>/

PITTSBURGH

CIST STEEL SPRIE WORKS.

A. FRENCH & CO.,

MANUFACTURERS OF

EXTRA TEMPERED, LIGHT ELLIPTIC

Cast Steel Springs,

FOE * ^

RAILROAD GARS AND LOCOMOTIVES,

From Best Oast Steel.

OFFICE AND WORKS,

Cor. of Liberty and Twenty-first Ste.,

PITTSBURGH, PA.

NEW TOE.K

BELTING AND PACKING Co.,

The Oldest and Largest Manufacturers in the United States of

IN EVERY FORM,

ADAPTED TO MECHANICAL PURPOSES,

COMPRISING^

MACHINE BELTING with smooth metallic rubber surface: STEAM PACKING in every form and variety: LEADING AND SUCTION HOSE of any size or strength: PATENT "SMOOTH BORE" RUBBER SUCTION HOSE:

This extra quality of Hose is made expressly for Steam Fire Engine use, and will stand a pressure of 400 Ibs. per square inch.

ANTISEPTIC LINEN HOSE, a cheap and durable Hose for Mill and Fac- tory purposes.

ANTISEPTIC RUBBER-LINED LINEN HOSE, the lightest Hose manufactured for Hand or Steam Fire Engines. Will stand a pressure of 300 Ibs. per square inch.

CAR SPRINGS of a superior quality, and of all the various sizes used.

SOLID EMERY VULCANITE WHEELS, for grinding and polishing metals— the ORIGINAL Solid Emery Wheel, of which all other kinds are imi- tations and greatly inferior.

Warehouse, 37 and 38 Park Row, New York.

JOHN H. CHEEVER, Treas.

Price libts and other information may be obtained by mail, or other- wise, on application.

IRON MERCHANTS

—A N r>—

MANUFACTURERS,

40 and 42 DEARBORN STREET, *"".*'• ) i^l^rs. CHICAGO.

The Taylor Iron Works

MANUFACTURERS OF

Chilled ! Steel Tired Wheels

For Locomotive, Passenger and Freight Car Service.

E |I liUUJ. JJiUVlJNu,

.^HlTHIIW AN IHB iVI.W

f^^e/wZ

MADE OF THE

SEST STOCK

MANNER.!

^PVi *

LOCO. DRIVING, "^ x

ITEBIEE ui tu IB. "dW1IEras

PATENT

LEWIS H.TAYLOR PRES- S.P.RABER, JAS. H.WALKER

SUPT SEC'Y & TREAS,

NEW YORK O/WCr 93 LIBERTr ST.

EDGE MOOR IRON CO.

rks at Edge Moor, on Delaware River, Post Office, Wilmington, Delaware, New York Office, 79 Liberty St.

MANI7PACTURE ALL KINDS OP

IROJT WORK

FOR

BRIDGES, ROOF TRUSSES AND BUILDINGS

HYDRAULIC -FORGED EYE BARS,

HYDRAULIC FORGINGS and HYDRAULIC RIYETED WORK.

Specifications from Railroad Companies, Engineers and Contractors solicited, upon which estimates will be promptly furnished.

WILLUJI SELLERS, President.

ELI GARRKTT, See'y and Treag'r

GKORGE H. SELLERS, Gen'l Snp't.

To the Mountains, To the Country, To the Centennial, To the Seaside, By Railroad

or Steamboat,

By Stage Coach

or Carriage, On Horseback

or on Foot, On Business

or on Pleasure,

Before you start, secure protection against I he accidents of travel by a Yearly General Accident Policy in the

Life and Occident Insurance (Jo., of Hartford, Conn.

THE OLDEST IN AMERICA, AND LARGEST IN THE \* ORL.D.

THE TRAVELERS has paid over &3,OOO claims for death or injury by accident, amount-

ing to

JAS. G. BATTERSON, Pres't.

RODNEY DENNIS, Sec'y.

Agents everywhere, who will write Policies without delay. No medical examination required.

MIDVALE STEEL WORKS.

Works and Office, NICETOWX, PHILADELPHIA, PA.

MANUFACTURERS OF

CRUCIBLE AND OPEN HEARTH STEEL,

STEEL LOCOMOTIVE TIRES, STEEL AXLE* OF EVERY DESCRIPTION.

STEEL FORCINGS UP TO 8,000 IBS. IN WEIGHT.

Solid Steel Castings, Hammer Dies, Frogs, Crossings, etc.

BEST TOOL, MACHINERY and SPRING STEELS.

WM. SELLERS, CHAS. A. BRINLEY, MARRIOTT C. SMYTH,

President. Superintendent. Sec. and Treas.

R. T. WILSON & CO.,

Bnwm AMI Pill lUmMo Alllll Lui

2 EXCHANGE COURT, NEW YORK.

Liberal Cash Advances made on Consignments of Cotton and Tobacco to our address, also to our frisnds in Liverpool and London.

GOVERNMENT SECURITIES, GOLD, STOCKS AND BONDS

Bought and Sold on Commission. SPECIAL ATTENTION GIVEN TO RAILWAY SECURITIES AND LOANS.

Accounts Received and Interest Allowed on Balances,

WHICH MAY BE CHECKED FOR AT SIGHT.

RAILBOAD

Security and Indemnity famished

for Stock and Bondholders.

All Railroad property and Risks, as common carriers

and warehousemen, Insured against Loss by

FIRE on the only plan that gives absolute

indemnity at a minimum cost.

One or more Policies issued at this office to cover the property of any Road in the United States.

SJTTERLEE, BOSTWICK & MARTIN,

171 Broadway, New York.

JERSEY CITY STEEL WORKS

JAS. R. THOMPSON & CO.,

MANUFACTURERS OP

CAST STEEL

OF ALL DESCRIPTIONS,

WARREN ST., JERSEY CITY, N. J.

TOOL, DRILL, FROG PLATES and POINTS, CUTLERY, RAKE, AXE,

HOE, MACHINERY, SPRING, IV AGON AXLE, TIRE, SWORD,

BAYONET, RIFLE AND PISTOL, MADE TO ORDER.

Jas, R, Thompson, H, Dickinson. B, Illingworth. J. H, Gautier,

le veland Ro llin

m

MANUFACTURERS OF

Bessemer Steel and Iron Rails

AND FASTENINGS.

BOILER PLATE, TIRE, AXLES

AMD OTHER FORCINGS

Of Siemans-Martin and Bessemer Steel, and of Iron.

GALVANIZED and BLACK SHEET IRON,

CORRUGATED ROOFING AND SIDING,

SPRING STEEL AND WIRE OF ALL KINDS,

Agents for the sale STEEL SCREWS of all Sizes.

A. B. STONE, President,

TsTo. 2O Nassau. Street, !N~ew York,

H. CHISHOLM, E. S. PAGE, S. 0. BALDWIN,

Vice-Pres't and Gen'l Sup't, Secretary, Treas. and Gen'l Ag't,

, O.

BAY-STATE IRON-WORKS, SOUTH BOSTON, MASS.

JOHN H. RKED & CO,

IRON

AND AGENTS FOR

BAY-STATE IRON COMPANY,

No. 2, Pemberton Square, Boston, Mass.

MANUFACTURERS OF AND DEALERS IN

For Locomotives, Marine and Stationery Boilers and Fire Boxes.

Ml Plates are annealed before leaving the Works, and guaranteed sound and equal to any manufactured.

EAILEOAD, PLATE, SHEET, TANK AND PIG IRON.

Wrought-lron Girder and Deck Beams; Channel, Angle, and Tee Iron; Best Lap-welded Iron Boiler Tubes; Boiler, Safe, Tank, and Small Rivets,

HEA3

BAY-STATE IRON CO.'S PORT HENRY FURNACIO.

LOWTHORP & HENDERSON,

ETOEEHS and BtntDERS

OF

m

Of Wrought Iron or Combination of Wrought and Cast.

78 EAST STATE STREET,,

TtfcEIVTOIV, TV. J.

P. C. LOWTHORP, C. E. J. J. HENDERSON.

EDWARD PAGE & CO..

RAILROAD SUPPLIES,

AND IMPORTERS OF

SWEDISH and NORWAY IRON.

NEW YORK: 22 William Street BOSTON: 17 Batterymarch Street -

JOHN S. KENNEDY.

HENRY M. BAKER,

JOHN S. BARNES.

J. S. KENNEDY & CO.,

41 €EDAR

New TTork,

-AND-

RAILWAY BONDS BOUGHT AND SOLD.

LOANS NEGOTIATED.

AGENTS OF THE

Cambria Iron Company

FOR THE SALE OF

IRON and STEEL RAILS,

•

Manufactured at Johnstown, Pa.

All Railway Equipment supplied, and general Rail- way business undertaken.

LAKE ERIE IRON CO.,

CLEVELAND, OHIO,

MANUFACTURERS OF

FORGIHGS OF ALL KIHDS,

FOR

Eailroadsj Machine Shops and Steamboat Work..

Fagoted Car, Truck, Tender and Locomotive Axles,

Cranlz Pins, Slide Bars, Piston and Connecting

Hods, Cross Heads, Locomotive Frames,

Shafting, etc., etc.

ALL SIZES OF ROLLED IRON,

FLAT, BOUND, SQUABS AND HEXAGON,

Manufactured from Hammered Blooms, for Eailroads, Machine Shops, and Agricultural Purposes,

WQ>

STAY BOLT IROIV,

BltlDGKE BOLTS, etc.

Office, No. 91 ST. CLAIR STREET, CLEVELAND, O.

10

70 & 71 WEST ST.,

WM. BORDEN, L. N. LOVELL.

NAILS. BANDS, HOOPS AND RODS.

CUMBERLAND GOALS.

FALL RIVER LINE STEAMERS.

The B. M. Co.'s "Pitt" Coal, from their Shaft in the heart of the George's Creek Valley, Maryland, by its richness and purity has been found especially desirable for Locomotive and Steamer use, for either of which it is unequalled by any Coal in the United States, whether offered under the name of "Cumberland Coal" or 1 George's Creek Coal."

11

NAYLOR & CO.,

90 JOHIV

6 OLIVER STEEET, 208 SOUTH FOURTH STREET,

BOSTON. PHILADELPHIA.

STEEL TIRES,

Cast Steel Frogs and Crossings,

CAST STEEL PISTON RODS,

SPRING STEEL (Cast and German),

All kinds of Steel for Kailroad Purposes,

RAILROAD IRON,

Tin ud f gnu Plates, Capper, Lead, Tin,

Etc., Etc.

SWEDISH and NORWAY IRON

11135^

•f^i^~-_

MANUFACTURERS OF

STEEL A.STD IRON RAILS,

Steel Frogs and Crossings.

Capacity of Works, 7O,OOO tons Steel and Iron Rails per Annum.

A. B. MEEKER * CO.,

Sol© _A_ge:n.ts7 93 Dearborn St., CHICAGO, ILL.

13

COAL/IRON MERCHANT

[ROOM so TRINITY BUILDING]

/^}&j%7 /? Cj2 /*'Y/^ ^

ANTI FRICTION METALS

We aZso inuke Tin Solders, Ingot tirass, Brass Castings, best quality Car Bearings, and have for sale Copper, Tin, Spelter, Lead, Antimony, Old .^Tctals, fyc., fyc.

KSTABLISHE1) 184(3.

RIEHLE BROS., Proprietors,

Office and Works, NINTH STREET, above Master, )

Warerooms, 152 So. FOURTH ST., above Chestnut, } ' '

E5

U .. c

1 fe

3D

h DC W ffl

(-H J

CO 0>

^ CO

(fl 2

H S

2 ! 5 ^

r sr

D ^

c^

H

a w PI

H

NEW IMPROVED PATENT SELF ADJUSTING

RAILROAD TRACK SCALES,

With Patented 3)oubte JBeam and Won- Shifting Balance Sail.

PATENTED WAKEHOUSE (Ext^a Heavy), EOLLING MILL (New Style), GBAIff ELEVATOR, COAL, HAY AND CATTLE

SOLE MAKERS OP THE

UCELFBRATED" FUENACE CHARGING SCALE (with Independent Beams;) all varieties of PORTABLE PLATFORM SCALES; COMPOUND- PARALLEL CR&NE BEAMS;

EXTRA WE^GHMASTERS' BEAMS AND FRAMES. TESTING MACHINES (of any capacity and any straining powers) ; STEAM STRAW ROPE

TWISTERS; SAND SIFTERS; FOOT MORTISING MACHINES.

X..J3.--~Our SCALES are HEAVIER than ordinary, and guaranteed to be correct and Orders by Mail receive prompt attention. ^ Send for "List."

TESTING DEPARTMENT OF THE PHILADELPHIA S[ALE AND TESTING MACHINE WORKS.

We are; prepared to make tests of all kinds of material by Tensile, Transverse, Crushing or Tors4onal Strains, and will furnish, upon application, a card showing the necessary sizes and shapes of specimens. .Tests. made daily, reports kept confidential, charges moderate.

17

The Springfield Iron Co.,

SPRIHGHELD,

ILLINOIS,

of best quality, from 30 to 70 Ib. per yard, for Broad or Narrow Gauge Railroads.

The Piles for all Rails made by this Company are heated in the Siemens Gas Furnace, thus insuring an even heat and a good weld.

CARS for TWO HORSES,

COMBINING ALL VALUABLE INVENTIONS,

Elegant Style, Light and Durable, Full Size and Reduced Weight,

CARS FOR ONE: HORSE,

With or without Platforms, or to swing on Trucks, every style and Variety of Construction,

This Establishment commenced building Street Cars in 1831 and is famed for Superior Elegance of Work > an ship and Substantial Practical Results.

JOHN STEPHENSON & CO.,

47 East Twenty-seventh Street,

NEW YORK.

18

fl

Published Every Friday, at 73 Broadway, New York, U. S. A.

.Subscription $4.00 j?er year. Postage, in the United Slates and Canada, 20 cents per year ; to Great Britain, France and Germany, $1.04|)«- year. Payable in advance.

THE RAILROAD GAZETTE HAS A GREATER CIRCULATION THAN THAT OF ALL, THE OTHER RAILROAD PAPERS IN THIS COUNTRY COM- BINED ; IT IS THEREFORE THE BEST ADVERTISING MEDIUM FOR REACHING RAILROAD OFFICERS.

This journal embraces in its field all that relates to railroads, including their construction, equipment, engineering features, operation and finances. All well tested and approved inventions and improvements in railroad machinery and novel features in engineering work are illustrated and described in these pages, and special prominence and care are given to the progress of the railroad system of the country, giving information which for fullness, accuracy and impartiality, is not approached by any other railroad journal. This information is prepared by experts who have made a study, each in their several departments, of railroad business, and who are for the mo&t part practical railroad men.

KAILBOAD GAZETTE PUBLICATIONS. A Complete Record of Four Tears of Railroad Business.

Volumes r.f the Railroad Gazette, for the years 1872, '73, '74 and '75 (one volume to each year), hand- somely bound in cloth, with leather backs and corners, can be had at the Railroad Gazette office. These volumes are thoroughly indexed, the index being classified and arranged in alphabetical order, so that aH the news published concerning each railroad company and all topics treated of during these years may be found without delay. The volumes form a complete and reliable history of the changes' and notable events of every railroad company in this country, a record of improvements in railroad machin- ery and rolling stock illustrated by accurate engravings, and the most valuable papers on engineering aunjects and topics relating to the science of railroad transportation which have ever appeared in print. Price $6 per volume, or $4 for unbound files of each year.

The Catechism of the Locomotive,

BY M. N. FORNEY, MECHANICAL ENGINEER,

is an elementary treatise on the Locomotive, written in the form of question and answer. The book contains 609 pages and 250 engravings, including 16 full page plates of different styles of locomotives Price, $2.50.

Headmaster's Assistant and Section Masters Guide,

BY WM. S. HUNTING TON,

ia the most complete and compact hand-book ever published (>n this subject. It contains the results of more than 25 years' experience as roadmaster ; is written in a clear and attractive style ; gives minute directions for laying, repairing and ballasting track, building cattle-guards, culverts, turn-outs, etc., and discusses all parts of the road and section master's work, pointing out both the right and the wrong methods. Price $1.

RAILROAD GAZETTE PAMPHLETS.

Cost of Railroad Transportation, Railroad Accounts, and Gov« mm< ntu 1

Regulation of Railroad TarFffH, by ALBERV FINK, late General Commissioner, Southern Rail- road and Steamship Association. Price, 50 cents.

Concerning the Cost of Transportation on Railroads, by L. P. MOREHOUSE, C. E. Price. 25 cents.

The "Wear of Rail* as Affect, d by their Quality, by FRED. J. SLADE. Price, 25 cents

American Railway Master Mechanics' Association, the first five and the Eighth Annual Reports. Price, $1.75 each.

Master Car Builders1- Associat ion, Ninth Annual Report. Price, 75 cents.

The Railroad Problem, by CHARLES FRANCIS ADAMS, Jr. Price, 15 cents.

English versus American Bridges. Price, 25 cents.

The Vervugas Viaduct, with engraving. Price, 40 cents.

19

ALBERT H. UICOLAY & CO.,

STOCK AUCTIONEERS AND BROKERS

No. 43 Pine St.,, New York.

'•J REGULAR AUCTION SALES

— OF —

EVERY MONDAY AND THURSDAY.

Special Sales made on all other Days, UPON ONE DAY'S NOTICE, when Required, Our Established Custom 24 Years.

iLW Stocks and Bonds bought and sold at the New York Stock Exchange and at private sale, on commission.

fcgp Securities not dealt in at the Stock Board a specialty with this house for many years .

2Cfp First class Municipal Bonds, Railroad Bonds, and other Incorporated Loans negotiated on liberal terms.

First class Mining Stocks receive Special Attention.

H. A- & H. W. POOR,

6S Broadway.

NEW YORK.

(TWENTY-FIFTH ANNUAL VOLUME.

The Banker's Almanac and Register

For 1876

Contains Full and Carefully Corrected LISTS of

The National Banks, State Banks and Private Bankers of every city and town in the UNITED STATES and Territories ; the President, Cashier and Capital of each bank, and the New York Correspondents of all.

The Banks and Bankers of CANADA and the BRITISH PROVINCES.

The Banks and Bankers of the principal cities and towns of EUROPE and other countries ; compiled in London, by Mr. FREDERICK MARTIN, expressly for this volume.

The Savings Banks of New England, New York, New Jersey, California, etc.

The Directors of the National Banks and State Banks of New York City.

The Stock-brokers and Gold-brokers of New York City.

The Clearing House Associations of the United States— their locations and officers.

The Trust Companies and Safe Deposit Companies of the United States.

National Banks in Liquidation ; Capital and outstanding Circulation of each.

Insolvent National Banks ; Date of Insolvency, Capital, Indebtedness and Dividends paid.

The Interest Laws of all the States and Territories, with Laws of Grace on sight bills.

Also, STATISTICS of

The Loans of the United States ; detailed description of each and summary of all. The United States Treasury, its Receipts and Expenditures, six years. The Public Debt. Prices of United States Securities, fourteen years ; fluctuations each month, 1862 — 1875. Fluctuations of the leading Railroad and other Stocks and Bonds, at the New York Stock

Exchange, each month, 1875. The Premhm on. Gold at New York, highest and lowest in each month, 1862 to 1868 ;

each day, 1869 — 1875

The production of Cold throughout the world, by countries, each year, 1849 to l%74- Mercantile Failures h\ the United States ; number and amount each year, 1869 to 1875 The Railroads of the United States ; Mileage, Cost, Receipts, Expenses and Dividends.

A CHRONOLOGICAL TABLE,

Showing the Dates of Important Events affecting the Financial and Commercial World,

from the year 1775. Also, Engraved Views of New Bank Buildings in New York and other cities.

PUBLISH ID BY I. S. HOMANS, 251 Broadway, New York.

PRICE THREE DOLLARS.

The CARDS of Banks and Bankers are inserted in the BANKER'S ALMANAC AND REGISTER at twenty-fve dollars per quarter page, and in the BANKER'S MAGAZINE at thirty ie liars per year.

Letters should be addressed to P. 0. Box 4574, New York.

SCRAITTOIT,

MANUFACTURERS OF

Bessemer Steel Rails

AND

RAILROAD ZRO1T

OF BEST QUALITY.

Office in NEW YORK CITY,

52 WALL STREET, EOOM 3,

WILLIAM A. STAGG,

Commission Merchan

68 BROADWAY,

NEW

22

PATEltfT GONE DISK STO1TE.

Remodelled and srrrntlv improved 1870. including Cliil

Anti-Clinker Grate and Locks on the Doors.

I CLAIM for thiR Stove Safe!*, Economy. Durability, Simplicity, Cleanliness and Beauty of Design.

In the use of several thousandg of this superior Stove they have proved U> be the only Stove ever made (hut thoroughly toarmt the car floor. The new combination of fire pot, cone radiator, mid broad radiating disks pi events the heat Irnm first rising to the upper part of the oar. but radiates, deflects and throws the heat downward, making the car comfortably warm, espe.cially for the feet, instead of the floor cold and the heat overhead, as with other stoves used for car Warming.

I claim for it the following :

1st. It is perfectly safe, being well secur- ed against accidental fires by being bolted down to the floor and ha ring locks on the doors, so that in cane a car should tie overturned, fire could not get out of the stove. The gvurd-iail which sup- ports the feet when wanning them also serves as a fender, preventing the clothing from coming in contact with the stove.

2d. Theie is no hearth for dirt, filth and tobacco spittle to accumulate on, which en- sures cleanliness around the stove.

3d. This stove keeps the fire through the geason, and although adapted for coal, yet wood can be burned in it equally well.

It will be highly appreciated by all in want of a superior heater for Factories, Stores, Offices, RAiLRoADCAHsand STATION HOUSES, School Rooms, Workshops, etc. , and hn8 especi- ally proved itself to be the m"Bt successful plan yet devised for warming RAILROAD CAKS.

Bolts are not used except for Railway Cars and Steamboats

The following are among the many testi- monials from Hailroad Managers in favor of this stove :

BOSTON A- ALBANY RAILROAD (Boston Div.'i. Car Shop Offu e, Allston, Mass., April, '76, \V. K. CHAMBERLAIN, Master Car Builder. GARDNER CHILSON,

l}ear Sir : — We have now a large number i f your Cone Disk stoves in use. foi warm- ing Passenger Cars and Stations, some of them lor quite a number of years. We hav;1 ad the very best success with these stoves, giving perfect satisfaction in every way. They are substantially ma<le and require less repairs than any other stove in use that I am acquainted with. 1 can cheerfully recom- mend it as the bast stove now in use for Railroad service Yours truly.

VV. K. CHAMBERLAIN.

BOSTON AND PHOVIDKNCK RAILROAD CORPORATION, 1 OARDNKR CIIII.BON, Esq. Superintendent's Office, Boston. April. 1876. f

Dear Sir : We have about three hundred of your Patent " Cone " Di»k Stoves in use (a part of them lor nearly six years) for warming I'm^en^er <'arn and Stations. 1 can truly say that they have given entire satisfaction. These Stoves possess many im- portant advantages over any other wt> have ever used, viz., for warming]; the floor and displacing the air in the lower part of the car, whereby they are rendered nittrh more comfortable, especially for the feet, than by any other plan known to us. Tl'e Stove i* mote economical in consumption of fuel, more substantial ill construction, mid consequently requiring less it-pairs than any other in use, and «» securely constructed as to prevent fire from getting out ot the Stove even should the car be overturned. I cheerfully give my testimony in favor ol this Stove, and commend it to all Railroad Managers.

Yours, etc.,

A. A. FOLSOM. Superintendent.

Numerous other testimonials, received from Railroads and otbor persons be seen at office.

iving these Stoves in use in Halls, Stores, etc., may

Warerooms, Nos. 99 and 101 Blackstone Street, Boston.

MIAIVS FIELD,

GARDNER CHILSON.

23

MORTOK, BLISS & CO.

BANKERS,

No. 3 Broad Street, New York.

Issue Circular Notes and Letters of Credit for Travelers.

AUo, COMMERCIAL OEIDITS AV4II ABIE IN ALL PAETS OF THE WOELD.

NEGOTIATE FIRST CLASS RAILW CITY AND STATE LOANS,

Make Telegraphic Transfers of Money, and Draw Exchange on

MORTON, ROSE & CO., London; HOTTINGUER & CO., Paris ; HOPE & CO., Amsterdam.

KXE N. ROBINSOX. S. H. DUNAN

EUGENE N. ROBINSON & CO.,

BANKERS AND BROKERS,

No. 31 Broad Street,

Post Office Box 909. NEW YORK.

Orders executed for the Purchase and Sale, on mar- gin or for cash, of Gold and all Securities dealt in at the New York Stock Exchange.

