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CORNELLUNIVERSITYLIBRARY

BOUGHT WITH THE INCOME

OF THE SAGE ENDOWMENTFUND GIVEN IN 1 89 1 BY

HENRY WILLIAMS SAGE

Cornell University Library

HE2791.C53 A3 1910

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HistoryOF THE

Chicago 6 North Western

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1910

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YESTERDAYAND

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A History of the

CHICAGO AND NORTH WESTERNRAILWAY SYSTEM

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THIRD EDITIONREVISED AND ENLARGED

CHICAGO MM;hMA.I

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HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM

OUT OF THE DEPTHS

No person who reads this little history will, from the reading thereof,

be able to form any conception of the difBculties that have been encounteredin getting together the data that form the basis thereof.

In the nearly sixty-nine years that have intervened since the first charter

was granted by the Legislature of Illinois, more than one generation of menhave lived and passed away, and with them have gone most of the records

of their words and deeds.

Documents, that to them were trivial and valueless, but that would have

been above price to the compiler of this history, were destroyed, lost, or so

scattered that much time and minute search have been used in digging out avery small part of them from their almost absolute oblivion. Other docu-

ments passed out of existence when the roads they referred to had died,

become bankrupt, were sold, consolidated, or otherwise vanished. Then camethe great Chicago fire and wiped out a vast majority of the preserved, andtill then supposed to be safe, public and private records and documents.

To secure the official data required for this little history, the session jour-

nals of the legislatures of many of the Northwestern States, some dating

back to 1835, had to be carefully examined and notes made therefrom. All

of the special laws passed by the legislatures above named had also to be

searched to find the special charters that it was the custom of the lawmakersin the early days of the Northwest to grant as authority for railroad

building.

Local histories, the files of newspapers, unburied prospectuses, records

of public meetings and conventions were forced to give up each its share of

history; and in addition to this, hundreds of letters were written to secure

a date or a name or a fact that has been embodied in this story.

So, taking up the whole question in its entirety and intricacy, one maysafely say that this little history has cost more time and labor than wouldhave been required to make a very fair and readable history for the last

hundred years of the United States.

Endeavor has been used to make the history a reliable record, and scrupu-

lous regard for exact facts has been adhered to.

As far as possible all the utterances are supported by documentary evi-

dence. But even under these conditions it is reasonable to expect that

errors and omissions will be found in these pages. It is the wish andhope of the compiler that when such are detected they will be reported to

some officer of the North-Western Company by the discoverer.

Chicago, III., April 1905. THE COMPILBE.

HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM

PREFACE TO THE THIRD EDITION

Nearly six years have passed since the last edition of this little book was

published. In those years substantial additions have been made to the

System.

Its mileage has been increased, its track has been improved with heavysteel rails and in other ways. Many of its bridges have been rebuilt with

heavy steel. There has been an enormous increase in the volume of its

business, a large increase in earnings and a very large increase in expenses.

The facts connected with all these changes will be found in the proper

place in this book.

Besides bringing the history down to the end of the fifty-first fiscal year,

the entire book has been revised, some new facts connected with the early

days of the road have been developed and all errors that had been discovered

have been eliminated and no little historical data have been added to thatgiven in the earlier editions.

The Compiler does not yet hope that the history is perfect or that it doesnot yet contain mistakes, but he hopes that if errors are detected they will

be reported to some officer of the ISTorth-Western Company by the dis-

coverer.

Chicago, October, 1910.

Albany Bridge Co 31, 38, 39, 138, 188, 189Aurora Branch E. RBeloit & Madison E. E. Co 24, 73, 186, 189Baraboo Air Line E. E. Co 72, 73, 88, 186, 189Boone County Ey. Co 113, 114, 187Boyer Valley Ey. Co 112, 113, 187Belle Fourohe Valley Ey. Co 151, 187Chicago & North-Western Ey. Co 7Chicago, St. Paul & Fond du Lac E. E. Co 50, 54Chicago, St. Charles & Miss. Air Line K. E. Co 25, 189!

Chicago & St. Charles Air Line E. E '.

Chicago, Mil. & North-Western Ey. Co 48, 186Chicago & Milwaukee E. E. Co 63, 189'

Chicago & Milwaukee Ey. CoChicago & Tomah E. E. Co 95Chicago, Iowa & Nebraska E. E 26, 37, 186Cedar Eapids & Mo. Eiver E. E 32, 39, 186!

Chicago & Dakota Ey. Co 95Chatfield E. E. Co 95Consolidation Coal Co 188Chicago, Iowa & Dakota Ey. Co 123.

Chicago Northern Ey. Co -. 187, 193Chicago, Iowa & Minnesota Ey. Co 187Chicago & State Line Ey. Co 193Dixon, Eockford & State Line E. E. Co 58Dixon, Eoekford & Kenosha Ey. Co 58, 59, 186Dixon & Iowa Central Eoute. 22Dixon Air Line 22Des Moines & Minnesota E. E. Co 95, 101Des Moines & Minneapolis E. E. Co 95, 186Dakota Central Ey. Co 95, 98, 102, 113Dubuque & South-Western E. EDe Pue Ladd & Eastern E. E. Co 144, 187,

Des Plaines Valley Ey. Co 152, 187.

Doland & South Eastern Ey. Co 187!

Dubuque & Miss. E. EEscanaba & Lake Superior Ey. Co 98, 186Elgin & State Line E. E. Co 31, 74, 186, 189

Eastern Wyoming Ey. CoEscanaba, Iron Mountain & Western E. E. Co 187First railroad in Illinois

Fox Eiver Valley E. E. Co 23, 189

Florence County Ey. Co 187Fremont, Elkhorn & Mo. Valley E. E. Co 43, 187

Forest City Southern Ey. Co 193

Galena & Chicago Union E. E. Co 8, 186.

Galesville & Miss. Eiver E. E. Co 98, 186

Great North Western E. EGreen Bay, Milwaukee & Chicago E. E. Co 63, 190

Green Bay Transit CoGalena & Southern Wis. E. E. Co 95, 190,

Galena & Wisconsin E. B. CoHarlan & Kirkman Ey. Co 113, 187

Illinois Central E. E 22, 24,

Illinois & Wisconsin E. E. Co 53, 185

Illinois Parallel E. E. Co 63, 188

*For general index see last pages.

Iowa Southwestern By. Co f 98,101, 186,193, 194

Iowa & Minnesota Ey. Co „'>' '

i ni'

i or i qaIowa Midland Ey. Co 7*' 1°^'

^°l' 7IIowa Central Air Line E. E. Co ,"„'q "

i or' 1 qaIowa Ey., Coal & Mfg. Co ^"'^' ^ ' HIowa E. E. Land Co I'nV'ioVVsV 194Iron Eiver Ey. Co '

103 187 194IronEangeEy. Co 7 -iiq 114 187 196Iowa, Minnesota & N. W. Ey. Co 7, llii, 114, isi, xyo

Janesville & Evansville Ey. Co '^T^' ^q*Junction Ey. Co ]f> l^' HIJames Eiver Valley & N. W. Ey. Co 1°^' ^°''

^^^Kenosha & Beloit E. E. Co 58, 188, IMl

Kenosha & Mississippi E. E • • • • • „,Kenosha & Eockford E. E. Co. of Illinois °^' 18«, 191

Kenosha & Eoek Eiver E. E. 58

Kenosha & Eockford E. E. Co. of Wisconsin • • • 188, 191

Kenosha, Eockford & Eook Island E. E. Co 08, 188, 191

Kenosha & State Line E. E. Co 191

La Crosse, Trempeleau & Prescott E. E. Co 62, 73, 88, 186, 189, 192

Linn County Ey. Co 186, 194

Lake Geneva & State Line Ey. Co 103, 187, 194

Lake Superior, Puget Sound & Pa. E. E 61

Lee County Ey. Co 151, 187, 199

Madison & Beloit E. E. Co 49

Marquette & State Line E. E. Co 54, 185

Michigan Central E. E 14

Miss. & Eock Eiver Junction E. E. Co 188, 191

Menominee Eiver E. E. Co 95, 98, 186, 192

Menominee Eailway Co 95, 192

Milwaukee & Chicago E. E. Co 63

Milwaukee & North Western Ey. Co 76, 190, 193

Milwaukee & North Western E. E 76

Milwaukee & Madison Ey. Co 95, 193

Milwaukee & Miss. E. E 30, 55

Maple Eiver E. E. Co 42, 100, 186, 194

Maple Valley Ey. Co 186, 194

Miss., Maquoketa & N. W. E. E. Co 74

Mississippi & Iowa Central E. E 37

Mississippi & Eock Eiver Junction E. E 22

Milwaukee, Lake Shore & Western Ey. Co 104, 105, 106, 108

Milwaukee, Lake Shore & Western E. E. Co 106, 187, 195

Milwaukee, Manitowoc & Green Bay E. E. Co 105, 195

Minnesota & Iowa Ey. Co 113, 187Minnesota Valley Ey. Co 95, 195, 197

Mankato & New Ukn Ey. Co 113, 114, 196Minnesota & South Dakota Ey. Co 113, 114, 196Missouri Valley & Blair Ey. & Bridge Co 188, 197Moville Extension Ey. Co 196Minnesota Western Ey. Co 117, 187, 196Macoupin County Ey. Co 187, 198Milwaukee & State Line Ey. Co 128, 131, 132, 137, 147, 187, 197, 198Manitowoc, Green Bay & N. W. Ey. Co 127, 131, 132, 137, 147, 187, 193, 197, 198Milwaukee, Sparta & N. W. Ey. Co 152, 187, 199North Western Union Ey. Co 77, 88, 193Northern Cross E. E 6North Western E. E. Co 56Northern Illinois Ey. Co 101 187 194Northern Nebraska Air Line E. E. Co 190Ontonagon & State Line E. E. Co 54 135Ottumwa, Cedar Falls & St. Paul Ey. Co lo'i ige' 194Oshkosb City Ey. Co '_ 137' jggOshkosh Transportation Co _' jqq

Peninsula E. E. Co. of Michigan 51, 60, 61, 186, 192Paint Eiver E. E. Co 104, 187, 194Plainview E. E. Co 95, 195Princeton & Western Ey. Co 113, 117, 143, 187, 198Princeton & North Western Ey. Co 187, 196Pioneer Town Site Co 188, 197Peoria & North Western Ey. Co 116, 187, 196Pierre, Eapid City & N. W. Ey. Co 132, 137, 142, 187, 198Pierre & Fort Pierre Bridge Ey. Co 132, 137, 142, 188, 198Quiney & Toledo R. E 7

Eock Eiver Valley E. E 50Eock Eiver Valley Union E. E. Co 185, 189Eockford Central E. E. Co 189, 191Rockford & Miss. E. E. Co 58, 189, 191Eockford & Eock Island E. EEock Eiver Ey. Co 95, 98, 186, 192Eochester & Northern Minn. Ey. Co 95, 195Eapid City, Mo. Eiver & St. Paul Ey. Co 187St. Charles Branch E. E. Co 17, 19, 70, 73, 189State Line & Union E. R. Co 74, 189, 192St. Charles E. E. Co 189, 192Sangamon & Morgan R. R 7Sheboygan & Miss. E. E. Co 96, 190, 193Sheboygan & Fond du Lae E. E. Co 96Sheboygan & Western Ey. Co 95, 97, 193Sac City & Wall Lake E. R. Co 193Stanwood & Tipton Ry. Co 76, 101, 186, 194Sioux Valley Ey. Co 186, 194Sycamore & Cortland E. E. Co 186, 194Southern Iowa Ey. Co 187, 196Sionx City Bridge Co 188, 197South Dakota Western Ey. Co 196, 199Sioux City & Pacific E. R. Co 41, 187, 196Sioux City Branch of U. P. R. R 70St. Paul Eastern Grand Trunk Ry. Co 113, 144, 187, 197Superior Coal Co 198Sioux City, Dakota & N. W. Ey. Co 152, 187St. Paul & Sioux City E. E. Co 199Toledo & North Western Ey. Co 95, 98, 104, 187, 194Toledo, Wabash & Western E. E 7

Transit R. E. Co 61, 190, 195Union Pacific R. E 70, 73

Vieux Desert & L. S. E. E. Co 106, 195Wisconsin & Superior E. R. Co 54, 55, 185, 189Wisconsin Northern Ry. Co 110, 187, 195Wolf & Wisconsin Eiver E. R. Co 106, 195

Winona & St. Peter E. E. Co 61, 62, 71, 88, 187, 190, 198

Winona, St. Peter & Missouri River E. R 62Winona, Mankato & New Ulm Ry. Co 95, 195Western Town Lot Co 188, 197

Wyoming Central Ey. Co 108, 196

Wyoming & North Western Ey. Co 127, 132, 137, 151, 198

Wolf Eiver Valley Ey. Co 142, 143, 187, 197

Wisconsin Town Lot Go 188, 198

West Wisconsin E. E 77

HISTORY OP THE CHICAGO & NORTH-WESTBEN RAILWAY SYSTEM 1

THE CHICAGO & NORTH-WESTERN RAILWAY AND

THE NORTH-WESTERN SYSTEM

WHAT IT IS—WHERE IT IS

HISTORICAL

Eailroads do not build themselves. It may well be imagined that a

railroad system that covers nearly 10,000 miles of main track ; that has cost

nearly $400,000,000; that earns $100,000,000 per year; that furnishes

work for nearly 56,000 emplojêes and promptly and generously pays themin wages about $40,000,000 per year, and thus sustains at least 300,000

souls, was not built in a day or without many trials, delays and muchvexation, worry, and care, and with vigilance that ceased not by day but

extended through the nights as well. It is the history of such a railroad

system we now write.

It should be borne in mind that the charter of its oldest part was

granted by the Legislature of Illinois in 1836, when railroads were nearly

unknown and when the people of all the great West were but pioneers

and were poor indeed. From such a people's foresight and enterprise

has grown the great railroad system we will tell you about.

It is well known this is one of the great railroad systems of the United

States. The history of its beginning and growth is not so well known.

It is to supply this lack of knowledge and to preserve the history of the

work of the pioneers that this little book has been prepared.

THE NORTH-WESTERN SYSTEM

The System comprises nearly 10,000 miles of main line and some thou-

sands of miles of sidings, etc., and is made up at this date (June 30, 1910)

as follows:

I. THE CHICAGO & NOETH-WBSTEEN RAILWAY PROPEU

This railway is operated under divisions as follows:

MUes.Wisconsin Division 326.93

Chicago to Fond du Lac Jet. (via Milwaukee) : . . .

.

147.63

St. Francis Cut-Off 2.38

Kenosha to Eockford 72.10

Chicago to Janesville 91.93

Mayl'air to Central Street (Evanston) 7.69

North 40th Avenue, Chicago, to Mayfair 5.20

Northern Wisconsin Division 332.72

JanesvUle to Green Bay 150.27

Appleton Extension (to Water Power) 3.63

Sheboygan to Marshfleld 164.09

Red Granite Junction to Eed Granite 7.85

Nekoosa Junction to Nekoosa 6.88

2 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM

MUes.

Galena Division 497.98

Chicago to East Bank Mississippi Kiver, opposite Clinton 137.00

Chicago to Freeport 121.00

Elgin to Williams Bay Sl-O*

St. Charles to Aurora 11.80

Cortland to Sycamore 4.64

Belvidere to Spring Valley 76.95

Chicago South Branch Track, Junction to Chicago Eiver 4.50

Nelson to Peoria (including 2.02 miles of Peoria & Pekin UnionEailway, leased) 85.00

Churchill to Ladd (Chicago, Indiana & Southern Railroad, leased) 2.80

Ladd to Seatonville (De Pue, Ladd & Eastern Eailroad, leased)

.

3.25

Iowa Division 569.46

East Bank of Mississippi Eiver to Missouri Eiver, opposite Omaha 354.00Clinton to State Quarry, beyond Anamosa 73.57

Stanwood to Tipton 8.50

Des Moines to junction with Northern Iowa Division, near JewellJunction 57.34

Carroll to Harlan 41.11Junction near Manning to Audubon 17.00

Cedar Eapids Cut-Off 5.96

Boone to Coal Banks 3.25

Broadway Station, Council Bluffs, to South Omaha (Union Pacific

Eailroad, leased) 8.73

Iowa and Minnesota Division 323.11

Belle Plaine to Sanborn 241.20

Belle Plaine to end of track beyond Buxton 81.91

NoKTHEEN Iowa Division 383.57

Tama to Elmore 164.56

Eagle Grove to Iowa State Line near Hawarden 145.20Jewell Junction to junction with Des Moines Line 1.75

Burt to Fox Lake 45.66Eldora Junction to Alden 26.40

Sioux City Division 416.15Jewell Junction to Onawa 141.53Maple Eiver Junction to Carnarvon 13.00Wall Late to Sargent's Bluff 99.87Wall Lake to Denison 24.80Boyer to Mondamin 61.30Missouri Valley to Sioux City 75.65

Madison Division 510.80Belvidere to Winona 225.83Evansville to Janesville 15.68Afton to Janesville 6.10Medary to La Crosse 3.96Trempealeau to Galesville 6.71Wyeville to Necedah (Princeton & Western Ey.) 16.06Milwaukee to Montfort 140.88Galena to Woodman 76.84Near Millbrig to Hazel Green 2.70Ipswich to Platteville 4,00Lancaster Junction to Lancaster 12.04

Lake Shore Division 381.35Lake Shore Junction to Kaukauna (via Manitowoc) 109.17Two Rivers Junction to Two Rivers g 35Northern Junction to Saunders 90.54Spurs to Industrial Establishments

[ I59Manitowoc to Green Bay 36 25Duck Creek to Southern Junction 30 06

HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 3

Miles.

Shawano Junction to Eland Junction 30.47

Pulaski to Gillett 16.90

ClintonviUe to Oconto (St. P. E. G. T. Ey., leased) 56.00

Spurs to Industrial Establishments on foregoing line (St. P. E.

G. T. Ey., leased) 4.02

Ashland Division 658.66

Kaukauna to Ashland (via Watersmeet) 276.96

Monico Junction to Hurley 88.11

HortonvUle to Oshkosh 23.10

Eland Junction to Marshfield 63.87

Eland Junction to Eosholt 19.74

Marathon City to Eib Falls 4.75

Wolf Eiver Junction to junction east of Elton 22.88

Junction east of Elton to Van Ostrand (Wolf Eiver Valley Ey.) 1.98

Pratt Junction to Harrison 17.53

Parrish Junction to Parrisli 4.54

Pelican to Crandon 17.84

Conover to Hackley 9.33

Mercer to Fosterville 19.49

Watersmeet to Choate 22.21

Craigsmere to Bobbins 3.47

Hurley to end of track 12.97

Potato Eiver Junction to end of track 2.60

Extension through Section 34 1.34

Branches and Extensions to Iron Mines 34.22

Spurs to Industrial Establishments 11.73

Peninsula Division 464.44

Green Bay to Eepublic 202.64

Clowry to Michigamme 10.44

Wabik to Champion 1-23

Powers to Watersmeet 104.33

Stager to Amasa 24.10

Narenta to Metropolitan 34.86

Branches and Extensions to Iron Mines 86.84

Minnesota Division *99 88

Winona to Tracy (via St. Peter) 230.50

Tracy to Watertown 92.48

Plainview Junction to Plainview 15.01

Chatfield Junction to Chatfield 11-46

Eochester to Zumbrota 24.48

Mankato Junction to New Ulm (via Mankato) 29.33

Sleepy Eye to Eedwood Falls 24.40

Evan to Marshall 45.82

Sanborn to Vesta 26.40

Dakota Division orr «/•^^^'^^

Tracy to Pierre ooonTyler to Astoria 32.20

Sioux Valley Junction to Watertown 4d.8d

James Valley Junction to Oakes |?i ,kWatertown to Gettysburg ,qohDoland to Groton ^°-»4

Iroquois to Hawarden taArCenterville to Yankton ^*'-4o

Nebraska and Wyoming Divisionon"^'^^"*"'^^

California Junction to Casperoli'So

Arlington Elkhorn Junction f-°°Irvington to South Omaha ioH'orFremont to Hastings io^ i^Linwood to Kansas State Line beyond Superior 1Z4.14

4 HISTOE^ OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM

MUea.

Platte River to Lincoln 45.11

Junction near Scribner to Oakdale (via Albion)''''ôoq

Norfolk Junction to Dallasg^

Dakota Junction to Deadwood _ • • 144.88

Narrow Gauge Line above Deadwood, including branches to Mines 20.76

Whitewood to Belle Pourche 21.19

Buffalo Gap to Hot Springs 14.12

Missouri Valley & Blair Railway & Bridge Company's track, leased 3.36

Blair to Omaha (C. St. P. M. & O. By., leased) 24.70

Total miles of railroad operated June 30, 1910 7,629.39

n. THE CHICAGO, ST. PAUL, MINNEAPOUS & OMAHA KAILWATCOMPANY

Wisconsin Division Miles.

Elroy to "Westminster Street 192.80

Westminster Street to St. Paul (leased) 1.30

Westminster Street to Minneapolis (leased) 10.10

Hudson to Ellsworth 24.82

Stillwater Junction to Stillwater 3.30

St. Croix Drawbridge to Stillwater Switch 4.55

Merillan to Marshfield 38.67

West Eau Claire to Shaw 's Mill 2.74

Menomonie Junction to Menomonie 3.01

Fairchild to Mondovi 36.75

Emerald to Weston 36.37

Northline to Bayfield 177.51Ashland Junction to Ashland 4.38

Ashland Shore Line 1.31

Eau Claire to Spooner 81.51

Trego to Duluth (including Nor. Pac. Ry. bridge, 1.59 miles) .... 73.29

Tuscobia to Kennedy 65.33

Chippewa Falls to Yellow river 49.28

807.02

Minnesota and Iowa Division

St. Paul to LeMars 241.49Cliff to St. Paul Junction 1.02LeMars to Sioux City (leased) 25.20Minneapolis to Merriam (leased) 27.00Lake Crystal to Elmore 43.69Madelia to Eairmont 29.38Bingham Lake to Currie 38.63Heron Lake to Pipestone 55.10Trent to Mitchell 130.73Luverne to Doon 28.00

620.24

Nebeaska Division

Missouri river to Omaha , 123.06Sioux City Union Depot to bridge track (leased) .50Sioux City Bridge Company 's track 3.9OCoburu to Wymot 45.39Emerson to Norfolk 46.50Wakefield to Crofton 49.14Wayne to Bloomfield 43.14

'—311.63

Total miles operated June 30, 1910 -^ y3g (

HISTORY OF THE CHICAGO & NORTH-WBSTBKN RAILWAY SYSTEM

DIRECTORS AND PRINCIPAL OFFICERS OF THE CHICAGO &NORTH-WESTERN RAILWAY COMPANY, JUNE 30, 1910

DISECTOSS(Term Expires 1910) (Term Expires 1911)

Marvin Hughitt.

HISTORY OF THE CHICAGO & NORTH-WESTEKN RAILWAY SYSTEM

DIRECTORS AND STAFF OF THE CHICAGO, ST. PAUL, MINNE-

APOLIS & OMAHA RAILWAY COMPANY, JUNE 30, 1910

(Term Expires 1910)William K. Vandeebilt New York

(Term Expires 1911)

Fredeeick "W. VandeebiltWilliam A. Gaedneb

New YorkChicago

Maevin HughittByeon L. SmithChauncet M. DepewDavid P. KimballZenas Ceane

ChicagoChicagoNew YorkBostonDalton, Mass.

(Term Expires 1912)Eugene B. Osboen New YorkJames T. Clabk St. PaulJohn M. Whitman Chicago

John D. Caldwell Chicago

EXECUTIVE COMItllTTEEMaevin Hughitt, Chairman Feedeeick W. Vandeebilt

William K. Vandeebilt Chauncet M. DepewDavid P. Kimba.ll Willl&.m A. Gaednee

GENEKAL OFFICERSChairman Executive Committee ChicagoPresident ChicagoVice-President and Ass't Secretary New YorkSecond Vice-President - - St. PaulTreasurer and 2nd Ass't Secretary New YorkAss't Treasurer and 3d Ass't Secretary New YorkSecretary Hudson, Wis.

General Solicitor St. PaulAuditor of Expenditures ChicagoGeneral Majaager St. PaulGeneral Superintendent St. PaulComptroller ChicagoGeneral Auditor St. PaulLocal Treasurer St. PaulFreight Traffic Manager St. PaulGeneral Freight Agent St. PaulGeneral Passenger Agent St. PaulChief Engineer - St. PaulPurchasing Agent St. PaulLand Commissioner Hudson, Wis.

Maevin HughittWilliam A. GaedneeEugene E. OsboenJames T. ClaekBichaed H. WilliamsMilton B. Van ZandtThomas A. PolletsJames B. SheeanWilliam H. StennettAethue W. TeenholmFeank E. PechinLewis A. EobinsonChaeles JenschChaeles p. NashHiEAM W. PEARCEEdgae B. ObeeThomas W. TeasdaleChaeles W. JohnsonIsaac SeddonGeoege W. Bell

THE FIRST RAILROAD IN ILLINOISOn February 7, 1837, the Illinois State Legislature passed an Internal

Improvement Act, appropriating some $20,000,000 for various InternalImprovements specified in the Act.

Among the many railroads provided for was one designated the NorthernCross Eailroad to start at Quincy, 111., on the Mississippi Eiver—to crossthe Illinois Eiver at Meredosia, thence run east through Jacksonville, Spring-field, Decatur and Danville to the Indiana State Line.

Under the provisions of this law the Northern Cross Eailroad was given$1,800,000 of the appropriation.

Early action was taken by the State authorities to carry out the pro-visions of the Law by the appointment of a Board of Commissioners tohave control of all public improvements contemplated. Murry McConnellof Jacksonville was Commissioner of the First Judicial District and had


immediate charge of the Northern Cross Eailroad. The survey of the

road was begun May 11, 1837. Contracts to grade, construct and complete

two divisions were signed July 10, 1837.

On May 8th the first rail was laid and on November 8, 1838, the first

railroad engine in the State of Illinois was placed on the track at Meredosia.

The road from Meredosia to Jacksonville was completed and accepted bythe State of Illinois January 1, 1840. During this time some $300,000had been expended on the second division from Jacksonville to Springfield,

when work was suspended. By an Act approved February 26, 1841, the

Governor was authorized to expend $100,000 to complete the road betweenJacksonville and Springfield. This was done and the road completed to

Springfield May 13, 1842.

The Illinois Journal of March 18, 1842, says the cars made the trip

from Springfield to Jacksonville, thirty-three and one-half miles, in twohours and eight minutes.

The road was operated under lease for several years at a loss to the

State. By an Act of the Legislature in force February 16, 1847, the Gov-

ernor was to advertise for six weeks and then sell to the highest bidder all

of that portion of the road from Springfield to the Illinois Kiver. Underthis law the road was sold on April 26, 1847, purchased by N. H. Eidgley for

$21,100, and a corporation perfected known as the Sangamon & MorganEailroad Company. A supplemental Act incorporating the Sangamon &Morgan Eailroad Company gave the Company authority to take possession

of and complete the Northern Cross Eailroad from Springfield to the

Indiana State Line. Mr. Eidgley shortly afterwards sold Mr. ThomasMather of Springfield and James Dunlap of Jacksonville, each an interest.

This Thomas Mather had connections with the Galena & Chicago UnionEailroad, as will be seen in another place in this history.

For nine months they were compelled to run trains, consisting of two

cars, with oxen and mules. There were two trains daily, one of which left

Springfield in the morning for Naples, and the other left Naples for

Springfield.

About the close of the year 1847, the Company received three newengines, when the use of the mules and oxen was discontinued. TheLegislature passed an Act extending the charter of the road to the Indiana

line, and in 1857, Mr. Mather sold the road to Eobert Schuyler for

$100,000. In the same year Mr. Schuyler became the purchaser of the

thirty-three miles of railroad between Meredosia and Camp Point, and was

known as the Quincy & Toledo Eailroad. In 1859, this line and the

Sangamon & Morgan Eailroad was sold to the Great Western Eailway,

and the work of extending it eastward was begun in earnest.

In 1864 the Toledo & Wabash Eailroad acquired the Great Western EaU-

way of Illinois and formed the Toledo, Wabash & Western Eailroad.

THE HISTORY OF THE CHICAGO & NORTH-WESTERN PROPER

The present road is the outcome of a series of constructions, consolida-

tions, mergers, purchases, and unions of railroads under various corporate

HISTORY OP THE CHICAOO & NOETH-WESTBBN RAILWAY SYSTEM

names and during a long series of years. In writing this history we shall

give a short account of the elements that formed what may be called the

niuilei of the present corporation.

By the date of its charter the Galena & Chicago Union Eailroad is

the parent "germ" from whence the great corporation may justly claim

direct descent, and hence that corporation must have your iirst attention.

THE GAIJINA & CHICAGO UNION RAILROAD

In 1835 there was neither a mile of railroad built nor a corporation

chartered to build a mile of railroad in Northern Illinois. Chicago then

was but a little village on the shores of Lake Michigan, looking for its

commercial prosperity to come by the way of boats on the lake and fromthe ultimate completion of a canal from the lake to the head of steamboat

navigation on the Illinois Eiver.

As time has proved, the construction of this railroad was the real begin-

ning of that great aggregation of railroads that now forms the Chicago &North-Westem System, and as the history of that beginning presents manypoints of interest, not only to the railroad man, but to others as well, it

has been thought best to give its history at some length and to give whatwould seem to be but trifling details. It should be remembered that whenthis road was constructed railroad building was in its veriest infancy, in

the West, and was not much beyond the infantile stage anywhere in the

United States.

As some farseeing men believed, they, the people of Chicago, and the

country west thereof, would be benefited by the building of a railroad

westward from Chicago, application was made to the State Legislature

of Illinois, and on January 10, 1836, the Galena & Chicago Union Eailroadwas incorporated by special charter by the iegislature of Illinois andauthorized to build a railroad out into the prairie country and on towards,if not to, the Mississippi Eiver, near the "lead mines at Galena, 111., andDubuque, Iowa."

This charter gave the following persons authority as Commissionersto receive subscriptions to the stock of the railroad: William Bennett,J. C. Goodhue, J. M. Turner, J. B. Thomas, Jr., Thomas Drummond,Peter Semple, and E. D. Taylor, and made the following its first Board ofDirectors : Theophilus W. Smith, Edmund D. Taylor, Josiah C. Goodhue,John T. Temple, Gregory Smith, Ebenezeer Peck, and James H. Collins.Theophilus W. Smith was named its President. The charter provided for arailroad "from Galena in Jo Daviess County to the Town of Chicago" andfixed the capital stock at $100,000.

The charter provided, in Section 7, "If at any time after the passageof this act it shall be deemed advisable by the Directors of the said cor-poration to make and construct a good and permanent Turnpike Roodupon any portion of the route of the Railroad * * *

^^^j^ gj^j^Directors are hereby authorized and empowered to construct a Turnpike* * * and * * * erect * * * as many [toll] Gates as shall bedeemed necessary thereon." It then named the prices that might becharged as toll at the gates named above. The tolls per mile per man and

HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 9

for horses, oxen, and other animals were named and their collection

provided for. When sleighs were used the toll was to be but one-half the

summer charge.

AN EARLY SURVEY OF THE LINE

Practically nothing was done under this charter, though thirteen

months after the charter was granted a survey of the proposed route

was begun by an engineer, James Seymore, and was extended from the

foot of North Dearborn street as far as the Des Plaines Eiver. Work wassuspended in June, 1838, but resumed the following year, and piles were

driven along the line of Madison street and stringers placed upon them.

It soon became evident, however, that Chicago's financial strength was not

equal to her ambition, and the enterprise was temporarily abandoned.

The suspension of operations was a source of profound regret to the

citizens of the Eock Eiver Valley, who had made several attempts to obtain

better connection with Chicago, first by means of the contemplated road,

and later by canal. These schemes did not prove feasible, and other plana

were substituted.

—

Rochford Register-Gazette.

On March 4, 1837, however, the charter was amended by the Legis-

lature of Illinois and authority given to increase the capital stock of the

corporation to $1,000,000, and the survey that is named below was made,and a considerable body of land was secured on the east bank of the DesPlaines Eiver, nine miles west of Lake Michigan.

THE INTEREST IN PUBLIC WORKAs far back as 1841 the public was anxious that the road should be

built. Below is a copy of a notice that was published in the Chicago news-

papers calling for a public meeting .in Chicago to urge the building of the

road:

"CHICAGO & GALENA RAILEOAD"Call foe a Meeting

"We, the undersigned, knowing the vital importance of taking measures to

induce the owners of the stock of the Chicago and Galena Union Eailroad Company to

commence the construction of this railroad, and believing at the present crisis the

interest of Chicago is deeply involved in the completion of this communiefttion

between Eock and Fox rivers and Chicago; do hereby call a meeting of the citizens

of Cook county, to be held at the City Saloon, on Wednesday 3rd of March at 2

P. M., to take measures for the furtherance of the object in which we have so vital

an interest.

"February 24, 1841.

"William H. Brown, George W. Merrill, N. B. Judd, George W.Meeker, C. Arnold Sparks, William Stuart, John H. Kinzie, Samuel C.

Clarke, A. F. Clarke, Thomas W. Whitloek, J. N. Vibard, H. O. Stone,

Edward G. Eyan, George Manierre, William H. Taylor, George Eaymond,

Isaac StraU, Sidney Sawyer, L. M. Boyce, George F. Eandolph, Walter

Vail, Julius Wadsworth, Seth Paine, E. 8. Wadsworth, John P. Chapin,

William W. Brackett, William Jones, Jeremiah Price, A. G. Hobbie, P. F.

W Peck Thomas B. Carter, William Hissee, Charles N. Holeomb, 8. J.

Sherwood George W. Dole, J. D. CTark, S. H. Gilbert, William F. M'Clure,

S S Greenwood, John H. Gay, Philo Carpenter, Nathaniel Pitkin, John

C Haines, E. Parsons, D. Cox, J. Legg, Henry Brown, Geo. W. Snow, John


Parker, A. S. Sherman, Robert E. Northam, James Merritt, James M'Cord,

Silas B. Cobb, J. W. Hooker, K. Freeman, John High, Jr., Thomas Church,

M. L. Satterlee, John Wentworth, E. H. Hadduck, Francis C. Sherman,

Isaac Speer, W. H. Adams."

The financial "panic" beginning in the summer of ISS? put a stop to

this and many other railroad projects, not only in Illinois, but all over

the United States. The charter, however, was kept alive, Judge Theophilus

W. Smith* being its President in 1836 and to November 29, 1837, and

Elijah K. Hubbard from 1837 to February 17, 1846, when Wm. B.

Ogdenf was elected President, and continued as such for many years.

Substantially nothing more was done towards the construction of the road

until 1847.

In documents left to his son [Eichard P. Morgan, Jun., who aided

his father in locating the line and who died May 20, 1910, aged 83 years,

"a true knight without fear and without reproach" and "without a blotch

on his escutcheon"] by Mr. Eichard P. Morgan (of whom further mention

will be made), Mr. John E. Blunt, one of the engineers who was employed

in a very early date on the Galena road, found that in the summer of 1845

a convention, made up of delegates from all of the counties through which

the proposed railroad was to pass was held at Eockford, 111. There were

sixteen delegates from Cook County (Chicago really), of which W. B.

Ogden, B. W. Eaymond, and John B. Turner were the leaders. This

convention, after lengthy and thorough discussion, decided the road should

be built and the old company should have new life put into it.

On February 24, 1847, the charter was again amended by the Legislature

of Illinois and new life was put into the project by W. B. Ogden, John B.

Turner, and a few others who had been induced to join in the venture. Thecharter and all of the property that was owned by the corporation were

bought of Elisha Townsend (of New York City) and Thomas Mather (of

Springfield, 111.), who, in some now unknown way, had become the ownersof the charter and all of the property that belonged to the Company, as well

as of more than a majority of its capital stock. This purchase was to be

paid for by the issue, to Elisha Townsend and Thomas Mather, of twohundred shares of the capital stock of the revived Company. One hun-dred shares were given when the bargain was made and the other hundredwere to be delivered when the road should reach the Fox Eiver.

In one of the later reports of the Company is a statement to the effect

that 1,875 shares of the original stock had been bought by the then active

Company for $1,875, or 1 per cent of its face value. This is supposedto be the minority of the stock that was not owned by Townsend andMather at the time they sold the charter and other properties to thereorganized Company.

^ ^*J^Si^J'^^^^ Smith was well known all over the State of Illinois and the northernUnited States on account of his connection with the attempt to make Illinois a slave state.Had his plans succeeded the Galena road would not hare been built."---o

t In August, 18.S3, Charles Butler, of New York, came to Chicago and with ArthurBronson, selected 182 acres of land on the north side of the Chicago River "Block 1 ofthe original town" being a portion. This block many years after this selection was pur-chased by the railroad and its purchase is duly recorded in this historv Tt, is??; thowhole of this selection became the property of Mr. Butler by purchase frnm mV Rôn^rTnfor $100,000. W. B. Ogden was a brother-in-law of Mr. Butler, who lndu?S him ?n ^nm?to Chicago and subdivide and look after the sale of this "acreage." In tWswav Mr otTnhecame Identified with the West, and out of this grew hia interp<it an,5 im^ ? '' "Sdenwith the Galena & Chicago Unioi Railroad.

^ interest and official connection

HISTORY OF THE CHICAGO & NOKTH-WESTERN RAILWAY SYSTEM H

The only property that had any real value that was obtained from Town-Bend and Mather was the 940 acres of timbered land on the Des Plaines

Eiver that is referred to above. This land was thought to be a great acquisi-

tion, as it would furnish ties and timber for the beginning of the roadbuilding and fuel for its locomotive engines for many years. These things it

did. In those days wood alone was the only fuel that was used on anylocomotive engine in the West.

The following shows some of the means adopted to get the iniluence of

the people Hving along the proposed road and to get money with whichto construct it.

EARLY STRUGGLES FOR MONEYWe copy from the Eochford Register this interesting story

:

"The first railroad meeting in Eockford was held November 28, 1845.

Anson S. Miller was chosen chairman and Selden M. Church secretary.

The meeting was addressed by Hon. Martin P. Sweet. It was resolved

that those counties interested in the construction of a railroad from Galenato Chicago be recommended to send delegates to a convention to be held in

Eockford, January 7, 1846, for the purpose of taking measures for the

construction of the road at the earliest possible time. Jason Marsh, T. D.

Eobertson and William Hulin were appointed a corresponding committee

to carry out the object of the meeting. The following delegates wereappointed to attend the convention from Winnebago County: HoraceMiller, A. C. Gleason, Eobert Barrett, Harvey Gregory, Eobert J. Cross,

Asa Farnsworth, Stephen Mack, Thomas B. Talcott, Leman Pettibone,

Guy Hulett, Snyder J. Fletcher, Alonzo Hall, Daniel Baker, E. S. Cable,

Harvey Woodruff, Joseph Manchester, George Haskell, Willard Wheeler,

E. H. Potter, ]Srewi;on Crawford, J. C. Goodhue, S. M. Church, AnsonMiller, Jason Marsh, and T. D. Eobertson.

"December 5, 1845, a meeting was held in Chicago to select delegates

to the Eockford convention. Mayor A. Garrett presided, and Isaac N.Arnold was secretary. The meeting was addressed by J. Y. Scammon, of

Chicago, and William Baldwin, of Boston. Meetings were held at Belvi-

dere December 29th, and at Freeport December 25th, for the selection of

delegates to the convention.

THE EOCKFORD CONVENTION

"The convention was held at Eockford, January 7, 1846. It was called

to order at 12 o'clock by T. D. Eobertson, who nominated I. N. Arnoldfor temporary chairman. Mr. Eobertson was chosen secretary pro tern.

The committee appointed to nominate permanent officers presented the

following report: Thomas Drummond, of Jo Daviess, president; WilliamH. Brown, of Cook, Joel Walker, of Boone, Spooner Euggles, of Ogle,

Elijah Wilcox, of Kane, vice presidents; T. D, Eobertson, of Winnebago,J. B. Eussell, of Cook, S. P. Hyde, of McHenry, secretaries.

"The president on taking the chair addressed the meeting on the great

importance of the outcome to JSTorthem Illinois and the Northwest, andexpressed the hope that all their transactions might be characterized byan intelligent view of the situation. J. Y. Scammon, of Cook, offered a


resolution that a committee of one from eacli county be appointed to report

resolutions which would express the views of the convention. The Chair

appointed such a committee. Walter L. Newberry, of Chicago, offered the

following: 'Eesolution, If a satisfactory arrangement can be made with

the present holders of the stock of the Galena & Chicago Union Eailroad

Company, that the members of this convention will use all honorable meas-

ures to obtain subscriptions to the stock of said Company.'

"An animated debate followed, and after a full discussion of the powers

of the charter and possible benefits, the resolution was adopted by an

overwhelming vote.

"The following resolutions, presented by J. Young Scammon, in

behalf of the committee appointed for that purpose, reported the following

resolutions, which were adopted without a dissenting vote:

"'Resolved, That the wants of the farmers and business men of

Northern Illinois require the immediate construction of a railroad from

Chicago to Galena. That the value of farms upon the route would be

doubled by the construction of the road, and the convenience of the

inhabitants immeasurably profited thereby.

" 'Resolved, That in order to accomplish the object of this convention,

it is indispensably necessary that the inhabitants and owners of property

between Galena and Chicago should come forward and subscribe to the

stock of the proposed railroad to the extent of their ability; and that if

each farmer upon the route shall take at least one share of the stock (one

hundred dollars), the completion of the road would be placed beyond

contingency.' ' 1

This action enkindled enthusiasm along the entire line, but before the

necessary subscriptions had been secured Messrs. Townsend and Mather,,

who owned the original charter, offered the same, together with the land

and such improvements as had already been made, to the citizens of

Chicago for the sum of twenty thousand dollars. The terms contemplated

the payment of the entire sum in stock of the new Company.

SUBSCEIPTION BOOKS OPENEDIt was decided to open subscription books at Chicago and at Galena,

as well as the several settlements through which the road was to pass.

The task of canvassing among the farmers between the proposed termini

was undertaken by William B. Ogden. J. Young Scammon solicited funds

in Chicago, but the subscriptions came in slowly. Only twenty thousand

dollars were obtained at the outset from all the real estate men and others

who might have been supposed to have been especially interested. Certain

business men in Chicago opposed the construction of the road on the groundthat it might divert business from Chicago to other points along the line.

The citizens of Eockford and farmers in the adjoining districts madeliberal subscriptions to stock. John A. Holland and T. D. Eobertson werethe most active local promoters of the enterprise.

The original plan was to secure as large a local subscription to thecapital stock as possible, and then apply to eastern capitalists for suchadvances, either in the form of subscriptions to capital stock or loans, as

might be found necessary. The interest in the enterprise, however, was


such that by April 1, 1848, one hundred and twenty-six subscribers hadtaken three hundred and fifty-one thousand eight hundred dollars' worthof stock. It was therefore concluded that the road should be constructed

and owned by residents of the territory through which it was to pass. It

was determined, however, to interview friends of the project in the East, to

obtain such suggestions as their experience in railroad matters might enable

them to give. Eastern capitalists advised the construction of the road as

far as the subscription might be available; and later, if money was needed,

it might be obtained in the East.

THE MEN BEHIND THE EEAl WORKThe outcome of the foresight, energy, and perseverance, under apparently

insurmountable difficulties connected with the building of this road, war-

rants the preservation, in this history, of the names of the men who, as

directors for 1847, gave the new and lasting impetus to the project that

finally was consummated in the completion of the road from Chicago to

Freeport and from Turner Junction to the Mississippi Eiver. Theywere as follows: John B. Turner, of Chicago; W. B. Ogden, of Chicago;

Walter L. ISTewberry, of Chicago; Charles Walker, of Chicago; James H.Collins, of Chicago; W. H. Brown, of Chicago; Benj. W. Eaymond, of

Chicago; J. Young Scammon, of Chicago; Thomas Dyer, of Chicago;

C. S. Hempstead, of Galena, 111.; Thomas Drummond, of Galena, 111.;

W. N". Davis, of Au Sable Grove, 111., and Allen Eobins, of ISTew York.

They formed the directory that began the actual construction of the road.

W. B. Ogden was elected President, Francis Howe Secretary and Treas-

urer, and John B. Turner Acting Director, he having especial authority

in all matters of construction.

Stock books, for subscriptions to the capital stock of the Company,were opened on August 10, 1847, at Chicago and at various points along

the line of the projected road, and soon the Directors announced that the

road had 1,200 stockholders. From the "Prospectus" issued by the

Directors we learn it was their desire to make this road "a part of the

great line of railroad between the Atlantic and the Mississippi."

THE STJEVEY AND LOCATION OF THE LINE

The President in the first annual report of the road says "a corps of

engineers was then—September last [1847]—employed to survey and locate

the line from Chicago to the Fox Eiver" [of Illinois]. Here, then, we

have the first practical step that was taken to have the road constructed.

The actual survey for the railroad was begun by Eichard P. Morgan

(late engineer on the Hudson Eiver Eailroad, as engineer in charge, at

a salary of $2.50 per day!) in September, 1847, near Chicago, "on the

half-section line corresponding with the Center of Kinzie Street, on which

course it continues for thirteen miles, crossing the Des Plaines Eiver a little

south of the St. Charles road." This "St. Charles road" was the eastern part

of "the stage road" from Chicago to Galena, 111., and the eastern portion of

it was also "the stage road" from Chicago for Dixon and Eock Island, and on

it Frink & Walker ran stages for many years and until they were forced

oflE by the completion of "The Galena" and other railroads.


MR. MORGAN'S PROSPECTUS AND HIS WORKAfter he had made his preliminary survey Mr. Morgan issued what he

called a "Prospectus," and in it discussed many questions connected with

the proposed route for the road, the probahle cost of building it, its prob-

able earnings when built, and many other features that were of great

interest to the projectors of the road.

A certain route was favored in this prospectus, "as its grade would be

most favorable eastward," and Mr. Morgan said he thought this very impor-

tant. He says, "as experience has shown that the traffic eastward will be

three to one greater than that to be transported westward." The "expe-

rience" of the last fifty years shows this guess to have been very wide of

the mark, as the traffic east and west bound have been very nearly equal.

By the route advocated, the distance from Chicago to Galena was 182

miles, and "the total estimated cost" was $3,648,727, or $14,553 per mile,

and this included cost of "fencing, engines, and cars."

Mr. Morgan gave the probable earnings for the first year of the road,

when finished, as "about $393,000; of this, $35,000 will come from lead

from the lead mines, $100,000 from wheat, $12,000 from lumber, and

$180,000 from passengers and mails." From the freight earnings he esti-

mated $166,000 would come from that carried eastward and only $47,000

from that carried westward. He thought 50,000 passengers, at an average

fare of $3 each, would "equal all of the travel from every source," as

there were but 200,000 people "in all the country to be traversed, or whocould use the road when built."

To show the profits that might be expected to come to the owners of

the property, Mr. Morgan estimated the net that could be divided amongthem would equal 8 per cent on the capital invested.

ADVOCATES BUILDING EASTWARD FROM CHICAGOMr. Morgan also advocated the building of the railroad eastward from

Chicago (as the railroad's charter allowed it to do) to connect with the

Michigan Central Eailroad, which was then being built and that wasplanned to come no farther west than New Buffalo, on the State line between

Michigan and Indiana, and urged that "it will cost no more than $328,000."

While surveying the line for the road west of Chicago, Mr. Morganalso surveyed the line for the road from Chicago eastward to New Buffalo,

where it was expected the Michigan Central Eailroad would soon be

built and terminate. Under the original plan all of the business of the

Michigan Central road was to be transported by steamers across LakeMichigan to Chicago. This plan, in fact, was carried out for a long time,

and not until many years after did the Michigan road build into Chicago.

FOR A CONNECTION WITH MICHIGAN CENTRAL RAILROAD AT NEWBUFFALO

Mr. Morgan gave all the details as to the cost of building from Chicagoto New Buffalo, and summed up his report by saying that by this meansthe Galena Company could carry passengers from Chicago to New Buffaloin two hours, and from thence the Michigan Central road could take themto Detroit in another eight hours. That this suggestion for a connectionwith the Michigan Central Eailroad at New Buffalo, Ind., did not die is


proved by the fact that in his report to the stockholders Wm. B. Ogden,the President, on April 5, 1848, stated that:

"It can not have escaped the observation of all aequamted with the region ofcountry to be affected by the construction of this important work, that, if constructednow and extended east from Chicago around the head of Lake Michigan till it meetsthe Michigan Central Eailroad, as it soon will, it secures to the country throughwhich it passes the great North-Western railroad throughfare for all time to come."[The italics are in the original report.]

Here we have what is believed to have been the first mention of what is

practically the present corporate name of the railroad we are now describing.

Bear in mind this was written in 1848, and long before there was anycorporation bearing this title.

THE FIRST CONTEACT FOE CONSTEUCTIONThe survey progressed so rapidly that the first seven miles west of

Chicago were put under contract in the fall of 1847. The next section,

thirty-one miles westward, was ready for contract by March 1, 1848.

Some of the first land secured for the right of way under this survey

was from a farm belonging to Warren L. Wheaton, near the present

Wheaton station (now a thriving city and the county seat of Du PageCounty), which was named for Mr. Wheaton. In his deed to the Companyfor this right of way was a provision to the effect that no depot or station

should ever be built on the property conveyed. This provision cost the old

man a fortune, as it prevented him from making the profit that others

made by laying out adjacent to his farm a town site and selling the lots

thereon.

FIEST FISCAL YEAE—APEIL, 1848

A STEAP-EAIL EAILEOADAs to strap rails, the President in his report said

:

"Extraordinary and ruinous financial difficulties of Great Britain * * * served

to tighten the money market of this country * * * so as to prevent the companyfrom getting iron and engines east or to purchase edge-rail for their road, and that

hence it has been decided that strap rail (flat or plate rail) would have to be used."

He also stated that west of Elgin heavier rails would be needed and that

the rails [strap] that were used east of Elgin could be taken up andrelaid on a branch road to Beloit, Wis., or other points.

For a strap-rail railroad from Chicago to Elgin (forty-two miles) the

chief engineer estimated the cost would be about $8,500 per mile. This

apparently proves that the original Morgan estimate was based on the use

of the T rail and not on the strap rail.

Doubtless very few of the present generation know what a strap-rail

railroad was, and fewer ever saw one. For those who do not know we copy

a very clear description of such a track from a report made on April 5,

1848, to the Directors of the Galena & Chicago Union Eailroad by JohnVan Nortwick, its chief engineer. He says

:

"The superstructure [that is what we now call the track] of the road upon whichthe present estimate is based is composed of cross-ties nine feet long and six inche»

thick, which are to be laid thirty inches from center to center; on these are to be

placed longitudinal rails of Norway, or yellow pine, a portion six inches square and

a portion seven inches square, secured in place by triangular blocks or knees of

scantling, firmly spiked to the ties on each side. Upon the longitudinal rails is an

16 HISTORY OF THE CHICAGO & NOETH-WESTERN RAILWAY SYSTEM

oak ribbon one and a quarter by three inches square, and on this ribbon an iron plate

raU two and a half by three-fourths or seven-eighths inches, and weighing about

thirty tons tothe mile. '

'

SECONDFISCAL YEAS-APBIL, 1859

In the secondannual report,

which wasdated March5, 1849, Mr.W. B. Ogden,the President,

notifies thes t o ckholders

that the road

was finished

on December15, 1848, "to

near the DesPlaines Eiver,

ten miles."

STRAP RAIL EAILEOAD TEACKThese cuts will make plain the description of the track as

given by Mr. Van Northwick in 1848. The cut of the cross

section shows the construction of the track.

HISTORY AND DESCRIPTION OF "THE PIONEER"

"The Pioneer" was the name of the first locomotive engine that ran

on any railroad west of Chicago, and was the first that was bought by

the Galena Company. Because of these facts it deserves this mention.

The first reference to this engine that we find in the records of the Com-pany is in the second annual report, that was dated March 5, 1849, in

which, after fully relating other purchases, the President notices "the

purchase of one locomotive engine, for which the full-paid stock of the

Company was given in exchange." The same year John Van Nortwick,

the chief engineer, in his report to the President, says: "The Companyhave on hand one second-hand locomotive, which is in good order and

will answer all purposes connected with the construction of this [the

first] division and its repairs after it is in operation." This locomotive

engine was named "The Pioneer." (All engines in those days were given

names as we now name steamers.) It was built by the Baldwin LocomotiveWorks, M. W. Baldwin, proprietor, in Philadelphia, Pa.; had cylinders

ten inches in diameter and an eighteen-inch stroke; it had but one pair of

"driving wheels" of four and one-half feet diameter, and weighed only ten

tons. It was placed on the road on October 24, 1848. After many years'

use it was retired from service, and can now be seen in the Field Museum,in Chicago, where it was placed by the Chicago & North-Westem Companyfor exhibition and safe keeping. It was shown at the World's Fair in

Chicago, in 1893, and at St. Louis, in 1904. John Ebbert was appointedengineer to take charge of and run this engine, and did so for many years.

He had the satisfaction of exhibiting the engine at the World's Fair inChicago, and there told its story many thousand times. Mr. Ebbert died in


Chicago on August 32, 1899, in his eighty-sixth year. Daniel Sheahanwas the first fireman of "The Pioneer." He worked for the Companyover forty years and died at Lombard, 111., April 19, 1907, aged eighty

years.

The first division of the Galena road was laid with strap rails. Inafter years when the strap rail was to be abandoned and T rail used, not

a man could be found in Illinois who knew how to lay the new rail,

and, consequently, Mr. Turner, the President, sent to New York State

and "borrowed," as he called it, of the Syracuse & Utica Eailroad, Jenks D.Perkins, who came west, and began working on June 1, 1851, made the

tools for laying T rails, laid the rails to Freeport, 111., and worked for

the Company and its successors from that time until he was retired onpension. He died March 19, 1910.

THE CONTRACT FOE THE SECOND DIVISION

On March 1, 1848, a contract was made for building that portion of

the road that was "to begin seven miles west of Chicago, as the east seven

miles were let last fall."

John Van Nortwick, the chief engineer, in a report dated April 5,

1848, urges that flat-strap rails shall be used on that part of the road

and gives as the principal reason therefor that "the eastern railroads were

abandoning the use of the strap rail, and hence would sell them and the

locomotive engines adapted thereto very cheap, as the last could not be

used on roads laid with T rails."

In the first regular annual report, which was for the year ending April

5, 1848, the President advises the stockholders that he had completed the

purchase of the charter, a majority of the capital stock, and all of the

property of the corporation from Elisha Townsend and Thomas Mather, andsaid : "This arrangement places the stock and charter entirely in the handsof your Directors and secures to the Company about 1,000 acres of land."

The resident engineer, in his report for this year, said:

"Three branch roads were chartered this year to connect with the Galenacompany's lines, viz.: One from St. Charles and another from Aurora, both in

Illinois, and the third is the Madison & Beloit Eailroad, in the valley of the EockEiver, in Wisconsin, presenting perhaps the most important and profitable connection

to be made to the main line of the Galena & Chicago road."

ST. CHARLES BRANCH RAILROAD COMPANYUnder a charter that was granted by the Illinois Legislature on January

31, 1849, one of the above named roads was called The St. Charles BranchRailroad Company. The commissioners who were authorized to secure sub-

scriptions for its capital stock were Ira Minard, Bela T. Hunt, Levi Brown,

Charles K. Parks, and George G. Stevens. These roads were not chartered,

projected, nor owned by the Galena Company at this time, but were inde-

pendent, in every respect, of the Galena Company. The name of this road

was changed to Chicago, St. Charles & Mississippi Air Line Eailroad on

February 3, 1853, and passed into the possession of the Galena & Chicago

Union Eailroad on April 10, 1854. For further reference to this road see

another page.

In this report it was stated that the Michigan Central would be finished


to New Buffalo, Ind., in April, 1849, and "two daily lines of steamers

are then to run between Chicago and that point, a distance of forty-five

miles," and this would allow passengers "to go from Chicago to New Yorkand to Boston in two and one-half days," thus confirming the report madeby Mr. E. P. Morgan, as has already been referred to.

THE COMPANY'S FIEST BUILDING IN CHICAGOThe chief engineer, who seems to have been the general manager or

general superintendent of those days, reports to the President, in March,

1849, that an engine house and shop had been built on the Company's lot

"on the north branch of the Chicago Eiver" in Chicago, and that "this

buUding is supplied with water by an aqueduct extending to the river."

It cost $1,200 and the "engine house" would hold two engines. He also

gave a list of the road's equipment as "six four-wheeled and six eight-

wheeled platform freight cars, three four-wheeled and four eight-wheeled

covered freight cars, two hand and four small gravel cars, and one second-

hand locomotive engine with which to continue the construction of the roadand to transport all of its traffic." Today the Chicago & North-Western, the

direct descendant of this pioneer road, requires and owns and uses 65,000cars and nearly 1,600 locomotive engines

!

The chief engineer also said:

"Cars [he meant trains, of course] have been run for the convenience of freight

and passengers for most of the time during the past winter from Chicago * * *

to the Des Plaines Eiver. One trip will be continued to be made each day for that

purpose * * * to such point as the track shall be laid, provided it shall not too

much interfere with its construction."

In spite of the most adverse circumstances, and in the nearly total

absence of money in the West, the road was completed and opened onJanuary 22, 1850, to Elgin, forty-two and one-half miles from Chicago,

at a total cost of $405,382.36. The road had already become so successful

that its stockholders were paid a 10 per cent dividend out of earnings of

the fiscal year that ended in June, 1850.

In 1850 the Company built in Chicago a freight house 50 x 150 feet,

which the chief engineer declared to be large enough for all of the freight

purposes of the road, as well as for general offices of the Company! Anengine house, smith shop 30 x 60 feet, with an "addition" 18 x 60 feet, andcar shop 26 x 90 feet, together with a "wharf" in front of the Company'sland on the north branch of the Chicago Eiver, were also built this year.

FEOM THE NEWSPAPERS OF THE DAYTo show the interest the Chicago newspapers took in matters connected

with this road, we copy a few of their items.

FIRST SHIPMENT FROM CHICAGO'

' The first shipment of goods over the Galena Railroad was made by W. Smith,whose store was at 143 South Water street, and who forwarded a number of boxesof goods for Dupage County by the train which left here on December 18 1848."

—

Chicago Journal.

FIRST SHIPMENT INTO CHICAGO"Jerom* Beecher was on the first train dispatched over the G. & C. U. Railway

in 1848. It ran to the Des Plaines River. While out in the country Mr! Beecherbought a lot of hides and pelts from a farmer who lived near where the train stopped


and this was the first consignment of freight received in Chicago from over that

line."

—

Chicago Journal.

THE FIEST PASSENGER CAB"But that was not the only thing which threw the city into excitement. A

passenger coach appeared for use on the railroad. In fact, big news seemed to bedeveloping on all sides, and the days were lively for the newspapers." This is fromthe Journal of July S, 1849:

"The first passenger car for the Chicago & Galena Eailroad will be in running

order tomorrow. It is an elegant vehicle, built by Messrs. Welch & Launder, of this

«ity, at an expense of over $2,000. All aboard, gentlemen, for Cottage Hill."

Benjajmin C. Welch and James Launder were coach and carriage builders, their

shops being located at Eandolph and Dearborn streets.

THE SECOND AND THIRD PASSENGER CARS"Two new passenger cars for the Galena & Chicago EaUroad are on their way

to the city. They vrill be speedily put on the track. From present prospects the road

will do an amount of business exceeding the most sanguine expectations hitherto

indulged in by those particularly interested in it."

—

Journal, September 14, 1849.

FIRST TRAIN TO ST. CHARLES"Caxs were run from Chicago to St. Charles on December 11, 1849, but owing

to the hasty manner in which the track was laid it was announced the trains would

'be drawn by horses for the present.' There was a great banquet at St. Charles

that evening. The Howard House was the scene of the festivities. The address of

welcome to Chicago guests was made by 'Mr. Farnsworth.' Responses were made

by W. H. Brown, J. Young Soammon, Colonel J. B. Turner and John Prink."

THE FIRST SHIPMENT INTO CHICAGO FROM WEST OF THE DESPLAINES RIVER

"Mellican Hunt, an Illinois pioneer, died yesterday at his home in Franklin

Grove, HI., at the age of 85 years.

"Mr. Hunt shipped the first load of freight into Chicago by rail in December,

1848. Concerning this incident, during the centennial celebration in September, 1903,

Mr. Hunt gave the Tribune the following story:

" 'In December, 1848, I started for Chicago with a load of hogs on a sled, in

eighteen inches of snow. After two days we reached the site of Oak Park. The

track of the Chicago & Galena road had been laid from Chicago to that point, and

when we arrived a construction train was on the track. I secured permission to load

the hogs on the train, and it was the first freight brought into Chicago by ran.

'

"Mr Hunt was born on the frontier, in Sullivan County, Indiana. In 1843 he

came to IlUnois and located at Washington Grove, Ogle County. He removed to

Franklin Grove, Lee County, in 1886."—Chicago Tribune.

In giving the list of the equipment owned by the road, the chief engineer

speaks of the "13 douile covered freight cars equal to 26 single," and then

of "3 single ditto." One can only guess, no one now knows, what this

meant, though then it was doubtless well understood by all railroad

people.

GROUND FOE A NEW DEPOT

Ground for a depot in Chicago was also bought this year, at a cost of

$13 391. The second passenger depot was built on this ground m 1852-3.

"The St Charles Branch road" that was mentioned on a previous page

was completed and formed a junction with the Galena road at a point thirty-

three miles west of Chicago. This railroad long since passed out of

existence, and its track and everything that was connected with it have

been obliterated. The present "St. Charles & Geneva" railroad is a creation

20 HISTORY OF THE CHICAGO & NOBTH-WBSTERN RAILWAY SYSTEM

of a much later date, and bears no relationship to the original "St. Charles

Branch" road.

THE THIRD FISCAL YEAE—JUNE, 1850

In the third annual report of the President, under date of June 5,

1850, the stockholders were told the total gross earnings of the road for

the last eleven months of the Just past fiscal year had been no more than

$48,331, but of that the net was $39,813. The total number of passengers

carried on all parts of the road from June 1, 1849, to May 1, 1850, was

37,534, or about the number now daily brought into the Korth-WestemEailway Depot in Chicago. Wood still was the only fuel used in the

engines of the road, and its average cost was $3.13 per cord. The total

face value of the capital stock that was in the hands of the public amounted

to $361,339, and the face value of the bonds that had been sold was

$136,970.

THE FOXJBTH FISCAL YEAR—JUNE, 1851

From the fourth annual report, dated June 4, 1851, we learn another

"block" (block No. 1 of the original town of Chicago) was bought for

"depot purposes," and a drawbridge over the north branch of the Chicago

Eiver was arranged for. It was, soon after, built by Jenks D. Perkins and

was really a pontoon bridge. This "block" was a portion of the purchase

made by Charles Butler, of which mention was made on a preceding page,

and on it two of the present Company's freight houses stand at this

time.

EARLY LAND BUYING FOE DEPOTS IN CHICAGOThe records of the Company show as follows:

December 31, 1850, the Directors authorized the purchase of Block 1

in the original town of Chicago and the extension of a track along NorthWater Street to said Block 1. (A drawbridge over the north branch of the

Chicago Eiver was authorized to be constructed at this meeting.) Theannual report of 1851 shows this block cost the Company $60,513.35. Therecords show that on April 7, 1853, a freight house at an estimated cost

of $16,000 was authorized to be built on Block 1.

The annual report for 1853 also shows that "a strip of land on the north

side of Block 1 had been exchanged for a part of Block 5, lying north of

North Water Street, on which it was designed a passenger station should

be built; also that the drawbridge that is named above had been completed,

and that one-half mile of track had been laid along North Water Street to

the location of the freight depot on Block 1.

The annual report for 1855 reports the completion of the freight housein Block 1.

The annual report for 1856 reports the purchase of Lot 7, Block 6, of

original town of Chicago "for an extension of passenger accommodations."The annual report for 1864 reports "the enlargement of the building at

the corner of Wells and North Water Streets used for general offices and apassenger station."

OPENING OF "AURORA BRANCH ROAD"The "Aurora Branch road" was completed from "The Junction"

HISTORY OF THE CHICAGO & NOETH-WESTERN RAILWAY SYSTEM 21

(thirty miles west of Chicago) to Aurora, thirteen miles, and opened for

traffic on Novemher 1, 1850.

JOHN B. TURNER ELECTED PRESIDENT

John B. Turner was elected President of the Galena & Chicago UnionEailroad on January 5, 1851.

In May, 1851, Mr. Turner proposed to the stockholders that he should

he permitted to substitute T rails for the "flat" or "strap" rails that

were in use between Chicago and Elgin. The needed authority was granted,

and in due course of time the "strap" rails disappeared from the road.

The road was extended westward, and on September 15, 1851, was operated

from Chicago to Huntley, twelve miles west of Elgin. The next westerly

twelve miles were opened on October 18, 1851 ; the next twelve miles, which

took the road to Belvidere, were opened on December 3, 1851, and the

last six miles of what was called "the Second Division" was finished and

opened to Cherry Valley on March 10, 1852.

WHEN CHERRY VALLEY WAS THE TERMINUS

The following is a copy of the time table that was in use between

Chicago and Cherry Valley when that station was the terminus of the road:

G. & C. U. R. R.

SPRING ARRANGEMENTOn and after Wednesday, the 10th day of March (until further notice), trains

will run as follows:

PASSENGER TRAIN—CHERRY VALLEYLeave Chicago, JOeariorn Street, at 7% o'clock A. M., connecting with St. Charles

Branch R. B. at 10 o'clock A. M., and arrive at Cherry Valley (the present

terminus, 7 miles east of Boekford) at 1 o'clock P. M.Leave Cherry Valley at 2 o'clock P. M., connecting with the St. Charles Branch

B. R. at 5 o'clock P. M., and arrive in Chicago at 7^4 o'clock P. M.

PASSENGER TRAIN—AUBOEALeave Aurora at 7% o 'clock A. M. and arrive at Chicago at 11% o 'clock A. M.

Leave Chicago at 2% o'clock P. M. and arrive at Aurora at 6 o'clock P. M.

THEOUGH FBEIGHT TBAINAccommodation and Emigrant Cars Attached

Leave Chicago, West Station, at 91/2 o'clock A. M. and arrive at Cherry Valley at

5% o'clock P. M.Leave Cherry Valley at IVz o'clock A. M. and arrive at Chicago at 2% o'clock P. M.

FOX EIVEB FREIGHT TBAINWith Accommodation Car Attached

Leave Elgin at 6% o'clock A. M., connecting with the St. Charles Branch B. B. at

8 o'clock A. M. and arrive at Chicago at 11% o'clock A. M.„ ^ ,

Leave Chicago, West Station, at 3 o'clock P. M., connecting with the St. Charles

Branch E. R. at 6 P. M., and arrive at Elgin at 7 o'clock P. M.John B. Tubnee, Sup'nt.

STAGE CONNECTIONS

For Galena and Points West, at Cherry Valley.

For Beloit, JanesvUle, Madison, etc., at Belvidere.

For Ottawa, La Salle, St. Louis, Dixon, Bock Island, etc., at Aurora.

Chicago, March 6th, 1852.

FIFTH FISCAL YEAR—MAY, 1852

In those days it was thought to be a wonderful feat to build a railroad


and lay its tracks in the depth of winter, and mnch praise was given by

the President to the superintendent of the track laying, Jenks D. Perkins,

for having achieved the difiScult task of finishing the road as he had done.

The Company now had seventy-eight miles of road built and in operation.

This year a drawbridge was built across the north branch of the Chicago

Eiver, and tracks laid to the ground that had been purchased for "depot

purposes" on the north side of the main river.

A freight house of stone and brick was built on the "block 1" of whichearlier mention has been made. This house faced west on what is nowDearborn Avenue, and lay south of Kinzie Street. This should be remem-bered, as reference will be made to it when we come to speak of the

passenger depots in Chicago.

SIXTH FISCAL YEAR—1853

During the sixth fiscal year a survey was made for a railroad, or

"branch," as it was called, froin the "Junction" west to connect with

"the Eockford & Kock Island road" (which was one of many projected

but never built railroads of that day), and contracts were let for its

building. It should be remembered this "branch" was the beginning of

what is now the main line of the North-Western Eailway from WestChicago (then Turner "Junction") to the Missouri Eiver. Colloquially

this was known as The Dixon Air Line. The annual report for this year

speaks of the building of a road under the name of the Mississippi

Junction Eailroad, from Dixon, 111., to Pulton, on the Mississippi Eiver,

and a suggestion is made as to "the probability of there being railroads

built west of that river." These doubtless were but prophetic hiuts of the

present line of the North-Western Eailway in Iowa and beyond the Missouri

Eiver.

THE IVUSSISSIPPI AND EOCK RIVEE JUNCTION EAILEOADBy the act of the Legislature of Illinois of February 15, 1851, James

P. Booth, John Phelps, Jr., William C. Green, William M. Booth, Millard

Green, Clark Green, Eobert Green, Wilson H. Wright, Nathaniel E.

Boon, Eichard Green, George Dudley, Eowland H. Eeese, Samuel Johnsonand Eoyal Jacobs were created a body corporate under the style of the

Mississippi & Eock Eiver Junction Eailroad and were authorized to build

a railroad "from the Narrows of the Mississippi Eiver, in Fulton City,

Whiteside County, Illinois," to "a point on the Northwest branch of the

Central Eailroad north of Eock Eiver by way of Sterling." This wasunder the impression that the Central Eailroad when built would run east

of Sterling. By the amendment of February 8, 1853, the road was author-

ized to make its eastern terminus on the north or south side of Eock Eiverand connect with the Illinois Central Eailroad at or near Dixon, 111.

The act of February 28, 1854, authorized to build branches in White-side County and to consolidate with any other railroad or bridge company.The consolidation of this road with the Galena & Chicago Union Eailroadwas consummated January 9, 1855, and this action was approved by theact of the Illinois Legislature of February 15, 1855.

Before this consolidation the road had done some grading, but soonran out of money, whereupon it was leased to the Galena road, and was


finally consolidated with it, as is stated above. In 1854, when strugglingto build the road, John Van Northwick, was elected its President andEngineer, and finally finished the building of the road after its consoli-

dation with the Galena Company. It terminated at Fulton, 111., and thedepot was on the river directly opposite the center of the village ofLyons, Iowa. This depot remained the western terminus of the Galenaroad until 1859, when a track was built, as is told elsewhere, to theeastern end of the bridge that was to connect Illinois and Iowa at

Clinton, Iowa.

This year's report also tells of the building of a railroad up the valley

of the Fox Eiver (of Illinois) from Elgin thirty-two miles, to the Illinois-

Wisconsin State line. Its corporate name was

FOX EIVER VALLEY RAILROAD

This road was chartered by the Legislature of Illinois by its act of

June 18, 1852. Its name was changed to the Elgin & State Line Eailroad

by act of February 13, 1859.

The road was to begin at Elgin and run to the Illinois-Wisconsin

State line thirty-two miles, where it was to connect with the Wisconsin

Central, which had built about ten miles of strap-rail railroad north of

the State line.

The report stated the road was under contract and would be completed

in about one year. This road was not projected nor begun by the Galena

Company. It will, however, be seen that it finally fell into the hands of

that corporation, and was extended by it and finally finished by the

Chicago & North-Western Company, and now forms a part of its route to

the far-famed Lake Geneva.

SEVENTH FISCAL YEAR—1854

The main line of the Galena road was finished and opened for business

to Freeport, 120 miles from Chicago, on September 1, 1853. The Beloit

branch was opened from Belvidere to Beloit on November 14, 1853, and"forty-five miles of the Dixon & Iowa Central Eoute" (as the Mississippi

& Eock Eiver Junction Eailroad was then popularly called) were expected

to be opened in May, 1854. The following letter has reference to this

project

:

"Fulton City, Ills., April 29, 1852.

