CS3A3 
 
 CORNELL 
 
 UNIVERSITY 
 
 LIBRARY 
 
 BOUGHT WITH THE INCOME 
 OF THE SAGE ENDOWMENT 
 FUND GIVEN IN 1 89 1 BY 
 
 HENRY WILLIAMS SAGE 
 
Cornell University Library 
 HE2791.C53 A3 1910 
 
 Yesterday and toda 
 
 olin 
 
 3 1924 032 484 572 
 
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 Cornell University 
 Library 
 
 The original of tiiis book is in 
 tine Cornell University Library. 
 
 There are no known copyright restrictions in 
 the United States on the use of the text. 
 
 http://www.archive.org/details/cu31924032484572 
 
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 Yesterday 
 
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 / ■. 
 
 )im- 
 
 History 
 
 OF THE 
 
 Chicago 6 North Western 
 % Railwray System 
 
 1910 
 
Yesterday 
 
 and 
 
 To = day 
 
 1910 
 
 A 
 
 History 
 
Wt H> *Ji 
 
 
 YESTERDAY 
 
 AND 
 
 TODAY 
 
 A History of the 
 
 CHICAGO AND NORTH WESTERN 
 RAILWAY SYSTEM 
 
 / f\- '?A'^'AV\t.'u , 
 
 \, , 1 
 
 THIRD EDITION 
 REVISED AND ENLARGED 
 
 CHICAGO MM;hMA.I 
 
 ,910 iiu'iv[:i-sr-ri Y 
 
 £S l-l.;I^A^^V 
 
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 encountered 
 in 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 men 
 have 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 a 
 very 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 came 
 the great Chicago fire and wiped out a vast majority of the preserved, and 
 till 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 lawmakers 
 in 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 may 
 safely say that this little history has cost more time and labor than would 
 have 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 and 
 hope 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 heavy 
 steel 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 that 
 given in the earlier editions. 
 
 The Compiler does not yet hope that the history is perfect or that it does 
 not 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, 189 
 
 Aurora Branch E. R 
 
 Beloit & Madison E. E. Co 24, 73, 186, 189 
 
 Baraboo Air Line E. E. Co 72, 73, 88, 186, 189 
 
 Boone County Ey. Co 113, 114, 187 
 
 Boyer Valley Ey. Co 112, 113, 187 
 
 Belle Fourohe Valley Ey. Co 151, 187 
 
 Chicago & North-Western Ey. Co 7 
 
 Chicago, St. Paul & Fond du Lac E. E. Co 50, 54 
 
 Chicago, St. Charles & Miss. Air Line K. E. Co 25, 189! 
 
 Chicago & St. Charles Air Line E. E '. 
 
 Chicago, Mil. & North-Western Ey. Co 48, 186 
 
 Chicago & Milwaukee E. E. Co 63, 189' 
 
 Chicago & Milwaukee Ey. Co 
 
 Chicago & Tomah E. E. Co 95 
 
 Chicago, Iowa & Nebraska E. E 26, 37, 186 
 
 Cedar Eapids & Mo. Eiver E. E 32, 39, 186! 
 
 Chicago & Dakota Ey. Co 95 
 
 Chatfield E. E. Co 95 
 
 Consolidation Coal Co 188 
 
 Chicago, Iowa & Dakota Ey. Co 123. 
 
 Chicago Northern Ey. Co -. 187, 193 
 
 Chicago, Iowa & Minnesota Ey. Co 187 
 
 Chicago & State Line Ey. Co 193 
 
 Dixon, Eockf ord & State Line E. E. Co 58 
 
 Dixon, Eoekford & Kenosha Ey. Co 58, 59, 186 
 
 Dixon & Iowa Central Eoute. 22 
 
 Dixon Air Line 22 
 
 Des Moines & Minnesota E. E. Co 95, 101 
 
 Des Moines & Minneapolis E. E. Co 95, 186 
 
 Dakota Central Ey. Co 95, 98, 102, 113 
 
 Dubuque & South-Western E. E 
 
 De Pue Ladd & Eastern E. E. Co 144, 187, 
 
 Des Plaines Valley Ey. Co 152, 187. 
 
 Doland & South Eastern Ey. Co 187! 
 