The NEGOTIATION AND SALE OF BONDS AND STOCKS of

State, Municipal, Railroad, Steamboat, Gas, Coal, and other Corporations, and the Collection of Dividends, Interest, etc.

INTEREST ALLOWED ON DEPOSITS SUBJECT TO DRAFT.

24

Black Diamond Steel Works,

PITTSBURGH.

PARK BROTHER & GO.

Manufacturers of all Descriptions of

STEEL.

CRUCIBLE HOMOGENEOUS, BOILER and FIRE BOX PLATE,

Oast Spring, Fine Teel, Axles and Frog Steel, far

NEW YORK, ] ( CHICAGO,

BOSTON, \ ; ' ''' ' " ' : ^ ^ : ( CINCINNA TI.

DREXEL & CO.,

BANKERS,

34 South 3d St., PHILADELPHIA.

DREXEL, MORGAN & CO., DREXEL, HARJES &. CO.,

Cor. Broad and Wall Sts., NEW YOUK. 31 Boulevard Haussmann, PAKIS,

ISSUE

COMMERCIAL AND TRAVELERS' LETTERS OF CREDIT

And Hill of E.ccfiange on all parts of Europe,

Hegotiate State, Municipal and Railroad Securities,

BUY AND SELL GOVERNMENT BONDS, STOCKS AND GOLD.

TRANS \CT A GENERAL BANKING BUSINESS.

y * vv v*r TV*

££*>-.S J>Lks*a»»

isrerr

.

a

II.W. l»oou.

SliE.C-

C.

Entered according to Act of Congress, in the year 1876, by

H. Y. & H. W. POOR, in the Office of the Librarian of Congress at Washington.

Baldwin Locomotive Works.

BURNHAM, PARRY, WILLIAMS & CO.

MANUFACTURERS OF

ffl

If

OF EVERY DESCRIPTION.

K-cee'ally adapted to every variety of service, and to the economical use of Y?ooa. Bituminous and Anthracite Coke as Fuel.

NARROW GAUGE LOCOMOTIVES, MINE LOCOMOTIVES,

CONTRACTORS' LOCOMOTIVES. LOCOMOTIVES

For Iron f\irnaces. Rolling Mills, etc.

STEAM STREET CARS AND LOCOMOTIVES

For Street Railways.

Descriptive Circulars, Catalogues, etc., of Special Patterns of Locomotives, sent on Implication.

All work accurately fitted to gauges, and thoroughly interchangeable. Plan, Materials, Workmanship, Finish and Efficiency fully guaranteed.

GEO. BURNHAM, WM. P. HENSZEY, j

CHAS. T. PAKKY, EDW. LONGSTRETH, |-

EDW. H. WILLIAMS, JOHN H. CONVERSE. ) PHILADELPHIA

WM. SELLERS & CO.,

MANUFACTURERS OF

f

Economical, Convenient and Easy Working

MACHINE TOOLS,

*

RAILWAY SHOP EQUIPMENTS,

Turn-tables, Pivot Bridges, etc, SHAFTING,

GIFFARD INJECTOR,

•

BOILER FEEDERS.

NEW IMPROVEMENTS, SIMPLE, EFFECTIVE.

Branch Office, 79 LIBERTY STREET, NEW YORK.

GENERAL INDEX.

PAGE.

Addison County (C, V.) 676

Adirondack 126

Adrian and Detroit 406

Adrian and State Line 409

Alabama Central 625

Alabama, Debt of 885

Alabama and Chattanooga, 621

Alabama and Florida (M. and M.) 375

Alabama and Georgia 622

Alabama and Miss. Rivera (S. and M.). . . 625 Alabama and Tenn. Rivers (S. R. & D.). . 479

Albany (Horse) 845

Albany, Sand Lake and Stephentown. . . 131 Albany and Susq. (D. and H. C.) . . . 145, 147 Albany and Vermont (R. & S., D. & H.). 127 Albany and West Stockbridge (B. & A.) 30

Albia, Knoxville and Des Moinea 284

Alexandria Branch (B. and 0.) 347

Alexandria and Fredericksburg 700

Alexandria, London and Hampshire 344

Allegheny Valley 753

Allentown (P. & R.) 176

PAGE,

Atlanta and "West Point 333

Atlantic Avenue (Horse) 845

Atlantic and Great Western 127

Atlantic and Gulf 309

Atlantic and Lake Erie 788

Atlantic, Mississippi and Ohio. . 709

Atlantic and North Carolina 530

Atlantic and Ontario 132

Atlantic and Pacific 829

Atlantic and St. Lawrence (G. T.) 114

Atlantic and Southeastern 791

Atlantic, Tennessee and Ohio 533

Attica and Arcade 146

Attleborough Branch 35. 44

Auburn and Deposit 146

Auburn and Homer Midland 146

Auburn and Owasco Lake (Horse) 845

Augusta and Savannah 19

Avon, Geneseo and Mount Morris 584

Babylon (L. I.) Horse 845

Bachman Valley-. . 713

•Allentown (Horse) 847 Bainbridge, Cuthbert and Columbus 609

American Central (C. B. & Q.) 284 | Bald Eagle Valley , 502

American Fork 767

Amsterdam (Horse) S45

Anderson, Lebanon and St. Louis 779

Androscoggin (M. C.) 115, 296

Androscoggin and Kennebec (M. C.). .... 115

Annapolis arid Elk Ridge 556

Arkansas, Debt of 886

Arkansas Central 245

Arkansas Valley (K. P.) 420

Arlington (Horse) 844

Ashburnham. . 36

Baltimore and Drum Point 202

Baltimore and Ohio 347

Baltimore and Potomac 424

Baltimore, Philadelphia and New York. . 716 Bait., Pitts, and Chicago (B. & 0.). . ..195, 348

Baltimore Short Line 766

Bangorand Piscataquis (E. & N. A.) 399

Barclay 712

Barren County (Glasgow Br.) 79

Bath and Hammondsport 130

Baton Rouge, Grosse Tete and Opelousas 61 1

Ashuelot (Cheshire) 53. 60 Bay City and East Saginaw 474

Ashtabula, Youngstown and Pittsburg. . 559 Atchison and Pike's Peak (U. R C. Br.). 679 Atchison and Nebraska. . . 641

Bay de Noquet and Marquette 555

Bedford and Bridgeport (H. & 3. T.). . .». 499 Belfast and Mooaehead Lake (M. C.) 116

Atchison. Topeka and Santa Fe 656 ; Bellefontaine (C., C., C. & I.) 318

Athol and Enfield 105 j Bellefonte and Snow Shoe 711

Atlanta and Richmond Air Line. . . 322 Belleville and Southern Illinois. . . 408

28

GENERAL INDEX.

Belleville Branch 845

Bell's Gup 711

Belinorit and Buffalo 134

Beloit and Madison (C. & N. W.) 8

Belvidere, Delaware and Fleming-ton 507

Bennington and Rutland (Harl. Ext.) ... 166

Berks County p 193

Berks and Lebigh 193, 176

Berkshire 36, 110

Berlin and Porueroy 789

Binghain Canon and Camp Floyd 300

Black River and Morristown 133

Biuck River and St. Lawrence. . . , 135

Black River and Utica (U. & B. River). . 226

Bieecker Street and Fulton Ferry (Horse) 845

Bloomingt.n and Ohio River (U. and P.). 5Gu

Buffalo and Washington 137

Buffalo Bayou, Brazos and Colorado 633

Buffalo, Bradford and Pittsburg (Erie). . . 584

Buffalo Creek 130

Buffalo, Corry and Pittsburg 135

Buffalo Crosstown 133

Buffalo, East Side (Horse) 845

Buffalo and Erie (L. S. & M. S.) 463

Buffalo and James-town 134

Buffalo and Lake Huron (G. T.) 855

Buffalo, New York and Erie (Erie). .134, 584

Buffalo, New York and Philadelphia 137

Buffalo and State Line (L. S. & M. S.). . 463

Buffalo Street 845

Burlington, Cedar Rapids & Minnesota. . 301 Burlington and Missouri River.. . 284

Bloss (Tioga) 750 Burlington and Mo. River (in Neb.) 815

Biossburg and Corning (C., C. & A.). . . .

714

Blue Ridge (S. C.) 341

Boone County and Boonevilie 674

Boston ami Albany 39

Boston, .burre and Gardner 43

Boston and Chelsea (Horse) 864

Boston, Clinton and Fitchburg 46

Boston, Concord and Montreal 90

Boston, ilartl'ord and Erie 9 I

iiosiou Lawrence and Haverhiil 843

Boston and Lowell 37

Boston and Maine 84

Boston and New York Air Line 255

Boston uiid Jt'rovidence 44

Boston, Revere Beach and Lynn 42

iioaton and West Roxbury (Horse) 8-i4

bosiou and Worcester (B. & A.; 3y

Bowling Green 84

Branttord. .Norfolk and Port Burvvell 864

Bridgeton and Port Norris 539

Broadway (Brooklyn) Horse 845

Broadway and Seventh Avenue (N. Y.). . 845

Brockville arid Ottawa 853

Brooklyn, Bath and Coney Island (Horse) 845

Burlington and Southwestern 686

Bush wick (Brooklyn) Horse 845

Cairo and Fulton (S. L., I. M. and S.) 482

Cairo, Arkansas & Texas (S. L., 1. M &S.) 482

Cairo and St. Louis 490

Cairo and Vincennes 293

Calais and Bariug (St. C. & P.) 249

Caledonia and Mississippi 398

California, Debt of 886

California arid Oregon (C. P.) 811

California Pacific 809

Cambridge (Horse) 844

Camden 843

Camden and Amboy (U. C. of N. J.). . . . 509

Camderi and Atlantic 291

Camden mid Burlington County (Pa.) 513

Camderi, Gloucester and Mount Epliraim. 538

Canada Central 856

Canada Southern 857

Cape Cod (O. C.) 75

Cape Cod Central (0. C.) 75

Cape Girardeau and State Line

307

i^.-oKlyn City (Horse; 845 Cape May and Millville ^ x j } 158> 160

Brooklyn City and Newtown (Horse). . . 845 | Qurbondale and Shawneetown.. . .371

Brooklyn Crosstown (Horse) 845

Brownvilie, Fort Kearney and Pacilic. . . 637

Brunswick and Albany 615

tJruuswick and Florida (B. & A.) 615

Carondelet Branch (M. P.) 832

Carolina Central 635

Carrollton and Oneida (0. & T.) 788

Cartersville arid Van "Wert. . . 6ul»

Biicksport and Baugor (E. &. N. A.) 113 Carthage and Burlington (C. B. & Q.).. . . 284

GENERAL INDEX.

29

>,irthage, Watertown and Sackett's Harbor... ..131.226

Chester Valley (P. and R.) 176, 192

Chestnut Hill (P. and R.) 192

Catasauqua and Foglesville 707 ' Chicago and Alton 251

Catawissa (P. & R.) 176, 192

Cayiiga 132

Caynga Lake (Cayuga) 132

( .!ay uga Northern 133

Cayuga and Susquehanna (D. L. & W.). . 137 Cazenovia, Canastota and De Ruyter. . . . 124 Cedar Falls and Minnesota (III. C.). ..262, 271

Cedar Rapids and Burlington 301

Cedar Rapids and Missouri River.... 8, 701 Cedar Rapids & St. Paul (B., C. R. & M.). 301

Central (Street) Pittsburgh 847

Central Branch of Union Pacific 679

Central City (Street) 845

Chicago and Atlantic 279

Chicago and South Atlantic 280

Chicago, Burlington and Quincy ^84

Chicago and Canada Southern 627

Chicago, Cincinnati and Louisville 652

Chicago, Clinton and Dubuque 682

Chicago, Danville and Vincennes 591

Chicago, Detroit and Canada Grand June- lion 695

Chicago, Dubuque and Minnesota 632

Chicago & G. Eastern (C. C. <fc iud. Cen.). 567

Chicago and Illinois 271

Chicago and Illinois Southern 366

Central Cross Town (Ror^e) 845 \ Chicago and Iowa 367

Central of Georgia (and Banking Co.) 19 \ Chicago, Iowa and Nebraska (C. & N. W.) 8, 15

Central of Iowa 680 Chicago, Joliet and Peoria 291

Central of Long Island (F. N. S. & C.) 325 | Chicago and Lake Huron 433

Central of Long Island Extension (F. X. Chicago, Lacon and Keokuk 275

S. & C.) 325 ; Chicago and Michigan Lake Shore 820

Central (of Minnesota) 550 ' Chicago, Millington and Western 276

Central of New Jersey 450 . Chicago, Milwaukee and St. Paul 495

Central Ohio (B. and 0.) 347, 758 , Chicago, Newton and Southwestern 684

Central Pacific 811

Central Park, N. R. Rivers 845

Central of Reading (Horse) 847

Central Valley 139

Central Vermont 676

Charaplain and Connecticut (Rutland). .. 152

Charleston and Savannah (S. & C.) 342

Charlotte, Columbia and Augusta 316

Charlotte and South Carolina 316

Chartiers (Penna. Co.) 570

Chatham (A. and R. Air Line) 322

Chicago and Milwaukee (C. M. & St. P.).. 495

Chicago and Northeastern 409

Chicago and Northwestern 8

Chicago and Northern Pacific Air Line. . 276

Chicago, Omaha and St. Joseph . . 604

Chicago and Pacific 272

Chicago and Paducah 274

Chicago, Pekin and Southwestern 358

Chicago, Portage and Superior 276

Chicago, Quincy and Western 280

Chicago, Rock Island and Pacific 337

Chemung (N. Cen.) UO, 438 \ Chicago and Rock River 284

Cheraw and Darlington 698 | Chicago and Southern 283

Cheraw and Salisbury 704 i Chicago and South Atlantic 280

Cherokee 609 I Chicago and Southwestern 337, 683

Cherry Valley, Sharon and Albany. . 141, 147 Chicago and St. Paul (C. M. and St. P.). . 495

Chesapeake and Ohio 544 Chicago and Superior 276

Cheshire ^ 58 Chicago and Tomah 598

Chester (M. & E.) 539 Chicago, Saginaw and Canada 413

Chester and Delaware River 706 ! Chicago, Wisconsin and Canada 276

Chester Creek 713

Chester and Leuoir (Kings Mountain) 331

Chester and Tamaroa (I. M. C. & E.) 294

Chillicothe and Brunswick 666

Chillicothe and Des Moines 614

Chippewa Falls and Western (W. C.) 595

3?

30

GENERAL INDEX.

Christopher and Tenth streets. 845

Cincinnati and Baltimore (M. and C.). • • • 790

Cincinnati, Cumb. G. & Charl 22, 626

Chicago, Dayton & Eastern (C., S. & C.). . 402

Cincinnati, Hamilton and Dayton 24

Cincinnati, Hamilton and Indianapolis.. . 26

Cincinnati and Indiana 763

Cincinnati and Indianapolis Junction.... 26

Cincinnati, Lafayette and Chicago 763

Cincinnati, Lexington and K Tennnessee

(K.C.) 437

Cincinnati and Martinsville .618

Cincinnati and Muskingum Valley 530

Cincinnati, Peru and Chicago (C. C. & L.) 652

Cincinnati Railway Tunnel 790

Cincinnati, Richmond and Chicago 27

Cincinnati, Richmond and Fort Wayne. . 762 Cincinnati, Rockport and Southwestern .. 619

Cincinnati, Sandusky and Cleveland *492

Cincinnati Southern 418

Cincinnati and Springfield 786

Cincinnati and Terre Haute 649

Cincinnati, W abash and Michigan 303

Cincinnati, Wilmington and Zanesville. .. 530

Citizens' (Phila.) Horse 847

Citizens' (Pittsburg) Horse 847

Clayton and Theresa (U. & B. R.).. .141, 226 Cleveland, Columbus and Cincinnati (C.

C. C. & L C 318

Cleve., Columbus, Gin. & Indianapolis. . . 318

Cleveland and Mahoning Valley 127, 761

Cleveland and Newburgh 787

Cleveland and Pittsburg (Perm. Co.) 560

Cleveland, Mt. Vernon and Delaware. . . . 494 Cleveland, Painesville and Ashtabula (L.

S..& M S.) 463

Cleveland and Toledo (L.. S. & M. S.) 463

Cleve, T uscara was Valley & W heeling. . 819 Cleveland, Z&nesville and Cincinnati ... 283

Clinton and Port Hudson 611

Clove Branch (D. & C.) 140

Coalville, Horse 847

Coburg. Peterboro' and Marmora 865

Colobrookdale (P. & R.) 176, 189

Colorado Central 644

Colorado and New Mexico (P. & A. V.). . 705 Columbia and Augusta (C., C. and A.). . . 316 Columbia and Port .Deposit 500

Columbus, Chicago and Indiana Cent 567

Columbus, Kinkora and Springfield 502

Columbus, vSpririgfield and Cincinnati 757

Columbus and Hocking Valley 419

Columbus and Toledo 759

Columbus and Xenia (L. M.) 572

Concord 87

Concord and Claremont 770

Concord and Portsmouth (Concord.). . .87, 90 Coney Island and Brookl yn (Horse). . . . 845

Congressional Land Grants 880

Connecticut Central 120

Connecticut, Debt of 887

Connecticut and Passumpsic Rivers 54

Connecticut River • 56

Connecticut Valley 268

Connecticut Western 256

Connecting (Philadelphia) 500

Consolidation Coal (Md.) 548

Continental (Street) 847

Contoocock River 770

Cooperstown and Susquehanna Valley. . 139

Corning, Cowanesque and Antrim 714

Cornwall 718

Corpus Christi, San Diego & Rio Grande. 639

Council Bluffs and St. Joseph 639

Covington and Lexington (K. C.) 838

Covington and Ohio (C. and 0.) 544

Cowanesque Valley 7 14

Credit Valley 862

Cumberland and Ohio 324

Cumberland Coal and Iron (C. C.) 548

Cumberland and Pennsylvania (C. C.). . . 548 Cumberland Valley 199

Dakota Central 605

Dakota Southern 306

Dakota and Northwestern 623

Dallas and Wichita 625

Danbury and Norwalk 121

Danvers (B. & M.) 58, 84

Danville, Hazleton and Wilkesbarre 501

Danville, Olney and Ohio River 281

Danville, Urbana, Bl'mington and Pekin. 368

Davenport and St. Paul 684

Dayton and Michigan (C. H. & D.) 30

Dayton and Southeastern 770

GENERAL INDEX.

31

Dayton and Union 827

Dayton and Western (L. M.). . . 572

Dayton; Xenia and Belpre (L. M.) 575

Debts of States 885

Debt of United States 878

Decatur and East St. Louis 650

Decatur and State Line 337

Decatur, Sullivan & Mattoon (C. & I. S).. 366

Delaware (P. W. & B.) 203

Delaware and Bound Brook 776

Delaware, Debt of 887

Delaware and Hudson 140, 833

Delaware and Hudson Canal 145, 833

Delaware, Lacka wanna and Western. . . . 822

Delaware and Raritan Canal 509

Delhi and Middletown 144

Denver and Boulder Valley (D. Pac) 421

Denver Pacific 422

Denver and Rio Grande 835

Denver, South Park and Pacific 689

Des Moines and Fort Dodge (D. M. Val.). 305

Des Moiiies, Indianola and Missouri 337

Des Moines and Minnesota 680

Des Moines Valley 305

Des Moines, Winterset & Southwestern. . 337

Detroit and Bay City (M. C.) 553,707

Detroit, Eel River and Illinois 697

Detroit, Hillsdale and Indiana 690

Detroit, Hillsdale and S. Western 690

Detroit, Howell & Lansing (D. L. & L. M.) 407 Detroit, Lansing and Lake Michigan. . . . 407 Detroit and Milwaukee (G. W. of C.). ... 41 L Detroit, Monroe & Toledo (L.S.& M.S.) 463,481

Detroit and Pontiac (D and M.) 411

Dexter and Newport (Me. Central). .113, 296 Dillsburg and Mechanicsburg (S. V.).199, 201

Dorchester and Delaware 460

Dorchester and Milton (Old Colony) 61

Dover and Winnipiseogee (B. & M.). . .54, 84 Dry Dock, East Broadway & Battery (H). 845 Dubuque and Sioux City (111. Cent.). .262, 273

Dubuque Southwestern 647

Dunkirk, Allegheny Valley & Pittsburg. . 141

Dunkirk and Fredonia (Horse) 845

Dunkirk, Warren & Pittsburg (D. Av. & P.) 141

Dunleith & Dubuque Bridge (111. C.) 262

Dutchess and Columbia (C. Vt.) 142

Duxbury and Cohasset (0. C.) 61

East Alabama and Cincinnati 383

East Brandywine and Waynesboro' (Pa.) 501

! East Broad Top 715

i East Mahanoy (P. and R.) 176, 189

j East Pennsylvania (P. and R.) 176. 190

East St. Louis and Carondelet 363

East Tennessee and Georgia (E. T., Va.

and Ga.) 22

East Tennessee, Virginia and Georgia. . . 22

| Eastern of Iowa 684

! Eastern (Mass.) 48

' Eastern (N. H.) 48, 58

i Eastern Kentucky 688

Eastern Shore 330

East Genesee & Seward Avenue (Horse). . 845

Easton and Amboy 198

I Easton Branch (0. C.) 75

I Easton and South Easton (Horse) 847

! Eaton and Hamilton (C. R. & C.) 27

Eatonton Branch (C. of Ga.) 17, 19

Ebensburg and Cresson (Pa.) 503

Edgefield and Kentucky (St. L. & L. E.). 425

I Edgewood 717

! Edwardsville 364

' Eighth Avenue 846

Elgin and State Line (C. & X. W.) 8

Elizabeth and Newark 843

Elizabeth and Somerville (C. of X. J.) 460

! Elizabeth & Perth Amboy (C. of N. J.). . . 451 Elizabethtown, Lexington <fc Big Sandy.. 658

Elizabeth town and Paducah 614

Ehnira and Horseheads (Horse) 845

Elmira, Jefferson and Canandaigua

(N. C.) 438, 443

Elmira State Line 241

Elmira and Williamsport (N. C.) 430, 438

Empire (Horse) 847

Erie 583

Erie International (Erie) 534

Erie and Kalamazoo (L. S. & M. S.) 463

Erie and North East (L. S. & M. S 463

Erie City (Horse) 847

Erie and Genesee Valley (Erie) 584

Erie and Louisville (L. E. & L.) 782

Erie and Niagara (G. W. of Ca.) 871

Erie and Northeast (L. S. & M. S.) 463

Erie and Pittsburg (Penna.) 562

GENERAL INDEX.

PAGE.

Essex County (P. & 0.) 675

Eureka and Palisade 842

European and North American (Me.). . . : 399 European and North American (N. B.). . 399

Evansville and Crawfordsville 447

Evarisville, Henderson and Nashville (S.

L. & S. E.) 425

Evansville and Indianapolis 624

Evansville, Owensboro' and Russollvilie . 658 Evansville, Terre Haute aud Chicago . . . 646

Fairbury, Pontiac and Northwestern. ... 274

Fairhaven Biauch (N. B.) 46

Fall Brook Coal 714

Fall River 61

Fall River, Warren & Providence (B. & P.). 62

Farmingdale and Squan Village 153, 157

Far Rockaway Branch (S. L. I) 327

Fayette County (P. & C.) 717

Federal St. and Pleasant Valley (Horse) . 847

Ferro Monte 510

Fifth Ward (Syracuse) 845

Fitchburg 52

Fitchburg and Worcester (B., C. & F.). . . 46

Flemington (B. D.) 507

Flint and Holly (F. & P. M.) 474

Flint aud Pere Marquette 474

Flint Kiver (P. & P. M.) 474

Florida 608

Florida and Alabama (P. & L.) 608

Florida, Debt of 888

Flushing, North Shore and Central 325

Flushing and North Side (F. N. S. & C.). 325

Fonda, Johnstown and Gloversville 144

Fonda arid Fultonville 845

Fort Scott, Southeastern and Memphis. . 323

Fort Wayne, Jackson and Saginaw 409

Fort Wayne, Muncie aud Cincinnati 696

Forty-second Bt. and Grand st. Ferry . . . 845 Ffamingham and Lowell (B. C. & F.). . .46, 62

Frankfort and Iliori (Horse) 845

Frankford and Holmesburg (Pa.) 503

Frankfort and Kokomo 4 49

Frankfort, Muncie and Bloomington. . . . 778

Frankf or d andSouth wark (Horse) 847

Freehold and Jamesburg Agricultural. .. 153 Fremont, Elkhorn and Missouri Valley. . 691

Fremont, Lima and Union (L. E. & L.). . 782 Frederick & Pennsylvania Line (Pa.). .516, 796 Fredericton . . .863

Galena and Chicago Union (C. & N. W.). 8

Galena and Southern Wisconsin 599

Gallipolis, McArthur and Columbus .... 789

Gait and Guelph 870

Galveston, Harrisburg and Sari Antonio. 633 Galveston, Houston and Henderson .... 828 Genesee and Water street (Syracuse) . . . 845

Geneva and Ithaca 159

Geneva and Southwestern 231

Geneva, Ithaca and Athens 159

Georgia (and Banking Company) 29

Georgia Air Line 322

Georgia, Debt of 888

Germaritown (Philadelphia) 847

Gettysburg (S. G. & P.) 716

Gilman, Clinton and Springh'eld 364

Glasgow Branch (L. & N.) 79

Glen's Falls (R. & S.) 206

Grloversville and Kingsboro' 845

Sloversville and Northville 1 64

Sold Coin, Market Price of 879

Golden and South Platte 793

Sosheu and Deckertown (Erie) 584

Srafton Centre (B. & A.) 63

Grand Junction 280

Jrarid Junction, of Canada 865

Jrand Rapids and Indiana 472

Grand Kapids, Newaygo and Lake bhore. 699 Grand Rapids, Rocklbrd and Greenville. 407

Grand Rapids and Saginaw 408

Grand Rapids, Wabash and Cincinnati. . 303

Grand River Valley (M. C.) 405

Grand street and Newtown (Horse) 845

Grand St., Prospect Park and Flatbush. . 845

Grand Tower and Carboudale 365

Grand Trunk (Canada) 850

Grape Creek 281

Great Falls and Conway (P., Gt. F. & C.) . 48

Great Southern, of Florida 607

Great Western, of Canada 871

Great Western, of Illinois (T. W. & W.). 650

Greene (D. L. & W.) 165

Green Bay and Lake Pepin (G. B. & M.). 416

GENERAL INDEX.