"Editors Tribune:

"1 have the gratifieation. of iaforming you that the capital stock to the

Mississippi and Eock Eiver Junction Eailroad Company has been subscribed for.

"This places us in a position to make a definite location of the road, pre-

paratory to constructing the same.

"This place, sometimes called the 'Narrows,' is to be its western terminus, and

it will intersect the Galena branch of the Illinois Central road, at or near Dixon.

"The election of Directors will take place on Monday, the 10th day of Maynext. As soon as the Board shall have been organized, competent engineers will be

put upon the ground, the route surveyed, and the road located. I thmk I am safe

in assuring your readers that, without any doubt, this link m the iron chain con-

necting the lakes with the Mississippi, will be completed by the time the Central road

is finished to Dixon. Truly yours,"Fulton."

24 HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM

That part of the Illinois Central Eailroad that runs from Freeport north

was finished this year to Warren, twenty-five miles, and was "operated by

the Galena Company."

DUBUQUE & MINNESOTA RAILROAD"We notice that the President of the United States has withdrawn from sale all

the public lands on the great route from Dubuque via St. Paul to Lake Superior.

The road strikes the lake at the mouth of Left Hand Biver in Wisconsin. Thus wesee lands withdrawn in Iowa, in Minnesota, and Wisconsin. The grant of land by-

act of Congress could not go to any company then organized. Since that time,

however, the company, then unorganized, has organized and paid in the necessary

amount to secure the grant, and has already taken the preliminary steps to survey

the line, and before three years expire, cars will leave the depot of the Chicago Se

Galena Eailroad Company for Lake Superior, making the trip in twenty-four hours.

In view of the fact, we learn that one of the most eminent engineers in America is

examining the Mississippi just below Dubuque and Dunlieth with reference to a plan

and site for a bridge."

We clip the foregoing from the Chicago Democrat of July 25, 1854, as

it relates to a railroad project that was by its backers intended to carry

the Galena road to Lake Superior and possibly to the Pacific Ocean. Aswill be seen later on, nothing substantial came out of the project.

EIGHTH FISCAL YEAH—1855

In the annual report for the eighth year, dated January 5, 1855, we

are told the Company had in operation 212 miles of road and that sixty-

eight miles of "the Dixon Air Line" were opened and are included in the

above mileage. The Beloit & Madison Eailroad (not yet owned by the

Galena Company) was opened this year between Beloit and Footville, Wis.

THE BELOIT & MADISON RAILROADOn November 14, 1853, the Beloit branch of the Galena road was

finished and opened for business from Belvidere, 111., to the Illinois-

Wisconsin State line at Beloit.

By act of the Wisconsin Legislature, approved February 18, 1852, the

Beloit & Madison Eailroad Company was incorporated and was authorized

to construct a railroad from Beloit in Eock County via Janesville to Madisonin Dane County, and Chauncy Abbott, Levi B. Vilas, William C. Wells,

Ezra L. Varney, William H. Fox, F. G. Tibbits, John M. Keep, HazenCheney, George B. Sanderson, William P. Goodhue, Benjamin Durham,Lucius G. Fisher, P. C. Manchester, John Mitchell, John P. Dickinson,

Volney Atwood, Charles Stevens, J. D. Euggles, Elisha Burdick and B. F.

Pixley were appointed commissioners to receive subscriptions to the capital

stock of this railroad.

This road was expected to be a feeder to the Galena road, and in

anticipation of that was helped in every way possible by that company.The Galena Company, as will be remembered, had built a branch fromBelvidere to Beloit, and the Beloit & Madison road was to be its feeder.

In 1854 the road (to be about forty-seven miles long) was leased to the

Galena Company. The road failed, was sold out, and reorganized Sep-tember, 1862, under the same name, and again leased to the GalenaCompany. With aid from the Galena Company it opened the line in

1860 from Beloit to MagnoHa, and about September 1, 1864, it was openedthrough to Madison. By this time most of the stock and bonds were

HISTORY OP THE CHICAGO & NOETH-WESTERN RAILWAY SYSTEM 25

owned by the Galena Company and under the consolidation of that com-pany and the Chicago & North-Western Eailway, in June, 1864, it cameunder the control of the consolidated company, and was consolidated withit on January 10, 1871. It was called the Madison division (from Belvi-

dere to Madison) and was 67.6 miles long.

NINTH FISCAL YEAR—1856

On June 4, 1856, the President reported to the stockholders that they

operated 259l^ miles of road and that the "Chicago, St. Charles & Missis-

sippi Air Line road," running from the south branch of the Chicago Eiver

to Oak Eidge (now Oak Park) lOVz miles, had been purchased and paid

for in bonds of the Galena Company that drew 7% per cent interest. This

little road was the beginning of a project that was intended to parallel

the Galena road to "The Junction" and then extend directly westward to

the Mississippi Eiver. "It would, if built, take away much of the value

fii the Galena Company."

CHICAGO & ST. CHARLES AIR LINE RAILROAD

This road was chartered in 1849 as the St. Charles Branch Eailroad

Company and its name was changed January 3, 1853, to the Chicago,

St. Charles & Mississippi Air Line Eailroad and passed into the possession

of the Galena & Chicago Union Eailroad April 10, 1854.

In The American Railway Times of February 2, 1854, we find the

following about this project:' ' The Galena Jeffersonian announces that an alteration has been made in the line

of this road by which $300,000 to $400,000 will be saved in the construction. Wesuppose this is efEected by a deviation from an air line where formidable obstructions

oppose. An air line is very desirable, but not always most judicious. The same paper

also says that a meeting of the directors of the company was held at Mount Carroll

on last Saturday, and that the affairs of the company are progressing satisfactorily.

An early letting of the whole line is expected. The people of Carroll County were,

yesterday, to vote on the question of taking stock in the road, and a vote for the same

purpose is soon to be held in Ogle County. The work on this road has been pushed

forward with as much vigor as we had reason to expect when the stock subscription

books were closed, but we make all allowance for this in the fact that its directors have

not been alone in falling behind their calculations. It is much easier to demonstrate

on paper the time required to build a raUroad than it is to demonstrate it practically.

The Chicago, St. Charles & Mississippi Air Line road had a subscription of the most

reliable character in this city, which, with the amount subscribed along the line, and

by Eastern capitalists, swelled the whole subscription up to $1,250,000. There was a

niistake in making a condition of the subscription that it should be collected at the

rate of only 25 per cent per annum, but this doubtless was done on the supposition of

a continued easy money market and an ability to negotiate a loan predicated on a

subscription of so reliable a character. Still, we hope the directory will make

strenuous exertions, and as soon as spring opens push the work forward rapidly The

Iowa Central road will be finished some distance this year, and will be a great feeder

to the Chicago & St. Charles road, as soon as the latter shall be finished to Savannah."

The purchase by the Galena road put a stop to this whole scheme.

FIRST TELEGRAPH ON THE LINE

This year a telegraph line was built alongside the road between Chicago

and Freeport and the trains were operated by it. It is believed this was

the first Western railroad that operated its trams by telegraph.


FIRST BITUMINOUS COAL USEDIn this year a most important experiment was tried on this road, viz.,

the burning of "soft" (bituminous) coal in place of wood, and two loco-

motives were purchased for the trial. These engines were not to be paid

for unless they were "successful with Illinois soft coal." Previous to this

date wood alone was used on all engines on the road.

THE FIEST GENERAL FREIGHT AND TICKET AGENTSA. "W. Adams appears in this report as the first general freight agent,

and Charles Wade as the first general ticket agent. Heretofore all the

departments of the road seem to have been managed under the name of

the president or the chief engineer.

President Turner reports the company as having 359^ miles of finished

road, costing, to date, $8,293,294.63, and having a bonded debt of $2,958,-

015.28. He also says, "the original plans of the work have now all been

carried out except the completion of the second track." He then congi-atu-

lates everybody accordingly ! The president in his report said the gross

earnings for the year were $3,800,053, and the prospects for the future

very great.

FIRST TELEGRAPH TO THE MISSISSIPPI RIVER

The road's telegraph line was extended from Turner Junction to the

Mississippi Eiver, and the president explains to the stockholders howimportant it was to have a telegraph line along the road. This apparently

was to satisfy them that their money had been wisely spent.

TENTH FISCAL YEAR—JUNE, 1857

THE CHICAGO, IOWA & NEBRASKA RAILROAD

This year the stockholders were told of the projection under the name

of the "Chicago, Iowa & Nebraska Eailroad" of a line of road from Chnton,

Iowa, westward. It was to run from the Mississippi Eiver to an unnamedpoint in Iowa and thence north "to connect with a road extending north-

westerly to St. Paul" and that the road had been built from "Clinton to DeWitt, a distance of twenty miles and is now ready to be opened." In this

report the stockholders were also told that other roads were projected from

the Mississippi Eiver and other points, tributary to the Galena company's

lines, and were warned that more money would soon be needed to construct

lines that must be built to protect from competition the company's interests.

This report also said the city of Chicago had adopted plans to raise the grade

of some streets about two and one-half feet in the north and west divisions

of the city, and that this would force the Galena company to fill in and

raise about sixteen acres of land it occupied for tracks, yards, and depots.

"To make this elevation, soil would have to be hauled in from Babcock's

•Grove [now Lombard], twenty miles."

The road now had fifty-six locomotive engines and 1,200 cars of various

sorts. W. A. Thrall appears as general ticket agent (he held this position

from 1856 until he left the road to join the official force of the Illinois Cen-

tral Eailroad. Many years after he became general ticket agent of the

Chicago & North-Western and held the office for many years), and makes


an elaborate report showing that in the 3'ear past the road had carried 613,-

000 passengers. This number is about 2 per cent of the number that are

now carried yearly by its successor, The Chicago & North-Western EailwayCompany. Mr. Thrall died in Chicago February 19, 1907. This year the

fiscal year of the company was changed to be uniform with the calendar

year. The annual report for the eleventh year is dated January 23, 1858,

and is for the eight months of the year ending December 31, 1857.

ELEVENTH FISCAL YEAR—1857

The financial panic of 1857 not only put a stop to railroad building,

but also put a stop to dividend-paying and very seriously crippled this

and all other Western railroads. The Galena road had to discharge manyof its employes, and thus reduced its working force from 1,904 in August,

1857, to no more than 722 in the January following. Passenger andfreight earnings fell off about 25 per cent, and every kind of business all

over the West came to a standstill, and bankruptcy became the rule andnot the exception. This year "The Junction" station, thirty miles west

of Chicago, was named "Turner" hy ilie 'people of that place, in honor of

the president of this road.

In reporting on the cost of construction, the president explains he hadbeen obliged to sell some bonds at a discount, and adds this curious note:

'' The discount on the bonds is simply the amount of interest to be paid, over and

above the rate stated, which interest (represented by the discount) is embraced in theface of the bonds, and will be paid at their maturity instead of semi-annually. '

'

DATES OP OPENING, ETC.The report also said:"It may be interesting to refer to the dates of the opening for business of

your road, to the various points on its line, up to the time of the final completion.1 therefore subjoin such a statement:

MAIN LINEThe road was opened to Elgin, forty-two miles i.rom Chicago, January 22, 1850.

This portion of the road was originally laid with strap-rail iron, resting upon longi-

tudinal stringers, but during 1852-53 this track was replaced with T-rail iron.

Opened to Huntley, 55 miles from Chicago, September 15, 1851.

Opened to Marengo, 66 mUes from Chicago, October 18, 1851.

Opened to Belvidere, 78 miles from Chicago, December 3, 1851.

Opened to Cherry Valley, 84 miles from Chicago, March 10, 1852.

Opened to Eoekford, 92 miles from Chicago, August 2, 1852.

Opened to Freeport, 121 miles from Chicago, September 1, 1853.

Opened to Beloit, 21 miles from Belvidere, November 14, 1858.

CHICAGO, FULTON & IOWA LINEOpened to Lane, 45 miles from Junction, January 10, 1854.

Opened to Dixon, 68 miles from Junction, December 4, 1854.

Opened to Sterling, 80 miles from Junction, July 22, 1855.

Opened to Morrison, 94 miles from Junction, September 23, 1855.

Opened to Fulton, 105% mUes from Junction, December 16, 1855.

SECOND TRACKOpened to city limits, 2 miles from Chicago, September 1, 1855.

Opened to Harlem, 9 miles from Chicago, December 15, 1855.

Opened to Cottage Hill, 17 miles from Chicago, October 19, 1856.

Opened to Eabcock's Grove, 20 miles from Chicago, June 7, 1857.

Opened from Danby to Wheaton, 2% miles, June 7, 1857.

Opened from Wheaton to Winfield, 21/2 miles, November 1, 1857.

Opened to Junction, 30 miles from Chicago, December 6, 1857.

28 HISTORY OF THE CHICAGO & NOETH-WESTBRN RAILWAY SYSTEM

ST. CHAELES AIR LINE BRANCH*Opened from South Branch Station to Harlem, 10 Vi miles, January 1, 1856.

AVERAGE MILEAGE BY YEARSThe general average of the number of miles of T-rail track in use in the main

track, from September 15, 1851, to May 1, 1852, seven and one-half months, was31%, miles, equal to 19% miles for one year.

General average from May 1, 1852, to May 1, 1853, 48 miles.


General average from May 1, 1854, to May 1, 1855, 196% miles.


General average from May 1, 1856, to May 1, 1857, 272% miles.

General average from May 1, 1857, to January 1, 1858, 282% miles.

Equal to 188% for one year.

The total length of track in use January 1, 1858, is as follows:Main line, from Chicago to Freeport 121 mUesBeloit Branch, from Belvidere to Beloit 21 milesEast Elgin Branch 1% miles' Viioago, Fulton & Iowa line, from Junction to Pulton 105% milesSt. Charles Air Line, from Chicago to Harlem 10% mUes

• 259% miles

Second track 30 mUesSidings and gravel pit tracks 43% mUes

332% miles

REAL ESTATEThe company owns real estate as foUows:

Right of way 3,300 acres

Land at and near Harlem Station, nine miles west of Chicago 940 acres

DEPOT GROUNDSMain line and Beloit Branch, including 62 acres in Chicago .... 165 acres

Chicago, Fulton & Iowa line 116 acres

281 acres

Gravel pits 68 acres

Miscellaneous lands 3,491 acres

Total real estate 8,080 acres

Of the land described in this statement as miscellaneous, a large portion wasbought on account of the wood growing thereon. When the wood is removed the laad

is resold by the company. These lands are scattered along the line of the railroad,

and generally contiguous thereto. The company owns about 1,200 acres (included in

the above list) located on densely wooded islands in the Mississippi River, a few miles

above Fulton."

•This is the little road that was bought In 1854.


NAMES OF THE LOCOMOTIVE ENGINES OF THE GALENA COMPANY

In those days all locomotives were named. We give a list of the sixty

engines of the company owned at the end of this year, with their names andhistory

:

NAME

30 HISTORY OF THE CHICAGO & NORTH-WBSTBEN RAILWAY SYSTEM

NAME

HISTORY OF THE CHICAGO & NOETH-WBiSTBEN RAILWAY SYSTEM 31

THIRTEENTH FISCAL YEAR—DECEMBER 31, 1859

At the annual meeting of the stockholders of the Galena road on June2, 1858, the secretary of the corporation was ordered to print the namesand residences of all of the stockholders of the company. The list was first

published on August 11, 1858, and was continued, year by year, for manyyears. Walter S. Newberry was elected president of the road on June1, 1859, and at this time he appointed E. B. Talcott, general superintend-

ent, and Dr. E. H. Williams, assistant general superintendent. This is

the first mention of such oflBcers in connection with this road, heretofore

all of the business pertaining to the operation of the road having appar-

ently been done over the name of the president or chief engineer. Dr. E. H.Williams was educated and practiced as a physisian and while so practicing,

in Vermont, had charge of a surgical case that gave him a reputation all

over the civilized world as well as a mention in all the leading works on sur-

gery of the world. A marble cutter had drilled a hole in the rock and, hav-ing filled the hole with black powder (which was the only explosive that wasused in those days) undertook to "tamp" it with a steel bar three-quarters

of an inch in diameter and five feet long. A spark "set ofiE" the charge andthe bar was driven upward and through the miner's head. It passed throughthe arch of the lower jaw and out through the top of the skull.

Under Dr. Williams' care the man lived and got well and many years

after was met, by Dr. Williams, as a stage driver on the eastern slope of the

Andes in the Argentine Kepublic. Dr. Williams was a "natural bommechanic" and quit the practice of medicine to follow his mechanical "bent."

He left the Galena and Chicago Union railroad and went into the shopsof the Pennsylvania Eailroad Company at Altoona, Pa., and afterwardsbecame the General Superintendent of that road. He ultimately becamethe president of the Baldwin Locomotive works and as such visited everypart of the civilized world and introduced and sold his company's locomo-tives, from Eussia to the Argentine Eepublie and Chili and Peru. HoratioAnderson was appointed master mechanic this year, and was the first theroad had.

FOURTEENTH FISCAL YEAR—DECEMBER 31, 1860

In the annual report for this year the president announces the AlbanyBridge Company had completed "a bridge over the east channel of the Mis-sissippi Eiver between the Illinois shore and Little Eock-Island." This wasthe initial step that ultimately resulted in the construction of the secondrailroad bridge that spanned the Mississippi Eiver at any point, and also

was the forerunner of the magnificent steel bridge that now connects Illinois

and Iowa at Clinton.

ELGIN & STATE LINE RAILROADThis year the Fox Eiver Valley Eailroad, the bankruptcy of which was

recently mentioned, was reorganized under the name of the "Elgin & StateLine Eailroad," and its operation was continued in the hands of the Galenacompany as it had been under the bankruptcy. It had been operated forsome years to Eichmond, 111., a few miles south of the Wisconsin state line

under the name of the Wisconsin Central Eailroad. From Eichmond toLake Geneva there was "a sort of a strap railroad over which cars werehauled by mules." It was built of the strap iron that was used in the begin-

32 HISTORY OF THE CHICAGO & NOETH-WESTEEN RAILWAY SYSTEM

ning of the Galena company, that company having sold it to this road. It

is of interest to know that this iron was never paid for. It ultimately waspurchased by the Chicago & North-Western Eailway Company and is nowits line to Lake Geneva and the country along the Fox Eiver from Elgin,

111., northwardly. The president noticed the completion of the Eacine &Mississippi road from Eacine, Wis., to Freeport, 111., and the Kenosha &Eockford road from Kenosha, Wis., to Eockford, 111., and lamented that

they, "in connection with the Chicago & North-Western, form competinglines with ours between the above places and Chicago." This remark should

be remembered, as its origin and others similar became the real reasons for

the great union, in a few years after these words were written, of the Galena

& Chicago Union and the Chicago & North-Western companies, and that

resulted in the extinguishment of the title of the Galena company and in

the great expansion of the Chicago & North-Western corporation.

THS CEDAR EAPIDS & MISSOURI RIVER RAILROAD

Mention was also made this year of the formation of a company, under

the name of the "Cedar Eapids & Missouri Eiver Eailroad," to build a rail-

road from Cedar Eapids westward toward the Missouri Eiver. At this time

iron rails, such as were then used in the West, cost $55 per ton. But little

coal was yet used in locomotive engines on this road, wood being nearly its

only fuel.

In the fourteenth annual report G. M. Wheeler, the general ticket

agent, shows that 170,839 passengers used the road for westbound trips

and 160,087 passengers for eastbound trips.

THROUGH CARS TO CEDAR RAPIDS

A steam-car ferry was this year placed in use by the "Chicago, Iowa &Nebraska Eailroad," to run between the bridge of the Albany Bridge Com-pany on Little Eoek-Island and the grounds of the company in Clinton,

Iowa, and thus formed "an uninterrupted line * * * between Chicago

and Cedar Eapids, a distance of 218 miles."

FIFTEENTH FISCAL YEAR^DECEMBER 31, 1861

The annual report for the year ending December 31, 1861, said, "nothing

has been added to the construction account during the year." This grew

out of the first impending and then continuing War of the Eebellion, and

this, too, accounts for "the loss of depreciated currency * * * which,

was caused by the breaking up of the entire banking system of the State

[Illinois], the notes of these banks constituting, at the time, nearly the entire

circulating medium of the country." An ineffectual effort was made by the

company this year to lease the roads of the two companies that were building

west of Clinton, Iowa.

"A violent tornado passed over the country through which a part of this road is

located," the chief engineer reported, "doing considerable damage to buildings;* * * our bridge over the Pecatonica Eiver at iVeeport was blown down anddemolished. It was a Howe truss bridge about 200 feet long, resting on a pier andtwo abutments. It was neither covered nor roofed, and yet the tremendous force ofthe wind lifted the whole superstructure from its bearings on the masonry, moved it

bodily about ten feet to the south, and dropped it into the river, a total wreck."


SIXTEENTH FISCAL YEAE—DECEMBER 31, 1862

In the sixteenth annual report, dated December 31, 1863, W. H. Brownis announced as president, Orrington Lunt as vice-president, and G. M.Wheeler as the first auditor of the road.

LEASE OF TWO IOWA ROADSThe often mentioned Chicago, Iowa & ISTebraska and the Cedar Eapids

& Missouri Eiver railroads were this year leased by the Galena companyand their operation began on August 1, 1862, by the leasing company. TheCedar Eapids & Missouri Eiver road was then finished to Otter Creek (nowChelsea Station) about forty miles west of Cedar Eapids, and 151 west of

the Mississippi Eiver. A concise history of these two important roads will

be given in due time. Their control by the Galena company workedalmost a revolution in its future and in their history.

SEVENTEENTH FISCAL YEAR—DECEMBER 31, 1863

In the annual report for the seventeenth year, ending December 31,

1863, the president informs the stockholders that the United States hadearly in the year requisitioned the road for sixty freight cars for use in

the rebellious States, and for ten more in November, and although they

were cheerfully furnished he says the road was much hampered thereby.

As to fuel, the president said:

FUEL'

' This important element in railway operations has demanded the serious atten-

tion of the board. The country upon either side of the Mississippi is essentially

destitute of timber. The supply of wood has been sensibly diminishing since newlinea of road have been completed and put into use, and, consequently, the price ofthis article has been affected by the unerring rule of demand and supply. It is nowevident that the country through which your roads pass can not longer be relied uponfor the supply of fuel. The coal used in engines fitted for its consumption has beenmainly purchased by the cargo at Erie, Pa. Its quality is excellent, but the expenseis large. The Illinois coal is much inferior, and its cost very considerably less perton. It may, however, and must be used to a great extent for railway purposes.There are no coal beds on the line of your roads; the nearest are those upon RockEiver, about thirty miles southeast of your terminus at Fulton. The quality of this

coal is equal to the best of that yet found in the northern part of this State, andthe supply is said to be inexhaustible. A comparatively short and easy line wouldconnect Fulton with these coal beds, affording not only a supply of fuel for theroads east and west of that point, but also a considerable traiBc in that article for100 miles upon either side of the river. In addition, the introduction of a newsupply of fuel into this district of country, for family use and mechanical purposes,will limit the consumption of wood to such an extent as to gradually reduce its costto its former standard."

The president tells the stockholders that he has "modified and enlargedthe buildings [the passenger depot] on the corner of Wells and NorthWater streets" in Chicago, so that "it is now three stories in height, 45feet on Wells Street and 75 feet on North Water Street," and that it waslarge enough and would be used for the general offices of the road as well as

for a passenger station. It had "brick walls, a slate roof, and all the oQices

will be under one roof for the first time."

NO MORE GALENA REPORTS—WHYBefore the time arrived for making the eighteenth annual report the

great consolidation with the Chicago & North-Western Eailway had taken


place, and the Galena & Chicago Union Eailroad had passed out of

existence.

Before finally closing the history of "The Galena," the pioneer railroad of

the West, it may be interesting to our readers to have an "account of stock"

taken and show the character of the property it had turned into the nowcombined ownership, its earnings, etc.

:

lOTAL Miles Owned:Chicago to Preeport 120.0

Chicago to Clinton, Iowa 138.0Belvidere to Beloit 21.8

Elgin to Lake Geneva 43.2

Total 323.0

It also turned in its leases of the roads west of the Mississippi River.

The total capital stock, 60,284 shares $ 6,028,400.00The total bonds (funded debt) 3,506,000.00The total book value of the property 10,952,115.36The total operating receipts for the year 1863 2,193,295.46

Of this freight furnished $1,621,096.94 from511,710 tons hauled; and passenger $496,316from 465,876 passengers carried.

The operating expenses for the year were $ 1,277,726.41

THE FIRST RAILROAD DEPOT IN CHICAGO

The first railroad depot that was built in Chicagoywas a one-story

wooden affair built by the Galena & Chicago Union Eailroad in the fall of

1848. It stood on what is now a triangular piece of vacant ground west of

Canal Street and south of Eanzie Streei^ and but a short distance west of

the west abutment of the city bridge that crosses the Korth Branch of the

Chicago Eiver at Kinzie Street.

In those days there was a narrow street named West Water Street, that

ran close along the North Branch of the Chicago Eiver and east of what is

now Canal Street. This depot ran east and west and its east end was

entered from this West Water Street. The depot faced the railroad tracks,

which were south of the depot. Whatever package freight the railroad

had to handle in Chicago at this time was handled at this depot.

In 1849 this building was enlarged and a portion of it was set aside

for freight, while the original east end was still used for passengers. Asecond story was added to the structure and that was surmounted with a sort

of observatory. This second story was used by the officers of the road as its

general office, and in it John B. Turner, the president of the road, and MSassociates planned the extension of the road and controlled its destinies.

Our cut of this depot shows the building after its enlargement. The one-

story (western) part of the building was the portion that was built iu 1848

and was used for freight and passengers for about one year! West of the

depot was what was substantially an open prairie, and from the observatory

Mr. Turner often watched for the incoming of his trains, with the aid of a

long, old-fashioned "marine" telescope that he possessed, and thus could

announce the coming of a train while it was yet as far away as Austin, six

miles. In those days the use of the telegraph was not even dreamed of on

any Western railroad.

In 1851 the Galena & Chicago Union Eailroad began to purchase depot

HISTORY OF THE CHICAGO & NORTH-WESTBEN RAILWAY SYSTEM 35

grounds east of the North Branch of the Chicago Eiver, and in 1853 and1853 built on the plans of and under the superintendence of J. D. Per-

kins, who is referred to on a previous page, a pontoon or floating bridge

across the river on practically the same ground where the Chicago & North-

Western Eailway bridge now stands. In those days a street ran along andnot far north of the main Chicago Eiver, and was named North Water

Street.

The second passenger depot was built by the Galena and Chicago UnionEailroad in 1852 and 1853, east and west along this North Water Street,

"with its east end on Wells Street. It was built of brick and was two stories

Tiigh. The passenger entrance was from Wells Street, but a sort of private

alley, or perhaps an unbuilt-on lot, ran south from Kinzie Street, and this

was used to reach the depot through the baggage room. On Wells Street,

and north of this second depot, was a hotel known as the Hatch House,and this private alley, or open lot, seems to have been used by the guests of

this hotel as well as by the frequenters and employes of the railroad depot.

After the depot had been occupied for some time. Wells Street wasfilled in and raised about eight feet, and this caused the Galena company to

add, in 1863-3, 30 feet in length to the building and another story to this

depot, and in the room so made a portion of the general offices of the com-pany were located. The enlarged building was 45 feet on Wells Street

and 75 feet on North Water Street and was three stories high. This build-

ing remained in use until the great fire of 1871, when it went up in

smoke, like much more of Chicago.

The third depot, as used for the passenger trains of the Galena road,

scarcely deserves to be named, but to make this history full it must bereferred to. In 1850-51, as is before stated, this road bought land (Block 1

of original town of Chicago) east of the North Branch of the Chicago Eiver,

and on part of this purchase erected, on the east side of North DearbornStreet and south of Kinzie Street, a two-story building, the lower story

of which was intended for freight purposes, while in the upper rooms someof the general officers of the road were to have their offices. For some time,

but for reasons now not known (but probably on account of the elevation

I)y filling of Wells Street), the passenger trains of the Galena road ran to

and from this building, and while this was done neither the first nor seconddepots were used. The records of the company that were burned in thegreat fire of 1871 doubtless contained a full explanation of these facts. Thatthis building was used as the road's passenger station is established beyondany question.

The next passenger depot was built by the Chicago & North-WesternEailway proper and was the one that was built on the then North WellsStreet in the late fall of 1871, to take the place of the one that was burnedin the great fire. It was a wooden structure, with an entrance from WellsStreet.

The next passenger depot of the road is the present structure that stands

on the corner of Wells and Kinzie Streets, and it was built in 1880-81. Thetrains first ran into this depot on Monday, May 33, 1881. It will be men-tioned in another place in this history.


OTHER CHICAGO DEPOTS OF THE NOKTH-WESTEEN COMPANY

What is now a portion of the Chicago & ISTorth-Western Eailway in

Chicago was begun under the corporate name of the Illinois & Wisconsin

Eailroad Company, as will be told elsewhere. This afterward, by consoli-

dation with the Eock Eiver Valley Union Eailroad, became the Chicago,

St. Paul & Fond du Lac Eailroad," and that, by bankruptcy and reorgani-

zation, became the Chicago & North-Western Eailway. This railroad,

while under the second of the corporate titles, built, in 1854, and occu-

pied a passenger depot in Chicago. It stood with its back on what would

have been West Water Street if it had been opened north of Kinzie Street,

with its gable end to Kinzie Street and its greatest length west of and

quite close to and parallel with the North Branch of the Chicago Eiver. It

was a pretty mean-looking affair and was not much above a shanty. It was

moved off the ground in 1856, and a much better one erected that year in its

place. The new one was quite a pretentious structure of wood, and had a

large domed train-shed that was shut off from Kinzie Street by slatted gates.

After the Chicago & Milwaukee and the Milwaukee & Chicago railroads

were consolidated, and ultimately those, together with the Galena & Chicago

Union Eailroad became the present Chicago & North-Western Eailway,

this depot was known as the "Kinzie Street Depot," and was used until it

was abandoned on the occupation of the present Wells Street depot in

1881-82. In early days two railroad companies owned and operated the

railroad that ran between Chicago and Milwaukee. The southernmost, or

Chicago end, was known as the Chicago & Milwaukee Eailroad. In 1855

it built and occupied a passenger depot in Chicago. In those days a street

ran from what is now West Kinzie Street, in a northwesterly direction east

of and parallel with Milwaukee Avenue, and was known as Dunn Street.

An extension of this street still exists west of North Halsted Street and

west of Goose Island. It begins at Fay Street and runs to, and a short

distance beyond, Sangamon Street, and is known as Dix Street. North of

Kinzie Street, and parallel thereto, and west of the north branch of the

Chicago Eiver, was a street known as Cook Street. This Milwaukee Pas-

senger Depot, as it was called, was built in the angles formed by Kinzie,

Dunn and Cook Streets. It was a one-story wooden building. This building

ultimately passed into the possession of the original Chicago & North-Western Eailway Company.

The building that was the depot of 1854 is still in existence. It stands

on Halsted Street just north of Brie Street and has a high board fence in

front of it. It is now used as a sort of storeroom for a nearby lumberyard.

Some of the older travelers over the Galena road may remember they

arrived at or left a passenger depot on the lake front. This fact should be

explained. The explanation is this:

At one time, and for years, through passenger trains were run betweenChicago and Dubuque, Iowa. These trains ran between Chicago andFreeport, 111., over the Galena & Chicago Union Eailroad, and betweenFreeport and Dubuque over the Illinois Central Eailroad. Prom the lake

front of Chicago, at about what is now the east end of Sixteenth Street,


a railroad known as the Chicago, St. Charles & Mississippi Air Line Eail-

road was built west to near the Des Plaines River and just south of the

Galena road. This road, as we have already stated, was purchased by the

Galena company. The Dubuque trains referred to ran into and out of the

passenger depot of the Illinois Central Eailway, thence over this St.

Charles Air Line to Harlem (Oak Park), and thence by the main line of

the Galena road to Freeport. At Harlem the part of the train that had

left the Illinois Central depot met with another part of the train that

had left the Galena depot, and from Harlem westward they were run

as one train. Trains that were eastbound were split at Harlem, and one

part, in the care of the conductor, was run over the St. Charles Air Line

into the Illinois Central depot, while the rest of it, in charge of the

baggageman or brakeman, was run over the main line of the Galena road

into its depot on Wells Street.*

For years, the trains of what is now the Chicago, Burlington & Quincy

Eailroad ran from Turner Junction, thirty miles west of Chicago, over

the Galena track to the Galena depot in Chicago, the Galena companyfurnishing that company, in Chicago, with depot and baggage space, andagents for selling its tickets. The Galena company also furnished depot

room in its Chicago depot, and sold tickets there for the Chicago & Great

Eastern Eailroad Company, now a part of the Pittsburg, Cincinnati,

Chicago & St. Louis Eailway.

THE ROADS WEST OF THE MISSISSIPPI RIVERAs the control of the roads west of the Mississippi Eiver was taken by

lease first by the Galena & Chicago Union Railroad and afterwards by the

Chicago & Iforth-Western Eailway Company, it seems proper in this place

to give their early history.

THE CHICAGO, IOWA & NEBBASKA BAIUIOADThe construction of this road was the outgrowth of a town-lot specula-

tion. In 1854 an attempt was made to build a railroad from Lyonsto Iowa City, and quite a little work was done at various points on the line,

but the enterprise finally failed for want of money. Some gentlemenwho had been interested in this railroad conceived the idea of laying outa town at what was then called New York, two miles below Lyons, andmaking money out of the sale of lots. In May, 1855, the Iowa LandCompany was organized and shortly after purchased about 400 acres of

land, 150 acres of which was laid out into lots and offered for sale in

August of that year. The same persons organized a railroad companycalled the Mississippi & Iowa Central Eailroad, and, to help the sale of

lots, graded about half a mile of track northwesterly from Clinton. Thisnew enterprise attracted the attention of L. B. Crocker of Oswego, N. Y.,

Thomas T. Davis and Austin Meyers of Syracuse, N. Y. Through Mr.Crocker, Mr. Charles A. Lambard of Maine was interested, and throughhis influence a party of substantial New England capitalists joined in

the enterprise. Among the most prominent of the latter were Capt. John

* Note—On other pages will be found reference to another passenger station belongingto the Chicago & North-western Railway. It is now under construction and when fin-ished will surpass in every respect any other depot in the West.

38 HISTOET OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM

Bertram of Salem, Mass.; 'Alfred W. Johnson of Belfast, Maine; Capt.

W. T. Glidden, J. M. S. Williams of Boston, and Oakes Ames of NorthBaston, Mass. It is related of Captain John Bertram that during the hard

times following the panic of 1857 he proposed, if all other means failed,

to go home and sell a ship to raise money to buy rails for this road.

Prominent citizens of Cedar Eapids also became interested in the rail-

road enterprise, among whom were George Greene, John Weare, and S. C.

Bever. Mr. Horace Williams (who was in no way related to J. M. S. Will-

iams, who is named above) came to Clinton in January, 1857, andthereafter was the general representative of the New England interests

in the Chicago, Iowa & Nebraska Eailroad and the Iowa Land Company,as well as of the Cedar Eapids & Missouri Eiver Eailroad, thereafter

built an extension of the Chicago, Iowa & Nebraska road.

The Chicago, Iowa & Nebraska corporation was organized January36, 1856, and the work of construction began early in that year. Track-laying was started at Clinton in October, 1856, and the track completedto Cedar Eapids in June, 1859. Milo Smith was chief engineer duringthe entire construction of this road, and was its superintendent up to

some time in 1861, when he was succeeded by Major Charles N. Bodfish,

with Isaac B. Howe, a practical railroad engineer, as his assistant. Thefirst locomotive was set to work on this road in November, 1856.

THE LEASE OF THE CHICAGO, IOWA & NEBEASKA EAILEOADOn July 3, 1863, the Chicago, Iowa & Nebraska Eailroad was leased to

the Galena & Chicago Union Eailroad, which company in 1865 completedthe bridge across the Mississippi from the island of Little Eock-Islandto the Iowa shore. From the execution of the lease the Galena & ChicagoUnion Eailroad Company and its successor, the Chicago & North-WesternEailway Company, operated the railroad under this lease until July 1, 1884,

when the Chicago & North-Western Company purchased the entire road

and property of the Chicago, Iowa & Nebraska Company and became the

owner of the fee title to the same, the Chicago, Iowa & Nebraska Companygoing out of existence.

ALBANY EAILEOAD BRIDGE COMPANYThis bridge company was incorporated by an act of the Illinois Legis-

lature on February 14, 1857, with the following stocldiolders : BarzilUaCottle, William Prothrow, William W. Durant, Thomas J. W. Long, GeorgeH. Parker, Edward B. Warner, and Anthony J. Mattson, for the purposeof building a bridge across the Mississippi Eiver between Illinois and Iowa.

Some of the stockholders of the Chicago, Iowa & Nebraska Eailroadacquired this charter, and under such charter built a bridge from the

easterly main shore of the Mississippi to the island of Little Eock-Island,opposite Clinton, Iowa, which bridge was completed in January, 1860,and cars were for several j'ears ferried over on steam ferry boats from the

island of Little Eock-Island to the Iowa side, thus making a direct con-nection between the Galena & Chicago Union and the Chicago, Iowa &Nebraska railroad and opening a through line from Chicago to CedarEapids, Iowa, 318 miles.

v:.o

^r


THE CORPORATE GENESIS OF THE BRIDGEFebruary 14, 1857, the Albany Bridge Company was chartered by the State of

Illinois. Built the east end of the bridge in 1860, and acquired by lease from the

Iowa Land Company the right to operate a ferry over the remaining part of the river.

June 26, 1862, the Albany Bridge Company leased to the Chicago, Iowa &Nebraska EaUroad Company the bridge and ferry rights, for the terra of its charter.

July 3, 1862, the Chicago, Iowa & Nebraska Eailroad Company assigned the

lease to the Galena & Chicago XJnion Eailroad Company.

June 2, 1864, the Galena & Chicago Union Eailroad Company consolidated withthe Chicago & North-Western Railway Company, which last named company, in 1865,built the west end of the bridge, having authority of legislation as follows:

Illinois—By act of February 18, 1859, gave to the Galena & Chicago Union Eail-

road Company the right to bridge the river at this point.

Iowa—By act of April 5, 1864 (Ch. 130), authorizes any railroad company orbridge company of that State to bridge the river, and Section 4 of same makes theact applicable to corporations of the State of Illinois (and some other States).

Iowa Legislature—By Resolution No. 22, of 1866, requested Congress to declarethe Albany Bridge a "post route."

Congress—By act of February 27, 1867 (Book 14, page 412), declared the AlbanyBridge a "post route" and a "lawful structure," and by act of February 6, 1907,authorized the Bridge Co. or its successors to enlarge or replace the bridge. TheChicago & North-Western then built the new bridge across the entire river.

THE CEDAR RAPIDS & MISSOURI RIVER RAILROADIn May, 1856, Congress passed what was then called the "Iowa Jjand

Bill," making a grant of land to the State of Iowa to aid in the construc-tion of four lines of railway across said State, one of which was fromLyons City, thence "northwesterly to a point of intersection with themain line of the Iowa Central Air Line Eailroad near Maquoketa, thenceon said main line running as near as practicable to the 42d parallel across

the State of Iowa to the Missouri Eiver." The General Assembly of theState of Iowa, by an act approved July 14, 1856, granted the lands inuringto the State for the construction of the line from Lyons City westwardly,to the Iowa Central Air Line Company, upon certain conditions containedia said act. The Iowa Central Air Line Eailroad Company began construc-tion in the year 1856 and did considerable grading at different pointsas far west as Anamosa, but the panic of 1857 coming on, the work wasstopped and never again resumed by the Iowa Central Air Line Company.

For the purpose of obtaining the land grant before mentioned andcontinuing the railroad west from Cedar Eapids, the Cedar Eapids &Missouri Eiver Eailroad Company was organized on June 14th, 1859.The persons active in this matter were the eastern gentlemen then con-trolling the Chicago, Iowa & Nebraska Eailroad, among whom were JohnBertram, L. B. Crocker, and Oakes Ames, and also John Weare and JohnF. Ely of Cedar Eapids, and G. M. Woodbury of Marshalltown. JohnI. Blair became interested in the enterprise in 1861 and was thereafter

prominently connected with the construction and completion of the roadand control of the affairs of the company. L. B. Crocker was the first

president and W. W. Walker secretary.

In March, 1860, the State of Iowa resumed the land grant from the

Iowa Central Air Line Eailroad Company and gave it to the CedarEapids & Missouri Eiver Eailroad. Work was begun on the extensionwest from Cedar Eapids in 1860, the bridge over the Cedar Eiver was built

40 HISTORY OP THE CHICAGO & NORTH-WESTBHN RAILWAY SYSTEM

in the winter of 1860-61, and forty miles of track completed to Otter

Creek station (now Chelsea) during the year 1861; to Marshalltown in

December, 1863 ; to State Center in 1863 ; and on July 1, 1864, to Nevada;

and in December, 1864, the track was laid to Boone, but the road was not

surfaced up and finished to Boone until the succeeding year. Milo Smith

was the chief engineer until the road was finished to Marshalltown; after

that W. W. Walker was the chief engineer until construction was com-

pleted.

In July, 1864, Congress made an additional grant of lands for the bene-

fit of the Cedar Eapids & Missouri Eiver Eailroad and it was authorized

to construct a line to Council BlufEs. The construction of this line was

begun at Boone in December, 1865, and the track laid to Council Blufis

on January 17, 1867. A through train from Chicago reached there at

4 a. m. on February 8, 1867, but regular service between Woodbine and

Council BlufEs was not instituted until April of that year.

THE EAILEOAD BETWEEN CLINTON AND LYONSWhen the land grant of 1856 was resumed by the state of Iowa and taken

away from the Iowa Central Air Line Company and given over to the

Cedar Eapids and Missouri Eiver Eailroad the State required the last named

company to build a line of railroad from Lyons to connect with the line

of the Chicago, Iowa and Nebraska Eailroad. It is to be understood that

this junction was made at Clinton. This curious arrangement was carried

out and the road was built by the Cedar Eapids company notwithstanding

the eastern terminus of the Cedar Eapids and Missouri Eiver Eailroad was

at Cedar Eapids, 82 miles away ! This connecting Knk was built in

1869. The Cedar Eapids & Missouri Eiver Eailroad Company also built

6% miles of railroad connecting Missouri Valley Junction with the Sioux

City & Pacific Eailroad at California Junction, and sold it to the Sioux

City & Pacific Company. In July, 1862, the main line of the Cedar Eapids

& Missouri Eiver Eailroad, extending from Cedar Eapids westerly, then

built and to be built, was leased to the Galena & Chicago Union Eailroad

Company, which company and its successor, the Chicago & North-WesternEailway Company, controlled and operated the several portions of the

line as they were from time to time completed. In 1865 a new and

amended lease of this line was made to the Chicago & North-Western Eail-

way Company, who continued to operate the line until July 3, 1884, whenthe Chicago & North-Western purchased the line and became the ownerin fee simple.

The total amount of bonds issued by the Cedar Eapids & Missouri Eiver

Eailroad was $3,614,000.Common stock $6,850,4007 per cent preferred stock 769,600

Total stock, common and preferred $7,620,000

THE IOWA EAILEOAD LAND COMPANYIn 1869 the Iowa Eailroad Land Company was organized for the pur-

pose of managing and disposing of the lands granted to the railroad com-pany. The capital stock of the land company was made the same in face

value as that of the railroad company, and one share of stock of the


land company was given to each holder of one share of stock of the rail-

road company, it being the purpose of the land company to dispose of the

lands to actual settlers, so as to develop the country and make business

for the railroad, all of which has been successfully accomplished.

SIOUX CITY & PACIFIC RAILROADUnder the provisions of the act of 1862 providing for the construction

of the Union Pacific Railroad, that company was authorized and re-

quired to construct a railroad and telegraph line from Sioux City to aconnection with the Iowa branch of the Union Pacific Eailroad wheneverthere should have been a line of railroad completed through Minnesotaor Iowa to Sioux City. By the act of July 2, 1864, amending the original

Union Pacific act, the Union Pacific Eailroad was released from the

construction of said branch, and any company organized or to be organ-

ized under the laws of Iowa, Minnesota, Dakota, or Nebraska as should

by the President of the United States be designated or approved for that

purpose was authorized to construct said branch and to receive lands andsubsidy bonds to the same extent as the Union Pacific Eailroad would haveacquired for the construction thereof under the act of 1862. It wasfurther provided that if a railroad should not be completed to Sioux Cityacross Iowa or Minnesota within eighteen months, then the companywhich should have been so designated might commence, continue, andcomplete, the construction of said Sioux City branch.

The Sioux City & Pacific Eailroad Company was organized at Dubuque,Iowa, August 1, 1864, for the purpose of constructing the said branch,and was by the President of the United States designated for that purpose.

The corporators and first board of directors were Piatt Smith, L. B.Crocker, M. K. Jesup, James F. Wilson, A. W. Hubbard, Chas. A. Lambard,Frederick Schuchardt, William B. Allison, and John I. Blair. John I.

Blair was the first president of the company, and W. W. Hamilton secre-

tary. The Sioux City & Pacific Company passed under control of Messrs.

Blair, Ames, Lambard, Crocker, Bertram, Glidden, and Williams, and other

stockholders in the Cedar Eapids & Missouri Eiver Eailroad, and the moneyfor the construction of the road was subscribed by them and their associates.

Construction was begun in the spring of 1867. The 6% miles built bythe Cedar Eapids & Missouri Eiver Eailroad Company, connecting Mis-souri Valley Junction with California Junction, was finished in Augustof that year. Track-laying began at California Junction in September,1867. Thirty-six miles were completed by the first day of Decemberof that year, and 49% miles before the first of January, 1868. The track

was completed into Sioux City in February, 1868. From California

Junction to Fremont the line was finished early in 1869. The cars wereferried across the Missouri Eiver during the summer months, and crossed

on a temporary bridge during the winter months up to the fall of 1883,when the bridge was opened that had been built over the river. L. Bur-nett was the engineer in charge of construction, and the superintendent of

the road to January 1, 1878.

The Sioux City & Pacific Company received from the United States

under its congressional grant 42,500 acres of land, and from the State


of Nebraska, through a consolidation with the Nebraska Air Line Eail-

road 46,000 acres. It received from the United States Government

a loan of 6 per cent bonds to the extent of $16,000 per mile of road

constructed from Sioux Citv to Fremont. It issued its own first mortgage

bonds to the amount of $]'',628,000. The earnings of the road not being

sufficient to pay the interest on these first mortgage bonds, the avails

of the two land grants and from the sale of town lots along the hne were

used to make up the deficiency. After these assets were exhausted, the

Cedar Eapids & Missouri Eiver and Chicago, Iowa & Nebraska companies,

through loans and other methods of assistance, made up the deficit until

the sale of these last named railroads in 1884. In 1880 the Chicago, Iowa

& Nebraska and the Cedar Eapids & Missouri Eiver companies acquired

by purchase from the individual stockholders over 90 per cent of the

stock of the Sioux City company. This stock was in the treasury of

the Iowa roads at the time of their purchase by the Chicago & North-

western in 1884, and thus became the property of the Chicago & North-

western Eailway.

THE EEIDGE OVEE THE MISSOURI EIVERIn 1882 Congress granted to the Sioux City & Pacific Eailroad Com-

pany the right to build a bridge across the Missouri Eiver to connect

the Iowa and Nebraska portions of the railway. The Sioux City & Pacific

Company not being financially able to undertake the work, it assigned

its right under the said act to the Missouri Valley & Blair Eailway

& Bridge Company, a corporation organized July 25, 1882, for that pur-

pose. The stock in the bridge company was taken by the several railroad

companies whose roads made up the through line from Fremont to Chicago,

namely, the Sioux City & Pacific, Cedar Eapids & Missouri Eiver, Chi-

cago, Iowa & Nebraska, and Chicago & North-Western companies, each

taking stock in proportion to its mileage in the through line. Themoney for the construction of the bridge was raised principally by the

sale of bonds, which bonds were guaranteed—both principal and interest

—by the several railway companies holding stock in the bridge company.The work of construction was commenced early in the summer of 1882,

and the bridge completed and opened for traffic in November, 1883.

When the ice broke up in March, 1884, it carried out 1,600 feet of ttte

trestle work forming the east approach to the bridge, and interruptedtraffic until May of that year, when a temporary trestle was erected andbusiness resumed over the bridge, which has gone on uninterruptedly since

that date. Horace Williams was the president of the bridge companyduring construction. The plans for the entire bridge and approaches,together with the protection works, were made by George S. Morrison, underwhose direct charge and control the entire work of construction wasperformed.

MAPLE EIVER RAILROADThe Maple Eiver Eailroad Company was organized in 1876 to build

a branch from the Cedar Eapids & Missouri Eiver Eailroad near Carroll

to Ida Grove, Iowa, and thence down the valley of the Maple Eiver. Theboard of directors was made up of gentlemen holding similar positions onthe boards of the Cedar Eapids & Missouri Eiver and Chicago, Iowa &

HISTORX OF THE CHICAGO & NOETH-WESTEEN EAILWAY SYSTEM 43

Nebraska railroads. Horace Williams was the first president. Theline was leased to the Chicago & North-Western Eailway Company in

advance of construction. The Cedar Eapids & Missouri Eiver and Chi-

cago, Iowa & Nebraska companies agreed to allow sufficient drawbacks,

which, in addition to the rental, should meet the interest on the bonds.

The securities, both bonds and stocks, were taken by the stockholders of the

Cedar Eapids & Missouri Eiver and the Chicago, Iowa & Nebraska com-panies. Construction was begun in 1876, and in 1877 the line was com-pleted from Maple Junction to Mapleton, a distance of about sixty miles.

In 1879 a branch was built from Wall Lake Junction to Sac City.

In 1883 the Sac City branch was extended to Holstein, and in 1883 to

Kingsley. The road was operated under the lease by the Chicago &North-Western Eailway Company until August, 1884, when it was boughtby the Chicago & North-Westem Eailway Company, in connection withthe purchase of the Chicago, Iowa & Nebraska and the Cedar Eapids &Missouri Eiver Eailroads. In 1886 the main line was extended fromMapleton to Onawa. The Sac City branch was extended from Kingsleyto Moville in 1887, and in 1901 from Moville to Sargeants Bluffs.

THE FREMONT, ELKHOEN & MISSOURI VALLEY RAILEOADThis company was organized at Fremont, Neb., in January, 1869,

to construct a line up the Elkhorn Valley, in Nebraska, and obtained

a land grant from the State of Nebraska amounting to about 100,000acres. In 1869 John I. Blair and his associates in the Sioux City &Pacific and the Cedar Eapids & Missouri Eiver enterprises obtained control

of the company, and undertook the construction of the railroad. The first

ten miles of track north from Fremont were laid late in the season of

1869. In 1870 the road was finished to West Point, and leased to theSioux City & Pacific Company, which company from that time on con-tinued to operate under this lease the several extensions of the Elkhornroad up to August, 1884. In 1871 the road was extended to Wisner, adistance of fifty-one miles from Fremont, where the terminus remaineduntil 1879, when the main hne was built to Oakdale, and six miles oftrack laid on the Creighton branch north of Norfolk. In 1880 the mainline was extended from Oakdale to Neligh, and the Creighton branchfinished to Plainview. In 1881 the main line was extended to LongPine, and the Creighton branch finished to Creighton. In 1882 themain line was extended to Thatcher, and in 1883 to Valentine. InJuly, 1884, at the time of the purchase of the Iowa roads by theChicago & North-Western, this last-named company acquired all thestock in the Fremont, Elkhorn & Missouri Valley Eailroad, and there-after the work of extension was pushed vigorously. In the fall of 1884about eighty miles of the line were graded beyond Valentine, and track-laying began thereon in April, 1885. The track reached Chadron in July,and Buffalo Gap in November of that year. The Black Hills line wasfinished to Eapids City early in July, 1886, from Eapids City to White-wood in October, 1887, and from Whitewood to Belle Fourche in 1890.The branch fromWhitewood into Deadwood was built in 1890. The nar-row gauge extension from Deadwood to Bald Mountain and Euby Basinmines was opened for traffic in 1891. The Hot Springs branch was built

44 HISTORY OF THE CHICAGO & NORTH-WBSTEEN RAILWAY SYSTEM

from BufEalo Gap to Hot Springs in 1890.

Construction was begun on the extension into Wyoming in the summerof 1885. Track-laying was begun at Dakota Junction in April, 1886, andcompleted to Douglas in August of that year. In 1887 a bridge wasbuilt across the Platte River west of Douglas, and the track extended to

Glen Eock, and from Glen Eock to Casper in May and June, 1888.

In 1885 the Chicago & North-Western decided to enter the SouthPlatte country. The line from Fremont to Lincoln was located in the

winter of 1885-6 and grading began on it early in the spring of 1886. Thebridge across the Platte Eiver was finished in August, and the track com-pleted to Lincoln in October, 1886. In 1887 the Hastings line was con-structed from Platte Eiver Junction to Hastings, and the Superior line

from Linwood to Geneva. In 1888 this last-named line was finished fromGeneva to Superior. The Scribner branch was built from Scribner toLindsay in 1886, and from Lindsay to Oakdale in 1887. In 1887 theElkhorn system was connected with Omaha and the South Omaha StockYards by a line built from Arlington Station, east of Fremont on theSioux City & Pacific road. The Creighton branch was extended fromCreighton to Verdigre in 1888.

„i„„A''??~^\?''^ 1°'^?.';*'"^ *°?^''- P- ^- ^'i" 0* Cedar Rapids for the admirable and suc-cinct history whicli by his courtesy we have been enabled to give of the roads west of theMississippi River. It is certain that no other person now living could have furnished the

THE EXTINCTION OF THE GALENA COMPANYWe have now reached the point where we have to part company

with "The Pioneer Line." In the future it has not only to share thefortunes of another corporation, but is to exist, be maintained and oper-ated under another corporation's legal title. We have, in the precedingpages, seen it grow from a mere name on paper until at last it becamea fact, and soon the leading railroad of the west. It was the leaderm nearly everj'thmg that belonged to railroad operation. In financialstanding and credit it was without a peer. It had the best, largest, andmost modern locomotive engines. Its cars were inferior to those of noother road It built the first and had the best passenger depot in Chi-cago, and better facilities for handling freight than any other road there.It had built and adopted the first regular railroad postal car that wasplaced m service.

THE EAILEOAD POSTAL CARUntil the mail or postal car was devised the distribution of the mail

matter was done m the postoffices and delays occurred at every postofBcewhere this general distribution was done. The postal or mail car is snb-stantially a traveling postoffice ("a postoffice on wheels") in which themail clerks who ride in them sort out the mail and place it in sacks or

llff /! f'!°^'' }^^^ '' ^^'^^^^ t° 'deliver it to the persons it

«nd ^""'f1° ^* 1' ^?'^ destination. This plan worked a revolution,

Th^rhft nT^Q^^' *° ^^-1 °î§i°^ô^« of it- The first railway car in

TvP. +T,??T -S f^^,e%^îl âs distributed was undoubtedly operated

ZZflt S T+'-A-^*- ^Tf?^^^'^'"^^ i^ ^^'"'"'^^^ a^d âs desired to

St^ To Lb M ?''*'°''i°î^'™'^^ ^''^^''^ ^° be carried westward from

tot. Joseph, Mo., by overland stages. This car had been a baggage car on

HISTORY OF THE CHICAGO & NOETH-WESTBEN RAILWAY SYSTEM 45

the Hannibal & St. Joseph Railroad and was fitted up by that company

Tinder plans devised and drawn by Paul H. Dennis^ then in the employ of

the U. S. Postoffice Department. Up to this time, 1859, all the mail for

St. Joseph, Mo., and points west went to St. Joseph, unassorted, in the

mail bags. On arrival there it had to be sorted and resacked. This

delayed the overland stages and Mr. Dennis conceived the idea of sorting

out the mail destined for points west of St. Joseph and having it ready

to deliver to the stages on the arrival of the railroad train. His idea was

adopted and he was instructed to induce the railroad to furnish a car

that would be adapted to the idea he had suggested. This was done and

he placed the car in service where it so remained until the overland stages

ceased to run from St. Joseph, Mo. Mr. Denniss died in Chicago a short

time ago. In 1862 W. A. Davis, of the St. Joseph, Mo., postoffice elabo-

rated Mr. Denniss' plan and it is believed had it again placed in efEect.

In 1864 George B. Armstrong, then in the U. S. mail service at Chi-

cago, induced the Galena and Chicago Eailroad to rebuild one of the bag-

gage cars into a postal car. This was done under Mr. Armstrong's plans

by "William Campbell, the superintendent of the car works of the railroad

company. This car made its first run from Chicago to Clinton, Iowa, on

August 28, 1864. In 1864-65 the (original) Chicago & ISTorth-Western

Eailroad built at its shops at Fond du Lac, Wis., under the supervision of

Henry Hull, its superintendent of ear works, five (5) "mail cars" and they

were placed in service between Chicago and Port Howard (Green Bay),

Wis., in 1865 and ran there until May, 1867. They were the first cars

in the United States built expressly for railway postofiice service. InMay, 1867, the first complete and original postal car was placed in service

west of Chicago. They ran between Boone and Council Bluffs, Iowa, andcarried the great overland mail that went over the Union Pacific Eailroad.

Mr. Armstrong may well be called the Father of the Postal Car, as his

persistency alone forced it into general use. A monument has been erected

in Eosehill cemetery, Chicago, 111., to perpetuate the memory of his

admirable work.

PULLMAN SIJJEPING CABSThe Galena and Chicago Union Eailroad had on its line the first

sleeping cars that were used west of Chicago and that became so well

known as "Pullman cars." On April 6, 1858, it made a contract withBenjamin Field for himself and associates by which they were to furnish

the road with sleeping cars to run between Chicago and Preeport andDubuque and also "between Lake Michigan and the Mississippi river,"

George M. Pullman, then of Albion, IST. Y., and Norman J. Field, werethe "associates" of this contract, while Benjamin Field was merely their

attorney. The ears were placed in service as soon as the contract wasexecuted. Mr. Field at this time made contracts to furnish sleeping cars

for the Chicago and Alton Eailroad, but failed to do so. In 1858 Mr.George M. Pullman went to Bloomington, 111., where the car shops of

the Chicago and Alton Railroad were located and in course of time rebuilt

one of its passenger cars into a sleeper. The following doubtless tells the

truth about this work. It is extracted from a railroad journal:

"The Fiest Pullman Cab.—Shortly before his death on October 5, 1905, at


Bloomington, 111., Leonard Seibert, a veteran employe of the Chicago & Alton, gave

an account of the building of the first sleeping car for that road under the direction

of George M. Pullman. 'In 1858 Mr. PuUman came to Bloomington and engagedme to do the work of remodeling the Chicago & Alton coaches into the first Pullmansleeping cars. The contract was that Mr. Pullman should make all necesBary changes

inside of the cars. After looking over the entire passenger car equipment of the

road, which at that time constituted about a dozen cars, we selected coaches Nos. 9

and 19. They were 44 feet long, had flat roofs like box cars, single sash windows, ofwhich there were 14 on a side, the glass in each sash being only a little over 1 footsquare. The roof was only a trifle over 6 feet from the floor of the car.. Into this

car we got 10 sleeping car sections, besides a linen locker and two washrooms—oneat each end. The wood used in the interior finish was cherry. Mr. PuUmau wasanxious to get hickory, to stand the hard usage which it was supposed the cars wouldreceive. I worked part of the summer of 1858, employing an assistant or two, andthe cars went into service in the fall of 1858. There were no blue prints or plansmade for the remodeling of these first two sleeping cars, and Mr. Pullman and Iworked out the details and measurements as we came to them. The two cars costMr. Pullman not more than $2,000, or $1,000 each. They were upholstered in plushlighted by oil lamps, heated with box stoves and mounted on 4-wheel trucks with ironwheels. The berth rate was 50 cents a night. There was no porter in those days-the brakeman made up the beds.' " '

The writer of this history was present when the first of these cars waspulled out of the shop, where it was gazed at in wonder by most of theadult citizens of Bloomington who had been invited to the shops to seethe car.

THE GREAT CONSOLIDATIONThe friends of the Galena road were legion and all of them saw with

regret the extinction of its name.

In these days, when the merger of railroad corporations is of frequentoccurrence, little is said or thought about it by the public. In 1864it was very different, and the union of the Galena corporation with that of

the ISTorth-Western was much more than a seven-days' wonder. It wastalked about from the Atlantic to the slopes of the Missouri Eiver, andopinions were as varied about it as were the people that gave them. It is

believed that this was the first really important railroad con'sohdation thathad taken place in the United States. The directors of the consolidatedNorth-Western Company issued an explanatory circular on the question andfrom it we quote as follows:

. ,

"-*-™pig tte reasons which influenced those who, on account of their largeinterests in these roads, have given more particular attention to the subject andadvised this course, are the following: Much of the territory traversed by these roadswas so situated as to induce injurious competition between them. The union of bothgives greater strength and power, favoring more advantageous and extended con-nections, and better relations with other raUroads built and to be built, and wiU aidto prevent the construction of such roads as would only serve to create injuriouscompetition, without any adequate increase of the aggregate earnings of the roadscompeting Decided economy, material reduction of expenses, and increased andmore profitable service of engines and cars will also be the result of cooperation inthe place of competition, and of one management of both roads. The basis and termsof this consolidation are substantially as follows: For each share of Galena & ChicagoUnion Railroad Company's stock the holder will receive one share of the preferred

SîiwT^ nthe common stock of the consolidated Chicago & North-Western

L, pTfr, P°.^r"^' f^'^J^ '^ ."'"^/y- "^^^ P'-eferred stock of this company to be

Z «cr^rp!»tô f for the stock of the Galena company is entitled to preferences to

one Zfr^^^t ff^^°^ }^ ^^'- '""* ™ *^^ dividends which may be declared in anyone year, out of the net earnings in such year, in the manner following, to wit'

HISTORY OF THE CHICAGO & NOETH-WESTEEN EAILWAY SYSTEM 47

First, to a preference of 7 per cent; and after, dividends of 7 per cent on the

common stock; then, secondly, to a further preference of 3 per cent; after, a further

dividend of 3 per cent on the common stock; both classes of stock shall be entitled

to equal rates per share in any further dividends.

WHY THE PRESENT NAME WAS ADOPTED"The principal reason for dropping the pioneer name of Galena & Chicago

Union Bailroad Company in the consolidation will be apparent when it is observed

that no portion of either of the consolidated roads touched Galena; and to retain

the name of the Chicago & North-Western Eailway Company involved no change ofbooks or blanks, and is sufficiently comprehensive to include the large territory nowpenetrated by the united roads."

THE GALENA ROAD AT THE CONSOLIDATIONThis map shows the Galena and Chicago Union Railroad as it was when it

was consolidated with the Chicago and North Western Railway in 1864. Itsmileage was only 294 miles. Its leased lines are referred to elsewhere.

WHAT FORMED THE CONSOLIDATED ROADIn the eireular we have quoted from we find the contributions of each

corporation were as follows:

A8 TO THE GALENA COMPANY Miles.1. The original Galena & Chicago line, extending from Chicago to Preeport. . 1212. The Dixon Air Line, extending from the Junction, thirty miles west of

Chicago, due west, through Geneva to Dixon, and to Eulton on the Mis-sissippi Eiver ; and to east end of bridge over the Mississippi, nearly twomiles below Pulton 108

3. The Beloit Branch, from Belvidere to Beloit, about 214. The St. Charles Air Line, extending to Harlem, about ........'. 95. The Elgin & State Line Eailroad, extending from Elgin north to Kiehm'oiad,

about 33The branch from the old line to Elgin, over 2

Making in aU 094


The double track from Chicago to the Junction (thirty mUes) is only counted aa

thirty miles in the above statement, the second track not being taken into account.

In addition it also contributed to the consolidated corporation the perpetual Miles

lease of the Chicago, Iowa & Nebraska Railroad, about (now built) 82

Also, of the Cedar Eapids & Missouri Eiver Eailroad 122

Also, perpetual lease of the Beloit & Madison Eailroad 47

Making a total of leased roads operated by the said Galena Company at

the time of the consolidation equal to 251

Total number of miles owned by the Galena Company at the time of consoli-

dation 294

Total number of miles of leased roads operated by the Galena Company at the

time of the consolidation 227

Add to this the extension of twenty-four miles of leased road from Nevada to

Boonesboro, since consolidation 24

Total 545

The original North-Western Company put into and contributed to the

consolidated road mileage as follows:

AS TO THE NOETH-WESTEEN COMPANY MUes.

1. Its main line, extending from Chicago, via Janeaville, to Green Bay 242

2. Its "Kenosha Division," extending from the town of Kenosha to its junctionat Eockford with the old Galena road 73

Making a total length of railroad owned by Chicago & North-Western Eailway at

the time of consolidation 315

Making a total length of roads owned and leased by both companies at the timeof consolidation 860

THE PRESIDENTS OF THE GALENA COMPANYThe following is a list of all who ever were president of the Galena

& Chicago Union Eailroad Company and dates of their elections:Theophilus W. Smith July 3, 1836 John B. Turner June 5, 1851

Elijah K. Hubbard. .November 29, 1837 Walter L. Newberry June 1, 1859

William B. Ogden February 17, 1846 William H. Brown June 4, 1862

J. Y. Seammon pro tern. . . .June 2, 1848 John B. Turner June 1, 1864

THE LAST BOAED OF DIRECTORS OF THE GALENA COMPANYThe last board of directors (and officers) who were elected by the

stockholders of the Galena road at the annual meeting, on the third of June,

1863, were as follows:DIEECTOES

WiUiam H. Brown Chicago John Wentworth Chicago

Orrington Lunt Chicago John H. Poster Chicago

George Watson Chicago Thos. D. Robertson EoekfordEdward K. Rogers Chicago William H. Ferry Utica, N. Y.

Mark Skinner Chicago Benj. W. Eaymond ChicagoSilas B. Cobb Chicago

OFFICERSPresident William H. Brown Secretary William M. LarrabeeVice-President Orrington Lunt Auditor George M. WheelerActing Director William H. Ferry Attorney Elliott AnthonyGeneral Superintendent.Edward B. Talcott Engineer W. S. Pope

Assistant Superintendent. . . .Edward H. Williams

THE LAST BOARD OF DIRECTORS OF THE ORIGINAL CHICAGO & NORTH-WESTERN RAILWAY COMPANY

The last board of directors (and officers) of the Chicago & North-


Western Eailway Company, before the consolidation and who were elected

June 4, 1863, were as follows:

DIEECTOESWilliam B. Ogden Chicago Lowell Holbrook New YorkP. H. Smith Appleton, Wis C. S. Seyton New YorkGeorge L. Dunlap Chicago H. H. Boody New YorkM. C. Darling Fond du Lac, Wis. J. D. Fish New YorkA. L. Pritchard Watertown, Wis. George M. Bartholomew. . Hartford, Conn.

J. J. E. Pease Janesville, Wis. Joseph A. Wood Janesville, Wis.

William A. Booth New York

OPPICEESWilliam B. Ogden President George P. Lee Treasurer

P. H. Smith "Vice-President James E. Young Secretary

George L. Dunlap Superintendent H. H. Boody . .Transfer Agent, in New York

THE ORIGINAL CHICAGO & NORTH-WESTERNCOMPANY

HISTORICAL

We will now endeavor to show the origin, construction, growth, failures,

and ultimate destiny of the properties that finally came to be knownunder the corporate name of The Chicago & ISTorth-Western Eailway;

and that gave its name, at the time of the consolidation with the Galena

& Chicago Union Eailroad, to the corporation that is in existence to-day.

Previous to 1854 the Galena & Chicago Union Company had, as it will

be remembered, built a branch line from Belvidere, 111., to Beloit, Wis.,

and, in 1854, had leased what there was of the Madison & Beloit Eailroad.

The history of that company is as follows:

THE MADISON & BELOIT KAILEOAD

In 1847 the projectors of the Galena & Chicago Union road visited

Janesville and other places in Wisconsin, soliciting aid to be used in build-

ing its projected lines. Incited by these solicitations George H. Stoughton,

Thomas W. Sutherland, Thomas T. Whittlesay, Nathaniel W. Dean, Dan-

iel B. Sneden, David L. Mills, Joseph B. Doe, A. Hyatt Smith, EdwardV. Whiten, W. H. H. Bailey, Timothy Jackman, David Noggle, Alfred

Field and John Hackett were "created a body corporate by the name of the

Madison and Beloit Eailroad Company," with authority to construct a rail-

road from Beloit in Eock County to the Village of Janesville and thence

to Madison in the County of Dane. An amendment, of February 4, 1850,

authorized the company to change the location of the road and termi-

nate it "at any point" * * * "on the south line of the state of Wis-

consin" and to "extend said road to any point on the Wisconsin river that

to them may seem proper." An amendment, of February 9, 1850, author-"

ized the company to "extend their road from Janesville to Lake Winnebago


by way of Fort Atkinson, JefEerson and Watertown" and to change the name

of the company to the Eock River Valley Union Eailroad Company.

The Madison and Beloit company was organized on July 3, 1849. Thefollowing were its first board of directors and ofiicers: Geo. F. A. Ather-

ton, Timothy Jackman, Chas. Stevens, Ira Miltimore, John J. E. Pease,

"Wm. A. Lawrence, Wm. F. Tompkins, A. Hyatt Smith, and Benj. F. Pix-

ley; A. Hyatt Smith, president; Wm. A. Lawrence, secretary; and Charles

H. Parker, treasurer. No part of the line between Janesville and Fond

du Lac was built under this charter.

THE BOCK EIVEE VALLEY RAILROAD

As we have stated elsewhere, a railroad called the Madison & Beloit

Eailroad was organized July 3, 1849, under the act of the Legislature

of Wisconsin August 19, 1848. By the act of the Wisconsin Legislature

of February 9, 1850, amended March 11, 1851, its name was changed

to the Eock Eiver Valley Eailroad. This covered the line from Sharon,

Wis., to Fond du Lac, Wis. Under the new name it was on March 31,

1855, under an act of the Wisconsin Legislature, consolidated with the

Illinois and Wisconsin Eailroad (of Illinois).

This consolidation took on the name of and formed the Chicago,

St. Paul & Fond du Lac Eailroad Company, and covered the whole line

from Chicago to Fond du Lac.

The Eock Eiver Valley Eailroad was chartered by the act of the

Legislature of Wisconsin of February 9, 1850. The act was amendedMarch 11, 1851. It gave the company authority to extend "The EockEiver branch of the road to Lake Superior." An amendment approved

April 1, 1852, authorized the company "to extend their road from its

point of intersection on the Wisconsin Eiver to the village of La Crosse,

in the county of La Crosse, and thence to Willow Eiver and St. Croix

Falls."

Before this road was consolidated with the Illinois and Wisconsin

company it had built twenty-nine miles of road between Minnesota

Junction and Fond du Lac.

AN EARLY TIME TABLE

Below we give a copy of Time Table 'No. 4 of the Chicago, St. Paul

& Fond du Lac Eailroad, Southern Division:


CHICAGO. ST. PAUL & FOND DU LAC R. R.

TIME TABLE No. 4

TAKES EFFECT THURSDAY, MARCH 19, 1857FOR THE GOVERNMENT AND INFORMATION OF EMPLOYES ONLY

Trains Going Nobth Leave


Trains should meet and pass Stations marked with full faced figures.

Freight Trains will take the side track to allow passanger trains to pass.

Passenger trains Nos. 2 and 3 will take side track at passing place.

