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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 "
Youngstown "
Youngstown Jet. "
J. A. Dale
E. II. Dennlson
Zanesvllle Ohio
Zartman's .
Zedlker .
Chicago
Pitts.
Pitt:
Chicago
Midlani
Phila.
Phila.
P & W
A'allev
P& AV
Balto.
Phila.
300
25
150
200
FT
I I
F T
FTC
Balto.
Balto.
TC
FT
J. H. Lee. Depot
J. G. England. . .
A. C. Richards
T C
TC
F
Chicago
C O
C O
c o
c o
150
TOO
30.000
30,000
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.
sp^m®'®i&s®iS)xe>xs)'t®m
I
I
I
i
I
I
1
1
Solid Trains I
I to all points I
! WEST 1
x<cs^®;®^:<®.^^;v®M©.^<a;x
Picturesque
B.&O.
THROUGH THE
Valley of the Virginias
ALONG THE
Historic Potomac
OVER THE
Crest of the Alleghanies
TEN DAYS
STOP-OVER AT WASHINGTON
Allowed on all Through
Tickets East and West via
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STOP OVER
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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 ('
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S 1 n
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JIlliAi 1,
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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.
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III.
t.
11H, 12.
4 lln.l.
,1.™.
B i.
■ omwell.
M .i I lemlng
i w. Schooia}
FT
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F 1
F T
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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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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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10 11 12 13 14 15 16
17 18 19 20 21 22 23
24 25 26 27 28 29 30
dULiY.
■•■•■••■ 1 2
456789
11 12 13 14 15 16
18 19 20 21 22 23
25 26 27 28 29 30
OCTOBER.
345678
10 11 12 13 14 15
17 18 19 20 21 22
23 24 25 26 27 28 29
30
3i
FEBRUARY.
s |m t Iwl t I f I s
12345
6 78 g 10 11 12
13 1415 16 17 18 19
20 21 22 23 24 25 26
27 28
MAY.
1234567
8 9 10 11 12 13 14
15 16 17 18 19 20 21
22 23 24 25 26 27 28
29 30 31 .... .
AUGUST.
.... 123456
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
NOVEMBER.
12345
6 7 8 9 10 1 1 12
13 14 15 16 17 18 19
20 21 22 23 24 25 26
27 28 29 30
MARCH.
S M T !W T F
12345
6 7 8 9 10 11 12
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20 21 22 23 24 25 26
27 28 29 30 31 ........
JUNE.
1234
5 6 7 8 9 10 11
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19 20 21 22 23 24 25
26 27 28 29 30
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 RO 
