick Md.,
set three columns in motion to capture
Harper's Ferry. Maj.-Gen. L. McLaws,
with his own division and that of Maj.-
Gen. R. H. Anderson, marched through
Middletown and Brownsville Pass into
Pleasant Valley. On the 12th the bri-
gade of Kershaw and Barksdale ascended
Maryland Heights by Solomon's Gap,
moved along the crest and at nightfall
were checked by the Union forces, under
command of Col. T. H. Ford, about two
miles north of this.

"Eight Confederate brigades held
Weverton, Sandy Hook and approaches
from the east. On the 13th Kershaw
ami Barksdale drove the Union forces
from the Heights. Ford, abandoning
si\ en guns, retreated across the pontoon
bridge, a few yards wide, above the rail-
road bridge, to Harper's Ferry. The
Union loss was 38 killed and 134 wound-
ed; Confederates, 35 killed and 178
wounded.

"Brig. -Gen. James G. Walker's divi-
sion crossed the Potomac at Point of

Rocks, 18 miles below llarper's Ferry,
the night of September ioth, and on the
13th occupied Loudon Heights on the
roads south of the river leading east and
south."

No. 2 reads:

"Maj.-Gen. Thomas J. Jackson, with
his own division and those of Maj.-Gen.
A. P. Hill and R. S. Ewell, left Fred-
erick on the morning of September ioth,
and passed through Middletown and
Boonesboro, crossed the Potomac at
Williamsport, 21 miles north of this, on
the afternoon of the nth. Hill's divi-
sion took the direct road to Martinsburg
and bivouacked near it. Jackson's and
Ewell's divisions marched to North
Mountain Depot, on the Baltimore &
Ohio Railroad, seven miles north of
Martinsburg, and bivouacked,

"During the night Brig. -Gen. John
White, commanding the Union forces at
Martinsburg, 2,500 in number, aban-
doned the place and retreated to Har-
per's Ferry. Jackson occupied Martins-
burg on the morning of the 12th, passed
through it, and about noon of the 13th
A. P. Hill's division in the advance,
reached Halltown, three and one-fourth
miles west of this, and went into camp.
Jackson's and Ewell's division, following
Hill's, camped near it."

Tablet No. 3 reads:

"Col. Dixon S. Miles, Second Uni-
ted States Infantry, commanding the
Union forces at Harper's Ferry. After
General White joined him from Martins-
burg September 12th, and Colonel Ford,
from Maryland Heights, on the 13th,
Miles had about 14,200 men. On the
morning of the 14th the greater part of
the force was in position on Bolivar
Heights, one and five-eighth miles west,
its right resting on the Potomac, its left
on the Shenandoah, artillery distributed
along the line Artillery and a small
force of infantry occupied Camp Hill,
nearly midway between this and Bolivar
Heights. The cavalry was under partial
cover of the irregularity of the ground.

"On the morning of the 14th Walker
placed five lonti range guns near north
point of Loudon Heights, and at 1.00
p. m. opened fire on the Union batteries

STORY OF THE CAPTURE OF HARPER'S FERRY.

on Bolivar and Camp Hill, which was re-
plied to. An hour later Jackson's artil-
lery opened on Bolivar Heights from
School-House Hill, and still an hour
later McLaws opened from two Parrott
guns, that he had succeeded in placing
near the south extremity of Maryland
Heights. This fire from three directions
was continued until dark, silencing and
dismantling some of the Union guns."

No. 4 says:

"In the afternoon of the 14th Jack-
son's division advanced its left, seized
the commanding ground near the Poto-
mac and established artillery upon it.
Hill's division moved obliquely from
Halltown to the right until it struck the
Shenandoah, then pushed along the
river; the advance, after some sharp
skirmishing late in the night, gained
high ground, upon which were some
artillery. Ewell's division advanced
through Halltown to School-House Hill
and deployed about one mile in front of
Bolivar Heights, bivouacking on either
side of the Charlestown road. During
the night the Confederates advanced on
the right and left, gaining some ground,
and 10 guns of Ewell's division crossed
the Shenandoah at Key's Ford and were
placed on the plateau at the front of
Loudon Heights to enfilade the Union
forces on Bolivar Heights.

"About 9.00 p. m. the entire Union
cavalry, about 1.500 men, crossed the

pontoon bridge, passing up the bank
about a mile, followed the mountain
road near the river, crossed the Antie-
tam near its mouth, passed through
Sharpsburg about midnight, and escaped
into Pennsylvania."

No. 5:

"At daylight September 15th, three
batteries of Jackson's division delivered
a severe fire against the right of the
Bolivar Heights defenses. Ewell's bat-
teries opened from School- House Hill
in front. Hill's five batteries, on ground
commanding the left of the line, and the
10 guns across the Shenandoah poured
an accurate enfilade fire upon the left
and rear of Miles' defenses. The artil-
lery on Loudon Heights and the Mary-
land Heights joined in the attack. The
concentrated fire of 56 guns was re-
sponded to by the Union guns, but in an
hour, beginning to run short of ammuni-
tion, Miles raised the white flag in token
of surrender. Soon after he was mortally
wounded and the command devolved on
General White, who completed the
terms of capitulation by the surrender
of about 12,500 officers and men and all
the public property. Hill's division was
left to parole the prisoners, while Jack-
son, with five divisions, marched to the
field of Antietam. Exclusive of the loss
of Maryland Heights, the Union loss
was 9 killed and 39 wounded; Confed-
erates 6 killed and 6g wounded."

IN MARYLAND.

TN Maryland, in Maryland.

All loves are warm as embers ;
Her daughters' eyes, her daughters'
sighs,
How well my heart remembers !
And, oh, my love, from your dear mouth,

The while I touch your tresses,

To hear the cadence of the south,

Whose words are like caresses !

In Maryland, in Maryland,

The hours are made for suing.
And hearts are light and eyes are bright

With witcheries of wooing ;
But oh, the skies are cold and gray

That northward sweep above you,
And maids have not learned how to say

As she can say "I love you."

In Maryland, in Maryland,

To all my homeward yearning,
My heart goes forth from out the north,

To her enchantments turning ;
And oh, the longing and the pain.

Her errant sons assailing,
At dawn in southern skies again

To see the gold stars paling !

In Maryland, in Maryland,

Awaits my lass so slender.
Till I shall haste to clasp her waist

And hear her greeting tender ;
And oh, the bliss to steal a kiss,

Soft creeping up behind her,
In Maryland, in Maryland.

Returning home to find her !

Guy Wetmore Carryl.

THEN AND NOW

'"THERE are more believers to-day
-*- than there were yesterday, that the
air-ship will be the rival of all other
methods of transportation in the future.
Be that as it may. we have only to turn
to the files of daily newspapers pub-
lished in this country since the year
i8oo, and be amazed at the strides of
civilization and invention in a little more
than fifty years.

The Baltimore & Ohio Railroad com-
mencing the great battle for commer-
cial activity in the "20's," to-day is
fully equipping itself in new steel armor
and modern weapons of commercial
warfare, and using every new and worthy
invention to promote advancement in
the science of business. Looking back-
ward to the daily newspaper columns of
the "30's," after this road had estab-
lished some business, there was printed
in the Richmond, Ya., Enquirer, under
date of October 22, 1830, the following
astounding statement of prosperity:

BALTIMORE & OHIO RAILROAD.

The Fourth Annual Report concerning this
great enterprise has just been made; and from its
statements, the most sanguine anticipations seem
to be indulged that the work will be accomplished,
and when accomplished will be profitable. A semi-

annual dividend is t.. be declared on the 1st of
January next. The Reporl states these facts:

"The first division oi the Road was opened for
transportation of passengers on May 22d, 1830; but
the preparation of the necessary cars was not com-
pleted till the early part of June following; front
which time the traveling upon this division, includ-
ing a distance oi about thirteen miles, has been con-
stant and uninterrupted; and on the first of October
there had been received CWENT'V rHOUSAND

AND I \\ 1 1 \ 1 Ik (LLARS, although but a
singli track was completed and thi nj were

not in a situation, until within a short time past,
to undertake the transportation of any merchan-
1 produce, and are still unable to convey
ONE- 1 EN 111 PAR I OF THE 1 'I AN 11 IV
THAI' IS OFFERED."

Under date of March 24, 1831, the
same paper prints in detail the heavy
tonnage of the Road, predicting that
the daily increased tonnage would surely
be the mother of some newer invention
of transportation:

NEW TRIUMPH OI I III RAILROAD.—
The load on the Baltimore & Ohio Railroad has
been increased from one to TWO HUNDRED
BARRELS OP FLOUR, and one horse has suc-
ceeded in drawing the whole. The particulars so
interesting to all the Friends of Internal Improve-
ment at this time, are thus detailed in the Baltimore
American of the -'i si

" The experiment of the transportation of TWO
HUNDRED BARRELS OF FLOUR with a
SING! 1 HORSE, was made on the Railroad on
Saturday with the most triumphant success. The
flour was deposited in a train of right cars, and

made, together with the cars ind passengers who

rode on them, an entire load ol thirty tons, \i/

zoo Barrels of flour, - 20 tons.
8 cars, - - - - 8 "

Passengers, - 2 '

30 tons.
"The train was drawn by one horse from Elli-
COttS Mills to the Relay House, six and a half miles,
in forty-six minutes. The horse was then changed,
and the train having set out, reached the Depot on
Pratt Street in sixty-nine minutes — thus accomplish,
ing the thirteen miles in one hour and fifty-five min-
1 ol six and three-fourths miles per
hour. Tin 1 reen the Relaj House ami the

depot is a perfect level, except at the three deep
excavations where an elevation of seventeen to
twenty feet per mile has been resorted to for the
purpose oi drainage. The horse, except at the
points just alluded to, brought the train along at a
moderate trot and apparently without an) extraor-
dinary labour; lie is not remarkable, ami was not
selected for any peculiar powers ol draft, and had
med a regular trip outwards <>n the morning
of Saturday. A numerous concourse of citizens and
strangers witnessed the arrival of the train at the
Depot, and although they looked for the accom-
plishment oi the experiment as a matter of course,
many of them were nevertheless, unable to refrain
from loudly testifying their admiration at the ease
and celerity with which it was effected. It is. we
only a week ago tli.u we noticed the fact of
the transportation of seventy-five barrels ol hour
by one horse, as a circumstance worthy of remark
in comparison with the number <>f horses required

THEN AND NO W.

for the conveyance of a load of a tew barrels over a
turn-pike road. The experience which we have
detailed above shows, that on Saturday a single
horse drew three times as large a load; and there is
no doubt that horses could be found who could with
the same ease transport a load of three hundred
barrels. And if such results as these can be accom-
plished by the power of a single horse, who will
undertake to calculate the capacity of our railroad,
either for heavy transportation or great rapidity, or
both combined, when locomotive engines of the
most improved construction constitute the moving
power."

If the writer of that article should
have mentioned electricity as a power
for the movement of trains, he would no
doubt have been laughed at by his fel-
low editors who were not so foresighted.
Since then steam has been tried in near-
ly all of its various forms in locomotion.
The great engines which now can haul
trains of perhaps 1,500 tons, not counting
their own weight, and at the rate of
thirty -five to forty miles per hour,
would, perhaps, have staggered even
this prophetic editor. Then what would
he have thought should he have seen
one of the ninety-six ton electric loco-
motives of the Baltimore & Ohio Kail
road of to-day gliding gently up to the
loaded freight train of forty-five cars,
with a great mogul engine and pusher,
coupling on and with but little effort, no
violent puffing from a smoke-stack, no
cloud of smoke or shower of cinders,
steadily pulling this great weight up a
heavy grade and over a hill with no
noise of machinery of any kind.

Now as to speed, we quote from the

American Railroad Journal, of January 7,
1832:

From the experiments made upon the Baltimore
and Ohio Railroad, there is no reason to doubt but
that the travelling on it may at least be safely car-
ried at the rate of from 12 to 15 miles per hour, by
the aid of steam power, and that passengers may be
conveyed from Baltimore to the Ohio river within
from 24 to 30 hours, at all seasons of the year.

[The above item is taken from the report of
Mr. P. E. Thomas, President of the B. & O. R. R.
to the Governor of the state of Maryland, dated
Dec. 20th, 1831. — Editor.]

■'Twelve to fifteen miles an hour."
The average man nowadays is invariably
loud in his denunciation of a railroad
which carries him to his business at less
than forty -five miles an hour, and ex-
pects sixty miles an hour when he is on
a limited. Again quoting from the same
Journal of February 18, 1S32, we find a
daily report of tonnage.

TRANSPORTATION ON THE BALTIMORE
AND OHIO RAILROAD, MONDAY
13th. FEBY, 1S32.
Arrived 68 wagons containing,

Flour, - - - S72 Barrells.
Leather, - - - 40 Bundles.
Soap Stone, - - 2 Tons.

Granite, - - - 38 Tons.
\\ ood, - - - 42 Tons.
Departed 59 wagons with Lumber, plaster,
bricks, Groceries, Merchandise, Coal &c.
Passengers arrived 44 — departed 37.

To give a daily report of tonnage to-
day is a matter of absolute impossibility,
but some idea of comparison can be ob-
tained from the total tonnage carried
by the B. & O. for the fiscal year ending
June 30, 1897, which was approximately
19,000,000 tons.

ST?*

wcm JP

STEALING RAILROAD ENGINES.

Copyright 189: Tit 8. ' I

A MONG the earliest and most per-
-^*- plexing problems that confronted
the Confederate leaders in the civil war
was that of railroad transportation. The
territory controlled by them at the be-
ginning of the struggle — roughly speak
ing, that lying south of the Potomac —
was threaded by numerous railways, the
equipment of which was fully equal to
the requirements of peace traffic; but
when war came and there were masses
of men, horses, food, ordnance and

The plan based on the axiom that
'•all is fair in love and war," was nothing
more or less than that of seizing tin-
rolling stock of a northern road and ap-
propriating it to use on the southern lines,
which included the Raleigh and Gaston,
from Raleigh. North Carolina, to near
Petersburgh, Virginia; the North Caro-
lina Central, from Raleigh to Charlotte,
North Carolina, and the Virginia Cen-
tral, from Gordonville, Virginia, to Rich-
mond.

ammunition to be moved, the lack of
sufficient rolling stock became at once
apparent. The southern railroads had
a few shops, it is true, but their com-
bined facilities were not equal to the
manufacture of half the rolling stock
needed. Where were the much needed
locomotives, cars and machinery to come
from ? European markets were out of the
question and northern shops equally so,
for obvious reasons, even supposing that
the requisite funds had been forthcom-
ing. Invention, lashed by stern neces-
sity, soon found a way out of the dilem-
ma, at once simple, bold and effective,
though not unattended with difficulty
and danger.

The successful carrying out of this
scheme forms a unique and exciting chap-
ter, which has been but little touched
upon by war historians. It is the pur-
pose of the present article to describe
this remarkable movement or rather
series of movements (for the accom-
plishment of the plan covered nearly
two years), and it is believed the recital
will prove highly interesting news to
the readers of this generation.

In June. 1861, the Confederate forces
undei General Joseph E. Johnston, oc-
cupied Harper's Ferry, controlling the
Baltimore and Ohio railroad from Point
of Rocks, a few miles south of Harper's
Ferry, to a considerable distance west

IO

STEALING RAILROAD ENGINES.

of Martinsburgh. The Union forces
under General Patterson, were between
the Potomac and the Pennsylvania line.
Smiling fortune could hardly have fash-
ioned a situation more favorable to the
plans of the Confederates, covetous of
northern locomotives, for right be-
tween the hostile lines, and yet gener-
ally within the grasp of the southern
forces, ran the Baltimore and Ohio rail-
road, a prosperous trunk line of standard
gauge, extending from Baltimore to St.
Louis and completely equipped with
first-class rolling stock, while at Martins-
burgh, only thirty-eight miles from the
nearest southern railroad, and but eigh-
teen miles from Winchester, which the
Confederates at that time held without
dispute, was the terminus of one of the
divisions of this trunk line, with shops
and roundhouse, a point of assembly
and distribution for cars and engines.

Getting possession of this coveted
material was but a matter of protecting
skilled workmen while they vanquished
mechanical difficulties. That these diffi-
culties were by no means small will be
seen from the statement that the sole
means of transporting the prizes from
Martinsburgh, the point whence most of
them were taken, to Strasburgh, Vir-
ginia, where they could be placed on
the tracks of the Manassas Gap rail-
road, was by way of Winchester over a
turnpike.

It is generally conceded that the idea
of taking the Baltimore and Ohio rolling
stock originated with Colonel Thomas
R. Sharp, at the time of the occurrences
narrated captain and acting quartermas-
ter in the Confederate army. He was a
civil engineer by profession and a thor-
ough railroad man, self-reliant and re-
sourceful. Most of the facts given are
obtained from J. E. Duke, now residing
in Cumberland, Maryland, and in 1861
Colonel Sharp's confidential clerk. Mr.
Duke, who enlisted in the arm}- from
Jefferson County, Virginia, was detailed
for duty in the quartermaster's depart-
ment, was present when some of the
locomotives were taken and was more
or less identified with the entire move-
ment. His memory has been refreshed
and his facts substantiated from other
sources when thought necessary.

The necessity for obtaining the rail-
road material in the manner described

created a special organization, entirely
separate and distinct from the military,
though, of course, co-operating with
them, and which, while working under
authority of the quartermaster general's
office at Richmond, might have been
christened the "railroad corps." The
part taken by the military in the locomo-
tive seizures was merely that of furnish-
ing protection. The armed forces in-
vested and picketed the country and left
the railroad men free to operate.

In speaking of the Baltimore & Ohio
as a "Northern" road, the term is used
broadly, as distinguishing the line from
those lying entirely within what was at
that period of the war a Confederate
territory. Geographically speaking, a
good portion of the road traversed the
border between the military North and
South. It was frequently in the hands
of both armies, though the Confederates
inflicted nearly, if not all, the damage
upon the road during the struggle.

In June, 1861, "Stonewall" Jackson,
acting under the orders of General
Johnston, went to Martinsburgh and
burned a number of cars and engines
belonging to the Baltimore and Ohio
road. The locomotives were but slight-
ly injured (only the woodwork having
been damaged), and were among those
afterward carried off by the "railroad
corps."

The first capture of locomotives took
place at Martinsburgh on a bright morn-
ing in July, 1861. Everything having
been previously arranged, the forces se-
lected to do this work, consisting of about
thirty-five men, including six machinists,
detailed from the ranks, ten teamsters
and about a dozen laborers, left Winches-
ter before daybreak and proceeded by the
pike to Martinsburgh. They were under
the immediate charge of Hugh Longust,
an experienced railroad man from Rich-
mond. Forty horses, hired and where
necessary impressed from the farmers
in the rich valley, and in some cases
driven by their well-to-do owners, formed
a highly picturesque feature of the ex-
pedition. They were to furnish the
motive power. Fine specimens of horse-
flesh they were; big, brawny-limbed,
well-fed and in the very pink of condi-
tion for draught work. They would
need all their strength before the day
was over, for there were some trouble-

STEALING RAILROAD ENGINES.

ii

some hills along the route over which
the ponderous iron horses were to be
pulled. Upon arrival at Martinsburgh,
Mr. Longust, a swarthy, wiry little man,
looked about him until his eye fell upon
a big locomotive standing on a side track
near the roundhow i

••That's the fellow we've got to be-
gin on. Go in, boys'" he shouted.

And then the skilled men and labor-
ers began to work, using all expedition
possible, for no one could say how soon
they might be interrupted by the enemy.
First, the tender was uncoupled, then
the engine was raised by means of jack-
screws and stripped of all the parts that
could be removed, such as side and
piston rods, valves, levers, lamps, bell,
whistle and sandbox. All the wheels
were taken off except the flange drivers
at the rear. The stripping was done to
lighten weight, secure greater ease in
handling and for the better preservation
of the running gear.

When this work had been completed,
what had a few minutes before been a
splendid iron Pegasus, was a helpless,
inert mass; a mere shell, deformed and
crippled, and ready to submit to any
indignity, even to that of being hauled
over a country road by the flesh and
blood horses whose office it had so long
usurped.

The next step was to swing the prize
around until it hung poised in the air at
right angles with the tracks and to re-
place the missing forward wheels with a
heavy truck, made especially for the
purpose, furnished with iron-shod wood-
en wheels, and fastened to the engine's
bumper by an iron bolt serving as a
linch pin. When the jacks were re-
moved the engine rested on the flange
drivers and the wheels of the truck.
A powerful chain formed the connecting
link between the locomotive and the
team of horses. This chain was fastened
to the single, double and ••fou'ble"
trees, by means of which the horses
pulled. The arrangement was very in-
genious and insured steady and united
effort. The horses went four abreast
and the forty, when strung abong in
pulling position, covered the entire
width of the road and over ioo feet of
its length. Probably no similar team
had ever before been seen on an Ameri-
can road.

When all was in readiness a team-
ster mounted the end of each four, Lon-
gust gave the signal, the cracks of ten
whips rang out and the locomot
novel trip was begun. The offstart was
merry and inspiring enough to such of
the townspeople as happened to be in
sympathy with the movement and to
the small boy who was as usual pri
in force, it was an event keenly e 1 1
and long to be remembered, an experi-
ence to be treasured along with that of
donning his initial pair of long trou
but to the sturdy band oi workers who
had the prize in charge, the trip was
anything but a holiday jaunt.

The time made varied according to
state of the w-eather and the roads, the
condition of the teams and various other
causes. Sometimes the whole distance
to Winchester, eighteen miles, was
made in a single day, while at others
only three or four miles would be
covered in the same time. The average
time of the entire trip was three days to
Strasburgh, thirty-eight miles south of
Martinsburgh. Often the macadam
covering of the road would break through
under the unwonted weight and let the
iron monster down into the soft earth.
Then there was hustling. The indis-
pensable jackscrews came into use and
timbers were placed under the wheels
until after, perhaps, an hour's work a
fresh start could be made. On levels,
where there was good, solid road and
all went well, the teams proceeded at a
fast walk ; up the hills they generally
went faster, because it was only by a
good running start that they could get
to the top at all. As it was, the big
horses had to strain every muscle in as-
cending the grades.

Before the first trip was made a
prospecting party went over the route
and examined the bridges on the line of
the pike. In most instances these were
not equal to supporting a heavy locomo-
tive and it was necessary to go into the
woods, cut timber and strengthen them
for the unusual burden

One of the hardest problems to solve
was that of regulating the speed in de-
scending hills. Just what the cyclist
does for his wheel with his little spoon-
shaped brake, the men in charge of the
locomotive did for that unwieldy mass
of iron, for had it once got beyond con-

STEALING RAILROAD ENGINES.

trol on a sharp down-grade, nothing
could have saved the horses or anything
else that happened to be in the way.
After considerable experiment and
thought, the all-useful jackscrew was
again called into requisition and used as
a brake, being fastened to the engine
frame and placed sidewise against the
drive wheel and tightened or loosened
as the necessity arose by a man who
rode on the engine. It is hardly need-
ful to add that this man's position was
no sinecure.

The tenders were conveyed to Stras-
burgh in the same manner as engines,
eight horses being employed to the
team. Cars were not so much in de-
mand as engines, but a number of these
were taken in the same manner. They
were not only used afterward for trans-
porting war supplies on the southern
roads, but served the immediate pur-
pose of carrying the detached portions
of the locomotives.

When the engines reached Strasburg
they were placed on the tracks of the
Manassas Gap road, which had the
same gauge as the Baltimore & Ohio —
five feet, eight and a half inches — by
the process employed in taking them
from the rails at Martinsburgh, and the
tenders having been attached, they were
hauled, by means of other steam power,
over the road mentioned and the Orange
& Alexandria and Virginia Central roads
to Richmond, the detached parts re-
maining in the cars. At Richmond they
were assembled and kept until all had
been brought from the line of the Balti-
more & Ohio. Nearly a year was occu-
pied in conveying the seized locomo-
tives, nineteen in all, from the Baltimore
& Ohio to Richmond, most of them com-
ing from Martinsburgh, though a few
were taken from Harper's Ferry and
Duffields. The reason so long a period
was covered in the collection of the
seized stock was that the Baltimore &
Ohio road was not continuously in the
possession of the Confederates. Some-
times, by the fortunes of war, they
were driven south of the Potomac and
when, perhaps, after months of skirm-
ishing, they regained the lost ground,
the interrupted work of conveying the
rolling stock was patiently and system-
atically resumed. Two or three of the
locomotives which were started out of

Martinsburgh on the pike never got to
Winchester, the Union forces having
suddenly appeared upon the scene and
driven off the party engaged in hauling
them. The attempt to convey them to
Strasburg was never renewed and they
stood by the pike between Martinsburgh
and Winchester until recovered by the
Baltimore & Ohio people at the close of
the war, somewhat the worse for their
exposure to the elements, but still cap-
able, after repairs, of doing good ser-
vice.

Some of the engines were the long,
lean freight haulers of the day; some
were passenger locomotives, but the
majority were of the now -vanished
" camelback " type, designed by Ross
Winans of Baltimore. These "camel-
backs " were sturdy pullers, and did
excellent service in their time, but they
were marvels of ugliness. The cab was
perched on top of, and well to the front
of the high boiler, and the engineer
stood almost over the front wheels. In
Blind Tom's pianistic description of the
" Battle of Manassas," he used to imi-
tate, with that robust voice of his, the
whistle of a " camelback," and wierd
and blood-curdling as was the sound
emitted from his lips, it was but a faith-
ful reproduction of the original.

Now and then the squad in "turnpik-
ing'' the engines, found it advisable in
view of information received from scouts,
to retire at night to Bunker Hill, a point
well within the Confederate lines, to
avoid the risk of capture, returning
early next morning to resume opera-
tions. The loss of one of the skilled
men would have been a far more serious
affair than that of a private soldier, who
was merely a fighter, or, perhaps, even
than that of some of the commissioned
officers. Notwithstanding the length of
time over which the operations ex-
tended, and the frequent proximity of
the Union forces, there was never as
much as a skirmish. To carry off bodily
such a great mass of heavy material
from points at intervals within the
clutch of the opposing forces, without
the loss of a single man, was indeed a
remarkable feat.

The last time the "railroad corps"
handled one of the captured locomo-
tives was in the spring of 1862, when
the Confederates evacuated Manassas

STEALING RAILROAD ENGINES.

'3

just after the Second Bull Run. At that
time the "igg," a "camelback," and
the last of the engines to be taken from
Martinsburgh, was at Strasburg ready
to be conveyed by the way of railroads
to Richmond. The sudden move of the
armv rendered this impossible, as the
direct route to the capital had been cut
oil; so the night of the evacuation the
railroad force were ordered to get that
"camelback" to Richmond by the only
route left open, namely, the very cir-
cuitous one by way of Mount Jackson
and Staunton. Accordingly, the " 199,"
which had already cost so much time
and trouble, was put on the tracks of
the Manassas Gap railroad and taken
to Mount Jackson, a distance of twenty-
five miles, and thence by team over the
pike, a matter of seventy miles more, to
Staunton, where it was again placed on
the rails, this time those of the Virginia
Central, and hauled to Richmond. The
trip occupied about four days, and the
movement was the most hurried and
exciting of the series. Many bridges
had to be strengthened en route, and in
crossing some of them it was found nec-
cessary to substitute a block and fall for
the horses. Staunton was reached early
in the morning, and though it was
scarcely daylight, the major portion of
the population were up and out to see
the novel cavalcade.

All the engines were kept at Rich-
mond until the last one had been seized,
the original intention having been to
do the repairing and refitting there, but
in Mav, 1S62, when McClellan began
his movement up the Peninsula and
preparations to evacuate the capital
were made, the dismantled locomotives
ami their dislocated members were
among the very first freight started out
of Richmond. To have allowed those
precious " camelbacks " to fall into the
hands of the northern troops after such
risks and the expenditure of so much
time, ingenuity and labor, would have
been galling indeed. Colonel Sharp, who
had them in charge, directed Mr. Duke
to hurry the prizes by rail to a safe
point in the South. They were accord-
ingly taken to a place on the North
Carolina Central road, in Allamance
county, North Carolina, about fifty
miles west of Raleigh. The movement
was successfully accomplished, and the

engines found another temporary rest-
ing place. Meantime the large shop
buildings of the Raleigh & Gaston rail-
road at Raleigh were leased by the
Southern government, fitted up with
improved machinery, and the • Con-
fi I rate States locomotive shops'' were
established. The shops were ready for
work by July, 1S62, and the captured
locomotives and the carloads of acces-
sories were hauled back to Raleigh and
a large force of workmen began the refit-
ting and repairing. As fast as ready the
rehabilitated engines were turned over
to the various southern railroads, who
purchased them from the Confederate
States, readily paying for them by cred-
its upon the government transportation
accounts. The existence of the shops,
which were extensive and fully
equipped, was not generally known and
was one of many evidences that the
Confederate leaders, or at least some of
them, realized that the war was to be
no "three month's affair," but a long
and hard struggle, and that the most
systematic and thorough marshaling of
resources and facilities was necessary.
About ten months were occupied in
turning out the locomotives, and it was
over eighteen months from the date of
the first raid on the Baltimore & Ohio
Railroad before they were all in active
use again. They proved highly valua-
ble in subsequent operations, coming
into use as they did when much of the
southern rolling stock was completely
worn out.

The long time covered, first in secur-
ing and transporting the rolling stock,
and afterwards in placing it in running
order after the dismantling, showed no
lack of skill or enterprise on the part of
those engaged in the task (the fact that
they accomplished it at all proved that
they possessed those qualities in abund-
ance), but is only evidence of the great
and varied difficulties under which they
labored. The delay was owing, in some
degree, to the peculiar character of the
mechanical obstacles to be overcome,
but much more to the frequent changes
in the positions of the contending
armies. The "railroad corps" had
always to follow the armv.

The operations were not confined to
the carrying off of cars and engines.
The best portion of the equipment of

*4

STEALING RAILROAD ENGINES.

the Raleigh shops, above described, in-
cluding lathes, planers, drill presses and
last, but not lightest, a turn-table! were
all conveyed to Raleigh in cars, by the
way of the pike and railroads, from the
Baltimore & Ohio roundhouse at Mar :
tinsburgh. More than this, at a later
period of the war, the "railroad corps,"
who seemed to have stopped at nothing,
actually tore up and hauled away the
ties, rails, chairs and spikes, form-
ing about five miles of the Baltimore &
Ohio road between Duffields and Kear-
neysville and relaid it from Manassas
Gap to Centerville for the use of the
army. Mr. Duke remembers and relates
with dry humor how, after most strenu-
ous efforts, this piece of track was got
into position late Saturday evening and
how the very next day, Sunday, it was
captured by the Union forces. This
episode occurred just prior to Second
Bull Run and was a striking example of
the extreme uncertainty of war move-
ments.

It is generally understood that after
the war the Baltimore & Ohio Railroad
was reimbursed by the United States
government for the damage inflicted in
the seizure of the engines, cars and
track material, as well as for the de-
struction of numerous bridges, etc., by
the Southern forces. It is also reported
and generally believed, that a number
of the locomotives were recovered by
the road after the war and were used for
some time in the regular service of the
company. Colonel Sharp, who con-
ducted the movements for the seizure of
the rolling stock, was, not many years
after the war, made master of transpor-
tation of the Baltimore & Ohio road and
filled that important position for a num-
ber of years under President John W.
Garret, who was at the head of the road
during the war, and who was able to
appreciate enterprise and ability, even
when for a season directed against his
own interests. Ernest Shriver.

THE REDEMPTION OF A PLAGIARIST.

FULFILLED with knowledge he came
*■ from college,

And vowed to his muse he'd be
A diligent writer and clever inditer

Of the sort she loves to see ;
He had studied up diction, the rules of
fiction.

And he had an attractive name,
Which in due season he thought with
reason,

Might well be known to fame.

Like all the rest he wrote as a test

A most imposing pile
Of poetical works, with quibs and quirks

In the Austin Dobson style ;
He blithely sang (like Andrew Lang)

In ballade and villanelle,
But he found in time that these forms of
rhyme

Are not the forms that sell.

Lowell, Thoreau, Disraeli, Poe,

He copied them all in turn ;
Tried Anthony Hope, turned back to
Pope,

Lamb, Addison, Swift and Sterne;
The styles that he prized he plagarized

With an infinite deal of toil,
And, being no laggard, he grafted
Haggard

On Du Maurier, Kipling, Doyle.

But each poem or tale he would write
and mail

The mark contrived to miss,
Till in dull despair he rumpled his hair,

And wrote him a rhyme like this !

THE MORAL

Is, then, that it's not the pen
Of another that brings one pelf,

But the simple truth an original youth
Has the sense to write himself!

Guy Wetmore Carkvi..

GETTING WORK OUT OF ELECTRICITY.

TTITHEN electricity was first proposed
** for transportation, probably all of
the scientists who had made this a study
concluded that it would not be available
for the heavy freight traffic on a railroad.
That it would be serviceable for street
railways was conceded, but it was for
the Baltimore & Ohio Railroad to suc-
cessfully demonstrate that it was not

tunnel in the world. It is 7,339 feet, or
nearly a mile and a half long, 27 feet
high, 22 feet wide, and cost in the neigh-
borhood of ^7,500,000.00.

Before the tunnel was finished the
question of ventilation became urgent,
and at the suggestion of the General
Electric Company it was proposed that
electric locomotives should be used in-

only a possibility but in their particular
case a necessity.

When the great tunnel was built
through the heart of Baltimore under
Howard street, one of its principal
thoroughfares, the question arose as
to what would be the best method of
ventilating the subterranean passage
without sinking vertical shafts through
the cellars of houses or in the street
along its line.

The tunnel is the longest soft earth

stead of steam locomotives, and thereby
keeping the air in the tunnel free from the
usual coal gases. The experiment was
first tried with a sixty-seven ton electric
locomotive and proved successful. The
result was the building of a magnificent
power-house and the placing of an order
for three Combination Schenectady En-
gines, to be built with electrical appli-
ances furnished by the General Electric
Company. These electric locomotives
are not only operated through the tun-

,| i i.MAi II To TUNNEL AT MT. ROYAL STATInN. (BEFORE TRAIN SHED WAS BUILT.)

GETTING WORK OUT OF ELECTRICIT\

19

ml, but also for a distance of 7,3yd feet
in the open air.

As Baltimore is built upon a very
undulating surface there are naturally
some steep grades in the track, and a
freight train of forty cars would have to
be pulled by at least two steam engines,
using about all the power they could
command.

It is a common occurrence to sec a
lout; freight train of about 1,500 tonnage
waiting to be transported through the
city by way of the tunnel with one of
these locomotives which can command

General Electric Company, at Schenec-
tady, N. V., and a brief description of
them will be interesting.

They are made to run in either di-
rection, and rival in weight and size the
largest steam locomotive. They are
symmetrical and even handsome in ap-
pearance to the eye of the most critical
engineer, and are free from the series of
humps which are necessary on the back
of a steam locomotive. They are not
playthings, as the following dimensions
show: Number of trucks, 2: weight on
driving wheels, 192,000 pounds; number

more than double the power of a steam
locomotive. The electric locomotive
will couple on to these trains and pull
them apparently without effort over all
the steep grades. The engineers of the
steam locomotives are required to shut
off all coal gases as they approach the
tunnel, consequently the air is kept pure.
All passenger trains of six or more cars
in length are forbidden to use the tun-
nel unless taken through by one of the
motor engines.

The work of building these ponder-
ous machines was supervised by the

of driving wheels, 8; draw bar pull, 42,-
000 pounds; starting draw bar pull, 60,-
000 pounds; gauge, 4 feet 8J2 inches;
diameter of drivers, 62 inches inside of
tires; length over all, 35 feet; height to
top of cab, 14 feet 3 inches: extreme
width, 9 feet 6 ' 4 inches.

Should the locomotive be divided
through the center of the cab there
would be two distinct individual locomo-
tives to all outward appearances, such is
their symmetrical construction. Inside
the cab at one end is what appears to be
a large iron safe which contains the

20

GETTING WORK OUT OF ELECTRICITY.

powerful motor; on the top of this a lever
is worked on the same principle as the
motorman's lever on a trolley car. The
motorman on the engine uses it as he
would the throttle of a steam engine.

In this connection a story is told of
one of the oldest engineers of the Balti-
more & Ohio Railroad, who had been for
years intrusted with
the Limited trains
of the Royal Blue
Line. When the first
electric locomotive
was finished and
ready for use it was
concluded to honor
the old engineer by
giving him charge of
this mysterious en-
gine, so he could
do work at home.
He reluctantly took
his place at the mo-
tor, which at that
time was worked by
a wheel, but he
could not success-
fully control the en-
gine. Many attempts
were made and
other engineers were called in to try
their hand, but with no better result.

Then it was decided to try men who
were accustomed to electric motors, but
these men were not accepted because
they did not have the experience that
was necessary to assume the responsi-
bility of running a
train. Somebody
suggested that the
original engineer se-
lected would be just
the man if he could
handle the throttle
to which he had
been accustomed,
and so the throttle
was substituted for
the wheel, and
strange to say, the
great engine obeyed
his commands. It
was simply a case
of ' ' the carpenter
not being able to
work without his own
tools. "

The illustrations

given herewith show

glimpses of the tunnel, the over head

trolley system, and the power plant

of the first and only successful electri-

cal railway for heavy purposes in exist-
ence.

1898

JANUARY.

M T W T ! F S

I

3 4 5 6 7 8
10 II 12 13 14 15

17 18 ig 20 21 22

24 25 26 27 28 29

31 ....................

APRlIi.

1 2

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dULiY.

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OCTOBER.

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30

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FEBRUARY.

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MAY.

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AUGUST.

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NOVEMBER.

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MARCH.

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JUNE.

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SEPTEMBER.

•■•• ' 1 2 3

4J 5 1 6 7 8 9 10
11 12 13 14 15 16 17
18 19 20 21 22 23 24
25 26 27 28 29 30 ....

DECEMBER.

1 2 3

4 5 6 7 8 9 10
11 12 13 14 15 16 17
18 19 20 21 22 23 24
25 26 27 28 29 30 31

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CONDENSED SCHEDULE
ROYAL BLUE TRAINS OF THE B.
EAST AND WEST.

& O.

cv

& o. ROYAL BLUE TRAINS FROM WASHINGTON,

AND NEW YORK.

BALTIMORE, PHILADELPHIA

EASTWARD

EXCEPT
SUNDAY

EXCEPT
SUNDAY

NO. 508
EXCEPT
SUNDAY

NO. 502
DAILY

NO. 524
DAILY

No. 506
DAILY

No. 5 14
DAILY

No. 522

SUNDAY

Lv WASHINGTON -

Lv BALTIMORE, Camden Station -.
Lv. BALTIMORE Mt. Royal Station

Ab. PHILADELPHIA —

Ar NEW YORK, Liberty Street — .
Ar. NEW YORK, Whitehall Terminal

7.05
7.55
7.59
10.15
12.35
12.40

8.00
8.50
8.54
I 1.00
I .20
1.25

10.00
10.50
10.54
12.53
3.00
3.05

PM

NOON

12.05
12.57
I .01
3.09
5.35
5.40

PM

PM

1.15
2. 15
2.20
4.35
7.00
7.05

PM

3.00
3.49
3.53
5.56
8. 10
8. 15

5.05
6.00
6.04
8.19
10.40
10.45

12.01
1.15
1.26
3.55
6.52
6.55

9.00
9.50
9.54
12.00
2.20
2.25

B. & O. ROYAL BLUE TRAINS FROM NEW YORK TO PHILADELPHIA, BALTIMORE

AND WASHINGTON.

WESTWARD

No. 505
DAILY

NO.517
EXCEPT
SUNDAY

NO 501
DAILY

NO. 5 I I

DAILY

No 507
DAILY

No. 509
EXCEPT

No. 525
DAILY

No. 503
DAILY

NO. 5 15
DAILY

LV. NEW YORK, WHITEHALL TERMINAL

Lv. NEW YORK, Liberty Street

Lv PHILADELPHIA

Ar. BALTIMORE, Mt Royal Station
Ar. BALTIMORE, Camden Station -
Ar. WASHINGTON

4.30
8.00
10.04
10.08
I 1.00

7.55
8.00
10.26
12.41
12.45
1.40

10.00
10.00
12.20
2.26
2.30
3.30

I 1.30
I I .30
1.37
3.36
3.40
4.30

2.00
2.00
4.20
6.42
6.46
7.50

3.25
3.30
5.42
7.49
7.53
8.45

4.55
5.00
7.30
9.32
9.36
10.30

5.55
6.00
8.35
0.41
0.45
1.45

12.15
12.15
3.35
6.05
6. I 5
7.30

Pullman Cars on all trains.

B. & O. ROYAL BLUE TRAINS TO ALL POINTS WEST AND SOUTHWEST.

WESTWARD

LIMITED
OAILY

NO. 9
EXPRESS

NO. 43
EXPRESS

LIMITED
DAILY

NO. 55

EXPRESS

OAILY

Lv. NEW YORK, Whitehall Terminal

Lv. NEW YORK, Liberty Street

Lv. PHILADELPHIA

Lv. BALTIMORE, Mt. Royal Station-
Lv. BALTIMORE, Camden Station —

Lv WASHINGTON — --

Ar. PITTSBURG ---

AR. WHEELING-

Ar COLUMBUS

Ah. TOLEDO

Ar. CHICAGO

Ar CINCINNATI -

AR. INDIANAPOLIS

AR LOUISVILLE -

Ar ST. LOUIS

AR. ROANOKE -

AR KNOXVILLE

Ar CHATTANOOGA -

AR MEMPHIS

AR NEW ORLEANS

I 0.00 am
10.00**!
I 2.20 pm
2.26pm
2.40 PM
3.40 pm

2.00 pm
2.00 pm
4.20 pm
6.42 pm
7.00 pm
8.05 pm

8.20 »m
I I .35 AM

3.25 pm
3.30 pm
5.42 pm
7.49 pm
7.58 pm
8.50pm
6.35 am

5.55 PM
6.00pm
8.35 pm
I 0.41 pm
10.55 pm
I I .55pm

3.25 pm
3.30 pm
5.42 pm
7.49 PM
7.68pm
9.00pm

4.30 in
8.00 IM
I0.041M
10. 12m
I 1.05a*
8.00 pm

I 2. I 5NT
I2.I5NT
8.00 AM
10.04 am
I0.25«ji
I I .25 am

8.25 AM

9.00 pm

2.55 pm
6.35 pm

I2.00NN
2.50am
7.00 am

I 2.25 pm
6.40 pm

10.50 pm
7.36 am

5.30 am
2 . I pm
5.45 pm
7. 10am
8.30 am

Through Pullman Sleepers to alt points.
Baltimore 7.00 p. m.

NOTE— On Sundays leave New York at 2.00 p. m., Philadelphia 4.20 p. m..

B. & O. ROYAL BLUE TRAINS TO ALL POINTS EAST.

EASTWARD

LIMITED
DAILY

EXPRESS
DAILY

LIMITED

DAILY

No. 8
EXPRESS

NO. 44

EXPRESS

DAILY

No. 46
EXPRESS

Lv CHICAGO

Lv, TOLEDO -

Lv COLUMBUS -- ----

Lv WHEELING --

Lv. PITTSBURG

Lv. ST. LOUIS- -

Lv. LOUISVILLE -

Lv INDIANAPOLIS

Lv. CINCINNATI.--.

Lv. NEW ORLEANS-

Lv. MEMPHIS

Lv. CHATTANOOGA

Lv KNOXVILLE --

Lv. ROANOKE

Ar WASHINGTON

Ar. BALTIMORE Camoen Station —
Lv BALTIMORE. Mr Royal Station

Ar PHILADELPHIA - ---

Ar NEW YORK Liberty Street

Ar. NEW YORK. Whitehall Terminal

4.55 pm

8.56 pm

8.20am
2.15 pm

2.35 am

8 I 5 am

7.55 am

I 2.05 pm

8.06 AM

6.00p»
I 2.25 am

9.00 pm

I .05 pm
2.05pm
2.20pm
4.35pm
7.00pm
7.05 pm

6.47 am
7.50 am
7.59 AM
10. I 5 am
12.35 pm
I 2.40 pm

4.50 pm
5.55pm
6.04 pm
8. 19 pm
I 0.40 pm
10.45pm

I I .55 am
12.53pm
I .01 pm
3.09 pm
5.35 pm
5.40 PM

6.35am
7.50 am
7.59 am
10. I 5 am
12.35pm
12.40 pm

7. IOpm
8.30pm
9.46 am
I .20 pm

I 1.30pm
7.40 am
8.50 AM
8.54 am

I 1 .00 am
1.20pm
I .25 pm

I 2.35 pm

I I .20 pm
I .00 am
I .26 am
3.55 AM
6.52 am
6.65am

Through Pullman Sleepers from alt points.

THROUGH PULLMAN PALACE CAR SERVICE.
PULLMAN DINING CAR SERVICE.

ROVAI. BLUE TRAINS OF THE B. & < ». FINEST SERVICE IN" THE WORLD. SOLID
VESTIBULED TRAINS. PARLOR COACHES.

BETWEEN WASHINGTON, BALTIMORE, PHILADELPHIA

AND NEW YORK.

No. 528.
No. 510.
No. 512.

No. 508.
No. 502.

No. 524.
No. 506.
No. 514.
No. 522.

No. 505.
No. 517.
No. 501.

No. 511.

No. 535.

No. 507.

No. sog.

No. 525.

No. 503.

No. 515.

EASTWARD.
Buffet Parlor Car Washington to New York. Dining Car Washington to Philadelphia.
Buffet Parlor Car Washington t" New York. Dining Car Washington to Baltimore,
Five Hour Train. I'arlor Car Washington to New York. I lining Car Baltimore to

New York.
Buffet Parlor Car Washington to New York. 1 lining Car Washington to Baltimore.
Buffet Parlor Car Washington to New York. Dining Cat Baltimore to Philadelphia: Sundays

Washington to Wilmington.
Buffet Parlor Car Washington to New York.

I'arlor Car Washington to New York. I lining Car Baltimore to New York.
Separate Sleeping Cats from Washington and Baltimore to New York.
Buffi 1 I'arlor Car and Dining Car Washington to New York.

WESTWARD.

Car New York to Chicago. Drawing Room Car Baltimore to Washington.

Sleepin

Buffet I'arlor Car New York to Washington

Parlor Car New York to Washington.
Philadelphia to Washington.

Five Hour Train. Parlor Car New-
Baltimore.

Parlor tar Philadelphia to Washington.

Parlor Car New York to Washington. Dining Car Baltimore to Washington; on
Dining Car Wilmington to Washington.

Parlor Car New York to Washington. Dining Car Philadelphia to Washington.

Buffet Parlor Car New York to Washington. Dining Car New York to Baltimore.

Parlor Car New York to Philadelphia.

Separate Sleeping Cars New York to Philadelphia, Baltimore and Washington.

Dining Car Philadelphia to Baltimore; on Sundays
York to Washington. Dining Car New York to

Sundays

BETWEEN NEW YORK, PHILADELPHIA, BALTIMORE, WASHING-
TON, PITTSBURG, WHEELING, COLUMBUS, CLEVELAND,
TOLEDO, CHICAGO, CINCINNATI, INDIANAPOLIS, ST.
LOUIS, LOUISVILLE, MEMPHIS, NEW ORLEANS.

WESTWARD.

Sleeping Car New York to Cincinnati and St. Louis. Sleeping Car Baltimore to Cincinnati

and Louisville. Dining Cars serve all meals. Parlor Car Cincinnati to St. Louis.
Sleeping Car New York to Chicago via Grafton and Bellaire. Sleeping Car Washington to

Newark. Dining Cars serve all meals.
Sleeping 1 ars Baltimore and Washington to Pittsburg. I lining ( ',ar serves supper Philadelphia

to Washington.
Sleeping Car New York to St. Louis. Sleeping Car Baltimore to Toledo. Dining 1 ars serve

all meals.
Sleeping Car New York to New Orleans, and Washington to Memphis.
Sleeping Car New York to Chicago. Observation Drawing Room Cars Baltimore to Pittsburg.

sleeping 1 ar Pittsburg to Chicago I lining Cars serve dinner, supper and breakfast.
Sleeping Car Cleveland to Chicago. Sleeping Car Wheeling to l hicago.
Sleeping Car Baltimore to Chicago via Cincinnati and Monon Route.

EASTWARD.

Drawing Room Sleeping Cars St. Louis to New York and Louisville and Cincinnati to

Baltimore. Sleeping Car Toledo to Baltimore. Dining Cars serve all meals. Parlor Car

St. Louis to Cincinnati.
Drawing Room Sleeping Car St. I ouis to New York. Drawing Room Sleeping Car Chicago

and Cincinnati to Baltimore. I lining Cars serve all meals.
Drawing Room Sleeping Car Chicago to New York via Pittsburg. Observation Drawing Room

Cars Chicago to Baltimore. Sleeping Car Chicago to Pittsburg. Dining 1

all meals.
Drawing Room Sleeping Cars Chicago to New York. Sleeping Car Newark to Washin

Dining Cars serve all meals.
Sleeping Cars Pittsburg to Washington and Baltimore. Dining car serves breakfast.
Sleeping Car New 1 Irleans to New York, and Memphis to Washington.
Sleeping Car Chicago to Cleveland. Sleeping Car Chicago to Wheeling.

No.

1.

No.

7.

No.

9

No.

3-

No.
No.

43-
5-

No.

No

47-
55-

No. 2.

No. 4.

No. 6.

No. 8.

No. to.

No. 44.

No. 46.

LIST OF OFFICERS

BALTIMORE & OHIO RAILROAD

John k. Cowen, Oscab G. Murray,

Receivers, Baltimore, Md*.

EXECUTIVE DEPARTMENT.

John K. Cowen. President Baltimore, Md.

W. H. Ijams. Treasurer Baltimore, Md.

J. V. M'Xeal, Asst. Treasurer Baltimore, Md.

C. W. Woolfobd, Secretary Baltimore, Md.

ACCOUNTING DEPARTMENT.

H. I>. IUlkley, Comptroller Baltimore, Md.

Ge<>, ay. Booth, Gen. Auditor Baltimore, Md.

J. M. Watkins, Auditor of Revenue Baltimore, Md.

A. F. IM'xlevv, Auditor of Disbursements, Baltimore, Md.

OPERATING DEPARTMENT.

Wm. M. Greene, Gen. Manager Baltimore, Md.

W. T. Manning, Chief Engineer

Thos. Fri zi.KK.u.D, General Supterintendent Main stem

Philadelphia and Pittsburg Divisions, Baltimore, Md.
Wm. Gibs* >\. Assistant General Superintendent Main Stem

Philadelphia and Pfttsburg Divisions. Pittsburg, Pa.
J. Van Smith, Geu. Superintendent New York Division

Foot of Whitehall Street, New York.
J. M. Graham, Gen. Supt. Trans-Ohio Divisions, Chicago, III.

!'. 1. Maroney, Supt. of Transportation Baltimore, Md.

Harvey Middleton, Gen. Supt. Motive Power.

Baltimore, Md.
I. X. KALBAVGn, Supt. Motive Power Lines East of Ohio

River, Baltimore, Md.
W. H. Harrison, Supt, Motive Power Lines West of Ohio

River, Newark, O.
David Lee, Eng"r Maint. of Way Lines West of Ohio River,

Zanesville, O.

E. W. Grieves, Superintendent Car Department.

Baltimore. Md.
C. C. F. Bent, Supt. Philadelphia Division, Philadelphia, Pa.
John E, Spi rrier, Supt. Bait. Div. Main Stem,

Baltimore, Md.
R. M. Siieats, Supt. Western Div. Main Stem,

Grafton. W. Ya.
In C. Prince, Supt. Harper's Ferry and Yalley Division.

Winchester, Va.

F. A. Husted, Superintendent Middle Div.,

i ninberland, Md.

J. S. Xorris, Supt. Connellsville Div ..Connellsville, Pa.

John Barbon, Superintendent Pittsburgh Div. .Pittsburg, Pa.
J. H. Glover, Supt. Ohio and Midland Divisions. Newark, O.
P. C. S-NEEi), Superintendent Chicago Division, Garrett, Ind.
J. T. Johnson, "-nperintendent Akron Division. Akron, O.
I ii - -i i Di -. Superintendent Telegraph.. Baltimore, Md.

I'l kCII \SI\<; h! I' \K I MENT.

E. H. Baneard, Purchasing Agent Baltimore, Md.

Chas. Frick, Fuel Agent Lines East of the Ohio EM 1

Baltimore. Md.

J. W. Franklin, Fuel Agent Lines West of the Ohio

River, Newark, O.

TRAFFIC DEPARTMENT.
PASSENGER.

D. B. Martin - , Manager Passenger Traffic... Baltimore, Md.
J. M. Schryver. Gen. Pass. Agt.. Lines East of Ohio River,

Baltimore, Md.
B. N. Austin. Gen. Passenger Agent Lines West of

Ohio River, Fisher Building, Chicago, 111.
B. E. Peddicord, Gen. Baggage Agent Baltimore, Md

A. J. Simmons, Gen. New England Passenger Agent.

■.ill Washington Street, Boston, Mass.
Lyman McCaety, Gen. East. Pass. Agt., 434 Broadway,

New York.
James Potter, District Passenger Agent, Philadelphia, Pa.

B. F. Bond, Division Passenger Agent Baltimore, Md.

S. B. Hege, Division Passenger Agent.. -Washington, D. C.
Arthur G. Lewis, South. Pass. Agt., Atlantic Hotel,

Norfolk. Va.

E. D. Smith. Division Passenger Agent Pittsburg, Pa.

D. s. Wilder, Division Passenger Agent Columbus. < >.

D. D. Courtney, Gen. Trav. Pass. Agent Baltimore, Md.

Robert Skinner, Trav. Pass. Agt., 434 Broadway, New York.
Bernard Ashby, Trav. Pass. Agt., 833 Chestnut St..

Philadelphia. Pa.

FREIGHT

C. S. Wight, Manager Freight Traffic Baltimore, Md.

T. w. Galleher, Gen. Freight Agent Baltimore, Md.

L. R. Brockenbrough, Gen. Freight Agent. Pittsburg, Pa.
C- V. Lewis. Gen. Freight Agent in charge of Freight

Claims, Tariffs and Percentages. Baltimore. Md.
James Mosher, Gen. East. Fht. Agt., 434 Broadway,

New York.

A. P. Bigelow, Gen. West, Fht. Agt., 220 La Salle St.,

i bicago, 111.
H. M. Matthews, Division Freight Agent ...Pittsburg, Pa.

Pai.k Cherry, Gen. Dairv Freight Agent Chicago. 111.

J. A. Murray, Eastern Coal & Coke Agent, Baltimore, Md.

E. T. Affleck. Western Coal & Coke Agent. Columbus, O.

R. B. Ways, Foreign Freight Agent Baltimore, Md.

Andrew Stevenson, Asst, Geu. Freight Agent,

Baltimore, Md.
W. R. MclNTOSH, Division Freight Ageut. Cumberland, Md.

E. M. Davis, Division Freight Agent Clarksburg, W. Va.

O. A. Constans, Division Freight Agent Columbus, O.

C. T. Wight, Division Freight Agent Sandusky, O.

B. F. Katjp, Division Freight Agent Tiffin, O.

A. C WILSON, Trav. Pass. Agt Washington, D. C.

C. B. Dudrow, Trav. Pass. Agent.. .Harper's Ferry, W. Va.
J. T. Lank, Traveling Passenger Agent ..Wheeling, W. Va.

R. C. H.vase, Traveling Passenger Agent Newark, O.

F. P. Copper, Traveling Passenger Agent Tiffin. O.

\v. M. McConnell. Pass. Agent, .' n superior St. .Cleveland.*.).

T. C. Burke. City Passenger Agent Wheeling. W. Va.

i G I i > kekm \n. Citv Pass. Agt., 434 Broadway, New York.
E. E. Patton, City Pass. Agt., N. Y. Ave. and 15th St.

Washington, D. C.

W. F. Snyder. Passenger Agent Baltimore. Md.

II. A. Miller, Passenger Agent Wilmington, Del.

C. E. Gregory, Pass. Agt., 5th Ave. and Wood St.,

Pittsburg, Pa.

W. W. Picking, City Passenger Agent Chicago, HI.

W. <:. Shoemaker, traveling Passenger Agent, Chicago, III.
J. P. Taggart, Traveling Passenger Agent. St. Paul, Minn.
C. H. Duxiu'ky. Traveling Passenger Agent.. .Omaha, Neb.
Peter Harvey. Parifk- Coast Agent,

Room 32, Mills Building, San Francisco, Cal.
W. E. Lowes. Advertising Agent Baltimore. Md.

G. J.

C. H.

E.

Lincoln, Com'l Fht. Agt., 400 Chestnut St..

Philadelphia, Pa.
Maynard. Commercial Freight Agent. Boston, Mass.
King, Commercial Freight Agent Baltimore, Md.

B. V. .1 v< eson, Commercial Fht Agent, Washington, D. C.
W. V Mitchell. Commercial Freight Agent. Atlanta, Ga.
G. D. Green. Commercial Freight Agent, Wheeling, W. Va.

C. V. Wood, Commercial Freight Agent Akron, O.

H.R.Rogers, Commercial Freight Agent Cleveland, O.

E. N. Kendall, Commercial Freight Agent Toledo, <>.

C. H. Ross, Commercial Freight Agent ...Milwaukee, Wis.
H. C. Pici lell, Commercial Freight Agent. .Omaha. Neb.
C. H. Harkins, Commercial Freight Agent,

Minneapolis, Minn.

Tnos. Miles, Commercial Freight Agent Duluth, Minn.

John Hutchings, Commercial Freight Agent. Detroit, Mich.
A. J. Walters, Commercial Freight Ageut. Pittsburg, Pa.
Peter Harvey, Pacific Coast Agent,

Room 32, Mills Building, San Francisco, Cal.
T. S. Noon \n. Gen'l Manager Continental Line and

i entral States Despatch, Cincinnati, O.

PRESS DEPARTMENT.

J.

H. Maddt, Press Agent-.. Baltimore, Md.

MILEAGE.

MAIN STEM AND BRANCHES 784 38

PHILADELPHIA DIVISION 129.00

PITTSBURG DIVISION . .391. CO

NEW YORK DIVISION 5.30

TOTAL MILEAGE EAST OF OHIO RIVER -

TRANS-OHIO DIVISION 774.25

TOTAL MILEAGE "WEST OF OHIO RIVER
TOTAL MILEAGE OF SYSTEM

ALPHABETICAL LIST OF TICKET AND

ON B. & O. R. R.

FREIGHT AGENTS

1 lull, ,M-

ricket. " ' " Coupoi

•■ P " Prepaid.

SI ,1

, i ,
.,f

DIvl lor

St ,li, ,ii..

i l.i-

i ■ ,
')'■

T .,.,,!.-
ti,,n

A

\h, r . [. .■ r. Md
Adams P».

Adamston
Adamstown ... .Md.

A Ik, 11 . •■

Akron Ihlo

W. II. Reasln Jr.

F T p

Pliila.

800

Bessemer Pa.

Bi i hi da ' 'inn

Big « ..null Ohio

I'n

li.-iir ...Mil

Black Hand Ohio

Black I.l- i "

C. R. North
\ i.. Martin ...

F

F T

Pitts.

G. T.Ko]

\,ii ban Si eel .
in Hon .idle
. . ' i. Mi i

i. \ Garj

i patrlck..

ii. pVfiuriey""!

E. .1. Horton —

i

1 1

Ti
V

V T
1- 1 I
..„..

r i i

Phllii.

\ 1, i

Akron

Bait,.

Tliila.'
i nlcago

200
1,500

m. ii. Moore

V. II. Miller

i
F T

i I.

1HI

All., non Md.

Albion ...
Aldrldge W.Vn

Alexandria Va.

Alexandria Jcl Md.
Ind.

Alp-i II

Alta Ohio

Bloomda a

in. i,-i iik' . "

Bloomtngton . Md.

Blue Stone Pa.

Bluffs

Board Tree W.Va.

- Run "

Ii "-Hi' Pa.

II, ...1 III! \ 11 . "

Boston Mass.
BougbtonvlllcOhlo
p. >i\ ling . \ a

l:.,\i mini . I'a

Boyd - Md

Braddock "

W . < '. 1 i

1 I 1" ,.,
1 1. 1 .Pin

F T

1 1

i l

P A W

7*0

fcatei

l l

I'A \\

Mi .- i

.1. II. Mill, i

1 l-
T P

Plilla.

Amblersburg W.Va

iippi
in SI.

A II l 1 1 i , 1 1 ' 1 : i : < Md

Mi M ■

i i

H ■

n .1

A. L. ltri-iiitiiiiii

i l

Akr.m

\ nderson R ^ ,i

\ihi.i|m. ■- M,l.

Annapolis Jet

Arab) "

Arden ^ v*a

Armstrong Ohio

Arnolds W.Va.

i ....Del.

Assembly Park Va.

..Ohio

Auburn Ind.

ii Jet

i. R. Beal

i 'has. Johnson
p. B. Smith

i i
I C

,ii
! ii

1 1

300

Wash'l i

I

ES.M.Brack'm'y'r

i l .

Pitts.

..mm

Merritti Dlxoi

r. ii. Sprotl ...
ll. i.. Yming

i r

F TI

F T (
F T l

Phi
( blcago

220

Bradshan "

Bralnerd Jet ....111.

Iir. in, l.i II i . .Mil

Branstettcr ..Ohl<

111, mi In ,1- Mil

Bridewell M.I

Bridgeport .W.Va

dale (Hili

l\ . 1 1 . u .

I- 1

so

',' 1

i i

""sod

Mi- .1; i Warfld

Ml M ili-.-l

l l l-
F T <

Balto
t hlcagi

35

1,800

it w . Johnson .

F T

1 ' A »

,.«!

i.l

FT

1' A \\

275

W I'. !

r. .i . i Levenger

E. KiimiUC

i:\ i:i-i. i

p,. ii. i
;. ii. i Km ford

i: Jone
i '. i.. Stewart
i;. Letmbap h

haum A- s
W. II. Koepki
iir
II. Hellwlg
A. T. Jenklna.

p. s. Shaffer

F T 1

F T
I ' T

"ft

TerA

i p

T C

T (
1 i
1 '
I '

K
F
F

F

i IhlCBgi

T'h'lia.
Ph'iws

city
Cam.Sta
Mi Roy'

JilllS.B'i

171 BSl
Gay St.

Fell St.

Cent, it

Ml. I liii

300

ta.
II St.

i '

Bristol 'ihl.

Bristol Jet "

Broad I .i.l Pa

r.r i Run "

Brum In ay Vn

Brookdale Ill

Brooklyn N.v.

P. V. I-

\ . Blood .

.1. P. Res

FT

F
F T

Pitts,

ile ...Oblo

A\ ondale Pa.

B

1.IMHJ

Babcock 1 ml

r.iilriMi'u n .. ..nlili

J, C Ii.:

I'.W.ll'n. in, 1,-T

P. 11. Marshall

TC

. , 1 '

139 i ,,

ton sl

ia ii

Brook Slilln

l|,,,i nil, 'hi .... IT.

,.

..

I'-rim-u lik .Mil

Brunswick?!

Buck Lodge "

Buckeye Ps
Buckcystown . . Md

.W.Va.

I'm, hi \ Ista Pa.

Burbank Ohip

M H-LT'.\ '
T. J. Bui

twell

F C
T

FT

Balto.

Balto.

Balto.

H.IKIO
3,000

250

Barbertun
Barksdale Md

afer

1 T i

Akron

Burton
Burton's...

Bush W.Va

Butler Ohio

c

..W.Va.

Ohio

i tiimi'i',,1) .....W.Va

i ampG'dJct. .W.Vn
Md.

i lapon I; 1 .... Va.

., r Del

Cll Pap.

Mill M.I

Carrcroft Del.

t lasselman Pa.

I's Ohio

■i.,i W.Va.

in Md.

Cave sum-. n Va.

i . A C. M i .i....Pa.
i reek Va.

\\ ,\ n

< ledar Valley p'litn

Central ...W.Va,

Central City .Ohio

ilMines.W.Va.

-

int's "

"
i bambersburg . Pa.

•:,,..'. :i \\ .\ i

E. P - rson

s. Burton

ill'.

ii n. Raddox

1 T

1' T

1- T '

1

p a n
C o

Lk.Erie
P & W

2oa

ioa

Barnesvlile

Bl III.- .. dill.,

Barnesvlile w . \ :.

Darby..

i. i:. I.:.:,,

i i .
F T i

Mi tro]

■ pi

4,000

kvllle
Bartbolov . \|,|

W.T.BIIHngsley

i r

pa n

800

.low's « ,S. "

i. M i;

F T

Oblo

M IT. r.h it- .

« IT Si -liltt...

.1 « . i ale

FT C
I-' T I

1 1

, ,i

P A W

C ii

Ohio

i Run I'n

i.l u

F T

:i«l

Beckwlth W.Va

[.. F. Beelcr .

u r i-

Mi-, i . \ . Smith

1

1 1

TPC

Valle)

Phlla.

!■ ibwood

on W.Va.

. nil I..

.1. 1'. Sherry

-i . w . i larber

T C
F

1. A 1.
1' 11

10,000

•• >i

- i: Miller

'- i. .

Speer

T

F T

I'lili.i.
Pitts.

i ii

Bellevlew Va

Belleville

\ ii

C. A. Ingham

■

I.k. Erie

Bellton . ....W.Va
Belmont — Ohio

r. i ampbell
W.P.Evi

FT
FT

1 "A H
1 .,

R.C. Merclci

M.l). I. in

l
FT

' .

65

Bellavllle .... \|,|
ere

.i. p.. Mason

F T

Wash'tn

' tel

1- 1

Valley

1,000

Bennetts ..W.Va.

Gra

i . \\ . < Tiiinlng'ni

-III,

i». ll. Lechrune

F

FT

F T (

P A W

C O

St'svlile

Benton Ind

H'-tit. ,ii Perry .W.Va.

Ill ii" 1 Jet

» . m rhomas
John i:. Deegan

i . Gra am
H i i dmlston
- P. Bl ubaker.

FT
T C
F

1 l' i
F T i

i ■ t n

P A W

I'A \\

B st P

5,000
1,200

1,200

•■

Berlin pa

11. \\ . Spcssard

\ . S Ml, Ii
W. A. Spenclar.

TC
F

T C

ton inii

3,500

Berwyn ... Md.

1. F. Keefauver

F T

Wash'tn

800

26

ALPHABETICAL LIST OF TICKET AND FREIGHT AGENTS— Continued.

Charlestown Pa

Cheat Haven "

Cherry Camp. W.Va

Cherry Run "

Chester Pa

ChestnutStlPhili "

Chevy Chase Md

Chicago Ill

W. s. Obor -

Thos.W.Keesy..

P.. D. Setton

A.M.D. Mulllnlx

Chicago Jet Ohio

Chllds Md.

Chllllcothe .... Ohio
Christy Park — Pa.
C.H.V.&T.CrossOhio
Cincinnati '

F. E. Scott

It.W McKewin.

F. J. Eddv

T. E. Wavman .
J. P. Fitzgerald
E.B.Rlttenhouse

City Farm Pa.

Clarksburg .. .W.Va,

Clay Pa

Clay Siding •

Clay Lick Ohio

Claypool's "

Claysvllle Pa

Clayton Md

Clements W.Va

Cleveland Ohio

M. Van Heydc .
ffm, Brcwn ...
c. II. Wiseman

O. A. Annan.

E. Hickev

I. W. Ewlng ...
A. L. Martin .. .

Clinton

Clinton Pa.

Clinton Siding .Ohio

Clokeyvllle Pa.

Clokeyvllle Jet.. "

Clopper Md

Coal Dale Ohio

Coburg Ind

Cochran's Mill .Pa
Coffey's Crossing "

Cogley ..W.Va

Colburu Mine — "

Coleman Pa

Colfax W.Va

Colgate I Ireek .. Md

College Park "

Collingdale Pa

Columbus Obit

W.M. Mel onnell
C. A. Witzel ....

A. N. Deltz

N. A. Roach ...

M. w. Thompson

K. C. Forbes .

.1. O. Woodruff.

Commuulpaw . X. J

Concord Del

Confluence. Pa.

C. & O. Jet

Conncllsville

Consolidated Quarry
CO Md.

Contee "

Cook's Ohio

Cook's Mills Pa.

Cora Mines "

Corbett Mil

Corinth W.Va

Cornwallis "

Coultersville Pa

Court House Sid. "
Cove Run ....W.Va

Covington Ky.

Cowan Va.

Cowenton Md

Crabtrec "

Cranford Jet.. .N.J

Creston Ohio

Cromwell Ind

Crouches Pa

Cuba Ohio

Cumberland Md.

Cupp Pa

Currv "

Curtis Bay Md

Daisch D. C

Danuer Va

Dan's Run W.Va

Darby Pa

Davis Va

Davlsvllle ....W.Va

Dawson Pa

Dawson Md

Dean Pa.

Decatur Va

Deer Park Md

Defiance Ohio

Delaware Bend.. "'

Demmler Pa

Derby Ohio

Derwood Md

Deshler .Ohio

Dewing MlllIir..Pa.
DrivlngMlll Br.. "

FT
FT
FT C

TC
F
T C

FT<:

CO Carrol! ...

F. Talk

E. PagcK r I'
l>. s. Wilder ...
.1. s. Fairchild .

E. E. McDonald

II S s|„. lir
I. \ Is ail

E. D. Hoffman.
A. P. Lavelle .
Ml" \l. A.
Thompson ..

G. M. Abbott .

C. W. Proctor

E. R. Harris...

Steinmetz..

J. M. Trimble.

Joseph H.I lodd
M. C. Clarke ...
J. V. McKenna

C. H. While.

Mrs. A. S.McDer
mott ..i

A. Van Horn.

J.C.Hyde

W. B. Griffin...
F. S. Bow 1 1. v..
C.E. Stevens...

J. A. Cook

A. C. Bazler ...
D. E. CofTman..
J. H. Lafferty ..

1

FT C
FT

I I' i
FT C

I i
T C
TC

F

FT
FT

Audft'm
193S.Cla
Dpt Har.

Lk. Erie
Phila

I'hlrau'i'

V. D
llusVIne

Midland
C O
Pitts.

241 Sp'rS

FT

FT

F T I

Ell

T(

I I

F

FTC

1'' 'I' i '
TC

I i
I I

F
E T (
FT

F T
T C
F

FT

FTC
F T C
FT
FT
FT
FT

Pitts.
F M P
P& W
Mlddli
Phila.

17S0000
rk St.
&5th av

2,200
200

Depot.
Akron

Chicago

Wash'tn

Phila
C O

Allghy

Plus.
Pitts.

P & w
P & W

N Y
Akron
Chicago

Midland
Middle

Popula-
tion

200
300

30.0110

300

1. Ill in
125,000

1.200

9,000

i lty

:,i .I i

500

1.0011

.Mm

300
16,000

Bay.

Valley

Midland
Chicago
Chicago

Pitts.
Midland
Balto.

FTC Chicago

21 ll l
10,000
250
500
425
21 Ml
2,000

Diamond Pa.

Dieker3on Md.

Dickson Ohio

Dillon's Falls.... "

Dllworth Pa

Dobbins Siding

(Passay'k Ave i "
Hock Siding ...Ind.
Doe Gully ...W.Va

Donaldson "

Dorsey (Wesley

Grove) Md

Dorsey's Run "

Doub "

Downerd's Ohio

Downs W.Va

Doylestown Ohio

Driver Va

Duckworth . . . W.Va.

Duffields "

Dull Pa.

Dunbar "

lumbar Furnace "

Dunning W.Va.

Duquesne Pa.

Eagle Mines Jet Pa

Eakle's Mill Mil

Eastman's Switch.

Ohio
Eastern Branch

Bridge D I'

East Lexington Va

Easton W.Va

East Salisbury. ..Pa

Eaton W.Va.

Echo Ohio

Eclipse Pa

Eden "

Eder Md.

Edgemoor Ind.

Edinburg Va.

Egypt Pa.

Ehlen "

Eighty-Four "

Elba "

Elk Uldge Md

Kllenboro W.Va

Ellerslie. M.I

Elllcott City "

Elln.d Pa

Elm Grove ...w Va.
Elm Siding-.. I'a

Emme "

Engine House Sid-
ing

Engle w \ a

Eureka Pa

Evans "

Everson "

Ewlng W.Va

Extract Pa.

H. ('. Meem

J. M. Foreman

B.C. Kohlenberg

C. N. Marshall

W. P. Bell .

E .1 McCurdy .

Arthur Klein

W. C. Eakle.

1' E Jarretl ..
W. o. Grimes .

C. E. Hubbard .
.1. (.. Haw sun

Falrchance Pa

Fairfield Va

Fairbope Pa.

Fairmont W.Va

F M.oi P. June. "

Falrvlew Pa

Farm Md.

Farmington ..W.Va.
Fanlkland Del.

Fayette Pa

Eeitoll "

Felton Siding, W.Va

Ferguson I'a.

Ferndale . . "

Eetterman W.Va

Fiery Siding ....Md

Flnleyvlllc Pa.

Finney. "

Fisher's Hill ....Va.

Flagg. W.Va

Flemlngton "

Fleming's Ind

Floyd Siding .W.Va

Foley Pa

Fully Mills ..Va

Folsom Pa

Foltz "

Forest Ohio

Forest (lieu Mtl

Forest Hill Ill

Forests- 1 lie Va

Fort Defiance .

Fort Hill Pa

Foster W Va

Fostorla Ohio

Foustwell Pa.

Frank

Franklin Ohio

Frankvllle Md

R. D. Smilli

C. W. Han ey

D. V. liixler.

W. H. Ott ...
.1. T. Palton.

J. F. Pickett...

Will. Fisher...

P. w. Martin....
Mrs. \I. A.

1. I'.OUl I.'

ll. s. i:ni roughf

II. It. .loin [es

\. Laughlln .

Mrs. L.A.i. arn n

L.D. Sasklll .

J. S. RIchey.

11. E. Holler...
Owen Sleeban

FT
F T

F T

F T
F T

F T

I 1

F T
FT

FT C
F T

FT C
FT

FT
T
FT

Metrop.

St'sville

lialti..

"pitts.

Vallev
I' A W

Wash'th

P .v. W

Balto.

pitts.'

Pitts.
Valley

P& W
Phila!

P & w

Phila.
Phila!

Mel li .p

Valley

FTC Chicago

ALPHABETICAL LIST OF riCKET VND FREIGHT AGENTS Continued

Stitn-n-,.

» '

lie.
..f

\ ;, n
cy.

DIvuion.

Popula-
tion.

Stations.

Clun

I-,. . 1

i, ..

Frederick Md.

Frederick Jet

W. T. MulllnU.

F. B. Miller

M. P. Uowi -
1. 1.. K u \ kenda

F T L
1 T

V T i
F 1

Fred'ck
Balto.

I.k. Ml.
Balto.

'J.IIIKJ

Hereford Ohio

llirrli.tr Kim M.l
HlckmanliunJcl Pa.
Hlcksvllle.... Dhlo
Highlands >i

\\ ii Sail ... .1.

1 1
P

F T <

Akron
l'hlla.

French .. W.Va

.1 II. LOM 1 '

I', i.. Tayloi
n. .1. Black

T
p T

S ft C

Fill..

::ihi
:

lllghlandtow ojet "

lilies Pa.

Houbs » \ ..

ii'.i'iii." ii p«

\\ . R. MoCardel)

A. 1-'. Meem.

F T

F T

Balto.

Mel pop.

1(10
300

C

Galther ... Md.
< laitbereburg — "

M.» ikess in i"

f . \ 1 1 ...... i ■ i ...

1 l

J'lillu.

i...

Hoke B \ a

Holgate i ii.i"

ii iri.ls Md.

Holmes ... Pa
Holmes ..W.Va.

A. W, Bercaw. .

l 1 .

( Ihlcago

hI Md.

S. \. ' "U' IS

1 1

Balto,

SO

.'. W. lllll

1 1

PI

Garr tt , 1 ad

.1. C. Smith...
i l.Maust
M. J. Morgan

F I I
F T
F T

i hi, ago
Pitts.
Balto.

'

Garrett Pa.

Garrett Park. Md

HolmesTille Ohio

I.. F. Miller

l l

( (i

500

Garrett BldlngW.^ a.

Homer Ohio

II I's Mill .... M.I.

IFi.e rrs\ llle Pa.

ll'Ollt .. ... W.Va.
Hoyt'a ' "iners Ohio
Hundred .W.Va.
Hunt's Ohio

II. .1. Dm i

i -i Hammond

w. 11.. I.. III.- .'I,

I,. H. II., nit
.1. B. Barnd

.1. P.. u Idle

W.J. Smith....

F T
F T
V I
]■' T
FT
F T
F T

A 1. t "ii
Ball".

Pitts.

Pills

Chicago
p.\ w
I.k. Erie

Gastom Pa

Qattfl W.Va.

"
Gcorgcton n . Ohio

i:. i'. Ape i

F T

Fin-.

!

BOO

".Ml

245
100

Germanta. Pa.

1 .'Tliiiinli.u l| ... Mil

C. A. Mev
(has. W. Myers

T

Balto.

:.i h i

llnlel.ls'.ii "

limits', llle
llyndin.m Ps

I P. ,V w, .lei Ohio

1 i.ilo.s\ llle Mil.

Ilfhester

Independence W.Va
Indian Creek Pa.

Ingleslde "

Inmans Ind

I n\ erness.. .... . "

Irontown W.Va.

Gettj Bburg Pa.

H. .1. Frear
P. M. Leakln.. .
F. M. Mansfield

i i
F T

I 1 1

1 • ,v H

l'hlln.
Pills.

.11.

Gibson's "ill"

A. J. Ga

V T

C (>

50

1,200

w. G. Slmpaon.

I . I.. Snyder

i r
F T

PIUS.

'.'l Ml

83

\. k w illiams
R. Carey

.1. M. Hartley ...

F T
F T
F T

Balto.
Balto.

1' A \\

|l IO

Glenford Oblo

S. 1:. .Johnston.
l.N.i rossland.

r T
]■' T

St'81 III''

riiis.

100
8,000

Glovi i Gap ..W.Va.

A.G.Tonst

FT

P A' W

150

Tlios.P .

F T

150

Henry Starr

i reo. vv Low Hi' r

ii. ci. Ponpert

FT

F T C

F

Chicago

p & w
p ,v w

5,

Italian Siding Pa.
I\ v City D. C.

J

Jackson M.l

Jai I.-".. ....W.Va.

Jacobs Creek.. Pa.

.I.i-I" r Mills . Ohio

.l.'SSUp Md.

Heights ....Ind.
Grafton W.Va.

Mi- Mary F. Dill

r |i. ii". ..1

i has. i.. Dunton

\\ 1 1 Harmon. .

P T

1 1
1- T
FT

Phlhi.
Pills

Midland

\\ ii-Ii'Ii.

Gratztowo Pa.
Great C&caponW. \ a.

■i. ii. Osborne..
Mrs. A. Mnhlen-
berg,

F I

FT
T C

Pitts.

Balto.

51 H 1

100

100

Tr. \\ . Sp<

< .r.-rn Lawn Ohio

ibank . .. . Del.

Johnsons "

Johnstown "

\ in.-,

FTC

S A 1

Grei ii Spring W.Va

r. II C (foi

W. 1. Schultz...
W. Ii. Marlow .
M. C. Young

F 1'

1 T

F T '

)•' T

Bull".
Valley

Akron
I' A W

loo

i .reenvllle Va.

Greenwich ....Ohio

.1 s W.Va

J is' Siding "

Jopps M'l

Junction City ..Ohio

i . reenwood .. .W .\ a.

(irlttin Pa.

I . P. Sullivan...

F T

Phlla.

.1. F. Burke

FTC

Sfavllle

-too

Grove Clt) ....Ohti

W. G. Llbony ..

F T

Mldland

i. w)

Gnernaey .Mines . "

K

Kanawha W.Va.
Kantner .... Pa.

MI-sT.E.Lovelle

FT

I ' A U

H

F T C

Balto.

15,000

Keedysi llle ....Md.
Kefster Pa-

W. I). I 'oilman

\. ii. Snyder

l 1 '
T C

Balto.

500

J. Allison i •■ . •

FT

Villi. v

350

Kenned] W.Va.

Kensington Md.

Kerneya* II to . W.Va.

Kernstown Va.

Ke] ser . . W.Va.
\\-\ stone Jet .. ..Pa.

Kendall '*

Klamenal Del

Kimball Ohio

Klmmel] .... Ind.
King W.Vn

... Peter ""'."'.

R, S. Melmtrle

F T
FT

Metrop

i. .

llalpine .. Md

Hamlcr Ohio

.1.1. Montgomery

FT

800

5(10

J. F. Field-

FTi

Balto.

Hanger Pa.
HanglngRock,W.Va

W. It. I.an.k...

1 1 i
FT

PA VI

Pitts.

200

Hanover. . Md

i;. M. Miller .
i. ]'. F.arnltz ..

FT
T

w ash'tn

30

P. II. Campbell
A. M. Ble*

( has. (I. (lurk

F T
FT
F T

Phils

'.>(HI

200

Hansrote W.Va

llnr.l . Oblo

Harlan's Mill . . "
Harper'eFerrj w .Va
Harrisonburg . Va

Hart W.Va

K. r. i liambers
.1. K. Glenn

to'
ft c

Middle
Valley

l>,IMl

KInverbrIght....Va.
Klrkerai llle... Ohio
Knoxville .. .. m.i

Krlng Pa.

Krng Md.

L

Pake I'a

1. an .1. ill.. mi: l'n

Langdon I>. P.

Lansdowne M.l.

La Paz Ind.

i a Paz -i.t "

Latlmore Pa.

N. & S. Rugg

.1 Rice llarrott

F T
FT

i i.
Balio.

350

\. Kiial.l.

T

Pills.

100

Har-Wood m.i

Havana "

Havre de Grace, .Md

Hawklnstown Va

Hays' Siding Pa

Hazelwood "

Hazen W.Va

E. Amend

W. I. Barron...

f r

F r (

I.k. Krle

Pldl.l.

:

4,000

1 ' i.khouse

T. B. M. Roaaman

0. I.. Klrwan . .
W. F Fuller ...
V Nv

F T (
F T
FT
F T
F T

Phlla.
Phlla.

Phlla

Chics

•i.Kl

150

A. C. Pluute

FT

pill.

8,000

100
S3

Henryton "

(). Dervles .. .

F T

Balto.

60

ALPHABETICAL LIST OK TICKET AND FREIGHT AGENTS— Contini ed.

...Md.
....Pa.

Laurel..
Lavenia

Lay tun —

Leeland Ind

Lee'sSlding Ohio

Lellh Pa.

Lemunt -

Lemout Furnace. "

Leslie Ml

Lewis' Mills Olio

Lexington *'

Lexington -Va

Levis Mill Md.

Liclitv Pa.

Lick linn Jit ..-. "

Lillian W.'V a

Lime Kiln Md

Linden . "

Llneburg W.Va

Linvtile Va

Llstle Pa

Little CacaponW.Va

Little Falls "

Little Seneca Md

Littleton W.Va

Llanwellyn Pa

Lodl Ohio

LongRuu W.Va.

Long Run Pa.

Loudenville ..W.Va

Lowndes -Md

Luther W.Va

It. M. Fisher

C. H. Faupel.

Agen-

FT
FT

Wash'tn

' pins.

E. * union.. .

H.Bell

Doudna

E. Jarrett .. .

C. E. Rctnsberg
G. M. Wolfe....

M. W. Blough.

F T
FT
FTC
FT C

M. Fahey

Mrs. Rosa Rhein

hold

_ . M. Garwood.
W.P.Broadwater

M

Madison Mills. -Ohio

Magnolia W.Va

Maliory -Md

Manningtou ..W.Va
Manor Lands. - Md
Mansfield -Ohio

Marble HlilQuy I'a

T P
FT C

F T

Phila.

C O

Lk. Erie

Valley

Balto.
Balto.

Pitts.
Akron

I'A \\

>,500

5HI)

50

I.IKI

200
150

600

(llHI

C. E. McGutre.
J. Z. Terrell ..

S. Smith ...
W. E. Kerr.

Marion.

Mark Centre. .-tilil"

Markleton Pa

Market St. Pass. Sta

(Wilmington In
Marley Mills ....Md
Marrlottsville ... "
Marshallton .. .Del
Martlnsliurg .W.Va

Maurertown Va

Mayer Pa.

McCaflertv .Md.

McClainvllle ..Ohio

McClure Pa

McComas' Sid'g.Md

McCool's Ind

McCunevllle .. Ohio

McElroy's "

McKeesport Pa

.1. X. Fordyce..
W. B. Conway .

Wm. Davis

J. E.Willis

(i. W. Santmau
T.E. Auld, Frt

McKenzie Md

McLeans W.Va

McMechen "

McSpadden Pa

Media Ohio

Meem .....Va

Melvln Ohio

Meushaw Md.

Mentzel, 11. II - . "

Merrill.. D. C

MetropolltanJct. "

Meversdflle Pa

Mlddletown Va

Midland City. ..Ohio

Midway "

Middle Island.W.Va.

Milford Pa.

Mllford Jet Ind.

Mlllbrook Va.

Miller ...Pa.

Miller W.Va

Miller's Ind.

Mlllersburg Ohio

Millersvllle Md.

B. Miles

A. Dishon .. .
Jas. Henderson
W. B. Peters...
Geo. Mars, Jr. .
Roth F& Co. ..

F T
F T

T C
F

i r
i- r

FT

F I
1 '
F

Midland
Middl

Chicago
Pitts

Balto.
Phila.
Middle

4.500
18'.W)6

.'.nil

soo

an

Mill

10,000

F T
FT
FT
F T (
T C
T ('

H. Denlca.

W.H.Habel...
E. E. Rogers ..
L. F. Hockett .

H.C. Davidson.

G. W. Norton. .-
E. E. Sliafer .

Milleson
Mills ...
Mlllvllle.
Mlllwood
Milmont .
Mineral

W.V

Pa.

. ...W.Va.

Va.

Pa.

id'g ..Ohio

Mrs. M.R.Lvnne
J. W. Gore..

MlntSpring. Va

Mistletoe Spring. Md

Moatsvllle W.Va

Moffet Va

Monger "

Monrovia Md

Monroeville — Ohio

Montana .W.V

Montevideo Md.

Morgan

( hlcago
St'Bvllle

Sfsville
Pitts.
City
City

F T (
F T
FT

FT

F 1'

Pitts.

Valley-
Midland

Chicago
C O

J. C. Dull .

G. R.Price.

J. w. Sullivan .
E. M. Barnetl..
J. E. Watson ...

FT
FT

FT
FT C
FT

Pitts.
Valley

50
150

Office

Office

2.1KI
500

3i«

300

Valley

I' A »

Balto

Lk. Erie
Pitts.

Class

..(

Morgan -Pa.

Morgau's "hi"

Morgan town . . W.Va.
Morgansvillc
Morrell Br. Jet Pa.

Mostoller "

Moundsvtlle « .Va.
Mountain Lake

Park Md.

Mountain Sid'g Md.

Mount Airy.

Mount Braddock, Pa.
Mount * rawford.Va

Mount Cuba Del.

Mount de Chan

tal v\ Va

Mount -lacks. .11 .Va.
Mount Moriah .. .Pa
Mount Pleasant .. "

Mi. Savage Jcl .Md

Mt. Sidney Va,

Mt. Sterling Ohio

Mt. Vernon

Mt. Wlnans Md

Moure's Jet Pa.

Moore's "

Muirkirk Md.

Mullins Pa

Murray's Siding -Md

L. A. Bowman .
w. C. McGrew.

A. J. Joues

A. R. Sperry ...
W. P. Auderson.

F T
FTC

FTC
FT C
FT

W. II. Wine .

M,-. s. 1 Mlnze
S. W. Husband
[. J. Mc Williams,
J. 1 .1 orrigan.. .

J. W. ROS3

V. M Stukey.--.

J, 1 . I'm

G. w. Fowler . ..

Popula-

Mldland
Pitts.

p i w
Middle

Balto.

FT

I I'.. 1..M1

Nappanee Ind

National Road .Ohio
Nat'l Transit Co. Ill

XelT's Ohio

Newark I'd

Newark V J

Newark Ohio

C. H. Whlteman
J. F. Davis...

Nrwl'lll'g ..... W.V
New ( nncn id ..Ohio

New Haven "

New Market Va

New Vork N.Y

FT
FTC
C. F

T

F T

F T (

F T (

T

Harry Williams

I O.Smith

F. T. Fearey ..

F. C. Bartholo-
mew

J. C. Parks

r. M. ( layton..
T. J. Bader ....

D. 1; Long

Valley
Phila.

Phila.

MllM-t
A.