33

PAOV.

Holiday's Cove (P. C. and St. L.) 577

Holly, Wayne and Monroe (P. & P. M ). . 474 Holyoke and Westtield (N. and N. H.). . 64

Green Bay and Minnesota 416

Green and Coates streets (Philadelphia). 847

Green Mountain 777

Green Pond 541 Honesdale Branch (Erie) 584

Green Spring Branch (N". C.) 434 Horn Pond (B. and L.) 65

Hopkinton (P. and W.) 65, 106

Hot Springs Branch 318

Houlton Branch (N. B. and C.) 864

Housatonic 110

Houston and Great Northern (I. G. N.). . 434

Houston and Texas Central 836

Houston, Tap and Brazoria (H. & Gt. N.) 434

Houston, "West si. and Pavonia Ferry. . . 845

Ho well and Lansing (D., L. and L. M.). . 407

Hudson and Boston (B. and A.) 39

Hudson River (N. Y. C. and H. R.) 1

Hudson, Susp3nsion Bridge and N. E. . . 167

Greenville Branch (Prov. A Springfield).. 117

Greenville and Columbia (S. C.) 343

Greenville, Columbus and Birmingham. . 839

Greenwich and Johnson ville (R. & S.). . . 165

Grenada, Houston and Eastern (V. & N".). 612

Gulf, Western Texas and Pacific 780

Hackensack & New York (N. J. & N. Y.) 173 Hackensack and New York Extension. . 173

Hannibal and Central Missouri 695

Hannibal and Naples 662

Hannibal and St Joseph 798

Hanover Branch (Mass.) 63

Hanover Branch (Pa.) 716

Hanover June., Hanover and Gettysburg 716 Hanover Junction and Susquehanna. ... 719

Hanover and York (Pa.) 516

Harlem Bridge, Morrisania and Fordham. 845

Hanover Junction and West Point 779

Harlem Extension (C. V.) ..166, 676

Harlem River and Portchester (N.Y., N.

IT. &H.) 70, 166

Harrison Branch (W. W. V.) 785

Harrisburg City 847

Harrisburg and Potomac 718

Harrisburg and Lancaster (P. A.) 504

Hartford and New Haven (N. Y., N.

H.&H.) 70

Hartford, Providence and Fishkill 260

Hastings and Dakota (M. and St. P.) 495

Havana, Ranloul and Eastern 281

Hawley Line Branch 584

Hazleton (L. V.) 722

Hecla and Torch Lake 695

Hempfield (B. and 0.) 347

Hempstead and Rockaway (S. S.) 105

Hudson Tunnel 168

Hunter's Point and South Side 327

Huntingdon and Broad Top Mountain. . . 670

Illinois, Central 262

Illinois, Debt of 889

Illinois Grand Trunk (C. B. and Q.) 284

Illinois Midland 765

Illinois, Missouri and Texas 307

Illinois River (P. P. & J.) 372

Illinois Southeastern (0. & M.) 663

Illinois and St Louis 366

Illinois and St. Louis Bridge 773

Illinois and Southern Iowa (T. W. & W.) 650

Illinois Western Extension 282

Indiana, Debt of 889

Indiana and Illinois Central (L D. & S.). 401

Indiana North and South / 620

Indianapolis, Bloomington and Western. 368 Indianapolis, Cincinnati and Lafayette. Indianapolis, Crawfordsvil'e and Danv. Indianapolis, Decatur and Springfield. . . Indianapolis, La Porte and Mich. City.

Indianapolis and Madison (J., M. & L).

542 368 401 648 565

Herkimer and Mohawk (Horse) 845 Indianapolis, Peru and Chicago 649

Hestonville, Mantua & Fairmoniit (Horse) 847 j Indianapolis, Pittsburg and Cleveland. . 318

Hibernia Mine 558 j Indianapolis, Streator & Northwestern. . 283

High Bridge (C. of N. J.) 451, 455 Indianapolis and St. Louis 632

Highland street 844 Indianapolis and Springfield 775

Hillsboro' and Cincinnati (M. and C.) 488 Indianapolis and Vincennes 564

34

GENERAL INDEX.

Internationa] (I. and G. N.) 434

International and Great Northern 434

Intercolonial 848

Ionia and Lansing (D., L. and L. M.). . . . 407 Ionia, Stanton and North (D L. & L. M.). 407

Iowa (Coal and Manuf.) 689

Iowa, Debt of. 890

Iowa Eastern 684

Iowa Falls and Sioux City (111. C.). . .262, 273

Iowa Midland (C. and N. W.) 9, 17

Iowa Pacific 619

Iron 785

Iron Hill 168

Iron Mountain, Chester and Eastern. . . . 294

Ironton 719

Ithaca and Athens 159

Ithaca and Cortland (IL, I and E.) 817

Jackson, Fort Wayne and Cincinnati

(F. W. J. and S.) 409

Jackson, Lansing and Saginaw (M. C.). 405 Jacksonville, Northwestern and South- eastern 371

Jacksonville, Pensacola and Mobile 606

Jamaica, Woodlawri and Brooklyn 846

Jamestown and Franklin (L. S. and M.

S.) 463, 725

Jefferson (Erie) 584, 446

Jeffersonville, Madison and Indianapolis. 565

Jersey City and Albany 168

Jersey Shore, Pine Creek and Buffalo. . .720

Johnstown and Glovwsville 846

Joliet and Chicago (C. and A.) 251, 254

Joliet arid Northern Indiana (M. C.) 383

Joliet and Northwestern 291

Joliet and Valparaiso 290

Junction (R. I.) 119

Junction (Buffalo), (N. Y. C. & H. R.). .3, 170

Junction (L. S. and M. S.) 463

Junction (Pennsylvania) 720

Junction and Breakwater 603

Junction (C., H. and I ) 26

Junction City and Fort Kearney (K. P.). 423

Kalamazoo, Allegan and Grand Rapids . . 486 Kalamazoo, Lowell & Northern Mich. . . 413

Kalamazoo and South Haven (M. C.). . . 332 Kalumazoo and White Pigeon (L. S. and

M.S.) 463, 481

Kansas and Neosho Valley (M. R. F. S.

and G.) 653

Kansas Central 678

Kansas, Debt of 890

Kansas City, St. Joseph & Council Bluffs. 639

Kansas City and Santa Fe 792

Kansas City, Topeka and Western (A. T.

and S. F.) 706

Kansas Midland 627

Kansas Pacific 427

Keithsburg and Eastern 282

Kennebec and Portland (I. C.) 296

Kenosha and Rockford (C. and N. W.) . . 8

Kent County (N. J. S.) 158, 397

Kentucky and Great Eastern 603

Kentucky Central 838

Kentucky, Debt of 891

Keokuk and Des Moines (D. M. V.) 311

Keokuk and Kansas City 620

Keokuk and St. Paul (C., B. and Q.). . . . 284

King's Mountain 331

Kingston and Rondout (C. & L. E. H.)... 846 Kingston and and Narragansett Pier. ... 118

Kingston and Pembroke 857

Knox and Lincoln 402

Knoxville and Charleston 443

Knoxville and Kentucky 417

Lackawanna and Bloomsburg (D. L. & W.) 822

Lackawanna and Susquehanna (D. & H.). 170 La Crosse, Trempeleau and Prescott (L.

andN.W.) 9, 16

Lafayette, Bloomington and Miss 661

Lafayette, Muncie and Bloomington 653

Lake Champlain and Moriah 238

Lake Erie, Alliance and Wheeling 779

Lake Erie, Evansville and S. W 447

Lake Erie and Louisville 782

Lake Erie Division (B. and 0.) 347

Lake Ontario 162, 239

Lake Ontario Shore (L. 0.) 239

Lake Shore and Michigan Southern .... 463

Lake Shore and Tuscarawas Valley 819

Lake Superior and Mississippi 390

GENERAL INDEX.

35

Lamoille Valley (P. and 0.) 675

Lancaster (Mass.) 65

Lancaster and Reading (Narrow Gauge.). 721

Land Grants to Railroads 880

Laurel Fork and Sand Hill 624

Laurens 330

Lawrence (P., Ft. W. and C.) 571 j

Lawrenceville and Evergreen 722 !

Leaven worth, Atchison £ Northwestern. 822 Leaven worth, Lawrence and Galveston.. 793 Leaven worth, Pawnee & Western (K. Pa.) 427

Lebanon and Pine Grove (P. and R.) 176

Lebanon & Tremont Branch (P. and R.). 176

Lebanon Valley (P. and R.) 176

Lebanon Springs (Harl. Ext.) 166

Lee and Hudson 66

Lee and New Haven 66

Leeds and Farmingt'n (Androscoggin).115, 296

Lehigh and Eastern , 721

Lehigh and Lacka wanna (C. of N. J.).451. 456 Lehigh and Susquehanna (C. of N. J.).451, 456

Lehigh Valley 722

Levis and Kennebec 866

Lewisburg, Centre and Spruce Creek. . .. 504 Lewy's Island (St. Croix and Penobscot). 249

Lexington and Big Sandy 616

Lexington and Danville (C., L & E. T.). . 437 Lexington and Frankfort (L., C. and L.).. 616

Lexington and St. Louis (A. and P.) 826

Ligonier Valley 725

Lincoln and Denver (N. G) 778

Little Miami (P. C. and H. L.) 575

Little Rock and Fort Smith 658

Little Rock, Mississippi River and Texas 244 Little Rock, Pine Bluff' and New Orleans 244

Little Saw Mill Run 726

Little Sclmylkill (P. and R.) 176

Little Schuylkill Navigation (P. & R.). 176, 190

Littlestown (Penna) 503

Lockport^and Buffalo 239

Logansport, Crawfordsville & South w'rn. 679

•Lombard and South street (Phila.) 847

London and Port Stanley 876

London, Huron and Bruce 876

Long Branch and Sea Girt (C. of N. J.). . 541 Long Branch and Sea Shore (N. J. S.).158, 437

Long Island 170

Long Island City (Horse) 846

PAGE.

Longwood Valley (C. of N. J.) 450

Lorberry Creek (P. and R ) H5

Los Angelos and Independence - . 809

Louisiana and Missouri River (C. and A.) 250

Louisiana and Texas (Morgan's). 612

Louisiana, Debt of 891

Louisville and Frankfort (L. C. and L.). . . 616

Louisville and Nashville 79

Louisville Branch (J. M. and I.) 565

Louisville, Cincinnati and Lexington 616

Louisville, Nashville and Gt. Soutlu-rn

(L. andK) H9

Louisville, New Albany and Chicago. . . . 596 Louisville, Harrod's Creek and Westport . 842 Louisville, New Albany and St. L. Air

Line 295

Louisville, Paducah and Southwestern. . . 614

Lowell and Andover. (B. and M.) 66. 84

Lowell and Lawrence (B. and L.) 37. 67

Lowell (Horse) 844

Lynchburg and Danville (W. C.. Va., M.

andC. S.) 196

Lykens Valley 724

Lynn and Boston 844

Lyons Branch (C. and N. W.) 8

Lynn City 844

M

Machiasport 117

Macon and Augusta (Georgia) 32

Macon and Brunswick 659

Macon and Western 19

McGregor and Sioux City (C., M. & St. P.) 495

McKean and Buffalo 726

McMinnville and Manchester 32

Madison and La Crosse (C. M. & St. Paul. 495

Madison and Portage (C., M. and St. P.). 495

Mad River and Lake Erie (C. S. and C.). 492

Mahanoy and Broad Mount (M. und S.). . 175

Mahanoy and Shamokin (P. and R.) 175

Mahanoy Valley (M. and S.) 175

Mahouing Coal (L. S. and M. S.) 463

Maine Central 296

Maine, Debt of 894

Maiden and Melrose 844

Manassas Gap (W. C. and G S.) 196

Manchester and Lawrence (Concord). .85, 8T : Man hester and North Weare (C.) 83, 87

36

GENERAL INDEX.

Mansfield and Framingham (B. C. & S.).46, 67 Mansfield, Coldvvater and Lake Michigan 573

Marietta and Cincinnati 488

Marietta and Pittsburg 771

Marietta, Pittsburg and Cleveland 771

Marquette, Houghton and Ontonagon. . . 555

Marshall and Cold water 625

Martha's Vineyard 68

Martinsburg and Potomac (C. V.). . .199, 202

Maryland, Debt of 892

Maryland and Delaware (S. N. J.) 461

Massachusetts, Debt of 893

Massachusetts Central 68

Massachusetts, Street R. Rs. of 844

Massawippi Valley (C. and P. R.) 54, 866

Massillon and Cleveland (C. Mt. V. and

D) 494. 781

Mays Landing and Egg Harbor City (C.

and A.) 291

Maysville and Lexington (K. C.) 838

Medf ord and Charlestown 44

Memphis and Charleston 534

Memphis and Little Rock 687

Memphis and Ohio (L. and N.) 79

Memphis, Carthage and Northwestern. . . 607 Memphis, Clarksville and Louisville (L.

and N.) 79

Mercer and Somerset 509, 515

Mernmack Valley 844

Merrimack and Connecticut Rivers 770

Methuen Branch (M. and L.) 85

Metropolitan (Boston) 844

Metropolitan Branch (B. and 0.) 347

Michigan Air Line (M. C.) 403

Michigan and Ohio 414

Michigan Central 383

Michigan, Debt of 894

Michigan Lake Shore 691

Michigan Midland and Canada 708

Michigan Northern. 415

Michigan Southern & Northern Indiana. . 463

Middleburg and Schoharie 173

Middlesex (Boston) 844

Middlesex Central (B. & L.) 37, 69

Middle town and Crawford (N. Y. & 0.

M.) 210, 231

Middletown, Unionville arid Water Gap. 232 Midland, of Canada 854

PAGK.

Midland Pacific 679

Mifflm and Centre County (Pa.) 505

Milford and Woonsocket (P. and W.) .67, 106 Mill Creek and Mine Hill (P. and R.) 176, 191

Milledgeville and Eatonton (Central) 17

Millstone and New Brunswick 512

Millville and Glassboro' (W. J.) 160

Milwaukee and Minnesota (C. and N. W.) 8

Milwaukee and Prairie du Chien 495

Milwaukee and Northern (W. C.) 597,623

Milwaukee and St. Paul (C., M. & St. P.). 8 Milwaukee, Lake Shore and Western . . . 304 Milwaukee, Mtmitowoc and Green Bay. . 304

Mine Hill (P. and R.) 17G

Mine Hill and Schuylkill Haven (P. &

R) 176,191

Mineral (C. and H. V.) 419

Mineral Point 602

Mineral Range 547

Minneapolis and Duluth, 397

Minneapolis and St. Louis 397

Minnesota Central 551

Minnesota. Debt of 895

Missisquoi (C. V.) 676

Missisquoi and Glide River 848

Mississippi Central (N., 0. St. L. and C.).. 477

Mississippi, Debt of 896

Mississippi and Missouri (C., R. I. & P.). . 337

Mississippi and Tennessee 345

Mississippi and Wabash(T. W. and W.). 650 Mississippi, Ouachita and Red River. . . . 244

Mississippi River 770

Mississippi Valley and Ship Island 446

Mississippi Valley and Western (St. K.

and N. W.) 32 1

Missouri, Debt of 895

Missouri, Iowa and Nebraska 308

Missouri, Kansas and Texas 642

Missouri and Mississippi (K. and K. C. .. 620

Missouri River (A. and P.) 835

Missouri River, Fort Scott and Gull 653

Missouri Valley (K. C., St. J. and C. B.;. 639

Mobile and Alabama Grand Trunk 470

Mobile and Girard 660

Mobile and Gt. Northern (M. and M.). . . 375

Mobile and Montgomery 375

Mobile and Northwestern 462

Mobile and Ohio. . .767

GENERAL INDEX.

37

Mohawk and Ilion 846

Monadnock (B. B. and C.) 74

Monongahela Inclined Plane 727

Mont Alto (C. V.) 199, 728

Mont Clair and Greenwood Lake 538

Montgomery and Erie 169, 584

Montgomery and Eufaula 378

Montgomery and West Point (W. A.). . . 359

Monticello and Port Jervis (P. J. and M.). 147 Montpelier and St. Jolmsbury (P. and

0.) 124, 675

Montpolier and Wells River 627

Montreal and Champlain (G. T.) 850

Montreal and Plattsburg, (N.Y. and C.). 208

Montreal and Vermont Junction (C. V.)- 676

Montrose 727

Morgan's Louisiana and Texas 612

Morris and Essex 540

Moshassuck (P. & W.) 121

Mount Carbon (P. and R.) 176

Mt. Carbon and Port Carbon (P. & R.). 176, 185

Mount Holly, Lumberton and Medford. . 514

Mount Hope Mineral 537

Mount Oliver Inclined Plane 729

Mount Pleasant and Broad Ford 728

Mount Tom and East Hampton (Ct. R.).. 56

Mount Washington 52

Muncy Creek 729

Muscogee (S. W. Ga.) 17, 19

N

Nanuet and New City (N. J. & N. Y).. . 172

Narragansett Pier 118

Narragansett Valley 544

Nashua and Lowell (B. & L.) 88

Nashua and Rochester 328

Nashua, Acton and Boston 69

Nashville and Chattanooga (N.C. & St. L.) 33

Nashville and Decatur (L. and N.) 79

Nashville and Northwestern (N.C.&St.L.) 33

Nashville, Chattanooga and St. Louis ... 33

Natchez, Jackson and Columbus 774

Naugatuck. 259

Naumkeag, (Horse) 844

Nebraska, Debt of 897

Nesquehouing Valley (C. of N. J).. .451, 457

Nevada, Debt of 898

Nevada County 777

PAGE.

Newark and Bloomfield (M. & E.) 536

Newark and Elizaleth (C. of N. J.) 451

Newark and Hudson (Erie) 151, 584

Newark and Irvington 843

Newark and New York (C. of N. J.) 451

Newark, Somerset and Straitsville 764

J New Bedford (B. C. and F.) 48, 99

j New Bedford and Fairhaven (Horse) 844

New Bedford and Taunton 46

I New Brighton and Onondaga Valley 846

j New Brunswick 861

New Brunswick and Canada 864

Newburgh and New York (Erie) 584

Newburyport (B. and M.) 84, 96

Newburyport and Amesbury 844

Newburyport City (Eastern) 48, 99

j New Canaan 120

| New Castle & Beaver Valley (P.F.W.&C.) 574

Newcastle and Franklin 734

New Castle and Frenchtown (P. W. & B.) 201

New Castle (and Mining Co.) 730

New Castle and Wilmington 201

New Egypt and Farmingdale (C. of N. J.) 537

New Hampshire, Debt of 896

New Haven and Derby 257

N. Haven, Middl. fcWfllHL (B.&N.Y.A.L.) 255 i New Haven and N. London South Shore 70

I New Haven and Northampton 73

New Jersey, Debt of 896

New Jersey and New York 173

New Jersey Midland 537

New Jersey Passenger 843

New Jersey Southern 158

New Jersey, United Companies of. 509

New Jersey West Line 538

New Lisbon (Niles and New Lisbon). . . . 127

New London Northern 103

New Orleans, Baton Rouge & Vicksburg. 614 N. Orleans, Jackson & G. N. (N.O,St.L&C.) 477

New Orleans and Mobile 613

New Orleans, Mobile and Texas 610

New Orleans and Texas 610

New Orleans, Opels. & G. W. (N. 0. & T.) 610 New Orleans, St. Louis and Chicago. ... 477

New Orleans and Selma 610

Newport and Wickford (N. Y. P. & B.). .116

Newry (Pa.) 515

Newtown and Flushing (L. I.) 170, 234

38

GENERAL INDEX.

New Williamsburg and Platbnsh (Horse) 846

New York and Albany. . 172

New York and Boston 242

New York and Canada (D. and H. G.). . . 208

New York and Flushing (F. & N. S.) 325

New York and Fort Lee (Erie) 584

New York and Harlem (N. Y. C. and

H. R) 3, 207, 846

New York and Hempstead (S. S., L. L). 230

New York and Long Branch (C. of N. J.) 451

New York arid Mahopac 3, 210

New York and New England 97

New York and N. Haven (N. Y.N.H.&H.) 7 0

New York and Oswego Midland 210

New York and Rockaway (L. I.) 233

New York, Boston and Montreal 242

New York Central (N. Y. C. and H. R.). 1,

New York Central and Hudson River. . . 1

New York, Debt of 897

New York Elevated 846

New York, Housatonic and Northern 110, 207

New York, Kingston & Syracuse (V. & D.) 234

New York, New Haven and Hartford.. . 70

New York Passenger Railroads 845

New York, Providence and Boston 94

New York, Utica and Ogdensburgh 205

New York, Westchester and Boston. . . 210

New York, "West Shore and Chicago ... 209 Niagara Bridge and Canandaigua (N. Y.

C. and H. R.) 3, 205

Niagara Falls Branch (Erie) 583

Niagara River and New York Air Line. . 206

Niles and New Lisbon (A. and G-. W.). . 127

Ninth Avenue 846

Norfolk County (N. Y. and N. E.)/ 97

Norfolk and Petersburg (A., M. and 0.)... 709

North and South, of Georgia 604

North Brookfield (B. and A.) 100

North Carolina 313

North Carolina, Debt of 898

Northeast Pennsylvania 668

Northeast and Southwest Alabama 621

Northeastern (S. C.) 335

Northampton (Horse) 844

North Brookfield 100

North Grey 877

North Louisiana and Texas 611

North Missouri (St. L., K. C. and N.). . . 672

PAGE.

North Pacific Coast 841

North Pennsylvania 666

North Shore and Ft. Washington (F. N". S.

and C.) . 325

North Shore, Whitestone and Westches- ter *323

North Second St. and Middle Village. . . 846 Northwestern Virginia (Parkersburg Br.) 347

Northwestern (N. C.) 313

Northwestern Union (C. and N". W.) 9, 16

North Woburn (Horse) 844

Northern of Canada 869

Northern Central 438

Northern Central Michigan (L. S. & M. S.) 482

Northern New Hampshire 92

Northern Indiana (L. S. and M. S.) 463

Northern New Jersey (Erie) .584, 205

Northern Pacific 393

Norwich and Worcester (N. Y.&N. E.) 97, 100

Nova Scotia 848

Nyack and Northern (N. R. R. of N. J.). . 206

Oakland and Ottawa (D. and M.) 411

Ogden Mine 593

Ogdensburgh and Lake Champlain (C. V.) 212

Ohio and Grand Haven (M. and 0.) 414

| Ohio and Kentucky Coal and Iron 443

j Ohio and Mississippi 663

Ohio and Toledo 788

Ohio, Debt of 899

Oil Creek (0. C. and A. V.) 731

Oil Creek and Allegheny River 731

Oil City and Pithole (P. H. V.) 739

Old Colony 75

Omaha Bridge 802

Omaha and Northwestern 800

Omaha and Southwestern 815

Orange and Alexandria (W. C. Va. M. &

G. S.) 196

Orange and Newark 843

Oregon and California 774

Oregon, Debt of. 899

Oregon Central 791

Orion and Minersville 283

Osage Valley and Southern Kansas 834

Oshkosh and Mississippi (M. & St. Paul). 495 Oswego and Rome (R. W. & 0.) 162, 230

GENERAL INDEX.