 Dubuque & Miss. E. E 
 
 Escanaba & Lake Superior Ey. Co 98, 186 
 
 Elgin & State Line E. E. Co 31, 74, 186, 189 
 
 Eastern Wyoming Ey. Co 
 
 Escanaba, Iron Mountain & Western E. E. Co 187 
 
 First railroad in Illinois 
 
 Fox Eiver Valley E. E. Co 23, 189 
 
 Florence County Ey. Co 187 
 
 Fremont, 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. E 
 
 Green Bay, Milwaukee & Chicago E. E. Co 63, 190 
 
 Green Bay Transit Co 
 
 Galena & Southern Wis. E. E. Co 95, 190, 
 
 Galena & Wisconsin E. B. Co 
 
 Harlan & 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 qa 
 
 Iowa Midland Ey. Co 7*' 1°^' ^°l' 7I 
 
 Iowa Central Air Line E. E. Co ,"„'q " i or' 1 qa 
 
 Iowa Ey., Coal & Mfg. Co ^"'^' ^ ' H 
 
 Iowa E. E. Land Co I'nV'ioVVsV 194 
 
 Iron Eiver Ey. Co ' 103 187 194 
 
 IronEangeEy. Co 7 -iiq 114 187 196 
 
 Iowa, Minnesota & N. W. Ey. Co 7, llii, 114, isi, xyo 
 
 Janesville & Evansville Ey. Co ■■■■ '^T^' ^q* 
 
 Junction Ey. Co ]f> l^' HI 
 
 James 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, 187 
 
 Minnesota Valley Ey. Co 95, 195, 197 
 
 Mankato & New Ukn Ey. Co 113, 114, 196 
 
 Minnesota & South Dakota Ey. Co 113, 114, 196 
 
 Missouri Valley & Blair Ey. & Bridge Co 188, 197 
 
 Moville Extension Ey. Co 196 
 
 Minnesota Western Ey. Co 117, 187, 196 
 
 Macoupin County Ey. Co 187, 198 
 
 Milwaukee & State Line Ey. Co 128, 131, 132, 137, 147, 187, 197, 198 
 
 Manitowoc, Green Bay & N. W. Ey. Co 127, 131, 132, 137, 147, 187, 193, 197, 198 
 
 Milwaukee, Sparta & N. W. Ey. Co 152, 187, 199 
 
 North Western Union Ey. Co 77, 88, 193 
 
 Northern Cross E. E 6 
 
 North Western E. E. Co 56 
 
 Northern Illinois Ey. Co 101 187 194 
 
 Northern Nebraska Air Line E. E. Co 190 
 
 Ontonagon & State Line E. E. Co 54 135 
 
 Ottumwa, Cedar Falls & St. Paul Ey. Co lo'i ige' 194 
 
 Oshkosb City Ey. Co '_ 137' jgg 
 
 Oshkosh Transportation Co _' jqq 
 
Peninsula E. E. Co. of Michigan 51, 60, 61, 186, 192 
 
 Paint Eiver E. E. Co 104, 187, 194 
 
 Plainview E. E. Co 95, 195 
 
 Princeton & Western Ey. Co 113, 117, 143, 187, 198 
 
 Princeton & North Western Ey. Co 187, 196 
 
 Pioneer Town Site Co 188, 197 
 
 Peoria & North Western Ey. Co 116, 187, 196 
 
 Pierre, Eapid City & N. W. Ey. Co 132, 137, 142, 187, 198 
 
 Pierre & Fort Pierre Bridge Ey. Co 132, 137, 142, 188, 198 
 
 Quiney & Toledo R. E 7 
 
 Eock Eiver Valley E. E 50 
 
 Eock Eiver Valley Union E. E. Co 185, 189 
 
 Eockford Central E. E. Co 189, 191 
 
 Rockford & Miss. E. E. Co 58, 189, 191 
 
 Eockford & Eock Island E. E 
 
 Eock Eiver Ey. Co 95, 98, 186, 192 
 
 Eochester & Northern Minn. Ey. Co 95, 195 
 
 Eapid City, Mo. Eiver & St. Paul Ey. Co 187 
 
 St. Charles Branch E. E. Co 17, 19, 70, 73, 189 
 
 State Line & Union E. R. Co 74, 189, 192 
 
 St. Charles E. E. Co 189, 192 
 
 Sangamon & Morgan R. R 7 
 
 Sheboygan & Miss. E. E. Co 96, 190, 193 
 
 Sheboygan & Fond du Lae E. E. Co 96 
 
 Sheboygan & Western Ey. Co 95, 97, 193 
 
 Sac City & Wall Lake E. R. Co 193 
 
 Stanwood & Tipton Ry. Co 76, 101, 186, 194 
 
 Sioux Valley Ey. Co 186, 194 
 
 Sycamore & Cortland E. E. Co 186, 194 
 
 Southern Iowa Ey. Co 187, 196 
 
 Sionx City Bridge Co 188, 197 
 
 South Dakota Western Ey. Co 196, 199 
 
 Sioux City & Pacific E. R. Co 41, 187, 196 
 
 Sioux City Branch of U. P. R. R 70 
 
 St. Paul Eastern Grand Trunk Ry. Co 113, 144, 187, 197 
 
 Superior Coal Co 198 
 
 Sioux City, Dakota & N. W. Ey. Co 152, 187 
 
 St. Paul & Sioux City E. E. Co 199 
 
 Toledo & North Western Ey. Co 95, 98, 104, 187, 194 
 