Pitts
Valley

Midland

Lk. Erie

Phila

1 I 1
FT

F
F 1 C
T C

T C

F

F T

FTC

FT

['. . I.. lu-
ll. B. Faroat
Thos.Cook & Son
H. Gaze & Sons.
A. J.Oesterla.--
Raymond & W.
G.Falck -

New port Md

New Portage. .Ohio.

N. V. Ave II. I

N. V. Siding .W.Va

N.O. C.Co.Tlpple "

Nolan "

Norfolk Va

P. II. Marshall .
P. H. Marshall.
I' II Marshall.
P. H. Marsball.

,1. W. Brown .
A. G. Lewis..

Nor. Avenue Md

Nor. Baltimore. Ohio
Nor. MountainW.Va

Nor. Neff's Ohio

Norwich

Notiingham Pa

Nova Ohio

Miss C. A. Terry

1 W. Jones. -

K. B. Kilmer..

Wm. Melone.
j. j'beiter ..

Oak Crest Md

Oakeola Pa

Oakland -Md

O'Briens W.Va

Oella ...Md

Offutt "

Ogden Pa

(igden Avenue. -Ill

Ohio Pyle Pa.

Okonoko W.Va

1 11. 1 Junction Pa.

Ollphant

Olney Ohio

100th Street Ill

Opekiska W.Va

Opequon Va.

Opequon W.Va.

Oral "

Orange Grove. Mil.

i 11 I, an- l:oa. 1 W \ a

Orr "

Osbome ..Md,

1 Isceola Pa

Outcrop. "

T C
T C

T (

T C

T C

I 1

T C

T C

T C

F

F

F

F

(.'hlcago

M's\ 1

CO

Phila.

P A- W
C O

Lk. Erie

250

8,5

5,000

.1110

- - " si ill

-'266

1,800
7.000
1,000

2,200

500

1,800

200

( : of N J
i::| I'.ro.i
1140 Bro
261 Broa
113 Broa
172 Broa
31 E. 14t
12? Bow
Liberty
Whiteha
Pier 22,
iFoot W
Pier 27,
Foot E.

;r. Main
164 Main

FTC
FT

F T
FT

C.F. Sehroeder.

Paddock Pa

Paint Branch ...Md

B. S.McNutt...
« M Mortens.

Win. Stanton. .
It. L. Mathews.
S. S. Schlag ...

B. L. Blackwcll

John 1 ant-'ali

FT
F T

25001

dway.
adway.
dway.
dway.
dway,
h St.
ery.
Street.
UTerin.
N. P..
17th St.
E. 1:
87th St.

Chicago
Balto

C O
Akron

Pitls.
Balto.

F T CO
F T Chicago
F T F M A P

41 in
:;ihi

511(1
40

ALPHABETICAL LIST OF TICKEi VND FREIGH'l VGENTS Continued.

29

Stall >■■

ol

IV.

Stnt

1 ]....
..f

•■>■

1' "I..1I.1

RlggB W.Va.

Rlnard .

1:1 v Ind.

Rial Pa.

Unman "In.

Rlvi 1.1 , . Md
Rh •■i-i.i. 1

.1. \l. Hall

Park W.Va

Parkersburg "

1 \ 1 llu

1
F T

\ 1. r ...

G. B. Dunlap
W. 11. Walker

T 1

1 • A «

i:i\ en lew W.Va.
Robblns Pu,

Pats psco Md

W. II Tj Inn -l

1 1

1 ,1

."'

Roberta "

Hi

e.E i."

1 1

1. to

RoblUS' Mini- OhlO

Rock Island .1. 1
Rockvllle M.l

Korku- 1 I'll

Rocky Hollow ..."
Roddj

Robrersvllle M.l

. 1 .

Romnej W.Va

1: iy'8 Point

Rosensteel Pa.
Rosebj 1:... k .W.Va.
Rossvllle Ml
Round 1 ..]' .» .Va
Rowlesburg
Roxbury M.l
Rulj Siding » \ a
Russell Siding . "

S

-1 1 alrsi ni.' 1 on.

St. 1 lair-'. 111.' Jc. "
-I loan- ... Mil

End
-1 1 ouls\ llle . Ohio

Sablna "

Salem W.Va.

■ 1 Ho 1 Ihlo

.1111 June . Fa.

Saltsburg "

prlng r.ot'10 "

.."W.Va.

Sand Patch Fa.

tsky "in..

SanduskyPa
Sandy Hook Mil

■ , n W.Va

1 T. !■■ I'M-

1 1

Fall..

1.

3 1 1 astburn

F 1

1 1 1

Metro.

Pellon ---- **

. 1 '

1.. De Saullee .

F T

1 T

F .V vt
Flits.

Peres ...

D. A. Robrer...

1 1

Petroleum

11. M. Sharpnack

F T

r A \\

.] I Go!

1 .

•:'..; . hi -
1 ..1 1: .1

. !Mai
609 s. Tli

109 \ v
20 S.1111I1

I2th« M

laiiri Che

JllliA' li

Park Si
Scbuylk
Broad S
Pier 62.
Plei
Pier 11.

Fin in.
1 _-li \i
1- .v W

tinit St.
SsCh'nt
k.t St.
Inl.
'd St
St.

i-st out.

arket.
9 tout.

• •stunt.

atlon.

111.

t.

liii, 12.

&Hwd.

600

1. Mil

W.H.Mel 1 mli
\v. R. Smith
M, Rosenbaum.

m R01 < ni lau'ii

Ua\ 111. mil .V \\

r D. Cladding .

\\ 1 1 1 ,

C. S. K tn 1 w 1

.1. I!. Franklin ..
1. B 1 ranklln .
i.l'. 1 ranklln ..

S. A. Steltz

.1 M.GraeTe...
\\ Stephens ....

1 . M. Booth

\v. F.Jenkins...

W. H. Gl

.1. M. Dennlson

T C

r 1
T C
T 1
T C
1 C
T C
T C
1 1

F

F

F

A F
A F
A F
A F
AF
A F
F T

1 B. li. .n 1.
<'. IF* Iromwell

■1. \\ -. l!

1
F

1 1
F T

F A- H

Phlla.

Balto.

Phlilppl . ..W.Va

I 11 Mo

M 1 - E 1 :''•

■ i B. Linsabaugh
w i;\\ todmansee
O.L Rolnbough.

W. F. Ro

U. M.I-.i

FT ('
FT
T
F T
F T
1 1
F T
F T
FT

1 11
ill

Phlla,
1 blcago
I.k. Erie

1 11

I ' A \\

. "

Pitts.

1,500
300

UK)
1,700
800
350
100

onl W \ a

n 1 Parke

F F 1

F A W

81 Pa

1 . \ . 1 1 . ■

1 . F. 1 ucker...

I:. A. 1.

F T

1 1 1
F

pitta
I.k. Erie

.Mm

Plnkerton ... .. "

len

1: 1 Pyie
r. K. Gregory
J.J. Hi '
s. .1. Hutchison

] M01 SI

.1. F. Frny

t. P. Milllinlx...

.1. F. Brown
Redman A. Hill

E. W, Carpenter
.1 \\ Melone
Mrs.M.E. Snyder
11 \ Miller

F. \\ . Meraler...

FT

"p"
T C
T 1
T C
T C
T C
F T

F T C
F T
1 I

FTC
FT

F T (
1 1

PI tti

.-.III & W
Bail Snilt

Smlthf'l

616 Slnll

" .'inial)

Balto

Midland

C (i

Valley
I.k Erie

Pitta.

bfleld.
d&Wt'r

htleld.
Hank.

100

45

1,500

450

Pluktrtitn Horn.. *'

Pittsburgh "

!■

1 Waters

-. .1 Bee"

K. A.M.i.

.1 u . Madore -it

1 1
F

ft'

T C
1 1 1

Mi, 1.11.
Phlla.

Fill-,

Plane No. 1 Md

- Fa

Sclpio . . "in.
Scottdale Pa
Scott Ha\ 111 "

Seeley "

porl M.l
Senei a .Ohio

ckley Fa.

1 "

Sharman M.l

>haa nee I 'in..

Shelbj

Shelby Juncl Ion "

500

Pleasant ( or's Ohi<

Pleasant Valley "

PleaMant Valley.Va.
Plymouth Ohio
Polm Mills .W.Va.

ill. 1 isborne. ..
C. W. Ato

F T

F T

Flu-.
Pitts.

500

Point Marlon Pa.

Point. >i Rocks mi

R. C. Specr

It. F. Mi i

.1. 1 1;.. .

F T 1

1 1 '
1 It

Lk. Fri.-

I.k. Erie

Poplar . .. Md

Shenandoah Jet . "
Shepherd D 1
Shepherdst'n, W.Vs

11 11 10 11. 1
i' i- Hurley....
mlng...

1 .

F

T C

Phlla.

250

Porl Peri j "

11 w. Stricken-

FT

Pitta.

100

Purr Royal "

G. M. 1: a

T

Potomac Md

....1 Ohio

Shober Pa.

Showalter Va
Silver Run « \ a

■ - I'll

-1 ver Spring M.l

so r- „ Ind.

Slngerlj Md

Sir John's RunW.Va.

b Stn > 1 Pa

Slei 01 1 rei k W.Va.

Smiley Ph.

Smlthfleld "

Smlthton "

Smlthton « Va

1 . 1 . I- ..

FT

1 llil 11^.'..

600

Powell w. \ 1

T. Bush

T V

Price Pa.

Pro tit's ..Ohio
Proi Idence Mill Md

B.C. Pi

Geo. 11. ECerfool

A. J. Bennett

1 1
F

1 1 1

11. Erie
Phils

, 11

850

1 Becl

FT

Metro

Q

Quaki rCltj ...Ohio

1. T «i

11 1 McDonald

.1 .1 M .
1'. n. Pen

FT
T

F T

Phlla
Balto

mi

...

11 n H 1. k

II. F. I>ii

\\ . .1. Trough ...

1 1 1
F 1
F T

Pitts.

1 ' A \\

Qulgle) w \ 1

Qulnn'a CroaB'g 1 ad

R

Someraet .... Ohio
Somerncld pa.

.1 ... ■■

1. \ 1;. ii.i.iti

1 .1 1 .

A. W. !'■ .

.1 U Malolli...
.1. W. Kii"\

1 F \\ ayiioin ..

1: .1 Jenkins
Mi- \ 1: Dixon

A. 11. 1 ..

i .
1 1
F T
F T
F T

F

1 1 1
F 1

1

Pitts.

'

c

Akron
Chicago

Phlla.

Phlla.

200
2,200

Randall \\ Va

Vkron .

s.oirh Chicago 1 l-'n
Depot) 111

S...UI1I ' in. :._.. 1 on

ai \ t ■ 11.

Soutbw 1 101

Spai row's Point. Md.
Spealman Pa
Spencer'a Ohio

1 . \ a

Spt Ingni '.i « \ a

Hill Ohio
Sundard Pa
Staodley ninu
Stanton Di
Staunton ... Va.

1,000
50,000

Ml

pta \m
Rankin Pa.

Rattlesnake ' . f ■ i . .

Rawllnga . Md.

\. M. Mm.

1 . 1 . . Long
.1 11, Parki .
w in. Frayne
r. M. Rawllnga

s

F T
F T
F T
F T

Flu-
Valley

\i .. in ,

800

Reel's Mill Mil

Reesvllle Ohio

1 irin .1

1 1

'.".'1

M. 11. Vi

1 M.l III"

.1. n. Pownell

1 1
F T
1 I

, ,1

\ ail. 1
Unit...

Regee'r'aSwItcb Md

.l.ilm w

1 '

Balto

1 ,500

Relief Ohio

\. 1. -11.

I l .

Reuse Pa.

Rldl.-v ••

Mrs. Fni. Miller.

T 1'

W. (J. MoAYtt ...

FTC

Villi, y

3°

ALPHABETICAL LIST OF TICKET AND FREIGHT AGENTS— Continued.

Stations.

Statler Mine .... Pa.
Stateu IslaudJctN.J.

Stauffer Pa.

Steinraan Md.

Stephens City ...Ya.

Stephenson "

Stepney Md.

Sterling Ohio

Sterling Mines— Pa.

Sterrett Va

Stewart M -A a

Stewarton "a

Stoyestown

Strashurg June .\ a
Stroh's Siding TV .A ».

Sugar Hill Pa

Sugar Loaf Md.

Sullivan Ohio

Sutnan Ind.

Summit Ohio

Summit Pa.

Summit Point W.Va

Sutcr Pa.

Swan Creek Md

Swanton

Sykesvllle

Syracuse Ind

C. A. Shannon.
E. C. Grove ...

Class

of
Agen-

W. L. McDonald

H. F. Berkebllc
C. W. Spengler

J. H.Milllkln ..
W. A.Clifford..

« -.\\. McMillan.

T.B.Farnsworth
A.J. Kelly...

.I).(
..Pa

A.Falrall

J. W. Firoved..
H. W. Buchholz

V 1
FT

F

FTC

FT

I' I

1 '1

FT
FT

Takoma Park

Taylor

Taylorstowu —

irden Ind

Terra Alta "W.Va

Terra Cotta D.C

Temor Siding. W.\ a

Thrace

Thomas .. .

Thornport Ohio

Thornton W.Va

Tiffin Ohio

Timber Ridge. -Va.

Timherville "

Tlntsman Pa

Tip Top "

Toll Gate W A a.

Triadelphia "

Trinidad D. C

Trlplett Va.

Tub Mill Pa.

Tub Bun ' t ' t

Tunnel

Tuunel No. 2

Tunnel Siding ... "
Tunnelton ... W.Va

Turcks Pa

Tuscarora Md.

Twin Oaks Pa

Tvrc.mnHI ...VVW a
Tvrone Pa

CM. IHckersan

C. H. MeNutt ..
C. A. Lemert...
J. R. Walker...

H. N. Thomas..
W.J.Smith ..
W. .1. Painter.

A.J.Bell

\V. M.Chiltun

B. B. Martin ...

Popula-
tion.

Akron

Chicago

C O

Valley
Pitts.

FT P& W

F T Balto.
FTC Chicago

F T

FT
F T

Pitts.
Chicago
P& W

TCP
FT
FT
T C
FT

A. J. Bonafleld

F. S. Fisher.
Mrs.E.B.MullInx

1' & W

St'svlIT
1" & W

Valley

FT
F T

Uffington W.V:

Union Ohio

Union Center ...Ind.
Un. Planing Mill la.
Union Stock Yds 111.
Uniontown (Ana-

costia) D.C.

Uniontown 1';'

University Sta.-D.C

Upland Pa.

Urban Crest Ohio

Urslna Pa.

Utlca Ohio

I. S. Watson ...

E. ( . Norris

J. N. Love

Metro.
Phila.

E. i ' Burton

T. w. Roberts. .
W. C. Black .. .

w. A. Keys

Mrs. M. A. Terry

Valley Falls ..W \ a

Valley Mines Pa.

Vanatta's Ohio

Van Bibber Md

Vance Pa.

Vance W.Va

Van Sickle Pa.

Vanclevesv'le W.Va.

Vaucluse Va.

Verona "

Versailles Pa.

Viaduct Md.

Victoria Pa.

Vienna

Volcano "

Volcano Jet ..W.Va

w

Wade Siding Pa

Wadesville Va

Walker W.Va

Walkerton Ind

Wallace Pa

,1. E. Schrock
W. C. Alsdorf ...

John Bradsbaw

Sam'l D.Lyons
J. J. Sullivan ..

J. U. Billmeyer

F I
1' I
FT

F

FTC

F T

T

FT
FTC

K r
F T

Fill-.

C O

Chicago

Chicago

Phila.
Pitts.
Balto.
Phila.

Pitts.
Lk. Eri

Lk. Erie
Phila.

•I. H. Harkness

Geo. Swearingen

E. R. Crun

E. Robinson. --
C. L. Johnson .

FT
F T
FTC

Balto.

Valley
I' A W
Chicago

Valley 600

Valley

500
40

500
25

150
800

1,000

160

100

100

150

12,600

10,000

500
1,000

1,1X10

Walser'B Ohio

Waring Md,

Warnock's Ohio

W r arwick "

Washington ....D.C

Washington .

..Pa.

200
55

l.r

Ind
..Pa

Washington ..W Va

Wash. C. H Ohio

Wash. Grove Md

Washington Jet. . "
Washington Union
Stock Yards. .D. C

Watersville Md

Watson Pa

Watsoutown

Watts

Wawasec

Waychofl ...
Waynesboro

Webster w.Va

Welch P

Welkcr Ohio

AVellan's "

Wellsboro Ind

Wells Siding. ."W.Va

WellsCreek Pa,

West Alexander. "
West Broad St .Ohio
West Baltimore. Md
\v, .i i hester.-.-Pa

West End W.Va

West End.

Wm.WarnockJr.

W. H.Ruch I

E. J.Shumati...
H. P. Merrill....
li. 1:. Bowser ...

,1. Lewis. Jr

M.DeVaugn

A. W. Tiddy ....

Class

of
Agen-

P. Barnes .

H.P.Hill

F. Harrison .

E. B.Evans ...

A England

J. C. Russcl...

I I
r i'
F

T C
I i
T C
F
T C

C

Akron

15tbSt.&

619 Pa.

N. J.Av.

Pitts.

F I I
FT
T

F
FT

FT

W.J. C. Jacobs
A. Brown

Tic is. Maxwell.

I. J. LOW iT

S.M.Bell, Jr..
A. J. Tailor ...

-Pa

\v,--r Meyersdale **
Westminster ...Md
West Newton. ..."

Weston W. Va.

West Overton

Westport Md.

West Salisbury. .Pa.
West Siding.. W.Va.

West Union "

West Va. C. Jet . "
West Va. & Pitts. "

West Yough Pa

\\ r\ erton Md

Wheeler Pa

Wheeling .. ..w.Va

H. B. Gard .

I. W. Andrews.

J. II. Krlchlon

M.B.Mara

H. W. Llghtburn

Popula-
tion.

300

25

250,000

NY.Av

Av

&C. St.
18,000

Midland
Balto.
Balto.

Phila.
Balto.
Pitts.

I i
1 I'
F T
FT

F T C

FT
FT

TC

FT C

TC

M.F.Riley....

B. ii.Maulsl.y .

White Pa.

White Hall "

Whitings Ind.

w llfong W.Va.

Williams Pa

Willard's Siding
(Race Street).. "

Wlllock "

Willow Creek... Ind.
Willow Grove. ..V

Wilmington Ohio

Wilmington Del

T.C.Burke, City

John Bailie

J. K.Graham ...

.1. K. Van Sickle

II. W. Ware.

J.C. Tucker...
H. E. Sanders..

Pitts.
Midland

TC
T C
F

Wllsonburg. ..W.Va

Wilson Pa

Wilson Md

Wilson's Ind

Winchester Va.

Wolf summit, W.Va.

Woodbine Md.

Wooddale Del

Wiinildale Qua'y. "

Wood Md

Woodell Pa.

Wood Siding ....Md.

Woodslde "'

Woodstock "

Woodstock Va

Woodville ind

Wooster Ohio

WnrtmanRun ...Pa.

W i iverton "

Wyiand "

Yates W.Va

Yoder Pa.

Yiirk Ind.

York Pa

Yorklyn Del

"i ougb Pa.

Youngs

Youugstown

Youngstowu Jet.

HenryGranthatii

H. A. Miller

J. F.Higglns....
.1. W. Brown

F T

FTC

T C

F

FT

T. B. Patton ...

M.Dolan

A. Owings

John Conner —

J. E.Bowman..
M. F. Quill

Zanesvllle...

F. H. Cole

C. W. Kisling..

C. J. Shaffer..

J. A. Dale

E. H. Dennlson

FTC
FT

I T

T T

P& W

Middle
P&W

i hlcago

Pitts.
Chicago

Midland
Phila.
Phila.

P & W

I I
FT

FT

FTC

TC

] 1

Zartman's .
Zediker

J. H. Lee, Depot
J.G. England .
A. C. Richards

T C
T C

F

Valley
P& w

Balto
Phila.

Balto.
Balto.

Chicago
C O

C o
C o
CO

500
100

7U
50

1' ,V W 300

Pitts.
Chicago

I lneagi'

411,000

300
25

150
200

150
700

30,000
30,000
30,000

Whitehall Ccrminal

South p(

erry

8.&0

Connects

JVIost Convenient entrance to

6rcater JVew York

under Same Roof with all Elevated Trains, Broadway, Columbus and Lexington Avenue
Cable Lines, East and West Side Belt Lines, and all Ferries to Brooklyn.

Corbitt & Butterfield Co., Printers, Chicago.

Vol. L

February, i898.

No. 5.

[&}•

m^\ )'

TABLE OF CONTENTS.
A Maryland Maid J.Lamptoni

ry by J Ii

a

■

ILLUSTRATIONS.

A Virginia Farm Fro

i Washini g ......

Ii. & O. Station, J

Drive, Fairmount Pari:

Th.f Brandywine

Mt. H.'

Glimp

.
-

sS

Slbitcball Ccrminal

South Ferry

B . & O.

JMost Convenient entrance to

Greater JVew Y ov ^

Connects under Same Roof with all Elevated Trains, Broadway. Columbus and Lexington Avenue
Cable Lines, East and West Side Belt Lines, and all Ferries to Brooklyn.

TEN DAYS

STOP-OVER AT WASHINGTON

Allowed on all Through
Tickets East and West via

B.&O.

personally Conducted

PULLMAN TOURIST CARS

FROM

New Y°rk
EVERY Philadelphia

TUESDAY Baltimore

CClasbington

Ccxas
Hrizona

California

OBSERVATION
CARS

ON

New Y 01 *k

Pittsburg and

Chicago
express

^

THROUGH THE

MOST MAGNIFICENT

MOUNTAIN SCENERY
IN THE EAST

"Along the Historic potomac"

OVER THE

"Crest of the Hllcghcnics"

&

Via B. & O., B. & O. S. W.,
Cincinnati, St. Louis,
Iron Mountain Route, and
Texas & Pacific.

EVERY FROM

THURSDAY pittsburg

Via Cincinnati, Louisville, Illinois Central,
New Orleans and Southern Pacific

TEN DAYS
STOP-OVER AT PHILADELPHIA

A Ten day Stop-over at Philadelphia is granted

on all One-way First Class Limited Tickets

to New York, or points east thereof,

Via

B. & O. R. R.

Book of the Royal Blue.

Pl BLISHED Mo.N I 111 ■> B1 I III

Passf.ncf.r Department of the Baltimore & Ohio Kaii.road.

Vol. i.

BALTIMORE, FEBRUARY, 1898.

No. 5.

A MARYLAND .MAID.

IN the years long gone, the prettiest
maid by far in all the town of Fred-
erick, that beautiful little city set so
daintilv in the midst of the Maryland
mountains was Janet Foy.

At the time of this chronicle, Janet
was just twenty, when if ever a girl is a
tyrant — and what man will say she is
not? — she is most tyrannical, and the
fair and fickle maiden was exercising
over her helpless subjects, not only in
Frederick, but in Baltimore, Washing-
ton, Hagerstown and the circle of vil-
lages in the valleys, a sceptre which
smote all hearts and left them bleeding
and hopeless where they fell.

As for her own heart, had there been
no answering rod which laid the stripes
of punishment upon it? Is a woman's
heart at twenty, hard, or, is it merely
that she steels it against the cavaliers
who attack it, and she laughs them to
scorn and vanquishment, not because
she loves men less, but because she
loves power more?

Janet Foy was not at home and
among her friends, the cruel tyrant and
imperious woman her suitors claimed
that she was, nor was she, among the
people of her acquaintance, held in such
esteem, except by the love-lorn youths
who dangled in her train. Her friends
admitted that she was a dreadful flirt,
but they insisted that there was such
sunshine in her face, and such sparkle
in her roguish eyes, such music in her
voice and such merry mischief in her
laugh, that not a man or woman in
Frederick would have given up their
pleasure in these harmless attributes to
have saved all the love-sick youths of
the valley from immediate and perpet-
ual desolation in which no gleam of
hope could ever shine again.

Selfish creatures that they were,
what did they care how many tender
hearts of the male persuasion were
crushed into bits so long as Janet Foy
was a delight and a defiance to all the
world ? If she were a flirt, God made
her so, and the simple people who knew
her and loved her were quite content
not to question or criticize the works
and ways of an all-wise Providence.

But had her own light heart never
known the touch of that pain which,
once felt, is never forgotten ?

Among those who had worshiped at
her shrine longer, perhaps, than any
other, though with less demonstration,
was Frederick Ball, a young man who
had been practicing law for five years,
and who had for ten years dreamed of
Janet Foy. He was five years her sen-
ior, and when he had seen her as a girl
at the school they attended, he had
unconsciously fallen in love with her.
Usually when boys of fifteen fall in love
with girls of ten the proceeding is by no
means one of unconsciousness, for love
at that demonstrative age is only an-
other form of active consciousness ; but
with Frederick Ball it was not as with
other boys. He was older than his
years, and where the ordinary boy of
his age would speak it seemed the bet-
ter way to Frederick to give himself
only to thought. It was thus that he
never talked much to the pretty little
girl across the school room, but he would
look at her when he could without de-
tection, and he dreamed of her when he
dreamed of anything except his future
as a great lawyer, for the law was his
choice and his hope from the very be-
ginning.

As the two children grew to manhood
and womanhood Janet began to feel the

A MARYLAND MAID.

silent espionage of the young man she
seemed to have known always without
ever noticing particularly, and she be-
came restive and later, woman-like, she
resented it.

One day shortly after her graduation,
when Frederick was already a full
fledged lawyer, they set upon the high
doorsteps of her father's house over-
looking the square, in which stood the
Temple of Justice, wherein Frederick
hoped to be a high priest some day, and
sitting there talking as young persons
talk on doorsteps, they almost quarreled.
"You are so very peculiar, Fred,"
she said petulantly and as if feeling that
it were necessary for her to defend her-
self against something she could not
definitely designate.

"In respect of what, Miss Foy," he
responded with a stateliness which was
more sarcasm than dignity.

•'I don't exactly know, "she answered,
feeling that while her argument might
be defective she was sure of her facts,
"but you seem to act towards me as if
I were a little girl, and you were my
grandfather and were constantly on the
watch for fear I would run away."

" Have I ever said anything that would
lead you to infer that I was your grand-
father?" he smiled in kindly fashion.

• 'No, you haven't, "she snapped back
at him as if his tone nagged her, "but
you make me feel as if you carried a sign
before my eyes reading, 'Behold your
grandfather ' "

"That must be because I am so much
older than you."

"A man at twenty-five is always the
junior of a woman of twenty," she re-
torted.

"A lady asked me to-day how old
Miss Foy was," he said easily, "and I
did not give her much satisfaction.
When I see her again I shall apologize
and say that while I do not know Miss
Foy's exact age, I have it on her own
authority that she is older than I am
and that I am twenty-five."

Her face flushed and the angry lines
showed themselves around the corners
of her mouth and about her eyes. She
was on the point of making a hasty reply
when she checked herself and laughed.

"You thought you would provoke
me into saying something I shouldn't
have said, didn't you?" she said, "Well,

I shall not do it. I am older than you
are -as I said I was, and I prove it to you
by not doing a foolish thing under your
provocation. Now, Mr. Attorney, you
may go on with your argument."

"It is women like you are, Janet,"
he said seriously after he had laughed
at her skillful manceuvering, "who make
men do whatever they wish them to do,
be it good or bad. "

"But you are not of the kind of men
whom women control in that way. There
are women as you say I am, Mr. Ball,
and there are men as I say you are.
What happens when they meet? Is it
the irresistible meeting the unsur-
mountable?"

Frederick had for a long time wished
to speak to Janet exactly on the lines
that now seemed to stretch straight
before them both and by Fate's doing
rather than by any planning of their
own. Certainly not by any of his and
he knew that Janet had no need of
scheming.

"Janet," he said, with more depth
of feeling than he had ever known,
"whatever you would ask me to do, that
would I do, good or bad."

The girl looked at him in amazement.
Perhaps she had never thought of him
other than as the friend of her school
days and girlhood — a boy merely. Now
there was in every modulation and
accent of his voice and words the very
spirit and strength of a man, and a man
willing to do whatever she asked. If
she had thought of him as a lover of
hers who might one day become her
husband, no one of those who saw her
most ever suspected it for she had given-
no sign. He knew that she had en-
couraged him not so much as a master
encouraged his dog. He had watched
her smile on the dozens who flocked
about her and he had prayed in his
silence that some day she might smile
on him, but not as she did on them. It
was not the fraction of a smile he sought,
but all— all— all.

What she may have thought she did
not speak, and whatever of amazement
followed his words passed as a summer
cloud and she looked fairly into his eyes,
cold and hard, but firmly.

"Mr. Ball," she said very slowly, "I
shall take you at your word. I shall ask
you to do for me what may be good or

A MARYLAND MAID.

bad as you make it. Come to-morrow
evening here. And now, good-bye until
then."

As Frederick Ball thought that night
of Janet Foy it seemed to him that some
new being had taken the place of the
pretty little girl he had known, and he
wondered what she would ask him to do
when he came again the next evening.
It was no trifling matter he was sure,
for Janet had spoken as only a woman
in her most serious mood could speak.
Be her commands what they might be,
however, he was prepared to obey them
to the utmost limit. He dreamed of
her that night, but his dreams for the
first time were not bright as they had
been. There was a shadow lurking in
them which he could not define and
when morning came he felt as if he were
facing some evil. All day the feeling
forced itself in upon him at intervals
and when he met Janet in the evening
he was not as he had ever been. As for
Janet she gave no sign, except that she
was very serious, indeed.

"Mr. Ball," she said, when they had
sat for perhaps a half hour talking at
random, "you remember last night that
you said you would do anything I asked
you to do. good or bad?"

"Quite distinctly, Miss Foy," he
replied, "and I am no less willing to
perform it now than I was to say it last
night. What would you have me to do?"
She seemed to appreciate this forestall-
ing of her request by asking for it, and
she smiled and put out her hand to him.

"You have an ambition to be a great
lawyer," she said slowly, "and you have
made such a beginning here as any
young man should be proud of. I ask
you to give it all up and go to Balti-
more, there to begin at the beginning
among a strange people. I ask you —

Ball was struck speechless for an in-
stant and then he interrupted her.

"Why, what do you mean, Janet,"
he cried, "What can you mean? Do
you want me to ruin myself? Do you
want me to desert my friends? Have
you no feeling for my own people? What
of you and of me? Is it all to be lost
for a foolish woman's whim ?"

She did not change color under this
attack.

"You said you would do for me any-
thing I asked," she said coldly, "Am 1

to understand by that statement just
now repeated by yourself that what you
say is not what you mean? That you
will not do what you say you will do?"

He jumped from the step to the
pavement below ami walked up and
down in front of her as if he were a
caged beast under the lash.

"You do not know what you are
saying." he exclaimed. "You, a girl, to
demand this of me. It is silly, prepos-
terous; it will make me the laughing
stock of the town and will mark you as
a dangerous flirt who would ruin a man
simply to show her power over him."

"That is not the question. I have
asked you to give up everything here
and go to Baltimore to make a new
beginning. I ask again that you do this
for my sake, seeing that you have said
you would do anything for me I asked,
and that you do not return here or com-
municate with any one. You are to be
for two years dead to what may be here.
As for myself, I shall go on as I have
gone on in the past. At the end of two
years you may return. Now, what will
you do?"

It was a tremendous question for a
man to decide, but there was in Fred-
erick Ball's nature that quality of chiv-
alry which has made poetry and song
and love, and with a sudden resolve he
stood up before this girl calmly asking
so much of him.

"Janet," he said almost fiercely,
"what I have said I would do, that will
I do. Good night." and he stepped
lightly down and hurried away in the
darkness.

The girl's eyes glistened and her
face shone, with a feeling of triumph,
shall it be said? — as the young man
walked rapidly down the quiet street,
his footsteps striking the time as a sol-
dier's who goes away to battle and vic-
tory.

But was she glad?

A year had gone by and the wonder
of Frederick Ball's disappearance had
given place to other wonders as soon as
it was known that he and Janet had
quarreled and he had gone away broken
hearted. That was the way the story
went and Janet said nothing to make it
a different story. As for Frederick, he
was interdicted. He could say nothing
in defense or explanation. He loved

A MARYLAND MAID.

Janet, and he was doing what she had
asked him to do for her sake and with-
out so much as a word of promised re-
ward. It was enough to do something
for her ; that was its own reward.

As the first year went by and the
second, Janet was no less the object of
adoration to love-sick mankind than she
had been always. She was to that man-
ner born, and she could not prevent the
men from falling in love with her. But
she gave her thought to Frederick Ball,
and as she thought of him, so silent, so
submissive, the woman in her began
to assert itself, and instead of loving
him as she thought she should do for the
great sacrifice he was making, she began
to think that a man who would do all
he had done for her was a weak man
and did not love her as he should. If
he had loved her, she argued, he would
have told her in the beginning that he
would not act so foolishly just because
she asked him to, but like a sensible
man he would have made his sacrifice
by marrying her then and there and as-
suming the responsibilities of marriage,
and would have become a good and use-
ful citizen. As it was, he simply listened
to what she had been silly enough to
ask of him, and was now keeping him-
self away from her and making himself
and everybody else miserable by his
conduct, and she would not have such a
man now if he came home that very
minute. And so on to a great extent,
as an} 7 woman under similar circum-
stances would do.

Whoever has come into the Freder-
ick of to-day over the Baltimore & Ohio
railroad Ijas observed, if he has been at
all observant, an old-fashioned white-
washed stone freight depot just before
the train stops at the station. On the
roof at one end of this ancient structure
is a little cupola, in which, in the time
of this story, hung a bell. The building
was the passenger station of the Balti-
more railroad, and when the trains ar-
rived, drawn by horses as they were
then, this bell was rung to inform the
people of the town that the train with
its mail and passengers had arrived.

A day before the two years of Fred-
erick Ball's exile had expired, Janet Foy
was walking in the evening across the
square in front of her home with two
young attorneys, when they heard the

bell ringing at the station, and it was
proposed that they walk over to the tiain,
a distance of half a mile, to see who had
come in. As they crossed the bridge
over the little stream between the sta-
tion and the town, they met the conduc-
tor of the train, whom they all knew,
and he stopped and handed Miss Janet
a letter. It was not addressed, but
something told her it was a letter to be
opened only in her own room, and she
laughingly put aside the inquiries of her
escorts and showed them the envelope
to decide for themselves whence it came.
She did not know, and told them so, but
she suspected and she wondered, but
she controlled her curiosity so admir-
ably that it was after ten o'clock when
her callers left and she had an oppor-
tunity to solve the problem.

She was nervous when she tore open
the letter, and when she saw it was from
whom she suspected she could not
imagine what it meant nor why he should
have written it.

" My Dear Miss Foy," it read. " I
have decided that under the circum-
stances it would not avail me to come
back to you after the expiration of my
term of exile. You have given no sign
in these long two years that a visit from
me would be at all welcome, and I do
not care to further pain and humiliate
myself through the whims of, I fear, a
heartless woman. Therefore, let me
very briefly say farewell.
Sincerely,

Frederick Ball."

Baltimore, June 7th, 1 <S 4 5 .

Janet's face flushed, and her first im-
pulse was anger and resentment against
what seemed to her to be an unjust im-
putation. She threw the letter to one
side and began putting out the lights in
the room, softly humming to herself,
but not joyously. There was an under-
tone that was susceptible of more than
one interpretation. That she was busily
thinking the meanwhile was apparent, for
presently she smiled as if she had met
with an agreeable idea in her mental
wanderings. She went immediately to
her room then and wrote two letters.

The first was as follows :
"My Dear Mr. Ball:

You have decided wisely.

Cordially, Janet Foy."

Frederick, Md.. 10.15 p - M -> June 8.

./ MARYLAND MAID.

Then she wrote another which read
in thiswise :
Dear Olh Fri D :

What is the use of your being silly,
too? Don't you think it is enough for
me to be so? What are you for if not
to teach me better things ? Whatever
you may have thought of the exile you
have been undergoing for this eternity
it wasn't anything to what I have been
experiencing. If you don't come to
Frederick on the cars to-morrow even-
ing you may look for me in Baltimore
on the arrival of the train from this
town the next morning.

Penitently,

Janet."

Frederick, Md., 10.30 r. m., June 8.

Then she laid both letters aside and
went to bed to dream bright dreams,
and early in the morning she awoke and
went herself with the letters to the con-
ductor to deliver them with instructions
as to how he should give them- to Mr.
Ball, the one marked " 1 " in the corner
first, to be followed shortly by the
other, marked "2."

"That's all there is for you to do,"
she said with a smile. "Mr. Ball will
do the rest."

Which Mr. Ball did, and the conduct-
or afterwards said he never saw such a
change in a man's face and manner as
there was in Fred Ball's when he read
those two letters from Janet Foy.

W. J. L.VMI'I I •

LOVE IN COURT.

HPO Cupid's court she took the case,

A plain tiff was the trouble.
She'd fallen out with Charley Chase,
And in with Bow and Bubble.

Now Cupid sat in gown and wig

With little Puck assisting,
While Bow and Bubble, small and big,

As lawyers, did the twisting.

" What is your age ? " asked little Puck.

"Dam — age, sir, is the question,"
Roared Bow. Said Puck, "we'll be in
luck

If you'll avoid suggestion."

" ' Tis breach of promise," loudly cries
Old Bubble. He o'erreaches ;

For Cupid smilingly replies

" / know Love has no breeches."

Such were the points of every sort,
The lawyers fought like fury,

Until the case went out of court
With a divided jury.

The bold defendant laughed aloud,
The plaintiff wept most timely ;

Then Puck called "Order!" to the crowd,
And spoke these words sublimely :

"That damages they'd not agree
To give," said Puck, " 's infamous ;

And therefore we'll be blessed if we
Don't give you a man-dam-us. ''

Tom Hall in Mi n->h\ .

New York, Philadelphia,
Baltimore and Washington.

* I 'HE Royal Blue Line is as near an
■*- air line as may be achieved from
the nature of the topography of the
country, considering engineering econ-
omy as to easy grades and curves to
reach either terminal and the local
points of traffic. Hence, it is possible,
with absolute safety, to reach the high-
est rates of speed obtainable from the
most improved machinery. Add to this
the high standard compelled by the su-
pervisors of track in the maintenance of
way of the three roads of the line, and
the fast train service in operation is not
a source of special wonder, but accepted
as a matter of course.

A description of the route from New
York to Washington is given in detail.

The "Royal Blue Line" boasts of
two excellent terminals at New York;
the one at foot of Liberty street and the
other at South Ferry or Whitehall
Terminal, foot of Whitehall street.
This terminal is by far the most conven-
ient in New York, as all trains of the
Second, Third, Sixth and Ninth avenue
elevated lines, Broadway, Columbus and
Lexington avenue cable lines, East and
West side belt line horse cars terminate
at this point and under the same roof.
Besides, the Staten Island Ferry. South
Ferry, Hamilton Avenue and Thirty-
ninth Street Brooklyn Ferries all leave
this station.

The views of interest along the route
are not a few and are full of attractive-
ness. Trains to and from New York
pass near the shore, affording fine views
of the bay and harbor, the shipping, the
statue of Liberty, the forts and coast de-
fenses, Long Island and Staten Island,
with a distant view of the great cities ;
and if the ride be at night the scene is
entrancing, the brilliant lights dotting
sea and shore in every direction, and
doubling their numbers by reflection in
the dark waters of the bay, while over
all, Liberty lifts high her torch and sheds
a glaring light on the lesser ones below.
Along the shore are the villages of
Claremont and Greenville, lying near
Bergen Hill. Bayonne and Bergen
Point are on the peninsula between the
two bays — with unsurpassed facilities
for bathing, boating and fishing ; the
latter is a famous out-of-town residence
point. At Centreville the smoking
chimneys are those of the Standard Oil
Company's and Lombard. Avres & Cos
great oil works, refineries and piers.

It is a long bridge of two miles
across Newark Bay, a bridge of iron
with a pivot draw laid on a pier of solid
masonry, forced to the rock bottom of
the bay by hydraulic machinery, making
the pier as solid as the natural rock.
A look from the windows on the north
side will show the spires of the city of

THE ROYAL BLUE LINE.

Newark, and on the south the hills of
Staten Island across the Kill von Kull.
After crossing the long bridge across
Newark Bay near its junction with the
Kill von Kull, the route passes the great
coal docks and manufactories of Eliza-
bethport, where the branch from Newark
joins the main line, and where leading
southward the road reaches to Perth
and South Amboy, Red Bank, Long

BALTIMORE « OHIO R. R, STATION, JERSEY CITY,

Branch, Asbury Park, Ocean Grove and
other famous resorts along the Jersey
shore.

Elizabethport was a famous port in
the old Revolutionary days. Here
George Washington left his coach and
embarked for New York to be inaugu-
rated as first President of the United
States. It was a great shipping point
then, as it is to-day, though the com-

modities were different. Then it was of
supplies for the interior from the mar-
kets of New York ; now the traffic is in
coal brought by rail from the anthracite
regions to the immense piers and pockets
at Elizabethport. Four or five thousand
of the inhabitants of Elizabethport are
the employes of one corporation — that
of the Singer Sewing Machine Company,
whose buildings cover many acres of
ground there — which, with
numerous other manufactur-
ing concerns, make the city a
very busy and a very pros-
perous one.

Elizabeth was once the
capital of New Jersey, and
the seat of the College of
New Jersey, which was re-
moved to Newark and thence
to Princeton. The city was
named in honor of the wife
of Governor Cartaret, who
was Governor more than two
hundred years ago. It is a
fact not generally known that
female suffrage was legal in
New Jersey within the pres-
ent century but it is alleged,
that at Elizabeth they proved
to be repeaters, and by a
change of costume voted
early and often at one par-
ticular election : the election
was annulled by the Legisla-
ture and the right of suffrage
taken away, and now they
can't vote even at Eliza-
beth. There are few cities
that can boast of better
railway facilities than Eli-
zabeth, as there are over
two hundred trains a day
between the city and New
York, to say nothing of the
direct communication by
water. These facts and the
great manufactories of all
kinds indicate prosperity and
a great future. West Elizabeth is also
called El Mora, and is the next station.
Roselle. a pretty village with a pretty
name, fifteen miles from New York, and
Cranford, two miles further, on the west
side of the Rahway River, are charming
places with stylish villas and cozy cot-
tages, shaded streets and grassy lawns.
Westfield is a growing town just at the
foot of the Orange Mountains on the

THE ROYAL IU.UE l.IXE.

ii

southern slope. Here are ambitious
hills from whose tops the view takes in
the great city and the bay and the nearer
smaller cities all about. Fanwood,
formerly Scotch Plains, distant twenty
two miles from New York, and which
has for a close neighbor the vil-
lage of Netherwood, also on the Orange
foot-hills, is a favorite place for country
seats of New York business men.

Plainfield is another favorite place
of residence for a large number of solid
business men of New York, who have
here erected elegant homes, going to and

their first meeting-house on Peace street,
which they still occupy ; the Baptists
also chose Plainfield as the place for
their first church. While the literary
circles of Plainfield include a large per-
centage of the people, there are not a
few engaged in industrial pursuits and
manufacturing, making the town one of
the most thriving in the State. As a
pleasure resort Plainfield presents many
attractions, as the drives through the
shaded streets to Netherwood Heights,
along the Blue Ridge, and to Washing-
tun Rock on smooth well-kept roads,

WES1 i ILLS BK I. ON SCHI N 1 hi I.I. K1VEB PHILADELPHIA.

fro on the fast and frequent commu-
tation trains with greater ease and com-
fort, if not less loss of time than many
who live within the city's limits. Plain-
field is one of the oldest of Jersey towns,
its ancient history running back over a
hundred and fifty years, when its first
frame house was built in 1735. The
town figures in the Nation's history as a
point of importance during the war for
independence. "The Rock'' on the
Orange hills is shown as Washington's
observation point, from which he kept
an eye on the movements of King
George's soldiers under General Howe.
Here also the Society of Friends built

amply demonstrate, to which may be
added pure air and water, and a general
pervading of the picturesque. Dun-
ellen, next — twenty-seven miles from
New York, charmingly and healthfully
located in the long life district — is a
picturesque village, whose shaded
streets end in country roads, providing
drive-ways to neighboring towns and
the mountains.

The Middlesex County Club have
shooting grounds at Dunellen, and the
only real English " Bowling Green " in
Jersey is at Dunellen. Spring Lake,
with its delightful rowing and fishing, is
only a mile away.

THE NO > ,/ /. BL ( 7'. I INE

'3

Bound Brook on the Raritan River,
is the junction of the Central Railroad
of New Jersey, and the Philadelphia &

Reading, and obtained its name fr

the brook east of the station, which was
a land boundary in the Colonial days —
a name handed down to the Bound
Brook Route, the pioneer fast line.
From this point there is a turn more to
the southward, following closely the old
stage road. Bound Brook is a very old
settlement, the name occurring 230
years ago. The first house was called
by a name rather unpronounceable,

before the steam in the tea-kettle of
James Watt's mother had lifted the lid,
the old line of Sw ift-Sure stages made a
stop here.

The middle link of this great tri-
partite through line is reached at Bound
Brook, where its trains entei upon the
New York division of the splendid Read-
ing Railroad System. From this point
the line runs straight away southwest
through the beautiful and productive
garden lands of Somerset and Mercer,
to where the River Delaware flows be-
tween New Jersey and Pennsylvania.

RIVER DRIVE, FAIRSIOUXT PARK, PHILADELPHIA

Rackawackhanna, and was the head-
quarters of Lord Cornwallis in 1777, and
of the notorious Col. Simcoe. The first
two-story house, built in 1784, was ap-
parently regarded as too ambitious a
structure ; and as if suggesting that the
owner was inclined to put on airs, was
denominated " Van Norden's Folly."
The Queen's Bridge was built across
the Raritan in 1731, and used by the
old-time stages, at that time the only
means of public travel. The village has
long been a station on the line of travel
between New York and Philadelphia,
long before railroads were dreamed of ;

Wide-stretching fields of waving grain
alternate with orchards whose serried
rows of trees bend beneath a generous
fruitage, while on the farther hillsides
cluster herds of highest pedigree. Smil-
ing villages dot the far-horizoned land-
scape, and wide as the traveler's vision
may reach are evidences of thrift and
peace and plenty.

The first station met upon the
"Reading'' is Weston, a charming vil-
lage thirty-five miles from New York
and fifty-five miles from Philadelphia.
It is the centre of a prosperous agricul-
tural section, as is likewise Hamilton,

14

THE ROYAL BLUE LLNE.

another pretty station a few miles further
westward. Next comes Belle Mead,
famous for its great stock-breeding
farms, and then Harlingen, situated in
the pleasant and highly productive
centre of Somerset County. Skillman
is just midway between New York and
Philadelphia, being forty-five miles from
either, and an important town is rapidly

Passing Stoutsburg, lying in a rich
farming and grazing region, we come to
Hopewell, a manufacturing and agricul-
tural town of considerable importance,
having a population of about 1500, with
several handsome churches, schools and
stores. On the left of the track, a half
mile below the handsome station build-
ing, may be seen the immense stone

I'.AI.TlMnKE & 1 1III11 STATION I'll 1 1..Y1H .l.MI I A

growing around the handsome station
building. And here it may be said that
wherever the traveler may journey upon
the widely extended lines of the Phila-
delphia & Reading Railroad he will be
struck with the architectural beauty of
the stations with their tasteful surround-
ings of spacious lawns and blooming
parterres. This is one of the pleasant-
est features of the " Reading.''

breakers which supply the "ballast"
for this portion of the Reading's
lines. Moore's is the next 'station and
beyond it Pennington, one of New
Jersey's most delightful towns. It
contains many homes of wealth and
culture, and is the site of Penning-
ton Seminary, a noted educational in-
stitution. Passing Ewing, we arrive
at Trenton Junction, distant fifty-eight

THE ROYAL BLUE LLNE.

17

miles from New York and thirty-
two from Philadelphia. Here diverges
a short branch line running into the city
of Trenton, New Jersey's capital, and
the seat of vast and varied industrial
enterprises. It has a population of 62,-
000, and is situated on the left b;ink of
the Delaware River at the head of steam-
boat navigation. In addition to the
handsome State Capitol it contains
numerous imposing public and private
buildings, line hotels, churches and busi-
ness edifices, while its residence thor-
oughfares display many beautiful archi-
tectural effects, surrounded with ample
and tastefully laid-out grounds. The
presence of large deposits of iron ore in
the vicinity has made it an important
iron manufacturing centre, while the

Woodbourne and Glenlake, the stations
ornate structures of red brick and tile.
The country hereabouts is lamed alike
for its picturesque beauty and its fertil-
ity, and the traveler with artistic eye
will catch glimpses of man} a pretty bit
of scenery. At Langhorne, sixty-seven
miles from New York and twenty-three
from Philadelphia, the great suburban
district of the latter city begins. Here
is located the new and elegant Lang-
horne Hotel, a favorite summer home of
Quaker City fashionables, and about it
have sprung up numerous stately villas
owned by wealthy and eminent Phila-
delphians. At Parkland the sect of
Spiritualists have established a very
large camp-meeting ground, where, in
long rows of little cottages strung out

^ — _~T
lift |)l II Jin.jjl It ft;

MOUNT ROI AL ST ITION, BALT1 Hi IR]

beds of porcelain clay which underlie
and surround it have rendered it famous
as the chief seat of the pottery trade in
America.

Again starting westward from Tren-
ton Junction, the Delaware River is
crossed by means of a magnificent
bridge which spans not only the river,
but the entire wide valley. It is con-
structed on massive granite piers, and is
considered one of the triumphs of mod-
ern engineering. The view from the
bridge, in either direction, is indescrib-
ably grand. Being now within the bor-
ders of the Keystone State, the first sta-
tion reached is Yardlev, a handsome lit-
tle town on the west bank of the Dela-
ware, pervaded by a general air of thrifty
activity. Succeeding it are Makefield,

through ancient forest aisles, hundreds
of persons spend the hot weather months
in sylvan simplicity.

Neshaminy Falls derives its name
from the romantic Neshaminy Creek
which, coming down through a broad
and wooded gorge, falls over a dam just
above the high railroad bridge, forming
a pretty cascade. This is a favorite re-
sort for large picnic parties from Phila-
delphia. At Trevose is located Simp-
son Grove where a great Methodist
camp-meeting is annually held. Somer-
ton is a handsome town of suburban
homes which has recently taken on a
new impetus of growth, and the favor-
able conditions by which it is surrounded
bid fair to make it one of the most pop-
ulous on the line.

"'4ce

GLIMPSES OF BALTIMORE.

THE ROYAL BLUE LINE.

19

Philmont, Bethayres, Paul Brook,
Rydal and Noble are typical Philadel-
phia suburbs, and no city in the world
is more favored in the advantages which
it possesses in the way of accessible,
healthful and beautiful suburbs. The
country is high and rolling, and, look in
what direction one may, the views en-
countered are superb.

Jenkintown is the junction point
whence diverges the Reading Railroad's
Bethlehem Branch, leading up through
Northern Pennsylvania, the Lehigh.
Wyoming and Susquehanna Valleys,
to Buffalo and Niagara Falls, and also
a branch road running into Third and
Berk streets, Philadelphia, near the
great textile, iron and ship works that
abound in the northeastern section of
the city. Jenkintown itself is a lovely
suburban place, long fixed in the affec-
tions of Philadelphians. Postmaster-
General Wanamaker and other promi-
nent gentlemen have country houses in
this vicinity.

Chelten Hills, Ogontz, Ashbourne,
Melrose, Oak Lane, Lawnton, Fern
Rock, Tabor and Logan form a chain
of suburban settlements that are cer-
tainly unsurpassed and probably un-
equaled for natural beauty and artificial
adornment. The thickly clustered hills
are dotted far as eye can reach with the
palatial out-of-town residences of mer-
chant princes, and the less costly but
equally tasteful cottages of those more
modestly endowed in the matter of
wealth.

Wayne Junction is the focus and con-
centrating point of the .entire Reading
System, and one of the most important
junction points in America. From this
busy spot radiate lines of railway toward
every point of the compass, and the
traveler, to whatever destination bound
— be it among New England's rocky
hills or the bleak fastnesses of Canada ;
on the far shores of the Pacific or the
sands of the southern Gulf — may find
here a direct line. North of Wayne
Junction are the beautiful regions of
Gennantown and Chestnut Hill, reached
by one of the Reading's branches.

Southward runs the direct line into
Philadelphia. A station at Ninth Street
and Columbia Avenue gives convenient
access to the vast residence area in the
northern part of the city, while the prin-

cipal depot and terminus of the Reading
Railroad is located, for the present, at
Ninth and Green Streets, within a short
distance of the public offices, hotels and
business centers. An elevated railroad
to carry this line to the geographical
center of the city is now in course of
construction.

Starting again at Wayne Junction, is
the route taken by the trains of the New
York and Washington Royal Blue Line.
Just south of Wayne Junction the train
passes to the Richmond Branch of the
Reading Railroad, whence it proceeds
westwardly, flanked by enormous manu-
facturing establishments, to the Falls of
Schuylkill. Here the road is carried
across the Schuylkill River on a magni-
ficent double track bridge from which
the traveler catches his first view of that
romantically beautiful stream which has
formed the theme of poetic song.

At West Falls connection is made
with the Reading Railroad's main line
which stretches away to the northwest
200 miles, into the great coal, iron and
lumber regions of Pennsylvania, through
mountain scenery of wonderful grandeur,
with its innumerable branch roads and
laterals literally grid-ironing the central
portion of the State. And now the train
is moving southward, along the river
bank, and vistas of surpassing natural
beaut\' follow one another in quick suc-
cession. This is Fairmount Park, of
world-wide fame. Passing the cele-
brated glen and hill of Belmont, it
swings across the Schuylkill and runs
down through the eastern edge of the
great Park to Girard Avenue Station,
leaving which there is a plunge into a
tunnel (where the cars are always lighted
as at night) and, on emerging, a run of
few minutes brings the train into the
magnificent new passenger station of the
Baltimore & Ohio Railroad at Chest-
nut and Twenty-fourth Streets, Phila-
delphia. Leaving the city the route is
over the Baltimore & Ohio Railroad,
known to fame as the " B. & O." with
the appropriate prefix of "picturesque"
— this title was acquired before the com-
pletion of the Philadelphia Division, but
the acquisition of that division only
clinched the right to the title — and the
ride between New York and Washing-
ton is made attractive by new scenes
wherein there's many a choice bit, as the

THE ROYAL BLUE LINE.

artists say. The traveler accustomed
to the sameness of frequent journeys of
the old days when the hours must be
whiled away with magazines and papers,
may, if he travels the new line, find
much to interest if he will look through
the car window. This interest com-
mences when the train passes from the
train shed of the great passenger station
at 24th and Chestnut streets in Phila-
delphia, and runs along the eastern
shore of the Schuylkill in full view of
the river and the shipping, and crosses
the stream on a fine steel bridge — com-
ing to the higher ground of Philadel-
phia's suburbs, where the beautiful
views that are so attractive in the ap-
proach to the city from the north are re-
peated on the south side. Between the
hills are rushing streams, and on the
hills with terraced grounds is many a
villa and dainty cottage home, graveled
roads and walks leading from tasty sta-
tion buildings. Here are the homes of
business men of Philadelphia, who find
a convenient and rapid transit on the
fast and frequent commuters' trains that
start from 24th and Chestnut streets,
near the city's centre. Beside these
newly built houses of modern architec-
ture there are still standing some relics
of the old Colonial days in the solid
stone houses that were farm-houses in
those days ; and at one place where the
road crosses an iron viaduct, there
stands below the track a mill whose
walls are built so solidly, as was the
fashion in the -'times that tried men's
souls," that it might have served as a
fortress if there was need for the mill to
stop its more peaceful duty of grinding
corn, and turn out hot shot for a red-
skin or a red-coat — I don't say that this
is the history of the mill, but it might
have been — anyhow, its old-fashioned
walls of unhewn rock makes the centre-
piece of a pretty landscape. The su-
burban stations here are 60th street,
Mount Moriah, 70th street. Darby, Llan-
wellyn, Folsom and Ridley, scarcely a
mile apart, all rendered pleasing and
attractive by beds of choice plants and
flowers and terraced yards. Farther on,
and eleven miles from Philadelphia, is
the city of Chester, which lies on the
east side of the road on the banks of
the Delaware, whose waters are seen
across the valleys that gap the interven-

ing hills, but with no disadvantage to
the view, however, since a pleasing
variety is thus given to a prospect that
might otherwise grow to monotony. If
an engineer ever ran his surveying
chains with the idea in view of selecting
a right of way, affording a continuous
change of scene, he must have been in
the employ of the B. & O., and his work
here leaves pleasant memories to a
grateful traveler. At Chester are the
John Roach ship - yards, from whose
ways have been launched some of the
finest ships of the United States, as
well as many in the mercantile navy.

Following the western shore of the
Delaware, the road comes to Wilming-
ton, passing the stations of Upland,
Village Green, Carpenter, Silver Side
and Concord.

The station at Wilmington is a
model one, and a view of it has been
selected as an illustration in the B. & O.
guide books. As the trains approach
Wilmington from the east they cross
the "Brandy wine River," a stream rich
in historic interest. Wilmington is a
city of ancient renown, dating back to
the earlier part of the country's history
as one of great importance for its manu-
factures in general, and in particular for
its great ship-yards, from which have
been launched every kind of craft from
a man-of-war to a pleasure yacht — ships
and steamboats — the mammoth and
magnificent "Puritan" and the "Pil-
grim" own Wilmington as a birth-place,
as does also the "Plymouth." These
are fair examples of the skill of the
artisans of Wilmington and their chief
contribution to the American merchant
marine, while they also claim some of
the staunchest and fastest of the armored
cruisers of the Navy of the United States.
Leaving Wilmington, the line also leaves
the Delaware, and crossing a narrow
neck of land comes to the head-waters
of Chesapeake Bay. As it will be re-
membered, Concord was passed just
before reaching Wilmington, and as we
leave that city scarcely half a score of
miles we come to Harmony, and it is
easy to say there is no discord anywhere
on the line.

Newark, in the State of Delaware, is
a town of some importance. The Dela-
ware State College, the State Normal
School and the Academy of Newark

THE ROYAL BLUE LINE.

21

are located here. Barksdale, Singerly,
Childs, Leslie and Whitaker follow in
their order. The stretches of water to
the east seen from the windows of the
cars are arms of Chesapeake Bay; they
come into view at intervals for miles,
showing the white sail here and there
of a pleasure boat or a fishing smack.
The grand view is at the crossing of the
Susquehanna at Havre de Grace, a point
long famous as one of the views of
American travel, even before it could
be enjoyed from a car window, and when
the transfer was by boat. The bridge
which now spans the river is a magnifi-
cent structure of steel and iron, resting
on piers of solid stone, and is one of the
finest examples of modern bridge build-
ding; the bridge is a long one, and there is
time to enjoy the views on both sides; on
the one the waters widen out into Chesa-
peake Bay far to the eastward, and on
the other the River Susquehanna comes
down in a mighty volume, irrigating the
fertile valley and merging itself here in
the salt}' seas, having in the main done
a duty but at times a flood of mischief.

On the hills to the east stands the
village of Havre de Grace, where some
old-time houses are in view. The region
hereabout is famous in the markets of
the great cities for its canvas-back duck
and peaches, the way-back counties of
Delaware and Maryland on both sides
of the bay being the haunts of the one
and the orchards of the other.

After leaving the river the road runs
through higher ground with an occas-
sional glimpse of the bay on the east
side, passing the finely located stations
of Osborne, Aberdeen, Stepney, Van
Bibber, Clayton, Bradshaw, Morrison,
Matthews, Rossville and Bay View.

At Baltimore, the first stop is at
Mt. Royal Station, the most beautiful
station owned and built by any one rail-
road in the world. From Mt. Roval the
famous tunnel under the heart of Balti-
more, through which trains are run by
electricity, leads to Camden Station, the
oldest railway station in the world and
famous in history.

Leaving the long train sheds of Cam-
den it is a mile-a-minute ride oftener
than a slower one hence to the Capital.
The route for the first nine miles is that
of the first passenger railroad of this
country, anil of the original B. & O.

which ran from Baltimore to Ellicott's
Mills, also the route of the first tele-
graph line in the world; apropos of the
agitation now as to burying the win s,
this first line was to be laid in lead pipe
under ground. The curiously arranged
plough that was to make the trench is
still shown; the rocks and roots that im-
peded the progress of the plough did
not hinder the stringing of the wires on
poles, and they have been there ever
since.

At Relay the route to Washington
leaves the old line, and here at the sta-
tion is one of the very choicest bits.
The picturesquely built station of blue
limestone stands in the Y of the two
tracks in the midst of a pretty little-
park adorned with rare plants and
flowers. A playing fountain and a
monument are the ornaments of the
grounds that are shaded by a hill covered
with forest trees through which may be
seen some summer homes of Baltimore
people. From the west the Patapsco
River rolls noisily over a rocky bed
through what a Westerner would call a
canon or a Mexican a barranca, a narrow
valley hedged in by high hills on whose
sides a winding road reaches the country
houses on the summits. The monu-
ment in the park commemorates the
completion of the Viaduct at Relay, a
splendid structure built in solid stone
arches across the Patapsco. On the
monument are inscribed the names of
the projectors and builders of the Via-
duct and the officials of the Company.
Passing in either direction a look from
the windows on the east side of the cars
will afford a view of the Viaduct, the
station, park, monument and fountain,
a grouping which makes a picture both
pleasing and beautiful

There are stations and stations, of
more or less attraction, but the fast
trains have no time to stop; they hurry
on, even past Annapolis Junction —
where a branch line leads to the capital
of Maryland and the seat of the United
States Naval Academy — over a solid
double-track roadway where the fastest
time is possible, and in less time than it
takes to write the story, the wheels roll
rapidly into the station that is under
the very shadow of the Dome of the
Capitol at Washington.

The equipment embraces the latest

22

THE ROYAL BLUE LINE.

improvements of locomotive or coach,
and the newest things on wheels that
may induce comfort, safety or luxury,
are in use.

To write of the Pullman Palace Car
for Americans to read is to tell an oft-
told tale whose adjectives run altogether
in the superlative degree, a story that is
familiar in all its details of comfort, luxu-
ry, and magnificence — these, as the
Spanish say, "go without saying," when
the Pullman Car is under discussion.
But it may be said here that all that
have proceeded from the model car
shops of the world have examples in
this equipment, and the very newest,
the very latest features of use or orna-
ment are on duty here, or hung up to
decorate; the sleeping cars with beds of
ease; parlor cars with chairs and sofas
of a drawing room; the dining car with
the china of Dresden, and a larder
stocked with the cream of the best
markets in the world, manipulated by
chefs of French tuition in the art culi-
naire; the buffet and cafe cars, with all
these words imply, in eating or drink
ing, and the smoker with its easy
chairs where one may loll and lose the
present, and see in the blue curls of
the smoke of a fragrant Havana visions
of the future or call up the dreams of
the past. All these roll on the wheels
of the Royal Blue Line, vestibuled under
one roof, and as the passenger agents

say, "run solid and without change."
The coaches, or as one would say, the
"ordinary day coach," becomes here an
extraordinary day coach in point of finish
and appointment of convenience and
comfort for the traveler whose purse or
preference may exclude the more exclu-
sive Pullman car. Well lighted and
ventilated; comfortable seats, lavatory
and toilet accommodations for ladies
and for gentlemen, and every conveni-
ence found anywhere on wheels, are in
the day coaches of this line. In fact,
whether in this car or that, the traveler
lives in luxury as he rides right royally.

An additional feature of paramount
importance is the absolute safety of the
Royal Blue Line trains. The cars are
not only vestibuled but they are further
protected by Pullman's Anti-Telescop-
ing device, an invention that effectually
prevents the crushing of the cars in case
of collision. Furthermore, the cars are
all lighted by Pintsch gas and heated by
steam.

The engines pulling these perfect
trains have long been the models for
fast goers. Of great power as well as
capacity for speed, the percentage of
arrivals on time is greater than the
average; and it is a matter of record
that these locomotives have made the
figures smaller for the miles traveled,
and established for the line the title of
the Pioneer Fast Line.

TOMB OF WASHINGTON, MT. V1KVN

■| # _Mi g

GLIMPSE 01 HON! Ml \ l.u. u 1SHINQ fi

BOBBIE

TJOBBIE'S debut in railroad circles at
Superior was marked by a rather
peculiar circumstance.

On June 3, 1893, a forlorn-looking
fellow, having all of the outward ap-
pearances of a typical tramp, made
application for a position as switch-
man. He was accompanied by a lanky,
though wiry-looking little dog, with a
stubby tail which would lead one to
believe that it had been put through a
threshing machine.

"There are two of us." said the
tramp, ' ' and, if you give us employment,
I believe you will have no reason to find
fault with us. "

"Who is the other?" inquired the
brawny-looking yardmaster. " Why
didn't he come with you? I am in need
of another man. Go get him."

Then the applicant explained that
Bobbie, his dog, could make himself
generally useful about the yards, and he
asked the privilege of keeping him in
case he were given employment.

"I want nothing to do with your
dog," retorted the yardmaster, "but you
can go to work if you care to. I will
say, however, that you may have your
dog with you about the yards at 'own-
er's risk.' "

Early the next morning the new
switchman was on hand, and accom-
panying him was the dog, a merry
twinkle in his eye, as if he saw in his
surroundings an opportunity to display
some of his acquired skill. The new
switchman took his position upon the
tender of 26, an engine which was used
almost exclusively for transferring cars
to and from the coal docks, and to the
big mills and elevators along the bay
front.

It was here that little Bobbie displayed
his first cleverness. With panther-like
swiftness he jumped up the side steps of
the moving engine, and then into the
cab where the engineer was seated. He
thenclimbed upon the roof of an attached
box-car, and sat there until the car was
properly side-tracked, when he bounded
to the ground and went back into the

engine cab to wait the coupling of an-
other car. The men began to like the
little fellow, but it was not until some
weeks after, that they became thorough-
ly convinced that they could depend
upon Bobbie's signals as of those of a
man. When Bobbie wanted the train
stopped, he would run back and forth
on the tracks in front of the moving
engine, and would keep up his manoeu-
vers until the engineer recognized him by
a toot of the whistle. When on top of a
box-car he would signal a train to stop
by moving his paw up and down; a
shake of his head was understood by
the engineer to be a signal to go ahead.

He was particularly useful at night,
for the reason that he could stand upon
the top of a box-car next to the engine,
where he would duplicate the signals of
the brakemen at the farthest end of the
train. He was never known to make a
mistake, and was never known to meet
with an accident except the one which
proved fatal. Bobbie knew the dif-
ference between the engines in the
yards, and it was wonderful how he
could signal down the right one, when
the yardmaster would dispatch him to
certain parts of the yards with messages
for the engineers. He was greatly
attached to all of the engines and
their crews, but was particularly so to
"old 26," the one upon which he com-
menced his services.

Bobbie was only an ordinary mongrel
dog, but there never was, and there
probably never will be, a dog that will
have a better knowledge of railroading
than he. For four years he had been
in the employ of this northern road, not
as a watchdog but as a switchman, and
for faithfulness they never saw his equal.
He could jump the footboard of the
moving engine with ease, climb the
steps of the caboose, and run upon the
top of the box-cars with rapidity. He-
had been taught to signal the train,
swing the lantern in his mouth at night,
and was particularly useful in carrying
switch lists from the depot to the train-
men at the most remote ends of the

/>■()/>■/:// .

25

yard. He could do, in fact, almost
anything that was required of a brake-
man with the exception of tightening
brakes, coupling cars, and climbing the
ladders on the box-cars.

"Bobbie'' again rides close to the
pilot of "old 26." but he dors not jump
off and on. the way he used to. The
dog and the engine were regarded as
inseparable by the train-crew until about
two months ago, when the frivolous
little canine slipped beneath the wheels
of his heartless comrade and was cut
to pieces.

The untimely death of the little
scamp w : as a source of regret among the
employees generally about the yards,
ami even by the trainmen along the
northern division of the road, nearly all
of whom had known him during the
years that he had been a railroader. On
the day of his mishap a number of the
boys got together and passed a resolu-
tion to the effect that, if it were possible,
the animal should be stuffed. Accord-
ingly a subscription was started among
the employees, office force included, and
in less than three days nearly every train-
man had "chipped in." The mangled
body of Bobbie was then shipped east.
Four days later, the foreman in charge
of the crews, received a telegram that
the body of the dog was so badly lacer-
ated that it would be a difficult job to
stuff the animal, and that the expense
would be more than the trainmen would
want to pay.

•We don't care if it cost Si, 000,''
remarked one of the brakemen. "We
are going to have Bobbie stuffed and
placed behind the pilot of the engine,
just where he used to sit.''

Nearly every member "I the crew
agreed, and a telegram was immediately
sent, instructing the taxidermist to spare
neither pains nor expense in preparing
the hide. A second assessment upon
the boys brought the amount up to > ; 1 >.
which sum was expended upon the work.
Bobbie was sent back, looking almost
as bright and cunning as ever, when the
boys immediately placed him upon the
front of the engine pist behind the pilot.
The employees in the Northwestern
yard had also known Bobbie for a num-
ber of years, and one of them suggested
that a collar should be bought for him.
Another collection was taken up, and a
gold collar was purchased immediately.

Then there came an order from the
shops at Brainerd, demanding the old
engine be taken out of service at Supe-
rior, as it was greatly in need of repairs
and not fit to work longer. A general
protest went up all along the line. A pi
tition to the division superintendent was
started, and in two days the entire force
signed, asking the superintendent to
leave the old engine at Superior, or if it
must be repaired, to return it as soon as
the work had been properly executed.
The engine was sent to the shops for
repairs and during the interval Bobbie
occupied a corner on a desk in the
freight department.

J. D. SCANLAN.

itfr:.

FINNIGIN, FLANNIGAN, ET AL.

THE story of Finnigin's report to
Flannigan isn't a new thing, but it's
a good thing and worthy of being pushed
along. Every time it is published it
is read with renewed interest and the
"bilin' down" of Finnigin's "repoort"
has become notorious. To help it along
we reprint it as follows:

"FINNIGIN AND FLANNIGAN."

Superintindint wuz Flannigan;

Boss of the siction was Finnigin.
Whiniver the kyars got offen the thrack
An' muddled up things t' th' divil an'
back,
Finnigin writ it to Flannigan,

Afther the wrick wuz all on agin.
That is, this Finnigin

Repoorted to Flannigan.
When Finnigin furst writ to Flannigan,

He writed tin pages — did Finnigin;
An' he tould jist how the smash
occured —
Full minny a tajus, blundering wuurd
Did Finnigin write to Flannigan,

Afther the cars had gone on agin.
That wuz how Finnigin

Repoorted to Flannigan.
Now Flannigan knowed more than
Finnigin,
Hid more idjucation — had Flannigan;
An' it wore 'm clane an' complately out

To tell what Finnigin writ about
In his writin' to Mister Flannigan;

So he writed back to Finnigin:
"Don't do sich a sin agin,

Make 'em brief, Finnigin."
Whin Finnigin got this from Flannigan

He blushed rosy rid — did Finnigin;
An' he said: "I'll gamble a whole
moonth's pa-ay
That it will be minny an' minny a
da-ay
Befoore Sup'rintindint — that's
Flannigan —
Gits a whack at this very same sin
agin.
From Finnigin to Flannigan

Repoorts won't be long agin."
Wan da-ay on the siction of Finnigin,
On the road sup'rintinded by
Flannigan,
A rail give way on a bit av a curve,
An' some kyars went off as they made
the swerve:
"There's nobody hurted," sez Finnigin;
But repoorts must be made to
Flannigan."

An' he winked at McGorrigan,

As married a Finnigin.
He wuz shantyin' thin — wuz Finnigin,

As minny a railroader's been agin;
An' the shmoky oP lamp wuz burnin'
bright

In Finnigin's shanty all that night —
Bilin' down his repoort, wuz Finnigin;

An' he writed this here: "Mister
Flannigan:
Off agin, on agin,

Gone agin. — Finnigin."
A printing house at Christmas time
sent out this little sketch as a Christmas
card, with illustrations, and made quite
a hit. A friend of Finnigin's wrote the
publisher for a copy and received the
following reply :

My Dear Sir : —

Y'es axed me fur more Finnigin !
'Nd I take me pin in hand agin
To tell ye' be'dad tha'rea// gone agin!
'Cept thaz wans ye foind widin,
But we'll put t' toype on agin
And ez soon ez print'd off agin
We'll send ye both

Finnigin an' Flannigan !

Trooly Y'rs, "F. C. N."
Nayther
Finnigin
Nor

Flannigan !
The doughty Celt, on receiving this
letter, recognizing at once one of the
same cloth, for the letter itself was writ-
ten on green paper, replied as follows :
Me dear Misther " F. C. N."
The litter ye sint me jist kem in;
So it's in me hand I ta-ake me pin,
To till ye, furst thing I begin,
That tho' ye be not Finnigin,
Nathur Misther Flannigan,
It's wan av Nature's Noblemin
Ye are be'dad, an' a gintlemon.
Now, whin ye gwan the kyars agin
An' come this wa-ay a thravelin.
At Baltimoore git off agin —
Ye'll aisy foind this big bildin
An' the offis forninst — walk sthraight in ;
Be gorra I'd like to shake yer fin,
An' take ye out and fill yer tin,
So whin ye do go on agin
Ye'll wish that ye wuz off agin;
An' naythur know nor care a pin
What ye did, nor where ye've bin,
Or whether yer name is "F. C. N."
Finnigin or Flannigan.

Yours truly, O'Houligan.

INTERESTING RAILROAD STATISTICS.

THE ninth statistical report of the
Inter-State Commerce Commission
for the year ending June 30, 1896, gives

interesting information concerning the
mileage, equipment, number of em-
ployes, capitalization and valuation,
accidents and earnings and expensi s "t
railways in the United States for the
year named. One hundred and fifty-one
roads, representing 30,475 miles ot opi
rated mileage, were in the hands of re-
ceivers on J une 30, 189b, a decrease of
eighteen from the previous year. The
capital stock represented by the railways
controlled by receivers was $742,597,698,
and the funded debt was §999,733,766.
The total railway mileage on June 30,
[896, was 182,776, an increase of 2,119
for the year, Georgia showing the larg-
est increase, viz., 233 miles. The num-
ber of locomotives in service was 35.950,
and of cars of all classes 1.297,649, an
increase of 251 locomotives and 27,088
cars. Of the total cars and locomotives,
448,854 were fitted with train brakes,
and 545,5*3 with automatic couplers.
The number of freight locomotives fitted
with automatic couplers was 3,373 out
of a total of 20,351, and the cars in freight
service fitted with train brakes was
379,058 out of a total of 1,221,887. An
interesting feature of the report is a sum-

mary showing the amount ol compensa-
tion paid to the railway employes of the
United States who aggregati d 826,820.

Their aggregate compensation amount-
ed to over 60 per cent oi the total ope

rating expenses of all railways, a slight
decrease from the preceding year.

Gross earnings amounted to $1,150,-
t6g 176, an increase of nearly $75,000,-
000, resulting in a net income of over
S33,ooo,ooo larger than the previous
year. Nearly 1,900 employes were
killed, and almost 30,000 injured during
the \ ear — increase of fifty in those killed
and over 4,000 in the number injured.
One hundred and eighty-one passengers
were killed, and nearly 3,000 injured.
The number of persons — other than em-
ployes and passengers — killed was 4,-
406, and those injured 5,845. These
figures include casualties to persons
reported as trespassers For every 444
men employed on railways, one was
killed; and for every twenty-eight men
employed, one was injured. One train-
man was killed for each 152 trainmen
employed, and one trainman was injured
for each ten men employed. The num-
ber of passengers carried for one pas-
senger killed was 2,827,474, and the
number of passengers carried for one
passenger injured was 178,132.

IMPROVEMENTS ON THE B. & O.

AMONG the many improvements
along the line of the Baltimore &
Ohio Railroad which have been inaugu-
rated by the new management, one of
the most notable is the new Terminal
Warehouse at Henderson's Wharf, foot
of Fell Street, Baltimore, Md. This
immense structure, 283 feet long, 204
feet and 6 stories high, was erected at a
cost of 8150,000.00. The building was
originally intended for the storage of
tobacco exclusively. An idea of its size
may be drawn from the fact that it can
contain the entire early crop of Mary-
land tobacco. Besides making provis-
ions for the storage of this tobacco, the 1
company has set aside ample space for
the accommodation of canned goods
and other freight usually stored in ter-
minal warehouses. The work of placing
the cars in front of the warehouse is
done by an electric motor built for this
especial work, besides which the eleva-
tion of the freight is done exclusively

by electric elevators, thereby cheapening
the cost of handling to such an extent
that the warehoue is enabled to present
the very lowest rates of storage; and, in
view of its fire-proof construction, the
rates of insurance placed on articles
stored therein, are very low. There
have also been provided ample dock
facilities for the quick discharge directly
into the warehouse of cargoes from
steamers and sailing vessels which may
land with a cargo for store. The splen-
did facilities of the Baltimore & Ohio
Railroad for reaching all points north,
east, south and west by its fast
freight trains make this warehouse a
particularly desirable one for Baltimore.
The management of the Baltimore &
Ohio Railroad extends a cordial invita-
tion to all seeking storage facilities in
Baltimore, to inspect this building be-
fore deciding on a place for the safe
keeping of their goods.

CONDENSED SCHEDULE
ROYAL BLUE TRAINS OF THE B.
EAST AND WEST.

& o.

& O. ROYAL BLUE TRAINS FROM WASHINGTON,

AND NEW YORK..

BALTIMORE, PHILADELPHIA

EASTWARD

No 528
DAILY

No. 5IO

EXCEPT
SUNDAY

EXCEPT

SUNDAY

No. 508
EXCEPT
SUNDAY

NO. 502
DAILY

No. 524
DAILY

No. 506
DAILY

No. 514
DAILY

No. 522
SUNDAY

Lv. WASHINGTON

Lv BALTIMORE, Camden Station --
Lv. BALTIMORE Mt. Royal Station

Ar. PHILADELPHIA -

Ar. NEW YORK, Liberty Street

Ar. NEW YORK, Whitehall Terminal

7.05
7.55
7.59
10.15
12.35
12.40

8.00
8.50
8.54
I 1.00
1.20
1.25

10.00
10.50
10.54
12.53
3.00
3.05

12.05
12.57
1. 01
3.09
5.35
5.40

PM

1.15
2. 15
2.20
4.35
7.00
7.05

PM

3.00
3.49
3.53
5.66
8.10
8. 15

5.05
6.00
6.04
8. 19
10.40
10.45

12.01
1.15
1.26
3.55
6.52
6.56

9.00
9.50
9.54
12.00
2.20
2.25

B. & O. ROYAL BLUE TRAINS FROM NEW YORK TO PHILADELPHIA, BALTIMORE

AND WASHINGTON.

WESTWARD

Lv. NEW YORK, Whitehall Terminal

Lv. NEW YORK, Liberty Street

Lv PHILADELPHIA -

Ar. BALTIMORE, Mt. Royal Station
Ar. BALTIMORE, Camden Station
Ar WASHINGTON

4.30
8.00
10.04
10.08
I I .00

EXCEPT

SUNDAY

7.55
8.00
10.26
12.41
12.46
1.40

10.00
10.00
12.20
2.26
2.30
3.30

No. 51 I

DAILY

I 1.30
I 1.30
1.37
3.36
3.40
4.30

No. 507
DAILY

2.00
2.00
4.20
6.42
6.46
7.50

No. 509
EXCEPT

3.26
3.30
6.42
7.49
7.53
8.45

No. 525
DAILY

4.56
5.00
7.30
9.32
9.36
10.30

No. 503
DAILY

5.65
6.00
8.36
10.41
10.45
I 1.45

NIGHT

12.15
12.15
3.36
6.05
6. I 5
7.30

Pullman Cars on all trains.

B. & O. ROYAL BLUE TRAINS TO ALL POINTS WEST AND SOUTHWEST.

WESTWARD

No 1

LIMITED

DAILY

No. 7

EXPRESS
DAILY

No 9

EXPRESS
DAILY
NOTE

No. 3

EXPRESS
DAILY

NO. 43

EXPRESS

DAILY

NOTE

No. 5
LIMITED
DAILY

No. 55

EXPRESS

DAILY

Lv. NEW YORK, Whitehall Terminal
Lv. NEW YORK, Liberty Street

10. 00 AM
10.00 AM

1 2.20 pm
2.26 pm
2.40 pm
3.40 pm

2.00 pm
2.00 pm
4.20 pm
6.42 pm
7.00 pm
8.05 pm

3.25 pm
3.30 pm
5.42 pm
7.49 pm
7.58pm
8.50pm
6.35 am

5.56 pm
6.00 pm
8.35 pm
10.41 pm
10.55 pm
1 1.55 pm

3.25 pm
3.30 pm
6.42 pm
7.49 pm
7.68pm
9.00 pm

12. I5NT
1 2.I5NT
8.00«M
I0.04 1M
10.25 am
1 1.25 am

4.30 AM

8.00 am
10.04 am
10. I2«M
1 1.05am

8.00 pm

Lv. BALTIMORE, Mt. Royal Station--

Lv. BALTIMORE, Camden Station

Lv WASHINGTON -

8.20 am
1 1 .35 ui

2.55 pm
6.35 pm

9.00 pm

10.00 am

I2.00NN
2.50am
7.00 am

8.25 am

6.30 pm

12.25pm
6.40 pm

1 0.50pm
7.36 am

5.30 am
2. 10 pm
5.45 pm
7. 10am
8.30 am

Through Pull/nan Sleepers to all points. NOTE— On Sundays leave New York at 2.00 p. m., Philadelphia 4.20 p. m.,
Baltimore 7.00 p. in.

B. & O. ROYAL BLUE TRAINS TO ALL POINTS EAST.

EASTWARD

No. 2
LIMITED
DAILY

EXPRESS
DAILY

NO. 6

LIMITED
DAILY

NO. 8

EXPRESS

EXPRESS
DAILY

EXPRESS
DAILY

NO. 46

EXPRESS

DAILY

Lv. CHICAGO

Lv. TOLEDO -

Lv COLUMBUS — -

Lv. WHEELING

Lv. PITTSBURG -

Lv. ST. LOUIS

Lv. LOUISVILLE -

Lv INDIANAPOLIS

Lv. CINCINNATI - -

Lv. NEW ORLEANS -

Lv. MEMPHIS - —

Lv. CHATTANOOGA

Lv. KNOXVILLE

Lv. ROANOKE

Ar. WASHINGTON --

Ar. BALTIMORE Camden Station -
Lv. BALTIMORE. Mt. Royal Station

Ar PHILADELPHIA

Ar. NEW YORK Liberty Street

4.55 pm
8.55 pm

6.00 pm
I 2.25 am

8.20m
2.15 pm

2.36 «M
8. I 5am
7.55 am
12.05pm

12.35 pm

I ,05 pm
2.05 pm
2.20pm
4.35pm
7.00 pm
7.05 pm

6.47«m
7.50 am
7.59 am
10.15am
I 2.35 pm
I 2.40 pm

4.50 pm
5.55pm
6.04 pm
8. 19 pm
I 0.40 pm
10.45 pm

I I .56»M
12.53pm
I .0 1 pm
3.09 pm
5.35 pm
5.40 pm

6.36 am
7.50 am
7.59u»
10. I 5 am
I 2.35pm
I 2.40pm

7.10pm
8.30pm
9.46 am
1.20 pm

I I .30pm
7.40«m
8.50 am
8.54 ut

I 1. 00 am
1.20 pm
I .25pm

I I ,20pm
I .00 AM
I .26 am
3.55 AM
6.52 am
6.55 am

Through Pullman Sleepers from all points.

THROUGH PULLMAN PALACE CAR SERVICE.
PULLMAN DINING CAR SERVICE.

ROYAL BLUE TRAINS OF THE B. & O. FINEST SERVIl I IN THE WORLD. SOLID
\ ES riBULED I K UNS. P \KI OR CO VCHES

BETWEEN WASHINGTON, BALTIMORE, PHILADELPHIA

AND NEW YORK.

I iSTWARD.
No. 528. Buffet Parlor Car Washington to New York. Dining < ai Washington to Philadelphia.
No. 510. Buffet Parlor Car Washington to New York. Dining Car Washington to Baltimore.
No. 512. Five Hour Train. Parlor Car Washington to New \ <>rk. Dining Car Baltimore to

New Y< irk.
No. 508. Buffet Parlor Car Washington to New York. Dining Car Washington to Baltimore.
No. 502. Buffet Parlor Car Washington to New York. Dining 1 at Baltimore to Philadelphia; Sundays

Washington to Wilmington.
No. 524. Bullet Parlor Car Washington to New York.

No. 506. Parlor Car Washington to New York. Dining Car Baltimore to New York.
No. 514. Separate Sleeping Cars from Washington and Baltimore to New York.
No. 522. Bullet Parlor Car and Dining Car Washington to New York.

WESTWARD.

No. 505. Sleeping Car New York to Chicago. Drawing Room Car Baltimore to Washington.

No. 517. Buffet Parlor Car New York to Washington.

No. 501. Parlor Car New York to Washington. Dining Car Philadelphia to Baltimore; on Sundays

Philadelphia to Washington.
No. 511. Five Hour Train. Parlor Car New York to Washington. Dining I ar New York to

Baltimore.
No. 535. Parlor Car Philadelphia to Washington.
No. 507. Parlor Car New York to Washington. Dining Car Baltimore to Washington; on Sundays

Dining Car Wilmington to Washington.
No. 509. Parlor Car New York to Washington. Dining Car Philadelphia to Washington.
No. 525. Buffet Parlor Car New York to Washington. Dining Car New York to Baltimore.
No. 503. Parlor Car New York to Philadelphia.
No. 515. Separate Sleeping Cars New York to Philadelphia. Baltimore and Washington.

BETWEEN NEW YORK, PHILADELPHIA, BALTIMORE, WASHING-
TON, PITTSBURG, WHEELING, COLUMBUS, CLEVELAND,
TOLEDO, CHICAGO, CINCINNATI, INDIANAPOLIS, ST.
LOUIS, LOUISVILLE, MEMPHIS, NEW ORLEANS.

WESTWARD.

Sleeping Car New York to Cincinnati and St. Louis. Sleeping Car Baltimore to Cincinnati

and Louisville. Dining Cars serve all meals. Parlor Car Cincinnati to St. Louis.
Sleeping Car New York to Chicago via Grafton and Bellaire. Sleeping I ar Washington to

Newark. Dining Cars serve all meals.
Sleeping Cars Baltimore and Washington to Pittsburg. Dining Car serves supper Philadelphia

to \\ ashington.
Sleeping Car New York to St. Louis. Sleeping Car Baltimore to Toledo. Dining 1 ars serve

all meals.
Sleeping Car New York to New Orleans, and Washington to Memphis.
Sleeping Car New York to Chicago. Observation Drawing Room Cars Baltimore to Pittsburg.

Sleeping ' !ar Pittsburg to Chicago. Dining Cars serve dinner, supper and breakfast.
Sleeping Car Cleveland to Chicago. Sleeping Car Wheeling to Chii ig
Sleeping Car Baltimore to Chicago via < Cincinnati and Monon Route.

EASTWARD.

No. 2. Drawing Room Sleeping Cars St. Louis to New York anil Louisville and Cincinnati to

Baltimore. Sleeping Car Toledo to Baltimore. Dining Cars serve all meals. Parlor Car

St. Louis to Cincinnati.
No. 4. Drawing Room Sleeping Car St. Louis to New York. Drawing Room Sleeping Car Chicago

and Cincinnati to Baltimore. Dining Cars serve ill mi
No. 6. Drawing Room Sleeping Car Chicago to New York via Pittsburg. Observation Drawing B

s Chicago to Baltimore. Sleeping Cat Chicago to Pittsburg. Dining Cars serve

all meals.
No. 8. Drawing Room Sleeping Cars Chicago to New York. Sleeping Cat Newark to Washington.

Dining Cars serve all meals.
No. 10. Sleeping Cars Pittsburg to Washington and Baltimore. Dining ear serves breakfast.
No. 44. Sleeping Car New 1 Irleans to New York, and Memphis to Washington.
No. 46. Sleeping Car Chicago to Cleveland. Sleeping Car Chicago n . Wheeling.

No.

1.

No.

7

No.

9

No.

3

No.
No.

43
5-

No.
No.

47

55

LIST OF OFFICERS
BALTIMORE & OHIO RAILROAD

John K. Co wen, Oscar G. Murray,

Receivers, Baltimore, Md.

EXECUTIVE DEPARTMENT.

John K. Cowen, President Baltimore, Md.

W. H. I.IAMS, Treasurer Baltimore, Md.

J. V. Mi N'kal, Asst. Treasurer Baltimore, Md.

(.'. W. Woolford, Secretary Baltimore, Md.

ACCOUNTING DEPARTMENT.