No trains will approach a station where another train is to leave within five minutesof its time of leaving.

Freight trains will pass each other at Crystal Lake.

EEGTILATIONSNo Train will, under any circumstances, leave a station before the time specified

in the Time Table, as regulated by the clock at Chicago Engine Station. Conductorsand Enginemen must compare their time with said clock, daily.

2. Gravel and Extra Trains will, in all eases, keep at least fifteen minutes outof the way of Passenger and Freight Trains.

3. Freight Trains rrmst in all cases Iceep fifteen minutes out of the way ofPassenger Trains. A brakeman must always be stationed on the rear car, and thebrakes of the car must be ascertained to be in good order.

4. Any Train following a Passenger or other Train, will proceed with greatcaution, keeping at least one mile in rear of it.

5. A red flag by day, or red lantern by night, borne on the Engine, shows thata Train is following which is to be waited for as a regular Passenger Train, and is

to be governed by the same rules which govern the leading Trains.6. A white flag, borne on the Engine, shows that a Train is to follow, but will

keep out of the way of all regular Trains.7. In case of accident or detention, the Conductor will notify, in writing, the

Tra,in coming in the opposite direction, as soon as possible, and on receipt of suchnotice the opposite Train may proceed to render such assistance as is required.Should a Train be following, a man is to be sent back with a red flag or lantern, asthe case may be, to give warning.

8. One puff of the steam whistle is a signal to apply brakes

—

two puffs asignal to loose them, and three puffs, a signal to back.

'

9. The bell must be rung eighty rods before crossing a road, and until it ispassed. The whistle to be sounded at all road crossings.

10. On approaching stations, Brakemen will apply their brakes in sufficientseason to bring their Trains up without the signal of the whistle, as the whistle mustnot be sounded on approaching or leaving Stations, except in case of danger; butthe bell must always be rung.

11- No person except tne Foremen of Eoad Eepairs on their ovra sections, orthe Conductor of the Train will be allowed to ride on the Engine or Tender, withoutpermission from the Superintendent or Master Mechanic. Every Engineman will beheld responsible for the strict enforcement of this rule.

12. Night Trains must, in all cases, carry a red lantern on the rear car.

^\ No extra Engine will be allowed to pass over any portion of ' the road,unless following a regular Train, except by permission of the Superintendent.

,, ¥• Trams having occasion to stop on the road from any cause must stop wherethe view IS long and clear, keeping signals out in such a position as to guard agamstthe possibility of collision with other Trains. Special care must also be taken, incase a Tram gets behind its time, and liable to be overtaken by a foUowing Train,to guard against accident.

^

15. At four o'clock, A. M., the right of any Train of the preceding day to thefOaQ, G6alS6S,

ii,^^;

X^^^-^y case where there is room for doubt as to the right of the road, or

the safety of proceeding from any cause, adopt the safe course—keep signals farenough in both directions to obviate any danger.

17. In aU cases, by day or by night, when repairing the track, so as to obstructor endanger the passing of a Train, a red flag or lantern, as the case may be, mustbe placed m the track, so as to be seen from an approaching Train at least one-fcalfof a mile each way from the place of danger. No notice whatever will in any casebe given of the passage of extra Trains. Station Agents and Trackmen will governthemselves accordingly. °

All former rules conflicting with the above are hereby repealedGeorge L. Dunlap,

g. E. Johnson,Assistant Superintendent. General Superintendent.

HISTORY OP THE CHICAGO & NORTH-WESTBEN RAILWAY SYSTEM 53

THE ILLINOIS & WISCONSIN RAILROAD COMPANYThis corporation was chartered by the Legislature of Illinois by its

act of February 13, 1851, and under it the company was organized onDecember 30, 1851, with the following board of directors and officers:

Neill Donnelly, Bnos W. Smith, William Sloan, John P. Chapin, Ithrian

Taylor, Henry Sherman, Martin Thrall, Eobert J. Walker, John B.Macey, A. Hyatt Smith, Joseph B. Doe, Isaac Woodle, and Major J.

Thomas as directors, and William Sloan as president, Enos W. Smith as

secretary, and A. Hyatt Smith as treasurer. The charter granted authority

to the company to build a line of railroad from "the north line of McHenryCJounty, Illinois, to Woodstock, in the same county, and thence to a

point on the Chicago & Galena Eailroad in Cook [sic], Kane, andMcHenry Counties, and to connect with any railroad in Illinois or

Wisconsin, and within fifty years to build into Chicago, also to connect withany railroad south of Chicago and through Indiana," and to consolidate

with any other company. Under this authority there was built, in 1854,

a railroad from Chicago northwesterly to Cary^ 111., about thirty-nine

miles. A little grading was also done beyond that point. Neither of the

above-named companies alone proved to be financially strong enough to

complete the lines they had projected. In the meantime the Madison& Beloit Company had changed its name and corporate title, as we havealready stated, to that of the Eock Eiver Valley Union Eailroad Company.Charles Butler, of New York, was president of this road at this time.

ADVENT OF THE FIRST LOCOMOTIVE NORTH OF CHICAGOA locomotive was bought by the Eock Eiver Valley Eailroad to be

placed in the service on the road that had, by this company, been built,

as is told in another place, between Minnesota Junction and Fond du Lac.

Henry Crane, afterwards master mechanic of the road, took this engine

over land, via the country roads, from Sheboygan, where it had beenbrought by boat to Fond du Lac. It was hauled by teams.

In 1855 the Eock Eiver Valley Company applied to the Legislature

of Wisconsin for a law authorizing it to consolidate with the Illinois &Wisconsin Company, and the Legislature granted that power by an act

approved March 10, 1855. On March 31, 1855, the Illinois & Wisconsin

and the Eock Eiver Valley Union Companies were consolidated, and a

new corporation was formed thereof, which took the name of the Chicago,

St. Paul & Fond du Lac Eailroad Company.

HOW TRAINS WERE RUNBelow we give the advertisements in the Chicago newspapers of the

running time of trains on this road.

ILLINOIS & "WISCONSIN EAILROADOne train daily

On and after Tuesday, October Ist, 1854, trains will leave the Passenger Station,

corner of Water and Kinzie Streets, North Branch Chicago River, as follows:

Going West: Returning:

Leave Chicago 9.00 A.M. Leave Deer Grove 4.00 P.M.'' Jefferson 9.35 A.M. ' ' Bradley 4.20 P.M." Canfleld 9.50 A.M. " Desplaines 4.40 P.M." Desplaines 10.05 A.M. " Canfleld 4.45 P.M." Bradley 10.30 A.M. " Jefferson 5.05P.M.

Arrive at Deer Grove 11.00 A.M. Arrive in Chicago 5.40 P.M.


Freight leaves daily with passenger train at 9 A. M. and returns at 4 P. M.

Passengers for Plum Grove, Palatine, Schaumberg, Harrington, Dundee, Long

Grove Buffalo Grove, Ela, Crystal Late, Woodstock, will find this the direct route.

S. F. Johnson,Superintendent.

ILLINOIS & WISCONSIN RAILROAD.Open to Fox Eiver—33 Miles north-west from Chicago.

Chicago Station, corner of Water and Kinzie streets, on the West Side.

On and after Thursday, March 1st, 1855, passenger trains will run daily (Sunday

excepted) as follows:

Going West Leave Chicago at 3.30 P.M.

Arrive at Carey, Fox Kiver, at 6.00 P.M.

Going East—Leave Carey, Fox Kiver, at 9.00 A.M.Arrive at Chicago at 11.30 A.M.

Freight Train leaves daily:

Chicago at 3.30 P.M.and Carey at 9.00 A.M.

Stages connect immediately on the arrival of trains at Carey Station for Wood-

stock, Crystal Lake and McHenry.Passengers for Plum, Palatine, Schaumberg, Long Grove, Buffalo Grove and Ela

win find this the direct route.

S. F. Johnson,Superintendent.

THE FIRST DEPOT ON THE NORTH BRANCHIt may be noted their time tables state the depot was on "the corner

of Water and Kinzie Streets." At this time West Water Street was on

the maps near the present location of Canal Street, and was supposed to

follow along the west bank of the north branch of the Chicago Eiver.

This depot, as is stated on another page, did not come south as far as

Kinzie Street, while its northern end was nearly as far north as the

present Grand Avenue (or West Indiana Street). A picture of it will

be found on another page of this book. It was built about the same time

as was the first depot of the Chicago & Milwaukee Eailroad depot in

Chicago.

Before the consolidation of these roads their track was of a six-foot

gauge. It was changed to the 4-foot 8i/2-inch gauge in 1855-6.

THE CHICAGO, ST. PAUL & FOND DU LAC RAILROAD COMPANYOn June 21, 1856, the Ontonagon & State Line Eailroad Company

of Michigan; on October 26, 1856, the Wisconsin & Superior Eailroad

Company of Wisconsin; and on January 14, 1857, the Marquette & State

Line Eailroad of Michigan were organized and given authority to build

railroads beyond the northern end of the just formed Chicago, St. Paul &Fond du Lac Eailroad. In March, 1857, all of the above named compa-

nies were formally consolidated with the Chicago, St. Paul & Fond du Lac

Company, and thereafter lost their separate identity.

In one of its earliest reports the directors of this road stated

:

'' The object and desire of the Chicago, St. Paul & Fond du Lac Eailroad Com-

pany from the beginning was the extension of their line from JanesvUle northwestvia Madison and La Crosse to St. Paul, and from Janesville north along the valley

of Eoek Eiver to Fond du Lac, and to the great iron and copper regions of LakeSuperior. '

'

THROUGH TRAIN TO PRAIRIE DU CHIENIn the second annual report of this company, dated May, 1857, it was

HISTORY OP THE CHICAGO & NORTH-WBSTEEN RAILWAY SYSTEM 55

stated that the Milwaukee & Mississippi Eailroad was iinished to Prairie

du Chien, and that an arrangement had been made with that companyso that trains ran from Chicago to Prairie du Chien, 227 miles, withoutchange of cars. It was also stated that this arrangement landed passen-

gers eighty miles higher up the Mississippi Eiver than ever done by anyother road.

The organization of and consolidation with the three roads namedallowed the consolidated corporation to undertake the completion of these

plans. The consolidated company proceeded as fast as possible to close

up the gap between Gary, 111., and Mtanesota Junction, Wis., and com-pleted it in 1859, thus forming a continuous line from Chicago, via

Janesville and Watertown, to Fond du Lac, 176 miles. In June, 1856,

by the almost unaided efforts of the Chicago, St. Paul & Fonddu Lac Company, the Congress of the United States was induced to

make a grant of land to the State of Wisconsin, to aid in completing

its lines of road. At an extra session of the Legislature of Wisconsin,

held in September and October, 1856, a contest arose over this grant,

and the result was the land upon the northwestern part of the line wasgiven to the La Crosse & Milwaukee Eailroad Company, and the lands

on the northern part of the line were given to the Wisconsin & Superior

Eailroad Company, a corporation that was chartered by this Legislature

for the express purpose of giving to it this land grant.

WISCONSIN & SXJPEEIOE EAILEOAD COMPANY

The following were named as the incorporators of this company:Herman Haertel, Alfred Lamberson, Cyrus P. Hiller, Charles Kuehn,Bertine Pinekney, James H. Weed, Anson Ballard, James Duane Doty,

George F. Wright, B. Frank Moore, Julius White, William Scott, JohnBradley, Albert Winslow, and Joseph Turner. The Chicago, St. Paul

& Fond du Lac Company was to be deprived of the grant of lands which

had been obtained for the State of Wisconsin by its efforts, but, as wehave already stated, the Wisconsin & Superior and the Chicago, St. Paul

& Fond du Lac Eailroad Companies were ultimately consolidated, andthus the consolidated company secured the land grant of six sections

(3,840 acres) per mile along its line in Wisconsin, and in this waydefeated the plans of its rivals. The scandals connected with the efforts

made to wrest these lands from the Fond du Lac Company, that hadsecured them to the State of Wisconsin from the United States, and to

give them to another corporation are parts of the history of the State

of Wisconsin that will live forever in its annals. In 1857 W. B. Ogdenwas President; Samuel F. Johnson, Superintendent; George L. Dunlap,

Assistant Superintendent; John Patrick, Master Mechanic; Eobert Tar-

rant, Foreman of Shops, and Clark Lipe, Eoad Master, of the consolidated

road.

THE PANIC OF 1857 AND THE SALE OF THE FOND DU LAC EOAD

A great financial revulsion came in 1857 and at once put a stop to

further construction of this and many other lines of railroad, and this

company became bankrupt. In February, 1859, in Illinois, and in March

56 HISTORY OF THE CHICAGO & NOETH-WHSTEEN RAILWAY SYSTEM

(and October). 1859, in Wisconsin, the Legislatures authorized the reor-

ganization of the company, and on June 6, 1869, a new company was

organized, under the name of the Chicago & North-Western Eailway

Company, to which was passed, by purchase under the foreclosure of its

mortgages, all the franchises and rights of the Chicago, St. Paul & Fond

du Lac Eailroad Company. The road was sold at auction at Janesville

on June 2, 1859. The trustees who made the sale for the bondholders

were : James Winslow, W. B. Ogden, W. A. Booth, and J. F. D. Lanier,

and they deeded the road to Samuel J. Tilden (of New York) and 0. B.

Ashly, as agents, and they in turn deeded it to the newly organized

Chicago & North-Western Eailway Company. The Chicago, St. Paul &

Fond du Lac Eailroad cost the North-Western Company, at this sale,

$10,849,938 in the stock and bonds of the new (purchasing) company.

W. B. Ogden was president of the road at the time of the sale, and

became the first president of the newly formed company.

The first board of directors of the new company were: W. B. Ogden,

Perry H. Smith, E. W. Hutchins, G. M. Bartholomew, Charles Butler,

Thomas H. Perkins, M. D. Ogden, A. C. Courtney, Henry Smith, J. E.

Toung, J. J. E. Pease, M. C. Darling, and Albert Winslow.

THE NOETH-WESTERN EAILKOAD COMPANYIt is not generally known that the first railroad incorporated in Wis-

consin to build a railroad under the name of the North-Western Eailroad

was incorporated by the Wisconsin Legislature under its Act of April 17,

1852. It created Otis Hoyt, Hiram Knowlton, Timothy Burns, B. Allen,

and John B. Hoyt a body corporate under this title and authorized the

building of a railroad from the Falls of the St. Croix Eiver, in St.

Croix County, via Willow Eiver, to the Wisconsin Eiver, and thence to

Madison, in Dane County. It does not appear from any of the records

that are now attainable that any part of this road was built, but there is

no doubt that the title of the Chicago & North-Western Eailroad of 1859

was derived from the title of this corporation.

THE BEGINNING OF THE CHICAGO & NORTH-WESTERN RAILWAYAbove, then, we have the first legal use of the name and title of the

Chicago & North-Western Eailway Company. On April 10, 1861, the

company was authorized by the Legislature of Wisconsin to extend its

line, via Fort Howard or Green Bay, to the north line of Wisconsin, at

the Menominee Eiver.

THE ROUTE OF THE ROAD CHANGED—THE POTENCY OF THE AID OFTHREE GIRLS THEREIN

The act of Congress making a grant of land to enable the Chicago &North-Western Eailway to construct a line of road into the then unset-

tled northern part of the State of Wisconsin required the road to be built

"northerly" from Fond du Lac and presumably to Shawano. The directors

of the road wished to change the route, and to do that had to ask an act

of Congress authorizing the road to build via Green Bay and the BayShore and still retain the grant. The North-Western officials made a

trip to Green Bay in July, 1861, to ask the citizens of the city of Green

Bay (and Fort Howard) and of the county of Brown to extend aid in

the way of right of way to allow a change in the route of the road.


The party was made up as follows : William B. Ogden, President ; Perry

H. Smith, Vice-President ; George L. Dunlap, Superintendent, respectively,

of the railroad, and Governor Horatio Seymour, of New York; a Mr.

Vassar, nephew of the Vassar who was founder of the Vassar Female

College, of Poughkeepsie ; Mr. Talbot C. Dousman; his son; AndrewE. Elmore, and his son, James H. Elmore. One of the delegation tells

this interesting story:

"Mr. Perry H. Smith had lived at Appleton and knew the family of the Grig-

nons, a very influential French family who lived just below Kaukauna (then spelled

Kakalin). At this time the French were potent in Brown County and controlled

many votes. In the Grignon family were three beautiful and accomplished youngladies. Mr. Smith conceived the idea that these girls could help his cause by securing

votes to be cast in favor of it, and hence had advised them of our coming and at

his suggestion the party was asked to go to their home and visit them, while our

steamboat that was working up Fox Eiver was consuming a considerable time in

working through the locks just at that point. We found the ladies beautifully dressed

and quite ready for company. They entertained us with music, etc., and Mr. Vassar

entered into a very animated conversation in French with the young ladies, and whenwe were back on the boat Mr. Vassar said he claimed to be a perfect French scholar

and had just returned from Paris, where he had spoken French every day for manymonths, and had never heard the French language spoken so nearly in its purity

outside of the city of Paris, as by those young ladies.

'' The visit was a great success and the aid desired by the road was in due time

secured and Mr. Ogden always afterward asserted that the aid of these girls waspotent in the case. Mr. Grignon still lives and is yet proud of the work he did in

this case nearly 50 years ago.

"On the trip up the Fox Eiver, Mr. Seymour noticed that the red clay soil that

lined the banks of the stream was densely covered with fine grass sod and got off

the boat to examine it. On his reembarkation he said: 'I own as fine a grass farm

as exists in the Genesee Valley in New York state, and I tell you, gentlemen, there

is not a square foot of sod on that farm as good and as thick as is here growing on

your red clay today. The northern part of Wisconsin is destined some day to becomeone of the greatest dairy sections in America.' It is a pleasure to be able to say

that the Governor has been proved to have been at that time a true prophet, as "Wis-

consin today is one of the greatest dairy states in the Union."

During 1859 the road was completed to Oshkosh (194 miles), and

connection made by steam ferry to Appleton. In 1861 the road was com-

pleted to Appleton, twenty miles north of Oshkosh, and in 1862 the line

was extended to Fort Howard (Green Bay), forming a line 243 miles

long.

The road, although at this time it owned thirty-three locomotive

engines, and 674 cars of all kinds, was so nearly bankrupt that it could

hardly 'pay the wages of its employes, and could not pay the interest

on its bonds. As a result of its poverty five of its semi-annual interest

coupons had to be funded, and even with that help the directors and

officers of the company had to loan the road their own money to keep it

going.

DEPOT GROUNDS BOUGHT AT CHICAGO

Grounds were bought this year in Chicago on the west bank of the

north branch of the Chicago Eiver for depot purposes. This ground

extended from 130 feet north of Kinzie Street along the river for about

one-half mile, and was from 150 to 500 feet wide, east and west. The

lot immediately adjoining Kinzie Street was not then bought, as the

58 HISTORY OP THE CHICAGO & NORTH-WESTBEN RAILWAY SYSTEM

owner asked what was believed to be an extortionate price therefor._ To

reach its ground from Kinzie Street the company had to cross this lot

and had to pay the owner $1,000 per year crossing right. This shows

that human nature, as illustrated by the owners of lands needed by rail-

roads, did not differ much in 1861 from what it is today.

THE KENOSHA & BELOIT BAILROAD COMPANY

This company was chartered by the State of Wisconsin on March

4, 1853, and the following commissioners, Samuel Hale, Alonzo Campbell,

Chas. M. Baker, E. W. Evans, Josiah Bond, George Bennett, Henry B.

Hindale, S. H. Stafford, Samuel E. McClelland, S. W. Benson, Joseph

D. Monell, Jr., L. G. Fisher, T. H. Fellows, and John Hackett, were

appointed to secure money wherewith to build the road. The road was

to be built from Kenosha, Wis., to Beloit, Wis., and thence to "con-

nect with any other road running from Eock Eiver to the Mississippi

Eiver."

In the American Railway Times of February 21, 1854, we find the

following editorial:

"A writer in the Kenosha Telegra'ph says that at a special meeting of directors

of the Kenosha & Beloit Eailroad Company, held on the 10th inst., an arrangementwas made with the contractors to put 250 men upon the road at once, and to continue

them at the grading until the first of May, at which time it is not doubted the section

between the lake and Fox Eiver will be ready for the iron. He also states that

favorable arrangements have been made for the iron, and that the cars will berunning to Fox Eiver early in the summer. We congratulate our Kenosha neighborson the progress that has been made in carrying out the enterprise which they look to

as the means of permanent prosperity."

A law of Wisconsin of March 13, 1855, permitted the company to

change its name to that of the Kenosha & Eock Eiver or to that of the

Kenosha & Mississippi Eailroad Company, and another of March 3, IBS?,authorized it to consolidate with the Kenosha & Eockford Eailroad of

Illinois. The Kenosha & Eockford and the Eockford & Mississippi

Eailroads were also incorporated by the State of Illinois.

On January 20, 1857, the Legislature of Illinois granted a chai-ter

to the Kenosha & Eockford Eailroad Companj-, and appointed the fol-

lowing persons to secure subscriptions to its capital stock: John M.Capron, John Cornell, Jason Marsh, Eobert P. Lane, Chester C. Briggs,Agbert Ayer, Wm. B. Ogden, George Haskell, Chas. H. Spafford, JesseBlinn, Thomas Paul, John Bradley, David S. Penfield, Anson S. Miller,and Seely Perry. The company was to build a railroad from "Hebronor Eichmond, in McHenry County, * * * thence to Chemung, andthence to Eockford."

In March, 1857, the two Kenosha and Eockford railroads were con-solidated under the name of the Kenosha, Eockford & Eock IslandEailroad Company. In time this company became bankrupt, and wasreorganized and then consolidated with the Dixon, Eockford & StateLine Eailroad, and was, on January 16, 1864, named the Dixon, Eockford& Kenosha Eailway. It was soon completed from Kenosha to Eockford,seventy-two miles, where it formed a junction with the Galena & ChicagoUnion Eailroad.


THE DIXON", KOCKFOED & KENOSHA RAILWAYThe name of the railroad we have placed at the top of this section

means nothing to the generation of today, but it meant much" to the

people in the southeast part of Wisconsin and the northeast portion

of Illinois and west to Eockford and Dixon in Illinois and to Beloit in

Wisconsin. The formation of this railroad was the consummation of astrife that began in 1853 and that did not end until 1864. During this

time eight or more corporations were formed to occupy the territory wehave named above. Several of them had but a brief existence, others

were merged, some were purchased by competitors, and, all together,

there was a tangle that it is at this late day difficult, if not impossible,

to unravel. It is not necessary to do so at this time. The curious will

find on another page the names and origination of the various com-panies involved and can work out these from the genesis and end of

each. Below we give all that is needed to show the end that was reachedand its relation to the Chicago & North-Western Eailway.

CONSTRUCTION AND OPERATION OF THE LINEWhen peace was finally made between the factions that had been at

war the construction of the road was begun at both ends, and the part

that ran from Eockford east to Harvard was finished and opened for

traffic on November 21, 1859. This event was celebrated with a banquetat the (old) Holland House, in Eockford.

The east end of the road, viz., from Kenosha to Harvard, was not

finished until June 1861. It was opened, and on June 6, 1861, its open-

ing was celebrated by the running of an excursion train from Kenoshato Harvard. The Kenosha Telegraph of June 13, 1861, gave a glowingaccount of this trip and of the country the train passed through.

The entire line, seventy-two miles, was opened by the running of

an excursion train from Kenosha to Eockford on July 4, 1861. Fourhundred persons formed the party and the train was made up of three

passenger cars, two freight (box) cars and five flat cars. Z. G. Simmons,of Kenosha, was president and B. L. Dodge (now of Oak Park, CookCounty, Illinois) was locating engineer when the road was built. Mr.Simmons died in 1910.

We are indebted to F. H. Lyman, of Kenosha, and the KenoshaTelegraph, and to Charles A. Church, of Eockford, and the EockfordRegister for these interesting facts. Messrs. Lyman and Church are still

alive and fully remember the building and opening of this road.

To prevent the Kenosha & Eockford Company from falling into the

then unfriendly hands of the Galena & Chicago Union Company, it waspurchased by the Chicago & North-Western Company, and paid for bygiving its owners 14,000 shares of the common stock of the purchasing

company, and was consolidated, in 1864, with the Chicago & North-

Western Eailway Company, and was thereafter operated as its Kenoshadivision.

THE DIRECTORS AND OFFICERS OF THE COMPLETED ROADThe board of directors and the principal officers of the Chicago &

North-Western Company the first year that saw the completion of the


roarl as originally planned were as follows:t, tt

Directors: W. B. Ogden, Chicago; George Smith, Chicago; P. H.

Smith, Appleton; M. C.

Darling, Fond du Lac; A.

L. Pritchard, Watertown

;

J. J. E. Pease, Janesville;

W. A. Booth, New York;Lowell Holbrook, NewYork; David Dom's, NewYork; C. S. Seyton, NewYork; H. H. Boody, NewYork ; Austin Baldwin, NewYork, and G. M. Bartholo-

mew, Hartford, Conn.

Officers: W. B. Ogden,

president; P. H. Smith,

vice-president ; Geo. L. Dun-lap, superintendent; G. P.

Lee, treasurer ; J. E. Young,secretary.

STEAMEKS ON GREENBAY.

In 1862 the Lake For-

warding Company (thename afterward waschanged to the Green BayTransit Company) was in-

corporated to put steamers

on Green Bay and run be-

tween the city of GreenBay and Little Bay de No-quet, from which point the

Peninsula Eailroad was to

run to Marquette, Mich.Three magnificent steamers

were ultimately put on this

route, viz : the Sarah VanEpps, the George L. Dun-lap, and the Saginaw, andcontinued in the service

until the railroad was ex-

tended, in 1872, from Fort

Howard (Green Bay) to

Escanaba. Before the com-pletion of the road north

from this Little Bay de

Noquet stages were run to

Marquette by the Lake For-

warding Company. This

year Chas. S. Tappen was

THE CHICAGO AND NORTH WESTERN RAIL-

ROAD AS IT WAS AT THE TIME OFTHE CONSOLIDATION

This map shows the Chicago and NorthWestern Railway as it was when it was con-solidated in 1864 with the Galena and ChicagoUnion Railroad. The total mileage was only315 miles.

HISTORY OF THE CHICAGO & NORTH-WESTEBN RAILWAY SYSTEM 61

appointed general freight agent, and E. De Witt EoLinson general passen-

ger agent of the North-Western Companj^, and they were the first persons

who held these titles on that road. The annual report for this fiscal year

said : "The total capital of the company amounts to $30,514,000" ; of this

$10,093,000 was bonds, $8,430,000 preferred stock, and $11,990,500 com-mon stock. The road's earnings for the year ending March 31, 1863, were

$1,083,054, and it owned thirty-six locomotives and 738 cars.

It might be interesting to know that before the above-mentioned

"preferred stock" could be issued the Legislature of Wisconsin was obliged

to pass a specific law to grant the privilege. This year the North-

Western made a survey for a railroad from Madison, the capital of

Wisconsin, to Winona, Minn. Before the time arrived for the issue of

the fifth annual report of the North-Western Company, the great con-

solidation with the Galena Company was well under wajj^, and hence noreport was issued.

THE PENINSULA RAILROADTo secure the business of the Upper Peninsula of Michigan, The

Peninsula Eailroad Company was organized in 1862 bv W. K. Ogden,

P. H. Smith, C. T. Harvey, John R. Young, J. S. Reed, K. B. Kidder,

and N. E. Piatt, with P. H. Smith as president, C. J. Harvey vice-

president, J. E. Jones treasurer, and IST. E. Piatt secretary, and wasauthorized by the Legislature of Michigan to build a railroad fromEscanaba, Mich., on Little Bay de Noquet, to Marquette, Mich., on LakeSuperior. Work was commenced in 1863, and the road was completed

to the Jackson Mines, at the village of Kegaunee, Mich., where (twelve

miles from Marquette) it formed a junction with the Marquette, Houghton& Ontonagon Eailroad. In October, 1864, the Peninsula Eailroad wasconsolidated with the Chicago & Worth-Western Eailway, and was named"The Peninsula Division."

THE WINONA & ST. PETER RAILROAD COMPANY

On March 3, 1855, the Legislative Assembly of the territory of Minne-

sota incorporated The Transit Eailroad Company and named the following

as the then stockholders, viz. : Chas. W. Borup, Abram M. Fridly, H. M.Sibley, Harry McKinty, Benjamin Thompson, Geo. H. Sanborn, Henry D.

Huff, Lorenzo D. Smith, A. G. Chatfield, S. M. Lord, W. A. Jones,

Byron Kilborn, Orrin Smith, H. J. Hilbert, L. B. Hodges, David 01m-

stead, Orlando Stevens, and E. D. Clinton, and authorized them and their

successors to build a railroad from Winona "westwardly by the most

feasible and practicable route to St. Paul or some point on the Minnesota

Eiver; thence to intersect any railroad that may hereafter be con-

structed from Lake Superior or the Mississippi Eiver to or towards the

territory of Washington," and also "to extend * * * g^-^f^-j^ railroad

from its junction with the Minnesota Eiver to s,)iich point as they

may deem proper on the line which may be adopted and established

by the Minnesota Western Eailroad Company," and also "to such point

as they may deem proper on the line * * * oi The Lake Superior,

Puget Sound & Pacific Eailroad Company, * * * provided the

point of intersection * * * gji^^ jiot be east of the meridian of

62 HISTORY OF THE CHICAGO & NOETH-WBSTERN RAILWAY SYSTEM

the mouth of the Blue Earth Eiver." The capital stock was fixed at

$5,000,000. But little work was done under the charter. The company

could not procure money in the Bast. There was none to be had in

the West, and it was soon seen that the road must be abandoned. Toprevent this and to aid this and other companies like it that had

been incorporated by the territorial authorities to build railroads in the

then Territory, a large issue of bonds was authorized by the Legislature.

These bonds were loaned to the railroad companies under contracts that

obligated the roads to pay the interest on the bonds as it became due,

and to pay off the principal of the bonds when they matured. In default

of either of these provisions the roads were to be sold under the contract.

MINNESOTA BUYS AND SELLS THE BOADThis company, with many others of the (now) State, could not pay

the interest on the bonds it had borrowed from the State, and conse-

quently it was sold at auction on May 22, 1860, and bought in by

flie Governor for the benefit of the State, and it thus became a State

railroad. The State did not want it, and could not go on and finish it,

nor did it wish to operate it if it was constructed. Hence, in March,

1861, the Legislature, by act, granted and transferred whatever rights

and interests the State had in the road to Orville Clark, Abraham Wing,John W. Kirk, Kobert Higham, W. H. Smith, Nelson P. Stewart, andB. W. Perkins, and by this act incorporated The Winona, St. Peter &Missouri Eiver Eailroad Company.

This corporation did not succeed in building the road, and, as a result,

by the act of the Legislature of the State of Minnesota of March 10, 1862,

the grant, with all the rights pertaining thereto, was transferred to

William Lamb, S. S. L'Hommedieu, J. W. Kirk, Herman Gebhart, andH. C. Stimson, and who were declared to be a body corporate under the

name of The Winona & St. Peter Eailroad Company.

A LAND GRANT FROM THE STATEThe above named persons formed the first board of directors of the

newly named company. Pinally, to this company a valuable grant of

land was made by the State, and that in the end became the potent

element that caused money to be forthcoming to build the road. Aftermany trials and as many failures, D. N. Barney & Co. (the firm consisted

of D. N. Barney, Jesse Hoyt, Angus Smith, William G. Fargo, andothers) advanced money to build the first 105 miles of the road westwardfrom Winona. Ultimately the entire property passed into their hands.On October 31, 1867, D. F. Barney & Co. sold all of their rights to theChicago & North-Western Eailway Company, and George L. Dunlap waselected president of the corporation.

THE LA CROSSE, TREMPEALEAU & PRESCOTT RAILROADBy act of the Legislature of Wisconsin on March 6, 1857, a charter

was granted to a company, under the above name, to locate and build arailroad from La Crosse, Wis., via Trempealeau and Fountain City, to

Prescott, Wis. P. V. Wise, 0. T. Maxon, T. B. Wilson, David Noggle,Charles McClure, Edmund Bishop, H. D. Huff, Samuel D. Hastings,George Batchelder, George Gale, and D. D. Cameron were the first board

HISTORY OF THE CHICAGO & NOETH-WESTBEN EAILWAY SYSTEM 63

of directors of the company. At the time D. IST. Barnej' & Co. agreed

to sell the Chicago & Jforth-Western Eailway Company their rights in

and to the Winona & St. Peter Eailroad, they owned a majority of thestock of the La Crosse, Trempealeau & Prescott Company and also sold

it to the North-Western Company.

Immediately after its purchase by the North-Western Company the

Winona & St. Peter road was pushed forward, and under its corporate

name and under other corporate names the road was extended to the

Missouri Eiver, opposite Fort Pierre, in the then territory of Dakota,and at what is now Pierre, the capital of South Dakota. Several branchlines were soon built from the main line to various points in Minnesotaand Dakota. By the consolidation of the Winona & St. Peter Companythese became a part of the Chicago & ISTorth-Western Eailway property.

THE CHICAGO & MILWAUKEE EAILROADThe Legislature of Illinois, by act of February 17, 1851, incorporated

the IlUnois Parallel Eailroad Company, with power to build a railroad

from Chicago contiguous to the shore of Lake Michigan, via Waukegan,in Lake County, Illinois, to the Illinois-Wisconsin State line; and DavidBallantine, David Cary, W. G. Smith, D. 0. Dickinson, B. D. Ely, A.B. Coates, W. C. Tiffany, D. S. Dewey, John C. Clarkson, H. W. Blodgett,

B. L. Dodge, H. Swan, and H. W. Dorrett were, by this act, appointed

commissioners to secure subscriptions to the capital stock of the company.

The Green Bay, Milwaukee & Chicago Eailroad Company was, by the

Legislature of Wisconsin, by act of March 13, 1851, empowered to locate

and build a railroad from Milwaukee, Wis., to Eacine and Kenosha, andto a point on the southern line of the State of Wisconsin, between the FoxEiver and Lake Michigan, and also from Milwaukee, via Grafton andCedarburg, or both, to Port Washington, Sheboygan, Manitowoc, andDepere, to a convenient point at Green Bay in the county of Brown. JamesH. Sogers, Truman W. Wright, Daniel H. Chandler, John Bullen, Levi

Blossom, Thomas S. Stoddard, Thomas Hood, Thomas P. WilUams,Samuel Hall, Philo White, William Teall, P. T. Johnson, Frederick

Hilgen, Moses Kneeland, A. P. Lyman, B. F. Cook, George Eeed, K. K.Jones, Henry S. Beard, and David M. Lay were named in the act as

incorporators of the road.

On March 4, 1852, this company was, by the Legislature of Wisconsin,

authorized to extend the road "to some point on Lake Superior or to

Minnesota Territory," and also to connect its road with any railroad

company or companies in the State of Illinois, or to become part owner

or lessee of any railroad in said State," and also to become part owneror lessee of any road in Wisconsin.

THE MILWAUKEE & CHICAGO EAILEOADThe Legislature of Wisconsin, on March 6, 1857, authorized the road

to change its name to that of the Milwaukee & Chicago Eailroad Com-pany. The Chicago & Milwaukee and the Milwaukee & Chicago Com-panies were consolidated June 5, 1863, imder the name of the Chicago

& Milwaukee Eailroad Company. The total capital stock was fixed

at $2,250,000, and the bonds were $1,749,800. The consolidated road


began business with eleven locomotive engines and 319 ears. The fol-

lowing were its first directors and officers after the consolidation:

Directors: Alexander Mitchell, E. K. Eogers, W. S. Gurnee, E. S.

Wadsworth, S. C. Baldwin, S. Witt, Julius Wadsworth, Ed. Weston, and

Fred Schuchardt.

Officers: Alexander Mitchell, president; E. K. Eogers, vice-president;

A. S. Downs, secretary and treasurer; S. C. Baldwin, superintendent.

The road was finished from Chicago to Waukeân in 1854, and the

first regular train reached Waukegan on December 19, 1854. The road

was completed through to Milwaukee in 1855.

THE EOAD IN LAKE COUNTY HISTOEY

From a history of the Chicago & North-Western Eailway Company in

Lake County, Illinois, we copy the following

:

The Chicago & Milwaukee Eailroad, now a part of the Chicago &North-Western Eailway, running between Chicago and Milwaukee, was

the first railroad in Lake County, Illinois, and was completed as far

as Waukegan, and the first regular train reached there December 19, 1854.

The first time card of which any record can be found is the follow-

ing, and appeared in the Chicago Daily Journal Saturday evening,

Febi-uary 10, 1865:

CHICAGO & MILWAUKEE E. E.

Chicago Station, Corner of Water and Kinzie Streets, on the West Side.

On and after Thursday, January 4th, 1855, passenger trains wiU run as follows:

Leave Chicago 8.30 A.M. Leave Waukegan 3.30 P.M.

Arrive at Waukegan 10.80 A.M. Arrive at Chicago 5.30 P.M.

Stages connect immediately on arrival of train for Milwaukee, passing through

Kenosha and Eacine, and arriving at Milwaukee the same evening.

The C. & M. E. E. passes through the newly laid out towns of Chittenden,

Evanston, Winnetka and Fort Clinton.

Freight received at the station and forwarded. Fare to Milwaukee, $4.00.

S. F. Johnson,Chief Engineer.

The Chicago Democratic Press of May 8, 1855, had the following

notice

:

CHICAGO & MILWAUKEE EAILEOADOur readers will be glad to learn that the energetic contractors, Messrs. Stone

& Witt, are making good progress with this important work. The cars ran across

the State Line in Wisconsin yesterday, and it is expected that work wiU. be com-pleted to Kenosha on or before a week next Saturday.

They are laying half a mile of track per day on this end of the road andparties are also laying south in Wisconsin.

It will be finished to Milwaukee during the present month and thus anotherimportant trunk railroad will be opened for business to this city.

The first time card showing the operation of trains through betweenChicago and Milwaukee appeared in the Daily Democratic Press, Chicago,

Jime 9, 1855. The following is a copy:

CHICAGO & MH^WAUKEE EAILEOAD OPENED TO MILWAUKEETwo trains daily each way, Sunday excepted. Leaving Chicago Station on west

«ide corner of Water and Kinzie Streets, at 9 A.M. and 4 P.M. for Waukegan,Eacine and Milwaukee, and connecting at Milwaukee with trains on Milwaukee &

HISTORY OF THE CHICAGO & NOETH-WESTBEN EAILWAY SYSTEM 65

Watertown, and Milwaukee & Mississippi Eiver R. E. for Watertown, Waukesha,Whitewater, Madison and Janesville. W. S. Johnson,

Superintendent.

The suburban service connecting Lake County with Chicago was

inaugurated, according to the Chicago Daily Journal, November 13,

1856. The following time card, which is copied from the above mentioned

paper, shows the first local train on the Chicago & Milwaukee Eailroad

to Waukegan after the completion of the road

:

CHICAGO & MILWAUKEE EAILEOADTrains leave daily for Waukegan, Kenosha, Eacine, Milwaukee, at 10 A. M. and

3.15 P.M.

Arrive from Milwaukee at 12.55 and 6.50.

The 5 P.M. train leaves the above station for Waukegan and all way stations.

Through freight leaves daily at 6.30 A.M.

A EELIC FEOM 1859

Elsewhere will be found the copy of a round-trip passenger ticket that

this road sold in 1859. It shows that the railroads of that day encouraged

fairs and expositions as they do today:

CHANGE CAES BETWEEN CHICAGO & MILWAUKEEWhen there were two separate railroads, in 1860 say, to connect

Chicago and Milwaukee, when the distance was only eighty-five miles,

passengers had to change cars at the State line. An old employe of the

northern road, writes (1910) as follows:

"I commenced working October 3, 1860, for Jno. T. Moody, master of trans-

portation for Bishop & Company, mortgagees of the Milwaukee & Chicago Eailroad,

which ran as far as State Line, and connected with the Chicago & Milwaukee Eail-

road. Everything was transferred there for awhile, then passengers and baggage

were run through without transfer and later freight also was run through. The

first passenger train ran as far as the rolling mill at Bay View is now, then passen-

gers were transferred to a scow and towed up the river to the present East Water

Street bridge. The first passenger depot [in Milwaukee] was a small one at the

corner of Florida and Barclay streets."

JUDGE HENRY W. BIODGETT

This eminent jurist was a trusted adviser of the directors and officers

of the road for many years. To him more than to any other person credit

is due for bringing about the union of the two properties that formed the

through line between Chicago and Milwaukee. One who in those days

knew him well says

:

"His first railroad work was for the Chicago & Milwaukee Eailway Company,

for that half of the company which built the road from Chicago up to the Wis-

consin State Une; a Milwaukee company built the road from that city down to the

niinois State line. After some years of this double operating the companies united

under new charters obtained from the two States respectively. Mr. Blodgett dratted

and engineered the necessary bill through the Illinois Legislature, and the late Perry

H Smith then a member of the Wisconsin Legislature and afterward a prominent

raUroad man, attended to the passing of the bill through the Wisconsin Legislature.

Now it may be worth the saying that the first time the present writer saw Mr. Blod-

gett was on the occasion of the formal union of the two halves of the Chicago &

MUwaukee EaUroad, which took place on the State line. The event was thought to

be one of very great importance and the leading men of the two cities were myited

to witness the ceremony, and many of them attended. The most distinguished

person on the grounds was Stephen A. Douglas. The retiring president, H. W.

66 HISTOID OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM

Blodgett, of the Chicago half of the road, made a little speech and was followed ma short address by the president of the Milwaukee half of the road, and then

Senator Douglas delivered a more lengthy speech, taking for his subject the manifest

destiny of the Northwest to become the dominant section of the entire country.

Chicago was to be the greatest city on the continent and Milwaukee was to be a

good second." Judge Blodgett died at his home in Waukegan in 1905, honored

and respected by every person who knew him.

All of this was true, and is now quoted to show the relations that

existed in those days between Judge Blodgett, the people along the line,

and the railroad management.The Milwaukee road came under the management of the Chicago &

North-Western Railway Company, by perpetual lease. May 3, 1866.

Ultimately it was bought by and consolidated with the Chicago & North-

Western Eailway Company.

M. li. SYKES, JR., JOINS THE EOAD

Mr. M. L. Sykes at this time became an officer of the North-Western

Company, and for many years was its vice-president, secretary, and

treasurer, with office in New York City. Previous to this Mr. Sykes had

been the superintendent and managing man of the Chicago & Milwaukee

Eailroad. He came to that road from one of the roads that now form a

portion of the Lake Shore & Michigan Southern Eailway. His death will

be mentioned on another page.

As a Justification for the purchase of the roads between Chicago and

Milwaukee, the directors of the Chicago & North-Western reported to its

stockholders as follows:

"To carry out and perfect the plans of this company for securing greater cer-

tainty of earnings and more economy in the management of their roads, to the

mutual advantage of the people using them and the parties owning them, and not

with any blind and stupid desire of impossible monopoly, as has sometimes been

maliciously asserted, the board of directors found it necessary to secure a controlling

interest in the stock of the Chicago & Milwaukee road, the only remaining line iu

competition with the roads of this company, in order to secure to that road and to

the roads of this company fair earnings, and to prevent the possibility of such anunwise and injurious competition as has previously existed between the Galena andNorth-Western roads « * » * * » «

"Had this company failed in effecting this protection against undue competi-

tion, and had the undue competition apprehended with the Chicago & Milwaukeeroad, in connection with the Milwaukee & St. Paul EaUroad, now forming with it

a continuous line to the Mississippi at La Crosse, occurred, this company mighthave felt obliged, in self-defense and protection, and in order to secure a connectionwith the Upper Mississippi, an object and end which in that case would havebecome necessary and indispensable to their business and prosperity, to construct

a line of road, already carefully surveyed and estimated, from Madison to theMississippi Eiver at Winona, above La Crosse, at an expense of about $6,000,000;and thus creating three lines of road to the IJpper Mississippi, at the great addi-

tional cost to this company, and seriously affecting unfavorably the Milwaukee& St. Paul and the Milwaukee & Prairie du Chien roads, which roads are as yetfully equal to all the business of that region, and which roads, with proper runningrelations and connections with the roads of this company (which it is hoped may,ere long, be permanently established and agreed upon), can, wdth this company,largely profit by the organization and plans of this company as now established.

"Under these circumstances the prospect of triumphant success in competitionwas resigned for the wiser and more prudent policy of liberal cooperation. '

'

HISTORY OF THE CHICAGO & NORTH-WBSTBEN RAILWAY SYSTEM 67

THE CONSOLIDATED CHICAGO AND NORTH WESTERN RAILWAY

This map shows the Gftlena and Chicago Union Railroad and the Chicago

and Northwestern Railway after they were consolidated in 1864. The mileage

of the two roads was 609 miles. The consolidated road retained the title of the

Chicago and North Western Railway. The lines in Iowa and Wisconsin that the

Galena and Chicago Union Railroad held by lease were taken over by the con-

solidated company, and made a grand total of 860 miles of owned and controlled

road.


BROTHEEHOOD OF THE FOOTBOARD STRIKEIn March and April, 1864, the Galena & Chicago Union Eailroad had

its first and only "labor strike." For some cause, now unknown (butincrease of pay is said not to have been involved), its locomotive engineersdecided to "strike" and fixed the day for its commencement as January1, 1864. A deep snow and intense cold occurred and this caused a post-

ponement of the strike so that it did not begin until in March. Thestrike ended in a compromise and Mr. Turner, the president, got muchcredit from the stockholders, directors and the public for the satisfactory

way he caused it to end.

THE GREAT CONSOLIDATION AGAINWe have now carried the original Chicago & North-Western Com-

pany down to the consolidation with the Galena company. Immediatelyafter this consolidation was perfected, on June 3, 1864, the followingpersons were placed in charge of the consolidated property:

Directors: W. B. Ogden, Chicago, 111.; P. H. Smith, Chicago, 111.;

G. L. Dunlap, Chicago, 111.; J. B. Turner, Chicago, III; W. H. Perry,Chicago, 111.; J. J. E. Pease, Janesville, Wis.; A. L. Pritchard, Water-town, Wis.; Thos. D. Eobertson, Eockford, 111.; G. M. Bartholemew,Hartford, Conn.; S. J. Tilden, New York; W. A. Booth, New York; H. A.Boody, New York; L. Holbrook, New York; J. D. Pish, New York; J. W.Blwell, New York; John M. Burke, New York, and Benjamin Nathan,New York.

Officers: W. B. Ogden, president; P. H. Smith, vice-president; Jas.E. Young, secretary; J. B. Eedfield, assistant secretary; George P. Lee,local treasurer; G. L. Dunlap, superintendent; J. H. Howe, generalsolicitor; C. B. Talcott, chief engineer; C. S. Tappan, general freightagent; B. P. Patrick, general passenger agent.

THE OLDEST TELEGRAPH FOREMANIn April, 1865, Edward Smith was appointed "telegraph foreman" for

the company's lines. He remained such for fortv-two years and untilMay 1, 1907, when he was pensioned for life by the railroad companyAt that time he was not only the oldest lineman in the employ of theroad, but was the oldest as to time of service in the United States.

THE ROAD AFTER THE CONSOLIDATIONThe merging of the properties we have been describing entailed much

more work than the simple transfer of the capital stock. Everythingconnected with the operation and management of the property had tobe brought under a uniform system.

THE ANNOUNCEMENT OF THE CONSOLIDATIONThe following circulars were issued by the President and General

Superintendent putting the results of the consolidation in active effect-Office Chicago & Nobth-Westebn Railway Company

NOTICEChicago, June 10, 1864.

TJnrf^w T^' V"-,^^^^^^ * ^^'"^^^ '^'^^"^ Eailroad Company and the Chicago &North-Western Railway Company were, on the 3rd of June; 1864, duly consolidated

^Sway Co"?'"^'"''^" *'' ''^"''' "^'' ^""^ ''''' °' *^^ "^î<=^g° * North West rn


And whereas, the Board of Directors of said consolidated Company have duly

elected and appointed the following general officers, to-wit:

W. B. Ogden, President.

Peery H. Smith, Vice-President.

Geokge L. Dunlap, General Superintendent."William H. Ferry, Acting Director of the Galena Division.

George. P. Lee, Treasurer.

Henry Tucker, Assistant Treasurer.

James R. Young, Secretary.

W'M. M. Laeeabee, Assistant Secretary.

Now, therefore, by authority and direction of the Board of Directors of said

Consolidated "Chicago & North-Western Eailway Company," notice is hereby given

to all officers and employes of said Company, and to all parties having business

relations with said Company, that the lines of road heretofore comprising the Galena& Chicago Union Eailroad Company, and the lines of railroad operated by said

Company under lease er otherwise, and the lines of railroad heretofore comprisingthe Chicago & North-Western Eailway Company, together with all the property,

assets and effects of said respective companies, having been consolidated as afore-

said into one Corporation and Company, under the management and control of oneBoard of Directors and of the officers above named; the orders and instructions ofsaid officers will be observed and respected accordingly.

W. B. Ogden,President Chicago & North-Western Eailway Co.

Chicago & North-Western EailwayGeneral Superintendent's Office

Chicago, June 10, 1864.

GBNEEAL CIECULAEIn pursuance to the General Notice issued by the President, bearing even date

herewith, I hereby assume general superintendence of the several Lines now forming

the CHICAGO & NOETH-WESTEEN EAILWAY.The Eailway will hereafter be divided into and operated as Tour Divisions,

designated as foUows:

That portion between Chicago and Fulton, and Chicago and Freeport, including

the Fox Eiver Valley and Beloit & Madison Line, will form and be known as the

Galena Division.

That portion between Clinton and Nevada (la.) will form the Iowa Division.

That portion between Chicago and Fort Howard will form the Wisconsin

Division.

That portion between Kenosha and Eockford will form the Kenosha Division.

The following Officers have been appointed:

E. H. Williams to be Superintendent and J. C. Gault Assistant Superintendent

of the Galena Division.

I. B. Howe, Superintendent of the Iowa Division.

T. F. Strong and A. A. Hobart, Assistant Superintendents of Wisconsin

Division.

C. H. Spafford, Superintendent of Kenosha Division.

Chas. S. Tappen, General Freight Agent.

Edw. p. Cuttee, Acting General Ticket Agent.

Benj. F. Patrick, General Passenger Agent.

All Eules and Eegulations, either Special or General, heretofore in effect upon

the Galena or Iowa Divisions, will be observed until changed or countermanded

from this office. „ ^ „Geo. L. Dunlap,

General Superintendent.

It took nearly two years to do this. The seventh annual report was


not published at the usual time, hut in August, 1867, the report came out

as the report for the "seventh and eighth fiscal years." The sixth annual

report was really the first annual report of the consolidated road. All

future reports followed the numbering of these, and, hence, really date

from the beginning of the old North-Western Company, and not fromthat of the consolidated company. From this time on we will treat the

case chronologically and from the annual reports.

EIGHTH FISCAL YEAE—JUNE 1, 1866, TO MAY 31, 1867

The president advised the stockholders that, during the term that

ended May, 1867, the entire capital stock of the Green Bay Transit Com-pany (of which mention has already been made) had been purchasedso that the North-Western Company could have a perfect and controll-

able connection between its Wisconsin and Peninsula divisions, and thattwo more steamers had been bought and placed in service on Green Bayto run between Green Bay City and Escanaba.

A GKEAT FBEIGHT HOUSE BUILT IN CHICAGOIn 1867 the company built a very large and ornate stone freight house

at South Branch in Chicago. It was the marvel of that day and thedirectors were so proud of their work that they had published to theworld that they had appropriated ten thousand dollars therefor!

In this annual report of the North-Western road the stockholders wereadvised of the construction, by other companies, of many lines of roadthat it was hoped would prove valuable feeders to their road. One ofthese was the "Sioux City Branch of the Union. Pacific Eailroad," whichwas projected to be built from Sioux City, Iowa, "to some point onthe Union Pacific Eailroad west of Omaha." According to the plan thathad been adopted by its projectors, in place of building it according toits original charter, it was now to be built along the east bank of theMissouri Eiver to a junction with the JSTorth-Westem road near "St.John's Station, Iowa." This station is now known as Missouri Valley.This road was expected to bring to the North-Western road a large tradefrom "Daeotah and the Upper Missouri Eiver," as well as from "FortBenton and the Montana region," as Sioux City was to be "the steamboatpoint of departure" for these far-off regions

!

In this report the stockholders were told of the building of a railroadsouthward from Council Bluffs along the east bank of the Missouri Eiver,and also the chartering by Congress of the Northern Pacific Eailroad.

In February, 1867, the North-Western road was completed and openedto Council Bluffs, Iowa, 491 miles west of Chicago. This was the firstrailroad connection with the Union Pacific Railroad.

THE FIRST RAILEOAD TRAIN

I, ;,'^}t^Nonpareil, then, as now, the leading newspaper of Council Bluffs,

had the following to say as to the arrival of the first passenger train intoCouncil Bluffs over the Chicago & North-Westem Eailway The track ofthe road was laid into Council Bluffs on January 17, 1867 and its firstthrough passenger train from Chicago reached there at 4-20 P M onFriday, February 8, 1867.

'

Ir-

WELLS STEEET DEPOT, 1852-3 TO 1863. SEE PAGE 35.

This -was the first permanent passenger depot built in Chicago

by the Galena and Chicago Union Eailroad. It was enlarged in

1863, as is told elsewhere, and was finally destroyed in the big

fire of 1871.

"THE KINZIE STREET DEPOT." SEE PAGES 36 AND 54.

This depot stood just north of Kinzie street, with its east side running

along the west bank of the north branch of the Chicago river. Its use was

discontinued after the Wells street depot of 1880-1 was occupied. It then

was razed and thus became history!


"The arrival of the first regular passenger train Tvas marked by a joyouscelebration. Cannon were fired and a long procession of wagons, artillery and citizens

inarched to the station to greet the train. Mayor Frank Street and other prominentcitizens addressed the assembly between selections by the band and the salutes ofthe cannon. Telegrams were sent to the mayors of Chicago and other eastern cities

and many telegrams of congratulation were received."

The first through passenger train from Chicago via the Eock Island

road did not reach Council Bluffs until 5 :45 P. M., on Saturday, June5, 1869, while the first through passenger train from Chicago via the

Burlington & Missouri Eiver Eailroad (now the Chicago, Burlington &Quincy) did not reach the Missouri Eiver until 8:30 A. M., on January18, 1870, and this train came in over the tracks of the Kansas City, St.

Joe & Council Bluffs Eailroad, as the track of the Burlington & MissouriEiver Eailroad was still thirty miles away.

A CAR FERRT ACROSS THE MISSOURI RIVERA car ferry was placed in service by the North-Western Company

across the Missouri Eiver so that the construction material for the UnionPacific road could be carried without transfer from Chicago to the exact

point on that Hne where it was to be used. This connection proved to be

of inestimable value to the Union Pacific road and hastened by manymonths, if not by many years, the completion of that road. Previous to

the formation of this connection all of the construction material had beenhauled by teams.

NINTH FISCAL TEAR^-JUNE 1, 1867, TO MAY 31, 1868

In this report we find Henry Keep president. The president reports

the purchase from "D. N. Barney and his associates" of all of their

interests in the Winona & St. Peter Eailroad. It was then built 105miles westward from Winona. The purchase also included all their

interests in the La Crosse, Trempealeau & Prescott Eailroad. The length

of line operated by the North-Western Company at this time was 1,154miles.

THE FIRST BUSINESS CAR ON THE NORTH-WESTERN RAILWAYElsewhere we give a picture of the first business car that was used on the

Chicago & North-Western Eailway. It was built in the company's car

shops at Pond du Lac, Wis. It was devised and its building supervised

by Henry Hull, the company's master car builder. It was supposed to

be the first business car that was owned by any railroad in the UnitedStates.

The car was known all over the road as The Directors' Car. It was the

longest and heaviest car on the road and on that account was not a favorite

'with locomotive engineers and trainmen, as the light engines of that day

were not adapted to haul normal trains when this car was attached to them.

As will be seen by this picture, the car was not of the ordinary build.

The floor of the center of the car was about two feet lower than the

platforms and was reached by flights of steps at each end. These steps

were silver-plated, the center windows ran from roof to floor, and all the

interior woodwork was finely carved. The car was finished on the ninth

day of December, 1867, and was brought to Chicago the next day. It

finally and recently came to a rather inglorious end. After it was aban-

72 HISTOEY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM

doned by the general officers it was sent to various divisions to be used

as best it might. At one time it was used as an office for an engineering

corps and then for a station house, and, as said, was finally accidentally

burned in South Dakota.

TENTH FISCAL YEAI^-JUNE 1, 1868, TO MAY 31, 1869

The gross earnings for the year were $13,941,343.19, and this was

vastly more than the road had ever before earned in any one year. This

year two dividends of 5 per cent each were paid to the stockholders.

Besides the completion of the Sioux City & Pacific Eailroad this report

does not announce anything important. Before the report was issued,

but while it was still in the printer's hands, the stockholders were sur-

prised by the death of the president, Henry Keep, which occurred in

July, 1869.

Capitalists in Holland had now become heavy investors in the stock

and bonds of the road, and were therefore given recognition in the

directory by the election as directors of A. G. Dulman, of New York, andJ. L. Ten Have Frzn, of Amsterdam, Holland.

SUBUEBAN" TRAINS ON THE MILWAUKEE LINEHere follows a copy of the suburban trains' time table that was in

force between Chicago and Waukegan in 1869. The curious can comparethis with the similar time tables of the suburban trains on this line today.

CHICAGO & NORTH-WESTERN RAILWAY—MILWAUKEE DIVISION

Leaves Kenosha" Waukegan . . .

.

" Rockland" Lake Forest. .

.

" Highland Park." Glencoe" Winnetka

BVANSTON . . .

" CalTary" Rosehill" Ravenswood . .

.

Arrives Chicago

TKAINS FOE CHICAGO1:253:003:303:384:004:174:274:47

5:08


ELEVENTH FISCAL YEAE—JUNE 1, 1869, TO MAY 31, 1870

This year it was arranged to classify the directory into three classes,

so that the first class would serve one year, the second class two years,

and the third class three years, and that thereafter each class should serve

three years. This classification was effected during the thirteenth fiscal

year. Only sixteen miles of road, viz., from Waseca to Janesville, Minn.,were built by the company this year.

COMPLETION OF UNION PACIFIC E,AILEOAD

The Union Pacific Eailroad was reported as finished through fromOmaha, Neb., to Ogden, Utah, in the spring of 1869. It reached Promon-tory Point, Utah, 1,086 miles west of Omaha, on April 9, 1869, and onMay 10, 1869, the last rail was laid at that point, twenty-four miles westof Ogden, where a junction was made with the Central Pacific Railroadand an all-rail route, including the track of the Chicago & Forth-Westernbetween Chicago and Council Bluffs, was completed between the Atlanticand Pacific Oceans.

With this report the name of M. M. Kirkman as local treasurer first

appears. He remained with the company until May 1, 1910. Before hewas appointed local treasurer he had in various capacities been connectedwith the road.

TWELFTH FISCAL YEAR—JUNE 1, 1870 TO MAY 31, 1871

In this term a charter in the interest of the North-Western road wasprocured from the Legislature of Wisconsin to build a connecting roadbetween the northern end of the Beloit & Madison Eailroad at Madison,and the eastern end of the La Crosse, Trempealeau & Prescott Eailroad.

BAEABOO AIR LINE EAILSOABThe road so chartered was given the corporate name of "The Baraboo

Air Line Eailroad," with the following incorporators: Jonas Karraeong,John B. Gwinnell, C. D. Huff, John P. Smith, Jos. P. Sandford, JosephMackey, Moses Young, Chas. H. Williams, Terrell Thomas, T. D. Lang,E. M. Strong, and B. F. Mills.

As soon as the legal steps could be taken it was consolidated with the

Chicago & North-Western corporation. Steps were at once taken to con-

struct the link, of about 126 miles, that was required to form a throughline from Chicago, via Madison, to La Crosse and Winona, Minn. In the

charter of the Baraboo Air Line road was a provision for a branch line

"if desired, to Tomah, where connection can be effected with the WestWisconsin Eailroad, now nearly completed, and thereby a new route be

opened to St. Paul and the lines of the Northern Pacific Eailroad."

The Winona & St. Peter road this year was finished to St. Peter, Minn.,

140 miles from Winona. A branch line three and one-half miles long wasalso built from the main line into the city of Mankato. A short line, twoand one-half miles, was also built from Geneva, 111., to St. Charles, 111.,

and thus again gave to the city of St. Charles railroad facilities that it

had not had since the abandonment of "The St. Charles Branch road"

of the early days of the Galena company, whose story has already been

told.

74 HISTORY OF THE CHICAGO & NOETH-WESTBEN EAILWAY SYSTEM

IOWA CENTEAL AIR LINE RAILEOAD UNDER CONTRACTAs an illustration of railroad "booming" in 1854, we copy the follow-

ing from the columns of the Savannah (111.) Register:

"It is a source of gratification to us to announce to our readers the fact that

this road was put under contract on the 12th inst. A responsible company, repre-

sented by Messrs. Swain and Gibbs, have taken the whole line, we believe, fromSabula to Cedar Eapids. The company have taken $500,000 stock—the remaining$500,000 having been taken by private individuals and Linn County, in her corporatecapacity. Despite the exertions of some portions of Jackson County to ruin this

project by influencing the vote to take $100,000 stock in county bonds, the roadhas been profitably let, and will be commenced as soon as the surveys shall becompleted. It is thought the work will be opened about March 1st. Some doubtswere entertained that the required amount to put the work under contract couldbe raised, when G. S. Hubbard, Esq., well known as a director in the Chicago &Mississippi Air Line Company, came forward and subscribed $100,000. This showswhat confidence is entertained by eastern capitalists of the importance of the IowaCentral Air Line. Something like $15,000 were subscribed in Maquoketa, onThursday last, in a few hours. It is difficult to realize the importance of this work,both to our own road and county, and also to Iowa. Extending westward from theMississippi, through the wealthiest and most productive counties in the State, itforms one continuous 'Air Line' between the Great Lakes and the Missouri Eiverfor it is the intention to push this road as speedily as possible to that point. Doubt-less ere the cars reach Cedar Eapids the whole distance from that point to CouncilBluffs will be surveyed, ready for contract. Thus a great feeder will be opened tothe road from Savannah to Chicago—one that will be the most important, becausethe quickest, and one that brings the most trade. Linn County is probably one ofthe wealthiest in the State, having taken $200,000 stock in this road, with theassurance that $100,000 more could be raised if necessary. And all the countryfrom the Mississippi to the Missouri rivers will soon be as wealthy and populousas this county. It only needs a few years' increase equal to that of the last twoyears to insure it."

IOWA MIDLAND EAILWAYMany years before the period about which we are now writing The

Iowa Central Air Line Eailroad Company had been chartered by theState of Iowa to build a railroad from the Mississippi Eiver westward.When it was found that money could not be secured to build the roadunder the charter, the Mississippi, Maquoketa & North-Western EailroadCompany was incorporated as its successor. Substantially nothing wasdone under this second charter, but in 1870 the Iowa Midland EailroadCompany was organized and obtained possession of rights and propertiesof the Iowa Central Air Line and its immediate successor, and at oncebegan to build a railroad from Lyons, Iowa, to Anamosa, seventy-fivemiles, where a junction was to be formed with the Dubuque & South-western Eailway. It was thought best that the Chicago & North-WesternEailway Company to control this property, and consequently it purchaseda majority of the capital stock of the company and then leased the completedpart of the road and opened it to Maquoketa in October, 1870, and to Ana-mosa in December of the same year.

ELGIN & STATE LINE EAILROADIn other places in this history this railroad is mentioned under various

names, viz.. Fox Eiver Valley; Elgin & State Line; State Line and Union,and perhaps others.

Many years before 1871 what was known as the Lake Geneva extension


of the above named road was built to the town of Geneva in the State

of Wisconsin and was laid with strap rail and was operated by mule powerin connection with the Galena companj^'s Elgin & State Line division.

"The rails were long since removed and the old grading and right of waysufEered to remain unoccupied." It now seemed desirable to reoccupy

these rights and they were purchased, and a company in the interest of

the Chicago and North-Western Company was formed under the nameof The State Line & Union Eailroad, and under it the road was extended

into the village of Lake Geneva in the fall of 1871.

In a foot note to this report it is stated that fifty-two miles of the

gap that existed between Green Bay and the Menominee Kiver had been

put under contract and that the rest of the line was being surveyed with

a view to its construction at an early day. It also stated that BarabooAir line (the Madison extension) had been finished to Lodi, twenty

miles north of Madison; that the Lake Geneva line was completed, andthat thirty miles more of the Winona & St. Peter line had been contracted

for, and would be ready for the rails in a short time.

THIRTEENTH FISCAL YEAK—JUNE 1, 1871, TO MAY 31, 1872

In this report we have an account of the great losses the road sufEered

from the Chicago fire, which occurred only five months after the close of

the previous fiscal year and which so deranged all business as to very

largely affect the company's earnings, and to stop, for a time, all but

the absolutely essential expenditure of money on the property.

NEW BLOOD INTRODUCED"New blood" began to be injected into the management this year, and

Judge (Colonel) James H. Howe took charge as general manager, and

on March 1, 1872, Marvin Hughitt assumed the office and duties of

general superintendent. To give a basis for judging in the future the

ultimately resulting effect of this "new blood," the following is submitted

:

The gross earnings for this year were $11,402,161

The total capital stock out was 35,878,643

The total bonded debt amounted to 16,251,000

The road owned of locomotive engines 269

Of cars of all kinds it owned 6,343

The road in the year carried 3,224,705 passengers at an average rate

of 3.28 cents per mile; and 2,510,016 tons of freight at an average of 2.61

cents per ton per mile. Its total mileage, not including that of the

Winona & St. Peter Company, was 1,382 miles.

As very important changes were impending in the ownership of the

road and in its directory, we give the directors and officers as they stood

before the changes were made. These directors were elected by the

stockholders on June 1, 1871.

Directors: John M. Burke, New York; A. G. Dulman, New York;Geo. S. Scott, New York; M. L. Sykes, Jr., New York; Charles K.

Marvin, New York; Harvey Kennedy, New York; A. B. Baylis, New York;David Lows, New York; E. P. Flower, New York; Francis H. Tows,

New York; Wm. L. Scott, Erie; Milton Courtright, Erie; John F. Tracy,

Chicago; Henry H. Porter, Chicago; Wm. H. Ferry, Chicago; B. F. Allen,

Des Moines, Iowa; J. L. Ten Have Frzn, Amsterdam, Holland.


Officers: John F. Tracy, president; M. L. Sykes, Jr., vice-president;

Albert L. Pritchard, secretary and treasurer; James H. Howe, general

manager; Marvin Hughitt, general superintendent; E. H. Johnson, chief

engineer; B. C. Cook, general solicitor; M. M. Kirkman, local treasurer;

J. B. Eedfield, assistant secretary and auditor; R. W. Hamer, purchasing

agent; C. C. Wheeler, general freight agent; H. P. Stanwood, general

ticket agent.

Under the authority given by the Legislatures of Wisconsin and

Illinois, mention of which has already been made, the following classifi-

cation of directors was made by the stockholders at the annual meeting

of June 1, 1871; Harvey Kennedy, Wm. L. Scott, Geo. S. Scott, Milton

Courtright, John B. Turner, and J. L. Ten Have Frzn were elected to

hold their offices until the first Thursday of June, 1872; the next six—

A. G. Dulman, John M. Burke, Chas. R. Marvin, R. P. Flower, M. L.

Sykes, Jr., and H. H. Porter—were to hold office until the first Thursday

in June, 1873; and the five following—John F. Tracy, A. B. Baylis,

David Dows, Francis H. Tows, and Geo. L. Dunlap—were to hold office

for a term of three years, or until June, 1874.

From that time to the present this system of classification has been

adhered to.

ALBERT KEEP, DIBECTOE AND PRESIDENT

Mr. Albert Keep of Chicago was by the stockholders of the company

elected a director thereof on June 5, 1873, and on June 19, 1873, he was by

the directors elected president. He served as president until midsummerof 1887, when he resigned and was succeeded as president by Mr. Marvin

Hughitt. Mr. Keep died in Chicago, May 12, 1907, aged 81 years. Underthe management of these two men it will be found the road advanced frombeing not much more than a "streak of rust" when they took hold of

it until it has come to be the leading railroad of the West.

FOURTEENTH FISCAL YEAR—JUNE 1, 1872, TO MAY 31, 1873

At the close of this fiscal year Mr. Albert Keep made his first annual

report as president, and from it we learn the extension of the road fromFort Howard (Green Bay), 115 miles, was finished to Escanaba and openedon December 31, 1872. The Stanwood & Tipton line, 81/^ miles, and the

St. Charles Branch, extending from Geneva to Batavia, were built andopened for traffic this year. The crowded condition of the company'sshops in Chicago, and the absolute and imperative need of more shop room,induced the company this year to buy 240 acres of open ground just west

of the then city limits, and ultimately to consolidate thereon all of its Chi-

cago shops. A line of road, in the interest of the Chicago & ISTorth-WesternCompany, but under the corporate title of the

MILWAUKEE & NORTH-WESTERN RAILWAYand with the following named incorporators, viz., Charles J. L. Meyer,William H. Hiner, Robert A. Baker, Irenus K. Hamilton, Benjamin F.

More, William A. Knapp, William H. Wells, Edwin H. Galloway, JamesColeman, James M. Gillett, Uriah D. Mihills, John S. McDonald, PaulHauser, William H. Reupping, J. C. Pettibone, Aaron Walters, Henry


Hayes, Charles D. Gage, Jacob Haesley, Mathias Altenhofen, HenryBackhaus, Eobert R. Price, John Reisse, Albert Semler, Isaac N. Frisby,

Maxon Hirsch, L. P. Frisby, Angus Smith, John Plankinton, GuidoPfister, E. D. Helton, Henry L. Palmer, Christian Young, John A. Robin-son, and John Nazro, was organized and was, by act of the Legislature

of Wisconsin, taking effect February 25, 1871, declared to be a body cor-

porate under the above-named title, and was authorized to construct a line

of railroad from the city of Milwaukee through the village of West Bendto the city of Fond du Lac, and "thence northwesterly to some point onLake Superior" that might be selected by the company. On May 3, 1873,the corporate name of the company was changed to that of the North-western Union Railway Company, and on January 8, 1881, it was consoli-

dated with the Chicago and Milwaukee Railway Company. Three verylarge brick freight depots and two large grain elevators were built in

Chicago this year by the company to take the place of others that had beendestroyed in the great Chicago fire.

THE WEST WISCONSIN RAILWAYWhile at the time we have now reached in this sketch the Chicago

& North-Western Railway Company had no financial or proprietary inter-

est in the West Wisconsin Railway, yet, because they ultimately becameintimately connected, it seems fit that the history of that corporation shouldhave a place here. Through purchases, consolidations, and constructions,

this road became the basis for the building up of the Chicago, St. Paul,

Minneapolis & Omaha Railway Company.

This year the West Wisconsin road was finished through from St. Paulto Elroy, and a through passenger and freight line formed, under the nameof The Elroy Route, by the North-Westem and West Wisconsin com-panies, and thus gave, for the first time, a competing line of railroad

from Chicago to St. Paul, and for all the country beyond. The mainline of the West Wisconsin and its successors may be thought of as the

rim of the half circle. Starting from Elroy, Wis., it curves northwest-

wardly to Hudson and St. Paul, and then round toward the south andsouthwest, via Mankato, Minn., and Sioux City, Iowa, to Omaha, Neb.From this rim many branch lines start off at various points and run in

various directions, as to Superior, Wis. ; Duluth, Minn. ; Blue Earth, Minn.