 Toledo, Wabash & Western E. E 7 
 
 Transit R. E. Co 61, 190, 195 
 
 Union Pacific R. E 70, 73 
 
 Vieux Desert & L. S. E. E. Co 106, 195 
 
 Wisconsin & Superior E. R. Co 54, 55, 185, 189 
 
 Wisconsin Northern Ry. Co 110, 187, 195 
 
 Wolf & 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 62 
 
 Winona, Mankato & New Ulm Ry. Co 95, 195 
 
 Western 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 emploj^ees and promptly and generously pays them 
 in 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 much 
 vexation, 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 Union 
 
 Eailway, 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 354.00 
 
 Clinton to State Quarry, beyond Anamosa 73.57 
 
 Stanwood to Tipton 8.50 
 
 Des Moines to junction with Northern Iowa Division, near Jewell 
 
 Junction 57.34 
 
 Carroll to Harlan 41.11 
 
 Junction 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 145.20 
 
 Jewell Junction to junction with Des Moines Line 1.75 
 
 Burt to Fox Lake 45.66 
 
 Eldora Junction to Alden 26.40 
 
 Sioux City Division 416.15 
 
 Jewell Junction to Onawa 141.53 
 
 Maple Eiver Junction to Carnarvon 13.00 
 
 Wall Late to Sargent's Bluff 99.87 
 
 Wall Lake to Denison 24.80 
 
 Boyer to Mondamin 61.30 
 
 Missouri Valley to Sioux City 75.65 
 
 Madison Division 510.80 
 
 Belvidere to Winona 225.83 
 
 Evansville to Janesville 15.68 
 
 Afton to Janesville 6.10 
 
 Medary to La Crosse 3.96 
 
 Trempealeau to Galesville 6.71 
 
 Wyeville to Necedah (Princeton & Western Ey.) 16.06 
 
 Milwaukee to Montfort 140.88 
 
 Galena to Woodman 76.84 
 
 Near Millbrig to Hazel Green 2.70 
 
 Ipswich to Platteville 4,00 
 
 Lancaster Junction to Lancaster 12.04 
 
 Lake Shore Division 381.35 
 
 Lake Shore Junction to Kaukauna (via Manitowoc) 109.17 
 
 Two Rivers Junction to Two Rivers g 35 
 
 Northern Junction to Saunders 90.54 
 
 Spurs to Industrial Establishments [ I59 
 
 Manitowoc to Green Bay 36 25 
 
 Duck 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 ooon 
 
 Tyler to Astoria 32.20 
 
 Sioux Valley Junction to Watertown 4d.8d 
 
 James Valley Junction to Oakes |?i ,k 
 
 Watertown to Gettysburg ,qoh 
 
 Doland to Groton ^°-»4 
 
 Iroquois to Hawarden taAr 
 
 Centerville to Yankton ^*'-4o 
 
 Nebraska and Wyoming Division on"^'^^"*"'^^ 
 
 California Junction to Casper oli'So 
 
 Arlington Elkhorn Junction f-°° 
 
 Irvington to South Omaha ioH'or 
 
 Fremont to Hastings io^ i^ 
 
 Linwood to Kansas State Line beyond Superior 1Z4.14 
 
4 HISTOE^ OP THE CHICAGO & NORTH-WESTERN RAI LWAY SYSTEM 
 
 MUea. 
 
 Platte River to Lincoln 45.11 
 
 Junction near Scribner to Oakdale (via Albion) ''■''^ooq 
 
 Norfolk Junction to Dallas g^ 
 
 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 KAILWAT 
 
 COMPANY 
 
 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 177.51 
 
 Ashland 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 241.49 
 
 Cliff to St. Paul Junction 1.02 
 
 LeMars to Sioux City (leased) 25.20 
 
 Minneapolis to Merriam (leased) 27.00 
 
 Lake Crystal to Elmore 43.69 
 
 Madelia to Eairmont 29.38 
 
 Bingham Lake to Currie 38.63 
 
 Heron Lake to Pipestone 55.10 
 
 Trent to Mitchell 130.73 
 
 Luverne to Doon 28.00 
 
 620.24 
 
 Nebeaska Division 
 
 Missouri river to Omaha , 123.06 
 
 Sioux City Union Depot to bridge track (leased) .50 
 
 Sioux City Bridge Company 's track 3.9O 
 
 Coburu to Wymot 45.39 
 
 Emerson to Norfolk 46.50 
 
 Wakefield to Crof ton 49.14 
 
 Wayne 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. 
 