H. D. Bulkley, Comptroller Baltimore, Md.

Geo. W. Booth, Gen. Auditor Baltimore, Md.

J. M. Watkins, Auditor of Revenue Baltimore, Md.

A. F. Dunlevy, Auditor of Disbursements, Baltimore, Md.

OPERATING DEPARTMENT.

War. M. Greene, Gen. Manager Baltimore, Md.

W. T. Manning-, Chief Engineer

Thos. Fitzgerald, General Supterintendent Main Stem

Philadelphia and Pittsburg Divisions, Baltimore. Md.
Wm. Gibson, Assistant General Superintendent Main Stem

Philadelphia and Pittsburg Divisions. Pittsburg, Pa.
J. Van Smith, Geu. Superintendent New York Division

Foot of Whitehall Street, New York.
.1. M. Graham, Gen. Supt. Trans-Ohio Divisions, Chicago, ill.

D. F. Maroney, Supt. of Transportation Baltimore. Md.

Harvey Middleton, Gen. Supt. Motive Power,

Baltimore, Md.
I. N. Kalbaugh, Supt. Motive Power Lines East of Ohio

River. Baltimore. Md.
W. H. Harrison, Supt. Motive Power Lines West of Ohio

River, Newark, O.

David Lee. Eng'r Malnt. of Way Lines West of Ohio River,

Zauesville. O.
C. C. F. Bent, Supt. Philadelphia Division, Philadelphia, Pa.
John E. Spurrier, Supt. Bait. Dlv. Main Stem,

Baltimore. Md.
R. M. Sheats, Supt. Western Dlv. Main Stem,

Grafton. W. Va.
Thos. C. Prince, Supt. Harper's Ferry and Valley Division,

Winchester, Va.

F. A. HrsTED, Supt. Middle Div Cumberland, Md.

.1 S Norris, Supt. Connellsville Dlv Connellsville, Pa.

John Barron, Superintendent Pittsburgh Div., Pittsburg, Pa.
J. 11. Glover, Supt. Ohio andMidland Divisions, Newark, O.
P. C. Sneed, Superintendent Chicago Division, Garrett, Ind.
J. T. Johnson, Superintendent Akron Division, Akron, O.
Chas. Selden, superintendent Telegraph.. -Baltimore. Md.

PURCHASING DEPARTMENT.

E. H. Bankard, Purchasing Agent Baltimore, Md.

Chas. Frick, Fuel Agent Lines East of the Ohio River

Baltimore, Md.

J. W. Franklin, Fuel Agent Lines West of the Ohio

River, Newark, O.

TRAFFIC DEPARTMENT.

PASSENGER.

D. B. Martin. Manager Passenger Traffic. .Baltimore, Md.
J. M. Schryver. Gen. Pass. Agt. Lines East of Ohio River,

Baltimore, Md.
B. X. Austin, Gen. Passenger Agent Lines West of

Ohio River, Fisher Building, Chicago, III.
B. E. Peddicord, Gen. Baggage Agent Baltimore, Md.

A. J. Simmons, Gen. New England Passenger Agent,

211 Washington Street, Boston, Mass.
Lyman McCarty, Gen. East. Pass. Agt., 434 Broadway,

New York.
James Potter, District Passenger Agent, Philadelphia, Pa.

B. F. Bond, Division Passenger Agent Baltimore, Md

S. B. Heue, Division Passenger Agent.. -Washington, D. C.
Arthur G. Lewis, South. Pass. Agt., Atlantic Hotel,

Norfolk, Va.

E. D. Smith, Division Passenger Agent Pittsburg, Pa.

D. s. Wilder, Division Passenger Agent Columbus. O.

D. D. Courtney, Geu. Trav. Pass. Agent Baltimore, Md.

Ri iber i Skinner, Trav. Pass. Agt., 434 Broadway, New Tort.
Bernabd Ashbv, Trav. Pass. Agt., 833 Chestnut St..

Philadelphia, Pa.

A. C. Wilson, Trav. Pass. Agt Washington, D. C.

C. E. Dvdrow, Trav. Pass. Agent.. -Harper's Ferry, W. Va.
J. T. Lane, Traveling Passenger Agent ..Wheeling, W. Va.
R. C. Haase, Traveling Passenger Agent Newark, O.

F. P. Copper, Traveling Passenger Agent Tiffin, O.

W. M. McConnell. Pass. Agent, 241 SuperlorSt.,Cleveland,0.

T. C. Burke, City Passenger Agent Wheeling, W. Va.

E. G. TucKBKMAN, City Pass. Agt., 434 Broadway, New York.
E. E. Patton, City Pass. Agt., N. Y. Ave. and 15th St.

Washington. D. C.

W. F. Snyder. Passenger Agent Baltimore, Md.

H. A. Miller, Passenger Agent Wilmington, Del.

G. W. Squigglns, City Pass. Agt., 5th Ave. and Wood St..

Pittsburg, Pa.

W. W. Picking, City Passenger Agent Chicago, 111.

W. C. Shoemaker, Traveling Passenger Agent, Chicago, 111.
J. P. Taggart, Traveling Passenger Agent, St. Paul, Minn.
C. H. Duxbuky, Traveling Passenger Agent.. .Omaha, Neb.
Peter Harvey, Pacific Coast Agent,

Room 32, Mills Building, San Francisco, Cal.
W. E. Lowes, Advertising Agent Baltimore, Md.

FREIGHT.

C. s. Wight, Manager Freight Traffic Baltimore, Md.

T. W. Galleher, Gen. Freight Agent Baltimore. Md.

L. R. Brockenbrough, Gen. Freight Agent, Pittsburg. Pa.
C. V. Lewis, Gen. Freight Agent In charge of Freight

Claims, Tariffs and Percentages. Baltimore. Md.
James Mosher, Geu. East. Fht. Agt., 484 Broadway,

New York.

A. P. Bigelow, Gen. West. Fht. Agt., 220 La Salle St.,

Chicago, 111.
H.M. Matthews, Division Freight Agent ...Pittsburg, Pa.

Page Cherry, Gen. Dairy Freight Agent Chicago, 111,

.1. A. Murray, Eastern Coal & Coke Agent, Baltimore, Mil.
E. T. Affleck, Western Coal & Coke Agent, Columbus, O.

R. B. Ways, Foreign Freight Agent Baltimore, Md.

Andrew Stevenson, Asst. Gen. Freight Agent,

Baltimore, Md.
W. R. MgIntosh, Division Freight Agent, Cumberland. Md.
E. M. Davis, Division Freight Agent.. ..Clarksburg, W. Va.

". A (Vinstans. Division Freight Agent Columbus, O.

C. T. Wight, Division Freight Agent Sandusky, O.

B. F. Kaup, Division Freight Agent Tiffin, O.

G. J. Lincoln, Com'l Fht. Agt., 400 Chestnut St.,

Philadelphia. Pa.
C. H. Maynard, Commercial Freight Agent, Boston, MaBs.
E. S. King, Commercial Freight Agent Baltimore, Md.

B. V. J 1.CKSON, Commercial Fht. Agent, Washington, D. C.
W. N. Mitchell, Commercial Freight Agent, Atlanta, Ga.
G. D. Green, Commercial Freight Agent, Wheeling, W. Va.

C. F. Wood, Commercial Freight Agent .Akron, O.

H.R.Rogers, Commercial Freight Agent Cleveland, O.

E. N. Kendall, Commercial Freight Agent Toledo, O.

H. Ross, Commercial Freight Agent ...Milwaukee, Wis.

Piculell, Commercial Freight Agent.-Omaha, Neb.
C. H. Harkins, Commercial Freight Agent,

Minneapolis, Minn.

Thos. Miles, Commercial Freight Agent Duluth, Minn.

Johb IIutchings, Commercial Freight Agent, Detrott. Mich.
A. J. Walters, Commercial Freight Agent, Pittsburg, Pa.
Peter Harvey, Pacific Coast Agent,

Room 32, Mills Building, San Francisco, Cal.
1 S, NOOK \n, Gen'] Manager Continental Line and

Central States Despatch, Cincinnati, O.

PRESS DEPARTMENT.

J. H. Maddy, Press Agent Baltimore, Md.

MILEAGE.

MAIN STEM AND BRANCHES 784 38

PHILADELPHIA DIVISION 129. CO

PITTSBURG DIVISION 391 . OO

NEW YORK DIVISION 5 . 30

TOTAL MILEAGE EAST OF OHIO RIVER 1.309.68

TRANS-OHIO DIVISION 774. 25

TOTAL MILEAGE WEST OF OHIO RIVER 774 25

TOTAL MILEAGE OF SYSTEM 2 083.93

Rational

Gducational

Hssociation

#

Sdasbington, D. C.

>ly, 1898

JYIagnificent
Vestibuled
drains of the

¥

Baltimore & Ohio R. R.

Run Daily

f^rom j* <.< J* j* j*

New Y 01 *k

Chicago

Columbus

Philadelphia

Cincinnati

Coledo

Baltimore

St. Louis

Indianapolis

Pittsburg

Louisville

Newark

and Intermediate points

TEN DAYS

STOP-OVER AT WASHINGTON

Allowed on all Through -*^> O- /^
Tickets East and West via 13* &L V^»

TEN DAYS

STOP-OVER AT PHILADELPHIA

— -$j? ff t - A ; .-'"'i

A Ten day Stop-over at Philadelphia is granted

on all One-way First Class Limited Tickets

to New York, or points east thereof,

Via

B. & O. R R.

LIBERTY STATUE IN THE .NATIONAL Ml SEUJI.

Book of the Royal Blue.

P i i i .in n Mod i in v by i he
Passenger Department of the Bai itmoi i . Ohio Railroad.

Vol. i.

BALTIMORE, MARCH, 1898.

No. 6.

WASH IN (".TON.

i:\ WILLIAM ELLIOl I I l >WES.

1 . | w 1 ■ . I 1 .

r ASHINGTON!
At the mention
ofthe name there

rises before us
a portrait stamp-
ed indelibly on
the mind of
every American
citizen, the first
impression of
which was made
in early child-
hood.

What child
of American
parents to-day
that is old enough to understand,
does not recognize the portrait which
introduces this article? Is there a man
who calls himself an American citizen
who does not feel a thrill of pride when
he gazes upon this portrait that has
adorned every freedman's home in
America ?

To Washington has been built a
monument towards which the eyes of
every nation on the globe look with won-
derment.

The beautiful city which bears his
name and perpetuates the principles
laid down by this greatest of rulers, has
been the cynosure of the eyes of empires
for more than one hundred years. In
it there are no palaces built by indi-
viduals who have drawn their wealth
from the taxes imposed upon fellow
beings for their own aggrandizement,
but instead, there are palaces of a natii in
built by freednun, which are used not
for residences, but for the business of a

Republican Government and a Demo-
cratic people

The average American, as he picks
up his morning paper, scans the col-
umns on the first page and quickly reads
the news of the nation. He may or
may not have time to peruse the details
of the daily happenings at Congress,
but he is privileged to read the head
lines which skilled modern journalism
so manipulates as to boil down the con-
tents of a dispatch and tell the news in
fewest possible words. If he is inter-
ested in Cuba he will find news which
may either satisfy or displease him,
according to his enlightenment on the
subject ; and as he is an American
citizen he has a right to his own views.
The question of annexation of Hawaii
may be his hobby ; or perhaps he may
be interested in the monetary system of
the United States government. He
may have his own ideas as to whether
silver or gold is the better standard, or
he may be interested in the next move-
ment of government towards building
war ships, since this theme has become
one of gravest consideration. His
attention may be directed to the pension
bills, post-office improvement bill, agri-
cultural bills, or any of the endless
chain of bills which have been drafted
and have come before Congress in either
of its bodies or awaiting their turn
to be thoroughly digested into laws.

All of these things happen at Wash-
ington, and while the busy law makers
are absorbed in their daily taskof forming
a government for a seventy-two millions
of people, these people acquiesce or

WASHINGTON.

give their dissent to the conclusion
arrived at with the haughty demeanor
of kings. But regardless of opinions
there arises in the hearts of this great
people a pride in their national capitol
and in the emissaries which have been
sent from the many Congressional dis-
tricts. This is the greatest pride en-
joyed by any country.

To think of Washington City is to
bring to mind at once the great capitol
building with its majestic and symmetri-

portant than the nation's law makers.
This grand organization is known
to the world as the National Educational
Association. They are the teachers
who have the first care and government
of the minds of coming generations ;
they are the ones who have assumed the
greatest responsibility of a human life.
It depends upon their knowledge and
good judgment and to their powers of
transmission whether future law makers,
who may enter the portals of the

THE CAPITOL (East Front.

cal dome towering high into the sky.
This great white building, with its Grec-
ian colonnades, inspires a man with dig-
nity and respect, for whatever his politi-
cal opinions are he is bound as a citizen
to abide by the laws which have been
made therein.

In July, 1898, there will gather in
this city a body of men and women
whose business in life is far more im-

nation's forum will be wise or foolish.

That Washington should be selected
as a place of gathering for the teachers of
this nation is a matter of profound signifi-
cance. The minds which feed other
minds must naturally be fed, and the law
of supply and demand is forever enacted.

Washington is a source of everlast-
ing knowledge and information and is
a teacher of teachers. It furnishes

i MONUMENT

J»J 1

CENTENNIAL KcirNTAIS

WASHINGTON.

embryonic material for years to come.
The teacher who has studied Wash-
ington and in after times will impart to
the pupils in the school room the knowl-
edge obtained, is well in position to sow
the seeds of progressive manhood or
womanhood. When a child commences
its studies it begins with the alphabet
and its mind is prepared for what is to
come thereafter; when a person decides
upon a journey the fundamental princi-
ple is his destination, and instantly there

To introduce Washington as a city,
an interesting bit of history might be
repeated. On September 5, 1774, tr "e
Continental Congress held its session in
Philadelphia. In those trying times no
definite meeting place for the represent-
atives from the thirteen Colonies had
been decided upon on account of the
formidable position of the British Army
all along the line of the Eastern Shore
from Massachusetts to the Carolinas.
Congress moved from Philadelphia to

EXEC1 rl V] HANSIOT

arises in his mind visions of his arrival
at the aforesaid destination, and it is to
this end that a description of Washing-
ton is deemed necessary.

It is conceded that a "visit'' is
bounded chronologically by a time of
arrival and a time of departure. Cir-
cumstances in all cases are not alike
and the proper description of Washing-
ton in this instance will enable the visi-
tors to make the most profitable use of
their time.

Baltimore, thence back to Philadelphia,
and then in turn to Princeton, N. J..
Annapolis, Md., Trenton, N. J., and
then to New York, where it continued
its place of meeting until the adoption
of the Constitution of the United States,
in 1 778. Then came a fight for permanent
possession of Congress by the cities and
each State wanted the honor. New York,
Philadelphia and Baltimore were the
cities who had the greatest claims, but an
amicable settlement of this pleasant

WASHINGTON.

rivalry was made when the Government
decided to buy a tract of land on
the Potomac River and there establish
the National Capital. This territory
was called the District of Columbia and
was to be under direct Government con-
trol independent of all States.

At this time the duty of laying out
the new city was intrusted to Major
Pierre C. L'Enfant, a French officer
who had served in the American Army.
General Washington and Thomas Jef-

building, which rises in inspiring state-
liness but one block away. The present
structure was rebuilt in 1840, the old
Capitol being inadequate to hold the
representatives from rapidly increasing
States. At this time it was supposed
the natural growth of the city would be
eastward, and consequently the most
elaborate front is on that side ; and the
Statue of Liberty, surmounting the dome,
was placed facing the east in an-
ticipation of the future city. Fate

ferson, then Secretary of State, approved
the plans laid out by this officer. The
history of the building of Washington,
its subsequent fires and destruction of
prominent buildings, either by war or
from natural causes, will be passed.

As the tourist enters the city over
the Baltimore & Ohio Railroad the dome
of the Capitol first commands his atten-
tion from the car window, and alighting
from the train he is at once impressed
with the grandeur of this magnificent

THE TREASURY.

however, decreed otherwise, and the
town grew to the northwest ; and were
it not for the new Congressional Li-
brary, which is east of the Capitol, the
great statue would remain with her back
to all of the public buildings.

Probably the grandest view of the
Capitol is obtained from the Peace Mon-
ument, at the west entrance to the
grounds. As the visitor's time is gener-
ally limited, the most economical meth-
od of seeing the interior properly is to

THE W \>lliv, ["ON MOM MEM

Mil. HI Kits' HOME.

u:isji/.\<;-J().\.

employ one of the many licensed guides
at a nominal fee. By so doing, all the
valuable points of interest will be shown
and the visitor will go away with great-
er satisfaction, as these experienced
guides know every nook and crevice of
the great building.

The Congressional Library is imme-
diately across the street, to the east of
the south wing of the Capitol. This is
conceded to be the most magnificent
building of its kind in the world and has

with a thick coating of gold leaf. The
cresting of the dome above the lantern
terminates in a gilded finial, represent-
ing the Torch of Science. The decora-
tions, exterior and interior, are so elab-
orate as to require description in another
article. Suffice it to say, that of all the
buildings in Washington, this one alone
appeals stronger to the Educational As-
sociation than all the rest. An official
guide book is sold on the premises.

The Executive Mansion or "White

STATE, NA\ N ami WAR DEPARTMENT.

but recently been completed. Its fame
has become so great that tourists with
limited time proceed first to the Capitol
and then to the Library.

Some idea of the magnificence of
this building may be conveyed to the
mind when it is known that the cost of
grounds and construction was S6, 600,-
000.

The great golden dome first im-
presses one with its lavish extravagance.
Immense as it is, the panels are gilded

House," as it is more generally known,
is the next important point of interest.
As the dwelling of the President it is
sacred in the eyes of the American peo-
ple. The original White House was
destroyed in 1814 and rebuilt the next
year from plans made by the original
architect. The East Room, which is
the famous State parlor, is open to visi-
tors from ten to two, daily except Sun-
days and holidays. It is in this room
that the famous full length portraits

WASHINGTON.

of Washington, Martha Washington,
Jefferson and Lincoln are hung.

In architectural importance, the
Treasury Building comes next. The im-
posing colonnade of Doric columns
along its east front is copied from the
Temple of Minerva, at Athens. The
tour of this building may be made only
between the hours of eleven and twelve
and one and two. This is the bank of
the Nation. The Bureau of Engraving
and Printing is a branch of the Treas-

original Declaration of Independence,
together with many personal relics of
George Washington are among the
treasures of this Department. The
original copy of the Declaration, it will
be remembered, may not be seen, and
it is preserved in an indestructible steel
safe. An exact fac-simile is on exhibi-
tion instead.

The Patent Office is a museum in it-
self, containing models of all machines,
implements and appliances of every de-

ury, but requires an immense building
of its own, as shown in the illustration.
To study the making of money properly
the Bureau of Engraving and Printing
should be visited first.

The great granite structure of the
State, War and Navy Departments is
said to be the largest office building in
the world. In it are the offices of the
Secretary of War and Secretary of the
Navy and the innumerable offices con-
nected with their Departments. The

scription which are products of Ameri-
can skill and inventive genius.

The Smithsonian Institution and
National Museum commands more time
for research and study than any of the
other public buildings. It is the great-
est "object lesson" in existence and
treats of every condition under the sun.
Millions of objects are within the walls,
and the mind is incapable of grasping
all within reach.

The Pension Building is an office

WASHINGTON.

11

with no especial interest, but worthy of
a visit because of its immensity It is
here the great inauguration balls are
held.

The New Corcoran Art Gallery de-
serves special mention for its treasures
of art in paintings and sculptures.

The visitor in Washington must be
strong physically to see all the city af-
fords. With the principal points of in-
terest mentioned, there are to be seen
Washington Monument, Post Office De-

partment, Agricultural Department,
U. S. Coast Survey, Army Medical Mu-
seum, Navy Yard, Soldiers' Home, Na-
tional Observatory, Botanical Garden
and numerous other attractions of more
than usual interest.

Above all things a pilgrimage to Mt.
\ ernon should not be forgotten. It is
a delightful trip of but a few hours and
is ever a pleasant memory as an homage
to the l'ather of the greatest Nation on
the globe.

NEW CORI i IB IN 4B.T < ! AI.I.KU V.

LIBRARY OF

BY H. P.

"REARING in mind Ruskins' "Archi-
*-* tecture is the art which so disposes
and adorns the edifices raised by man for
whatsoever uses, that the sight of them
contributes to his mental health, power
and pleasure," I found myself recently
drawing near to that noble monument
to American brain and brawn. The Li-
brary of Congress, popularly known as
the National Library.

This grandest and most complete of
the worlds great Library buildings, this
modern "Dispensary of the Soul," came

CONGRESS.

MERRILL.

General Casey, who had been in
charge of the construction of the State,
War and Navy building, the Washing-
ton Monument, including the hazardous
undertaking of underpinning the par-
tially completed shaft, and many other
important pieces of Government con-
struction, was especially fitted for this
new duty.

Under his fostering care and with
the help and staunch support of his
superintendent and vast army of co-
workers the building in all of its beauty

NGRKSSIONAL LIBRARY.

into existence through Legislative Acts
of April 15, 1886 and October 2, 1888.
The latter act placed the work under
the exclusive control and management
of the Chief of Engineers of the Army,
Brig. -General Thomas Lincoln Casey
and appropriated $4,000,000 to be used
in the construction of the building. By
the act approved March 2, 1889, new
and enlarged plans were adopted and
the cost of the building fixed at $6,245,-
567.94, the limit of time under construc-
tion was placed by Congress at eight
years

of structure took shape and approached
completion.

A sad stroke of fate, the death of
General Casey in March, '96, transferred
the responsible duties of the construc-
tion of the building to Mr. Bernard R.
Green, C. E., who had been identified
with the building from its inception as
superintendent and engineer of construc-
tion.

To this gentleman's credit be it said
that not only was the structure in all of
its beauty of detail completed within
the time specified by Congress, but that

LIBRARY OF CONGRESS.

13

$140,000 of the money originally appro-
priated remained unused when it was
turned over to the United States Gov-
ernment, a finished monument to Ameri-
can 19th century engineers, artists and
artisans.

The architects were Messrs. Smith-
meyer, Pelz and Casey; the general
scheme of decoration being in charge
of Messrs. Garnsev and Weinert.

tui' Imrsts upon the visitor and he casts
his wondering eye about for details, the
fountain by Mr. Hinton Perry, just in
front of the Grand Pavilion or main
entrance (west side of the building) will
undoubtedly rivet his attention.

This fountain representing the home
of ( )ld Neptune is surely delightful,
being about fifty feet in length and in
all probability is decorated more exten-

STAIRWAYS Tn TMK. ENTR UJCB l'A\ Il.lnV

This building is the largest, safest
and most costly of the world's great
libraries, is constructed of granite, brick,
marble, terra cotta, iron and steel and
is therefore in no danger of destruction
by fire.

After the first impression of the
.grandeur of this beautiful modern struc-

1. to « ishlngtos.)

sively than any other basin of this coun-
try. The figure of Neptune, in sitting
position, is very large and is grouped
round with sea-gods, sea-nymphs, sea-
monsters and many other creatures or
supposed creatures of the great marine
world.

The main entrance Pavilion (west

14

LIBRARY OF CONGRESS.

side) is of great and striking beauty, is
highly ornamented and is approached
by extensive granite steps and railing.
The railing posts support lamps of
bronze which are unique in design and
thoroughly in keeping with the beauti-
ful effects on every side abounding.

Surely are the "Seven Lamps of
Architecture" here figuratively fanned
into flame and only a slight stretch of
imagination warrants us in picturing
that seven-fold flame as exemplified in
the great golden torch which surmounts
the exquisitely proportioned dome of

iHAXll STAIR-CASE— I

IESSIONAL LIBRARY.

Pausing on this broad and symmetri-
cal entrance Pavilion I gazed, with spirit,
proud, and rapturous thoughts, upon
the many architectural beauties of the
building, its grand and glorious mission
and the indomitable will and dauntless
American courage for/which it stands.

the grand structure, one hundred and
ninety-five feet above the ground; a land-
mark for many, many miles around.

Into my mind came also lines from
the columns of one of our daily papers;
"In the dignity of its proportions and
design, in richness and harmony of

LIBRARY OF CONGRESS.

i5

adornment, in the perfect adaptation to
the purpose for which it is intended, the
Library of Congress stands to-day as
America's highest Architectural achieve-
ment. It is the product of American
talent, art and workmanship; its archi-
tects, painters and sculptors are all
American citizens."

There is no better object lesson to
teach patriotism than the National Libra-
ry. Let the man of the people, with his

comprises about eight acres and the
building has over 2,000 windows.

In style, both exterior and interior,
the Library is of the Italian Renais-
sance, faces west, and is in length four
hundred and seventy feet and in depth
three hundred and forty feet.

The general plan, as shown in the
sketch, is in form of a large rectangle,
including a cross which divides the area
into four courts. These courts are about

(RRIDOR N'tKlH OF MAIN ENTRANCi

family, visit the National Library ; let
him show his children those master-
pieces of the Architect, Painter and
Sculptor, and let him tell them, "this
is the work of American Citizens."

To construct it was required 409,000
cubic feet of granite, 500,000 enameled
brick, 22,000,000 red brick, 3,800 tons
of steel and iron and 73,000 barrels of
cement.

Excepting the cellar, the floor space

one hundred and fifty feet long by one
hundred feet in width on west side of
long arm of cross and by seventy five
feet in width on east side.

The octagon shaped rotunda occu-
pies the central portion of the structure
and from four of its sides radiate the
arms of the cross-shaped building, which
contain the book stacks. This portion
of the construction is of enameled brick
of a very light yellow. The rotunda or

i6

LIBRARY OF CONGRESS.

main reading room is topped with a
huge copper covered dome of noble pro-
portions which is rendered all the more
conspicuous by a film of gold of twenty-
three karats with which, at an expense
of §3,800 this great dome was covered,
excepting the ribs.

The exterior walls are constructed
of a close-grained granite from quarries
located at Concord, New Hampshire,
and is used rough in the basement story,
more finely dressed in the first story,

east and west sides into pavilions, which
are a trifle higher than the rest of the
building, and are of more ornate finish.
An example of the unique in archi-
tecture is the scheme of decoration of
the first story window keystones with
ethnological heads. There are thirty-
three of these heads, each about eigh-
teen inches in height, modeled by
Messrs. Boyd & Ellicott after casts and
data from Professor Mason of the Na-
tional Museum.

COERIDOB SMITH OF MAIN KNTIIANC .'K— I .'ONliKESSIi IXAL LIBRARY.

and entirely smooth in the second story.

In height the building is seventy-
two feet; divided, basement fourteen
feet; first story, twenty- one feet, and
second story twenty-nine feet, the bal-
ance of eight feet being in base of build-
ing and in the balustrade surmount-
ing it.

As a relief to possible monotony the
walls are projected at the four corners
of the building and in the center of the

All of these heads are chiseled after
models entirely correct as to racial dif-
ferences, have been subjected to the
severest tests of measurement, and form
as a whole one of the most original and
most interesting of architectural embel-
lishments the world can to-day produce.

This work was rendered all the more
difficult by reason of the use of a coarse-
grained stone (granite), made necessary
by rule of conformity, the surrounding

LIBRARY OF COA GRESS.

17

construction being of the same material.

As a relief to the eye the second
story windows are finished with a balus-
trade, and have pediments alternately
rounded and triangular.

A decided feature of the second story
front is a portico with twin columns,
which are of single shafts of stone,
capped with exquisitely carved Co-
rinthian capitals.

Onto this portico open seven large
windows, over each of which is a circu-
lar window. These round windows
frame very effectively granite busts of
men famous in the world's great litera-
tures.

The spandiel effects of the entrance
porch by Mr. B. L. Pratt are in keeping
with the very artistic bronze doors, and
are arranged in three groups represent-
ing Literature, Art and Science.

Famous throughout the land are the
bronze doors by Randolph Rogers at
the Capitol, and equally known through-
out the world should be the beautiful
conceptions in bronze of Messrs. Warner
& Macmonnies closing the portals of this
palatial home of literature and fine arts.

The central door is Macmonnies', and
symbolizes "The Art of Printing, "with
the tympanum picturing " Minerva Dif-

fusing the Products of Typographical
Art."

To the left is the equally famous
bronze door by Mr. Warner, typifying
'•Tradition," and to the right a door
begun by the same artist but finished by
Mr. Herbert Adams, representing
"Writing."

This series of pictorial doors, so full
of beautiful detail and standing for
Tradition, Writing and Printing are
commemorative of the meansof transmis-
sion of thought as embodied in the
science, the architecture and the arts of
the whole human family.

Entranced, I stood at the entrance of
this great building and forming, from
the beauty of exterior, an idea of
the interior, passed into the Grand En-
trance Hall. With a sensation of awe,
closely akin to the feeling I experienced
in first viewing Niagara and the Natural
Bridge of Virginia, my eye glanced from
one beautiful object to another ; from
brilliant mosaics to sculptured shapes
of surpassing grace ; to paintings, not of
old masters, but of that strong, vigor-
ous, healthful American school that
slowly but surely is forging to the front,
thinking erstwhile that truly "a thing
of beauty is a joy forever."

THE MOST INSTRUCTIVE ROUTE TO WASHINGTON.

* 1 'HE most instructive, historical and
scenic route to Washington is the
Baltimore & Ohio Railroad. This is an
important feature to teachers and their
friends who contemplate attending the
meeting of the National Educational
Association, in July. It is a matter of
great importance that the time going
and returning should be utilized to best

inally laid out over a hundred years ago.
It is over the route which Washington
took to Western Pennsylvania in the
early days of the French and Indian war.
For more than one hundred and fifty
miles out of Washington the Baltimore
& Ohio Railroad follows the historic
Potomac River, through beautiful val-
leys, rich in the lore of love and war.

VIEW OF WHITE HOUSE

advantage, and the superiority of this
line from both East and West to Wash-
ington is indisputed.

The Baltimore & Ohio Railroad is
the oldest railroad in America and the
first to cross the country from the At-
lantic Ocean to the Mississippi River.
Its path through the Allegheny Moun-
tains is through the most picturesque
region of the East, and the scenery un-
equaled by any other line. Its double
track traverses the National Road, orig-

KHtiM NAVY BUILDIHQ

At Harper's Ferry, where the Shenan-
doah River cuts its way through the
grand mountain walls of Virginia and
West Virginia to meet the Potomac, the
scenery is unexcelled by anything in the
Alps of Switzerland.

The view up the Shenandoah from
Jefferson's Rock, on Bolivar Heights, is
an inspiration of nature. Close by the
station and within a few feet of the track
stands the monument to the illustrious
John Brown, alongside of which are the

THE MOST INSTRUCTIVE ROUTE TO WASHINGTON.

19

tablets telling of the five great battles of
the rebellion at that point.

Between Harper's Ferry and Cum-
berland lies the arena of the rebellion,
and the towns of Shenandoah Junction,
Kearneysville, Martinsburg and Sir
John's Run are recalled instantly with
some connection, either with Revolu-
tionary times or with the late war.

Between Cumberland and Pittsburg,
on the Chicago line, is the territory of the
French and Indian struggles. Mm

"Glades" is reached. Here are the
famous mountain resorts of Deer Park,
Oakland and Mountain Lake Park, and
the highest elevation is reached. The
Cheat River valley furnishes the wildest
scenery of the Allegheny Mountains;
and the words of the famous historian,
Bancroft, at a dinner at the Burnet
House, at Cincinnati, in 1857, are ap-
plicable to-day :

" Our course to this city has been by the way
of thrice admirable Baltimore & Ohio Railroad.

U. 1'osT OFFICE.

mountain scenery is superbly grand.
The valleys of the Youghiogheny and
Monongahela furnish an endless variety
of nature's handiwork. At Connells-
ville and the surrounding district are
the greatest coke regions of the world.

Between Cumberland and Parkers-
burg, on the Cincinnati and St. Louis
line, another varied view of the moun-
tain scenery is presented. The grade
from Cumberland up the mountain is
perceptible at all times until the

cenery through which it makes its way has a
character of grandeur of its own, and in the wonder-
ful varieties of forest and lawn, of river and moun-
>i nature in her savage wildness, and nature
in her loveliest forms, presents a series of pictures
which no well educated American should willingly
leave unvisited. We cross the Atlantic in quest of
attractive scenes, and 1"! we have at home alongside
of the great central iron pathway views that excel
anything that can be seen among the mountains of
Scotland or in the passes oi the Vppenines,

When we came to the Alleghenies, on the east,
we all saw the steepness of the dividing ridge, that
seemed impassable. But a railroad is a work of
art. Michael Angelo used to say that all the forms

THE MOST INSTRUCTIVE ROUTE TO WASHINGTON.

of beauty lie hidden beneath the surface of the
marble quarry, waiting only for the hand of the
sculptor to call them into being. The eye of Lat-
robe saw at a glance the capacity of the mountain,
and scoffing at the threatening ravines and preci-
pices and lofty summit, gave himself no rest till
commerce had carried its safe and easy pathway in
triumph over the mountain top, and proved to the
world that there are no difficulties which true enter-
prise cannot surmount ; that nature herself is in
league with genius."

A word as to the service :
From Chicago and Pittsburg

the

connection is made with these trains
from Louisville.

From Indianapolis through Pullman
Sleeping Cars are run to Washington
via the C. H. & D. R. R., B. & O. S.-W.
R'y, and B. & O. R. R.

From Toledo and Columbus through
Pullman Sleeping Cars are run to Wash-
ington via the C. H. V. & T. R'y, B. &
O. S.-W. R'y, and B. & O. R. R.

From Newark through Pullman
Sleeping Cars are run on night trains for

SMITHS. iMAN INSTITUTION

solid vestibuled train service to Wash-
ington is without peer. The splendid

Pullman Sleeping Car service and com-
plete Dining Car service make the jour-
ney a continued pleasure. From Pitts-
burg, on the day train, the new Obser-
vation Cars afford patrons an unob-
structed view of the scenery.

From St.' Louis and Cincinnati solid
vestibuled trains with Pullman Sleeping
Car service and through Dining Car
service is offered to patrons. Direct

patrons from Columbus, Wheeling and
Eastern Ohio.

Between New York, Philadelphia,
Baltimore and Washington are run the
magnificent series of " Royal Blue
Trains." This service is world re-
nowned. They are the finest and fast-
est trains in America and equipped as
completely as the best hotels.

Remember the motto of the Balti-
more & Ohio Railroad :

"All Trains via Washington."

A STORY OF THE POTOMAC.

l:\ W. I. LAMPTON.

A LTHOUGH thousands of persons
■^ *■ have clambered up the rocky ribs
of that wide spreading mountain side
lying to the east of Harper's Ferry and
known as Maryland Heights, from whose
summit, in the dark days of the rebellion,
shells went screaming after the lives of
men, perhaps the very fewest number
have ever noticed a small square wall
of stone set against the hill as if some
boys had built a fort there to play soldier
in. It is on a little level spot so sur-
rounded and piled in with loose stones
that only the closest observer would
pick it out, and even he would pass it
by as of no moment. It is on that part
of the mountain lying above Sandy
Hook, the small station on the line of
the Baltimore & Ohio railroad just east
of the curve where, until the new tunnel
pierced the mountain, the road swung
round the point and leaped the Potomac
across the Harper's Ferry bridge, and if
one will take the trouble to peer through
the trees he can see the river below and
a portion of the little town.

On this foundation forty years ago
stood a house, and on this foundation
stands the story told in this chronicle
and taken from an old manuscript I dis-
covered this past summer while looking
over some papers containing historical
matter relating to Harper's Ferry and
vicinity.

I shall not attempt to put into my
own language the story I found in the
manuscript, which by the way bore no
signature, but shall give it as I found it,
cutting it where necessary to bring it
within the bounds of a magazine space.

"The purple shades of the evening
were falling o'er restful mountain and
restless river when the railroad cars
coming from Baltimore to Harper's
Ferry waked the echoes of the Potomac
Valley and frightened the birds that
were wheeling high in the heavens and
sighting along the mountains for their
roosting places for the night. From the
chimneys in the little hamlet, ensconced
at the foot of the great green mountain,
the smoke curled up in blue spirals to a

sky as blue, and there was the fragrance
rising on the twilight air of cooking sup-
pers. The romance and the sentiment
of the evening is always food for the
poet or the painter, but to every lover
of domestic charm, the fragrance of
cooking suppers has a delight at twi-
light that the sweetest poesy can never
hope to equal, nor can any painting
quite so nearly satisfy the human long-
ing as a Maryland fried chicken, brown
and piping hot on the supper table
waiting for the consummation of its
sacrifice.

******

At the gate of the prettiest cottage in
the cluster of humble homes under the
mountain side stood at this witching
hour of the meeting of the day and the
night, a pretty maiden of twenty, at-
tired in a sweet cool gown of pink ging-
ham, looking the very picture that she
was. This fair creature was Betty Nor-
ris, known all up and down the Poto-
mac as the prettiest girl of the region,
and until a few months before, the one
girl of them all who had never shown a
preference for any of the young men of
either Virginia or Maryland, though
there were many who paid her court,
from both states. Indeed, it was a joke,
current for several years that Betty's
father, who had attempted to have a
ferry established at this point, was
anxious for it only to get the tolls from
the army of young Virginia farmers who
came to his house on Sundays and all
the daj-s of the week. Truly this was
but joking, for Betty's father was an
aristocrat and would have scorned the
position of ferryman. He had a very
small income which he and his daughter
lived upon, added to, somewhat, by the
receipts from a Winter school the old
gentleman taught for three months each
year. It was his desire that his daugh-
ter should wed, but his ambitions were
high and he flew into a rage at the very
mention of her marrying any of tin-
young men of the neighborhood who
came to pay their addresses.

It was to Washington or Baltimore

A STORY OF THE POTOMAC.

the old man looked whence the Prince
should come for the Princess Betty and
as he grew older and she dawned into
a beautiful womanhood, so like her
mother, who was one of the belles of
aristocratic Frederick, it became a pas-
sion and a monomania with him.

^ % %■ & :fc %

Then came Robert Patterson, an
engineer on the railroad, the new medi-
um of communication between the rising
and the setting sun, the conqueror of
mountains and of distance, the iron
horse that would run its speedy course
irom ocean to ocean.

This young man was a New Eng-
lander and of good parentage and well
educated, but he was not to the manner
born, and he had no sooner enrolled
himself among Betty's admirers than
her father was moved by a violent dis-
like, curbed of course in the beginning,
but none the less liable to grow. As
for the daughter of the old aristocrat,
being a woman, she did as women have
always done and will always do, to wit,
as she pleased, albeit it was not pleasing
to those who felt that they had her likes
and dislikes under their control and di-
rection. It has ever been thus, and our
heroine's case was not greatly different
from many of her predecessors along
the course of true love.

What it was in Robert Patterson's
character or personality that won Betty
N orris, no one may say, for no one
could know, even her own fair self, and
certainly not he. Suffice it that ere she
had seen him thrice, she knew there was
none other in the world for her. As for
Robert, he too for the first time felt the
pangs of love, and there was no hour
when he could get away from his duties
that was not most willingly devoted to
Betty Norris. The lovers soon saw
that Betty's father's temper was opposed
to the suit of Robert, and they, to save
the old gentleman needless worriment,
made it convenient to see each other
away from the Norris cottage. The
father knew of the attachment growing
stronger every day between this hated
"northern mudsill mechanic'' and his
daughter and the friends of the two
cautioned them not to go to extremes,
for Mr. Norris' mind was becoming
seriously affected, and it was feared that
if Betty and Patterson eloped or were

married in defiance of the father's wishes
that it would unsettle his reason forever.

On this account, therefore, they were
mutually agreed to bide their time and
trust their fate to the decrees of an all
wise Providence, sure that for such de-
voted love as theirs, not only for each
other, but for the sacrifice they were
making for the sake of the poor old
father with his reason tottering on its
throne, there must be a rich reward.
But how little do we know of the ways
of a mysterious Creator who doeth all
things for the best, however inscrutable
they must seem to His creatures.

One night, Betty had been present
at a religious exercise at the village
church, and Robert had come in as late
as nine o'clock to escort her home, after
the meeting had let out at ten, they be-
lieving that by that hour Betty's father
would have retired and would be none
the wiser for Robert's attention to Betty.
But they were destined to be grievously
mistaken, for just as Robert had put his
arm around Betty's waist to kiss her
good night after a whispered talk on the
little porch of half an hour, the door
suddenly opened and the old man burst
out upon them in a frightful rage. So
violent indeed, was he in his language,
that Robert insisted upon Betty's going
into the house for a time and leaving
her father to him to be quieted.

"So you mudsill scoundrel, " hissed
the old man, "you come sneaking into
my house at night to steal my daughter,
do you? Thief, liar, hound, Yankee,"
and the old man made as if he would
strike Betty's lover, but he did not.

"You are her father, Mr. Norris,"
Robert Patterson replied as quietly as
he could, "and for her sake, I shall not
resent anything you may say to me. But
I want you to understand, sir, that she
loves me as I love her and that we have
sworn before heaven and earth to be
man and wife. You are her father and
you may command her, but y^ou have
nothing to do with me, and when she is
of age, within a year or less from this
time, then we are to become one flesh as
we are now one spirit. God has decreed
it and man can not oppose the decrees
of high heaven."

"Coward, sneak, liar, dog, coward,
coward, coward,'' hoarsely whispered the
father shaking his shrunken and trem-

A STORY OF THE POTOMAC.

23

bling fist in the young man's face, "we
shall see what a father can do.''

Then suddenly becoming much mild-
er in his violence he turned and walked
into the house, not even opposing Bet-
ty's saying a word of cheer and good
night to her lover, though he stood near
the door and watched with an eagle eye,
as she called her words to Patterson go-
ing toward the gate.

Lightly he thought of her father's dire
threats and like beams of joyous sunshine
were the words of Betty which seemed
to float about his head as he walked
onward making bright the pathway ex-
tending before him, not only there upon
the ground, but far, far away into the
future yet untrod.

The train left Harper's Ferry for
Baltimore at an early hour in the morn-
ing and as Robert's engine puffing like
a porpoise pulled through the quiet ham-
let still unwaked, he looked towards the
Norris cottage and tossed a kiss thither-
ward, but it was not for Betty's father.
As he did so, the old stoker, with a
grimy shovel in his hands, looked up
from his work and smiled at his young
chief. He had been like that himself,
long ago, and he had not forgotten.

When the cars returned in the even-
ing, Robert heard a strange storv of old
Mr. Norris refusing entrance to his cot-
tage all day, keeping the doors barred
and the windows closed, and no one had
seen Betty since the night before. As
may be imagined the young man was
powerfully wrought upon by the story
which he had heard and as soon as he
could take his engine to its destination
at Harper's Ferry he hurried back on
the wings of love to find his dear Betty.
Without a moment's hesitation he went
to the Norris cottage and demanded ad-
mittance in no uncertain tones. He had
the right, as none in the village had, to
seek in this-commanding fashion, for he
but sought his own. With a thunderous
knock he struck upon the door, while a
dozen villagers waited at the gate for
the result of his visit.

Presently the door was opened and
the villagers heard a harsh and chuckling
laugh, as of cruel triumph, and Robert
Patterson was admitted by Betty's father.
For at least a quarter of an hour the
place was still as the grave, the crowd
of villagers standing at the gate in breath-

less suspense. Then slowly as if dazed,
bewildered, stunned, Robert Patterson
came forth and staggered down the walk
to the gate falling as if dead into the
arms of those waiting there."

From this point the manuscript be-
came most verbose, the writer doing his
best to furnish the reader with what in
these modern times is known as ''fine-
writing. " I shall on that account brief
the story by saying that Robert Patter-
son on entering the cottage found the
old gentleman Norris smiling and bow-
ing as in his courtlier days, and on being
escorted by him into the little parlor he
found standing there attired as a bride
the graceful figure of Betty Norris. The
light was dim and he could see her only
indistinctly, but with a glad cry he ran
to meet her. As he threw his arms about
her, she fell over upon his breast, cold
and rigid, and her father laughed in a
perfect rapture of enjoyment at this
meeting of the lovers. Bettv was dead,
by what means it could not be told, and
her father was a maniac beyond the
power of man to cure. The tragedy was
iar beyond the pale of law and no at-
tempt was made at a trial farther than
an inquest into the sanity of Mr. Norris.
This was soon determined, for he was a
chattering child to all intents and pur-
poses before his judges, harmless and
helpless now that his terrible purpose
had been accomplished, and the judges
at once decided to send him to the state
asylum for the insane.

But Robert Patterson intervened.
He had been as one stricken beyond
recovery since that terrible night, but
he had been present at the funeral of
Betty and he was at the inquest upon
her father, and now he rose to the sub-
limity of greatness.

" Gentlemen,'' he said slowly, "give
me the charge of Betty's father, for if I
had not been, this tragedy would not
have been. I owe it to her, I owe it to
her father, I owe it to myself, I owe it
to this community. With the little he
has and what I have saved I can care
for him and watch over him until the
end."

An effort was made to dissuade him,
but he insisted so upon making this
sacrifice to his love, that it was per-
mitted him, and at once he gave up his
position of engineer and built on the

2 4

A STORY OF THE POTOMAC.

mountain side away from the world, but
in sight of it and always overlooking the
home where Betty lived and the grave
where she slept, a little cottage for him-
self and his charge. Here the two men
lived for three years, and when Betty's
father died and was buried by the side
of his daughter, Robert Patterson, white
haired and bowed, though still young
in years, went away to his home in the
north and was never heard of again.

To-day only the scarcely visible wall
of stone is left to hint at what was, and
the graves of Betty Norris and her father,
unmarked, are lost forever. But the
river still ripples along the shore and
the great mountains rest as quietly in the
pink rosed morn and the purple lillied
twilight as if there were in all of human
history no broken hearts, no lives plunged
deep in hopeless shadows.

PIl.'irRESQUE BALTIMORE & OHIO ALONG THE POTOMAC RIVER WEST OF HARPER'S PERRY.

(This important contributioi ed after book ha

•■ In the Realms <>i ( »kl King » oke," which wil

gone i' i press and w as substilui
appear in subsequent issue.— Edii

U. S. S. "MAINE."

HPHE "MAINE "was designed by the

Bureau of Construction and Repair
at the Navy Department in the summer
oi C887, and orders were sent to the
New York navy yard about the first of
November of that year to begin the con-
struction.

The work of preparation was con-
siderably delayed by a fire which de-
stroyed the construction drafting office
at that yard with many of the working
drawings and schedules of materials
which had been prepared, so that the
actual work of construction was not
commenced until September, 1888. The
ship was launched November 18, 1890.
The work advanced rapidly until it
reached the point where it was necessary
to fit the armor before proceeding further,
and then there were protracted delays
owing to the incompletion of the armor
making plant at Bethlehem, Pa. Much
work could not be done until the armor
was in place, so that the ship was not fi-
nally commissioned for service until Sep-
tember 17, 1895. Since then she has
been in constant service as a part of the
North Atlantic or home squadron, and
has proved herself a thoroughly efficient
and serviceable vessel, being conceded
to be one of the best of her class in the
world. She cost $2, 500,000 complete,
$820,000 of which was paid for armor
and $750,000 for the propelling machin-
ery, which was built by contract by the
Quintard Iron Works of New York, leav-
ing less than Si, 000, 000 expended upon
the hull and its appendages and outfit.

In general appearance and disposi-
tion of the battery she resembles the
"Riachuelo" of the Brazilian Navy,
which ship was just completed at the
time of her design, and was regarded as
the best vessel of her class afloat. The
resemblance goes no farther, however,
for in everything but the position of the
turrets and shape of the superstructure
she is radically different from that ship.
As originally designed, the turrits for
the 10 inch guns were similar to the
•' Riachuelo's," but they were modified
previous to construction, in harmony
with more modern ideas, and the axis of
the guns raised considerably higher
above the deck than had been originally
intended. The arrangement of the aux-
iliary battery, consisting of six 6 inch

B. L. R. guns, has never been changed
and is similar to that of the " Riach-
uelo.'' Her displacement when in all re-
spects ready for sea is 6,682 tons, being
about 1,000 tons greater than her proto-
type. She is a twin screw, armored,
turret vessel of the belted cruiser type,
the water line for about sixty per cent
of her length amidship being protected
by an armor belt 12 inches thick, extend-
ing from three feet above the normal
water line to four feet below the same.
An armored deck 2 inches thick is
worked on top of this belt and is ex-
tended forward and aft to the ends of
the vessel. Her length on the water
line is 318 feet and 324 feet over all.
The breadth over all is 57 feet and nor-
mal draft of water 2 1 ' _• feet. Her dis-
placement per inch of immersion at the
normal water line is 32.3 tons, and her
metacentric height, the same being a
measure of her stability, is 3.45 feet.
The weight of the hull and fittings with-
out armor, armament or machinery is
3,002 tons, of side armor 526 tons, of
turret and breastwork armor 533 tons, of
propelling machinery 913 tons, of arma-
ment and ammunition 4S7 tons, and of
coal, stores, boats, spars and general
outfit 1,221 tons. Her battery consists
of four 10 inch B. L. R. guns mounted
in two turrets placed on echelon, the
forward turret being on the starboard
side and the after turret on the port side.
both partially overhanging the side of
the ship and being supported by arm-
ored sponsons. The armor of these
turrets is 12 inches thick. Of her auxil-
iary battery two 6 inch guns are
mounted on the main deck forward and
two on the main deck aft and two on
top of the midship superstructure, all
being protected by armor shields. Her
secondary battery consists of eight 6
pounder, eight 1 pounder and four Gat-
ling guns. She is fitted with four tor-
pedo tubes, two on each broadside.

The propelling machinery ((insists of
two sets of vertical triple expansion en-
gines having cylinders 35,'j, 57 and 88
inches in diameter with 36 inches stroke
and <). nod indicated horse power. There
are eight cylindrical Scotch boilers, 14
feet 8 inches in diameter and 10 feet
long, carrying a working pressure of 135
pounds per square inch with 553 square

a s. s. ■MAIXE.

27

feet of grate surface and 18,800 square
feet ofjieating surface.

The total capacity of the coal bunk
ers is 896 tons which gives her a radius
of endurance of about 4,250 miles at 10
knots speed. She has never had a lull
power speed trial but can make about
17 knots per hour. Her rig consists of
two steel military masts having no sails.
Her complement consists of 400 officers

and men.

******

On the night of Tuesday, February
15, 1898, at 9.40 o'clock this magnificent
war-ship was blown up while at anchor

of Inquiry is still in session in Havana,
endeavoring to ascertain through what
agency, whether accident or design, the
appalling disaster occurred.

The full page illustration shows the
vessel prepared for her trip to Havana.
The other picture is from photograph
taken on the morning of Wednesday,
February 16, by a photographer of the
"New York Herald," stationed at Ha-
vana. This photograph was brought
from Havana by Lieutenant Hood, of the
"Maine," and forwarded to the Secre-
tary of the Navy by Rear Admiral Sicard.
Both photographs were kindly loaned

M MM FRl ill PORT

MIL' Willi KIM

in the harbor of Havana, opposite Moro
Castle. Two hundred and fifty-three
men, including two officers, lost their
lives. At the present writing the Court

to the Editor of the "Book of The
Royal Blue" by the Navy Department,
who also furnished the historv of the
"Maine,'' as published herein.

IMPORTANT TO TEACHERS.

IN addition to this special number of " 1 he Book
of The Royal Blue," the Baltimore & Ohio

Railroad have issued a complete guiile to \\ ash-
ington. which can be procured at any of the prim i-
pal Ticket Offices of the ( ompany named herein.
or will be mailed direct on application to the under-
signed upon receipt of 1 cents in postage.

Additional copies "I " The Hook of The Royal

ISlue" from November to February can be obtained
at the office of publication in Baltimore upon receipt
ol 61 cuts in postage per copy. I he ( Vtober num-
ber has been exhausted and but few copies of the
November and December numbers can be procured.
D. B. Martin, Mgr. Pass'r 1 raffii .

Baltimore & Ohio R. R..

lialtimore. Md.

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Ah. PHILADELPHIA -

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4.66
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5.55
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2.00 pm
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4.20 pm
6.42 pm
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3.25 pm
3.30 pm
5.42 pm

7.49 pm
7.58pm

8.50 pm
6.35 am

5.55pm
6.00 pm
8.36 pm
1 0.41 PM
10.55 pm
1 1.56 pm

3.25 pm
3.30 pm
5.42 pm
7.49 pm
7.58pm
9.00pm

12. I5NT
1 2. 15 NT
8.00 am
10.04 am
10.25 am
1 1.25 am

4.30 AM
8.00 am
I0.041M
10. 12 in
1 1 .05UI
8.00 pm

Lv. BALTIMORE, Mt. Royal Station-

Lv. BALTIMORE, Camden Station

Lv WASHINGTON - - -

8.20 ui
1 1 .35 am

2.55 P»
6.35 pm

9.00 pm

IO.OOim

1 2.00NN
2.50am
7.00 am

8.25 m

5.30 pm

12.25 pm
6.40 pm

1 0.50pm
7.36 am

5.30 am
2.10pm
5.45 PM
7. 10/m
8.30am

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B. & O. ROYAL BLUE TRAINS TO ALL POINTS EAST.

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Lv INDIANAPOLIS ----

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Lv. BALTIMORE, Mt. Royal Station

Ar PHILADELPHIA

Ar. NEW YORK Liberty Street

Ar. NEW YORK. Whitehall Terminal

4.55 pm
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2.45 ui

10.25am

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8.20a»
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2.35 ui

8 I5i»

7.55 AN

I 2.05 pm

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6.00 pm
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12.35 pm

I .05 pm
2.05pm
2.20pm
4.35 pm
7.00p»
7.05 pm

6.47 ui
7.50 Ul
7.59 AM
10. I 5 am
I 2.35 pm
I 2.40pm

4.50 pm
5.55 pm
6.04 pm
8. I 9 pm
I 0.40 pm
10.45 pm

I I .55 Ml
I2.53p»
I .01 pm
3.09 pm
5.35 pm
5.40 pm

6.36mi
7.50MI
7.59U!
10. 15am
12.35 pm
12.40 pm

7.10pm
8.30pm
9.46 am
I .20 pm

I I .30pm
7.40 ui
8.50 ui
8.54MI

I I .00 Mi
I .20pm
1.25pm

I I .20pm
I .00 Ul
I .26ui
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6.52UI
6.55ui

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AND NEW YORK.

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Sleeping Car Baltimore to Chicago via Cincinnati and Motion Route.

EASTWARD.

No. 2. Drawing Room Sleeping Cars St. Louis to New York and Louisville and Cincinnati to

Baltimore. Sleeping Car Toledo to Baltimore. Dining Cars serve all meals. Parlor Car

St. Louis to Cincinnati.
No. 4. Drawing Room Sleeping Car St. Louis to New York. Drawing Room Sleeping Car Chicago

and Cincinnati to Baltimore. Dining Cats serve all meals.
No. 6. Drawing Room Sleeping Car Chicago to New York via Pittsburg. Observation Drawing Room

Cars Chicago to Baltimore. Sleeping Car Chicago to Pittsburg. Dining Cars serve

all meals.
No. 8. Drawing Room Sleeping Cars Chicago to New York. Sleeping Car Newark to Washington.

Dining Cars serve all meals.
No. 10. Sleeping Cars Pittsburg to Washington and Baltimore. Dining car serves breakfast.
No. 44. Sleeping Car New Orleans to New York, and Memphis to Washington.
No. 46. Sleeping Car Chicago to Cleveland. Sleeping Car Chicago to Wheeling.

No.

1.

No.

7-

No.

9

No.

3-

No.

No.

43-

5-

No.
No.

47-

55-

LIST OF OFFICERS

BALTIMORE & OHIO RAILROAD

Jons K. Cowen, Oscar G. Murray,

Receivers, Baltimore, Md,

EXECUTIVE DEPARTMENT.

John K. Cowkn, President Baltimore, Md.

W. H. Ijams, Treasurer Baltimore, Md.

J. V. McNeal, Asst. Treasurer Baltimore, Md.

C. W. Woolford, Secretary Baltimore, Md.

ACCOUNTING DEPARTMENT.

H. D. Bulkley. Comptroller Baltimore. Md.

■Geo. W. Booth, Gen. Auditor Baltimore. Md.

J. M. W atkins, Auditor of Revenue Baltimore, Md.

A. F. Dunlevy, Auditor of Disbursements, Baltimore, Md.

OPERATING DEPARTMENT.

Wm. M. Greene, Gen. Manager Baltimore, Md.

W. T. Manning, Chief Engineer

Thos. Fitzgerald, General Supterinteudent Main Stem

Philadelphia and Pittsburg Divisions, Baltimore, Md.
Wm. Gibson, Assistant General Superintendent Main Stem

Philadelphia and Pittsburg Divisions, Pittsburg, Pa.
J. Van Smith, Geu. Superintendent New York Division

Foot of Whitehall Street, New York.
J. M. Graham, Gen. Supt. Trans-Ohio Divisions.. Newark, O.

D. K. Maroney, Supt. of Transportation Baltimore, Md.

Harvey Middleton, Gen. Supt. Motive Power,

Baltimore, Md.
I. N. Kalbaugh, Supt. Motive Power Lines East of Ohio

River. Baltimore, Md.
W. H. Harrison, Supt. Motive Power Lines West of Ohio

River, Newark, O.

David Lee, Eng'r Maint. of Way Lines West of Ohio River,

Zanesville, O.
C. C. F. Bent, Supt. Philadelphia Division, Philadelphia, Pa.
John E. Spurrier, Supt. Bait. Div. Main Stem,

Baltimore, Md.
R. M. Sheats, Supt. Western Div. Main Stem,

Grafton. W. Va.
Thos. C. Prince, Supt. Harper's Ferry and Valley Division.

Winchester, Va.

F. A. Husted. Supt. Middle Div Cumberland, Md.

J. S. Nohris, Supt. Connellsvllle Div Connellsvllle, Pa.

John Barron, Superintendent Pittsburgh Div. .Pittsburg, Pa.
J. H. Glover, Supt. Ohio and Midland Divisions, Newark, O.
P. C. Sneed, Superintendent Chicago Division, Garrett, lnd.
J. T. Johnson, Superintendent Akrou Division, Akron, O.
Chas. Selden, Superintendent Telegraph.. .Baltimore, Md.

PURCHASING DEPARTMENT.

E. H. Bankard, Purchasing Agent Baltimore, Md.

Chas. Frick, Fuel Agent Lines East of the Ohio River

Baltimore, Md

J. W. Franklin Fuel Agent Lines West of the Ohio

River, Newark, O.

TRAFFIC DEPARTMENT.
PASSENGER.

D. B. Martin, Manager Passenger Traffic. .Baltimore, Md.
J. M. Si hkyver, Gen. Pass. Agt. Lines East of Ohio River.

Baltimore, Md.
B. N. Austin, Gen. Passenger Agent Lines West of

Ohio River, Fisher Building, Chicago, 111.
B. K. Peddicord, Gen. Baggage Agent Baltimore, Md.

A. J. Simmons, Geu. New England Passenger Agent,

211 Washington Street, Boston, Mass.
Lyman McCarty, Gen. East. Pass. Agt., 434 Broadway,

New York.
Jamks Potter, District Passenger Agent, Philadelphia, Pa.

B. F. Bond, Division Passenger Agent Baltimore, Md.

S. B. Hege, Division Passenger Agent.. .Washington, D. C.
Arthur G. Lewis, South. Pass. Agt., Atlantic Hotel,

Norfolk, Va.

E. I'. Smith, Division Passenger Agent Pittsburg, Pa.

I>. S, WILDER, Division Passenger Agent Columbus. O.

D I 1 I ottbtnby, Gen. Trav. Pass. Agent Baltimore, Md.

Robert Skinner, Trav. Pass. Agt., 434 Broadway, New York.
BERK w:d Ashby, Trav. Pass. Agt., S33 Chestnut St.,

Philadelphia, Pa.

A. C. Wilson, Trav. Pass. Agt Washington, D. C.

C. E. Dudrow, Trav. Pass. Agent.. .Harper's Ferry, W. Va.
.1. T. Lane, Traveling Passenger Agent ..Wheeling, W. Va.
R. C. Haase, Traveling Passenger Agent Newark, O.

F. P. Copper, Traveling Passenger Agent Tiffin, O.

w M. MoConnell, Pass. Agent, 241 Superior St. ,Cleveland,0.

T. C. Burke, City Passenger Agent Wheeling, W. Va.

E. G. Tuckerman, City Pass. Agt., 434 Broadway, New York.
E. E. Patton, City Pass. Agt., N. Y. Ave. and 15th St.

Washington, D. C.

W. F. Snyder, Passenger Agent Baltimore, Md.

H. A. Miller, Passenger Agent Wilmington, Del.

G. W. Squiggins, City Pass. Agt., 5th Ave. and Wood St.,

Pittsburg, Pa.

W. W. Picking. City Passenger Agent Chicago, 111.

W. C. Shoemaker, Traveling Passenger Agent, Chicago, 111.
Tuos. McGill, Traveling Passenger Agent.. St. Paul, Minn.
i . li. Diimut.y, Traveling Passenger Agent. ..Omaha, Neb.
Peter Harvey. Paclftc Coast Agent,

Room 32, Mills Building, San Francisco, Cal.
W. E. Lowes, Advertising Agent Baltimore, Md.

FREIGHT.

C. S. Wight. Manager Freight Traffic Baltimore, Md.

T. W. Galleheu, Geu. Freight Agent Baltimore, Md.

L. R. Brockenbrough, Gen. Freight Agent, Pittsburg, Pa.
C. V. Lewis, Geu. Freight Agent in charge of Freight

Claims, Tariffs and Percentages. Baltimore. Md.
James Mosher, Gen. East. Fht. Agt. ,434 Broadwav, New York.

A. P. BlGELOW, Gen. West. Fht. Agt., 220 La Salle St.,

Chicago, 111.
H. M. Matthews, Division Freight Agent .. .Pittsburg, Pa.

I'm a cherry, Gen. Dairy Freight Agent Chicago, 111.

J. A. Murray, General Coal & Coke Agent, Baltimore, Md.
W. L. Andrews, Asst. Gen. Coal and Coke Agt., Pittsburg.Pa.
E. T. Affleck, Western Coal & Coke Agent, Columbus, O.

R. B. Ways, Foreign Freight Agent Baltimore, Md.

Andrew Stevenson. Asst. Gen. Fht. Agent, Baltimore, Md.

Ben Wilson, Gen. Live Stock Agent Baltimore, Md.

W. R. McIntosh, Division Freight Agent, Cumberland, Md.

E. M. Davis. Division Freight Agent Clarksburg, W. Va.

0, \. Constats, Division Freight Agent Columbus. O.

C. T. Wight, Division Freight Agent Sandusky, O.

B. F. Kaup. Division Freight Agent Tiffin, O.

E. S. King, Com'I Fht. Agt., 400 Chestnut St., Phi ladelphla.Pa.
C. II. Maynard, Commercial Freight Agent, Boston, Maes.
II. W, Atkinson, Commercial Freight Agent, Baltimore, Md.

B. V. JACKSON, Commercial Fht. Agent, Washington, D. C.
W. V Mitchell, Commercial Freight Agent, Atlanta, Ga.
G. D. Green, Commercial Freight Agent, Wheeling, W. Va.

C. F. Wood, Commercial Freight Agent Akron, O.

11- R. Rogers, Commercial Freight Agent.. ..Cleveland, O.

E. N. Kendall, Commercial Freight Agent Toledo, O.

C. H. Ross, Commercial Freight Agent ...Milwaukee, Wis.
H. C. Piculell, Commercial Freight Agent.. Omaha, Neb.
C. H. Harkins, Commercial Freight Agent,

Minneapolis, Minn.

Tnos. Miles, Commercial Freight Agent Duluth, Minn.

John Hutch ings. Commercial Freight Agent, Detroit, Mich.
T. J. Walters, Commercial Freight Agent, Pittsburg, Pa.

J. E. Galbraith, General Agent Cleveland, O.

Peter Harvey. General Agent,

Room 32, Mills Building, San Francisco, Cal.
T. H. Noonan, GenT Manager Continental Line and

Central States Despatch, Cincinnati, 0.

PRESS DEPARTMENT.

J. H. Maddy, Press Agent Baltimore. Md.

MILEAGE.

MAIN STEM AND BRANCHES 784.38

PHILADELPHIA DIVISION 129. OO

PITTSBURG DIVISION 391. OO

NEW YORK DIVISION 6.30

TOTAL MILEAGE EAST OF OHIO RIVER 1,309.68

TRANS-OHIO DIVISION 774.25

TOTAL MILEAGE "WEST OF OHIO RIVER 774-25

TOTAL MILEAGE OF SYSTEM 2,083.93

(fAND

wtijf^fa CALENDAR • 1898 '«@^

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D.B.MARTIN.
MANAGED PASSENGER TRAFFIC
BALTIMORE. MD.

J.M.SCHRYVEft.

GENERAL PASSENGER AGENT. BALTIMORE. MD.

B.N.AUSTIN.

GENERAL PASSENGER AGENT. CHICAGO. LL L .

Corbitt k Butter field Co,, Cliieugo.

Vol. L

April, j898.

No. 7.

_,

SEASHORE NUMBER.

<flb.tcball Ccrminal

South £erry

S.ScO.

JMost Convenient entrance to

Greater JNew Y ov ^

Connects under Same Roof with all Elevated Trains, Broadway, Columbus and Lexington Avenue
Cable Lines, East and West Side Belt Lines, and all Ferries to Brooklyn.

TEN DAYS
STOP-OVER AT WASHINGTON

Allowed on all Through
Tickets East and West via

HMO.

TEN DAYS
STOP-OVER AT PHILADELPHIA

A Ten day Stop-over at Philadelphia is granted

on all One-way First Class Limited Tickets

to New York, or points east thereof,

Via

B. & 0. R. R.

Book

OF THE

Royal Blue

FOR MAY

Will contain descriptions of the

Mountain Resorts
and Scenery

ALONG THE

Baltimore & Ohio
RR

Subscription Price, 50 cents per year
Single Copies, . b cents in stamps
Postage stamps accepted

IF YOU ARE GOING TO

New York „* s * j»

THE MOST CONVENIENT

Station -* „* .-* -* ^

FOR YOU TO USE IS

South Ferry or .« * j»
Whitehall Terminal .*

BECAUSE YOU CAN TAKE
ANY ONE OF THE ELEVATED
TRAINS OR THE
BROADWAY CABLE LINES AND

Go Where You Choose

FOR A FIVE CENT FARE

See page 17

WILLIAM McKINLEY, PRESIDENT UNITED STATES.

(Copyright)

(This photograph was taken at Executive Mansion by Mr. William Dinwiddie, official photographer of the Baltimore
& Ohio R. R. shortly after the President signed the K^.OOO.OOO appropriation bill for national defence.)

Book of the Royal Blue.

Published Mom hi v by the
Passenger Depammi m of the Baltimore & Ohio Railroad.

Vol. i.

BALTIMORE, APRIL, 1898.

No. 7.

ATLANTIC CITY

AND THE EASTERN COAST KKSOKTS.

l;\ I. II. KELLEV.

t^NGLAND has its Brighton, France
■*-' its Trouville, Italy its Nice and Ri-
verra, but America has an Atlantic coast
front richly endowed with sea-coast re-
sorts from Florida to the Canadian bor-
der for every season of the year.

little city is on an island ten miles long
and three-fourths of a mile wide at its wid-
est point. It is separated from the main-
land of New Jersey by an estuary of the
ocean. Beyond, toward the inland, are
the low lying flats covered with the

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BATHING hour,

But of these many hundred little
cities of transient population, Atlantic
City has become the Acropolis. On the
Atlantic coast, fifty-six miles southeast
of Philadelphia lies this most famous
sea-coast resort. The grand old ocean
sweeps away to the East three thousand
miles, unbroken by a speck of land, to
lave the shores of the Old World. This

vast pines from which sweet frag-
rance intermingles with the invigorating
salt air of the ocean. This island is
an upheaval of the sands of centuries
from the depths of the grand Atlantic.
Although situated within the zone of
wintry cold and summer heat, Atlantic
City is blessed with an invigorating,
health-giving climate. The winters are

ATLANTIC CITY AXD THE EASTERN COAST RESORTS.

devoid of the piercing blasts, in contrast
witli those of resorts farther to the north.
While in summer, the cooling breezes
from the ocean laden with the crisp salt
air makes this climate the most perfect
in the world. Here it is the invalid
seeking health finds exhilaration and
vitalization ; he who is blessed with
health is here to seek pleasure; the for-
eigner comes for diversion; in fact, all
sorts and conditions of men unite in
forming one grand cosmopolitan proces-
sion, the equal of which is unsurpassed
and witnessed nowhere in the world.

Naturally Atlantic City is favored
with a myriad of hotels. It has been

was originally laid out by the quiet
Quakers of Pennsylvania and New Jer-
sey, who went there to hold their un-
obtrusive meetings. To-day the scene
is one of continued bustle and excite-
ment.

Along the ocean front for a distance
of seven miles is the famous Esplanade
or " Board Walk," with its forty feet of
planking, built on steel girders. Along
the "Board Walk" on the ocean side
extends the famous bathing beach, which
enjoys the proud distinction of being the
most perfect bathing shore in the world.
On the shore side can be found the
innumerable booths, merry-go-rounds,

IN THE ESPLANADE,

estimated there are about eleven hun-
dred hotels and cottages devoted to
the transient population. Some of these
hotels are as magnificent in detail as can
be found in the country. Every possi-
ble opportunity for comfort, health and
pleasure is afforded. The rich can find
luxury in its most profuse form ; the
humble can secure less pretentious quar-
ters and be comfortably provided for.
The grand old ocean with its cleansing
and health-giving waters and the invig-
orating air treat all alike, and is no re-
specter of persons.

Atlantic City to-day presents an en-
tirely different spectacle than when it

hotels, bath pavilions, theatres and
every conceivable "catch penny'' at-
traction which seeks these popular
places and convert them into "Vanity
Fairs." Thousands of people may be
seen promenading the Esplanade in a
never ending procession, from South
Atlantic, the lower end, to the upper
end, known as the "Inlet." The Inlet
is so named because it is here that
the ocean rushes in and forms the
estuary which cuts off Atlantic City from
the main-land. It is the rendezvous
of yachtsmen and fishermen. Sailing
craft of every kind and description can
be hired for a reasonable pittance for a

ATLANTIC CIT\ \ND THE EASTERA COAST RESORTS.

day's sail or a fishing jaunt on the ocean.
The popular daily race is started from
this point and the pleasure seekers find
enjoyment in picking out their ''win-
ners," and going aboard their favorite
yacht, take active part in the race
down the ocean past the city. It is
a common si^ht to see fifteen or twenty
of these beautiful little crafts sailing
down past the city just beyond the steel
piers and tacking back to the starting
point 'mid the cheers of the vast throng
of people gathered on the beach or the
"Board Walk." Occasionally there
are little accidents but rarely do we
hear of anything serious.

past three years that there has been
over one hundred thousand people in
the surf at one time. This seems to be
a great number but there is no exagger-
ation of the possibilities that the mag-
nificent beach affords. With a gentle
slope from the -'Board Walk," it ex-
tends seaward for a distance of two
hundred yards. The favorite bathing
hour is between eleven and twelve
o'clock, when the great crowds take
advantage of the incoming tide. The
sight presented is one which defies de-
scription; men, women and children in
bathing costumes of varied hues, form
a picture never to be forgotten. Asa

\ l: \ 111 HOUSE ASH l'A\ [LION.

The back waters from the Inlet form
excellent fishing grounds and oyster
beds.

Down the "Board Walk" from the
Inlet, about half a mile, is the Absecon
Light-house and the Life Saving Sta-
tion. It is an interesting fact that the
light from this light-house is the first
which is seen by the ocean steamers
which take the Southern route from the
old world to this country. It is said to
be plainly seen forty miles at sea.

The surf bathing which has made
Atlantic City famous, is one of the
wonders of the world. It has been
estimated on several occasions in the

safeguard to the more reckless bathers
there is formed a volunteer surf guard of
expert swimmers, who patrol the beach
beyond the breakers and are ready at
all times to come to the assistance of
the unfortunate bather, who has either
gone beyond his depth or has in a fit of
fool-hardiness swam out too far and be-
come exhausted. There are almost
daily instances in the crowded season,
of the prowess of these life savers. These
men are paid principally by subscription
from the bath houses and by contribu-
tions which are taken up from the gen-
erous throng who have witnessed the
saving of a life.

ATLANTIC CITY AND THE EASTERN COAST RESORTS.

The great Iron Pier at the foot of
Tennessee Avenue extends seaward
about twelve hundred feet and is a
favorite spot from which to view the
shores. Out at its farthest end is an
immense dip-net which is hauled every
afternoon, forming great amusement to
lookers on. The hauls are scarcely alike
two days in succession; every kind of
sea fish imaginable is taken in and
occasionally a man-eating shark finds
his way into its meshes. There is no
better place to see the variety of the
fishes of the ocean than to visit this spot.

At night Atlantic City is one grand
blaze of light and gayety. The merry

York, Philadelphia, Baltimore and Wash-
ington and the many smaller cities of
the East. To the Westerner, who is a
resident of the inland cities, Atlantic
City is a most delightful relief. He de-
tects quickly the delightful ozone in the
atmosphere, and the salt air is a stimulus
for him. which tingles his blood and fills
him with renewed vigor.

ASBURY PARK, N. J.

" I climbed the sea-worn cliffs that edged the shore,
And looking downward watched the breakers curl
Around the rocks, and marked their mighty swirl
Quiver through swaying sea-weed dark and hoar.
Eastward the white-caps rose with far-off roar,
Against a sky like red and purple pearl,

THE INLET FLEET OF YACHTS ATLANTIC CITY.

revelers are promenading the "Esplan-
ade" in thousands or attending the hops
in the many hotels or taking in the
sights of the side-shows along the fa-
mous promenade. Here are found fakirs
of every nation, and the world renowned
"Midway Plaisance," of the Chicago
World's Fair, has its greatest rival.
Although Atlantic City is the gayest of
the gay, yet it is a haven of perfect rest
and quiet for nervous and sickly bodies
and it forms one of nature's grandest
sanitariums, where a week's rest and di-
version will prove more beneficial than
all the medicine chests of physicians.
Atlantic City is a great resort of New

Then hollowed greenly in, and rushed to hurl
Their weight of water at the cliffs before.
Only a sea-gull flying silently,
And one soft rosy sail were now in sight, —
A sail the sunset touched right tenderly,
And flushed with dreamy glory faintly bright.
Then fain would I have crossed the tossing sea,
Fain dared the storm to float within that light."

Much might be said of the beauty of
this section of the Atlantic coast. Along
the coast from Sandy Hook on the north
to Point Pleasant on the south, the land
is high, the soil is fertile, and it is no
uncommon thing in summer time to see
fine fields of corn well filled with large
golden ears, waving to the breeze close
by the ocean's edge. The pleasant

GLIMPSES OP ATLANTIC CITY.

ATLANTIC CITY AND THE EASTERN COAST RESORTS.

groves, the romantic lakes, the shady
nooks, the handsome residences and fine
drives all add to its charm. To the
north of Asbury Park lie Interlaken,
Lock Arbor, Deal Beach, Elberon,
Holly Wood, Long Branch and Mon-
mouth Beach ; to the south lie Ocean
Grove, Bradley Beach, Avon-by-the-Sea,
Belmar, Como, Spring Lake, Sea Girt
and Point Pleasant ; and to the west lies
Wanamassa. All of these resorts come
within this belt of fertile land wafted by
breezes from the health-giving pines on
the west and the ocean on the east.

A belt line of electric cars encircles
the entire town. The ride is delight-
ful, leading over a mile through the
business part of the town, and within
two hundred feet of Wesley Lake,
then passing near to all the principal
hotels and within sight of the ocean and
the wide board-walk or plaza, dotted
here and there with pavilions and ex-
tending the entire length of the town,
then along the beautiful and romantic
Deal Lake, and passing some of the
many fine private residences, and within
sight of fnterlaken, passing the athletic
grounds, Sunset Lake and the railroad
stations, with their beautiful grounds,
making a ride to be appreciated by all.

Among the principal attractions are
the magnificent drives, through roman-
tic and picturesque Interlaken, "Beau-

tiful Avon-by-the-Sea, "the waving fields
of golden grain, the extensive green
lawns that encircle the costly mansions
of the various nearby villages, with the
gay beds of choicest flowers filling the
air with their sweet perfume, and through
the shady nooks and under the stately
pines and sturdy oaks that line the
drives to the west.

The purity of the atmosphere, the
solid agricultural back country, the ab-
sence of that intolerable pest, the mos-
quito, with other advantages, such as
its wide streets, grand ocean promenade
and pavilions, make it a place of un-
rivaled excellence. There is everything
to please the most fastidious taste, and
to satisfy the most eager search for
health and pleasure.

OCEAN GROVE, N. J.

Ocean Grove was
founded a few years
ago by some ministers
and members of the
Methodist Episcopal
Church in Pennsylva-
nia, New Jersey and
New York, who con-
ceived the idea of es-
tablishing by the sea-
side a camping-
ground and summer
resort for Christian
families. They se-
cured a plot of ground
six miles south of
Long Branch, dedi-
cated it to religious
purposes, and com-
menced its improve-
ment under the title

iBSECON LIGHTHOUSE, ATLANTIC i'ITY.

ATLANTIC CITY AND Till: EASTERN CO. 1ST RESORTS.

of "The Ocean Grove Camp-Meeting
Association.'' The Association was au-
thorized to make its own laws, and these
have been framed so as to secure for all
time the purposes in view when the work-
began. No intoxicating liquors are al-
lowed on the grounds. Boating, bath-
ing and driving are prohibited on Sun-
da)-, and all behavior unbecoming such
a place is quickly suppressed. These
regulations, suiting the religious ideas
of a large number of people, have made
the place extremely popular to those

and a much less number of hotels. Cape
May is not as pretentious as Atlantic
City in its general gayety, but man}* are
the interesting parties which are given
by individuals to their coterie of friends
during the gay season.

It is not a cosmopolitan watering
place but more of a resort of the wealthy
class. The bathing beach in many re-
spects surpasses that of Atlantic City,
but is not so popular to the multitude.
Cape May does not boast of a famous
" Board Walk " to such pretentions as

who are less worldly, who now visit it
to the number of more than 500,000
every year.

CAPE MAY, n. j.

Where the placid waters of the Del-
aware unite with the Atlantic Ocean is
a picturesque spot where all the fancies
of nature may be carolled to their fullest
extent. It is Cape May, the sister re-
sort of Atlantic City. It is different
from the latter in that there are more
cottages owned by private individuals

Atlantic City, but nevertheless a similar
promenade can be found here. The
smooth hard surface of the beach ex-
tends gently seaward, even farther than
the beach of Atlantic City, and the same
exhilarating salt air is wafted in on the
breath of the ocean.

Cape May is the same distance from
Philadelphia as Atlantic City, but more
to the southeast, and the popular bath-
ing hour is the same, as the tides are
alike-. This resort is older than Atlantic
City, but as popular favor is fickle, this
together with the desire of the private

io ATLANTIC CITY AND THE EASTERN COAST RESORTS.

property holders to maintain Cape May
as a strictly fashionable resort, has
helped to make Atlantic City the favor-
ite of the public at large. There are
palatial hotels and modern cottages for
the most fastidious, and it will always
be a favorite to the "40,000."

Between Cape May and Atlantic

City is Sea Isle City, another beach re-
sort, which has more or less popularity.
All of these resorts are reached di-
rectly by the Baltimore & Ohio Railroad
in connection with the Philadelphia &
Reading Railway; the "Royal Blue
Line " and ' ' Royal Reading Route, " the
double track routes to the sea.

OCEAN AVENUE, CAPE MAY.

From !!,.,.,■ \i

i o] i rlghl I
TYPICAL BATHING SCENE VI \TI.\\|]. CITT.

IN THE REALMS OF OLD KING COKE.

BY WILLIAM GILBERT IRWIN.

"pROM an industrial standpoint the
■*■ great Connellsville Coke Region of
Southwestern Pennsylvania, through
the heart of which passes the line of the
Baltimore and Ohio Road, is one of the
most interesting sections of the United
States. Pittsburg has been styled the
unique city of our great Republic, and,
while she owes her greatness to such a
myriad of diversified circumstances and
favorable advantages that it would be
difficult to assign her greatness to any
one of her vast resources, yet were it
possible to single out any one resource
which more than any other has been
conducive to the rise of the Iron City,
that one would be her boundless fuel
supply. Her raw coal fields have given
Pittsburg a greater water tonnage than
that of New York City. Close to her
doors lies the greatest coke region on
terra fir ma.

To trace in elaborate detail the infan-
tile vicissitudes of the industry and to
follow it through the various stages of
its development, we have one of the
most interesting recitals presented in
all the annals of trade. The story reads
like a fairy tale of industry, for at every
point we see the mightiest struggles of
genius, the boldest strokes of business
stratagem, and the most gigantic schemes
involving the outlay of enormous capital
and the organization of great armies of
employes.

The Connellsville Coke Region takes
its name from the thriving town of Con-
nellsville, which town was formerly the
headquarters of the freight department
of the Pittsburg Division of the Pitts-
burg and Cumberland Line of the Balti-
more & Ohio Road. Located on the
banks of the classic Yough, in the good
old county which keeps fresh in the
memory of the people the name of that
noble young Frenchman who gave up
his home and native land that he might
devote his life to the cause of the strug-
gling patriots, Connellsville is the cen-
ter of this famous coke region, and about
it the industry was first established and
here it passed through many of the
early stages of its development.

While the Connellsville Region prop-
er lies just at the western foothills of

the Alleghenies and extends from the
Mason and Dixon Line northward to the
town of Latrobe, the region really ex-
tends far beyond these borders. Let
him who would study aright the coal
area from which the world's greatest
coke region has risen climb to the top of
Chestnut Ridge and turn back with the
finger of science the earthen leaves of
the book which nature has spread out
at his feet. Like the inscription on the
tower of Pharos, the creator's name
stands out in deep letters when the crust
of clay is broken off, and the zealous
hands of nature herself have washed off
the dirt and left the specimens of her
handiwork visible upon the western
slope of her ridge. According to the
more or less certain traditions of geol-
ogy the different coal veins of this sec-
tion once spread out in unbroken sheets
from middle Pennsylvania to middle
Ohio, far southward into Dixie land and
northward into the Empire State. Lit-
tle patches of these fragments of the
less destructible rocks which are their
geological neighbors, are still found scat-
tered throughout the country, where
now the lower coal veins are near the
present surface.

Whether the general height of the
continent was at that pre-historic time
much above the sea level is questionable.
The ocean then flowed over the rich
farming sections of eastern Pennsyl-
vania and surrounding states, and the
wide-mouthed marine monsters of that
age grazed over the flat acres where
to-day the frugal Pennsylvania Dutch
pasture their mild-eyed milk producers.
Later this section of our country was
lifted and tossed into the air, and finally,
through the lapse of ages, the high,
steep mountain sides were worn down
to their present contour.

The surgery of nature has here cut
down to the bones of mother earth, and
we can trace the layers of flesh and veins
and skin that, although now covering
only the valleys, was formerly continu-
ous over the mountain crests. Away
down in the valley, far below the Free-
port vein crops out the rich coking coal.
Marked by a line of undulating strata,
the smoke from the thousands of coke

IN THE REALMS OF OLD KLNG COKE.

'3

ovens, it stretches away to the north
and to the south. The geology of
this section carries one back to a time
so remote that it seems like eternity
itself, when the trees which have been
digested in the cannibal stomach of
mother earth were bred upon the land
under the amorous kisses of the sun.

The fairy tale of science which could
be woven from this peaceful field of
industry does not exceed in interest the
story of the rise of the great coke indus-
try here in Southwestern Pennsylvania.
Its early days present a story of dis-
heartening adventure and costly experi-
ment, but through the genius of an irre-
sistible progress, the industry rose and
flourished, and has since given rise to
other great industries. When some
Gibbons or Macaulay shall rise to por-
tray the honors won by mankind in the
peaceful fields of industry, the story of
old King Coke shall form one of the most
interesting chapters of that recital.

The first coke manufactured in this
region was made near Connellsville, in
1817, and the coke was used at the blast
furnace near by, which was the first ever
operated west of the mountains. The
first ovens erected in this region were
erected by Provance McCormick, John
Taylor and James Campbell, in the year
1841, and an attempt to place the pro-
duct in the markets of Cincinnati and
other river cities proved unsuccessful.
While various attempts at coke making
were made between 1842 and i860, it
was not until after that time that the
industry took a firm hold in this region.

The H. C. Frick Coke Company,
to-day the leading firm engaged in the
industry, was organized in the year 1871,
and since that time the growth of that
corporation has been constant, and to-
day it controls more than two-thirds of
the 18,708 ovens which comprise the
eighty-seven coke plants of this region.
This great coke firm has a chartered
capital of $10,000,000. It controls over
50,000 acres of coal lands in this region.
For the equipment of its various plants
it has sixty miles of railroad, twenty-five
locomotives, 2,000 railroad cars, 100
stationary engines, fifty miles of wire
rope, 200 steam boilers, 5,000 mine cars
and 400 miles of mine track. When
running full time the output of the
plants of the concern is upwards of

180,000 tons per week. Over 20,000
workmen are given employment about
the mines and ovens of this vast corpora-
tion.

The annual output of this coke re-
gion is about 15,000,000 tons, and to-
day Connellsville coke is to be found
wherever manufacturing has obtained a
foothold. To-day the industry is car-
ried on in twenty- two states of the
Union. The long lines of ovens are now
darkening the summits of the snow-clad
Rockies and Sierras, and to the north
and the south, volcano-like, they belch
forth their smoke and soot and grime.

Upward of 10,000 men are employed
in getting out the coal for the ovens of
the Connellsville region. 10,000 men
working one year will do as much work
as one man working 10,000 years. If
Adam had kept on spading, allowing no
time for strikes, he would only be get-
ting on toward noontime when the new
dispensation dawned on his bald old
head. Methuselah could not have done
one hour's such work even if he had
been born with a pick in his hand and
dropped it at the edge of the grave.
This awakening process is daily going
on, and still the world moves because
modern mechanics are binding the long
sleeping giants to the yoke, and thus
are mechanical achievements and revo-
lutions constantly being wrought.

Such are the wonders King Coke has
wrought here in Southwestern Pennsyl-
vania, and everywhere throughout his
domain are to be seen marvels now be-
ing accomplished. Towns, villages and
mining hamlets have sprung up at the
bidding of this master. Railroads have
reached out their gathering arms and
the armies of employes and liberal cap-
ital have produced a busy and a popu-
lous region, where not so long ago all
was peaceful farming lands and rural-
istic scenes. The industry made Con-
nellsville, Scotdale, Mt. Pleasant and
scores of lesser towns and villages.

While at some other places new cok-
ing ideas are being grafted onto the
coke industry, the Connellsville region
still clings to the old bee-hive oven.
But new ideas are soon to be introduced
into the great coke industry here. When
this shall be accomplished and the by-
product coking systems come to be the
prevailing type in this region, then the

H

IN THE REALMS OF OLD KING COKE.

traveler shall see no more of the smoke
and grime. These new ideas will also
make possible the saving of many mil-
lions of dollars.

On the Hungarian peasant's mental
map the Connellsville region is doubt-
lessly larger than all the rest of the
United States, and to him it is better
known than any other section. The in-
troduction of the Hun into this district
dates back a score of years, to the time
when there was a great demand for the
product and when labor was scarce.
The Hungarians who then obtained em-
ployment at the cokeries wrote home to
their friends and ever since that time
they have been coming to the region.

This region where old King Coke
now reigns supreme is historic ground.
Through the region Braddock, Forbes,
Bouquet and other leaders during the
French and Indian war led their hosts
to battle. Washington once owned
much of the region, and even at that
early day his far-seeing eye caught some
glimpses of the ultimate value of the
region. Some idea of the vast value of
these coal lands may be gleaned from
the prices paid for them during the last
quarter of a century. In 1864 coal land
in this region was selling for $12.50 per
acre, and just thirty years later $600.00
per acre was paid for the same lands.
Within the past six months $2,500 per
acre was paid for land adjoining, and
still the prices are going upward. Not
less than $40,000,000 have been paid to
the farmers and other original owners of
the land in this region.

For many years we have heard the
cry that this coke region was fast becom-
ing exhausted, but an examination of
the region does not bear out this appre-
hension. Even with the increased coke

production which the next century must
see there is no danger of a speedy ex-
haustion of the coking coal of the re-
gion. To realize fully the coking coal
still held in reserve in this region it is
only necessary to recall the fact that be-
neath more than three-fourths of the 200
square miles of the region there is still
hiddena nine foot vein of coal, and a close
computation of this vast reserved energy
must startle the most conservative.