;

Pipestone, Sioux Falls, and Mitchell, S. D., etc., respectively.

Below we give a brief chronological history of the beginning and growthof what ultimately became, and now is, the Chicago, St. Paul, Minneapolis

& Omaha Railway.

78 HISTOET OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM

A BRIEF HISTORY OP THE RAILWAY LINES CONSTITUTINGTHE CHICAGO, ST. PAUL, MINNEAPOLIS &

OMAHA RAILWAY COMPANY

THE BEGINNING OF LEGISLATION

1852

April 14th: The Legislature of "Wisconsin incorporated the La Crosse

& Milwaukee Eailroad Company, and gave it authority to construct a

railroad from Milwaukee, Wis., to La Crosse.

1854

"Wisconsin incorporated the Saint Croix & Lake Superior EailroadCompany. It was authorized by acts of 1857 to receive a conveyance fromthe La Crosse & Milwaukee Eailroad Company of the granted landsapplicable to its line.

1855

March 2d: The Boot Eiver & Southern Minnesota Eailroad Companywas incorporated under a special act of the Legislature of Minnesota,with Edward Thompson, Samuel McPhail, James Smith, Edward Bell, OleKnudson, T. B. Twiford, "W. B. Gear, Benjamin Thompson, John Looney,Joseph Sovesse, William P. Dunbar, B. Pringle, James McCan, H. N".

Pamham, W. W. Bennett, Eobert H. Shankland, J. S. McCuen, DavidOlmsted, Benjamin P. Brown, Joseph P. Hamelin, H. D. Huff, ThomasPoster, Jacob McCrary, and William Bross as incorporators. This com-pany was authorized to build a railroad from Hokah, Houston Coimty,Minnesota, westerly to the Missouri Eiver. This year the Sioux City & St.Paul Eailroad Company, an Iowa corporation, was incorporated to build aline from Sioux City toward St. Paul, to the State line between Iowa andMinnesota Territory.

1856

Jime 3d: The United States granted lands to the State of Wisconsinto aid in the construction of certain railroads, among them "a railroadfrom Madison or Columbus, by the way of Portage City, to the St. CroixEiver or Lake, between townships 25 and 31, and from thence to the westend of Lake Superior and to Bayfield, six sections in width on each side ofthe road." Wisconsin accepted the grant by act of October 8, 1856.

November 4th: Wisconsin conferred on the La Crosse & MilwaukeeEailroad Company the power to build a railroad from Madison or Colum-bus, by way of Portage City, to the St. Croix Eiver or Lake, betweentownships 25 and 31, and from thence to the west end of Lake Superiorand to Bayfield, and the lands granted by the act of Congress of June 3,1856.

1857

March 3d: The United States granted lands to the Territory of Min-


nesota to aid in the construction of certain railroads, among them one

"from St. Paul and from St. Anthony, via Minneapolis, to a convenient

point of junction west of the Mississippi, to the southern boundary of

the Territory, in the direction of the mouth of the Big Sioux Eiver."

May 32d: The Eoot Eiver Valley & Southern Minnesota Eailroad

Company was authorized to build certain lines of railroad, among themone from St. Paul and St. Anthony, via Minneapolis, to a point of Junc-

tion at Shakopee City, in the county of Scott, and thence via Belle Plaine,

Clarksville, Le Sueur, Traverse de Sioux, St. Peter, Kasota, Mankato, andSouth Bend, to the southern boundary of the Territory of Minnesota^ in the

direction of the mouth of the Big Sioux Eiver. The grant of lands madeby the United States in aid of the line was conferred upon this companyby the same act.

May 33d : Name changed to "Southern Minnesota Eailroad Company"by act of Legislature.

1858

The State of Minnesota loaned its credit to the Southern Minnesota

by issuing its State bonds, and the railroad company executed a deed

of trust to the State to secure the payment of the bonds and interest.

1860

The Southern Minnesota Eailroad Company having defaulted in the

payment of interest on the State bonds, the State sold the property

under the deed of trust, and bought the same. The property included

the land-grant lands and 37% miles of graded roadbed. The bonds onwhich default was made amounted to $575,000.

1863

The Tomah & Lake St. Croix Eailroad Company was incorporated

by William Wilson and William Carson of Dunn County, Joseph 6. Thorpand Eichard P. Wilson of Eau Claire County, Andrew K. Gregg, Sr., and

Hiram S. Allen of Chippewa County, Augustus Gaylord of Polk County,

N. S. Dunbar and Charles B. Cox of Pierce County, Herman L. Humphreyof St. Croix County, Miles D. Prindle of Pepin County, George M. Gilkey

of BuSalo County, E. C. Field of Trempealeau County, Carl C. Pope and

William T. Price of Jackson County, Eichard Dewhurst of Clark County,

and C. D. Spaulding of Monroe County, and authorized to build a rail-

road from Tomah, Monroe County, to Lake St. Croix, and the Legislature

conferred upon this company the lands pertaining to that line, annulling

the former grant to the La Crosse & Milwaukee Eailroad Company.

1864

March 4th: Minnesota Valley Eailroad Company incorporated by

Horace Thompson, D. W. Ingersoll, S. W. Farnham, Andrew G. Chat-

field, Isaac Lincoln, P. A. Donahower, John J. Porter, P. Berkey, H. C.

Smith, John L. Merriam, F. E. E. Cornell, E. W. Cutter, Eli B. Ames,

J. S. Letford, William Huey, B. E. Laird, and Isaac Marks, and they

became its first board of directors with Horace Thompson as president.

The State of Minnesota conveyed the property of the Southern Minnesota

Eailroad Company to the Minnesota Valley Eailroad Company.


May 5th: The United States granted additional lands to the State

of Wisconsin, ten-mile limits, for the line between Lake St. Croix to

west end of Lake Superior and to Bayfield.

March 11th: The St. Croix & Lake Superior Eailway Company hav-ing failed of performance, the Legislature of Wisconsin conferred the

lands that pertained to its line upon the North Wisconsin Eailway Companyand the Northern Pacific Air Line Eailway Company.

1865

The State of Wisconsin conferred upon the Tomah & Lake St. CroixCompany the lands applicable to its line from those granted to the Statein 1856 and 1864. The Legislature of Minnesota conferred upon Minneisota Valley Eailroad Company the lands granted to the State in 1857and 1864, amounting to ten sections per mile. Minnesota Valley Com-pany built from Mendota, Minn., to Shakopee, twenty-two miles. Therights of the St. Croix & Lake Superior Company, as well as the Tomah& Lake St. Croix Company, to the additional lands, were this year con-ferred by the Legislature of Wisconsin to the Tomah road.

1866

The name of the Tomah & Lake St. Croix Eailroad Company was, byauthority of the Legislature of Wisconsin of April 5, 1866, and of reso-lution of the board of directors of June 4, 1867, with D. A. Baldwin aspresident, changed to The West Wisconsin Eailway Company. The Minne-sota Valley was extended from Mendota to West St. Paul, six miles; andfrom Shakopee to Belle Plaine, nineteen miles. The State of Iowa con-ferred on the Sioux City & St. Paul Eailroad Company the lands grantedby the United States in aid of the line from Sioux City to south line ofMinnesota.

1867

The Minnesota Valley Eailroad Company was authorized by the Minne-sota Legislature to construct a branch from its main line at Henderson tothe west line of the State; also a branch line from Mankato to the southline of Faribault County (Elmore Branch). The Minnesota Valley wasextended from Belle Plaine to Le Sueur, 15.7 miles.

1868

The Minnesota Valley road was extended from Le Sueur to St. Peter,twelve miles.

1869

The Omaha & North-Western Eailroad Company organized and incor-porated by the State of Nebraska to build a line of railroad from Omaha,Neb., to mouth of Niobrara Eiver. The St. Paul, Stillwater & TaylorsPalls Eailroad Company, a Minnesota corporation, was organized to buUda line of railroad from St. Paul to Taylors Falls bv way of Stillwater.The name of the Minnesota Valley was changed to St. Paul & SiouxCity by action of the board of directors. The St. Paul & Sioux Cityand the Minnesota Central united in bridging the Mississippi and buildinginto St. Paul, to the location of the present Union Depot.

HISTORY OP THE CHICAGO & NOKTI-I-WESTERN RAILWAY SYSTEM 81

1870

The West Wisconsin Railway Company's charter was so amended bythe State of Wisconsin as to authorize it to extend its road to the south

line of the State. The State granted right of way 100 feet wide, and suchother lands adjacent to the railroad as might be necessary for railway

proposed, in event of the company iocating its line on lands belonging to

the State.

1871

The Forth Wisconsin Eailway Company was incorporated under the

General Laws of Wisconsin and authorized to construct a line from St.

Croix Lake to west end of Lake Superior and to Bayfield. The Minne-sota Legislature conferred upon the St. Paul, Stillwater & Taylors Falls

Eailroad Company the congressional land grant pertaining to its line

from Stillwater to a point twelve miles westwardly thereof.

The incorporators were : E. F. Drake, Samuel P. Hersey, John L. Mer-riam, Horace Thompson, James C. Burbank, D. A. Baldwin, E. Blakeley,

A. H. Wilder, Alpheus B. Stickney; Horace Thompson, president.

The St. Paul & Sioux City Eailroad Company conveyed to the SiouxCity & St. Paul Eailroad Company all the right, title, franchises, andland grant of that company pertaining to so much of its railroad as then

remained to be constructed from St. James, Minn., to the Iowa State line.

1872

The State of Minnesota authorized the West Wisconsin Company to

build and maintain a bridge over Lake St. Croix, and to exercise in Minne-sota all the corporate power and privileges that it enjoyed in Wisconsin.

The road from Sioux City to St. James was completed by the completion

of 6.74 miles to Le Mars. From Le Mars to Sioux City is a leased line,

the Illinois Central Company being the owner of it.

1873

The State of Wisconsin by statute commanded the West Wisconsin

Eailway Company to relay, maintain, and operate its road from Tomahto Warren's Mills.

1874

The State of Wisconsin conferred upon the Forth Wisconsin Eailway

Company the congressional land grant pertaining to its line between

Lake St" Croix and Bayfield, and in the same act granted to the Northern

Pacific Air Line Eailway Company the lands lying between the point of

intersection of the branches of said grants, as fixed by the surveys and

maps on file in the Land Office at Washington, and the west end of Lake

Superior, which latter grant was in 1882 revoked by the Legislature

for failure to complete the railway, and conferred upon the Chicago, St.

Paul, Minneapolis & Omaha Eailway Company. An act was passed by

the Legislature of Iowa authorizing and directing the Governor to certify

to the Sioux City & St. Paul Eailroad Company all lands then held by

the State in trust for the benefit of the railroad company.

82 HISTORY OF THE CHICAGO & NOETH-WESTEKN RAILWAY SYSTEM

1875

The Covington, Columbus & Black Hills Eailroad Company organized

and incorporated to build a railroad from Covington, N"eb., to tbe Nio-brara Eiver, and also a lateral branch extending westerly through various

counties in Nebraska to a point of junction with the Union Pacific

Railroad.

1876

The State of Wisconsin legalized the West Wisconsin Company's line

from Warren's Mills to Elroy, and the taking up of its track betweenTomah and Warren's Mills. The St. Paul & Dakota Eailroad Company,a Minnesota corporation, organized to build a road from some point online of St. Paul & Sioux City Eailroad in Nobles County, Minnesota, to

the west line of the State in Eock County. The name was changed toThe Worthington & Sioux Falls Eailroad Company.

1878

The West Wisconsin Eailway Company was purchased after its vir-

tual bankruptcy, by H. H. Porter, David Dows, and Walston H. Brown,who, with others, organized and became incorporated, pursuant to thelaws of Wisconsin, under the name of Chicago, St. Paul & MinneapolisEailway Company. Chicago, St. Paul & Minneapolis Eailway Companywas incorporated in 1878 by Henry Siebert, David Dows, E. P. Flower,Walston H. Brown, George Caplin, E. Edgerton, A. E. Flower, James H.Howe, Philetus Sawyer, George B. Smith, John Comstock, E. W. Winter,C. D. W. Young, John C. Spooner, E. S. Patterson, James W. Ferry,H. H. Porter, H. H. Weakley, William H. Ferry, Wm. H. Ferry, Jr., J. B.Eedfield; president, William H. Ferry.

Directors : W. H. Ferry, George B. Smith. E. Edgerton, J. W. Ferry,J. B. Eedfield, J. H. Howe, John Comstock, C. D. W. Young, H. H.Weakley, P. Sawyer, E. W. Winter, J. C. Spooner, W. H. Ferry, Jr.

At the time of consolidation with the North Wisconsin Eailway Com-pany, H. H. Porter was president, and the following were directors : DavidDows, E. P. Flower, H. Siebert, P. Sawyer, E. E. Cable, John Comstock,A. B. Bayhs, J. C. Spooner, George Caplin, W. H. Leonard, H. H. Porter,W. H. Perry. The Black Eiver Eailroad Company organized and incorpo-rated to build a line from Merrillan, Wis., to Neillsville. The Hudson& Eiver Falls Eailway Company organized and incorporated to build aline from Hudson, Wis., to Eiver Falls. The Minnesota & Black HillsEailroad Company organized and incorporated to build a line from apoint on line of St. Paul & Sioux City Eailroad Company, in JacksonCounty, Minnesota, northwesterly and westerly through Murray and Pipe-stone counties to west line of State. The Omaha & Northern NebraskaEailway Company was organized and incorporated under the laws ofNebraska to build a line from Omaha northwesterly to a point in Nebraskaeast of the one hundredth degree of west longitude, and thence to Dead-wood. The Worthington & Sioux Falls Eailroad Companv, authorized byact of Congress to do so, extended its road to Sioux Palls, S. D. TheOmaha & Northwestern Eailroad sold under foreclosure sale to the Omaha& Northern Nebraska Eailway Company.


1879

The State of Minnesota authorized the Chicago, St. Paul & Minne-apoUs Eailway Company to construct a line from Lake St. Croix to

Minneapolis. The Eau Claire Eailway Company organized and incor-

porated to build a line from West Eau Claire Depot to southwestern limits

of city, known as the Shawtown Branch, 2.74 miles. The MenomonieEailway Company incorporated to build a line from Menomonie, Wis., to

Menomonie Junction, three miles. The Minnesota & Black Hills Eailroad

Company conveyed to the St. Paul & Sioux City Eailroad Company its

railroad, commencing at Heron Lake, Minn., and running thence west-

erly to the western boundary of the State of Minnesota. The Omaha &Northwestern Eailroad Company conveyed to the Omaha & NorthernNebraska its road in Nebraska. The Sioux City & St. Paul Companyconveyed to the St. Paul & Sioux City Company all its railroad, commenc-ing at St. James, Minn., and extending thence to Sioux City, 122.7 miles

of track. The Sioux City & Nebraska Eailroad Company, a Nebraskacorporation, was organized to build a railroad from a point on the Mis-

souri Eiver, opposite or below Sioux City, Iowa, in a southerly direction to

and into the city of Omaha, with a branch running in a westerly direction

to the west line of Nebraska. The Worthington & Sioux Palls Eailroad

Company authorized by Minnesota Legislature to build a branch fromLuveme, Minn., to Iowa State line. The Worthington & , Sioux Falls

Eailroad Company was organized and incorporated under the laws of Iowa

to build a line from a point in Eange 45 on State line between Iowa and

Minnesota southwesterly to a point on the Big Sioux Eiver, which line was

constructed in part and conveyed to the Worthington & Sioux Palls Eailroad

Company (Doon Branch). The Covington, Columbus & Black Hills Eail-

road purchased by E. P. Drake under foreclosure sale and conveyed by

him to the Sioux City & Nebraska Eailroad Company.

1880

The Chicago, St. Paul & Minneapolis Eailway Company and the North

Wisconsin Eailway Company consolidated under the name of Chicago, St.

Paul, Minneapolis & Omaha Eailway Company. At the time of consolida-

tion of the North Wisconsin with the Chicago, St. Paul and Minneapolis,

H. H. Porter was president, and the following were directors : Jacob Hum-bird, John A. Humbird, David Dows, Philetus Sawyer, Edgar P. Sawyer,

E. P. Plower, E. E. Cable, W. H. Perry, H. H. Porter. Officers and first

board of directors after consolidation in 1880 same as in 1882, shown next

following, except that John Comstock was director in 1880, being suc-

ceeded by W. D. Washburn. Directors and principal officers in 1882 at

time C. & N.-W. secured control of a majority of the stock: Directors:

Benjamine Brewster, August Kuntze, A. H. Wilder, H. H. Porter, E. P.

Flower, John L. Merriam, P. Sawyer, David Dows, H. E. Bishop, W. D.

Washburn, Josiah M. Fiske, P. L. Cable, E. F. Drake. Officers :President,

H. H. Porter; vice-president, P. Sawyer; treasurer, A. E. Flower, C. W.Porter. The Chicago, St. Paul, Minneapolis & Omaha Eailway Company

acquired the Black Eiver Eailroad Company, projected from Neillsville to

Merrillan. The Hudson & Eiver Falls Eailway Company conveyed to

North Wisconsin Eailway Company its railroad from Hudson to Eiver


Falls, and all right of way from Eiver Falls toward Ellsworth. The

Omaha & Nebraska Eailroad Company conveyed to the Sioux City &Nebraska Eailroad Company its railroad from Omaha, Neb., to Oakland,

Neb. The St. Paul, Stillwater & Ta.ylors Falls Eailroad Company conveyed

to the St. Paul & Sioux City Eailroad Company its railroad from St.

Paul to Stillwater ; also the branch to Hudson bridge on Lake St. Croix and

the South Stillwater branch. The Covington, Columbus & Black Hills road

was conveyed to the St. Paul & Sioux City Eailroad Company.

1881

The Chippewa Falls & Northern Eailway Company organized and

incorporated to build a line from Chippewa Falls to Junction with Chi-

cago, St. Paul, Minneapolis & Omaha Eailway at Chicago Junction, Wis.

The Cedar Falls & Northern Eailway Company organized and incorporated

to build a line from 3,000 feet west of Chicago, St. Paul, Minneapolis &Omaha Eailway bridge over Eed Cedar Eiver to Cedar Falls, Wis TheEau Claire & Chippewa Falls Eailway Company organized and incorporated

to build a line from Eaa Claire to Chippewa Falls. The Sioux City &Nebraska Eailroad Company conveyed to the Chicago, St. Paul, Minneapolis

& Omaha Eailway Company all of its lines in Nebraska, covering the

Omaha, Norfolk & Ponca (Niobrara) branches. The St. Paul & Sioux City

Eailroad was conveyed to the Chicago, St. Paul, Minneapolis & OmahaEailway Company. Directors and principal officers at time of contract

covering sale to C, St. P., M. & 0. in 1880 (deed conveying property madein 1881 by H. H. Porter, president). President, E. P. Drake; vice-presi-

dent, J. L. Merriam; secretary, G. A. Hamilton; treasurer, Horace Thomp-son. Directors: E. P. Drake, J. L. Merriam, Horace Thompson, 6. A.

Hamilton, Eussell Blakely, A. H. Wilder, H. H. Sibley, T. A. Harrison,

H. G. Harrison, C. H. Bigelow, William Ehodes, W. E. Merriam, E. P.

Hersey, J. W. Bishop, John S. Prince.

1883

The Chicago, St. Paul, Minneapolis & Omaha Eailway Company pur-

chased that portion of the Chippewa Falls & Northern Eailway Com-pany's railroad between Chippewa Falls and Bloomer. The Ashland Eail-

way Company, a Wisconsin corporation, was organized to build a railroad

from Ashland Junction into and beyond Ashland, Wis. The State of

Wisconsin revoked the congressional land grant formerly given to the

Chicago, Portage & Superior Eailway Company, and conferred it on the

Chicago, St. Paul, Minneapolis & Omaha Eailway Company.

1883

The Chicago, St. Paul, Minneapolis & Omaha Eailway Company pur-chased that portion of the Chippewa Falls & Northern Eailway Company'srailroad between Bloomer and Chicago Junction. The property of CedarFalls & Northern Eailway Company was conveyed to the MenomonieEailway Company. The Eau Claire & Chippewa Falls Eailway was con-

veyed to the Chicago, St. Paul, Minneapolis & Omaha Eailway Company.The Sioux City & Nebraska Eailroad Company conveyed to the Chicago,St. Paul, Minneapolis & Omaha Eailway Company its line from Wakefieldto Hartington, Neb.

HISTORY OF THE CHICAGO & NOETH-WESTEEN RAILWAY SYSTEM 85

1885

The Chicago, St. Paul, Minneapolis & Omaha Railway Companyacquired the Ashland Eailway, running from Ashland to Ashland Junc-tion, a distance of about 5% miles.

1886

The Northeastern Nebraska Eailroad Company organized and incor-

porated to build a railroad from Wayne, Neb., northwesterly throughcertain counties to Niobrara, Neb. The Fairchild & Mississippi EailwayCompany (afterward Sault Ste. Marie & Southwestern Eailway Com-pany) was organized and incorporated under the laws of Wisconsin to build

a line from Fairchild, Wis., to some point on the line of the Burlington& Northern Eailroad, in Buffalo County, Wisconsin, with a branch line

from Fairchild to some point on the line of the Wisconsin Central Eailroad

in Clark or Marathon counties, Wisconsin.

1887

The name of the Fairchild & Mississippi Eailway Company waschanged to the Sault Ste. Marie & Southwestern Railway Company.

1888

The Northeastern Nebraska Eailroad was conveyed to the Chicago,

St. Paul, Minneapolis & Omaha Eailway Company.

1890

The Eandolph & Northeastern Nebraska Eailroad Company, whichwas organized and incorporated to build a railroad from Eandolph, Neb.,

to Fort Eandolph, S. D., built from Eandolph to Bloomfield, a distance

of twenty-one miles, and conveyed the line to the Chicago, St. Paul, Minne-apolis & Omaha Railway Company.

1891

The Neillsville & Northeastern Railway Company was organized andincorporated in 1811 to build a line from Neillsville, Wis., to Wausau, Wis.,

with a branch from some point on said line to Merrill, Wis. The stock

of this company was secured by the Chicago, St. Paul, Minneapolis

& Omaha Railway Company in 1887, and the right of way which hadbeen acquired by the Neillsville & Northeastern was conveyed to the

Chicago, St. Paul, Mianeapolis & Omaha Railway Company in 1891,

in which year the road was completed to Marshfield by the last-named

company.

1893

The Chicago, St. Paul, Minneapolis & Omaha Railway iCompany

acquired the Menomonie Eailway. The Sault Ste. Marie & Southwestern!

Railway was conveyed to the Chicago, St. Paul, Minneapolis & Omaha Eail-

way Company. The Eau Claire Eailway was conveyed to the Chicago,


1895

The Superior Short Line Eailway Company, owning the line from a

point in the N. W. % of N. W. i^. Section 4-48-13 W., Douglas County,


Wisconsin, to St. Louis bridge, and Superior Short Line Eailway Com-pany of Minnesota, owning the line from St. Louis bridge to station

grounds in Duluth, consolidated under name of Superior Short LineEailway Company, and latter company conveyed all its lines to the Chicago,


1899

The Watonwan Yalley Eailway Company was organized and incor-

porated for the purpose of building a line from Madelia, Minn., to apoint on the boundary line between the States of Minnesota and Iowa.The line was completed to Fairmont, Minn., and conveyed to the Chicago,St. Paul, Minneapolis & Omaha Eailway Company. The Des MoinesValley Eailway Company of Minnesota was organized and incorporatedto build a line from a point on the south line of the State at or nearthe southwest corner of Township 101 N"., Eange 34 W., in a northerlyor northwesterly direction through the counties of Jackson and Cotton-wood to a point of intersection with the railway of the Chicago, St. Paul,Minneapolis & Omaha Eailway Company at or near Bingham Lakeor Windom; thence in a northwesterly direction through the countiesof Cottonwood, Murray, and Pipestone to a point on the line boundingthe State of Minnesota on the west near the north line of Township 107. N.

1900

The Des Moines Valley Eailroad Company completed its line froiil:

Bingham Lake to Currie, and conveyed it to the" Chicago, St. Paul, Minne-apolis & Omaha Eailway Company.

1901

The Chippewa Valley & Northwestern Eailway Company was organ-ized and incorporated under the laws of Wisconsin to build a railroadfrom a point on the line of the Chicago, St. Paul, Minneapolis & OmahaEailway in the S. W. 14 of Section 29-36-11 W., in Barron County, Wis-consin, and thence in a northeasterly direction through Barron County,and through the counties of Washburn, Sawyer, Ashland, Price, Iron, andVilas, to a connection with the line of railroad of the Chicago & North-western Eailway in either Iron or Vilas County. The stock of theMinnesota & Wisconsin Eailroad Company, a line running from Emerald,Wis., to Spring Valley, Wis., a distance of 20.65 miles, was acquiredby the Chicago, St. Paul, Minneapolis & Omaha Eailway Company, andthe management of the property assumed by last-named company.

1902

The Eau Claire, Chippewa Falls & Northeastern Eailway Company,a Wisconsin corporation, organized to build a line from a point on theChicago, St. Paul, Minneapolis & Omaha Eailway in or near Section5-28-8 W., Chippewa County, Wisconsin, in a northeasterly direction to apoint known as Little Falls, in Section 28-32-6 W., in Chippewa County.The Minnesota & Wisconsin Eailroad was extended from Spring Valley,Wis., to Weston, Wis., a distance of 15.72 miles, and the entire roaddeeded to the Chicago, St. Paul, Minneapolis & Omaha Eailway Com-pany on June 7, 1902.

THE WELLS STREET DEPOT, 1863 TO 1S71.

This depot was burned in "the big fire of 1871." It was followed

by a temporary wooden shed that was followed in 1880-1 by the depot

that is shown below. The two lower stories of this depot were built in

1852-3 and were enlarged by the addition of the top story in 1863. See

page 35.

WELLS STREET PASSENGER STATION FROM 1880 TO THEPRESENT TIIME.

The large building in the foreground was erected in 1880-1 and

was used for several years, but finally it could no longer accommodate

the patrons of the company and "The Annex" was added at the

south end. The photograph this cut was made from was taken m1896, but shows the building as it is today. See page 95.

HISTORY OF THE CHICAGO & NORTH-WBSTBEN RAILWAY SYSTE3M 87

1904

The Chippewa Valley & ISTorthwestern Eailway having been completedfrom Eadisson Junction to Winter, a distance of forty-six miles, andthe Eau Claire, Chippewa Falls & Northeastern Eailway having been com-pleted from Chippewa Falls to a point four miles east of Hannibal—forty-nine miles—both roads were conveyed to the Chicago, St. Paul, Minne-apolis & Omaha Eailway. Ultimately it will be seen that the controlof this property was purchased by the Chicago & North-Western EailwayCompany.

1905

Line extended from Winter to Draper, Wis., and placed in operationDecember 4. Ten miles.

1906

Line from Hartington to Crofton, Neb., extended and placed in opera-tion December 3. Fifteen and thirty-eight hundredths miles.

1907

Newcastle to MaskeU, Neb., placed in operation August 12. Seven andtwenty-two hundredths miles.

MaskeU to Wynot, Neb., placed in operation October 25. Eleven andtwenty-two hundredths miles.

1909

Draper to Kennedy, Wis., placed in operation January 1. Nine andthirty-three hundredths miles.

OWNEESHIP IN OTHER PROPERTIESIn addition to the roads named above the company has interests in the

following corporations.

MINNESOTA EASTERN RAILWAYThis road began its corporate existence on June 18, 1878. Its incorpo-

rators were Joel B. Bassett, Correll T. Hobart, George W. Goodrich, EdwinE. Barber, Francis S. Hinkle, Leonard Day and Jabez M. Eobinson. Its

first Board of Directors were the above named and Charles A. Pillsbury

and Eansom D. Warner. It was organized to build and built a railroad

between Minneapolis and St. Paul.

THE SIOUX CITY BRIDGE COMPANYThis corporation was organized to build and built a railroad bridge

across the Missouri Eiver from Sioux City, Iowa, to the Nebraska shore.

MINNESOTA TRANSFER RAILWAYThis project was begun on March 10, 1883, with S. S. Merrill, James J.

Hill, E. W. Winter, Herman Haupt and W. H. Truesdale as incorporators.

The incorporation was amended November 10, 1898. It was incorporated

to build and operate railroad tracks, etc., etc., in Eamsey, Hennepin and

Anoka Counties, Minnesota. It does a transfer business by car, handles

and cares for live stock owned by shippers and buyers, owns and runs ware-

houses and the like.


LAKE SUPEEIOE TERMINAL & TRANSFER RAILWAYThis company was organized October 17, 1883, under the laws of Wis-

consin. The functions of this corporation were to build and operate railroad

tracks, depots, storage tracks, warehouse and other railroad conveniences

and appliances in the County of Douglas, Wisconsin. The following

formed the first Board of Directors : James J. Hill, E. W. Winter, Will-

iam P. Clough, John H. Hammond, Allen Manvel, John C. Spooner and

George S. Baxter. The patent of this company was signed by J. M.Eusk, governor of Wisconsin, June 2, 1884.

ST. PAUL UNION DEPOT COMPANYThis company was organized January 23, 1879, and incorporated under

the laws of Minnesota on March 5, 1879. The incorporators were S. S.

Merrill, Judson W. Bishop, James J. Hill, George H. Smith, H. B. Sargent,

A. B. Stickney and Frank B. Clark. The above named also formed the

first Board of Directors of the company.

Its functions were to build, own and operate railroad tracks and yards

and a union passenger depot in the City of St. Paul, Minn. The depot

was expected to accommodate all steam railroads that might run into St.

Paul.*

FIFTEENTH FISCAL YEAR—JUNE 1, 1873, TO MAY 31, 1874

Prom the fifteenth annual report we find the extension of the BarabooAir Line was finished and connected with the La Crosse, Trempeleau& Prescott road, and opened for business on September 14, 1873, throughto Winona, Minn. The ISTorth-Western Union road was finished betweenMilwaukee and Pond du Lac, and opened on September 7, 1873; and the

Winona & St. Peter road was finished to Lake Kampeska, on the east

bank of the Big Sioux Eiver in Dakota, and was opened by an excur-

sion train from Chicago, leaving on Monday, September 15, 1873. Thisexcursion train carried a large proportion of the leading business menof Chicago. On its arrival at Winona, news was received of the failure

of Jay Cook & Co. This was the beginning of the great financial panicof 1873. Filled as the train was with bankers, wholesale merchants, promi-nent manufacturers, and the great grain dealers of the city of Chicago, onecan well appreciate the anxiety and alarm the news caused. At St. Peter,

Minn., that night, another telegram was received by one of the excursion-

ists that stated that Chicago was again on fire, and that much of the recently

rebuilt business part of the city had again been destroyed. The train

was held at St. Peter until the message was found to be untrue. Stepswere at once taken to ascertain who had sent the message that had so

cruelly frightened the guests of the road, but to this day the guilty partyhas never been detected. It was found the message did not start fromChicago, but was supposed to have been sent f-ôm Milwaukee, Madison,or St. Paul. It was found that it was read as it passed through manyof the telegraph ofiices north and west of Madison and before it reachedSt. Peter, but beyond this nothing was ever learned.

The next afternoon on the arrival of the train at Lake Kampeska,

i. rr^'y*^^^'^ indebted to Captain E. E. Woodman, tlie ex-Secretary of the Omaha Company,

to T. A. Polleys, the present secretary, and to Charles Jensch, general auditor of the com-pany, tor the comprehensiye details, as to that company, that we have given above

HISTOEY OP THE CHICAGO & NOETH-WESTEEN EAILWAY SYSTEM 89

640 miles northwest of Chicago, the party found bnfEaloes roaming on the

prairies there. At this time, now only thirty-seven years ago, there was

scarcely a settler in what now is Central South Dakota. A thin fringe of

pioneers was to be found along the southern border of the then territory

along the Missouri Eiver. Western ilinnesota then also was an almost

unknown region.

To-day, on the actual route of that excursion train, you pass through

cities, towns, and villages all the way from the Mississippi to the Missouri

Eiver, and where the buffaloes then grazed are now seen, on nearly every

quarter section of land, a farm, with its houses, barns, orchards, and gar-

dens. Land that then could be had "free for the asking" sells for from$75 to $100 per acre, and all this marvelous change has been brought about

by the building of this railroad.

GENERAL OFFICE BUILDING AND SHOPSA general office building, 60 by 200 feet, for the use of the company's

offices, was built during this term by the company on the corner of Kin-zie and Market streets, in Chicago, at a cost of $123,000, and was first

occupied on December 1, 1873. The first of the new shops that were to fill

the recently purchased ground that has been referred to were erected this

year.

GRANGER LEGISLATION

In the period covered by this annual report there was inaugurated,

by the politicians, a policy that has proved to be extremely disastrous

to railroad property, not only as to that owned by the Chicago & North-

Western Company, but also to that owned by all the railroad companies

in the United States. It was what has since been aelled "Granger legisla-

tion." Its efEects have been so "repugnant to all of the principles of

equity" as to "destroy our credit and reputation abroad, and peril our

safety at home," and hence it deserves a mention in these pages ; it marked

an epoch in the life of the corporation. Speaking of it the president, Mr.

Albert Keep, in his report said:

"It is but a few years since the first lines of through cars were established for

the transportation of freight, between the East and the West, without the necessity

of frequent transshipments. At the outset the freight carried was mostly of the

higher classes, or perishable property, but soon extended to the transportation of

grain destined to such interior towns and cities in the East as had before received

their supply by rail from the seaboard. The facilities thus employed were well

calculated to promote, and soon induced, the movement of grain in bulk directly

to the seaboard cities, especially in winter, and the question of Eastern and foreign

markets greatly influenced the amount of business, and in some degree the charges

that were made for transportation. The rates for freight were necessarily low,

far less than the local or terminal rates of the grain-producing roads farther west,

but were received by the trunk lines to the Atlantic cities as an auxiliary source of

revenue, which furnished, at times, little or no profit, though contributing to the

general prosperity of the railroads and the exchanges of commerce. These lowrates for carrying grain readily challenged comparison with the rates charged bythe roads stretching far out into the great grain-growing districts of the West, andit was inferred that most of these railroads were exacting unreasonable or exorbitantrates wherever they were unaffected by competition.****** ^

"In the confused understanding of the intricacies of railroad transportation,and of the multiplicity of ever-changing circumstances which affect it, there has

90 HISTORY OF THE CHICAGO & NOETH-WESTBKN RAILWAY SYSTEM

sprung up within this period an unreasonable antagonism in some of the WesternStates against railway corporations and railway management. Most of the roads

in that section of the country were built by money furnished by Eastern or foreign

capitalists, whether attracted thereto by the allurements of land grants, by local

considerations, or by the glowing representations of parties interested in the country

that was so greatly benefited by these roads.*******"Some of the railroads have already been dragged into court under this law,

and nearly all of the principals compelled to become defendants in suits broughtagainst them by the State, because of this change of front on her part and theexaction, by statute law, of different conditions for corporate immunity than werebefere enjoyed, or were stipulated by the State in the corporate acts creating thecompanies. *******

"Wisconsin, whose railroads, more than all other enterprises combined, haveenriched the State and developed its resources, passed an act on the 11th of Marchlast, known as the ' Potter Act, ' which, if possible, exceeds in its oppressive provisionstoward railroads all the unjust legislation of other States.*******

"While the State of Wisconsin has made herself conspicuous by legislationwhich would utterly subvert the rights of property, and deprive the owners of herrailroads of their beneficial use, yet it is due to her people to say that throughoutthe controversy upon this Potter Act, with a very few annoying exceptions, theyhave evinted the most friendly disposition, and generally concurred in condemningthe hasty legislation which has brought so much evil, without just provocation,upon railway property within the State. It can not be possible that the businesscommunity, or the farmers of Wisconsin, whose honesty and intelligence are equalto those of the people of any State, can be fairly represented in the passage of thisact, and it is confidently believed that, when the present excitement shall subsideand calmer views prevail, they will demand the repeal of the obnoxious measure,and prevent the recurrence of so great an injustice. The continuance of such anact upon the statute book would, under any circumstances, be a greater calamityto the State than to the railways themselves. Its enforcement might despoil themof their income and impair the value of their property, but the consequences wouldparalyze the State, arrest the influx of capital, and destroy confidence in all speciesof corporate property, as resting on the verge of confiscation."

He then quotes the opinion of an "eminent counsel and distinguishedjurist" who was engaged in the litigation, and who said:

"It is deeply to be regretted that such an act should be found upon the pagesof an American statute. Such legislation destroys our credit and reputation abroad,and perils our safety at home. It embodies the spirit of communism under a thindisguise. This spirit, born in the seething brain of Prance, has covered Europe withits affiliated societies, and finally traversed the ocean and established itself uponour shores. Its principles are openly professed by organized bodies in our cities,and its doctrines are publicly taught. The famous saying of a French socialistauthor, 'property is a robbery,' illustrates the beauty of its system.

"With a strange forgetfulness of the fact that all theories of legislation whichevolve an attack upon property rights wiU finally and most naturally reach theownership of land—that being, in fact, the mode in which the attack has commonlybeen made, both in ancient and modern times—the agricultural classes of theNorthwest are banding themselves into societies, whose avowed object is seen inlegislation like the Wisconsin act. Never was there a greater blunder. Of allMasses in the community, they are the persons most interested in the preservationof vested rights, and the just administration of just laws. They own the real wealthof the country in its land. They are restless and angry now, because the incomethe land produces is comparatively small. They have suddenly awoke to thewnsciousness that they possess a giant's strength, and they are ready to use itwith a giant's fury. They consider themselves oppressed by railway corporations,and they make a blind attack upon corporate property. They forget in their frenzythat when they have once established the principle of compelling by law a man

HISTORY OP THE CHICAGO & NOETH-WESTERN RAILWAY SYSTEM 91

who has a large income to divide it with one who has less, they have established

a principle capable of indefinite expansion, and one which will surely return to

'plague the inventor.' They forget that in all our towns and cities there are

classes who demand ten hours' wages for eight hours' work, and with whom the

cry of 'land for the landless' is no unfamiliar sound. If the legislation now inaugu-

rated shall succeed, and finally reach its logical results in a new distribution of the

land—taking from those who have to give to those who have not—it will be with

a grim smile that the holder of railroad stocks and bonds will recall to the honest

Granger the words of the German proverb, 'The mills of the gods grind slowly, but

they grind exceeding small.' "

THE FINANCIAL PANIC OF 1873

The financial panic of 1873 and the effect of the Granger laws caused

such a stringency in the money markets of the world and such widespread

disaster that not only railroad building substantially ceased, but the roads

that were operated ceased to earn as they had formerly done. Many roads

became bankrupt and have never recovered from that condition.

SIXTEENTH FISCAL ITEAE^JUNE 1, 1874, TO MAY 31, 1875

During this year the gross earnings of the company were $1,904,000

less than the previous fiscal year, and one of the most immediate results

was that the number of employes was not only largely decreased, but tlie

wages of those who were retained also had to be reduced. The reduction

in the year for labor alone was $513,000. On this point the president

informed the stockholders that "an examination of the business of the

year shows that more than one-half of the decrease in gross earnings was

caused by a reduction in passenger and freight rates, mainly induced by the

operation of the Totter law' [Granger legislation], and by the enforce-

ment of other kindred statutes for 'regulating' transportation on railroads

in the State of Illinois, Wisconsin, Iowa, and Minnesota," and closes

by hoping that the destructive laws will be repealed.

GOLD IN THE BLACK HILLSJust before this fiscal year began adventurers from all parts of the world were

attracted by the constantly reiterated stories of marvelous "finds" of gold, "fromthe grass roots down," vrithin the territory bounded by the forks of the Cheyenne

river, in the Black HUls of South Dakota. There were neither trails sor roads

from civilization into "the hills." Very soon, however, various means of transporta-

tion, from "bull teams" to Concord Coaches, were provided, and in all cases fostered

in various ways by the Chicago & North-Western Eailway. They ran from Cheyenne,

Wyo., Sidney, Neb., Sioux City, Iowa, Yankton, S. D., Pierre, S. D., and Bismarck,

N. D., and enabled all classes and conditions of people to get into and out of "thehiUs." The route and rates of fare by one of these lines has been preserved. It

was via the Chicago & North-Western Eailway to Sioux City, Sioux City to Yanktonvia Dakota Southern E. E., Yankton to Ft. Pierre via Steamer and thence via

North-Western Stage Company's Concord Coaches to various points in "the hills."

The first-class fare from Chicago to "the hills" by this route was forty-one (41)dollars and forty-five (45) cents, and second-class thirty-four (34) dollars. Thesecond class was for deck passage on the steamers and "bull teams" from PortPierre to "the hills." Today the first-class fare is only $22.45!

SEVENTEENTH FISCAL YBAEr—JUNE 1, 1875, TO MAY 31, 1876

The report for the year ending May 31, 1876, shows no increase in

the mileage of the road, and but a very small increase in gross earnings,

over the previous year. They were yet more than a million and a half less

than they were two years before. In the new shop grounds, just outside of

Chicago, "nine new and substantial shop buildings, of brick and stone, of


various classes, covering nearly 3^/4 acres, have been erected during the year.

* * * These buildings are all heated with steam, are supphed with

water tanks, steam pumps, hydrants, and pipes connected with local

artesian wells and with the city mains, for greater security against fire."

In this report it is stated the "Potter law" of Wisconsin had been super-

seded, and the equally unjust law of Minnesota had been repealed.

EIGHTEENTH FISCAL YEAE—JUNE 1, 1876, TO MAY 31, 1877

At the close of the eighteenth fiscal year of the company things beganto look a little brighter. The trials, losses, and perils of the "panic of

1873" were being overcome, and more normal conditions restored; still

earnings showed a decrease over the preceding year, and this was prin-

cipally owing to the "Granger legislation" we have referred to, together

with a short crop in the fall of 1876 in the grain districts traversed bythe road. Mention in this report is made by the president of the building

by the company of a short line in Michigan, under the name of the

Menominee Kiver Eailroad, and of another in Iowa, under the name of the

Maple Eiver Eailroad.

PULLMAN HOTEL CAKS PLACED IN SERVICEThis year Pullman Hotel Cars were placed in service oa tlie Chicago & North-

Western Railway. No other road ran them west of Chicago. They were started inJune, 1877, and were run for many years. They left Chicago at 10:30 A. M. andreached Omaha at 10:00 A. M. next day. They were eminently successful, andattracted travelers to this road from all over the civilized world.

We copy, below, the standard bill of fare that was used on these uniquetraveling hotels.

BILL or FAEE ON PULLMAN HOTEL CARSAS THEY BAN WEST OF CHICAGO IN JUNE, 1877, ON THE

CHICAGO & NOETH-WESTEEN ET.TeaCoffee . .

.

ChocolateIced Milk.

SOUP

Beef,

Mock Turtle

White Fish, Broiled.

.

Broiled Mackerel . . .

.

Boiled Trout, CreamSauce

Ksh Balls

BROILED

Sirloin SteakTenderloin SteakTenderloin Steak, withMushrooms

Porter House Steak. . .

.

Porter House Steak,with mushrooms

Venison Steak, withJelly

Broiled PigeonMallard DuckWidgeonCanvas Back Duck. .

.

Boiled HamBoiled TongueChickenPressed Corned Beef . . .

Roast BeefSardinesPork and BeansLobsterTurkeyPotted Game

ENTREES

Pork and Beans, YankeeStyle

Beef Pot Pie, FamilyStyle

Chicken Croquets

Buttered Toast.Albert Biscuit.

.

Dipped Toast . .

Corn Bread . . .

.

EGGS

BoiledFriedPoachedShirredOmeletOmelet, with Eum. .

.

Omelet, with Ham . .

.

Omelet, with Parsley.Scrambled

PASTRY

Apple PiePeach PieCustard PieLady Pudding. . .

.

Cocoanut PieBlackberry Pie ...

Custard PieIndian Pudding .

.


Mutton Chops, plain . .

.

Mutton Chops, TomatoSauce

Lamb Chops, plain

Spring Chicken, whole.

.

Spring Chicken, half. .

.

SweetbreadsSweetbreads, withFrench Peas

Sweetbreads, with Mush-rooms

Breakfast BaconHamVeal Cutlets, Breaded .

.

Sirloin Steak, with FriedOnions

EOAST

Sirloin BeefTurkey, Cranberry SauceSaddle South DownMutton

LambChicken, Brown Sauce .

.

Loin of Veal, Stuffed.

.

Leg of Mutton, CaperSauce

Ham, Champagne Sauce

GAME

Prairie ChickenPheasantSnipe on ToastQuail on ToastGolden Plover on ToastBlue Winged TealWoodcock on Toast. . .

.

RELISHESPicalilly

Queen Olives

HorseradishWalnut CatsupMixed Pickles

Chow ChowWorcestershire Sauce.French MustardTomato CatsupOliver LettuceCucumbersCurrant Jelly

CelerySliced TomatoesCheeseCranberry Sauce

VEGETABLES

Green CornStewed PotatoesStewed TomatoesSweet PotatoesLima BeansFrench PeasStewed Mushrooms. .

.

Boiled PotatoesFried PotatoesAsparagusLyonnaise Potatoes.

.

New BeetsOnionsCabbage

BBEAD

French LoafBoston Brown Bread.Hot BiscuitDry ToastMilk Toast

Eice PuddingPlum Pudding

DESSEKTAssorted Cake

Strawberry Short CakeBlackberries and CreamIce CreamCalifornia GrapesDelaware GrapesCalifornia PearsOrangesApplesBananasStrawberries & Cream. .

Preserved FruitsEaisinsAssorted NutsOther Fruits in Season

PKESERVED FRUITS

PeachesRaspberriesCherries

Currant Jelly

Canned Peaches

OYSTERS & CLAMSIn Season

Raw OystersStewed Oysters

Broiled OystersFried OystersFancy Eoast Oysters . .

.

Spiced OystersPickled Oysters

Raw Clams on Shell. .

.

Stewed ClamsFried ClamsFancy Roast Clams

MARVIN HUGHITT, DIKECTOB AND PRESIDENT

It will be remembered we said that Mr. Marvin Hughitt joined the

official staff of the company in 1872. In 1877 he was elected a director by

the stockholders of the company. In 1887 he was elected, by the directors,

president, to succeed Mr. Albert Keep, resigned. Mr. Hughitt is still presi-

dent of the company.

Owing to his prominence as a railroad manager, we give a correct

synopsis of his career

:

1852. Telegraph operator at Albany, N. Y., in the oflace of the New York, Albany

1853. & Buffalo Telegraph Company.1854. Came to Chicago and was operator in the ofiace of the Illinois & Missouri

Telegraph Company.

1857. Superintendent and trainmaster at Bloomington, HI., of the St. Louis, Alton

& Chicago Railroad (now the Chicago & Alton Railway).

1862. Superintendent the Illinois Central Railroad at Centralia, Ills.


1864. General superintendent of the Illinois Central Railroad.

1870. Assistant general manager of the Chicago, Milwaukee & St. Paul Railroad.

1871. General superintendent of the PuUman Palace Car Company.

1872. General superintendent of the Chicago & North-Western Railway.

1876. General manager of the Chicago & North-Western Railway.

1877. Director of the Chicago & North-Western Railway.

1880. Second vice-president and general manager of the Chicago & North-Western

Railway.1882. *President of the Chicago, St. Paul, Minneapolis & Omaha Railway.

1884. *President of the Fremont, Elkhorn & Missouri VaUey Railroad.

1884. *President Sioux City & Pacific R. R.

1887. President of the Chicago & North-Western Railway.

1890. *Director of the Union Pacific Railroad.

1891. *President of the Milwaukee, Lake Shore & Western Railway.1904. *Director of the Southern Pacific Company.1907. *Chairman of Executive Committee, Chicago, St. Paul, Minneapolis & Omaha

Railway.1909. *Director of the New York Central & Hudson River R. R.

1909. *Director of the Lake Shore & Michigan Southern Railway.1909. *Diieetor of the Michigan Central R. R.

1910. *Director of the New York, Chicago & St. Louis R. E.

• These offices were held In addition to those he held with the CUcago & North-WesternRailway, and did not affect his relations with that company.

NINETEENTH FISCAL YBAEr-JUNE 1, 1877, TO MAY 31, 1878

The closing of this term showed the operated mileage of the road to

be 2,078 miles, the Maple Eiver and Menominee Eiver roads having been

finished and put in operation December 1, 1877. The proprietary roads, con-

sisting of the Winona & St. Peter, 327 miles ; the Winona, Mankato & NewTJhn, 3.75 miles; the North-Western Union, 69 miles, and the Iowa Mid-

land, 63 miles, made 463 miles, and these, with the North-Western

proper, made the total operated mileage 2,078 miles. The efEect of the

"panic of 1873," the stagnation from short crops, and the evil effects of the

Granger legislation were abating, and the beneficial results of a large

crop in the last year were shown in quite a satisfactory increase over

the preceding year. At the close of this term the road owned 369 loco-

motive engines and 9,642 cars. In this year Mr. Charles B. Simmonsbecame land commissioner of the company, owing to the death (June 13,

1878) of his predecessor, Mr. Geo. P. Goodwin.

DEATH OF W. B. OGDENW. B. Ogden died August 3, 1877. He was elected a director June 6,

1859, and remained a director until June 4, 1868. He was also president

of the company from June 7, 1859, to June 4, 1868.

TWENTIETH FISCAL YEAR—JUNE 1, 1878, TO MAY 31, 1879

In the twentieth year of the company about fifty-four miles of road

were finished and put in operation, viz., the Minnesota Valley Eailway,

from Sleepy Eye to Eedwood Falls, twenty miles; the Eochester & North-ern Minnesota Eailway, from Eochester to Zumbrota, sixteen miles; the

Plainview Eailroad, from Plainview Junction to Plainview, nine mUes, andthe Chatfield Eailroad, from Chatfield Junction to Chatfield, about six

miles, all in Minnesota; and thereafter became a part of "the proprietary

roads" of the company.


TWENTY-FIEST FISCAL YEAE^-JUNE 1, 1879, TO MAY 31, 1880

The gross earnings for this term were $17,349,349.04. The capital

stock "afloat" had a face value of $36,513,610.22; the total bonded debt

was $50,135,000; the mileage owned and controlled was 2,216; the Sac

City extension, thirteen miles, and the Toledo & North-Western, in Iowa,

twelve miles, forty-six miles of the Chicago & Dakota, in Minnesota, and

about fifty-seven miles of the Dakota Central, in Dakota, having been con-

structed and put in operation at different times during the year.

THE DES MOINES & MINNEAPOLIS RAILROAD

A permanent lease, that afterward was converted into a purchase, was

made this year of the Des Moines & Minneapolis narrow gauge road, run-

ning from Des Moines to Callanan, in Hamilton County, Iowa. The gauge

of this road between Des Moines and Ames, thirty-seven miles, was widened,

and over it the trains of the JSTorth-Western Company have daily run

into the capital of Iowa ever since.

THE SHEBOYGAN & WESTERN RAILWAYThe Sheboygan & Western Eailway, consisting of about eighty miles of

road extending from Sheboygan, via Fond du Lac to Princeton, in Green

County, was also added this year. (See another page for the history of this

road.)

A short line, called the Eock Eiver Eailroad, was built between Janes-

ville and Afton, Wis., and "the Galena & Southern Wisconsin and Chicago

& Tomah railroads, narrow gauge for a distance of ninety-two miles between

Galena, 111., and Woodman, Wis., with branches to Platteville and Lan-

caster," were acquired this year.

NEW WELLS STREET DEPOT, CHICAGO

A new passenger depot, on the site of the old Galena depot on the corner

of Wells and Kinzie streets in Chicago, was begun this year, and when fin-

ished was to be the largest and finest passenger station in Chicago, and

was to allow all of the passenger trains of the three divisions of the North-

western road that center at Chicago to arrive and start from the same

depot.

TWENTY-SECOND FISCAL YEAR—JUNE 1, 1880, TO MAY 31, 1881

CONSOLIDATION OF EIGHTEEN CORPORATIONS

During this term eighte'en of the corporations the company owned were

consolidated into four organizations, viz.. The Elgin & State Line Eail-

road, the St. Charles Eailroad, and the State Line & Union Company

were consolidated under the name of the Elgin & State Line Eailroad

Company. The Chicago & Milwaukee, the North-Western Union, the

Milwaukee & Madison, the Chicago & Tomah, and the Sheboygan & Western

were consolidated in Illinois and Wisconsin under the name of the Chicago,

Milwaukee & North-Western Eailway Company; the Menominee Eiver

Eailroad, in Michigan, and the Menominee Eailway, in Wisconsin, were

consolidated under the name of the Menominee Eiver Eailroad Com-

pany; and the Winona & St. Peter, the Winona, Mankato & New Ulm,

the Plainview, the Chatfield, the Eochester & Northern, the Minnesota

Valley, and the Chicago & Dakota companies were united and formed the

Winona & St. Peter Eailroad Company.


THE SHEBOYGAN & FOND DU LAC RAILROAD

This corporation was the outcome of an older one that was known as

Tlie Sheboygan & Mississippi Railroad Company. This road was char-

tered by the State of Wisconsin, March 8, 1852, with the following com-missioners: Ashahel P. Lyman, Henry H. Conklin, William W. King,Charles D. Cole, Horatio N. Smith, John Bannister, A. B. Hamilton,Samuel W. Beall, John P. Sherwood, Eobert Jenkinson, Benjamin F.

Moore, Thomas B. Stoddard, and James McM. Shafter, with authority

to locate and build a railroad from the then '"'village of Sheboygan, via

Fond du Lac, to the Mississippi Eiver." On March 12, 1855, the act of

incorporation was amended so as to authorize the building of a branchline "from Sheboygan northwesterly to some point on the Fox Eiver."

The original promoter of the enterprise was Gen. Harrison C. Hobart.

He interested Hon. Eobert J. Walker, a former Secretary of the Treasuryof the United States, who became an original subscriber for 600 shares,

and paid $3,000 for preliminary expenses. Before any contracts weremade or actual work done, an unfortunate disagreement arose andMessrs. Walker and Hobart withdrew their connection with the com-pany. The project was revived in 1856 by A. P. Lyman, Baillie WilHamsof Sheboygan, Charles D. Cole of Sheboygan Falls, and H. IST. Smith of

Plymouth, and an agreement was made with the city of Fond du Lacto the effect that if the city of Sheboygan would build through its

county. Fond du Lac would complete the line to Lake Winnebago.

The city of Sheboygan subscribed $200,000 and the county of Sheboy-gan $100,000 and a contract was then made with Edward Appleton &Co. of Massachusetts to build twenty miles of road in a westerly direction,

passing through the village of Sheboygan Falls and Plymouth. Mr.Appleton was a practical civil engineer, and he appointed H. G. H. Eeedas his assistant, and Harrison Barrett of Maine as financial agent, whoseespecial duty was to dispose of the city and county bonds that had beenvoted in aid of the project. The first actual survey was made in thespring of 1856, under the direction of Mr. Appleton, and work of con-struction following immediately, the first earth was moved on Wednesday,June 4, 1856, William Famsworth handling the pick, Stephen Wol-verton the shovel, and Henry Often trundled the barrow, the first twogentlemen being the oldest residents of the city of Sheboygan. Themonetary panic of 1857 caused a suspension of all work in the fall of thatyear.

In June, 1858, Amos Otis, Seth Crowell, and others from BarnstableCounty, Massachusetts, visited Sheboygan and were induced to becomefinancially interested in the project, and in July, 1858, they sent J. 0.Thayer to Sheboygan, who was made secretary and treasurer of thecompany. The road was to be laid with rails made in England. Beforethe panic came one cargo of English iron was landed in Sheboygan fromthe schooner A. W. Lucky, and placed for unpaid duties in charge ofJ. T. Kingsbury, who was U. S. collector of the port. The first two loco-motives were manufactured in Taunton, Mass., were named the "Sheboy-gan" and "Cape Cod," and were brought to Sheboygan on flat scows fromMilwaukee. The road was opened for business to Sheboygan Falls, Janu-


ary 17, 1859; to Decca, May 2; to Plymouth, June 6; and to Glen-

bulah, March 29, 1860. A mortgage given by the road was foreclosed in

1860 and the company reorganized in 1861, under the name of the She-

boj'gan & Fond du Lac Eailroad Company. A contract was subsequently

made with Mr. Barrett for the extension of the road and it was openedfor business to Fond du Lac February 14, 1869, and in 1871 was extended

to Princeton.* On April 3, 1880, the road was sold and its newproprietors organized a new company called the Sheboygan & WesternKailway Company. The following officers were elected and took charge

of the property : Albert Keep, president ; M. Hughitt, vice-president

;

J. B. Eedfield, secretary, and M. M. Kirkman, treasurer. L. A. Emersonwas appointed superintendent, etc. On March 19, 1881, this and twoother companies were consolidated under the name of the Chicago, Mil-

waukee & North-Western Eailway Company, and that was consolidated

with the Chicago & North-Western Eailway Company on June 7, 1883.

THE WINTER OF 1880-1881

The Dakota extension of the road to the Missouri Eiver at Pierre

(Fort Pierre, of the days of Indian warfare, fur-trading, and the early

steamboat days, was on the west bank of the river and opposite to the

site of the new town of Pierre) was finishedin the early fall of 1880, and

it was the intention of the management to be at Pierre on the day whenthe first through traffic train reached there from the Bast. The last

bridge over the Yellow Medicine Eiver was to be finished and the last

rail "laid October 16th. In the night of October 15th it began to snow,

and that storm scarcely ceased until May 5, 1881. Such a storm was

nearly or quite unprecedented in the Northwest. Thousands of settlers

had, in the summer and fall of 1880, flocked to Minnesota and Dakota

and settled along the lines of this road ; and everyone of them was dependent

on the trains of this company for fuel and food and light, as all were

pioneers and had no accumulated stores to draw from. Hence it seemed

absolutely incumbent on the company to open its lines and keep them open.

Its snow plows were kept moving day and night and thousands of menwere hired to shovel snow.

OPSNINa UP THE ROADThis cut is from a photograph taken on the spot. It shows one of the

ways used to open up the i oad. It also gives an idea as to the condition

of the road nearly all this winter.

Literally hundreds of thousands of dollars were spent in paying for

shoveling snow in these six months; and when spring came nothing was

to be seen as a return for it. The road that was cleared in the day

would be covered again in the night, and where it was cleared at nigh^

the next day was sure to overwhelm it again; and so the fight was kept

up day and night for practically six months. Though many had to live

on wheat or corn ground in coffee mills or pounded in a mortar, none

was allowed to starve, and when May came all were ready for the work

that should have begun in February or March. It is said, and probably

truly, that over fourteen feet of snow fell that winter "on a level" in

• We are Indebted to Mr. J. 0. Thayer of Sheboygan for this otherwise unattainable

history of this group of roads.


Central Minnesota and in what now is South Dakota. The snowstormswere accompanied with so much wind that the storms were really "bliz-

zards." When the wind was not blowing the weather was intensely

cold and the snow was so granular that it rolled on the surface like

shot might on a level floor, and this helped to fill the cuts that the snowplows and shovelers had made in clearing the track. In many places the

cuts made by snow plows and shovelers were twenty to forty feet deep,

so that there had often to be six or seven ranks of shovelers. one above

the other, on the slope of the bank to move the snow above the track andfar enough back to keep it from rolling down into the cut as fast as it

was shoveled out. In March, 1881, one snowstorm brought full four feet

on the level of snow. The last snowstorm and snow blockade did notoccur until May 5, 1881.

OPENING OF THE NEW WELLS STREET DEPOT

The first regular trains ran into the just built Wells Street passengerstation in Chicago, on Monday, May 33, 1881.

TWENTY-THIRD FISCAL YEAR—JUNE 1, 1881, TO MAY 31, 1882

At the end of this term the company operated 3,278 miles of railroad,

of which 500 miles were in Illinois, 896 in Wisconsin, 224 in Michigan,913 in Iowa, 414 in Minnesota, and 331 in Dakota. The miles of newrailroad added during the year were 504, consisting of the Toledo & North-western, 207 miles; Chicago, Milwaukee & North-Western, 141 miles;

Iowa South-Western, 52 miles; Menominee Eiver, 16 miles, and DakotaCentral, 87 miles. The following gives at a glance the growth of the roadin the last five years:

Miles operated in 1882 3,032Gross earnings in 1882 $23,684,000Miles operated in 1877 1,993Gross earnings in 1877 $13,033,000

This shows an increase of road of 1,039 miles, or 52.15 per cent increasein miles of road, and an increase in gross earnings of over $10,000,000,or 81.72 per cent in gross earnings.

FIRST DINING CARS

The first dining cars were placed in service on the Chicago & North-western trains in 1881, with I. H. Shattuck as superintendent.

TWENTY-FOURTH FISCAL YEAR—JUNE 1, 1882, TO MAY 31, 1883

During this 3'ear the Escanaba & Lake Superior and the MenomineeEiver railroad companies of Michigan were consolidated with the Chicago& North-Western Company. The Eock Eiver Eailway, having a line sixmiles long between Janesville and Afton, Wis., and the Galesville & Missis-sippi Eailroad Company, having a line 61/2 miles long, extending fromGalesville to Trempealeau, in Wisconsin, were transferred to the North-Western Company. The consolidation of the Elgin & State Line EailwayCompany and the Chicago, Milwaukee & North-Western Eailway Companywas arranged for this year, and the consolidation took effect a few daysafter this term closed.


PUECHASE OF STOCK OF OMAHA EOADOf this, Mr. Albert Keep, in his presidential report, says:

"In the month of November last, purchase was made of a majority of the capital

stock, common and preferred, of the Chicago, St. Paul, Minneapolis & Omaha Railway

Company, under arrangements for the delivery of the stock and payment therefor

during the present summer, and the management of that company was reorganized

and placed under the control of the Chicago & North-Western Railway Companyon the 16th of December last. The purchase consisted of 93,200 shares of commonstock, at the average price of 48 40-100+, and 53,800 shares of preferred stock, at

the average price of 104 4-100+, and the cost, including interest up to the date of

deKvery, was $10,503,959.90..»*,*,

"The system embraced in the Chicago, St. Paul, Minenapolis & Omaha RailwayCompany at the time of purchase covered 1,147 miles of weU-equipped railroad,

extending from Minneapolis and St. Paul southeast to a connection with this com-

pany's road at Elroy; northwestwardly to Bayfield and Superior City on LakeSuperior; southwestwardly to Sioux City, Eastern Nebraska, Omaha, and the UnionPacific Railroad, and by its southern connection at the Iowa State line opened to

the Toledo & North-Western Railway and all the Iowa roads of this company direct

communication for the interchanging transportation of grain, cattle, coal, lumber,

and other products of Iowa and Minnesota; the company had other extensions andbranches, as well as valuable land grants attaching to its Wisconsin lines, whosefuture development in the lumber interest must afford a large accession to traffic.

The property of the Chicago, St. Paul, Minneapolis & Omaha Railway Company wasmuch improved and enlarged under its former management, and some of its lines hadbecome indispensable, and others greatly necessary, to the integrity and completeness

of the Chicago & North-Western Railway system in the Northwest.*******"Through this channel flowed all the business of the Chicago & North-Western

Railway Company from Chicago into the great centers of St. Paul and Minneapolis,

and by it connections were secured with the Manitoba, Northern Pacific and CanadianPacific Railway lines, its northern branches penetrated the best timbered regions

of Wisconsin, and reached out to Lake Superior, and its southwestern and southern

extensions from Minneapolis gave to the productive wheat regions of the Winona &St. Peter and Dakota Central roads easy access, on short hauls, to the unrivaled

markets and milling facilities of Minneapolis. The separation of these lines fromtheir close and legitimate relations to the Chicago & North-Western Railway system

would work great injury and loss of revenue to both companies, and millions of

capital would be required to replace the facilities which are now enjoyed by each

in the harmonious working of the two lines. It is believed that the control of the

Chicago, St. Paul, Minneapolis & Omaha Railway Company secures advantages of

great importance to the stockholders of the two companies, and is in the interest

of public convenience, economy, and sound corporate policy."

DI3ECT0ES AND OFFICERS OF THE CHICAGO, ST. PAUL, MINNEAPOUS& OMAHA EOAD, DECEMBEE 31, 1904

Diredors: Eugene E. Osborn, New York; John M. Whitman, Chi-

cago, 111.; Thomas Wilson, St. Paul, Minn.; John A. Humbird, St. Paul,

Minn.; Albert Keep, Chicago, 111.; William K. Vanderbilt, New York;

H. McK. Twombly, New York; Frederick W. Vanderbilt, New York;

Marvin Hughitt, Chicago, 111. ; David P. Kimball, Boston, Mass. ; Horace

G. Burt, Omaha, Neb.; Byron L. Smith, Chicago, 111.; Chauncey M.

Depew, New York.

General Officers and Staff: Marvin Hughitt, president, Chicago; E.

B. Osborn, vice-president and assistant secretary, New York; J. T. Clark,

second vice-president, St. Paul; S. 0. Howe, treasurer and second assist-

ant secretary. New York; E. H. Williams, assistant treasurer and third

assistant secretary. New York; E. E. Woodman, secretary, Hudson, Wis.;


Thomas Wilson, general counsel, St. Paul; W. H. Stennett, auditor of

expenditures, Chicago; A. W. Trenholm, general manager, St. Paul; W. C.

Winter, general superintendent, St. Paul; L. A. Eobinson, comptroller, St.

Paul; C. P. Nash, local treasurer, St. Paul; H. M. Pearce, general freight

agent, St. Paul; T. W. Teasdale, general passenger agent, St. Paul; C. W.Johnson, chief engineer, St. Paul; Isaac Seddon, purchasing agent, St.

Paul; T. A. Polleys, tax commissioner, St. Paul; G. W. Bell, land commis-sioner, Hudson, Wis. ; G. M. Davidson, chemist and engineer of tests, Chi-cago; Pierce Butler, general attorney, St. Paul; H. C. Hope, superintendentof telegraph, St. Paul; E. L. Poole, general claim agent, St. Paul; LymanSholes, division, freight and passenger agent, Omaha ; Edgar P. Woode, gen-eral baggage agent, St. Paul.

General Offices: Chicago, 22 Fifth Avenue ; ISTew York, 52 Wall Street;Hudson, Wis. ; St. Paul, Minn.

TWENTY-FIFTH FISCAL YEAE^JUNE 1, 1883, TO MAY 31, 1884

An increase of about 180 miles to the mileage of the JSTorth-Westernroad was made this year, viz., 126 miles between Hawarden, Iowa, andIroquois, S. D. ; 13 miles between Watertown and Castlewood, S. D. ; 6miles between Batavia and Aurora, 111.; 41/2 miles between Sycamore andCortland, 111., and 27 miles of the Maple Eiver Eailroad, in Iowa, betweenHolstein and Kingsley. These additions brought the total operated mileageup to 3,764 miles.

PURCHASE OF THE IOWA LEASED EOADS AND THEIR TKIBTJTAEIESThis year was effected the purchase of what were known as the "Iowa

leased lines" and their tributaries. It will be remembered a history of the

construction of these roads has already been given. As to this importantpurchase the president's report for this year said

:

"Circulars and proxies were sent to the stockholders of the company, underdate of April 15th last, presenting the matter of purchase of the leased roadaoperated by the company in the State of Iowa, consisting of the Chicago, Iowa &Nebraska Eailroad, from the Mississippi Eiver Bridge at Clinton to Cedar Eapids,82.94 miles; the Cedar Eapids & Missouri Eiver Eailroad, from Cedar Eapids tothe Missouri Eiver at Council Bluffs, 274.01 miles—these two constituting the mainline across the State—and the Maple Eiver Eailroad, a Taluable connection runninginto Northwestern Iowa, 131.02 miles—total, 487.97 miles—now held under perpetuallease; together with their tributary and natural extensions, to-wit, the Sioux City& Pacific Eailroad, from Sioux City to Missouri Eiver Junction, thence across theMissouri Eiver to a connection with the Union Pacific Eailway at Fremont, Neb.,107.42 miles; the Missouri Valley and Blair Eailway & Bridge Company, owningthe bride and its approaches over the Missouri Eiver at Blair, and the Fremont,Elkhorn & Missouri VaUey Eailroad, from Fremont to Valentine, near Fort Niobrara,Neb., with the Creighton Branch, 311 miles; total, 418.42 miles of tributaries, andthe Blair Bridge property. * * * At the annual meeting on the 5thof June, 1884, the agreement of purchase was fully authorized and approved byunanimous vote of all the stockholders present and represented. * * *

"The total cost of the properties is $27,875,100, subject to such slight changesas may come from adjustments of small items of account, remnants of rights of

T-f/'-, f^°;'„.™'^^'^^ ^^ represented by the amount of bonds and obligations assumed,

$11,149,600; amount of Chicago & North-Western Eailway Company 5 per cent25-_year debenture bonds, at par, $1,968,000; amount of Chicago & NorthwesternEailway Company common stock, $14,757,500, for the whole 906.39 miles of rail-road and bridge property. The average cost will be at the rate of $14 472 permile m bonds and obligations and $16,281 per mile in common stock; total $30 753per mile. * * * * k- »'»''»


"The annual charge to the Chicago & North-Western Railway Company, byassuming the bonds and obligations of the purchased properties, and by paying7 per cent on the new stock to be issued therefor, will be less than the amount ofrental now accruing under the leases, after deducting the net income derived fromthe business of the tributary roads."

TWENTY-SIXTH FISCAL YEAR—JUNE 1, 1884, TO MAY 31, 1885

During this year the following companies were consolidated with the

parent corporation, viz. : the Iowa Midland Eailway, 71 miles, from Lyons,

Iowa, to Anamosa, Iowa; the Stanwood & Tipton Eailway, 8^4 miles, fromTipton to Stanwood, Iowa; the Des Moines & Minneapolis Eailway, 58

miles, from Des Moines, the capital of Iowa, to Jewell Junction; the

Ottumwa, Cedar Falls & St. Paul Eailway, 63 miles, from Belle Plaine

to Muchakinock, Iowa; and the Iowa Southwestern Eailway, 35 miles,

Carroll to Kirkman, Iowa; and 17 miles, Audubon to Manning, Iowa.

The capital stock now amounted to $63,697,000, of which $10,006,800 wasin the company's treasury. The funded debt amounted to $91,460,500, onwhich the yearly interest charge was $5,064,533.73. The gross earnings

(exclusive of the Sioux City & Pacific and the Premont, Elkhorn & Missouri

Valley railroads, which were still operated as independent lines) amountedto $23,502,055.56, while the operating expenses and taxes were $13,793,-

907.05. The road had 672 locomotive engines and 21,054 cars of all kinds

at the end of this term. It used during the year 827,656 tons of coal, at a

cost of $2.58 per ton. In the twenty-fifth fiscal year the coal used cost $2.58

per ton, and in the twenty-fourth, $2.68 per ton.

TWENTY-SEVENTH FISCAL YEAR—JUNE 1, 1885, TO MAY 31, 1886

The Northern Illinois Eailway, from Belvidere to the coal fields at

Spring Valley, 111., 77 miles, an extension of the Dakota Central Eailway,

from Centerville to Yankton, S. D., about 29 miles, all east of the Mis-

souri Eiver; and an extension of the Fremont, Elld:iorn & Missouri Valley

Eailroad, from Valentine to west of Chadron, Neb., 137 miles, and from

Chadron, north toward the Black Hills, to Buffalo Gap, S. D., about 55

miles, were completed this year. By the end of this term the mileage had

grown to 3,949 miles.