Oswego and Syracuse (DM L. and W.). . . 213

Ottawa and Prescott (St. L. & 0.) 868

Owensboro' and Russellville 658

Owosso and Northwestern 415

Pacific, of Missouri 832

Paducah and Gulf. 770

Paducah and Memphis 770

Paiuesville and Youngstown 839

Pana and Louisiana (C. and A.) 251

Panama 781

Pan Handle (P. C. and St. L.) 577

Paris and Danville 370

Paris and Decatur (111. Midland) 765

Paris and Terre Haute (111. Midland) 765

Parkersburg Branch .(B. and 0.) 347

Parker and Karns City 730

Paterson and Hudson River (Erie). . .151, 584

Paterson and Ramapo (Erie) 151, 584

Paterson, Newark and New York. ..151, 584

Paw Paw 698

Pawtuxet Valley (H. P. and F.). . . . 118, 260

Peach Bottom 735

Pekin, Lincoln and Decatur 660

Pemberton and Hightstown 509. 513

Peninsula (C. and N. W.) 8

Peninsular, of Indiana (C. and L. H.). . . 433 Peninsular, of Michigan (C. and L. H.). . 433

Pennsylvania 515

Pennsylvania and Delaware (Pa.) 505

Pennsylvania and New York 723

Pennsylvania and Sodus Bay 215

Pennsylvania and "Western 731

Pennsylvania Coal Company 740

Pennsylvania Company 629

Pennsylvania, Debt of 900

Pennsylvania Inland 736

Pennsylvania Petroleum 735

Pennsylvania, Street Railroads of 847

Penobscot 399

Penobscot Bay and River 114

Penobscot and Kennebec (M. C.) 296

Pensacola and Louisville 608

People's, (Philadelphia) 847

People's (Pottsville) 847

Peoria, Atlanta and Decatur (I. M.) 765

Peoria and Bureau Val. (C. R. I. & P.). 33 2. 337

Peoria and Hannibal (C. B. and Q.) 284

! Peoria, Pekin and Jacksonville 372

; Peoria and Rock Island 374

; Peoria and Springfield 270

Pequest and Wallkill (Erie) 583

Perkiomen (P. and R.) 176, 186

Perth Amboy and Woodbridge (Pa.) 528

Peterboro' and Shirley (Fitchburg) 52

Peterborough (N. and L.) 77, 88

i Petersburg 694

| Philadelphia and Baltimore Central 736

i Philadelphia City 847

| Philadelphia and Chester Branch (P. & R.) 176

i Philadelphia and Chester County 738

I Philadelphia and Darby 847

Philadelphia and Erie 741

Philadelphia and Gray's Ferry (Horse). . 847

Philadelphia and Merion 738

i Philadelphia, Newtown and New York. 737

! Philadelphia and Reading 175

I Philadelphia and Trenton 738

i Phila., Germantown and Norristown.176, 186

Philadelphia, Street Railroads in 847

Philadelphia, "Wilmington and Baltimore. 380

Pickering Valley (P. and R.) 176, 188

I Piedmont (R. and D.) 313

| Piermont Branch (Erie) 583

: Pine Grove and Lebanon (P. and R.). ... 176

I Pithole Valley 739

| Pittsb'g, Allegheny & Manchester Horse) 847

i Pittsburg and Birmingham (Horse) 847

Pittsburg, Cincinnati and St. Louis 577

Pittsburg and Castle Shannon 669

Pittsburg and Connellsville 745

Pittsburg, Fort Wayne and Chicago 579

Pittsburg, Oakland and East Liberty 847

Pittsburg, Virginia and Charleston 742

Pittsb'g, Washington and Balto. (B. & 0.) 347 Pittsfield and North Adams (B. & A.).39, 103

Pittston (Street) 847

Plattsburg and Montreal (N. Y. & Can.).. 208

Plymouth (P. and R.) 189

Plymouth, Kankakee and Pacific 636

Ponagansett 119

i Pontiac Branch 544

Port Dover and Lake Huron 867

1 Port Hope, Lindsay and Beaverton 854

! Port Huron & Lake Michigan (C. & L. H.) 433

40

GENERAL INDEX.

Port Huron and Saginaw Valley 414

Port Jervis and Monticello (M. & P. J.). . 147

Portland and Kcnnebec (M. C.) 296

Portland and Ogdensbnrgh 124

Portland and Ogdensburgh (Vermont Di- vision) 124, 675

Portland and Oxford Central 1 14

Portland and Rochester 373

Portland, Saco& Portsmouth (Eastern).48, 119

Port Royal 342

Portsmouth, Columbus & Mich. (M. & 0.) 414

Portsmouth and Dover (Eastern) 48, 78

Portsm'th, Great Falls & Con way (E.)..48, 77 Potsdam and Watertown (R. "W. and 0.). 160

Poughkeepsie City 846

Poughkeepsie and Eastern (P. H. & B.). . 215 Poughkeepsie. Hartford and Boston. ... 215

Prince Edward Is'and 858

Prospect Park and Coney Island 846

Providence arid Springfield 96

Providence and Worcester 106

Providence, Warren and Bristol (Bv & P.) 229

Public Debt of the United States 878

Putnam and Dutchesa 242

Pueblo & Arkansas Val. (A. T. & F.) 705

Quebec and Lake St. John 867

Queen Anne and Kent County 461

Quincy and Toledo (T., W. and W.) 650

Quincy, Alton and St. Louis -622 i

Quincy, Missouri and Pacific 299 j

Quincy and St. Paul 622 j

Racine and Mississippi (W. U.) 485

Raleigh and Gaston 520, 694

Raleigh and Augusta Air Line 529

Raritan and Delaware Bay (N. J. S.) 158 |

Reading (Horse) 847

Reading and Columbia (P. & R.) 176, 185

Reading and Lehigh 721

Rensselaer and Saratoga (D. &H. C.)..145, 150

Revenue Accounts (U. S.) 879

Rhinebeck and Connecticut 216

Rhode Island, Debt of 900

Richmond and Danville 314

Richmond, Fredericksburg and Potomac. 334

Richmond and Petersburg 355

Richmond, York River and Chesapeake.. 835

Ridge Avenue (Phila.) 847

Ridgefield and New York Ill

Ripley 624

River Side (Horse) 847

Roanoke Valley (R. & D.).. 399

Rochester and Genesee Valley (Erie) . 2 16, 584

Rochester City and Brighton 84G

Rochester and Pine Creek 217

Rochester and State Line 245

Rochester, Hornellsville and Pine Creek. 217 Rochester, Nunda and Pennsylvania. ... 218 Rockford, Rock 1. & St. L. (St. L. R. I.&C.) 377

Rock Island Bridge 337

Rock Island and Peoria (P. and R. I ) 374

Rockville (H. P. and F.) 121, 260

Rockwood and Tennessee 624

Rocky Hill (C. & A.) 514

Rocky River 783

Rogersville and Jefferson (T. E.Va.& Ga.). 36

Rolling Stock Co. (U. S.) 685

Rome 445

Rome and Clinton (N. Y. and 0. M.).210, 232

Rome, Watertown and Ogdensburg 162

Rondout and Oswego (U. and D.) 234

Rondout and Port Jervis 847

Roxboro' and Manayunk 847

Rutland (Central Vermont) 152, 676

Rutland and Burlington (Rutland) 152

Rutland and Washington (R. and S.) 145

Rutland and Whitehall (R. and S.) 145

Sabula. Ackley & Dakota (C. M & St. P.) . . 495

Sacandaga Valley 218

Sacramento Valley 811

Saginaw Valley and St. Louis 415

St. Glair and Chicago Air Line 404

St. Croix and Penobscot 249

St. Jos. & Council Bluffs (K.C.St.J.&C.B). 639

St. Joseph and Denver City 644

St. Joseph and St. Louis 671

St. Joseph, Kansas and Texas 795

St. Joseph Valley (Nia. L.) 403

St. Lawrence and Ottawa 868

St. Lawrence Valley 221

St. Louis, Alton and Chicago (C. & A.) . . 251

GENERAL INDEX.

41

St. Louis, Alton & Rock I. (R.lU.&3t.L ) 377

St. Louis, Alton and Terre Haute 458

St. Louis and Cedar Rapids 674

St. Louis & Iron Mountain (StLJ.M.&S.). 482 St. Louis, Iron Mountain and Southern. . 482 St Louis, Keokuk &N'w'n (M. V. & W.). 321

St. Louis and Southeastern 425

St. Louis and St. Joseph 671

St. Louis, Council Bluffs and Omaha. . . . 674 St. Louis, Jackson & Chicago (C. & A.) 251, 270

St. Louis, Kansas City and Northern. 672

St. Louis, Law. & Denver (St. D.L. &W.).. 626

St. Louis, Lawrence and Western 626

St. Louis, Hock I. & Chic. (K.R.I.ASt.L.). 372

St. Louis, Salem and Little Rock 637

St. Louis Tunnel 772

St. Louis, Yaudalia and Txrre Haute. ... 581 St. Paul & Pacific (1st Div.) Brai.ch Line. 550

St. Paul and Pacific (1st Div.) 552

St. Paul and Sioux City 248

St. Paul, Still water and Taylor's Falls. . . 396

Salem (Street) 844

Salem (\V. J.) 155, 160

Salem and Lowell (B. and L.) 37, 102

Salisbury 755

San Antonio aud Mexican Gulf 633

Sandusky, Dayton and Cincinnati 757

Sandusky, Mansfield and Newark. . .347, 759 San Francisco and North Pacific. . .810

Second Avenue (N. Y.) 846

Second and Third Streets (Phila.) 847

Selinsgrove and North Branch 744

Selma and Gulf 471

Selma and Meridian (A. C.) 625

Selma, Marion and Memphis 379

Selma, Rome and Daltou 479

Seventeenth and Nineteenth Sts., Phila. . 847 Shamokiu Yalley & Pottsville (N. C.). .438,444 Sharpsville, Wheatland, Sharon and G-'uf d 744

Sheboygan and Fond Du Lac 594

Shelby and Rush (J., M. and I.) 565

Shenango and Alleghany 743

Shenango Valley and Alliance 749

Shepaug 123

Shore Line (N. Y. N. H. & H.) 70

Silver Lake 842

Sioux City and Pacific 689

Sioux City and Pernbiua 605

Sioux City and St. Paul 246

Sixth Avenue (N. Y.) 846

Skaneateles, 220

Smithtown and Port Jefferson (L. I.) 222

Smyrna and Delaware Bay 399

Smyrna Station and Smyrna (Del. R. R). 203

Sodus Bay and Corning 220

Sodus Point and Southern 243

Somerset 112

Somerset and Kennebec (M. C.) 296

San Francisco and San Jose (C. P.) 811 I Somerset and Mineral Point 747

Saratoga aud Schenectady (R. and S.). . . 219 Somerville (Horse) 844

Saratoga and Whitehall (S. and D.) 219 Somerville and Eastern (C. of N. J.) 450

Savannah, Albany and Gulf 309 i South and North Ala. (L aud N.).. . . 179, 148

Savannah and Charleston. . .. 342 I South Boston. . . 844

Savannah and Memphis 602

Savannah, Griffin & North Alabama. . . . 840 Schenectady and Duauesburg (0. A H. C.). 218

Schenectady aud Ogdensburg 219

Schenectady and Susqueh'a (C. and D.). . 218

Schoharie Valley 239

Schuylerville aud Fort Edward 219

Schuylerville and Upper Hudson 220

Schuylkill River (Phila.) 847

Schuylkill Valley (P. & R.) 174

Scioto and Hocking Valley (M. and C.). . 488

Scioto Valley 809

Seaboard and Raleigh 840

Seaboard and Roanoke. . .704

South Branch (C. ofN. J.) 451, 458

South Brooklyn and Park 846

South Carolina 430

South Carolina, Debt of 901

South Ferry 846

Southeastern Counties (C. C. & P. R. W.). 54

Southeastern 875

Southfield Branch 221

South Georgia and Florida (A. & G.) 309

South Manchester (H., P. and F.) 109, 260

South Mountain 748

South Mountain Iron (C. V.) 199.747

South Pacific (A. and P.) 829

South Reading (Eastern) 48

42

GENERAL INDEX.

^ PAGE.

South Shore 105

South Side (Horse) 847

South Side (Southern) 327

South Side (Va.) (A., M. and 0.) 709

Southern Central 240

Southern, of Long Island 327

Southern Maryland 204

Southern Minnesota 395

Southern Pacific (California) 806

Southern Pacific (T. and P.) 702

Southwest Rio Grande 638

Southern Pennsylvania (and Iron Co.). . . 199

Southern Pennsylvania 198

Southern Vermont (T. and B.) 187

Southwark (P., W. and B.) 380

Southwest (Mo.) Pacific (A. and P.) 829

Southwest Pennsylvania 506

Southwestern (Central) 17, 19

Spartanburg and Asheville 323

Spartanburg and Union 330

Spring Brook 751

Springfield 844

Springfield, Alfiol and Northeastern 105

Springfield and Columbus (C., S. and C.). 757

Springfield and Illinois Southeastern. . . . 663

Springfield and New London 102

Springfield and Northwestern 278

Spuyt'n Duyvil & Pt. M. (N.Y.O.&H.R.)..3, 221

Squankum and Freehold (P. & J. A.) 153, 154

Stanstead, ShefEord and Chambly (C.V.) . . 676

Stanton and Northern (D., L. and L. M.). 407

Stanwood and Tipton (C. & N. W.) 7

State Debts 885

State Line and Erie 748

Staten Island 235

Staten Island Shore (Horse) 846

Sterling Mountain 244

Steubenville and Indiana (P., C. and S. L.) 577

Stillwater and St. Paul 392

Stockbridge&Pittsfield (Housatonic) 108, 110

Stockton and Copperopolis 811

Stoneham 844

Stony Brook (N. and L.) 88, 108

Stony Creek 663

Stoughton Branch (B. and P.) 44

Strasburg and Harrisonburg (B. & O.). . . 347

Street Railroads of Massachusetts 844

Street Railroad of New Jersey 843

PAGE •»

Street Railroans of New York 845

Street Railroads of Pennsylvania 847

Siroudsburg (Horse) 847

Sugar River 770

Sullivan (C.V.) 676

Sullivan and Erie 748

Summit County 792

Summit Branch 749

Sunbury and Erie (Phil and Erie) 741

Sunbury and Lewistown 751

Suucook Valley (Concord) 87, 92

Susp. Bridge and Erie June. (Erie). . .224, 584

Susquehanna Canal 1 84

Susquehanna, Gettysburg and Potomac. . 716

Sussex 592

Svvedesboro1 (West Jersey) 158, 160

Sycamore and Cortland 280

Syracuse, Bing. and N. Y. (D. L. & W.). . 223

Syracuse and Chenango 237

Syracuse, Geneva and Corning 778

Syracuse and Geddes (Horse) 846

Syracuse June. (N. Y. C. & H. R.).... 3, 238

Syracuse Northern 222

Syracuse, Phoenix and Oswego 225

Syracuse and Onondaga 846

Syracuse and Southwestern 819

Tallahassee (J. P. and M.) 606

Taunton (Street) 844

Taunton Branch 46

Tebo and Neosho (M., K. and T.) 642

Tennessee and Alabama (N. and D.) 79

Tennessee and Pacific 655

Tennessee, Debt of 902

Terre Haute, Alton & St. L. (St.L. A.&T. H.) 458

Terre Haute and Indianapolis 692

Texas and New Orleans, 1874 775

Texas and Pacific 702

Texas, Debt of. 901

Third Avenue 846

Thirteenth and Fifteenth sts. (Phila.) ... 849

Tioga 750

Toledo and Northwestern 8

Toledo, Ann Arbor and Northern 322

Toledo, Norw'k & Clevel'd (L. S. & M. S.) 463

Toledo, Canada Southern and Detroit. . . 628

Toledo and Maumee. . 792

GENERAL INDEX.

43

PAGE.

Toledo, Peoria and Warsaw 277

Toledo, Tiffin and Eastern 582

Toledo and State Line 842

Toledo, Wabash and Western 650

Toledo and Woodville (T. T & E.) 582

Toronto and Nipissing 860

Toronto and Muskoka 877

Toronto, Grey and Bruce 859

Transcontinental (Texas and Pacific). ... 702

Traverse City (G-., R. & L.) 480

Trenton 843

Tresckow (C. of N. J.) 451, 457

Troy and Albia 846

Troy and Benningron (T. and B't'n). .187, 225

Troy and Boston 187 I

Troy and Colioes .... 846 !

Troy and Greenbush (N. Y. C. & H. R.).3, 225 |

Troy and Greenfield (Fitchburg) 52, 187

Troy and Lansingburg (Horse) 846

Troy, Salem and Rutland (R. and S.) 145

Troy Union 228

Tuckerton 164

Turners' Falls Branch (Fitchburg) 52

Twenty-third street (N. Y.) 846

Tyrone and Clearfield (Pa.) 506

Ulster and Delaware (X. Y. R. & S.) 234

Union (Horse), Mass 844

Union Philadelphia (Horse) 847

Union and Logan sport (C., C. and I. C.). . 567

Union Pacific 801

Union Pacific, E. D. (K. P.) 427

Union Pacific, Central Brauch 679

Union Pacific S'th'n Branch (M. K. & T.) . 642

Union Street, Warren 847

Uuiontown and West Yirgiuia 757

United Companies of New Jersey 509

United States, Public Debt of 878

United States, Revenue of 879

United States Rolling Stock Co 685

Upson County (C. of Georgia) 18, 19

Utah Central 796

Utah Northern 797

Utah Southern 797

Utah Western 797

Utica andBlack River 226

Utica, Chenango and Cortland 236

Utica, Chen. & Susque. Yal. (D. & H. C.). 236 Utica, Clinton & Bing. (N. Y. & 0. M.).2iO, 846 Utica, Ithacaand Elmira 817

Valley (B. and 0.) 347

Valley (D., L. and W.) 228

Valley (Ohio) 784

Valley Stream (Southern L. I.) 327

Van Brunt Street and Erie Basin 846

Vermont and Canada (C. V.) 676

Vermont and Massa. (Fitchburg) 52, 193

Vermont Central (C. V.) 676

Vermont, Debt of 904

Vermont Southern (T. and B.) 187

Vermont Valley (C. V.) 676

Vicksburg & Bruns. (C. of Georgia). .191, 478

Vicksburg & Jackson (V. & M.) 362

Vicksburg and Meridian 362

Vicksburg and Nashville 612

Vicksburg, Shreveport and Texas TO 2

Vincenttown Branch (Pa.) 514

Vineland (N. G. S.) 158

Virginia and Kentucky (A., M. and 0.). . 709

Virginia and Tennessee (A. M. & 0.) 709

Virginia and Truckee 308

Virginia Central (Ches. and Ohio) 544

Virginia, Debt of. 902

W

Wabash and Ohio 476

Wallkill Valley (Erie) 233

Walla Walla 808

Waltham and Newton (liorse) 844

Ware River 109

Warren (D., L. & W.) 593

Warren and Franklin (0. C. and A. R.). . 731

Warren & Venango (D. A. U. & P.) 141

Warwick 118

Warwick Valley (Erie) 229

Wasatch and Jordan Valley 3UO

Washington Branch (B. & 0.) 347, 353

Washington and Ohio 344

Washington County (B. and 0.) 347

Washington City and Point Lookout. . . . 557 Wash. City, Va. Mid. & Gt. Southern. . . 196

Washington St. and State Asylum 846

Watertown and Rome (R., W. and 0.).. . 162

44

GENERAL INDEX.

Watertown and Waterbury 112

Watervliet (Horse) 846

Watkins and Havana (Horse) 846

Waverly and State Line 229

Weehawken (Krie) 584

Wellington, Grey and Bruce 875

Wellsboro' and Lawrenceville (0. C & A.) 714

Welland (Gt. Western) 798

West Amesbury Branch 152

West Chester (W. C. and P.) 194, 752

West Chester and Philadelphia 194

West Chester and Phoenixville 753

Westerly Granite (N". Y., P. and B.) 94

Western (B. and A.) 39

Western, of Alabama 359

Western and Atlantic 606

Western Maryland 487

Western North Carolina, E. D 532

Western North Carolina, W. D 532

Western, of North Carolina 558

Western Pacific (Cen. Pac. of Cal.) 811

Western Pennsylvania (Pa.) 507

Western Union (if. and St. P.) 485, 495

Western Vermont (Harlem Ext.) 166

West Feliciana 324

West Florida and Mobile 841

West Jersey 160

West Philadelphia (Horse) 847

West Stockbridge (Housatonic).- 148

West Troy and Green Island 232

West Virginia, Debt of 904

West Wisconsin 599

Wheeling and Luke Erie 784

Wheeling, Pittsburg and Baltimore 752

Whitehall and Plattsburg (N. Y. & Can.). 208

White Mountains (B., C. and M.) 90

Wl.ite Water Valley 818

Whitney ville and Machiasport . „ 117

Wichita & Southwestern (A. T. & S. F.). 705

Wickford (N. Y., P. and B.) 94

Wicomico and Pocomoke 204

Wilcox and Howard Hill .755

PAGE.

Williamsport (Horse) 847

Williamsport and Elrnira (P. and W.). . . . 430

Wilkesbarre and Kingston (Horse) 847

Williamston and Tarboro' 533

Williamstown 840

Wilmington and Manchester (W. C. & A.) 356

Wilmington and Reading 755

Wilmington and Wei don- 360

Wilmington and Western 755

Wil'gton, Charlotte & Rutherford (C. C.). 316

Wilmington, Columbia and Augusta 356

Wilton (N. and L.) 78

Winchester and Alabama 35

Winchester and Potomac (B. and 0.) 347

Winchester and Strasburg (B. and 0.). . . 347

Windsor and Annapolis 862

Winnisimet (Horse) 844

Winona and St Peter (C. and N. W.) 389

Winona, Mankato and New Ulm. (C. & M.

W.) 389, 392

Winthrop (Horse) 844

Wisconsin Central 597

Wisconsin, Debt of 994

Wisconsin Valley 601

Wolfboro' (Eastern) 73

Wood River Branch 117

Woodstock .' 436

Worcester (W. and P.) 452

Worcester (Mass.) (Horse) 844

Worcester and Nashua 156

Worcester and Shrewsbury 154

Worcester and Somerset 329

Wrightville, York & Gettysburg (Penna.) 515

Wyandotte, Kansas City and N. W 714

Y

York and Cumberland (P. and R.) 373

York and Cumberland (N. Central) 438

York and Maryland Line (N. C.) 438

Youngstown and Canfield (Lawrence). . . 571

Z

Zerbe Valley (P. and R.) 175

45

ESTABLISHED 1853.

INCORPORATED 1H73.

MANUFACTURERS OF

IT

1

n

BOILERS,

GAR WHEELS,

Railroad Castings,

MILL AND HEAVY

MACHINERY.

, Tncl.

FOJEtT

J. H, BASS, Pres't. J. I. WHITS, Sec'y. S. J, FISHEE, Treas'r.

4F

THE KELLOGG BRIDGE GO,

OP

TSTTTHF AT. ft "NT

JB U Jff JS X*JLJW» AN •

BUILDERS OF

IRON ROOF TRUSSES,

PIVOT BRIDGES, VIADUCTS AND IRON PIERS,

SPECIAL ATTENTION IS INVITED TO OUR

F08GEB EYE BARS, littal

or

AND

BIVETIM BY HYDRAULIC AND OTHER IMPROVED MACHINERY,

Bridge Builders and Contractors supplied with FINISHED BRIDGE MATERIALS.

CHABLES KELLOGG,

President and Superintendent.

C. Y. 5. KITTREDGE,

.Secretary and Treasurer.

GEORGE BEALS,

Vice-President.

C. H. KELLOGG,

Engineer,

CLASSIFIED INDEX TO ADVERTISEMENTS.

he Advertisements will be found at the BACK of the book or in the FRONT. In both places thev separate paging. Unless stated, the paging refers to the back of the book.

\-NTI-FRICTION METALS.

i Duplaine & Co 13 Front .

ANVILS.

1 Fisher & Norris 34

! Mid vale Steel Works 3 Front

LNTIMONY.

I Merchant & Co.. .Op. Ind. to Ads.

^.XLES.

; Hussey, Wells & Co. . .Front Cov.