While the effects of the coke indus-
try are universal, they are no more
apparent anywhere on the face of the
globe than here in Southwestern Penn-
sylvania. The coke industry shifted
from the eastern part of the state the
pig iron industry, and made possible its
grand development. Old King Coke has
helped to make Pittsburg famous in
every land beneath the sun.

To the traveler passing through the
region the true significance of the seem-
ingly obscure industry does not become
apparent. By day the long lines of
smoke and fire seem to have no other
object than to cloud the sky and scent
the air with a disagreeable odor. At
night the great long lines of fire at in-
tervals along the road remind the trav-
eler of a torch light procession, while
their uncanny flickering presents a men-
tal vision of things ghost-like. But
this region is famous throughout the
world. Its name is frequently upon the
lips of the eager-eyed speculator on the
exchange, in the mind of the capitalist
in his counting house, and in the con-
versations of the ambitious workmen
amid the noise and grime of factories,
and the story of its progress and evolu-
tion is of interest to all to whom the
activities and gains of business are a
necessity or have a charm.

\ == Jk^^—' -

— =5<L~.

~^L

1

DON'T STOP AT THE
STATION DESPAIR.

BV JOAQUIN MU LER.

YyE must trust the Conductor, most
surely;

Why, millions of millions before
Have made this same journey securely

And come to that ultimate shore.
And we. we will reach it in season;

And ah, what a welcome is there '
Reflect, then, how out of all reason

To stop at the station Despair.

Aye, midnights and many a potion

Of little black water have we
As we journey from ocean to ocean—

From sea unto ultimate sea—
To that deep sea of seas, and all silence

Of passion, concern, and of care

That vast sea of Eden-set islands

Don't stop at the station Despair!

Go forward, whatever may follow;

Go forward, friend-led or alone.'
Ah, me, to leap off in some hollow

Or fen, in the night and unknown-
Leap off like a thief; try to hide you

From angels, all waiting you there!
Go forward ! whatever betide you

Don't stop at the station Despair!

THE OCEAN.

BY LOUIS M. GRICE.

VTAST Ocean! as upon thy realm I gaze,

Beholding all thy greatness, nature-born,
Wrapped in the boundaries of an azure haze,
Nursed in the lap of centuries out-worn:

My throbbing heart with silent wonder fills;

My spirit with thy beauty is beguiled;
My startled soul with deep emotion thrills,

Before thy rugged grandeur, fierce and wild.

Thy billows dash foam-crested in the sun,
In mad career contending for the way,

Till bursting as they meet, forthwith is spun
An iridescent cloud of falling spray.

What mighty storms have o'er thy surface swept;

Fresh from the passioned deeps of Nature's heart;
When thy great billows fiercely, madly leapt,

Thus to the gale their grandeur to impart.

How many countless vessels thou hast borne
Upon thy bosom, heaving as with might;

How often hast thou hurled them crushed and torn,
To perish on the rocks in awful plight.

How short is mortal life compared to thine;

How many generations from their goal
Have reached their growth and suffered their decline,

Since first thy waves began their ceaseless roll.

Roll on with rumbling roar, O mighty deep!

In all your majesty and power great;
While to eternity the ages sweep,

Still thou shalt roll in all thy boundless state.

DIPLOMATIC CONSERVATISM AT THE CAPITAL.

BY W. E. LOWES.

A T a time like the present when the
-*■ pulse of a nation is throbbing fast
and the entire population is eager for
any scrap of news which conies from
Washington, a sketch of diplomatic life
at the Capital will be most interesting.

A stranger coming into the city would
naturally expect to see all excitement
and confusion, but to the contrary,
everything is most tranquil to outward
appearances. Among diplomats war is
not the subject of conversation: in fact,
it is a matter which is only spoken of
in private circles. Washington is a city
of diplomacy, where the representatives
of every nation have gathered in com-
pliment of nation to nation. These
diplomats do not speak of existing
National troubles in any possible man-
ner which might be considered off en-
six <-. Society goes on with its tremen-
dous strain of receptions and parties,
just as though International troubles did
not exist. The President attends to his
duties with the same dignified demeanor
as when problems of lesser consequence
have been placed before him for solu-
tion.

The Cabinet officers, as well, handle
their respective affairs of the Nation
as becomes the dignity of their office.
The War and Navy Department officials,
while, perhaps, emburdened with more
detail than ordinarily, display no out-
ward signs of excitement. The news-
papers of the city command the respect
of the Nation in their fairness in hand-
ling real news or current rumors. The
city's populace displays no unusual signs
of excitement.

All this is becoming to the dignity of
the people of the United States. Yet it
must be conceded that the terrific strain
that this state of affairs must impose up-
on any of the officials residing at the
National Capital must be dreadful.
Every man feels the importance of
guarding his words in the most common-
place conversation ; and in diplomatic
circles or gatherings the war subject is
never discussed, nothing but the social
side is ever presented to view. It will
be remembered that there have been in-
stances where embassadors from foreign
countries have let slip a fatal word, re-

sulting in their dismissal from their
positions of honor in this country. It is
so easy to express a personal opinion,
which, though harmless in itself, be-
comes a National affair. Therefore,
it can be appreciated what it means
to be associated daily with friends and
acquaintances, either of foreign coun-
tries or our own, and be compelled to
restrict the conversation to the weather
or some common-place subject. Not-
withstanding outward appearances of in-
differences, there exists a tremendous
under-current which seems almost in-
credible that it does not break out from
its bounds. An instance of this under-
current was graphically brought to the
notice of the writer while walking down
New Hampshire Avenue one night last
week. It was about ten o'clock Sunday
night when the populace was startled by
newsboys coming down the Avenue call-
ing out a special evening edition of a
certain daily paper (Sunday evening
editions of newspapers in this country
are, indeed, rare); and to be disturbed
at that hour of the night after a quiet
Sabbath was most startling. Simul-
taneously the front doors of the vari-
ous mansions, including many lega-
tions, in all directions swung open and
men were seen to quietly step out of
their yards to the sidewalk, awaiting the
approach of the newsboys. It was very
apparent that each man desired to con-
ceal his excitement or curiosity. These
men all have their opinion and expect-
ancies and it was very natural that they
read the latest news that is printed.
The writer counted no less than ten dif-
ferent doors that opened within a min-
ute after the excited calling of the news-
boys had been heard. Some of these
men did not wait to enter their houses
to read the paper but stopped under the
lamp-posts on the sidewalk or strained
their eyes under the dim light to read
the head-lines.

Coolest of all, though with the heav-
iest weight on his mind, is the President;
but he has the assurance of brave offi-
cers, a cool-headed Cabinet, a ready
Congress and a whole nation to back
him; and the comforting home influence
of a Christian wife.

A SUMMER MEMORY.

BY MRS. HELEN V. AUSTIN.

(CROSSING Wills' Creek, about a
^ mile west of Cumberland, Md., is
the old National Bridge, whose stone
arches have withstood the ravages of
half a century. The grand old moun-
tains, wrinkled and brown with rocks,
stand as sturdy sentinels forever guard-
ing this quaint structure, which is the
connecting link in the first government
highway between the East and the West.
Wills' Creek is one of the most pic-
turesque mountain streams which winds

I suppose 1 was pretty, but my ac-
complishments were not many beyond
the domestic side of life. He was hand-
some, talented and had had every ad-
vantage of the higher education to be
found in a large city. f had never met
such a man as he, and 1 really do not
blame myself for falling in love with
him, even though I had some sort of an
understanding with John.

How my heart used to jump when
Mr. Sloan would insist on having me go

(U. II NATIONAL UIUMHE. NEAK CI MHEHLAX1).

its way through the Alleghenies to help
form the beautiful Potomac. Many are
the romances connected with the old
bridge, and I often wonder if any of them
have as sad an ending as my own.

1 was a simple country girl on my
first visit to my cousin in Cumberland
one summer many years ago. It was
then that I met Arthur Sloan, a young
artist who came from Pittsburg to spend
his summer vacation sketching and fish-
ing in the mountains.

with him to the church which stands on
the site of the old fort ; and while he
made sketches of it, I would braid
wreathes of clover blossoms and daisies.
Then tiring of this, he would suggest we
"make a pilgrimage," as he called it,
across the Potomac into old Virginia.
Perhaps his fancy would suggest that
we climb the great steep hill just back
of Cumberland, where he could sketch
the town that lay at our feet. One day
we rambled along the creek gathering

./ SUMMER l// MORY.

19

flowers and pebbles, when, crossing the
bridge, we stopped to look at a Balti-
more & Ohio train which shot out of the
Narrows.

"Why do they call this the National
Bridge?" I asked.

■ • Because this is the National Road,"
said he ; "at least it was begun by the
Government in Revolutionary times, al-
though it was not completed by the
Government. In 1834 its construction
was given over to the states through
which it passes. It was once the great
highway from Washington to the West. "

"And where does it go?" I asked.

"It goes, as the old riddle has it,

nevertheless this is a lovely stream and
there is no more haunted spot to me
than under the shadow of the old church
yonder on the hill, where the little
(rick bids farewell to its own identity
and becomes the noble Potomac."

"Come," said he, touching my arm
and looking at me with such a gentle
smile. "We will go there now, and I
will make a sketch of the charming scene
and of you, most charming of all."

It was a lovely summer afternoon,
the sun shone warm and the breezes
from the mountain were so fresh and
cool. Who could have been happier
than I, for his glances were directed to

CUMBERLAND, MARYLAND.

'over hill and dale and never moves.'
But really it leads to Pittsburg, Colum-
bus, Indianapolis and St. Louis."

" I wonder why the)- call this Wills'
Creek. How was it named?"

"The people up in the mountains
claim it is named after Will Cresap, a
son of Capt. Cresap."

"And who was he?" I asked, always
eager to gather information from his lips.

" He was the man who murdered the
family of Logan, the friendly Indian
Chief, but I do not know why his son
was so honored. This is only one of the
many legends among the people. There
are all sorts of haunted places about
here and all kinds of strange stories.
Many of the itinerants living in the
mountains still believe in witches, but

me more than to the landscape. When
he had finished he brought the sketch
over to me and my face flushed with
pride when I saw that it was almost an
inspiration — of what? Of love? For I
was the prominent figure.

Laying aside the portfolio he sat
down beside me and talked vaguely of
his uncertain future, his ambition and
intended travels in the old world, his
love of the mountains and especially
the ones around us. He had been so
happy while strolling with me through
this romantic country, making many
dear friends, of whom I was most beloved .
My heart almost ceased to beat ; my
hands were icy cold. I knew that he
cared for me and he could not help but
know that I loved him. I, the unedu-

THE DOCTORS STOR\ .

cated country girl ; he, the man with a
glorious future before him.

The sun was slowly sinking, throw-
ing those long beautiful shadows which
make twilight so short in the mountains;
and when we silently recrossed the
old bridge and heard for the last time
together the ripple of the waters
something seemed to tell us that the
curtain of night falling around us was
the dropping of the curtain on our love.

Oh! how my heart yearns when I
recall the old bridge and its associations.

He was called away suddenly the fol-
lowing day, with barely a "good-bye,"
but the little bunch of forget-me-nots
he gave me, tho' withered these many
years, still retains the power of an en-
chanter's wand to recall the past in all
its vividness.

I — I went back to my mountain
home and to John.

THE DOCTOR'S STORY

BY MADORA D ORSEV.

"T'VE had many complicated cases,"
said Dr. Tarnley as he was stroll-
ing down the street arm in arm with
his only intimate friend; "but did you
notice the young man we just now
passed? His was the most stubborn I
ever had to deal with."

The young man referred to was ap-
parently about twenty-five, below the
average in height and most too broad
to be considered in good proportion.
He had a sandy mustache, bright brown
eyes that twinkled and a complexion
that showed its daily contact with the
sun. He seemed however, like a pass-
ably good fellow who might at times be
a little bashful and undecided, but cer-
tainly of a sunny disposition, although
inclined to worry over trivial matters.
Continuing the doctor said :

"After dinner this evening I will tell
you a little story about him, in which I
occupy an unpaid and self-imposed
place, but nevertheless one which has
given me no little pleasure."

The doctor was a bachelor of about
thirty summers; no one seemed to fully
understand him or to know when he was
to be taken seriously. He possessed
the peculiar disposition which one time
attracted and at another repelled you,
but when once you had gained him
for a friend you found him faithful and
true. The ladies never understood or
appreciated him as he was more given
to iron}' and sarcasm than indulging in
the flatteries and pretty speeches of the
day. A close student of human nature,
he took great delight in watching how
people behaved under various circum-
stances, and though seldom confidential

he occasionally told a good story of a
reminiscent character to his friends' de-
light.

Gossip had him mixed up in innu-
merable love affairs but "he was a friend
of all women and a lover of none." Why
he had not married no one could tell.

After dinner he led the way to the
library and donning his house coat and
slippers he stretched himself out on a
large leather couch and began the fol-
lowing story:

"Several years ago when located in
Atterbury, I met Miss Grace Norton, a
lively coquettish girl of sixteen, with
dark snapping eyes which were unusu-
ally large and expressive, and olive com-
plexion and jet black hair. She had a
rich contralto voice and when she sang
you seemed carried to realms where all
is love.

"One day shortly after I went there I
met this young fellow, whom I shall
call the Professor, on his way to church
with Miss Norton. They both sang in
the choir, and as she was constantly
seen in his company, it soon became
whispered that they were engaged.

"The choir met for rehearsals on Fri-
day evenings, and here the story really
begins.

"One Saturday morning the organist,
who was a young man, dropped into
my office and incidentally told me as a
matter of gossip, that some misunder-
standing had taken place between the
two the night before during choir prac-
tice. The next Sunday I noticed he
seemed terribly distressed and mechan-
ically followed her about with his eyes,
not knowing what to make of her atti-

THE DOCTOR'S STORY.

tude towards him. Instantly my heart
went out in sympathy and I determined
to devise some means of bringing them
together again. The first thing to do
was to discover if possible, the cause
of the trouble, and I therewith ap-
pointed myself a committee of one to do
it. They were both at evening service,
but not together. I fear I studied them
more than I did the sermon, and I con-
cluded that her appearance of indiffer-
ence and self-possession was only a
cloak to hide her deeper feelings.

"Mechanically after church he moved
toward the door and was in the act of beg-
ging permission to accompany her home,
when I came up behind him and with
a familiar pat on the back, suggested if
he had nothing particular on hand that
he come home with me and see some
new views I had taken along the Balti-
more & Ohio during my recent trip to
Washington. Without waiting for his
answer I marched him around home,
but I must confess I never saw a man
so distressed, and he answered all my
questions at random. It was impossible
for him to carry on a connected conver-
sation and he took very little interest
in my pictures until I brought forward
one of a friend who had accompanied
me on this trip. I found I must resort
to heroic means if I meant to get to the
bottom of this trouble, so I concocted a
story of how this friend had been in love
with my cousin, but that some petty
jealousy had crept in and separated
them and each were too proud to con-
fess they had been to blame.

"My plan succeeded, for at this his
eyes began to fill and with very little
tact I got the story from him. He said
there had been no quarrel but as I knew
he was detained on Friday evening and
was not able to go around for her at the
time stated and take her to choir prac-
tice. Instead he hurried over to church,
not taking time to go home for dinner,
thinking he could explain his inability
to keep the engagement. When he of-
fered an explanation she would not
listen, saying it did not matter to her
whether he came or not. Since then
she avoided him and he did not see how
matters would right themselves.

"To a small degree I had diagnosed
the case as he now told me but the next
thing was to apply the proper remedies.

" I made him promise before he left
that he would leave it in my hands for
a few days and would neither see her
nor have any communication with her.
The next evening I started out to make
a call — not professionally- — but socially,
a most unusual thing for me to do. The
girl in response to my knock said Miss
Norton was in and without further cere-
mony I was ushered into the parlor where
she was seated at the piano. At a glance
I saw traces of tears, but she tried to
disguise them as she rose to greet me.
I was relentless however and deter-
mined she should be taught a lesson.
After a few commonplace remarks I
brought the conversation around to the
Friday evening preceding, by saying: 'I
had the pleasure of meeting your friend
the Professor again the other evening.'

"At this I saw her stiffen, and she
replied coldly: ' Indeed!'

" 'Yes' I continued ' I was called in
to see a patient who is suffering from a
low fever and he was there. It seems
that last Friday evening as he was hurry-
ing home he nearly knocked over a little
child who was wandering in a dazed
fashion along the street. Stopping to
inquire the cause of the little one's be-
ing alone he found that her 'sister was
sick and she was looking for the doc-
tor.' Accompanying the little one to its
home a few blocks away he discovered
that the sister was very sick and without
medicine or food. He then hurried to
the nearest store and telephoned for me,
stating he must keep an engagement and
would I hurry. I replied that I would
be there in a few minutes. He then
went to his washerwoman who lived
in the neighborhood and got her to look
after the girl and provide her with what-
ever I prescribed. I have not seen him
since then until Sunday night and I did
not ask him whether he kept his engage-
ment or not. "

The doctor stopped abruptly here and
seemed to be lost in thought.

"Finally" he continued, "I saw little
of them after that, except to note he was
in his usual place by her side and
seemed happy. A few months later
they were married and that little cottage
over there contains two of the happiest
persons in this world."

if §, § - : i 5# - Jail

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NEW PASSENGER STATION AT CLEVELAND.

""PHE Cleveland Terminal & Valley
-*- Railroad Company (B. & O. Sys-
tem) is making quite a number of im-
portant improvements in its terminal
facilities at Cleveland, and chief among
them is its new passenger station at the
foot of South Water St. The station
proper is a handsome four story build-
ing, one hundred feet long and forty
three wide. The first story is of blue
Amherst sandstone, while the upper
stories are of light colored vitrified brick
with trimmings of the Amherst stone.
An imposing clock tower adds to the
architectural appearance of the building,
and is visible a great distance in all di-
rections. The building has been mod-
eled on modern lines, both in its con-
struction and its points of public con-
venience. It is not of the steel-skeleton
style of construction, but has solid out-
side walls with interior columns and
floors of steel and fire-proof construction.
The ground floor is devoted entirely to
the accommodation of passengers, and
has separate waiting-rooms for ladies
and gentlemen, with news-stand, lunch-
counter, package check-room, and tele-
graph office which are conveniences
greatly appreciated by the traveling
public. The baggage-room is large and
easy of access.

The second floor will be occupied
by the President and Operating Depart-
ment, and the third floor by the Traffic
Department. The fourth floor will be
used for filing and storing purposes.
The offices are reached through the
main or tower vestibule, by means of
an electric elevator. The floors of the
vestibule and corridors, as well as those
of the waiting and toilet rooms are of
broken mosaic. The interior wood fin-
ish throughout the building is of oak
and the office floors are of maple.

Connected with the station is a hand-
some steel train-shed of modern design,
six hundred feet in length, and contain-
ing four tracks, which are elevated by
means of a steel trestle to the level of
the street.

S I

2 4

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CONDENSED SCHEDULE
ROYAL BLUE TRAINS OF THE B. & O.

EAST AND WEST.

]'.. & O. ROYAL BLUE TRAINS FROM WASHINGTON, BALTIMORE, PHILADELPHIA

AND NEW YORK.

EASTWARD

No 528
DAILY

No- 5 10
EXCEPT

SUNDAY

No- 5 12
EXCEPT
SUNDAY

NO. 508
EXCEPT
SUNDAY

NO. 502

DAILY

No. 524
DAILY

NO. 51'
DAILY

No. 522

SUNDAY

Lv. WASHINGTON ----

Lv. BALTIMORE, Camden Station --
Lv. BALTIMORE Mt. Royal Station

Ar. PHILADELPHIA -

Ar. NEW YORK, Liberty Street

Ar. NEW YORK, Whitehall Terminal

7.05
7.55
7.59
10. 15
12.35
12.40

8.00
8.50
8.54
I 1.00
1.20
1.25

10.00
10.50
10.54
12.53
3.00
3.05

12.05
12.57
1. 01
3.09
5.35
5.40

1.15
2.15
2.20
4.35
7.00
7.05

3.00
3.49
3.53
5.56
8.10
8. 15

5.05
6.00
6.04
8.19
10.40
10.45

12.01
1.15
1.26
3.55
6.52
6.55

9.00
9.50
9.54
12.00
2.20
2.25

B. & O. ROYAL BLUE TRAINS FROM NEW YORR TO PHILADELPHIA, BALTIMORE

AND WASHINGTON.

WESTWARD

No. 505
DAILY

No.517
EXCEPT
SUNDAY

NO. 501
DAILY

No. 507
DAILY

No. 509
EXCEPT
SUNDAY

No. 525

DAILY

No. 503

DAILY

No. 5 15
DAILY

Lv. NEW YORK, Whitehall Terminal
Lv. NEW YORK, Liberty Street--

Lv. PHILADELPHIA

Ar. BALTIMORE, Mt. Royal Station
Ar. BALTIMORE, Camden Station
Ar. WASHINGTON

4.30
8.00
10.04
10.08
I 1.00

7.65
8.00
10.26
12.41
12.46
1.40

10.00
10.00
12.20
2.26
2.30
3.30

I 1.30
I 1.30
1.37
3.36
3.40
4.30

2.00
2.00
4.20
6.42
6.46
7.50

3.26
3.30
6.42
7.49
7.53
8.45

4.56
5.00
7.30
9.32
9.36
10.30

5.55
6.00
8.36
0.41
0.45
1.45

12.15
12.15
3.35
6.05
6.15
7.30

Pullman Cars or all trains.

B. & O. ROYAL BLUE TRAINS TO ALL POINTS WEST AND SOUTHWEST.

WESTWARD

No I

LIMITED

DAILY

EXPRESS
DAILY

NO. 9

EXPRESS

DAILY

NO. 3

EXPRESS

DAILY

NO. 43

EXPRESS

DAILY

NOTE

LIMITED
DAILY

NO. 55
EXPRESS

DAILY

Lv. NEW YORK, Whitehall Terminal

Lv. NEW YORK, Liberty Street

Lv PHILADELPHIA ...

Lv. BALTIMORE, Mt. Royal Station- -
Lv. BALTIMORE, Camden Station —

Lv WASHINGTON -

Ar. PITTSBURG

Ar. WHEELING

Ar. COLUMBUS

AR. TOLEDO -

AR CHICAGO

Ar CINCINNATI --

Ar. INDIANAPOLIS -

Ar. LOUISVILLE

Ar ST. LOUIS -

Ar. ROANOKE - - —

Ar. KNOXVILLE

AR. CHATTANOOGA

Ar. MEMPHIS

Ar NEW ORLEANS

10.001*
I 0.00 i*
12.20 PM
2.26 pm
2.40 pm
3 40p*

2.00 pm
2.00 pm
4.20 pm
6.42 pm
7.00 pm
8.05 pm

8.20jlm
I 1 .35 a*

3.26pm
3.30 pm
6.42 pm

7.49 pm
7.58pm

8.50 pm
6.36 l*

5.55 PM
6.00 pm
8.36 pm
10.41 PM
10.65 pm
I 1.65 pm

3.25 pm
3.30 pm
5.42 PM
7.49 pm
7.68pm
9.00 pm

4.30 am
8.00i«
10. 04 m
10. I 2 IK
I I .05iM
8.00 pm

I 2. I 6NT
I 2. I 5 NT

8.00 am
10.04 am
10.25 am
I 1.25am

2.55 pm
6.35 pm

8.251)1

6.30 pm

I 0.00 am

12.25pm
6.40 pm

10.50pm
7.36 in

I2.00NN
2.60am
7.00 IM

6.301*
2. 10pm
5.45 pm
7.10m
8.30 im

Through Pullman Sleepers to all points.
Baltimore 7.00 p. m.

N0TE~0n Sundays leave New Yorh at 2.00 p. m., Philadelphia 4 20 p. m.,

B. & O. ROYAL BLUE TRAINS TO ALL POINTS EAST.

EASTWARD

LIMITED

daily

No. 4

EXPRESS

DAILY

NO. 6

LIMITED
DAILY

No. 8

EXPRESS

DAILY

NO. IO
EXPRESS

DAILY

NO. 44

EXPRESS

DAILY

NO. 46

EXPRESS

DAILY

Lv. CHICAGO - -

Lv. TOLEDO----

Lv. COLUMBUS -

Lv. WHEELING -

Lv. PITTSBURG

Lv. ST. LOUIS -

Lv. LOUISVILLE -

Lv. INDIANAPOLIS -

Lv. CINCINNATI —

Lv. NEW ORLEANS- -

Lv. MEMPHIS

Lv. CHATTANOOGA -

Lv. KNOXVILLE

Lv. ROANOKE -•

Ar. WASHINGTON

Ar. BALTIMORE Camden Station —
Lv. BALTIMORE, Mt. Royal Station

Ar. PHILADELPHIA

Ar. NEW YORK Liberty Street

Ar. NEW YORK. Whitehall Terminal

4.55 pm
8.55 pm

6.00pm
12. 25 IX

8.20am
2. 1 5 pm

6.35pm

2.35 im

8 I 5lM

7. 55l)i

I 2.05 pm

12.35 pm

I .05 pm
2.05pm
2.20 pm
4.35 pm
7.00 pm
7.05pm

6.47 am
7.50 am
7.59 im
10. I 5i«
12.35 pm
I 2.40 pm

4.50 pm
5.55 pm
6.04 pm
8. I 9 PM
I 0.40 pm
I0.45p»

I 1 .56 AM
1 2.53 pm
I .01 PM
3.09 pm
5.35 PM
5.40 pm

6.351W
7.50 im
7.591*
10. I5»M
I 2.35 pm
I 2.40pm

7. 10pm
8.30pm
9.46 am
I .20pm

I I .30pm
7.40 am
8.50 iw
8.54 am

I I .00 IM
I .20pm
1.25 pm

I I .20 pm
I .001*
I ,26lM
3.55 im
6.521*
6.55 l*

Through Pullman Sleepers from all points.

THROUGH PULLMAN PALACE CAR SERVICE.
PULLMAN DINING CAR SERVICE.

ROYAL BLUE TRAINS OF THE B. & O. FINEST SERVICE l\ MIL WORLD. SOLID
VESTIBULED TRAINS. PARLOR COACHES.

BETWEEN WASHINGTON, BALTIMORE, PHILADELPHIA

AND NEW YORK.

E wi \yard.

No. 528. Buffet Parlor Car Washington to New York. Dining Car Washington to Philadelphia.

No. 510. Buffet Parlor Car Washington to New York. Dining Car Washington to Baltimore.

No. 512. Five Hour Train. Parlor Car Washington to New York. 1 lining Car Baltimore to

New York.
No. 508. Buffet Parlor Car Washington to New York. Dining Car Washington to Paltimore.
No. 502. Buffet Parlor Car Washington to New York. Lining Car Paltimore to Philadelphia; Sundays

Washington to Wilmington.
No. 524. Buffet Parlor Car Washington to New York.

No. 506. Parlor Car Washington to New York. Dining Car Baltimore to New York.
No. 514. Separate Sleeping Cars from Washington and Baltimore to New York.
No. 522. Buffet Parlor Car and Dining Car Washington to New York.

No. 505

No. 517

No. 501

No. 511

No. 535

No. 507

No. 509

No. 525

No. 503

No. 515

WESTWARD.

Sleeping Car New Y'ork to Chicago. Drawing Room Car Baltimore to Washington.

Buffet Parlor Car New York to Washington.

Parlor Car New York to Washington. Dining Car Philadelphia to Baltimore ; on Sundays

Philadelphia to Washington.
Five Hour Train. Parlor Car New York to Washington. Dining Car New York to

Baltimore.
Parlor Car Philadelphia to Washington.
Parlor Car New York to Washington. Dining Car Baltimore to Washington; on Sundays

Dining Car Wilmington to Washington.
Parlor Car New York to Washington. Dining Car Philadelphia to Washington.
Buffet Parlor Car New York to Washington. Dining Car New York to Baltimore.
Parlor Car New York to Philadelphia.
Separate Sleeping Cars New Y'ork to Philadelphia, Baltimore and Washington.

BETWEEN NEW YORK, PHILADELPHIA, BALTIMORE, WASHING-
TON, PITTSBURG, WHEELING, COLUMBUS, CLEVELAND,
TOLEDO, CHICAGO, CINCINNATI, INDIANAPOLIS, ST.
LOUIS, LOUISVILLE, MEMPHIS, NEW ORLEANS.

WESTWARD.

Sleeping Car New Y'ork to Cincinnati and St. Louis. Sleeping Car Baltimore to Cincinnati

and Louisville. Dining Cars serve all meals. Parlor Car Cincinnati to St. Louis.
Sleeping Car New York to Chicago via Grafton and Bellaire. Sleeping Car Washington to

Newark. Dining Cars serve all meals.
Sleeping Cars Baltimore and Washington to Pittshurg. Dining Car serves supper Philadelphia

to Washington.
Sleeping Car New York to St. Louis. Sleeping Car Baltimore to Toledo. Dining Cars serve

all meals.
Sleeping Car New York to New Orleans, and Washington to Memphis.
Sleeping Car New Y'ork to Chicago. Observation Drawing Room Cars Baltimore to Pittsburg.

Sleeping Car Pittsburg to Chicago. Dining Cars serve dinner, supper and breakfast.
Sleeping Car Cleveland to Chicago. Sleeping Car Wheeling to Chicago.
Sleeping Car Baltimore to Chicago via Cincinnati and Monon Route.

EASTWARD.
No. 2. Drawing Room Sleeping Cars St. Louis to New York and Louisville and Cincinnati to

Baltimore. Sleeping Car Toledo to Baltimore. Dining Cars serve all meals. Parlor Car

St. Louis to Cincinnati.
No. 4. Drawing Room Sleeping Car St. Louis to New York. Drawing Room Sleeping Car Chicago

anil Cincinnati to Baltimore. Dining Cars serve all meals.
No. 6. Drawing Room Sleeping Car Chicago to New York via Pittsburg. Observation Drawing Room

Cars Chicago to Baltimore. Sleeping Car Chicago to Pittsburg. Dining Cars serve

all meals.
No. 8. Drawing Room Sleeping Cars Chicago to New York. Sleeping Car Newark to Washington.

1 lining Cars serve all meals.
No. 10. Sleeping Cars Pittsburg to Washington and Baltimore. Dining car serves breakfast.
No. 44. Sleeping Car New Orleans to New York, and Memphis to Washington.
No. 46. Sleeping Car Chicago to Cleveland. Sleeping Car Chicago to Wheeling.

No.

1.

No.

7

No.

9

No.

3

No.
No.

43
5

No.
No.

47

55

LIST OF OFFICERS

BALTIMORE & OHIO RAILROAD

John K. Cowen, Oscar G. Murray,

Receivers, Baltimore, Md.

EXECUTIVE DEPARTMENT.

John K. Cowex, President Baltimore,

W. H. Dams, Treasurer Baltimore,

Md.
Md.

J. V. McNeal, Asst. Treasurer Baltimore, Md.

C. W. Woolford, Secretary Baltimore, Md.

ACCOUNTING DEPARTMENT.

H. D. Bt-lklet, Comptroller Baltimore, Md.

Geo. "W. Booth, Geo. Auditor Baltimore, Md.

J. M. Watkins, Auditor of Revenue Baltimore, Md.

A. F. Dunlevy, Auditor of Disbursements, Baltimore, Md.

OPERATING DEPARTMENT.

Wsi. M. Greene, Gen. Manager Baltimore, Md.

W. T. Manning. Chief Engineer

Thos. Fitzgerald, General Supterintendent Main Stem

Philadelphia and Pittsburg Divisions, Baltimore, Md.
Wm. Gibson, Assistant General Superintendent Main Stem

Philadelphia and Pittsburg Divisions, Pittsburg, Pa.
J. Van Smith, Gen. Superintendent New York Division

Foot of Whitehall Street, New York.
J. M. Graham, Gen. Supt. Trans-Ohio Divisions.. Newark, O.

D. F. Maroney, Supt. of Transportation Baltimore, Md.

Harvey Middleton, Gen. Supt. Motive Power,

Baltimore, Md.
I. N. Kalbattgh, Supt. Motive Power Lines East of Ohio

River, Baltimore, Md.
"W. H. Harrison, Supt. Motive Power Lines W*eBt of Ohio

River, Newark, O.

David Lee, Eng'r Maint. of Way Lines West of Ohio River,

Zanesvllle, O.
C. C. F. Bent, Supt. Philadelphia Division, Philadelphia, Pa.
John E. Spurrier, Supt. Bait. Div. Main Stem,

Baltimore, Md.
R. M. Sheats, Supt. Western Div. Main Stem,

Grafton. W. Va.
Thos. C. Prince. Supt. Harper's Ferry and Valley Division.

Winchester, Va.

F. A. Husted. Supt. Middle Div Cumberland, Md.

J. S. Norris, Supt. Connellsville Div Connellsvllle. Pa.

John Barron, Superintendent Pittsburgh Div. .Pittsburg, Pa.
J. H. Glover, Supt. Ohio and Midland Divisions, Newark, O.
P. C. Sneed, Superintendent Chicago Division, Garrett, Ind.
J. T. Johnson, Superintendent Akron Division. Akron. O.
Chas. Selden, Superintendent Telegraph,. Baltimore, Md.

PURCHASING DEPARTMENT.

E. H. Bankard. Purchasing Agent Baltimore, Md.

Chas. Frk k. Fuel Agent Lines East of the Ohio River

Baltimore, Md.

W. Franklin, Fuel Agent Lines West of the Ohio

River, Newark, O.

TRAFFIC DEPARTMENT.
PASSENGER.

D. B. Martin. Manager Passenger Traffic. . .Baltimore, Md.
J. M. Schryver, Gen. Pass. Agt. Lines East of Ohio River,

Baltimore, Md.
B. N. Austin, Gen. Passenger Agent Lines West of

Ohio River, Fisher Building, Chicago, 111.
B. E. Peddicord, Gen. Baggage Agent Baltimore, Md.

A. J. Simmons, Gen. New England Passenger Agent,

211 Washington Street, Boston, MasB.
Lyman McCarty, Gen. East. Pass. Agt., 434 Broadway,

New York.
James Potter, District Passenger Agent, Philadelphia, Pa.

B. F. Bond, Division Passenger Agent Baltimore, Md.

S. B. Hege, Division Passenger Agent.. -Washington, D. C.
Arthtr G. Lewis, So. P. Agt., Atlantic Hotel, Norfolk, Va.

E. D. Smith, Division Passenger Agent Pittsburg, Pa.

D. S. Wilder, Division Passenger Agent Columbus, O.

D. D. Courtney, Gen. Trav. Pass. Agent Baltimore, Md.

Robert Skinner, Trav. Pass. Agt., 434 Broadway, New York.
Bernard Ashbv, Trav. Pass. Agt., 833 Chestnut St.,

Philadelphia. Pa.
A. C. Wilson, Trav. Pass. Agt Washington, D. C.

C. E. Dudrow, Trav. Pass. Agent.. .Harper's Ferry, W. Va.
J. T. Lane, Traveling Passenger Agent ..Wheeling, W. Va.
R. C. Haase, Traveling Passenger Agent Newark, O.

F. P. Copper, Traveling Passenger Agent Tiffin, O.

W. M.MoConnell, Pass. Agent, 241 SuperiorSt.,Cleveland,0.

T. C. Burke, City Passenger Agent Wheeling, W. Va.

E. G. Tuckerman, City Pass. Agt., 434 Broadway, New York.
E. E. Patton, City Pass. Agt., N. Y. Ave. and 15th St.

Washington, D. C.

W. F. Snyder, Passenger Agent Baltimore, Md.

H. A. Miller, Passenger Agent Wilmington, Del.

G. W. Squiggins, City Pass. Agt., 5th Ave. and Wood St.,

Pittsburg, Pa.

W. W. Picking, City Passenger Agent Chicago, 111.

W. C. Shoemaker, Traveling Passenger Agent, Chicago, 111.
Thos. McGill, Traveling Passenger Agent. .St. Paul, Minn.
C. H. Duxbury, Traveling Passenger Agent... Omaha, Neb.

J. E. Galbraith, General Agent Cleveland, O.

Peter Harvey. Pacific Coast Agent,

Room 32, Mills Building, San Francisco, Cal.
W. E. Lowes, Advertising Agent Baltimore, Md.

FREIGHT.

C. S. Wight, Manager Freight Traffic Baltimore, Md.

T. W. Galleher, Gen. Freight Agent Baltimore, Md.

L. R. Brockenbrough, Gen. Freight Agent, Pittsburg, Pa.
C. V. Lewis. Gen. Freight Agent in charge of Freight

ClalmB. Tariffs and Percentages, Baltimore, Md.
James Mosher, Gen. East. Fht. Agt., 434 Broadway, New York.

A. P. Bigelow, Gen. West. Fht. Agt., 220 La Salle St.,

Chicago, 111.
H. M. Matthews, Division Freight Agent ...Pittsburg, Pa.

Page Cherry, Gen. Dairy Freight Agent Chicago, 111.

J. A. Murray, General Coal & Coke Agent, Baltimore, Md.

W.L. Andrews, Asst. Coal and Coke Agt Pittsburg.Pa.

E. T. Affleck. Asst. Coal & Coke Agent Columbus, O.

R. B. Ways, Foreign Freight Agent Baltimore. Md.

Andrew Stevenson, Asst. Gen. Fht. Agent, Baltimore. Md.

Ben Wilson, Gen. Live Stock Agent Baltimore. Md.

"W. R. McIntosh, Division Freight Agent. Cumberland. Md.

E. M. Davis, Division Freight Agent Clarksburg. W. Va.

O. A. Constans, Division Freight Agent Columbus, O.

C. T. Wight, Division Freight Agent Sandusky, O.

B. F. Kaup, Division Freight Agent Tiffin, O.

E. S. King, Com'l Fht. Agt., 400 Chestnut St., Philadelphia.Pa.

C. H. Maynard, Commercial Freight Agent. Boston, Mass.
H. W. Atkinson, Commercial Freight Agent, Baltimore, Md.

B. V. Jackson, Commercial Fht. Agent, Washington, D. C.
W. N. Mitchell. Commercial Freight Agent, Atlanta, Ga.
G. D. Green, Commercial Freight Agent, Wheeling, W. Va.

C. F. Wood, Commercial Freight Agent Akron, O.

H.R.Rogers, Commercial Freight Agent Cleveland, O.

E. N. Kendall, Commercial Freight Agent Toledo, O.

C. H. Ross, Commercial Freight Agent ...Milwaukee, Wis.
A..I.Davies, Commercial Freight Agent.. .Kansas City. Mo.

II. A. Laing, Commercial Freight Agent Quincy, 111.

H. C. Phtlell, Commercial Freight Agent. .Omaha, Neb.
C. H. Harkins, Commercial Freight Agent,

Minneapolis. Minn.

Thos. Miles, Commercial Freight Agent Duluth, Minn.

John Hutchings, Commercial Freight Agent, Detroit, Mich.
T. J. Walters, Commercial Freight Agent, Pittsburg. Pa.

J. E. Galbraith, General Agent Cleveland, O.

Peter Harvey, General Agent,

Room 32, Mills Building, San Francisco, Cal.
T. H. Noonan, Gen'l Manager Continental Line and

Central States Despatch, Cincinnati, O.

PRESS DEPARTMENT.

J. H. Maddy, Press Agent Baltimore, Mil.

MILEAGE.

MAIN STEM AND BRANCHES

PHILADELPHIA DIVISION

PITTSBURG DIVISION

NEW YORK DIVISION

TOTAL MILEAGE EAST OF OHIO RIVER ,
TRANS-OHIO DIVISION

TOTAL MILEAGE "WEST OF OHIO RIVER
TOTAL MILEAGE OF SYSTEM

784 38

129.00

39100

6.30

774.25

2.083.93

EXCURSIONS

TO

Atlantic City

AND SEACOAST RESORTS

VIA

ROYAL

BLUE

LINE

HAVE BEEN ARRANGED
FOR THE

SUMMER SEASON
... 1898...

THEY'RE DELIGHTFUL AND CHEAP

J*

A TRIP TO THE SEASHORE IS
MONEY WELL SPENT

8M2PT! EASTERTIDE

Htlantic City

reached by

Ivoyal Olue Urains

•prom

St. Louis
Chicago
Cincinnati
Indianapolis
Louisville
Columbus
pittsburg
Wheeling
Cdasbington
Baltimore

Corbltt 4 Butterfield Co., Chicago.

Vol. L

MAY, 1898.

No. 8.

lOO*

^

TABLE OF CONTENTS. Pagc

The Allegheny Mountains A Sketch of the Beauti-

1 3
"L'l' " (By Arthur G 14

15
' 16
Devil Yough (By Frank Cowan 18

nine Thro' the Ran.

liott
Low.
A Glimpse ol Naturi al R iolph

ILLUSTRATIONS.

m

Harp

Through the G.
tin Lake 1

h through I

i-iin.t ..
The Mi '.'ear Cumbc

upy.

-Frontispiece

"Tt

it--: ' ■ V,

W^n

MOUNTAIN RESORT NUMBER.

QlbitchaU Ccrminal

South terry

8.&0.

JMost Convenient 6ntrance to

Greater JVew Y or ^

Connects under Same Roof with all Elevated Trains, Broadway, Columbus and Lexington Avenue
Cable Lines, East and West Side Belt Lines, and all Ferrle* to Brooklyn.

Deer Park

On the Crest of the Hllcgbcnics
2,800 feet Hbovc Cidc-CQatcr

JMaryland

Season Opens jfune 25, 1898

THIS famous mountain hotel, situated on the summit of the Alleghenies,
and directly upon the main line of the Baltimore & Ohio Railroad, has

the advantage of its splendid vestibuled express train service, both east
and west, and is therefore readily accessible from all parts of the country.
In addition to the hotel there are a number of furnished cottages with facilities
for housekeeping. All Baltimore A- Ohio trains stop at Deer Park, during the
season.

The houses and grounds are supplied with absolutely pure water, piped
from the celebrated "Boiling Spring," and are lighted by electricity. Turkish
and Russian baths and large swimming pools are provided for ladies and gen-
tlemen. Suitable grounds for golf and tennis; bowling alleys and billiard rooms;
and fine riding and driving horses, carriages, mountain wagons, tally-ho coaches.
etc., to furnish amusement for guests. In short, all the necessary adjuncts for
the comfort, health or pleasure of patrons are found at Deer Park.

For terms apply to

D. C. JONES

B. & O. Central Building

Baltimore, ]Wd.

(Until June 1st: balance of season address Deer Park. Md.)

Book of the Royal Blue.

Published Monthly by the
Passenger Department oi- i he is.u.i imore ,v Ohio Railroad.

Vol. i.

BALTIMORE, MAY, iN,,s.

No. 8.

THE ALLEGHENY MOUNTAINS.

(< A/TOUNTAINS, Lakes or Sea-shore!
iV1 Which shall it be?"

The first balmy days of spring call
forth this important question to be de-
cided upon months in advance by the
American people, who in a systematic,
business-like manner look forward to a
few days or weeks of recreation in the
summer time.

We are always looking for a change.
Those who were at the sea-shore last
year may want the mountains or great
lakes this year.

It was facetiously remarked in a re-
cent daily paper that some of our good
people who have been in the habit of
going to the sea-shore resorts, may think
the cooling mountain breezes far more
beneficial to their health this year than
the former places, inasmuch as certain
International complications might make
the sea-coast resorts too hot for summer.

At any rate, the grand old Allegheny
mountains have boundless room for the
sweltering throngs and will rival the sea
in its hospitality.

In the States of Ohio, Indiana and
Illinois it is a remarkable fact how few
there are of the traveling population
who have full knowledge of the delight
ful retreats afforded by the Allegheny
Mountains within but a few hours of
their homes.

This fact was particularly illustrated
by a conversation between two wealthy
men seated in the corridor of one of
Cincinnati's prominent hotels discussing
plans of sending their families away
from the city the coming summer. One
of these gentlemen was over-heard to
remark that he would like to send his
family to the mountains at Deer Park,
Maryland, if it were not so far away.

The other gentleman replied he had
also considered the same plan, but was
afraid it was too far, since he had de-
cided to spend his Sundays with his
family. The first gentleman said th it
would be out of the question, as it
would take twenty-four hours travel each
way. The second gentlemin inquired
the distance to Deer
Park. Whereupon the
firstgentlemansaid he
did not know. Their
mutual ignorance re-
sulted in referring to
a railroad time table
and both men were
surprised to find it
was but eleven hours
ride. They extended
their investigations
and found they were
as near the principal
mountain resorts as

--,

1 KOI \r U\ BROOK

THE ALLEGHENY MOUNTALNS.

Glades," a long plateau on the dividing
ridge of the water -shed of the Poto-
mac, Allegheny and Monongahela Val-
leys. Continuously swept by mountain
breezes, Deer Park is at all times most
delightful, and is known as the "Queen
of the Mountains." All the modern
improvements in summer resorts are
found here. The splendid hotel, sur-
rounded by delightful cottages, is built
on a little knoll in "The Glades." It is
a resort which has been popular for
nearly half a century, and patronized
by the very best people of the land.

During the summer of 1897, in the
months of July and August, when there
was such a fearful mortality all over the
country, it was tantalizing indeed, to
read the daily reports of temperature
which came from this mountain top.
In several of the big cities many will
remember the bulletin boards located
on principal street corners which re-
corded the daily temperature at Deer
Park, received by telegraph at 10 o'clock
every morning. In many instances it
was noted that there was a difference of
35° to 40 from the thermometer's reg-
ister in the cities. This soothing tem-

I III MOUNTAIN TALLY-HO.

the residents of New York. These stu-
dents of the time table also learned
that by adding on the time to Louis-
ville, St. Louis and Chicago the resi-
dents of these cities had equally as good
facilities to the most desirable places in
the mountains as the Eastern cities.

The famous mountain region along
the line of the Baltimore & Ohio Rail-
road, which has been described infini-
tesimally for the last fifty years, lies be-
tween Grafton, West Virginia, and Har-
per's Ferry, Maryland, a distance of an
even two hundred miles. It is gorgeous
in magnificent scenery, wild as the most
unexplored country, cultivated to the
most fastidious modern taste, and af-
fords the widest scope for all kinds of
summer recreation.

Deer Park is the most beautiful and
exquisite resort in this mountain region.
It is 2,800 feet above the sea level and
the average temperature in the hottest
summer is but 67° Fahrenheit. It is
located in what is known as "The

ONE OF THE SWIMMING POOLS AT DEER 1'AKK

THE ALLEGHEXY MOUNTAINS.

BOILING SPRING.

guests have been provided for in the
way of amusements, such as billiard
rooms, bowling alleys, tennis grounds,
golf links, stables, etc. The bridle
paths and road-ways winding through
the mountains are among the most beau-
tiful in the land. The two large swim-
ming pools are unending pleasures to
the guests, one being devoted entirely
to men and the other to women and chil-
dren. Zimmerman's Naval Academy
Orchestra from Annapolis, Md., has
been retained for the coming season,
and while no summer hotel is complete
unless it can announce its hops and

THE VERANDA AT DEER PARK iiiitki..

perature, of course, was accompanied
with the invigorating mountain air,
laden with the incense of the mountain
forest.

At Deer Park is the famous Boiling
Spring, which furnishes water for the
hotel, its swimming pools, its gardens,
etc., and it is claimed that this water has
magnificent health-giving powers. The
hotel itself has recently been remodeled
and equipped with additional modern
features, making it one of the most
attractive hostelries of summer resorts.
The rooms are spacious and inviting, and
the cuisine is especially recommended.
Every possible means of delight to its

Q

-

T1IK TOO! P nils rHROUGH Till- Ul

THE ALLEGHENY MOUNTAINS.

SOME COZ\ DEER PARK COTTAGES

band concerts, the acquisition of this
famous orchestra especially foreshadows
a successful summer.

The cottages are by no means a side
attraction to this popular resort. The
exquisite little homes are completely
furnished and can be rented for regular
housekeeping purposes, or, if desired,
the occupants can obtain their meals
from the hotel.

Deer Park does not share a.
the loveliness of "The Glades."

one all
Four

V

■ <

miles to the west is Mountain Lake Park,
and two miles further west is Oakland.
These resorts are also on the main line
of the Baltimore & Ohio Railroad.

Mountain Lake Park presents en-
chanting vistas of loveliness, open on
every side to sunshine and mountain
breezes. The Park consists of eight
hundred acres of forest and glade, with
twenty miles of delightful driveways
winding in and out. The scenery round-
about is intensely beautiful, notably at
Eagle Rock, Allegheny Heights, Fort
Pendleton, Monta Vista, Swallow Falls,
Muddy Falls and Big Yough.

Mountain Lake Park is the home of
the Mountain Chautauqua, established
in the fall of 1881. Every summer it is
the scene of unwonted interest, as large

*.-

LAKE CLEVELAND, DEEK PARK

THE ALLEGHE \ V MOl .\ T. //.V.v.

gatherings of intelligent people hold an-
nual educational and religious meetings
in the beautiful Park in buildings espe-
cially provided. A large auditorium
seating twenty-five hundred people is
used for religious meetings, lectures and
literary entertainments. Adjoining it is
a large building consisting of lecture and
school rooms devoted to educational
features. Ample provision is made for

neighborhood of Oakland owned by resi-
dents of distant cities, notably Cincin-
nati, Baltimore and Washington. These
cottages are occupied every summer
and tlnir owners claim the climate is
the most delightful to be found.

The well laid out driveways through
"The Glades" connect these three beau-
tiful mountain retreats and a delightful
sociability is thus formed. A very im-

- <$&?

I STAIN LAKE I'AKk.

the accommodation of guests in the
splendid "Mountain Lake Park Hotel"
and the "Loch Lynn Heights Hotel."
Besides these there are six or seven
smaller hotels and many good boarding
houses which help to take care of the
summer guests. There are also nearly
two hundred cottages which are occu-
pied throughout the entire summer.

Oakland enjoys the highest altitude
of these sister resorts. It is on the very
crest of the Alleghenies at the western
end of "The Glades." It also boasts
of a splendid hotel with spacious grounds
and most delightful accommodations for
several hundred people. The town of
Oakland has a regular population of fif-
teen hundred people and is a thriving
little business city. It contains many
beautiful homes and is a most pictur-
esque mountain city. There are innu-
merable lovely private cottages in the

THE ALLEGHENY MOUNTAINS.

portant point in favor of these resorts is
the enjoyable scenery through which the
visitor must pass in order to reach them.
Coming from the west the railway com-
mences its mountain climbing at Graf-
ton, West Virginia, and for forty-eight
miles the scenery along the Cheat River
is the grandest and wildest in the Alle-
gheny Mountains. The road entwines
the mountain's side like a serpent, and

for a hundred and fifty miles. What a
treat for the traveler! The Potomac lays
before him, a beautiful illustrated book
of history from whose rippling waters,
old-fashioned bridges and mountain-
ous banks the traveler reads page upon
page of American history covering a
century and a half.

When the railroad reaches the foot-
hills of the Alleghenies near Harper's

BRIDLE PATH Til II'

magnificent distances and depths un-
fold in panoramic bewilderment. The
furious Cheat rushes and foams below
and then again spreads out in the calmest
and most placid of streams. It is never
lost sight of until Terra Alta (High
Earth) is reached.

From the east, after leaving Wash-
ington, the railway soon hails its fellow
traveler, the beautiful Potomac River,
and the two are inseparable companions

H THE GLADES

Ferry, the road and river cling gleefully
together, conspiring against the traveler
for the grand mountain denouement.
Suddenly the train dashes into the tun-
nel through the great mountain barrier
of Maryland Heights. For a minute all
is total darkness and then with a flash
the most beautiful mountain scene in
America is unfolded to him. This is
Harper's Ferry, the eastern side of the
Allegheny range.

THE AI.l.lAilll- XY MOl XTA1.XS.

The quaint village is well adapted as
a retreat in every sense of the word. For
pure mountain scenery it is unexcelled.
The Shenandoah on one side, the
Potomac on the other, with Bolivar
Heights between, forms a picture, which
has delighted more 'camera hunters"
than any other scenic or historic spot.

Forty miles west of Harper's Ferry
is the little city of Hancock, West Vir-
ginia. It is the gateway to Berkeley
Springs, which lies six miles to the south-
ward also on the Baltimore & Ohio Rail-
road. This resort is one of the oldest in
the country and was patronized by the
Washingtons, Fairfaxes and other fami-

lies of historic fame. Five springs bub-
ble forth an unceasing supply of clear,
crystalline, tasteless water of wonderful
medicinal properties. The state of West
Virginia has fitted up bath houses and
provided them with every known appur-
tenance to assist in securing the benelits
derived from the healing waters. The
excellent hotel, which has been so pop-
ular for years, burned down in March
of the present year but steps were at
once taken to rebuild with every mod-
ern improvement before the coming
season. Most delightful trout fishing
is found in the mountain streams which
abound nearby.

ON THE ROAD FROM DEEB PARS TO OAKLAND.

POET LAUREATE ALFRED AUSTIN'S POEM.

M IRl II, I 898.

What is the voice I hear

On the winds of the Western sea?
Sentinel, listen trom out Cape Clear

And say what the voice may be.

'Tis a proud, free people calling loud to a people proud and free.

And it says, "Kinsmen, hail, we severed have been too long.
Now let us have done with a worn out tale —

The tale of an ancient wrong ;
And our friendship last long as love doth last,

And be stronger than death is strong."

Answer them, sons of the self-same race,

And blood of the self-same clan;
Let us speak with each other face to face,

And answer as man to man ;
And loyally love and trust each other as none but freemen can.

Now fling them out the breeze,

Shamrock, thistle and rose ;
And the star-spangled banner unfurl with these —

A message to friends and foes,
Wherever the sails of peace are seen and wherever the war wind
blows.

A message to bond and thrall to wake.

For, wherever we come, we twain,
The throne of the tyrant shall rock and quake,

And his menace be void and vain;
For you are lords of a strong, young land, we are lords of the
main.

Yes, this is the voice on the bluff March gale,

We severed have been too long,
But now we have done with a worn out tale —

The tale of an ancient wrong ;
And our friendship last long as love doth last,

And be stronger than death is strong.

This poem appeared simultaneously in all London papers a short time
ago, ami was generally commented on, as showing the popular feeling oj

John Hull to Uncle Sam.

"LIFE WITHOUT LOVE."

BY ARTHUR G. LEWIS.

IFE without love is like day without sunshine.
*—' Roses bereft of sweet nature's perfume;
Love is the guide mark to those who are weary
Of waiting and watching in darkness and gloom.

Love, to the heart, is like dew drops to violets,
Left on the dust-ridden roadside to die,

Love leads the way to our highest endeavors,
Lightens and lessens the pain of each sigh.

Life without love is like Spring without flowers,
Brook-streams that move not, or star-bereft sky.

Love creates efforts most worthy and noble,
Prompts us to live and resigns us to die.

TO A SKETCH.

CWEET rlower,

Thy outlines sketched by one
Who rivals thee, aye distances thee
In all thy fairness and beauty, —
Thy gentleness and purity; —
Comest thou from thy hiding place
To call up memories of her absence ?

Dear thou art, but dearer she.

Whose handiwork thou art;

Go thou back to her who made thee.

Tell her of that great love

Which swells my heart to-night,

While I, alone, keep silent vigils

In my den.

Go thou, whisper it gently.
For it is not for others' ears ;
But that sweet love which lives
Unfathomed, boundless and eternal

S^JPf^ti

SOME JUGGLING WITH FIGURES.

CHICAGO NEWS BUREAU.

T^NORMITIES of any character at-
-*— ' tract attention and for large figures
there is no better place to look than in
the records of the railroads for a year in
the United States.

In the first place there are 240,129
miles of track or 480,258 miles of rail.
At 60 pounds to the yard this rail weighs
about 105,600 pounds or about 53 tons
to the mile. Then the total track in the
country weighs over 25,000,000 tons or
25.453.674 pounds.

The freight movement mileage in
the United States last year was 93,885,-
853,634 or equivalent to carrying one
ton 3,755,434 times around the globe.

The passenger movement mileage
was 13,044,840,243 or equivalent to car-
rying a man 521,793 times around the
globe or around 1402 times a day for a
year or 35,050,000 miles in 24 hours,
which is 1,460,000 miles an hour at the
rate of 405 miles a second. In other
words our passenger trains carried
nearly thirteen times as many passen-
gers one mile as there are human beings
on this earth.

The weight of freight handled was
773,868,716 tons or 1,547,737,432,000
pounds. This was carried by 36,080
locomotives which is equivalent to the
power that would be exerted by 36,080,-
000 horses. This is over twice the num-
ber of horses in use on farms in the United
States, estimated by the department of
agriculture in 1896 to be 15,124,057.

Each horse's share of the tonnage
moved in the United States would be
about twenty-one tons or 42,000 pounds.
If the horses were 8 feet in length they
would make a tandem team twice around
the globe with about 3,079,560 horses
left.

If the railroad capital invested in
the United States, according to con-
struction accounts $9,953,767,710, were
to be invested in a sufficient number of
horses and wagons to do the work done
by the locomotives and cars of the coun-
try each rig would have cost $275 or
thereabouts. However if the amount
of capital invested in locomotives at an
average of about Si 0,000 or $360,800,-
000 were to be put into a sufficient
number of horses to do the work of our

locomotives horses would cost about
$10 apiece, or thereabouts.

The number of miles of railroad in
the United States is about 182,000, or
over seven times around the globe. The
average length of a freight car is about
35 feet, so the 1,250,000 in service in
this country would make a train about
8,333 miles long. A freight train of 75
cars is about half a mile long. Adding
to the length of freight cars that of 24,-
788 passenger cars and 7,839 baggage
cars we have about 8,700 miles of cars,
or with the locomotives, a train of about
10,000 miles in length. The freight
cars alone would blockade every foot of
mileage of the New England States with
enough to spare to connect New York
and Chicago and encircle the two cities.

The number of passengers carried
last year was 535,000,000 or over seven
times the population of the country.
These people traveled over 13,000,000,-
000 miles. It is about 93,000,000 miles
to the sun. Then if one man had used
the mileage traveled by his fellow citi-
zens he could have taken seventy trips
to old Sol. By that time if he was tired
of the trip he could go to the moon six-
teen times and leave a 40,000 mileage
book to his heirs if he happened to land
too hard on his return to terra firma. As
for baggage, our planet trotter could
have taken two tons of it every where
he went during the year to use up the
power of the force that was directing
his course.

If the total traffic revenue of the rail-
roads of the country had been divided
equally among our 72,000,000 people,
each man, woman and child would have
received about $16.07 apiece. Then if
the people were to pay the operating
expenses of the railroads they would
have left $6.23 apiece. Then if they
paid fixed charges, interest and money
borrowed to complete the roads and on
outstanding obligations, and rents and
taxes, they would have left $1.32 apiece.
This without paying any return of the
$5,373,187,819 capital stock of the rail-
roads. If they paid the dividends,
about 1. 14 per cent, they would have
left 16 cents apiece; if they paid 1.24
per cent, pretty poor return on capital,

SOME JUGGLING WITH FIGURES.

i7

they wouldn't have a penny left, or if
the population of the country is made
up of families of about 5 on an average,
each family would have 80 cents surplus
or about Si 1 ,000,000 reported for 181,-
000 miles of railroad. As it was, 826,
(>jo employes received 5468,824,531 for
their services to the railroads directly,
or $567 a year apiece on an average,
and indirectly it is estimated that 10,-
000,000 persons were supported by the
railroads and the industries that depend
for their existence upon the railroads.

The average distance that a ton of
freight was moved last year by the rail-
roads was about 121 miles and the
amount received for this service was
about Si. 00 or about ,S of a cent a mile.
There were 454 men employed in railway
service to every 100 miles of line, or a
man for ever}- 70 rods.

If the sum paid the general officers
of the railroads of this country in salaries
last year had been added to the amount
paid all classes of employes exclusive of
the officers and the latter had been paid
the average for the number employed, the
wages of the great army of railway
workers exclusive of the general officers
of the road, would have been increased
$ 1 2 a year apiece. The average received,
taking officers and men, was S567 a year
June 30, 1896, by the last report of the
Inter-State Commerce Commission.
The 5,372 general officers received
$12,497,957. Then the total employes
actually received S555 a year on the aver-
age, and with all paid alike all would
have received S567 apiece, officers and
men. Again, put the salaries of the
general officers and all other officers
into the total paid and pay all the
same yearly compensation, and the
pay of all classes of railway employes
over the amount they actually received
annually, S551, would have been S16 a
year, all officers and men paid alike.
For the 365 days of the year that the
men must live while they work about
300 days, this would give each employe
a little over four cents a day more than
he now receives and little over five cents
a day more than he actually receives, on
an average for his working days. Abol-
ish all officers and divide between the
818,184 other employes of the railroads
their salaries, and each employe would
receive S573 annually on the average in-

stead of $551 that he already receives
now, or S22 a year better pay about
seven cents a day better than is now
paid.

The amount paid in dividends by the
English companies on about one-third
the capital of the American lines was,
824,000,000 less than the amount paid
in dividends here. The- amount paid in
labor, however, was 5371,000,000 less.
The payments for labor in England
were 155 per cent of the dividends. In
America they were 535 per cent. Or to
put it in another form, for every dollar
paid to the stockholders in England,
labor received Si. 55; for every dollar
paid to the stockholders in America,
labor received $5- 35.

For every dollar paid to the bond-
holders (or what is the equivalent there-
of), in England labor received 98 cents.
For every dollar paid to the bond-holders
in America, labor received Si. 33.

For every dollar paid in England as
dividend and fixed charge on capital
combined labor received 51 cents. In
America it received $1.08.

Labor in England received only 51
per ctnt of what goes to capital. In
.America capital received less than labor.

In England labor constituted 46.89
per cent of the operating expenses. In
America 60.65 per cent of the operating
expenses went to labor.

If a man can carry 1,000 pounds one
mile every day for 313 days a year, rest-
ing Sundays, which is more than most
men would undertake to do, he can
carry 156 5 tons one mile in a year. It
would take over 80.000,000 men to do
the work the railroads last year at this
rate.

If each man were moving his burden
in one direction he would have to walk
20 miles a day if he carried a 50-pound
burden. Then each of the 80,000,000
nun would have to walk 6,260 miles a
year besides carrying 95,328,360,278
tons burden between them. Few men
would undertake to walk from New
York to San Francisco and back again
in a year, even without a burden of 50
pounds to carry.

If these 80,000,000 men were told
that they would be paid for their labor
$786,615,837, the total freight revenue
last year paid the railroads, they would
count S9.83 a year, pretty poor pay.

THE DARE-DEVIL VOUCH.

BY FRANK COWAN.

"Y\7"HERE the bluff Alleghenies rise rugged and rough,

v And fetters and bars for a continent forge,
There dashes defiant the dare-devil Yough,

Through rocky ravine, deep dell and grim gorge.
To this river I drink ; for akin to my blood

Is its torrent so bold and so buoyant and free ;
Braving bowlder and crag with impetuous flood,

As onward resistless it rolls to the sea.

And here's to the man with a will like the Yough, —

A will that would wield as a weapon the world,
Daring all, and defying even death with a scoff,

When over the brink of decision he's hurled.
'Tis the man that I love, the bold and the brave,

Converging his might to the channel of aim ;
From the mountain of life to the gulf of the grave,

Rolling on like the Yough to the ocean of fame!

And here's to the woman aflood with the tide

That bursts from the mountain-height's fountain of love,
On whose billows the barks of futurity glide

Until anchored in bliss in eternity's cove.
'Tis the woman I love ; and the free bounding wave

That breaks in the course of my hot throbbing blood
Is the might of the love in return that she gave —

A might that's akin to the Yough's rushing flood'

SUNSHINE THRO' THE RAIX.

l:\ \RIIII k G. LEWIS.

/^ OME, lift your head, those pretty eyes
^-* Should ne'er be dimmed with tears.
This world is not all cruel and cold,

Nor life all trials and fears.
Let me, my loved one, bear thy cross

And share thy every pain.
Then soon you'll see the bright warm
sun

Come shining thro' the rain.

"For every cloud is silver lined,"

And when the storm has passed
Our lives look brighter through the
gloom —

The tempest's shadows cast.
Your star of hope will soon appear ;

The dark sky clear again,
And soon you'll see the bright warm sun

Come shining thro' the rain.

The fairest flowers that bloom in Spring,

With Winter, fade and die ;
There is no joy without its grief,

No smile without its sigh.
So let us look beyond the clouds

And cling to hope again,
Until we see the bright warm sun

Come shining thro' the rain.

LOVE AND WAR.

BY WILLIAM ELLIOTT LOWES.

CEVEN miles out of Memphis, on the
^ old pike leading from Nashville,
stands a quaint old fashioned southern
home, with its broad veranda and colo-
nial pillars now partly crumbled away
with age. The fence which surrounds
it, a modern picket structure, barely
gives breathing room for the old house,
which in its early days stood out and
alone from other houses, the manor
house of a great plantation. In spite
of its age, there is a grand old dignity
about it which naturally excites the in-
terest of the visitor to the pretty little
suburban village wherein it stands.
Connected with it, as with many other
houses in the South, is a romance sad
but strangely beautiful.

The story is the old one of love and
war. The time was 1862, when the
Union Army had taken possession of
Memphis, and many troops were sta-
tioned in the vicinity of this important
river town.

Lieutenant West, of the — th Indiana
Cavalry, had barely passed his nine-
teenth birthday. He was only one of
the many chivalrous young fellows who
cast their lots with the fortunes of war.
He ran away from his home in Ohio and
joined a regiment of volunteer cavalry
from Indiana, which had been made up
of many of his relatives and friends;
and it may be truly said that it might
have been more for the love of excite-
ment than patriotism which prompted
him to swear falsely to his age when
he joined the ranks; but nevertheless he
served four years and endured all the
hardships of war without the slightest
desire to return home. He did not
seem to realize the dangers of war per-
sonally, but day by day looked forward
to some new honor.

So far fortune had favored him; he
had been advanced from a private to the
rank of second lieutenant and he keenly
enjoyed his favoritism amongst his com-
rades and the honors bestowed upon him.

Fate then took a hand. His regiment
had encamped several times within the
vicinity of Memphis and he began to-
feel at home in that section of the coun-

try. The quaint old house was then the
magnificent home of an officer in the
Confederate Army who was away with
his regiment near Richmond. The family
at home consisted of the mother and two
young lady daughters and the usual con-
tingent of negro servants. This home
had been continually under the protec-
tion of the Union Army, and its inhabi-
tants had learned to feel no fear of
injury of any sort, except the devastation
of their granaries and fields.

It fell to the duty of Lieutenant West
in the latter part of '61 to make the ac-
quaintance of the family, and his manly
character had completely captured the
hearts of mother and daughters. The
elder daughter was a famous southern
beauty and in spite of their political
differences, these two people plighted
their love. Shortly after the engage-
ment had been announced, the Union
forces were withdrawn far to the East
and young Lieutenant West was
wounded in the second Battle of Bull
Run. It was supposed he was killed and
the report to army headquarters was to
that effect, but instead he had been
taken to the hospital camp in delirium,
his uniform removed on the field by the
surgeon and he had been entered on the
hospital register as " unknown."

At this time his father, who was then
at Baltimore, received a telegram that
while young West was reported dead,
there was no conclusive proof that such
was the case and that many of the sol-
diers in that campaign were in hospital
at Manassas Junction. The father ob-
tained a furlough and went immediately
in search of his son and by visiting tent
after tent, found him the very day the de-
lirium had left him. The father immedi-
ately applied for his son's discharge but
the latter refused to accept it, declaring
that he would join his company as soon
as he was well enough.

This he did a few weeks later at
Memphis, where in the meantime, his
company or what was left of them, had
been ordered.

This was in October of '62.

One morning shortly after his arrival,

LOVE AND WAR.

21

the picket lines sent in a dainty note ad-
dressed to him and he at once recog-
nized the writing of his sweetheart. It
was imploring him to come to her at
once, as the separation had been a long
and painful one and after months of
silence, his letter to her on his return
was the first news she had had of him
since the terrible conflict at Bull Run.
The letter was full of endearment and
begged him to come the next day for
dinner.

Young West, filled with all the ardor
of a youthful lover, asked leave of ab-
sence at once and invited his chum and
brother officer to accompany him. This
officer, Lieutenant Hamilton, was a man
probably fifteen years older than him-
self. He was a cool headed, slow think-
ing fellow, who was cautious and pessi-
mistic. Hamilton slowly replied that
such a thing would not only be danger-
ous but absolutely foolhardy just at that
time, for '•Dickey" Davis, the famous
raider, was known to be in the vicinity
with at least sixty men and had been
killing off the pickets like sheep, making
it necessary for the strictest rules to
be enforced, keeping the men within
the lines. Hamilton even suggested
the thought that there might be a plan
to ambush them. At this young West,
who had been patiently listening to the
counseling of the older man, resented
and demanded an apology for even so
much as coupling such a suggestion
with the invitation from his sweetheart.
Hamilton was obstinate and tried to
point out the possibilities of such an
adventure even though there should
be no existing plot. A serious quarrel
between thetwoold friends seemed immi-
nent and Hamilton realizing the danger
of further argument and sharing the
confidence of the younger officer in his
love affair, agreed to accompany him,
provided they take their corporal to
stand on guard while they were at din-
ner. Again the younger officer ob-
jected, claiming that the ladies would
have reason to consider it almost an
insult. But Hamilton would agree to
nothing else; that war was war and cau-
tion on a trip of that kind would be
reasonable.

Young West finally gave in to good
reason and the three men started on their
journey the next morning; West happy

in the thought of seeing his fiance and
Hamilton and the corporal anticipating
a good dinner which was a rarity to them.
Arriving at the house, West frankly
explained to the ladies their fears and
asked permission for their corporal to be
allowed to remain with the horses while
he and his friend were at dinner. Of
course, their wish was granted, as the
ladies knew full well what the fate of the
men would be, should they be captured
by as lawless a band as " Dickey" Davis
and his men.

It was a happy reunion and as West
told of his misfortunes in battle, of
his long stay at the hospital, his sweet
heart listened with intense anxiety.

The dinner was but half over, when
a sudden whistle of warning from the
corporal outside startled both men to
their feet. West glanced through the
open window in front of him, which
commanded a view of the road, and was
horrified to see coming over the brow of
the hill, not three-quarters of a mile
away, the band of guerrillas bearing
down as fast as their horses could
carry them.

The situation was too intense for
words. The cautious warning of Hamil-
ton the day before ran through West's
brain. He was speechless. Almost too
deliberately he turned toward his sweet-
heart as if for explanation. She, with a
look of agony, devined his thoughts and
fainted dead away. There was no time
to be lost and the two men rushed for
their horses, which the impatient corpo-
ral was holding, and leaping into their
saddles rode for their lives. Davis
followed closely and fired a continual
volley of shots after them, but without
effect. They were without the range of
their carbines, and as the three Union
soldiers had fresh horses, they out-
rode the little troop of cavalry. The
chase was for about two miles when
the three men separated to baffle the
raiders. The ruse was successful, for
the entire band stopped pursuing at
once, fearing they had already entered
too close to the lines of the Union forces,
and their tired horses could not be de-
pended upon for a hasty retreat. The
route taken by West led him across a
field into a dense woods and he lost his
way entirely. Fearing to enter the field
again, he rode further into the woods.

22

LOVE AND WAR.

hoping when night came on the glare of
the camp-fires would enable him to find
his way back to the lines. In this he
was successful, and arriving at the picket
line gave himself up for arrest, not
knowing the countersign of the night.
He was passed on from one picket to
another until he reached camp, where
he found that both of his comrades had
arrived before the change of the guard.

Their day's experience resulted in
an organized campaign to trap Davis,
which was eventually successful.

Lieutenant West, who heretofore had
been the most buoyant spirited man in
the regiment, was heart-broken. He de-
clined to talk to Hamilton, and the lat-
ter felt as though he were guilty for
having suggested the possibilities of such
a calamity.

The whole regiment was talking
about it and everybody noticed the fear-
ful change which had come over their
comrade. The proud spirit of the young
lover forbade his communicating with
his sweetheart, yet he could not and
would not believe her culpable of

leading him into such a trap. His love
burned stronger; and he determined to
ascertain the truth from Davis himself.

On the day of execution of the war-
rior outlaw, West approached the boast-
ful leader, who seeing him, said: "Well,
young fellow, this is your inning. Had
I as fresh a horse as you had, I might
have officiated at your funeral instead."
The remark stunned the poor fellow
and his heart was chilled. He no longer
hoped. The little diamond ring on his
finger was hers. She had the plain
gold band which was the soldier's token
when their love was plighted. With a
heavy heart he removed the sacred
pledge and sewed it in his shirt ; it was
nothing to him now.

The remaining years of the war had
no terrors for West. It made little dif-
ference to him when the war would
close. He had risen to first Lieuten-
ant and honors had come to him, but he
had outgrown his ambition. All the
events of four years were of little con-
sequence to him: he could only remem-
ber one.

<*i

A GLIMPSE OF NATURE AT RELAY HOUSE.

BY J. RANDl >I I'll I'll k< I .

HTALL tree'd cliffs whose verdant heads
Rise aloft toward the turquoise sky,
The sparkling river laughing low

As it saucily ripples by.
Crag upon crag the rocky wall

Bound in its bands of green ;
The stately oak and supple elm's

Thrown back by the river's sheen.

A path leads down to the shadowed glen
Where the gurgling waters glide;

The grasses rustle — the willows bend
In the ebb and flow of the tide.

Beneath our feet the mossy sod,

Flecked o'er with bars of gold —
Where the sunshine mellow in tints of
yellow,

Lights up the scene so bold.
Over our heads the branches meet,

And leafy twigs entwine.
We yield to the charm of this rare re-
treat

Recalling an ••Arcada Sublime."

WHERE TO EIXD SPORT.

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CONDENSED SCHEDULE

ROYAL BLUE TRAINS OF THE B. & O.

EAST AND WEST.

B. & O. ROYAL BLUE TRAINS FROM WASHINGTON, BALTIMORE,

AND NEW YORK.

PHILADELPHIA

EASTWARD

No. 528
DAILY

No. 5IO
EXCEPT
SUNDAY

No 5 12
EXCEPT
SUNDAY

No- 508
EXCEPT
SUNDAY

No. 502
DAILY

No. 524
DAILY

NO 506
DAILY

No. 514

DAILY

No. 522

SUNDAY

AM

7.05
7.55
7.59
10.15
12.35
12.40

PM

AM

8.00
8.50
8.54
1 1.00
1.20
1.25

AM

10.00
10.50
10.54
12.53
3.00
3.05

PM

NOON

12.05
12.57
I.OI
3.09
5.35
5.40

1.15

2.15
2.20
4.35
7.00
7.05

PM

3.00
3.49
3.53
5.56
8. 10
8.15

PM

PM

5.05
6.00
6.04
8.19
10.40
10.45

PM

NIGHT

12.0 1
1.15
1.26
3.55
6.52
6.55

JM

AM

9.00
9.50
9.54
12.00
2.20
2.25

PM

Lv BALTIMORE, Camden Station ..
Lv. BALTIMORE. Mt. Royal Station

Ah. NEW YORK, Liberty Street — -
An. NEW YORK, Whitehall Terminal

B. & 0. ROYAL BLUE TRAINS FROM NEW YORK TO PHILADELPHIA, BALTIMORE

AND WASHINGTI IN.

WESTWARD

Jo. 505
DAILY

NO.517
EXCEPT
SUNDAY

NO. 501
DAILY

NO 5 I

DAILY

NO. 507
DAILY

No. 509
EXCEPT
SUNDAY

NO. 525

DAILY

No. 503
DAILY

Lv. NEW YORK, Whitehall Terminal

Lv. NEW YORK, Liberty Street

Lv PHILADELPHIA .— --

Ar. BALTIMORE, Mt Royal Station
Ar. BALTIMORE, Camden Station -'-
Ar WASHINGTON

4.30
8.00
10.04
10.08
I I .00

7.55
8.00
10.26
12.41
12.45
I .40

10.00
10.00
12.20
2.26
2.30
3.30

I 1.30
I 1.30
I .37
3.36
3.40
4.30

2.00
2.00
4.20
6.42
6.46
7.50

Pullman Cars on all trail

3.25
3.30
5.42
7.49
7.53
8.45

4.65
5.00
7.30
9.32
9.36
10.30

5.55
6.00
8.35

0.41
0.45
I .45

NIGHT

12.15
12.1 5
3.35
6.05
6. 15
7.30

AM

& O. ROYAL BLUE TRAIN'S TO ALL POINTS WEST AND SOUTHWEST.

WESTWARD

LIMITED
DAILY

EXPRESS
DAILY

EXPRESS
DAILY
NOTE

EXPRESS
DAILY

NO. 43

EXPRESS

DAILY

NOTE

NO. 5
LIMITED
DAILY

EXPRESS
DAILY

Lv. NEW YORK, Whitehall Terminal

Lv NEW YORK, Liberty Street

Lv PHILADELPHIA

Lv BALTIMORE, Mt Royal Station-
Lv. BALTIMORE, Camden Station —

Lv. WASHINGTON - -

Ar. PITTSBURG

Ar. WHEELING

Ar. COLUMBUS -

Ar TOLEDO -

Ar. CHICAGO -

ArCINCINNATI

Ar. INDIANAPOLIS

AR LOUISVILLE — -..

Ar ST. LOUIS —

Ar. ROANOKE -

Ar KNOXVILLE — -

Ar. CHATTANOOGA - ...

Ar. MEMPHIS

AR NEW ORLEANS

10.00 am
I 0.00 AM
I 2.20 pm
2.26pm
2.40 pm
3.40 pm

2.00 pm
2.00 pm
4.20 pm
6.42 pm
7.00 pm
8.05 pm

8.20 ui
I 1.35 m

3.26 pm
3.30 pm
5.42 pm

7.49 pm
7.58pm

8.50 pm
6.35 AM

5.55 pm
6.00 pm
8.35 pm
I 0.4 I pm
10.55pm
I I .55pm

3.26 pm
3.30 pm
5.42 pm
7.49 pm
7.58pm
9.00 pm

4.30 »«
8.00 am
I 0.04 i«
I 0. I 2 am

I I .05 AM

8.00 pm

I 2. I 5NT
I2.I5NT
8.00 im
10.04 am
10.25 am
I 1.25 m

8. I 5 ui
I 1.451"
12.22 pm

6.40 pm

9.00pm

2.55 pm
6.35 pm

5.20pm
1 0.35 pm
9. I 5 pm
7.36 i*

I2.00NN
2.50am
6.50 am
7. I Oam

12.40 pm

8. I 8 am
7.45 pm

5.30 am
2.10pm
5.45 pm
7. 10am
8.30 am

8.20pm
8 30 am

Through Pullman Sleepers to alt points.
Baltimore 7.00 p. m.

NOTf—On Sundays leave New York at 2.00 p. m., Philadelphia 4.20 p. m„

B. & O. ROYAL BLUE TRAINS TO ALL POINTS EAST.

EASTWARD

LIMITEO
DAILY

EXPRESS
DAILY

LIMITEO
DAILY

NO. 10
EXPRESS

NO. 44

EXPRESS

DAILY

NO. 46
EXPRESS

Lv CHICAGO - -

Lv TOLEDO

Lv COLUMBUS - --

Lv WHEELING -

LV. PITTSBURG

Lv ST. LOUIS

Lv LOUISVILLE---- -

Lv INDIANAPOLIS

Lv. CINCINNATI -

Lv NEW ORLEANS -

Lv. MEMPHIS

Lv CHATTANOOGA

Lv KNOXVILLE

Lv ROANOKE -

Ar WASHINGTON

Ar BALTIMORE, Camden Station ---
Lv BALTIMORE. Mt, Royal Station

Ar PHILADELPHIA

Ar. NEW YORK. Liberty Street

Ar NEW YORK. Whitehall Terminal

8.30am
4.55 pm
8.55 pm

0.25am

6.00 pm
I 2.25 am

8.20am
2. I 5 pm
2.45 pm
6.35 pm

2.35 am
8 05 am
8.05 am
12.05pm
9.00 am
8.45 pm

12.35 pm

I .05pm
2.05 pm
2.20pm
4.35pm
7.00 pm
7.05 pm

6.47 am
7.50 am
7.59 AM
10. I 5 am
12.35 pm
I 2.40pm

4.50 pm
5.55 pm
6.04 pm
8.19 pm
10.40 pm
10.45 pm

I I .55 am
I 2.53pm
I .01 pm
3.09 pm
5.35 pm
5.40 pm

6.35 am
7.60am
7.59am
10. 15 am
I 2.35 pm
I 2.40pm

7. I Opm
8.30pm
9.46 am
I ,20 pm

I I ,30pm
7.40 am
8.50 am
8.54am

I I .00 am
I .20 pm
1.25pm

I I .20 pm
I .00 am
I .26am
3.55 am
6.52 am
6.55 AM

Through Pullman Sleepers from all points.

+ Daily, except Sunday.

THROUGH PULLMAN PALACE CAR SERVICE.
PULLMAN DINING CAR SERVICE.

ROYAL BLUE TRAINS OF THE B. & O. FINEST SERVICJ IN 1 III WORLD. SOLID
VESTIBU1 ED II; VINS. PARLOR COACHES

BETWEEN WASHINGTON, BALTIMORE, PHILADELPHIA

AND NEW YORK.

I iSTWARD.

Buffet I'nrlor Car Washington to New York. Dining Car Washington to Philadelphia.

Buffet Parlor Car Washington to New York. Dining Car Washington to Baltimi

Five Hour Train. 1'arlor Car Washington to New York. I lining Car Baltimore to

New Y< irk.
Buffet Parlor Car Washington to New York. Dining Car Washington to Baltimore.
Buffet Parlor Car Washington to New York. Dining Car Baltimore to Philadelphia; Sundays

Washington to Wilmington.
Buffet Parlor Car Washington to New York.

Parlor Car Washington to New York. Dining Car Baltimore to New York.
Separate Sleeping Cars from Washington and Baltimore to New York.
Buffet Parlor Car and Dining Car Washington to New York.

WESTWARD.

Sleeping Car New York to Chicago. Drawing Room Car Baltimore to Washington.

Buffet Parlor Car New York to Washington.

Parlor Car New York to Washington. Dining Car Philadelphia to Baltimore ; on Sundays

Philadelphia to Washington.
Five Hour Train. Parlor Car New York to Washington. Dining Car New York to

Baltimore.
Parior Car Philadelphia to Washington.
Parlor Car New York to Washington. Dining Car Baltimore to Washington; on Sundays

Dining Car Wilmington to Washington.
Parlor Car New York to Washington. Dining Car Philadelphia to Washington.
Buffet Parlor Car New York to Washington. Dining Car New York to Baltimore.
Parlor Car New York to Philadelphia.
Separate Sleeping Cars New York to Philadelphia, Baltimore and Washington.

BETWEEN NEW YORK, PHILADELPHIA, BALTIMORE, WASHING-
TON, PITTSBURG, WHEELING, COLUMBUS, CLEVELAND,
TOLEDO, CHICAGO, CINCINNATI, INDIANAPOLIS, ST.
LOUIS, LOUISVILLE, MEMPHIS, NEW ORLEANS.

WESTWARD.

Sleeping Car New York to Cincinnati and St. Louis. Sleeping Car Baltimore to Cincinnati

and Louisville. Dining Cars serve all meals. Parlor Car Cincinnati to St. Louis.
Sleeping Car New York to Chicago via Grafton and Bellaire. Sleeping Car Washington to

Newark. Dining Cars serve all meals.
Sleeping Cars Baltimore and Washington to Pittsburg. Dining Car serves supper Philadelphia

to Washington.
Sleeping Car New York to St. Louis. Sleeping Car Baltimore to Toledo. Dining Cars serve

all meals.
Sleeping Car New York to New Orleans, and Washington to Memphis.
Sleeping Car New York to Chicago. Observation Drawing Room Cars Baltimore to Pittsburg.

Sleeping Car Pittsburg to Chicago. Dining Cars serve dinner, supper and breakfast.
Sleeping Car Cleveland to Chicago. Sleeping Car Wheeling to Chicago.
Sleeping Car Baltimore to Chicago via Cincinnati and Motion Route.

EASTWARD.
No. 2. Drawing Room Sleeping Cars St. Louis to New York and Louisville and Cincinnati to

Baltimore. Sleeping Car Toledo to Baltimore. Dining Cars serve all meals. Parlor Car

St. Louis to Cincinnati.
No. 4. Drawing Room Sleeping Car St. Louis to New York. Drawing Room Sleeping Car Chicago

and Cincinnati to Baltimore. Dining Cars serve all meals.
No. 6. Drawing Room Sleeping Car Chicago to New York via Pittsburg. Observation Drawing Room

Cars Chicago to Baltimore. Sleeping Car Chicago to Pittsburg. Dining Cars serve

all meals.
No. 8. Drawing Room Sleeping Cars Chicago to New York. Sleeping Car Newark to Washington.

Dining Cars serve all meals.
No. 10. Sleeping Cars Pittsburg to Washington and Baltimore. Dining car serves breakfast.
No. 44. Sleeping Car New Orleans to New York, and Memphis to Washington.
No. 46. Sleeping Car Chicago to Cleveland. Sleeping Car Chicago to Wheeling.

No.
No.
No.

528.
5io.
512.

No.
No.

508.
502.

No.
No.
No.
No.

524-

506.

5M-
522.

No.
No.
No.

5°5-
501.

No.

511.

No.

No.

535-
507-

No.

No.
No.
No.

509-
52S.
5°3-
515

No.

1.

No.

7

No.

9

No.

3

No.
No.

43
5-

No.

No.

47

55

LIST OF OFFICERS

BALTIMORE & OHIO RAILROAD

John K. Cowen. Oscar G. Murray,

Receivers, Baltimore, Md.

EXECUTIVE DEPARTMENT.

John K. Cowen. President Baltimore. Md.

W. H. I.iams. Treasurer Baltimore, Md.

J. V. MoNeal. Asst. Treasurer Bait inn ire, Md,

C. W. Woolford, Secretary Baltimore, Md.

ACCOUNTING DEPARTMENT.

H. D, Btlklet, Comptroller Baltimore, Md.

GBO. Wi BOOTH, Gen. Auditor Baltimore, Md.

J. M. Watkins, Auditor of Revenue Baltimore, Md.

A. F. Dunlevt, Auditor of Disbursements, Baltimore, Md.

OPERATING DEPARTMENT.

Wm. M. Greene, Gen. Manager Baltimore, Md.

W. T. Manning, Chief Engineer

Thos. Fitzgerald, General Supterintendent Main Stem

Philadelphia and Pittsburg Divisions, Baltimore, Md.
Wm. Gibson, Assistant General Superintendent Main Stem

Philadelphia and Pittsburg Divisions, Pittsburg, Pa.
J. Van Smith, Geu. Superintendent New York Division

Foot of Whitehall Street, New York.
J. M. Graham, Gen. Supt. Trans-Ohio Divisions. .Newark, O.

D. F. Maroney, Supt. of Transportation Baltimore, Md.

Harvey Middleton, Gen. Supt. Motive Power,

Baltimore, Md.
I. N. Kalbaugh, Supt. Motive Power Lines East of Ohio

River, Baltimore, Md.
W. II. Harrison, Supt. Motive Power Lines WeBt of Ohio

River, Newark, (>.

David Lee, Eng'r Maint. of Way Lines West of Ohio River,

Zanesville, 0.
C. C. F. Bent, Supt. Philadelphia Division, Philadelphia, Pa.
John E. Spurrier, Supt. Bait. Div. Main Stem,

Baltimore, Md.
R. M. Sheats, Supt. Western Div. Main Stem,

Grafton. W. Va.
Thos. C. Prince. Supt. Harper's Ferry and Valley Division.

Winchester, Va.

F. A. Husted, Supt. Middle Div Cumberland, Md.

J. S. Norris, Supt. Counellsvllle Div Connellsville, Pa.

John Barron, Superintendent Pittsburgh Div. .Pittsburg, Pa.
J. H. Glover, Supt. Ohio and Midland Divisions, Newark, O.
P. C. Sneed, Superintendent Chicago Division, Garrett, Ind.
J. T. Johnson, Superintendent Akron Division, Akron, O.
Chas. Selden, Superintendent Telegraph.. .Baltimore, Md.

PURCHASING DEPARTMENT.

E. H. Bankard, Purchasing Agent Baltimore. Md.

Chas. Frick, Fuel Agent Lines East of the Ohio River

Baltimore, Md.

W. Franklin, Fuel Agent Lines West of ttie Ohio

River, Newark, O.

TRAFFIC DEPARTMENT.
PASSENGER.

D. B. Martin. Manager Passenger Traffic. . .Baltimore. Md.
J. M. S« hryver, Gen. Pass. Agt. Lines East of Ohio River,

Baltimore, Md.
B. N. Austin, Gen. Passenger Agent LineB West of

Ohio River, Fisher Building, Chicago, 111.
B. E. Peddicord, Gen. Baggage Agent Baltimore, Md.