TWENTY-EIGHTH FISCAL YEAR—JUNE 1, 1886, TO MAY 31, 1887

This term showed the following accretions to the road's operated

mileage, viz.: Columbia, S. D., to Oakes, N. D., 39 miles; Eedfield to

Faulkton, S. D., 33 miles; Doland to Verdon, S. D., 25 miles; Lake City

to Wall Lake Junction, Iowa, 16 miles; Mapleton to Onawa, Iowa, 20

miles; Janesville to Evansville, Wis., 16 miles, and Winona Junction

to La Crosse, Wis., 4 miles. In addition to these the Fremont, Elkhorn

& Missouri Valley built as follows: Buffalo Gap to Eapid City, S. D.,

48 miles; Dakota Junction (just west of Chadron) to the Nebraska-

Wvoming State line, 58 miles; Fremont to Lincoln, Neb., 52 miles;

Scribner to Lindsay, 61 miles; and under its tributary, the Wyoming

Central Company (which was leased to and operated by the Fremont,

Elkhorn & Missouri Valley Eailroad Company), it built from the Nebraska-

Wyoming State line to Douglas, Wyo., 77 miles.

102 HISTORY OV THE CHICAGO & NOETH-WBSTERN RAILWAY SYSTEM

NEW GENEEAL OFFICE BUILDING IN CHICAGOA brick building on the corner of Fifth Avenue and Lake Street, in

Chicago, was bought by the company in July, 1883, and when leases,

existing at the time of the purchase, had expired it was remodeled andpractically rebuilt and converted into an office building for the use ofthe company's offices. It was finished at a total cost, from date of pur-chase to occupancy, of about $300,000, and was taken possession of andoccupied by the company in January, 1887.

Mr. Marvin Hughitt was elected president on June 2, 1887, but signedthe annual report for this fiscal year, as it was not out of the printer'shands until August 1, 1887.

TWENTY-NINTH FISCAL YEAR—JUNE 1, 1887, TO MAY 31, 1888

The total mileage at the close of the fiscal year was 4,210.75 miles,

composed of the following lines:The Chicago & North-Western Eailway Company proper. . 2,521.51The Winona & St. Peter Eailroad Company 448.48The Dakota Central Eailway Company 723.93The Toledo & Northwestern Eailway Company 385.19The Northern Illinois Railway Company 75.78The Princeton & Western Eailway Company 16.06The Sycamore, Courtland & Chicago Eailroad Company.

.

4.64The Iron Eiver Eailway Company 35.16

Total 4,210.75

The mileage added since last year (including a fractional correctionof distance) is 109 miles, made up of 41 miles from FauLkton, S. D., toGettysburg, S. D., and 14 miles from Verdon to Groton, S. D., both onthe Dakota Central line; 35 miles from Iron Eiver to' Watersmeet, onthe Iron Eiver Eailway in Michigan; 3 miles in Michigan to the Dunniron mines; 9 miles from Kingsley to Moville, on the Sioux Valley Branch,Iowa, and 5 miles from Beverly to Otis, in Linn County, Iowa. Thethree short lines last named, and the Boone Branch to the coal banksm Iowa, heretofore called "The Iowa EaUway Coal & ManufacturingCompany," have been taken into the mileage of the Chicago & ISTorth-Western Eailway Company since the last report. The 4,210.75 milesof railroad are situated as follows: 586 miles, or 13.93 per cent inIllinois; 940 miles, or 22.34 per cent, in Wisconsin; 347 miles, or 8 26' percent, m Michigan; 414 miles, or 9.85 per cent, in Minnesota; 1-,163 milesor 27.62 per cent, m Iowa, and 758 miles, or 18 per cent, in DakotaThis does not include any of the trans-Missouri Eiver lines which hadincreased their mileage by 354 miles and had brought their mileageup to 1,154 miles.

THE INTEE-STATE COMMERCE LAWOn the fourth day of February, 1887, the "act to regulate commerce,"known as the Cullom law," became effective and practically took away

from the owners of all the inter-state railroads of the United States aUefficient control of the earning powers of their property and placed itin the hands of a commission to be domiciled in Washington, D. C, andmade up of lawyers, politicians, and other non-ex^rt men. This law wasexpected to do for mter-state shippers what the State Granger laws haddone lor the local state shippers.


So far it has worked out its evil results to a greater extent than the

greatest enemy of railroad property had anticipated.

Substantially every mile of the 4,300 miles of this company's line is

under the control of the Inter-State Commerce Commission!

THIRTIETH FISCAL YEAK^-JUNE 1, 1888, TO MAY 31, 1889

This year only two short lines were constructed, viz. : The Iron EangeEailroad in Michigan, 34 miles, and a railroad called the Lake Geneva

& State Line Eailway, from Lake Geneva, Wis., to Williams Bay, 6

miles. Of these the president remarks:'

' It will be noticed that the length of the new road added is less than 1 per cent

of the mileage and is less than the amount added in any previous year for the last

twelve years."

During the year the Iron Eiver Eailway, the Iron Eange Eailway of

Michigan^ and the Lake Geneva & State Line Eailway, in Wisconsin,

in all about seventy-five miles, which were already owned by the Chicago

& North-Western Company, were consolidated with it.

MORE GRANGER LEGISLATION

During this year the railroads experienced a new attack of the Popu-

listic Grangerism that had been epidemic in the seventies. Of this the

president, in his report to the stockholders, said:

"In common with other railways, the property has been operated during the

past year under rather anomalous conditions. Besides the effects which have neces-

sarily been experienced from the continued operation of the interstate commerce law

in its general application to the traffic moved upon our lines, there has been State

legislation and imposition of rates to diminish the revenues. The Legislatures in

most of the States in which the property is situated have sought to take away the

power of railways to make rates and to give it to commissioners created by the State,

thus reversing, in the matter of transportation, the usual methods of business, by

giving the power to fix prices to those who wish to buy and compelling the acceptance

of such prices by those who wish to sell. Nor is this a, mere threat of power held

over the property. It is thoroughly and efEeetually exercised in some places. In

Minnesota the State Commission has, in several instances, so exercised it as to fix

prices for service at less than the actual cost of performing it. The Supreme Court

of that State has decided that the power of the State Commission to fix such rates

is unlimited, and that neither the Constitution of the United States nor of the State

affords the owners of the property any protection against such legislation. Nor has

this been held by that court as an abstract proposition merely. It awarded a per-

emptory writ of mandamus ordering, under penalty of fine and imprisonment,

obedience to an order where the undisputed record before showed an actua/ spoliation

of the property.

"The commissioners of the State of Iowa by an order established rates fol all

the roads, which, if applied to all the business of the interstate lines, wculd prevent

any return upon the capital stock invested in those enterprises. Eesort to both State

and national tribunals has so far been effectual to protect the property from that

order, and the last named courts have held that they would not interfere until the

results of actual experience under the rates had demonstrated their effect upon the

revenues of the railway companies. These properties are, therefore, in the plight

that, in case of the exaction by the commission of non-compensatory rates, the com-

panies must suffer actual loss, even to the verge of confiscation, before the courts

will afford relief. Should the prescribed rates be found, upon trial, to have the

damaging effect claimed, there would be no redress from the State, because [saving

Wisconsin] a sovereign State can not be sued. In ordinary cases irreparable injuries

to property other than railways can be prevented by the writ of injunction, but to

them this protection is denied. Writs of error have been allowed in the Minnesota

eases, in which this company has a direct interest, and they have been removed to


the Supreme Court of the United States. It is hoped that they may be so advancedas to be decided before the close of the present year.

'' In connection with the questions involved in these eases it may be mentioned that

in the case of the Chicago, Eock Island & Pacific Eailway Company vs. the Iowa Com-missioners it was stated, in the opinion of the distinguished judge on that hearing,that the questions involved in that case were purely legal, and that the main one is

the power of the State to make and enforce rates of transportation to be chargedby railroad corporations and other common cariers, when, from the pleading, suchrates are admitted to be so low as not to pay fixed charges and operating expenses.This question, which has never been squarely determined by the Supreme Courteither of this State or of the United States, is one which must be met by the courtsand passed upon, the same as other questions of controverted rights between theState and the individual."

THIETY-FIRST FISCAL YEAE,—JUNE 1, 1889, TO MAY 31, 1890NEW PASSENGEE DEPOT IN MILWAUKEE

This year was built a new brick and stone passenger depot in Mil-waukee for the exclusive use of this company and its patrons. It frontson Wisconsin Street 138 feet, on the lake front 154 feet, and with anaverage width of 48 feet; also an iron train shed 450 by 85 feet, withadditional shed room 56 by 40 feet for express rooms; also' a baggage andexpress building 176 by 24 feet, all equipped with steam heating andelectric lights.

No new road construction was undertaken by the North-WesternCompany or its tributary roads this year, nor was the mileage of theroad extended.

THIETY-SECOND FISCAL YEAE—JUNE 1, 1890, TO MAY 31, 1891

The Junction Eailway, 7% miles long, in Cook County, Illinois, andthe Paint Eiver Eailway, 15 miles long, in Michigan, were added thisyear. The first named completed a system of outside connections betweenthe three main lines of the company that enter the city of Chicago, andenabled the company to transfer freight from one division to anotherwithout bringing it into the crowded city yards. It also completed abelt system, owned by the company, from North Evanston, on its Mil-waukee Division, to a connection with the Illinois Central Eailroad atSixteenth Street, Chicago, on the south. The Paint Eiver road wasbuilt as an extension on the Crystal Falls Branch, in the iron ore districtof Michigan, and especially to give transportation to the ores of theHemlock and other iron ore mines of that locality. Both these roads havebeen consolidated with the North-Western Company, as also has beenthe, Toledo & Northwestern Eailway in Iowa. The trans-Missouri lineswere, during this year, extended from Whitewood to Deadwood, about 10miles; Whitewood to Belle Pourche, SI miles, and Buffalo Gap to HotSprings, 14 miles.

THIRTY-THIRD FISCAL YEAEr—JUNE 1, 1891, TO MAY 31, 1892The purchase of the Milwaukee, Lake Shore & Western Eailway by

the North-Western Company, and the reasons therefor, are given bythe president in his report for this year, as follows

:

"The relations of this company's railway to the Milwaukee, Lake Shore &Western Eailway have for many years been of progressive importance, and thegeographical position of the two properties in Wisconsin and on the peninsula of


Michigan has been such as to appeal to the highest interests of each, for the develop-

ment and encouragement of reciprocal traffic, which found its market and outlets

through the channels of transportation supplied by means of the facilities afforded

by both companies, especially in the transportation of iron ore, and, to some extent,

of forest products. A growing business, common to both roads, has been developed

and built up at various points on the main lines in Eastern and Northern Wisconsinby cooperation of service and interchange of connecting traffic, which it is the

interest of both companies to foster and preserve.

"For many years the southern terminus of the Milwaukee, Lake Shore &Western Eailway has been made in the city of Milwaukee, through the use of the

Chicago & North-Western tracks under a trackage contract, and the time for areadjustment of that arrangement was impending during the last year. Negotiations,

looking to a closer alliance were entered into, and finally closed by a proposition

that was accepted by the Chicago & North-Western Eailway Company to take over

the property of the Milwaukee, Lake Shore & Western Eailway Company by theacquirement upon terms which were believed to be just to all parties concerned.

"The conditions were that the holders of Milwaukee, Lake Shore & Westernstock might exchange their stock for Chicago & North-Western common stock, inthe proportion of nine shares of Milwaukee, Lake Shore & Western preferred stockfor ten shares of Chicago & North-Western stock, and five shares of Milwaukee, LakeShore & Western common stock for four shares of Chicago & North-Western stocky

to the extent of 50,000 shares of Milwaukee, Lake Shore & Western preferred stock,

and 26,500 shares of Milwaukee, Lake Shore & Western common stock, making in all

76,500 shares Milwaukee, Lake Shore & Western stock to be surrendered for 76,75555-100 shares Chicago & North-Western common stock.

"The exchange, which began in December last, has been steadily pursued, andup to the close of the fiscal year, on the 31st of May last, the entire capital stockof the Milwaukee, Lake Shore & Western Company had been taken up excepting 122shares, and for this small amount engagements for exchange had been made. * * *

"This transaction, now virtually completed, will, it is believed, prove advan-tageous to the interests of both roads, and promote the public welfare by the prac-

tical union of the properties, in placing at their disposal the operating resources andadvantages of both companies for the greater economy of service and dispatch ofbusiness. The two corporations are, however, not merged by this change of owner-ship, but the affairs of each company, in respect to its organization, liabilities, opera-

tions, and management, are kept separate and distinct from the other, with inde-

pendent accounting and reports of each at the close of their respective fiscal years. '

'

THE MILWAUKEE, LAKE SHORE & WESTERN RAILWAYThis corporation was the outcome of several others that had been

incorporated in Wisconsin and Michigan and that had flourished, moreor less, had died, become bankrupt, and had been sold out under the

mortgages, had been sold to others, or had been merged and consolidated.

Their order of incorporation and existence was as follows:

X. THE APPLETON & NEW LONDON RAILWAY COMPANYThis company was chartered by the State of Wisconsin, April 9, 1866,

to build a railroad from Appleton to New London. Part of it was sold

June 1, 1872, to the Milwaukee, Lake Shore & Western Eailroad Com-pany, and the remainder was sold December 10, 1875, under mortgage

foreclosure.

II. THE MILWAUKEE, MANITOWOC & GREEN BAY RAILROAD COMPANYThis company was chartered by the State of Wisconsin, March 10,

1870, to build a line of railroad from Milwaukee to Manitowoc and Green

Bay. The name was changed May 31, 1872, to the Milwaukee, LakeShore & Western Eailroad Company. (This company was generally


Imown as the "Lake Shore Eoad.") On December 10, 1875, the Milwau-kee, Lake Shore & Western road was sold under mortgage foreclosure.

A reorganization was immediately effected and a contract made for the

building of the road, under which a portion of the route between Mil-waukee and Port Washington was graded, but work was soon suspended.

In September, 1871, grading was recommenced at Sheboygan and com-pleted the same season through that county. The road was completedto Milwaukee in December, 1872, Joseph Vilas being president, WilliamElwell superintendent, and H. G. H. Eeed chief engineer.

The first regular train between Sheboygan and Milwaukee was runJanuary 1, 1873. The road was completed in 1873 to Manitowoc andto a connection with the Manitowoc & Western, and the two roads wereunited under the name of the Milwaukee, Lake Shore & Western Eail-

road Company. On a later foreclosure of the mortgage held by S. S.

Sands & Co., of New York, the name was changed to the Milwaukee,Lake Shore & Western Eailway Company.

III. THE VIEUX DESERT & LAKE SHOEE EAILSOAD COMPANYThis company was organized under the General Laws of Michigan,

September 28, 1881, and was consolidated with the Milwaukee, LakeShore & Western Eailway Company on February 13, 1883.

IV. THE WOLF RIVER RAILROAD COMPANYThis company was organized under the General Laws of Wisconsin,

August 29, 1885, and was sold to the Milwaukee, Lake Shore & WesternEaUway Company on Janiiary 15, 1889.

V. THE MILViTAUKEE, LAKE SHORE & WESTERN RAILWAY COMPANYThis company was organized under the General Laws of Wisconsin,

December 11, 1875, by the parties who had, on December 10, 1875, pur-chased the properties and franchises of the Milwaukee, Lake Shore Si

Western Eailroad Company and the Appleton & New London EailwayCompany. The Vieux Desert & Lake Shore Company was merged byconsolidation, February 13, 1883, and the Wolf & Wisconsin Eiver Eail-road Company by purchase January 15, 1889. The whole property wassold to the Chicago & North-Western Eailway Company, August 19, 1893.

The Milwaukee, Lake Shore & Western Eailway was mostly built inadvance of the settlement of the country it runs through, and principallyfor the purpose of developing that country and making it accessible tosettlers. Mr. F. W. Ehinelander was the moving spirit in the buildingand extension of the line from the day he became connected with it

until its sale to the North-Western Company.The Gogebic iron range, that was discovered by J. L. Norris (and for

whom one of the principal mines was named), caused the road to bepushed into what is now a very valuable iron-ore producing territory.Many branches were built under Mr. Ehinelander from the main line tomill and factory sites, and by this means many manufacturers wereinduced to build plants on and at the terminals of these branches. Todaythere are a vast number of manufactories along the line, and all, sub-stantially, depend upon the great forests of timber that still cover thecountry adjacent to the road.


THE LAKE SHORE ROADIn a paper entitled "Eailroad Eeminiscences," Frederick W. Von

Cotzhausen, of Milwaukee, in October, 1909, wrote as follows

:

""When in 1870 Messrs. Jos. Vilas, Levi Blossom and associates obtained acharter from the legislature of Wisconsin for the construction of a road betweenMilwaukee and Green Bay, I succeeded Judge Taylor of Sheboygan, soon after theorganization of the company, as General Counsel and Solicitor. The project waspurely local. Manitowoc, Sheboygan and Port Washington clamored for a direct

connection with Milwaukee and Chicago, but the Milwaukee and St. Paul, then the

almighty ruler in State and local politics, dictated a line some ten to twelve miles

west of these cities, by way of Cedarburg and Plymouth to Green Bay, for whichroute the Milwaukee Northern secured a franchise during the same session. As the

two lines are parallel and expected to cover substantially the same territory, there wasgreat friction, first in the legislature and then in the open field.

"Both of these companies depended for their success largely on local aid,

which during those days was liberally granted, sometimes to the very point ofexhaustion. Stock subscriptions by the promoters were merely nominal; the roadswere buUt in most cases on the credit of the intersected counties, cities and towns,

supplemented by first mortgage bonds. The Milwaukee Northern, backed by the

Milwaukee & St. Paul, met with no trouble in securing from the City of Milwaukeea subscription to its capital stock, but a similar application to aid the Milwaukee,Manitowoc & Green Bay Eoad was promptly turned down, by the City as weU as the

County, and this unwise discrimination on the part of Milwaukee more than anythingelse aroused a spirit of animosity along the lake shore, which proved a very dis-

turbing factor for many years, whenever the interests of our metropolis came in

question.

"The contract for the construction of what is now called the Lake Shore Eoadwas given to one Easton, who started the work vigorously from Milwaukee towardsPort Washington, but soon ran out of funds and credit. When grading in the

deep cut near the County Line, I had to go to the Second Ward Savings Bank andborrow $8,200 on my signature to pay off the laborers; Easton soon thereafterabsconded and the president of the company, Mr. Joseph Vilas, of Manitowoc, assumedthe continuance of the work. It was a great undertaking, but he succeeded and themoney was returned which I had advanced. The lake shore cities and counties helpedliberally by subscription to the capital stock, and all of them in course of time mettheir obligations faithfully, except the Town of Port Washington, which repudiatedliability after the road was constructed, and squeezed out on a mere technicality.

"Under Mr. Vilas' management our railway was being built from Manitowocsouthward, and simultaneously continued from that city west by way of Kaukaunato Appleton. When the grading had reached the Dillman farm in the Town ofMilwaukee, I was charged to negotiate vrith Mr. Alexander Mitchell, president ofthe Milwaukee & St. Paul Eoad, for the joint use of the old Horicon depot on Thirdstreet, in Milwaukee, as we intended to come down on the right bank of the Mil-waukee river and utilize part of the right of way of the Northern Division of thatrailway. However, my negotiations signally failed. Mr. Mitchell told me plainlythat a number of his friends were interested in the Milwaukee Northern Eoad (whichby that time was buUt as far as Cedarburg) and that he did not feel his companyought to grant us any facilities adverse to their interest.

"What then to do under such circumstances? Time was precious and meanswere limited. Efforts were continually made to prevent the negotiation of our bondsin Eastern markets and to undermine our credit. However, our chief engineer, LeonSoulerin, proved fully up to the emergency. He suggested to strike a line from theDillman farm towards the lake shore, coming down the bluff near North Point andentering the Third Ward, where lands were then at low price. At first I was shockedat the idea, because the expense of grading and protecting the track that must bebuOt right along the water of the lake against the encroachments of waves seemedenormous. But as the proposition was more and more revolved in our minds, it

gained strength. The right-of-way along the beach was certainly cheap; the routewould be contiguous to the business portions of the city; no street crossings to bemaintained; little danger of accidents; all of which considered, a survey was


promptly ordered; the line was struck; Mr. Vilas and myself took the train for

Chicago, where we conferred with Mr. Keep, president of the Chicago & North-

western, and Judge J. H. Howe, its counsel; they quickly seized upon the oppor-

tunity to enter Milwaukee; Mr. Ephraim Mariner was instructed to organize the

Northwestern Union Railway; and as a result, the C. & N. W. built from Milwaukee

along the lake shore to Fond du Lac. Our company reserved a ninety-nine years'

lease for joint right-of-way from the Lake Shore Junction and for depot facilities

in the Third Ward; and thus it came that Milwaukee secured in less than two years

three northern outlets—one to Sheboygan and Manitowoc, another to Fond du Lac,

and a third by way of the Milwaukee Northern to Plymouth and Green Bay. '

'

MEEGEE OF THE WYOMING CENTEAL EAILWAYThe Wyoming Central Eailway was consolidated with the Fremont,

Elkhom & Missouri Valley Eailroad during this term, it having been a

proprietary road of the latter company until this time. When mergedits mileage was 130 miles. The Fremont, Elldiorn & Missouri Valley road

was extended by an addition of eighteen miles of narrow-gauge road built

to various mines in the Deadwood district.

THIETY-FOUETH FISCAL YEAE^JUNE 1, 1892, TO MAY 31, 1893

As to the recent purchase of the control of the capital stock of the

Milwaukee, Lake Shore & Western Eailway Company, in his report to

the stockholders for this year the president said:

"Pursuant to the arrangement which was nearly completed at the close of the

last fiscal year for acquiring the stock of the Milwaukee, Lake Shore & WesternRailway Company, the few remaining shares which were then unexchanged have since

been delivered, and the entire amount of capital stock, consisting of 50,000 shares

of preferred and 26,500 shares common stock, came into the possession of the Chicago& North-Western Railway Company. To more permanently cement the union thus

formed by the ownership of stock, and with a view to the best development of the

property and economy of operations, measures were taken by the respective boardsof directors of the two companies for merging the Milwaukee, Lake Shore & WesternRailway Company into the Chicago & North-Western Eailway Company, and notice

of the same was piiblished in the calls of the last annual meetings. Agreements toformally effect the merger were submitted to the stockholders of both companies attheir June meetings and were unanimously approved, and the directors and officers

were authorized and empowered to carry out the arrangement. The concluding stepsare in progress at the time of issuing this report and are expected to be fully accom-plished during the present season, whereby the railroad, property, and franchises, aswell as the duties and obligations of the Milwaukee, Lake Shore & Western RailwayCompany, now practically assumed by the Chicago & North-Western in virtue ofownership, will be formally transferred, taken over, and united by merger to theChicago & North-Western Railway Company, and become an integral part of theproperty comprised in its system."

BIG LOSS IN MILWAUKEE FIEBOn the night of October 28th and 29th, 1892, in a great fire in the

city of Milwaukee, Wis., the company lost, in freight houses and contents,platforms, and 180 freight cars, property to the value of $222,809.96. Thegross earnings for the year were $32,709,747.15, but this does not includethe earnings of the trans-Missouri lines. There was no increase in themileage of the road this year.

THIETY-FIFTH FISCAL YEAE^JUNE 1, 1893, TO MAY 31, 1894

The miles reported in this year were 5,031, as the 758 miles of thelate Milwaukee, Lake Shore & Western Eailway were included, as thatroad was absorbed into the Korth-Western corporation on September 1,


1893, "and ceased to be a separate corporation." Its earnings after this

fiscal year are included in those of the North-Western Company.

THIRTY-SIXTH FISCAL YEAE^-JUNE 1, 1834, TO MAY 31, 1895

THE FINANCIAL PANIC OF 1893 AND THE PULLMAN CAR-SHOPS STEIKE

Of these the president said:

"The fiscal year covered by this report was marked by a series of adverse cir-

cumstances which greatly reduced both freight and passenger earnings. At its begin-

ning, business had not recovered from the general depression of the previous two

years, when freight earnings had fallen off with the decline of numerous industries,

and the situation, with respect to passenger traffic, was only relieved by the excep-

tional movement of World's Fair travel. These existing conditions were soon aggra-

vated by the formidable labor strike which originated at the Pullman Car Shops,

and, in spreading, involved the company's lines, in common with other roads at

Chicago and throughout the West, to the interruption of communication, trade, andtravel, with corresponding loss of revenue. The disturbance was followed by the

unparalleled and almost complete failure of the crops in Iowa, Nebraska, and South

Dakota, and by less general failure in other regions served by the company 's system

of roads, and the immense volume of tonnage dependent upon the movement of agri-

cultural products, and the consequent prosperity attending the same, were lost to

the year's business, and the result is shown in the unusual decline of receipts, both in

freight and passenger earnings. Notwithstanding the large curtailment of expendi-

tures in all departments as compared vrith former recent years, made necessary by

the serious falling off in tonnage movement and passengers, the amount of material

and labor expended has been sufficient to maintain the property in good condition."

No additions were made to the mileage this year.

THE TEANS-MISSOTJBI LINES

These lines also suffered with all others on account of the panic of

1893. Of this the president remarks:

"The causes which produced this unprecedented decrease in the earnings of the

company are everywhere known, and are briefly summed up in the almost failure of

the crops—especially the failure of the corn crop, the total yield of which, in the

great State of Nebraska, as estimated by the United States Department of Agricul-

ture, was but 13,855,524 bushels, against 157,278,895 bushels in 1893. Similar dis-

aster also caused a heavy shrinkage in the yield of other grains, and the injury

inflicted upon the year's business was irremediable and continuous. It is gratifying

to add that, at the time of the issuing of this report, the prospects of a fine harvest

are good, and a recovery from the unfavorable conditions which prevailed during the

year and diminished the earnings of the company is confidently expected."

STEAM HEATING, PINTSCH GAS, AIR BRAKES, ETC.

The president said:

"A large amount of work was done during the year in equipping passenger

trains with steam heating apparatus and Pintsch gas lights, and in fitting up freight

cars with air brakes and automatic couplers, in addition to the usual repairs and

renewals, and the rebuilding of six furniture cars."

THIRTY-SEVENTH FISCAL YEAR—JUNE 1, 1895, TO MAY 31, 1896

MILES OF EAILEOAD

"The amount of railroad comprising the system of the Chicago & North-

110 HISTORY OF THE CHICAGO & NOETH-WBSTEKN RAILWAY SYSTEM

Western Eailway operated during the year and covered by this report was 5,030.78miles, consisting of:

Miles,

Chicago & North-Western Bailway 3,782.29

Winona & St. Peter Railroad 448.48

Dakota Central Bailway 723.93

Princeton & Western Railway 16.06

Total owned 4,970.76

St. Paul, Eastern Grand Trunk Bailway, leased line taken over from Mil-

waukee, Lake Shore & Western Bailway 60.02

Boad operated 5,030.78

"These lines are, for the convenience of operation, classified into nine general

divisions as follows: Galena Division, 405.76 miles; Iowa Division, 618.43 miles;

Northern Iowa Division, 545.91 miles; Wisconsin Division, 556,85 miles; MadisonDivision, 509.27 miles; Ashland Division, 757.71 miles ; Peninsula Division, 464.44miles; Winona & St. Peter Division, 448.48 miles, and the Dakota Division, 723.93miles. The system lies in seven States, to-wit: in Illinois, 593.97 miles, or 11.81

per cent; in Iowa, 1,168.12 miles, or 23.12 per cent; in Wisconsin, 1,579.62 miles,

or 31.40 per cent; in Michigan, 521.19 miles, or 10.36 per cent; in Minnesota, 414.47miles, or 8.24 per cent; in South Dakota, 744.13 mUes, or 14.79 per cent; and in

North Dakota, 14.28 miles, or .28 per cent.

CAPITAL STOCKThe amount of capital stock on May 31, 1896, was $63,756,320.53The amount of same on May 31, 1895, was 63,726,320.53

Inerease during the year $30,000.00

This increase consisted of $15,000 of common stock and $15,000 of preferredstock, issued of conversion for $30,000 Peninsula Bailroad of Michigan first mortgagebonds.

DESCBIPTION OF CAPITAL STOCK OUTSTANDING, MAY 31, 1896

Common stock $39,069,257.92Preferred stock 22,349,660.00

$61,418,917.12

STOCK OWNED BY THE COMPANYCommon stock $ 2,333,608.05Preferred stock 3,794.56

2,337,402.61

Total $63,756,320.53

GBOSS EABNINGSThe gross earnings for the year were:

From passengers $ 7,408,827.15From freight 24,354,621.96From express, mails, etc 1 725 311.99

Total $33,488,761.10

This does not include the earnings of the Trans-Missouri lines.

TRACK EUIVATION IN CHICAGOThis year $310,968.65 was spent for track elevation on the Galena

Division in Chicago.


THIETY-BIGHTH FISCAL YEAR—JUNE 1, 1896, TO MAT 31, 1897

At the end of this term the eq\iipiiieiit of the company consisted of

1,010 locomotive engines and 35,911 ears of all kinds. During this iiscal

year the engines ran 33,091,522 miles, which was a decrease of 1,216,074

miles as compared with the preceding year. The tons of coal consumedon locomotive engines were 1,268,718, and the average cost was $1.50

per ton. The number of passengers carried was 13,821,065, and of the

freight there was carried 15,225,138 tons. 'No increase was made to the

mileage of the North-Western proper nor to that of the Trans-Missourilines.

TRACK EI.EVATION IN CHICAGOThe president in his report said:"The expensive and progressive work of rearranging and elevating the Com-

pany's main tracks in the City of Chicago upon the Milwaukee and Galena divisions

was vigorously prosecuted, and a large amount of material and labor were used andemployed in this heavy reconstruction of roadway and track during the year, and thesum expended in carrying forward the work was $530,386.63."

THIRTY-NINTH FISCAL YEAR—JUNE 1, 1897, TO MAY 31, 1898

The president reports that business shows a revival this term, the

increase in gross receipts over the last fiscal year being $5,073,317.57.

TRACK ELEVATION IN CHICAGOTrack elevation in Chicago was pushed this year, the work having been

begun by this company in May, 1895.

As to this, the president said:"The work of elevating the tracks of the Company at street crossings within

the city limits of Chicago, as required by certain ordinances, and to which referencewas made in the last annual report to the shareholders, has been vigorously prose-

cuted during the last fiscal year. This work was inaugurated by the Company in

May, 1895, and the results accomplished to this date are as follows:'' The main line has been elevated on the Milwaukee Division from Wrightwood

Avenue to Eose HUl, a distance of 3 75/100 miles, including the construction of 21subways at street crossings; on the Wisconsin Division from Clybourn Junction toMayfair, 4 60/100 mUes, with 25 subways and one footway; on the Galena Divisionfrom California Avenue to Forty-second Avenue, 1 85/100 miles, with 7 subways, andthe Rockwell Street line, 1 66/100 miles, with 19 subways; or a total of 11 86/100miles of main line within the city elevated above the street level, and a total of 73subways and 1 footway, replacing what would otherwise have been grade crossings.

"Portions of the elevated lines include three, four and five tracks, with side-

tracks and tracks to industries, and the whole amount of elevated track now coi^

structed within the city is equivalent to a total of 19 99/100 miles of elevated doubletrack railway, with 10,655 lineal feet of double track steel bridging, resting on stonepiers and abutments.

"A city ordinance has been passed and accepted by the Company, requiring theelevation of the Company's tracks on the Wisconsin Division from Chicago Avenueto Wrightwood Avenue, a distance of 2 70/100 miles. Some preparatory work on this

section will be done during the present season, with the expectation of completing theelevation of the tracks early in the year 1899."

THE WISCONSIN NORTHERN RAILWAYThe Wisconsin Northern Eailway, a projected line of about 115 miles,

organized in the interests of the company February 11, 1896, was com-pleted to the extent of forty-six miles on July 15, 1897, and opened for

traffic. This road was, on September 10, 1897, purchased by and mergedinto the Chicago & North-Western Eailway.


GENEEAL MORTGAGE GOLD BONDS OF 1897

To unify and consolidate the bonds of the road it was determined

to issue a general mortgage that would in time take the place of all of

the then outstanding bonds of the company. As to this issue of bonds,

the president, in his report for this year, said:

"The board of directors of the company by resolutions duly adopted at its

meetings held July 8 and October 6, 1897, and the stockholders by the coneurring

vote of more than two-thirds of the capital stock at a special meeting held September22, 1897, authorized the issue of $165,000,000 bonds, to be called 'general mortgagegold bonds of 1897.' * * * Of the $165,000,000 bonds authorized $114,302,000are reserved and issuable from time to time for the purpose of paying, retiring, or

refunding at or before maturity the outstanding existing bonds and funded obliga-

tions of the Chicago & North-Western Railway Company, upon 3,828.10 miles of its

completed railroad; and $17,343,000 are also reserved and issuable for the like pur-

pose of retiring the existing bonded indebtedness of its allied proprietary lines—the

Winona & St. Peter Eailroad Company and the Dakota Central Eailway Company

—

covering 1,172.41 miles of additional railroad, upon the consolidation of the samewith the Chicago & North-Western Railway Company, making together an aggregateof $131,645,000 of the bonds to be used and applied expressly for these purposesupon 5,000.81 miles of consolidated railroad."

FORTIETH FISCAL YEAR—JUNE 1, 1898, TO MAY 31, 1899

No new lines of road were built this year, but the construction of

second tracks was pushed so that at the end of this year the president

could tell the stockholders that they had "625 miles of double-track rail-

way," being double track from Chicago to La Moille, Iowa, 396 miles,

and other pieces enough to make up 333 miles of double-track railway

on the line between Chicago and the Missouri Eiver at Council Bluffs,

Iowa. The rest of the double track was between Chicago and Milwaukee,Chicago and Janesville, Wis., etc.

TRACK ELEVATION IN CHICAGOTrack elevation in Chicago was also pushed this year, so that the

president reported, "The tracks of the company in the city of Chicagothus far elevated, reduced to the basis of a double-track railway, are equiva-

lent to 37.04 miles, and include the equivalent of 15,378 Hneal feet of

double-track steel bridging." As to the construction of new lines, the

president said:

"The general prosperity pervading the country occupied by this company'ssystem of roads has stimulated and brought forward various schemes for the exten-sion of other systems, by the construction or acquisition of additional railroads invarious localities, and the work of enlarging and establishing other lines has activelyprogressed. To meet these conditions, this company has found it necessary for theprotection of its traflSc upon existing lines, and to reach and accommodate new busi-ness developing in adjacent regions, to enlarge its system by the organization ofminor corporations or proprietary railway companies in the States of Iowa andMinnesota, for the construction of branch lines and extensions in its interest, asagainst adverse interests and influences created by the several new lines of railwayunder the control of other companies.

"In pursuance of this policy two railway companies have been incorporated inthese States, one, the Boyer Valley Railway Company, in the State of Iowa, for theconstruction of a line connecting with this company's railway in Sac County, Iowa,near Wall Lake, and extending in a southwesterly direction about twenty-five milesto a connection with the Chicago & North-Western Eailway, at or near DenisonStation, and also a line beginning at a point on said described line in CrawfordCounty, Iowa, and extending westerly and southwesterly to a point of connectionwith the Sioux City & Pacific Railroad in Harrison County, Iowa, a distance of about


si3cty-five miles, making a total estimated length of ninety miles of proposed railway.

The other organization is the Minnesota & Iowa Eailway Company in the States of

Minnesota and Iowa, for the construction of a railroad beginning in EedwoodCounty, Minnesota, and running thence in a general southerly and southeasterly

direction, intersecting the Winona & St. Peter Railroad at or near the town ofSanborn, and continuing in a southeasterly course to the southern boundary of the

State of Minnesota, thence into the State of Iowa to a connection with the northand south Iowa line of the Chicago & North-Western Eailway, at or near BurtStation, a distance in the aggregate of about 119 miles. These roads are both underconstruction by their respective companies incorporated in the interest of the Chicago& North-Western Eailway Company, and it is expected that they will be completed

ready for operation during the ensuing (fiscal year. '

'

rOETY-FIEST FISCAL YEAE—JUNE 1, 1899, TO MAY 31, 1900

UNION OF PEOPEIETAEY COMPANIESOn this subject the president said:"The board of directors of the Chicago & North-Western Eailway Company, at

its meeting held in the city of New York on December 8, 1899, adopted measures

looking to the union of all of its lines of railway and proprietary companies whose

stocks are owned by this company and whose lines form a part of the North-Western

system. The requisite measures to accomplish the union of said properties with the

Chicago & North-Western Eailway Company were presented to the stockholders and

bondholders at the annual meeting of the company held at the company's office In

the city of Chicago on June 7, 1900, and the adjourned meeting thereof, for their

approval. Affirmative action was taken by unanimous vote to ratify and confirm

and perfect the acts and proceedings of the directors, the officers of the company

being authorized and empowered to acquire title to said railways and railway prop-

erties and complete the union with this cpmpany by proper and sufficient conveyances.

The lines of railway and proprietary companies taken over by the Chicago & North-

Western Eailway Company at said meeting by proper deeds of conveyance were as

foUows: The Boyer Valley Eailway in Iowa; the Boone County Eailway in Iowa;

the Harlan & Kirkman Eailway in Iowa; the Minnesota & Iowa Eailway in Minne-

sota and Iowa; the Iowa, Minnesota & North-Western Eailway in Minnesota and

Iowa; the Winona & St. Peter Eailroad, embracing the following lines, viz.; The

Dakota Central Eailway; the Mankato & New Ulm Eailway; and The Minnesota &South Dakota Eailway. The three last named railways, having already been absorbed

by the Winona & St. Peter Eailroad Company, form in this union a part of that

road. The mileage of the respective properties purchased will be found included in

the statement of mileage of the Chicago & North-Western Eailway Company. * * *

MILEAGE, INCLUDINa PXJECHASBD EOADSThe mileage of the combined system, including proprietary roads and the new

lines added by the union of the properties, at the last annual meeting in June, 1900,

is as follows:

The Chicago & North-Western Eailway, including Winona & St. Peter Mites.

Eailroad—the latter embracing the Dakota Central Eailway, the Mankato

& New TJlm Eailway, and the Minnesota & South Dakota Eailway (the

two last named just being completed) 5,073.51

MILES OF OTHEE LINES ADDEDBoyer Valley Eailway

^Q'^nMinnesota & Iowa Eailway iSh ihIowa, Minnesota & North-Western Eailway (just being completed)

iEBoone County Eailway (just being completed) ^-^^

Harlan & Kirkman Eailway ^-^^

Total 5,486.42

To the above should be added the following proprietary lines:

Princeton & Western Eailway 16.06

St. Paul Eastern Grand Trunk Eailway (leased) 60.02

Total mileage 5,562.50


FOKTY-SECOND FISCAL YEAK—JUNE 1, 1900, TO MAY 31, 1901

During this term the following new lines were finished:Miles.

Iowa, Minnesota & North-Western Eailway 194.16

From Belle Plains, Iowa, to Eox Lake, Minnesota.Mankato & New Ulm Railway 25.58

From Mankato to New Ulm, Minnesota.Minnesota & South Dakota Eailway 32.20

From Tyler, Minnesota, to Astoria, South Dakota.Boone County Eailway 7.25

From Boone to eight-tenths of a mile east of Ogden, Iowa.********These lines were then taken over and consolidated with the Chicago

& North-Western Eailway Company.

EESIGNATION OF ME. M. L. STKES AS VICE-PEESIDENT

The president's report says:'

' Mr. Martin L. Sykes, who for more than thirty years has occupied the position

of vice-president, secretary, and, for a portion of the time, treasurer of this company,voluntarily retired from its service at the close of this fiscal year. » * * * inaccepting the resignation of Mr. Sykes, the board of directors adopted the following

minute

:

" 'While deeply regretting his retirement from the executive position he has

filled so long, faithfully, and ably, we recognize that he has earned the right in his

own time, and at his own pleasure, for rest from the cares and labors of business.

During his fifty-six years in the railway service he has been one of the factors in

the growth of the vast system of transportation which has developed our country.

For thirty-three years as vice-president and treasurer he has had the custody andadministration of the revenues of the company. During that period of great exten-

sions of the North-Western system and wonderful increase in its receipts and expendi-tures, his duties have grown in importance and imposed upon him greater responsi-

bilities. It is a proud reminiscence for him, and a most gratifying history for thedirectors and stockholders of this company, that for a third of a century in thehandling of vast sums and the discharge of most important trusts, Mr. Sykes standsas a conspicuous example of the best type of a financial officer. He carries with himin his retirement our best wishes for a long life and health, and the enjoyment duringa serene old age of the joys of a well-spent and happy life.' "

THE PENSION SYSTEMThe pension system was adopted by the board of directors December

12, 1900, and was promulgated by the president by the issuance of thefollowing

:

GENERAL NOTICEFor some time the board of directors has been considering plans for pensioning

the employes of the company who have rendered it long and faithful service, and atthe meeting of the board, held in New York on the 12th instant, the following plan,having been matured, was adopted:

Section 1.—The board of directors of the Chicago & North-Western EailwayCompany, for the benefit of its faithful employes, hereby creates the following pen-sion system and rules and instrumentalities for carrying out its provisions.

, Sec. 2.—Of the employes in the service of the company, the following classesare affected:

*(a) All employes who have attained the age of seventy years, and who havebeen twenty years in the service, shall be retired and pensioned; provided, however,that this clause shall not be mandatory in its application to executive officers ap-pointed by the board of directors.

* (b) All employes who have been twenty or more years in the service, and whohave become permanently disabled, may be retired and pensioned.

* These clauses, as they now stand, were adopted by the board of directors on February1, 1906, and in effect from March 1, 1906.

HISTORY OF THE CHICAGO & NOETH-WESTBRN RAILWAY SYSTEM 115

**Sec. 3.—The monthly allo-wance paid each person granted a pension shall be

upon the following basis : For each year of service one per cent of the average regular

monthly pay for the ten years next preceding retirement: Provided, (1) that the

minimum amount hereafter paid by this company as a pension shall be $12 per

month, except to joint employes, to whom it will pay its pro rata proportion of aminimum pension of $12 per month, determined in the manner hereafter provided

for determining its proportion of the pension paid to joint employes; (2) that in

computing such average regular monthly pay of persons who have been transferred

to the service of this company from the service of a proprietary or controlled com-pany, or from the service of the Chicago, St. Paul, Minneapolis & Omaha EailwayCompany, or its proprietary or controlled companies, credit shall be given to suchpersons for the average monthly pay received from this and any other of said com-panies for the ten years next preceding retirement, and the full amount of the

pension based thereon will be paid by this company; (3) that in computing suchaverage regular monthly pay of persons who shall be in the joint employment of this

company, its proprietary or controlled companies, and the Chicago, St. Paul, Minne-apolis & Omaha Eailway Company or its proprietary or controlled companies, credit

shall be given to such persons for the total average monthly pay received from suchjoint employment; the proportion of the pension based thereon to be paid by this

company shall be in the proportion that the regular monthly pay received by suchperson from this company shall bear to the total regular monthly pay received

from such joint employment at the time of retirement—provided, however, that theannual pension disbursement of this company shall not exceed $200,000. Shouldthe aggregate pension allowances exceed this amount, in the absence of action bythe board of directors increasing the yearly amount usable for pensions, a new rateshall be established proportionately reducing all allowances in excess of $12 permonth.

Notice of any change of rate shall be given retired employes before the beginningof the fiscal year in which the change shall become effective.

**Sec. 4.—For the purpose of this plan the terms "service" and "in the service"

refer and apply only to those who have given their entire time to the service of the

Chicago & North-Western EaUway Company, or the Chicago, St. Paul, Minneapolis &Omaha Eailway Company, or one or more of their proprietary or controlled com-

panies. Length of service shall be computed from the date of entry into the service

of the first employing company, to the date of retirement; Provided that such com-

putation shall not include intermediate time out of the active service of all of the

companies nor fractional parts of a month.

Sec. 5.—The retirement of employes seventy years of age shall be effective on

the first day of the calendar month following that in which they shall have attained

that age.

*The retirement of employes covered by Clause (b) in Section 2, who may have

been approved for retirement, shall be effective on the first day of the calendar monththereafter.

Sec. 6.—^Pension allowances shall be paid monthly, until the death of the bene-

ficiary, provided, however, that the company may withhold its stipends in all cases

of gross misconduct.

Sec. 7.—The acceptance of a pension shall not debar any retired employe from

engaging in any other business which is not prejudicial to the interests of the com-

pany, but he can not reenter its service.

Sec. 8.—For the execution of the provisions governing the retirement and pen-

sioning of employes, a pension board is created. It shall consist of five officers of

the company, appointed by the board of directors, who shall serve one year anduntil their successors are selected. They shall elect their own chairman and secre-

tary. The members of the pension board shall serve without increase of the com-

pensation they receive as officers of the company. The pension board may adopt,

subject to revision or veto by the president or board of directors, such by-laws as

may be found necessary for the execution of the provisions of the pension system.

The pension board is under the immediate direction of the president, to whom it

shall render reports of its operations in such form as he may stipulate whenever

requested by him.

116 HISTOEY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM

**8ec. 9. No person over thirty-five years of age shall hereafter be taken intothe service of the company, provided, however, that in the discretion of the presidentpersons may be temporarily taken into the service, irrespective of age, for a periodnot exceeding six months, and that this period may be extended, if necessary, tocomplete the work for which such person was originally employed; provided, also,that, with the approval of the board of directors, persons may be employed indefi-nitely, irrespective of the age limit, where the service to be rendered requires pro-fessional or other special qualifications, and provided further that this section shallnot apply to persons who may be transferred to the service of this company fromthe service of a proprietary or controlled company, or from the service of theChicago, St. Paul, Minneapolis & Omaha Eailway Company or its proprietary orcontrolled companies.

Seo. 10.—Neither the action of the board of directors in establishing a systemof pensions, nor any other action now or hereafter taken by them or by the pensionboard in the inauguration and operation of a pension system, shall be held or con-strued as giving to any officer, agent, or employe of the company a right to beretained in its service, or any right or claim to any pension allowance; and thecompany expressly reserves its right and privilege to discharge, at any time, any offi-cer, agent or employe when the interests of the company, in its judgment, may sorequire, without liability for any claim for pension or other allowances other thansalary or wages due and unpaid.

The system will be put in operation January 1, 1901, by the pension board ap-pointed by the board of directors, under Sec. 8 of the plan, consisting of the generalmanager, general superintendent, superintendent of motive power and machinerychief engineer, and the auditor of expenditures. At a later date fuUer informationin regard to the actual operation of the plan will be promulgated by the pension

•Adopted by the Board of Directors February 19, 1906**Adopted by the Board of Directors October 21, 1909.The attention of all officials of the company having power to employ men is

especially directed to Sec. 9, which limits the age of new employes.By order of the board of directors.

„„„ , .. _ .^ , „^. Marvin Hughitt, President.Office of the President, Chicago, December 22, 1900.

THE PENSION EOAEDAs now organized, the pension board consists of the following persons •

W. A. Gardner, E. C. Carter, E. H. Aishton, W. H. Stennett, and EobertQuayle. W. P. Turner is the secretary of the board.

THE PENSIONEDUnder this pension system seven hundred and seventy (770) employes

of the company have been pensioned to June 1, 1910; of those thus pen-sioned, two hundred and nine (209) have already died.

FOETY-THIRD FISCAL YEAR-JUNE 1, 1901, TO MAY 31, 1902

In his report for this fiscal year the president reports the completionof the double track from Chicago to the Missouri Eiver at Council Bluffs,Iowa, 490 miles, and the completion of double tracking other parts ofthe road, so that there were finished and in use 797 miles of doubletrack. A branch road from Pelican to Crandon, Wis., eighteen miles,was also finished this year, and also the following roads:

PEORIA & NORTH-WESTERN RAILWAY"This railway extends from Nelson, HI., a station on the Galena Division of

the Chicago & North-Western Railway, in a southerly direction to Peoria, 111., a dis-tance of eighty-five miles. Its construction was commenced in March, 1901, andcompleted on January 10, 1902, on which date regular passenger and freight trainservice was established between its termini. * « » »


PRINCETON AND NORTH-WBSTEEN RAILWAY"This railway begins at Princeton, Wis., and extends in a northwesterly direc-

tion to a connection with the Chicago, St. Paul, Minneapolis & Omaha Railway at

Marshfield, Wis., with branches from Grand Rapids to Nekoosa, and from nearNeshkora to Red Granite, Wis., in all 100.42 miles. The work of construction wascommenced in November, 1900, and the railway completed and opened for traffic asfollows

:

Main Line, Princeton to Marshfield December 2, 1901Red Granite Branch September 2, 1901Nekoosa Branch March 3, 1902

MINNESOTA WESTERN RAILWAY"At the annual meetings of the board of directors and stockholders of the

Chicago & North-Western Railway Company, held in Chicago on June 5, 1902, all

necessary proceedings were had to perfect the purchase of the Minnesota WesternRailway (a railway under construction in the interest of this company), and theofficers of the company were authorized and empowered to acquire title to saidrailway and to complete the union with this company by a proper and sufficient

conveyance.

"The Minnesota Western Railway is located wholly within the State of Minne-sota, beginning at Evan, in Brown County, and extending in a general westerlydirection through Redwood County to the town of Marshall, in Lyon County, adistance of 45.82 miles. The work of construction was commenced in August, 1901,and is now nearing completion. » * * *

SIOUX CITY & PACIFIC RAILROAD"During the fiscal year covered by this report the Sioux City & Pacific Railroad

(including its newly constructed extension from Sargent's Bluff to Moville, Iowa,twenty miles in length, which was completed in November, 1901) was purchasedby the Chicago & North-Western Railway Company. This railroad is 127.42 milesin length, and extends from Sioux City, Iowa, to Fremont, Neb., from CaliforniaJunction to Missouri Valley, Iowa, and from Sargent's Bluff to Moville, Iowa."* # * *

M. L. SYKES' RESIGNATIONMr. M. L. Sykes having resigned as one of the directors of the Chicago

& North-Western Eailway Company, the board of directors, at a meetingon December 11, 1902, passed the following resolution:

"Sesolved, That in accepting the resignation of Mr. M. L. Sykes from the boardof directors of the Chicago & North-Western Railway Company, we direct that aminute be entered upon the record expressing our regret that on account of age andlong service Mr. Sykes desires to retire. For thirty-five years he has been an officer,

and during that period we have likewise been associated with him as a director.

He has rarely, if ever, been absent from a meeting of the board or executive com-mittee. His intimate knowledge of the history of the company, of its extensions,

acquisitions, and development, and close touch with the details of managementduring all these years have been of the greatest assistance in our deliberations. Hehas both witnessed and participated in the policy which has resulted in the growthand continued prosperity of our company. He carries with him into his well-earnedretirement the friendship of his associates, and their best wishes for long years ofhealth and happiness."

M. L. SYKES' DEATHThough it is chronologically an interpolation here, we will state Mr.

Sykes died on April 17, 1907, aged eighty-one years. The following waspublished in the New York Tribune of April 18, 1907:

MARTIN L. SYKES"Martin L. Sykes, a retired raUroad man and financier, died yesterday at his

home. Fair Hills, in Mount Vernon. He had lived there for thirty years. He hadbeen in poor health for a long time, and his death was really due to his advancedage.

118 HISTORY OF THE CHICAGO & NOETH-WESTEEN RAILWAY SYSTEM

"Mr. Sykes began railroading in the engineer corps of the New Haven, Hart-ford & Springfield Eailroad when it was under construction, in 1844. Subsequentlyhe was in charge of the company's freight business at New Haven. His next postwas superintendent of the Connecticut Valley EaUroad, from which company hewent to the Morris & Essex Eailroad, in New Jersey, now a part of the Lackawannasystem, as superintendent. His shift to New Jersey took him out of New Englandforever as a business man. He did not long remain with the New Jersey road, forin 1857 he was made superintendent of the Hudson Eiver Eailroad by Edwin B.Morgan, but soon went West and became vice-president and superintendent of theChicago & Milwaukee, a post which he held for three years.

"He was next vice-president of the Michigan Southern and Northern Indiana,holding that place five years. In 1865 he became vice-president of the Delaware,Lackawanna & Western. In 1867 he was made vice-president of the Cleveland,Painegville & Ashtabula, and in the same year second vice-president of the Chicago& North-Western, with which company his career culminated. He became vice-presi-dent in 1870, and three years later was made vice-president, secretary and treasurer.He remained connected with the road until June 30, 1902, when he retired fromactive business life."

TKAKS-MISSOUEI LINESDuring this fiscal year the company completed an extension of its

railway from Gayville (near Deadwood in the Black Hills) to the impor-tant commercial center of Lead City, S. D.

FOKTY-FOUETH FISCAL YEAR—JUNE 1, 1902, TO MAY 31, 1903

As to track elevation in Chicago, the president reports that 3i/4 milesof track had been elevated during the year. The Verdigre branch of

the Fremont, Elkhorn & Missouri Valley Eailroad, from Verdigre, Neb.,to Bonesteel, S. D., seventy miles, was completed and opened for traffic

on November 18, 1902. "The Annex," a commodious brick structure,

157 feet long, 58 feet wide, and two stories high, adjoining and becomingpractically a portion of the Chicago Passenger Station, but especially

for suburban passengers, was built and opened this year.

INCEEASE IN CAPITAL STOCK"At a special meeting of the stockholders and voting bondholders of the com-

pany, held at its office in the city of Chicago on the tenth day of February, 1903,at which considerably more than two-thirds of its entire capital stock and votingbonds were represented, aflBrmative action was taken upon the question of increasingthe authorized capital stock of the company by an amount of common stock suflScientto make the aggregate capital stock of the company one hundred million dollars($100,000,000) par value, and of empowering the company's board of directors toissue its common stock from time to time and in such amounts as said board ofdirectors may determine and for any purpose allowed by law. Pursuant to theauthority thus conferred, the right to subscribe to such increased stock at par wasaccorded to the stockholders of record at the close of business on the 18th day ofFebruary, 1903, to the extent of 15 per cent of their respective holdings, and suchsubscriptions have resulted in an increase, in this fiscal year, of $9,226,110, in theamount of the company's outstanding common stock and scrip.

"At this special meeting of the stockholders and voting bondholders afSrmativeaction was also taken upon the question of acquiring all the railroad, franchises, andproperty of the Fremont, michorn ^ Missouri Valley Eailroad Company. In accord-ance therewith the Chicago & North-Western Railway Company entered into posses-sion of all such railroad, franchises, and property on the 16th day of February, 1903.

"The railroad of the Fremont, Elkhorn & Missouri Valley Eailroad Company(now an integral part of the Chicago & North-Western Eailway) is 1.372.85 milesin length; it begins at an intersection with this company's railway in the city ofFremont, Neb., and extends in a general northwesterly and westerly direction throughthe State of Nebraska to Casper, in the State of Wyoming. Its branches extend to

THE SNOWPLOW SNOWBIRD.

OPENING THE EOAD IN 1881.

A TYPE OF WOOD BTJENnSTG ENGINES. SEE PAGES 26


the city of Omaha, South Omaha, Lincoln, Superior, Hastings and Albion, in the

State of Nebraska; from Norfolk, Neb., to Bonesteel, S. D., and from Dakota Junc-

tion, Neb., to Hot Springs, Eapidi City, Deadwood, Lead, Belle Tourehe, and other

important points in and adjacent to the Black Hills, S. D.; it also owns and operates

a syitem of narrow-gauge railways serving in the mining districts of the Black HUls,beyond Deadwood."

The Trans-Missouri corporation now passes out of existence and its

road becomes a division of the Chicago & North-Western Eailway proper.

FOETY-FIPTH FISCAL TEAE—JUNE 1, 1903, TO JUNE 30, 1904

THE NEW GENEEAL OFFICE BUILDING

The report for this fiscal year advised the stockholders that the com-pany some months ago purchased a lot on the corner of Jackson Boulevard

and Franklia Street in Chicago^ and is now erecting on it a 14-story

building for use as a general office building; C. S. Frost and A. H.Granger are the architects. It is expected it will be completed and

occupied in the spring of 1905. It will be the largest and most com-

modious office building owned by any railroad company in Chicago.

VIADUCTS IN CHICAGO

In several of the reports mention is made of building viaducts over

the tracks of the company in Chicago, and as it is believed this company

took the lead in that work, it has been thought fit to record here what

the company has done in that way. The earliest mention that is found

was of a viaduct the city of Chicago proposed to build over the North-

Western tracks where they cross State Street and, by agreement with the

city, under date of May 13, 1864, this viaduct was built. Under similar

or other contracts the following viaducts have been built and opened in

the years mentioned: Halsted Street, 1870; Indiana Street, 1870; Brie

Street, 1873; Clark Street, 1873; Canal Street, 1874; Halsted Street

(North), 1875; Blue Island Avenue, 1877; Milwaukee Avenue

and Des'Plaines Street, 1877; Sangamon Street, 1881; Chicago Avenue

and Halsted Street, 1885; Center Avenue, 1885; Dearborn Avenue, 1889;

Ashland Avenue, 1889; Western Avenue, 1889; Ogden Avenue, 1893.

These structures, when constructed, were supposed to be for all time,

and that nothing further in the line of protecting the people against

their own carelessness would ever be needed. Already, however, their

doom has been pronounced, and track elevation is to take their place.

THE BUILDING OF THE CHICAGO SHOPS

Mention has already been made of the purchase of a large tract of

ground west of the then Chicago city limits on which the shops of the

company were to be built. Since that purchase the following shops,

together with many other small buildings, have been erected and placed

in use on that ground:


Length Widith

in inFeet Feet

Brick machine shop 552 x 120Brick machine shop annex 150 x 100Brick boiler shop 300 x 120Brick brass foundry 200 x 80Brick blacksmith shop 402 x 80Brick Galena Division roundhouse 760 x 84Brick Wisconsin Division roundhouse 456Brick Wisconsin Division roundhouse 876 x 70Wood Wisconsin Division coal chutes 208 x 31Wood Galena Division coal chutes 208 x 33Brick locomotive paint shop 200 x 66Brick car shop 302 x 80Brick car shop 802 x 80Brick upholstering department 302 x 80Brick planing mill 308 x 80Brick blacksmith and machine shop 308 x 80Brick lumber storage 140 x 40Brick blacksmith shop 308 x 80Wood dry lumber shed 126 x 38Brick storehouse 300 x 50Brick storehouse 300 x 60Brick record building 200 x 50Iron oil house 145 ^ 50Brick paint mill 38 j £8Wood general storage 400 x 32Brick car erecting shop 485 x 103Locomotive machine shop extension 350 x 30Laboratory and drawing room 82 x 50Laboratory and storage room 50 x 36Power station ÎZ x 100Power station extension ]^j2 x 37Boiler covering cement shed \\\ 34 x 24Locomotive lumber shed ..'.'.'.'. 38 x 14Extension locomotive tank and carpenter shop !l44 x 80Locomotive tank and wheel shop ..!!!!!.!!!! 200 x 80Extension locomotive tank and wheel shop '..'.'.'.'.".

144 x 80Blacksmith shop supply storage \\ 4g 3. 25Scale repairers ' shop ..............'. 40 x 20Wisconsin Division machine shop 40 x 20New roundhouse, Wisconsin division .'.'.'.'.' ." ....'".'.'

338 diameterNew roundhouse, Wisconsin Division '. ggg ^ 04Coal shed, Wisconsin Division '.'.'.'.'. 420 x 30Sand shed, Wisconsin Division I80 x 30Sand storehouse, Wisconsin Division '.'..'.'.'..'.'.'.. 82 x 18Supply house, Wisconsin Division ..".'..'.'.

408 x 16Switchman's house, Wisconsin Division ......".". 8 x 6Office and storerooms, Wisconsin Division 60 x 20Office and storerooms, Wisconsin Division. . ^9'{ ^ ^Tan house for heating ducts 00 oaTan house for heating ducts ,n

^9^

Office trainmaster freight terminals '.

7, itVarnish shop '%^ \°Varnish shop 302 x 80

PaintShop 30?^ 70

Dry kiln 302 x 80

Puel oil house °° ^ ^5

Smithy coal storage 36 x 24

Paint stock house '.'.!!!".!!!!'.fn

^^

Ice house 40 x 3060 X 24


Length Widthin in

Feet FeetOil house 50 X 50Bolt house 65 X 27Storage building 100 x 18Scrap paper storage building 60 x 10Locomotive supply storage 40 x 18Oil house 35 x 3115 stall machine shops 362 x 188Wheel and stripping shops 189 x 150

All of these shops are equipped with the most modern machinery andare rim and lighted by electricity.

In addition to these large buildings there are many smaller but equally

substantial structures in use on the grounds.

PAINT PLANT AND PAINT MAKINGAll of the paint used on all of its buildings, bridges, cars, and engines

by the company on aU parts of its lines is prepared by the chemistof the company in a specially arranged building on the Chicago shopsground.

"Iron" paint is the standard for all outdoor structures.

The iron ore for making this paint is mined in "Wisconsin expressly

for this company, and is shipped to this plant, where it is roasted, ground,blended, and mixed ready for use. The grinding of the roasted ore is donein a Cyclone pulverizer that reduces the ore to an impalpable powder, that

is left without any grit whatever.

Standards have also been fixed for all paints of all the colors used bythe company, and all of them are manufactured in this plant xmder the

direct supervision of the chemist of the company.The president, in his report for this year, said

:

"The fiscal year of the company having been changed by the board of directorsto close on June 30th instead of May 31st, * * * this report is made to includethe thirteen months from the end of the previous fiscal year (May 31, 1903) to the

end of the new fiscal year (June 30, 1904).Details of Income Account for the Twelve Months Ending June 30, 1904.

Average number of miles operated for twelve months, 7,403.97.

Gross Earnings fob Iwelve Months.From passengers $13,027,708.46From freight 37,254,538.88

From express, mail, and miscellaneous 3,052,386.52

Total gross earnings for twelve months $53,334,633.86

Opeeating Expenses and Taxes foe Twelve Months.

Operating expenses (66 35-100 per cent ofgross earnings) $35,389,303.96

Taxes 1,837,805.33

37,227,109.29

Interest on bonds and interest (including afuU year's interest on Fremont, Elkhorn& Missouri Valley Railroad bonds) was. . $7,035,718.26

The dividends, viz.: 8 per cent on preferred stock and 7 per

cent on common stock (including a full year's dividendon the increase in capital stock, as against a half year's

dividend for the preceding year) were 5,174,924.00

122 HISTOKY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM

MILES OF BAIIJKOADMiles,

The total number of miles of railroad owned June 20, 1904, was 7,310.25In addition to which the company operated:

Under Lease—St. Paul, Eastern Grand Trunk (Clintonville, Wis., to

Oconto, Wis., and branches) 60.02DePue, Ladd & Eastern Eailway (Ladd, HI., to Seaton-

ville, 111.) 3.25

TJndek Trackage Eights—Peoria & Pekin Union Eailway (in the city of Peoria, 111.) 2.02Indiana, Illinois & Iowa Eailroad (ChurchiU, HI., to

Ladd, 111.) 2.80Union Pacific Eailroad (Broadway Station, Council Bluffs,

Iowa, to South Omaha, Neb.) 8.73Chicago, St. Paul, Minneapolis & Omaha Eailway (Blair,

Neb., to Omaha, Neb.) 24.70

63.27

38.25

Total number of miles operated June 30, 1904 7,411.77The above mileage i» located as follows:

Miles.

In Illinois 685.02In Wisconsin 1,778.65In Michigan 521.19In Iowa 1,581.24In Minnesota 650.30In South Dakota 948.36In North Dakota 14.28In Nebraska 1 102.27In Wyoming 'l30.46

7,411.77The company had in operation June 30, 1904, in addition to the above, 843.45

miles of second, third, and fourth main track, and 2,592.97 miles of sidings and yardtracks, making a total mileage of all tracks, both owned and operated, of 10,848.20miles.

CAPITAL STOCKThe company's authorized capital stock i« one hundred million dollaxs

($100,000,000), of which the following has been issued to June 30, 1904:Preferred stock and scrip, outstanding $22,395 120.00Preferred stock and scrip, owned by the company 3 834.56

Total preferred stock and scrip $22 398 954.56Common stock and scrip, outstanding $48 336 062.92 ' '

Common stock and scrip, owned by the company 2^338'413!o5

Total common stock and scrip gQ g^^ ^j^ qjTotal capital stock and scrip, June 30, 1904 $73'073'430 53

PASSENGER TEAFFICThe details of passenger earnings and trafiBc for the twelve months ending June

30, 1904, compared with the preceding twelve months, were as follows:

1903 1904Passenger earnings $12,161,997.00 $13,027,708.46Passengers carri ed 20,258,553 21,395,312Total number of passengers carried one mile 602 794 276 645 075 111


FEEIGHT TEATFIOThe details of freight traffic for the twelve months ending June SO, 1904,

compared with the preceding twelve months, were as follows:

1903 1904 Amt. Increase

Freight earnings $35,811,007.74 $37,254,538.88 $1,443,531.00Tons of freight carried 30,498,440 28,128,810Tons of freight carried one mUe 4,042,788,811 4,066,140,935

TEACK ELEVATION IN CHICAGOThe elevation of the Mayfair Cut-OfE between Chicago and Milwaukee avenues,

referred to in the last annual report, is being completed by the elevation of the section

between Chicago Avenue and North Avenue, which will be finished this year. * * *

The work of elevating the Galena Division main tracks in Kinzie Street, fromAda Street to Kedzie Avenue, a distance of 2.4 miles, has been commenced, and will,

when completed, give a much-needed four-track system from Chicago shops (WestFortieth Street) to Ada Street, and a three-track system from Ada Street to the

junction of the Galena and Wiseonsin divisions just west of the Wells Street passengerstation. * * » This work will make the elevation of the Galena Division trackscontinuous from Ada Street to West Eortieth Street.

TEACK ELEVATION IN IMILWAUKEEAn agreement for the elevation of 1.6 miles of the Madison Division in Milwaukee

has been entered into, the work to be commenced when the city shall have completedcertain arrangements with the government for the change in the channel of theKinnickinnia Eiver. * • •

TEACK DEPEESSION IN MILWAUKEEUnder an agreement vrith the city of Milwaukee this company last year com-

menced the depression of its tracks in the Eighteenth Ward, from a point south ofLa Payette Place to a point north of Polsom Place, a distance of 2.08 miles, themaximum depression being nineteen feet below the original level at North Avenue.

This work will, by the construction of viaducts, eliminate eight grade crossings o'f

streets, on two of which there is a heavy electric street-car traffic. The crossings ofthree other streets included in this territory are vacated. In connection with this

work there is under construction a third track, which will extend from the WisconsinStreet Depot, MUwankee, through the depression to Lake Shore Junction, where the

Ashland Division joins the Wisconsin Division, a distance of 3.47 miles. Both of these

pieces of work wiU be completed this year, and will relieve the company of thedifficulties heretofore experienced in entering and leaving the city on the north.

NEW EAILWAYS AND EXTENSIONSThe congestion caused by the freight and passenger traffic in the suburban district

from Bvanston to Lake Forest has for some time indicated the necessity for third andfourth tracks for economical operation. A careful investigation of the problemdeveloped the fact that these tracks could be constructed on an independent line in

the Skokie Valley and located from two to three miles west of the main line with its

populous suburbs, thus avoiding the delays and dangers incident to the operation oftrains on adjoining tracks while suburban trains were receiving and dischargingpassengers, and also the risks incident to the numerous grade crossings in these

suburbs, which would be multiplied by the additional tracks. The third and fourthtracks were therefore constructed from a point on the Mayfair-Evanston Cut-OfE, just

north of the crossing of the north branch of the Chicago Eiver, to a junction with themain line of the Milwaukee Division at Lake Bluff, a distance of 22.22 miles.* * * Since these tracks have been in operation the economy and relief have beenmarked, and will be greater in the future. * * *

The branch line from Eland Junction to Elderon has been extended from thelatter point to Eosholt, a distance of 11.62 miles.

The Chicago, Iowa & Dakota Eailway, extending from Eldora Junction, Iowa,to Alden, Iowa, a distance of 26.40 miles, was acquired by purchase during the year,ajid is now a part of the company's Northern Iowa Division.

124 HISTORY OF THE3 CHICAGO & NOETH-WBSTBEN RAILWAY SYSTEM

TIMBEE-PKESEEVING PI.ANTA modern timber-preserving plant for the treatment of track ties by the zine-

tannin process has been completed and fully equipped at Eseanaba, Mich., this locationbeing convenient to the sources of supply. It has a capacity for the treatment of onemillion ties per year, and is provided with all the necessary storage and working tracksrequired for economical operation. The increasing price of track ties, together withtheir comparatively short life, has made this investment a necessity.

PURIFYING WATER FOE LOCOMOTIVESPlants for treatment of water for locomotive use have been constructed at

Missouri VaUey, Iowa, and Spring Valley, 111., and elsewhere, and are in satisfactoryoperation.

EQUIPMENT OF ENGINES AND CARSThe equipment owned and on hand June 30, 1904, is as follows:

Number of engines 1,307

First-class passenger cars 571 Milk cars 51Parlor cars 32 Boarding cars for men 34Chair cars 44 Box freight cars 27,402Buffet and cafe cars 15 , Eefrigerator cars 1,209Dining cars 14 Ballast cars 254Second-class passenger cars 48 Gondola cars 8,894Combination cars 130 Platform cars 4,538Baggage and express cars 198 Live-stock cars 4,075Mail cars 62 Ore cars 4,505Officers and directors' cars 6 Pile-driving, excavator, etc., cars. . 54Caboose cars 667 Rotary snow plows 4

Total number of cars 52,807

FORTY-SIXTH FISCAL YEAR—JULY 1, 1904, TO JUNE 30, 1905

The results of the operations for the fiscal year ending June 30, 1905,were as follows:

Average number of miles operated, 7,408.13.Geoss Earnings.

From passengers $13,339,713.94From freight 39,292,830.47From express, maU and miscellaneous 3,112,730.76

Total gross earnings $55,745,275.17Operating Expenses and Taxes-

Operating expenses (65.4 per cent of gross earn-™gs) $36,459,334.91

Taxes (3.93 per cent of gross earnings) 2,189,976.74

38,649,311.65

Net earnings $17,095,963.52Other Charges.

Interest on bonds and interest $7,006 576.36(Note—This is the net amount after makingthe usual deductions for dividends received onC. St. P. M. & O. Ey. preferred and commonstock.)

Sinking funds 225,000.00

7,231,576.36

„ T ' $9,864,387.16Add Othee Income5531435.00

Net income$10,417,822.16


Dividends (8 per cent on preferred stock and 7 per cent on commonstock) 5,174,924.00

Surplus net income $5,242,898.16Less amount of expenditures for construction, improvements and per-

manent additions to the property deducted from the surplus netincome for the year by authority of the Board of Directors 4,600,000.00

Balance income for the year $642,898.16

The results as compared with the preceding year were as follows:

Passenger earnings increased $ 312,005.48Freight earnings increased 2,038,291.59Express, mail and miscellaneous earnings increased. .

.

60,344.24

Increase in earnings $2,410,641.31Operating expenses increased $1,070,030.95Taxes increased 352,171.41

Increase in operating expenses and taxes .... 1,422,202.36

Increase in net earnings $988,438.95

MTT.TiS OF BAimOADMiles.

The total number of miles of railroad owned June 30, 1905, was 7,306.61In addition to which the company operated:

TJinjER Lease—St. Paul, Eastern Grand Trunk EaUway ( ClintonvUle,

Wis., to Oconto, Wis., and branches) 60.02DePue, Ladd & Eastern Bailway (Ladd, El., to Seaton-

ville, m.) 3.25

63.27

Under Teackagb Rights—Peoria & Pekin Union Eailway (in the city of Peoria,

HI.) 2.02

Indiana, Illinois & Iowa Railroad (Churchill, HI., to

Ladd, HI.) 2.80

Union Pacific Railroad (Broadway Station, Council

Bluffs, Iowa, to South Omaha, Neb.) 8.73

Chicago, St. Paul, Minneapolis & Omaha Eailway (Blair,

Neb., to Omaha, Neb.) 24.7038.25

Total number of miles operated June 30, 1905 7,408.13

The above mileage was located as follows:

Miles.