I Taylor Iron Works 1 Front

I Pennsylvania Steel Co 22

I John H. Reed & Co 6 Front

I Lake Erie Iron Co 9 Front

1 Midvale Steel Works 3 Front

Cleveland Rolling Mill Co. 5 Front

| Anderson & Woods 20

Allen town Rolling Mill Co .... 38

i Harian & Hollingsworth Co ... 44

Mowry Car and Wheel Works. 54

1 Justice Cox, Jr., & Co 59

Berwick Rolling- Mill Co 60

Albany xRensselaer I. &S. Co. 64

Park Bro. & Co Op. Titlepage

Pittsburg Forge & Iron Co 4

Chas. Congreve & Son 5

J. H. Ford & Co 6

N.ishua Iron and Steel Co 9

Cayuta Wheel & Foundry Co. . 79 Ramapo Wheel & Foundry Co. 78 Lobdell Car Wheel Co. . .74 and 75

ARCHITECTS.

Lowthorp & Henderson.. 7 Front Wilson Bros. & Co 51

A.IK BRAKE.

V. Loughridge 52

SkcciDENT INSURANCE Co. travelers' Insurance Co 2 Front

J. S. Kennedy & Co 8 Front

R. S. Wilson & Co 3 Front

Morton, Bliss & Co 23 Front

E. N. Robinson <fc Co... 23 Front

Drexel & Co up. Titlepage

Kountze Bros Op. Ind to Ad*.

A. H. Nicolay & Co 19 Frout

EAMS AND GIRDERS.

Cleveland R, Mill Co 5 Front

Johnll. Reed & Co 6 Front

Edge Moor Iron Co 2 Front

Leighton Bridge & Iron Works. 25

Niagara Bridge Works 2?

Atkins Bros 16 Front

Phoenix Iron Co 10

Milwaukee Iron Co Op. Intro.

BELTING.

N. Y. Belting & Packing Co.. . .

Op. p. 1 Front

BESSEMER STEEL.

Cleveland Rolling Mill Co. 5 Front

North Chicago R. Mill Co 26

Union Rolling Mill 55

Bethlehem Iron Co 61

Vulcan Iron Works 62

Albany & Rens-elaer Iron Co.

Cambria Iron Works 63

Pennsylvania Steel Works 22

Joliet'lron and Steel Co.. 12 Front Lackawannalr'n & C. Co.21 Front

BOILERS.

Brooks' Locomotive Co 35

Rhode Island Loco. Works .... 40 Pittsburgh Loco. & Car Works. 42 Harian & Hollingsworth Co. . . 44 Manchester Locomotive Works 46 The Hinkley Locom've Works. 48

Lane & Bodley 49

J. H. Bass After Gen. Index

BOLTS AND NUTS.

Cleveland R, Mill Co 5 Front

Lake Erie Iron Co 9 Front

Milwaukee Iron Co Op. Intro.

Harrisbur? Car Manf . Co 17

John V. Ayer & Son 19

Oxford Iron Co 32

Allentown Rolling Mill Co.... 38

Fuller, Lord & Co 46

Albany & Renssel'er I. & S. Co. 64

Standard Nut Co 1

W. C. Allison & Co. Op. In. to Ads. Pittsburg Forge and Iron Co. . . 4

BOILER PLATE.

Hussey, Wells & Co. ..Front Cov.

Cleveland R. Mill Co 5 Front

Bay State Iron Co 6 Front

Rhodes & Bradley 1 Front

Singer, Nimick & Co 18

John V Ayer & Son 19

Anderson & Woods 20

J, T. Ryerson 27

T. S. Gardner 33

Sligo Iron Works 33

Justice Cox, Jr., & Co 59

Park Bro. & Co Op, Titlepage

C. Congreve & Son 5

Abbott Iron Co 8

Nashua Iron and Steel Co 9

Paxton Rolling Mill 65

Milwaukee Iron Co . . . .Op. Intr'n.

BRAKE R. R.

W. Loughridge. B. Giroux

BRASS SEAMLESS TUBING

Merchant & Co.. Op. Ind. to Ads.

BRASS.

Merchant & Co. .Op. lud. to Adg. Duplaine & Co iy

BRASS BEARINGS.

Missouri Car and Foundry < Duplaine & Co 13 Front

BRIDGE BUILDERS.

Lpwthorp & Henderson.. 7

Cincinnati Bridge Co 23

Leighton Bridge & Iron Work*. 25

Niagara Bridge Works 27

Wilson Bros. & Co 51

Continental Bridge Co 61

Phcenixville Bridge & Iron Co. 11

Clark, Reeves xCo 11

Kellogg Bridge Co. Op. Ind.to Adi? American Bridge Co.. Back Cover

BOLT HEADING AND POINTING

MACHINES. Lewis, Oliver & Phillips 1

BERTH SPRINGS.

J. Lloyd Haigh 23

Z. Cobb & Sons 13

BOILER FEEDER.

Win. Sellers & Co.. Op. Gen. Ind Rue Manufacturing Co P

BOILER TUBES. (See Tubes.)

BESSEMER IRON.

Milwaukee Iron Co. . . .Op. Intr'n North Chicago R. Mill Co 2(.

BOILER MAKERS' SUPPLIES.

J. T. Ryerson 27

CAR BUILDERS.

John Stevenson & Co 17 Front

Harrisburg Car Manf. Co 17

Portland Co 32

Missouri Car and Foundry Co. 3ti

Michigan Car Co 37

Pittsburg Loco, and Car W'ks. 45

Jackson & Sharp 43

Harian & Hollingsworth Co. . . 44 Mowry Car and Wheel Works. 54 Terre Haute Car Manf. Co .

Frederick & Co r*

The Jackson & Woodin Mf. Co (A) Pittsburg and McKeesport Car

and Loco. Works 4

Barney & Smith Manf. Co 7

Wason Manf. Co /<!

Dayl»n Car Works 7

W.C? Allison & Co. Op. In. to Ade.

CAR BRAKE SHOE.

E. R. Bennet 77

48

INDEX TO ADVERTISEMENTS.

CAR COUPLER.

J. B. Safford 56

B. Giroux.. . ..70

CAR BRAKE.

W. Loughride 52

B. Giroux 70

CAR SEAT FRAME.

N. & A. Middleton & Co 25

CAR STOVE.

Gardner Chilson 22 Front

CAR SEAT SPRINGS.

J.Lloyd Haigh 23

Z. Cobb & Sons 13

CIRCULAR SAWS.

George Place 16 Front

CRUCIBLE STEEL.

The Standard Steel Works. . . 58

COPPER SEAMLESS TUBING.

Merchant & Co.Opp. Ind. to Ads. COPPER, SHEET.

Merchant & Co.Opp. Ind. to Ads.

CRANK PIN JACKS.

R. Dudgeon 16

CAR SPRINGS.

A. French & Co.Opp. Front Cover N. Y. Belting and Packing Co.

Opp. 1 Front

N. & A. Middleton & Co 25

The Harlan & HollingswHh Co 44

Van W art & McCoy 54

Union Car Spring Co 14

Columbia Car Spring Co 15

Calmer Spring Co..Opp.Ind. Ads. Nat'l Car Spring Co.

CAR LOCKS. . Tnos. Slaight 64

CAR WHEELS.

Taylor Iron Works 1 Front

Harrisburg Car Manf. Co 17

J. &. N. C. Scoville 29

Missouri Car and Foundry Co. 3(i

Detroit Car Wheel Co 37

The Harlan & Hollingsw'th Co. 44 Mowry Car and Wheel Works. 54 Terre Haute Car and Manf. C>). 57

Frederick & Co 58

Atwood Railway Wheel Co. . 76 The Jackson <& Woodin Mf . Co 60

Bass, J. H After Gen. Index

Pittaburg Forge and Iron Co.. 4

C. Congre ve & Son 5

Lobdell Car Wheel Co., . .74 and 75

Barney & Smith Manf. Co 7

Caynta Wheel and Foundry Co. 79

Fulton Foundry ro 67

Ramapd Wheel & Foundry Co. 78

Wasou Manf Co 72

Jersey City Wheel Foundry. . . 77

CAR BEARINGS.

Duplaine & Co 13 Front.

PAGE

CAR WHEELS, " STEEL TIRED."

Taylor Iron Works 1 Front

Atwood Railway Wheel Co. ... 76 Jersey City Wheel Foundry. . . 77 Lobdell Car Wheel Co 74 & 75

CAST STEEL.

Hussey, Wells & Co.. Front Cover Jersey City Steel Works. .4 Front

Singer, Nimick & Co 18

Anderson & Woods 20

Park Bro. & Co 24 Front

CAR REPLACER.

Pennsylvania Steel Co 22

Nashua Iron and Steel Co. ... 9

CAR TRIMMINGS.

L. G. Tillotson & Co 47

CAR UPHOLSTERY.

L. G. Tillotson & Co 47

CAR HEAD LININGS.

L. G. Tillotson & Co 47

CAR SEATS.

L. G. Tillotson & Co 47

N. & A. Middleton 25

Z. Cobb & Sons 13

CAR WHEEL BORING MACHINES.

Win. Sellers & Co.. Opp. Gen. Ind.

Wm. Bement & Son 73

Lobdell Car Wheel Co. . .74 and 75

CIVIL ENGINEERS.

Lowthorp & Henderson. . .7 Front Wilson Bros. & Co 51

CAR ROOFS.

Win slow Car Roofing Co 6

COMMISSION MERCHANTS.

O.W. Child 66

Borden & Lovell 10 Front

R. T. Wilson & Co 3 Front

Rhodes & Bradley 1 Front

J. S. Kennedy & Co 7 Front

Wm. D. Marvel 13 Front

Justice Cox, Jr. & Co 59

A. S. Whiton 14

CROSSINGS R. R.

Cleveland R. Mill Co 5 Front

Joliet Iron and Steel Co. .12 Front

Naylor & Co 11 Front

Midvale Steel Works 3 Front

Pennsylvania Steel Co 22

H. R. Smith & Co 51

H. & H.Elliott 57

Jersey City Iron Works 15

E. R. Bennet 77

COAL SCALES.

Buffalo Scale Co 31

Richie Bros 14 Front

COPPER.

Naylor & Co 11 Front

Merchant & Co..OppJnd. to Ads.

PAGE

COAL.

Borden & Lovell 10 Front

Lackawanna 1. &C. Co... 21 Front Wm. D. Marvel 13 Front

COAL GAS APPARATUS.

Morris, Tasker & Co 45

COTTON WASTE.

Jos. Schofield

CRANES.

Nashua Iron and Steel Co .)

Fulton Foundry Co T

COAL CRANES, " PORTABLE.'' Fulton Foundry Co

DESKS.

Wooton Desk Co. .opp Back Cov '

DEPOT SCALES.

Buffalo Scale Co

Richie Bros 14 Front

DIFFERENTIAL PULLEY.

Van Wart & McCoy "4

DRAW BAR.

J. B. Safford

DRAW HOOKS.

Taylor Iron Works 1 !

DREDGING MACHINES

The American Dredging Co

DRILLS.

George Place... . ..16 !•'•

Williams Tool Co

Wm. Sellers & Co.. Opp. Gen. ln«i Wm. Bement & Son

DRIVE WAY GATES. Howard & Morse . . .

EMERY WHEELS.

N. Y. Belt'g &P'k'gCo..Op. 1 Fr't George Place 16 Front

ENGINEERS' SUPPLIES. W. C. Duyckinck H

ENGINEER'S AIR BRAKE. W. Loughridge .

EYE BARS.

Kellogg Bridge Co.Opp. Ind Edge Moor Iron Co 2 From

FISH PLATES.

Cleveland R. Mill Co 5 Front

Allentown Rolling Mill Co M

Albany & Rensserar I. & S. Co. 64

Standard Nut Co 1

I'ittsburg Forge and Iron Co. . . 4 Milwaukee Iron Co .... Opp. Intr'n

FIRE BRICK. B. Kreischer & Son . . 29

GULMER SPRING COMPANY,

MANUFACTURERS OF

RAILWAY CAR SPRINGS.

Spiral Buffer, Freight Bolster, Journal and Epalizing Bar Springs,

SPIRAL SPRINGS OF ALL DESCRIPTIONS A SPECIALTY.

Office and Works, cor, 26th and Liberty Sts,,

HENRY A. BREED, General Manager and Treasurer. lJITTS*»BtJRG-H:, PA.

National Car Spring Co.

RICHARD VOSE, Pres.denc. BENJAMIN ATHA, Treasurer.

DI res MORE

Also, Cliff's Patent Elliptic, fbr Passenger and Preiglit Cars; Combination and Ordinary Elliptic*; Indian Rubber, etc., etc.

191 Lake Street, CHICAGO. 13 Barclay Stij Ni Yi 714 X. 2<1 Street, ST. LOUIS.

MERCHANT & CO.

ZFHII-.-A. IDIEni.IF'IEII.A..

Sheet and Russia Iron, Block Tin, Antimony and Spelter.

COPPER | BRASS SEAMLESS TUBING,

FOR

LOCOMOTIVE AND STATIONAEY ENGINES,

MANUFACTURERS' AGENTS

SHEET COPPER, BRASS, WIRE, RIVETS, &c.

H. V, & H. W. POOR,

LJl

LI

J. . .

i

68 Broadway,

New York.

INDEX TO ADVERTISEMENTS.

FIRE CLAY.

B. Kreischer & Son 29

FIRE SAND.

B. Kreischer & Son.

.. 29

PAGE '

HYDRAULIC PRF

IRON- WORKS.

PAOI

.FORCINGS.

Cleveland R. Mill Co 5 Front

John H. Reed & Co 6 "

Lake Erie Iron Co 9 '

Taylor Iron Works 1 "

Mid vale Steel Works 3 "

Ed are Moor Iron Co 2 "

Harrisburg Car ManTg Co — 17

Singer, Nimick & Co 18

Anderson & Woods 20

Pennsylvania Steel Co 22

The Standard Steel Works 58

Frederick & Co 58

Pittsbnrir Forge and Iron Co. . 4

J. H. Ford & Co 6

Nashua Iron and Steel Co 9

FROGS, R. R.

Cleveland R. Mill Co 5 Front

Joliet Iron and Steel Co.. 12 "

Navlor & Co 11 "

Mid vale Steel Works 3 "

Jersey City Steel Works.. 4 '

Anderson & Woods 20

Pennsylvania Steel Co 22 !

H.R. Smith &Co 51 <

H. & H. Elliott 57 j

Sweet's ManT? Co 59

Barney & Smith ManTg Co... 7

Jersey City Iron Works 15 j

Lobdell Car Wheel Co 74 & 75

E. R. Bennet 77 ;

GAS PIPE.

National Tube Works 21

Morris, Talker & Co 45

H. R. Smith & Co 51

W. C. Allison & Co. -Op. In. to Ads.

GIRDERS. (See Beams.) GOVERNMENT SECURITIES.

R. T. Wilson & Co 3 Front

J. S.Kennedy & Co 8

A. H. Nicolay & Co 19

Morton, Bliss & Co 23

E. N. Robinson & Co. . .23 Drexel&Co 24

Kountze Bros Opp. In. to Ads.

HYDRAULIC FORCINGS.

Edge Moor Iron Co 2 Front

HYDRAULIC JACKS.

Richard Dudgeon 16

Van Wart & McCoy 54

• E. Lyon 12

HOMOGENEOUS STEEL TUBES. Morris, Tasker & Co 45

HARDWARE.

Lewis, Oliver & Phillips 1

HYDRAULIC PUNCHES.

E. Lyon 12

R. Dudgeon 16

R. Dudgeon 16

E. Lyon 12

HYDROSTATIC WHEEL PRESSES. Lobdell Car Wheel Co 74 & 75

HEAD LIGHTS.

James Radley & Son 65

HOSE.

X. Y. Belt'g & Fk'g Co., Op. 1 FT.

HOMOGENEOUS BOILER PLATE.

Hussey, Wells & Co.. Front Cover

Cleveland R. Mill Co 5 Front

Bay State Iron Co 6 "

Singer. Niarick & Co 18

John V. Ayer & Son 19

Anderson & Woods 20

J. T. Ryerson 27

Park, Bro. & Co 24 Front

Nashua Iron and Steel Co 9

IRON, SHEET.

Cleveland R. Mill Co 5 Front

Rhodes & Bradley 1 "

John V. Ayer & Son 19

J. T. Ryerson 27

T. S. Gardner 33

Sligo Iron Works 33

Merchant and Co, Opp. In. to Ads. Past on Rolling Mills 65

IRON, BAR.

Cleveland R. Mill Co 5 Front

John V. Ayer & Son 19

Lochiel R. Mill Co 20

J. T. Ryerson 27

T. S. Gardner 33

Sligo Iron Works 33

Alientown R. Mill

Justice Cox, Jr., & Co 59

Berwick R. Mill Co 60

The Cambria Iron Works 63

Pittsburg Forge and Iron Co. . 4

Nashua iron and Steel Co 9

Phoenix Iron Co 10

Milwaukee Iron Co.. Opp. Intro'n

IRON CLAD PAINT.

Iron Clad Paint Co 66

IRON, PIG.

Bay State Iron Co 6 Front

Bethlehem Iron Co 61

Joliet Iron and Steel Co.. 12 Front

Win. D. Marvel 13 "

Rhodes & Bradley 1 "

Lochiel Rolling Mill Co 20

Atkins Bros 16 Front

North Chicago Mill Co 26

Milwaukee Iron Co... Opp. Intro'n

Oxford Iron Co 32

Alientown Rolling Mill Co 38

Fuller, Lord & Co 46

Union Rolling Mill Co 55

Justice Cox, Jr. & Co 59

INJECTORS.

Wm. Sellers & Co.. Opp. Gen. Ind. Rue Manuf g Co 9

IRON WIRE.

Cleveland R. Mill Co 5 Front

J. Lloyd Haigh 23

Taylor Iron Works 1 Front

Bay State Iron Co 6

Lake Erie Iron Co 9 "

Fail River Iron Works.. .HI •• . Joliet Iron and SteeJ Co.. 12 "

Rhodes & Bradley. 1 "

Edire Moor Iron C'o

Leighton Bridge and Iron Co . 25

Oxford Iron Co 32

N iajrara Bridge Co ->7

Sligo Iron Works 33

Morris, Tasker & Co 45

The Bethlehem Iron Works . 61

Vulcan Iron Works 62

The Cambria Iron Works 63

The Springfield Iron Co.. 17 Front Pittsburs Forge and Iron Co. . . 4

Abbott Iron Co 8

Nashua Iron and Steel Co 9

Phoenix Iron Co 10

Jersey City Iron WTorks 15

Milwaukee Iron Co. ..Opp. Irtro'n

Paxton Rolling Mill 65

Albany &Rensselaer I. & S. C'o. H4 The Pascal Iron Works 45

IRON WATER PIPE.

Leighton Bridge andiron Works 25

National Tube Works 21

Morris, Tasker & Co 45

H. R. Smith & Co 51

IRON MERCHANTS.

Rhodes & Bradley. 1 Front

John V. Ayer & bon 19

J. T. Ryerson 37

Wm. D. Marvel 13 Front

O. W. Child 66

A. S. Whiton 14

Justice Cox, Jr., & Co 59

Kennedy & Co 8 Front

IRON TRUCKS.

Lobdell Car Wheel Co .... 74 & 75

IRON, GALVANIZED.

Rhodes & Bradl-y 1 Front

Cleveland R. Mill Co 5 "

IRON WORKING MACHINERY.

Geo. Place 16 Front

Wm. Sellers & Co. Opp. Gen. Ind. W. Bement & Son 73

INSURANCE COMPANIES.

Royal Insur. Co.. Opp. Back Cover Satterlee, Bostwick A Martin

4 Front Travelers' Insurance Co. . .2 M

IKON ORE.

Wm. D. Marvel 13 Front

JOURNAL BEARINGS.

Duplaine & Co 13 Front

KAOLIN.

B. Kreischer & Son 29

LATHES.

Wm. Sellers & Co .opp. Gen. Ind. Wm. Beinent & Son 7-3

INDEX TO ADVERTISEMENTS.

LOCKS.

Thos. Slaight

LOCOMOTIVES.

Danforth Loco. & Mach. Co. . . 17 Portland Co. .................. 32

Brooks Loco. Works ......... 35

Rogers Loco. & Mach. Co. ... 39 j

Rhode Island Loco. Works. . . 40 I The Schenect'y Loco. Works, 41 | Pittsburj; Loco. & Car Works 42 \ Manchester Loco. Works .... 46

The Hinkley Loco. Works. . . 48 | Pittsburg and McKeesport Car and Locomotive WOFKS ---- 4

National Loco. Works ........ 12 ;

Baldwin Loco. Works, .next T'pg.

LOCOMOTIVE SPRINGS.

A. French & Co ...... Opp. F. Cov.

LOCK NUTS.

E. R. Bennet ................. 77

LOCOMOTIVE FRAMES.

Lake Erie Iron Co ........ 9 Front

LOCOMOTIVE BALANCES. Van Wart & McCoy. . . .

LOCOMOTIVE BLOCKS. B. Kreischer & Son

54

LOCOMOTIVE SPARK CLOTH.

Evans & Co ................... 50

Cleveland R. Mill ....... 5 Front

Howard & Morse ............. 3

James Radley & Son .......... 65

LOCOMOTIVE HEAD LIGHTS.

James Radley & Son .......... 65

LEAD.

Naylor & Co ............ 11 Front

Merchant & Co.. Opp. Ind. to Ads.

LUBRICATING OIL.

Manhattan Oil Co S. T. Baker & Co

LAMP POSTS.

Morris, Tasker & Co 45

LANTERNS.

Morris, Tasker & Co 45

Howard & Morse 3

James Radley & Son 65

MACHINISTS' TOOLS.

Wm. Sellers & Co.. Opp. Gen. In. Wm. B. Bement & Son 73

MORTISERS ("POWER.")

Lane & Bodley 49

MAGAZINES, JOURNALS, ETC. The Railroad Gazette. . .18 Front The Bankers1 Almanac :md

Register. 20 Front

The Travelers1 Official Railway

Guide 68

METALLIC PAINT.

Iron Clad Paint Co 65

Princes Metallic Paint Co 7e

MINERS' SAFETY LAMPS.

Howard & Morse 3

MINING SECURITIES.

A. H. Nicolay & Co. ... .19 Front

MACHINISTS' SUPPLIES.

W. C. Duyckinck 18

MANDRELS.

Morris L. Orum 28

MECHANICAL ENGINEER.

J. Snowden Bell 28

MACHINERY R. R.

G. Place... .. 16

Allentown Rollins Mill Co ... 38 Rogers Loco. & Mach. Works 39 The Schenect'y Loco. Works . 41 Harlan & Hollingsworth Co 44

L G. Tillotson & Co 47

Terre Haute Car & M'n'g Co. 57

Bass, J. H After Gen. Ind.

Wm. Bement & Son 73

Wm. Sellers & Co.. Opp. Gen. In.

NAILS.

John V. Ayer & Son 19

Oxford Iron Co 32

Fuller, Lord & Co 46

Albany & Rensslaer I. & S. Co. 64

NUT LOCKS.

Sweet's Manufacturing Co 59

E. R. Bennet 77

NORWAY IRON.

Naylor & Co 11 Front

Ed. Page & Co 7 Front

NUT TAPPING MACHINE.

Lewis, Oliver & Phillips 1

OILS.

S. T. Baker & Co 30

Manhattan Oil Co 40

PACKING FOR CAR BOXES.

Jos. Schofield 67

PATENT OFFICE.

J. Snowden Bell 28

PILE DRIVERS.

The American Dredging Co. . . 2 PAINTS.

Iron Clad Paint Co 66

Prince's Metallic Paint Co .... 76

PICKS.

Kloman, Park, & Co 21

RAIL JOINT.

Fisher &Norris... .. 34

Phrenix Iron Co.

.. 10

RAILROAD CONTRACTORS.

J. B. Dacey & Co 76

PAGE

RAILS. (Iron.)

Cleveland R. Mill Co 5 Front

Bay State Iron Co 6

Naylor & Co 11

J. S. Kennedy & Co 8

Joliet Iron & Steel Co. . .12

Edward Pacce & Co 7

Rhodes <fe Bradley 1

Lochiel Rolling Mill Co -,>0

North Chicago R. Mill Co. 26 Allentown Rolling Mill Co . 38

Kansas Rolling Mill Co 53

Union Rolling Mill Co 55

Justice Cox, Jr.. & Co 59

The Bethlehem Iron Co ... 61

Vulc;m Ironworks 62

The Cambria Iron Works. ... 63 Albany& Rensselaerl.&S. Co. 64 Lackawanna 1. & C. Co... 21 Front The Springfield Iron Co.. 17 "

Atkins Bros 16 "

Abbott Iron Co 8

Phoenix Iron Co 10

Wm. D. Marvel 13 Front

Child, O. W 66

Whiton, A.S 14

Milwaukee Iron Co., opp. Intr1!!.