A. J. Simmons, Gen. New England Passenger Agent,

211 Washington Street, BoBton, Mass.
Lyman McCarty, Gen. East. Pass. Agt., 434 Broadway,

New York.
James Potter, District Passenger Agent, Philadelphia, Pa.

B. F. Bond, Division Passenger Agent Baltimore, Md.

S. B. Hege, Division PasseDger Agent.. .Washington, D. C.
Arthur G. Lewis, So. P. Agt., Atlantic Hotel, Norfolk, Va.

E. D. Smith, Division Passenger Agent Pittsburg, Pa.

D. S. Wilder, Division Passenger Agent Columbia, <>.

D. D. Courtney, Gen. Trav. Pass. Agent Baltimore, Md.

Robert Skinner, Trav. Pass. Agt., 434 Broadway, New York.
Bernard Ashbv, Trav. Pass. Agt., 833 Chestnut St..

Philadelphia. Pa.
A. C. Wilson, Trav. Pass. Agt Washington, D. C.

C. E. Dudrow, Trav. pass. Agent.. .Harper's Ferry, W. Va.
J. T. Lane, Traveling Passenger Agent ..Wheeling, W\ Va.
R. C. Haase, Traveling Passenger Agent Newark, O.

F. P. Copper, Traveling Passenger Agent Tiffin, O.

\Y. M. McConnell. Pass. Agent, 241 SuperlorSt.,Cleveland.O.

T. C. Burke, City Passenger Agent Wheeling, W. Va.

E. G. Tuckerman, City Pass. Agt., 434 Broadway, New York.
E. E. Patton, City Pass. Agt., N. Y. Ave. and 15th St.

Washington, D. C.

W. F. Snyder, Passenger Agent Baltimore, Md.

H. A. Miller, Passenger Agent Wilmington, Del.

G. W. Squiggins, City Pass. Agt., 5th Ave. and Wood St.,

Pittsburg, Pa.

W. W. Picking, City Passenger Agent Chicago, 111.

W. C. Shoemaker, Traveling Passenger Agent, Chicago, 111.
Thos. McGill, Traveling Passenger Agent. .St. Paul, Minn.
C. H. Duxbury, Traveling Passenger Agent.. .Omaha, Neb.

J. E. Galbraith, General Agent Cleveland, O.

Peter Harvey, Pacific Coast Agent,

Room 32, Mills Building, San Francisco, Cal.
W. E. Lowes, Advertising Agent Baltimore, Md.

FREIGHT.

C. S. Wight, Manager Freight Traffic Baltimore, Md.

T. W. Galleher, Gen. Freight Agent Baltlmurr, Md.

L. R. Brookenbrough, Gen. Freight Agent, Pittsburg, Pa.
C. V. Lewis, Gen. Freight Agent in charge of Freight

Claims. Tariffs and Percentages. Baltimore. Md.
James Mosher, Gen. East.Fht. Agt., 434 Broadway, New York.

A. P. Bigelow, Gen. West. Fht. Agt., 220 La Salle St.,

Chicago, 111.
H.M. Matthews, Division Freight Agent ...Pittsburg, Pa.

Page Cherry, Gen. Dairy Freight Agent Chicago, 111.

J. A. Murray, General Coal & Coke Agent, Baltimore. Md.

W. L. Andrews, Asst. Coal and Coke Agt Pittsburg.Pa.

E. T. Affleck, Asst. Coal & Coke Agent Columbus, O.

R. B. Ways, Foreign Freight Agent Baltimore, Md.

Andrew Stevenson, Asst. Gen. Fht. Agent, Baltimore, Md.

Ben Wilson, Gen. Live Stock Agent Baltimore, Md.

W. R. McIntorh, Division Freight Agent, Cumberland, Md.
E. M. Davis, Division Freight Agent.. ..Clarksburg, W. Va.

O. A. Constans, Division Freight Agent Columbus, O.

C. T. Wight, Division Freight Agent Sandusky, O.

B. F. Kaup, Division Freight Agent Tiffin. O.

E. S. KiNtj. Com'l Fht. Agt.-, 400 Chestnut St., Phi bidelphla.Pa.

C. M Maynard, Commercial Freight Agent, Boston, Mass.
H. w. Atkinson, Commercial Freight Agent. Baltimore, Md.

B. V. Jackson, Commercial Fht. Agent, Washington, D. C.
W. \. Mitchell. Commercial Freight Agent, Atlanta, Ga.
G. D. Green, Commercial Freight Agent, Wheeling, W. Va.

C. F. Wood, Commercial Freight Agent Akron, O.

H. R. Rogers, Commercial Freight Agent Cleveland, O.

E. N. Kendall, Commercial Freight Agent Toledo, O.

C. H. Ross, Commercial Freight Agent ..Milwaukee, Wis.
A. J. Davies, Commercial Freight Agent. .Kansas City, Mo.

H. A.Laing, Commercial Freight Agent Quincy, 111.

H. C. Piculell, Commercial Freight Agent.. Omaha, Neb.
C. H. Harkins. Commercial Freight Agent,

Minneapolis, Minn.

Thos. Miles, Commercial Freight Agent Duluth, Minn.

John Hutch ings. Commercial Freight Agent, Detroit, Mich.
T. J. Walters, Commercial Freight Agent, Pittsburg. Pa.

J. E. Galbraith, General Agent Cleveland, O.

Peter Harvey, General Agent,

Room 32, Mills Building, San Francisco, Cat.
T. H. Noonan, Gen'l Manager Continental Line and

Central States Despatch, Cincinnati, O.

PRESS DEPARTMENT.

J. H. Maddy, Press Agent Baltimore, Md.

MILEAGE.

MAIN STEM AND BRANCHES 764.38

PHILADELPHIA DIVISION 129 OO

PITTSBURG DIVISION 391. OO

NEW YORK DIVISION 6 30

TOTAL MILEAGE EAST OF OHIO RIVER

TRANS-OHIO DIVISION 774.25

TOTAL MILEAGE "WEST OF OHIO RIVER

TOTAL MILEAGE OF SYSTEM !

JHagmficent
Scenery

&

Baltimore & Ohio R- R.

m route to )YIoimtain Resorts
of tbe Hllegbenies

**

j

Observation Cars bet™™

Baltimore and pittsburg
Baltimore and Cincinnati

«5?» *£*

Over Different Routes
<Ocst of Cumberland^

T^be picturesque Route of Hmerica

TEN DAYS
STOP-OVER AT WASHINGTON

Allowed on all Through
Tickets East and West via

B.&O.

TEN DAYS
STOP-OVER AT PHILADELPHIA

A Ten day Stop-over at Philadelphia is granted

on all One-way First Class Limited Tickets

to New York, or points east thereof,

Via

B. & 0. R. R.

Book

OF THE

Royal Blue

FOR JUNE

Will be the J* <J* J* J*

Convention Number

Y. P. S. C. E. B. Y. P. U. Epworth League

G. A. R.

Triennial Conclave Knights Templars

^=-B. & O. R. R.

Subscription Price, 50 cents per year
Single Copies, . 6 cents in stamps
Postage stamps accepted

Ten days stop-over at

BALTIMORE

Will be allowed on all Through
Tickets, one way or round trip
in both directions

From points on and east of a direct line from Talla-
hassee, Fla., to Albany, Ga., thence to Macon and
Atlanta, Ga., Cleveland and Knoxville, Tenn.,
Hinton, Clarksburg and Fairmont, W. Va., to points
east of Baltimore, reading via Washington, D. C,
or Shenandoah Junction, W. Va., and vice versa.

^* (<?* &?* ^?*

Ask the Ticket Agent of the

B. & O. R. R.

For Full Information

nwu

CALENDAR • 1898

JANUARY

MAY

FEBRUARY

JUNE

SEPTEMBER

OCTOBER

10 11 18:13114
17 18 18 30 21
24 25 26,87,88

MARCH

JULY

NOVEMBER

1

7 8
14 15
21 82
28 29

2

9 10
16 17
23:24
3d

APRIL

AUQUST

5 6
12 13
19 80
26 27

DECEMBER

ME

D.B.MARTIN.

MANAGER PASSENGER TRAFFIC
BALTIMORE. MD

J.M.SCHRYVER, ^^A.

GENERAL PASSENGER AGENT. BALTIMORE. MD. W

B.N AUSTIN. }

GENERAL PASSENGER AGENT. CHICAGO. ILL. — i

Corhitt k ButterfieM Co., Chicago.

Vol. L

JUNE r 1898.

No. 9.

CONVENTION NUMBER.

SIbitcball Ccrminal

Qoutb -perry

B.&O

JVIost Convenient 6ntrancc to

Greater ]Vew Y or ^

Connects under Same Roof wiih all Elevated Trains, Broadway, Columbus and Lexington Avenue
Cable Lines, East and West Side Belt Lines, and all Ferries to Brooklyn.

National Educational Association Meeting
Washington, D. C, July 7 to 12.

Baltimore & Ohio Railroad.

poK this occasion the Baltimore &

Ohio Railroad will sell tickets to
Washington at the low rate of onk
i'akk for the ROUND TRIP plus -2.no
membership fee (except that from Bal-
timore the rate will be SI. 25 round
tripi. Tickets will be sold from points
west of the Ohio River on July 3 to 6 in-
clusive, and from points east of Ohio
River from July 4 to 7 inclusive, good
returning, leaving Washington July 8
to 15 inclusive, with privilege of exten-
sion until August 31, 1898, if ticket is
deposited with Joint Agent at Wash-
ington on or before July 12. and pay-
ment of fee of fifty i5<>> rents.

Solid vestibuled t ainsfrom Chicago,
St. Louis, Cincinnati, Louisville, Co-
lumbus, Pittsburg and intermediate
point*

The Royal Blue Trains between A i
York, Philadelphia, Baltimore and
Washington, finest and fastest /rams in
. I wti v. a.

Call on agent Baltimore & Ohio
Railroad for full information concern-
ing stop-overs and side trips. The
Baltimore *V ( >hio Railroad is the most
interesting, historical and scenic route
in America.

!2d National Encampment G. A. R.
Cincinnati, Ohio, September 6 to 10.

Baltimore & Ohio Railroad.

p< >K this occasion tickets will be sold
at the low rate of ONH PARB for
the ROUND TRIP from all points on the
Baltimore & Ohio Railroad east of
Pittsburg, Parkersburg and Wheel-
ing, good going on September 3 and
4. West of the Ohio River and in-
cluding Pittsburg, Parkersburg and
Wheeling, tickets will be sold on
September .} to »> inclusive at the verj
low rate of ONK CENT per mile. Ticket-
will be good returning not earlier than
September 6, nor later than Septem-
ber 13, except by depositing ticket
with Joint Agent at Cincinnati, be-
tween September 5 and 9, inclusive,
and on payment of fee of twenty-live
(25) cent-, when return limit may be ex-
truded to leave Cincinnati to and in-
eluding October 2, 1898.

Owing to the great patriotic wave
sweeping the country at the present
time, great interest will be manifested
at this meeting. Solid Vestibuled
/i di>i\ of elegant coaches, Pullman
Sleeping /'ais. Observation Cars and
splendid /'minx Car Service. Three

through trains daily from Son- York,
Philadelphia, Baltimore and Washing-
ton, and two from Pittsburg.

Get full particulars from Ticket
Agent, Baltimore & Ohio Railroad.

Baptist Young People's Union of America
Buflalo, N. Y., July 14 to 17.

Baltimore & Ohio Railroad.

p< >R this occasion ticket-, will be sold
at low rate of onk PARE for the
round tnii', from all points on the
Baltimore & Ohio Railroad. Tickets
will be good going July 12 to IS inclu-
sive, and good to return until July 19
with privilege of extension until Sep-
tember 1 inclusive, if ticket is de-
posited with joint agent at Buffalo on
July 1", 18 or 19 and pavinent of fee
of fifty (50) cents.

The Royal HI no Trains between Wdsh-
ington, Baltimore, Philadelphia and
New York arc the must and tastes/
titans in the world.

Through Pullman Sleeping < ars
Paily from Washington and Baltimore
via Royal Blue Line and Lehigh
I 'alloy Railway.

Call on nearest agent Baltimore &
Ohio Railroad for routes and detailed
information.

Young People's Society Christian Endeavor,
Nashville, Tenn., July 5 to 12.

Baltimore & Ohio Railroad.

pOR this occasion tickets will be sold
at low rate of (ink Fare for the
ROUND TRIP from all points on the
Baltimore & Ohio R. R. Tickets will
be good going July 2 to 5. inclusive,
and good to return until July 15 with
privilege of extension until August
1st. if ticket is deposited with Joint
Agent at Nashville on or before July
15.

Solid Vestibuled /'rains with /'nil-
man Sleeping Cars, Observation Can
and Unexcelled Pining Car Servia
from New York, Philadelphia, Balti-
more and Washington to Cincinnati and
Louisville. Solid I 'est i bale Trains with
Pullman Parlor Cars and Sleeping Cars
from Pittsburg and Columbus to Cincin-
nati.

Call on agent Baltimore & Ohio
Railroad for tickets and full informa-
tion.

Book of the Royal Blue.

Pi i.i i mil \|n\ i m . i , i in
Passenger Departmeni s Baltimore & Ohio Rah i

Vol. i.

KAKTIMORE, JUNK, 1898.

No.

PITTSBURG.

THE twenty-seventh Tri-ennial Con-
-*- clave Knights Templar will be
held in Pittsburg in September, [898.
This august assembly always takes with
it a representative gathering of the most
influential men of the I'nited States,
and the city which has been lucky
enough to get the convention, looks
forward months in advance to their

the "Smoky City,"
will interest others
as well as those- con-
templating a visit
in September.

Pittsburg is not
at all like it was
some fifteen years
ago. Devoted to

PITTSBURG SHtiWINu B SO H I; PASSHNUER STATION IN FOREGROUND.

coming and great preparations are made
for the entertainment of guests.

Indeed, any city may well be proud
of being chosen for a convention which
is held but once in three years. Conse-
quently Pittsburg has put her best step
forward in the preparation at this early
date.

A glimpse at the resources of the
"Iron City," or as it used to be called,

extensive iron and coal industries, it is
naturally smoky, but nothing to be com-
pared to former times, since the use of
natural gas for fuel has superseded coal
for general use. It is one of the most
thriving business cities, as well as one
of the most beautiful residence cities, of
the United States.

Many people who travel and whose
only knowledge of a town is passing

PITTSBURG.

through it on a train, often form imper-
fect impressions from the car window
which they adopt as a standard of meas-
urement for the rest of the town. Es-
pecially so of Pittsburg, as the railways
entering it pass through the manufactur-
ing district, and mills and smoke greet
them on every side.

Pittsburg is built on a wedge of land,
formed by the Allegheny River on one
side and the Monongahela River on the

of the city proper is estimated at about
300,000; while if the population of its
component parts, not within its cor-
porate limits, were added, it would
increase the number to at least 500,000.
In the industrial world, it is known
as the American center of the iron, steel,
glass, coal and coke industries. Some
idea of the immensity of many of these
industries may be obtained from the
facts that the large bessemer steel

other, which unite at the point into the
Ohio River. It is walled in by beauti-
ful hills and is very picturesque. Across
the Allegheny River, to the west, lies
Allegheny City, which has a population
of some 105,000 which practically belongs
to Pittsburg, as do the many surround-
ing boroughs of McKeesport, Braddock,
Homestead and about thirty smaller
towns, which depend upon it commer-
cially and financially. The population

plant, the largest crucible steel plant,
the largest plate glass works, the largest
glass chimney factory, the largest pickle
factory, the largest coke industries, the
largest tube works, the largest manu-
factory of glass table-ware, the largest
and most powerful engines and pumps
employed to pump water, and the largest
air brake works for freight and passen-
ger cars, in the world are at Pittsburg.
All these, to say nothing of the immense

PITTSBURG.

steel rail rolling mills, electrical appa-
ratus manufactories, locomotive works,
armor plate mills, tin plate works, iron
pipe and sheet iron works, steel pro-
jectile manufactories, etc., etc. These
tremendous industries keep Pittsburg
apparently in an everlasting state of
occupation.

But "all work and no play, would
make Jack a dull boy," and the populous
are thoroughly educated up to this
maxim. This is fully demonstrated in
the educational institutions, public build-

fL^

negie Library in Allegheny, Carnegie-
Library, Music Hall and Museum in
Pittsburg, and the new Phipps Con-
servatory, the largest and most beauti-
ful in the United States. The office
buildings and church edifices are as
handsome as can be found in any of the
prosperous cities of the waning nine-
teenth century. There are two swell
clubs, The Duquesne and Pittsburg :
six theatres, six gymnasiums and a rid
ing academy.

I >f the eight parks in the city, Schen-

I'OIST 11K1DGK

ings, clubs, beautiful parks and exqui-
site homes of Pittsburg.

Among the educational institutions
are the Western University, the Penn-
sylvania College for Women, the Theo-
logical seminaries, the Western Penn-
sylvania Medical College, the College
of the Holy Ghost, the School of Phar-
macy, the Allegheny Observatory and
the splendid public schools. Among
the public buildings and those of promi-
nence as to costliness, are : The Court
House. Government Building, Car-

le}' Park is the most beautiful. It is
blessed with natural scenery which no
amount of money nor landscape garden-
ing could supply.

The beautiful residence portion of
Pittsburg lies on a plateau of easy ac-
cess, between the rivers and about two
hundred feet above them in what is
known as the "East Liberty Valley." In
this district there are nearly one hun-
dred miles of asphalt streets, bordered
with shade trees and the dwellings are
as beautiful as can be found anywhere.

PITTSBURG.

CONSERVATORY

The great bridges, eighteen in num-
ber, spanning the rivers, add to the
picturesqueness of the city. The Smith-
field Street Bridge; The Point Bridge
and Twenty-Second Street Bridge over
the Monongahela; The Sixth Street
Bridge; Seventh Street Bridge over the
Allegheny; and the Ohio River Con-
necting Railroad Bridge over the Ohio
River are especially noteworthy.

SCHENLEY PARK

That Pittsburg is a reading com-
munity is proven from the statistics.
It supports seventy-one daily, weekly,
fortnightly and monthly newspapers,
which include six morning dailies and
four evening dailies.

While statistics are rather dry as an
ordinary thing, yet some idea of the
principal industries of Pittsburg is given
in the following figures: It practically

EAST END RESIDENCE

/'// TSBl /<(,.

A i i i \ 1 .11 I II

: I HOUSE.

PITTSBURG.

controls the Connellsville Coke regions,
and the annual output of this impor-
tant article is estimated at 6,300,691
tons, which is estimated to be worth
$1 1,971,232. The region covers a total
area of 87,786 acres which are devoted
to the manufactory of coke, and out of
this immense number there are 75,864
acres which are yet untouched by the
miner's pick.

A few figures as to oil: The oil
fields in the neighborhood of Pitts-

of steel; 1,188,727 tons of rails, bars,
bolts, rods, etc., and 248,369 tons of
sheets and plates. With these figures
in front of us, Pittsburg alone would be
a mighty important factor in supplying
the Government with armor for vessels;
and in fact everything else in iron or
steel we might need in case of a long-
drawn out war with Spain.

To Pittsburg is due the credit of
placing natural gas into harness. For
years before its use as a general fuel, it

AN OIL WELL.

burg in the past four years produced
67,905,478 barrels of highest grade.
That means a value of $40,742,286.
The amount produced was three-fifths
of the entire output of the United
States.

There are twenty-seven blast fur-
naces and sixty-three rolling mills and
steel plants, and the appearance of
these mills at night has often been re-
ferred to as the ''Jaws of Hell." These
mills in 1894 produced 1,775,257 tons
of pig iron; 55,722 tons crucible steel
ingots; 1,550,252 tons of all other kinds

was allowed to waste itself in the atmos-
phere in incalculable quantities. 1

The best views of the city are ob-
tained from Mount Washington, Her-
ring Hill Park, Grand View Park and
Mount Bigelow Highland Park, which
are easily reached by the splendid street
car service.

A few historical facts add to the in-
terest of this busy town, ft claims to be
the only city founded by George Wash-
ington, who established a settlement
there in 1753, which was captured by
the French in the French and Indian war

PITTSBL RG.

and called "Fort Duquesne." It was
then re-captured by the British and
named "Fort Pitt", after the distin-
guished statesman of the times. The
name eventually evolved into Pittsburg.
Concluding, a word as to the railway
interests of the cities. It is the greatest
railway shipping point in the world,
which is proven from the figures of the
National Association of Car Service
Managers in 1895, in which year
1.504,136 car loads of freight were
received or shipped, and these figures
do not include the tremendous river

tonnage, which in the same year was
I, 14,723 tons.
The Baltimore & Ohio Railroad in-
terests alone are tremendous. It is the
midway station of its great eastern and
western terminals. To the east, the
line extends to Washington. Baltimore,
Philadelphia and New York; to the west,
tlic line extends direct to Chicago; while
still another line extends to Columbus,
Cincinnati, Louisville and St. Louis.
This one railroad alone affords excellent
shipping facilities to every important
city in the United States, from Pittsburg.

COMPARATIVE STRENGTH OE THE UNITED STATES
AND SPANISH NAVIES.

UNITED STATES NAVY.

BATTLE SHIPS

Speed < runs

-lst < 'lass.

INDI \NA.N.A>.
IOWA ... N.A.S.

1K.1

Spi r,l mms
46 I MASSAI 111 SETTS.F.S 16 II

16 I OREGON - -■- K-'i '6

BATTLK SHIPS— 2d Class.

Speed

II XAS, F. S IT.

■MAIM-:, destroyed by mine in Havana Harboi Feb
15, 1898

RAil.

K \ I \lllil\. F. -

ARMORED CRUISERS.

•BROOKLYN, F. S
'SEW YORK, X A. S.

17

21.9
21.

Guns

30

nan

in
:;l

UNARMORED CRUISERS over 2000 Tons.

•OLYMPIA,

A. s. V

BALTIMORE,

\ - V

BOSTON.

\ S V

KALE1GH,

A.S. V

i I\( INNATI,

DETROIT,

\ V. s

MONTGOMERY, V A. S

MARBLEHEAD, N.A.S
Xl-.w OR1 I V.NS, I -
MINNEAPOLIS, I- S

( in. I Mill A. C.V

SAN FRANCIS! O

ATLANTA

CHARLESTON

( HICAGO

NEWARK -

PHILADELPHIA

MAYFLOWER

TOPEKA ■■

Speed

2 1 .6
20.9

. 15.6

. 19.

. . 1".

.. is. ;
19.5

.. 18.4

.. 19.

.. 2a. T

. 22.8

19.5

15 6

. 15.10

.. 19.

.. I'll.

.. 18.

.. 19.

Huns
38
24
20

PETREL, A. s. V.

i ONCORD, A - \

HELENA, N. A. S

NASHVILLE, N. A. S.

VESUVIUS, N \ -
WILMINGTON. N. A. S.

-I u WI-.K. N \ S
I VIMUI.I..
ALABAMA,

23 Torpedo Boats

BENNINGTON, ANNAPOLIS,
YORKTOWN, PRINCETON,

\ I SI PORT,
H HEELING,
. VSTINE,
MAi HIAS,
A.I AX.

CONONII I S,
MANHATTAN,

COAST DEFENSE VESSELS.

Speed Guns Speed mni~

TERROR, S.A.S. 12. 12 1 MIANTONOMAH 10.5 1"

PURITAN, N.A.S. 12.4 22 MONTEREY 18.6 16

AMPHITRITE, N.A.S. 12. 12 ' MONADNOCK-. 14.5 15

GUNBOATS.
Average speed l~> knots per hour.

BANCROFT,

\ II k-l'.l 111.

MARIETTA.
DOLPHIN.

. iiM \M HE,
LEHIGH,

22 to 32 Knots,

•Flagship. N. A. s.. North Atlantic Squadi A S.,

Asiatic Squadron. V"., Rear Admiral Dewey's command at
Manila. C. V .. ' oasl Scouting VesBel

Fighting vessels in commission Maj 1st. This list does
not include some of the recent purchases or unfinished ves-

SPANISH NAVY.

I'.ATTLE SHIP- 1st (lass.

S|it-,iI

. . 20.

BATTLE SHIPS— 2d Class.

VIZCAYA .....
ALMIRANTE OQUENDO
INFANTA MARIA I ERESA
PRINI ESS DES ASTURIAS
CARDENAX I [SNEROS
CATALUNA

30
24

24

Jl

AKMOHEI) CRUISERS.

EMPERADOR CARLOS
CKISTOB \I. COLON
CASTILLA, P. S

20.

'^9

... 20.

III

. 20.

26

UNARMoRED CRUISERS over 2000 Tons.

•KKINA i HRISTINA,
DON ANTONIO DE ULLOA
DON II W l'l AUSTRIA,
ISLA DE i UBA,
[SLA DE LUZON,
VELASI O,
i,n [ROS

MARQUES DEL ONERO,
ALFONSO XIII .-

LEPANTO

\I.I ?ONSO XII

REINA MERCEDES ...
i ONDE DA VENADILO

INFANTA ISABE1

1SABE1 II

MARQUES DE I \ ENS! \ AHA

P. s.

I)

P. s

I).

P. S.

I'

r s

II

P. S.

I)

P. s.

11

P. s.

II

P. s.

1)

Speed

linns

17.5

21

14.

111

14.

111

16.

12

20.

20

21

14.
14.

coast DEFENSE VESSELS.

M MANCI \
VITORI \

Speed

9
. 11.

GUNBOATS.
Average speed 13.5 knots per hour.

EL l .'A NO. P. S, II. RUY DE VILLABOS

GENERAL LEZO, P. S. D. SAMAR,

PIZARRO, MIX IS,

\ ASI " M NEZ HI B M BO \. \l: \"i l'l

MARQUES DE LA VII TOHIA, SEYTE,

i. ll:\I.|i\. MANILENO,

32 Torpedo Boats.

22 to 32 Knots

• Flagship. A S„ Atlantic Squadron. P. S-, Pacific
Squadron n. Destroyed hy Commodore Dewej at Manila.

A SOITHKRN VOLUNTEER.

HIS NORTHERN BROTHER.

\ I I AN 1 A CONSTIT1 1'ION.

VES, sir, I fought with Stonewall,

A And faced the fight with Lee;

But if this here Union goes to war,

Make one more gun for me!
I didn't shrink from Sherman,

As he galloped to the sea;
But if this here Union goes to war.

Make one more gun for me!

I was with 'em at Manassas —

The bully Boys in Gray;
I heard the thunderers roarin'

Round Stonewall Jackson's way;
And many a time this sword of mine

Has blazed the way for Lee;
But if this Nation goes to war.

Make one more sword for me!

I'm not so full o' fightin',

Nor half so full o' fun,
As I was back in the sixties

When I shouldered my old gun.
It mav be that my hair is white—

Sich things, you know, must be,
But if this old Union's in for war,

Make one more gun for me!

1 hain't forgot my raisin' —

Nor how, in sixty-two.
Or thereabouts, with battle shouts,

I charged the Boys in Blue;
And I say: I fought with Stonewall,

Anil blazed the way for Lee;
But if this old Union's in for war,

Make one more gun for me'

MINNEAPI ILIS JOURNA1 .

JUST make it two old fellow,
I want to stand once more
Beneath the old flag with you

As in the days of yore.
Our fathers stood together

And fought on land and sea
The battles fierce that made us
A Nation of the free.

I whipped you down at Vicksburg,

You licked me at Bull Run ;
On many a field we struggled,

When neither victory won.
You wore the gray of Southland,

1 wore the Northern blue;
Like men we did our duty

When screaming bullets flew.

Four years we fought like devils.

But when the war was done
Your hand met mine in friendly clasp.

Our two hearts beat as one.
And now when danger threatens.

No North, no South, we know.
Once more we stand together

To fight the common foe.

My head, like yours is frosty —

Old age is creeping on;
Life's sun is lower sinking,

My day will soon be gone.
But if our country's honor

Needs once again her son,
I'm ready, too, old fellow —

So get another gun.

THE (iE. Ii CALVERT Mansion. RIVERDALE MIL NEAR WASHINGTON. (SEE PAGE ll i.

HALF-TONES IN NEWSPAPER WORK.

I.\ WILLIAM I I I I' 'I I I < iWI S,

"THE art of illustration in newspapers
■*• makes rapid strides from year to
year.

The first pictures used were crudelj
engraven wood cuts, which were set up
with the type matter and printed direct
from the wood. This method was dis-
continued many years ago, having served
its time, when the new method of print-
ing from stereotyped rollers came in
vogue.

of the plaster of Paris and preparing the
plates has everything to do with perfect
results. When this coating of chalk
has been placed on the plate, it is left
to dry and harden thoroughly. The
plates are then kept in a dry place that
the chalk may become brittle. When an
illustration is desired, the artist uses a
sharp pointed stylus in drawing tin-
picture in the chalk, cutting through
the coating to the steel plate. The

ILONti rHE SHENANDOAH NEAR HARPER'S FERRY.

As the wood engraving required much
time in preparation, it was superseded
by the chalk plate, and this method is
still pursued, especially where immedi-
ate results are desired. The making
of a chalk plate illustration is inter-
esting. The artist has prepared before-
hand and read}' for use, a number of
thin steel plates, whose surfaces are
perfectly smooth and highly polished.
These plates are covered with a thin
coating of plaster of Paris to the depth
of about 1-32 of an inch. The mixing

drawing finished, the plate is then used
as a matrix in the usual method of stere-
otyping, wherein the molten lead is
poured over the matrix, making a type
in which the bas relief of the picture is
formed. The process of stereotyping is
very quick, requiring only from five to
seven minutes to complete a type ready
for use.

There are many records of swift work
done in this manner. In one instance,
an illustrating artist for a newspaper
was given a subject for illustration and

HALF-TONES IN NEWSPAPER WORK.

the picture was drawn, stereotyped, put
into the newspaper forms and run in
the regular edition of the paper in less
than thirty minutes.

Another method which has greatly
superseded chalk plates is the zinc
etching. The artist draws the illustra-
tion in black India ink on white paper.
A photographic negative is made of
the picture and transmitted to a zinc
plate prepared to receive the impres-
sion. The impression on the zinc is
then covered with a prepared ink which

cut always shows the best results.
Where the lines in a cut are close to-
gether, the chances are that the ink will
fill the meshes and blur the prints. But
even this detriment is fast being over-
come. The splendid new machinery in
newspaper presses, the good quality of
paper used by the better class of daily
papers, makes it possible to include
■'half tones" in their daily runs.

The "half-tone" is the most modern
method and in fact the most perfect
method yet discovered for giving abso-

>LD STREET IN HARPER'S FERRY,

adheres to the picture, leaving the bal-
ance of the plate clean, and the plate is
then submitted to a nitric acid bath,
until the zinc has been eaten away to
the depth of 1-32 of an inch, leaving the
protected picture in relief. This process
is used principally in line drawings.

All illustrations are commonly re-
ferred to as "cuts," the word naturally
originating with the engraver.

It may be explained that daily news-
paper presses are run at a very high
rate of speed and consequently an open

lutely correct pictures. The half-tone is
an exact reproduction of a photograph.
By means of it, any detail may be repro-
duced. The process of making them
has become a business in itself, although
every well directed daily newspaper now
has a complete photographing outfit and
engraving department prepared to make
its own half-tones. The engraver em-
ployed in charge of this department
is selected on account of his versa-
tility in this profession, as he may be
called upon to make any kind of illus-

HAL I- TONES l\ NEWSPAPER WORK.

'3

tration. For instance, a photograph is
handed him for reproduction by half-
tone, lie proceeds at once to make a
photographic negative the exact size he
desires the half-tone to be. In making
this negative he uses a screen between
the camera lens and the wet plate, in
order to give a broken surface to the
half-tone, thus making it possible to ob-
tain definite impressions from it. The
"screen" is a sheet of glass on which
lines are cut at equal distances apart,
at right angles, making a succession

much the same manner as the zinc plate.
The illustrations accompanying this
article are half tones made with an
eighty line screen, and it will be noticed
that they have a coarser appearance
than some of the very beautiful half-
tones which appear from time to time in
the "Book of the Royal Blue." The
majority of persons who do not under-
stand the making of half-tones would
naturally say these pictures are inferior;
but had they been made with a one hun-
dred and fifty line screen they would have

IKING BOWN nil POTOMAC PROM LODDEN HEIOHT8. HARPER'S FERRY

shown more detail and have been much
handsomer in appearance because the pa-
per on which this book is printed is enam-
eled and very heavy. These cuts were es-
pecially prepared for an Art Supplement
of a syndicate of newspapers and used
on rapid presses. Had they been made
with a finer screen instead of the coarser
one, the impressions would have become
blurred and almost indistinguishable.

The views given are scenes at and
near Harper's Ferry, W \'a., and
Washington on the line of the Baltimore
& Ohio Railroad.

of squares. These squares appear in
the new negative. If the half-tone is
for the ordinary newspaper the en-
graver uses a screen consisting of eighty
to one hundred lines to the inch. If
the half-tone is for fine work a screen
of one hundred and thirty-three to one
hundred and seventy-five lines to the
inch is used. The new negative is then
used to make an impression on a highly
finished copper plate, whose surface is
prepared to receive a photographic im-
pression. After the impression has been
transmitted, the plate is etched after

h

<

NIAGARA FALLS.

V.\ l.\ hlA III M I.I.N SIGl IURN1 \

C 1 1.()\\ on forever, in thy glorious robe

* Ot terror ami of beauty. Yes. How on,

Unfathom'd and resistless.
God hath set

His rainbow on thy forehead, and the
cloud

Mantled around thy feet,
And He doth give

Thy voice of thunder power to speak of
Him

Eternally — bidding the lip of man

Keep silence, and upon thy rocky altar
pour

Incense of awe-struck praise.
And who can dare

To lift the insect trump of earthly hope.

Or love, or sorrow, 'mid the peal sublime

Of thy tremendous hymn ' J

Even Ocean shrinks

Back from thy brotherhood, and his wild
waves
Retire abash'd.

| For he doth sometimes seem

To sleep like a spent laborer, and recall

His wearied billows from their vexing
play,

And lull them to a cradle calm; but thou,

With everlasting, undecaying tide.

Dost rest not night or day.)
The morning stars.

When first they sang o'er young crea-
tion's birth.

Heard thy deep anthem ; and those
wrecking fires

That wait the archangel's signal to dis-
solve

The solid earth, shall find Jehovah's
name

Graven, as with a thousand diamond

spears,
On thine unfathom'd page.

Ivach leafy bough
That lifts itself within thy proud domain
Doth gather greenness from thy living

spray.
And tremble at the baptism.

Lo ! yon birds
Do venture boldly near, bathing their

wing
Amid thy foam and mist.

'Tis meet for them
To touch thy garment's hem, or lightly

stir
The snowy leaflets of thy vapor wreath.
Who sport unharmed upon the fleecy

cloud,
And listen at the echoing gate of Heaven
Without reproof. But as for us, it seems
Scarce lawful with our broken tones to

speak
Familiarly of thee.
Methinks to tint
Thy glorious features with our pencil's

point.
Or woo thee to the tablet of a song,

Were profanation.
Thou dost make the soul
A wandering witness of thy majesty.
And while it rushes with delirious joy
To tread thy vestibule, dost chain its

step,
And check its rapture with the humbling

view
Of its own nothingness, bidding it stand
In the dread presence of the Invisible,
As if to answer to its God through thee.

THE "STAR SPANGLED BANNER" AND EORT McHENRY.

BY FRANK H. KELI.EV.

TN Mount Olivet Cemetery, at Fred-
A erick City, Md., on the Baltimore &
Ohio Railroad, near the place of his birth
and within view of the Catoctin Moun-
tain, lies buried in a lowly grave Francis
Scott Key, the author of the grandest
hymn sung in the hearts and throats of
a Nation envied by the whole world.

It was written in just such a time as
this, when the Nation was at battle with
a foreign foe and the love for the "Stars
and Stripes" inspired patriotic music in
the souls of men.

Associated with the song is the bom-
bardment of Fort McHenry, Baltimore,
by the British, on September 10, 1814,
and the song and fort are handed down
in history together.

The circumstances under which the
"Star Spangled Banner" was written is
forever interesting. Francis Scott Key
was the son of John Ross Key, a Revo-
lutionary officer, and was born near
Double Pipe Creek, Frederick County.
Maryland, on August 9, 1780. He was
educated at Annapolis, where he
studied law and afterwards practiced at
Frederick City, Md. (where he was ad-
mitted to the bar) until 1801, when he
removed to the District of Columbia.
There he served as District Attorney
under General Andrew Jackson. It
has not been definitely recorded by
his historians whether he lived in Balti-
more at the time of the bombardment
of the city, but the records show that
he, accompanied by one John S. Skin-
ner, had been commissioned to visit the
cartel-ship "Minden" of the British Fleet
to obtain the release of several prison-
ers, among them Dr. Beanes, of Upper
Marlboro, Md., who had been arrested
and taken prisoner to the fleet for his
sympathies with the American cause.
Key interceded in his behalf and was
successful in obtaining the release of
the prisoners. When about to take leave
they were informed that they would be
detained until the attack on Baltimore
was over. They were transferred to the
frigate '-Surprise," taken up the Patap-
sco and sent on board their own vessel,
being permitted to take Dr. Beanes with
them, but all were kept under guard to
prevent them from landing and giving
any information in regard to the British
Fleet. There they remained during the

night of September 13th, when the battle
between the ships and fort was at its
height. The anxiety of the prisoners
was intense, as they strained their eyes
for glimpses of the starry banner which
occasionally appeared through the
flashes of fire from the bursting shells
and the batteries of the fort. The bom-
bardment ceased sometime before day-
light and as the prisoners had no com-
munication with the enemies' ships they
did not know whether the fort had sur-
rendered or the attack upon it had been
abandoned. It was during this season of
intense anxiety that Key, who was a
man of great emotional temperament,
conceived the song which has made him
immortal. Impatiently he paced thedeck
and watched for the dawn, when in the
dim light of the September morn, he
caught the first glimpse of the flag, for
which he had so anxiously waited. With-
drawing a letter from his pocket, he pen-
ciled upon the back of it the opening
lines of the poem and some few memor-
anda of his thoughts. He completed the
poem in the small boat which conveyed
him to shore. The next morning he
showed the verses to Judge Nicholson,
who was greatly pleased with them, and
who took them at once to the office of
"The Baltimore American."

The following is a photographic re-
production of the poem as it appeared
in that paper :

FOBVMfJE,YKr,

The aiiaeiri'd sory wai composed nnder lh(V
following tSrcuir.Aances — A genl'°man h-n>
lefi BulUin.'i't:, hi * ll*£ uf iruie lor the ym
pose it* g<"mig released from the liiiiish Heel
a friend Ql bis who had been captured at Mt. i
borough —He wenlas far as the mouth of thu
Patu*ent, *Jid wan not permitted to return !e^
the intended aicack on Baltimore should br
dsclosed He was therefore Drought up rhe
Bay to the moutls of the Patapsco, where ilia
ll.cg vessel was kept under the guns of a firi-
Bale, and he was compelled uo witness the
b< mbardment ot Kort M'Henry, which the
A jinua! had boasted that he would catry in
a lew hours, and that the city must fall He
Matched the (lag at ibe fort through the while
day with an anxiety that can be better tVMt
than described, until the nlghi prevented him
from seeing it. In the ni»ht he watched the
Bomb Shells, and at early dawn his eye was
again greeted by tbe proudly wiving Hag 0/
ai» country

TJ/J- STAN SPANGLED BANNER ' AND FORT McHENRY

'/'tine — Amacreon i^ llitie.i
O 1 «y can you see by the dawn's earl) Sight.
What so proudly we bailed ax Hie twilight's
last gleaning,
Whose broad stripes and bright stars through
tbe penlotrs hght,
O'er 'he ramparts we watch d ; were so gaJ
lanilv straarniog ?
And ta<- Kosikel*' red glare, the Bombs burst-
ing in air.
Gave proof ih rough the night, that our I >»>■
vas atlll there ,
O ' say doea that star-spangled Banner /ei

wave,
O'er Jie Land of the free, and ttie home of
to* brave?

On tbe shore dimly seen through the mists of
the deep.
Where the foe's batighly host in dread si-
lence repose*.
What i< that which the breeze, o'er the tow-
«nng steep.
An it fitfully blows, half conceals, baJf dis-
poses i*
Pi™ it cateties (he gleam of the morning's

"**"■ bcatrn ,
|n f*V$otry reHected now times in the stream,
'lis the star spangled banner, O 1 long may

il wave
O'er the land of the free and the home of
the brave

And v here is that band who so tauntingly
swore
That the havoc of «ar and the battle's con-
fusion,
A tsomeand acountry, should leaveusno inore?
Their blood haa waalied out their loul loot-
steps pollution
No refuge could v.>e the hireling and slave,
From the terror of Bight or the goom of the
grave,
And the star -spangled banner in triumph

dbth wave.
O'er the Land of the Free, and the Home
of ttw Lira'- 1

O: thus be it ever when freemen shall stand'
flclween their lov'd ^utne->, and the war's
ilesotation,
files! wiell vict'ry and peace, may the Heav n
rescued land,
EraKc the Power that hath made an 'J pre-
aerv'd us > nation '
Then < impier we must, when our cause it is

just,
Arid this be our motto— 'In God is ourTrasf
And the star-spangied Banner in triumph

jhall wave,
O'er the Land of the Free, and the Home
0*' (he Brave.

'7

18 THE "STAR SPANGLED BANNER" AND FORT McHENRY.

The "Star Spangled Banner" was
set to music to the tune of ''Anacreon
in Heaven" by Ferdinand Durang, an
actor, and it was first sung by his brother,
Charles, in a tavern adjoining the Holli-
day Street Theatre in Baltimore. He
next sang it from the stage of the thea-
tre, where it immediately took the pop-
ular fancy, and attained a National repu-
tation.

The old flag which floated from Fort
McHenry during the bombardment, is
in possession of Mrs. Georgianna Armi-
stead Appleton of Boston, the daughter

had often expressed the wish -'let me
rest neath the shadow of the everlasting
hills" his friends removed his remains
to his native soil in September, 1866.

The corner stone of the new monu-
ment will be laid on June 14, 1898, which
is the 121st birthday of the -'Stars and
Stripes." The unveiling of the monu-
ment will take place on August 9, 1898,
at Mount Olivet Cemetery, at Fred-
erick. Md. It will be an occasion of
great moment in the history of the
United States, as well as of Maryland.

In connection with this most inter-

KIV S GRAVE AT FREDERICK. MD.

of Colonel Armistead, who commanded
the fort at the time of the bombardment.
It is interesting to recall the fact that
this flag had fifteen stars and fifteen
bars, eight red and seven white, repre-
senting the fifteen states in the Union
at that time.

To the memory of Francis Scott
Key, the Key Monument Association of
Frederick City, Md. , was incorporated
in 1895 to receive contributions towards
the erection of a suitable shaft to mark
the tomb of the immortal patriot and
poet, who died in Baltimore. Janu-
ary 11, 1843. He was buried in Green-
mount Cemetery of that city, but as he

esting history of our National song will
be a sketch of Fort McHenry:

The original fortifications were begun
in 1776 and remained until 1793 under
the exclusive control of the State of
Maryland, but in consequence of the
apprehension entertained at the time of
another conflict with Great Britain they
were put at the disposal of the Federal
Government by the Maryland Legis-
lature. In 1799 a popular subscription
was taken up in the City of Baltimore
and with money thus raised and a S20, -
000 appropriation by the Government,
a fort of brick was erected and conse-
quently called Fort McHenry in honor

AN ENGINEER'S EPITAPH.

tg

ot Janus McHenry, who was first Secre-
tary of War under President Washing
ton.

The little peninsula on which the
fort stands is at the entrance t" the
harbor of Baltimore, in the southeast-
ern part of the city, with the waters of
the beautiful Patapsco washing its
shores to the north, east and south, with
the city to the west. On the same pe-
ninsula, not more than a quarter of a
mile to the west, are the great elevators,
terminals and ocean docks of the Balti-
more & Ohio Railroad. These are the
greatest railway ocean terminals in the
world. There are miles upon miles of
railway track which have many times
been filled solid with car loads of grain
for export to the European countries.
From the elevator docks of the Balti
more & Ohio Railroad, vessels of per-

haps every Nation on the globe are
loaded with cargoes of various articles
of export.

Between the Baltimore & Ohio Rail-
road interests and the fort is the Colum-
bian IronWorks, when- manyof our pres-
ent war vessels of lighter tonnage have
been constructed ; among them is the
gunboat Petrel; the cruisers Hetroit and
Montgomery; submarine boat Plunger
and torpedo boats Porter. McKee. Wins-
low and Foote, from which many reve-
lations in modern warfare is expected.

Fort McHenry to-day is a recruiting
station for the I fnited States Army and is
the scene of much activity. It has been
equipped with a modern battery, and
while, perhaps, it may never again see
occasion to be used as a means of de-
fense, it is ready to hold its own in
defense of the flag that made it famous.

AN ENGINEER'S EPITAPH.

i:\ u . N. MITCH El I .

npHE following quaint epitaph appears
-*- on a tombstone in a Richmond,
Ya., cemetery concerning a certain rail-
road engineer by the name of James
Valentine, who was killed in a collision
on December 20, 1874. Besides the

verses there is carved on the monument
a very pretty engine bearing the initials:
"N. O. St. L. & O. R. R."

The identity of this road is now lost
as far as the official records show:

Until the brakes are turned on time,
Lifes throttle valve shut down;

He wakes to pilot in the crew.
That wear the Martyrs crown.

On schedule time on upper grade,
Along the homeward section,

He lands his train at God's round-house,
The morn of resurrection.

His time all full, no wages docked;

His name on God's pay roll,
And transportation through to Heaven

A free pass for his soul.

BEAUTIFUL ARLINGTON.

BY THOMAS CALVER.

V7LOW softly, Potomac; touch gently the Banks

Where heroes are mustered in motionless ranks;
Caressing the shore of their resting place, sweep
\\ ith wavelets unbroken and still as their sleep.
Come silent, ye breezes that gather perfume
From hillsides and dells that bright blossoms illume.
To shed on the couches of brave boys asleep,
And sweetens the dews that the wood spirits weep.

Hush! all; for we hearken for footfalls to-day.
Of spirits in ranks and in martial array —
The cadence of tread of invisible feet
Here marching their comrades yet living to meet,
List! all; for their steps in our hearts we may feel,
The sense of their presence may over us steal,
Although to our ears may be wafted no sound
Of step or of voice as they gather around.

The courage that lived through the anguish of death.
Devotion exhaled on their last flitting breath.
The love of their country that caused them their lives
And bitterest tears for their mothers and wives,
Shall quicken our souls if we meet them aright,
With them touching elbows as oft in the fight—
Their valor this realm of their resting pervades
And hallows each nook of these loveliest glades.

So, silent we wait, that our spirits may blend

With theirs in the love that endures to the end:

The fervor of zeal for our beautiful land

That leads to the fray at her honor's demand.

The loyalty deeming no sacrifice dear

That guards her and saves her when foemen appear.

The fortitude full of the conquering might

That forwards her flag through the furious flight.

Most fitting it is that the sod of this place

Should cover their dust with its beauty and grace;

That here the primeval and towering trees

Should cull for our brave ones the sweets of the breeze.

The grand dome above of the beautiful blue

And clouds opalescent with every hue

Are over no spot on this green flowery earth

Where beauty and sweetness more perfect have birth.

The beauty of manly, courageous youth,

With countenance speaking of virtue and truth;

The sweetness of national love above all

The passions and loves that the young heart enthrall ;

Are fitly enshrined in dear Arlington's bowers

Her beauty of verdure and sweetness of flowers;

And tears that were shed when these gallant boys fell

Should freshen forever the spot where they dwell.

BEAl 11 1- 11. ARLINGTON. 21

I hi eloquent tomb of the heroes unknown
Its story enduring and plain as its stone,
To each of us grandly though silently tells.
And each one to learning its lesson impels;
It is not for honor, nor glory, nor fame,
Nor even remembrance in stone-graven name
That heroes arise at the nation's command
And lay down their all for the dear native land.

Oh, beautiful Arlington, national shrine;
How sad are the thoughts that around you entwine
rhe lap where the nation her darling ones holds
And guarding their rest to her bosom enfolds;
For many have suffered that here you might reap
Your harvest of brave ones now fallen asleep;
But far from these confines of sorrow and sin
We shall understand why this anguish has been.

Ami lessons yet further we have here to learn,

Are voiced by the sleepers through tombstone and urn —

They tell us to see that their dear ones are fed

And cherish the living while mourning the dead.

So true was their worth and their deeds so sublime

Their fame brighter grows in the friction of time.

And shows in its glow, that shall ever increase,

A nation united in sweetest of peace

["his beautiful poem was written for Decoration Day, Ma) jo, [896, \-\ ("nomas Calver oi Wash-
ington, I' 1 . and dedicated to the historic National cemeten at Arlington, .1 few miles out of
Washington. It has never appeared in print; the "rigin.il written copy is framed and hangs in the
reception room <il the historical summer home "I General Robert E. Lee, .11 Arlington, which was
i ernmenl in i^m. The spacious grounds surrounding it were converted into a National
cemetei j and the remains of over t6,ooo Union soldiers buried therein. Arlington is the most beauti-
ful landscape near Washington and next to Mi Vernon in National inti n

THE NATIONAL EDUCATIONAL ASSOCIATION
MEETING AT WASHINGTON.

PHE meeting of the National Educa-
tional Association at Washington in
July promises to be one of the most
largely attended assemblies in the his-
tory of this organization. This is read-
ily understood from the fact that the
place of meeting is one of such national
importance at the present time.

The hotel and boarding houses of
Washington at all times are crowded,
and since the war with Spain the ho-

16, N. E. A., is located in Franklin
School building, corner 13th and K
streets, Northwest. Mr. John Hitz is
secretary of the local committee, and by
addressing him full information as to
accommodations can be obtained.

One of the interesting features of the
Washington meeting this year will be a
visit to the Volta Bureau, established
for the increase and diffusion of knowl-
edge relating to the deaf. This bureau

FRANKLIN SCHOOL BUILDING (13TH AND
HEADQUARTERS DEPART

tels have been taxed to their utmost ca-
pacity in taking care of the vast crowds
of people who visit the city. Those
who contemplate a visit in July would
do well to make their arrangements and
secure their accommodations as early as
possible. There is plenty of room in
Washington for almost any number of
people, as the city is blessed with hotels
and private boarding houses, of which
it has a larger number for its size than
any city in the United States

The headquarters of Department

K STKEETS N. W.) WASHINGTO
WENT SIXTEEN N. E. A.

has been named from an Italian philos-
opher. Allesandro Volta, who was born
at Coma in 1745, and died in 1827. He
was distinguished for his study of elec-
trical phenomena.

During the reign of Emperor Napo-
leon I, the French government origi-
nated the plan of giving prize money
to any discoverer or inventor whose
work proved to be of exceptional value
and interest. This prize, amounting to
50,000 francs (or a little less than $10,-
000), was to be given only when some

NATIONAL EDUCATIONAL ASSOCIATION MEETING

23

invention or discovery was brought to
the attention of the public, and it was
to be known as the Volta prize in honor
of the philosopher referred to. Its ob-
ject is to encourage research and in-
vention for the benefit of humanity.
It has only been awarded three or
four times since the custom was estab
lished.

In the year [880 the prize was voted
to Dr. Alexander Graham Bell, the
inventor of the telephone, as an appro
priate acknowledgment of the great
value of his invention and electrical

illustration, is one worthy of a visit from
every instructor or teacher in the land.
Another special feature of the N. E.
A. meeting will be the delightful side
trips from Washington. On July 9th to
[6th side trips will be run to Baltimore,
Gettysburg. Norfolk (Ya.). Ocean City
1 Aid 1, Old I'oint Comfort 1 Ya. 1. and to
Harper's Ferry and points in the beau-
tiful Shenandoah Valley, along the line
ol the Baltimore & Ohio Railroad.

A little pamphlet descriptive of the
scenic and historic interests of the Bal-
timore & Ohio Railroad will be found in

VOLT v Bl RE M W ISHIXQ rOS D I
FOR UN INCREASE IXD DIFFUSION OF KNOWLEDGE RELATING I" m Dl il

researches. Dr. Bell, being already in
affluential circumstances, upon receiving
the prize, set it aside to the benefit of
the deaf, in whose welfare he had for
many years taken a great interest, and
with it established the ••Volta Fund,"
in the organization of the Volta Bureau,
which collects all valuable information
that can be obtained with reference to
deaf mutes. The bureau contains al-
most everything pertaining to the edu-
cation of the deaf.

The handsome and substantial 01
building of the Volta Bureau, as shown in

observation cars. There are two ot these
pamphlets issued — one covers the line
from Cincinnati to Washington en route
from St. Louis, and the other from Pitts-
burg to Washington en route from Chi-
cago. The Baltimore & Ohio has two
bi autiful scenic routes through the Alle-
ghenies, meeting at Cumberland, both
of which are as distinctly beautiful as
could possibly be imagined.

Any information that teachers may
desire will be cheerfully furnished upon
application to any official of the Balti-
more & Ohio Kailroad.

2 4

WHERE TO FIXD SPORT.

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CONDENSED SCHEDULE

ROYAL BLUE TRAINS OF THE B. & O.

EAST AND WEST.

B. .v O. ROYAL BLUE TRAINS FROM WASHINGTON,

AND NEW YORK.

BA1 1 [Ml IRE, PHILADELPHIA

EASTWARD

EXCEPT
SUNDAY

NO. 508
EXCEPT

NO. 506
DAILY

NO. 5I(
DAILY

NO.SK
DAILY

No. 522
SUNDAY

Lv WASHINGTON

Lv BALTIMORE, CAMDEN STA. .
Lv. BALTIMORE, MT. ROYAL STA

An PHILADELPHIA

Ad NEW YORK, LIBERTY ST.-...
Ar NEW YORK, WHITEHALL TER..

7.05
7.55
7.59
10. 15
12.35
12.40

8.00
8.50
8.54
I 1.00
1.20
I .25

10.00
10.50
10.54
12.53
3.00
3.05

12.05
12.57
1. 01
3.09
5.35
5.40

1.15
2.15
2.20
4.35
7.00
7.05

3.00
3.49
3.53
5.56
8. 10
8.16

5.05
6.00
6.04
8.19
10.40
10.45

8.00
9.00
9.05
I 1.40
3.20

12.01
1.15
1.26
3.55
6.52
6.55

9.00
9.50
9.54
12.00
2.20
2.25

B. & O. ROYAL BLUE TRAINS FROM NEW YORK TO PHILADELPHIA, BALTIMORE

AND WASHINGTON.

WESTWARD

No. 51 7
EXCEPT

NO. 501
DAILY

No. 535
EX. SUN.

No. 507
DAILY

No. 509
EXCEPT
SUNDAY

NO. 525
DAILY

NO. 503
DAILY

LV NEW YORK, WHITEHALLTER..

Lv. NEW YORK, LIBERTY ST

Lv PHILADELPHIA

Ar. BALTIMORE, MT. ROYAL STA
Ar. BALTIMORE, CAMDEN STA
Ar WASHINGTON

4.30
8.00
10.04
10.08
I I .00

7.55
8.00
10.26
12.41
12.45
1.40

PW

10.00
10.00
12.20
2.26
2.30
3.30

AM

I 1.30
I 1.30
1.37
3.36
3.40
4.30

1.00
1.00
3.07
5.06
5. 10
6.00

1.45
1.45
4.20
6.42
6.46
7.50

3.30
3.30
5.42
7.49
7.53
8.45

4.55
5.00
7.30
9.32
9.36
10.30

5.55
6.00
8.35
10.41
10.45
I I .45

NIGHT

12.15
I 2. I 5
3.35
6.04
6.1 2
7.30

Pullman Cars on all trains

]',. lV O. ROYAL BLUE TRAINS TO ALE l< H X

AND SOUTHWEST.

WESTWARD

LIMITED
DAILY

EXPRESS
DAILY

NO. 9

EXPRESS

DAILY

NOTE

NO. 43

EXPRESS

DAILY

NOTE

NO. 5

LIMITED
DAILY

No. 55
EXPRESS

Lv NEW YORK, Whitehall Terminal

Lv NEW YORK, Liberty Street---

Lv PHILADELPHIA

Lv BALTIMORE, Mt Royal Station-

Lv BALTIMORE, Camden Station

Lv WASHINGTON

Ar. PITTSBURG --

Ar WHEELING

Ar COLUMBUS

Ar TOLEDO

AR CHICAGO

Ar. CINCINNATI--

AR INDIANAPOLIS

Ar LOUISVILLE -

Ar ST. LOUIS -

Ar ROANOKE

Ar KNOXVILLE

Ar CHATTANOOGA ---■

AR. MEMPHIS -

AR NEW ORLEANS ---

10. 00 AM
10. 00 m
12.20 pm
2.26 PM
2.40 pm
3.40 pm

I .45 pm
I .45 pm
4.20 pm
6.42 pm
7.00 pm
8.05 pm

8.20a*
I I .35 am

3.30 pm
3.30 pm
5.42 pm

7 .49 pm
7.30 pm

8.50 pm
6.35 a*

5.55 pm
6.00 pm
8.35 pm
10.41 pm
10.55 pm
I 1.55pm

4.55 PM
5.00pm
7.30 pm
9.32 pm
9.40 pm
10.45 pm

4.30 am
8.00 am
10.04 am
10. 12 am
I 1.05 am
8.00 pm

I2.I5NT
I 2. I 5 NT
8.00 am
10.04 am
10.25 am
I 1.25 am

2.55 pm
6.35 PM

8.00 A*
I 1.45 am
I 2.22 pm

6.40 pm

5.20pm
10.35 pm
9. 15 pm
7.36 am

I2.00NN
2.50am
6.50 am
7. I Oam

I 2.40p»

8. 18am
7.45 pm

7.20 am
3 45 pm
7.20 pm
7.40 am
I 0.30 am

8.20 pm
8 30 am

Through Pullman Sleepers to all points. NOTB—On Sundays leaoe New York at 1.45 p. m., Philadelphia 4.20 p.

B. & O. ROYAL BLUE TRAINS TO ALL POINTS EAST.

EASTWARD

No. 2

LIMITED
DAILY

EXPRESS
DAILY

LIMITED
DAILY

No. 8
EXPRESS

NO. 44
EXPRESS

NO. 46
EXPRESS

Lv CHICAGO --

Lv TOLEDO

Lv COLUMBUS -

Lv WHEELING

LV PITTSBURG

Lv ST. LOUIS -

Lv LOUISVILLE --

Lv INDIANAPOLIS

Lv. CINCINNATI --

Lv, NEW ORLEANS --■

Lv MEMPHIS -

Lv CHATTANOOGA

Lv KNOXVILLE

Lv ROANOKE .

AR. WASHINGTON

Ar BALTIMORE. Camden Station —
Ar. BALTIMORE. Mt, Royal Station

Ar PHILADELPHIA

Ar NEW YORK. Liberty Street

Ar NEW YORK. Whitehall Terminal

8.30a«
4.55 pm
8.55 pm

10.25am

6.00 pm
12.25 a*

8.20 am
2. I Opm
2.45 pm
6.35 pm

2.35 am
8.05 am
8.05 am
12.C5pm
9.00 am
8.45 pm

I .05 pm
2.05pm
2.20 pm
4.35 pm
7.00pm
7.05pm

6.47 am
7.50 am
7.59 am
10. I 5 am
I 2.35 pm
12.40 pm

4.50 pm
5.55 pm
6.04 pm
8. I 9 pm
10.40 pm
10.45 pm

I 1.55a*
12.53 pm
1. 01 pm
3.09 pm
5.35 pm
5.40 pm

6.35 am
7.50 am
7.59am
10. I 5 am
I 2.35 pm
I 2.40 pm

6.00 pm

8.00 pm

8.20 am

I 1.55a*

I 1.30 pm

7.40a»

8.45 a*

8.54 am

I I .00 a*

I .20pm

I ,25pm

I I .20pm
12.45 am
I .26 a*
3.55 AM
6.52 a*
6.55 a*

Through Pullman Sleepers from all points.

Daily, except Sunday.

THROUGH PULLMAN PALACE CAR SERVICE.

PULLMAN DINING CAR SERVICE.

Ri >\ AL BLUE

rRAINS I >l NIK l: & O I 1NES1 S] K\ HI IN l III
VESTIBULED TRAINS. P \ R I OR COAl HES

wokl.D SOLID

BETWEEN WASHINGTON. BALTIMORE,

AND NEW YORK.

I'llll. ADELPHIA

No 528.
No. 510.
No. 512.

No. 508.
No. 502.

No. 524.

No. 506.

No. 514.

No 522

No 505.

No. 517.
No. 501.

No. 511.

No. 535.
No. 507.

No. 509.

No. 525.

No. 503.

No. 515.

EAS1 WARD.
Buffet Parlor ( ar Washington to New York. Dining Car Washington to Philadelphia
Buffel Parloi Cai Washington to New York. Dining Car Washii Baltimore

Five Hour Train. Pa 11 \\ 1 hington to New York Dining ' 11 Ba ore to

New York
Buffet Parlor Car Washington to New York. Dining 1 ai Washington to Baltimon
Buffet Parlor Car Washington to New York. Dining Car Baltimore to Philadelphia; Si

Washington to Wilmington.
Buffet Parlor Car Washington to New York.

Parlor Car Washington to New York. Dining Car Baltimore to New York.
Separate Sleeping Cars from Washington an. I Baltimore to New York.
Buffet Parlor Car and Dining Car Washington to New York.

WESTWARD.

Sleeping Car New York to Chicago. Buffel Drawing R n Cai Buffalo to Washington.

Observation Cai Baltimore to Washington.
Buffet Parlor Car New York to Washington.
Buffet Parlor Car New York to Washington

Sunelavs Philadelphia to Washington.
Five Hour Train. Parlor Car New York to Washington

Baltimore.
"Royal Limited." Five Hour Train. Bullet Bailor Car New York to Washington
Buffet Parlor Car New York to Washington. Dining Car Baltimore to Washington;

Sundays [lining Car Wilmington to Washington.
Parlor Car New York to Washington. 1 lining Car Philadelphia to Washington.
Parlor Car New York to Washington. liming Car New York to Baltimore.
Parloi 1 ir New York to Philadelphia. On Sunday. New York to Washington.
Separate Sleeping Cars New- York to Philadelphia, Baltimore and Washington.

liining Car Philadelphia to Balti n on

I lining I ai New York to

BETWEEN NEW YORK, PHILADELPHIA, BALTIMORE. WASHING-
TON, PITTSBURG, WHEELING. COLUMBUS, CLEVELAND,
TOLEDO, CHICAGO. CINCINNATI, INDIANAPOLIS, ST.
LOUIS, LOUISVILLE. MEMPHIS, NEW ORLEANS

u ES 1 W \RH.
Sleeping Car New York to Cincinnati and St. Louis. Observation Sleeping Car Baltimore to

Cincinnati and Louisville. Dining Cars serve all meals. Parlor I art incinnati loSt. l.ouis.
Sleeping Car New York to Chicago via t Irafton and Bellaire. Sleeping Car Washington to

Newark. Dining Cars serve all meals.
Sleeping Cars Baltimore and Washington to Pittsburg. Dining ' ar serves supper Philadelphia

to Washington.
Sleeping Car New York to St. l.ouis. Sleeping Car Baltimore to Columbus and Toledo.

Dining Cars serve all meals.
Sleeping Car New York to New Orleans, and Washington to Memphis.
Sleeping Car New York to Chicago. Observation Drawing K n Cars Baltimore to IMtsburg.

Sleeping Cat Pittsburg to Chicago. Dining Cars serve dinner, suppei and irea ;

Sleeping Car Cleveland to Chicago. Sleeping 'ar Wheeling tO < hicagO,

Sleeping Car Pal ti more to Indianapolis and ' Ihicago via Cincinnati and Monon Route

EASTWARD.

No. 2. Drawing Room Sleeping Cars St. l.ouis to New York and Observation Sleeping < ai

Louisville and Cincinnati to Baltimore. Sleeping Car Toledo and Columbus to Baltimore.

Dining Cars serve all meals. Parlor Car St. Louis to Cincinnati.
No. 4. Drawing Room Sleeping Car St. Louis to New York. Drawing Room Sleeping Car Chicago,

Indianapolis and Cincinnati to Baltimore. Dining Cars serve all meals
No. 6. Drawing Room Sleeping Car Chicago to New York \ia Pittsburg. Observation Drawing Room

1 us Chicago to Baltimore. Sleeping Car Chicago to Pittsburg Dining ' ars serve

all meals.
No. 8. Drawing Room Sleeping Cars Chicago to New York. Sleeping Car Newark to Washington

Dining Cars serve all meals.
No. 10. Sleeping Cars Pittsburg to Washington and Baltimore. Dining car serves breakfast
No 44. Sleeping Car New Orleans to New York, and Memphis to Washington.
No. 46. Sleeping Car Chicago to < leveland. Sleeping Cat Chicago to Wheeling.

No

1

No

7

No.

9

No.

3-

No
No.

43
5-

No.
No.

47.
55-

LIST OF OFFICERS

BALTIMORE & OHIO RAILROAD

.John K. Cowen, Oscak G. Murray,

Receivers, Baltimore, Md.

EXECUTIVE DEPARTMENT.

John K. Cowkn, President Baltimore, Md.

W. H. Ijams, Treasurer Baltimore, Md.

J. V. McNeal, Asst. Treasurer Baltimore, Md.

C. W. Woolford, Secretary Baltimore Md.

ACCOUNTING DEPARTMENT.

H. D. Br/LKLEY, Comptroller Baltimore, Md.

Geo. W. Booth, Gen. Auditor Baltimore, Md.

J. M. Watkins, Auditor of Revenue Baltimore, Md.

A. F. Dunlevy, Auditor of Disbursements, Baltimore, Md.

OPERATING DEPARTMENT.

Wm, M. Greene, Gen. Manager Baltimore. Md.

W. T. Manning, Chief Engineer

Thos. Fitzgerald, General Supterintendent Main Stem

Philadelphia and Pittsburg Divisions, Baltimore, Md.
Wm. Gibson. Assistant General Superintendent Main Stem

Philadelphia and Pittsburg Divisions. Pittsburg. Pa.
J. Van Smith, Gen. Superintendent New York Division

Foot of Whitehall Street, New York.
J. M. Graham, Gen. Supt. Trans-Ohio Divisions. .Newark, < ».

D. F. Maroney, Supt. of Transportation Baltimore, Md.

Harvey Middleton, Gen. Supt. Motive Power,

Baltimore, Md.
I. X. Kalbaugu, Supt. Motive Power Lines East of Ohio

River, Baltimore, Md.
W. H. Harrison, Supt. Motive Power Lines West of Ohio

River, Newark, O.

David Lee, Eng'r Maint. of Way Lines West of Ohio River,

Zanesvllle, O.

C. C. F. Bent, Supt. Philadelphia Division. Philadelphia, Pa.

John E. Spurrier, Supt. Bait. Dlv. Main Stem,

Baltimore, Md.

R. M. Sheats, Supt. Western Div. Main Stem,

Grafton. W.Va.

Thos. C. Prince, Supt. Harper's Ferry and Valley Division-
Winchester, Va.

F. A. HrsTED. Supt. Middle Div Cumberland, Md.

.1 S. Nokris, Supt. Connellsvllle Div Connellsvllle, Pa.

John Barron, Superintendent Pittsburgh Div. .Pittsburg. Pa.

J. H. Glovek. Supt. Ohio and Midland Divisions, Newark, O.

P. C. Sneed, Superintendent Chicago Division, Garrett, Ind.

J. T. Johnson, Superintendent Akron Division, Akron, O.

Chas. Sklden. Superintendent Telegraph.. .Baltimore. Md.

PURCHASING DEPARTMENT.

E. H. Bankard, Purchasing Agent Baltimore, Md.

Chas. Fkick, Fuel Agent Lines East of the Ohio River

Baltimore, Md.

J. W. Franklin, Fuel Agent Lines West of the Ohio

River, Newark, O.

TRAFFIC DEPARTMENT.

PASSENGER.

B. X.

B. Martin. Manager Passenger Traffic. .Baltimore. Md.
M. Schrtver, Gen. Pass. Agt. Lines East of Ohio River,

Baltimore, Md.
Austin, Gen. Passenger Agent Lines West of

Ohio River. Fisher Building, Chicago, 111.
B. E. Peddicokd, Gen. Baggage Agent Baltimore, Md.

A. .1. Simmons, Gen. New England Passenger Agent,

211 Washington Street, Boston, Mass.
Lyman McCartt, Gen. East. Pass. Agt., 434 Broadway,

New York.
James Potter, District Passenger Agent, Philadelphia, Pa.

B. F. Bond, Division Passenger Agent Baltimore, Md.

S. B. Hege, Division Passenger Agent.. .Washington. D. C
Arthur G. Lewis, So. P. Agt., Atlantic Hotel, Norfolk, Va.

E. D. Smith, Division Passenger Agent Plttshurg, Pa.

D. S. Wilder. Division Passenger Agt-nt Columbus. ().

D. D. Courtney, Gen. Trav. Pass. Agent Baltimore, Md.

Robert Skinner, Trav. Pass. Agt., 434 Broadway, New York.
Bernard Asiibt, Trav. Pass. Agt., 833 Chestnut St.,

Philadelphia. Pa.
A. C. Wilson. Trav. Pass. Agt Washington, D. C.

C. E. Dudrow, Trav. pass. Agent.. .Harper's Ferry, W. Va.
.1. I. 1. vnh. Traveling Passenger Agent ..Wheeling, W. Va.

K C. Haase, Traveling Passenger Agent Newark, O.

¥. P. Copper, Traveling Passenger Agent Tiffin, O.

W. M. McConnell, Pass. Agent, 241 Superior St., Cleveland, O.

T. C. Burke, City Passenger Agent Wheeling. W. Va.

E. G. Tuckerman, City Pass. Agt., 434 Broadwav, New York.
E. E. Patton, City Pass. Agt., N. Y. Ave. and 15th St.

Washington, D. C.

W. F. Snyder, Passenger Agent Baltimore, Md.

H. A. Miller, Passenger Agent Wilmington, Del.

G. W. Squiggins, City Pass. Agt., 5th Ave. and Wood St.,

Pittsburg, Pa.

W. w. Picking, City Passenger Agent Chicago, 111.

W. C. Shoemaker, Traveling Passenger Agent, Chicago, 111.
Thos. McGill. Traveling Passenger Agent. .St. Paul, Minn.
C. H. Duxbury, Traveling Passenger Agent.. .Omaha, Neb.

J. E. Galbraith, General Agent Cleveland. O.

Peter Harvey. Pacific Coast Agent,

Room 32. Mills Building. San Francisco, Cal.
W. E. Lowes, Advertising Agent Baltimore, Md.

FREIGHT.

C. S. Wight, Manager Freight Traffic Baltimore, Md.

T. W. Galleher, Gen. Freight Agent Baltimore, Md.

L. R. Brockenbkough, Gen. Freight Agent, Pittsburg, Pa.
C. V. Lewis, Gen. Freight Agent in charge of Freight

Claims, Tariffs and Percentages. Baltimore, Md.
James Mosher, Gen.East.Fht.Agt., 434 Broadway, New York.

A. P. Bigelow, Gen. West. Fht. Agt., 220 La Salle St.,

Chicago, 111.
H. M. Matthews. Division Freight Agent .. .PittBburg, Pa.

Page Cherry, Gen. Dairy Freight Agent Chicago, 111.

J. A. Murray, General Coal & Coke Agent, Baltimore, Md.

W. L. Andrews, Asst. Coal and Coke Agt Pittsburg,Pa.

E. T. Affleck, Asst. Coal & Coke Agent Columbus, O.

R. B. Ways, Foreign Freight Agent Baltimore, Md.

Andrew Stevenson. Asst. Gen. Fht. Agent, Baltimore. Aid.

Ben Wilson, Gen. Live Stock Agent Baltimore, Md.

W. R. McTntosh, Division Freight Agent, Cumberland, Md.
E. M. Davis, Division Freight Agent.. ..Clarksburg, W. Va.

O. A. Constans, Division Freight Agent Columbus, O.

C. T. Wight, Division Freight Agent Sandusky, O.

B. F. Kaup. Division Freight Agent Tiffin. O.

E. S. King, Com'l Fht. Agt., 400 Chestnut St., Philadelphia,Pa

C. II. Mavnard. Commercial Freight Agent, Boston. Maes.
H. W, Atkinson, Commercial Freight Agent. Baltimore. Md.

B. V. Jackson, Commercial Fht. Agent. Washington, D. C.
W. N. Mitchell, Commercial Freight Agent, Atlanta, Ga.
G. D. Green, Commercial Freight Agent, Wheeling, W. Va.

C. F. Wood, Commercial Freight Agent Akron, O.

H. 11. Rogers, Commercial Freight Agent Cleveland, O.

E. N. Kendall, Commercial Freight Agent Toledo, O.

C. II. Ross, Commercial Freight Agent ...Milwaukee, WIb.
A. J. Davies, Commercial Freight Agent. ..Kansas City, Mo

H. A. Laing, Commercial Freight Agent Quincy, 111

H. C. Piculell, Commercial Freight Agent.. Omaha, Neb
C. H. Harkins, Commercial Freight Agent,

Minneapolis, Minn.

Thos. Miles. Commercial Freight Agent Duluth. Minn

John Hutchings, Commercial Freight Agent, Detroit, Mich
T. J. Walters. Commercial Freight Agent, Pittsburg. Pa.

J. E. Galiiraith, General Agent Cleveland, O.

Peter Harvey. General Agent,

Boom 32, Mills Building. San FraDcisco, Cal.
T. II. Xmonan, Gen*] Manager Continental Line and

< lentral States I>r.-patcb. Cincinnati, O.

PRESS DEPARTMENT.

J. H. Maddv, Press Agent. Baltimore, Md.

MILEAGE.

MAIN STEM AND BRANCHES
PHILADELPHIA DIVISION

PITTSBURG DIVISION

NEW YORK DIVISION

TOTAL MILEAGE EAST OF OHIO RIVER
TRANS-OHIO DIVISION

TOTAL MILEAGE WEST OF OHIO RIVER
TOTAL MILEAGE OF SYSTEM

784 38
129.CO
391. OO

5.30

774.25

jMagmficent
Scenery

&

Baltimore & Ohio R. R.

en route to JYIountain Resorts
of the Hllegbenies

Observation Cars between

Baltimore and pittsburg
Baltimore and Cincinnati

*&» *?»

Over Different Routes
CHest of Cumberland^*

0>e picturesque Route of Hmerica

The " Book of the Royal Blue " for July will be a Patriotic Number, and
of special interest. Send eight I 8 ) cents in stamps for copy after June 25.

Deer Park

On the Crest of the Hllcgbcnics
2,800 feet Hbovc Odc-CQatcr

JMaryland

Season Opens jfune 25, 1898

THIS famous mountain hotel, situated on the summit of the Alleghenies,
and directly upon the main line of the Baltimore & Ohio Railroad, has

the advantage of its splendid vestibuled express train service, both east
and west, and is therefore readily accessible from all parts of the country
In addition to the hotel there are a number of furnished cottages with facilities
for housekeeping, which are ready for occupancy from June 1st. All Baltimore
& Ohio trains stop at Deer Park, during the season.

The houses and grounds are supplied with absolutely pure water, piped
from the celebrated "Boiling Spring," and are lighted by electricity. Turkish
and Russian baths and large swimming pools are provided for ladies and gen-
tlemen. Suitable grounds for golf and tennis; bowling alleys and billiard rooms;
and fine riding and driving horses, carriages, mountain wagons, tally-ho coaches,
etc., to furnish amusement for guests. In short, all the necessary adjuncts for
the comfort, health or pleasure of patrons are found at Deer Park.

For terms apply to

D. C. JONES

B. & O. Central Building

Baltimore, JMd.

(Until June 1st; balance of season address Deer Park. Md.)

i

and WESt

My^a

s>^

0^^0 CALENDAR • 1898 ®^^B

JANUARY

FEBRUARY

MARCH

APRIL

6

M

T

w

T

F

8

s

M

T

W

T

F

8

8

M

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w

87

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29

27

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27

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20

80

31

24

25

26

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MAY

JUNE

JULY

AUGUST

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20

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24
31

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::| ::

SEPTEMBER

OCTOBER

NOVEMBER

DECEMBER

1

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3

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%

D.B.MARTIN.

MANAGER PASSEN6EB TRAmc
BALTIMORE. MD.

J.M:SCHRYVEf>.

GENERAL PASSENGER AGENT. BALTIMORE-MD.

B.N AUSTIN.

GENERAL PASS! NGER AGENT CHICAGO. ILL.

Corbitt & Butterfield Co.. Chicago.

Vol. I.

July, j898.

No. 10.

■_

fcVJVJ

OJ^

£fa

TABLE OF CONTENTS. p age

The Historic Sixth Mass; Ion at Balti-

81, 1898 1

Q A. K. 32 d Nationtil Encampment in

Septets ■ ' 4

■Antrim's Wheel. By Louis Camtfbell 11

Waahini • 14

v of the Baltimore* Ohio R. R. July 4,

1828 July 4, 1898 16

■■. and Fishing Elesoi ore & Ohio R. R. 24

ILLUSTRATIONS.
i of the Sixth Mas-.: nt Voluntet

Mt. Royal Station, Baltimore -Fronti

Uaryland Regimem Volunteers at Mt. Royal Station.
Baltimore

4

Custom House and Post ' 6

Regiment Armory 6

City II i T

Davidson F< 8

Queen & > 9

lO
1 9

sS?

IS

*M

G. A. R M 4th OF JULY AND BIRTHDAY NUMBER.

3 2d ]National Gncampment

6. H. R.

Sept. 6-10
1898

Cincinnati
Very Low Rates

from HU
points on

Deer park Dotd <# <*

DEER PARK, MARYLAND

Swept by Mountain Brccccs
ft ft ft

on the Crest of the Hllcghcnic9
2,800 feet Hbovc Odc-CHatcr

DEER PARK HOTEL. MARYLAND

On JMain Line Baltimore <& Ohio Railroad

I I HOURS FROM NEW YORK.

8 '•.- HOURS FROM PHILADELPHIA.
6'i HOURS FROM BALTIMORE.

5'.' HOURS FROM WASHINGTON.
6 HOURS FROM PITTSBURG.

. HOURS FROM COLUMBUS.

I I HOURS FROM CINCINNATI.

16': HOURS FROM INDIANAPOLIS.
2 1 HOURS FROM ST. LOUIS.

\B\ HOURS FROM CHICAGO.

Glcgant Through Pullman Sleeping Car Service
Qnexccllcd Dining Car Service

REMOVED from all annoyances. Absolutely free from malaria, hay fever and mosquitoes. Hotel
and Cottages. Every modern convenience. Electric Lights, Elevator, Turkish Baths, two large
^ Swimming Pools, Golf Links, Tennis Courts, Bowling Alleys, Magnificent Drives, Complete
Livery Service, Annapolis Naval Academy Band. Delightful Cottages (furnished for housekeeping if
desired 1 ready for occupancy. Hotel open from June 25th to September 30th.
For rates and information, address

D. C. JONES, Manager,

DEER PARK, GARRETT COUNTY, MD.

t

THE ARRIVAL OF THE SIXTH .Mass u mi SETTS REGIMENT OF VOLl STEERS AT MT. ROYAL STATION OF THE
BALTIMORE ■£• OH/O ff. B. AT BALTIMORE MAY 21, [898.

Book of the Royal Blue.

Prill [SHED Mom H] V BY THE

Passenger Defak i mi \ i of the IJai.mmori. , Railroad.

Vol. i.

BALTIMORE, JULY, 1898.

No. 10.

THE HISTORIC SIXTH MASSACHUSETTS.

"IT 7 IT H the exception of Dewey's great
*' victory at Manila and Hobson's
daring exploit at Santiago, there has been
no more impressive event since the war
with Spain than the triumphal march
of the Sixth Massachusetts Regiment
through the streets of I ialtimore, on Sat-
urday, May 21st, 1898, en route from Bos-
ton to Washington . This date will form
an important part in future history, in
grand contrast to April 19, 1861, when
the same regiment passed through the
same city on a call to arms from the Na-
tion's capital. In '61 they were greeted
with hisses, stones, missiles and shots
from an angry and unmanageable mob.
In '98 they were tendered a reception
that has no parallel in the history of the
Union. This time they were given a
welcoming reception which bewildered
them, so great was the enthusiasm.
Twenty thousand people met them at
the station, and showers of flowers, and
fruits and flags, and cheer upon cheer
greeted them, and in one grand, supreme
moment the world was given to under-
stand that all sectional differences in
this country of ours were blotted out
forever.

New England and Dixie-
Massachusetts and Maryland —
Boston and Baltimore —
The North and the South —
The "Yank "and the -'Johnnie"
are but one people, with "One Flag,
One Country, One Destiny, Brothers
Forevermore."

On Friday when the officers of the
Sixth learned they were to pass through
Baltimore on their way to Camp Alger
at Dunn Loring, Virginia, they wired
the mayor of Baltimore for permission

to march through the city from one rail-
way station to the other and thus repeat
history. The news spread like wildfire,
and preparations were begun at once for
a grand reception.

Early on Saturday morning the en-
tire city had learned of their coming,
and hours before their arrival great
crowds had gathered at Mount Royal,
the beautiful uptown station of the
Baltimore & Ohio Railroad, where the
troops were to leave their trains.

The superb station, which is the
most magnificent railway station owned
by any single railway company in the
United States, was gay with flags and
bunting, a force of men having been at
work decorating all the night before.
From the top of the clock tower to the
porte-cochere beneath and intertwined
in the stone railing of the balcony hung
the beautiful silk pennant of the cruiser
Baltimore, which was presented to the
city by the officers and men of that
now famous war vessel. Around the
balcony were three mammoth flags with
the coat-of-arms of Massachusetts and
Maryland.

In the train shed the great iron fenc-
ing was aglow with bunting and the
•'Stars and Stripes." Each gateway was
guarded with a banner inscribed with
an appropriate quotation, and the Massa-
chusetts men felt a thrill of pride when
they recognized their illustrious Daniel
Webster in : "I shall enter on no enco-
mium upon Massachusetts. She needs
none. There she is. Behold her and
judge for yourself. There is her history;
the world knows it by heart." And this
also : "Liberty and Union. Now and
Forever. One and Inseparable." And

THE HISTORIC SIXTH MASSACHUSETTS.

another: "Welcome, Sixth Massa-
chusetts. This is May 21, 1898, not
April 19, 1861." An immense silk flag
sixty feet in length formed a canopy
under which the soldiers were to march
in leaving the train sheds to the grand
plaza in front.

The station, which is below the
street level, is in the center of a beauti-
ful park of exquisite lawns whose sides
slope gently to the center, forming a
perfect amphitheatre for such an occa-
sion. On these grassy slopes fully
twenty thousand people in gay attire
with bunches of flowers and flags had
gathered to give full vent to their enthu-
siasm. As the regiment passed through
the gates the reception band played
"Maryland, My Maryland" and "Yan-
kee Doodle." The effect was electrical,
and cheer upon cheer greeted the men
as they lined up in front of the balcony
from which the address of welcome was
delivered. It was an impressive sight to
see the soldiers at "Parade, Rest"
pelted with flowers, fruits, cigars, cigar-
ettes and every available thing that
could be thrown as a compliment. Souv-
enirs were in demand. Pretty girls
traded flowers from their hats for a
piece of hard tack, and many a trade of
a stick pin for a button was noticed
down the line. Indeed, when the sol-
diers left the town more than one coat
was in need of a full complement of
buttons.

The address of welcome was made
by Mayor Malster and a beautiful basket
of choice flowers was presented to the
regiment. It was made in the form of
a shield, across the face of which were
clasped hands, and below was the in-
scription in violets, "Maryland to Massa-
chusetts." On red, white and blue
ribbons were printed : "Baltimore wel-
comes the Sixth Massachusetts," "Flow-
ers, not bullets," and "God bless you
and bring you safely home."

In response to the Mayor's address
Col. Chas. F. Woodward feelingly ac-
knowledged the pretty token and the
full sentiment of the occasion. When
the order was given to march, the
"Yankee" band started off with "Dixie"
and kept it up all the way through the
city to Camden station. The line of
march, which was fully two miles long,
was a solid mass of enthusiastic people.

As the column crossed Pratt street
the word was given down the line "This
is Pratt street," and each soldier glanced
quickly about him to take in his sur-
roundings. In 1861 the original regi-
ment was obliged to march through Pratt
street from the old President street sta-
tion to Camden station and it was on
this street that the rioting occurred.

As the regiment reached Camden
station each man was particularly inter-
ested in the inscription which hung over
the archway: "This is Camden station.
The same old B. & O." It was to re-
mind them again they were marching
over historic ground. The station, which
has been remodeled several times, is the
oldest in use in America. It figured
in two great riots — that of '61 and in '73
of the great railroad strike. Thousands
upon thousands of soldiers have passed
through its portals and barricaded its
walls against invasion, and twice has it
suffered by fire from angry mobs.

Here the soldiers were treated to an-
other surprise. Each man received a
box containing sandwiches, cake and
fruit. In each box was a card with
crossed Cuban and American flags and
the American coat-of-arms. Under-
neath was the inscription: "For our
country and humanity. Maryland's
greeting to Massachusetts. Baltimore
and Boston clasp hands. Baltimore
wishes God-speed to the historic Sixth
Massachusetts Volunteers. A united
country honors those who are rallying
to her defense. May the memory of
1861 be effaced by the welcome of 1898.
Do we love you? Dewey? "

While the soldiers reentered their
trains and started on their flying journey
to Washington, and the people of Bal-
timore waved their farewells and re-
turned to their homes, the telegraph had
been busy clicking the news to the four
corners of the earth, and the whole na-
tion rejoiced when the people heard
of it.

A blot had been effaced from his-
tory and all sectional feeling between
the North and South had passed for-
ever.

Many were the incidents of the trip
which the Massachusetts boys will not
likely forget. Their route from New York
to Washington through Philadelphia
and Baltimore was via the Baltimore

THE HISTORIC SIXTH MASSACHUSETTS.

& Ohio Railroad, '-Royal Blue Line."
They were carried in three special
trains of thirteen cars each, and which
were run at a remarkable rate of speed.
The third section covered the ninety-
five miles from Philadelphia to Balti-
more in two hours and sixteen minutes,

which was one of the best records ever
made with such a heavy train.

Much interest was displayed through-
out the entire route at Hound Brook,
Philadelphia, Chester and Wilmington,
and by many of the smaller cities who
had learned of their coming.

FIFTH MARYLAND REGIMENT M Mi. TtOl IX STATION, BALTIMORE dt OHIO I:
NOW EN ROUT1 i IA.

CINCINNATI AND THE G. A. R.

^HE "Queen City of the West" has
been chosen for the Thirty-second
Annual Encampment G. A. R. in Sep-
tember, 1898; and when the selection
was made at Buffalo last year. Cincin-
nati commenced at once to prepare a
royal welcome, such as was never before
given to the "Boys in Blue." There
is every reason to believe that an enor-
mous attendance ma)' be expected, since

provided for, and as the hotels and
boarding houses are inadequate to hold
all, school houses and public buildings
will be converted into temporary bar-
racks. Besides the veterans, 50,000
visitors may be expected, taking advan-
tage of the low rate of fare offered by
railroads from all over the United
States.

Cincinnati is well equipped to care

ART MUSEUM ASH ART SCHOOL, EDEN PARK, CINCINNATI.

the war with Spain has created such a
patriotic interest throughout the United
States.

The handling of an immense crowd
of visitors, such as are generally in at-
tendance upon G. A. R. Encampments,
is a matter of great importance. For
instance, there has seldom been less
than 50,000 veterans in attendance at
an encampment. The soldiers must be

for the multitude. The immense school
buildings all over the city and immedi-
ate suburbs will be provided with cots.
In addition to these, forty acres of park
at the camping grounds will be covered
with tents.

The camp ground, which will be
known as "Camp Sherman," is at
Chester Park, a popular summer resort,
which is convenient to the city by

CINCINNATI AND THE G. A. R.

half-hourly train service of the Balti-
more & Ohio Southwestern Railway and
by electric street railways. Twenty acres
of the park are covered by the amusement
buildings belonging to the Park Com-
pany. These buildings include a thea-
tre, club house, refreshment pavilions
and numerous smaller buildings de-
voted to amusements of every legitimate
character. The location of the camp is
most convenient to the "Posts," who
go via the Baltimore & Ohio Railroad,

The city, unlike Rome, is built
among instead of on seven hills. To the
north are Clifton Heights, Mt. Auburn,
Walnut Hills and Mt. Lookout. To
the east is Eden Park or Mt. Adams.
To the west, Price Hill : and to the
south, across the Ohio River, is the
Kentucky range of hills. These boun-
daries, of course, refer to the original
city in the valley, for the hill tops are
as solidly built up as the city below.
Very often visitors expect to see on the

i STOSI HOUSE AM' POST OFFICE. CINCINNATI.

as the trains stop immediately in front
of the entrance gate — the railway station
being just across the roadway.