In Illinois 685.02

In Wisconsin 1,778.65

In Michigan 521.19In Iowa 1,577.60

In Minnesota 650.30

In South Dakota. 948.36

In North Dakota 14.28

In Nebraska 1,102.27

In Wyoming 130.46

7,408.13


CAPITAL STOCK

The company's authorized capital stock was one hundred million dollars

($100,000,000), of which the following had been issued to June 30, 1905:

Preferred stock and scrip, outstanding $22,395,120.00

Preferred stock and scrip, owned by the company 3,834.56

Total preferred stock and scrip $22,398,954.56

Common stock and scrip, outstanding $48,335,937.92

CSommon stock and scrip, owned by the company 2,338,538.05

Total common stock and scrip 50,674,475.97

Total capital stock and scrip, June 30, 1905 $78,073,430.53

PASSENGER TRAFFIC

The passenger earnings and traffic for the year ending June 30, 1905,

compared with the preceding year, were as follows

:

Passengers Cakeied. 1904 1905

Krst class 8,561,557 8,041,100

Emigrant 13,147 13,026

Bound trip and excursion 1,851,478 1,932,438

Commutation 10,969,130 11,529,739

Totals 21,395,312 21,516,303

FREIGHT TRAFFIC

The earnings from freight traffic for the year ending June 30, 1905,

compared with the preceding year, were as follows: 1904, $37,254,538.88;

1905, $39,293,830.47—an increase of $2,038,291.59, or 5.47 per cent.

TRACK ELEVATION IN THE CITY OF CHICAGO

The elevation of the section of the Mayfair Cut-Off between Chicago

and North Avenues, together with the elevation of the Wisconsin Division

Freight Yard at West Fortieth Avenue and the Belt Line Transfer

Yard at Division Street, in progress at the date of the last annual report,

was finished during this fiscal year, thus completing the elevation of this

Cut-Off from West Fortieth Avenue to Mayfair, a distance of 5.60 miles.

The work of elevating the Galena Division main tracks in Kinzie

Street, from Ada Street to Kedzie Avenue, a distance of 2.4 miles, referred

to at length in the last annual report, made satisfactory progress during

the year.

An ordinance was adopted by the common council of the city of Chicago

requiring the elevation of the company's South Branch tracks located in

Eockwell and Sixteenth Streets, from' the south line of West Taylor

Street to the west line of South Canal Street, a distance of 3.01 miles.

On that portion of the elevation extending from near Western Avenueto Canal Street, a distance of 2.3 miles, work was initiated.

TRACK DEPRESSION IN THE CITY OF MILWAUKEEThe depression of the company's main tracks in the Eighteenth Ward

of the city of Milwaukee, from a point south of La Fayette Place to a

point north of Folsom Place, a distance of 2.08 miles, and also the

construction of a third main track from the Wisconsin Street Depot,

through the depression, to Lake Shore Junction, a distance of 3.46 miles,

referred to in the last annual report, was completed.


THE NEW GENERAL OFFICE BUILDING IN CHICAGOThe company's new general office building, located at the north-

east corner of Jackson Boulevard and Franklin Street, in the city of

Giicago, was completed and occupied by the various departments during

the month of June, 1905.

NEW TRACK AND BUILDINGS

At Ashland, Wis., a new iron ore track, with modern appliances andequipment, was constructed. The dock proper is 1,404 feet long and 50

feet wide. It contains 234 ore pockets, each having a capacily of 180

tons, and has a total working capacity of 43,130 tons.

On the Galena Division, third and fourth maiu tracks were underconstruction from Melrose Park to Elmhurst, lU., a distance of 3.80

miles, and a third main track was being constructed from Cortland to

DeKalb, lU., a distance of 2.54 miles.

On the Milwaukee Division, third and fourth main tracks were being

constructed from St. Francis to Bay View, Wis., a distance of 1.61 miles.

NEW RAILWAYS AND EXTENSIONSThree railway companies were organized during the year for the

purpose of building, in the interest of this company, the following newlines of railway located in the States of Wyoming, Wisconsin andIllinois, the construction of which was in progress.

WYOMING & NORTH-WESTERN RAILWAYThis railway is located from Casper, Wyo., the present western terminus

of the N'ebraska & Wyoming Division of the Chicago & North-Western

Eailway, and extends in a general northwesterly direction through the

central portion of Natrona County to the east line of the Shoshoni Indian

Eeservation, and thence to Lander, in Fremont County, Wyoming, a

distance of 148.3 miles.

MANITOWOC, GREEN BAY & NORTH-WESTERN RAILWAYBeginning at the north end of the Calumet Yard, in Manitowoc, Wis.,

this railway will extend to an intersection with the Northern Wisconsin

Division of the Chicago & North-Western Eailway at a point 1.36 miles

south of Green Bay, Wis., a distance of 35.79 nules, and from an inter

section with the Peninsula Division of the Chicago & North-Western Eail-

way at Duck Creek, Wis., to an intersection with the Ashland Division

at a point 1.31 miles north of Gillett, Wis., a distance of 29.88 mUes; also

from Pulaski, Wis. (a station on the section of the railway between DuckCreek and Gillett), to an intersection with the Ashland Division at

Eland Junction, Wis., a distance of 48.38 miles, its total length being

114.05 miles.

The completion of this railway, and of the extension under construction

from Laona, Wis., to Saunders, Mich., elsewhere referred to herein, wiU

further unite the company's Ashland and Peninsula Divisions and wiUeffect important savings in distance between points on those divisions in

Northern Wisconsin and Michigan and points south of Manitowoc, as com-

pared with the distances which obtain via the existing lines through Green


Bay and Fond du Lac, over whieh a large volume of traffic now passes.

The maximum grades and curvature of the new railway will also bemuch less than on the old lines.

MILWAUKEE & STATE LINE RAILWAYThis is a double-track railway extending from an intersection with

the present third and fourth main tracks of the Milwaukee Division of

the Chicago & North-Western Eailway at a point 1.73 miles south of theLake Bluff, 111., passenger station, in a northern direction through LakeCounty, Illinois, thence through Kenosha, Eacine and Milwaukee Counties,

Wisconsin, to an intersection with the Milwaukee Division main tracks

near St. Francis, Wis., a distance of 50.34 miles. The construction ofthis railway, and of the third and fourth main tracks between St.

Francis and Bay View, Wis., will provide a continuous four-track systembetween the cities of Chicago and Milwaukee.

In further developing the timber resources of Northern Wisconsin,

the company has undertaken the construction of two branch railwaysextending from points on its Ashland Division, one from Laona, Wis.,

to an intersection with the Peninsula Division at Saunders, Mich., adistance of 29.53 miles; the other from Mercer, Wis., to the PresqueIsle District, a distance of 20.49 miles.

FORTY-SEVENTH FISCAL YEAB^^JULY 1, 1905, TO JUNE 30, 1906

The results of the operations of the Chicago & North-Western EailwayCompany for the fiscal year ending June 30, 1906, were as follows:

Average number of miles operated, 7,428.77.

Geoss Earnings.Prom passengers $14,441,415.07From freight 45,80S,852.58From express, mail and miscellaneous 3,237,310.33

Total gross earnings $63,481,577.98Opebating Expenses and Taxes.

Operating expenses (62.68 per cent of gross earn-ings) $39,789,099.17

Taxes (3.82 per cent of gross earnings) 2,437,176.68

42,216,275.85

Net earnings $21,265,302.13Other Charges.

Interest on bonds and interest $6,816,329.34(Note—This is the net amount after making

the usual deductions for dividends re-ceived on C. St. P. M. & O. Ey. preferredand common stock.)


7,041,829.34

. „ ^ $14,223,472.79Add Other Income 577 080 00

Net income$14,800,552.79

DlvniENDS (8 per cent on preferred stock and 7 per cent on common^°'^^'>

6,483,913.50

Surplus net income$8,316,639.29


Less amount of expenditures for construction, improvements and per-

manent additions to the property deducted from the surplus netincome for the year by authority of the Board of Directors 6,000,000.00

Balance income for the year $2,316,639.29

The results as compared with the preceding year were as follows

:

Passenger earnings increased $1,101,701.13Freight earnings increased 6,510,022.11

Express, mail and miscellaneous earnings increased. . .

.

124,579.57

Increase in earnings $7,736,302.81Operating expenses increased $3,329,764.26Taxes increased 237,199.94

Increase in operating expenses and taxes. . . .• 3,566,964.20

Increase in net earnings $4,169,338.61

MILES OF EAII.ROADMiles.

The total number of raUes of railroad owned June 30, 1906, was 7,352.06In addition to which the company operated:

Under Lease—St. Paul, Eastern Grand Trunk Eailway (Clintonville,

Wis., to Oconto, Wis., and branches) 60.02DePue, Ladd & Eastern Eailway (Ladd, 111., to Seaton-

viUe, m.) 3.25

63.27

Under Trackage Rights—Peoria & Pekin Union Railway (in the city of Peoria,

ni.) 2.02Indiana, Illinois & Iowa Railroad (Churchill, lU., to

Ladd, m.) 2.80Union Pacific Railroad (Broadway Station, CouncU

Bluffs, Iowa, to South Omaha, Neb.) 8.73

Chicago, St. Paul, Minneapolis & Omaha Railway (Blair,

Neb., to Omaha, Neb.) 24.70

38.25

Total number of miles operated June 30, 1906 7,453.58

The above mileage is located as follows:

Miles.

In Illinois 685.02In Wisconsin 1,826.42In Michigan 519.88In Iowa 1,577.60In Minnesota 650.30In South Dakota 948.36In North Dakota 14.28In Nebraska 1,101.26In Wyoming 130.46

7,453.58

CAPITAL STOCKTor the purpose of obtaining funds to improve and extend the com-

pany's property and to provide additional equipment, as well as for

other proper corporate purposes, and in pursuance of the authority


heretofore conferred by the stockholders and voting bondholders of the

company, the board of directors authorized during the year additional

issues of common stock and scrip, as follows

:

To the stockholders of record on June 1, 1905, an amount equal to 15per cent of their holdings $10,609,230.00

To the stockholders of record on April 2, 1906, an amount equal to

20 per cent of their holdings 16,267,400.00

Total $26,876,630.00

The company's authorized capital stock was one hundred milliondollars ($100,000,000), of which the following had been issued toJune 30, 1906:Preferred stock and scrip outstanding $22,895,120.00Preferred stock and scrip owned by the company 3,834,56

Total preferred stock and scrip $22,398,954.56Common stock and scrip outstanding $75,182,742.92Common stock and scrip owned by the company 2,334,003.05

Total common stock and scrip 77 516 745.97


FUNDED DEBTThe outstanding bonds of the company were decreased $3,862,000, and

the company's bonds in sinking funds $149,000, during the year endingJune 30, 1906. Of the total decrease, $133,000 was due to the operationof the sinking funds and $3,878,000 was on account of the retirementof bonds at maturity.

PASSENGEK TEATFICThe passenger earnings and traffic for the year ending June 30, 1906,

compared with the preeediag year, were as follows: 1905, $13,339,713.94;1906, $14,441,415.07.Passengers Cabried. 19Q5 jggg

l^""?*class 8,041,100 8,519,759

Jiimigrant 1^ 026 15 103Bound trip and excursion '.'.'.'.'.'.'.'.

1,932'438 2,125491Commutation 11,529,739 12,316,982

T°*al^ 21,516,303 22,977,335

FEEiaHT TRAFFICThe earnings from freight traffic for the year ending June 30, 1906,

compared with the preceding year, were as follows : 1905, $39,292 830 47 •

1906, $45,802,852.58. ',oov.^<,

TRACK ELEVATION IN THE CITY OF CHICAGO AND VICINITYThe elevation of the Galena Division main tracks in Kinzie Street,

from Ada Street to Kedzie Avenue, a distance of 2.4 miles, in progressat the date of the last annual report to the shareholders, had beencompleted. This work included the elevation of the main tracks to aheight of fourteen feet above their former level, the construction of ninenew subways and the reconstruction of one subway, the construction ofretaining wall, nearly continuous, on the north side, and in places on


the south side, of the company's right of way, the taking down of twolarge street viaducts, and the paving of Kinzie Street on the north side

of the elevation for a distance of one mile, including the lowering of

water mains and the reconstruction of sewers; also the construction offour interlocking plants and the extension of the automatic signal system.

The elevation of these tracks had resulted in the elimination of eight gradecrossings.

The elevated main tracks on the Galena Division were now continuousfrom Ada Street to North Forty-sixth Avenue, a distance of 4.1 mUes,the numher of tracks elevated being as follows:

Prom Ada Street to Western Avenue 4From Western Avenue to Kedzie Avenue 9From Kedzie Avenue to North 40th Avenue 5From North 40th Avenue to North 46th Avenue 3

The elevation of the company's south branch tracks in SixteenthStreet, Chicago, referred to in the last annual report, had been inprogress during the year. A large amount of the preliminary work, suchas tiie building of retaining walls, foundations for subways, etc., had beencompleted. Two tracks had thus far been elevated between Wood andLoomis Streets.

An ordinance had been adopted by the common council of the city of

Chicago requiring the elevation of this company's main tracks on theMilwaukee line from Balmoral Avenue to the northern city limits at

Howard Avenue, a distance of 2.74 miles. A similar ordinance had beenadopted by the city of Bvanston requiring the continuation of this elevation

through that city from Howard Avenue to the northern city limits just

beyond Livingston Avenue, a distance of 3.98 miles.

SUNDRY CONSTRUCTIONAn ordinance recently adopted by the city council of Sheboygan, Wis.,

permitted the construction by the company of a cut-off through that city

and warranted it in proceeding with the construction of extensive im-provements in the passenger and freight facilities at that important station.

The cut-off will be 4.13 miles in length and will enable the company to

effect a saving distance and avoid the heavy grades and numerous gradecrossings on its present line through that city.

RELOCATION WEST OF LONG PINE, NEB.

The main line of the company west of Long Pine, Neb., on theNebraska & Wyoming Division, was relocated for a distance of 1.97 miles,

resulting in a saving in distance of one mile, the elimination of 209degrees of two and three-degree curvature, and important grade reductions

as compared with the old line. This work involved the construction of

595 feet of steel trestle.

NEW RAILWAYS AND EXTENSIONSEeference was made in the last annual report to the Wyoming & North-

western Eailway, the Manitowoc, Green Bay & North-Western Eailway,

the Milwaukee & State Line Eailway, and to two branch railways, then

under construction in the interest of this company. During the year


covered by this report progress had been made toward the completion of

these new railways, as follows:fcfc.-r-_-r^Tr.-r ...vzTT

-y^^Qjyjjjjjj ^ NORTH-WESTERN RAILWAYThe Wyoming & JSTorth-Westem Eailway had been nearly completed

and was opened for traffic during the month from Casper, Wyo., to Sho-shoni, a new town located near the eastern boundary line of the Shoshoni

Indian Eeservation in Wyoming, a distance of 102.4 miles. FromShoshoni to the company's proposed terminus at Lander, Wyo., a distance

of 45.7 miles, the construction of the railway was well advanced.

MANITOWOC, GREEN BAY & NORTH-WESTERN RAILWAYThe Manitowoc, Green Bay and North-Western Eailway had been

completed from Manitowoc, Wis., to the east side of the Pox Eiver, near

Green Bay, Wis., a distance of 34.74 miles. The bridge over the PoxEiver, near Green Bay, and the remaining sections of the railway extend-

ing from Duck Creek, Wis., to Gillett, Wis., a distance of 29.88 miles, andfrom Pulaski, Wis., to Eland Junction, Wis., a distance of 48.38 miles,

were under construction and would be completed during the ensuing

Autumn.

MILWAUKEE & STATE LINE RAILWAYThe Milwaukee & State Line Eailway, extending from an intersection

with the present third and fourth main tracks of the Milwaukee line, near

Lake Bluff, 111., to an intersection with the third and fourth maintracks of that line, near St. Francis, Wis., a distance of 50.34 miles, wasnear completion and, it was expected, would be opened for traffic duringthe month of October, 1906. This is a double-track railway and provides

the company with a continuous four-track system between the cities of

Chicago and Milwaukee.

The branch railways extending from near Laona, on the AshlandDivision, in Wisconsin, to an intersection with the Peninsula Divisionat Saunders, Mich., a distance of 29.51 miles, and from Mercer, Wis., to

the Presque Isle District, a distance of 19.49 miles, were completed andopened for traffic.

NEW ROADS PROJECTEDThe president said:'

' Since the publication of the last annual report to the shareholders the companyhas undertaken, through the medium of proprietary companies organized in its

interest, the construction of the following new railways:

PIERRE & FORT PIERRE BRIDGE RAILWAY"This railway will extend from an intersection with the Dakota Division of

the Chicago & North-Western Eailway, in the city of Pierre, South Dakota, to aninteriection with the Pierre, Rapid City & North-Western Railway, hereafter referredto, 0.2 miles north of Fort Pierre in Stanley County, South Dakota, a distance of1.79 miles. The crossing of the Missouri Eiver will be effected by the constructionof a bridge between Pierre and Fort Pierre. The substructure of this bridge willconsist of seven masonry piers carrying the superstructure and one up-stream pro-tection masonry pier for the draw span. The superstructure will consist of fourfixed spans, each 350 feet long, and a draw span 445 feet long, its total length fromcenter to center of end piers being 1,864 feet. The draw span provides for two clearopenings, each 200 feet wide.

HISTORY OF THE CHICAGO & NORTH-WBSTBKN RAILWAY SYSTEM 133

PIEEKE, KAPID CITY & NOETH-WESTEEN EAILWAY"This railway begins at an intersection with the Pierre & Fort Pierre Bridge

EaUway, 0.2 miles north of Port Pierre, South Dakota, and extends in a general

westerly direction, traversing portions of Stanley, Lyman and Pennington counties,

in South Dakota, and terminates at an intersection with the Nebraska & WyomingDivision of the Chicago & North-Western Railway at Rapid City, a distance of165.47 mUes. The construction of this railway was well advanced and would becompleted in the early part of 1907.

"The company had also undertaken the construction of an extension fromBonesteel, South Dakota, to Gregory, South Dakota, a distance of 25.93 miles, andwould be completed during the ensuing fiscal year. This extension will pass throughGregory County, which embraces that portion of the Rosebud Indian Reservationopened to settlement in 1904, and wiU terminate near the present eastern boundaryof that reservation.

EQUIPMENT

On June 30, 1906, the road had:

Locomotive engines

:

Milk cars 51Number of engines 1,342 Box freight cars 30,010

Cars: Refrigerator cars 1,838

Krst-class passenger cars 619 Ballast cars 254Parlor cars 37 Gondola cars 8,894

Chair cars 46 Platform cars 4,538

Buffet and cafe cars 19 Live stock cars 5,075Dining cars 14 Ore cars 4,505

Second-class passenger cars 48 Boarding cars for men 34Combination cars 130 Pile driving, excavator, etc., cars. . 60Baggage and express cars 208 Rotary snow plows 4Mail cars 62Officers' and directors' cars 7 Total number of cars 57,155Caboose cars 702

FOETY-EIGHTH FISCAL TEAE—JULY 1, 1906, TO JUNE 30, 1907

The result of the operations of the Chicago & Korth-Western Eailway

Company for the fiscal year ending June 30, 1907, were as follows:

The results of the operations of the Chicago & ISTorth-Westem Eailway

Company for the fiscal year ending June 30, 1907, were as follows:


Geoss Eabnings.

From passengers $16,111,788.70

Prom freight 49,083,246.20

Prom express, mail and miscellaneous 3,683,896.42

Total gross earnings $68,878,931.32

Opeeating Expenses and Taxes.

Operating expenses (65 3/100 per cent of gross

earnings) $44,789,025.33

Taxes (3 57/100 per cent of gross earnings) 2,464,733.94

47,253,759.27

Net earnings $21,625,172.05

134 history of the chicago & noeth-westbrn railway system

Otheb Ceabges.Interest on bonds and interest $6,361,186.39

(Note.—This is the net amount after makingthe usual deductions for dividends received onC. St. P. M. & O. Ey. preferred and common stock.)


6,586,186.39

$15,038,985.66Add Otheb Income 701,580.00

Net income $15,740,565.66Dividends (8% on preferred stock and 7% on common stock) . . . 7,910,177.50

Surplus for the year $7,830,388.16

MILES OF BAHAOASThe total mimber of miles of railroad operated Jime 30, 1907, was

7,623.91 nules.

The above mileage is located as follows:Miles.

In Illinois 685.02In Wisconsin , . 1,969.79In Michigan 519.88In Iowa 1,577.60In Minnesota 650.30In South Dakota 974.32In North Dakota 14.28In Nebraska 1,101.26In Wyoming 130.46

7,622.91

FASSENOEB TRAFFICThe passenger earnings for the year ending June 30, 1907, compared

with the preceding year, were as follows: 1906, $14,441,415.07; 1907.$16,111,788.70.

FREIGHT TRAFFICThe earnings from freight traffic for the year ending June 30, 1907,

compared with the preceding year, were as follows: 1906, $45,802,852.58:1907, $49,083,246.20—an increase of $3,280,393.62, or 7.16 per cent.

CAFITAl STOCKFor the purpose of obtaining funds for constructing, improving and

equipping the railway, and in pursuance of the authority heretofore con-ferred by the stockholders and voting bondholders of the company, theboard of directors authorized during the year an additional issue of com-mon stock and scrip, as follows

:

To stockholders of record on February 2, 1907, an amount equal to25% of their holdings $24,401,625.00

All of the above common stock and scrip has been issued and is out-standing. There has also been issued and sold during the year theunissued balance of common stock and scrip, amounting to $34,360, author-ized in the previous year by the board of directors to be issued to stock-holders of record on April 2, 1906.

OPENING THE EOAD IN MINNESOTA IN 1881.

This and another '' snow '

' cut and the cut of the '' Snow-

bird" snow plow give vivid evidence as to the Northernsnow blockade of 1880-1 and as to the means taken to raise

it. See pages 97 and 98.


There was no change in the preferred stock or preferred stock scrip

during the year.

The company's authorized capital stock is two hundred million dollars

($200,000,000), of which the following had been issued to June 30, 1907:

Preferred stock and scrip outstanding $22,395,120.00Preferred stock and scrip owned by the company 3,834.56

Total preferred stock and scrip $22,398,954.56

Common stock and scrip outstanding $99,615,863.82Common stock and scrip owned by the company 2,336,867.15



NEW PASSENGER TERMINAL IN THE CITY OF CHICAGOThe president said:

"To provide much needed facilities in the city of Chicago for the accommoda-tion of the growing passenger traffic of the Company, and to avoid the serious delaysand interruptions to that traffic now incident to the crossing of the north branch ofthe Chicago river, where the requirements of navigation are large and important, the

board of directors, after careful consideration of the possible expansion and adapt-ability of the present terminal, have authorized the construction of an entirely newpassenger terminal in another location. The plans contemplate a terminal havingsixteen tracks elevated above the plane of the streets, and located on the three blocksof land bounded by Lake street on the north, Madison street on the south, Canalstreet on the east, and Clinton street on the west, with two (four-track) elevjfted

approaches, one from the west and one from the north. The western approach will

leave the elevated tracks of the Galena Division near Ashland avenue and continueeastwardly along the northern part of the tier of blocks lying between Elnzie street

and Austin avenue to Jefferson street, a distance of 1.12 miles. The northernapproach will leave the elevated tracks of the Wisconsin Division near Carpenterstreet and extend in a southerly direction to Jefferson street, a distance of .90 miles.

The combined tracks of the two approaches will extend from Jefferson street to anintersection with the tracks of the terminal near Lake street, a distance of .30 mile.

'' Substantial progress has been made in the acquisition of the lands necessary

for the new terminal and the two approaches. '

'

TRACK ELEVATION IN THE CITY OF CHICAGO AND VICINITY"The work of elevating the Company's South Branch tracks, parallel to Six-

teenth street, from a point 550 feet east of Western avenue to the west line ofSouth Canal street, in the city of Chicago, a distance of 2.36 miles, has been con-

tinued during the year. Three tracks have been elevated to a maximum height of15.8 feet from Wood street to Union street, a distance of 1.35 miles; the construc-tion of 3,265 lineal feet of retaining walls and five subways has been completed;and foundations have been constructed for three subways. Two and 53/100 miles ofsidings, yard tracks and industry tracks have also been elevated, and the yard atAshland avenue has been paved. Street viaducts have been removed from over thetracks at Blue Island avenue. Center avenue and Halsted street. '

'

The elevation of the company's main tracks on the Milwaukee line fromthe end of the present elevation at Balmoral Avenue to the northernlimits of the city of Chicago at Howard Avenue, a distance of 2.74 miles,

had been in progress during the year. This work included the elevation

to a maximum height of 14 feet of two existing main tracks, the construc-

tion and elevation of one additional main track and the construction of

1.12 miles of freight yard tracks. It also included the construction of

4,693 lineal feet of retaining walls, 18 subways, a new stone depot andshelter at Kose Hill, and the raising of the brick and stone depot and


platforms at Eogers Park. The elevation of the three main tracks andthe construction of the freight yard tracks and the retaining walls werecompleted. The permanent subways were under construction.

SUNDRY CONSTRUCTION"Among the more important sundry betterments and additions to the

property of the company during the fiscal year were the following

:

At Omaha^ Neb., a considerable expenditure had been made in theconstruction of freight terminal buildings, team tracks, etc., upon thefour blocks of land between Webster and Davenport Streets, acquired bythe company for that purpose during the previous fiscal year.

The facilities at the company's shop plant at Chicago were materiallyincreased by the enlargement of two of the machine shops and theinstallation of additional tools and machinery.

At Sheboygan, Wis., the cut-off, 4.13 miles in length, had been com-pleted; a modern brick and stone passenger depot, freight house 395feet by 36 feet, cheese house, engine house and boiler house, had beenconstructed, and the track facilities enlarged and improved.

To provide additional facilities for the unloading of coal at Ashland,Wis., the company's coal dock, elevated trestle and dock front had beenextended and the necessary new appliances installed. The extension of thecoal dock was 204 feet in length and 32 feet in width; the extensionof the dock front was 216 feet in length. A fender, 87 feet in length,in line with the dock front, had also been constructed.

NEW ORE DOCK AT ASHI1A.ND

Material had been assembled at Ashland, Wis., and charged in theaccounts of the year, for the construction at that point, after the close ofnavigation, of a new Iron Ore Dock, 1,404 feet long and 50 feet wide. Thenew dock was to contain 334 ore pockets, each having a capacity of 195tons, and would have a total working capacity of 45,630 tons.

At Milwaukee, Wis., the property heretofore owned and operated bv TheAngus Smith Elevator Company and adjoining the Company's terminalin that city had been acquired. This property consisted of two grain ele-vators having a capacity of 1,000,000 and 800,000 bushels respectively, and91,890 square feet of land, with a dock frontage on the Milwaukee Eiverof 635 lineal feet.

To protect the slope of the Company's right of way, a block rubble retain-ing wall, from 21 to 27 feet in height and 900 feet in length, had beenconstructed between Bartlett and Bradford Streets in the City of Mil-waukee, AVis.

TRACK RAISING IN COUNCIL BLUFFSIn compliance with an ordinance adopted by the City of Council Bluffs,

Iowa, the tracks, bridges, platforms, streets and sidewalks in the vicinityof the Broadway Station in that city, and the company's bridges over IndianCreek had been raised from one to two feet in order to enable the city toimprove the drainage facilities in that locality.


NEW RAILWAYS AND EXTENSIONSThe following new lines of railway were completed and opened for

traflSc during the fiscal year

:

The Wyoming & North-Western Eailway, extending from Casper to

Lander, Wyo., a distance of 147.89 miles.

The Manitowoc, Green Bay & North-Western Eailway, between Mani-towoc and Eland Junction, Wis., and from Pulaski to Gillett, Wis., in all

123.20 miles.

The Milwaukee & State Line Eailway (double track), extending froman intersection with the third and fourth main tracks of the Milwaukee line

of the Chicago & North-Western Eailway, near Lake Bluff, 111., to anintersection with the third and fourth main tracks of that line near St.

Francis, Wis., a distance of 50.34 miles.

PIEEEE, EAPID CITY & NORTH-WESTEEN EAILWAYThis railway, extending from an intersection with the Pierre & Ft.

Pierre Bridge Eailway, .2 miles north of Ft. Pierre to Eapid City, S. D.,

a distance of 165.48 miles, was practically completed. The sections fromFt. Pierre to Phillip, a distance of 76 miles, and from Eapid City to Wasta,a distance of 45 miles, had been opened for traffic. It was expected that

the entire line would be opened for traffic during the month of August, 1907.

PIEEEE & FT. PIEEEE EEIDGE EAILWAYThis railway extends from an intersection with the Chicago & North-

Western Eailway at Pierre, S. D., to an intersection with the Pierre, EapidCity & North-Western Eailway, .2 miles north of Ft. Pierre, S. D., a dis-

tance of 1.79 miles, the crossing of the Missouri Eiver being effected by the

construction of a bridge between Pierre and Ft. Pierre. The substructure

of this bridge, consisting of seven masonry piers, had been completed. Theconstruction of the metal superstructure, consisting of four fixed spans, each350 feet in length, and a draw span 445 feet in length, was well advanced.

It was expected that the bridge would be completed and the railway openedfor traffic during the month of October, 1907.

EXTENSION FEOM BONESTEELThe extension from Bonesteel to Gregory, S. D., a idstance of 25.96

miles, under construction at the beginning of this fiscal year, had been

completed and opened for traffic. A further extension of this line fromGregory to Dallas, S. D., a distance of 4.84 miles, had been undertaken andwould be completed during the ensuing fiscal year.

EXTENSION IN WISCONSINAn extension had been completed during the year from Elton, Wis.,

easterly for a distance of 6.6 miles; an extension from the end of this line

to Langlade, Wis., a distance of 3.36 miles, was under construction. Anextension had also been completed from near Marathon City to Eib Falls,

Wis., a distance of 4.75 miles.

INCBBASB IN CAPITAL STOCKAt the annual and special meeting of the stockholders and voting bond-

holders of the company, held at its office in the City of Chicago, 111., on the

138 HISTORY OF THE CHICAGO & NOEXH-WESTEEN EAILWAY SYSTEM

18th day of October, 1906, afBrmative action was taken upon the ques-

tions of increasing the authorized capital stock of the company by anamount of common stock, each share of the par value of one hundred dol-

lars, sufficient to make the aggregate capital stock of the company twohundred million dollars ($200,000,000) par value, and of empowering the

Company's Board of Directors to issue its common stock from time to timefor any purpose allowed by law in such amounts (whether within the limit

authorized at such meeting or previously) as the Board of Directors maydetermine.

ALBANY EAILWAY BRIDGE COMPANYThe Chicago & North-Western Eailway Company had, during the year,

acquired the entire capital stock, except one share, of the Albany Eailroad

Bridge Company, owning the railroad bridge across the Mississippi Eiver

at Clinton, Iowa, which the Chicago & North-Western Railway Companyhad heretofore operated under lease.

FORTY-NINTH FISCAL YEAR--JTJLY 1, 1907, TO JUNE 30, 1908

In the annual report of this fiscal j'ear the president said:

"New classifications of accounts prescribed by the Interstate Commerce Com-mission became effective July 1, 1907, the beginning of the fiscal year for -which this

report is made; it is, therefore, not practicable to furnish in detail accurate com-parisons with the previous fiscal year. However, the results for the previous fiscal

year have been revised to conform substantially to the new classifications, and thecomparisons herein, while approximate, will indicate in a general way the fluctuationsof the two years."

The results of the operations of the Chicago & North-Western EailwayCompany for the fiscal year ending June 30, 1908, were as follows

:


Opeeating Eevenues.Freight revenue $41,949,629.54Passenger revenue 15,734,607.31Other transportation revenue 5,104,905.41Nontransportation revenue 430,201.93

Total operating revenues $63,219,344.19Opebating Expenses (65.87 per cent, of operating revenues) 41,641,313.63

Net operating revenue $21,578,030.56Outside Opeeations—Net deficit* 38 998.6O

Total net revenue $21,539,031.96Taxes Acceued 2 582 822 78

Operating income $18,956,209.18

* Operation of Dining Cars : heretofore included in Operating Expenses.Othee Income.

Rents—Credits $ 120,940.88Dividends on stocks owned 1 903 510.00Interest on funded debt owned ' 3*150.00Interest on other securities, loans and accounts.... 88l'962!78Miscellaneous income '388 25

Total other income 2 909 951 91

Gross income$21,866,161.09


Deductions fkom Geoss Income.

Eents—Debits $ 460,159.39Interest accrued on funded debt 7,502,172.00

Other interest 3,012.46


Other deductions 36,625.77

Total deductions from gross income 8,227,469.62

Net income $13,638,691.47

Dividends (8% on preferred stock and 7% on common stock) 8,764,272.00


MILES OF KAILBOADThe total number of miles of railroad owned June 30, 1908, was

7,398.99 miles.

Total miles of railroad operated June 30, 1908, 7,632.23.

The above mileage was located as follows

:

Miles,

In Dlinois 685.02


In Michigan 519.88

In Iowa 1,577.60

In Minnesota 650.30

In South Dakota 978.96

In North Dakota .' 14.28


In Wyoming 130.46

7,632.23

PASSENGER TRAFFICThe passenger earnings for the year ending June 30, 1908, compared

with the preceding year, were : 1907, $15,992,110.32 ; 1908, $15,734,607.31.

FREIGHT TRAFFIC


compared with the preceding year, were: 1907, $46,795,944.18; 1908,

$41,949,629.54.

CAPITAL STOCK

The company's authorized capital stock is two hundred million dollars

($200,000,000.00), of which the following had been issued to June 30, 1908

:

Preferred stock and scrip outstanding $22,395,120.00

Preferred stock and scrip owned by the Company. . .

.

3,834.56

Total preferred stock and scrip $ 22,398,954.56

Common stock and scrip outstanding $99,612,338.82

Common stock and scrip owned by the Company 2,340,392.15


Total Capital stock and scrip, June 30, 1908 $124,351,685.53


Funded Debt.

Bonds outstanding $133,236,500.00

C. & N. W. Ey. sinking fund debentures of 1933,

outstanding, issued for purchase of stock of

C. St. P. m! & O. Ry. Co 9,695,000.00

$142,931,500.00

Sundry bonds held by trustees of sinking funds. . 4,289,500.00

Bonds on hand owned by the Company and due

from trustee 17,702,000.00

$164,923,000.00

NEW PASSENGER TERMINAL IN THE CITY OF CHICAGO.

The company had acquired and was in possession of substantially all of

the lands needed for its new passenger terminal in the City of Chicago,

to which reference was made in the last annual report. Satisfactory prog-

ress was being made in the removal of buildings from the lands acquired,

preparatory to the commencement of the actual work of constructing the

new terminal and its two approaches.

TRACK ELEVATION IN THE CITY OF CHICAGO AND VICINITY

The work of elevating the company's south branch tracks, parallel to

Sixteenth Street, from a point 550 feet east of Western Avenue to the west

line of South Canal Street, in the City of Chicago, a distance of 3.36 miles,

referred to in the last annual report, had made progress during this fiscal

year as follows : The elevation to full height of the main tracks has been

extended from Wood Street to Robey Street, a distance of .38 miles ; solid-

floor steel subway bridges, on concrete abutments, had been completed at

Center Avenue, Morgan, Sangamon, Peoria, Newberry, Halsted and UnionStreets ; in the Wood Street yard 18.3 miles of track had been elevated, and

the team yards at JefEerson Street and at Ashland Avenue had been ele-

vated and paved. An elevated freight station (703 feet by 30 feet) hadbeen constructed between Halsted and Union Streets.

With the exception of the subway superstructures and paving the workof elevating the main tracks on the Milwaukee line from Balmoral Avenueto the northern limits of the City of Chicago at Howard Avenue, a distance

of 3.74 miles, was substantially completed during the previous fiscal yeax.

The permanent subways had now been constructed and the elevation entirely

completed. An ordinance adopted by the City of Bvanston required the

continuation of this elevation through that city from Howard Avenue to

the northern city limits beyond Livingston Street, a distance of 3.95 miles;

some preliminary work on this section had been done by the company duringthis fiscal year.

During this fiscal year the company had undertaken the elevation of the

main tracks of the Galena Division from North 46th Avenue to the Westernlimits of the City of Chicago at Austin Avenue, a distance of 1.77 miles.

This work included the elevation to a maximum height of 13 feet of the twoexisting main tracks, the construction and elevation of four additional maintracks, the construction of thirteen subways and of concrete retaining walls

on both sides of the right of way, and the erection of two new depots. Theconcrete retaining wall on the south side of the elevation had been com-


pleted; three tracks had been elevated to full height and carried on false

work over the street crossings and two tracks had been partially elevated.

The construction of the retaining wall on the north side of the elevation

was now in progress.

SUNDRY CONSTEUCTIONAmong the more important sundry betterments and additions to the

property of the company during the fiscal j'ear were the following

:

Modern brick, stone-trimmed, passenger stations at Norwood Park, 111.

;

Antigo, Wis. ; Pierre, S. D., and Norfolk, Neb., and a new freight house af

Fremont, Neb., had been completed.

At South Janesville, Wis., a new freight yard, containing 20.24 miles of

track, with a capacity for 800 cars, a brick engine house containing 30

stalls, brick shop building, 48 feet by 160 feet; coal house, oil house, car

repairers' building, yard office, coal chute, and other terminal buildings,

had been constructed.

At Winona, Minn., a new freight yard containing 5.24 miles of track,

with a capacity for 400 cars, a 300-ton storage, elevated, coaling chute on

concrete foundations, with steam hoisting engine, masonry cinder pit and

Eand tower, had been constructed.

At Huron, S. D., a brick engine house, containing 40 stalls, brick

machine shop, 100 feet by 120 feet and oil house, had been constructed.

At East Pierre, S. D., a new freight yard containing 7 miles of track

with a capacity for 350 cars, a brick engine house, brick machine shop, and

other terminal buildings had been constructed.

The new freight terminal located upon the four blocks of land between

Webster and Davenport Streets in the City of Omaha, Neb., had been

completed.

A new iron ore dock at Ashland, Wis., for which the material was

assembled during the preceding fiscal year, had been completed.

The construction by the United States Government of a dam in connec-

tion with the Illinois and Mississippi Canal had resulted in raising the level

of the Eock Eiver, and on this account it had been necessary to raise the

grade of the main tracks of the Galena division east of Sterling, 111., 5.4 feet

for a distance of 1.32 miles.

A new double track, single leaf, bascule bridge, 170 feet in length, with

a deck plate girder span approach 26 feet in length, was being constructed

over the north branch of the Chicago Eiver near the Wells Street passenger

depot, Chicago, to replace the center-pier bridge at that^ location. The

new bridge was designed to give a clear channel 100 feet in width.

A structural steel viaduct had been constructed on Dearborn Avenue,

Chicago, from the north abutment of the new bascule bridge built by the

city over the Chicago Eiver, to Kinzie Street, replacing the viaduct formerly

at this location. The new viaduct is 306. feet in length with an approach

159 feet in length. The company had also constructed 1,069 feet of new

dock front on the north side of the Chicago Eiver between the east line

of Dearborn Avenue and a point 110 feet west of Eush Street, to meet

the requirements of the Sanitary District of Chicago.


MISSISSIPPI RIVER BRIDGEA new double track bridge, on masonry piers and abutments, across

the Mississippi Eiver between East Clinton, 111., and Clinton, la., located

forty feet south of and parallel to the center line of the present bridge, wasunder construction. "The distance between the new abutments on the Illi-

nois and Iowa shores is 4,213.85 feet. The Mississippi Eiver at this loca-

tion is divided by Little Eock Island into east and west channels. Thesuperstructure across the east channel between the Illinois shore and Little

Eock Island consists of one plate girder span 74 feet in length, one riveted

Pratt truss span 202 feet 3% inches in length, one riveted lattice span 115feet 7}i inches in length, and seven riveted lattice spans each 146 feet 51/4

inches in length. The superstructure across the west channel, betweenLittle Eock Island and the Iowa shore, consists of one riveted lattice span146 feet 5% inches in length, one riveted Pratt truss span 182 feet 514inches in length, one through pin connected swing span 460 feet in lengthand one plate girder span 51 feet 2% inches in length. On the east approachthere are eleven plate girder spans, each 50 feet in length and an embank-ment for three tracks for a distance of 778 feet. On Little Eock Islandthere is an embankment for two tracks 580 feet in length."

NEW RAILWAYS AND EXTENSIONSThe following new lines of railway were completed and opened for traffic

during the year:

The Pierre, Eapid City & North-Western Eailway, extending from aconnection with the Pierre & Ft. Pierre Bridge Eailway .2 miles north ofFt. Pierre, to Eapid City, S. D., a distance of 165.48 miles.

The Pierre & Ft. Pierre Bridge Eailway, extending from a connectionwith the Chicago & North-Western Eailway at Pierre, S. D., to a connectionwith the Pierre, Eapid City & North-Western Eailway 2 miles north of Ft.Pierre, a distance (including bridge over the Missouri Eiver) of 1.82 miles.

The Wolf Eiver Valley Eailway, extending from the end of the Elton,Wis., branch to Van Ostrand, Wis., a distance of 1.98 miles.

An extension at Pierre, S. D., from an intersection with the main lineof the Dakota Division to a connection with the Pierre & Ft. Pierre BridgeEailway at the west line of Eeed Street, a distance of .95 miles.

An extension from Gregory to Dallas, S. D., a distance of 4.49 miles.

FIFTIETH FISCAL YEAR—JULY 1, 1908, TO JUNE 30, 1909The results of the operations of the Chicago and North-Western Eailway

Company for the fiscal year ending June 30, 1909, were as follows

:


Operating Eevendes.

Freight revenue $43,619,091.27Passenger revenue 16,875,668.43JNontransportation revenue 337 o89 84Other transportation revenue 5 146621 49

Total operating revenues ±gg g^g 47 j^ Q3Opekatino Expenses (65.46% of operating revenues)

.'

'.

'.

'.[ '. '.'.'.'.'.'..'.

43^l9l'239!41

Net operating revenue$22,787,231.62


Outside OPEKATiONS-^N'et deficit 15,906.54

Total net revenue $22,771,325.08

Taxes Acckued (4.11% of operating revenues) 2,714,631.79

Operating income $20,056,693.29Other Income.

Eents—Credits $ 65,180.75

Dividends on stocks owned 1,886,192.00Interest on funded debt owned 2,837.50

Interest on other securities, loans and accounts 549,421.42Miscellaneous income 50,429.83

Total other income 2,554,061.50

Gross income $22,610,754.79

Deductions feom Gross Income.Eents—Debits $ 818,848.13

Interest accrued on funded debt 7,603,025.00

Other interest 900.96



Total deductions from gi-oss income 8,675,461.24

Net income $13,935,293.55

Dividends (8% on preferred and 7% on common stock 8,764,503.00

Balance income for the year $ 5,170,790.55

The results as compared with the preceding fiscal year were as follows:

Freight revenue increased $1,669,461.73

Passenger revenue increased 1,141,061.12

Other transportation revenue increased 41,716.08

$2,852,238.93

Nontransportation revenue decreased 93,112.09

Increase in operating revenues $ 2,759,126.84

Operating expenses increased $1,549,925.78

Taxes accrued increased 131,809.01

Increase in operating expenses and taxes ac-

crued $1,681,734.79

Net deficit from outside operations decreased 23,092.06

1,658,642.73

Increase in operating income $ 1,100,484.11

MILES OF RAILBOADThe total number of miles of railroad owned June 30, 1909, was 7,515.05

miles.

In addition to which the company operated

:

Theough Ownership op Entire Capital Stock—Miles. Miles.

Princeton & Western Eailway (Wyeville to Neeedah, Wis.) 16.06

Wolf Eiver Valley Eailway (Junction east of Elton to VanOstrand, Wis.) 1-98

18.04

144 HISTORY OP THE CHICAGO & NOETH-WESTBRN RAILWAY SYSTEM

Undek Lease—St. Paul, Eastern Grand Trunk Eailway (Clintonville to^ Oconto,

Wis., and branches) :• • • • • • • •

Ô.O^

De Pue, Ladd & Eastern Railroad (Ladd to Seatonville, 111.) i-'io

63.27

Under Trackage Rights—Peoria & Pekiu Union Railway (in the city of Peoria, 111.) 2.02

Chicago, Indiana & Southern Railroad (Churchill to Ladd, HI.) .. 2.80

Union Pacific Railroad (Broadway Station, Council Bluffs, Iowa,

to South Omaha, Neb.) :

"•'^^

Chicago, St. Paul, Minneapolis & Omaha Railway (Blair to

Omaha Neb.) 24.70

Missouri Valley & Blair Railway & Bridge Company's track 3.36

41.61

Total miles of railroad operated June 30, 1909 7,637.97

The above mileage was located as follows:Miles.

In Illinois 685.02


In Michigan 519.88

In Iowa 1,579.71

In Minnesota 650.30

In South Dakota 978.96

In North Dakota 14.28


In Wyoming 180.46

Total 7,637.97

FREIGHT TBAITIO


as compared with the preceding year, were as follows: 1908, $41,949,-

629.54; 1909, $43,619,091.27.

PASSENGEE TRATFIC

The earnings from passenger traffic for the year ending June 30, 1909,

compared with the preceding year, were as follows: 1908, $15,734,607.31;

1909, $16,875,668.43.

CAPITAL STOCKDuring the year ending June 30, 1909, $6,600 common stock obtained

by the purchase and conversion of scrip certificates was sold, and $100 com-mon stock scrip outstanding was purchased, resulting in a net increase of

$6,500 in the amount of common stock and scrip outstanding and a corre-

sponding net decrease in the amount of such stock and scrip owned by the

company.

There was no change in the preferred stock or scrip.

The company's authorized capital stock was two hundred million dollars

($200,000,000), of which the following had been issued to June 30, 1909

:

Preferred stock and scrip outstanding $22,395,120.00Preferred stock and scrip owned by the Company. . .

.

3,834.56

Total preferred stock and scrip $ 22,398,954.56


Common stock ^nd scrip outstanding $99,618,838.82

Common stock and scrip owned by the Company. . . . 2,333,892.15



FUNDED DEBTBonds outstanding $146,556,500.00

C. & N. W. By. sinking fund debentures of 1933, out-

standing issued for purchase of stock of C, St. P.

M. & O. By. Co 9,695,000.00

$156,251,500.00

Bonds held by trustee of sinking funds 4,640,500.00

Bonds owned by the Company and due from trustee. . 11,281,000.00

$172,173,000.00

NEW PASSENGER TERMINAL IN THE CITY OF CHICAGOSatisfactory progress had been made during the year in the construction

of the company's new passenger terminal and approaches in the City of

Chicago. In the terminal section, between Lake, Madison, Clinton andCanal Streets, the caisson foundations for the new station building hadbeen completed and the granite and structural steel was in place to andincluding the second story; the foundations for the train shed and track

structure, south of Lake Street, were practically completed; the retaining

walls and abutments between Milwaukee Avenue and JefEerson Street were

completed, and the steel work was being erected. On the west approach,

from near Ashland Avenue to JefEerson Street, the retaining walls, abut-

ments, steel viaducts and sand filling for the roadway embankment hadbeen substantially completed, and the track laying and ballasting were in

progress. On the north approach, from near Carpenter Street to Jeffer-

son Street, the retaining walls and abutments were nearly completed andthe erection of the steel viaducts and the sand filling for the roadwayembankment were well advanced.

TEACK ELEVATION IN THE CITY OF CHICAGO AND VICINITY

The elevation of the company's south branch tracks, parallel to Sixteenth

Street, from near Western Avenue to South Canal Street, in the City of

Chicago, a distance of 2.36 miles, to which reference was made in the last

annual report, had been substantially completed.

Pursuant to an ordinance adopted by the City Council of Evanston,

lUinois, the company had undertaken the continuation of the elevation of

the main tracks on its Milwaukee line through that city, a distance of 3.95

miles, and also the elevation of the main tracks on its Mayfair cut-off in

that city for a distance of one mile. On the Milwaukee line the work

included the elevation of three tracks to a maximum height of 16 feet, the

construction of 6,200 feet of retaining wall, 18 subways, 5 depots and 1

freight house. On the Mayfair cut-off the two main tracks would be ele-

vated to a maximum height of 141^ feet, and six subways would be con-

structed.

The elevation of the main tracks of the Galena Division from North 46th


Avenue to the western limits of the City of Chicago at Austin Avenue, adistance of 1.77 miles, to which reference was made in the last annualreport, had been substantially completed. An ordinance adopted by the Vil-lage of Oak Park requires the continuation of this elevation through thatVillage from Austin Avenue to Harlem Avenue, a distance of 1.55 miles.

During the year covered by this report, 4 tracks had been elevated to amaximum height of 12% feet, and carried over street crossings on tempo-rary bridges from Austin Avenue to Oak Park Avenue, a distance of onemile, the retaining wall on the north side of the elevation had been con-structed for the entire distance between Austin Avenue and Harlem Ave-nue and three depots had been nearly completed. There remained to becompleted between Austin Avenue and Oak Park Avenue 8 permanent sub-ways, the laying of t-wo additional main tracks and the construction of aretaining wall on the south side of the elevation.

TRACK ELEVATION IN THE CITY OF MILWAUKEEIn compliance with an ordinance adopted by the City Council of Mil-

waukee, Wis., the company had inaugurated the work of elevating its Madi-son Division tracks in that city from a point near Chicago Avenue to Green-field Avenue, a distance of 1.62 miles, including the elevation of its BarclayStreet and Chase yards, containing 6.55 miles of track, the reconstructionof the Kinnickinnic Eiver draw bridge, the construction of subways at Kin-nickinnic Avenue, Becher Street, Lincoln Avenue and Chicago Avenue, andthe construction of a brick freight station and team yard at LincolnAvenue.

SUNDEY CONSTRUCTIONAmong the more important sundry betterments and additions to the

property of the company during the fiscal year are the following

:

A third track on the Mayfair cut-off from Poster Street, Evanston,to Weber Station, a distance of 2.84 miles, was nearing completion.

At Eacine, Wis., a second main track had been constructed betweenTenth and Maple Streets, and the bridges over Ninth Street, the BootElver, and Sixth Street had been reconstructed as double track bridges.

The second main track between Janesville and South Janesville, Wis.,constructed during the preceding year, had been extended through the Cityof Janesville, a distance of .99 miles.

Third and Fourth main tracks, 4.95 miles in length, were being con-structed from a connection with the main line of the Galena Division at apoint about three miles east of Fulton, 111., to the east end of the company'snew bridge across the Mississippi Eiver between East Clinton, 111., andChnton, Iowa. The construction of these tracks would serve as a cut-off andresult m a saving in distance of 1.19 miles and a material reduction incurvature as compared with the company's present line between these points.

The main line of the Nebraska and Wyoming Division between Thatcherand Valentine, Neb., was being revised and a cut-off, 5.73 miles in length,located south of the present main line, was being constructed between thesepoints. This work involved the construction of a new bridge 1,300 feet inlength across the Niobrara Eiver, and would result in a material reductionm grades at this point.


A double track (cut-off) railroad, 2.38 miles in length, connecting the

Wisconsin and Madison Divisions and located just south of the City of Mil-

waukee, had been completed.

The installation of automatic signals on the company's main line between

Chicago and Omaha had been completed.

The new double track bridge across the Mississippi Eiver between East

Clinton, 111., and Clinton, Iowa, referred to in the last annual report wascompleted, and fully opened to traffic on April 11, 1909.

The double track, single leaf, bascule bridge and approach across the

north branch of the Chicago Eiver near the Wells Street Passenger Depot,

Chicago, and important changes in the track system at this point had been

completed.

NEW RAILWAYS AND EXTENSIONS

The company had acquired by purchase during the year the following

railways, which were constructed in its interest and formerly operated by it

under lease:

The Manitowoc, Green Bay and Korth-Western Eailway, extending from

Manitowoc to Eland Junction, Wis., and from Pulaski to Gillett, Wis., in

all 123.20 miles.

The Milwaukee & State Line Eailway (double track), extending fromnear Lake Bluff, 111., to near St. Francis, Wis., a distance of 50.24 miles.

The cost of constructing these railways was included in the General

Balance Sheet of June 30, 1908, in the account "Balance Cost of Securities

and Advances on account of Sundry Proprietary Companies," and has nowbeen transferred to "Cost of Property."

FIFTY-FIRST FISCAL YEAE—JULY 1, 1909, TO JUNE 30, 1910

The president's report for this fiscal year gives the following facts

:

The results of the operations of the Chicago and ISTorth-Western Eailway

Company for the fiscal year ending June 30, 1910, were as follows

:

Average nvimber of miles operated, 7,629.45.

Operating Eevenues.

Freight revenue $49,536,839.18

Passenger revenue 18,431,017.47

Other transportation revenue 5,768,344.63

Nontransportation revenue 439,483.41

Total operating revenue $74,175,684.69

Opeeating Expenses (70.31% of operating revenues) 52,153,619.21

Net operating revenue $22,022,065.48

Outside Operations—Net deficit 56,941.00

Total net revenue $21,965,124.48

Taxes Accrued (4.02% of operating revenues) 2,979,512.52

Operating income $18,985,611.96

Bents—Credits $ 84,180.43

Dividends on stocks owned 1,594,249.50

Interest on funded debt owned 1,900.00


Othkk Income.

Interest on other securities, loans and accounts 808,309.23

Miscellaneous income 51,120.29

Total other income 2,539,759.45

Gross income $21,525,371.41

Dbdtjctions pkom Gross Income.Eents—debits $1,397,277.94

Interest accrued on funded debt 7,582,514.99

Other interest 931.89



Total deductions from gross income 9,226,874.05

Net income $12,298,497.36

Dividends (8% on preferred and 7% on common stock) *9,832,038.00


* This amount includes one-half year's fllvldend on the increase in Common Stock of

the Company issued during the current year.

The results as compared with the preceding fiscal year were as follows:

Freight revenue increased $5,917,747.91

Passenger revenue increased 1,555,349.04

Other transportation revenue increased 621,723.14

Nontransportation revenue increased 102,393.57

Increase in total operating revenues $8,197,213.66

Operating expenses increased $8,962,379.80

Taxes accrued increased 264,880.73

Increase in operating expenses and taxes accrued $9,227,260.53Net deficit from outside operations increased 41,034.46

9,268,294.99

Decrease in operating income $1,071,081.33

The operating expenses for the current fiscal year include $30,150,911.31paid for labor as compared with $24,808,750.37 paid during the precedingfiscal year, being an increase of $5,343,160.84 paid on account of labor. Ofthis increase $738,750.67 was due to increases in the rates of compensation,and $4,603,410.17 to the increase in the number of employes.

The taxes paid during the current fiscal year increased $364,880.73 as

compared with the preceding fiscal year, of which $123,037.87 was due to theamount paid on account of the United States Government Excise Tax.

FREIGHT TEAFFICThe earnings from freight for the year ending June 30, 1910, compared

with the preceding year, were as follows: 1909, $43,619,091.37; 1910,$49,536,839.18. Increase, $5,917,747.91, or 13.57 per cent.

PASSENGER TRAFFICThe earnings from passenger traffic for the year ending June 30, 1910,

compared with the preceding year, were as follows: 1909, $16,875,668.43;1910, $18,431,017.47. Increase, $1,555,349.04, or 9.32 per cent.


TRANSPORTATION EXPENSES

The transportation expenses of the company for the year ending June

30, 1910, were $29,677,354.25, or 66.90 per cent of the total operating

expenses. Of this amount $18,362,631.80, or 61.54 per cent was paid for

labor; $7,699,752.81, or 25.94 per cent was paid for fuel for locomotives

and $3,714,969.64, or 12.52 per cent was paid for supphes and miscellaneous

items. The increase in the transportation expenses for the year ending

June 30, 1910, as compared with the preceding fiscal year was $5,010,-

491.70 or 20.31 per cent, distributed as follows

:

Increase in amount paid for labor $2,884,666.76 11.69%Increase in amount paid for fuel for locomotives 1,694,123.25 6.87%Increase in amount paid for supplies and miscellaneous items 431,701.69 1.75%

$5,010,491.70 20.31%

The cost of locomotive fuel was materially increased by the severe

weather conditions of the past winter, resulting in transportation irregulari-

ties which prevented the delivery to this company, at the usual receiving

points, of an adequate and reliable supply of fuel from its coal fields in

southern Illinois, and also made necessary the purchase of a considerable

tonnage in the open market. The prolonged suspension of mining opera-

tions in the bituminous coal fields of Illinois and Iowa, during the latter

part of the fiscal year, was another important factor entering into the

increased cost of fuel.

CAPITAL STOCK

For the purpose of obtaining funds for constructing, improving and

equipping the railway, and in pursuance of the authority heretofore con-

ferred by the stockholders and voting bondholders of the company, the

Board of Directors authorized during the year an additional issue of com-

mon stock and scrip, as follows

:

To stockholders of record on January 10, 1910, an amount equal to 25%of their respective holdings $30,502,800.00

AU of the above common stock and scrip has been issued and is held by

the public.

In addition to the above change in the common stock and scrip, there

has been a decrease of $150 in the amount of such stock and scrip held by the

public, and a corresponding increase in the amount of such stock and scrip

owned by the Company. Thus, there is for the year a net increase of

$30,502,650 in the amount of common stock and scrip held by the public

and an increase of $150 in the amount of common stock and scrip owned bjthe Company.

There was no change in the preferred stock or scrip.

The Company's authorized capital stock is two hundred million dollars

($200,000,000), of which the following has been issued to June 30, 1910:

Common stock and scrip held by the public $130,121,488.82

Common stock and scrip owned by the Company 2,334,042.15

Total common stock and scrip $132,455,530.97


Preferred stock and scrip held by the public $ 22,'395,120.00

Preferred stock and scrip owned by the Company 3,834.56

Total preferred stock and scrip 22,898,954.56


FUNDED DEBTE"o bonds were sold during the year ending June 30, 1910. The amount

of bonds held by the public and in sinking funds was decreased $7,696,000

during the year, as follows

:

Matdeed Bonds Eedebmed:

M. L. S. & W. Ey. 20-Years Convertible Debentures

of 1907, 5% $ 142,000.00

Cedar Eapids & Missouri Eiver E. E. Mortgage of

1884, 7% 28,000.00

C. & N. W. Ey. 25-Years Debentures of 1909, 5%. . 5,890,000.00

Northern Illinois Ey. First Mortgage, 5% 1,500,000.00

$7,560,000.00

Bonds Eedeemed with Sinking Fund Payments:

C. & N. W. Ey. Sinking Fund of 1879, 6% $ 57,000.00

C. & N. W. Ey. Sinking Fund of 1879, 5% 79,000.00

136,000.00

Total bonds redeemed $7,696,000.00

NEW PASSENGEE TERMINAL IN THE CITY OF CHICAGOSubstantial progress has been made during the year in the construction of

the company's new passenger terminal and approaches in the City of Chi-

cago. In the terminal section, extending from a connection with the west

and north approaches at Jefferson Street and Austin Avenue to MadisonStreet, all retaining walls, abutments, steel viaducts and sand filling are

completed, the structural steel for the track floor and train shed is in place,

and the track floor and train shed roof are being constructed ; the enclosing

walls are practically completed and the subdivision of the space beneath

the track floor is well advanced. The walls, roof and interior partitions of

the station building are completed and a large portion of the interior finish

and decoration of this building is done. The power house, north of LakeStreet, is practically completed and the necessary machinery is being

installed.

On the west approach, from near Ashland Avenue to Jefferson Street,

and on the north approach from near Carpenter Street to Jefferson

Street, all retaining walls, abutments, steel viaducts and sand filling are

completed, the four main tracks are laid and ballasted, except at connec-tions with the present main lines, and the installation of signal andinterlocking apparatus is in progress.

It is expected that the new terminal will be completed and opened to

the public during the present calendar year.

TRACK ELEVATION IN THE CITY OF CHICAGO AND VICINITYPursuant to an ordinance adopted by the common council of the city

of Chicago, the company has undertaken the elevation, to a maximum

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HISTOBT OP THE CHICAGO & NORTH-WESTEEN RAILWAY SYSTEM 151

height of 171/^ feet, of its roadway and main tracks in that city from a

connection with its Eockwell Street line at Tajdor Street to a connection

with its Sixteenth Street line at Leavitt Street, a distance of .81 mile.

Satisfactory progress has been made during the year in the elevation

of the main tracks of the company on its Milwaukee line through the city

of Evanston, and it is expected that the work will be completed during the

ensuing autumn. Three main tracks on this line are now elevated and in

operation from Chicago to a point north of the Davis Street station in

Evanston, a distance of 13 miles. In connection with this undertaking,

four modern brick passenger stations have been completed in Evanstonand one is under construction at North Evanston.

In the village of Oak Park, adjoining the city of Chicago at its western

limits, the four northerly tracks of the proposed six-track system havebeen elevated from Austin Avenue to Clinton Avenue, a distance of 1.32

miles; the bridge work has been erected for the subways and the street

improvements are substantially completed. The improvement of the HarlemAvenue freight yard, including the construction of a brick freight house,

has also been completed.

TRACK ELEVATION IN THE CITY OF MILWAUKEEThe elevation of the main track of the company on its Madison Division

in the city of Milwaukee, from a point near Chicago Avenue to Greenfield

Avenue, a distance of 1.63 miles, including the elevation of the Barclay

Street and Chase Yards, containing 6.55 miles of track, the reconstruction

of the Kinnickinnic Eiver drawbridge and the construction of subwaybridges across Kinnickinnic Avenue, Beecher Street, Lincoln and Chicago

Avenues, and a brick freight station and team yard at Lincoln Avenue,

have been completed.

NEW RAILWAYSThe following proprietary railway companies have been organized in

the interest of this company;

Lee County Eailway Company. Organized under the laws of Illinois.

This company has completed a double-track railway from Nachusa to

Nelson, 111., a distance of 12.76 miles, which will be operated under lease

by the Chicago & North-Western Eailway Company after July 1, 1910, as

a part of the third and fourth main track mileage of its Galena Division.

The new railway effects a material saving in grades and curvature as com-pared with the existing line between Nachusa and Nelson, and provides

an important addition to the company's track facilities between Chicago

and the Mississippi Eiver.

Belle Fourche Valley Eailway Company. Organized under the laws

of South Dakota to construct a railway eastwardly from a connection with

the Chicago & North-Western Eailway at Belle Fourche, S. D., through the

counties of Butte and Meade for a distance of 88 miles. That portion of

this railway extending from Belle Fourche to a point near the townsite

established in Butte County by the United States Government in connec-

tion with its reclamation project, a distance of 23.52 miles, has been com-pleted, and after July 1, 1910, will be operated under lease by the Chicago

& North-Westem Eailway Company.


James Eiver Valley & JSTorth-Western Eailway Company. Organizedunder the laws of South Dakota to construct a railway in that state fromGettysburg, in Potter County, to Blunt, in Hughes County, and from Onida,in Sully County, to Hitchcock, in Beadle County, in all about 130 miles.The construction of this railway from Gettysburg to Blunt, a distance of39.55 miles, is nearly completed, and substantially all of the right of wayfor that portion of the railway between Onida and Hitchcock has beenacquired.

Sioux City, Dakota and North-Western Eailway Company. Organizedunder the laws of Iowa to construct a railway in that state from SiouxCity to Hawarden. The construction of this railway from a connectionwith the Illinois Central Eailroad near Hinton to a connection with theChicago & North-Western Eailway near Hawarden, a distance of 28.17miles,_ is well advanced. An agreement has been entered into between theIllinois Central Eailroad Company and the Chicago & North-WesternEailway providing for perpetual trackage rights over the main line of theIllinois Central Eailroad Company between Sioux City and Hinton, adistance of 12.72 miles.

Des Plaines Valley Eailway Company. Organized under the laws ofIllinois. Substantially all of the right of way has been acquired for thisdouble-track railway, from a point between Northfield and Blodgett, onthe western division of the four-track system of the Chicago & North-western Eailway between Chicago and Milwaukee, to a connection withthe Wisconsin Division near Des Plaines, and thence to a connection withthe Galena Division at Proviso, a distance of about 21 mUes.

This railway will directly connect the several divisions of the Chicago& North-Westem Eailway entering the city of Chicago with the proposedenlarged termiual yards at Proviso and enable that company to effectimportant economies in the diversion and distribution of the large andincreasing traffic now passing through the terminals within that city.

Milwaukee, Sparta & North-Westem Eailway Company. Organizedunder the laws of Wisconsin to construct a railway in that state from aconnection with the Chicago & North-Westem Eailway near Lindwurmon the Wisconsin Division, about eight miles north of Milwaukee, north-westerly to Sparta, on the Madison Division, a distance of 169.52 milesand from a connection with the above line at a point about six miles westot Lindwurm southerly to a connection with the Milwaukee and Madisonline near West AUis, a distance of 8.16 miles. From Lindwurm to Clymanand from the junction west of Lindwurm to near West Allis, in all about61.78 miles, the construction of a double-track railway is in progressFrom Clyman to Neeedah and from Wyeville to Sparta a considerableportion of the right of way has been acquired and the construction of asmgle-track railway has been commenced. Between Neeedah and Wyevillean existing branch railway will be reconstructed and used as a part ofthe main hne In the construction of this railway such provision as maybe economical will be made for the future construction of an additionalmam track from Clyman to Sparta.


This railway will afford a direct route, with low grades, from Milwaukeeto connections with the Chicago, St. Paul, Minneapolis & Omaha Eailwayat Wyeville and with the Madison Division of the Chicago & North-WesternEailway at Sparta, to which may be economically diverted a large volumeof traffic now passing over the existing routes and heavy grades via

Madison and Elroy. It will also provide a double-track belt line aroundthe city of Milwaukee, which will afford great relief from congestion at the

terminals within that city. All through traffic may be diverted to the belt

line and a considerable portion of the local traffic distributed at its

terminal yards.

THE SUMMING UPWe have now brought this relation down to the close of the present

fiscal year and have practically finished our task. To show the present

status of the company, we present a lot of detail that can be accepted as

a general summing up.

GKOSS EARNINGS FROM TRAFFIC

The following table shows the gross earnings from traffic year by year

of the Chicago & North-Western proper:

1860 $ 384,659 1877 $11,877,000 3 894 $31,984,0001861 720,705 1878 13,583,000 1895 28,108,0001862 849,719 1879 13,420,000 1896 33,488,0001863 1,083,054 1880 17,349,000 1897 30,977,0001864 1,975,566 1881 19,334,000 1898 36,050,0001865 6,820,749 1882 23,684,000 1899 38,016,0001866 8,243,840 1883 24,081,000 1900 42,950,0(T0

1867 10,161,735 1884 25,020,000 1901 43,098,0001868 12,614,846 1885 23,502,000 1902 46,644,0001869 13,941,343 1886 24,279,000 1903 49,822,0001870 12,535,428 1887 26,321,000 1904 53,334,6331871 11,694,914 1888 26,697,000 1905 55,745,2751872 11,402,161 1889 25,692,000 1906 63,481,5771873 12,736,606 1890 27,164,000 1907 58,878,9311874 14,351,523 1891 27,793,000 1908 63,219,3441875 12,707,726 1892 31,422,000 1909 65,978,4711876 12,773,000 1893 32,709,000 1910 74,175,684


The Chicago & ISTorth-Western Eailway has paid the following dividendssince its consolidation with the Galena & Chicago Union Eailroad

:

IPref'd7

Year1864


CHICAGO & NORTH-WESTERN RAILWAY PROPERALPHABETICAL LIST OF STATIONS

Aberdeen S. Dat.Abie Neb.Ablemans Wis.Afton "Ainsworth Neb.Ajax "Akron 111.

Albion Neb.Alcester S. Dak.Alden 111.

Alflen IowaAlder Wis.Alecto Mich.Algona IowaAlgonquin 111.

AUenville Wis.Allis "Almond "Almont IowaAlmora 111.

Altamont Minn.Alton IowaAmasa Mich.Amber IowaAmes "Amiret Minn.Anamosa IowaAnderson Mich.Anderson Minn.Anderson's Mills Wis.Andover IowaAndrews Neb.Aniwa Wis.Ankeney IowaAnoka Neb.Antigo Wis.Anstou "Antoine Mich.Appleby S. Dak.Appleton Wis.Appleton Junction. "Appleton Mine Mich.Arabia Neb.Arapahoe Wyo.Arbor Neb.Arcadia IowaArcadia Siding Wis.Arco Minn.Aredale IowaArgyle 111.

Arion IowaArlington S. Dak.Arlington Neb.Arlington Heights 111.

Armstrong Mich.Arpin Wis.Arthur IowaAshland Wis.Ashton 111.Astoria S. Dak.Athol "Atkinson Mich.Atwood IowaAuburn "Audubon "firora s. Dak.Aurora 111.Austin "Austin Ayenue "Ayondale "Avenue "

gagley Mich.Bain Junction Wis.Balaton Minn.Baldwin Iowa

Ballous Mich.Balsam "Bancroft IowaBancroft Wis.Bangor "Baraboo "Barclay Mich.Bark River "Barneveld Wis.Barrington 111.

Bartel Wis.Barton "Bassett "Bassetts Neb.Basswood Mich.Batavia 111.

Battle Creek IowaBattle Creek Neb.Bay Siding Mich.Bay View Wis.Beach 111.

Beaman IowaBear Creek Wis.Bear Trap "Beaver IowaBeaver Mich.Beaver Crossing Neb.Bee "Beechwood Mich.Beecher St., Milwaukee. Wis.Beemer Neb.Belgium Wis.Belle Fourche S. Dak.Belle Plaine IowaBelle Plaine Wis.Bellevue Wis.Beloit "Belvidere 111.

Bennington Neb.Benton Wis.Beresford S. Dak.Berne IowaBerryville Wis.Bertram IowaBessemer Mich.Beverley IowaBig Muddy Wyo.Big Suamico Wis.Birch "Birch Creek "Birnamwood "Black Hawk S. Dak.Black Tall "Blackwell Junction Wis.Blair Neb.Blairstown IowaBlemers Mich.Blencoe IowaBlodgett 111.

Blue Earth Minn.Blue Mounds Wis.Bluff Siding Wis.Blunt S. Dak.Bolton Wis.Bonduel "

Bonesteel S. Dak.Boone IowaBordeaux Neb.Botna IowaBowen Neb.Bowler S. Dak.Box Elder Wyo.Boyer IowaBradgate "Bradish Neb.Brainard "

Bramhall S. Dak.Brampton Mich.Branch Wis.Breed '

Breda IowaBrennan S. Dak.Brlcelyn Minn.Brillion Wis.Bristol "Bristow Neb.Broadland S. Dak.Broadmoor IowaBrock Neb.Bronson IowaBrookings S. Dak.Brooklyn Wis.Brookside "Bruce S. Dak.Brule Wis.Bruno Neb.Bryant IowaBryant Wis.Buda 111.

Buckbee Wis.Buckingham IowaBuffalo Gap S. Dak.Buncombe Wis.Burchard Minn.Burkmere S. Dak.Burnett Junction Wis.Burnside •'

Burr Minn.Burt IowaButterfleld Minn.Buxton IowaByron Minn.Bucknum S. Dak.Burke "Burke's Siding Wyo.

Cadams Neb.Cadoma Wis.Calamus IowaCaledonia 111.

Caledonia Mine Wis.Calhoun "California Junction. . . .IowaCallon Wis.Calumet Yard Wis.Calvary III.

Calvary Wis.Cambria Minn.Camanche IowaCampbell Mich.Campbellsport Wis.Camp Grove 111.