RAILWAY SHOP EQUIPMENT. Wm. Sellers & Co. Opp. Gen. Ind. Wm. B. Bement & Son 73

R. R. LINKS AND PINS.

Pittsburg Forge & Iron Co 4

Milwaukee Iron Co.. .Opp. Intrii

RAILS, (Steel.)

Cleveland Rolling Mill Co. 5 Front

J. S. Kennedy & Co 8

Joliet Iron & Steel Co... 12 "

Naylor & Co 11 "

Edward Page & Co 7 "

Pennsylvania Steel Co 22

North Chicago R. Mill Co 25

Union Rolling Mill Co 55

The Bethlehem Iron Co 61

Vulcan Iron Works 62

The Cambric Iron Works 68

Albany & Rensselaerl.&S. Co. 64 Lackawanna I. & C. Co. .21 Front The Springfield Iron Co.. 17 Front Chas. Congreve & Son 5

RAILROAD BRAKE.

W. Lous;hridge 52

B. Giroux 70

RAILWAY SUPPLIES.

Ed. Page & Co 7 Front

Geo Place 16 "

W. C. Duyckinck 18

John V. Ayer & Son 19

L. G. Tillotson & Co 47

Van Wart £ McCoy 55

A. S. Whiton 14

O.W. Child 66

E. R. Bennet 77

James Radley & Son 65

Milwaukee Iron Co... Opp. Intr'n National Car Spring Co... opp. In.

to Ads

W.C. Allison & Co. .Op. In. to Ads.

R. R. CHAIRS.

Allentown Rolling Mill Co. ... 3S Albany & Rensselaer I. & S. Co 64 Phoenix Iron Co 19

INDEX TO ADVERTISEMENTS.

51

R. R. CASTINGS.

Harrisburg Car Mfg. Co ....... 17

Brooks Locomotive Co ....... 35

Missouri Car & Foundry Co.. 3fi Detroit Car Wheel Co ......... 37

Allentown Rollins Mill Co ... 38 Manchester Loco. Works ..... 46

The Hinkley Loco. Work*. . . . 48

Mowry Car & Wheel Works. . . 54 Terre "Haute Car & Mfg. Co. . . 57 Frederick & Co .............. 58

Bass Foundry & Mach. Co. .After Gen. Ind..". ....................

Cayuta Wheel & Foundry Co. 79 Ramapo Wheel & Foundry Co 78 Wason Manufacturing Co ..... 72

Fulton Foundry Co ............ 67

Lobdell Car Wheel Co. .. .74 & 75

RATCHET WRENCH.

Williams' Tool Co ............ 19

RIVETS. BOILER.

Cleveland Rolling Mill Co. 5 Front

John H. Reed & Co 6 "

Rhodes & Bradlev 1 "

J. T. Ryerson 27

Allentown Rolling Mill Co. ... 38 i

Merchant & Co.. 6pp. Ind. to Ads.

Standard Nut Co 1 ! STEEL TIRES.

PAOB

STEAM ENGINES.

Geo. Place 16 Front

TTarlan & Hollingsworth Co.. 44

Lane&Bodley 4fl

Bass Foundry and Mach. Co.

After Gen. Index.

RAILROAD RAMPS.

Nashua Iron and Steel Co

9

ROLLING MILLS.

Cleveland Rolling Mill Co. 5 Front Bay State Iron Works ____ 6 '

Lake Erie Iron Co ........ 9 "

Joliet Iron & Steel Co... 12 " Lochiel Rolling Mill Co ....... 20

Pennsylvania Steel Co ........ 22

North Chicago Rolling Mill Co. 26 Allentown Rollins Mill Co. ... 38

Union Rolling Mill Co ....... 55

Kansas Rolling Mill Co ....... 53

Berwick Rolling Mill Co ...... 60

Bethlehem Iron Co ............ 61

Vulcan Iron Works ........... 62

Cambria Iron Works .......... 63

The Albany & Rensselaer Iron & Steel Co .................. 64

Lackawanna I. & C. Co. . . 21 Front Springfield Iron Co ..... 17 "

Atkins Bros ........... 16 "

Abbott Iron Co ................ 8

Milwaukee Iron Co..Opp. Intro'n Paxton Rolling Mill ........... 65

RAILROAD INSURANCE.

Royal Insurance Co.. Opp. Back Cover .......................

Satterlee, Bostwick & Martin, 4 F

RAIL FASTENINGS.

Cleveland Rolling Mill Co'. 5 Fr't Fisher & Norris .............. 34

Sweet's Manuf . Co ............. 59

Phoenix Iron Co ............... 10

ROLLING MILL CASTING.

Harrisburg Car Manuf. Co ____ 17

ROLLING STOCK.

United States Rolling St'k Co. .71

RAILWAY SECURITIES.

J. S. Kennedy & Co ..... 8 Front

R. T. Wilson & Co ...... 3 "

A. H. Nicolay & Co ..... 19 "

Morton . Bliss & Co ..... 23 "

Eugene N. Robinson&Co.23 " Drexel & Co ............ 24 "

Kountze Bros ____ Opp Ind. to Ads.

O. W. Child... .. 66

ROOFS. ETC.

Niagara Bridge Works 27 \

Leighton Bridge & Iron Works. 27

Phrenix Iron Co 10

Phrenixville Bridee Co 11

Kellogg Bridge Co". .Op. In. to Ads. The Am. Bridge Co., Back Cover.

RUBBER FABRICS.

New York Belting & Packins Co. Opp. p. 1. Front

RETORTS. CLAY.

B. Kreischer & Son 29

RUBBER COATED IRON TUBE. Morris, Tasker & Co 45

R. R. LOCKS.

Thomas Slaight 64

ROOF CRESTINGS.

Howard & Morse. . . . . 3

STEEL WIRE.

Cleveland R. Mill Co 5 Front

J.Lloyd Haigh 23

SHAFTING.

Lake Erie Iron Co 9 Front

Geo. Place 16 "

Lane & Bodley 49

Albany & Rensselaer I. & S. Co 64 Wm. Sellers & Co.. Op. Gen. Ind.

C. Consreve & Son 5

Nashua Iron and Steel Co 9

Milwaukee Iron Co.. Opp. Intro'n

STEEL CASTINGS.

Hussey, Wells & Co. . .Front Cov.

Midvale Steel Works 3 Front

Jersey City Iron Works . . .4 "

STEEL SCREWS.

Cleveland R. Mill Co 5 Front

SAFE DEPOSIT Co.

The Safe Deposit Co. of New York Opp. Ind. to Ads.

SPIKES, R. R.

Cleveland R. Mill Co 5 Front

John H. Reed & Co 6 "

John V. Ayer & Son 19 !

Oxford Iron Co 32

Corydon Winch 36 i

Allentown Rolling Mill Co. . . 38

Justice Cox, Jr., A Co 59 '

Albany & Rensselaer I. & S. Co 64 Standard Nut Co 1

STEEL CROW BARS.

Sweet's MTg Co 59

Naylor & Co 11 Front

Midvale Steel Works 3

Cleveland Rolling Mill Co.5

The Standard Steel Works. . . . 5S

Chas. Congreve & Son

Nashua Iron and Steel Co

Schenectady Loco. Work Mowry Car and Wheel Wr.

STEAM PUMPS.

Geo. Place 16 Front

Epping, Carpenter & Co

SECOND-HAND MACHINERY.

Geo. Place 16 Front

SPRING COTTERS.

George Barnes & Co 15 Front

SEWER PIPE.

National Tube Works 21

Leighton Bridge & Iron Works '25 H. R. Smith&Co 51

STEEL.

Hussey. Wells & Co F. Cov.

Jersey City Steel Works. .4 Front Joliet Iron & Steel Co. . . 12 "

Naylor & Co 11 "

Midvale Steel Works 3 "

Sinser, Nimick & Co 18

Anderson & Wood? 20

Pennsylvania Steel Co 22

The Standard Steel Works. ... 58 Albany £ Rensselaer I. & S. Co 64

Park, Brother & Co 24 Front

Cha*. Congreve & Son 5

Nashua Iron and Steel Co 9

SCREW CUTTING MACHINE.

Lewis, Oliver & Phillips 1

SWITCH LOCKS.

Thos. Slaight 64

STOVES.

Gardner Chilson 22 Front

SPELTER.

Merchant & Co., Opp. In. to Ads.

SEAMLESS TUBING.

Merchant & Co.. .Opp. In. to Ads.

SCREW PUNCHES.

E. Lyon 12

SWITCHES.

Pennsylvania Steel Co 22

H. R. Smith & Co 51

E. R. Bennet 77

Jersey City Iron Works 15

Lobdell Car Wheel Co 74 & 75

52

INDEX TO ADVERTISEMENTS.

-

JACKS.

Van Wart & McCoy ... . . 54

E. Lyon ....................... 12

R. Dudgeon ................. 16

SCALES.

Buffalo Scale Co... .. 31

Riehle Bros ............. 14 Front

SWEDISH

Naylor & Co. ... ... 11 Front

Edward Page & Co ....... 7 "

SWITCH STAND.

H. R. Smith & Co .......... ... 51

Pennsylvania Steel Co. • 22 Jersey City Iron Works ....... 15

STEEL FORCINGS.

Hussey, Wells & Co ...... F. Cov.

Jersey City Steel Works. .4 Front Mid vale Steel Works ...... 3 "

Cleveland Rolling Mill Co 5 " Singer, Nimick & Co .......... 18

Anderson & Woods ........... 20

Pennsylvania Steel Co ____ 22

Standard Steel Works ......... 58

STEAM PACKING.

X. Y. Belting and Packing Co.

Opp. p. 1 Front

SAW MILLS.

Lane & Bodley ...... . . 49

SCREENS (Coal and Sand).

Howard & Morse 3

STATION WATER COLUMN.

Morris, Tasker & Co 45

STEAM FITTINGS.

Morris, Tasker & Co 45

STEAM FITTERS' TOOLS.

Morris, Tasker & Co 45

SUGAR MACHINERY.

Morris, Tasker & Co 45

STEAM HAMMERS.

Richard Dudgeon

Win. B. Bement & Son. . .

TESTING M A.CHINES.

Kiehle Bros 14 Front ,

TOOLS TRACK.

Kloman, Park & Co , 21

TUBES.

John H. Reed & Co 6 Front

National Tube* Works 21

J. T. Ryerson 27

Morris, . Tasker & Co 45

Merchant & Co. Op Index to Ads. W. C. Allison & Co. Op. In. to Ads.

TUBE EXPANDERS.

Richard Dudgeon 16

TIN PLATES.

Naylor & Co 11 Front

Merchant & Co . Op. Index to Ads.

TELEGRAPH WIRE.

L. G. Tillotson & Co 47

TURN-TABLES.

Lowthorp & Henderson.. 7 Front Leighton Bridge & Iron Works 25

Niagara Bridge Works 27

Allentown Rolling Mill Co. ... 38 Wm. Sellers & Co. Op. Gen. Ind.

Phoenixville Bridge Co 11

Kellozg Bridge Co. Op. In. to Ads.

Fulton Foundry Co 67

The American Bridge Co. .B. Cov.

TIME TABLES.

Official Railway Guide 68

TELEGRAPH MACHINERY.

L. G. Tillotson & Co 47

TIN.

Naylor & Co 11 Front

Merchant & Co. .Opp. In. to Ads.

TRACK TORPEDOES.

Van Wart & McCoy

54

TRACK SCALES,

Buffalo Scale Co 31

Riehle Bros 14 Front

WASTE, COTTON AND WOOLEN. J. Schofleld... .. 67

WATER COLUMNS. Morris, Tasker & Co.

45

PAGE WATER PIPE.

W. C. Allison & Co. Op. Ind. Ads.

Nat. Tube Works 21

Morris, Tasker & Co 45

H. R. Smith & Co 51

WOOD WORKING MACHINERY.

Geo. Place 16 Front

Lane & Bodley 49

WROUGHT IRON COLUMNS, ETC.

Phoenix Iron Co 10

The American Bridge Co. .B. Cov. Kellogg Bridge Co.. Op. Ind. Ads. W. C. Allison & Co. Op. Ind. Ads.

WIRE.

Cleveland R. Mill. Co 5 Front

J. Lloyd Huigh 23

Merchant & Co... Op. In. to Ads.

Evans & Co 50

Howard & Morse 3

WASHERS.

Cleveland R. Milt Co.... 5 Front

John -V. Ayer & Son 19

Fuller, Lord & Co 4t>

Sweet's Manuf g Co 59

Standard Nut Co 1

W. C. Allison & Co. . Op. Ind. Ads.

WIRE CLOTH.

Cleveland R. Mill Co 5 Front

Evans & Co ... 50

Howard & Morse 3

WIRE FENCE.

Howard & Morse 3

WRECKING DERRICKS.

Brooks Locomotive Co 35

Fulton Foundry Co 67

WRENCH.

Williams Tool Co . 1'j

WOOLEN WASTE.

J. Schoiield 67

WATCH CLOCKS.

Imhauser & Co ... . ->4

WATCHMAN'S TIME DETECTORS. Imhauser & Co ...

Wall Street, New Yr7c,

TRANSACT A

GENERAL BANKING

AND

FOREIGH EXCHANGE BUSINESS,

Receive Accounts and allow Interest on Balances

AT RATES AGREED UPON.

NEGOTIATE LOANS OP AN APPROVED CHARACTER.

H. V. & H. W. POOR,

Railroad Iron

AND

SECURITI ES.

Information furnished from official sources in relation to all American Railways.

68 Broadway, - - NEW YORK. 4 Gracechurch Street, - LONDON.

THE SAFE DEPOSIT COMPANY

CHARTERED 1861.

140, 142 and 146 BROADWAY, cor. LIBERTY ST.

FRANCIS H. JENKS, President.

The building absolutely fireproof; entirely of brick. The brick walls of its two fronts overlaid with

No wood used in its construction. The first established in the world for the safe keeping of Valuables, Bonds, Stocks, Plate, Jewelry, Wills, Valuable Papers, etc. (at $1.00 a year for $1,000 of Bonds), and the renting: of Safes (at from $15 to §200 a year, or for any short time at Special Rates — renter exclusively holding the key), in its Burglar Proof Vaults, guarded day and night by armed men.

Circulars at office or mailed to any address. The public are invited to visit.the premises without reference to business.

J^^ Deposits from a distance can be made through responsible Express Companies.

Coupons and interest collected, if so ordered, and remitted by mail. Silver Plate, etc., sent for on request. For Ladies, Private Rooms, with every convenience, separate desks, etc., are provided.

Jgp" At the Company's special request, its Charter confines its business solely to the Safe Keeping of Valuables and imposes, a personal liabi'ity upon the Stockholders to an amount equal and additional to the stock held.

ALPHABETICAL INDEX TO ADVERTISEMENTS.

The Advertisements will be foiiiid at the BACK of the book or in the FRO^T, In both places they have a special paging. Unless otherwise stated, the paging refers to the back of the book.

ABREVIATIONP. — Op. I. to Ads. .Opposite Index to Advertisements.

B'ck Cov Back Cover

F Front.

Tp Titlepage.

ABREVIATIOKS,— G. I General Index.

P Page.

F. Cov Front Cover.

Op. Intro Opposite In trodac

turn.

PAGE

Abbott Iron Co Baltimore, Md. 8

Albany & Rensselear Iron Co. Troy, N. Y. 64

Allentown R'g Mill Co .... Allentown, Pa. 38

Allison & Co., W. C Philadelphia, Pa. op I to ad

American Bridge Co Chicago, 111. b'ck cov.

American Dredging Co., Philadelphia. Pa. 2

Anderson & Woods Pittsburg, Pa. 30

Atkine Brothers Pottsville, Pa. F. 10

Atwood R' way Wh'l Co . . New York, Is . Y. 76

Ayer & Sou, John V Chicago, 111. 19

Bailey, W. H Connelsville, Pa. 12

Baker & Co., S. T New York, N. Y. 30

Baldwin Locomotive Works. . .Fhila., Pa. after Tp.

Bankers' Almanac New York, N. Y. F 30

Barnes, George & Co Syracuse. N. Y. F. 15

Barney & Smith MT g Co Dayton, O. 7

Barrow Haematite Steel Co. (Lim.)..New York, N. Y

Bass J. H Fort Wayne, Ind.

Bay State Iron Co Boston, Mass.

Bell, J. Snowdon Philadelphia, Pa.

Bennet, E. R New York. N. Y.

Bernent, Wm.B, & Son . Philadelphia, Pa.

Berwick Rolling Mill Co. . . .Berwick, Pa,

Bethlehem Iron Co Bethlehem, Pa.

Borden & Lovell New York, N. Y.

Bass Foundry & Machine Co Fort

Wayne, Ind

Brooks Loco. Works Dunkirk, N. Y.

Buffalo Scale Co Buffalo, N. Y.

Burnham, Parry, Williams & Co Phila- delphia, Pa

Cambria Iron Works Johnstown, Pa

Cayuta Wheel & F'dry Co..Waverlv, N.Y.

Cheever, J. H New York* N. Y

Chicago Nat. Wire Cloth Mi 1. . ..Chicago,

Child, oYw.'.'.'.y.'.'.y. .'.New "York," N! Y!

Chilson; Gardner Boston, Mass.

Cincinnati Bridge Co Cincinnati, O.

Clarke, Reeves & Co. . . .Philadelphia Pa. Cleveland Rolling Mill Co. .Cleveland, O.

Cobb, Z. & Son Wilmington, Del.

Columbia Car Spring Co.. New York, N. Y. Congreve, Chas. £ Son,. New York, N. Y. Continental Bridge Co. .Philadelphia, Pa. Cox, Justice, Jr., & Co. .Philadelphia, Pa. Culmer Spring Co Pittsburg, Pa.

Dacey & Co. J. B Boston, Mass.

Danfoith Loco. & Mach. Co Paterson,

Da\ ton Car Works. . '.'.'.'. . .Dayton, 6.

5

after G I.

F. 6

38

77

73

60

61

F. 10

afterGI. 35

31

after Tp.

79 opp. P. 1

50 66

F. 22 23 11

F. 5 13 15

a?

59 opltoad1

76

PAGE

43 37

F.M 16

F. 13

Delaware Car Works. . .Wilmington, Del.

Detroit Car Wheel Co Detroit, Mich.

Drexel & Co Philadelphia, Pa.

Dudgeon, R New York. N. Y.

Duplaine & Co Philadelphia. Pa.

Duyckinck, W. C New York, N. Y.

Edge Moor Iron Co Wilmington, Del. F. 2

Elliot, H. & H .E. St. Louis, 111. 57

Epping, Carpenter & Co. . .Pittsburg, Pa. 30

Evans <fc Co Chicago, HI. 50

Fisher & Norris Trenton, N. J. 34

Fisher Hail Joint Works. .Trenton, N. J. 34

Ford, Jas. H. & Co Detroit, Mien. 6

Fort Wayne Mach. & Car Wheel Works,

Foyt Wayne, Ind after G

Frederick <fe Co Catasauqua, Pa. 58

French. A. & Co Pittsburg, Pa. op F. cov

Fuller. Lord & Co New York. N. Y. 4ti

Fulton Foundry Co Cleveland, O, 6~

Gardner, E, H New York, N. Y. 33

B. Giroux New York, N.Y 70

Haigh, J. Lloyd New York, N. Y. 23

Harlan & Hollingsworth Co Wilming- ton, Del 44

Harrisburg Car Mfg. Co,.Harrisburg, Pa. 17

Hinkley Locomotive Works boston,

Mass 48

Howard & Moreo New York, N. Y. 3

Hussey, W^ells & Co Pittsburg, Pa. Fr't cov.

Imhauser & Co New York, N. Y. 24

Industrial Iron Works.. Philadelphia, Pa. 13

Iron Clad Paint Co Cleveland, O. 66

Jackson & Sharpe Wilmington, Del.

Jackson «fc Woodin Co Berwick, Pa.

Jersey City Iron Works.. Jersey City, N. J. Jersey City Steel Works.. Jersey City, N. J. Jersey City Wheel Foundry.. Jersey City,

Joliet Iron &'steel 'Co,'. '. '. ". '. '. Chicago,' 111".

43

60

15

F. 4

F. 13

Kansas Rolling Mill Co. .Kansas City, Kas. 53

Kellogg Bridge Co Buffalo, N.Y. op I to ad

Kennedy J. S. & Co New York, N. Y. F. 8

Keystone Pump Co Pittsburg, Pa. 30

Kloman , Park & Co Pittsburg, Pa. 21

Kountze Bros New York, N. Y. op I to ad

Kreischer & Son, B New York, N. Y. 29

17 Lacka wanna Iron & Coal Co Scran-

7 ton, Pa F. 21

56

INDEX TO ADVERTISEMENTS.

PAGE

Lake Erie Iron Co Cleveland, O. F. 9

Lane & Bodley Cincinn iti, O. 49

Leightoii Bridge & Iron Works .. Roches- ter, N. Y 25

Leighton, Thos Rochester, N. Y. 25

Lewis, Oliver & Phillips. . .Pittsburg, Pa. 1

Lobdell Car Wheel Co.. Wilmington, Del. 74 & 75

Lochiel Rolling Mill Co... Harrisburg, Pa. • 20

Loughridge, Win Baltimore, O. 52

Lowthorp & Henderson. . .Trenton, N. J. F. 7

Lyon E New York, N. Y. 12

Manchester Locomotive Works Man- chester, N. H 46

Manhattan Oil Co New York, N. Y. 40

Marvel, Wm. D New York, N. Y. F. 13

Meeker, A. B. & Co Chicago, 111. F. 12

Merchant & Co Philadelphia, Pa. op I to ad

Michigan Car Co Detroit, Mich. 37

Middleton N. & A. & Co Phila., Pa. 25

Mid vale Steel Works. . .Philadelphia, Pa. F. 3

Milwaukee Iron Co Milwaukee, Wis. op Intr'n.

Missouri Car Co St. Louis, Mo. 36

Morris, Tasker •& Co . . . Philadelpaia, Pa. 45

Morton, Bliss & Co New York, N. Y. F. 23

Mowry Car & Wheel Works Cincin- nati, 0 54

Nashua Iron & Steel Co. . . Nashua, N. H. 9

Nat. Locomotive Works . Connelsville, Pa. 13

National Tube Works Boston, Mass.

and McKeesport, Pa 21

Naylor & Co New York, N. Y. F. 11

N. Y. Belting & Packing Co New

York, N. Y op. p. IF.

Niagara Bridge Works Buffalo, N. Y. 27

Nicolay, A. 11. & Co New York, N. Y. F. 19

North Chicago R. Mill Co Chicago 111. 26

Drum, Morris L Philadelphia, Pa. 28

Oxford Iron Co New York, N . Y. 32

Page, E. & Co New York, N. Y. F. 7

Park, Bro. & Co Pittsburg, P.t. F. 21

Pascal Iron Works Philadelphia, Pa. 45

Paxton Rolling Mills Harrisburg, Pa. 65

Pennsylvania Steel Co . . Philadelphia, Pa. 22

Phoenix Iron Co Philadelphia, Pa. lu

Phoenixville Bridge Works Phila., Pa. 11

Pittsburg Cast Steel Spring Works, Pitts- burg, Pa op F. cov.

Pittsburg Forge & Iron Co. .Pittsburg, Pa. 4

Pittsburg Locomotive Wks.. Pittsburg, Pa. 42

Pittsburg Steel Works Pittsburg, Pa. 20

Place, Geo New York, N. Y. F. 16

Portland Co Portland, Me. 32

Pottsville Rolling Mills . . . .Pottsville, Pa. F. 16 Pittsburg and McKeesport Locomotive

Works McKeesport, Pa. 4

Prince's Metallic Paint Co... New York,

N.Y 76

Radley, James & Son . . .New York, N. Y. 65 Ramapo Wheel and Foundry Company,

Ramapo, N. Y 78

PAGE

Reed, John H. & Co ... Boston, Mass. F. 6

Reeves, S. J Philadelphia, Pa. 10

Rhodes & Bradley Chicago, 111. F. 1

Rhode Island Locomotive Works .. Provi- dence, R. I 40

Richard, E. O. & Bro. . . .New York, N. Y. 70

Riehle Brothers Philadelphia, Pa. F. 14

Robinson & Co., E. N. ..New York, N Y. F. 24 Rogers' Loco, and Machine Works. . .Pat-

erson, N. J 39

Royal Ins. Co New York, N. Y. op. B cov.

R. R. Gazette F. 18

Rue Manufacturing Co. .Philadelphia, Pa. 9

Russell Bros 69

Ryerson, J. T Chicago, 111. 27

Safe Deposit Co. of N. Y New York, j op I to

N.Y. .1 advs.