 Chicago 
 
 W. K. Vanderbilt 
 
 New York 
 
 Eeank Work 
 
 New York 
 
 F. W. Vanderbilt 
 
 New York 
 
 James Stillman 
 
 New York 
 
 iByron L. Smith - 
 
 Chicago 
 
 Olivee Ames 
 
 Boston 
 
 Cyrus H. McCoemick 
 
 - Chicago 
 
 Zenas Crane 
 
 Dalton, Mass. 
 
 Chauncey Keep 
 
 Chicago 
 
 William A. Gardner 
 
 Chicago 
 
 
 
 
 (Term Ext 
 
 .ires 1912) 
 
 
 Chatjncet M. Depew 
 
 New York 
 
 
 James 
 
 C. Fargo 
 
 - New York 
 
 
 Heney 
 
 C. Feick 
 
 Pittsburgh, Pa. 
 
 
 David : 
 
 P. Kimball 
 
 Boston 
 
 
 John V. Parwell 
 
 Chicago 
 
 
 Homer 
 
 A. Miller 
 
 Des Moines, la. 
 
 
 
 7.XECXJTIVE COMMITTEE 
 
 
 Marvin Hughitt 
 
 
 
 
 Chauncey M. Depew 
 Henry C. Frick 
 
 Oliver Ames 
 
 OFFICERS 
 
 Marvin Hughitt - President 
 
 Eugene E. Osborn - Vice-President 
 Hiram R. McCullough Vice-President 
 
 William A. Gabdnee 
 John M. Whitman 
 John D. Caldwell 
 R. H. Williams 
 M. B. Van Zandt 
 Charles L. Lowe 
 Arthur B. Jones 
 Edward M- Hyzer 
 W. H. Stennett 
 Maevtn Hughitt, Je. 
 Edmund D. Beigham 
 Feank P. Eyman 
 
 Vice-President .... 
 Vice-President 
 Secretary 
 
 Treasurer and Ass't Secretary 
 Assistant Treasurer and Ass't Secretary 
 Assistant Secretary and Ass 't Treasurer 
 Local Treasurer 
 General Counsel 
 Auditor of Expenditures 
 Freight Traffic Manager 
 Assistant Freight Traffic Manager 
 Assistant Freight Traffic Manager 
 Alexander C. Johnson Passenger Traffic Manager 
 Charles A. Cairns General Passenger and Ticket Agent 
 
 Richard H. Aishton General Manager 
 William D. Cantillon Assistant General Manager 
 Willis E. Morse General Superintendent 
 
 Samuel G. Strickland Assistant General Superintendent 
 General Manager 
 General Superintendent 
 Comptroller 
 
 Feank Walters 
 Stanley M. Beaden 
 Lewis A. Robinson 
 
 Chaeles D. Beandeifp General Auditor 
 
 Edwaed C. Carter 
 Robert Quayle 
 Charles A. Scheoyee 
 Lestee S. Caeeoll 
 JosLAH F. Cleveland - 
 Feank P. Ceandon 
 
 Chief Engineer 
 
 Superintendent Motive Power and Machinery 
 
 Superintendent Car Department - 
 
 Purchasing Agent 
 
 Land Commissioner 
 
 Tax Commissioner 
 
 David P. Kimball 
 
 W. K. Vanderbilt 
 
 James C. Fargo 
 
 Chicago 
 
 New York 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 New York 
 
 New York 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Omaha 
 
 Norfolk, Neb. 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 • NOTE.— On other paijes will be found a pretty full record of all of the directors and 
 of the staff, and which gives the date of election or appomtment and of their length of 
 service, changes, etc. That record is brought down to June 30, 1910. 
 
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. Vandeebilt 
 William A. Gaedneb 
 
 New York 
 Chicago 
 
 Maevin Hughitt 
 Byeon L. Smith 
 Chauncet M. Depew 
 David P. Kimball 
 Zenas Ceane 
 
 Chicago 
 Chicago 
 New York 
 Boston 
 Dalton, Mass. 
 