The camp will be the gayest and most
brilliantly lighted the "boys" have
ever before seen, as the electric light
arrangements of the park have made it
famous as an electrical park.

Cincinnati can afford a list of attrac-
tions, amusements and points of interest
equaling any of the metropolitan cities.

"hill-tops" only a few houses, while
in fact the tops and very sides of the
hills are covered with houses more com-
pactly built than on the level ground.

The approaches to the hill-tops in
many instances are so steep that "in-
clined planes" are numerous. There
are several "inclines," notably those
at Price Hill, Harrison Avenue, Elm
Street, Mt. Auburn and Eden Park: the
one at Price Hill being the steepest.

CINCINNATI AND THE G. A. R.

All of these inclines convey street cars
and vehicles of all descriptions and of
reasonable tonnage from the lower
portion of the city to the upper.

The public buildings of Cincinnati
are beautiful substantial structures of
stone. The most recently built is the
City Hall, occupying the block bounded
by Eighth, Ninth, Central Avenues and
Plum Streets. The Government Build-
ing and Post Office on Government
Square is the most imposing and expen-

reputation for its exquisite workmanship
and beauty. The Art Museum and Art
School in Eden Park are additional evi-
dences of the public spirit of Cincin-
natians and of which the city has be-
come so proud.

The Art Museum is one of the most
attractive places in the country. Lo-
cated on an elevation in Eden Park, it
commands a splendid view of the sur-
rounding country and the city below.
Among the various collections contained

FIRST REGIMENT ARMORY, CINCINNATI.

sive. It required nearly ten years to
complete it. The Chamber of Com-
merce is especially noted for its beauti-
ful style of architecture. Besides these
public buildings, is the magnificent
Music Hall, a gift of one of Cincinnati's
public spirited citizens. In it are held the
great May festivals every two years. Its
famous organ is the second largest in
the United States. Another monument
of generous citizenship is the Tyler-
Davidson Fountain, which has a national

therein are hundreds of paintings, a most
excellent assortment of bric-a-brac and
pottery, sculpture, carvings in wood,
relics, etc., etc. Connected with it is the
Art School, or the "School of Design,"
the students having free use of the Mu-
seum. Eden Park, because of its natural
scenery, is ranked among the foremost
of picturesque landscapes. It is a suc-
cession of undulating hills of beautiful
forests and lawns. In it is the main
reservoir which supplies water to the

CINCIN.XA ft AND Till: C. A. R.

city. At its outer edge at the top of the
inclined plane is the world renowned
" Rookwood Pottery." Its wares are
to be found in every part of the globe
and are the most expensive of the kind.

Burnet Woods is a delightful "forest
park" on the way to fashionable Clifton.

The "Zoological Garden," which is

Cincinnati can boast of more suburbs
than any of the western cities. The
population has so increased in twenty
years as to drive the residents out of the
city to the hills and valleys, and the city
limits practically extend ten miles north
of the river

The suburbs of Clifton, Mt. Auburn,

sew cm n \i i

the largest in the West, is a beautiful
park lying immediately north of the city,
between the suburbs of Clifton and
Avondale. A rare collection of wild
animals has been supported here for
many years and lately amusement build-
ings have been erected to add to the in-
terest of the garden.

Avondale and Walnut Hills within the
city limits, are the most beautiful resi-
dence centers, while there are at least
fifty other attractive suburbs.

Immediately opposite the city on the
Kentucky side, is the city of Covington,
with a population of 45,000, and along
the river front to the east are the towns

CINCINNATI AND THE G. A. R.

of Newport, Bellevue and Dayton,
which really belong to Cincinnati, al-
though they can never be counted as
such. The most recent electoral census
of Cincinnati places the population at
350,000, not counting the suburban
population outside of city limits.

Southern R. R. bridge, between Cincin-
nati and Ludlow, Kentucky.

Newport is connected by a new bridge
of beautiful proportions, built within the
last four years, the L. & N. R'y bridge
having been the first connecting link.

Much interest may be found along

The Kentucky cities are connected
by beautiful bridges. Among them is
the famous Suspension Bridge, begun
during the war, and which was the first
of its kind. It connects Cincinnati with
Covington. The C. & O. R. R. bridge
also connects these cities. Further
down the river is the Cincinnati

the river front, at the public landing,
where the Ohio and Mississippi River
steamboats make their landings. The
old river days are no more, but the busi-
ness is still exceedingly profitable.

Cincinnati is provided with excel-
lent railway facilities. The Baltimore
& Ohio Railroad and the Baltimore

CINCINNATI AND THE G. ./. A\

& Ohio Southwestern Railway offer
excellent service from the East and
West. These lines extend from New
York to St. Louis through Cincinnati,
with solid vestibuled train service.

From Boston and New England
cities direct connections are made with
the ■• Royal Blue" trains from New
York running solid to Cincinnati.

From New York, Philadelphia, Bal-
timore and Washington, three through
"Royal Blue" vestibuled trains run
daily to Cincinnati with Pullman Sleep-

its track through Maryland, Virginia
and West Virginia the armies advanced
or retreated, dotting the surrounding
territory with battle fields.

Historic Harper's Ferry never loses
its interest to the traveler. Nearly
every mile of the lint- offers somithing
especially interesting, and the scenery
along the Potomac River and through
the Alleghenies is magnificent beyond
description. Observation Cars are run on
the fast New York and St. Louis Limited,

From Pittsburg, Washington, Pa..

CINCINNATI SOUTHERN QCEES & I RESCEN I RAILWAY BRIDGE. CINCINNATI.

ing Cars and a complete dining car
service, which is operated by the Balti-
more & Ohio Railroad. These trains
run through Harper's Ferry, Cumber-
land, Grafton. Clarksburg. Parkersburg
and Chillicothe, passing through the
most historic and picturesque mountain
country in the East. Every soldier
knows something about the history of
the " B. & O." during the war of the
rebellion. Both sides fought for its
possession, and back and forward across

Wheeling, Bellaire and intermediate
points, two " Royal Blue " trains are run
daily to Cincinnati with Pullman Parlor
Cars and Sleeping Cars.

From Columbus a splendid service
of four trains daily to Cincinnati is
provided. Two of these are the " Royal
Blue" trains from Pittsburg.

Cambridge, Xanesville, Newark, San-
dusky, Shelby, Mansfield and Mt. Ver-
non, all have quick train service to
Cincinnati, via Newark and Columbus.

PRIVATE ANTRIM'S WHEEL.

BY l.i ii IS CAMPBELL.

TT was a hot day even for Arizona.
*■ Fort Prant was slowly sizzling in
the great sandy sauce pan, and the only
living creatures visible were the soldier
stationed in front of the guard house
and private Antrim, the new recruit
from the East.

The man on guard stood quietly in
the doorway of the little adobe jail, wait-
ing patiently for the breeze that occa-
sionally was wafted through the building.

Antrim, on the contrary, was sitting
in the blazing sunlight, holding out to
its direct rays a common black tin ther-
mometer. He had never even heard of
such awful heat.

At last the mercury reached the top
of the tube.

•Wan hundred and thirty and no
more thermometer, by — " But he did
not say what. In fact, he never was
known to fill in the blank or swear by
anything.

Rising slowly, he limped into the
barracks, and joined a group of men
earnestly engaged in discussing what
seemed to be, judging from their con-
versation, a combination of vicious
broncho and dangerous and complicated
machine gun.

"As I was saying, Sergeant, just as
I got into the saddle she gave a sudden
buck and I ran plumb into the Colonel.
Then when I went to salute, she rolled
in the other direction and ran clean over
Captain Peters' jack rabbit. Then she
went straight down the parade and
dumped me into the pond. I never saw
such a machine for going off at half
cock."

■Yes, Nolan, that very ducking saved
you extra duty. The Colonel might
excuse your bumping him, but Captain
Peters wasn't likely to forgive your
spoiling his rabbit. "

'■Look at me oye and me shin."
wailed Antrim. "Sure its an invintion
of the divil. "

Just then a loud report like a pistol-
shot echoed through the room.

"There she goes; run, byes, run."

And setting the example, in spite of
his badly sprained ankle. Antrim was

soon at what he considered a safe dis-
tance.

The innocent cause of all this was
nothing more or less than a bicycle, a
number of which had been received at
the post with the instructions that the
men learn to ride.

Tin- officer of the day, hearing the
disturbance, came in, and an investiga-
tion showed that one of the tires of
Micky's wheel had exploded.

"See here, Antrim, will you never
learn that if you pump up the tires at
night, they are sure to burst these hot
days?"

■Yis. sor, I didn't know it was loaded,
sor." And that was really the keynote
of all Micky's troubles. Everything
seemed especially loaded for him. He
had been thrown by a broncho, bitten
by a tarantula, stung by a rattlesnake
and chased by an Indian.

A few days previous, he had been
ordered to bring a horse for the use of
the department general who was in-
specting the post. As the men stood in
line and the band struck up. there was
a rear and a plunge, and the dignified
General found himself on the ground.
Antrim was angrily ordered to step out
of the ranks.

"Were you aware of the proclivities
of this animal?" thundered the General.

"Yis, sor, it bucks, sor," answered
Micky in all gravity and innocence as
he saluted, and the partially suppressed
laugh that went down the line decided
the General that a fuss would only make
matters worse. Put for many a day the
men meeting out of sight of the officers
would salute and say, "Yis, sor, it
bucks, soi."

There is little enough to enliven the
common soldier's life at an Arizona post.
Pay day is always a long way off and
the sutler often inexorable.

From afar they listened to the Col-
onel's musicale or watched the german
at the Captain's quarters, or wondered at
the silence of a lieutenant's whist party.

Their kind of singing, dancing and
card playing was something widely dif-
ferent.

12

PRU'ATE ANTRIM'S WHEEL.

Hotter and hotter grew the days
until even the Indians ceased loafing
around the fort.

' 'There is trouble ahead, "said Cap-
tain Peters. "The time to look out for
an Indian is when you don't see any."

This paradoxical remark was made
to two young West Pointers who had
recently been assigned to the post. It
was overheard by Antrim who charac-
teristically attributed it to the rarity of
the atmosphere. He could never under-
stand why objects in that wonderful
country were so far away when they
seemed so near.

To the North. East and South of
Fort Brant rolls the desert. On the
West rise the mountains and winding
down from them is the only good trail
into it.

This soon became a favorite ground
with the bicycle corps, who laboriously
pedaled up to coast down. Of course
Antrim held the record of having taken
the longest header, and that too into the
largest cactus on the trail.

Just at daybreak one morning as
'■boots and saddles" rang out on the
quiet air, a scouting part)' was ordered
into the mountains.

A miner had come down bringing a
tale of murder and pillage by a band of
Indians under Lame Deer, a hitherto
inoffensive but ambitious young chief.

Not considering the outbreak of
great consequence, and anxious to prac-
tically test the new mode of locomo-
tion, Captain Peters who commanded
the expedition, divided his men. One
half as usual rode their bronchos, and
the other their bicycles. Among the
latter was Antrim.

On the mesa the line was in fair-
ly good order, the wheels keeping
pace with the horses; but when the
mountains were reached it became sadly
confused and unsafe, especially to an
old Indian fighter like the Captain.

Going up the steep trail the cavalry
rode gaily on while the bikes were slowly
pushed up. On the descent, the wheels
came rushing amongst the horses, like
a succession of avalanches and danger-
ously near the precipices, passing be-
yond the advance guard, never stopping
until stalled on another incline.

By noon the claim was reached, or
rather what remained of it.

The smoldering ruins of the cabin
and bullet ridden bodies of the miners
told the too familiar tale of a tardy
rescue.

The troop gazed on the awful and
grewsome scene as wheel and horsemen
drew close together.

" By — " said Antrim.

"Hell!" growled the Sergeant.

••Silence!'' thundered the Captain.

And down the canon came the
echoes, "Silence, Silence."

The first task was the burial of the
bodies. Nothing could be learned of
the Indians' loss, as they had time to
remove their wounded and dead. In
the pile of empty shells beside each
dead miner there were surely some
vouchers that an Indian had been made
• 'good. "

The services conducted by the Cap-
tain were brief and impressive.

Antrim, taking the little metal cross
which he always wore suspended from
a string around his neck, placed it in
the folded hands of the youngest.

While the men were digging the
graves the Captain narrowly scanned
the rocks, but not a vestige of redskin
could be seen.

He had that feeling of being closely
watched and that itchy sensation be-
tween his broad shoulders presenting as
they did, such a splendid target.

He had come to hunt Indians, but
from past experience knew that with
such antagonists the hunter was often
hunted.

Suddenly a goat high above them in
the canon jumped from its hiding place
and began clambering down the moun-
tain.

Then a buzzard, perching on an op-
posite crag and watching the disposal
of what it evidently considered its din-
ner, wheeled into the air, circling from
rock to rock, with the evident intention
of alighting but always changing its
mind.

To a tenderfoot this meant nothing,
but the Captain and most of his men
knew that behind each stone lurked a
devil ready to send death into their un-
protected ranks.

The path by which they came was
in possession of their invisible foes.

To the west lay the Alkali desert
with all its horrors.

PRIVATE ANTRIM'S WHEEL.

'3

A move in either direction would
open the flood-gates of a leaden torrent.

The Captain caught sight of a lace
grinning in exulting anticipation at its
prey beneath — a face widely different
from those calm white ones lying in the
yet uncovered graves.

Perhaps the Indians were supersti-
tiously waiting until the funeral services
were over.

If they could only he prolonged until
dark.

•Attention ! Follow me. boys, single
file, and do as I do."

Around the graves the Captain
marched, swinging his arms and stamp-
ing his feet, followed and mimicked by
the entire company.

Sometimes the men played "follow
my leader" at the fort, but now they
were "monkeying" with a vengeance.

Their very lives depended on their
mystifying their superstitious foes.

"Sing!" commanded the Captain.

They opened their mouths but from
their parched throats issued only faint
squeaks and groans.

The Sergeant was a strict disciplin-
arian and prided himself on carrying out
his Captain's orders.

In front of him marched Antrim.
Taking a pin from his collar he jabbed
it into Micky's leg with a "Sing, man,
sing."

The yell that echoed through the
canon would have made an Apache pale
with envy. The "music" was some-
thing antediluvian and heroic ; words no
one understood ; now a chant, now a
wail, always a howl, with which the pin,
perhaps, had much to do.

Around and around the living wheel
revolved, picking up pans and kettles,
using them as cymbals. Now and then
closing in, bowing their heads to the
center and taking surreptitious bites
from their haversacks and sips from
the canteens.

Would the sun never set?

Inch by inch the shadows grew and
the Indians forgetting their caution,
leaned over the rocks to gaze at the un-
wonted spectacle.

At last darkness came, and the al-
most exhausted men jumping hastily be-
hind the horses, opened fire upon the
foe whose silhouettes showed plainly
against the sky.

Complete darkness soon put an end
to this and the men began to retrace
their journey.

It was a veritable gauntlet of stones
and bullets, which however, did but
little harm.

On through the night, they trudged
up and down, pushing their wheels and
dragging their horses.

Just before dawn, unable to go fur-
ther, a stand was made in a partially
sheltered ravine ; while below them the
trail sloped steeply in an almost un-
broken line to the fort.

It was quite certain that relief would
be sent when the firing was heard, but
the Indians were ambushed on either
side of the trail, and warning must be
sent to their comrades below.

Explaining the situation. Captain
Peters asked for a volunteer.

The men looked at one another. It
was almost certain death. Then Antrim
stepped forward. "I'll go, sor. "

"You. How?"

"On my wheel, sor."

"Very well."

Taking hastily written instructions,
Antrim mounted his bicycle and started
for the fort as the first rays of dawn
pierced the canon.

Astride a horse his journey would
have quickly ended, but the Indians in
wonder at this queer machine withheld
their fire until too late.

Faster and faster went Mick}', his
feet on the coasters, every nerve and
muscle strained to keep the wheel
straight and avoid obstructions.

The pedals revolved like buzz-saws
and the wheels became shadowy discs.

An Indian scout had barely time to
jump aside as this combination of man
and thing shot past. The bullet from
his rifle struck the ground many feet
behind.

The General, an early riser, was
standing on his veranda gazing toward
the mountains.

Presently his attention was attracted
by an object moving with marvelous ra-
pidity toward the fort.

As he looked, it grew, and soon re-
solved itself into a trooper on a runaway
bicycle.

On it came through the gates straight
for the General. It struck the porch;
there was a vision of boots disappearing

WASHINGTON'S FAREWELL TO HIS ARMY.

through the doorway, out the opposite
window; a final crash and all was still.

When the General reached Antrim,
Mickey managed to say, "Here's a
missige, sor, " and fainted.

The relief was sent and the Indians
routed.

Some days later when Antrim was
again able to attend to his duties,
Captain Peters said, ''Antrim, what
kind of music was that you made in the
canon ? "

"That, sor, was a Donnegal love
song, sor."

WASHINGTON'S FAREWELL TO HIS ARMY.

TT7"HITEHALL Terminal, or South
vv Ferry as it is now more generally
known, is one of the oldest ferry slips of
New York City. It is located at the foot
of Whitehall Street, just east of the Bat-
tery at the extreme southern point of
the city, and was then, as now, the most
convenient point from which to reach
either Jersey City or Brooklyn.

More than a hundred years ago it
was known as "Whitehall Ferry," but
as other ferries were established it be-
came known as "South Ferry.'' It is
now the great terminal of all the elevated
railways and the cable lines, and many
ferry lines to Brooklyn and Jersey City.

This is the terminal which is used
by the Baltimore & Ohio Railroad, for
the convenience of passengers to and
from all parts of Greater New York.

It was at "Whitehall Ferry,'' in a
building which is standing to day, that
George Washington bid farewell to the
officers of his army, a description of
which is given in the concluding chapter
of "Hugh Wynne," Dr. S. Weir Mit-
chell's beautiful story :

"In April, 1783, peace was pro-
claimed. In November of that year I
heard from Colonel Hamilton that our
beloved general would, on December 4,
take leave of his officers, and that he
was kind enough to desire that all of
his old staff who wished should be pres-
ent. I was most pleased to go.

"In New York at Fraunce's Tavern,
near Whitehall Ferry, I found the room
full of the men who had humbled the
pride of England and brought our great
war to a close. His Excellency entered

at noon, and seeing about him these
many companions in arms, was for a
little while so agitated that he could not
speak. Then with a solemn and kindly
expression of face, such as I had once
before seen him wear, he filled a glass
with wine, and, seemingly to steady him-
self, said:

"'With a heart full of love and
gratitude, I take my leave of you, most
devoutly wishing that your latter days
may be as prosperous and happy as your
former ones have been glorious and
honorable. '

"So saying, he drank his wine, and
one after another went by him, shaking
his hand. No word was said and these
worn veterans of the winter camps and
the summer battle-fields moved out, and
saw their former general pass down, be-
tween lines of infantry, to the shore.
There he got into a barge. As he was
rowed away he stood up and lifted his
hat. All of us uncovered, and remained
thus till he passed from sight, to be
seen no more by many of those who
gazed sadly after his retreating form.

"There is an old book my grand-
children love to hear me read to them.
It is the 'Morte d' Arthur.' done into
English by Sir Thomas Malory. Often
when I read therein of how Arthur the
king bade farewell to the world and to
the last of the great company of his
Knights of the Round Table, this scene
at Whitehall Slip comes back to me,
and I seem to see once more those gal-
lant soldiers and far away the tall figure
of surely the knightliest gentleman our
days have known."

THE SEVENTIETH BIRTHDAY OF THE B. & O.

TNTIL recently there were hidden
*-^ away in the great iron vaults of
the general office building of the Balti-
more & Ohio Railroad at Baltimore,
relics of priceless value — implements of
greater power than the strongest arma-
ment in the world; implements of peace
and prosperity. They were a spade, a
trowel and a hammer, laid away many
years ago as mementos of a most import-
ant event — the building of the first
American railway. Together with these
tools were a Masonic silk apron and
badges worn by Thomas Young Nichol,
a master stone mason who performed
the actual labor of placing the corner
stone of the Baltimore & Ohio Railroad,
at Baltimore, July 4, 1828.

The ceremonies attending this great
event having been conducted by the
Masonic Fraternity, the relics have been
placed in a large glass cabinet and
loaned to the Masonic Temple, Balti-
more, with the compliments of the Balti-
more & Ohio Railroad.

As this railway is about to enjoy
its seventieth birthday on the coming
Fourth of July, which this year will be
fraught with newborn patriotism, a re-
view of the great events of 1828 are
befitting.

This Parent of American Railways
still bearing, unchanged its original
charter name, may look back with pride
on the most wonderful history of any
corporation in the world. Its name first
appeared in the annals of American his-
tory on the day when the people of our
great Republic were celebrating our
fifty-second year of Independence, and
no more appropriate christening could
be given it than that of the venerable
Charles Carroll of Carrollton, the last
surviving signer of the Declaration of
Independence, who, tottering under his
ninety-one years, casting the first spade-
ful of dirt for the beginning of the rail-
way, said : " I consider this among the
most important acts of my life, second
only to that of signing the Declaration of
Independence, if, indeed, second to that."

His memorable words were a proph-
esy, for with the building of the rail-
way, the country took on a new com-

mercial activity and the Nation grew to
be a power above all others.

The railway first received its charter
on February 27, 1827, and great prepara-
tions were made for its building. It was
to be a great event and the duties atten-
dant upon the ceremonies were there-
fore intrusted to the Masons.

A grand industrial and civic parade
was arranged, in which every trade and
profession was represented . Each trade
was provided with a float on which the
workmen were actively engaged making
their individual wares and giving them
away. The City of Baltimore was in its
zenith of glory, for great was the monu-
ment for which the corner stone was to
be laid that day. The ceremonies were
conducted in the most religious manner,
as was the custom of the founders of
our impregnable Nation.

The following interesting account is
taken from a little pamphlet which was
printed as a souvenir of the great event:
•The celebration of the Fourth of
July, and the ceremonies attending the
commencement of the Baltimore & Ohio
Railroad, brought to town a great con-
course of strangers a day or two before
the celebration. On the afternoon and
evening immediately preceding, all the
roads to town were thronged with pas-
sengers, while in the city itself, the live-
ly and incessant crowds in Baltimore
Street, the movement of various cars,
banners, and other decorations of the
trades to their several points of destina-
tion, the erection of scaffolds, and the
removal of window sashes, gave many
' notes of preparation ' for the ensuing
fete. Fortunately the morning of the
Fourth rose not only bright but cool,
to a great comfort of the immense
throng of spectators that from a very
early hour, filled every window in Balti-
more Street, and the pavement below,
from beyond Bond Street on the east,
far west on Baltimore Street, extending
a distance of about two miles.

"About ten o'clock, the procession
reached the spot on which the founda-
tion stone of the railroad was to be
placed — a field two miles and a quarter
from town, south of the Frederick

THE SI- I I:\1TETH EIRTHDAY OF THE B.

O.

i7

Turnpike road, and near Carroll's upper
mills, on Gwynn's Falls. Through the
middle of this held runs, from north to
south, a ridge of an elevation of perhaps
thirty feet; in the center, anil on the
summit of which was erected a pavilion
for the reception of Charles Carroll of
Carrollton, the President and Directors
of the Railroad Company, the Engi-
neers, the Mayor and City Council, and
the Orator of the day. Among the
guests in the pavilion were also the
Speaker of the House of Representa-
tives of the United States, Gov. Coles,
of Indiana, the members of Congress
and the Legislature, the Order of Cincin-
nati and Revolutionary Soldiers. Col.
Grenier and Gen. Devereux. On either
side of the pavilion, and along the line
of the ridge, was arranged the cavalry.
In front of it toward the east, and on
the brow of the ridge, was the excava-
tion for the reception of the foundation
stone, beneath which, and parallel with
the ridge, lay a long and level plain, in
which the procession formed on its
arrival, facing towards the pavilion.
The cars were drawn up in a body on
the left and inclining towards the rear
of the pavilion. The masonic bodies
formed a large hollow square around
the first stone. The spectacle presented
from the pavilion was gay and splendid
in a very high degree.

"The ceremonies were commenced
by a prayer by the Rev. Dr. Wyatt.
Masonic Grand Chaplain; the vast au-
dience uncovered their heads, when Mr.
Heath, after an eloquent preface, read
the Declaration of Independence. The
Carrollton March, composed by Mr.
Clifton, being then performed, Mr. Jno.
B. Morris delivered the following ad-
dress from the President and Directors
of the Company :

•• FELl i iw Cl 1 [ZENS :

The occasion which has assembled
us is one of great and momentous inter-
est. We have met to celebrate the lay-
ing of the first stone of the Baltimore &
Ohio Railroad, and if there be anything
which could render the day we have
chosen more interesting in our eyes
than it already seems, it is that we now
commence the construction of a work
which is to raise our native city to that
range which the advantage of her situa-

tion and the enterprise of her citizens
entitle her to hold. The result of our
labors will be felt, not only by ourselves,
but also by posterity not only by lialti-
imore, but also by Maryland and by the
United States.

•■ We are about opening the channel
through which the commerce of the
mighty country beyond the Allegheny
must seek the ocean — we are about
affording facilities of intercourse be-
tween the Kast and the West, which will
bind the one more closely to the other,
beyond the power of an increased popu-
lation or sectional differences to disunite.
We are in fact commencing a new era
in our history; for there are none present
who even doubt the great and beneficial
influence which the intended road will
have in promoting the agriculture, man-
ufactures and inland commerce of our
country. It is but a few years since
the introduction of steamboats effected
powerful changes, and made those neigh-
bours, who were before far distant from
each other. Of a similar and equally
important effect will be the Baltimore
& Ohio Railroad. While the one will
have stemmed the torrent of the Mississ-
ippi, the other will have surmounted
and reduced the heights of the Alle-
gheny; and those obstacles, considered
insuperable, will have ceased to be so,
as the ingenuity and industry of man
shall have been exerted to overcome
them.

'• Fully impressed with the magni-
tude of the undertaking committed to
their charge, the Board of Directors
have used every means to insure success.
The best talent of the country is em-
ployed in their service; the General Gov-
ernment has lent its officers to assist in
what is justly considered a work of na-
tional importance— much valuable infor-
mation has been acquired, anil with
abundant resources at their command,
the Board of Directors find themselves
within little more than a year after the
incorporation of the company, fully pre-
pared to commence the construction of
the Grea 1 Road.

"It is not in mortals to command
success, but if a determination to yield
to no obstacle which human exertion
can overcome; an enthusiastic devotion
to the cause: a firm belief that the com-
pletion of the magnificent work will con-

i8

THE SEVENTIETH BIRTHDAY OF THE B. a-' O.

fer the most important benefits upon
our country; and a thorough conviction
that it is practicable — if all these, urging
to action, can ensure success — success
shall be ours.

"This day fifty-two years since, two
millions of people, the population of the
provinces of Great Britain, proclaimed
themselves independent states, and com-
menced the task of self government.
Our native city was then an inconsider-
able village, with few and difficult
means of communication with the inte-
rior, and with a scanty and slowly in-
creasing commerce. The inhabitants
of these states now numberten millions,
and Baltimore has increased in her full
proportion of population. Wide av-
enues now radiate in every direction
through the surrounding country — she
has risen to the rank of the third city of
the Union, and there are but few sec-
tions of the world where her commercial
enterprise has not made her known.
Fifty-two years since, he, who is this
day to lay the first stone of the great
road, was one among a band of fearless
and noble spirits who resolved and
declared that freedom which has been
transmitted unimpaired to us.

'The existence which he contributed
to give to the United States on the
Fourth of July, 1776, he perpetuates on
the Fourth of July, 1S28. Ninety-one
summers have passed over him. Those
who stood with him in the Hall of Inde-
pendence, have left him solitary upon
earth — 'the father of his country.' In
the full possessions of his powers; with
his feelings and affections still buoyant
and warm, he now declares that the
proudest act of his life and the most
important in its consequences to his
country, was the signature of Indepen-
dence; the next, the laying of the first
stone of the work which is to perpetuate
the Union of the American states; to
make the East and West as one house-
hold in the facilities of intercourse, and
the feelings of mutual affection. Long
may he live, cherished and beloved by
his country, a noble relic of the past, a
bright example of the present time."

On the conclusion of the address,
two boys dressed as Mercuries, ad-
vanced to the canopy, and prayed that
the Printers might be furnished with a
copy of the remarks and address just

delivered, that they might be printed
and distributed to the people.

The deputation from the Black-
smiths' Association next advancing, pre-
sented Mr. Carroll the pick, spade,
stone-hammer and trowel, prepared by
them for the occasion, and made the
following address:

" Venerated Sir:

As the representative of the Asso-
ciation of Black and Whitesmiths, I am
directed to present to you these imple-
ments made and borne to this place by
freemen, consisting of a pick to break
the soil, the spade to remove it, the
hammer to break off rough corners, and
the trowel to lay the cement which is to
unite the East to the West, for the com-
mencement of this great work, which
will commemorate an epoch in the his-
tory of the internal improvements of our
beloved country, and that too, on this
illustrious day, which is celebrated as
the day that tried the souls of men — the
day that gave birth to a nation of free-
men — the day, venerated sir, with which
you are so conspicuously identified — the
day that shall be the polar star to future
ages, advertising them, that men dare
declare themselves a free and sovereign
people, that republics can exist, that
they neither require the royal diadem or
military rule to direct the great helm
of state in safety.

■'And now sir, that the present age
may bless the men that touched the
spring and put in motion this great
national work, and that future ages may
bless the memory of our beloved Charles
Carroll of Carrollton, is the prayer of
those freemen that surround you."

The deputation from the stone-cut-
ters now came forward, and the car
containing the foundation stone was
driven to the spot. While the stone
was preparing, Mr. Carroll, accompa-
nied by the grand marshal of the day
and Mr. John B. Morris, descended
from the pavilion bearing in his hand the
spade just presented, advanced to the
spot selected for the reception of the
foundation stone, in order to strike the
spade into the ground. He walked with
a firm step, and used the instrument
with a steady hand, verifying the pre-
diction of our correspondent, in the

THE SEVENTIETH lUKTlfDAY OF THE /»'. &■ O.

ig

song published on the morning of the
fourth:

"The hand that held tin- pen,

Never falters, bul again

: iloyed with the spade, toassist his fellow men."

The stone was then dexterously re-
moved from the wagon in which it had
been conveyed to the ground and placed
in its bed. The Grand Master of Mary-
land then remarked, that before apply
ing the test of his instruments to the
stone, for the purpose of ascertaining
its correctness, with the assistance of
the Grand Masters of the states of
Pennsylvania and Virginia, it might not
be amiss to add one to the numerous
congratulations then expressed, that
Maryland had at last determined to
engage in honorable competition with
her sister states in the great work of
internal improvement. He hailed the
presence of the Grand Masters of these
states as a propitious omen. On the
one hand was Pennsylvania, the first to
penetrate the defiles of her mountains
with her roads, who had been ever since
employed with ceaseless assiduity in
further developing the resources of her
domestic trade. On the other hand was
Virginia, who had been for years studi
ously engaged in creating and preserving
a board, with competent funds, for the
promotion of the same great end; man-
fully struggling against those difficulties
which even here energy had hitherto
been insufficient to surmount, and there-
fore doubtless awaiting anxiously the
result of our experiment, in order to
avail herself of this mode of extended
communication. It was only, he said.
to notice the countenance of the repre-
sentatives of a numerous fraternity in
these two powerful and neighboring
states, and to express in the name of
the body whom he represented, their
thanks for the kind feelings which had
prompted the acceptance of the invita-
tion to join in the ceremony of the day —
that he had allowed himself to interrupt
the usual order with a single remark.

The Grand Master, attended by the
Past Grand Chaplain of Maryland, and
by the Grand Masters of Pennsylvania
and Virginia, then applied his instru-
ments to the stone, and after handing
them for the same purpose to the other
Grand Masters and receiving their fa-

vorable report, pronounced it to be
■•well formed, true and trusty." The
Grand Chaplain invoked the benedic-
tion of heaven upon the success of the
enterprise, the prosperity of the city,
and the future life of the venerable man
who had assisted in laying the stone.
The ceremony was concluded in the
usual manner by pouring wine and oil
and scattering corn upon the stone,
with a corresponding invocation and re-
sponse, followed by the grand Masonic
honors.

The following is the inscription:

[•HIS STON]

Presented b) the Stone Cutters of Balti
In commemoration of the commenci n

Of the B U I IMi IR1 4 OHIO R Ul RO \l>

was here placed on the 4TH 01 July, 1828, by the

1. nmd Lodge of Maryland,

assisted by Charles Carroll of Carrollton,

the last surviving signer

in 1 in I >ei laration of Vmerican [ndependi

and miller the direction of the president and directors

.■I The Railroad Company.

On each side of the stone was this
inscription :

FIRST STONE

of the Baltimore & Ohio Railroad.

In a cavity of the stone was deposited
a glass cylinder, hermetically sealed,
containing a copy of the charter of the
company as granted and confirmed by
the states of Maryland, Virginia and
Pennsylvania and the newspapers of
the day, together with a scroll contain-
ing these words:

This Stone Is I teposited

In commemoration of the commencemenl

of the

BALTIMORE .\ OHIO R VII ROAD

A Work
of deep and vital interest to the

IMERtCAN PEOPLE.

It-- accomplishment will confi 1
the most important benefits upon this nation

by facilitating it- 1 OMM1 Ri
diffusing and extending it- social intercourse,
and perpetuating
the happy union of the confederated tati
The first general meeting
of the citizens of Baltimore to
confer upon the adoption ol propet
measures for undertaking this magnificent
work, was on the 2d day of February, 1827.
An act of incorporation by the -1
Maryland was granted February
28th, 1 --'7. and was confirmed
bj the state ol Virginia

Man h -th. I 827.

Stock was subscribed to provide funds for its
execution April 1st, 1 827,

20

THE SEVENTIETH BIRTHDAY OF THE B. &- O.

The first Board of Directors was elected
April 23, 1S27.
The Company was organized April 24th, 1827.
An examination
of the country was com-
menced under the direction of
lieutenant Colonel Stephen II. Long
and Captain William G. McNeill, United
Mites topographical engineers, and William
Howard, United States' civil engineer,
assisted by Lieutenants Barni \.
Trimble and Dillahuntv of the
U. S. Artillery, and Mr.
Harrison, July 2d.

]SJ 7 .

The actual surveys to determine the route were

begun by the same officers with the

additional assistance of Lieutenants

Cook, Gwynn, Hazzard, Fes-

senden and Thompson, and

Mr. ( luion, November

20th, 1S27.

The charter of the company

was confirmed by the state of Pennsylvania,

February 22d, 182S.

The state of Maryland became a

Stockholder in the company by subscribing for

half a million of dollars of its stock

March 6th, lS2\

And the construction of the road was commenced

July 4th, 1S2S.

THE GRAND CIVIC PROCESSION'.

The procession was headed by Cap-
tain Cox's troop, the First Baltimore
Hussars. The '-Pioneers" with the
implements of labor on their shoulders
followed next. Then came the Masonic
Fraternity of Maryland, accompanied
by representatives of the order from
Pennsylvania and Virginia.

In "an elegant Landoulette and
four" were seated Charles Carroll of
Carrollton, and General Samuel Smith,
Senator of Maryland in Congress. Then
followed other carriages containing Col-
onel U. S. Heath, orator of the day, Mr.
Andrew Stevenson. Speaker of the
House of Representatives, Gov. Coles,
of Indiana, Colonel Grenier, aide to
Gen. Lafayette at the surrender of Corn-
wallis, and other prominent gentlemen
of the day.

On foot in double files came the di-
rectors of the Baltimore & Ohio Rail-
road Company, the Military and Civil
Engineers of the Company, the Society
of Cincinnati and Soldiers of the Revo-
lution. After these came the Trades
Associations in the following order:

Farmers and Planters: Twenty-four
"aged and respectable" farmers on
horseback, representing the number of
states of the Union, were followed by a

float representing a rural scene with
growing mulberry trees and stalks of
corn and men at plowing. The mottoes
were significant: ''The wilderness and
the solitary place shall be glad and the
desert shall rejoice and blossom as the
rose." "Our swords are beaten into
plough-shares and our spears into prun-
ing hooks." "He who soweth good
seed shall reap abundantly." "Paul
may plant, and Apollos water, but God
giveth the increase." " Behold the day
is come. Put ye in the sickle and reap
for the harvest is ripe." "Every man
may sit under his own vine and fig tree,
and none shall make him afraid."

The Gardeners came in white coats,
vests and pantaloons, wearing bouquets.

The Millers and Flour Inspectors
with silk badges containing devices of
the tools of their profession and a sketch
of the railroad, were followed by the
Bakers and Victuallers.

Tailors: A float drawn by four
horses contained a representation of a
tailor shop with six journeymen at work
making a coat, the cloth of which was
made by the "Weavers" during the
parade. A conspicuous banner contained
the following motto: " And they sewed
fig leaves together."

Blacksmiths and Whitesmiths: This
body of artisans distinguished by blue
ribbons carried the implements with
which to begin the road — a pick, a spade,
a stone-hammer and trowel, all specially
made for the occasion. The motto on
the banner carried was: "By hammer
and hand all arts do stand."

Then came the Steam Engine
Makers, Rollers of Copper and Iron and
Millwrights. They carried a large ban-
ner with the strange device:

" We join like brothers, hand in hand.
Called by the world a millwright band."

" Millwrights do their w-ork prepare
By water power, steam or air."

The Weavers, Bleachers, Dyers and
Manufacturers of Cotton and Wool
came next. On a large float drawn by
four horses was the loom which made
the cloth from which the tailors made
the coat for the venerable Carroll.

The Carpenters, Lumber Merchants
and Plane Makers were next in line.
Thej- carried a banner on which was
drawn a railroad depot, warehouses.

THE SEVENTIETH HI Rill DAY OF THE B.

O.

t v \

etc. In the foreground was a Doric ar-
cade, through the center arch of which
was represented a locomotive engine
approaching the

depot. The arcade — .

bore the inscrip-
tion: "Railroad to
the Ohio, July 4.
1828."

The Stone Cut-
ters followed with
the "First Stone
of the Baltimore &
Ohio Railroad " on
a handsome car,
in the center of
which was a plinth
covered with green
baize, on which
the marble stone
was placed.

The Masons
and Bricklayers
came next wearing
silken badges, a
fac-simile of which
is printed herein.
In the following
order came the
Painters, Cabinet
Makers. Chair
Makers, O r n a-
mental Chair Paint-
ers, Tanners and
Curriers, Cord-
wainers, Hatters,
Turners and Ma-
chine Makers,
Coopers, Saddlers
and Harness Mak-
ers, Coach Mak-
ers, Coach Trim-
mers, Coach
Painters, Cedar

~1^ f \

m

In commemoration of laying the Corner Stone of Hie
Baltimore and Ohio Rail-Roao. by Charles
Carroll of CarroWon, hi the 9Zd year of hu a%t.

i ^TOILTT 4fi

J.

/< >)j </4H

Coopers, Coppersmiths, Prass Found-
ers, Tin Plate Workers. Printers. Book
Binders, Watch Makers, Jewelers. Sil-
versmiths. Engrav-
ers, Glass Cutters,
Ship Carpenters,
I ! o a t Builders,
Rope Makers. Rig-
gers, Sail Makers,
Pilots, Ship Cap-
tains, Mates and
Seamen, Dray-
men and the num-
erous societies of
the city of I Salt i -
more.

The floats, in-
teresting as they
were throughout
were too numerous
to mention. A
great ship drawn
on floats and
manned with a
" full " crew, furn-
ished the principal
amusement to the
delighted people.
The old accounts
use the word "full"
with a double
meaning, as the
log of the good
ship "Union"
proves that the
crew were very
convivial spirits.
During the cere-
mony of the break-
ing of the ground,
the crew of the ship
sang the follow-
ing to the tune of
"Hail to the Chief":-

fjAU

-SIMILE OF BADGE WORK in nil UREA! I ELEBRA-

HON ' IN Jl IA 1 1828, M BALTIMi >KI

" Hail to the road which triumphant commem es.
Still closer t'unite the east and the west;
I [ail to the hope in our vision thai glances,
With prosperous commerce again to In- blest.
Cheer, loudly cheer, the patriotic sage,
Who tirsl of all tugs in spite of his agi
Then cheerily together our efforts uniting,
I 1 r - In Ip thi great work in advancing.
1 1, dear and glorious be the day
Which causes .ill this grand display;
1 1 mg remembered maj it be,
Through Baltimore's prospi 1 It 1

SONG FOR THE DAY.

Written by Mr. John Cole and sung on the occasion of the laying of the corner-stone of the Baltimore
& Ohio Railroad, July 4, 1S28. Tune of " We're a' Noddin'."

tTERE'S a road to be made,

L± With the Pick and the Spade,

Tis to reach to Ohio, for the benefit of trade;

Here are mountains to be level'd,

Here are valleys to be fill'd,

Here are rocks to be blown, and bridges too to build.

And we're all hopping, skipping, jumping,

And we're all crazy here in Baltimore.

See the crowds of men and boys,

What a bustle! What a noise!

Sure all the world is here to participate our joys;

Here's the matron and the prude,

"O boys you're very rude,"

And here's old Paul Pry, with his "hope I don't intrude."

For we're all prying, peeping, looking,

For we're all gaping here in Baltimore.

Come, come along with me,

And you'll see the Committee,

And the venerable Carroll, the friend of liberty;

The hand that held the pen,

Never falters, but again

Is employed with the spade to assist his fellow men.

For they're all digging, blowing, blasting,

For they're all working here in Baltimore.

Here's the Mayor and the Council,

And the Judges of the Court,

Here's the Sheriff and the Marshall, and Collector of the Port;

Here's the pulpit and the bar,

Here are strangers from afar,

And here's what remains of the mighty men of war.

Who are all going one after t'other,

There's very few left us here in Baltimore.

Here's the Brotherhood so true,

All in purple and in blue,

With their badges and their tools, all ready for the work,

See there's the Royal Arch.

How beautifully they march,

And the Knights of the Temple to protect us from the Turk.

For they're all cutting, slashing yonder,

But we don't fear them here in Baltimore.

Here's the trades with their banners,

Coopers, Curriers and Tanners.

With the Carpenters and Saddlers, and Hatters not a few;

Here's the Butchers with their cleavers.

Painters. Plasterers and Weavers.

And Pat with the shovel and drop of whiskey too.

For we're all drinking, toasting, tippling,

For we're all tipsy here in Baltimore.

so ay; for ////■: day.

23

Here's the Tailors! What a si^ht'

And the Smiths black and white.

And here come the Shoemakers who fit us left and right:

Here's the men who cut the Glass,

And those who work in Brass.

And the Printers with the Devil, stand by and let 'em pass,

For they're all busy printing verses,

On the grand show we have in Baltimore.

Here's the Captains and the Mates,

With the ship United States,

Here's the Builders and Riggers, with the Makers of the Ropes;

Here's the Pilots with their compass,

Carters, Draymen — What a rumpus!

With the Juvenile Association, marshal'd all in groups,

For we're all marching, march, march, marching,

For we're all marching here in Baltimore.

Now halt the parade,

While the Corner Stone is laid.

And the prayers ascend to heaven to aid the enterprise;

See Rountree with his band,

Takes an elevated stand,

And the Carrollton March re-echoes to the skies;

We shall all play it, whistle it and sing it.

We shall all play it here in Baltimore.

And when the road is made,

With the Pick and the Spade,

In the Locomotive Engine they put a little fire,

And while the kettle boils,

We may ride three hundred miles,

Or go to bed in Baltimore, and breakfast in Ohio;

For they're all waiting, hoping, praying,

For a quick way to come to Baltimore.

Chorus. — O we're all full of life, fun and jollity,
We're all crazy here in Baltimore.

2 4

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— m 8j 41 j> ^W( - * —

■s I

SSi

-_ ^ d : ; -

^Is

"7; d

S S-*

: » = ;

u ^

ii w — «) u u 5 :

1 1 =.- = U - 7

"' 41 _h

- , -i r -

.-•aae-gs 5 ^5

a S -3 i

■i _-t-t-r

2 - .sasal

- 5 ~ — - J

7-

t SsS

— — .s *

_ s 1 (.«

^ i = 7
4 = a .

- . .# d

t ;? «H

« - .'—5

I 5l

33

II

i *

uo. a. « =

ft l| f 1 i

U w i i 1 1

a s = = : r. 3 d

X B DO 7; X. DQ 00 E-

-*. a.

I I plii

a 3 d d i^;?r;

CONDENSED SCHEDULE

ROYAL BLUE TRAINS OF THE B. & O.

EAST AND WEST.

B. & O. ROYAL BLUE TRAINS FROM WASHINGTON. BALTIMORE, PHILADELPHIA

AND NEW YORK.

EASTWARD

EXCEPT
SUNDAY

No. 508
EXCEPT
SUNDAY

NO. 502
DAILY

No. 506
DAILY

No. 5 16
DAILY

No 522
SUNDAY

Lv. WASHINGTON

Lv BALTIMORE, CAMDEN STA. -
Lv. BALTIMORE, MT. ROYAL STA

Ar PHILADELPHIA -

AR. NEW YORK, LIBERTY ST

Ar. NEW YORK, WHITEHALL TER.-

7.05
7.55
7.59
10.15
12.35
12.40

8.00
8.50
8.54
I 1.00
1.20
1.25

10.00
10.50
10.54
12.53
3.00
3.05

12.05

12.57

1. 01

3.09
5.35
5.40

1.15
2.15
2.20
4.35
7.00
7.05

3.00
3.49
3.53
5.56
8.10
8.16

5.05
6.00
6.04
8.19
10.40
10.45

8.00
9.00
9.05
I 1.40
3.20

NIOHT

12.01
1.15
1.26
3.55
6.52
6.55

9.00
9.50
9.54
12.00
2.20
2.25

& O. ROYAL BLUE TRAINS FROM NEW YORK TO PHILADELPHIA, BALTIMORE

AND WASHINGTON.

WESTWARD

No. 505
DAILY

No. 517
EXCEPT

NO. 5 M

DAILY
6 HOUR

NO. 509
EXCEPT

NO. 525
DAILY

NO. 503
DAILY

NO. 515
DAILY

Lv NEW YORK, WHITEHALL TER.-

Lv. NEW YORK, LIBERTY ST

Lv PHILADELPHIA

AR. BALTIMORE, MT. ROYAL STA
Ar. BALTIMORE, CAMDEN STA. .
Ar WASHINGTON

4.30
8.00
10.04
10.08
I 1.00

7.55
8.00
10.26
12.41
12.45
1.40

10.00
10.00
12.20
2.26
2.30
3.30

I 1.30
I 1.30
1.37
3.36
3.40
4.30

1.00
1.00
3.07
5.06
5.10
6.00

1.45
1.45
4.20
6.42
6.46
7.60

3.30
3.30
5.42
7.49
7.53
8.45

Pullman Cars on all trains.

4.56
5.00
7.30
9.32
9.36
10.30

5.55
6.00
8.35
0.4 1
0.45
I .45

12.16
12.15
3.35
6.04
6. I 2
7.30

B. & O. ROYAL BLUE TRAINS TO ALL POINTS WEST AND SOUTHWEST.

WESTWARD

EXPRESS
DAILY

EXPRESS
DAILY
NOTE

EXPRESS
DAILY

NO. 43

EXPRESS

OAILY

NOTE

No. 5

LIMITED
DAILY

NO. 55
EXPRESS

Lv. NEW YORK, Whitehall Terminal

Lv. NEW YORK, Liberty Street

Lv. PHILADELPHIA -

Lv. BALTIMORE, Mt, Royal Station
Lv BALTIMORE, Camden Station —

Lv WASHINGTON

Ar. PITTSBURG -

Ar. WHEELING

Ar COLUMBUS

Ar TOLEDO

Ar CHICAGO - -

Ar CINCINNATI ---

Ar INDIANAPOLIS -

Ar LOUISVILLE - --

Ar ST. LOUIS ---

Ar ROANOKE -

Ar KNOXVILLE --- - --

Ar CHATTANOOGA ---

AR. MEMPHIS --

Ar NEW ORLEANS

10. 00 A*
I 0.00 u<
12.20 pm
2.26 PM
2.40 pm
3.40 pm

1.45 pm
I .45 PM
4.20 pm
6.42 pm
7.00 pm
8.05 pm

8.20 am
I I .35 <m

3.30 pm
3.30 pm
5.42 pm

7.49 pm
7.30 pm

8.50 pm
6.35 AM

5.55 PM
6.00 pm
8.35 pm
I 0.41 pm
10.55pm
I 1.55pm

4.55 pm
5.00 pm
7.30 pm
9.32 PM
9.40 pm
10.45 pm

4.30a«
8.00U
10.04 am
10. I 2 AM
I I .05 am
8.00 pm

12. I5NT
12. I 5 NT
8.00 am
10.04 am
10.25 am
I 1.25am

8.00 am
I 1.45 am
I 2.22pm

6.40 pm

9.00 pm

2.55 pm
6.35 pm

5.20 pm
10.35 pm
9. 15 pm
7.36 am

I 2.00NN
2.50 am
6.50 am
7. 10am

12.40 pm

8. I 8 am
7.45 pm

7.20 am
3 45 pm
7.20 pm
7.40 am
10.30 am

8.20pm
8. 30 am

Through Pullman Sleepers to all points. NOTE- -On Sundays leave New York at 1.45 p. m., Philadelphia 4.20 p. m.

B. & O. ROYAL BLUE TRAINS TO ALL POINTS EAST.

EASTWARD

EXPRESS
DAILY

NO. 6
LIMITED

NO. 8
EXPRESS

EXPRESS
DAILY

NO. 44

EXPRESS

DAILY

NO. 46

EXPRESS

OAILY

Lv CHICAGO -

Lv. TOLEDO -

Lv COLUMBUS ---

Lv. WHEELING

Lv. PITTSBURG -

Lv ST. LOUIS --- -

Lv LOUISVILLE

Lv INDIANAPOLIS

LV. CINCINNATI - -

Lv NEW ORLEANS -

Lv MEMPHIS ■

Lv CHATTANOOGA

Lv KNOXVILLE --

Lv ROANOKE

Ar WASHINGTON --

Ar. BALTIMORE. Camden Station —
Ar BALTIMORE. Mt. Royal Station

Ar PHILADELPHIA

Ar. NEW YORK, Liberty Street

Ar NEW YORK. Whitehall Terminal

8.30 am
4.55pm
8.55 pm

6.00 pm
12.25 am

12.35 pm

8.20am

2. 10pm

I- 2.45 pm

6.35 pm

2.35 AM
8.05 AM
8.05 AX
12.05 pm
9.00 am
8.45 pm

I .05 pm
2.05 pm
2.20 pm
4.35 pm
7.00pm
7.05 pm

6.47 am
7.50 am
7.59 am
10. I 5 am
12.35 pm
I 2.40 pm

4.50 pm
5.55 pm
6.04 pm
8. 19 pm
I 0.40 pm
I 0.45 pm

I I .55 am
12.53pm
I .01 pm
3.09 pm
5.35 pm
5.40 pm

6.35 AM
7.50 am
7.59 am
10. I 6am
12.35 pm
I 2.40 pm

6.00pm

8.00 pm

8.20 am

I 1.55 am

I I .30 pm

7.40 am

8.45 AM

8.54am

I I .00 am

I .20pm

I ,25pm

I I .20pm
I 2.45 am
I .26 am
3.55 AM
6.62 am
6.55am

Through Pullman Sleepers from all points.

y Daily, except Sunday.

THROUGH PULLMAN PALACE CAR SERVICE.
PULLMAN DINING CAR SERVICE.

ROYAL BLUE TRAINS OF THE B. & FINES1 SERVIC1 IN THE WORLD. SOLID
VESTIBULED TRAINS. PARLOR COAl HES.

BETWEEN WASHINGTON, BALTIMORE, PHILADELPHIA

AND NEW YORK.

EASTWARD.
No. 528. Buffet Parlor Car Washington to New York. Dining 1 ir Wa hii [ton to Philadelphia.
No. 510. Buffet Parlor Car Washington to New York. I lining 1 .n Washington to Baltimore.
No. 512. Five Hour Train. Parloi Car Washington to New York. Dining Car Baltimore to

New York.
No. 508. Buffet Parlor Car Washington to New York. Dining Car Washington to Baltimore.
No. 502. Buffet Parlor Car Washington to New York. Dining Car Baltimore to Philadelphia; Sui

Washington to \\ ilmington.
No. 524. Buffet Parlor Car Washington to New York.

No. 506. Parlor Car Washington to New York. Dining Cai Baltimore to New York.
No. 514. Separate Sleeping Cars from Washington and Baltimore to New York.
No. 522. Buffet Parlor Car and Dining Car Washington to New York.

WESTWARD.
No. 505. Sleeping Car New York to 1 hicago. Buffel Drawing Room > ai Buffalo to Washi

Observation Car Baltimore to Washington.
No. 517. Buffet Parlor Car Nev. York to Washington.
No. 501. Buffet Parlor Car New York to Washington. Dining Car Philadelphia to Baltimore; on

Sundays Philadelphia to Washington.
No. 511. Five Hour Train. Parlor Car New York to Washington. Dining 1 ai New York to

Baltimore.
No. 535. " Royal Limited." Five Hour Train. Buffet Parlor Cai New York to Washington.
No. 507. Buffet Parlor Car New York to Washington. Dining Cai Baltimore to Washington; on

Sundays Dining Car Wilmington to Washington.
No. 509. Parlor Car New York to Washington. Dining Cai Philadelphia to Washington.
No. 525. Parlor 1 !ar New York to Washington. Dining Car New York to Baltimon
No. 503. Parlor Car New York to Philadelphia. On Sunday, New York to Washington.
No. 515. Separate Sleeping Cars New York to Philadelphia, Baltimore and Washington.

BETWEEN NEW YORK, PHILADELPHIA, BALTIMORE, WASHING-
TON, PITTSBURG, WHEELING, COLUMBUS, CLEVELAND,
TOLEDO, CHICAGO, CINCINNATI, INDIANAPOLIS, ST.
LOUIS, LOUISVILLE, MEMPHIS, NEW ORLEANS

\\ ESTWARD.

Sleeping Car New York to Cincinnati and St. Louis. Observation Sleeping Car lialtimore to

Cincinnati and Louisville. 1 lining Cars serve all meals. Parlor Car Cincinnati to St. Louis.
Sleeping Car New York to Chicago via Grafton and Bellaire. Sleeping Car Washington to

Newark. Dining 1 !ars serve all meals.
Sleeping Cars Baltimore and Washington to Pittsburg. Dining Car serves supper Philadelphia

ti 1 W ashington.
Sleeping Car New York to St. Louis. Sleeping Car Baltimore to Columbus and 1

I lining Cars serve all meals.
sleeping Car New York to New Orleans, and Washington to Memphis.
Sleeping Car New York to Chicago. Observation Drawing Room Cars Baltimore to Pittsburg.

Sleeping Car Pittsburg to Chicago. I lining Cars serve dinner, supper and breakfast.
Sleeping I Li 1 leveland to Chicago. Sleeping Car Wheeling to Chicago.
Sleeping Car Baltimore to Indianapolis and Chicago via Cincinnati and Monon Route.

1 VSTW VRD.

No. 2. Drawing Koom Sleeping Cars St. Louis to New York and 1 H n Sleeping I u

I ouisville and Cincinnati to Baltimore. Sleeping Car Toledo and Columbus to Baltimore.

Hining Cars serve all meals. Parlor Car St. Louis to Cincinnati.
No. 4. Drawing Room Sleeping Car St. I ■ w York. Drawing Koom Sleeping Car Chicago,

Indianapolis and 1 m. innati to Baltimore. Dining Cars serve all meals.
No. 6. Drawing Room Sleeping Car Chicago to New York via Pittsburg. Observation Drawing Room

Cars Chicago to Baltimore. Sleeping 1 ai 1 hicago to Pitt-burg. Dining Car-, serve

all meal-.

No. 8. Drawing Room Sleeping 1 .u- 1 hii igo to Nev. York. Sleeping I ar Newark to Washington.

Dining 1 ar- serve all tl
No. 10. Sleeping Cars Pittsburg to Washington and Baltimore. Dining car serves breakfast.
No. 44. Sleeping Car New Orleans to New York, and Memphis to Washington.

No. 46. Sleeping Car Chicago to Cleveland. Sleeping Car Chicago to Wheeling.

No.

1.

No.

7-

No.

9

No.

3-

No.
No.

43
5-

No.
No.

47-
55

LIST OF OFFICERS

BALTIMORE & OHIO RAILROAD

•Ti'MN K. Cowen, Oscar G. Murray,

Receivers, Baltimore, Mil.

EXECUTIVE DEPARTMENT.

John K. Cuwkv, President Baltimore, Md.

W. H. Damn, Treasurer Baltimore, Md.

J. V. M< \k\l. Asst. Treasurer Baltimore, Md.

C. W. Woolford, Secretary Baltimore, Md.

ACCOUNTING DEPARTMENT.

H. D. Bvlkley, Comptroller Baltimore, Md.

Geo w. Booth, Gen. Auditor Baltimore, Md.

J. M. Watkins. Auditor of Revenue Baltimore, Md.

A. F. DrxLKvv. Auditor of Disbursements, Baltimore, Md.

OPERATING DEPARTMENT.

\V\i. M. Greene, Geu. Manager Baltimore, Md.

W. T. Manning. Chiel Engineer

Thos. Fitzgerald, General Superintendent Main Stem

Philadelphia and Pittsburg Divisions, Baltimore. Md.
Wm. Gibson, Asslstanl General Superintendent Main Stem

Philadelphia and Pittsburg Divisions. Pittsburg, Pa.
J. Van Smith, Geu. Superintendent New York Division

Foot of Whitehall Street, New York.
J, M Graham, Gen. Supt. Trans-Ohio Divisions. . Newark, O.

It. F. Maroney, Supt. of Transportation Baltimore, Md.

Harvey Middletox, Geu. Supt. Motive Power.

Baltimore, Md.
I. X. Kalbatjgh, Supt. Motive Power Lines East of Ohio

River. Baltimore, Md.
W. H. Harrison, Supt. Motive Power Lines West of Ohio

River, Newark, O.

David Lee, Eng'r Matnt. of Way Lines West of Ohio River.

Zanesville, O.
C. C. F. Bent, Supt. Philadelphia Division, Philadelphia, Pa.
John E. Spurrier, Supt. Bait. Div. Main Stem,

Baltimore, Md.
R. M. SheaTS, Supt. Western Div. Main stem.

Grafton. W. Va.
Thos. C. Prince, Supt. Harper's Ferry and Valley Division.

Winchester, Va.

F. A. HDSTED, supt. Middle Div i umW'iiand. Md.

J. S. Sorris, supt Connellevnie Div Connellsvllle, Pa.

Johs Barron, Superintendent Pittsburgh Div.,Plttsburg,Pa,
J. II. Glover, Supt. Ohio and Midland Divisions, Newark, O.
P. C. Sneed, Superintendent Chicago Division, Garrett, Ind.
J. T. Johnson, Superintendent Akron Division, Akron, O.
Chas. seliien. Superintendent Telegraph. .. Baltimore, Md.

E. H. Bankard, Purchasing Agent Baltimore, Md

(11 vs. Frick, Fuel Agent Lines East of the Ohio River

Baltimore, Md

PURCHASING DEPARTMENT.
J. W. Franklin

Fuel Agent Lines West of the Ohio

River, Newark, O.

TRAFFIC DEPARTMENT.

PASSENGER.

D. B. Maim in. Manager Passenger Traffic. . .Baltimore, Md.
.1. M Si m kv ■. br, Gen. Pass. Agt. Lines East of Ohio River,

Baltimore, Md.
B. X. Austin, Gen. Passenger Agent Lines Wesl oi

Ohio River, Fisher Building, Chicago, 111.
B E. Peddicord, Gen. Baggage Agent Baltimore, Md,

A. J. Simmons, Gen, New England Passenger ^.gent,

211 Washington Street, Boston, Mas6.
Lyman Mt C urty, Gen. East. Pass. Agt., 434 Broadway,

N i w York.
James Potter, District Passenger Agent, Philadelphia. Pa.

B. i- . Bond, Division Passenger Agent Baltimore, Md.

s, ii. Hege, Division Passenger Agent... Washington, D. C.
Aimmi i: G. Lewis, So. P. Agt., Atlantic Hotel, Norfolk. Va.

E. I> Smith, Division Passenger Agent Pittsburg. Pa.

D. S- Wilder, Division Passenger Agenl _. . . . Columbus, O.
1>, D, Courtney, Gen. Trav. Pass. Agent. ...Baltimore, Md.
Robert Skinner, Trav. Pass. Agt., (34 Broadway, New York.
Bern w:i> Ashbt, Trat . Pass Agt., 333 ( hestnui St..

Philadelphia, Pa.
A. C. Wilson, Trav. pass. Agt . .- Washington, D. C.

C. E. DroKow. Trav. Pass. Agent. ..Harper'B Ferry. W. Va.
i i Lane, Traveling Passenger Igent ..Wheeling, w. Va.
l: i Haase, Traveling Passenger Agent Newark, O.

F. P. Copper, Traveling Passenger Agent Tiffin, O.

ay. M. Mi Connell. Pass. Agent, 241 Superior St., Cleveland,0.

T. C. Bt'EKE, (. itv Passenger Agent ...Wheeling, W. Va.

E. G. Tuckerman, City Pass, Agt., (34 Broadway, New York.
E. E. PATTON, City Pass. Agt.. X. V. Ave. and 15th St.

Washington, D. C.

AV. F. Snyder, Passenger Agent Baltimore. Aid.

II \. Miller, Passenger Agent AVllmington. Del.

G. W. Squiggins, (itv Pass. Agt., 5tb Ave. and Wood St..

Pittsburg, Pa.

W. av. Picking, City Passenger Agent Chicago, 111.

W. i simkm \kyai. Traveling Passenuer \genr. i liirago. in.
Tii'»s. M. Gill, Traveling Passenger Agent. .St. Paul, Minn.
C. H. Duxbury, Traveling Passenger Agent. ..Omaha, Neb.

.!. E, i . vi.r.i; \ ri M. General Agent Cleveland, 0.

Peter Harvey, Pacific Coast Agent,

Koom 32. Mills Building, San Francisco, Cai.
av. E. Lowes, Advertising Agent Baltimore, Aid.

FREIGHT.

C. s. Wight, Manager Freight Traffic- Baltimore, Md.

T. W. Galleher, Gen. Freight Agent BaltinuTt , Md.

L. R. Broi kenbrough, Gen. Freight Agent. Pittsburg, Pa.
i . V. Lewis, Gen. Freight Agent in charge of Freight

Claims. Tariffs and Percentages, Baltimore, Md.
.1 i.MESMosHER, G en.East.Fht. Agt., 13 1 Broadway, New. York.

A. P. Bige] ow, lien. AVe~r. Flit. Agt., 220 La Salle St..

i hlcago, III.
II \l Matthews, Division Freight Agent ...Pittsburg, Pa.

Page ( herey, Gen. Dairy Freight Agent Chicago, 111.

.1. A. Murray, General Coal & Coke Agent, Baltimore, Md.
w i Andrews, Asst. Coal and Coke Agt Plttsburg.Pa

I i' \ i i ■ i . i-.i k, i.sst. Coal & Coke Agent i olumbus, 0.

R. B. Ways. Foreign Freight Agent Baltimore. Md.

Andrew Stevenson. Asst. Gen. Fht. Agent, Baltimore, Md.

Ben Wilson, Gen. Live Stock Agent Baltimore, Md

W. R. McIntosh, Division Freighl Agent,* umberland, Md.
E. M Davis, Division Freight Agent Clarksburg, W. Va.

II A ihnvi ws. Division Freight Agent Columbus. <>.

I t. Wight, Division Freight Agent Sandusky, O,

B. F. Kaup, Division Freight Agent Tiffin, O.

F.s. King, Com*] Fht. Agt., 100 Chestnut St., Philadelphia^ ,
C. H. Maynard, Commercial Freight Agent. Boston, Mass.
H. W. Atkinson, < iommerclal Freight Agent, Baltimore, Md.

B. V. Jackson, Commercial Fht. Agent, Washington, D. C.
W. X. Mitchell. Commercial Freight Agent, Atlanta, Ga.
II. H. Marsh, I lommercial Freight Agent, Wheeling, W. Va.

I . I Wood, Commercial Freight Agent Akron. O.

H. R. Rogers, < onnnercial Freight Agent Cleveland, O.

E. X. Kkm'.w.l. i ommercial Freight Agent Toledo, O.

C. II. Ross, Commercial Freight Agent .. .Milwaukee, Wis.
M. t Pn ii. ell. Commercial Freight Agent.. Omaha, Neb.
C. H. Haekins, Commercial Freight Agent,

Minneapolis, Minn.

Thos. Miles, Commercial Freight Agent Duluth. Minn.

John l! i \< hings, i ommercial Freight Agent, Detroit. Mich
T, J. Walters, Commercial Freight Agent, Pittsburg, Pa.

J. E. Galijraith, General Agent Cleveland, O.

Peter Harvey. General Agent,

Koom 32. Mills Building. San Francisco, Cai.
T. II. Noonan, Gen'l Manager Continental Line and

Central states Despatch, Cincinnati, O.

PRESS DEPARTMENT.
.). H. Mat>dy, Press Agent Baltimore, Md.

MILEAGE.

MAIN STEM AND BRANCHES 784 38

PHILADELPHIA DIVISION 129.00

PITTSBURG DIVISION 391.00

NEW YORK DIVISION 5.30

TOTAL MILEAGE EAST OF OHIO RIVER ...... 1. 309.68

TRANS-OHIO DIVISION 774.25

TOTAL MILEAGE "WEST OF OHIO RIVER 774 25

TOTAL MILEAGE OF SYSTEM 2.083 93

JMagmficent
Scenery

&

Baltimore & Ohio R. R.

rout. ,0 fountain Resorts
of_tbcHIUgbcn ics

Observation Cars bet**™

Baltimore and pittsburg
Baltimore and Cincinnati

Over Different Routes-
CQcst of Cumberland..*

T^be picturesque Route of Hmerica

The " Book of the Royal Blue " for August will be a Midsummer Number,
and of special interest. Send eight ( 8 ) cents in stamps for copy after July 25.

Whitehall Ccrtniml

South Perry

B.&O.

JMost Convenient 6ntrancc to

Greater JVew Y 0l *k

Connects under Same Roof with all Elevated Trains, Broadway, Columbia and Lexington Avenue
Cable Line*, East and West Side Belt Lines, and all Ferric* to Brooklyn.

mm

,M

EASTfANDWEST

km>"s

cb^^J CALENDAR • 1898 cs^feu

JANUARY

FEBRUARY

MARCH

APRIL

8

M

T

w

T

F

s

8

M

T

w

T

F

s

s

M

T

w

T

F

s

s

H

T

w

T

F

8

1

1

2

3

4

ft

1

2

3

4

ft

1

2

a

3

4

6

6

7

H

a

7

a

»

11

1 1

12

H

7

H

»

1<

1 1

18

3

4

ft

O

7

H

9

9

10

11

12

li

14

LB

id

11

16

It'

r;

It

10

IS

14

1ft

I'

17

It

10

If

1 1

12

13

14

1ft

18

1U

17

It

10

2U

21

22

DC

21

22 2c

21

ar

28

21

2 1

22

2;'

24

2ft

28

17

18

IF

20

21

29

23

aa

30

24
31

26

an

27

28

20

27128

27

28

20

30

31

24

25

20

27

28

20

30

MAY

JUNE

JULY

AUOUST

1

a

3

4

ft

7

1

2

3

4

1

1

1

2

3

4

ft

6

8

«

10

11

12

13

14

ft

«

7

8

Id

1 1

a

4 ft

«

7

8

7

8

9

10

11

12

13

IB

i«

17

18

10

20

21

12

13

14

1ft

IH

17

18

10

11 12

13

14

1ft

18

14

1ft

It

17

It

19

20

an

23

24

26

20

27

28

10

2C

21

22

23

24

2ft

17

18 18

211

21

22

23

21

22

23

24

2ft

2fl

27

no

30

31

28

2','

28

29

30

24
31

26 28

27

28

29 30

28

20

30|31

•■

SEPTEMBER

OCTOBER

NOVEMBER

DECEMBER

1

2

3

1

1

I! i< s

3 4

ft

I

1

a! s

4

a

6

7

8

10

2

a

4 S

H

7

H

e 7 81 9

10 11

12

4

ft

fi 7

H

9110

11

la

13

14

16

18

17

H

10

11112

13

14

1ft

13| 14

1ft

18

17 18

10

1 1

ltt

13 14

1ft

16 17

It)

10

20

21

22

23

24

18

17

18 19

2021

22

20121

22

23

24

2ft

28

18

10

an

21

V.V.

23 24

as

20

27

2 b

20

30

23

30

24
31

26 26

27|28

20

27 28

20

30

2S

26

27

28

20

30 31

n

m

w*

D.B.MARTIN.

MANAOEB PASSENOCB TRAFFIC
BALTIMORE. MD

J.M.SCHRYVER.

OCNFBAL PASSFNOFB AQCNT. BALTIMORE..

B N AUSTIN

CorbtH* Butterfield Co., Chlca«o.

Vol. L

August, j898.

no. n

MIDSUMMER NUMBER.

CDihitcball Cerminal

South firry

B_ y^^ JMost Convenient entrance to

. OC \J. Greater JNfew Y ov ^

Connects under Same Roof with all Elevated Trains, Broadway, Columbus and Lexington Avenue
Cable Lines, East and West Side Belt Lines, and all Ferric* to Brooklyn.

Deer park T)otd <# *

r*

DEER PARK, MARYLAND

Swept by Mountain Breezes

on the Crest of the Hllcghcnics

2,800 feet Hbovc Cidc-<Hatcr

DEER PARK HOTEL. MARYLAND.

On ]VIain Line Baltimore & Ohio Railroad

I I HOURS FROM NEW YORK.

8'.- HOURS FROM PHILADELPHIA.
6'i HOURS FROM BALTIMORE.

6'? HOURS FROM WASHINGTON.
6 HOURS FROM PITTSBURG.

HOURS FROM COLUMBUS.
I I HOURS FROM CINCINNATI.

15'= HOURS FROM INDIANAPOLIS.
2 1 HOURS FROM ST. LOUIS.

I8 3 4 HOURS FROM CHICAGO.

elegant "Cbrougb Pullman Sleeping Car Service
Unexcelled Dining Car Service

REMOVED from all annoyances. Absolutely free from malaria, hay fever and mosquitoes. Hotel
and Cottages. Every modern convenience. Electric Lights, Elevator, Turkish Baths, two large
^ Swimming Pools, Golf Links, Tennis Courts, Bowling Alleys, Magnificent Drives, Complete
Livery Service, Annapolis Naval Academy Band. Delightful Cottages I furnished for housekeeping if
desired' ready for occupancy. Hotel open until September 30th.
For rates and information, address

D. C. JONES, Manager,

DEER PARK, GARRETT COUNTY, MD.

w-M fe #

i

A SUMMER PILGRIMAGE.

"To kneel before some saintly shrine,
To breathe the health of airs divine,
( >r bathe where sacred rivers flow,
The cowled and turbaned pilgrims go.
I too, a palmer, take, as they,
With staff and scallop shell my way,
To feel, from burdening cares and ills,
The strong uplifting of the hills.''

— Whittier.

f

Book of the Royal Blue.

I'l Bl [SHI I' MON 11I1.V BY THE

Passenger Department of the Baltimore >v Ohio Railroad.

Vol. i.

BALTIMORE, AUGUST, 1898.

Nn. 11.

THE VALLEY OF TI1K SHENANDOAH.

A T Harper's Ferry, where Maryland,
•^*- Loudon and Bolivar Heights each
in turn throw their shadows on the con-
fluence of the Potomac and Shenandoah
Rivers, the beautiful " Valley of the
Shenandoah" commences. Rich in his-
toric lore, unsurpassed in beauty and
proud of its ancestry, this lovely valley
of Virginia rests quietly in the bosom
of the Blue Ridge and Allegheny Moun-
tains, happily oblivious of the rushing,
boiling turmoil of busy life outside of its
mountain walls. All is peace and rest-

fulness now. and, indeed, it is well
earned, for there is hardly a foot of
ground in all the valley but what has
felt the trod of soldier's feet and has
been shaken by the thunder of artillery.
Leaving Harper's Ferry, the Valley
division of the Baltimore & Ohio Rail-
road wends its way to the southward
in companionship with the Shenandoah
River. The scenery is so diversified as
to almost defy description. To the west
are the North and Shenandoah Moun-
tains; to the east the hazy outlines of the

■W *"

;HSI IS - Ki K k l! IRPI II S I I 1:1:1 VV v v

THE VALLEY OF THE SHENANDOAH.

.MAIN BUILDING, JOB

For miles the river is a turbulent moun-
tain stream, breaking into exquisite cat-
aracts, often dashing in falls from fifteen
to twenty feet.

The first station of any importance
is Charlestown, where John Brown and
his companions were tried and hanged.

Seventeen miles further is Stephen-
son, the railway station nearest to Jor-
dan's White Sulphur Springs, one of
the most popular health resorts in the
Valley. Surrounded by mountain for-
ests, the fragrance of the pine trees add
to the exhilarating influences of the
mountain air. As its name implies,

ROI K 1N"X SPRINGS, \ a

Blue Ridge; while stretching to the
southward in rolling splendor is the rich
valley which seldom fails in yielding a
bounteous harvest to reward the toil
of the sturdy Virginian.

Let us imagine we are on our way to
one of the many Spring resorts some-
where down in the beautiful valley and
are requested to "write home" concern-
ing all the points of interest. The let-
ters will be full of information and pleas-
ant memories.

The railroad leaving Harper's Ferry
rounds the base of Bolivar Heights,
under the shadow of "Jefferson's Rock,"
from which the most magnificent view
of the surrounding country can be seen.

THE SPRIKG AT JORDAN'S WHITE si l PHI B

THE VALLEY Ol- Till- SHENANDOAH.

the water is largely impregnated
by sulphur. A suitable hotel
provides accommodations to
visitors until late in the tall.

Five miles from Stephen-
son's is Winchester, quaint,
picturesque and historic, ever
ready with that hospitality to-
ward strangers that has made
Virginia famous the world over.
You have but to refer to history
from 1861-1865, and you will
find the name of this little city
inscribed again and again in
connection with deeds of valor.

A stage drive of sixteen
miles from Winchester leads to
Rock Enon Springs, another
little spring resort of delightful
associations.

It is situated on the western
slope of the mountain range
known as the great North
Mountain, lying to the west of
the beautiful Shenandoah Valley
gorge of a wonderful rocky ridge.

BELLE UROVE SE L'KDAK CREEK VA WHERE SHERIDAN MADI

His HE \l".>' IRTERS.

in a noted for its medicinal baths, which are
It is supplied from the numerous crystal and
chalybeate springs which abound in
great numbers. There are eight springs
within a stone's throw of the hotel,
three of which are mineral and of very
great efficacy. The Chalybeate Spring
is one of the most valuable in the state.
This spring is. in some very essential
particulars, similar to the far-famed
Pyrmont Spring in Waldeck, Ger-
many, which has so long and so deserv-
edly enjoyed a high reputation among
physicians.

Leaving Win-
chester, the terri-
tory is so full of
historic interest as
to invite the vis-
itor to this lovely
region to remain
days and days to
go over the ground
and feel the in-
spiration which al-
ways comes when
in the presence of
some great mem-
ory. Kernstown,
S t ep hen s City.
Middletown and
Cedar Creek — all
have their places
in historv. The

SHENAXIH I \ll \1 I M SPRINGS. \ \

THE VALLEY OF THE SHENANDOAH.

latter is immortalized by Buchanan
Reid's famous poem, • ' Sheridan's Ride. "
From Capon Road, eighteen miles
below Winchester, a stage ride of six-
teen miles leads to Capon Springs, one
of the largest resorts in the valley. The
drive to the springs affords a most de-
lightful diversion, as it is through a

climbs beyond 75 degrees. "Old Yir-
giny " can be found everywhere about
Capon Springs. The old thatched tav-
erns and silent, tumbled down, moss cov-
ered mills present pictures soothing in-
deed to one accustomed to the stiff, con-
ventional walls of modern architecture.
Every one in search of really medic-

wonderfully picturesque mountain coun-
try. The "Springs" are nestled in a
narrow valley and beside a beautiful
little crystal lake of perhaps a mile in
length. A commodious southern hotel
and cottages make this resort an exceed-
ingly popular summer home. The ther-
mometer in the heated term rarely

inal mineral waters and baths of almost
any temperature can find in Capon
Springs every variety. Iron and sul-
phur abound in great quantities and the
climate is at all times cool and dry, with
an average thermometer during the
summer months between 60 and 75 de-
grees.

THE I'ALLEY OF THE SHENANDOAH.

Three miles beyond Capon Road is
Strasburg Junction, the end of the first
half of the Valley division of the Balti-
more & Ohio Railroad and the com-
mencement of the Southern Railway,
which forms the connecting link for the
next forty miles to Harrisonburg. On
this branch is Mt. Jackson, twenty-two
miles below Strasburg Junction, from
which point a stage ride of twelve
miles leads to the famous Orkney
Springs and Shenandoah Alum Springs.

there are also chalybeate, sulphur, iron
and arsenic, making this resort a favor-
ite one among invalids.

Fifteen miles below Mt. Jackson is
Broadway, the railway station for the
Lee White Sulphur Springs, which is
reached by stage, and thirteen miles
below Broadway is Harrisonburg, the
terminus of the Southern Railway con-
nection. From Harrisonburg by a stage
ride of eleven miles Rawley Springs.
Va. is reached. Located on North

i VIRGINIA I IKM

Orkney is among the peaks of the Alle-
ghenies. in a beautiful park of 1.200
acres. It is 2,300 feet above the sea
level and enjoys the usual delightful
climate of this region.

Shenandoah Alum, which, perhaps,
is more modest than Orkney, affords a
delightful variety of healing waters.
The properties of the waters of the
springs consist mainly of alum, but

Mountain, at an elevation of 2.000 feet
above the level of the sea and nestling
in the mountain gorge, it reminds one
for all the world of Switzerland. An in-
describable view of mountain scenery
can be obtained from the hotel and Nil-
las. The beautiful forests which cover
the mountain tops abound in wild game
and the rich trout streams are numerous.
Rawley is a well known camping ground

THE 1 'ALLEY OE TLLE SHENANDOAH.

among sportsmen. Like the many
other spring resorts of the Virginia
Valley it is supplied with pure chaly-
beate water and is another of the many
retreats for invalids and health seekers.
From Harrisonburg to Lexington,
Va., sixty- two miles away, the railway
passes through some of the most beau-
tiful farms which have made Virginia
famous. Staunton is the largest city
passed through and the tourist who

would be interested in the quaint south-
ern architecture which has so beautified
this section of the country, would find
in a trip through the Valley of Virginia
a most remarkably well preserved type
of the original southerner. " Virginia "
and hospitality have long been syno-
nyms, and the chivalry of one hundred
years ago exists just the same, notwith-
standing the vast changes which have
transpired since that time.

TIIK LOYKRS' LEAP.

l:\ u . I. LAM PTON

QVERLOOKING the Baltimore &

' Ohio Railroad, where it swings
gracefully around the hanks of the Po
tomac, near Sir John's Run, is the high
ridge, the most conspicuous point of
which is the crag known as ••Lovers'
Leap. " From this coign of vantage, the
eye rests upon the beautiful valley in
which the town of Hancock is set like a
gem, threaded upon the silver strands of

the meandering l'otomac and the narrow
line of the canal. Into the purple hori-
zon, the spurs of the Alleghenies lift their
verdant peaks and at the feet of the be-
holder lie the three States of Maryland,
West Virginia, and Pennsylvania, so
close that he ma}- almost stretch out his
hand and touch them. There is a legend
of this romantic spot which may be inter-
preted, as follows :

Above the deep Potomac's flow.

Whose quiet waters beat
In rhythmic measures on the sands.

That silver o'er the feet
Of green-clad mountains, grim gray crags

Their ceaseless vigils keep,
And guard with everlasting care

The wraith of Lovers' Leap.

There stood she high above the tide,

The same to-day as when
It softly slid its ripples down

The green-clad mountain glen;
And as she stood, she gazed aloft

To that blue sky above.
Which turned a leaden gray to her,

Neglected in her love.

Upon that rock where now may stand

The maiden and the man
Of new and less heroic times,

And, widely reaching, scan
Far Pennsylvania's rolling hills

And near Virginia's plain.
And green walled Maryland across

The river's rolling main,

For in her woodland home that day

1 he light no longer shone.
That made her heart an empire with

A lover on its throne.
The light had with the lover fled,

And she in darkness stood
Upon that unresponsive crag

And sighed in solitude.

In other years a maiden stood.

Whose soul was white, though red
As nature's copper was her face;

And on her royal head —
I lowed underneath a broken heart —

Her tresses placed a crown
As regal as the deer-skin web

That made her wedding gown.

Her weary eyes sought every point;

She called, but none replied;
Then with a little moan of pain

She leaped out toward the tide.
Down! down, she fluttered like a leaf,

Or spirit, and the deep
And kindly waters gently soothed

The broken heart to sleep.

In later years an old chief stood

Remorseful on that stone;
Bowed down by age and grief and shame.

He faced himself alone.
And looking up, as she had looked.

He plunged — and down the steep
A wraith came forth to meet its mate

Below the Lovers' Leap.

INCH SPY."

I.\ \. P, kl WW.

HIGH spy! Home free! High spy!
Home free!"

'•O, it was the sweetest little face
that mortal ever set eyes upon. She
was peering around a big lilac bush
where I lay panting and exhausted.
The Federal cavalry was after me. I
could see them in the valley below, less
than half a mile away. I had dropped
down behind this bush in the yard of an
old southern mansion to get breath and
reconnoiter.

If they caught me I would be ''High
Spy," sure enough; for spy I really was.

I was crouching before this sunny
maid of six summers, and she thought
we were having a great game of "I
spy." She had it "High spy," as I be-
lieve youngsters generally do. But who
has'nt played it.

"High spy! Home free!" she re-
peated, and clapping her chubby hands.
she started to run for "home." How
my heart sank. It was all up with me
now. This little one would betray me.

I leaped to my feet and ran. The
woods, or "bush," as we of the South
call it, lay three hundred yards distant.
I could never reach it.

Scarcely knowing what I was doing,
I wheeled about and ran back to the
little girl. She must save me.

"Little sweetheart! Little sweet-
heart ! " I cried, dropping onto my
knees and clasping my arms around
her. "The mans are after me. Don't
tell mans on big horses where I hide.
Tell 'em man went to bush yonder.
Then we play 'High spy,' when they're
gone."

"All wight. Pearl won't tell mans,"
she said imitating my half- suppressed
tones, her big. blue eyes opened wide
with baby mysteriousness.

I dashed into an old wood shed and
crawled behind some lumber standing
on end in a corner. It scarcely covered
me. A saber thrust would unearth me.
Two sides of the shed were torn away.
I could readily see out from my scant
hiding place. I beheld my pursuers
wheel around the hill and dash through
the orchard below. They went by like

a blue flash. I could hear their sabers
clanking. Another instant and they
were in the yard.

"Man don away," said a little piping
voice.

"What did you say my little girl?"
I could hear the officer ask as he reined
up. "Did you see a man running
through here."

" Es, I saw im. O-o-o he ran so
hard. Like dat. And he breaved so
hard. Like dat. "

The squad laughed. She had evi-
dently tried to imitate my running and
my panting.

"Come on; he aint here," said one.

"Hadn't we better search the house
and buildings?" was another suggestion.
It was plain that a sergeant or corporal
was in charge.

••O, he'd know better than that.
His only safety is in the bush, and if
we don't hurry he'll get away yet. Ask
the baby. She'll tell us."

"Is the man 'round here anywhere,
little girl?"

"Man in the bush."

And away they went pell-mell.

My little Pearl had saved me. But
I dare not move. Some of them may
have been left to search, after all.

I heard a step. My heart was in
my throat. Some one touched the pile
of boards.

••High spy you! High spy you!
You're it."

There she was peering around the
timbers at me. My good, little angel !
A halo of golden hair all about her
sweet face.

Was there a hugging match then ?
Did anybody get smothered with kisses?
Well, there never was its like before or
since. Never.

Did we plav "Hi^h spy." We did.
I would have kept my word with her if
that whole Union squad had returned,
and sat on their horses looking at us.
I knew that in boldness lay my safety
then. I surmised that they would re-
turn in half an hour. So we played,
and I watched the "bush."

In the meantime we had fixed up a

i6

'HIGH SPY.

better hiding place with a barrel, under
a pile of old shingles. If they came
again, I was to crawl in and Pearl was
to pull the shingles down over the
mouth of the barrel.

They came back. I saw them in
the edge of the bush before they were
looking our way. What fun it was for
little Pearl to put me in the barrel and
cover me up with the old wet shingles.
I told her to go out in the yard and
play. She did. I heard her switching
the lilac bushes.

Would she be equal to it this time?

All this happened in December. 1863,
shortly after the battle of Missionary
Ridge. I knew all that country. I
had piloted the right wing of Bragg's
army through the bush the previous
September when they were maneuver-
ing to fall upon Rosecrans' left. Then
later at Missionary Ridge I had done
some service. I had been inside the
Union lines several times, and was final-
ly captured. They suspected me, but
had nothing definite enough on which
to hang me in a hurry; so they held me
to do so at their leisure. My extreme
youthfulness was in my favor.

The Union army was encamped
around Chattanooga for the winter.

One night I escaped. I had crawled
on my hands and knees, and was only a
short distance from the guard line when
morning came. They saw me as I
crossed an open stretch and a squad of
cavalry took after me. And there I was
under that pile of old shingles, my life
hanging upon the cuteness of that little
maid.

"Halt!" came a voice from the
roadway.

"Little girl, show us how the man
ran."

There was a pause, then a shout of
laughter.

The clank of their sabers died away
in the distance.

'• Home free! " sure enough!

Did I forget my little saviour?
Never. Will I ever forget her? Never.
She was to be my sweetheart evermore.
Did I ever see her again? Yes, often
and often. At sixteen she was as fair
as the lily and as sweet as the rose. I
was her senior by ten years. Her people
had lost everything by the war. I per-
suaded a brother of hers to accept of my

means and send her to boarding school.

He understood, and acted like a man.

Wasn't she mine already?
********

One day I went into the Read House
in Chattanooga to buy a cigar. As I
stood there, smoking, the proprietor of
the cigar stand said to me:

"I promised a Northerner this morn-
ing to take him out on Missionary Ridge.
I find I can't go. You take my place.
You know more about that country than
I do, anyway."

I had leisure. I said I would go.
The young man came in and we started.
On the way out, he said:

" My friend, I'll tell you what I want
to go out for. I chased a Confederate
spy through that section one day. I
was in the cavalry service. We lost him
near an old mansion. He got away in-
to the bush. The sweetest little girl I
ever laid my eyes on showed us where
he had run across the yard. I can see
her yet, stretching her little limbs to
show us how he ran. I have often
wondered if she escaped the horrors of
war. I want to see if we can find the
old mansion. "

My old enemy, " I spy! "

A jealous pang went through me like
a shot.

•• Is it really the old place you want
to see? "

I said it in such an abrupt way that
he looked up. A flush overspread his
face.

" It would be delightful to meet her
and recall that day."

He was frank enough about it. He
was after me, then. Now, he was after
my sweetheart. There are strifes in
peace as well as in war. If he should
see her now he would try to get her from
me. I could keep him from finding the
place. Should I? No! I would be a
man.

" Describe the place," said I.

He did.

I told him I knew where it was.

"Is the girl alive? Do you know
her? "

"I know the family," I said stiffly.

Again he looked at me in a queer
way.

We rode on in silence.

Suddenly he exclaimed: "Byjove!
There's the place."

■///<;// SPY."

•7

I had been guiding him toward it.
If he rode by I had determined that he
should never be any the wiser.

One day I called upon my little
Pearl. I often did so.

"Whom do you think has been to
see me? " she said.

I couldn't guess, but there was a
pain in my heart.

'Your old cavalry friend."

My old cavalry friend. Me did'nt
need a guide any more.

"I might have known it." There
was bitterness in my voice.

" Don't be cross. Here, let me pin
this rose in your lapel." As she did so
I kissed her. It was all right. O. what
a sweet afternoon we had.

But that Union fellow kept coming.
I knew he would. I had already begun
to see that she looked upon me as upon
a father or elder brother. Her own
father had been killed in the war. With
what bitterness I saw my sweetheart
being stolen from me. How I repented

me of bringing him out on the Ridge
that day. But he won her. They are
now living in a Massachusetts town.