Safford, J. B Buffalo, N. Y. 56

Satterlee, Bostwick & Martin New

York, N. Y F. 4

Sohenectady Loco. Works .. Schenegtady,

N.Y... 41

Schofield, Jos Philadelphia, Pa. 67

Scoville, J. and N. C Buffalo, N. Y. 29

Scranton, J. S New York, N. Y. 32

Sellers, Wm. & Co. ... Philadelphia, Pa. op G I.

Shipman, J. W Cincinnati, O. 23

Singer. Nimick & Co Pittsburg, Pa. 18

Slaight, Thos Newark, N. J. 64

Sligo Iron Works Pittsburg, Pa. 33

Smith, H. R. & Co Columbus, O. 51

Springfield Iron Co Springfield, III. F. 17

Stagg, W. A F. 21

Standard Steel Works. .Philadelphia, Pa. 58

Stephenson, John & Co . . New York, N.Y. F. 17

Sweet's Manufact'g Co. . . Syracuse, N. Y. 59

Taylor Ir-m Works Highbridge, N. J. F. 1

Terre Haute Car Co Terre Haute, Ind. 57

Thompson, Jas. R. & Co Jersey City,

NJ..: :....:. F.4

Tillotson, L. G. & Co. . .New York, N. Y. 47

Travelers1 Ins. Co Hartford, Conn. F. 2

Travelers' Official Railway Guide.. Phila- delphia, Pa 68

Union Car Spring Co New York, N. Y. 14

Union Rolling Mill Co Chicago, 111. 55

United States Rolling Stock Co New

York, N.Y 71

Van Wart & McCoy .... New York, N. Y. 5t Vose, Dinsmore & Co . . . Ne w York, N.Y. op I to ad

Vulcan Iron Works St. Louis, Mo. 62

Wason Manuf act'g Co . . Springfield, Mass. 72

Whiton, A. S New York, N. Y. 14

Williams Tool Co Cincinnati, O. 19

Wilson Bros. & Co Philadelphia, Pa. 51

Wilson, R. T. & Co. . . .New York, N. Y. F. 3

Winch Corydon Philadelphia, Pa. 36

Winslow Car Roofing Co. . .Cleveland, O. 6

Wooton Desk Co Indianapolis, Ind. op B cov.

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HISTORICAL SKETCH OF THE INTERNAL IMPROVEMENTS IN THE UNITED STATES.

The year 1876 naturally suggests a retrospect of the first hundred years of our national life. It comes peculiarly within our province to trace, during such period, the progress made by our people in their means of intercommunication, with which all their interests, social, political, and material, are so intimately connected.

The colonists, at the time they declared themselves to be an independent nation, occupied a narrow belt of country stretching nearly two thousand miles along the coast, from New Brunswick, a province of Great Britain, to Florida, then subject to the crown of Spain. A small portion of this population only was distant more than a day's journey from navigable tide waters. Up to that time, however, when the condition of the country is considered — its vast and almost impenetrable forests, the covert of savage tribes which, under the influence and guidance of France, holding possession, at that time, of the valleys of the St. Lawrence and the Mississippi, waged incessant warfare upon the whole frontier line of settlements — the progress made by our people, for the first hundred and fifty years from the settlement of the country, is well worthy of admiration. As the products of their industries had little or no commercial value at distances exceeding a hundred, and often fifty, miles from navigable water Hues, and as there was still an ample supply of easily accessible and fertile lands, the subject of improved or artificial highways attracted little attention, as their necessity or im- portance was but little felt. It was not till the treaty of 1763, which gave to Great Britain the valley of the St. Lawrence and that portion of the valley of the Mississippi east of that river, that the vision of our people began to extend itself over the continent : raat they began to speculate upon its future destiny, upon the races that were to occupy it, and the means by which its matchless wealth could best be secured and rendered available by the new nation springing to life upon its eastern slope. It was seen that the two mighty rivers, which carried navigable water courses to nearly every portion of the great interior basin, had their outlets, one under the burning sun of the tropics, the other in an inhospitable region whose climate was that of polar cold — and each far distant from the great centres of population upon the Atlantic coast, and from ports most accessible to the Old World which was, and still is, the great market for many of our most important productions — and that the only mode by which this apparent oversight of nature could be corrected was by artificial works which, penetrating the range of the Alleghany mountains, should constitute the great ports of the Atlantic the real outlets of the commerce and trade of the continent.

*' As the waters of the Atlantic approached in Virginia more nearly than in any other state IJie navigable waters of the Mississippi, and as the settlements in it at the outbreak of -the

ii RAILROAD MANUAL OF THE UNITED STATES.

Revolution had penetrated further inland than in any other, it was natural that the routes of the Potomac or James River should first attract attention; and it is a striking coincidence that the man who is preeminently the Father of his Country considered as a nation, should also be the father of the system of artificial highways which in one form or another has spread itself as a vast network over the whole continent, and has become a distinguishing feature of our civilization. From his early employment as surveyor of lands, Washington became more familiar than any other of his time with the region lying at the head waters of the Potomac. In 1754, he commanded a military expedition to the Mouougahela River, and, from his familiarity with the route that Braddock was to take in his proposed attack on Fort Duquesne, he was invited to join the expedition and become a member of the military family of the general in chief. Had his advice been followed, the expedition would in all probability have been an entire success. In all his explorations the subject of a navigable waier line from the Chesapeake to the Ohio constantly occupied his thoughts. When a member of the House of Delegates of Virginia, he urged the consideration of his favorite subject upon that body before trie commencement of the revolutionary war. Near its close, but while in command of the army at Xevvburg, he made a tour northward, and following up the valley of the Mohawk, reached the summit between the head waters of the Hudson, and those flowing into Lake Ontario, and made a personal examination of the route which, from its superior natural advantages, was destined to realize for the whole country that which, by a canal along the line of the Potomac or James River to the Ohio, he hoped to secure for his own State. At this point the Alleghany range falls off into a vast plain depressed a hun- dred and forty-five feet below the surface of Lake Erie, and a hundred and nine feet below the summit, which, near Chicago, separates the waters flowing into Lake Michigan from those flowing iuto the Mississippi. This physical feature, in one sense so unimportant, has exerted a paramount influence on the destinies, moral, political and material, of the continent. It gave to the North the monoply of its commerce, and with, it, supremacy in wealth ; and in the West it made the line of the Great Lakes the future seat of empire.

At the close of the war Washington again resumed the subject that engrossed so much of his attention, and was instrumental in procuring a charter for his proposed work from the States of Virginia and Maryland. He became president of the company that was formed, and secured to it valuable grants both in lauds and money. He again crossed the mountains for the purpose of making a more careful examination of the country and the practicability of his enterprise. On his return he presented to the Governor of Virginia the results of his observations, in one of the most able and sagacious papers that ever came from his peu.

"I need not remark to you," said Wasmugton in the communication referred to, "that the flank and rear of the United States are possessed by other powers, and formidable ones, too ; and how necessary it is to apply the cement of interest to bind all parts of the Union together by indissoluble bonds — especially that part of it which lies iuimediu'.ely west of us with the Middle States. For what ties, let me ask, should we have upon these people (in the Mississippi Valley) ? How entirely unconnected with them shall we be, and what troubles may we not apprehend, if the Spaniards on their right and Great Britain on their left, instead of throwing stumbling blocks in their way, as they now do, should hold out lures for their trade and alliance? What, when they gain strength (which will be soouer than, most people conceive, from the emigration of foreigners, who will uave no predilection for us, as well as the removal of our own citizens), will be the consequence of having formed close connections with both or either of those powers in a commercial way ? It needs not, in my opinion, the gift of prophecy to foretell.

" The Western States (I speak now trom my own observation) hang upon a pivot. The touch of a feather would turn them any way. They have looked down the Mississippi till

RAILROAD MANUAL OF THE UNITED STATES. ill

the Spaniards, very impoliticly, I think, for themselves, threw difficulties in the wr.y; nnd they looked that way for no other reason than because they could glide quietly down the stream, without considering, perr-ap?, the difficulties of the voyage back again and the time necessary to perform it, and because they had no other means of coming to us but by land transportation and unimproved roads. These causes have hitherto checked the industry of the 'present settlers; for, except the demand for provisions, occasioned by the increase of population, and the little flour which the necessities of the Spaniards compel them to buy, they have no incitement to labor. But smooth the road and make easy the way for them, and then see what an influx of articles will be poured upon us, how amazingly our exports will increase, and how amply we shall be compensated for any trouble and expense we may encounter to effect it."

How prophetic would have been the words of "Washington had we been without rail- roads at the outbreak of the late rebellion! These works exerted a paramount influence ;.n the contest — not so much from the commercial results flowing from them, as from the means they gave to the North of overwhelming the insurgent districts with a vast military force. But for these works, such is the extent of our country, a single distant State might safely bid defiance to the central power. With them no one enjoys the immunity which would result irom isolation. With the removal of slavery — the great impediment to a true nationality — the commercial influence which they must exert will render any similar outbreak almost beyond the bounds of possibility.

As Washington, soon after ho made the report referred to, was elected President of the United States, the enterprises which he had urged with so much intelligence and persistency were abandoned, to be resumed at a distant day, but under conditions which rendered their accomplishment, and the results predicted of them, wholly unattainable.

It is to be remembered that although at the period of which we are speaking canals were regarded as affording the best and cheapest means of inland communication, yet, for the first fifty years after the Declaration of Independence, no great work of the kind was attempted, either for the want of adequate means, or of some crowning necessity, or of some scheme cal- culated to enlist a sufficiently powerful influence in its favor. The only routes in use were with very few exceptions, the old ordinary highways Upon the primitive soils of New Eng- land these served pre'.ty well as means of transportation : but in all other parts of the country they were wholly inadequate for such purpose. The cost, according to the report of a com- mittee appointed by the Legislature of the State of New York to consider the subject of the Erie Canal, of transporting a ton of wheat from Buffalo to New York, was a hundred dollars, and the time required twenty days. Such cost, which is now more than double the value of a ton of wheat in the city of New York, shows how unproductive must have been the labor of the greater portion of our population. Although the Western States at this time had received a large number of immigrants, their industry sufficed for hardly any other purpose than to supply their own necessities in food and clothing.

The inability of the nation, during the war of 1812, to move troops, with munitions and supplies, to distant menaced points, was one of the chief causes of the numerous disasters that were sustained. This fact was so impressed upon the minds of the people of the State of New York, within whose territory the war was chiefly cmiedon, that they determined, upon its close, to construct, with the least possible delay, a canal extending from the Hudson river at Albany to Lake Erie at Buffalo. At that time the small amount of produce that found its way to market, not only from the interior, but from the Atlantic slope, was largely floated down the natural water courses. That grown in Western New York was sent down the Delaware and Susquehanna rivers in arks or flatboats to Philadelphia and Balti- more. The natural advantages of the proposed canal route had long been well kno-.vn.

IV KAILROAD MANUAL OF THE UNITED STATES.

So early as 1724, more than a hundred years before its opening, Cadwallader Golden, then Surveyor-General of the colony, suggested the feasibility of such a work over the line now oc- cupied, and urged its construction. Although his suggestions were frequently repeated, nothing was actually undertaken until 1792, when two companies were incorporated and organized, under the titles of the " Western, and Northern, Inland Navigation Companies," the former being charged with the work of constructing what was termed a " lock naviga- tion" from the Hudson to Lake Ontario, and the latter a similar work from Albany to Lake Champlain. The former constructed a canal around Little Falls, on the Mohawk, and one from the Mohawk to Fish Creek, a tributary of Oneida Lake, the waters of which flowed into Lake Oniario; and in 1802 a route capable of passing boats of 15 tons burden was opened from the former lake to the lower Mohawk. The greater part of it, however, was made up of the river navigation. The canal being constructed on a very small scale proved wholly inadequate to its objects, was unremunerative, and was speedily abandoned.

On the 15th of April, 1817, an Act was passed by the Legislature of the State of New York making provision for the construction of the Erie Canal. On the 26th of October, 1825, the first boat reached tide water from Lake Erie. On the 4th of November of that year, the completion of the work was celebrated with every demonstration that could give emphasis to the occasion. No event could have had a greater importance to the nation. It at once gave a commercial value to the products of the interior of the continent, by opening to them an outlet at the harbor of New York. From Buffalo the Great Lakes carried a navigable water line one thousand miles farther inland. The immediate result was the same as if the St. Lawrence and the Lakes had had their outlet, to tidewater, through the Hudson.

This canal, as originally constructed, was 40 feet wide and 4 feet deep, with locks 90 by 15 feet. It was capable of passing boats of about 60 tons burden. It has since been enlarged to a width of 70 feet and to a depth of 7, with locks 110 by 18 feet, and is now capable of passing boats of 240 tons burden. Notwithstanding its limited capacity when first opened, it reduced the cost of moving a ton of freight from Lake Erie to New York City from $100 to $20 the ton, and the time from 20 to 8 days. Its enlargement, and the improvements that have been effected in transportation, have reduced the cost of moving a ton of freight over it from Buffalo to New York City to $1.50 the ton. When the vastness of the tonnage now moved over it — equalling 5,000,000 annually — is considered, the value and importance of this great work to the commerce of the country, foreign aud domestic, will be readily appreciated.

Although the Erie Canal was formally opened in 1825, no considerable amount of ton- nage was transported over it till 1826, so that the great re\olution in the commerce of the country properly dates from the year which marks the beginning of the second half century of our national life. Up to that year the best methods of transportation on land were those in use at the very dawn of civilization. Fifty years ago the emigrant going West moved with his family aud his herds precisely as did his ancestors in the Old World 2,000 years before.

The opening of the canal almost instantly gave an impulse, wholly unprecedented, to the construction of similar works. The States of Pennsylvania, Maryland, Virginia, Ohio, Indiana and Illinois at once embarked upon elaborate systems designed to give to almost every por- tion of their respective territories the advantages of canal navigation. The State of Ohio constructed two lines across its territory from Lake Erie to the Ohio River, one extending from Cleveland to Portsmouth, and the other from Toledo to Cincinnati. Indiana constructed an immense line extending from Toledo to Evansville, on the Ohio River. Illinois constructed one from Lake Michigan, at Chicago, to the navigable water of the Illinois River. Pennsyl- vania undertook the construction of a canal from the Delaware to the Ohio River at Pittsburg, but was compelled, for want of water at the summit, to supplement the mountain portion by a railroad of about 40 miles in length. Maryland was able to push its great work, the Chesa-

RAILROAD MANUAL OF THE UNITED STATES. V

peake and Ohio Canal, no farther than the base of the mountains at Cumberland. The favorite work of Virginia, the James River aud Kanawlia Canal, was carried ouly to the base of the same range. In the meantime, a large extent of line was constructed oy private corporations, so that within fifteen years from the opening of the Erie, 8,500 miles of canal were constructed in various parts of the Union, chiefly in the States of New Yo'k, New Jersey, Pennsylvania, Maryland and Virginia. Of those constructed by the States, only the Erie, and perhaps the Champlain, have proved remunerative upon their cost. A large extent of mileage has been abandoned in the States of Pennsylvania, Ohio and Indiana, their traffic having been drawn off by parallel lines of railroads. A large extent will be abandoned when the canals come to heavy repairs. All are likely in time to be superseded, with the exception of the Erie, Cham- plain, Delaware and Raritan, Delaware and Chesapeake, and perhaps ihe Delaware aud Hud- son and Illinois and Michigan. Through the latter, the waters of the Lakes now flow, by an open cut, into the Gulf of Mexico. A great drawback to the usefulness of canals is that they cannot be operated more than seven months each year. Only a small number are adequately supplied with water, aud upon none, with the exception of those named, can freight be tr<ms- ported so cheaply as over competing lines of railroad. The period for building canals, there- fore, has long since passed, while those now in operation, and which were once regarded as of the highest value and importance, have sunk into comparative insignificance aud neglect.

The year 1826, of which the present is the semi-centennial, is not only distinguished by the opening, for commercial purposes, of the Erie Canal, and by the grant of ihe first char- ter for the construction of railroads in the United States, but by the famous experiment on the Stockton and Darlington Railway, which demonstrated the practicability of propelling railroad trains by the application of steam power. That event was an era in the history of mankind as far as relates to its physical, and we may say, to its moral and political welfare — fur moral and political are the necessary results of material well-being. Railroads, more than any other invention or contrivance, tend to unite the race into one society; to overcome, as far as pos- sible, distinctions of birth or origin ; to reconcile differing and discordant institutions and ideas, and to subdue those local jealousies and ambitious which now separate the world into so many hostile camps. They place every section and every family of the nations above the fear of want by averaging for each the climatic conditions of all. They are the guarantee for the maintenance, not ouly of local, but of universal ord-r, by the vastness of the interests which they have created.

The railroad first undertaken in the United States was a short line of about three miles, for the transportation of granite to the Neponsct river, near Boston. This road was simply a copy of the tram-roads already in use in England. It is important only as the pioneer in the great movement that was then taking place. A similar work was constructed at about the same time for the transportation of coal from the pit's mouth to the Lehigh Valley Canal, near Mauch Chunk. It was not until 1828, however, that the construction of a railroad was undertaken for the transportation both of freight aud passengers on anything like a compre- hensive scale. The construction of the Erie Canal had cut off the trade which Philadelphia, and Baltimore had hitherto received from the West; and as the project of a canal from the city of Baltimore to the Ohio was regarded by mmy as impracticable, the merchants of that city, in 1827, procured the charter of the present Baltimore and Oaio Railroad. On the 4th of July, 1828, its construction was begun, the first act being performed by the vener- able Charles Carroll, of CarroLton, the ouly surviving signer of the Declaration of Inde- pendence. At the clo*e of the ceremony of breaking ground, Mr. Carroll said: "I consider this among the most important acts of my life, second only to that of signing the Declaration of Independence, if even second to that." In the fall of 1829, the laying of the rails within the City of Baltimore was begun. On the 22d of May, ISI'O, the first section of fitteeu miles, to

Vi RAILROAD MANUAL OF THE UNITED STATES.

Ellicott's Mills, wag opened. Like all others constructed at the time, it was an unsubstantial structure, with longitudinal sills, on which was placed a thin bar, or strap, of iron. Although locomotive engines had obtained some isein England, and two or three had been imported into the United States, this road continued for neatly a year after its opening to be operated by horse power. An ingenious, but unsuccessful, att< mpt was made to propel the trains by the use of sails. As some more efficient power than that of horses seemed indispensable, the company, on the 4lh of January, 1831, invited proposals for the construction of a steam engine for its use, " which, when in operation, must not exceed three and a half tons in weight, and must, on a level road, be capable of drawing, day by day, fifteen tons, inclusive of the weight of the wagons, fifteen miles per hour." In response, three engines were offered to the company. One only, constructed by Phineas Davis, of York, Pennsylvania, was accepted as coming up to the required specifications. Although this engine was incapable of surmounting any consid- erable grades, it served to assure the officers of the company of the practicality of working their railroad by steam power. In the annual report of the company for 1831, its president, Philip E. Thomas, stated that, " by many improvements made in the application of working power, an immense reduction in the cost of transportation and an increase of velocity had been effected." "Among the most valuable of these improvements," says the report, " was the combined cylindrical and conical car wheels, invented by the chief engineer of the com- pany, Mr. Jonathan Knight, which have been found of the utmost importance by the facility they afford of turning curves. By the aid of this highly valuable improvement, every doubt is removed of our ability to employ locomotive engines upon the Baltimore and Ohio Railroad. This discovery is the more important to us, inasmuch as from the surface of the country over which our route must be constructed numerous curves in the tracks will be unavoidable ; and the great advantage of this form of wheel consists in their so readily accommodating therr>selves to the degrees of curvature upon the road that there scarcely appears to be any perceptible obstacle to the passage of cars over them greater than on a straight line."

These remarks were undoubtedly called forth, in part, by the efforts which many distin- guished engineers were then making to prove that railroads could not be successfully operated in such States as Maryland and Virginia from the broken character of their surfaces, which would require the almost constant curvature of the lines that might be constructed.

The first locomotive ever used in the United Slates was one imported from England in 1829, constructed by Foster, Rastriek & Company, at Stourbridge, and called the " Stourbridge Lion." This engine was imported for use upon the Carbondale and Honesdale Railroad, belong- ing to the Delaware and Hudson Canal Company, and extending from their canal towards the mines. The first experimental trip was made by it on the 8th of Ai.gust, 1829. It was lound too heavy for the track, and its use consequently had to be abandored. The first loco- motive built in this country, and the second ever in use in it, was made at the "West Point Foun- dry Works in New York in 1830. It was called "The Best Friend of Charleston," having been built for use on the South Carolina Railroad, then in process of constiuction. It arrived at Charleston on the 23d of October, 1830, and was placed on the road November 2, 1830. The second ?ngine constructed in this country was by the same parties, for the same road. The third, also constructed by the "West Point Company, was placed on the Mohawk and Hudson, now a part of the New York Central Railroad, in 1831, and weighed three tons. It was used on the summit between the two planes worked by stationary engines, that near Albany having a length of 3,102 feet, that near Schenectady 2,046 feet. One of English manufacture, weighing 6 tons, imported for its use, was discontinued on account of its weight, which was too great for the track. It may be here remembered that, alth< ugh the ex- periment on the Stockton and Darlington Railway seemed to be conclusive as to the prac-

RAILROAD MANUAL OF THE UNITED STATES. Vll

ticability of using steam upon railroads, a commissiou, composed of distinguished engineers, appointed so late as 1829 to consider the comparative merits of transportation by locomotive or stationary power, made a report in favor of the latter, in which they proposed the erection of stationary engines at points within time miles of each other — the trains to be drawn by an endless rope or chain.

As early as 1832 the use of locomotive? may be said to have been fairly established. Fiom that time the comparative excellence of the engines to be used was the only subject for consideration. Constant and rapid improvements were made in their construction. Nothing can be more striking than to contrast the present engine with that of 1826. The latter period — only fifty years distant — represents the strne age of our railroad civilization. The locomotives first constructed weighed only from three to six tons, ard were hardly capable of drawing on a level road half the weight of the improved machine of the present day.

No scoter was the superiority of rail roads over the ordinary highway fully demonstrated both in this country acd in England, than a great many schemes were immediately set on foot A great stimulus was supplied by our peculiar political organization. Each State is a sort of miniature sovereignty, with local interests and ambitions which are often encouraged by it, in its corporate or collective capacity. The same may be said of the numerous municipal organ- izations into which each State is divided. As the State of New York constructed the Erie Canal, the pioneer work of the kind, so similar movements in other States were more or less assisted and controlled by them. It was the only mode by which, at that time, the means for works of any considerable magnitude could be provided. The credit of the States, as well as of municipal bodies, stood high for any sums they might wish to borrow. Local pride and the advantages to be gained by opening lines of railroad communication into the interior upon such routes especially as were impracticable for canals, as well as the necessity imposed upon them to counteract the influence of the Erie Canal, induced almost every State, as well as every considerable commercial community, to undertake their construction. We have already briefly referred to the Baltimore and Ohio railroad, which preceded all others in point of time. The next important one was the South Carolina, begun in 1830, and opened for traffic in 1833 for its whole length (135 miles). At that time, it was the longest continuous line of railroad in the world. The construction of the Mohawk and Hudson now a part of the New York Central, was begun in 1830. It was opened (17 miles) in 1831. The Saratoga and Schenectady Railroad (21| miles), was opened in the following year; the Cayuga and Susquehanna (34 miles), connecting the Susquehanna River with the Cayuga Lake, was opened in 1834.; and the Rensselaer and Saratoga (25 miles) in 1835. In New Jersey, that portion of the Camden and Amboy extending from Bordentown to Hightstown (14 mile?), was opened on the 22d of December, 1830; and between Hightstown and South Amboy (47$ miles), in 1834. In Pennsylvania a considerable extent of line for the transportation of coal had been constructed previous to 1835. In 1834 the Philadelphia and Columbia (82 miles), and the Portage Eailroad (36 miles), both forming a part of the system of public works undertaken by the State of Pennsylvania, were opened. The completion of these gave that State a continuous line, made up of canal and railroad, from Philadelphia to the Ohio river at Pittsburg. The total mileage of railroad constructed in this State up to and including 1835, was 265 miles, or more than one quarter of the whole extent of line then in use in the United States. In 1833 the Baltimore ; nd Ohio Railroad was extended as far west as Harper's Ferry (81 miles). In the same year the "Washington branch (30 miles) was also complete. In Massachusetts, in 1835, the Boston and Worcester Railroad (44 miles); the Boston and Providence (41 miles), and the Boston and Lowell (26 miles) were all opened for business. The total extent of mileage in operation in all the States at the close of that year was 1,098 miles.

Till

RAILROAD MANUAL OF THE UNITED STATES.