 (Term Expires 1912) 
 Eugene B. Osboen New York 
 
 James T. Clabk St. Paul 
 
 John M. Whitman Chicago 
 
 John D. Caldwell Chicago 
 
 EXECUTIVE COMItllTTEE 
 Maevin Hughitt, Chairman Feedeeick W. Vandeebilt 
 
 William K. Vandeebilt Chauncet M. Depew 
 
 David P. Kimba.ll Willl&.m A. Gaednee 
 
 GENEKAL OFFICERS 
 
 Chairman Executive Committee Chicago 
 
 President Chicago 
 
 Vice-President and Ass't Secretary New York 
 
 Second Vice-President - - St. Paul 
 
 Treasurer and 2nd Ass't Secretary New York 
 
 Ass't Treasurer and 3d Ass't Secretary New York 
 
 Secretary Hudson, Wis. 
 
 General Solicitor St. Paul 
 
 Auditor of Expenditures Chicago 
 
 General Majaager St. Paul 
 
 General Superintendent St. Paul 
 
 Comptroller Chicago 
 
 General Auditor St. Paul 
 
 Local Treasurer St. Paul 
 
 Freight Traffic Manager St. Paul 
 
 General Freight Agent St. Paul 
 
 General Passenger Agent St. Paul 
 
 Chief Engineer - St. Paul 
 
 Purchasing Agent St. Paul 
 
 Land Commissioner Hudson, Wis. 
 
 Maevin Hughitt 
 William A. Gaednee 
 Eugene E. Osboen 
 James T. Claek 
 Bichaed H. Williams 
 Milton B. Van Zandt 
 Thomas A. Pollets 
 James B. Sheean 
 William H. Stennett 
 Aethue W. Teenholm 
 Feank E. Pechin 
 Lewis A. Eobinson 
 Chaeles Jensch 
 Chaeles p. Nash 
 
 HiEAM W. PEARCE 
 
 Edgae B. Obee 
 Thomas W. Teasdale 
 Chaeles W. Johnson 
 Isaac Seddon 
 Geoege W. Bell 
 
 THE FIRST RAILROAD IN ILLINOIS 
 
 On February 7, 1837, the Illinois State Legislature passed an Internal 
 Improvement Act, appropriating some $20,000,000 for various Internal 
 Improvements specified in the Act. 
 
 Among the many railroads provided for was one designated the Northern 
 Cross Eailroad to start at Quincy, 111., on the Mississippi Eiver — to cross 
 the 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 to 
 have control of all public improvements contemplated. Murry McConnell 
 of Jacksonville was Commissioner of the First Judicial District and had 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 7 
 
 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 by 
 the State of Illinois January 1, 1840. During this time some $300,000 
 had 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 between 
 Jacksonville 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 two 
 hours 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. Under 
 this 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 & Morgan 
 Eailroad 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. Thomas 
 Mather of Springfield and James Dunlap of Jacksonville, each an interest. 
 This Thomas Mather had connections with the Galena & Chicago Union 
 Eailroad, 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 new 
 engines, when the use of the mules and oxen was discontinued. The 
 Legislature 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 from 
 the 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 many 
 points 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 what 
 would seem to be but trifling details. It should be remembered that when 
 this 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 Eailroad 
 was incorporated by special charter by the iegislature of Illinois and 
 authorized 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., and 
 Dubuque, Iowa." 
 
 This charter gave the following persons authority as Commissioners 
 to 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 of 
 Directors : 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 a 
 railroad "from Galena in Jo Daviess County to the Town of Chicago" and 
 fixed the capital stock at $100,000. 
 
 The charter provided, in Section 7, "If at any time after the passage 
 of this act it shall be deemed advisable by the Directors of the said cor- 
 poration to make and construct a good and permanent Turnpike Rood 
 upon 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 be 
 deemed necessary thereon." It then named the prices that might be 
 charged 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 was 
 suspended 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 Des 
 Plaines Eiver, nine miles west of Lake Michigan. 
 
 THE INTEREST IN PUBLIC WORK 
 
 As 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 
 
10 HISTORY OF THE CHICAGO & NORTH-WESTERN RAI LWAY SYSTEM 
 
 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. The 
 charter 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 owners 
 of 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 two 
 hundred shares of the capital stock of the revived Company. One hun- 
 dred shares were given when the bargain was made and the other hundred 
 were 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 supposed 
 to be the minority of the stock that was not owned by Townsend and 
 Mather at the time they sold the charter and other properties to the 
 reorganized Company. 
 