I see them frequently. He'll never
know how I love her. I never see her
but what that sweet vision of the little
face behind the lilac bush comes to me.
He and I always quarrel over politics.
He is one of those "mean Republicans,"
and he says I am still a "Butternut
rebel." Then Pearl patches up a truce.
But I guess honors are about even. It's
all right. Who am I, anyway? O. I'm
only a garrulous old bachelor doctor.
He's my brotherindaw. I'm living
with them.

I've played "high spy " with Pearl's
children around those same old lilac
bushes down there at the old mansion
on the Ridge. We spend the winters
there. Well, well, well. Time works
wonders. What's this? a tear! You-
foolish-old-rascal. How happy I am—
for Pearl's sake.

HOBSON.

tJTSTORY is being made so fast this following, however, is all the more

A - 1 summer that many of the good interesting since the fortunes of war

war sketches appearing in the daily permitted Hobson and his men to

papers are out of date before a monthly be exchanged on July 8th. *
review of them can be made. The

(AS i i H I i l:\ MIKE1 O'TOOLE.)

Siz Hobson, of Allybama, I brought yez

A load of coal.
Siz Servery, it's just the very thing

I wahnt, bless yer soul.

Siz Hobson, I'll put er down in the

Bazemint for yez to get.
Siz Servery, hould on. if ye do it'll

All git mity wet.

Divil cares, siz Hobson. is this the

Bay of Santiago?
Never yez mind about the bay.

Dom the bay, siz the Dago.

That's phot I'm tryin'todo. siz Hobson,

Both inds on the ground.
Siz Servery, lave room, plaze, for

A wheelbarry to go round.

'Dthin he siz. doo yez see me min a

Shootin' away at marks?
I doo, begorra, siz Hobson, they're

Skarrin ahf all the sharks.

Pav for the coal, siz Hobson, I've

Put er all down in the bin.
Divil a cent I have, said Servery,

For you and the min.

'Dthin we'll boord with yez, siz Hobson,

I'ntil ivery cint we git.
And he did. an' he's boording it out

With the Dago til yit.

IRONQUILL.

:: " P. S. Mr. Serverv" is now boarding with us. Julv 16.

THE BOOM THAT FAILED.

BY LOUIS CAMPBELL.

A T the beginning of the year 1897 1
■^ was advised to go West for my
health, and having decided on Arizona,
eventually landed at a small settlement
on the railroad which I shall call
"Lonesome," as it was really more ap-
propriate than its proper name.

The only excuse a train had for stop-
ping there was for water, and then the
engine seemed to cough in an apologetic
manner as it drew up at the tank.

The few residents of the place were
rough, uneducated, and in the majority,
uncouth. Oaths were used indiscrimi-
nately on all occasions, with particular
leaning toward the word "Hell." I once
remonstrated with Patsy Corrigan, the
station agent, regarding his free use of
the word, and he Irishly replied, " Why,
where on Earth else would I send him?"

Patsy was the Poo Bah of the place,
being section boss, station agent and
town marshal all in one. In the capac-
ity of the latter his duties were light,
as the men never got drunk except on
pay day, and the only permanent Indian
in the place was seldom sober enough
to make trouble.

One day a Chinaman arrived, and
the next, was arrested for profanity, but
it was decided he was only trying to
learn their language.

On the whole it was a quiet place
and we varied the monotony of loafing
at the general store by going to the
station at train time.

Although improving in general
health, I might have succumbed to ennui
had not Patsy come to me one da}' with
his hands full of posters and a puzzled
look on his face.

" Good mornin'. sor, and could ye
tell me what a Y. P. S. C. Eter is? "

"A what?"

" A Y. P. S. C. Eter. Here it is on
the bills," and he handed me a poster
advertising the Christian Endeavor ex-
cursion. I explained who they were.

"Will any of them stop here do you
think?"

"I am afraid not, Patsy; they are
going through to California."

" Thot is always the way, sor: ivery

wan goes through and when the train
stops for water, they poke their heads
out of the windys and sez. ' What a
divil of a dreary place.' We would be
a fine city, sor if the people what pass
through would only stay."

"Why don't you make the station
attractive," I jokingly suggested. "Have
the Chinaman and Indian there when
the excursion passes. You might also
persuade some of the cow punchers to
be on hand for the occasion."

After a moment's thought he said,
"I will do thot very thing, sor. " He
had taken my suggestion seriously.

During the next few weeks Patsy
was very busy. He had orders to see
that the track was in perfect condition.
Then he sobered the Indian and had a
long conference with him, which ended
in the Indian's disappearance.

The Chinaman, in the meantime had
concluded to leave the place, but was
again arrested on some trumped up
charge and only kept out of jail by prom-
ising to remain until after the excur-
sion.

I might mention also that jack rab-
bits, always so plentiful, became scarce,
and a mangy old bear belonging to
Corrigan, and counted among the inhab-
itants of the place, was growing fat and
slick.

"What in the world are you doing,
Pat?" I exclaimed one day unable to
suppress my curiosity.

"Wait and see, sor," he replied
with a knowing wink. " I lived in Chi-
cago wance. "

The little settlement awoke to find
itself busy: or rather worked itself
awake, and waking found itself in the
dark; for Pat directed the operations
and vouchsafed no explanations. Around
the hitherto desolate little station sprung
up every variety of cactus obtainable in
the vicinity. Innocent mounds of sand
appeared along the railroad track, and
which I discovered to be veritable
dug-outs, the openings visible at the
sides furthermost from the tracks.
Spurious town lots were staked off in all
directions, the majority of which were

THE r.OOM THAT FAILED

23

labled in large letters, "Sold." Choice
ones were still " For Sale." Surmount-
ing a large pile of square red granite
stones cut and piled promiscuously in
times prehistoric by nature alone, was
a sign which bore the legend: '-This
Cort Hous is bein' ereckted by Patrick
Sullivan, Contracktor. "

Even the water tank did not escape,
for carefully chalked in white letters
was the very familiar story of the im-
mense depth of the well supplying it.

I railed Pat on this and warned him
some traveler might wish to drink of it.

"The sign and water is the same
sor, pretty much all lye."

At last the eventful day was at hand.
Number Four was scheduled to arrive,
take water, and depart at 10:30 A. M.

Pat was awake and busy all night,
and I must confess that I felt like a
child the day before Christmas. At
last I went to sleep, and then over-
slept myself, and had barely time to eat
my breakfast when the smoke of the
engine was seen in the distance.

I hardly recognized the station. Not
only had the entire town turned out,
but a band of cattle men, rigged as
no cowboys ever were, came from a
big ranch over in the valley, and were
fully in touch with the spirit of the
occasion. The lone Indian had re-
turned, and with him, the major part
of his tribe, painted and bedecked —
the women loaded with quaint pottery
and pappooses ; the braves stood stol-
idly in a row peering over their closely
folded blankets ever on the alert for
any stray nickels their squaws might
earn by showing a baby or making a
deal in amateur ceramics.

The long line of coaches glided up
to the station, the windows filled with
the faces of sweet young girls, while on
the steps were the men anxious to
stretch themselves and take a nearer
view of the show.

No sooner had the train come to a
full stop than a shot rang out, and
apparently a cowboy had shot his com-
panion, and with less time than it takes
to tell it. the men had scampered back-
on the train.

The supposed dead man was carried
to the rear of the station, eventually to
reappear innocently through the waiting
room door.

This performance was repeated at
intervals of about a minute.

Then a jack rabbit, suddenly appear-
ing, ran for his life across the plain, fol-
lowed by a number of Indian dogs.
Another and another appeared, until the
place seemed alive with them. I now
understood the purpose of the little dug
outs and the sudden scarcity of rabbits.
They had been caught anil stored in the
little cellars, to be turned loose at the
proper moment. As the last one scam-
pered out of sight, I was warned by cries
from the cars to " Look Out,' and turn-
ing saw the old bear trotting toward me.
Pats " Piece de Resistance ' had been
left off. The old fellow was about as
harmless as a buffalo robe; whose only
trick was to roll over for any tidbit one
might give him. As I had often fed
him sugar, I knew full well that should
he reach me, the awful wild animal
would be most ignominiously exposed;
so I ran and the bear after me. Found
and round the station we went, the bear
gaining at every stride. Coming again
to the front, I took advantage of the
open door, and rushed in pell-mell, the
bear following at my heels, and he in
turn followed by the cowboys who
thoughtfully closed the door and began
a fusillade that would have made a
thoughtful person wonder how much
killing a bear required. Then we came
out and announced its death.

I did not dare look a sweet little miss
in the eyes as she seriously congratulated
me on my narrow escape.

Pat, in the meantime, was a study.
To him this was no joke, for he fondly
believed that these glimpses of game for
the huntsman, semi-civilized and pictur-
esque inhabitants for the artist. combined
with the immense opportunities in real
estate for the speculator, would surely
change some of our passing visitors into
lucrative guests.

But not a trunk was thrown from
the baggage car, nor did a traveler seek
to use his stop-over privileges.

One lady really did step off the car
with what we supposed was a valise,
but when she aimed a kodak at us. there
was a stampede for choice places behind
the station.

Slowly she walked after us, and as
slowly but surely we kept the station
between her and ourselves. We had

2 4

THE BOOM THAT TAILED.

again reached the platform and with a
scout peering out on either side, for the
moment considered ourselves secure,
when some one chanced to glance at the
train.

"The Devil."

There at the windows, on the steps,
everywhere, were at least half a hundred
of those dreaded inventions viciously
clicking as the shutters were sprung.
It was too late to run. now the deed was
done.

We were taken aback in more senses
than one, as we had all stood on the
platform, in front of and facing the sta-
tion. If this should by chance come to
the notice of anyone possessing a pic-
ture of a desolate station on the desert,
with the backs of a lot of cowboys and
Indians who are standing thereby. I
simply wish to emphatically state that
the one whose clothes are badly worn by
constant contact with a Mexican saddle,
is not I.

It was a positive relief to hear the
conductor's ' All aboard.'

Their "good by," "good by," with
the waving of handkerchiefs, was an-
swered characteristically by throwing
our hats in the air and shooting holes
in them (not our own, but some other
fellow's), and my new sombrero was a
sight.

Then came a calm as when the tem-
pest draws its breath to blow out all
the lights of nature; and truly 'their
second condition was worse than the
first.'

By this time Pat was the center of
the whirlwind. It seemed that in order
to produce his unique show he had to
offer special inducements.

To the Indians he had made prom-
ises of ready sales of their pottery, while
the cowboys had been given to under-
stand that a number of visitors were
coming to jollv them with a dance, but
the good time promised proved to be
a myth.

Suddenly remembering that I had
offered the original suggestion, I quietly

started for home, but had taken few
steps before I was lassoed and rounded
up in good style. I don't think Pat
told, but they seemed to know I was
partially to blame.

"Now that you have us here, mister,
it's hardly square to desert us "

The speaker was a big, fine looking
fellow, whose rough accent was partly
assumed.

"As the main promoter of this great
boom, it is clearly your duty to exon-
erate yourself in an effusive but unosten-
tatious manner."

"Why certainly," said I, "We'll all
have some." So, leading and led, I
headed the procession to the true desert
watering place, the saloon.

What would my folks at home have
thought had they seen me at that
moment, surrounded by an unquench-
able thirst and offering the "Sop to
Esop"at the expense of all my ready
money, and unfortunately, my credit
being good, my next month's allowance.

The boys had concluded to release
me when some one said I played the
fiddle.

In a moment the floor was cleared,
my violin brought, and I found myself
perched on the bar, playing with more
energy than time.

Pat was made to dance.

All afternoon and through the long
hours of the night it continued, and
when we remonstrated were told that it
was our party and they were guests by
invitation.

At last it ended, and limping out to
breathe the early morning air I encoun-
tered a solitary figure standing at the
station. It was Pat, and I walked over
to him.

He was looking down the track and
evidently thinking of the excursion.
With a melancholy glance at the "Cort
Hous" and "Town Lots'' and like re-
sults of his many days labor, he turned
to me and wailed: "And not a dom
wan of them stayed."

CONDENSED SCHEDULE
ROYAL BLUE TRAINS OF THE B. & O.

EAST AND WEST.

B. & O. ROYAL BLUE TRAINS FROM WASHINGTON,

AND NEW YORK.

BALTIMORE, PHILADELPHIA

EASTWARD

No. 528
DAILY

No. 5IO
EXCEPT
SUNDAY

No. 5 12
EX. SUN.
5 HOUR

No. 508
EXCEPT
SUNDAY

NO. 502
DAILY

NO. 524

DAILY

NO. 506
DAILY

NO. 5 16
DAILY

NO. 5 14
DAILY

No. 522
SUNDAY

Lv WASHINGTON

Lv. BALTIMORE, CAMDEN STA. .
Lv. BALTIMORE, MT. ROYAL STA

Ar. PHILADELPHIA

Ar. NEW YORK, LIBERTY ST

Ar. NEW YORK, WHITEHALL TER.

7.05
7.55
7.59
10.15
12.35
12.40

8.00
8.50
8.54
I 1.00
1.20
1.25

10.00
10.50
10.54
12.53
3.00
3.05

12.05
12.57
1. 01
3.09
5.35
5.40

1.15
2.15
2.20
4.35
7.00
7.05

3.00
3.49
3.53
5.56
8.10
8.15

5.05
6.00
6.04
8.19
10.40
10.45

8.00
9.00
9.05
I 1.40
3.20

NIGHT

12.01
1.15
1.26
3.55
6.52
6.55

9.00
9.50
9.54
12.00
2.20
2.25

B. & O. ROYAL BLUE TRAINS FROM NEW YORK TO PHILADELPHIA, BALTIMORE

AND WASHINGTON.

WESTWARD

No. 505
DAILY

NO. 5 I 7
EXCEPT

SUNDAY

NO. 50 1

DAILY

No. 51 I

DAILY
6 HOUR

NO. 507
DAILY

NO. 509
EXCEPT
SUNDAY

NO- 525

DAILY

No. 503

DAILY

Lv. NEW YORK, WHITEHALL TER..

Lv. NEW YORK, LIBERTY ST

Lv PHILADELPHIA

AR. BALTIMORE, MT. ROYAL STA
AR. BALTIMORE, CAMOEN STA. .
Ar WASHINGTON

4.30
8.00
10.04
10.08
I 1.00

7.55
8.00
10.26
12.41
12.45
1.40

10.00
10.00
12.20
2.26
2.30
3.30

I 1.30
I 1.30
1.37
3.36
3.40
4.30

1.00
1.00
3.07
5.06
5. 10
6.00

1.45
1.45
4.20
6.42
6.46
7.50

3.30
3.30
5.42
7.49
7.53
8.45

4.65
6.00
7.30
9.32
9.36
10.30

5.55
6.00
8.35
10.41
10.45
I 1.46

NIGHT

12.15
12.15
3.35
6.04
6.1 2
7.30

Pullman Cars on all trains.

B. & O. ROYAL BLUE TRAINS TO ALL POINTS WEST AND SOUTHWEST.

WESTWARD

LIMITED
DAILY

NO. 7

EXPRESS

DAILY

NO. 9

EXPRESS

DAILY

No. 3

EXPRESS

DAILY

NO. 43

EXPRESS

DAILY

NOTE

NO. 55
EXPRESS

DAILY

Lv. NEW YORK, Whitehall Terminal

Lv NEW YORK, Liberty Street

Lv. PHILADELPHIA

Lv. BALTIMORE, Mt, Royal Station
Lv BALTIMORE, Camden Station —

Lv WASHINGTON -

Ar. PITTSBURG

Ar WHEELING -

Ar. COLUMBUS -

Ar. TOLEDO —

Ar. CHICAGO

Ar CINCINNATI ---

Ar INDIANAPOLIS -

Ar LOUISVILLE

Ar ST. LOUIS

Ar ROANOKE -

Ar KNOXVILLE — -

Ar. CHATTANOOGA

AR. MEMPHIS

AR. NEW ORLEANS ---■

I 0.00 AX
10. 00 AH
I 2.20 pm
2.26 pm
2.40 PM
3.40 pm

1.45 pm
I .45 pm
4.20 pm
6.42 pm
7.00 pm
8.05 pm

8.20am
I I .35 AM

3.30 pm
3.30 pm
6.42 pm

7.49 pm
7.30 pm

8.50 pm
6.35 am

6.55 pm
6.00 pm
8.35 pm
10.41 pm
10.55pm
I I .55pm

4.55 pm
5.00 pm
7.30 pm
9.32 pm
9.40 pm
10.45pm

4.30 am
8.00 aw
10.04 am
I0.I2am
I I .05 am
8.00 pm

12. I5NT

l 2. 1 5 n r

8.00 am
10.04 am
10.25 am
I I .26 am

2.55 pm
6.36 pm

8.00 am
I 1.45 am
12.22pm

6.40 pm

5.20 pm
10.35pm
9.15 pm
7.36 am

I 2.00NN
2.50am
6.50 am
7. I am

1 2.40 pm

8. 18am
7.45 pm

7.20am
3 45 pm
7.20pm
7.40 am
10.30 am

8.20 pm
8. 30 'M

Through Pullman Sleepers to all points. NOTE — On Sundays leave New York at 1.45 p. m., Philadelphia 4.20 p. m.

B. & O. ROYAL BLUE TRAINS TO ALL POINTS EAST.

EASTWARD

No. 2
LIMITED
DAILY

No -1

EXPRESS

DAILY

No. 6

LIMITED
DAILY

No. 8

EXPRESS

OAILY

No. 10
EXPRESS
DAILY

NO. 44

EXPRESS

DAILV

No. 46
EXPRESS

DAILY

t 8.30 am
4.55 pm
8.55 pm

2.45 am

3.30 pm

10.25 am

7.00 pm

6.00 pm
12.25 am

8.05 am

9.00pm

12.35 pm

8.20am

2. 10 pm

t 2.45 pm

6.35 pm

2.35 am
8 05 am
8.05 am
12.05 pm

9.00 AM

8.45 pm

Lv. INDIANAPOLIS

6.00 pm

8.00 pm

8.20 am

1 1.56 am

1 1 .30pm

7.40 am

8.45 am

8.54am

1 1 .00 am

1 .20pm

1.25pm

1 .05 pm
2.05pm
2.20 pm
4.35pm
7.00pm
7.05pm

6.47 am
7.50 am
7.59 am
1 0. 1 5 AM
12.35 pm
I2.40p«

4.50 pm
5.55 pm
6.04 pm
8. 19 pm
1 0.40 pm
10.45 pm

1 1 .55 AM
12.53pm
1 .01 pm
3.09 pm
5.35 pm
5.40 pm

6.35 am
7.50 am
7.59 am
10. 16 am
1 2.35pm
1 2.40 pm

1 1 .20pm
12.45 am
1 .26 am
3.55 am
6.52 am
6.55am

Ar. BALTIMORE. Camden Station —
Ar BALTIMORE. Mt Royal Station

Ar. NEW YORK, Liberty Street

Ar NEW YORK. Whitehall Terminal

Through Pullman Sleepers from all points. t Daily, except Sunday.

THROUGH PULLMAN PALACE CAR SERVICE

II LLMAN DINING CAR SERVICE.

ROYAL BLUE TRAINS OF THE B. & O. FINEST SERVIC] !\ rHE WORLD. SOLID
VES1 [BUI ED TRAINS. PARLOR COACHES

BETWEEN WASHINGTON, BALTIMORE, PHILADELPHIA

AND NEW YORK.

EASTWARD.
Buffel Parloi < ai Washington to Ni ■ i D \ Ca I phia.-

i ai Washington to Mew York. Dining ( ai Washington to Baltin
Parlor i ar Wa o New York. Din

I lining Car M to Baltimoi e.

I lining Car Baltimore to Philadelphia;

Sundays

No 528. I
No. 510. I
No. 512. Five Hour Train

New York
No. 508. Buffel Parlor Car Washington to New York
No. 502. Buffel Parlor Car Washington to New York

Washingti in to Wilmingti >n.
No. 524. Buffet Parlor Car Washington to New York.

No. 506. Parlor Car Washington to New York. Dining Cai Baltimore to New York.
No. 514. Sepai ite Sleeping Cars from Washington and Baltimore to New York.
No. 522. Buffel 1 irloi Cai and Dining I ar Washington to New \

w I S ["WARD.
No. 505. Sleeping Car New York to Chicago. Buffet Drawing Room ' liu Washington.

Obsei vation 1 !ar Baltimore to Wa
No. 517. Buffet Parlor Car New York to Washington.
No. 501. Buffet Parlor 1 at New York to Washington. I lining Car Philadelphia to Baltimore; on

Sundays Philadelphia to V\ • m ■
No. 511. Five Hour Train. Parlor Car New York to Washington. Dining Cai New York to

Baltimore.
No. 535. "Royal Limited." Five Hour Train. Buffet Parloi ' ai New York to Wa hington.
No. 507. Buffet Parlor Car New York to Washington. Dining Car Baltimore to Washington; on

: Sundays Dining Car Wilmington to Washington.

No.|5og. Parlor Car New York to Washington. I lining Car Philadelphia to Washington.
No. 525. Parloi Cai New York to Washington. Dining Cai New York to Baltimore.
No. 503. Parlor Car New York to Philadelphia. On Sunday, New York to Washington.
No. 515. Separate Sleeping Cars New York to Philadi phia Baltimore and Washington.

BETWEEN NEW YORK, PHILADELPHIA, BALTIMORE, WASHING-
TON, PITTSBURG, WHEELING. COLUMBUS, CLEVELAND,
TOLEDO, CHICAGO, CINCINNATI, INDIANAPOLIS, ST.
LOUIS, LOUISVILLE, MEMPHIS, NEW ORLEANS.

W ESTWARD.

Sleeping i ar New York to Cincinnati and St. Louis. Observation Sleeping 1 ar Baltimore to

ici iti ami Louisville. Dining Cars serve all meals. Parlor Car Cincinnati to St. Louis.

Sleeping < ti New York to Chicago via Grafton and Bellaire. Sleeping Car Washington to

Newark. I lining Cars serve all meals.
Sleeping Cars Baltimore and Washington to Pittsburg. Dining Car serves supper Philadelphia

to Washington.
Sleeping 1 ai New York to St. Louis. Sleeping Cai Baltimore to Columbus and Toledo.

I lining 1 ars sei \ e all n
Sleeping Cai New York to New Orleans, and Washington to Memphis.

ng < ar New York to Chicago. Observation Drawing Room Care Baltimore to Pittsburg.

Sleeping Car Pittsburg to 1 hicago. I lining < ars serve dinner, supper and breakfast,
Sleeping Cai I : to Chicago. Sleeping Car Wheeling to Chicago.

Sleeping 1 ai Baltimore to Indianapolis and Chicago via Cincinnati and Motion Route.

EAS1 WARD.
Drawing Room Sleeping Cars St. Louis lo New York and Observation Sleepii

Louisville and Cincinnati to Baltimore. Sleeping Car Toledo and Columbus to Baltimore.

Dining Care serve all meals. Parlor 1 ai v > I ouis to I tin innati,

om Sleeping Car St. Pouts to New York. Drawing Room Sleeping 1 ar Chicago,

Indianapolis and Cincinnati to Baltimore. I lining (ars serve all meals.
Drawing Room Sleeping Car Chicago to New York via Pittsburg. Observation Drawing I

1 ars 1 hicago to Baltimore. Sleeping Car I hicago to 1 Dining 1

all meals.
Drawing Room Sleeping I ars Chicago to New V 1 ping 1 ai Newark to w

I lining I 'ars serve all >
Sleeping I ars 1'itlsburg to Washington and Baltimore. I lining car serves breakfast.
Sleeping Car Xew Orleans to New York, and Memphis to Washing
Sleeping eland. Sleeping Car Chicago to Wheeling.

No.

1.

No.

7-

No.

9

No.

3-

No.

No.

43-
5

No.
No.

47-
55-

No.r 2

No.' 4.
No. 6.

No. 8.

No. 10.
No. 44.
No. 46.

LIST OF OFFICERS

BALTIMORE & OHIO RAILROAD

Joiin K. Cowbjt, Oscar G. Mttbrat,

Receivers, Baltimore, Md.

EXECUTIVE DEPARTMENT.

John K. i.'owhx. President Baltimore, Md.

W. H. I J am s, Treasurer Baltimore, Md.

•T. V. M( Nku.. Asst. Treasurer Baltimore. Md.

C. W. Woolford, Secretary Baltimore, Md.

ACCOUNTING DEPARTMENT.

H. I>. BtLKLEV, Comptroller -Baltimore, Md.

Geo. W. Booth, Gen. Auditor Baltimore, Md.

J. M. Watkijjs, Auditor of Revenue Baltimore. Md.

A. F. DtXLKVY, Auditor of Disbursements, Baltimore, Md.

OPERATING DEPARTMENT.

Wm. M. Greene, Gen. Manager Baltimore. Md.

W. T. Manning, < hief Engineer

Thus. FiTZGEVtALn. General Supterintendent Main Stem

riiiladelphia and Pittsburg Divisions. Baltimore. Md.
Wm i.ii-.--"n. Assistant i.eneral Superintendent Main Stem

Philadelphia and Pittsburg Divisions. Pittsburg, Pa.
J. Van Smith, Gen. Superintendent New York Division

Foot of Whitehall Street, New York.
J. M. Gr \ 1 1 a >i . Gen. Supt. Trans-Oliio Divisions. Newark, O.

D. F. Makom-.y. mii 11 of Transportation Baltimore, Md.

H.uivey Mthulkion, Gen. Supt. Motive Power,

Baltimore, Md.
1. X. Kaxbatjgh, Supt. Motive Power Lines East of Ohio

River, Baltimore. Md.
w. II. Harrison, Supt. Motive Power Lines West of Ohio

River, Newark, O.

David Lee, Eng'r Maint. of Way Lines West of Ohio River,

Zanesville, 0.
C. C. F. Bent. Supt. Philadelphia Division, Philadelphia. Pa.
John E. Sim BRIER, Supt. Bait. DIv. Main Stem,

Baltimore, Md.
R. M. SHEATS, Supt. Western Div. Main Stem.

Grafton. W. V:i.
Thos. C. Prixce, Supt. Harper's Ferry and Valley Division.

Winchester, Va.

F. A. Hosted, Supt. Middle Div Cumberland, Md.

-i S. Norris, Supt. Connellsvllle Div Connellsville, Pa.

John Barbon, Superintendent Pittsburgh I.Mv., Pittsburg, Pa.
.!. II. (ii.i.vKi:. supt. <> hio :i nd Midland I >i visions. Newark, O,
r i Sneed, Superintendent Chicago Division, Garrett. Ind.
.1. I. Johnson, Superintendent Akron Division. Akron, 0.
< n is. Selden, Superintendent Telegraph. ..Baltimore, Md.

E. II. Bankakd. Purchasing Agent Baltimore, Md

< n \ Frick, Fuel Agent Lines East of the Ohio River

Baltimore. Md

PURCHASING DEPARTMENT

J.

Ei:anklin, Fuel Agent Lines West of the Ohio

River. Newark, O.

TRAFFIC DEPARTMENT.
PASSENGER.

D. B. Martin, Manager Passenger Traffic... Baltimore, Md.
J. M. Schrwer, Gem Pass. Agt. Lines East of Ohio River,

Baltimore, Md.
B. X. Austin, Gen. Passenger Agent Lines West ,.i

Ohio River, Fisher Building, Chicago, 111.
B. E. Pkddicord. Gen. Baggage Agent Baltimore. Md.

A. l simmwns, Gen. New England Passenger AgenL,

211 Washington street. Boston, Mass.
Lym in Mi Carty, Gen. East. Pass. Agt., 434 Broadway,

New York,
.! tMKS Potter, District Passenger Agent, Philadelphia, Pa.

B. P. Bond. Division Passenger Agent Baltimore, Md.

S. B. Hege, Division Passenger Agent... Washington, D. O.
Ai: i ii i r G. Lewis, So. P. Agt., Atlantic Hotel, Norfolk, Va.

E. D. Smith, Division Passenger Agent Pittsburg, Pa.

1 1. S. Wn der, Division Passenger Agent Columbus, 0.

1>. I). Coi i: i \ i \ , Gen. Trav. Pas--. Agent Baltimore, Md.

Robert Skinner, Trav. Pass. Agt., 134 Broadway, New York.
r.n:\ \ki> Asiinv. Trav, Pass, Agt . B33 i aestnnl St .

Philadelphia, Pa.
A. C. Wilson, Trav. Pass. Agt Washington, D. C.

C. E. Dudrow, Trav. Pass. Agent. Harper's Ferry, W. Va.
.1. T. Lane, Traveling Passenger Agent ..Wheeling, W. Va.
R. C. Haass, Traveling Passenger Agent Newark, 0.

F. P. Copper, Traveling Passenger Agent Tiffin, O.

W, M. McCONNELL. Pass. Agent, 241 Superior St. .Cleveland, O.

T. C. Burke, City Passenger Agent _ Wheeling, VN Va

E. G. TircKERMAN, City Pass. Ag*., i::j Broadway, New York.
E. E. Patton, City Pass. Agt., N. Y. Ave. and 15th St.

Washington, D. C.

W. F. Snyder, Passenger Agent ..Baltimore, Md.

H. A. Miller, Passenger Agent .Wilmington, Del.

G. W. SQT7IGGIN8, City Pass. Agt., 5th Ave. and Wood St.,

Pittsburg, Pa.

W. W Picking, City Passenger Agent Chicago, 111.

H i Shoemaker, Traveling Passenger Agent, Chicago, 111.
i ii >- . McGill, Traveling Passenger Agent.. St. Paul, Minn.
C. H. Duxbcry, Traveling Passenger Agent.. -Omaha, Neb.

I . I- i ■ \ i brai in. ' reneral Agent Cleveland, 1 1

Peter Haf.vkt. Paeiiu- Cnast Agent.

Room 32, Mills Building. San Francisco, Cal.
W. E. Lowes, Advertising Agent Baltimore, Md.

FRKKIHT.

I - Wight. Manager Freight Traffic Baltimore, Md.

i w Galleher, Gen. Freight Agent .Baltimore, Md

L. R, Brocksnbrough, Gen. Freight Agent, Pittsburg Pa
C. V. Lewis, Gen. FrelghtAgent In charge of Freight

Claims, Tariffs and Percentages. Baltimore, Md.
VIosher, Gen.East.Fht. Agt., 434 Broadwaj . Sfi .

A. P. Bigelow, Gen. West. Fht. Agt., 220 La Salle St.,

Chicago, in.
II. M. Matthews, Division Freight Agent ...Pittsburg, Pa.

Page Cherry, Gen. Dairy Freight Agent I hicago, Cll

J. A. Mt/rray, General Coal & Coke Agent, Baltimore, Md.

W. L. Andrews, Asst. Coal and Coke Agt Pittsburg Pa

F. T. Affleck, Asst. Coal At Coke Agent < Olumbus, O.

R. B. Ways, Foreign Freight Agent Baltimore. Md.

Andrew S rEVENSON. Asst. Gen. Fht. Agent, Baltimore. Md.

Ben Wilson, Gen. Live Stock Agent Baltimore. Md.

W. R. McIntosh, Division Freight Agent, I umherland, Md.

F. m. Davis, Division Freight Agent Clarksburg, W. Va.

O. \ i onstans, Division Freight Agent i olumbus, 0.

C. T. Wight, Di vision Freight Agent Sandusky, O.

B. F. K \ri'. Division Freight Agent... -Tiffin, O.

E.S.King, Com*] Fht. Agt., 400 Chestnut St., Philadelphia. Pa
( . II Maynard, Commercial Freight Agent, Boston, Mass.
H. W„ Atkinson, < ommercial Freight Agent, Baltimore, Md.

B. V. .1 \< kson, < ommercial Fht. Agent, Washington, D. C.
W. \. Miti hell. Commercial Freight Agent. Atlanta. Ga.
11 II. M irsh, Commercial Freight Agent, Wheeling. W. Va.

C. F. WiM.ii. < i.niinerelal Freight Agent Vkron. O.

H. R. Bogers, Commercial Freight Agent Cleveland, O.

E. N. Kendall, Commercial Freight Agent Toledo, O.

C. II. Ross, Commercial Freight Agent ._ Milwaukee, "Wis.
H i I'm i i ell, Commercial Freight Agent.. Omaha, Neb.
C. II. Harkins, Commercial Freight Agent,

Minneapolis. Minn.

Thos. Miles. Commercial Freight Agent Duluth, Minn.

John Hutch ings. Commercial Freight Agent. Detroit. Mich
T. J. Walters, Commercial Freight Agent. Pittsburg. Pa.

J. F. Galbrai i h. General Agent ..Cleveland, O.

Peter Harvey, General Agent,

Room 32, Mills Building, San Francisco, Cal.
T. H. Noon an, Gen'l Manager Continental Line and

Centra] states Despatch, Cincinnati, O.

PRESS DEPARTMENT.
J. H. M.wh'Y, Press Agent.. ...Baltimore, Md.

MILEAGE.

MAIN STEM AND BRANCHES
PHILADELPHIA DIVISION

PITTSBURG DIVISION

NEW YORK DIVISION

TOTAL MILEAGE EAST OF OHIO RIVER
TRANS-OHIO DIVISION

TOTAL MILEAGE WEST OF OHIO RIVER
TOTAL MILEAGE OF SYSTEM

784 38

12900

391.00

5.30

1 309.68

.774.25

774.

25

2.083

.93

JMagnificcnt
Scenery

&

Baltimore & Ohio R. R.

route to JVIountain Resorts
of the Hllegbenies

Observation Cars bet™™

erv*

Baltimore and pittsburg
Baltimore and Cincinnati

«$■» «5**

Over Different Routes-
Hlcst of Cumberland^*

The picturesque Route of Hmerica

The "Book of the Royal Blue" for September will be a Number of
special interest. Send eight (8) cents in stamps for copy after August 25.

Mountain J^ake 0^k t Md.

. . . SEASON OP 1898 . . .

The most superb and sensible summer resort in America. On the TOPMOST

PEAKS of the ALLEGHENY MOUNTAINS.

2,800 feet above sea level.

PLEASURE AND PROFIT COMBINED AT MINIMUM EXPENSE

A vacation filled with intellectual feasts.

Something of interest going on from June 1st lo September 1st.
250 handsome cottages. Electric lights, Water Works, Sewerage,
Splendid Hotels with all modern improvements and commodious
Chautauqua Buildings. Wonderful Scenery and Tonic Atmosphere.

THE MOUNTAIN ,otn Y «ar. August 4th to the 26th, 1898.

Gf1f\UTf\UQUf\ The most successful Assembly in the country.

Look at the 6rcat program.

SCHOOLS— Thirty important departments of study under the care of enthusi-
astic professors out of the best Universities.

J1USIC AND ENTERTAINMENTS— Stevens' Superb Band, in two concerts
daily. Famous Schubert Glee Club; George Bass, Phenomenal Child Violinist; Miss
Sybil Sammis. Soloist: Waldo Mandolin and Guitar Club; Cecelian Lady Quartet;
Miss Louise Robinson, Violinist: Eduard Franceau. Phenomenal Male Soprano: Chas.
Montaville Flowers, impersonations; Edwin II. Frye, Monologist; Miss Marion Short,
the "Queen of Readers;" Mrs. Laura Zeh Johnson and Miss Alice Mitchell Updegraff,
Soloists; Edison's Projectiscope with Moving Pictures; Colorscopic Diorama; Illus-
trated Songs, and many others.

LECTURES— Rev. Sam. P. Jones, the Great and Only; Prof. Harry V. Rich-
ards. Scientific Lectures with Experiments; Rev. II. Claj Ferguson; Wellington J.
Vandiver; Col. George W. Bain, the "Golden Mouthed Kentuckian:" Philip F. Mat-
zinger, with Crayon Sketches: Rev. Nancy McGee Waters: Lee Fairchilds, the "Arte-
mus Ward " of the present time: Percy M. Reese, the " Rome " Lecturer, with stereop-
tican: Jahu Dewitt Miller, "The Platform King;" Miss Olof Krarer, the little Esqui-
mo lady who lectures in costume: Rev. ( '. W. Gullette; Edward Page Gaston, on
"Cuba" and the "Klondike;" Edgerton R. Young, Thrilling Indian Experiences; Prof.
Homer P.. Sprague in literary studies; Rev. Frank C. Bruner, the Chaplain-in-chief of
the Grand Army <>f the Republic, and many others.

Five elegant hotels and a multitude of cottages open I heir donrs lo visitors at
from $5.00 to $12.00 a week.

The Baltimore & Ohio Railroad

hiniLis you in lie' door of the Park on fast trains, with Pullman Sleeping and Parlor
Cars, and at half rates during the Chautauqua season.

Fill your vacation with uplifts of mind and body: gather help and pleasant
memories for the days to come.

For railroad rates, renting of cottages, detailed illustrated program, etc., address
L. A. RUDISILL, General Business Manager, Mountain Lake Park, Md.

For information regarding Program and Schools, write Dr. W. L. DAVIDSON,
Superintendent of Instruction, Cuyahoga Falls, Ohio.

t

u^^ CALENDAR • 1898 ®^$®

JANUARY

FEBRUARY

MARCH

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SEPTEMBER

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..I..I..I .1 l". 8! 8

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%S~DjJ©'

D.B.MARTIN.

MANACEB PASSEN6FD TRAFFIC
BALTIMORE. MO

'!£ t-W\K3

J.M.SCHRYVER.

GFNfBAI PASJSUOIff ACFRT.BAITIMORF. MD.
B /V AUSTIN

OCNfAAl PASSf/VCfRAGSHT CMICAOO. Ill .

Corbttt A Butterfield Co., Chicago.

Vol. L

September, 1898.

No. 12.

TABLE OK CONTENTS. P« E <:

averns ■•( Luray [Illustrated
irt. By N. P. Rui
Baltimore & Ohio R. R. Traveling Library. By Samuel
11. Ranck 13

■•The Fox and tbe Raven." By Guy Wetmore Carryl 16

One Railroad In the Philippines 18

Chronological History of the War with Spain 20

ILLUSTRATIONS,
as of luray Frontispiece

The Cave Houhl-

Hall, Hanging Eocl
The Organ in Cathedral Hall. Coral Si" '■'■

Entrance to Giants' Hull. Washington's Colun *

Ball Room. Sick- View of Bs
Car Coal Train ol tbe B. & O. R R
Locon
Old <

Old a

iws l~- 18

Ei. B & ° 25

WsK

>•£>

'<&

omtsfe

ii;

The Wonderful Caverns of Luray.

Slbiteball Cerminal ^QjJ^f) 4^CYYV

8.&0.

JMost Convenient Entrance to

Greater J^exv Y or ^

Connects under Same Roof with all Elevated Trains, Broadway, Columbus and Lexington Avenue
Cable Lines, East and West Side Belt Lines, and all Ferries to Brooklyn.

Deer Park Hotel r* <*

<*

DEER PARK, MARYLAND

Swept by Mountain Breezes

on the Crest of the Hllcgbcnics

2,800 feet Hbovc Cidc-CQatcr

DEER PARK HOTEL, MARYLAND

On JVIain Line Baltimore & Ohio Railroad

I HOURS FROM NEW YORK.

8'= HOURS FROM PHILADELPHIA.
6 l 4 HOURS FROM BALTIMORE.

5'.' HOURS FROM WASHINGTON.
6 HOURS FROM PITTSBURG.

HOURS FROM COLUMBUS.
I I HOURS FROM CINCINNATI.

I6'j HOURS FROM INDIANAPOLIS.
21 HOURS FROM ST. LOUIS.

18*4 HOURS FROM CHICAGO.

6Icgant Cbrougb Pullman Sleeping Car Service
Unexcelled Dining Car Service

REMOVED from all annoyances. Absolutely free from malaria, hay fever and mosquitoes. Hotel
and Cottages. Every modern convenience. Electric Lights, Elevator, Turkish Baths, two large
^ Swimming Pools, Golf Links, Tennis Courts, Bowling Alleys, Magnificent Drives, Complete
Livery Service, Annapolis Naval Academy Band. Delightful Cottages 'furnished for housekeeping if
desired 1 ready for occupancy. Hotel open until September 30th.
For rates and information, address

D. C. JONES, Manager,

DEER PARK, GARRETT COUNTY, MD.

CAVERNS OF LURAY. THE BALL-ROOM.

Book of the Royal Blue,

Published Monthly by hif
Passenger Department of the Baltimori & Ohio Railroad.

Vol.

BALTIMORE, SEPTEMBER, 1898.

No.

THE CAVERNS OF LI' RAY.

"In Xanadu <lii! Kubla Khan

A statel) pleasure-dome decree,
Where Alph, the sacred river, ran
I hrough ■ av< ins measureless to man,

I >i >u 11 to a sunless sua. "

CITUATED at Luray, Page County, made accessible to visitors. Since that

^ Virginia, in the famous Shenandoah time the fame of the caverns has pene-

Valley, in a region renowned for the trated the uttermost parts of the earth,
picturesqueness of its scenery, and cele- Within the past few years the num-

1 1 VI II

i 1 11 1 t RAN, B

1 1 > 1 in nin 1 hi i£\-

brated for its historical associations, are
the Caverns of Luray.

The caves were discovered in 1878,
and shortly thereafter were opened to
the public. The full extent of their sub-
terranean depths was not then known
or even dreamed of. and not until
thoroughly equipped exploring parties
had penetrated seemingly endless cham-
bers and labyrinthine passages were
their boundless riches disclosed and

ber of visitors has been enormous.
Persons from all quarters of the globe
— scientists, explorers and tourists, have
wandered through the wonderful cham-
bers, and the general verdict of their
united testimony is that Luray Caverns
excel all others in the combined extent,
variety, scientific interest and beauty of
their calcite formations. A party sent
out from the Smithsonian Institution
report that, "comparing this great

THE CA J 'EUNS OF L I ~RA J

¥x

mt.i

I ML'.wi I BALL

natural curiosity with others of the same
class, it is safe to say that there is proba-
bly no other cave in the world more
completely and profusely decorated with
stalactitic and stalagmitic ornamenta-
tion than that of Luray. '

Recognizing the inestimable value
of their remarkable possession, the man-
agement of the caverns have provided
every facility for visiting all the cham-
bers and seeing all the wonders in the
most comfortable manner. Cement
walks have been laid, stairways, bridges,
and iron railings have been erected
where such help was
necessary, and the
entire subterranean
palace is illuminated
by both arc and in-
candescent electric
lights. The interior
is singularly free
from dampness or
dripping water, and
no special prepara-
tion for the visit is
needed in the matter
of clothing. Plain
clothing and stout
shoes comprise the
necessary outfit,
wraps being super-
fluous, as the tem-
perature remains,
winter and summer.

at about 54 degrees.
Entering the grand
vestibule, the first
emotion felt by the
visitor is one of mute
wonder. The mind
fails to grasp the
grandeur revealed in
such a majestic man-
ner, until it gradual-
ly accustoms itself
to the monstrous
shapes, the almost
perceptible silence
and the weird influ-
ence of this subter-
ranean realm. Queer
shapes present them-
selves at every turn,
aping grotesquely
the objects of the outer world, now sug-
gesting some growth of animal life, now
resembling some familiar vegetable for-
mation, or taking the shape and form
of some creation of man. Glittering
stalactites blaze in front, fluted columns,
draperies in broad folds and a thousand
tints, cascades of snow-white stone, illu-
minated by the glare of the electric light,
fill the mind with curious sensations of
wonder and admiration. Awe and rev-
erence possess the beholder. He stands
amazed in the royal chambers of the
King of Nature.

HANGING Ri n't

THE ( '.-/ / /•'/>'. VS OF L ( A',1 Y.

\Vl,

Ml

T1IK OKUAN in I ITHEDKAL II U.I.

The various apartments and objects
have all been named in honor of some
distinguished personage or after some
thing to which they bear a striking
resemblance.

The Elfin Ramble, an open plateau
five hundred feet long by one hundred
in breadth, is the playground of the
princesses of this fairy realm. Pluto's
Chasm, a wide rift in the walls, contains
a spectre clothed in shadowy draperies.
Hovey's Hall is adorned with statuary
and stalactite draperies, which, for beau-
ty of coloring, translucency and symme-
trical folding, are unexcelled by any-
thing in the cave. Giant's Hall is a
vast space, embracing several chambers.
Heroic sentinel forms loom up on every
side, guarding the marvelous beauty of
Titania's Veil, and watching over the
crystal waters of Diana's Bath. The
Saracen's Tent, the Cathedral, with its
grand organ, and the Bridal Chamber,
all bear striking resemblance to the ob-
jects for which they are named. Hades,
a region sparkling with limpid lakes and
peopled with goblins, receives its name
from the bewildering windings and laby-

rinthine meanderings through which the
tourist must tread his way. Notwith-
standing its uninviting name, it is a very
attractive portion of the cave and con-
tains many wonderful formations. The
Mall Room, a magnificent apartment,
gorgeously furnished, is full of interest,
while Campbell's Hall, named for the
discoverer of the cave, is rich in beau-
tiful and enchanting ornamentation.

In addition to the solid formations
of stone and crystal, a number of beau-
tiful lakes are found in various parts of
the caves.

Crystal Lake is a body of pellucid
water in a setting of sparkling stalactites,
and the Imperial Spring is a silver pool
richly enclosed in a forest of columns.
It is arched above with myriads of sta-
lactities, reflected with most beautiful
effect in the calm flood of the spring.
The transparent waters of these lakes
are so deceptive that rash visitors fre-
quently subject themselves to a wetting
in order to convince their skeptical
minds of the genuineness of the fluid.

No other caverns are known in which
there can be found such an infinite
variety of quaint, curious and wonderful
formations. Almost every object in

THE CAVERNS OE LURAY.

nature is here reproduced in startling
similarity, while the curious shapes and
indescribable grouping of thousands of
others seem to be the handiwork of
Nature in a playful mood. Fantastic,
grotesque, beautiful, weird, grand and
superb, are words which find expression
on the lips of every one who gazes upon
the treasures of this "house not made
with hands. "

During the winter of [897 and 1898
new portions of this underground won-
der, heretofore unexplored, were opened
and made accessible to visitors.

In this newly developed section the
high arching and richly ornamented
domes found in other parts of the Cav-
erns are a leading attraction, but the
decorations of those here found are
unique and surpass any previously dis-
covered. Instead of the chandelier ef-
fect, with its bewildering and glittering
array of translucent pendants which
characterize the ceiling of the Ball
Room. Campbell's Hall and others, the
surface here is a mosaic of rich patches
of formations like seaweed and coral,
in varied hues, from rich seal brown
and deep salmon to the most delicate
tint of rose.

ENTRANCE 10 GIANTS' HALL.

These formations appearing at close
intervals are massed in a brilliant mo-
saic by great waves of frothy white and
cream, like the foam of the ocean tossed
and whirled by the waves. Surmount-
ing all this rich ornamentation that bids
defiance to the work of Art, are exqui-
site flutings of the richest and most
delicate order, in pearly white and
cream.

Under the brilliant rays of the elec-
tric light, the effect of this rich blending
of color is far grander than that of the
most magnificent sunset the upper earth
has ever known.

These '-Senate Halls of Nature" can
be compared to no work of man's hand.
The finest work of Art would be a mute
and baffled mimicry in the review of
such intricate and gorgeous ornamen-
tation.

Objects of the outer world are repre-
sented in these newly discovered cham-
bers as in heretofore explored portions
of the Caverns.

In strange defiance to the laws of
nature and geography, from the side of

AsJIIM.T' >N !

THE CAVERNS OF It RAY.

BALL KOOM.

one of the domes found here pours the
cataract of Niagara and only a few feet
distant is the Yosemite represented, with
its three equi-distant leaps in snowy
crystals.

The '-Golden Apples of Hesperides '
are wonderfully presented and give va-
riety to the richness of this wonderful
cabinet of nature.

The "Labyrinth of Perseus" is also
tangibly manifested with the figure of
■Ariadne" standing near its entrance
in the supposed possession of the guid-
ing "Thread."

The figure of the
'• Petrified Forest" is
well sustained in a col-
lection of stalagmites
resembling a stunted
growth. This is in many
places broken, distinct-
ly showing the succes-
sive rings and grain of
wood in the miniature
trees.

This forest extends
into the " Labyrinth of
Perseus." Tiny white
forms adjacent are sup
posed to represent the
"Babes in the Wood."
fixed in stony and un-
relieved terror.

A formation of strik-
ing distinctness and

beaut)' thrown out upon
a dark background is a
tall, white figure, stand-
ing immediately over
the smaller ones. This
is supposed to sustain
the character of the
•Guardian Angel."

Columns grand and
beautiful, and pieces
representing statuary,
both in bronze and mar-
ble, are abundantly in-
terspersed through this
new section, which is
also especially rich in
the multitude, size and
magnificence of its vol-
uminous draperies,
which enclose the en-
tire section on either
side. In many of these
the waving effect, in-
stead of the perpendicular fall, is strik
ingly distinguishable.

These new discoveries are equal to
anything yet known in the Luray Cav-
erns.

It is a task of recognized difficulty to
describe the indescribable. This diffi-
culty is enhanced, if possible, in the
case of cave scenery by the fact that the
impressions it leaves upon the mind of
the beholder differ not so much in de-
gree as in kind from those of past ex-
perience. A new order of sensations,
ideas and emotions demand, of course,

SIDE N II •.«' OF BALL ROOM,

THE CAVERNS OF LURAY.

a new vocabulary. No straining or ex-
pansion of a terminology derived from
the upper world will enable it to describe
adequately the wonderful phenomena
presented in this realm of stalacta. The
visitor who attempts description must
be content, therefore, with seeking to
impart enthusiasm without hoping to
trace fully its causes. This only will
remain clearly understood — the felicity
of having experiencd a sensation alto-
gether novel.

The Persian monarch's desire — a
new pleasure — is secured at length to

the world in the Caverns of Luray.
Luray Caverns are located on the
line of the Norfolk & Western Railway,
sixty-five miles from Shenandoah Junc-
tion, on the line of the Baltimore & Ohio
Railroad. Excursions are run every
summer and fall from Philadelphia.
Baltimore. Washington and intermedi
ate points on the Baltimore & Ohio
Railroad, and special excursion rates
for the summer touring season are to
be obtained from nearly every portion
of the United States east of the Missis-
sippi River.

TO TIIK HIOIIHR COURT,

l:\ V P. RUNYAN.

"I'LL carry it to the higher court.
1 That's what I will. They're per-
secuting me; that's what they arc; and
I'll not have it. I've paid my last fine,
and I'm going to fight now if it takes
my last cent."

John Fulweiler was a saloonkeeper
in the little town of Millbank, in an
eastern state, and had just paid a fine
before the mayor for keeping open at
unlawful hours. A fight against the
saloons was on in that little hamlet, and
Fulweiler had been arrested and fined
five times. Now he was determined to
fight. He had been drinking, too, and
was taking a furious scolding out on
his wife.

'•I suppose them there fanatics of
temperance people will be after me
again. And you won't be sorry. You'd
see them send me to jail, and be glad
of it, you would. But I don't want any
more advice from you. I'm going to
fight, and if they haul me up again I'll
appeal it. They're all stingy, these
temperance people, and it will break
their hearts to spend a little money.
You see that key? Well, that key opens
that front door to-morrow morning at
five o'clock. Yes, I know it's Sunday.
Better the day, better the deed. Is
that it ? You're always quoting some
of your church drivel at me. It's going
to be a cold night to-night, and I'm
going to let the boys stay jest as long
as they want to. They'll want to get
good and warm before they'll feel like
tacklin' the cold trip home. Some of
'em might want to come back early,
and I'm going to open up at five o'clock.
No, I'll make it 4.30 just for luck; and'
that key'll stay right there on that table,
so I can pick it up without any trouble
when I get up, and I don't want the
light put out in this room any more
after I go to bed."

"Myrtie see key, papa. Myrtie see
key. Myrtie like big key;'' and his little
two-and-a-half year old Myrtle took the
key from the irate saloonkeeper's hand
and held it aloft in her tiny fist. John
Fulweiler took the key away from his

little daughter with an uncomfortable
feeling tightening in his throat. Some-
how he couldn't reconcile his business
with his little pet.

Mrs. Fulweiler continued her sewing
with a heavy heart. She looked down
at her babe, and the tears blinded her
eyes. Where would it all end? John
Fulweiler had gone out into his bar and
taken a drink. He was mad and didn't
know what else to do. The wife had
begged him to give up the business, so
that she, and perhaps both of them,
could join the church and move in the
best society the place afforded, if only
for the sake of their child.

Fulweiler paced up and down behind
his bar, muttering in his ire over the
recent happenings; but things that his
wife had pleaded for, especially since
the birth of Myrtle, would come up and
bother him.

'Pshaw! Me a church member;
and goin' to prayer meeting. Fah ! I
like that. Ah. ha ! ha ! O, well, I might.
I might. Do anything for Myrtle. But
I've got a few church people to get even
with first. I'll make 'em pay for sneakin'
and doggin' and spyin' on me. " And the
soliloquizing saloonkeeper took another
drink. His tongue was already beginning
to thicken. He drank with customers
during the evening, and when custom
was slow he would expedite matters by
taking a drink with himself. Long be-
fore the closing hour John Fulweiler
was helped to his bed a limp and inert
mass of bestiality.

"Fran .hie) Frank, put th' key on
th' table (hie), on th' table. I'll open
up mysel' in th' (hie) mornin'. Pay no
more fines. Fi fight. Fight. That's
the word. Carry everything to higher
court;" and the barkeeper left him to
his maudlin mutterings.

That night was a terrible one. A
sudden change from a mild day brought
on a blizzard of snow and sleet, which
eddied and swirled in the cutting wind,
blinding pedestrians, and nearly carry-
ing them off their feet at the street
corners; sifting in through the cracks

IO

TO THE HIGHER COURT.

and crannies; making little drifts upon
the inside of window ledges, and larger
ones under the doors. The drift in
John Fuhveiler's saloon stretched al-
most entirely across the floor by the
early dawn of that gray and gloomy
Sunday morning.

John Fulweiler kept his word. True
to the unaccountable phenomena of the
drink-befuddled brains, he awoke at 4.30
and immediately arose. His brain was
thick, and he was unsteady upon his
feet. Bracing himself against the bed
post he stood stupidly gazing into va-
cancy with his finger ends in his hair.
He was still too drunk to know that
it was cold. He couldn't make out
whether he was coming to bed or get-
ting up.

"I'll take a drink," he said, as he
began to move along in a weaving way.
his legs wide apart, his suspenders flop-
ping. As he passed the table he noted
the lighted lamp. "Wife's careless.
How man}' times I told her 'bout th'
lamp. Ef it wasn't fer me she'd burn
this house up some day, an' us in it.
An' us in it. An' then wouldn't our
temperance friends be glad. I'll open
up. Don't care what time it is. I'll
open up. Where's that key? Want
anything done, mus' do it yourself.
'Better the day, better the deed.' That
makes my wife mad to quote scriptur'
on her." He had reached the bar,
which was in an adjoining room to his
own. "Christians is always throwin'
things up to you by quotin'. Well,
here's same to 'em. Guess I'll tickle
'em when I take it to a higher court.
Dad, but it's cold. I'm shakin' all over.
John, you mus' quit drinkin' s'much.
Well, here's to the temperance people.
In th language of the 'mmortal Rip,
'und ma)' they live long und brosper'
— an' that's what I say. Who's shakin'
tha' door? Some feller comin back.
He'll freeze out there. Poor feller.
He'll free-freeze out there. All righ',
all righ', in a minute," and he raised
the glass unsteadily to his lips as he

braced against the bar and turned his
face toward the door.

His quaking hand never reached his
lips. Half way up he held it, as though
paralyzed, his bleary eyes transfixed up-
on something white lying against the
door, the snow drifting up around it.
A little white hand holding a big key,
was reaching up as if to unlock the
door. A little blueish-white foot, frozen
stiff, showed from under the night-gown
braced out in the snow. Little Myr-
tle trying to "open up." Swift as the
lightning stroke the sobering breath
came.

"My God! Sarah. Myrtle, Myrtle's
dead!" His terrible cry rang through
the house. When the poor mother and
neighbors rushed in they found John
Fulweiler groveling in the snow upon
the floor, coddling the little form to his
breast, mumbling and moaning like a
madman, the little night-gown rattling
stiff and hard against him, the little
frozen hand griping a big frosted key.
Almost blotted out under the accum-
ulating film of snow could be traced
the prints of the little bare feet across
the floor. She must have been there
for hours.

They carried the strong man and the
little one away. There was some life
still in the tiny body. It was a long
time before they could release the stif-
fened fingers from around the key, and
as they did so the blue eyes opened and
looked up into their faces.

"Myrtle open the door for papa,"
and as the words came the sweet light
in the little blue eyes grew dimmer and
dimmer and went out. The little soul
had winged its flight; Myrtle had car-
ried it to a higher court.

John Fulweiler never opened the
door of that saloon. He never entered
the room again. The stock was dis-
posed of for the benefit of creditors: he
would not even touch what was left of
the proceeds. The case had been car-
ried to a court from which there was no
appeal.

h

BALTIMORE & OHIO R. R. TRAVELING LIBRARY

i:\ SAM1 EL II. RANCK,

/'. ./// Fret / . ' 'timon ,

r 7~'HF system of traveling libraries,
under the care of the state, was
introduced to the American people in
1892. In that year the legislature of
New York authorized such libraries, and
in February, 1893. the first one was sent
out from Albany. From the day that
New York began the experiment, interest
has been growing, and more than half
a dozen states have already taken up
the plan. The purpose is that those
who dwell in a community far removed
from a library may be able to obtain
some of the privileges and advantages
of those who have easy access to a large
collection of books. In brief, on the
application of responsible parties, and
the payment of transportation, a selected
number of volumes (usually 50 or 100)
are sent from the central library to a
community, to circulate among the peo-
ple for few months. The books so sent
form the 'traveling library." This is
the New York plan, which is developing
along the lines followed in Australia,
where the traveling library has been in
operation a number of years.

But long before the state of New
York had taken up the traveling library
some of our American railroad com-
panies were circulating books to the em-
ployes along their lines; and those
states that have adopted the system of
traveling libraries can extend their use-
fulness by enlisting the interest of rail-
roads and railroad men in the work.
The railroad, the means of travel, should
be made the means of introducing the
traveling library into every corner of
the state. The experience of the Balti-
more & Ohio Railroad is direct evidence
that the effort would be crowned with
success.

During the last half century the
state of New York has spent millions of
dollars on books for the people. It is,
therefore, not unnatural that there should
be a larger use of the traveling library
of a railroad in a section where, until
within recent years, the free circulating

library was almost unknown. Such a
library, in some of its features both
original and unique, is found in the
Baltimore & Ohio Kmployes' Free Cir-
culating Library. This library, after
having been moved several times, is now
at home in a large second-story room, in
the building at the corner of Pratt and
Foppleton streets, Baltimore, at the Mt.
Clare shops.

In 1NS4 the late Dr. W. T. Barnard
was "assistant to president" of the
B. & O. corporation, and to him the
library is largely, if not entirely, due.
Dr. Barnard was actively interested in
the B. & O. Relief Association (now
the Relief Department), and thus ac-
quired a knowledge "of the sad lack of
educational facilities along the main
stem and branches of the Baltimore &
Ohio Railroad." He therefore under-
took to establish a free circulating library
" exclusively for the use of the employes
and families of employes of this service. "
His plan was outlined in a circular,
dated December 1. 1884, from which the
following is taken:

"The establishment of a Free Circulating
Library for the employes of the company is under-
taken in the belief thai such an institution will be
wi li omed by .ill classes as .1 popular and desirable
measure, and that, through iis ageni v and develop-
ment, much-needed opportunity will be afforded
employes t.. qualify themselves for promotion and
advancement in life, while at the same time their
children, whet, vet located, will have at hand fai ili-
ties for study and instructive r< ttterseldom

obtainable outside large cities. This will be done
without cost tii employes and in such a manner thai
the I ks furnished can be uiili/ed not only at read-
ing-rooms mot always convenient of access), but
also amid the comforts and society "f their homes.

" The plan, in brief, is, by means of contribu-
tions of money and hooks, to establish a compact
general and technical library, selected with -;

the wants and taste- of employes and
their families; to print inexpensive but carefully pre-
pared catalogues and cards on which to make re-
quisitions foi 1 ks, and to so distribute them that

ever) membei can receive and return literature,
without delay, through the company's tram service.

"This library is therefore to be exclusive!) foi
the use oi all employes, their wives, and more pa
larly, their children. Its mission will be to
an elevating i< iting influence on those it

reaches. It will suppl) current periodicals, standard

14

BALTIMORE &> OHIO R. R. TRAVELING LIBRARY.

works on the sciences, general literature, poetry,
historical, text and other books of practical utility to
engineers, mechanics, firemen and other railroad
employes, and those especially adapted to educating
and forming the character of the young. Whatever
is immoral in tendency will be rigidly excluded from
its shelves, and its management will do all it can to
discourage the use of literature from which unhealthy
and unreal ideas of life might be drawn.

"It has been created and will be sustained by
voluntary contributions of money and literature from
the officers and employes of the Baltimore \ Ohio
Company and outside friends interested in their
welfare.

" Its headquarters will be at Baltimore; but it
will undertake to distribute books, etc., to any point
on the Baltimore & Ohio Railroad lines."

The plan, as outlined by Dr. Barnard,
received the official sanction of the com-
pany March 2, 1885, through an order
of the president, the late Robert Garrett.
The order provided for the management
of the library by a library committee,
said committee to be composed of two
directors of the Technological School,
two members of the committee of man-
agement of the Relief Association, and
a representative of the B. & O. Company,
appointed by the president. The prin-
cipal instructor of the Technological
School and the secretary of the Relief
Association were to be members of the
library committee ex-officio. The Tech-
nological School was abandoned some
years ago. and since then its represen-
tation on the committee has been
dropped. When the Relief Association
was changed to the Relief Department
the corresponding officials of the latter
became members of the library com-
mittee. The library year begins Decem-
ber 1, and the members of the committee
are appointed annually. The president
of the company appoints the librarian.

The library committee, as provided
for in the president's order, organized
and began work at once. They appealed
for aid to those only who were finan-
cially interested in the company. They
collected $5,391 and received about
1,500 well selected books as donations.
The nucleus of the collection was a
donation of 600 volumes to the employes
at Mt. Clare by the late John W.
Garrett, in September 1869.

December 3, 1885, the library began
its work with 4,500 volumes on its
shelves, 3,000 of which had been pur-
chased. The first year 16, 1 20 volumes
were circulated, 4,850 at Mt. Clare, and
the remainder at different stations on

the lines of the B. & O. The circulation
for the second year was 23,514; for the
third year. 23,470, a slight decrease.
The fourth year showed an increase of
more than 2,000 over the previous year;
and since then there has been a steady
growth in the circulation. The circu-
lation for 1895 was 37,702, and in 1896
2,500 borrowers drew 39,505 volumes
from the library. Since 1885 more than
300,000 volumes have been drawn.

These books travel as far westward
as the Mississippi River, through eight
great states, and over a railway system
approximating 3,000 miles. They are
delivered to borrowers through local
agents, and the average time, from the
placing of an order for a book in the
hands of an agent until the book called
for is in his hands, is now less than 24
hours for the entire system. The library
uses 674 agencies, each agency serving
as a delivery station for the employes
of the community or department.

Along with the increase in the num-
ber of books used there has been a
decrease in the percentage of fiction.
The first year 64 per cent of the circu-
lation was fiction; the percentage of
fiction is now less than 53 per cent.

A book may be retained two weeks,
and may be once renewed for a like
period, or oftener, if no application for
it is on file. There is a fine of one cent
per day on books kept over time, but a
margin of three days is allowed to cover
the time consumed in transit.

On leaving the service of the com-
pany all books must be returned before
pay vouchers are cashed; otherwise the
value of the book will be deducted from
the wages of the employe.

The whole system of sending out and
returning a book is similar to that of
the registry department of the post-
office. Ever}' person who handles a
package receipts for it, so that it is
possible to trace anything that may be
lost. The company is responsible for
all books in transit, and it exacts the
same care in the handling of library
property that is required for all other
property.

The system of ordering and charging
books for circulation is very simple. The
borrower fills out a requisition blank,
that is, by writing the name and call
numbers of the books he wants, which

BALTIMORE & OHIO R. R. TRAVELING LIBRARY.

15

he selects from printed catalogues, and
by signing his name and address and
the department in which he is employed.
The requisition is then countersigned by
the agent through whom he wishes to
get the book, and it is sent to the libra-
rian at Mt. Clare. Baltimore. Tbe libra
rian takes the first book on the list ( using
his discretion, however, in case of tiction
to select for the reader), and then
makes out a record-card for the trans-
action. On this card is entered the
date, the requisition, book, agency and
package number, and the name of the
borrower. The card is filed in the
order of the book number. Another
entry is made on a card under the agency
number. This entry shows how many
and what books are at any agency at
any time. When a book is returned its
number is marked off on the agency
card, and the charge on the card filed
under the book number is canceled. A
new series of requisition numbers begins
every year on the first of December, and
the requisition number is always the
total circulation of the fiscal year to
date.

After all entries have been duly made
and the requisitions have been stamped
and dated, the books are wrapped in
packages. These packages are then
stamped and labeled for delivery through
the baggage department to the agents
along the lines. Several agencies take
such a number of books that satchels
are used in carrying them back and
forth.

To prolong the life and usefulness
of the books, and at the lowest possible
cost, the librarian uses for binding and
repair the leather from worn car seats,
which he gets from the passenger car

repair shops. The leather is practically
useless when it is removed from the
seats, but the pieces he is able to get
makes a binding that is both neat ami
durable.

Mr. Irving, the enthusiastic librarian
goes over the lines once a year visiting
all the agents in the interest of the
library. This is done during the summer,
when, for about four weeks, the library
is closed.

The library now contains about
1 |.,ooo volumes. Gifts of suitable books
will be gladly received.

Corporations, like individuals, are
recognizing that their duty to those
tin y employ is not complete on the
payment of the stipulated wage. Hence
it is that relief departments, Young
Men's Christian Associations, and other
helpful organizations are established or
encouraged by so manyot our railroads.
These organizations raise men to a
higher physical, intellectual and moral
plane of life — the very fundamentals
of laithful service. In other words, it
pays to have some regard for the men
outside of working hours

The force of good books in our daily
lives is being felt and recognized more
and more every day. To the section hand
and his family, living in rockbound
isolation, to the operator in the signal-
tower, waiting for the click of his instru-
ment to call him to duty, to railroad
workingmen everywhere along the Com-
pany's lines, the books from Baltimore
are bringing sunshine: and in the
economy of the universe I fancy that it
is no less important to cause such sun-
shine than it is to cause two green
blades to grow where now there grows
but one.

THE FOX AND THE RAVEN.

BY GUV tt'ETMORF. CARRYL, IN HARPERS ROUND TABLE.
Aii old fable retold.

A RAVEN sat upon a tree,
■£*■ And not a word he spoke, for
His beak contained a piece of Brie.

Or maybe it was Roquefort :
We '11 make it any kind you please —
At all events, it was a cheese.

Beneath the tree's umbrageous limb

A hungry fox sat smiling;
He saw the raven watching him,

And spoke in words beguiling:
'J'admire," dit-il. "ton beau plumage."

(The which was simply persiflage.)

Two things there are, no doubt you know.

To which a fox is used :
A rooster who is bound to crow,

A crow who 's bound to roost.
And whichsoever he espies
He tells the most unblushing lies.

'What's more," quoth he, "I understand

You 're more than merely natty ;
I hear you sing to beat the band

And Adelina Patti.
Pray, render with your liquid tongue
A bit from Goetterdaemmerung."

This subtle speech was aimed to please
The crow, and it succeeded:

He thought no bird in all the trees
Could sing as well as he did ;

In flattery completely doused

He gave the Jewel Song from Faust.

But gravitation's law, of course,

As Isaac Newton showed it,
Exerted on the cheese its force,

And elsewhere soon bestowed it:
In fact, there is no need to tell
What happened when to earth it fell.

I blush to add that when the bird

Took in the situation,
He said one brief, emphatic word,

Unfit for publication.
The fox was somewhat startled, but
He only sighed and answered, "Tut!"

The moral is: A fox is bound

To be a shameless sinner.
And also, When the cheese comes round,

You know it 's after dinner.
But (what is only known to few)
The fox is after dinner too !

* -

BE z

\t K 1

trr

life.'' £>W ; i

ONE RAILROAD IN I'l 1 1 LlPl'I \ KS.

TH E Manila & Dagupan Railway,
the only railway in the Philippine
Islands, is running along smoothly as if
peace prevailed throughout the land.
Ordinarily railroads suffer as much in-
convenience and loss in business and
damage as any other line of business
when comparatively small countries are
in a state of rebellion. This loss is not
only because of demoralization in freight
business and from common disinclina-
tion of people to travel where the exis-
tence of social disorder creates an addi-
tional element of risk in traveling on
public carriers, but because of destruc-
tion of railroad property, as a matter of
proper warfare and military strategy,
as has been the case in Cuba. The
Philippine railroad has been remarkably
fortunate in the respect of enjoying
immunity from inconvenience and vio-
lence at the hands of the insurgents —
so fortunate, indeed, as to agreeably
surprise and disappoint the manage-
ment of the property.

The road, says the Railway Age,
from which the foregoing is taken, is of
three feet six inch gauge, and runs from
Manila, with a population of over 200,-
000, in an almost northerly direction.
125 miles, through several large munic-
ipalities, to Dagupan, a reasonably pros-
perous seaport of about 30,000 souls.

The island of Luzon, of which
Manila is the capital, has a population
of about 3,500,000, nearly half the pop-
ulation of the twenty-one islands that
form the Philippine group, and with an
area of nearly double that of Great
Britain. The railroad, as might be ex-
pected, runs through the most populous
section of Luzon.

While the railroad is private property
and owned anil managed by Europeans
other than Spaniards, it was thought
the insurgents would nevertheless try
to prevent its operation, at least spas-
modically, inasmuch as it was proving
of so great advantage to the govern-
ment in the effort to quell tin revolt.
There has, however, been no trouble
with the road as yet. The forbearance
of the rebels has caused no little surprise
among Spanish officials. The insur-
gents derailed a passenger train several
months ago. Since that time there has
been absolutely no violence. The rebel
leaders were much displeased when they
learned that some ol their subordinates
had molested a train, and at once gave
orders that the personal and property
rights of foreigners other than Spaniards
should be respected, and that this order
was intended to apply particularly to
the railroad, which they well understood
was the property of English capitalists.
The fact that the railroad company has
not since been subjected to the slightest
trouble or inconvenience, while the im-
mediate country is involved in serious
and formidable revolution, demonstrates
these facts: — (1 ) That the Philippinos
are not savages warring just for the ex-
citement of the thing. (2) That they
are a peaceful and easily governed peo-
ple, and are regarding with respect
the wishes of their recognized leaders.
(3) That they value the good will and
sympathy of Europeans who live
in the Philippines, and will unques-
tionably see to it that these foreigners
are protected to the fullest possible
extent.

CHRONOLOGICAL HISTORY OF THE WAR
WITH SPAIN.

FEBRUARY 8.— Publication of letter
*■ written by Senor Dupuy de Lome.
Spanish Minister to the United States,
speaking disparagingly of President
McKinley. led to the Minister's resigna-
tion of his post.

February 14. — Senor Luis Polo y
Bernabe was appointed Spanish Minis-
ter to the United States to succeed Du-
puy de Lome.

February 15. — The United States
battleship "Maine,'' at anchor in the
harbor of Havana, blown to pieces. Two
officers and more than 250 members of
the crew were killed; 104 survived, most
of whom were injured; the ship and all
her contents were totally destroyed.

February 16. — The Senate passed
the fortification appropriation bill. The
House adopted resolutions of sorrow for
loss oi •• Maine. "

February 17. — A naval Court of In-
quiry appointed by Admiral Sicard to
investigate the blowing up of the
" Maine."

February 18. — The Senate debated
providing for Congressional investiga-
tion of the "Maine" disaster. Passed
resolution appropriating $200,000 to
recover bodies and save property from
the " Maine."

February 19. — The request of Span-
ish officials in Havana for joint investi-
gation of the wreck of the "Maine"
declined by United States.

February 21. — The Senate instruct-
ed the Committee on Naval Affairs to
investigate "Maine" disaster, and passed
the House resolution appropriating
§200,000 for work on the "Maine"
wreck.

February 22-24. — The Senate, by a
vote of 52 to 4, passed bill providing for
two additional regiments of artillery.

February 25. — The Spanish cruiser
"Vizcaya" left New York harbor for
Havana.

March i. — The Senate adopted reso-
lution providing for erection in the Na-
tional Capitol of a bronze tablet to the
memory of the " Maine" disaster.

March 7. — The steam tug "Daunt-
less " seized by United States Govt-rn-
ment. charged with taking arms and
men to Cuba.

March 8. — The House passed bill
appropriating §50,000,000 for national
defense, after four hours of debate, by
unanimous vote of the 311 members
present.

March 9. — The Senate passed the
bill appropriating $50,000,000 for na-
tional defense by unanimous vote,
without debate. President McKinley
signed the bill appropriating $50,000,
000 for national defense, and measures
for preparations for war vigorously
pushed.

March ii. — The Secretary of War
issued orders re-arranging the military
departments of the country. The House
Committee on Naval Affairs provided
for three new battleships, to cost about
$6,000,000 each ; one to be named the
"Maine."

March 12. — Senor Polo y Bernabe,
the new Spanish Minister to the United
States, presented his credentials to
President McKinley.

March 14. — The Navy Department
purchased two Brazilian cruisers, having
just been built in England. The special
board on auxiliary cruisers, appointed
by Navy Department, began examina-
tion of merchant vessels at New York
City.

March 16. — The House Committee
on Naval Affairs decided to provide for
six torpedo boats and six torpedo-boat
destroyers, in addition to the three
battleships previously decided upon :
also the erection of a smokeless powder
factor}'. Spain remonstrated against
the presence of the United States fleet
at Key West and against other measures
of defense taken by this Government.

March 17. — Battleships "Massa-
chusetts'' and "Texas" detached from
the fleet at Key West and ordered to
Hampton Roads. In the Senate, Mr.
Proctor (Rep. Vt.) made statement of
what was seen by him in Cuba.

CHRONOLOGICAL HISTORY OF THE WAR WITH SPAIN.

March [8. — Spanish and Cuban
Commissioners to negotiate commercial
treaty with United States, meet in
Washington.

Makcii 21. — House passed "Maine"
relief bill. Secretary Long named the
two Brazilian cruisers purchased the
" New Orleans " and " Albany

M \k( ii 22. — Naval appropriation bill
reported to House from Committee.

March 23. — The Senate passed the
" Maine " relief bill.

March 24. — Admiral Sicard relieved
from command of tleet at Key West
account of ill health. Captain Sampson
ordered to succeed him.

March 25. — Spanish report of
"Maine" disaster received at Madrid.

March 26. — Verdict of "Maine"
Court of Inquiry communicated to
Spanish government.

March 28. — The testimony taken by
"Maine ' Court of Inquiry made public.
Commodore Schley took command of
flying squadron.

April 1. — Spanish cruisers"Vizcaya"
and " Oquendo ' sailed from Havana.
House passed Naval Appropriation bill.

April 4. — The llag removed from
the wreck of the " Maine."

April 5. — Consul - General Lee or-
dered to return from Havana.

April 9. — Consul - General Lee and
the other American consuls in Cuba
sailed for United States.

April 11. — President McKinley in
message to Congress asks authority to
intervene in Cuba by force and re-estab-
lish peace and order in the islands.

April 13. — The House passed by a
vote of 322 to 19 the resolutions reported
by Committee on Foreign Affairs, di-
recting President McKinley to intervene
in Cuba; much excitement and disorder.

April 15. — Orders issued to concen-
trate nearly all of regular army of United
States at gulf ports of New Orleans.
Mobile, Tampa and Chickamauga Park.

April 16. — Senate passed Cuban
resolutions reported by Committee on
Foreign Relations by vote of 67 to 21
and an amendment recognizing the
independence of Cuba was adopted by
vote of 51 to 37 and a further amend-
ment disclaiming any intention to exer-
cise sovereignty over the island, except

(or purpose of pacification was agreed
to unanimously.

April 18. — Commodore Howell
placed in command of North Atlantic
patrol hVet ■

APRIl pi United States troops
moved to point of mobilization on the
Gulf and Chickamauga Park.

April 20. — President McKinley signs
the resolution of Congress and sends an
ultimatum to Spain, demanding that her
land and naval forces withdraw from
Cuba and requiring an answer before
noon of April 23. The Spanish minis-
ter at Washington requested and re-
ceived his passports.

April 21. — Before Minister Wood-
ford could deliver ultimatum of United
States to Spain, he was notified by
Spanish government that diplomatic
relations with the United States were
at an end. Left Madrid for Paris after
intrusting legation affairs to British Em-
bassy. Fleet at Key West under Ad-
miral Sampson ordered to sail. Block-
ade of Philippine Islands by Asiatic
squadron under Commodore Dewey de-
cided upon. The yacht Corsair bought
by Navy Department and christened
■'Gloucester" from J. Pierpont Morgan.
Great Britain notified Spain that coal
would be considered contraband of war.
Captain Sampson raised to rank of rear
admiral. Enlistment volunteers through-
out Union.

April 21. — The Spanish merchant-
man, " Buena Ventura '' captured by
United States gunboat ■■Nashville"
off Key West.

April i},. — President McKinley is-
sued proclamation calling for 125,000
volunteers.

April 24. — Spain issued a decree
declaring that state of war existed with
the United States. Three Spanish mer-
chantmen captured by blockading fleet.

April 25. — United States Congress
declared that war existed with Spain.
Secretary of State John Sherman re-
signed. States called on for their quotas
of troops.

April 26. — President McKinley, by
proclamation, declared the intention of
United States to adhere to anti-privateer-
ing agreement of Declaration of Paris.
England proclaimed neutrality, deciding
that war began April 21, when Spain

CHRONOLOGICAL HISTORY OF THE WAR WITH SPAIN.

gave Minister Woodford his passports.
Postmaster - General ordered no more
mails be sent from United States to
Spain.

April 27. — Earthworks defending
Mantanzas, Cuba, bombarded andsilenc-
«d by the "New York," -'Puritan" and
•'Cincinnati," of Admiral Sampson's
squadron. First action of the war.
Commodore Dewey's squadron sailed
from Mirs Bay for Manila.

April 28. — Following governments
declared neutrality: Great Britain, Italy,
Switzerland, Netherlands, Sweden and
Norway, Colombia. Mexico, Russia.
France, Corea, Argentine Republic, Ja-
pan and Uruguay.

April 29. — Portugal announced neu-
trality; and Spanish squadron compris-
ing " Maria Teresa," " Almirante
Oquendo," "Vizcaya," ''Cristobal
Colon," and torpedo-boat destroyers
■•I'luton," '-Terror" and -Furor" sailed
from Cape Verde Islands.

April 30. — Steamship Pans reached
New York in safety. United States
battleship " Oregon " reported at Rio de
Janeiro, Brazil.

May 1. — United States naval squad-
ron under command of Commodore
Dewey, steamed into harbor of Manila,
and at daybreak engaged Spanish fleet,
consisting of '-Reina Cristina," "Cas-
tiIla,""Don Antonio de Ulloa," "Isla de
Luzon," " Isla de Cuba," " General
Lezo," " Marquis de Duero, " Cano,"
••Yelasco," "Isla de Mindanao'' and a
transport. American ships " Olympia,"
-• Baltimore," " Raleigh," " Petrel."
"Concord" and "Boston" opened heavy
fire on Spaniards, resulting in complete
destruction of Spanish ships and silenc-
ing of land batteries. On American side
six men slightly wounded, no one killed.
Spanish loss two commanders, and from
600 to 700 men killed or wounded.

May 2. — Commodore Dewey cut
cable connecting Manila with Hong
Kong and destroyed fortifications at en-
trance of Manila Bay, taking possession
of naval station at Cavite.

May 4. — "Oregon" and "Marietta"
leave Rio Janeiro. President McKinley
nominated from civil life Jas. H. Wilson,
Delaware; Fitzhugh Lee, of Virginia;
Wm. J. Sewell. of New Jersey and Jos.
Wheeler, of Alabama, to be major-gen-
erals of volunteers. Orders went out

from Washington for concentration of
regular and volunteer troops at San
Francisco and purchase of transports
to go to Manila.

May 5. — Serious riots occurred in
Spain, on account high price of food.

May 6 — French steamer"Lafayette"
was captured while attempting to run
Havana blockade, but was released bv
direction of our State Department and
escorted to Havana.

May 7. — Commodore Dewey promo-
ted to acting rear admiral and congratu-
lated by authorities at Washington for
his brilliant victory at Manila Bay.

May 9. — President McKinley sent
message to congress in commendation
of Admiral Dewey.

May 11. — In an attack by Spanish
gunboats and shore batteries on Ameri-
can blockading vessels, "Wilmington"
"Winslow" (torpedo boat), and •' Hud-
son," at Cardenas, Cuba, the "Winslow"
was disabled, Ensign Worth Bagley and
four sailors killed and Lieutenant Ber-
nadou and two others wounded. En-
sign Bagley was first officer killed in
war. Cable at Cienfuegos, Cuba, cut
by American sailors under fire.

May 12. — First land skirmish of war
with Spaniards at Port Cabanas, Cuba.
Spanish squadron from Cape Verde
reported at Martinique.

May 13. — Flying squadron under
Commodore Schley, comprising ar-
mored cruiser " Brooklyn," battle ships
"Massachusetts" and --Texas," dispatch
boat • -Scorpion" and a collier sailed from
Hampton Roads for South.

May 14. — Spanish fleet reported at
Curacao, off Yenezuelan coast. Admiral
Sampson's squadron off northern coast
of Haiti. Senator Sewell of New Jer-
sey, declines appointment as Major-Gen-
eral of volunteers.

May 15. — Entire Spanish Cabinet
resigns.

May 19. — Spanish fleet under Ad-
miral Cervera arrived at Santiago de
Cuba.

May 20. — United States War De-
partment took steps for enlistment of
six regiments of yellow fever immunes
in South.

May 21. — Senor Polo left Canada
for Spain.

May 24. — Battleship "Oregon
arrived at Jupiter Inlet, Fla.

( ll/WNOLOGICAI. HISTORY O !■ THE WAR WITH SPAIN.

May 25. — President Me Kin ley issued
second proclamation, calling for 75.000
additional volunteers. Cervera's squad-
ron reported penned in at Santiago.

M w 27. United States Circuit Court
condemned and ordered sold prizes
"Buena Ventura," "Panama,'' "l'edro"
and "Guido." and released "Catalina' 1
and " Miguel Jover."

M \\ 30. — Pmbarkation of troops at
Tampa began. Commodore Schley noti-
fied Navy Department he had Cervera
and ships penned up in Santiago harbor.

|i\i 1. — Monitor •• Monadnock "
ordered to Manila. Admiral Sampson
took charge of fleet at Santiago. Gen.
Miles arrived at Tampa. Gen. Wiley
assigned command of troops at Chicka-
mauga.

June 3. — Senate voted issuance of
$300,000,000 war bonds. The collier
Merrimac, manned by Lieut. Hobson
and seven others, was sunk in entrance-
to Santiago harbor.

fuNE 5. — Capt. Gridley. of the
"Olympia." died at Kobe, Japan.

June 6. — Santiago forts silenced by
Sampson's vessels, and " Reina Mer-
cedes" destroyed.

June 7. — Monitor '-Monterey" left
San Francisco for Manila.

June <j. — Cable companies ordered
to issue no news of movement of United
States war vessels. House passed war
tax bill.

June ii. — Invasion of Cuba actually
begun by landing of 800 United States
marines at Guantanamo, where Ameri-
can flag was hoisted.

Ji m 12. — Four Americans lost in
engagement at Guantanamo. American
marines at Guantanamo attacked by
Spaniards. Two marines killed.

June 13. — About 15,000 men, under
Gen. Shatter, left Key West for San-
tiago. President signed war-revenue
bill. Dynamite cruiser '• Yesuvius's"
first trial in actual warfare.

J ine 14. — United States marines and
insurgents routed 400 Spanish troops
near Guantanamo.

June 16. — Caimanera fort and earth-
works shelled and demolished. Third
bombardment of batteries at Santiago.

June 17. — Spanish fleet left Cadi/.

June 18. — Spanish city of Catalonia
issued manifesto calling upon Spain for
peace.

Jim 211. -Attempted assassination
of lilanco reported. Forces under Gen.
Shafter arrived at Santiago tie Cuba.

Jim 22. — Landing of American
troops at Baiquiri, Cuba. Direct cable-
communication opened between Guan-
tanamo and United States. TheLadrone
Islands capitulate to the "Charleston."

June 23. — Battleship -Texas'' de-
stroyed Socapa Battery, Santiago de
Cuba. Monitor "Monadnock" left San
Francisco bound for Manila.

1 1 m: 24.- Forces under Shafter
arrive at Juragua. Landing ot troops
completed.

June 25. — American troops under
General Chatfee occupieel Seville.

Jim 27. — Third Manilla expedition
commanded by General McArthur sailed
from San Francisco.

June 28. — President McKinley
issued proclamation extending the
blockade of Cuban ports to the south-
ern coast. Also to the port of San
Juan, Porto Rico.

June 29. — General Merritt sail d
from San Francisco for the Philippines.
Reinforcements of 8,000 men sent to-
General Shafter.

J 1 ne 30. — Cruiser 'Charleston'' and
three troop ships of first Philippine ex-
pedition arrived at Cavite.

July i. — The heights of PI Caney,
San Juan, overlooking Santiago, taken
by American troops, under Generals
Hawkins. Lawton and Chaffee, after
nine hours of severe fighting with heavy
losses on both sides.

July 2. — The Spaniards attempted
to retake San Juan but were repulsed.

Jui -i 3. — Spanish fleet under Admiral
Cervera made a dash for liberty and
was pursued by the •• Brooklyn."
'•Oregon, "Iowa. -Texas' and con-
verted yacht -'Gloucester," resulting in
the destruction of the entire Spanish
squadron, which included the -'Infanta
Maria Teresa,'' the " Almirante Oquen-
do. •• Yizcaya" and " Cristobal Colon '
and two torpedo boat destroyers
-Furor" and "Pluton. The Ameri-
can loss only one killed and two
wounded. Admiral Cervera and sur-
viving officers and men of Spanish fleet
taken prisoners. General Shafter gave
notice to General Toral that he would
shell Santiago.

2 4

CHRONOLOGICAL HISTORY OF THE WAR WITH SPAIN.

July 4. — President McKinley con-
veyed his congratulations and thanks of
the American people to the navy oft
Santiago de Cuba and issued a procla-
mation of thanksgiving for the victories.

July 6. — The Spanish authorities at
Santiago exchanged Lieutenant Hobson
and his seven men for special prisoners
of equal rank. The cruiser "Alfonso
XII " was sunk in attempting to escape
from Havana harbor. The Eastern
Spanish squadron, under Admiral
Camara, reported at Suez.

July 7. — General Miles left Wash-
ington for Santiago.

July 8. — American lines in front of
Santiago ready for the bombardment.
Admiral Camara's squadron started on
return voyage to Spain.

July 9. — General Toral, in command
of Spanish forces in Santiago, offered
to surrender the city if his troops were
allowed to withdraw with their arms.
The proposition was declined by Gen-
eral Shafter.

July 10 — Admiral Cervera and other
prisoners from the Spanish fleet arrived
in United States as prisoners of war.

July ii. — General Miles arrived in
Cuba.

July 14. — General Toral agreed to
surrender of Santiago on the condition
that his troops be sent back to Spain.

July 15. — Fourth Manila expedition
sailed from San Francisco.

July 16. — Admiral Cervera and his
officers arrived at Annapolis, Md., and
quartered at Xaval Academy.

July 17. — The city of Santiago de
Cuba was formallv surrendered to Gen-
eral Shafter and the American flag
hoisted over the palace. The surrender
included about one-third of the province
of Santiago.

July 20. — General Wilson started
from Charleston for Porto Rico with
four thousand men.

July 21. — General Miles with trans-
ports and a convoy left Guantanamo for
Porto Rico. General Calixto Garcia, of
Cuban army, resigned.

July 22. — General Anderson at Man-
ila reported that Aguinaldo had de-
clared himself dictator and that the Phil-
ippine natives expected independence.

July 25. — General Miles with Porto
Rico expedition landed near Ponce, on
the south coast.

July 26. — Spain through the French
Ambassador at Washington, M. Cam-
bon. formally asked President McKinley
to name terms upon which the United
States would be willing to make peace.

July 2j. — First brush of American
troops with Spanish troops at Porto
Rico, near Yauco. Surrender of the
port of Ponce, Porto Rico, to Capt. C.
H. Davis, of the "Dixie."

July 28. — The city on Ponce sur-
rendered to General Miles.