Camp Logan "

Canby Minn.Canistota S. Dak.Canning "Canova "Capa S. Dak.Capron 111.

Carbondale Mich.Careyhurst Wyo.Carnarvon IowaCarlisle Neb.Carlton Ill-

Carney Mich.Carnforth IowaCarnforth Crossing "

Carpentersvllle 111.

Carroll IowaCarroUvllIe Wis.CarsonCarter's Siding Wis.


Cai'tersville IowaCarthage S. Dak.Caiy 111.

Cascade Junction Mich.Casper Wyo.Castana IowaCastlewood S. DaliCathoiican Springs "

Cato Wis.Cavour S. Dak.Cecil Wis.Cedar Mich.Cedar Wis.Cedar Bluffs Neb.Cedar Grove Wis.Cedar Rapids IowaCentral St., Evanston III.

Center Junction "Central City Neb.Centervilie S. Dak.Ceresco Neb.Ceylon Minn.Chadron Neb.Champion Mich.Charleston Neb.Cl'.arlotte IowaChaison Mich.Chatfleld Minn.Chelsea IowaChemung 111.

Cherry Valley "Chester Minn.Chester Wis.Chautauqua Siding Neb.Chicago 111.

Chicago Shops III.

Chittenden 111.

Chicago Highlands "Choate Mich.Oaremont Minn.Clarence IowaClark S. Dak.Ciarkson Neb.Clnywood Wis.Clearwater Net).Clceremans Mich.Clements Minn.Cleveland Wis.Cliff House

(Devil's Lake) . . "Clinton IowaClinton Neb.Clinton Junction Wis.Clintonviiie 111.

Clintonville Wis.Cloverdale "Clowry Mich.Clutier IowaClybourn Jet. (Chi.) lU.Clyman Wis.Coffee Siding Neb.Cobb "Cohden MJnn.Cody Neb.College Avenue 111.Colo IowaColon Neb.Columbia S. Dak.Combined Locks Wis.Comfrey Minn.Commonwealth Wis.Conde S. Dak.Couover Wis.Conrad IowaCordova Neb.Cornlea "Correctionvllle IowaCortland 111.Cottage Grove Wis.Council Bluffs IowaCounty Line Wis.Courtland Minn.

Craigsmere Mich.Cranberry Center Wis.Crandon S. Dak.Crandon Wis.Crawford Neb.Creigtiton "Crescent IowaCreston 111.

Creston Neb.Crocker IowaCrookston Neb.Grossman's Wis.Croweli Neh.Crown Hill S. Dak.Cottonwood S. Dak.Co. Bluffs Transfer. .. .IowaCragin (Chicago) 111.

Crawford Avenue "Crozier's Mill Mich.Crystal Falls "Crystal Lake 111.

Cuba "Cuba City Wis.Cudahy "Cushing IowaCuyler 111.

Daggett Mich.Dakota City IowaDakota Junction . . . S. Dak.Dale Neb.Dallas S. Dak.Dalzel 111.

Danbury IowaDane Wis.Darfur Minn.Davey Neb.Davenport "David City "Dayton IowaDeadwood S. Dak.De Bolt Place Neh.Declters Wis.Deep River IowaDeerbrook Wis.Deerfield "Deering (Chicago) 111.

De Kalb 111.

Delaughery Mich.Delmar IowaDeloit "Dempster S. Dak.Dempster St. (Evanston) .III.Denison IowaDenmark Wis.De Pere Wis.De Smet S. Dak.Des Moines IowaDesplaines 111.Devil's Lake Wis.De Witt IowaDifBn Mich.Dike IowaDillmans Wis.Diorite Mich.Dishno *•

Dixon 111.

Dodge Neb.Dodge Center Minn.Dodge St. (Omaha) Neb.Dodgeville Wis.Doland S. Dak.Dolliver IowaDotson Minn.Doty "Dougherty IowaDouglas Wyo.Douglass Minn.Dousman Wis.Dover Minn.Dow City IowaDrexel wig.

Dryads Mich.Dudley Minn.Duck Creek Wis.Dundas "Dundee 111.

Dunham Mich.Duniap IowaDumont "Dwight Neb.Bast End Neb.East Side Mo. River... IowaEddy III.

Elton Wis.Emerson St., Evanston. ..111.

Eagle Grove IowaEagle Lake Minn.Eagle River Wis.Eariviiie 111.

Early IowaBast Elgin 111.

East Pierre S. Dak.East Rapids IowaEast Rockford III.

Edgar Wis.Edison Park 111.

Eden Wis.Edmund "Eland Junction "Elba "Elberon IowaElburn 111.

Elcho Wis.Elderon Wis.Bldora IowaEldora Junction "Eldorado Neb.Eldorado Wis.Eleanor IowaElgin 111.

Elgin Minn.Elgin Neb.Eli "Elkton S. Dak.Ellsworth IowaEimhurst III.

Elmhurst Wis.Elmo "Elmore Minn.Elm Creek S. Dak.Elmwood Wis.Blrod S. Dak.Elroy Wis.Elva 111.

Embarrass Wis.Emmet Neb.Escanaba Mich.Esmond S. Dak.Essig Minn.Estelline S. Dak.Evan Minn.Evans Siding S. Dak.Evanston 111.

Evansville Wis.Ewing Neb.Exeter "Eyota Minn.

Fairbum Neb.Fairfax IowaFairfax S. Dak.Fairmont Minn.Farnhamville IowaPaulkton S. Dak.Faunus Mich.Felch Jet "Fellows Wis.Fennimore "Fenwood "Fenton IowaFerney S. Dak.Fetterman Wyo.


Fisher Wyo.Flags 111.

Flat Rock Mich.Florence Wis.FUckTlUe Neb.Fond du Lac Wis.FcotviUe "Ford River Mich.Forest Junction Wis.Fort Atkinson "

Fort Robinson Neb.Fort Sheridan 111.

Foster Neb.Foster City Mich.Fox Lake Minn.Fox Point Wis.Fox River "

Frankfort S. Dak.Franklin Grove 111.

Freeman "Freeport "Fremont Neb.Friday Mich.Frost Minn.Fulton 111.

Fulton Junction "

Fumee Mich.Ft. Pierre S. Dak.Fortieth St. (Chicago) .. .111.

FostervlUe Wis.Fox River Switch 111.

Francis Creek Wis.

Gagen Wis.Galbraith IowaGalena 111.

GalesvlUe Wis.Galloway "Gait 111.

Galva "Garden Prairie "Garvin Minn.Garwln IowaGary S. Dak.Geneva 111.

Geneva Neb.Genoa Junction Wis.Gentian Mich.Georgia Neb.Gettysburg S. Dak.Gerled IowaGhent Minn.Gifford IowaGilbert "Gilberts 111.

Gile Wis.GilfiUan Minn.Glllett Wis.Gladbrook IowaGlen Neb.Glenbeulah Wis.Glencoe 111.

Glendale Wis.Glen Ellyn 111.

Glen Rock Wyo.Glidden IowaGoehner Neb.Gogebic Mich.Golden Reward S. Dak.Goldfield IowaGoodwin , Minn.Goose Lake IowaGoose Lake Mich.Gordon Neb.Gowrie IowaGrand Ave. (Chicago) .. .111.

Grant S. Dak.Grand Crossing Wis.Grand Junction IowaGrand Mound "Grand Rapids Wis.Granville Iowa

Granville Wis.Gray IowaGreen Bay Wis.Green Lake "Greenville "Gresham Neb.Gridley IowaGrimms Wis.Groton S. Dak.Guckeen Minn.Guernsey IowaGreen Bay Jet Wis.Green Valley Wis.Greenwood St. ( Bv'ston) . 111.

Gregory S. Dak.Gross Park 111.

Hackley Wis.Hansen Mich.Hazel Green Wis.Hadar Neb.Hahneman 111.

Halbur IowaHaifa "Hanford "Hanlontown "Hanover Wis.Harcourt IowaHardwood Mich.Harlan IowaHarlem 111.

Harris Mich.Harrison Neb.Harrison Wis.Harrold S. Dak.Hartland 111.

Hartleys Mich.Hartwlck IowaHarvard Neb.Harvard Junction 111.

Hastings Neb.Hatley Wis.Havana Minn.Havelock IowaHawarden "Hayes 111.

Hay Springs Neb.Hazel Mich.Hebron 111.

Heckman Minn.Hecla S. Dak.Helena Mich.Helenville Wis.Helps Mich.Hematite Wis.Henderson Neb.Hendricks Minn.Henrietta m.Henry S. Dak.Herbert Hi.

Hermansville Mich.Hermosa S. Dak.Herrlck S. Dak.Herring IowaHetland S. Dak.Highland Park 111.

Highmore S. Dak.High Ridge HI.Hi^hwood "Hiles Jet Wis.Hill Siding Neb.Hillside Neb.Hicks IowaHitchcock S. Dak.Holabird "Holidays Wis.Holsteln IowaHoney Creek "Hooker S. Dak.Hooper Neb.Hortonville Junction . . . Wis.Hot Springs S. Dak.

Houaihton S. Dak.Houles Mich.Houston Neb.Howells "

Hubbard Woods 111.

Hudson Wyo.Hull's Crossing Wis.Hunting Ave. (Chicago) . .111.

Hurley Jet Wis.Hubbard IowaHumphreys Neb.Hunting Wis.Huntley 111.

Hurley S. Dak.Hurley Wis.Huron S. Dak.Hylas Mich.

Interior Jet Mich.Irving Park 111.

Ida Grove IowaImogene Minn.Indian Town Mich.Inez Wyo.Ingalls Mich.Inland Neb.Inman "Interior Mich.Ipswich Wis.James Valley Jet. . . . S. Dak.Jefferson Park 111.

Jireh Wyo.Kedzie Ave. (Chicago) .. .111.

Kenmore 111.

Kent Siding Neb.Kilgore "Krakow Wis.Ireton IowaIron Mountain Mich.Iron River "

Ironwood "

Iroquois S. Dak.Iowa Falls IowaIrvine Wyo.Irving IowaIrvington "Irvington Neb.Irwin IowaIrwin Neb.Ishpemlng Mich.Ivanhoe Minn.Ives Wis.

Jackson Wis.Janesville Minn.Janesville Wis.Jefferson IowaJefferson Wis.Jefferson Junction "

Jeffris "Jeffrlg Junction "

Jewell Junction IowaJohnson's Creek Wis.Johnstown Neb.Joice IowaJordan "Judson Minn.Juneau Wis.

Kampeska S. Dak.Kamrar IowaKasota Minn.Kasson "Kaukauna Wis.Keeline Wyo.Kelley IowaKellner Wis.Kelley "Kempster '

Kendalls "Kenilworth HI.

Kennard Neb.


Kenosha Wis.Kesley IowaKew Mich.Kewaskum Wis.Kiester Minn.Kimball Wis.Kimberly "King Mieli.Kingsley IowaKingston 111.

Kirkman IowaKirkwood Wis.Kiron IowaKleveuville Wis.Kloman Mich.Koepenick Wis.Koshkonong **

Kranzburg S. Dak.

La Crosse Wis.Lac du Flambeau "Ladd 111.

Ladoga Mich.La Fox 111.

Lake Benton Minn.Lake Blu£E Hi.Lake City IowaLake Elizabeth Wis.Lake Forest 111.

Lake Geneva Wis.Lake Mills "Lake Mills IowaLake Preston S. Dak.Lake Shore Jet Wis.Lakeside 111.

Lake View IowaLambertou Minn.Lakewood Wis.Lakonta IowaLa Moille "Lancaster Wis.Lancaster Jet "Lander Wyo.Langley 111.

Laona Wis.Larch Mich.Larsen Wis.La Salle Jet 111.

Lathrop Mich.Lathrop Avenue 111.

Laurens IowaLa Valle Wis.Lawn Hill IowaLawrence 111.

Lawton IowaLayton Ave. (Mllw'kee) .Wis.Layton Park "Lead S. Dak.Leaper Mich.Lebanon S. Dak.Ledyard IowaLe Grand "Leigh Neb.Lena Minn.Lenox Wis.Leslie "Lewiston Minn.Leyden Wis.Liberty Wis.Lime Minn.Lime Kilns Wis.Lime Stone 111.

Linnberg IowaLincoln Neb.Lindsay "Lindwerm Wis.Linn Grove IowaLinwood Neb.Lisbon IowaLittle Chute Wis.Little Lake Mich.Little Rapids Wis.

Little Suamico Wis.Livingston "Lodi "Logan IowaLohrvllle "Lombard 111.

London Wis.Lone Bock IowaLong Lake Wis.Long Pine Neb.Long Point IowaLoop Line Jet Mich.Loretto Neb.Loretto Mich.Lost Spring Wyo.Lovelaud IowaLowden "Low Moor "Lucan Minn.Ludden N. Dak.Lusk Wyo.Luverne IowaLuzerne IowaLynch Neb.Lyndhurst Wis.Lyons IowaLytles Wis.

Madison Wis.Magnolia "Main Street (Evanston) .III.

Malcolm "Malone IowaMalone Wis.Malta 111.

Malvern Wis.Manchester S. Dak.Manitowlsh Wis.Manitowoc *'

Manitowoc Jet Wis.Mankato Minn.Mankato Junction "Manlius 111.

Manning IowaMansfield S. Dak.Mantorvllle Minn.Manville Wyo.Manyaska Minn.Maple Park 111.

Maple Ridge Mich.Maple River Junction .. IowaMapleton "Maplewood 111.

Maquoketa "Marathon "Marathon City Wis.Marengo 111.

Marenisco Mich.Maribel Wis.Marinette Wis.Marion "Marna Mich.Marshall Minn.Marshall Jet Minn.Marshalltown IowaMarshfleld Wis.Marshland "Martland Neb.Mason City IowaMastodon Mich.Maurice IowaMayfair 111.

Maywood "McFarlands Mich.McHenry m.McMillan Wis.McNaughton "Meadow Grove Neb.Mechanicsville IowaMedary Wis.Medina "Medina Junction "

Melrose Park 111.

Melvin S. Dak.Menasha Wis.Mendota "Menominee Mich.Mequon Wis.Mercer "Meriden Minn.Merrimac Wis.Merriman Neb.Metropolitan Mich.Meyer's Siding S. Dak.Michigamme "Middle Creek Stock Yards

S. Dak.Midland S. Dak.Midway Wis.Milford Minn.Mlllbrig 111.

Miller S. Dak.Milierton Neb.Milton Junction Wis.Milroy Minn.Milwaukee Wis.Mineral Point Crossing . Wis.Minfleld Wyo.Minneota Minn.Minnesota City "

Minnesota Junction .... Wis.Miranda S. Dak.Mission Hill "Missouri Valley IowaModale "Moingona "Mondamin "Moneta Wyo.Monico Junction Wis.Monmouth IowaMonowi Neb.Monroe S. Dak.Montfort Wis.Montour IowaMoorehead "Morgan Minn.Moritz S. Dak.Morrison Ill-

MorseMorse Bluff Neb.Mosel Wis.Mosling "Mount Horeb "Mount Prospect "Mount Vernon IowaMountain Wis.Moville IowaMumfords Mich.Montfort Jet Wis.Montrose Jet Wis.Montrose Siding Wis.

Nachusa Hi-

Nadeau Mich.Narenta "Nashville IowaNatrona Wyo.Necedah Wis.Necedah Junction "

Nekoosa '*

Nekoosa Junction "Neenah "Negaunee Mich.Neligh Neb.Nelson 111.

Nenzel Neb.Neshkoro Wis.Nevada IowaNevada Gulch Wyo.Newald Wis.Newhold Wis.New London "New London Junction. . "

Newman's Grove Neb.


Newport Neb.Newton Wis.New XJIm Minn.Nlckerson Neb.Nicollet Minn.Niles Center 111.

Niobrara Neb.Node Eancb Wyo.Nora Neb.Norfolk "Norfolk Junction "Normandy 111.

Norrle Wis.North Aurora 111.

North Ave. (Chicago) . . . 111.

North Branch Wis.North Chicago 111.

North Escanaba Mich.North 40th Ave 111.

Northfield 111.

North Freedom Wis.North Green Bay Wis.North Greenfield Wis.Northville S. Dak.Norwalk Wis.Norway IowaNorway Mich.Norwood Park 111.

Noults Mich.NowUn S. Dak.

Oak Neb.Oak Center Wis.Oakdale Neb.Oakes N. Dak.Oakfield Wis.Oak Park 111.

Oconto Wis.Oconto Falls "Ocla Wyo.Octavia Neb.Odanah Wis.Odebolt IowaOdin Minn.Oelrichs S. Dak.Ogden IowaOkee Wis.Omaha Neb.Omaha Heights "Onalaska Wis.Onawa IowaO'Neill Neb.Onslow IowaOntario '•

Oostburg WisOral S. Dak.Oralabor IowaOrange City "Ordway g. Dak.Ore Dock Junction Wis.Oregon "Orin Junction WyoOro Mich.Oronoco Minn.Orson IowaOsborne Wis.Oshawa Minn.Oshkosh Wis.Osier Mich.Otis IowaOwauka S. Dak.Owasa •'

Owatonna Minn.

Palatine 111.

Panola Mich.Parker S. Dak.Parkersburg IowaPark Ridge 111.Parrlsh Wis.Parrlsh Jet Wis.Partridge Mich.

Patrick Siding Neb.Paulding "Paullina IowaPecatonlca 111.

Peebles Wis.Pelican "Pence "Pensaukee "Pentoga Mich.Peoria 111.

Perkins Mich.PerrouTille "Peshtigo Wis.Petersburg Neb.Peterson IowaPeterson Ave.

(Rose Hill)... 111.

PetersvlUe "Peterson's Mich.Philip S. Dak.Piedmont S. Dak.Pierce Neb.Pierre S. Dak.Plerson IowaPilger Neb.Pine Creek Wis.Pine Grove "Pine Island Minn.Pine Ridge Mich.Pisgah IowaPlains Mich.Plalnview Minn.Plainvlew Neb.Planks Minn.Plattevllle Wis.Platte River Neb.Pleasant Prairie Wis.Plum Creek IowaPlymouth Wis.Polk City IowaPoplar Grove 111.

Port Edwards Wis.Porter Minn.Portland S. Dak.Portland Jet S. Dak.Port Washington Wis.Potato River Junction . . "Powder River Wyo.Powell "

Powell S. Dak.Powers Mich.Pratt Jet Wis.Preparation IowaPreston Wis.Princeton "Proviso 111.

Pulaski Wis.

Quinn S. Dak.Quarry IowaQuinnesec Mich.

Racine Wis.Racine Junction "

RadclifEe IowaRadford Mich.Radnor 111.

Ralston IowaRamsey Mich.Randall IowaRapid City S. Dak.Ravenswood 111.

Kavlnla "

Rawhide Neb.Rawson Wis.Raymond S. Dak.Redfleld "Red Granite Wis.Red Granite Jet "Redwood Palls Minn.Reedsburg Wis.Reedville "

Ree Heights S. Dak.Renwlck IowaRepublic Mich.Revere Minn.Rewey Wis.Rhinelander "Rhodes "

Rib Palls "Rib Falls Jet "Rib River "Richards Wyo.Richmond 111.

Rlclietts IowaRldgefleld Wis.Ridgeland 111.

Ridgeway Wis.Ridott 111.

Riley's Wis.Ringle "Ringwood 111.

Ringsted IowaRipon Wis.Ripon Jet Wis.River Forest 111.

River Jet 111.

River Siding Mich.River Sioux IowaRiverton Wyo.Robblns Mich.Rochelle 111.

Rock Neb.Rochester Minn.Rockfleld Wis.Rockford 111.

Rockham S. Dak.Rock Island Junction .... 111.

Rockland Wis.Rogers Park 111.

Rolfe IowaRoUo 111.

Roscoe "Rose Hill "Rosendale Wis.Eosholt "Ross IowaRosseau S. Dak.Ross Minn.Roth's Spur Wis.Round Grove IlLRowena Minn.Roxby Neb.Rubens IowaRuby Basin S. Dak.Rudolph "Rummeles Wis.Rushville Neb.Rutland Iowa

Sac City IowaSac Junction IowaSt. Charles 111.

St. Charles Minn.St. Charles S. Dak.St. Cloud Wis.St. Francis "St. Lawrence S. Dak.St. Marie Wis.St. Mary's S. Dak.St. Onge "St. Peter Minn.St. Rose Wis.Salem S. Dak.Salem Wis.Sallx IowaSanborn Minn.Sandhurst Mich.Sand Pit IowaSand Rock Wis.Sands Mich.Secora IowaSargent's Blufts "

Satuit Wis.

160 HISTOKT OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM

Saunders Mich.Sawyer Neb.Saxon Wis.Saylor IowaSchaller "Schleswlg "Scott Wis.Scrantou IowaScarville "Scribner Neb.Scribner Jet Neb.Seaforth Minn.SeatonvlUe 111.

Secora IowaSeneca S. Dak.Seren Mile Creek Wis.Seward Neb.Shabbona Grove 111.

Shaffer Mich.Sharon Wis.Shawano "Shawano Jet Wis.Shawnee Wyo.Sherloeks Mich.Sheboygan Wis.Sheboygan Falls "

Sheldahl IowaShenningtou Wis.Shepley "Sherry Jet "Shickley Neb.Shopiere Wis.Shoshoni Wyo.Siemens Mich.Silica Wis.Silver Springs "Sioux City IowaSioux Rapids "Sioux Valley Jet S. DakSlater IowaSleepy Eye Minn.Sloan IowaSmith's Mill Minn.Smithwick S. Dak.Snells Wis.Snyder Neb.Soldier IowaSoudan Neb.South Centralla Wis.South Omaha Neb.Spalding Mich.Sparta Wis.Speer 111.

Spencer S. Dak.Split Rock Wis.Spread Eagle "Springfield Minn.Spring Lake Wis.Spring Valley 111.

Stafford Neb.Stager MichStambaugh "Stanhope IowaStanton Neh.Stanwood IowaStark "State Centre "State Hospital Wis.State Line "State Line IowaStephenson Mich.Sterling 111.

Stiles Junction Wis.Stitzer "Stockhara Neb.Stockton Minn.Story IowaStout "Stratford "Stratford Wis.Strawbridge "Strouds Wyo.

Stuart Neb.Sturgeon Mich.Sturgis S. Dak.Sugar Bush Wis.Sullivan "Sumac Mich.Summit Wis.Siloam Siding Wis.Sixteenth St. (Chicago) . .III.

Skokie Jet "Soperton Wis.Soo Line Crossing Wis.Southern Jet "

Southern Iowa Jet IowaSouth Branch 111.

South Elgin "

South Madison Wis.South Milwaukee "South Oshkosh "

State Line Mich Mich.State St. (Chicago) 111.

Stella Jet Wis.Stock yards (Omaha) . .Neb.Summerdale 111.

Summit Siding S. Dak.Sycamore Jet 111.

Summit Lake Wis.Superior Neb.Suring Wis.Surprise Neb.Sutherland IowaSwanzy Mich.Swedenburg Neb.Sycamore 111.

Syene Wis.

Talbot Mich.Tama IowaTamarack Mich.Taunton Minn.Taylors Mich.Terra Cotta 111.

Terry S. Dak.Tesh Mich.Teton S. Dak.Thatcher Neb.Thayer "Thayer Mich.Thor IowaThornton Wis.Thrall "Three Lakes Wis.Tigerton "Tilden Neb.Tilford S. Dak.Tilton IowaTioga "Tipton "Toledo "Tomahawk Lake Wis.Town Line "Townsend "Tracy Minn.Traer IowaTraverse Minn.Trempealeau Wis.Triumph m.Triumph Minn.Trombly Mich.Troy Grove lU.Turin IowaTurton S. Dak.Twin Lakes Wis.Two Rivers "Two Rivers Jet "Tyler Minn.

Ulao Wis.Underhlll "Underwood S. Dak.Union mUnion Center ^. . .Wis.

Union Grove 111.

Union Pacific Trans IowaUnion Stock Yards 111.

Unityville S. Dak.Upton 111.

Urban S. Dak.Ute IowaUtica Minn.

Vail IowaValentine Neb.Van Buskirk Wis.Vandyne "Van Metre S. Dak.Van Ostrand Wis.Van Petten 111.

Van Tassell Wyo.Vayland S. Dak.Vega Mich.Verdel Neb.Verdi Minn.Verdigre Neb.Verdon S. Dak.Verona Wis.Vesper "Vesra Minn.Vilas S. Dak.Viola Minn.Volga S. Dak.Voliu S. Dak.Vulcan Mich.Voorhies Iowa

Wabasso Minn.Wabasso Jet Minn.Wabeno Wis.Wabik Mich.Wahaba Wyo.Wahoo Neb.Wakefield Mich.Wakonda S. Dak.Wald IowaWales Wis.Wall S. Dak.Wallace Mich.Wall Lake IowaWalnut Grove Minn.Waltman Wyo.Wanda "Waseca "Washington Neb.Wasta S. Dak.Watch Factory, Elgin. . . .111.

Waterman Siding IowaWatersmeet Mich.Watertown S. Dak.Watertown Wis.Watkins IowaWaucedah Mich.Waukegan 111.

Waukesha Wis.Waunakee "Wausau "Wausau Jet Wis.Wautoma "Wayhurn Minn.Wayne 111.

Wayside Neb.Weber 111.

Webster City IowaWeedens Wis.Welcome Minn.Wellington Mich.Wendte S. Dak.Werley Wis.Wessington S. Dak.West Allis Wis.West Bend Wis.West Chicago 111.

West Elgin "West End Neb.West Gladstone Mich.


West Greenville Wis.West Lawn Neb.West Point Neb.West Rapids IowaWest Rosendale Wis.West Salem Wis.West Side IowaWest Side Mo. River. . .Neb.Western Ave. (Chicago) . .111.

What Cheer "

Wheatland "Wheaton 111.

Wheelerwood IowaWhitcomb Wis.White Fish Bay "

Whitelaw Wis.Whltewood S. Dak.Whiting IowaWhitney Mich.Whitney Neb.Whitsou Junction Wis.

Whitten IowaWilcox Wis.Wild Rose "Willard "Williams Bay "Wilmette 111.

Wilson Mich.Wilton Wis.Winchester Wis.Winde Mich.Winfield IowaWinnebago 111.

Winnetka 111.

Winnetoon Neb.Winona Minn.Winthrop Harbor 111.

Wlsner Neb.Wittenburg Wis.Wolf River Junction ... "Wolsey S. Dak.Wolton Wyo.

Wonewoc Wis.Woodbine IowaWoodhull Wis.Wood Lake Neb.Woodman Wis.Woodruff "Wood St. (Chicago) 111.

Woodstock 111.

Woodworth Wis.Woolstock IowaWright "Wrightstown Wis.Wyeville Wis.

Yankton S. Dak.York Neb.

Zachow Wis.Zaneta IowaZell S. Dak.Ziou City 111.

Zumbrota Minn.

CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA RAILWAYALPHABETICAL LIST OF STATIONS

Adrian Minn.Allouez Wis.Alton IowaAltoona Wis.Amboy Minn.Angus Wis.Anson "Arnold "Ash Creek Minn.Ashland (Freight) Wis.Ashland Junction "Ashland (U. D) "Ashton IowaAtwood Spur Wis.Augusta "Avoca Minn.

Bacon Spur Wis.Baldwin "Bancroft Neb.Harden Minn.Barksdale Wis.Barrouett "Bayfield "Beaver Creek Minn.Beaver Spur Wis.Beebe 'Beldenvllle "Belle Plaine Minn.Bennett Wis.Benoit "Bibon "Bigelow Minn.Bingham Lake "Blrchwood Wis.Black River Falls "Blair (Freight) Neb.Blair (Ticket) "Blakeley Minn.Bloomer Wis.Bloomfleld Neb.Blue Earth Minn.Boardman Wis.Bradley Minn.Brandon S. Dak.Brewster Minn.Brick Yard Spur Wis.Brill "Brunet "Bnndy Spur "Burkhardt "Butterfleld Minn.Butterfield Tower "

Cable Wis.Cable Pit "Cameron "Camp Douglas "Carnes IowaCarroll Neb.Cedarhurst Wis.Chill "Chapman "Chetek "Chippewa Falls "Cirkle Spur "Clarks "Clayton "Clear Lake "Cliff Minn.Cobban Wis.(ioburn Neb.Coffman "Coleridge "Columbia Wis.Comfort "Clomstock "Concord Neb.Cornell Wis.Couderay "County Line "Craig Neb.Cray Minn.Crofton Neb.Crooked Rapids Wis.Cumberland "

Currie Minn.

Dakota City Neb.Dauby Wis.Davis & Starr Spur.... "

Deer Park "Delft Minn.Dells Spur Wis.De Soto Neb.Donald Wis.Doon IowaDoran Spur Wis.Dovray Minn.Draper Wis.Drummond "

Duluth (City) Minn.Duluth (Depot) "Duluth (Dock) "

Duluth (Freight) "

Dundee "

Eagle Point Wis.Eagle Spur "Earl "East St. Paul Minn.E. 7th St., St. Paul... Minn.Eau Claire Wis.Eau Claire River Tower "Ebbe "Edminster Spur "Eleva "Elk Mound "Ellis S. Dak.Ellsworth Wis.Elmore Minn.Elmwood Wis.Elroy "Elroy Yard "Emerald "Emerson Neb.Eton Minn.

Fairchild Wis.Fairmont Minn.Fall Creek Wis.Farmer S. Dak.Fillmore Ave Minn,Fleming Wis.Florence Neb.Pordyce "Forest City Wis.Fort Calhoun Neb.Fountain Spur Wis.Fulton S. Dak.

Garden City Minn.Gehlen IowaGillett Spur WiiGloverGordonGrandvlewGrantonGravel PitGrogan Minn.

Hadley Minn.Hallie Wis-Hammond "Hammond Spur "

Hannibal "Hanson & Johnson Spur "

Hartford S. Dak.Hartlngton Neb.Hatch Wis.

162 HISTORY OF THE CHICAGO & NOETH-WBSTERN RAILWAY SYSTEM

Haugen WisHawthorne "Hayward "Hazel Park Yard Minn.Hemlock Wis.Henderson Minn.Herman Neb.Heron Lake Minn.Hersey Wis.Hines "Hinton IowaHolcombe Wis.Hoskins Neb.Hospers IowaHoughton Wis.Howard Spur "Hubbard Neb.Hudson Wis.Hudson City "Hudson Shops "Hughey "Humblrd "Humboldt S. Dak.Huser Spur Wis.Hustler "

Itasca Wis.Itasca (Dock) "

Jackson Neb.Jacobs Spur Wis.James IowaJeffers Minn.Jim Falls Wis.Johnson Spur "Jordan Minn.

Kaiser Spur Minn.Kasota "Kennedy Wis.Knapp "KoU "Kurth "

Lake Crystal Minn.Lake Elmo "Lakeland Jet "Lakeside Wis.Lake Wilton Minn.Lakewood IowaLampson Wis.Larson Spur "Laurel Neb.Le Mar (Freight) IowaLe Mars (Ticket) "Leonard Wis.Le Sueur Minn.LewisTllle "Lime Creek "Linderman Wis.Lumber Spur "Luverne Minn.Lyons Neb.

McDougal Spur Wis.Madelia Minn.Magnet Neb.Magnolia Minn.Mankato (Freight).... "Mankato (Ticket) "Marshfleld Wis.Marston "Maskell Neb.Mason Wis.Mendota Minn!Menomonle Wis.Menomonie Jet "

'

Merriam Minn.Merrill IowaMerrlUan WisMidvale Minn!MiUstou 'Wis.

Miloma Minn.Mines Wis.Minneapolis (City) .. .Minn.Minneapolis (Freight) . "Minneapolis (D. D.)... "Minneopa "Minnesota Transfer. ... "

Mlnong Wis.Mitchell S. Dak.Mondovi Wis.Montrose S. Dak.Mountain Lake Minn,

Nacora Neb.Narrows "Nash "NeillsTlUe "Nelson Spur "New Auburn "Newcastle "New Richmond (Frt.)..Wis.New Richmond (Tkt.) . . "Nicols Minn.Norfolk Neb.Norfolk Jet "Norma Wis.Northline "Northrop Minn.

Caches Wis.Oakdale Minn.Oakland Neb.Oberto "Omaha (City) "Omaha (Freight) "Omaha (Train Disp.).. "Omaha (Union Station) "Omaha (Webster St. Depot)Omaha

(Webster St. Depot). "Org Minn.Osseo Wis.Ottawa Minn.

Pender Neb.Pennocks Wis.Perlejy "Peterson "Phipps "Pike "Pipestone Minn.Ponca Neb.Prentice wis.Prescott Road "Price "

Radisson Wis.Ranch Spur Neb.Randolph "Requa Wis.Rice Lake "Richardson "Rlckerd Spur "Ritter IowaRiver Falls Wis.Riverside S. Dak.Roberts Wis.Eockmont "Rock Rapids IowaRodell Wis.Rushmore MinnRusk Wis.Rustone Spur "

St. Croix Spur Wis.St. James MinnSt. Paul (City) "St. Paul (Freight) "St. Paul (Gen'l Office) . "St. Paul Shops "St. Paul (U. D.) "St. Peter •

Salem S. Dak.Salmo Wis.Sand Spur "Sarona "Sauntry "Savage Minn.Schneider Spur Wis.Seeley "Seney IowaSeverance Wis.Shakopee Minn.Shaw Spur Wis.Sheldon (Freight) IowaSheldon (Ticket) "Shell Lake Wis.Sheppard "Sholes Neb.Sibley IowaSioux Wis.Sioux City (City) IowaSioux City (Depot) .... "Sioux City (Freight) . . "Sioux City (Shops) "Sioux City (£2d St.)... "Sioux Falls ( Freight ).S. Dak.Sioux Falls (Ticket) . . "Slag Pile Spur Wis.Slayton Minn.Solon Springs Wis.South Blair Neb.South Cut "South Omaha "South Range Wis.South St. Paul Minn.South Sioux City Neb.South Stillwater Minn.Spencer S. Dak.Spooner Wis.Spring Brook "Spring Valley "Stanton "Starr Spur "Stillwater (Freight) .Minn.Stillwater Junction.... "Stillwater (U. D.) "Stinnett Wis.Stinson Spur "Stock Yards IowaStone Minn.Storden "Stowell Wis.Strum "Summit "Superior (City) "Superior Bast End "Superior (Freight) "Superior (Ticket) "Sweeden "Sydney "

Teegarden Wis.Tekamah Neb.Thurston "Tramway Wis.Trego "Trent Minn.Trow Wis.Truax "Truman Minn.Tunnel Wis.Turtle Lake "Tuscobla "Twin City Stock Yds.. Minn.Tyson Neb.

Valley Junction Wis.Valley Springs S. Dak.Vernon Center Minn.Vista Neb.

Wakefield Wis.Warner Minn.


Warner Wis.Warren "

Wascott "

Washburn "

Washburn (Dock) "

Washer Spur "

Wausa Neb.Wayne "Westbrook Minn.West Ean Claire Wis.

Western Avenue Minn.Weston Wis.White River "Wilder Minn.WUdwood Wis.Wilson "

Windfall Spur "

Windom Minn.Winnebago "

Wlnside Neb.

Winter Wis.Woodstock Minn.Woodville Wis.Worthlngton Minn.Wright Wis.Wynot Neb.Wyville Wis.

Yarnell Wis.Yolo "Young Spur "

REDUCTION IN PASSENGER FARES—COMMUTATION RATES

Below is an exhibit that should be of much interest, not only to the

suburban patrons of this road and to the owners of the property, but also

to all persons who are interested in railroad rates of fare. The exhibit

shows the rates that were charged from Chicago on the Milwaukee division

in 1881 and that are charged in 1910. Similar reductions in passengerfares have been made over the entire road.

•9 5S


CONSTRUCTION.

The Chicago & North-Western Proper

On the preceding pages we have given the general history of the con-

struction of the road in gross. Below we give the same in detail. Weshow the years in which the building was done, the stations that were con-

nected each year, the miles built, and the corporate name of the roads under

which the construction was carried on. In this table can be found the story

of construction of the road as it was built from 1848 to June 30, 1910.

CONSTEXJCTION OF THE CHICAGO & NORTH-WESTEEN RAILWAYThe following comprehensive exhibit was made from the com-

pany's records by Mr. J. B. Eedfield (of whom mention is made elsewhere

in this book) and brings the construction down to April 30, 1910.

TERMINI

FROM TO

MILES BUILT BY

1848 CMeago1849 Harlem1852 Elgin1853 Eockford1853 Belvidere1854 Turner June1855 Dixon1856 Chicago (2d track).1862 Kenosha1864 Eseanaba1870 Winona June1860 Beloit

1864 Magnolia1854 Chicago1854 Minnesota June ....

1855 Cary1859 Janesville

1859 Fond du Lac1861 Oshkosh1862 Appleton1879 Ext. to Appleton1871 Ft. Howard1872 Marinette1870 Negaunee.... Branches to ,

1872 Chicago1872 Geneva1864 So. Branch June. . .

.

1873 Madison1883 Batavia1886 Winona June1857 Clinton1858 Wheatland1859 Lisbon1860 East end of Bridge1865 West end of Bridge

.

1861 Cedar Eapids1862 Chelsea1864 Marshall1865 Nevada

Harlem.ElginKoekfordFreeportBeloit

DixonFultonTurner JunctionEockfordNegauneeWinonaMagnoliaMadisonGaryFond du Lac. .

.

Janesville

Minnesota JuneOshkoshAppletonFt. Howard. . . .

Water Power. .

.

MarinetteEseanabaLake Angeline.

.

MinesMontroseBataviaChicago Eiver.

.

Winona June. .

.

AuroraLa Crosse

WheatlandLisbonCedar Eapids. ..

over Miss. Eiverover Miss. EiverChelsea

MarshallNevadaBoone

10.00

33.00

50.00

28.0020.10

68.0039.00

30.0072.10

62.00

29.00

17.00

31.8038.5029.0052.30

57.0017.00

20.00

28.40

3.63

49.4564.65

4.58

42.275.20

3.20

4.50

129.106.20

3.96

44.0020.0017.30

1.10

41.0029.00

29.00

23.00

Dixon, Eockf 'd & Ken. E. E. Go.

Peninsula E. E. Co. of Mich.LaCrosse, Trem. & Pres. E.E. Co.

Beloit & Madison E. E. Co.

Illinois & Wisconsin E. R. Co.

Eoek Eiver Val. Union E. E. Co.

Chi., St. P. & F. du Lae E. R. Go.

Chicago & North-Western Ey. Co.

Galena & Chi. Union E. R. Co.

Chicago, Iowa & Neb. E. E.

Chicago, Iowa & Neb. R. R.Albany Bridge Co.Chicago & North-Western Ry. Go.Cedar Rapids & Mo. River R. R.

166


TERMINI

FROM TO

MILES

1890189018901891189118911891

19021902188618871888188419031905190619061906190719071907190719071906190619071908

Buffalo GapWhitewoodWhitewoodDeadwood Ft. DepotDeadwood—Lee St .

.

Deadwood—Pine St

.

Portland JuneBranches to Mines .

.

Branches to Mines.Gayville

VerdigreeWyo. St. LineDouglasGlen EoekEldora JuneEland JuneMercerLaonaConoverE. Bryant Switch . .

Marathon CityEltonBonesteelGregoryMillbrigManitowocDuek CreekPulaskiSt. Francis Cut-oif

.

Hot SpringsDeadwoodStock Yds.,Belle F.

Lee StPine StRuby BasinEnd of track

Kuby BasinPortland Branch..Lead CityBonesteelDouglasGlen EoekCasperAlden JuneEosholtForestville

SaundersHackleyEltonEib Falls

Wolf Eiver Val..

.

GregoryDallasHazel GreenGreen BayGiUettEland June

BUILT BY

14.12

9.13

21.19

.39

.12

11.27

2.40

2.55

1.62

2.92

69.40

76.79

28.97

24.7026.40

19.7419.49

29.51

9.33

9.01

4.75

6.60

25.96

4.49

2.70

36.25

29.7447.692.38

Fremont, Elkhorn & M.V.K.E.Co.

Wyoming Central Ey. Co.

Chicago, Iowa & Dak. Ey. Co.

Chicago & N. W. Ey. Co.

Manitowoc, G. B. & N. W.

C. & N. W. Ey. Co.

PEOPRIETAEY LINES

TERMINI

FROM TOMILES BUILT BY

1884|Valley June iNecedah| 16.06

1907|Wolf Eiv. Val. June. .JNear Van Ostrandj 1.98

Prince. & West. Ey.

Wolf Eiv. Val. By.

LEASED UNES

OQ

HISTOKT OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 169

KECAPITTJLATION

C. & N. W. Consolidated

Proprietary Lines

Leased LinesTrackage Eights

Total Miles Operated

7515.0518.0463.27

41.61

7637.97

CONSTKUCTION

Chicago, St. Paul, Minneapolis & Omaha Railway

Ttis important railroad, the control of which by the Chicago & North-WesternCompany is referred to on other pages, was built under various corporate names, andthese were finally consolidated under the title now in use. Owing to the changes inownership, loss of records by fire, etc., It is not possible to give an exact history ofthe construction of the entire mileage, but the following is accurate as far as it goes.

WISCONSIN DIVISION

WhenBuilt

TERMINI

From ToMiles

18681869187018711871187218781880188018801880188118811885188718911888188918901901

•1901190219021902190319041906187118741878187918801881188118811882188218821881188318831883188318841884

18841884188418861890

Warren Wis.Blact River Falls "

Augusta "

Menomonie Junction "

Stillwater Junction "

Elroy "

Hudson "

Merrillan "

Eau Claire"

Menomonie Junction "

St. Croix Draw Bridge "

4% miles east of Merrillan. .

.

"

East of Menomonie Junction.

.

"

River Falls"

Extension to NeillsvlUe "

Neillsville"

Falrchild"

Osseo "Eleva "

Radisson Junction "

Emerald "

Spring Valley"

Birchwood "

Chippewa Falls "

Holcombe "

Radisson"

Winter "

North Wisconsin Junction. ..."

New Richmond "

Clayton "

Cumberland "

North of Chandler "

Cable"

Chippewa Falls "

Superior Junction "

4 miles north of Cable "

Bloomer "

Nortb of Bear Creek "

9 miles north of Superior Jet."

North of Mason "

Eau Claire"

South of Bear Creek "

Ashland Junction "

Ashland Shore Line "

Spur to City Depot, ChippewaFalls

"

Superior Short Line .Junction."

Superior Street Line "

Connere Point Line "

Rice's Point "

Chicago Junction "

Black River Falls Wis.Augusta "Menomonie Junction "Westminster St., St. Paul. . .Minn.Stillwater "Warren Wis.River Falls "Neillsville "Show's Mill "Menomonie City "Stillwater Switch "Neillsville "Cedar Falls "Ellsworth "

MarshfleldOsseo 1

Bleva }• Purchased In 1891

.

Mondovi JBirchwoodSpring ValleyWestonRadissonHolconibeYellow RiverWinterDraperNew RichmondClaytonCumberlandNorth of ChandlerCableToward BayfieldBloomerToward SuperiorNorth of MasonSouth of Bear CreekChicago JunctionItasca Street SwitchBayfieldChippewa FallsNorth Of Bear CreekAshland

West Superior

St. P. & D. R. R. Connection.Spooner

20.4833.7145.6063.103.30

32.2811.704.502.743.014.559.502.01

13.121.37

23.3013.9012.8010.3012.5021.0015.7223.5027.7021.5810.0010.0013.3024.6017.6026.0038.504.00

14.509.00

26.0037.0013.1351.8728.2410.574.654.381.31

.776..30

.581.402.60.89

170 HISTOET OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM


THE MEN WHO MADE THE ROAD

A LIST OF THE DIBECTORS AND OFFICERS OF THE CORPORATION ANDTHE MANAGING AND OPERATING STAFFS WITH

DATE OF EliiOTION OR APPOINTMENT.From the organigation- of the company to June 30, 1910.

Fkom ToWilUam B. Ogden June 6, 1859 June 4, 1868Perry H. Smith June 6, 1859 June 3, 1869E. W. Hutchings June 6, 1859 June 7, 1860Charles Butler June 6, 1859 June 6, 1861Thomas H. Perkins June 6, 1859 June 7, 1860Mahlon D. Ogden June 6, 1859 June 8, 1859Alex C. Coventry June 6, 1859 June 8, 1859Henry Smith June 6, 1859 June 8, 1859James E. Young June 6, 1859 June 7, 1860J. J. K. Pease June 6, 1859 Nov. 17, 1865M. C. Darling June 6, 1859 Aug. 18, 1864Albert Winslow June 6, 1859 June 6, 1861George M. Bartholomevr June 6, 1859 June 2, 1864H. H. Boody June 8, 1859 June 2, 1S64William C. Langley June 8, 1859 June 7, 1860James A. Edgar June 8, 1859 June 7, 1860A. L. Pritehard June 7, 1860 June 3, 1864L. M. Miller June 7, 1860 June 6, 1861John Maxwell June 7, 1860 June 6, 1861WilKam A. Booth June 7, 1860 June 2, 1864T. H. Perkins June 7, 1860 Nov. 23, 1860William H. Dyckman Nov. 23, 1860 June 6, 1861David Dowes June 6, 1861 June 5, 1862Lowell Holbrook June 6, 1861 June 2, 1864C. S. Seyton June 6, 1861 Feb. 18, 1864Austin Baldwin June 6, 1861 June 4, 1863George Smith June 6, 1861 June 4, 1863George L. Dunlap June 5, 1862 June 1, 1871J. D. Pish June 4, 1863 June 1, 1865Joseph A. Wood June 4, 1863 June 2, 1864William B. Scott Feb. 18, 1864 June 1, 1865James W. ElweU June 2, 1864 June 4, 1868Samuel J. Tilden June 2, 1864 June 4, 1868William H. Ferry June 2, 1864 June 3, 1869John B. Turner June 2, 1864 Apr. 7, 1869Thomas D. Eobertson June 2, 1864 June 6, 1867H. H. Boody June 11, 1864 May 15, 1868Lowell Holbrook June 11, 1864 June 4, 1868William A. Booth June 11, 1864 June 4, 1868George M. Bartholomew June 11, 1864 June 6, 1867A. L. Pritehard June 11, 1864 June 4, 1868John M. Burke Aug. 18, 1864 June 5, 1873Benjamin Nathan June 1, 1865 June 2, 1870Julien 8. Eumsey June 1, 1865 June 2, 1865James D. Fish June 2, 1865 Nov. 25, 1867William B. Seott Nov. 17, 1865 July 22, 1867Samuel Sloan June 6, 1867 June 3, 1869Adrien Islin June 6, 1867 June 4, 1868M. L. Sykes, Jr July 22, 1867 Nov. 11, 1902Henry Keep Nov. 25, 1867 July 11, 1869H. H. Baxter May 15, 1868 Mar. 10, 1871James H. Benedict June 4, 1868 Oct. 6, 1869


FeomGeorge S. Scott June 4, 1868Jobn Bloodgood June 4, 1868

F. P. James June 4, 1868W. S. Gurnee June 4, 1868Eussell Sage June 4, 1868Alexander Mitchell June 4, 1868Henry E. Pieraon Apr. 7, 1869A. G. Dulman June 3, 1869J. L. Ten Have June 3, 1869John B. Turner June 3, 1869John E. Williams Sept. 1, 1869Alanson Eobinson Oct. 6, 1869Charles E. Marvin June 2, 1870Harvey Kennedy June 2, 1870A. B. Baylis June 2, 1870"

W. L. Scott June 2, 1870Milton Courtright June 2, 1870E. P. Flower June 2, 1870H. H. Porter June 2, 1870John F. Tracy June 2, 1870David Dowes June 1, 1871P. H. Tows June 1, 1871William H. Ferry June 1, 1871B. F. Allen June 1, 1871Albert Keep June 5, 1873S. M. Mills June 3, 1875James H. Howe June 3, 1875John Bloodgood June 1, 1876Jay Gould Mar. 3, 1877William H. Ferry Mar. 3, 1877Sidney Dillon Mar. 3, 1877Oliver Ames Mar. 3, 1877John M. Burke June 7, 1877Marvin Hughitt June 7, 1877David Jones June 6, 1878Perry H. Smith June 6, 1878Frank Work June 6, 1878C. J. Osborn June 6, 1878D. P. Morgan June 6, 1878Augustus Schell June 5, 1879Chauncey M. Depew June 5, 1879Samuel F. Barger June 5, 1879D. O. Mills June 3, 1880Anson Stager June 2, 1881F. W. Vanderbilt June 2, 1881N. K. Fairbank June 7, 1883H. McK. Twombly June 5, 1884J. B. Eedfield June 5, 1884W. K. Vanderbilt Sept. 27, 1884Horace Williams Sept. 27, 1884David P. Kimball Sept. 27, 1884John I. Blair June 4, 1885Percy E. Pyne June 3, 1886Frederick L. Ames June 6, 1889James C. Fargo June 4, 1891Byron L. Smith June 2, 1892Oliver Ames 2d June 7, 1894Cyrus H. MoCorraick June 6, 1895James Stillman June 6, 1895Zenas Crane June 6, 1895

* Shows the position is still held by the party Indicated.

ToJune


From ToMarshaU Keld Dec. 8, 1899 Jan. 16, 1906Henry C. Prick Nov. 11, 1902 •

Frank Work Nov. 11, 1902 •

Chauneey Keep Feb. 19, 1906 •

E. E. Osborn Oct. 17, 1907 Oct. 21, 1909John V. Farwell Oct. 21,1909 •

Homer A. Miller Oct. 21,1909 •

"W. A. Gardner Apr. 13, 1910 •

CHAIEMAN OF THE BOAED OF DIEECTOESAlbert Keep June 2, 1887Dec. 11, 1901

PEESIDENTSWilliam B. Ogden June 7, 1859 June 4, 1868Henry Keep June 4, 1868 July 11, 1869Alex. Mitchell Sept. 1, 1869 June 3, 1870John F. Tracy June 3, 1870 June 19, 1873Albert Keep June 19, 1873 June 2, 1887Marvin Hughitt June 2,1887 *

VICE-PEBSIDENTSPerry H. Smith June 7, 1859 April 7, 1869Henry E. Pierson April 7, 1869 June 30, 1870M. L. Sykes June 30, 1870 June 6, 1901E. E. Osborn June 6, 1901 *

W. A. Gardner Jan. 23, 1906 *

H. E. McCullough Jan. 23, 1906J. M. Whitman Jan. 23, 1906 *

M. M. Kirkman Jan. 23, 1906 April 30, 1910

SECOND nCE-PEESIDENTSM. L. Sykes July 22, 1867 June 30, 1870Marvin Hughitt June 3, 1880 June 2, 1887M. M. Kirkman Nov. 1, 1889 Jan. 23, 1906

THIED VICE-PEESIDENTSW. H. Newman Nov. 1, 1889 Sept. 12, 1896H. G. Burt Oct. 1, 1896 Dec. 31, 1897H. E. McCullough Jan. 1, 1898 Jan. 23, 1906

FOUETH VICE-PEESIDENTSJohn M. Whitman Dec. 1, 1899 Jan. 23, 1906

VICE-PEESIDENTS AS TO MANAGEMENTW. A. Gardner, Operation and Maintenance Jan. 23, 1906 *

H. E. McCuUough, Traffic Jan. 23, 1906 *

J. M. Whitman, New Linea, Coal and Bridge Cos Jan. 23, 1906 *

M. M. Kirkman, Accounting Jan. 23, 1906 April 30, 1910

SECEETAEIESCharles Butler June 7, 1859 Aug. 25, 1859James E. Young Aug. 25, 1859 Dec. 31, 1868A. L. Pritchard Dec. 31, 1868 Oct. 31, 1872Chas. E. Marvin Oct. 31, 1872 June 30, 1873M. L. Sykes June 30, 1873 June 6, 1901E. E. Osborn June 6, 1901 Jan. 12, 1909

J. D. CaldweU Jan. 12, 1909 •

• Shows the position is stili held by the party Indicated.


ASSISTANT SECBETAEIESJ. B. Eedfield June 7, 1859 AprU 30, 1910

8 O Howe June 19, 1873 Mar. 17, 1906

E. H. Wiffiams June 3, 1897 Mar. 27, 1906

M. B. Van Zandt Oct. 18, 1906 •

C. L. Lowe Mai7 1, 1910 *

TEEASUEEESE. W. Hutchins June 7, 1859 June 7, 1860

Geo. P. Lee June 7, 1860 AprU 2, 1866

A. L. Pritchard April 2, 1866 Oct. 31, 1872

C. E. Marvin Oct. 31, 1872 June 30, 1873

M. L. Sykes June 30, 1873 June 2, 1898

S. O. Howe June 2, 1898 Mar. 17, 1906

E. H. Williams Mar. 27,

ASSISTANT TEEASUEEESGeo. P. Lee Dec. 7, 1859 June 7, 1860

Geo. P. Lee (second time) Dec. 11, 1868 June 2, 1870

S. O. Howe June 19, 1873 June 2, 1898

J. B. Eedfield Nov. 24, 1883 April 30, 1910

Eichard H. Williams June 2, 1898 Mar. 27, 1906

M. B. Van Zandt Mar. 27, 1906 •

C.L.Lowe May 1,1910 •

ATJDITOEJ. B. Eedfield June 7, 1859 April 30, 1910

AUDITOE OP EXPENDITUEESW. H. Stennett Aug. 1,1887 •

ACCOUNTING DEPAETMENTComptroller M. M. Kirkman 1881-1889Comptroller * L. A. Eobinson 1910General Auditor * C. D. Brandriff 1910Auditor of Freight Accounts • J. O. Clifford 1910Asst. Auditor of Freight Accounts * E. J. Bloodgood 1910And. Freight Overcharge Claims * J. C. Hunter 1910Asst. Aud. Frt. Overcharge Claims • E. E. Smith 1910Aud. of Disbursement Accounts * C. H. Westbrook 1910Asst. Aud. of Disbursements Accounts. . .

* B. A. McManus 1910Auditor of Collection Accounts * J. W. Branch 1910Asst. Aud. of Collection Accounts * J. A. WOliams 1910Auditor Passenger Accounts * W. F. Van Bergen 1910Asst. Aud. Passenger Accounts * H. W. McFarlane 1910

LOCAL TEEASUEEE AND ASSISTANT* A. B. Jones 1910 *H. L. Armstrong, Assistant 1910

OPBEATING DEPAETMENTGENEEAL MANAGEES

George L. DunlapJames H. HoweH. H. PorterMarvin Hughitt Mar.J. M. Whitman Aug.W. A. Gardner Nov.E. H. Aishton Jan.

• Shows the position Is still held by the party Indicated.


GENEEAL MANAGERS WEST OF MISSOUEI RIVERG. F. Bidwell 1903 F. Walters 1907 •

ASSISTANT GENEEAL MANAGERS AND ASSISTANTS TO GENERALMANAGERS EAST OP MISSOURI RIVER

C. C. Wheeler 1881 W. H. Stennett 1884 'W. D. Cantillon. . .1906

S. Sanborn 1898 R. H. Aishton 1902

GENERAL SUPERINTENDENTSGeo. L. Dunlap 1864 J.S.Oliver 1880 S. Sanborn 1887J. C. Gault 1870 J. D. Layng 1881 E. H. Aishton 1898Marvin Hnghitt 1872 C. C. Wheeler 1883 W. D. Cantillon 1902*8. M. Braden (west of Missouri River) 1907 *W. E. Morse 1906

ASSISTANT GENERAL SUPERINTENDENTSJ. C. Gault 1869 W. S. MeUen 1885 W. D. Cantillon 1902S. Sanborn 1883 P. Hallenbeck 1887 T. A. Lawson 1902W. B. Linsley 1883 W. A. Gardner 1896 *S. G. Strickland. . .1909

SUPBEINTENDENTS, ETC.

ASHLAND DIVISION.G. F. Bidwell, Superintendent 1893C. H. Hartley, Superintendent 1896*G. J. Quigley, Superintendent 1903

BLACK HILLS DIVISION.F. E. Harmon, Superintendent 1898*L. N. Costley, Superintendent 1906

CHICAGO AND TOMAH R. E.

J. B. Trull, Superintendent 1880

CHICAGO, IOWA & DAKOTA ANDDAKOTA CENTEAL E. Es.

T. J. Nichols, Superintendent 1880

DAKOTA DIVISIONT. J. Nichols, Superintendent 1880W. F. Pitch, Superintendent 1883J. S. Oliver, Superintendent 1883H. E. Sanborn, Superintendent 19020. H. McCarty, Superintendent 1903*F. E. Moulton, Superintendent 1908DES MOINES & MINNEAPOLIS R. E.J. J. Smart, Superintendent 1879

GALENA DIVISIONE. H. Williams, Superintendent 1859E. J. Cuyler, Superintendent 1864Chas. Murray, Superintendent 1876Otto Miller, Superintendent 1889J. C. Stuart, Superintendent 1892W. B. Morse, Superintendent 1898S. M. Braden, Superintendent 1902W. D. Beck, Superintendent 1902*P. J. O 'Brien, Superintendent 1910

IOWA DIVISIONC. N. Bodfish, Superintendent 1861Isaac B. Howe, Superintendent 1862

* Shows the position Is still held by the

J. A. Head, Superintendent 1870J. B. Watkins, Superintendent 1870J. S. Oliver, Superintendent 1874J. M. Whitman, Superintendent. .. .1880H. G. Burt, Superintendent 1883M. Hopkins, Superintendent 1883Peter Hallenbeck, Superintendent. . . 1893R. H. Aishton, Superintendent 1897H. J. Slifer, Superintendent 1899W. H. Whalen, Superiatendent 1902*r. H. HammiU, Superintendent 1907

IOWA AND MINNESOTA DIVISIONS. M. Braden, Superintendent 1900E. G. ScheveneU, Superintendent. . .1902*0. H. McCarty, Superintendent ... 1903

KENOSHA & EOCKFORD R. R.

O. Beardsley, Superintendent 1872

LAKE SHORE DIVISION*C. E. Andrews, Superintendent. .. .1907LINES WEST OF MISSOUEI EIVEEP. E. Hall, Superintendent 1884W. B. Linsley, Gen. Manager 1884W. F. Fitch, Gen. Manager 1887-

H. G. Burt, Gen. Manager 1888E. C. Harris, Div. Supt 1890C. C. Hughes, General Supt 1889*C. H. Reynolds, Div. Supt 1891G. F. Bidwell, Gen. Manager 1896F. A. Harmon, Div. Supt 1898H. C. Mahana, Div. Supt 1893*L. N. Costley, Div. Supt 1906G. P. Bidwell, Gen. Manager 1903*P. Walters, Gen. Manager 1907-

*S. M. Braden, General Supt 1907

MACOUPIN COUNTY R. E.

*H. C. Stuart, Superintendent 1903

party indicated.

176 HISTORY OP THE CHICAGO & NOETH-WESTEEN EAILWAY SYSTEM

MADISON DIVISIONC. A. Swineford, Superintendent ... 1874G. F. Bidwell, Superintendent 1887E. A. Cowan, Superintendent 1889W. E. Morse, Superintendent 1905P. J. O'Brien, Superintendent 1905*G. B. Vilas, Superintendent 1910

MINNESOTA & DAKOTA DIVISIONW. D. Cantillon, Superintendent . . . 1900E. H. Sanborn, Superintendent 1902A. L. Goetzman, Superintendent. .. .1903

MINNESOTA DIVISIONW. D. Beck, Superintendent 1903*Wm. Walliser, Superintendent 1909

NOKTHEKN IOWA DIVISIONH. G. Burt, Superintendent 1881M. Hopkins, Superintendent 1883H. H. Hughes, Superintendent 1888W. D. Hodge, Superintendent 1897F. B. Pechin, Superintendent 1902W. D. Beck, Superintendent 1902G. J. Quigley, Superintendent 1903*E. E. Smith, Superintendent 1908

NOETHEEN WISCONSIN DIVISIONW. H. Whalen, Superintendent 1901H. W. Battin, Superintendent 1902W. E. Morse, Superintendent 1904P. J. O'Brien, Superintendent 1908*A. r. Eeiner, Superintendent 1908

PENINSULA DIVISIONS. C. Baldwin, Superintendent 1873*W. B. Linsley, Supt 1874 and 1885W. F. Fitch, Superintendent 1885

PIEEEE, EAPID CITY & N.-W. EY.

C. T. Dike, Superintendent 1909

*J. W. Doyle, Acting Supt 1909

SHEBOYGAN & WE8TEEN R. E.

L. A. Emerson, Superintendent. . .1879

SIOUX CITY DIVISIONH. E. Sanborn, Superintendent. .. .1901W. D. Hodge, Superintendent 1902F. Walters, Superintendent 1903S. H. Brown, Superintendent 1907*A. W. Towsley, Superintendent . . . 1910

WINONA & ST. PETEE E. E.

J. H. Stewart, Superintendent 1873J. B. Mulliken, Superintendent 1874S. Sanborn, Superintendent 1874W. P. Cosgrave, Superintendent. .. .1883

W. D. Cantillon, Superintendent 1889

WESTERN IOWA DIVISIONS. M. Braden, Superintendent 1899H. E. Sanborn, Superintendent 1900

WISCONSIN DIVISIONA. A. Hobart, Superintendent 1873Chas. Gorham, Superintendent 1881E. J. Cuyler, Superintendent 1883W. A. Gardner, Superintendent .... 1890T. A. Lawson, Superintendent 1896H. W. Battin, Superintendent 1902F. R. Pechin, Superintendent 1902*G. W. Dailey, Superintendent 1908

WYOMING & NOETH-WESTEEN EY.*J. P. Cantillon, Superintendent .... 1905

SUPEEINTENDENTS OF DINING CARSI. H. Shattuck 1881 John Shearson 1891 E. A. Kellogg 1902J. D. Heckman 1885 W. M. Wells 1899 *R. Matters 1902

SUPEEINTENDENTS OF TELEGEAPHG. W. Dailey 1903Geo. H. Bliss 1864

G. H. Thayer 1873 "William Bennett 1908

SUPEEINTENDENTS OF MOTIVE POWER AND MACHINEEYtJohn Ebberta 1855 Horatio Anderson. . . 1861 William Smith 1890P. S. Eberts 1858 G. W. Cushing *Eobt. Quayle 1894Thomas Bergera 1859 G. W. Tilton 1886

SUPERINTENDENT OF TEANSPOETATION*E. E. Betts. .1910

GENERAL TRAFFIC MANAGERSH. C. Wicker 1881 H. R. MeCullough 1896

FREIGHT TEAFFIC MANAGERSH. C. Wicker 1880 *M. Hughitt, Jr 1900

•Shows the position is stiii held by the party Indicated.fThe title varied up to 1886.


ASSISTANT TEEIGHT TRAFFIC MANAGERS*E. D. Brigham 1909 *F. P. Eyman 1909

PASSENGER TRAFFIC MANAGERSW. B. Kniskem 1902 *A. C. Johnson 1910

GENERAL FREIGHT AGENTSC. S. Tappan 1864 E. D. Brigham 1900J. C. Gault 1869 *S. P. Miller (Neb. & Wyo. Div.) . .1907C. C. Wheeler 1870 A. C. Johnson (P.R.C. & N.W.Ry.) . . 1907H. C. Wicker 1875 *B. P. Parrell (P.R.C. & N.-W. Ry.) .1910C. G. Eddy 1879 C. W. Cook (W. & N.-W. Ry.) 1906W. 8. Mellen 1882 *J. Lever (W.& N.-W.Ry.) 1907H. R. MeCuUough 1885 C. V. McKinley, of C. & T. R. R. . . . 1880M. Hughitt, Jr 1896

ASSISTANT GENERAL FREIGHT AGENTSC. M. Wicker 1873 M. Hughitt, Jr 1893W. A. Carpenter 1873 E. D. Brigham 1893C. G. Eddy 1876 *E. J. Seymour 1893W. S. Mellen 1876 T. S. Rattle 1896C. H. Knapp (W. & St. P.) 1878 F. P. Eyman 1900C. V. McKinley 1879 S. F. Miller 1902C. H. Knapp 1882 J. A. Kuhn (Neb. & Wyo. Div.) . . .1903H. E. MeCullough 1882 *H. W. Beyers 1906P. Hallenbeck (W. & St. P.) 1885 *J. S. Talbot 1906E. J. Poster (W. & St. P.) 1886 *H. C. Cheyney 1907B. Johnson 1887 *M. J. Golden 1907C. L. Wellington 1893

DIVISION FREIGHT AGENTS(Under various titles)

C. H. Knapp 1879 E. J. Foster 1883C. v. McKinley 1879 Emmons Blaine 1883H. R. MeCullough 1879 Burton Johnson 1885E. H. Wyman 1880 M. Hughitt, Jr 1886H. C. Barlow 1881 E. D. Brigham 1888P. Hallenbeck. 1882 *W. H. Jones (Neb. & Wyo. Div.) ..1903

GENERAL TICKET AGENTSE. Dewitt Robinson..l862 H. P. Stanwood 1869 W. A. Thrall 1872

GENERAL PASSENGER AGENTSB. P. Patrick 1864 W. H. Stennett 1873 E. P. Wilson 1887H. P. Stanwood 1869 Robert Hair 1884

GENERAL PASSENGER AND TICKET AGENTSW. A. ThraU 1890 W. B. Kniskem 1895 *C. A. Cairns 1903

ASSISTANT GENERAL PASSENGER AND GENERAL TICKET AGENTSJ. S. Barrows, A. G. T.A 1888 *J. L. Ferguson, A. G. P. & T. A 1903J. L. Ferguson, A. G. P..A 1896

VARIOUS DEPARTMENTS.

GENERAL COUNSELJames H. Howe 1864 W. C. Goudy 1886 *E. M. Hyzer 1909Burton C. Cook 1871 L. W. Bowers 1893

• Shows the position is still held by the party Indicated.


GENEEAL ATTORNEYSA. W. Harrington. .1873 E. E. Osborn 1894 Daniel Byrnes 1906

W. B. Keep 1887 *S. A. Lynde 1901 *C. A. Vilas 1909

A. W. Pulver 1895 W. S. Kies 1905 *r. D. Pulton 1909

C. S. Darrow 1891 B. Corneau 1906

ASSISTANT ENGINEERSH. G. Burt 1873 R. E. Farnhani 1876

ENGINEERING DEPAETMENT.CHIEF ENGINEERS

Wm. Van Northwick.1848 J. P. Illsley 1855 W. S. Pope 1856

E. B. Talcott 1864 E. H. Johnson 1872 *E. C. Carter 1899

Geo. L. Dunlap....l864 H. G. Burt 1887

S. M. Seymour 1865 J. E. Blunt 1889-

CONSULTING ENGINEERSE. H. Johnson 1887 J. E. Blunt 1899

ASSISTANT CHIEF ENGINEERSH. G. Burt 1873 *W. H. Finley 1906 R. E. Farnham 1864

This position was vacant for many years after Mr. Farnham resigned.

DIVISION ENGINEERSof Divisions as now organized

*W. T. Main Wisconsin *W. W. Gaffin Northern Wisconsin*J. S. Robinson Galena *H. Rettinghouse Iowa*R. W. Richardson Northern Iowa *H. Rettinghouse. . .Iowa and Minnesota*R. W. Richardson Sioux City *M. E. Thomas Madison*W. W. Gaffin Lake Shore *S. 8. Long Ashland*G. W. Loughnane Peninsula *W. J. Jackson Minnesota

•W. J. Jackson Dakota *A. A. Schenck. .West of Missouri River

VARIOUS ENGINEERING POSITIONS*W. J. Towne Engineer of Maintenance East of Missouri River

*A. A. Schenck Engineer of Maintenance West of Missouri River

*C. L. Ransom Bridge Engineer West of Missouri River

*I. F. Stern Bridge Engineer East of Missouri River

*J. A. Peabody Signal Engineer*A. J. Farreley Electrical Engineer*C. S. Hall Track Elevation Engineer

L. H. Evans Track Elevation EngineerE. H. Rummele Chief Engineer Mil., L. Shore & West. R. R.

*W. C. Armstrong Terminal EngineerW. C. Armstrong Bridge Engineer

F. H. Bainbridge Chief Engineer P. F. P. & B. Ry., 1906F. H. Bainbridge Resident Engineer Clinton Bridge, 1908*F. H. Bainbridge Resident Engineer MU. Sparta & W. Ry., 1910"C. D. Dike Engineer of Construction of Lines in South Dakota, 1909W. H. Finley Engineer of Bridges, 1902A. A. Schenck Chief Engineer F. E. & M. V. R. Ry., 1902W. J. Towne Engineer of Permanent Work, 1906*J. C. Little Mechanical Engineer

AishtoB, E. H. (D), Nor. Iowa 1900 Dike, C. T. (C), Peoria Union 1901Beahan, W. (A), Wisconsin 1900 Dike, C. T. (D), Iowa 1902Blunt, J. E. (D), G. & C. U. R. R. .18C2 Dike, C. T. (C), M.G.B. & N.-W.Ry..l904Burt, H. G. (A), whole road 1873 Evans, L. H. (A), whole road 1887Carter, E. C. (A), whole road 1887 Finley, W. H. (A), whole road 1902Dike, C. T. (C), I. M. & N.-W. Ry. .1899 Hall, C. S. (D), W. & St. Peter. . . .1880

*Show8 the poBition is still held py the party indicated.


Hodges, W. D. (D), Nor. Iowa 1897Loughnane, G. W. (D), I. & M 1903Palmer, C. (B), Peninsula 1862Eounsville, D. (D) 1879Eounsville, D. (D), Ashland 1897Eounsville, D. (D), Ashland 1907Eohinson, J. S. (B) 1881Eobinson, J. S. (D), Wisconsin 1899Eedfield, J. A. SSlifer, H. J. (D), Iowa 1899Sweet, B. J. (D), Sioux City

Schenck, A. A. (D), Iowa 1899Towne, W. J. (A), Iowa 1899Towne, W. J. (D), Peninsula 1901Towne, "W. J. (D), Wisconsin 1904Winter, A. E. (D), Nor. Wis 1906Armstrong, W. C. (D), Iowa 1894Batten, H. W. (D), AshlandBlunt, J. E. (D), W. & St. Peter. . .1878Bainhridge, ¥. H. (A), whole road.

.

Decker, H. H. (D), Minn. & Dak. . .1907Dike, C. T. (D), Iowa & M 1900Dike, C. T. (C), Verdigre line 1902Dike, C. T. (D), Wisconsin 1903

Dike, C. T. (C), P.G.E. & N.-W.E.B..1905Evans, L. H. (D), Galena 1899Hall, C. S. (A) 1891Hall, C. S. (C) 1899Hurley, R. E. (C), Nor. IowaLennox, H. G. (A), S.G.G.&N.-W.Ey.l909Palmer, C. (D), Peninsula 1890Eounsville, D. (A) 1895Eounsville, D. (C), Ashland 1906Eounsville, D. (C) 1907Eobinson, J. S. (A) 1882Eobinson, J. S. (D), Madison 1904Slifer, H. J. (D), AshlandSweat, B. J. (D), Nor. IowaSchenck, A. A. (D), Madison 1899Schenck, A. A. (C), N. & W 1903Towne, W. J. (D), Ashland 1900Towne, W. J. (D), Madison 1902Winter, A. E. (A), Peninsula 1891

A—Assistant Engineer.B—Locating Engineer.C—Eesident Engineer.D—Division Engineer.

CHEMIST AND ENGINEEE OP TESTS*Geo. M. Davidson.

PUECHASING AGENTSAdin Thayer 1864 Jas. H. Carpenter. .. 1876 *L. S. Carroll...,E. W. Hamer 1871 Chas. Hayward 1889

LAND COMMISSIONEESG. P. Goodwin 1872 C. E. Simmons 1878 *J. P. Cleveland.