 ^ ■^*J^Si^J'^^^^ Smith was well known all over the State of Illinois and the northern 
 United 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 Arthur 
 Bronson, selected 182 acres of land on the north side of the Chicago River "Block 1 of 
 the 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??; tho 
 whole of this selection became the property of Mr. Butler by purchase frnm mV R^on^rTn 
 for $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 otTn 
 hecame Identified with the West, and out of this grew hia interp<it an,5 im^ ? '' "Sden 
 with 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 road 
 building 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 any 
 locomotive 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 which 
 to construct it. 
 
 EARLY STRUGGLES FOR MONEY 
 
 We 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 Galena 
 to 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 were 
 appointed to attend the convention from Winnebago County: Horace 
 Miller, 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, Anson 
 Miller, 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. Arnold 
 for 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; William 
 H. 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, and 
 expressed the hope that all their transactions might be characterized by 
 an intelligent view of the situation. J. Y. Scammon, of Cook, offered a 
 
12 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 OPENED 
 It 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 ground 
 that it might divert business from Chicago to other points along the line. 
 The citizens of Eockford and farmers in the adjoining districts made 
 liberal subscriptions to stock. John A. Holland and T. D. Eobertson were 
 the most active local promoters of the enterprise. 
 
 The original plan was to secure as large a local subscription to the 
 capital stock as possible, and then apply to eastern capitalists for such 
 advances, either in the form of subscriptions to capital stock or loans, as 
 might be found necessary. The interest in the enterprise, however, was 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 13 
 
 such that by April 1, 1848, one hundred and twenty-six subscribers had 
 taken three hundred and fifty-one thousand eight hundred dollars' worth 
 of 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 WORK 
 
 The 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. They 
 were 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. 
 
14 HISTORY OF THE CHICAGO & NORTH-WESTERN R AILWAY SYSTEM 
 
 MR. MORGAN'S PROSPECTUS AND HIS WORK 
 
 After 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 who 
 could 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 among 
 them would equal 8 per cent on the capital invested. 
 
 ADVOCATES BUILDING EASTWARD FROM CHICAGO 
 
 Mr. 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 was 
 planned 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. Morgan 
 also 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 Lake 
 Michigan 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 NEW 
 
 BUFFALO 
 
 Mr. Morgan gave all the details as to the cost of building from Chicago 
 to New Buffalo, and summed up his report by saying that by this means 
 the Galena Company could carry passengers from Chicago to New Buffalo 
 in two hours, and from thence the Michigan Central road could take them 
 to Detroit in another eight hours. That this suggestion for a connection 
 with the Michigan Central Eailroad at New Buffalo, Ind., did not die is 
 
HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 15 
 
 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 of 
 country to be affected by the construction of this important work, that, if constructed 
 now and extended east from Chicago around the head of Lake Michigan till it meets 
 the Michigan Central Eailroad, as it soon will, it secures to the country through 
 which 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 any 
 corporation bearing this title. 
 
 THE FIRST CONTEACT FOE CONSTEUCTION 
 
 The 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 Page 
 County), which was named for Mr. Wheaton. In his deed to the Company 
 for 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 EAILEOAD 
 
 As 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 company 
 from 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 and 
 relaid 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 John 
 Van Nortwick, its chief engineer. He says : 
 
 "The superstructure [that is what we now call the track] of the road upon which 
 the 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 to 
 the mile. ' ' 
 
 SECOND 
 FISCAL YEAS 
 -APBIL, 1859 
 
 In the second 
 annual report, 
 which was 
 dated March 
 5, 1849, Mr. 
 W. B. Ogden, 
 the President, 
 notifies the 
 s t o ckholders 
 that the road 
 was finished 
 on December 
 15, 1848, "to 
 near the Des 
 Plaines Eiver, 
 ten miles." 
 
 STRAP RAIL EAILEOAD TEACK 
 
 These 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 Company 
 have 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 Locomotive 
 Works, 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 Company 
 for 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 appointed 
 engineer 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 in 
 Chicago, and there told its story many thousand times. Mr. Ebbert died in 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 17 
 
 Chicago on August 32, 1899, in his eighty-sixth year. Daniel Sheahan 
 was the first fireman of "The Pioneer." He worked for the Company 
 over 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. In 
 after 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 on 
 pension. 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, and 
 said : "This arrangement places the stock and charter entirely in the hands 
 of 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 Galena 
 company'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 Eock 
 Eiver, 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 COMPANY 
 
 Under a charter that was granted by the Illinois Legislature on January 
 31, 1849, one of the above named roads was called The St. Charles Branch 
 Railroad 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 
 
18 HISTORY OF THE CHICAGO & NOETH-WESTERN RAILWAY SYSTEM 
 
 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 York 
 and to Boston in two and one-half days," thus confirming the report made 
 by Mr. E. P. Morgan, as has already been referred to. 
 