The railroads first constructed bore about the same relation to those of the present day that the first locomotive did to those now in use. They were slightly constructed works, with a longitudinal sill, intended to sustain the weight of the trains, the rail or strap of iron laid upon it serving to prevent the abrasion of the wood rather than to add any strength to the structure. Of course, until the wooden sill gave place to the heavy iron rail, no consider- able rate of speed and no considerable amount of traffic were possible. The change from wood to iron in the superstructure was a very gradual one. It was not until 1850, that the longi- tudinal sill arid the flat rail were entirely removed from the Utica and Scheuectady, the most important link in the New York Central line. The early railroads, consequently, though of great local convenience and value, exerted very little influence over the commerce of the country.

The first great revolution in railway traffic in this country, therefore, was the substitution of the heavy iron rail for the old superstructure, part wood and part iron. The next was the opening in 1851 of the Erie Railway to Lake Erie. The State of Massachusetts, how- ever, had made an important advance in 1842, when it extended its railroad system to the Hudson River, opposite Albany. In the same year a continuous line of railroad was open from Albany to Buffalo, by the completion of the Tonavvanda Railroad, now a part of the New York Central. The Central, however, was practically excluded from the transpor- tation of freight by being subjected to the canal tolls, as a matter of protection to that work. It was not until 1851, the year of the opening of the Erie road, that this restriction was removed. That year, consequently, marked in effect the opening of two lines of railroad from Lake Erie to tide water, and, if not so conspicuous in the history of our public works as that of 1826, it was by far the more important one to the commerce and welfare of the country.

The following tabular statement will show the railroad mileage in actual operation in the United States in 1851, and their earnings both in passengers and freight:

Statement showing the Length, Earnings from Passengers Earnings from Freight, and Total Earnings of all the Railroads in the United States in actual operation in 1851.

STATES.	Miles of Rail- road in Operation.	Earnings from Passengers.	Earnings from Freight.	Total Earnings.
Maine ...	284	$365 746	$219 241	$584 987
New Hampshire	415	537,901	686,H)3	1,224 004
Vermont . _ .	878	362 375	519 100	881 475
Massachusetts	1467	3,821,675	3,233 139	7 054 814
Rhode Island.	50	128 043	79 205	207 248
Connecticut	253	1,308,704	853 948	2 162 652
New York	1 705	4 800 431	2 841 849	7 642 280
New Jersey ...	269	1 731 6li2	901 157	2 632 719
Pennsylvania	898	1,836,682	4,161,297	5,997,979
Delaware .	16	135 129	2 157	137 286
Maryland	324	665,857	1,403,517	2 069 414
Virginia	441	466033	-.89 594	955 627
North Carolina	249	330,609	316,609	647 218
South Carolina .	241	333 576	667 141	1 000 717
Georgia '	658	432 669	1,386,592	1 819 261
Alabama	88	91 272	82 312	173 604
Mississippi	60	60000	60000	120000
	50	70 000	70000	140 000
Kentucky	93	97 412	134,972	232 384
Ohio	638	990 610	940 382	1 930 '-92
Indiana . . . . . ,	86	109589	245047	354 636
Illinois , •. -	116	147,676	188,634	336,310
Michigan	357	550 583	710 168	1,260 751
Totals	8876	$19 274 254	$20 192 104	$39 466 358

RAILROAD MANUAL OF THE UNITED STATES. ix

Twenty-five years, therefore, elapsed from the experiment on the Stockton and Darling, ton Railway, and from the granting of the first railroad charter in the United States, before the new agencies then set at work, which were to produce such tremendous results, had reached a stage in their progress and a degree of perfection in their construction and in that of their machinery, which enabled them, for the first time, to act on anything like a grand and adequate scale upon the productive and commercial interests of the country. The year 1851, therefore, appropriately divides the half century of our railroad history into two equal parts —one of preparation, the other of achievement.

After Lake Erie was reached, the next great step was the extension of the Northern system of railroads to Chicago by the completion, in 1853, of the Cleveland and Toledo (now a part of the Lake Shore and Michigan Southern) R. R. The Hudson River Railroad, an important member of this system, was opened in 1851. The Michigan Central and Michigan Southern, extending from Lake Erie to Chicago, were opened in 1852, ten years after the opening of the main line of the New York Central from Albany to Buffalo.

The construction of the Pennsylvania Railroad, now one of the most important of our public works, was begun in 1847. It was opened for business in 1854. This line was extended to Chicago by the Pittsburg, Fort "Wayne and Chicago, which was completed in 1858. The Baltimore and Ohio Railroad, the first undertaken in the United States, was opened on the 12th of January, 1853, to the Ohio at Wheeling.

In the preceding sketch we have briefly recapitulated the works first undertaken, and have traced the progress westward of the great trunk lines based upon Boston, New York, Philadelphia and Baltimore. Some progress had, however, been made in the Valley of the Mississippi before either of those lines had reached that valley or Lake Erie. The Mad River (now a part of the Cincinnati, Sandusky and Cleveland) was the first work of the kind undertaken in the West, having been begun in 1835, a portion of it being completed in 1838. In 1848, in connection with the Little Miami Railroad, it formed a part of the first continuous line of railway from Lake Erie to the Ohio River. The construction of the Little Miami was begun in 1837 and completed to Springfield in 1846. The next important line constructed in Ohio was the Cleveland. Columbus and Cincinnati, which was begun in 1848 and opened in 1851. The completion of this road formed, in connection with the Xenia and the Little Miami, the second continuous line between Lake Erie and the Ohio. The Cleveland and Pittsburg, making the third connection between them, was opened in 1852. The Pittsburg, Fort Wayne, and Chicago, opened in 1858, formed the first continuous line through the State from the Ohio River to Chicago. The Marietta and Cincinnati Railroad, which extended the Baltimore and Ohio to Cincinnati, was opened in 1857.

In Indiana the Madison and Indianapolis Railroad, one of the earliest constructed in the West, was opened in 1847. The first line running east and west through this State was made up of the Indiana Central, and the Indianapolis and Terre Haute, and was opened in 1853. The next line crossing the State in the same direction, the Ohio and Mississippi, extending from Cincinnati to St. Louis, was opened in 1857. The New Albany and Salem, now the Louisville, New Albany and Chicago, the first line connecting Lake Michigan and the Ohio, a line wholly within Indiana, was opened in 1854.

The work first undertaken in the State of Illinois, and the second in the West, was the Sangamon and Morgan, a portion of which was opened, as a State work, in 1839. This road now forms a part of the Toledo, Wabash and Western. The second line undertaken in this State was the Galena and Chicago, the construction of which was begun in 1849. It was open for a distance of ten miles in 1850. The line first opened in this State from Chicago to the Mississippi was the Chicago and Rock Island, completed in February, 1854 The completion of this road extended the railway system of the country to the Mississippi, up to

X RAILROAD MANUAL OF THE UNITED STATES.

that time the great route of the commerce of the interior. This work, in connection with the numerous other lines since opened, has almost wholly diverted this commerce from what may be termed its natural to artificial channels, so that no considerable portion of it . now floats down the river to New Orleans.

A second line was opened to the Mississippi in 1855, made up in part of the Galena and Chicago, and the Illinois Central. The third, the Chicago and Alton, was opened the same year. The fourth, the Chicago, Burlington and Quincy, in 1856; the fifth, the Illinois Cen- tral, in the same year. In 1858 the La Crosse and Milwaukee, now a part of the Chicago, Milwaukie and St. Paul Railroad, was completed from the lake to the river, being the sixth in the order of time.

In 1859 the completion of the Hannibal and St. Joseph Railroad carried the railway system of the country from the Mississippi to the Missouri. The next line between these rivers was made by the Chicago, Iowa and Nebraska, and the Cedar Rapids and Missouri River Railroad, which was opened in 1866. The Burlington and Missouri River Railroad, making a similar connection, was opened in 1871. An important extension was made of the Milwaukie and Mississippi Railroad at Prairie du Chien to St. Paul, Minnesota. In 1870 this line was further extended by the completion of the Lake Superior and Mississippi Rail- road to Duluth, at the extreme western end of that lake.

In the preceding paragraphs we have sketched the progress to the Missouri River of what may be termed the Northern system of railroads, of which the Baltimore and Ohio, with its connecting lines, forms the southern boundary or member. Its construction was prosecuted with far greater vigor than what ma}7 be termed the Southern system, from the greater amount of capital at its command, and from the fact that its trunk lines rested upon communities having a great commercial importance even before the construction of these works. South of Baltimore, there is no important commercial city upon the Atlantic coast, and no one which commands a trade extending beyond the eastern slope of the Alleghanies. New Orleans, at the outlet of the Mississippi, which but for railroads must have been the great commercial metropolis of the country, has already lost a very large portion of the trade of the interior, and must continue to lose it with the progress of railroads, and with the reduction in the cost of railroad transportation. Whatever is produced in the United States naturally seeks the great Eastern cities, and through them Europe, for a market. Railroads enable even the most southerly States to avoid the circuitous route by the Gulf, the climate of which, from its intense heat, is injurious to a large class of their products, and which is expensive from the high rates of insurance, and interest which is to be allowed upon the value of merchandise while in transit. The Southern States, therefore, present a striking contrast to the Northern, not only in their smaller railroad mileage in proportion to their areas, but in the smallness of the receipts of those. that have been built. They are, in fact, to be regarded mainly as lines tributary to the great Northern system. The recent civil war was a most disastrous blow to all Southern seaports, as they were closed for seve- ral years, while those of the North were open. The trade of a large extent of territory, once dependent upon them, sought and became habituated to new channels and new outlets. The trade thus lost is not likely to be recovered. The tendency towards centralization which everywhere displays itself, has become too strong to be resisted. A few great ports upon the Atlantic coast must absorb the larger portion of the trade and commerce of the greater part of the continent lying east of the Rocky Mountains.

The road first constructed in the Southern States, as already stated, was the South Carolina, the work upon which was begun in 1830, and completed in 1833. In Virginia, the road first completed was the Richmond, Fredericksburg and Potomac, which was opened from Richmond to Fredericksburg in 1837, and to the Potomac in 1841. The Richmond

RAILROAD MANUAL OF THE UNITED STATES. xi

and Petersburg was opened in 1838; the Petersburg and Roanoke in 1843. These three roads formed a continuous line from the Potomac River to the southern boundary of the State; that river serving, as it still does, as a connecting link between the northern and southern systems. From the southern boundary of Virginia, the Wilmington and Weldon Railroad (opened 1840) carries the system of the former to Wilmington, North Carolina. The latter road was extended to the South Carolina system in 1853, by the completion of the Wilmington and Manchester Railroad. From Augusta, the western terminus of the South Carolina Railroad, the Georgia Railroad was opened to Atlanta in 1839. The Georgia Central Railroad, connecting Savannah with the above line, was opened in 1840. From Atlanta, the railway system of South Carolina and Georgia was extended to the Tennessee River, at Chattanooga, by tho completion of the Western and Atlantic Railroad of Georgia, a State work, in 1850. From Atlanta, a line of railroad was opened to Montgomery in Ala- bama in 1853, made up of the Atlanta and West Point, and Montgomery and West Point. This line was extended to Mobile in 1862, and thence to New Orleans by the New Orleans and Mobile Railroad in 1870 In 1858 the Virginia system was extended southwesterly to Chattanooga by the completion of the Virginia and Tennessee Railroad in 1856, and the East Tenneisee aud Virginia in 1858.

From Chattanooga, the Western and Atlantic Railroad was extended to Nashville by the completion of the Nashville and Chattanooga Railroad in 1854, and in 1857 to Memphis, on the Mississippi River, by the Memphis and Charleston Railroad. The first connection made between the Mississippi, near the Onio, and the Gulf of Mexico, was by the Mobile aud Ohio, which was opened in 1859. The Louisville and Nashville, which formed the connection between Louisville and the Southern Atlantic and Gulf States, was opened in 1859. On the 1st of January, 1874, a direct and continuous line was opened between Chicago and New Orleans, by the extension northward to the Mississippi, near Cairo, of the New Orleans and Jackson aud Mississippi Central Railroads.

To the west of the Missouri, the progress of railroads within the past teu years has been on a grand scale. No portion of the United States is so well adapted to the cheap construc- tion and maintenance of these works as the vast plain lying between the Mississippi and Missouri rivers and the base of the Rocky Mountains. Among the more important of these extreme. Western lines is the St Louis and Iron Mountain, which extends from St. Louis by way of Little Rock, to the northern boundary of Texas, and to a connection with the Inter- national Railroad of Texas, by means of which a line is now opened from St. Louis to Houston and Galveston in Texas, and to the Central portions of that State. The distance between St. Louis and Galveston by this line is 870 miles. Another, and partly parallel line, is the Missouri, Kansas and Texas, extending from Hannibal in Missouri through a portion of Kansas, and what is known as the Indian Territory, to JDeuison, near the northern bound- ary of Texas, a distance of 576 mile.*. At that point it connects with the Houston and Great Northern Railroad, by means of which a second line is formed between the Western system aud Houston and Galveston of 964 miles.

Another important line west of the Missouri is the Kansas Pacific, extending from Leavenworth, Kansas, to Denver, Colorado, a distance of 635 miles, and 944 miles from St. Louis by way of the Pacific Railroad of Missouri. Another line equally important is the Atchison, Topeka and Santa Fe, extending from Atchisou to Pueblo, and to a junction with the Denver and Rio Grande Railroad. Pueblo is 917 miles west of St. Louis. The several roads just named have been recently constructed through a comparatively thinly settled country, on the future development of which their value must mainly depend. The St. Louis and Iron Mountain, and the Missouri, Kansas aud Texas, in connection with the International and Houston and Texas Central, connect themselves with the whole railroad

Xii KAILROAD MANUAL OF THE UNITED STATES.

system of Texas, and a large part of the enormous area of that State, and will have the effect to divert a very considerable portion of its trade to the Northern States.

The great work, however, west of ihe Missouri is the Pacific Railroads, known as the Union and the Central Pacific, from having been built by two companies in about equal propor- tions. This line was chartered by the general government on the 2d day of July, 1862. Its object was to strengthen the position of the Northern States by allying them with those on the Pacific slope, in view of a possible disruption of the Union. The secession of all the mem- bers of Congress from the Southern States placed it within the powt r of the Northern to exercise full prerogatives of sovereignty. The Southern States had always held the creation of corporate bodies by the General Government to be unconstitutional, it being, as they alleged, a government of limited powers in everything but in its relations to foreign nations. "We are not aware that any similar act had been performed by it since the incorporation of the last Bank of the United States in 1817. But for the secession of the Southern States, it is not probable that any change would have taken place in the theory of its limited power*. On this account, the incorporation of the Pacific Railroad was an act of the greatest importance, as it is a precedent for a radical change in the traditional doctrine that the States composed a federation, not a nation. As this act has been followed by that of the creation of a general bank- ing law operative in all the States, it is not probable that any further objections will be made to the exercise by the Government of similar acts of sovereignty.

The work of construction on the eastern section of the Pacific Railroad was begun in the latter part of December, 1863, although no considerable amount was done until the year 1865, in which 40 miles only were opened. In 1866, 265 miles were opened ; in 1867, 245 miles; in 1868, 350 miles. In 1869, the road was completed to a junction with the Central Pacific of California, at Ogden, when a continuous line was formed across the continent. The latter road was com- menced in 1863. It was opened to the summit of the Sierra Nevada, 105 miles, in 1867 ; to the eastern boundary of the State, 138 miles from Sacramento, in January, 1868; and to Ogden, a point of junction with the Union Pacific, on the 9th day of May, 1869, and simultaneously with the completion to that point of the latter road. The whole line of 1,921 miles was constructed within a period of six years. It crosses the Rocky Mountains at an elevation of 8,242 feet above tide, and the Sierra Nevada Range at 7,042 feet above. As the whole line, when constructed, was through a territory almost wholly unoccupied, presenting numerous engineering difficulties of great magnitude, its construction within a period of six years, and at the rate of a mile for every working day, was an achievement without a parallel. As the writer of this sketch was connected with the Union Pacific Railroad at its organization, and some time thereafter, and was somewhat familiar with its early history, he takes this opportunity to offer his testimony to the value of the services rendered by the late Hon. Oakes Ames in the prosecution of this great enterprise, and to express his belief that without them the eastern division could not have been carried forward to its successful completion. No man ever rendered a more valuable public service.

In the early part of May, 1804, an expedition, known as Lewis arid Clarke's, started from the Missouri River, near St. Louis, on a tour of exploration to the Pacific coast, upon the waters of the Missouri and Columbia Rivers. It was furnished with all the means and material that the Government, by which it was organized, could supply. The first season only sufficed for it to reach the Mandan Villages, upon the Upper Missouri ; the next, to cross the mountains and reach the Pacific coast, near the mouth of the Columbia, where it passed its second winter. It reached St. Louis, on its return, on the 23d of September, 1806, having been absent nearly two and a half years. For more than two years no tidings what- ever had been received from it, and for more than a year it had been given up for lost. Eighteen months were required to reach the Pacific coast. On the first day of June, 1876, a railroad train left the city of New York, 1,200 miles east of St. Louis, for San Francisco,

RAILROAD MANUAL OF THE UNITED STATES.

Xiii

and reached that city in 83 hours and 53 minutes, running time. The distance between the two cities by the route of the railroad was 3,316 miles. The weight of the train was 126 tons. The rate of speed, including stops, for the whole distance, equalled 40 miles the hour. The distance between New York and Pittsburg, 440 miles, was run by one engine without stopping, in 'ten hours and five minutes ; that between Pittsburg and Chicago, 468 miles, in 11 hours and 31 minutes; that between Chicago and Council Bluffs, 488 miles, in 11 hours and 30 minutes ; that between Council Bluffs and Ogden, the western terminus of the Union Pacific Road, 1,033 miles, in 24 hours and 50 minutes; that between Ogden and San Francisco, 876 miles, in 23 hours and 38 minutes. The railroad crosses three formidable mountain ranges: the Alleghanies, at an elevation of 2,250 feet above the sea; the Rocky Mountains, at an elevation of 8,242 feet; and the Sierra Nevada, at 7.042 feet. Meals were served in one of the cars ; another was divided into commodious sleeping apartments, so that the party travelled with every luxury that the best public house could supply, and reached San Francisco with no extraordinary fatigue. No more striking illustration can be given of the progress made by our people within the last half century in the arts most useful to the race. It would seem presumption to predict a similar rate of progress^for the next fifty years; yet such prediction can appear no more incredible to us than would have appeared one to our people fifty years ago, of what has since been realized.

The number of miles of railroad opened each year since 1830, in the various States, as well as in the aggregate, will sufficiently appear in the accompanying tabular statements. In the first decade, from and including 1830, 2,302 miles were constructed; in the second, 5,063 miles; in the third, 21,424 miles ; in the fourth, which included the period of the war of the rebellion, 18,419 miles ; and in the last six years, 27,450 miles. The greatest extent of mile- age— 7,670— constructed in any one year, was in 1871. The mileage constructed the past year was 1,917 miles ; that within the previous year, 1,901. In the five years from 1868 to 1873 inclusive, 28,585 miles were constructed, being an average of 5,713 miles for each year. Their construction during the period last named was far in excess of any provi- sion existing for their proper support. The ratio of railroad mileage to the population of the country is as one mile to 582 persons. The total investment hi these works exceeds $4,600,000,000, an average of over $1,000 to each person. To enable the whole invest- ment to pay 6 per cent, on its cost, each person must contribute to it at least $18 annually. Such a rate is already attained in some States, and will probably be speedily reached in all the Northern ones.

Rapid as has been the progress in the construction of our railroads, that of their traffic, especially of merchandise, has been in far greater ratio. Subjoined is a comparative state- ment of the tonnage moved on the New York Central, the Erie and the Pennsylvania Railroads in the years 1855 and 1875, and their earnings therefrom for the same years :

	Tonnage	moved.	Earnings fr	om freight.
	1855.	1875.	1855.	1875.
New York Central .	810,031	6,001,954	$3,919,472	$19,398,353
Erie	842,055	6,239,943	3,653.002	13,415,554
Pennsylvania	365,006	9,787,176	2,805,306	16,458,028
	2,017,092	22,029,073	$10,377,780	$49,271,935

It will be seen that the increase of tonnage on the above roads during a period of

XIV RAILROAD MANUAL OF THE UNITED STATES.

twenty years has been more than tenfold, while their earnings have increased less than five- fold, showing that the charges of transportation have, within the period named, been reduced one half; but this does riot express the full amount of the reduction that has taken place, for freight is now moved by the above roads for distances at least one half greater than they were in 1855. The charges for transportation, therefore, do not exceed one third the rates of twenty years ago. The statement just given is a striking illustration of the rapid progress that has been niadn in the development of the material interests of the nation. The total mileage in the country in 1855 was 18,374 miles; in 1875 it was 74,658 miles, the increase of mileage in that period having been 56,294 miles, the rate of increase having been more than fourfold. Taking into consideration the increase of mileage and the increased tonnage on the mileage in operation 20 years ago. the total railroad tonnage the past year was probably twenty times greater than it was then.

While we are enabled to give, with a good degree of accuracy, the progress of the rail- road mileage of the country from year to year, we have no means of giving an equally accu- rate statement of that of its traffic. Only a few of the States, till a recent period, have required their railroad compa des to make full returns of their operations. The amount of' tonnage, therefore, at a comparatively early date, is a matter of inference rather than of direct proof. The total tonnage for 1851 of all the railroads in the State of New York, having a mileage of 1,703 miles, was 1,093,381 tons, as shown in their returns made to its Legislature. The average was 642 tons to the mile. The mileage of railroads in actual ope- ration that year in the United States equalled 8,836 miles. A tonnage for such aggregate equal to that of the railroads of New York would amount to 5,672,712 tons. The total ton- nage of all the railroads in the United States the past year cannot be less than 200,000,000 tons. In other words, the increase of the railway tonnage in the United States during the twenty-live years just passed has b&sa forty/old. If the value of such tonnage be estimated at $50 the ton, the aggregate of that moved in 1851 was $275,241,400; and of that moved in the past year, $10,000,000.000. Enormous as is such an estimate of increase, it cannot be considered excessive. The increase of tonnage is probably greater than that estimated. Its value may be somewhat less from the large quantity of coal now moved. Nothing- shown at the great Exposition at Philadelphia can compare with the increase of the railroad traffic of the country, as an illustration of its material progress for the last twenty-five years.

The construction of railroads in the United States has proceeded without reference to any general system or plan, and without anything like supervision or oversight by the differ- ent States, from whom ihe authority to construct such roads has been wholly derived, except in the case of the Pacific railroads, or of lines forming parts or branches of the same. At an early period acts of incorporation were granted as a matter of course. In most of the States the construction of railroads was provided for by general laws, whereby, without any further legislative authority, a certain number of persons might associate themselves together, and perform auy act necessary to the accomplishment of their object. In such legislation, the State of New York set the example by the enactment of a general railroad law in 1850. The effect of such a law is to override local and sectional legislation, and allow a perfect adap- tation of the railroad system to the commercial wants of the community. The most perfect unity, therefore, is secured in the general system, although the right of construction is de- rived from as many legislatures as there are States. The States have usually reserved to themselves the right of revoking private charters, and to regulate the management of the roads; yet the authority to revoke them, has, we believe, never been exercised. In a lew in- stances only has there been interference in their operations. The interest of the stockhold- ers is considered the best guarantee that the roads will be well conducted, while there can be no monopoly where the right of construction is open to all.

RAILROAD MANUAL OF THE UNITED STATES.

XV

We have no right to expect that the rate of railway construction in the future will, a great many years at least, come up to that of the past. Two or three thousand may, and probably will be built yearly. The progress to be made hi the future is to be in reduction in the cost of transportation. "We have already shown that the rates of charges on freight have been reduced by at least two thirds within twenty-five years. In consequence of such reduction, produce can now be moved 1,500 miles at the same cost as it could be moved 500 miles twenty-five years ago. Such reduction is a matter of the greatest importance when the immense extent of the country is considered. A very large amount of the breadstuffs which now come to the' seaboard is grown more than 1,500 miles inland. With every reduction of cost our available area is extended, and with it our ability to com- pete with other food-growing countries. Of the immense extent of territory which we now occupy on this continent, only a very small portion is yet really cultivated. We are com- petent to supply the world, and there can be no doubt that we must very speedily have, from oar position, from the fertility of our soil, and from our means of transportation, the monopoly of the supply of Western Europe. Our progress, therefore, for the future, if not so manifest by the extension of our railroads, is to continue to be no less solid and sub- stantial in the advantages which they are certain to secure.

Whatever temporary reverse our railroad interests may suffer, they are too intimately connected with all the business operations and growth of the country to remain long under the depression which has marked the last two years. For a series of over 20 years tne receipts from their operations have increased at the rate of 50 cents per capita per annum; and, as 1,000,000 persons are added to our population every year, it is easy to see that, even in the less productive and more thinly settled regions, the railroads already in operation will, soon compare favorably in point of business with those