.

GENEEAL CLAIM AGENTSE. W. Winter 1873 W. P. Pitch 1876 *E. C. Eichards .

.

GENEEAL BAGGAGE AGENTSJ. B. Qock 1873 N. A. Phillips 1874 P. D. Taylor

*H. G. Graves 1907

TICKET AUDITOESN. M. Turner 1875 C. P. Convis 1880 W. i'. Van Bereen 1882N. C. Valentine 1880 M. A. Buck 1881

.1886

.1901

.1897

.1882

.1901

PEEI6HT ATJDITOESC. B. Schenk 1874 W. S. Hartwell 1880 J. O. Clifford.

CAE ACCOUNTANTSP. M. Luce

*P. P. Crandon.

TAX COMMISSIONEE

.1887

.1873

.1878

MASTBE CAR BUILDEES(Under various titles, part for whole road and part for divisions onXy)

Thomas Hull 1864 Henry Hull 1864 *C. A. Schroyer. . . .1888Hugh Gray 1864 William Campbell.. .1874

Shows thepoBitioD is still held by the p»rty indicated.


ELKHORN AND SIOUX CITY & PACIFIC.It seems impossible at this time to get a full roster of the officers of the '

' Elk-horn" and Sioux City & Pacific railroads who had charge of these properties fromtheir inception, but it is certain that the following is correct as far as it goes. Theseroads were purchased by the Chicago and North-Western Eailway in 1883, and fromthat time on we have the full roster of the officers and they can be found in theproper places in this book.

EABLY OFFICERS OF THE "ELKHORN" ANU "SIOUX CITY."1. John I. Blair, President 18641. P. E. Hall, General Manager 18771. J. E. Ainsworth, Chief Engineer 18781. K. C. Morehouse, General Freight Agent 18811. J. E. Buchanan, General Ticket Agent 18811. L. Burnett, Chief Engineer 18643. S. C. Anible, General Freight Agent 18693. Horace Williams, President 18713. Oliver Ames 11, President Ig771. Marvin Hughitt, President '. I8g42. W. B. Linsley, General Manager 18842. W. F. Fitch, General Manager 18862. J. B. Hawley, General Counsel 18862. H. G. Burt, General Manager Iggg2. C. C. Hughes, General Superintendent Iggg2. W. B. Sterling, General Counsel 18952. John B. Berry, Chief Engineer Iggg2. G. F. Bidwell, General Manager Ig962. B. T. White, General Attorney

'

' *18972. W. C. Halsey, Division Superintendent '.

. Igg52. E. T. Horn, Superintendent 18861. C. M. Lawler, General Superintendent 18g62. C. C. Hughes, Superintendent .18872. W. C. Halsey, General Superintendent !!!]!!*.! 18882. D. M. Philbin, Superintendent

. . . 18882. CO. Hughes, General Superintendent ."..".'.'.'.'."."

18892. H. C. Mahanna, Division Superintendent '.".'. 18892. T. B. Seeley, Division Superintendent 1890

F. Walters, Assistant General Superintendent .".'.'!.'.'!.".1905

S. M. Braden, Assistant General Superintendent 1906W. W. Walker, Superintendent .!.!!!!.!!!! 1869L. Burnett, Superintendent 1870P. C. Hills, Superintendent

[ 1877J. S. Wattles, Superintendent 1881C. M. Lawler, Superintendent !!!.!!!! 18821. Both roads. 2. Elkhorn. 3. Sioux City & Pacific.

THE MEN WHO MADE AND MANAGED THE CHICAGOST. PAUL, MINNEAPOLIS & OMAHA RAILWAY

FROM ITS EARLIEST DAYS TO JUITE 30, 1910

DIEECTOES AND THEIE TERMS OF OFFICEName prom To

f-T?--Zw7 Apr. 30, 1878 Mar. 8 1880

THHowe Apr. 30, 1878 June 7 1878

PSPwCr -^""^ 6' 1885 Jan. 4 1893

Geo. B. Smith Apr. 30, 1878 June 7, 1878


Name From To

John Comstoek Apr. 30, 1878 May 1, 1882

E. W. Winter Apr. 30, 1878 June 7, 1878

E. W. Winter June 7, 1884 June 5, 1897

C. D. W. Young Apr. 30, 1878 June 7, 1878

J. C. Spooner Apr. 30, 1878 Mar. 3, 1880

J. C. Spooner Dec. 16, 1882 June 7, 1884

Jas. W. Ferry Apr. 30, 1878 June 7,1878

H. H. Weakley Apr. 30, 1878 Apr. 30, 1878

Wm. H. Ferry, Jr Apr. 30, 1878 June 7, 1878

J. B. Eedfield Apr. 30, 1878 June 7,1878

Jas. B. Goodman Apr. 30, 1878 June 7, 1879

E. E. Cable Apr. 30, 1878 Mar. 3,1880E. E. Cable June 4,1881 Dee. 16,1882H. H. Porter June 7, 1878 Dec. 16, 1882

David Dews June 7, 1878 June 7, 1884

Henry Seifert June 7, 1878 Mar. 3, 1880

George Coplin June 7, 1878 Mar. 3, 1880

E. P. Flower June 7, 1878 June 7, 1884A. B. Baylis June 7, 1878 Mar. 3, 1880

A. E. Flower June 7, 1878 Mar. 3, 1880W. H. Leonard June 7, 1879 Mar. 3, 1880Augustus Kountze Mar. 3, 1880 Dec. 16, 1882H. R. Bishop Mar. 3, 1880 Dec. 16, 1882P. L. Cable Mar. 3,1880 June 4,1881Benj. Brewster Mar. 3, 1880 Dec. 16, 1882B. F. Drake Mar. 3, 1880 Dee. 16, 1882J. L. Merriam Mar. 3, 1880 June 4, 1881A. H. Wilder Mar. 3, 1880 June 6, 1885J. M. Fiske Mar. 3,1880 Dec. 16,1882Geo. I. Seney June 4, 1881 May 1, 1882Henry T. Welles May 1, 1882 Dec. 16, 1882W. D. Washburn May 1, 1882 June 4, 1887Marvin Hughitt Dee. 16, 1882 *

W. K. Vanderbilt Dec. 16, 1882 *

Cornelius Vanderbilt Dec. 16, 1882 June 9, 1900Augustus Schell Dec. 16, 1882 Mar. 27, 1884Albert Keep Dec. 16, 1882 Oct. 18, 1907M. L. Sykes Dec. 16,1882 June 6,1903H. McK. Twombly Dec. 16, 1882 Jan. 11, 1910Chauneey M. Depew Mar. 3, 1884 *

Wm. L. Scott Mar. 31, 1884 June 4, 1892John M. Whitman June 7,1884 *

John D. Howe June 7, 1884 June 4, 1887David P. Kimball June 4, 1887 *

John A. Humbird June 4, 1887 Oct. 22, 1909Byron L. Smith June 4,1892 *

Thos. Wilson June 3, 1893 Oct. 22, 1909Horace G. Burt June 5, 1897 Oct. 20, 1905Fredk. W. Vanderbilt June 8, 1901 •

E. E. Osborn June 6, 1903 *

Zenas Crane Oct. 20, 1905 •

W. A. Gardner Oct. 18, 1907 *

Jas. T. Clark Oct. 22, 1909 •

John D. Caldwell Oct. 22,1909 *

•Shows the position still lield by the party indicated.


OFFICEKS.

CHAIEMAISr EXECUTIVE COMMITTEEName From To

Marvin Hughitt Oct. 18, 1907 •

PEESIDBNTSW. H. Ferry Apr. 30, 1878 July 1, 1878

H.H.Porter July 1,1878 Dee. 16,1882Marvin Hughitt Dec. 16, 1882 Oct. 18, 1907

W. A. Gardner. Oct. 18,1907 •

ASSISTANTS TO THE PEBSIDENTE. W. Winter Mar. 3, 1881

H. G. Burt Oct. 1, 1896

VICE PRESIDENTSW. H. Perry July 1, 1878 Mar. 3, 1880

P. Sawyer Mar. 3, 1880 Dee. 16, 1882A. R. Flower June 3, 1882 Dec. 16, 1882

M. L. Sykes Dec. 16, 1882 June 8, 1901B. E. Osborn June 8, 1901 •

SECOND VICE PRESIDENTJas. T. Clark June 5, 1899 •

TEBASUEEESE. P. Flower Apr. 30,1878 Dec. 16,1882M. L. Sykes Dec. 16, 1882 June 4, 1898S.O.Howe June 4,1898 Died 1906.Eiehard H. Williams June 6, 1906 •

ASSISTANT TEEASUEEESE. Egerton July 1, 1878 Dee. 16, 1882S. O. Howe Dec. 16, 1882 June 4, 1898E. H. Williams June 4,1898 June 6,1906M. B. Van Zandt June 6,1906 •

SECEETAEIBSH. H. Weakley Apr. 30, 1878 Oct. 28,1878C. W. Porter Oct. 28, 1878 June 7, 1884E. E. Woodman June 7, 1884 Oct. 18, 1907Thos. A. PoUeys Oct. 18, 1907 •

ASSISTANT SECEETAEIBSJ. B. Eedfleld Apr. 30, 1878 Nov. 26, 1878C. W. HiUard Nov. 26, 1878 Dec. 16, 1882M. L. Sykes Dec. 16, 1882 June 8, 1901E. E. Osborn June 8, 1901 *

T. A. Polleys May 28, 1907 Oct. 18, 1907

SECOND ASSISTANT SECEETAEIBSS. O. Howe June 4, 1898 1906E. H. Williami June 6, 1906 •

THIED ASSISTANT SECEETAEIBSE. H. WilHams June 4, 1898 June 6, 1906M. B. Van Zandt June 6,1906 •

GBNBEAL SOLICITOESJ. C. Spooner 1878 *Jas. B. Sheean 1910J. D. Howe 1884

'Shows the potition still held by the party iodicated.

HISTORY OF THE CHICAGO & NOETH-WESTBEN RAILWAY SYSTEM 183

GENERAL COUNSELSJudge James H. Howe 1887 Judge Thos. Wilson 1892

GENERAL ATTORNEYSL. K Luse 1895 James B. Sheean 1905Pierce Butler 1899 *Riohard L. Kennedy 1910

AUDITOR OF EXPENDITURESW. H. Stennett 1896

OPEBATING DEPAETIVIENT.

GENERAL MANAGERSJ. W. Bishop 1880 "W. A. Scott 1896E. W. Winter 1885 *A. W. Trenholm 1903Horace G. Burt 1896

GENERAL SUPERINTENDENTSE. W. Winter 1880 A. W. Trenholm 1900C. P. Hatch 1881 W. C. Winter 1903J. M. Whitman 1883 Samuel G. Strickland 1905W. A. Scott 1887 *Frani R. Pechin 1908J. C. Stuait 1898

DIVISION SUPERINTENDENTSJohn F. Lincoln 1880 A. W. Trenholm 1892Hugh Spencer 1880 *L. F. Slaker 1898T. P. Gere 1880 W. C. Winter 19006. V. Morford. .

.' 1881 S. G. Strickland 1900Arthur A. Hobart 1882 Wm. Bennett 1901T. E. Clarke 1882 *Thos. W. Kennedy 1905James McCabe 1883 *Frank E. Nicoles 1905Henry S. Jaynes 1886

SUPERINTENDENTS DINING CARSI H. Shattuck 1899 *G. W. Steeu 1907

TRAFFIC DEPARTMENT.GENERAL TRAFFIC MANAGERS

P. B. Qarke : 1881 F. B. Clarke 1883J. H. Hiland 1882 Jas. T. Clark 1896

FREIGHT TRAFFIC MANAGER*Hiram M. Pearce 1906

GENERAL FREIGHT AGENTSJ. H Hiland 1883 Hiram M. Pearce 1896Jas. T, Clark 1884 *Edgar B. Ober 1906

ASSISTANT GENERAL FREIGHT AGENTSJas. T. Qark 1883 E. B. Ober 1890M. P. Bagley 1886 Louis T. Jamme 1901P. B. Whitney 1886 Edgar A. Gray 1904H M. Pearce 1887 F. C. GifEord 1906Stanley Proudfit 1888 *A. M. Fentou 1910

GENERAL PASSENGER AGENTWilliam James 1872 *T. W. Teasdale 1882

ASSISTANT GENERAL PASSENGER AGENTSJ. S. McCullough 1887 *Geo. H. MacRae 1897

•Shows the poBition still hold by the party Indicated.


ACCOUNTING DEPARTMENT.Auditor, C. D. W. Young 1878Auditor, H. A. Gray 1882Auditor, L. A. Eobinson 1886*Comptroller, L. A. Eobinson 1897*General Auditor, Charles Jenseh 1910*Auditor of Freight Accounts, J. H. Gordon 1910*Auditor Disbursement Accounts, J. P. Plunket 1910*Auditor Passenger Accounts, F. E. Beatty 1910*Auditor Freight Overcharges Claims, F. V. Ceasar 1910

LOCAL TEEASXTEERS,G. A. Hamnton 1886 *C. P. Nash 1894R. W. Clark 1889

MISCELLANEOUS.SUPERINTENDENT TELEGBAPH

H. C. Hope 1880 *Gecrge Boyce 1909

CLAIM AGENTH. 8. Jaynes 1883 »Edmond L. Poole 1886

GENERAL BAGGAGE AGENT*E. F. Woode 1887

CHIEF ENGINEER*C. W. Johnson 1881

PURCHASING AGENTSW. H. S. Wright 1880 *L Seddon 1899

LAND COMMISSIONEESW. H. Phipps 1881 *Geo. W. Bell 1894

CHEMIST AND ENGINEER OF TESTS*G. M. Davidson 1898

EIGHT OF WAY AND TAX COMMISSIONERSE. E. Woodman 1886 *Thomas A. Polleys 1907

TAX COMMISSIONER*Thoma» A. PoUeys 1903

MASTER MECHANICS (NOW SUPT. M. P. & MACH.)Matt Ellis 1878 "E. B. Thompson 1909J. J. Ellis 1891

MASTER CAR BUILDERSJ. R. Reniff 1880 J. W. Muney 1901M. B. Rice 1881 *Gustave Larson 1909H. L. Preston 1883

"Shows the poeltion still held by the party indicated.

CHABTEBS AND ORGANIZATIONTo show the legal structure and the corporate enactments that eventu-

ated in the present system, we have borrowed the following from an ex-haustive compilation made by J. B. Eedfield,* who was the company'sauditor until May 1, 1910.

Note.—We take pleasure in copying the following from the North-Western Bulletin for May, 1910

:

HISTORY OF THE CHICAGO & NORTH-WESTEEN RAILWAY SYSTEM 185

MB. J. B. EEDFIELD"There are very few individuals who can say they have been connected with the

working affairs of the Chicago & North-Western Eailway from the time of its

inception.

"Mr. Eedfield, the veteran Auditor, who at the age of 84 retires from the serv-

ices of the Company, is one of these few. He began with what was then known as

the Chicago, St. Paul & Pond du Lac Eailway in 1849, and has been continually in

the harness since that date.

"His services have been of rare value, and in the recent years they have been

all the more so, because of his extended knowledge of the history of the various cor-

porations which have entered into the makeup of the present Chicago & North-

Western Eailway.

"Mr. Eedfield withdraws from active service, to be assigned to such duties fromtime to time, as may be required, taking with him a feeling of respect and honor fromthose who are his juniors, that is widespread and comes deep from their hearts.

"His long service is an honor given to very few men. Its unusual length joins

with an unblemished record to bring it into high regard." '

CHICAGO & NORTH-WESTERN RAILWAY COMPANY ANDCOMPONENTS, TO JUNE, 1910

Components of the Chicago, St. Paul & Fond du Lac E. E. Co.

Madison & Belolt Kailroad Co.

Wisconsin.Organized July 3, 1849, under Act of August 19, 1848.

Amended February 4, 1850.

Name changed to

—

Eock Elver Valley Union E. E. Co. 111. & Wis. E. R. Co., Illinois. ^By Act of Feb. 9, 1850. Organized Dec. 30, 1851.

Amended March 11, 1851. Under Act of Feb. 12, 1851.

(Line, Sharon, Wis., to Fond du Lac.) (Line, Chicago to Sharon, Wis.)Consolidated with HI. & Wis. E. E. Co., Consolidated with E. E. V. U. B. E. Co.,

March 31, 1855. March 31, 1855.

TJnder Act of March 10, 1855. Under powers of its charter.

The ConsoUdation of the B. B. Y. U. E. E. Co. with the lU. & Wis. E. E.Co. formed the

Chicago, St. Paul 4'Fond, du Lac Bailroad Co., March SI, 1855.Covering Line, Chicago to Fond du Lac.

Added by consolidation, as follows:

Ontonagon & St, Line Marquette & St. Line Wisconsin & SuperiorR. R, Co R. R. Co. R. R. Co.

Michigan. Michigan. Wisconsin.Organized June 21, 1856. Organized Jan. 14, 1857. Organized Oct. 24, 1856.G. L. of Feb. 12, 1855. G. L. of Feb. 12, 1855. Acts of Oct. 11 and 13,•Consolidated with C. St. P. Consolidated with C. St. P. 1856.& Pond du Lac, March & Fond du Lac, March Consolidated with C. St. P.27, 1857. 21, 1857. & Fond du Lac, March 6,

1857.Acts of Feb. 12 and 28,

1857.

RECAPITULATION.

Chicago, St. Paul & Fond du Lac, formed March 31, 1855.*

Wisconsin and Superior, added by consolidation March 5, 1857.

Marquette & State Line, " " March 21, 1857.

Ontonagon & State Line, " " March 27, 1857.

NOTE—The consolidated company (embracing all the above described lines) retainedthe name of the Chicago, St. Paul & Fond du Eac Railroad Company, until its property.and franchises were sold under foreclosure, June 2, 1859.

• Amended March 6, 1857 ; amended March 9, 1857.


CHICAGO & WORTH WESTEEN RAILWAY COMPANY.The property and the franchises of the Chicago, St. Paul & Fond du Lac E. E.

Co. were (after publication) sold at public auction in the city of JanesviUe, Wis-consin, June 2, 1859, by Trustees, in pursuance of the powers of sale contained incertain Trust Deeds, as follows:

Trust Deed, dated August 1, 1855, given by the C, St. P. & Pond du Lac E. E.Co. to James Winslow, Trustee, to secure First Mortgage Bonds. Trust Deed, datedApril 6, 1857, by same Company to William A. Booth, James F. D. Lanier andWilliam B. Ogden, to secure Second Mortgage Bonds.

The purchasers, at each sale, were Samuel J. Tilden and Ossian D. Ashley, whoacquired title to the property by Deeds, as follows:

James Winslow, Trustee,

to Trustee's Deed, June 2, 1859.Samuel J. Tilden and Ossian D. Ashley.

William A. Booth and James F. D. Lanierto Trustee's Deed, June 2, 1859.

Tilden & Ashley.

William B. Ogdento

Tilden & Ashley.

C, St. P. & F. du Lac K. E. Co.

to

Tilden & Ashley.

The purchasers of the Chicago, St. Paul & Fond du Lac E. E. (see history ofthat Co. on page 7), organized June 7, 1859, under Act of Illinois, February 19,1859, and under Act of Wisconsin, March 14, 1859, and certificate made June 6,1859, under the name of

"Chicago and North Western Eailway Company."The purchasers of the Chicago, St. Paul & Fond du Lac E. E. conveyed the

property they acquired to the C. & N. W. Ey. Co. by Deed, dated July 1, 1859.

Quit-Claim (he having resigned) June2, 1859.

Quit-Claim, June 30, 1859.

ADDITIONS TO THE CHICAGO & NORTH WESTERN RAILWAY COMPANY.Co., organized June 7, 1859.

added by consolidation, January 19, 1864.June 2, 1864.

Chicago & North Western Ey.

Dixon E. & K. Ey.,

G. & C. V. E. E.,

Peninsula E. E.,

Beloit & Madison,Baraboo Air Line,

La C, T. & Prescott,

Menominee Eiver E. E.,

Escanaba & L. S. Ey.,

Galesville & Miss. Eiver E. E.,

Eock Eiver Ey.,

Elgin & State Line E. E.,

Chicago, Mil. & N.-W. Ey.,Chicago, I. & Neb. E. E.,

Cedar Eapids & Mo. Eiver E. E.,

Maple Eiver E. E.,

Stanwood & Tipton Ey.,

Iowa Midland Ey.,

Ottumwa, C. Palls & St. P. Ey.,Iowa South-Western Ey.,

Des Moines & Minneapolis E. E.,

Maple Valley Ey.,

Janesville & Evansville Ey.,Sioux Valley Ey.,

Iowa Ey., Coal & Mfg. Co.,

Linn County Ey.,

Sycamore & Cortland E. E.,

" October 21, 1864.January 10, 1871.March 10, 1871." June 6, 1877.

" July 1, 1882.July 1, 1882.

purchase, March 16, 1883." March 16, 1883.

consolidation, June 7, 1883." June 7, 1883.

purchase, July 1, 1884.July 2, 1884." July 3, 1884.

" October 24, 1884." October 24, 1884." October 24, 1884." October 24, 1884." October 24, 1884.

May 4, 1887.May 6, 1887.

" November 2, 1887." November 2, 1887." November 2, 1887„" June 7, 1888.


Northern Illinois Ey.,

Iron Eiver Ey.,

Iron Eange Ey.,

Lake Geneva & State Line Ey.,

Toledo & North-Western Ey.,

Junction Eailway,Paint Eiver Ey.,

M., L. S. & W. Ey.,

Wisconsin Northern Ey.,

Winona & St. Peter E. E.,

Minnesota & Iowa Ey.,

Boyer Valley Ey.,

Harlan & Kirkman Ey.,

Iowa, Minnesota & N. W. Ey.,

Boone County Ey.,

Southern Iowa Ey.,

Princeton & North Western Ey.,

Peoria & North Western Ey.,

Sioux City & Pacific E. E.,

Minnesota Western Ey.,

iêmont, Elkhorn & Mo. Valley E. E.,

Chicago, Iowa & Dakota Ey.,

Chicago Northern Ey.,

Chicago, Iowa & Minn. Ey.,

Milwaukee & State Line Ey.,

Manitowoc, G. B. & N. W. Ey.,

PROPRIETARYSt. Paul, Eastern Grand Trunk By. Co.

Wisconsin.Organized Sept. 3, 1879.

Leased Oct. 30, 1884 (for 99 years) to

Mil., Lake Shore & Western Ey. Co.The Leasehold acquired by C. & N. W.

Co. in purchase of the M., L. S. & W.Ey., Aug. 19, 1893.

BeFue, Ladd & Eastern Ry. Co.Illinois.

Organized July 16, 1888.

Florence County Ey. Co.Wisconsin.

Organized Aug. 26, 1898.

Wyoming & No. West. Ey. Co.Wyoming.

Organized Nov. 12, 1904.

Lee County Ey. Co.Illinois.

Organized May 4, 1906.

Des Flaines Valley Ey. Co.Illinois.

Organized June 21, 1909.James Eiver Valley & N. W. Ey. Co.

South Dakota.Organized July 1, 1909.

Sioux City, Dakota & N. W. Ey. Co.

Iowa.Organized Aug. 17, 1909.

Doland & South Eastern Ey. Co.

South Dakota.


added by purchase, June 7, 1888." June 10, 1889." June 10, 1889." June 10, 1889." June 6, 1890.

June 4, 1891." June 4, 1891.'

'

August 19, 1893." Sept. 10, 1897.'

'

June 7, 1900.'

'

June 8, 1900.'

'

June 8, 1900.'

'

June 8, 1900.'

'

June 8, 1900.'

'

June 8, 1900." June 8, 1901." June 8, 1901.'

'

June 8, 1901.

August 28, 1901.'

'

July 16, 1902.'

'

February 28, 1903." October 1. 1903.'

'

December 31, 1903.'

'

November 30, 1904.'

'

January 30, 1909." January 30, 1909.

COMPANIESMil., Sparta & N. W. Ey. Co.

Wisconsin.Organized Aug. 5, 1909.

Macoupin County Ey. Co.Illinois.

Organized June 17, 1903.

Princeton & Western Ey. Co.Wisconsin.

Organized August 1, 1883.

Escanaba, Iron Mountain & WesternEy. Co.Michigan.

Organized Jan. 4, 1890.

Oshkosh City Ey. Co.Chartered by Wis. Act of April 16, 1866.Leased to Oshkosh Transportation Co.

Eapid City, Mo. Eiver & St. PaulEy. Co.

South Dakota.Sold Sept. 13, 1905, to Pierre, Eapid

City & N. W. Ey. Co.

Pierre, Eapid City & N. W. Ey. Co.South Dakota.

Organized Aug. 29, 1905.

Wolf Eiver VaUey Ey. Co.Wisconsin.


Belle Fourche Valley Ey. Co.South Dakota.



COAL COMPANIESConsolidation Coal Co. Consolidation Coal Co.

Iowa. Iowa.*Orgaiiized Jany. 12, 1875. Organized January 9, 1908.Charter expired by limitation. Superior Coal Co.All its property and effects conveyed Illinois,

by Deed, dated March 31, 1908, to Organized January 17, 1903.

TOWN LOT COMPANIESTOWN LOT COMPANIES.

Western Town Lot Co. Pioneer Town Site Co.Iowa. Nebraska.

Organized December 21, 1880. Organized August 16, 1887.Acquired rights in other States. Acquired rights in other States.Charter renewed March 25, 1901. Wisconsin Town Lot Co.

Wisconsin.Organized March 10, 1906.

BRIDGE COMPANIESALBANY BEIDGE.

Over Mississippi Eiver at Clinton.

February 14, 1857, the Albany Eail Eoad Bridge Company was chartered bythe State of Illinois. Built the east end of the bridge in 1860, and acquired bylease from the Iowa Land Company the right to operate a ferry over the remainingpart of the river.

June 26, 1862, the Albany Eail Eoad Bridge Co. leased to the Chicago, Iowa &Nebraska E. E. Co. the Bridge and Terry rights, for the term of its charter, at anannual rental of $12,000.

July 3, 1862, the C. I. & N. E. E. Co. assigned the lease to the Galena &Chicago Union E. E. Co.

June 2, 1864, the G. & C. TJ. E. E. Co. consolidated with the Chicago & NorthWestern Ey. Co., which last named Company, in 1865, built the west end of theBridge, having authority of legislation as follows:

IlliTwis—Bj Act of February 18, 1859, gave to the G. & C. U. E. E. Co. theright to bridge the river at this point.

lowa—Bj Act of April 5, 1864 (Ch. 130), authorizes any E. E. Co. or BridgeCo. of that State to bridge the river, and Section 4 of same makes the Act applicableto corporations of the State of Illinois (and some other States).

Iowa Legislature—Bj Eesolution of No. 22, of 1866, requested Congress todeclare the Albany Bridge a "Post Eoute."

Congress—Bj Act of February 27, 1867 (Book 14, Page 412), declared theAlbany Bridge a "Post Eoute," and a "lawful structure."

Congress—By Act of February 6, 1907, authorized the Albany Eail EoadBridge Company or, with its consent, the Chicago & North Western Eailway Com-pany, its successors or assigns, to enlarge or replace the bridcre.

Mo. Valley & Blair Ey. & Bridge Co. Pierre and^ Fort Pierre Bridge EailwayOrganized in Iowa July 25, 1882. Company.Articles filed in Nebraska Aug. 11, 1884. South DakotaAcquued Bridge rights from the S. C. Organized Sept. 18, 1905.

'

; f\ A.°-' ,r^ ' T ' 0^/ Congress, by Act May 17, 1886, gave togranted by Act of Congress, June 27, the Dakota Central Ey. Co., i^ sue

„. .

cessors or assigns, the right to buUdSioux City Bridge Co. the Bridge.

• , ^T n^°To,„'^^'^ ^- ^ ^- ^- ^J- Co. (as successor to

Organized Nov. 14, 1872. the Dakota Central Co.) assigned theBridge Eights by Act of Congress, Aug. right to the Bridge Co. Nov 6 1905

15, 1876. '

HISTORY OF THE CHICAGO & NORTH-WESTEBN RAILWAY SYSTEM 189

SUMMARY OF CORPORATIONSCorporations combined by the organization of the Chicago & North "Western

Ey Co 7

Corporations acquired by direct consolidation, or by purchase 52

Corporations previously merged in the acquired corporations 59

Total number in C. & N. W. Ey. Co. to April 30, 1910 118

PEOPKIETARY COMPANIES.Eailway Companies 17Coal 2

Town Lot 3

Bridge 426

Total to April 30, 1910 144

CHARTERSMadison & Beloit R. R. Co Wisconsin

" " " Amencled "

Bock Riyer Valley Union. Amejided

.

Illinois & Wisconsin Illinois .

.

" " Amended "

Chicago, St. Paul & Fond du Lac Amelnded Wisconsin

Wisconsin & Superior Supplemental.

.

"

Eockford Central Illinois .

.

Kenosha & Rocklord H. E. (of 111.) "Eockford & Mississippi "Kenosha & Beloit " Wisconsin

" " Ameiided "

Kenosha & Eockford (of Wis.) "

Kenosha, Eockford & Rock Island "

Mississippi & Rock River Junction Illinois" " " " Amepded "

St. Charles Branch R. RChicago, St. Charles & Mississippi AirLine E. R

Galena & Chicago UnionAmelnded.

Albany Bridge Co Illinois

Beloit & Madison WisconsinBaraboo Air Line

"" " " Amended "

La Crosse, Trempeleau & Prescott"

" " " Amended "

Fox River Valley Illinois.

.

Elgin & State LineState Line & Union W'^^ôpî^St. Charles R. E Illinois.

.

" AmendedIllinois Parallel R. R. Co "Chicago & Milwaukee R. R. Co. (new name

for Illinois Parallel E. E. Co.)Chicago & Milwaukee R. E. Co. (new name

for Illinois Parallel R. E. Co.) Amended

August 19, 1848February 4, 1850

9, 18509, 1850

March 11, 1851April 1, 1852February 12, 1851

17, 185114, 1853

March 31, 18566, 18579, 1857

October 11, 185613, 185613, 185G

February 15, 1855January 20, 1857

28, 1857March 4, 1853

" 10, 1853February 2, 1854March 13, 1855

" 20, 1856February 14, 1857March 2, 1857February 15, 1851

,June 21, 1852

,February 8, 1853

28, 1854, January 31, 1849

3, 185316, 1836

. March 4, 1837,February 24, 1847

11, 185325, 185415, 1855

. February 14, 185718, 18-52

. March 8, 1870

. January 31, 1871

. March 6, 1857

. April 4, 1864. June 18, 1852. February 12, 1859. March 2, 1871. February 18, 1859. March 27, 1869. February 17, 1851

5, 1853

11, 1857


Green Bay, Milwaukee & Chicago Wisconsin .. Marcli 13, 1851" " " " Amended .. „ ^ '-,s2Sti It t( t« '« "

. . 4, lODO" '..'.... " ..July 6, 1853

.< ".

.

" . . January 31, 1854;;;;;;;;;; •• " . . Marcti 6, isst

Milwaukee & North-Western Ry. 'Co .'.'!!.'!i

, ,".

• • ?^''™^^'y„?^',l§PGalena & Southern Wisconsin R. R. Co ' Illinois. .

..January 26, 1853

" Amended " .... February 10, 1853Wisconsin . . March 2, 1857

Sheboygan & Mississippi ;; • • " (.û}^P" " ....Amended . . June b, lK5d• " . . March 12, 1855

Transit R. R. Co ..'...'.... '. Minnesota.. " 3, 1855

. .. Amended "

• • May 22, 1857" ..March 8,1861

Winona & St. Peter.'!.".'.::::.;.';;.::;!'.'. ^. ",.",, A^-.ISP

Oshkosh City Ry Wisconsin. .April 16, 1866

ACTSAuthorizing consolidation III. & Wis. with R. E. V. Union Wisconsin. . March 10, 1855

Wis. & Sup. with C, St. P. & F. duLac "

• • Feb. 12, 1857Amended "

• " 28, 1857Authorizing consolidation K. & R. of Wisconsin with K. & R.

of Illinois "• . March 2, 1857

Confirming consolidation Miss. & R. R. J. with Galena & Chi-,

cago Union Illinois .... Feb. 15, 1855Authorizing G. & C. U. R. R. Co. to bridge Mississippi River. . " . . . . " 18, 1859Authorizing purchasers of C, St. P. & V. du L. to form a cor-

poration " .... " 19, 1859Authorizing purchasers of C, St. P. & P. du L. to form a cor-

poration Wisconsin . . March 14, 1859C. & N. W. recognized and authorized to connect and extend

line r ". . April 10, 1861

Authorizing C. & N. W. to create and issue preferred stock andto consolidate Illinois .... Feb. 13, 1863

To extend the powers of C. & N. W., to bridge Chicago river,

etc., and recognizing the consolidation " .... " 15, 1865To enable C. & N. W., 111. Central, C. B. & Q. and Mich. Cen-

tral to own property jointly *' .... " 16, 1865Authorizing to bridge Fox river, and to locate line north Wisconsin. .April 11, 1861

" construction of line, Neenah to Doty's Island, etc. " ..March 8, 1862Confirming certain lands in Brown county "

. . June 10, 1862Authorizing issue of preferred stock and exchange for second

mortgage bonds ". . March 28, 1863

Authorizing issue of preferred stock ". . " 26, 1864

consolidation B. & M. with C. & N. W. Ry ". .April 9, 1866

To prevent consolidation M. & St. P. with C. & N. W. Ry ". . " 9, 1867

Act of Congress declaring Albany bridge at Clinton a postroute Congress. . . Feb. 27, 1867

Authorizing C. & N. W. to own stock in other corporations. .. Wisconsin. . April 5, 1867Classifying directors Illinois .... March 22, 1869

Wisconsin. . " 8, 1870Authorizing consolidation C. & N. W. with Chicago & Milwau-

kee By ". . " 14, 1870

Authorizing C. &. N. W. to guarantee bonds of W. & St. Peterand L. C. T. & P "

.. " 15,1870Authorizing C. »S: N. W. to consolidate with Baraboo Air Line

E. R ". . Feb. 17, 1871

Authorizing C. & N. W. to guarantee bonds Iowa Midland.... " ..March 10, 1871" Wisconsin State Hospital to sell lands to C. &N. W "

.. " 25,1872To confirm consolidation of Wisconsin Companies with Illinois

Companies ". . " 23, 1872

Authorizing W. & St. Peter R. E. to bridge Elver at Winona. . Congress. . . July 25, 1866La C, T. & Prescott R. E. to bridge river at

Winona Minnesota. . Feb. 8, 1867Authorizing La C, T. & Prescott R. R. to bridge river at

Winona Wisconsin. . March 15, 1867Authorizing W. & St. Peter to purchase W. M. & N. Ulm Minnesota.. " 6, 1871

" W. & St. Peter to purchase sundry branch lines.. " ..Feb. 19, 1881W. & St. Peter to purchase Plalnview E. R " ..March 3, 1881

" C. & N. W. Ry. to acquire, construct, maintainand operate railways in Minnesota "

. . " 7, 1881Authorizing C. & N. W. Ry. to guarantee bonds and own stocks

of other corporations • nisaoosjAV " 18, 1882Authorizing Chicago & Milwaukee R. R. Co.—Bridge across

Kinnickiunick river " .. Jan. 25, 1868


HISTORY OP ACQUIRED CORPORATIONSComponents of the Dixon, Eockford & Kenosha Ey. Co.

Kockford Central E. R. Co. Kenosha & Beloit R. R. Co.niinois. Wisconsin.

Incorporated Feb. 15, 1855. lueorporated March 4, 1853.Its subscription lists, franchises, &c., Amended March 10, 1853.

transferred Nov. 26, 1856, to the " February 2, 1854.Kenosha & Eockford E. E. Co. " March 13, 1855.

Organized Oct. 14, 1856. " March 20, 1856.G. L. of Nov. 5, 1849. " February 14, 1857.Its subscription lists, franchises, &c.. By which last amendment its name was

transferred Feb. 6, 1857, to the changed to

Kenosha & Eockford R. R. Co. Kenosha & Eockford E. E. Co.Illinois. Wisconsin.

Incorporated Jan. 20, 1857. Consolidated with K. & B. of Illinois, •

Consolidated with K. & E. of Wisconsin, March 5 1857.March 5, 1857.

THE CONSOLIDATION OF THEK. & E. of Illinois with the K. & E. or Wisconsin.

Formed the sissippi E. E. Co., June 19, 1857.

Kenosha, Eockford & Eock Island Eockford a Miss. E. E. Co.

E. E. Co. Illinois.

March 5, 1857. Incorporated Jan. 28, 1857.

Under Act of March 2, 1857. Consolidated with K., E. & E. I. E. E.

Consolidated with the Eockford & Mis- Co., June 19, 1857.

THE CONSOLIDATION OF THEEoOKFOED & Mississippi with the K., E. & E. I. E. E. Co., June 19, 1857.

Eetained the name of theKenosha, Eockford & Eock Isiand E. E. Co.

until January 7, 1864, when, having made default in respect to the Trust Deeds of its

components, it was sold and the purchasers

Formed the Dixon, Eockford & State Line E. E. Co.

Kenosha & State Line E. E. Co. lUinois.

Organized Jan. 15, 1864, and consoli- Organized Jan. 6, 1864.

dated with the Dixon, Eockford & ^- ^- of Nov. 5, 1849.

State Line E. E. Co., Jan. 16, 1864. Consolidated with K. & St. Line E. E.' '

Co., Jan. 16, 1864.

THE CONSOLIDATION OF THEDixon, Eockfoeb & St. Line with the Kenosha & State Line

formed theDixon, Eockfoed & Kenosha Eailway Co., January 16, 1864.

Consolidated with the Chicago & North Western Ey. Co., January 19, 1864.

COMPONENTS OP THE GALENA & CHICAGO UNION E. E. CO.Galena & Chicago Union E. E. Co., Illinois.

Incorporated January 16, 1836.

Amended March 4, 1837,February 24, 1847.

February 11, 1853,February 25, 1854,

and February 15, 1855.

Added by consolidation, etc., as follows:

St. Charles Branch E. E. Co. of Union," executed April 10, 1854.

niinois. Miss. & Eock Elver Junction E. E. Co.Incorporated Jan. 31. 1849. Illinois.

Name changed to

—

Incorporated Feb. 15, 1851.

Chicago, St. Charles & Mississippi Air Amended Feb. 28, 1854.

liine E. E. Co. Consolidated with G. & C. U. E. E. Co.,

Feb. 3, 1853, and passed into possession Jan. 9, 1855.

of the G. & C. U. Co., by "Articles Confirmed by Act of Feb. 15, 1855.


RECAPITULATION.

Galena & Chicago Union, incorporated January 16, 1836.

Chicago, St. Charles & M. A. L., added by Articles of Union, April 10, 1854.

Mississippi & E. E. Junction, added by consolidation, Jan. 9, 1855.

The consolidated corporation formed as above retained the name of the Galena& Chicago Union E. E. Co., until consolidated with C. & N. W. Ey. Co., June 2, 1864.

Peninsula E. R. Co. Beloit & Madison R. R. Co.

Michigan. Wisconsin.

Organized Feb. 3, 1862, under G. L. of Incorporated Feb. 18, 1852.

Feb. 12, 1855. Organized July 1, 1852.

Consolidated with C. & N. W. Ey. Co., Sold and reorganized (under sameOct. 21, 1864. name), Sept. 18, 1862.

Baraboo Air Line R. R. Co. Consolidated with C. & N. W. Ey.,

"Wisconsin. Jan. 10, 1871.

Incorporated March 8, 1870. Wis. Act April 9, 1866.

Amended Feb. 2, 1871. La Crosse, Tremp. & Prescott R. R. Oo.

Consolidated with C. & N. W., March Wisconsin.

10, 1871. Chartered March 6, 1857.

Act of Feb. 17, 1871. Amended April 4, 1864.

Consolidated with C. & N. W., June 6,

1877.

Components op Menominee Eiver Eailkoad CompanyMenominee River R. R. Co. Menominee Railway Co.

Michigan. Wisconsin.Organized Feb. 9, 1875, under General Organized Nov. 20, 1879, under GeneralLaws of Michigan. Laws of Wisconsin.

The two (2) corporations last above were consolidated October 15, 1880, underthe name of "Menominee Eiveb E. E. Co.," which Company, together with the

Escanaba & Lake Superior Ey. Co. (by a 3-party agreement) was consolidated withC. & N. W. Ey. Co., July 1, 1882.

Bscanaba & Lake Superior Railway Co.

Michigan.

Organized November 24, 1880, under General Law, and together with theMenominee Eiver E. E. Co. (by a 3-party agreement) was consolidated with C. &N. W. Ey Co., July 1, 1882.

Galesville & Mississippi River R. R. Co. Rock River Railway Co.Wisconsin. Wisconsin.

Organized April 4, 1882. Organized March 18, 1880.Sold to Sold to

C. & N. W. Eailway Co., March 16, 1883. C. & N. W. Railway Co., March 16, 1883.

Components of Elgin & State Line E. E. Co.

Fox River Valley R. R. Co. Consolidated with Elgin and State Line,Illinois. Oct. 8, 1880, under name of "Elgin

Chartered by Act of June 18, 1852. & State Line E. E. Co.

"

Sold Nov. 10, 1858, and the purchasers gt. Charles R R. Co.formed the Illinois.

Elgin & State Line R. R. Co. Chartered by Act of February 18, 1859.Illinois. Amended March 27, 1869.

By Act of Feb. 12, 1859. Consolidated with Elgin & State Line,

State Line & Union R. R. Co. •^^^- 8; 1881, under name of "ElginWisconsin. & State Line E. E. Co."

Chartered by Act of March 2, 1871.

The Elgin & State Line E. E. Co. (formed as above) consolidated with C. & N WEy. Co., June 7, 1883.


Components of Chicago, Milwaukee & North-Western Et. Co.

Illinois Parallel B. B. Co.Uliaois.

Chartered by Act of Feb. 17, 1851.

Amended by Act of Feb. 5, 1853.

Changing the name to

Chicago & Milwaukee B. B. Co.

Amended by Act of Feb. 11, 1857.

The Chicago & Milwaukee E. E. Co.

and the Milwaukee & Chicago E. B.

Co. were consolidated June 5, 1863,

under the name of

••Chicago & Milwaukee Bailway Co."

Leased to C. & N. W. May 2, 1866, andwas consolidated with the North-

Western Union Eailway Co. January

8, 1881, retaining the name of

"Chicago & Milwaukee Bailway Co."

Galena & Southern Wis. B. B. Co.

Chartered (in lU.) Jan. 26, 1853.

Amended (in HI.) Feb. 10, 1853.

Chartered (in Wis.) March 2, 1857.

Sold under foreclosure May 8, 1879.

The purchasers organized two corpora-

tions (one in HI., May 5, 1879, andone in Wis., May 8, 1879), whichwere consolidated Aug. 5, 1879, undername of

"Galena and Wisconsin B. E. Co."Consolidated with Chicago & Tomah E.

E. Aug. 31, 1880.

Sheboygan & IMiss. B. B. Co.

Wisconsin.


Amended June 6, 1853.

Amended March 12, 1855.

Sold March 2, 1861, when the pur-

chasers formed a new company namedSheboygan & Fond du Lac K. E. Co.

Sold April 3, 1880, when the purchasers

formed a new company called

"Sheboygan & Western Bailway Co."

Green Bay, Mil. & Chicago B. B. Co.

Wisconsin.Chartered by Act of March 13, 1851.

Amended " " March 4, 1852." " " March 4, 1853." " " July 6, 1853." " " Jan. 31, 1854." " " March 6, 1857.

Changing name to

Chicago & Milwaukee B. B. Co.

Milwaukee & North-Western By. Co.Wisconsin.

Chartered by Act of Feb. 25, 1871._

Name changed by resolution of Direct-

ors, May 3, 1872, to

"Northwestern Union Bailway Co."

Consolidated with Chicago & Milwau-kee By. Co., January 8, 1881.

"Chicago & Tomah B. B. Co."Wisconsin.

Organized Sept. 27, 1872, under General

Laws of Wis.Consolidated with the Galena & Wis.

Aug. 31, 1880, retaining the name of

Chicago & Tomah B. B. Co.

Consolidated with Milwaukee & MadisonBy. Co., Nov. 30, 1880.

Milwaukee & Madison By. Co.

Wisconsin.

Organized May 15, 1880, under Gen'l

Law of Wis.Consolidated with the Chicago & TomahNov. 30, 1880, retaining the name of

"Milwaukee & Madison By. Co."The three (3) Corporations (resulting

from consolidations noted above), viz.:

Chicago & Milwaukee By. Co.,

Sheboygan & Western By. Co.,

Milwaukee & Madison By. Co.,

Were consolidated together March 19,

1881, under the name of

"CHICAGO, MILWAUKEE & NOETH-WESTEBN BAILWAY CO."

Consolidated with C. & N. W. By. Co., June 7, 1883.

Chicago, Iowa & Nebraska E. E.Iowa.

Organized Jan. 26, 1856, under Gen'l

Law.Leased to G. & C. U., July 3, 1862.

Modified lease (to C. & N. W. Ey. Co.),

executed Dec. 10, 1869.

Sold to C. & N. W. EaUway Co., July 1,

1884.

C. Bapids & Mo. B. B. B.Iowa.

Organized June 14, 1859, under Gen'l

Law.Leased to G. & C. U., July 8, 1862.

Modified lease (to C. & N. W. Ey. Co.),

executed Dec. 1, 1865.

(Branch from California Jet. to Mo.Valley conveyed to S. C. & P. B. E.

Co., July 31, 1871.)

Sold to C. & N. W. Eailway Co., July

2, 1884.

Sac City & Wall Lake E. E. Co.

Iowa.Organized under Gen'l Law, Aug. 11,

1877.

Sold to Maple Biver E. E. Co., June 17,

1879.


Maple Eiver E. E. Co.Iowa.

Organized June 10, 1876, under Gen'lLaw.

Leased to C. & N. W., Nov. 23, 1876.Sold to C. & N. W. Eailway Co., July 3,

1884.

Stanwood & Tipton Ey. Co.Iowa.

Organized July 31, 1872, under GeniLaw.

Sold to C. & N. W. Eailway Co., Octo-ber 24, 1884.

Iowa Midland Ey. Co.Iowa.

Organized March 2, 1870, under Gen'lLaw.

Acquired the rights of Iowa Central AirLine E. E. Co., and of its successor.Miss., Maquoketa &: N.-W. E. E. Co.

Sold to C. & N. W. Eailway Co., Octo-ber 24, 1884.

Ottumwa, Cedar Falls & St. PaulEailway Co.

Iowa.Organized July 2, 1883.Sold to C. & N. W. Eailway Co., Octo-

ber 24, 1884.

Iowa South-Western Ey. Co.Iowa.

Organized June 18, 1880, under Gen'lLaw.

Sold to C. & N. "W. Eailway Co., Octo-ber 24, 1884.

Iowa & Minnesota Ey. Co.Iowa.

Organized Feb. 8, 1866, under Gen'lLaw of Iowa.

Des Moines & Minnesota E. E. Co.Organized Aug. 1, 1870, under GenTLaw.

Purchased the Eight of Way, &c., of theIowa & Minnesota Ey. Co., and byAmended Articles of date July 5,1877, changed the name to

Des Moines & Minneapolis E. E. Co.Iowa.

Leased to C. & N. W., July 25, 1879.Sold to C. & N. W. Ey. Co., October

24, 1884.

Maple Valley Ey. Co.Organized April 9, 1886, under Gen'lLaw.

Sold to C. & N. W. Ey. Co., May 4, 1887.

Janesville & Evansville Ey. Co.Wisconsin.

Organized April 15, 1886, under Gen'lLaw.

Sold to C. & N. W. Eailway Co., May

6, 1887.

Sioux Valley Ey. Co.Iowa.

Organized Jan. 13, 1887, under Gen'lLaw.

Sold to C. & N. W. Eailway Co., Nov.2, 1887.

Iowa Ey. Coal & Mfg. Co.Iowa.

Organized Aug. 18, 1873, under Gen.Law.


Linn County Ey. Co.Iowa.

Organized Oct. 30, 1886, under GeniLaw.


Sycamore & Courtland E. E. Co.Illinois.

Organized June 29, 1858.Charter granted Feb. 19, 1859.

Laws of 1859, page 514.Sold to C. & N. W. Ey. Co., June 7,

1888.

Northern lUinois Ey. Co.Illinois.

Organized under Gen'l Law Feb. 15,1884.

Sold to C. & N. W. Ey. Co., June 7,

1888.

Iron Eiver Ey. Co.Michigan.

Organized under Gen'l Law Oct. 8, 1886.Sold to C. & N. W. Ey. Co., June 10,

1889.

Iron Eange Ey. Co.Michigan.

Organized under Gen'l Law Aug. 13,1887.

Sold to C. & N. W. Ey. Co., June 10,1889.

Lake Geneva & State Line Ey. Co.Wisconsin.

Organized under Gen'l Law Aug. 8, 1887.Sold to C. & N. W. Ey. Co., June 10,

1889.

Toledo & North-Western Ey,Iowa.

Organized June 15, 1869, under Gen.Law.

Sold to C. & N. W. Ey. Co., June 6, 1890.

Paint Eiver Eailway Co.Michigan.

Organized under Gen'l Law, May 28,1890. ^

'

Sold to C. & N. W. Ey. Co., June 4,1891.

' '


N. W. Ey. Co., June 4,

Junction Railway Co. 1889.Illinois. Sold to C.

Organized under Gen'l Law Jan. 15, 1891.

Components op Milwaukee, Lake Shore & Western Et. Co.

Appleton & New London Ey. Co.Wisconsin.

Line, Appleton to New London.Chartered April 9, 1866.

Part of it sold June 1, 1872, to M., L. S.

& W. Railroad Co.

Eemainder sold Dec. 10, 1875, underforeclosure.

Vieux Desert & L. S. E. E. Co.Michigan.

Organized Sept. 28, 1881, G. L.Consolidated with the M., L. S. & W.Eailway Co., Feb. 13, 1883.

Milwaukee, Manitowoc & Gieen BayE. E. Co.

Wisconsin.Line, Milwaukee to Manitowoc andGreen Bay.

Chartered March 10, 1870.Name changed. May 31, 1872, to "Mil-

waukee, Lake Shore & Western Eail-Toad Co."

Sold Dec. 10, 1875, under foreclosure.

Wolf & Wis. Eiver E. E. Co.Wisconsin.

Organized Aug. 29, 1885. G. L.Sold to M., L. S. & W. Co., and con-veyed by deed January 15, 1889.

(Stock purchased of J. W. Pratt,

$75,000.)

MILWAUKEE, LAKE SHOEE & WESTEBN EAILWAT COMPANYWisconsin and Michigan.

Organized under G. L. of Wis., December 11, 1875, by the purchasers of the prop-erty and franchises of the Mil., L. S. & Western Eailroad Co., and of the Apple-ton & New London Ey. Co., at foreclosure sale, December 10, 1875.

Lines afterward acquired (as above), viz.:

Vieux Desert & L. S. Ey. by consolidation, February 13, 1883.Wolf & Wis. Eiver E. E. by purchase, January 15, 1889.

Sold to Chicago & North Western Ey. Co., August 19, 1893.Wisconsin Northern Ey. Co. Sold to C. & N. W. Ey. Co. Sept. 10,

Wisconsin. 1897.Organized G. L. Feb. 11, 1896.

Components of the Winona & St. Peter E. E. Co.

The Transit E. E. Co.Minnesota.

Chartered by Act of March 3, 1855.Sold June 23, 1860.

Purchased by State of Minnesota.Eeorganized as Winona & St. Peter E.

E. Co.


Minnesota Valley Ey. Co.Minnesota.

Organized July 7, 1876, under Gen'l Law.Purchased by W. & St. Peter E. E. Co.,

May 11, 1881, under authority of Actof Feb. 19, 1881.

Plainview E. E. Co.Minnesota.

Organized Dec. 11, 1877, under Gen'lLaw.

Purchased by Winona & St. Peter E. E.

Co., May 11, 1881, under authority of

Act of March 3, 1881.

Chicago & Dakota Ey. Co.

Organized May 6, 1879, under Gen'l Law.Purchased by W. & St. Peter E. E. Co.,

May 11, 1881, under authority of Act

of Feb. 19, 1881.

Dakota Central Ey. Co.

Dak. Ter.Organized May 7, 1879. Act of Febru-

ary 18, 1879.

Sold to W. & St. P., February 12, 1900.

Winona, Mankato & New Ulm Ey. Co.

Minnesota.Organized June 25, 1870, under Gen'lLaw.

Purchased by W. & St. Peter E. E. Co.,

October 11, 1880, under authority ofAct of March 6, 1871.

Eochester & Northern Minn. Ey. Co.

Minnesota.Organized Oct. 25, 1877, under Gen'lLaw.



Chatfield E. E. Co.Minnesota.

Organized April 27, 1878, under Gen'lLaw.




Mankato & New Ulm Ky. Co.Minnesota.

Organized January 13, 1899.


Minnesota & South Dakota Ey. Co.

Minnesota.



Various CobpobationsMinnesota & Iowa Ey. Co.

Minnesota.


Sold to C. & N. W., June 8, 1900.

Boyer Valley Railway Co.

Iowa.

Organized Oct. 3, 1898.

Leased to C. & N. W. Dec. 15, 1899.

Sold to C. & N. W., June 8, 1900.

Harlan & Klrkmau By. Co.

Iowa.


Leased to C. & N. W., Dec. 15, 1899.

Sold to 0. & N. W., June 8, 1900.

Iowa, Minnesota & N. W. Ky. Co.

Iowa.

Organized July 22, 1898.

Sold to C. & N. W., June 8, 1900.

Co.

Boone County Ky. Co.

Iowa.


Leased to C. & N. W., March 30, 1900.

Sold to C. & N. W., June 8, 1900.

Southern Iowa Ey. Co.

Iowa.Organized March 27, 1900.

Sold to C. & N. W., June 8, 1901.

Princeton & North-Western Ey."Wisconsin.


Sold to C. & N. W. June 8, 1901.

Peoria & North-Western Ey. Co.Illinois.


Sold to C. & N. W., June 8, 1901.

Minnesota Western Ey. Co.Minnesota.

Organizeu July 9, 1901.

Sold to C. & N. W., July 16, 1902.

Components of the Sioux City & Pacific B. E. Co.

Northern Nebraska Air Line E. E. Co.

Nebraska.


Consolidated with the Sioux City &Pacific E. E. Co., Sept. 15, 1868.

Moville Extension Ey. Co.

Iowa.Organized June 11, 1901.

Sold to Sioux City & Pacific, July 10,

Sioux City & Pacific E. E. Co.Iowa.

Organized August 1, 1864.Acquired Northern Nebraska Air Lineby consolidation Sept. 15, 1868.

Acquired Branch from Mo. Valley toCalifornia Junction (5.84 miles) bypurchase from the C, E. & Mo. EiverE. E. Co., July 31, 1871.

Acquired the Moville Extension by pur-chase, July 10, 1901.1901,

Sold entire Line to C. & N. W. Ey. C o., August 28,' 190i.

Components of the Fremont, Elkhoen & Mo. Valley E. E. Co.

Fremont, Elkhom & Mo. V. E. R. Co.

Nebraska.


Eight of Way through Fort EobinsonEeservation by Act of Congress,

January 20, 1885; through Ft. Meadreservation by Act of Congress, Feb-ruary 28, 1887.

Acquired the Wyoming Central Ey. byconsolidation June 4, 1891.

Acquired the Eastern Wyoming by pur-

chase June 4, 1891.

Acquired the South Dakota Western bypurchase June 4, 1891.

Wyoming Central Ey. Co.

Wyoming.Organized Oct. 19, 1885.

Leased to F. E. & M. V. Co., Aug. 31,1886.

Consolidated with F. E. & M. V. E. E.Co., June 4, 1891.

Eastern Wyoming Ey. Co.

Organized Aug. 11, 1890.Sold to F. E. & M. v., June 4, 1891.

South Dakota Western Ey. Co.South Dakota.

Organized February 20, 1890.

Sold to F. E. & M. V. June 4, 1891.

Entire Lines of F., E. & M. V. E. E. Co. sold to C. & N. W., February 28, 1903.

HISTORY OF THE CHICAGO & NOETH-WESTBEN RAILWAY SYSTB3M 197

Forest City Southern Ey. Co.Iowa.

Organized May 26, 1881.JName changed to Chicago, Iowa & Da-

kota By. Co.

Sold to C. & N. "w. Ey. Co., Oct. 1, 1903.

Chicago Northern Ey. Co.Illinois.


Sold to C. & N. W. Ey. Co., December31, 1903.

Chicago & State Iiine By. Co.

Illinois.


Sold to Mil. & State Line Ey. Co.,

Sept. 30, 1905.

Chicago, Iowa & Minnesota Ey. Co.

Iowa.

Organized Dec. 27, 1894.

Sold to C. & N. W. Ey. Co., Nov. 30,

1904.

Milwaukee & State Line Ey. Co.Wisconsin.

Organized February 11, 1905.Purchased the Chicago & State Line Ey.

September 30, 1905.Leased to C. & N. W. Ey., July 1, 1906.Sold to C. & N. W. Ey. Co., January

30, 1909.

Manitowoc, G. B. & IT. W. Ey. Co.Wisconsin.

Organized November 22, 1904.Leased to C. & N. W. Ey. Co., July 1,

1906.

Sold to C. & N. W. Ey. Co., January30, 1909.

DIEECTOES, EXECUTIVE COMMITTEE AND PEINCIPAL OFFICEES OFTHE PEOPEIETAEY AND AUXELIAEY COIVIPANIES, JUNE 1, 1910.

THE ST. PAUI, EASTEEN GEANDTEUNK EY. CO.

Directors.Marvin Hughltt. J. M. Whitman.Wm. A. Gardner. W. H. Stennett.E. E. Osborn. J. F. Cleveland.David P. Kimhall. J. E. Redfield.Byron L. Smith. A. L. Gary.L.. A. Robinson. H. R. McCullougli.

John D. Caldwell.

Ezecntive Committee.Marvin Hughltt. H. R. McCulIough.Wm. A. Gardner. E. E. Osborn.

John D. Caldwell.

Officers.Marvin Hughitt PresidentE. E. Osborn Vice-PresidentJohn D. Caldwell SecretaryL. A. Robinson Comptroller

CONSOLIDATION COAL GO.Directors.

Marvin Hughitt. William A. Gardner.J. M. Whitman. L. A. Robinson.

R. H. Aishton.Officers.

William A. Gardner PresidentR. H. Aishton Vice-PresidentJohn D. Caldwell Secretary

WESTEEN TOWN LOT CO.Directors.

Marvin Hughitt. J. F. Cleveland.William A. Gardner. L. A. Robinson.

John D. CaldwellOfficers.

Marvin Hughitt PresidentWilliam A. Gardner Vice-PresidentJohn r>. Caldwell Secretary

PIONEEE TOWN SITE CO.Directors.

Marvin Hughitt. J. F. Cleveland.William A. Gardner. B. T. White.

John D. Caldwell.

Officers.

Marvin Hughitt PresidentWilliam A. Gardner Vice-PresidentJohn D. Caldwell Secretary

MISSOUEI VALLEY & BLAIE EY. &BEIDGE CO.

Directors.Marvin Hughitt. William A. Gardner.David P. Kimball. H. R. McCullough.

John D. Caldwell.EzecutlTe Conuulttee.

Marvin Hughitt. William A. Gardner.John D. Caldwell.

Officers.Marvin Hughitt PresidentWilliam A. Gardner Vice-PresidentJohn D. Caldwell Secretary

SIOUX CITY BEIDGE CO.Directors.

Marvin Hughitt. David P. Kimball.H. R. McCullough. D. A. Robinson.William A. Gardner. James T. Clark.

John D. Caldwell.Executive Committee.

Marvin Hughitt. William A. Gardner.John D. Caldwell.

Officers.


WOLF EIVER VALLEY EY. CO.

Directors.Marvin Hughitt. William A. Gardner.J. M. Whitman. L. A. Robinson.

John D. Caldwell.

Officers.Marvin Hughitt PresidentJ. M. Whitman Vice-PresidentJohn D. Caldwell Secretary


MACOUPIN" COUNTY KY. CO.Directors.

William A. Gardner. R. H. Aishton."W. H. Stennett. John D. Caldwell.H. K. McCullough. J. M. Whitman.

•L. A. Robinson.Officers.

J. M. Whitman PresidentWilliam A. Gardner Vice-PresidentJohn D. Caldwell Secretary

SUPERIOE COAL CO.Directors.

Marvin Hughitt. William A. Gardner.J. M. Whitman. R. H. Aishton.

John D. Caldwell.

Officers.William A. Gardner PresidentR. H. Aishton "Vice-PresidentJohn D. Caldwell Secretary

WISCONSIN TOWN LOT CO.Directors.

Marvin Hug-hitt. J. F. Cleveland.William A. Gardner. L. A. Robinson.

John D. Caldwell.


THE DE PUB, LADD & EASTERNBAILEOAD CO.

Directors.William A. Gardner. Marvin Hughitt.J. M. Whitman. J. B. Redfield.

L. A. Robinson.Officers.

Marvin Hughitt PresidentWilliam A. Gardner Vice-PresidentJ. B. Redfleld Secretary

PIEKEE, RAPID CITY & NORTH-WESTERN RY. CO.

Directors.Marvin Hughitt. E. E. Osborn.William A. Gardner. C. T. Dike.

J. B. Redfleld.

Officers.William A. Gardner PresidentE. E. Osborn Vice-PresidentH. R. McCullough V. P., Traffic Dept.John D. Caldwell Secretary

PIERRE & FORT PIERRE BRIDGEEY. CO.Directors.

Marvin Hughitt. William A. Gardner.E. E. Osborn. C. T. Dike.

J. B. Redfleld.

Officers.William A. Gardner PresidentE. E. Osborn Vice-PresidentH. R. McCullough .... V. P.,Traffic Dept.John D. Caldwell Secretary

WYOMING & NORTH-WESTERNRY. CO.Trustees.

Marvin Hughitt. J. M. WTiitman.William A. Gardner. H. R. McCullough.E. E. Osborn. J. B. Redfleld.

L. A. Robinson.

Officers.William A. Gardner PresidentE. E. Osborn Vice-PresidentH. R. McCullough V.P, Traffic Dept.John D. Caldwell Secretary

WINONA & ST. PETER RAILROADCOMPANY.Directors.

Marvin Hughitt. - J. M. Whitman.E. E. Osborn. W. H. Stennett.David P. Kimball. J. B. Redfield.H. R. McCullough. L. A. Robinson.

J. F. Cleveland.Officers.

Marvin Hughitt PresidentE. B. Osborn Vice-PresidentJohn D. Caldwell Secretary

PRINCETON & WESTERN EY. CO.Directors.

Marvin Hughitt. J. F. Cleveland.H. R. McCullough. J. B. Redfleld.


Marvin Hughitt PresidentH. R. McCullough Vice-PresidentJohn D. Caldwell Secretary

MANITOWOC, GREEN BAY & NORTHWESTERN EY CO.

Directors.Marvin Hughitt. E. E. Osborn.William A. Gardner. J. B. Redfleld.


William A. Gardner PresidentE. E. Osborn Vice-PresidentJohn D. Caldwell Secretary

MILWAUKEE & STATE LINERY. CO.

Directors.

Marvin Hughitt. E. E. Osborn.William A. Gardner. J. B. Redfield.


William A. Gardner PresidentE. E. Osborn Vice-PresidentJohn D. Caldwell Secretary

PLORENCE COUNTY EY. CO.Directors.

Marvin Hughitt. J. M. Whitman.L. A. Robinson. J. P. Cleveland.

J. B. Redfield.

Officers.J. F. Cleveland PresidentJ. M. Whitman Vice-PresidentJohn D. Caldwell ^ . . i . . . . Secretary

ESCANAEA, IRON MOUNTAIN &WESTERN EAILSOAD CO.

Directors.William A. Gardner. H. R. McCullough.L. A. Robinson. J. B. Redfleld.

W. H. Stennett.

Officers.William A. Gardner PresidentH. R. McCullough Vice-PresidentJohn D. Caldwell Secretary


DES PLAINES VALLEY EY. CO.Directors.

J. F. Cleveland. William A. Gardner.John D. Caldwell. R. H. Aishton.

Marvin Hughltt.Officers.


MILWAUKEE, SPAETA & NORTHWESTERN RY. CO.

Directors.Marvin Hughitt. R. H. Aishton.William A. Gardner. L. A. Robinson.J. M. Whitman. J. F. Cleveland.

W. H. Stennett.


BELLE FOXJBCHE VALLEY EY. CO.Directors.

Marvin Hughitt. J. F. Cleveland.William A. Gardner. John T>. Caldwell.R. H. Aishton. A. K. Gardner.

Barrett Conway.Officers.


JAMES EIVEE VAILEY & NORTHWESTERN RY. CO.

Directors.Marvin Hughitt. R. H. Aishton.William A. Gardner. J. F. Cleveland.J. M. Whitman. A. K. Gardner.

John D. Caldwell.

Officers.


BOLAND & SOUTH EASTERNRY. CO.

Directors.Marvin Hughitt. R. H. Aishton.William A. Gardner. J. F. Cleveland.J. M. Whitman. A. K. Gardner.

John D. Caldwell.

Officers.


SIOUX CITY, DAKOTA & NORTHWESTERN KY. CO.

Directors.Marvin Hughitt. R. H. Aishton.William A. Gardner. J. M. Whitman.

J. F. Cleveland.Officers.


THE ALBANY RAIL ROAD BRIDGECOMPANY.Directors.

Marvin Hughitt. J. F. Cleveland.William A. Gardner. L. A. Robinson.R. H. Aishton. J. B. Redfield.

John D. Caldwell.

Executive Committee.Marvin Hughitt. William A. Gardner.

R. H. Aishton.Officers.

William A. Gardner PresidentR. H. Aishton Vice-PresidentJohn D. Caldwell Secretary

LEE COUNTY RY. CO.

Marvin Hughitt. J. b! Redfleld.H. R. McCullough. William A. Gardner.

J. M. Whitman.Officers.

Marvin Hughitt PresidentJ. M. Whitman Vice-PresidentJohn D. Caldwell Secretary

SAINT PAUL & SIOUX CITY RAIL-ROAD CO.

Marvin Hughitt. H. R. McCullough.E. E. Osborn. J. T. Clark.C. H. Bigelow. R. H. Williams.

David P. Kimball.Ezecntlve Committee.

Marvin Hughitt. David P. Kimball.E. B. Osborn. R. H. Williams.

Officers.Marvin Hughitt PresidentE. E. Osborn Vice-PresidentT. A. Polleys Secretary

A MAP OF THE SYSTEM.

We attach a map of the system. On it you can trace the course of all of

the lines of road we have described in these pages. If you will compare the

length of the line from Chicago to Freeport, 111., 132 miles, with that of all

of the rest of the lines shown on this map, you will be enabled to appreciate

the great growth the road has made between 1853 and the present day.

GENEEAIi INDEX

PAGE

Aishton, E. H 174, 175, 178

Air Brakes 109

Ames, Oliver, Director . 5Beginning of Chicago & North-Western Eailway 56

Bertram, Captain John 38, 39

Blair, John 1 41, 48, 172, 180Blair bridge over Missouri Eiver 42

Blodgett, Judge H. W 65

Blunt, John E 10, 178Bridge over Platte Eiver 32Bridge, new, over Mississippi Eiver 142Brotherhood strike 68Construction, Chicago & North-Western Eailyway by years 164, 169Construction, Chicago, St. Paul, Minneapolis & Omaha Eailway by years. .. .169, 170Chicago & North-Western Eailway 1Chicago & North-Western EaUway, mileage 2, 3Chicago, St. Paul, Minneapolis & Omaha Eailway, mileage - 4, 5

Chicago, St. Paul, Minneapolis & Omaha Eailway, directors in office 6, 99Chicago Terminal, new 135, 140, 145, 150Charters, Underlying, of Chicago & North-Western Eailway 184Chicago fire, losses 75Cullom law 102Chicago shops -. 119, 120Chicago, St. Paul, Minneapolis & Omaha—Directors and oficers 78, 88Chicago & North-Western Eailway general history 49Connections with Union Pacific 70, 72Crane, Zenas, director 5, 6Clark, J. T., director 6Caldwell, director 6Depew, Ghauneey, director 5, 6Depots in Chicago 33, 34, 35, 36Directors, present board Chicago & North-Western Eailway 5Directors, present board Chicago, St. Paul, Minneapolis & Omaha Eailway 6Early time tables 21, 51Elroy route 77Equipment, list of, 1910 154Excursion train to Dakota 88EargO; Jas. C, director 5Earwell, J. V., director 5First railroad in Illinois 6First engine north of Chicago 53First depot on North Side in Chicago 54First general freight and general ticket agent 26First telegraph line 25First depot in Chicago 34First coal used 26First Pullman sleeping cars 45First postal cars 44First train Chicago to Council Bluffs 70First locomotive engine igFirst railroad building in Chicago 18First passenger car jgFirst business ear (directors ' car) 72First hotel cars 92First dining cars ggFirst freight shipment to Chicago [[[ jgFirst freight shipment from Chicago

j^g

*ror Index of corporations see first pages.

Frick, H. C, director ^Frost & Granger H^Galena Eoad—General history ^

Dates of opening 27Depots in Chicago 34, 35, 36, 37First contract for building 1^Last directory before consolidation 48Survies 9) 13Extension of 44Consolidation '16; 48Presidents 48

Gardner, W. A 5, 6, 173, 174, 175, 176, 181, 182

General offices in Chicago 89, 102, 119, 127

Gold found in the Black Hills 61, 91

Granger legislation 89, 91, 92, 103

Hall, P. E 44, 179

Hughitt, Marvin 5, 6, 75, 93, 102, 172, 173, 174, 175, 181, 182

Blinois & "Wisconsin Eailroad—Its directors 53

Keep, Albert 76, 172, 173

Keep, Chaunoey, director 5Kimball, David P., director 5, 172

Lease of Iowa roads 33, 38Locomotives, names and description 16, 30, 31

Map of Galena & Chicago Union Eailroad 47

Map of Chicago & North-Westem Bailway 60

Map of consolidated roads 67McCormick, Cyrus H., director 5

MeCullough, H. E 173, 177

Miller, Homer A., director 5

Milwaukee, Lake Shore & Western Eailway—History 103Morgan, E. P 10, 13, 14Northwestern stations 155 to 161Northern Cross Eailroad 6Ogden, W. B 10, 13, 49, 94, 173Omaha road stations 161Osbom, E. E., director 6Panic of 1857 and the Chicago, St. Paul & Fond du Lac Eailway 55Paint plant and paint making 121Pension system and board 114Pieneei, the locomotive 16Porter, H. H 30, 172, 174Pottei' law in Wisconsin 91, 92PuUman strike of 1904 109Purchase of Omaha Eailroad stock 99Purchase of Iowa roads 100Eedfield, J. B 76, 164, 174, 185, 197Eockford convention 11Smith, Byron L., director 5, 6Steamers on Green Bay, names of 60StUlman, James, director 5Strap railroad 15Sykes, M. L 66, 114, 117, 171, 173Thrall, W. A 26, 27Turner (the station) 25, 27Turner, John B 8, 10, 13, 21, 172Union Pacific Eailroad finished 70, 72Vanderbilt, W. K., director. . .• 5, 6Vanderbilt, F. W., director 5, 6Van Nortwiek, John 15, 16Whitman, J. M., director 6Williams, Horace 38, 43Williams. Dr. E. H 31Winter of 1880-1881, the deep snow 97Work, Frank, director 5

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