July 30. --President McKinley com-
municated to M. Cambon, French Am-
bassador, conditions which Spain must
comply with before United States could
begin peace negotiations.

August 2. — The terms of peace ne-
gotiations made public. They included
the immediate evacuation of every Span-
ish dependency in the Western hemis-
phere; the relinquishment of all Spanish
claims to sovereignty in Cuba; the ces-
sion of Porto Rico and other islands,
except Cuba, to the United States; the
holding by the United States of Manila
City and Bay, pending settlements by
commissioners of the future disposition
and government of the Philippines and
the cession of an island in the Ladrones.
The United States asked no money
indemnity.

August 4. — Orders received by Gen-
eral Shafter to remove his army to Mon-
tauk Point, New York, as quickly as
possible, owing to the unhealthy climate.

August 5. — General Shafter's troops
began embarkation for home.

August 6. — The Queen Regent of
Spain, after consulting leaders of all
parties sanctioned the cabinet's reply,
accepting American peace terms.

August 7. — General Miles continued
to advance from Ponce to Juan Diaz.

AugustS. — Spain's reply to our peace
terms reached M. Cambon in Wash-
ington.

August 10. — Spain's peace answer
was presented to President McKinley
and a protocol was agreed upon, em-
bodying terms of peace treaty.

August ii. — Spanish Cabinet de-
cided to accept our peace protocol.

August 12. — The peace protocol
was signed and orders issued by Presi-
dent McKinley to the army and navy
that all military operations must cease
at once.

CONDENSED SCHEDULE

ROYAL BLUE TRAINS OF THE B. & O.

EAST AND WEST.

B. & O. ROYAL BLUE TRAINS FROM WASHINGTON, BALTIMORE, PHILADELPHIA

AND NEW YORK.

EASTWARD

No. 528

DAILY

NO. 510
EXCEPT
SUNDAY

EX. SUN.
S HOUR

NO. 508
EXCEPT
SUNOAY

NO. 502
DAILY

NO. 506
DAILY

No 522
SUNDAY

Lv WASHINGTON

Lv BALTIMORE, CAMDEN ST*. -
Lv. BALTIMORE, MT. ROYAL STA

Ar PHILADELPHIA

An. NEW YORK, LIBERTY ST

AR. NEW YORK, WHITEHALLTER..

7.05
7.55
7.69
10.15
12.36
12.40

8.00
8.50
8.54
I 1.00
1.20
1.25

10.00
10.50
10.54
12.53
3.00
3.05

12.05
I 2.57
1. 01
3.09
5.35
5.40

1.15
2.16
2.20
4.35
7.00
7.05

3.00
3.49
3.53
6.56
8. 10
8. 16

5.05
6.00
6.04
8.19
10.40
10.45

8.00
9.00
9.05
I 1.40
3.20

12.01
1.16
1.26
3.55
6.52
6.55

9.00
9.50
9.54
12.00
2.20
2.25

B. & O. ROYAL BLUE TRAINS FROM NEW YORK TO PHILADELPHIA, BALTIMORE

AND WASHINGTON.

WESTWARD

No. 505
DAILY

NO. 5 17
EXCEPT
SUNDAY

DAILY
5 HOUR

NO. 507
DAILY

NO. 509
EXCEPT
SUNDAY

NO. 525
DAILY

NO. 503
DAILY

Lv. NEW YORK, WHITEHALL TER.-

Lv. NEW YORK, LIBERTY ST

Lv PHILADELPHIA

AR. BALTIMORE, MT. ROYAL STA
AR. BALTIMORE, CAMOEN STA. .
AR. WASHINGTON

4.30
8.00
10.04
10.08
I 1.00

7.55
8.00
10.26
12.41
12.45
1.40

10.00
10.00
12.20
2.26
2.30
3.30

I 1.30
I 1.30
1.37
3.36
3.40
4.30

I .00
1.00
3.07
6.06
5. 10
6.00

1.45
1.45
4.20
6.42
6.46
7.50

3.30
3.30
5.42
7.49
7.53
8.45

4.65
5.00
7.30
9.32
9.36
10.30

5.55
6.00
8.35
0.4 1
0.45
I .45

12. 15
12.15
3.35
6.04
6. I 2
7.30

Pullman Cars on all trains.

B. & O. ROYAL BLUE TRAINS TO ALL POINTS WEST AND SOUTHWEST.

WESTWARD

No I

LIMITED

DAILY

NO. 7
EXPRESS

NO. 9

EXPRESS

DAILY

NOTE

NO. 3
EXPRESS

DAILY

No. 43
EXPRESS

NO. 55

EXPRESS

DAILY

Lv. NEW YORK, Whitehall Terminal

Lv. NEW YORK, Liberty Street

Lv PHILADELPHIA

Lv BALTIMORE, Mt Royal Station
Lv. BALTIMORE, Camden Station —

Lv WASHINGTON --

AR. PITTSBURG

AR. WHEELING -

AR. COLUMBUS -

AR. TOLEDO ---

AR. CHICAGO

Ar. CINCINNATI

AR. INDIANAPOLIS ---

Ar. LOUISVILLE

AR. ST. LOUIS - ---

Ar. ROANOKE

AR. KNOXVILLE ---

AR. CHATTANOOGA -.

AR. MEMPHIS

Ar NEW ORLEANS —

I 0.00 AM
10. 00 AM

12.20 pm
2.26pm
2.40 PM
3.40 pm

1.45 pm
I .45 PM
4.20 pm
6.42 pm
7.00 pm
8.05 pm

8.20 am
I 1.36 am

3.30 pm

3.30 pm
5.42 pm

7.49 pm
7.30 pm

8.50 pm
6.35 am

6.55 pm
6.00 pm
8.35 pm
I 0.4 1 pm
10.65pm
I 1.55 pm

4.55 pm
6.00 pm
7.30 pm
9.32 pm
9.40 pm
1 0.45 pm

4.30 am
8.00 am
10.04 am
10.12am
I 1.05 am
8.00 pm

12.1 6NT
12.15 NT
8.00 am
10.04 am
10.25 am
I I ,25 am

8.00 am
I 1.45 am
I 2.22 pm

6.40 pm

9.00 pm

2.55 pm
6.35 pm

6.20 pm
10.36 pm
9. 1 5 pm
7.36am

8. 18 am
7.45 pm

7.20 am
3.45 pm
7.20 pm
7.40 am
10.30 am

I 2.00NN
2.50 am
6.50 am
7. 10 im

I 2.40 pm

8.20pm
8.30 am

Through Pullman Sleepers to all points. NOTE— On Sundays leave New York at 1.46 p. m.. Philadelphia 4.20 p.

B. & O. ROYAL BLUE TRAINS TO ALL POINTS EAST.

EASTWARD

No. 2

LIMITED
DAILY

NO. 4

EXPRESS

DAILY

No 6
LIMITED
DAILY

NO 8

EXPRES5

DAILY

N l.
EXPRESS
DAILY

NO. 44
EXPRESS

DAILY

NO 46
EXPRESS
DAILY

i 8.30 am

4.55 pm
8.55 pm

2.45 AM

3.30 pm

10.25 AM

7.00 pm

6.00pm
12.26 am

8.06 am

9.00 pm

1 2.35 pm

8.20am
2.10 pm

t 2.45 pm
6.36 pm

2.36 am
8 05 AM
8.05 am
12.05 pm
9.00 am
8.45 pm

Lv INDIANAPOLIS

6.00pm

8.00 pm

8.20am

1 1 .55am

1 1 .30 pm

7.40 am

8.45im

8.54 am

1 1 .00 am

1.20pm

1.25pm

1 .05 pm
2.05 pm
2.20pm
4.35 pm
7.00 pm
7.05 pm

6.47 am
7.50 am
7.59 AM

10. 16 AM

1 2.35 pm
1 2.40 pm

4.60 pm
6.65 pm
6.04 pm
8. 19 pm
1 0.40 pm
10.46 pm

1 1 .55 am

12.53pm
1 .0 1 pm
3.09 pm
5.35 pm
5.40 pm

6.35 am

7.50 am

7.59 am

10. 1 6 am

12.35 pm

1 2.40 pm

1 1 .20pm
12.45 am
1 .26 am
3.55 am
6.52 am
6.55am

Ar BALTIMORE. Camden Station —
Ar. BALTIMORE, Mt Royal Station

Ar NEW YORK. Liberty Street

Ar NEW YORK. Whitehall Terminal

Through Pullman Sleepers from all points. + Daily, except Sunday.

THROUGH PULLMAN PALACE CAR SERVICE.
UNEXCELLED DINING CAR SERVICE.

OPERATED BY THE BALTIMORE -v OHIO RAILROAD COMPANY

ROVAl in I rRAINS 01 THE B. S O. FINES! SERVICE IN I III WORLD SOLID
VESTIBU1 ED TRAINS. PARLOR COACHES.

BETWEEN WASHING ION, BALTIMORE, PHILADELPHIA

AND NEW YORK.

EASTWARD.
Buff el Parloi I ai Washington to New York. Dining Car Washington to Philadelphia.

1 Parloi Car Washington to New York. Dining I ai Washington to Baltimore.
Five Hour Train. Parloi Car Washington to New York. Dining Cai Baltimore to

New York.

No.

528.

No.

5io

No.

5"2-

No.

508.

No.

502.

No.

524.

No.

506.

No.

5'4-

No

522.

in i" Baltimore.
1 ar Baltimore to Philadelphia; Sundays

Parlor Car Washington to New York
BufTel Parloi Car Washington to New Yorli

\\ ashington to Wilmington.
BufTel Parloi Car Washington to New York.

Parlor ('ar Washington to New York. Killing Car Baltimore to New York.
Separate Sleeping 1 ars from Washington and Baltimore to New York.
BufTel Parlor Cai and Dining Car Washington to New i

WESTWARD.

No. 505.

No.
No.

517-
501.

No. 511.

No. 535.
No. 507.

Drawing Room 1 ar Buffalo to Washington.

Iiining Car Philadelphia to Baltimore; on
Washington. I lining Car New York to

No.
No.
No.

No.

5°9-
525.
503.
515-

Sleeping Cai New York to Chicago. BufTel

Obsi 1 'i Baltimore to Washin

1 11 New York to W ashington.
i Car New York to Washington.

Sundays Philadelphia to Washington.
Five Hour Train. Parlor Car New York

Baltimore.

"Royal Limited." Five Hour Train. BufTel Parlor Car New York to Washington.
Buffet Parloi Car New York to Washington. Dining Car Baltimore to Washington

Sundays Dining Car Wilmington to Washington.
Parlor Car New York to Washington. 1 lining 1 ar Philadelphia to Washington.
Parlor Car New York to Washington. I hning Car New York to Baltimore.
Parloi Cai New York to Philadelphia. On Sunday, New York to Washington.
Separate Sleeping Cars New York to Philadelphia, Baltimore and Washington.

BETWEEN NEW YORK, PHILADELPHIA, BALTIMORE, WASHING-
TON, PITTSBURG, WHEELING, COLUMBUS, CLEVELAND,
TOLEDO, CHICAGO, CINCINNATI, INDIANAPOLIS, ST.
LOUIS, LOUISVILLE, MEMPHIS, NEW ORLEANS.

WESTWARD.

Sleeping Car New York to Cincinnati and St. Louis. Observation Sleeping Car Baltimore to

Cincinnati and Louisville. 1 lining Cars serve all meals. Parlor Car Cincinnati to St. Louis,
ng Car New York to Chicago via Orafton and Bellaire. Sleeping Car Washington to

Newark. Dining Cars serve all meals.
Sleeping Cars Baltimore and Washington to Pittsburg. Dining Car serves supper Philadelphia

to Washington.
Sleeping Car New York to St. Louis. Sleeping Car Baltimore to Columbus and Toledo.

Dining Cars serve all meals.
Sleeping Car New York to New Orleans, and Washington to Memphis.
Sleeping Car New York to Chicago. Observation Drawing Room Cars Baltimore to Pittsburg.

Sleeping Car Pittsburg to Chicago. Dining Cars serve dinner, supper and breakfast.
Sleeping Car Cleveland to Chicago. Sleeping Car Wheeling to Chicago.
Sleeping Car Baltimore to Indianapolis and Chicago via Cincinnati and Monon Route.

EASTWARD.
No. 2. Drawing Room Sleeping Cars St. Louis to New York and Observation Sleeping (.'ar

Louisville and Cincinnati to Baltimore. Sleeping Car Toledo and Columbus to Baltimore.

Dining Cars serve all meals. Parlor Car St. Louis to Cincinnati.
No. 4. 1 hawing Room Sleeping Car St. Louis to New York. Drawing Room Sleeping Car Chicago,

Indianapolis and Cincinnati to Baltimore. Dining Cars serve all meals.
No. 6. Drawing Room Sleeping Car Chicago to New York via Pittsburg. Observation Drawing Room

Cars Chicago to Baltimore. Sleeping ( ai I hii ago to Pittsburg. Dining Cars serve

all meals.
No. 8. Drawing R n Sleeping Cars 1 hicago to New York. Sleeping Car Newark to Washington.

I lining i "ars serve all meals.
No. 10. Sleeping Cars Pittsburg to Washington and Baltimore. Dining car serves breakfast.
No. 44. Sleeping I ar New Orleans to New York, and Memphis to Washington.
No. 46. Sleeping Cai ' to Cleveland. Slei Chicago to Wheeling.

No.

1.

No.

7-

No.

9

No.

3-

No.
No.

43-

5-

No.
No.

47-
55

LIST OF OFFICERS

BALTIMORE & OHIO RAILROAD

John K. Cowen, Oscar G. Murray,

Receivers, Baltimore, Md.

EXECUTIVE DEPARTMENT.

John K. Cowen, President .
w. H. I.iams, Treasurer

.Baltimore, Md,
.Baltimore, Md.

V. McNeal, Asst. Treasurer Baltimore. Md.

w. Woolford, Secretary Baltimore Md.

ACCOUNTING DEPARTMENT.

H. D. Bi i.klky, Comptroller Baltimore. Md.

Geo. W. Booth, Gen. Auditor Baltimore, Md.

J. M. Watkiss, Auditor of Revenue Baltimore. Md.

G. B. Howabth, Auditor of Disbursements, Baltimore. Md.

OPERATING DEPARTMENT.

Wm. M. Greene, Gen. Manager Baltimore, Md.

W. T. Mannish, thief Engineer

THOS. Fitzgerald. General Superintendent Main stem

and Philadelphia Divisions. Baltimore, Md.

Wm. Gibson, General Superintendent Pittsburg and Pitts-
burg and Wheeling Divisions, Pittsburg, Pa.

J, Van Smith, Gen. Superintendent New Vork Division

Foot at Whitehall Street, New York.

J. M. Graham, Gen. Supt. Trans-Ohio Divisions. .Newark. O.

D. F. Maronet, supt. of Transportation Baltimore. Md.

II w:\ky Middle-ton, Gen. Supt. Motive Power,

Baltimore, Md.

I. N. KalbaUGH, Supt. Motive Power Lines East Of Ohio

River, Baltimore, Md.
w. II. Harrison, Supt. Motive Power Lines West of Ohio

River, Newark, O.

David Lee, Eng'r Matnt. of Way Lines West of Ohio River,

Zanesville. 0.
C. C. F. Bent, Supt. Philadelphia Division, Philadelphia, Pa.
John E. Spurrier, Supt. Bait. Div. Main Stem,

Baltimore, Md.
R. M. Sheats, Supt. Western Div. Main Stem,

Grafton. TV. Va.
Thos. C. Prince, Supt. Harper's Ferry and Valley Division.

Winchester. Va.

F. A. Husted, Supt. Middle Div Cumberland. Md

.1. s. Norris, Supt Connellsville Div Connellsville, Pa.

John Barron, Superintendent Pittsburgh Div., Pittsburg, Pa.
J. H. Glover, Supt. Ohio and Midland Divisions. Newark. <>.
P. C. Sneed, Superintendent Chicago Division, Garrett, Ind.
J. T. .Johnson, Superintendent Akron Divlsfou, Akron. O.
i ha-. Selden, Superintendent Telegraph... Baltimore, Md.

E. H. BaneaRD, Purchasing Agent Baltimore, Md

(ii a- Frick, Fuel Agent Lines East of the Ohio River

Baltimore, Md

PURCHASING DEPARTMENT.

J

TV. Feanexin, Fuel Agent Lines West of the Ohio

River, Newark. O.

TRAFFIC DEPARTMENT.

PASSENGER.

D. B. Martin, Manager Passenger Traffic . Baltimore. Md.
J. M. Bchryveb, (Ten. Pass. Agt. Lines East of Ohio River.

Baltimore, Md.
B. N. Austin. Gen. Passenger Agent Lines We-t ,i

Ohio River. Fisher Building, Chicago, III.
B. E. PEDMCOED, Gen. Baggage Agent Baltimore, Md.

A. J- Simmons, Gen. New England Passenger Agent,

211 Washington Street, Boston. Mass.
Lyman McCaBTT, Gen. East. Pass. Agt., 4:; I Broadway,

Xew York.
James Potter. District Passenger Agent, Philadelphia, Pa

B. F. Bond, Division Passenger Agent Baltimore. Md.

S. B. Heoe, Division Passenger Agent. ..Washington. D. C.
Arthur G. Lewis. So. P. Agt.. Atlantic Hotel, Norfolk, Va.

E. D. Smith, Division Passenger Agent Pittsburg, Pa.

D. S. Wilder, Division Passenger Agent Columbus, ".

D. D. Courtney, Gen. Trav. Pass. Agent Baltimore, Md,

Robert Skinner, Trav. Pass. Agt., 434 Broadway, New Y<>rk.
BERS u:n Ashby, Trav. Pass. Agt., 833 Chestnut St.,

Philadelphia. Pa.
A. i Wilson, Trav. Pass. Agt Washington, D. C.

C. E. Di'DRow, Trav. Pass. Agent.. .Harper's Ferry. TV. Va.
.1. T. Lane. Traveling Passenger Agent ..Wheeling, TV. Va.

B. C. HaaSE, Traveling Passenger Agent Newark, O.

F. P. Copper, Traveling Passenger Agent-. Tiffin, O.

W. M.M< Con neli.. Pass. Agent, 241 Superior St.,Cleveland.O.

T. C. Burke, City Passenger Agent Wheellug. TV. Va.

K. G. Tcckerman, Cltv Pass. Agt., 434 Broadway, New York.
E. E. PaTTON, City Pass. Agt., N. V. Ave. and 15th St.

Washington, D. C.

TV. F. Snyder, Passenger Agent Baltimore, Md.

11. A. Miller. Passenger Agent Wilmington, Del.

G. W. SQUIOGINS, City Pass. Agt.. 5th Ave. and Wood St.,

Pittsburg. Pa.

W. W. Picking, City Passenger Agent Chicago, 111.

w l Shoemaker, Traveling Passenger Agent, Chicago, 111.
THOS. McGlLL, Traveling Passenger Agent.. St. Paul, Minn.

C. H. Duxburt, Traveling Passenger Agent.. .Omaha. Neb.

.1 E. Galbraith, General Agent Cleveland. O.

Peter Barvet, Pacific Coast Agent,

Room 32, Mills Building, San Francisco, Gal.
W. E. Lowes. Advertising Agent Baltimore. Md

FREIGHT.

C s Wight, Manager Freight Traffic. Baltimore. Md.

I \\ , G m i eher, Gen. Freight Agent Baltimore. Md,

i . i; Brock enbrough, Gen. Freight Agent, Pittsburg. Pa.

C. V. Lewis, Gen. Freight Agent in charge of Freight

Claims. Tariffs and Percentages. Baltimore, Md.

James Mosher, Gen.East.Fht. Agt.. 434 Broadway, New York.

A. P. Bigelow, Gen. West. Fht. Agt., 220 La Salle St..

< hlcago, 111.
H.M.MATTHEWS, Division Freight Agent .. Pittsburg, Pa.

Page Cherry, Gen. Dairy Freight Agent Chicago, 111.

J. A. Murray, General Coal & Coke Agent, Baltimore, Md.

TV.L. Andrews, Asst. Coal and Coke Agt". Pltteburg.Pa,

K. T. Afflei k. Asst. Coal & Coke Agent. _ . < olumbus, l >-

R. B. Ways, Foreign Freight Agent Baltimore. Md.

Andrew STEVENSON, Asst. Gen. Fht. Agent. Baltimore, Md.

Ben Wilson, Gen. Live Stock Agent Baltimore, Md

\\ i;. McIntosh, Division Freight Agent, < umberland, Md.

I M I>\vis. Division Freight Agent. Clarksburg. W. Va.

■ i \ I onsi tNS, Division Freight Agent » olumbus, O.

C. T. Wight, Division Freight Agent Sandusky, O.

B. F. Kaup. Division Freight Agent Tiffin, O.

E.s. KiNo.Com'IFht. Agt.. 400 Chestnut St., Philadelphia. Pa
C. II Maynard, Commercial Freight Agent, Boston, Mass.
H. W. Atkinson, Commercial Freight Agent, Baltimore. Md.

B. V. .1 icksox, Commercial Fht. Agent, Washington, D. C.
TV. N". Mitchell, Commercial Freight Agent, Atlanta. Ga.
II II. Marsh, Commercial Freight Agent, Wheeling, TV. Va

C. F. Wood, Commercial Freight Agent Akron. O.

H.R.Rogers, Commercial Freight Agent Cleveland, O.

E. N. Kendall, Commercial Freight Agent Toledo, O.

C. H. Ross. Commercial Freight Agent ...Milwaukee, V( Is.
II. C. Piculell, Commercial Freight Agent. .Omaha, Xeb.
C. H. Harkins, Commercial Freight Agent,

Minneapolis. Minn

Thos. Miles. Commercial Freight Agent Duluth. Minn.

John Hutchings. Commercial Freight Agent. Detroit. Mich
T. J. Walters, Commercial Freight Agent. Pittsburg, Pa.

J. E. Galbraith, General Agent Cleveland. O.

Peter Harvey. General Agent,

Room 32, Mills Building, San Francisco, Cal.
T. H. Noonan, Gen'l Manager Continental Line and

Central states Despatch, Cincinnati, <».

PRESS DEPARTMENT.
.1. II. Madoy, Press Agent.. Baltimore, Md.

MILEAGE.

MAIN STEM AND BRANCHES 784 38

PHILADELPHIA DIVISION 129.00

PITTSBURG DIVISION 391. CO

NEW YORK DIVISION 5.30

TOTAL MILEAGE EAST OF OHIO RIVER .... 1.309.68

TRANS-OHIO DIVISION 774.25

TOTAL MILEAGE WEST OF OHIO RIVER 774.25

TOTAL MILEAGE OF STSTEM 2.083 93

JMagnificcnt

Scenery

&

Baltimore & Ohio R. R.

lj}5 cn route to JYIountain Resorts

of the HUcgbenies

Observation Cars

between

Baltimore and pittsburg
Baltimore and Cincinnati

*&» *?»

Over Different Routes-
ttlcat of Cumberland^

^be picturesque Route of Hmerica

The "Book of the Royal Blue" for October will be a Hunting and
Fishing Number. Send eight ( 8 ) cents in stamps for copy after September 25.

Royal Blue trains

JVew York • Philadelphia • Baltimore

Washington • pittsburg ■ Cincinnati

• St- Louis • Chicago •

£)faing Q,zv Qervice

OPERATED BY THE

Baltimore & Ohio Railroad Company

,«? ^ ,«? & & ,*? ,«?

pullman Sleeping Cars
pullman parlor Cars
Observation Cars

V w V ^ v »» v ^»» vv ^w VV »» vvv » vvv<r » vvv * VPVVVVV

pAND

/^^ /i^\

*|w> CALENDAR • 1898 ev^

JANUARY

FEBRUARY

MARCH

APRIL

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29

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MAY

JUNE

JULY

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SEPTEMBER

OCTOBER

NOVEMBER

DEC

EMBER

1 3

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1

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2 3 4 6

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mm

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D.B.MARTIN.

MANAGER PASiENilP TRAFFIC
BALTIMORE. MD

HWWc€w%

Corblu t Butterfield Co., Chicago.

What

They

Think

\ Ri >v IL BL1 I I I. \i\
Photographed bj 8. G. Wilmer ol the Bait! ■■■ Herald, while 11 wan running 68 mllea an | >""i

of the

NEW

BALTIMORE & OHIO

• • •

Railroad

• •

Being reprints of articles written by a sober and
industrious aggregation of New York financial and
railroad editors after several daylight rides over the
line from July 2d to July 5th, 1898.

BALTIMORE & OHIO RAILROAD

JOHN K. COYVrN and OSCAR G. MURRAY, Receivers

Hbc Hggrcgation.

HARRY D. VOUGHT, N. Y. Commercial,

J. M. WAKEMAN, Locomotive Engineering,
JOHN I. DUNN, N. Y. Press,

F. H. RICHMOND, N. Y. Evening Post,

CHARLES H. DOW, Wall Street Journal,

J. H. LEONARD, N. Y. Mail and Express,

J. J. SPURGEON, N. Y. Mail and Express,
E. W. GCRMLEY, N. Y. Stockholder,
R. S. WINSMORE, N. Y. Times,

EDWARD RASCOVAR, N. Y. News Bureau,

R. W. MARTIN, N. Y. Financier,

G. B. WALDRON, Railroad Gazette,

JOHN N. BROCKWAY, Brooklyn Standard Union,
H. E. HALL, Cincinnati Commercial Tribune.

J. H. MADDY, Press Agent.

•I, a-,-? | ,

.. ■ r». Mi A .1 . -..

The Opinion of R. W. MARTIN, as Expressed in
"The Financier" of July II.

THE NEW BALTIMORE & OHIO.

Reference lias been repeatedl) made in thi col
iimns of The Financier to the changed conditions
under which the Baltimore .\ < >hio Railroad is no«
being operated. The energ) ol the receivei
been devoted to a physii a I rehabilitation of the prop
erty, and the improvements have been so many and
mi extensive, that the eastern lines have been prac-
tically reconstructed in the most important particu-
lars, in the two and one-third years of the n i
ship. A recent opportunity to travel over the lines
between Baltimore and Pittsburg, the trip being
made so that the rutin- line was traversed in the
daytime, furnished the means to thoroughly appre-
ciate the extent of t lie reconstruction work and its
effect in facilitating the movement ol traffic, reduc-
ing the cost ol operation, giving an easj riding road
bed, yards and terminals of sufficient rapacity, and
everything needed to move traffii promptly and with
economy.

To fairlj appreciate the present c lition of the

Baltimore ..v Ohio, and the work that has been car-
ried on in the last two years, it is necessarj I all

the deplorable position into which the once great
property had gradually worked. Foi man;
under President John \Y. Garrett regarded as exem-
plifying all that was best in American railroading,
thought to possess almost unlimited financial re-
sourci -.it wassuddenl) developed that the com pain

n immensely overloaded with properties ol

one kind and another which were eating up all the
profits, while debts had accumulated, and the im-
mense 1 k surplus which had given such an ail ol

financial strength to the company, proved to be a
mere bookkeeping asset. The company was forced
to call in outside financial assistance to tide il ■net
its troubles in [888 and if that work had been
thoroughlj done, and a permanent capable m
nient provided, the disasters which followed in an-
other few years would never have been experiem ed.
But Mr. Spencer, who was qualified to manag
property with rare ability, remained al its head onl)
a year.

With his retirement the possibility of the toad

maintaining its own in the struggle for traffic was

This was not realized at the time, but when

the period of trial came in i -04 ami 1 so;, the rotten

condition which existed could no longei m ealed,

in. 1 bankruptcy was the only resort ["he fit
statements were found to have been inaccurate, and
the physical condition of the propert) was < .
ingly unfortunate. The polii ) had bei a. foil
ol extending the system by adding a varied assort-

ment of lines, of little or uncertain value to thi
and ini ill 1 ing hi ivy 1 iblig il ions in debt far in 1
of the real benefit derived through the leased lines.
Little attention had been given to the road
equipment, and bol h 1* en in a d< pli >ral le 1 ■ n
The side tracks were .vded with condemned cat

trains were being coilstantb wrecked, and go
the road onl} alter serious delays; thi 1 arried,

although it was falling off in volume enormously, was
generally stalled for days along the road. Passen-

srallj avoided the route,

1 in- was the condition of affairs which broi
about the receivership. \ brave attempt was made
to avoid this. Mr. J. K. ( 'owen. long cout
the company, whose strength of character had im-
pressed itself on matters far outside the company's
affairs, was made president. first he secun

1 of assistance bom influential financial in-
terests in New York, and then turned to the enor-
mous task of building up the great property which
had been turned over to him. He at once under-
took to secure the best railroad men available to
give 1 heir attention to the working out of his p
lie selected Mr. Oscar ( ,. Murray, whose ability-
had been tested as traffic manager of the Big I out
and in other positions, and turned over to him the
direct control of the traffic and operating depart-
ments. But investigation had shown the magnitude
of the problem, and recourse was had to a rci
ship, with Mr. Cowen anil Mr, Murray as receivers.
They could thus carry out their policy without the
drawbacks otherwise necessary. They proposed to
rehabilitate the property, to regain the traffic that
had been lost, ami to carry out the improvements
:iv lo reduce the cost of transportation. This
required ample binds, capable in a I lagemelll and time.

Ihe funds were obtained through receivers' cer-
tificates, which have been issued in the extraordi-
nary amount of over $10,1 ,000. I his has in-
volved ihe bringing of a new principle into railroad
-hips, and contests with powerful banking
interests representing bondholders who saw in iv)
charges being constantly put ahead of their liens.
Funds for needed improvements are general!] pro-
vided at the time of reorganization. In the Balti-
more .\ Ohio case they were provided before that
event, and the bondholders received their interest,
always within the limit allowed for default

sure, until the present year when the time was
ripe for reorganization. Certainh ill has

aniplv justified thi

With the court standing by them, believit
their policy, and ready to authorize the raising of

1 V '• - ' •

•; * ■';

cor

*2_

such moni is ■ is needed, the receive!
w ay cleai ti i gi i ihead. I lu\ first gal
them the ablest t r.ittn and operai ers thai

available. No question of wages
fered with securing whoever seemed to be the right
men. I he effect was seen in i I il and

steady increasi of traffic, which was soon crov
the tracks and being carried easily and without those
delays w hit h had pre> ii iu slj bei n « it m ised with a
olume of traffic, [n the meantime thi median
lepartmenl was bus) ovi the equip-

iiiciii, and putting in service cars and engines

which had long si I dli on the tracks, and the

engineers were preparing plans for all sorts of im-
pn , ements.

Only an incomplete summarj of what
done in the provements is now possible.

ible givi n bi lo i shows the extent of thi
in the repair and mainti i ack, on the i

em lines, during 1896 and 1897. ["hi
plished ! o, 1897, of 1 out 1

appeal in these figures:

ISM 1891

Mil.- ol 2d. 8d and 4th track bulll .5 B.56

Mile « sidings tiullt a.;

Miles road ballasted 149

Masonrj but able yards) 1 168 1043

Sew bridges and culverts (No ... 13 ST

ill ed and strengthened 501 108

fencing bulll (ft.) 17,093

Platforms built and renewed (sq. ft.) 11,735 iB.048

Grading comp tor new 3d tracli 60

1 m the lines west ol the Ohio River in the two
years. 271 miles (if track were ballasted, ami over
200 miles of fencing built. In 1896 and 1897,

I 1 tons Ol - = -j«H[inl raiN were laid, am!

I ,O0O ties. With the work done this year and

n.>w in progress, practii ttin line between

Baltimore and Pittsburg will have been re-laid with
85-pound rails, new lies put in the track, and the
whole line stone ballasted. Besides all this work,
costly work has been dom in reducing grades, tak-
i sags, eliminating curves, and in cither cor-
rections n( alignmenl New yards and terminals
have been built at Brunswick, Cumberland and

Pittsburg, ami the ocean terminals at I - Point,

Halt inn 'i • and Si George, .Staten Island, have bei n
greatly enlarged and modernized. With its new
yards and terminals this companj is amplj supplii d
with facilitii - to 1 at rj its ti affic, and the hi
freight movement is handled expeditiously, without
blocking the tracks, or delaying business. It is
probahh safi to saj thai hall the present normal
traffic could not havi been moved in the old daj -
The improvements in maintenance ol waj ha
paralleled by the reconstruction of the rolling stock.
About 175 In. mum, in, s ,,f the heaviest type, and

over [0,000 freight cars ,,1 ;, , tons capacit) and

over, have I,, ,11 pun hased by thi • \ ery

1 u [1 in ional 1 quipment. Most of it
nt ami worn oul engines, and cars of

small capacity, unfit foi mical operation under

the present conditions in the railroad b in,

irse this immi nsi orl was

mt opposition

sources. I he l.oll, 111,, I

millions of 1 ■ hi, h were being

pi ior liens to 'I" sc 1 m il
d thai Mi . \lc.i ng the

of tl luntry, and ■

rate: 1 hat ) ii Ided m 1 pn ifits. But the
i urn aside thi - from

carrying out their policy. I !,• \ were workit
results, and did in it heel opposition while these were
! out. Mi Muri ) wa alv. aj s to the
effort to n and thi charges

I ,■ ground 1 hi
might be yielding littli ,,1 no profit. But to

expeel profits through belter rates was a delusion,

which Mr, Cowen and Vfr. Vlurra) did not hold.

rhej were working foi profits by reducing the
, osl ol transpoi tation in evi ["hi

H hole polil 1 ul down thi

of handling a ton of freight. At the beginning of
this year, then success was assured. The ton-mile

est has been reduced nearly i medial f. am I further
economy will be apparent when the improvement
work is finished. Freight trains formeilj hau
cat ol 1 and iacitj ; the ai

■ 1 rain load is now 45 cars ol |0 tons cap
1 in some di\ isions the train load h
411 and 50 per cent. The average train
123 ions. 1 wo \>.ii - ago it was 225 i,,ns. the in-
crease being 4 ] pei cent.*

It is important to see what th< i II this

expenditure has been. That it has largely in
the traffic is well enough appreciated. Its effi

ipparent , bi cause expenses
have bi en 1 hai ged with a considi

i ol the improvemenl work and until these

extraordinary expenses are eliminated, the full
growth of the net earnings cannol be judged. Some
idea, however, of the enhancement in net earning

laj be ■ ibtaim d bj re© nl statei i ol earn

ings. Thus the net earnings ol the present fiscal
year are estimated - 1 iboul the la

figure ever reported. Recent monthly statements
have shown ., gain "i full) too per cent, in net
earnings. 1 rigs ol ten months , >f thi lis, .ii

veai .1 -bird larger 1 han in 1 B96,

The growth in traffic carried has been q
remarkable. The figures for the present year are
, liable, but comparing the traffic figures of
is, ,7 ami 1S114, there is shown to bean increase in

' See pa|

traffic carried on the lines easl "I the < mio River of
58 per cent., while the economy attained b) the
receivers is evidenced bj the fad that the engine
mileage increased only 27 percent, and the cost of
transportation onlj 1 7 pet cent.

In these figures lie the justification ol th<
ceivers. They have accomplished a remarkable

work. A crippled and run down railroa

■ quipmenl and transportation

1 ■! now that it is to be turned over to its
stoi kholders, it 1- in thi bi t of 1 ondition, pro< ided
with every facilit) needed
business « ith 1 fK< ii n< ) and
its ow n in o

COL. J. H. LEONARD, of the New York "Mail and Express,"
signs his initials to the following:

THE VITALIZED B. & O.
A very interesting and competent idea ol jusl
what Receivers 1 owen and Murray, ol the Balti-
more & Ohio, have been doing with the s , ,

they have expended on thai property, both in its
physical improvement and replenishment "( new
equipment since thej entered upon their duties
nearly two year-, ago, was accorded the tin

and railroad writers of the metropolitan press in a
three days' trip over that system, which ended yes-
terday. To say thai the Baltimore -\ Ohio lias
undergone a most thorough change which is forcibly
reflected in the elaborate improvements that crowd
themselves upon the traveler at almost every point
along every branch east of the Ohio River, would
be putting it mildly, for the property in reality has
emerged from a wont d and almost ex-

hausted condition, and by n 1 construc-

tion and vitalization administered bj its enterprising
ers, it compares favorably with all of the
trunk lines, and. in many respects, excel man) ol

them in point ol roadbed, equipment and result-.
from general management.

The Baltimore $ 1 thio of to-day is a revelation.
Hundreds of miles of new heavi rail, torn
lasted trai I. I n and m n freight 1 quipment, new
steel bridges, elimination of curves and an intelli-
gent management are its present chat

large sums of monej expended in its repair,
which ha- brought it- lines east of the I
verj high standard of excellence are tangibly appar-
ent on all sides, and five years more of the methods
1 mployed w i ■ asing the earning

power o! the systen 1 n the face of low
must make it one ol the best railroad properties in
the country. In five years the present management
'M ire & Ohio 1

1) $; ,1 k k 1,1 k 10. The haul per toii :

the Ii iaded ca handle aj have

grown from 7,500 to r 2,000, and the ai
load is now J23 tons as compared with 22? tons only
a few years ago.

Twelve thousand new freight cars ovet two
hundred ol uilding

minal yards, notably al Locust Point, Balti-
id Pittsburg, and the renovation ol its pas
senget equipment I 1 ibuted toward p

the propert) in its und physical condition.

The special party left this city last Saturday in
two pi and journeyed over the line to

Grafton. From Grafton to Deer Park the journej
was made Sunday morning ind it was continued to
1 nday evi ning. Monday was spent

riding over the main line to Washington and I
more, the various improvements being noted, and
the return was made to this city yesterday mot
Between 1, ration and 1 umberland, in a region ol
mountain- v en 1 -tie hun-

dred and one hundred and twenty-live feet, the
track is entirely relaid with eighty-five pound rail
and stone ballast.

Curve elimination- have also been made along
this division, which, with new motive power, has
alread) 1 ffi 1 te ' an increase of 27 per cent, in train

load. At Pittsburg tl .ivers have spent $

■ n terminal improvements. These consist of

new freight yard- and connecting tracks .md a
wagon ' ' wide and I In ick

paved, which make il one ol the most modern in
ountry. The entire Pittsburg division is
being . d, and all old bridg

by modem steel structures. On the Pitts-
burg and Connellsville division new steel track is
being laid, and a new second track, eighteen mile-.
ompleted ft 'm Sam 1 ; < h Tunnel
■ nl. \i Falls 1 in. neat Cumberland, the
entire track has been rebuilt for one and a half
miles, as well as a tunnel. 535 feel long built to
1 cut.
The point of concentration of the 1
mnd business is at 1
eceivi e pro]

The yard fat ilities .it this point ha 1 reased

nt. by the con-

indhOUSe, machine -hop- and oil

lilies.
As three divisions end at 1 umberland. the yards
have been - that train- made up 1

division iIm not interfere with the cars intended for
the two others. Tin i md division

( umberland to Brunswick, and that pari of tl
division from Brunswick to Washington Junction,
tj -five rail, stone ballast and
new ties, and the motive power ol this i

been augmented I five consolidated I

motives, 21 x28 inches. The physical improvements
on this division arc the most important madi b) the
receivers, over $200,000 I en spent in

ades and in elimii 1 > ith the

result thai I he train haul ha:
The a\ 1 in from 1 'uml

now forty-four cars, 01 2,300 tons.

Important inijn 11 1 m 1 nai li

<m the old main line from Baltimore to Washington
Junction bj relaying the same with the besl rail

taken up from the other divisions and building
new double-track bridges. The Washington
branch has also been relaid with eighty-five p

rail, and on tliis division the company has p

the strongesl am ;

The ortant

changes al the company's 1 terminal at

■ Point, Ball imi >i 1 1 vi ■ grain 1 evators,

with a 1 apai ity ol 1, have

been buill and then in nov fivi pie ran
rhecapacitj ol the coal terminal at this point i- 500
twelve hours, and the gji

I apai it] I to admit ol

cars, 1 ng ship berths alongside the docks

iv is now able to handle two more
ers.

J. II. L.

What the "Wall Street Journal" saw through the eyes of one of its
owners, MR. CHARLES H. DOW, of Dow, Jones & Co.:

THE NEW BALTIMORE & OHIO.
In the yea t8g ind 1 B96, the Baltimore >\
Ohio found itself in a precarious and painful posi-
tion. I'he reputation lor wealth and power which
it had under |ohn W. Garrett was gone. Its great
l>ook surplus has proved to be an intangible asset,
lis t. . not up to it

requirements and its rolling stock had deteri<
to the point where the company could nol tal
of iis local busim tld nol do through busi>

ness at current rates without loss. A feeling of

e depart ments
and radiated through the working force.

ivership was imperative, but that alone
was no remedy. The question was how to
the property to the position justified by its loi
and possibilities.

Mr. John K. Cowi initial impulse.

II 1 of the company for many years, he knew

perhaps better than am else the wi

■ ■ H

ceiver-
ship management. It was d
i] iert)

is the right men in the right
places; the second was the co-operation of the 1
and the third was tim< . 1 he scheme broadlj
was to recover the business which the company had
lost and to acquire facilities by which this bt
a profit.
I- main the first result, the country was can-
vassed loi the best traffic manager available. He
ected in the person of Mr. I Iscar 1 .. Murray,
Big Four.

Mr. Murray was made co-receiver with Mr.
. and gi\en chat al manage-

ment of the road.

The matter of facilities required theco-opet
of the court. The subject was full) set forth, and
ision was obi e a large sum. prac-
tically $10, ,000, bj the ice of certifi-
cates for the purpo ting the road and equip-
ment in the required condition. This, however,
required time. A road in the hands of receivers
1 pays interest on its bonds, but, in order to
gain the time m "is, it was
to keep bondh ilders quiet bj gh ing them
their interest.

The anomatii in natural management was
presented of a 1 large amounts of

ertificates lor betterments and, at the
time keeping up interest payments. Vs the re-
ceivi certificates it was

I he i 1 ih' ilders must suffer in thi

was naturally clamor and some effort in the

I ue answei to all the criticism was that the
by the event. If the road
iul in position to compete with Penn-
sylvania; if the losi business could be recovered and
mid recover its old place, the

expenditure was wise and the Security holders would

gain more than in any other way. The receivers
adopted this police and decided to stand 01
with it.

Mr. Murray adopted

every department.
ranked second to ability. Wherever an espi

good traffic solicitor was to I" i ! there was

Baltin i i >hii > seeking his s< rvici M Vlurraj

had a habit of calling his men together and making
suggestions, bul he b ild I lii m plainly thai
would be required. He wanted freight, not excuses.

I i. ighl began to con rs declared

that Ba i ihio was losing money on evi

pound ii carried, thai its rate i utl ing

i| all the rate demoralization which swept from
\i t I ngland to the Missouri River; that it bank-
rupted the Ohio coal mad- ami swept out ol exis-
tence the profits ol the sofl coal business of the
country in i

Mr. Murraj declared again and again thai
in. ire S < Ihio was not < cu He

offered to submit the books of the company to the
Joint Traffic Associatio ' is found ready to

unite with the Ol il roads in their m i

self-protection. Mr. Murraj isiness which

was flowing to Baltimore £ Ohio was the result of
good facilities and energetic canvassing. I lis young
men wi . their salaries. ' ndoubtedly the

facilities which, in i >, captured traffic, were

often so expensive as to cause the bu
dom al a loss, bul this was held to be legitimate
competition.

Meantime the engineering department wa
idle. It was spending millions in order to get the
property in shape to haul freight at half the former
ton mile cost. This meant straightening curves,
reducing grades, rebuilding bridges and
equipment by wholesale. Scientific methods were

i ted.

Gradually the freighl poured upon the tracks
by Mr. Murray's solicitors began to show profits

in-st f los nly in the present j eat

came apparent thai tl <o teriment

was going to be a sin . i I al

point whii h made it possible to undertake re<
ization with a certainty of receiving the support ol
curity holders and the backing ol a syndicate
enough to carry through such measure
might adi ipl

The reorganization as outlined entails less bur-
den upon the bondholders than the) would have

ed to bear had a weaker polic)
Now, when the propi comes to ■ restored to
the security holders, they will have, not an anti-
railway, but a modern, high
ile to hold its own.
Hen i other things which

achievi i I flour, grain

I i hicago by Baltimore &

t Ihio hi 1 1" in ,1 three

i ir the same time in i -
ten months $1,372,841

and ne ed $1,320,598 I 1 1 ■ reo ganiza-

comi ites that m

fi r em led fune |i 1 17,975,785.

Within two years there h;<
imenl 150 of the mosl - iwerful

type; then 1 ■

cars. AbOUl |= p

Baltimore & Ohio is coal. I - were

small. nd easily crushed The new

ing from |0 to \o tons per
car. And the new engines will h 1 ol these

' 1 1 thi di visi ml

to Ba 1 ighty thousand b 1 1 rails

have been laid.

The whole question of train load has been sys-

' al. The weight of each loaded car is known.

a train is being made up. the train master

know- and the load ilia!

: 1 in nandle over its division. I igines,
for instance, are expected to handle J25 units on
on. \ train unit is t}4 tons;
is con paral easj to sort out ear loads which
will give the 2,112 tons or 325 units required. On
dii isions ha\ ing hi a 1 \ ides, the engine capacit)
is figured at a smaller number of units, but the ex-
act number is known and utilized wherever possible,
Work on grades, curves and bi - been
continuous for two years. Miles of steel bridges
een built. Hundreds of thousands ol
>een spent al Cumberland, at Martinsburg, at
1 1 Point, the ocean terminal.
I la outlay on the Pittsburg division has ex-
ceeded - nted b) 14 miles of second

track, is new bridges and the entire division rock
ed I he yard 1 apai it) at 1 Cumberland has
been increased over 300 per cent, and new shops.
trackage, etc., have been added. Cumberlai
the poinl where the second, third and Connellsville
divisions unite. The new yards have been ar-
ranged so that trains ma one divisio
not interfere with am other. lln seco

n entirely relaid with S5-pound rails and the
track roi 1 d. The result of the new equip-

ment, better grades, other track, strongei bridges
and more careful managements finds expression in
itement that the average train load has in-

d in two years al t 1 pi

Baltimore 8 Ohio now runs a fasi freight be-
tween New York and <hieago. practically equal to

the best till Ol her lines.

The growth in pa kept pace

with the gain in freight. The company asks no
odds in competition on business from New York to
i 1 .vest. It is at a disad-

vantage onl)

ntial run. The connection with Readin
Central station by way of the 1
growing in popularity.

H 3

- a

ROBERT S. WINSMORE'S contribution in the "N. Y. Times," together
with the 'Times' " reprint of Mr. Don's article:

A NEW BALTIMORE & OHIO.

Baltimore & Ohio's expenditure foi imp

merits and new equipmenl during the regime of the

receivers have been the subjects of much criticism.

\\ hen Mi ssrs. I owi n I VI m ray b iok Ihi tand

that it was absolutel) essential to the upbuilding

and rehabilitate t the Baltimore A Ohio pr

to have the proper (acilities foi gel ing and hand
lin^ traffic— that il was neci ssarj to improve the
road physically before ii could be improved finan-
cially — there was much obje >ondholders,
who could not, foi personal reasons, favoi the
of receivers' certifii would take place ahead
ol the mortga

L'hal the improvi menl polii ) is a « isi i me now
makes itself evident, first in the steadily increasing
earnings "I the road and again in the physical con-
dition oi the pr< iperty. M any i hanges hai
made, and there is to-day practically a new Baltimore
,\ i Hum Its n M'll ii i! Ills bei ii vastlj improvi d,
new rails have been laid, grades reduced, curves
straightened, old wooden bridges replaced bj modern

■ ■ n i stone structures, new freighl yardsop
and better facilities in ever) waj afforded thi ship
pel of freight. New and modern locomotives have
been purchased and many new additions ni.uk- to

impany's rolling stink. Everywhere possible
the rebuilding programme "I the receivi i en

carried oul faithfully. And the results are jusi

weir sought bigger revenues.

B. & O. BETTERMENT.

In the yea rid 1896 Ball imi ire & < >hio

fou tsell in a precarious and painful position.

The reputation for wealth and power, which it had

under John W. Garrett, was gone. It- greal I k

surplus ha-- proved to be an intangible asset. Its
i .in.] bridges were not up to modern require-
ments, and its rolling stock had deteriorated to the
point where the companj could nol take care ol its
local business and could not do through busim
current rates without loss. \ feeling ol disco
ment pervaded thi 1 ecutivi departments and radi-

hrough the working 1

lip was imperative, but that alone

was no remedy. I si ii m ■■ as I to restore

the property to the position justified bj its location
and possibilities.

Mr. John I. Cov ive th<-- initial impulse.
1 ounsel of the companj for man} years, he knew
perhaps better than an; the weakness and
the strength of the system. He advocated 1 bold
policy, in some respects .1 new departure ii

ship in magi menl . Ii was dei ided to n habilitate
operty.

11. mo Hi' 1 in natural management was
si nted ol 1 road issuing large amounts ol re©
certifii ati s foi bi U the same time

kn ping up interest paj ments. Vstherei

tificab ca 1 il 1 thi bond il was 1

that the 1 Iholders must suffi end. There

n as naturally clamor and somi 1 fforl in thi
to stop the 1 tie ol 1 ertificates.

I hi answi 1 to all tin 1 rit.icism was that the
must be judged b) thi event Ii thi
could be pul in position to compete with Pennsyl-
vania; if the lost busim " 1,1 ,

held , 1 1 the companj could recovet its old place, the
1 tpenditure was wisi ind the ecurity holders would

g nori than in any othei waj . H

adi ipted thi polii | md decided to Maud or fall
with it.

Mr. Murraj adopted broad methods throughout.
Hi put© npetent men in every department. Wages
ranked second to ability. Wherevei an especially

g 1 trarfii solicitoi was to be found, there was

Baltimore & 1 »hio si eking his servici Mr. Murray
had a habit of calling his mi n togethei and n
suggestions, but he told them plainly that n ults
would be required, lie wanted freight, not excuses.

Here are some other things which have been
achieved: The tonnage ol flour, grain and provi-
sions carried east from Chicago bj Baltimore & ( )hio
in the first twenty-six weeks of this year was three
inn. s as large as foi the same time in 1897.

igs for ten months haw increi - - - 1 1 .
and net have gained $1,320,598 I U Reorganiza
■ion Committee estimates that net incomi for the
yeai ended I um - ," will 1" $7,975,785.

Within tWO years there ha\e been added to the

equipment 1 : " locomotives ol the most powerful
j pe ■ here tia\ e bei n purchased about 1 4.' 00 new

Lbo 'i |s pet cent, ol the freight ti
Baltimi 1 coal rhe old coal ears were

small, light and easilj ct ushed. 1 ( i ca

are "scows," carrying from thirty to forty tons per
ear. And the new engines will five of

these cars in a train ovei thi division 1 rom 1 lumber-
land to Baltimore. Eighty thousand tons oi
rails have been laid.

1 ] ■ 1 of Irani loa ' '■ ste-

eight of each iris known.

Winn a tram is being made up, the trainn
knows

indie "ver ils <li\ isii in 1 lies, for

ce, are expected to ii.ni.He ;j; units on the

se 1 division. A train unit is six and one-halt

tons; Inn. • 1 1 is comparatively eas\ to sort out car
loads which will give the 2, 112 tons, 01 |2; units,
required On divisions having heavier grades, the
engine capacity is figured at a smaller number of
units, but the exact number is known and utilized
wherever pi ssible

Work on grades, curves and bridges has been
continuous for two years. Miles of st<

hair been built. 11 [reds of thousands ol dollars

have been spenl u 1 umbei land, al M
at Pittsburg, and at Locust Point, the ocean term-
inal.

The outla) on the Pittsburg di vis ha 1 1 eeded

^ : represented by fourteen miles ol second

track, eighteen new bridges livision

Phe yard capai it) at Cumberland
has been in<

shops, trai kage, etc., have i Ided 1 iimber-

thi 1 1 « hen thi sei ond, third and < Ion-

nellsi ille di' 1

1 : hat iiams made up foi one division do
not interfen with any other. The second division
• 1 entirel) relaid with eighty-five-pound rails
and the trai I. roi k b illasted. Thi
equipment, ides, other track, stronger

and more careful managements finds ex-
pression in the tati mi nl thai theavi ;e
1 1 as about j

t II \KI Is II. I IOW.

The "Commercial" donates this pleasant criticism from the type-
writer operated by COL. HARRY D. VOIGHT:

B. & 0. IMPROVEMENT.

Receivers Cowen and Murray Secure

Better Financial and Business

Results.

A TRIP OVER THE ROAD.

The New Agreement of the Western Roads for a

Division of Tonnage — Live Stock Rates to

be Restored to the Old Basis.

Not infrequently people who proposed to travel
over the Baltimore & Ohio have been told by their
friends. "If you do, you take your life in your
hands." It is unnecessary to say to just what ex-
tent this warning was warranted, though it must
be admitted that there has been a time when the
physical condition of the road, as it wound its
tortuous way over steep hills, up and down an in-
finite variety of grades, and around sharp curves,
was not such as to 1 ontribute to the comfort of the
traveler, while on the other hand there was a lack
of the highest type of modern motive power, and
the equipment generally was far from being in
keeping with what should be provided foi the pub-
lic, furthermore, the 1 "-1 ol operation was based
on an expensive principle, and there was great
need of rolling stock wherewith to handle traffic
with dispatch, and thus be able to Compete SI
fully with rival lines.

These conditions are no longer a distinctive
feature of the Baltimore >v Ohio, especially east of
the Ohio River, so thai the declaration heretofore
alluded to, which was calculated to alarm nervous
and timid travelers, is no longer justified, -tu'\ the)

are assured ol just .is comfortable, speed) and safe
transportation as on any other line traversing a like

territory. All tins 1- dui to the fores g hi g

management and thoughtful stud) and solution of
perplexing problems by Receivers Cowen and Mur-
ray. During the two years that the r I has been

in their hands wondrOUS changes have been » rough t.
and they have been able to make a financial show-
ing which indicates that the Baltimore <S Ohio has
been placed in a position uiu nomies have-
been secured without sacrificing important consid-
erations. While the expenditures have been hea\ \ .
results secured show that they were justified, and
that the <Li\ is approaching when the Baltimi
1 ihio is certain to take its place among the profitable
railroad properties ol this country.

These conclusions are the outcome of a three-
days' lour oxer the eastern system by a 1111111'
newspaper men, engaged in the special work ol di al
ing with railroad and financial interests, who were
the guests of the pi ipan) . I . II.

Maddv. All were surprised at the improvements

hi to their observation, and united in prai
the good work accompli

'The parly left New York lasl Si 1 a) ifti

and returned yesterda) morning, their trip ha

led i" Pittsbut g mA back, and covering t.ioo
miles, in the course "I which they passed over seven
divisions. The two private cars occupied, when not
run as a special, were attached to the rea
trains, and a spacio ation platform affo

at all times a good view of the tracks, yards, mov-
ing freight and passenger trains. Without a single

ion the entire system has been rock ballasted,
and where stone had not been used, in one instance,

liar kind of sand has been employed that, after
ened, produces a condition akin to that

of macadam, so thai throughout the long ride there
was freedi im fn im dust and an equa "I flj -

ing cinders, although the engine fuel used is bitu-
minous coal. This I. iii' r i c is due to the
fact t h.it the coal is ol a superior quality. With the
exception ol probabl) Less than 20 per cent, ol thi
total mileage "I the seven divisions, the track is
entirely laid with new rails .mil ha vly bal-
lasted. I Ins work "I renewal is still under way
ami whrn completed every mile of track will he new,
with new ties and new ballast. For the first time

in the history of receiverships Messrs 1 ov

Murray, di

much thought and attention to effecting improve-
ment-, which would enable them to secure .1 gi
haul per ton per mile, and the result 1- that thi
able to demonstrate that an increase has been ob-
tained which exceeds their brightest expectations.
\\ here the number of loaded trains hauled was for-
merly 225, it i- now 325.* On the third division it
has been ini n nt., and on th( eco

division, from Cumberland to Haiti re, 23 pei

cent. This is due entirely to improved motive
power and the improvements in the physical condi-
tion of the road, especially in reducing grad
taking out dangerous curves. Furthermore, while
the capacity to handle business is better, mil the
amount handled is almost double what it was before
the radical changes were made, the expen
operation has not increased. As a matter of I ti it
has been lessened, and this is what the improvements
were made for. When the receive! 1 upon

iii. the) undertook this important task in
the face of low rates and an inability to reduce
es made such a course
injudicious. Still another important matter is that
in about every practical instance the bridges on the

divisions have been renewed so that ti
they are capable of standing the strain to which
I an subjected b) heavy freight trains. The

s have bought 175 new engiia
which are monsters in si/e. and between 10,000 and
....

II'. total expenditures lot the two years men-
and !"t- w Im h ret eivers' certifii
been issued, have been about - The

gross innings of the eastern system tor thi

ending Jum (O of this y< 11 ivc n $28, 1, an

"" ! $ -'i 1. ami with rm

" 'ill lower than lhc\ were during that pi
The business has been it in the propo

that the number of loaded cars handled daily has
grown from 7. -1 » > to 1,.' 00, nid the maxi-

mum was reached one day in Vp 11 when

the number was [1,400, and on that day the) were
sent over the road without an) more delay than is
usual in freight movement. 01 this last mentioned

See page 33.

numbri 1 ,1 tndled on the second In ision

This would have been an absolute!) pi
impossibilit) o, with the road in the

condition thai it was then. This business was done

I. and
ii"l .1 'A heel was oil t 1 1, u.,, i I i i . i, . .

sight to see train 1 1,5 heai i!\

where formed; the n
\'-i 1 ssai ily. larg
chiefly for the purpose of increasing tie

" "i the important terminals, the amount
spent at Pittsburg being about $2 it the

1 I umbcil.md. and alSO at I. lor ad-

ditional tracks and dock- l..i the b 'ling of

export merchandise ol - iption. In regard

to the latter it has resulted in the equipment l i ins

turned ovi mi rapidl) When fo k .,

coal cat a week to go from Baltimore to <
land, it now requires but 3 days. The rei
have been able to put on freight train- thai run from
New Vork to 1 hi 1 11 , and they are do-
ing it right along on time. I h. effect

il first-i lass
business, and 50 material!) increase the receipt- ol
the companj .

West ol the Ohio Rivermuch work will have to
be do,,e of the same 1 haracter a- that which 1

finished upon the eastern system, and when
that has been accomplished it will be possible.
the receivers confidently believe, to -how even
greater result- than have so far marked their suc-
cessful administration, because there will be a -till
further reduction in the cost of operation. It seems
heir intention to proceed with thi- work, to
still further increase the amount of new equipment
and to put the road from one end to the othi

shape to handle all . lasses ol
is cheapl) a- any other road that is operated
under the same physical conditions. It is not like-
ly, however, that on the eastern division the im-
provement will be pushed until after thi
zation of the company has bei n 1 ffi 1 ti d and made

lie

At many point- e ol the Baltimore

& Ohio the people are dependent entirely upon the

01 their accommodations, and in a number of

instances for their living. Appreciating this, the

the improvements
at a low ebb. and the
prosperous conditio plai es and the p

is in no small degree due to the expenditures

have been made

It i- believed thai the reorganization ol the
pan) will take at least six to ten months, and the
ion 1- confidently made that, when it is com-
pleted. Mr. ('..wen will beat the head, as president,
with Mr Murray as first trice-president. * * *

JOHN N. BROCkWAY, city editor of the Brooklyn "Standard-
Union" relates his experience.

A RIDE OVER TRE I, & 0, R, R,

Through Picturesque Maryland and
West Virginia.

THE FOURTH OF JULY EN ROUTE.

A Visit to Deer Park and the Boiling Spring — Hospi-
tality of the Pittsburg Press Club — An Evening
in the City of Washington, D. C.

It was during flic i if tho--i- very warm days last
week that President Cowen.of the Baltimore & ' thio
Railroad Company, seated in his office, at Baltimore,

Md., turned Inward J, 11. Mad.lv, the press agenl
ol tin- road, and remarked that the weathe
must exasperating, "Would it not be well," lie
said, "to give some of tire suffering newspaper men
of New York City a little outing over the Fourth,
them away from the noisy, sweltering,
crowded metropolis?"

" It is not a had idea." said Mr. Maddy,
Thereupon Mr. Maddy was directed to go ahead
and spare no pains to make the trip thoroughly
comfortable and pleasant for all concerned. * * * *

The invitations were promptly issued, and at
1.45 o'clock last Saturday afternoon he was at the
fool "I Whitehall street. Manhattan, to meet the
guests. To each he extended a cordial greeting,
and made them feel that, notwithstanding the intense
warm spell and their arduous duties, life was worth

the living.

The depot on the New Jersey shore was soon
reached, and there in waiting were the private . ai 1 I
the company. No. 700, formerly the Delaware, and
the Pullman observation sleeper Montecito. These
quickl) boarded, and with < venience

of modem railroading at hand, the part) wen
at their ease, prepared to enjoy to the fullest extent
the beauties of nature as seen in the green fields,
tin brooks, the mountains and the valleys.

It appeared but a short lime when Baltimore
was reached, and the party then ha iportunity

to see the great electric system of the road
as several of the pondi which

not lone, since set the railroad world wondering at
their marvelous hauling capacity.

Naturally the main topic of conversation was

1 ing. when the I

ers of the B 1 i ( Ihio T

tried at 1 plished what no other

1 e, viz., the building ll]
and plai ing ii upon a pa) \\ lien starting

their stupendous task they were severely criticised,
but the results have proven that they were right.
Recentlj i' t motives have been purchased,

ruling caps ed from j= to 40

ent. The road has been developed to its
fullest requirements, and to-day its earning

- : .' " ] rion 1 ii.ni they wen

ieing gn ater than ever bi fo

The evening was passed in social in
and alter a very refreshing night's res! the party

awoke in Grafton, W. Va., the end ol the Third
Division on the old main line. Here four divisions

concentrate.

While "Uncle Davy" was preparing breakfast

several of the part) look a Stroll through the town.
Ii is said, b\ the way. that "Uncle Davy" has
cooked for almost every president of the Baltimore
Ohio, and has acquired lame in his particular line.
At the conclusion of breakfast a run was made
to Deei Talk, Md., 2,800 feel above tide water, on
the top of the Allegheny Mountains. 'There the
iailro.nl company has erected a large hotel with
collages ad], lining. Not only is ihc hotel fitted up
with ever\ modem convenience, but there are 'Turk-
ish baths and swimming pools, tilled with pure
water from .1 famous boiling spring three miles
distant, from which not only the hotel is supplied,
but all tin- cars that stop at I leer Park. The entire

party indulged in a plunge into one of the | Is.

and were then prepared for the carriage ride to the
boiling spring which came afterward. W. E. I owes,
Ivertising agent of the road, who was stopping
at the hotel, decided also to take a drive, and proved
to be a most pleasant traveling companion. It is
Mr. Lowes who arranges the excursions of th.
and the fact that they are all successful speaks well
for his executive ability.

After lea\ ing I >eer Park, tin- train pn
Cumberland, and thence to Pittsburg, Pa., arriving
at the latter place early Sunday evening.

At the depot a delegation from the Pittsburg
Press Club, headed by Alexander T Moon received
the party, and escorted them to the well furnished
and cose) quarters of the club, a few blocks away.
There refreshments were served, after which the
party were taken on a trolley ride to tin subu
the ' ii\ . I Ipon the return to the clubhouse a colla-
ers ol the club exerting

■> >

1

« i * ■■*,

¥&iS

themselves in ever) possible waj to please their
guests. Thai they succeeded in doing so was

i i.\ the man; ' of praise thai w<

dulged in by the visitors upon entering their cars
foi '

I he starl for home was made early in the morn-
ing, vet all wen i I i njoyed the pictui
. d from the o
Between i umberland and I onnellsville the train
■ irt time by the Inn nin g i 'i a bridge,
the structure having been ignited b) coals from an
engine some lime during the night. The system
of the road is such, however, thai nt was
promptl) disi overed and repairs — n andi
in fact the Maintenance "I th< Waj Department
made a record, ft was notified al Connellsville of

i | i., gol fifteen bridgemen t".

I. .ailed three cars with heavy timber, ran

. miles, constructed i"i feet ol trestle and

passed the lust engine ovei al 1 2 25 p. m. , a i" 1 il

of ten hours and fifty-fivi minutes. I In construi

tion train was delayed aboul twent) minutes between

< ellsville and the bridge by meeting another train.

Between Cumberland and Harper's Ferry the

in thri mgh 1 Irj thai 1 anm il I

foi beautiful and grand scenei y. Ever]

turn in the rails presents a new picture, and all

I the party whose lives for the

mosl pari are spent in the crowded thoroughfares

great city.

It is along this section of the road that the mosl

ISIVe improvements have been made l>v the

is of the Baltimore .\ Ohio. 1 urves have

been stra 1 tway ol moun-

sand thi

ovi n ome by lowering the roadbed for mi
ever) thing po onl) rapid

handlin il but -peed, safet) and comfort

lor trav

\\ ashington was reai i th of |ulv

d Mi Madd) di cided to give the party

a lew h sal the capita Somi had relatives or

friends in thi I they took advantage of the

opportunity to call upon them; others walked

the streets and vvitne- I i-.n thai the

uction of the Spanish fleet ha forth.

The start home from Washington was mad
midnight and New York reached shortly bel
o'clock Tui .'in.: , the time si t b) Mi

Maddy. * * * *

Following e

1 1 railn ad ei , Veu York ( om-

mercial; I. M. Wakeman, Locomotive Engi-
neering, v 11 1 Hall, Commercial-
Tribune, 1 iininnati.ii.; John J. Dunn, fina
editor, Psew York Press; F. II. Richmond. \r«
York Evening Post; 1 fiarles II. Dow, Wall
Street Journal, New York; I. II. Leonard, rail-
road editor, Mail and E vpress, New Vork; I. I.
Spurgeon, citv editor. Mail and Express, New
York; I \\ Gormley, Stockholder, New York;
k, S. Winsmore, financial 1 litor, Times, New
York; E. Rascovar, New \ ork News Bureau; R. \V.
Martin. New York Financier; G B. Waldron,
Railroad Gazette, New York; John N. B

1 ity editor, Standard Union, Brooklyn, N.Y.

A story from the facile pen of JOHN I. DUNN, of
the New York "Press."

THE B. & O.

( Inly one important railroad property, the Balti-
\ Ohio, remains in the hands of receivers,
and the event of the week was the announ
that the plan to rehabilitate that proper

essful. Thus the financial sea is 1 li li
of dangerous derelicts, and the standard of credit is
higher. Interest burdens were cast off in thi
cess ol reorganization and new money rebuilt decay-
ing properties. Everything promises .. smool
toward 1 greatei pi

Wall Street was surprised that Speyer 8 |
Kuhn, I oeb S ' o. and Speyer Brothers were able
to announce so soon the success of the B. >\ O.
plan. It was thought that several months would
be required, but on July 14 the reorganization man-
agers, being assured of the success of the plan,
called for the payment of a cash assessment, and

limited the time for \ugust

1. Now only details are to be carried out, and the
B. & ' >. emerges a solvent property. The success-
ful outcome of the plan is significant, as the pi
tv has been managed in its insolvency by "friendly"
receivers, who hoi - 1,000 — not to oper-

ate the railroad, but to build a new one. Hills
were cut down and hollows Idled up, old rails and
equipment gave place to new. Creditors objected,
but the conn approved the expenditures on the
ground that to operate the railroad at all it m

ed profitably. " It musl be in a position to
compete for trade." Thus a peculiai

.111 insolvent corporation ma) declare its in-
solvency, obtain a receiver, then bo aoney to
rehabilitate itself. A precedent, and one
criticism, is establi

But in the management ol ests no

othei question i he power of

" friendlj " receivers. Formerlj
supposed to repre >'ho e investments

were in jeopard) through mismanagement. In this
class of ere* re included bondholdi i - and

noteholders. Now it includes shareholders as well.
And even t he "management" itself may success-
fully petition the court to appoint a receiver. Fur-
thermore, thi ent" may nominate it'*
active members for ihr posit ion a iecl their ap-
pointment. In othei words, those who n
pn ipei ty until ii bei omi s i ianl i upl . maj i ontinue
i Inii power by applying to the courts,

rheoretically this is opposed to public policj

and is so treated in the law I ks. Bui the new

practice has revolutionized the theory. The courts
on the question from its practical siilc,
espei tally as to railroads ami other properties whose
value depend on their profitable operation, \ rail-
road reallj represents no more than "a streal ol
rust and a mo I tgi unless it is run pn iti
Its franchise, its track, its stations, its termini, its
locomotives, its equipment are almost absolutely

worthless unli I o opera

money, and to d ."Kent con-

courts.

\ud thl -sued

re such mot i ite a lien prior t" a first

mortg In the i ase ol a strei I railway

propel ty in I opt ka, Ka

'hi. ites I amount equal to the whole value of

the pi. .pern The first tgag ers lost

all, But tha i i Pi ing the

reorganization of the largei steam railroads only a
limited amount of receiver's

the case ol the Baltimore 8 ' >hio.

The rehabilitation ol that railroad introdui

plan in the financial management of railroads.

Ami it at ion plan, which is now pi ai ti. il

I) completed, illustrates a practice in management

that all railroad officials must ... ierving

merit and establishing a precedent in the conduct
of the affairs ol insolvent corporations. The plan

. I. in « In thei to a sui i
outcome is open to doubt, as unusual ability is
required.

A western man's first glimpse of New York newspaper men, from
within the railing, by H. E. HALL, of the Cincinnati "Commer-
cial Tribune," who "happened along."

REPORTERS OF GOTHAM

Do not Drink and Play Poker Very
Badly.

Characteristics of a Group of B. & O. Guests — What
They Saw and Did.

The average person ol semi-literary bent, the
iper reader, has a highly exaggerated opinion
ol the New York newspaper men. Here in the
Middle West many picture him as wild-eyed, harum-
scarum, dissipated, dare-devil, Bohemian, full ol the
vice .mi sins ol the metropolis; in short a gidd)
ri .nil, ler.

He is nothing of the sort- -that is. the

New York press with whom the writer

spent several pleasant and profitable days last week

I hi . -just fourteen in number — were

for the most part editors ol the financial and rail-

umnsoi New York papers, i mi ma I sol th

■ .lass. The newsmen in question wen

with a Commercial Tribune man, the guests ol

igent I. II Maddy, ol the Baltimore & Ohio

Railroad, leaving New \..rk Saturda) afternoon,
July 2>l, at 1.1" ]). m.. for a trip ovei the '
system.

Mr. Ma.ldy's guests repn sent n incial

or railroad columns of the following New Yorl

Times, Press, Mail and I i
Post, Commercial, financier, Brooklyn Stand-
ard Union, Locomotive Engineering, Wall
Street Journal, Daily Stockholder, New York

Bureau, Railroad Gazette, and tl
cinnati Commercial Tribune.

["he strangest part of all, perhaps, was deve
wh.n the little part) had been welcomed >y Host
Madd) and the train was winding its wa) out of the
b . -i | i en restv, aid.

\.,i more than three knew each other, nor
than lour had even am \nd

yet they had all trod the same circumscribed
the busy throbbing district of which Wall st
enter — for months and \ eai s, si
them f.

[llust ss whirl and inci

ii district « here men 1 1
ogni ed theii own brothers in the absorbing pursuit
of sto, i trul) no bettei i i aid be

furnished.

i li.ii Irs li. Dow, ol I •' >w . [ones & Co., has been
a conspicuous figure on the street and in I
financial circles i"" long t" in- entirely unknown; it
was tin- younger element that needed thi '
introduction. Everybody ».i- soon pul "" Familiar
fooling by tin- clever host, an. I, ere the trip i
in Ne« York on the morning ol Tuesday, thi bo]
werefriends — friends ol the -.111-1111 which good press
clubs are made — companions in arms —and .1 more
pleased lol ol newspaper men nevei boarded the
Whitehall ferr) for native heath and resumpl
work in the world ol commercial flights a

1 he trip is on< .ill the boys will recall with feel-
ings "i pleasure foi years to © ime The in\
^impl \ asked their presence ( ■ ■ r : 1 1 1 Balti-

more & Ohio system as far as Pittsburg and Graf ton,

to show them how an outla) ol $9, had

been expended bj the receivers, I. K. Cowen and
Oscar G. Murray, The Pullman observation sli 1 pi
" Montecito " and private car 706 served as their
home for the jaunt, the last named, b) the way,
being the old "Delaware," which was used b) •
President Grovei Cleveland on his w edding trip.

Nothing was left undone to insure the pet
comfort and pleasure of the guest'-. How many
jaunts of this character— in private cars, and where
all the luxurious surroundings conduce to make
moving about less enjoyable than sitting still — how
man) of them are free from the seductive poker?
Newspaper nun. .is .1 rule, .ire strong adhen
this fascinating (and absorbing) American game.
Not nmrc than four ol 1 1 1 i -- crowd played, and these
only in a very desultory manner. And. speak i

poki r, there is the mellifluous liquid paniment,

without which die highest limit poker game would
be immeasurabh tame. rhese boys drank rerj
little — astonishingly little, even if Host Maddy did
find himsell shy of nine bottles ol refreshments
on the way. Joking aside, the temperate traits and
d conducl gi nerally ol the Gotham newspa-
oys was the sou ice of much gratification to the
mild-mannered press agent (who served a long ap-
prenticeship anion.; ihe untamed newsmen ol the
West) and the subject of undiminished amazement
with tin servants throughout the entire trip

The first run was m; di 1 Grafton, thi nee to
1 icer Park, where the party arrived on Sundaj

morning. It wasal th on the intains

that the real natural buoyanc) ol the mil' spirit

orial asserted itself in tlic regularly app
provincial fashion. Within ten minutes from the

time the special steamed in at the loot ol the hill the

boys were in the swimming pool, disporting them-

mui h like a lot of s, hool lai
stullv , lassroo in. The ride over the mountains in
! oui thi di lightful

stopping place. Pittsburg was the next place vis-
ited, where the Press 1 'lub of the Smol
1 are ol 1 he en >wd until it was n
again. An appetizing luni h, a Stl

iurbs, and a generally convivial time al the
club quarters, made the time pass quicklj in the
tow 11 ruled by the might) McGei

The evening ol the Fourth was spent in Wash-
ington, ["he Washington visit would be incoi
withoul i Winsmore

1 e two t) pii al Ni ■■

newspapei men Few events of import ob

esi aped them. They heard ol an
amusement resort in the national capital, where
each visitor was issued a card of membership into a
select dub oi the place, rhej couldn't miss that.
So they took it in. Thi owship

grew — time slipped by unheeded. They took a

street car foi the City, and with eyes on the hands
of their watches and beating hearts in their bosoms
mentally calculated how they were going to make it
in time. When twenty-two blocks away from the
depot they decided they never could make it riding
in a Washington street car. and s, , slid off and
walked. They arrived in time.

I li.- return to New York and home was made in
the night, arriving earl) ["uesday morning. What
they had seen on thi- trip served as an object lesson
in railroading — a valuable lesson.

Those in thi part) wen John I. Spurgeon,
cit) editoi Mail aitxl I <cpress, New York; Ed-
ward \ . Gormley, business managet Daily Stock-
holder, New York; I. II. Leonard, railroad editor
Mail and Express, New York; Robert I. Wins-
more, financial editor Times, New York: Edw.
Rascovar, New- York News Bureau R. W.
Martin, Financier, New York; 1.. B. Waldron,
Railroad Gazelle, N ■ ■ \

railroad editor New York Commercial; Frank II
Richmond Evening Post, New York; |ohn II.
Brockv 1 Standai d I nion, Ni .-.

York; II. E. Hall, railroad editoi l incinnati Com-
mercial-Tribune; loin) I. Dunn, financial
New York Press; James M. Wakeman,
motive Engineering, New York; Charles II.
Wall Street Journal, New York.

MR. N. W. JOSSELYN, in the "Journal of Finance," who
missed the train and is sorry.

BALTIMORE & OHIO.

I hi- financial writers of this citj made .1 three
days' trip over the Baltimore & I Ihio road List week,
and inok a peep at the improvements made bj thi
■ iv, who, under the 1 ourt's jurisdiction, have
expi tided ovet $9,000,000 in improving the road it-
self, and replenishing the equipment. One finan-
ial « titer saj s

" Ihr Baltimore S Ohio ol to-da) is a revela-
tion. Hundreds of miles of new heavj rail, stoni
ballasted track, brand new freight equipment, new
steel bridges, elimination of curves and an intelli-
gent management are its pn sent 1 liaracteristics.
The large sums ol monej expended in it- repair,
whii h has brought its lines east ..f the < Ihio up to a
very high standard ol 1 tcellence, in tangibly ap-

ides, and five years more of the
methods now employed with regard to imo 1

ling powei ol the system, even in the face
of low rents, must make it oni "I thi
properties in the country. In five years the present
11 Baltimore & 1 Ihio ha it 1

lings b) J : 1 I11 haul 1 in mile

has incn ised enoi mi iusl) I he loaded 1 ars handled
pet day have grown from 7, too to [ 2,000, and the
je train load is no« :ji tons as compared with
-us only a few years ago, I welve thousand
new freight ..,1-., over two hundred of the latest
type locomotives, the building of terminal yards.
notabl) ai Locust Point, Baltimore and Pittsburg,
and the renovation of its passenger equipment have
contributed toward placing the property in iis pres-
ent sound physii .1! 1 ondition."

J. M. WAKEMAIM in "Locomotive Engineering."

BALTIMORE & OHIO BIRTHDAY PARTY

The corner stone of tin Baltimore £ Ohio Rail-
road was laid July 4. i-:-. ["he seventieth anni-
versary of the event was pleasantly celebrated 1 > % .1
part) of newspaper men, who left New York Sat-
urday aftem 1, July 2d, mi a special train. Mr.

I. II. Maddy, general press agent oi tin Baltimore
,\ < ihio. acted as host, a part in which he has, from

eci ime pei fei t. I in- pi ■
the press agent struck awe and envy into the breasts

ol ill.- party, and several of them are now op

thai position, should .my well-conducted railroad

■ 1 1 1 \- desire their sen a 1 s in that cap
Philadelphia, Baltimore, Washington, 1 Irafton, Cum-
berland, I'll! Park and Pittsburg were the points
touched, a pleasant call being made on the Press
Club at Pittsburg.

I hi Pii a Ohio " has a

vide reputation, lun n
tin- idea tti.it 1 he 1 1 niilitn hi- under which tl
turesque features were seer prevented a prop
preciation of the beau This may

at one time have had an element of truth in it. but
turns of money have been expended on im-
provements all along the line, ami the resu

as ridden upon the n iad
in the old ,!.. . 1 ' tened,

IVJ rail- and ballast put in.
until the condition of the permanent way h'
room for 1 ritii

Hundreds of thousands of dollars have been
spent at Cumberland, Martinsburg, Pitl
1 1 id other places. ["he resull
new equipment, b strongei

careful management, is shown in the fact that the
average train load has increased nearly 50 per cent.

in the past two years li mpany have during

that period added to their equipment 1=" locomo-
tives and over 11.000 new ears. ["he reorganiza-
tion committee estimates that the net income for the
year ended June 30th will be $7,975,785.

The writer had the Seal of honor (the Cab) I"'
part of the trip in one of the famous " 1300 '
a type of engine the company is justifiabl) proud of.
the full description of which appeared in tin No

rembei 1 -0'. iss 1 this paper.

Mondaj noon the train crossed a bridge which
een burnt down completely less than twelve
hours before. The gang of bridgemen wen
togethi ' i hi., loadi d three cars with heavy

ran 70 miles, built 10) feet of trestle, and
passed tins train ovei 10 hours and -; minutes after
tin maintenanci of way department were notified of
the destructii in ol tin' bridge.

The part] const ted ol the railroad and financial
editors of the different papers represented, and in-
Harrj l>. Vought, Commercial, \. V.;
1 ■'. II, Richmond, Evening Post, \ Y,; John II.
Brockway, Standard- Union, Brooklyn; 1. B
Waldron, Railroad Gazette, N V: 11 1 Hall,
Commercial Tribune, < incinnati, 0.; John I.
Dunn. Press, V Y.;< has. II. Dow, Wall Slice/
Journal, \". Y.; John J. Spurgeon ami J. II.
d, Mail and Express, \. V.; Edward W.
Stockholder, V Y.: Robert S.
/ imes \ \ 1
York Sews Bureau, N. Y.; R. W. Martin.
Finances, New York., and J. M. Wakeman, Loco-
motive Engineering, V Y.

m

vv 'i

■ i ■

,rMW

p. ■;

The New York News Bureau says on the "Yellow Slips."

BALTIMORE & OHIO'S BRIGHT PROS-
PECTS.

\n interesting trip over the various divisioi
thi Baltimore & <>hi<. Railroad between PI
phia and Pittsburg, iva o the representa

tives of thi pn s of this city, for thi purposi ol
tnonstrating to these writers on railroad and finan-
cial subjects that this vain

me under the management of Receivers
I owi ii and Murray, during the past two years, has
i wonderful change. In traveling
that while the
ditures for improvements bj the recei\ its have been
heavj . the n ■ show tha

justified, and thi Fa ippn iaching

wlu-n the Baltimore S ' ihio will be included in the

now being operated on a pn
basis. With bul i itions the em

: ballasted with a mosl pi
■nl. while thi ■ very nearl)

■ n divisions has been new ly laid

1 tint i. m has been given by the
Receivi

haul pet '"ii [Hi mile, and the increasi i
the ma \\ hire the tons

hauled per freight trait ■ merlj -• 55, il

has im n ased to 340 1 1- due, it is

said, to the improved motive power and physical
condition of the road particularly in the extreme

cut ■• es, w hen the
ers entered upon theit ■
tins important task in the face of low rates and an

iUch a course inji \ other impor-

tant matter is that in ab ul erj practical in

. ii 'lis ili\ isions have been re-
newed, so thai toda landing

ii Ii t hi v are 5U heavy

trains. I he receivers h ivc bought 175 new
engines, sunn- of which are monsters in sj/e, and

■ 11 !■ ', and 1 _.' " » 1 new ca

Some comments from those who were not there:

ON THE BALTIMORE & OHIO.
There was n" necessity for dress-suits
lige shirts were the style on the trip over thi B

i! 1 gii en last week under thi pici

of that road by I. II. Madd; .

A jo ier men left New York

irday in a private car well stocked with "pro-
visions. I : D I 'ark on 1 1

I were baek in New York in time for

the day aftet the 1 Fourth Estate.

NEW YORK EDITORS' EXCURSION.

The financial and railroad editors of the Ni
York newspapers were gui Press Agent

Madd) of the B nd ( Ihio Railroad, July

2. 3. 4 ami s. Mr. Maihly gave them an exi
to Pitl them at the Deer Park

■ irted from New Vor]
Saturday at 1.40 p. m. it nposed

. s iiver the

I irk, < Cumberland,

' -i and "tlu-r interesting points. At Pittsburg

1 from
the Press Club of that citv and entertained at the
club rooms. Upon New Vork the

iaper men returned the compliment to Mr.
bj entertaining him and Mr. II 1". Hall.
railroad ncinnati Commercial- Tri-

bunt -Baltimoi

VERY FAVORABLE.

The reports made b)
of the New York papers, who traveled "\er the
Baltimi rith Pn I ■■ m Madd)

ile. — Pittsburg Post.

SAW THE IMPROVEMENTS.

1 Maddy, of the Baltimore

is showing the financial 1 the New

B imore papei in) im-

provements that have been mail. property

1 it. This is

know ■ •" ■ ".it the

is, in view of the

pending reorganization I he party travels in a

ear. — Cincinnati Enquirer.

BALTIMORE & OHIO.

Reconstruction and Vitalization Administered by the
Receivers.

A very interest competent idea of just

what Receivers Cowen and Murraj Baltimore

. Ohio havi ieen di >ing with thi - 1 ■■

p ded on that property, both in its ph
improvement and replenishment ol new equipment

they entered upon their duties nearly two
ago, wa d the financia writers

of the metro

thai system, which ended yesterday. To say that
the Baltimore &'< ihio has undergone a most thorough
change which is forcibly reflected in the elaborate
improvements thai crowd themselves upon the trav-
eler at almo ery branch

ifaio River, would be putting it mildly, for the
propert] in realit) has im-out,

and almost exhausted condition, and b)
of the reconstruction and vitalization administi

its enterprising receivers, il i par - favorably with

all "l the tnmk lines, and, in many respects, excels
many of them in point of roadbed, equipment and
results ir< im genet al managi menl

The Baltimore & < Ihio ol to daj is i n relation.
Hundreds of miles ol new heavj rail, stone-ballasted
track, brand new freighl equipment, new
bridges, elimination ol curves and an intel
management air it- present characteristics. The
ims of money expended in its repair, which
lias brought its lines east ol the Ohio up to a re j
high standard of excellence are tangibly apparent on
all sides, and five years more "I the methods now

i ed with regard ti i increasing the earning | » iw • <
of the system, even in th< Face of low rates, must
make it one of the In-t railroad prop* es in the
country. In five years the present man.
the Baltimore & Ohio has increased its earnings by
The haul per ton mile lias increased
enormously, the loaded ears handled per day have
grown from 7,50010 12,000, ami the averagi

load is nOW (23 tons as compared with 22s tons

only a few years ago. Twelve thousand new freighl

over zoo of the latest type locomotivi

building of terminal yards, notablj il I 1 Point,

Baltimore and Pittsburg, and the renovation of its
passenger equipment have contributed
ing the property in its present sound physical con-
dition. — Buffalo Commercial.

A DETROIT VIEW.

The financial writers ol New York have been
given a three days' trip ovet the Baltimore & Ohio in
order to show the investing public whal the n

have 'been doing. Hen 1 f whal the New

York Mail and Exprt m says about the road: To
say that thc_l 8 Ohio has under;

which is forcibl) reflected in the
ite improvements thai crowd themselves upon
pi niit along everj 1
'In ' ihio river, would be putting it mildly.
ilitj has emerged from a worn-
out, jaded and almost exhausted ■

ition admin-
bj its enterpri
favorably with all the trunk lines, and, in many
respei ts, >l them in poinl ol roa

equipment and results from general management.

I he Baltimore .v < Ihio ol to-day is a revi 1 il
Hundreds ol miles ol new heavy rail, stoni
track, brand new freighl equipment, nev.

>, elimination ol curves and an intelligent
management are its present characteristics. The
urns of money expended in its repair, which
has brought its lines ea-i oi the 1 Ihio up to
high standard ol • tangiblj appi

on all sides, and fit ods now

employed with regard to increasing the earning
powei ol the system, even in the face of low
must make it one of the best railroad properties in
the 1 ountry. In In years 1 he present management
of the Baltimore ^v Ohio has

by $5,i » k 1, 1 he haul per ton mile has increased

enormously, the loaded cars handled per day have
grown from 7,500 to 12,'hki, and the .1
load is now 323 tons as compared with 22s tons
only a few \ ears ago.

Twelve thousand new freight cars, ovet - 1

the latest type locomotives, the building of terminal
yards, notabl} .1' 1 01 usl Point, Baltimore and Pitts-
burg, and the renovation of il erequipment
have contributed toward placing the property in its
sound pin si,al condition. — Detroit Free
Press.

RECEIVING HIGH PRAISE.

The administration of Messrs. ( Owen and Mur-
ray, the receivers of the vitalized Baltimore & 1 ihio
d, is receiving high praise from those who
I in the recent three days' run over the
system. The fine things the newspapet
will surely compi the lavish hospitality

shown the guests of the company. — Boston Her-
ald.

TONS CARRIED PER TRAIN MILE.

This is what i- referred to, where the editors have written of the increase in train load. Thi
men) -hows the tons carried per train mile on the II. & < I. system for eight months of I

JULY
1897

AUGUST
1897

SEPT.
1897

OCTOBER
1897

NOVEMBER
1897

DECEMBER
1897

18

18

AVERAGE
FOR

] MONTHS

MAIN STEM AND BRANCHES

PHILADELPHIA

PARKERSBURG

PITTSBURG-

W. P. & B.

CENT. OHIO

LAKE ERIE

STRAITSVILLE -

CHICAGO

MIDLAND ....

AKRON

TOTAL SYSTEM -.

374.22
270.35
212.75
465.13
161.55
283.74
232.27
133.36
331.71
390.41
305.05

398.31
289.03
201.31
553.93
173.29
332.71
220.82
68.59
305.44
410.80
321.90

380.2
330.1
218.0
574.5
185.1
262.6
319.4
186.9
355.6
214.1
382.1

371-73
253.50
184.63
466.26
210.36
259.61
238.63
225.83
303.91
214.87
318.00

348.26
277.58
173.84
390.14
226.72
264.05
238.11
213.43
306.18
205.82
324.94

370.74
279.20
214.15
351.63
168.82
271.82
239.18
213.61
333.13
195.95
284.43

310.71
308.85
151.00
297.90
150.43
237.41
207.79
185.19