 THE COMPANY'S FIEST BUILDING IN CHICAGO 
 
 The 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 road 
 and to transport all of its traffic." Today the Chicago & North-Western, the 
 direct descendant of this pioneer road, requires and owns and uses 65,000 
 cars 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 on 
 January 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! An 
 engine house, smith shop 30 x 60 feet, with an "addition" 18 x 60 feet, and 
 car shop 26 x 90 feet, together with a "wharf" in front of the Company's 
 land on the north branch of the Chicago Eiver, were also built this year. 
 
 FEOM THE NEWSPAPERS OF THE DAY 
 
 To 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 boxes 
 of 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! Beecher 
 bought a lot of hides and pelts from a farmer who lived near where the train stopped 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 19 
 
 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 be 
 developing on all sides, and the days were lively for the newspapers." This is from 
 the 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 DES 
 PLAINES 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-Westem 
 Eailway 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 CHICAGO 
 
 The 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 North 
 Water Street to said Block 1. (A drawbridge over the north branch of the 
 Chicago Eiver was authorized to be constructed at this meeting.) The 
 annual report of 1851 shows this block cost the Company $60,513.35. The 
 records 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 house 
 in 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 a 
 passenger 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 Union 
 Eailroad 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 ARRANGEMENT 
 On and after Wednesday, the 10th day of March (until further notice), trains 
 will run as follows: 
 
 PASSENGER TRAIN— CHERRY VALLEY 
 Leave 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— AUBOEA 
 Leave 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 TBAIN 
 Accommodation 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 TBAIN 
 
 With 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 
 
22 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 which 
 earlier mention has been made. This house faced west on what is now 
 Dearborn 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 West 
 Chicago (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 EAILEOAD 
 
 By 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 Johnson 
 and 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 was 
 under 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 Eiver 
 and 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 Eailroad 
 was consummated January 9, 1855, and this action was approved by the 
 act of the Illinois Legislature of February 15, 1855. 
 
 Before this consolidation the road had done some grading, but soon 
 ran out of money, whereupon it was leased to the Galena road, and was 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 23 
 
 finally consolidated with it, as is stated above. In 1854, when struggling 
 to build the road, John Van Northwick, was elected its President and 
 Engineer, and finally finished the building of the road after its consoli- 
 dation with the Galena Company. It terminated at Fulton, 111., and the 
 depot was on the river directly opposite the center of the village of 
 Lyons, Iowa. This depot remained the western terminus of the Galena 
 road until 1859, when a track was built, as is told elsewhere, to the 
 eastern 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 May 
 next. 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 we 
 see 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. As 
 will 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 RAILROAD 
 
 On 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 Madison 
 in Dane County, and Chauncy Abbott, Levi B. Vilas, William C. Wells, 
 Ezra L. Varney, William H. Fox, F. G. Tibbits, John M. Keep, Hazen 
 Cheney, 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 from 
 Belvidere 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 Galena 
 Company. With aid from the Galena Company it opened the line in 
 1860 from Beloit to MagnoHa, and about September 1, 1864, it was opened 
 through 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 came 
 under the control of the consolidated company, and was consolidated with 
 it 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. We 
 suppose 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. 
 
26 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 FIRST BITUMINOUS COAL USED 
 In 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 AGENTS 
 A. "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 how 
 important 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 unnamed 
 point 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 De 
 Witt, 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 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 27 
 
 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 Eailway 
 Company. 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 many 
 of its employes, and thus reduced its working force from 1,904 in August, 
 1857, to no more than 722 in the January following. Passenger and 
 freight 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 and 
 not 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 had 
 been 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 the 
 face 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 LINE 
 
 The 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 LINE 
 Opened 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 TRACK 
 
 Opened 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 YEARS 
 
 The 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, was 
 31%, 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, 1853, to May 1, 1854, 131 miles. 
 
 General average from May 1, 1854, to May 1, 1855, 196% miles. 
 
 General average from May 1, 1855, to May 1, 1856, 240 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 mUes 
 
 Beloit Branch, from Belvidere to Beloit 21 miles 
 
 East Elgin Branch 1% miles 
 
 ' Viioago, Fulton & Iowa line, from Junction to Pulton 105% miles 
 
 St. Charles Air Line, from Chicago to Harlem 10% mUes 
 
 • 259% miles 
 
 Second track 30 mUes 
 
 Sidings and gravel pit tracks 43% mUes 
 
 332% miles 
 
 REAL ESTATE 
 
 The 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 GROUNDS 
 
 Main 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 was 
 bought 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. 
 
HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 29 
 
 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 and 
 history : 
 
 NAME 
 
 BY WHOM BUILT 
 
 YEAR 
 
 TONS 
 
 Pioneer 
 
 Baldwin, Philadelphia, rebuilt 
 
 October 
 
 24, 1848 
 
 10 
 
 Chicago 
 
 Norris & Bros., Philadelphia, rebuilt.. 
 
 July 
 
 17, 1849 
 
 24 
 
 Elgin 
 
 Norris & Bros., Philadelphia, rebuilt.. 
 
 November 
 
 6, 1849 
 
 24 
 
 Illinois 
 
 Norris & Bros., Philadelphia, rebuilt.. 
 
 October 
 
 17, 1851 
 
 24 
 
 Belvidere 
 
 Norris & Bros., Philadelphia 
 
 November 
 
 6, 1851 
 
 24 
 
 Eoekford 
 
 Norris & Bros., Philadelphia 
 
 November 
 
 2, 1851 
 
 24 
 
 J.B.Turner 
 
 Rebuilt from Whittlesey by Galena & 
 
 
 
 
 
 Chicago Union Eailroad 
 
 January 
 
 1853 
 
 12 
 
 Marengo 
 
 Schenectady Locomotive Works 
 
 August 
 
 11, 1852 
 
 12 
 
 Minnesota 
 
 Norris & Bros 
 
 September 
 
 19, 1852 
 
 24 
 
 Iowa 
 
 Norris & Bros 
 
 September 
 
 21,1852 
 
 24 
 
 Kishwaukie .... 
 
 Norris & Bros 
 
 September 
 
 27, 1852 
 
 14 
 
 Shawbeney 
 
 Schenectady Locomotive Works 
 
 October 
 
 29, 1852 
 
 24 
 
 
 
 November 
 
 15, 1852 
 
 25 
 
 Winnebago 
 
 Exchanged with Chicago & Aurora 
 
 
 
 railroad for Whitlesey 
 
 
 
 
 Ariel 
 
 Lowell Machine Shop 
 
 Lowell Machine Shop 
 
 June 
 June 
 
 27, 1853 
 28, 1853 
 
 20 
 
 Cloud 
 
 20 
 
 DuPage 
 
 Eogers, Ketchum & Grosvenor,Paterson 
 
 July 
 
 29, 1853 
 
 20 
 
 Wg Thunder. . 
 
 Eogers, Ketchum & Grosveuor, Paterson 
 
 August 
 
 25, 1853 
 
 23 
 
 DeKalb 
 
 Schenectady Locomotive Works 
 
 August 
 
 25, 1853 
 
 25 
 
 Dea Plaines .... 
 
 Schenectady Locomotive Works 
 
 September 
 
 13, 1853 
 
 25 
 
 Kehotaw 
 
 Schenectady Locomotive Works 
 
 September 
 
 24, 1853 
 
 25 
 
 Enterprise 
 
 Chicago Locomotive Works 
 
 October 
 
 10, 1853 
 
 25 
 
 Wabashaw 
 
 Schenectady Locomotive Works 
 
 October 
 
 18, 1853 
 
 25 
 
 Black Hawk 
 
 Galena & Chicago Union EaUroad 
 
 January 
 
 1, 1854 
 
 24 
 
 Paleon 
 
 Chicago Locomotive Works 
 
 February 
 
 6, 1854 
 
 25 
 
 Beloit 
 
 Schenectady Locomotive Works 
 
 March 
 
 14, 1854 
 
 25 
 
 Kansas 
 
 Chicago Locomotive Works 
 
 April 
 
 1, 1854 
 
 25 
 
 Geneva 
 
 New York Locomotive Works 
 
 April 
 
 21, 1854 
 
 24 
 
 Dixon 
 
 Schenectady Locomotive Works 
 
 April 
 
 21, 1854 
 
 25 
 
 W.McQueen 
 
 Schenectady Locomotive Works 
 
 May 
 
 9, 1854 
 
 28 
 
 JohnEbbert 
 
 Schenectady Locomotive Works 
 
 May 
 
 10, 1854 
 
 28 
 
 Oregon 
 
 Schenectady Locomotive Works 
 
 May 
 
 31, 1854 
 
 28 
 
 Sterling 
 
 Mchenectady Liocomotive Works 
 
 June 
 
 5, 1854 
 
 28 
 
 W.H.Brown 
 
 Chicago Locomotive Works 
 
 June 
 
 17, 1854 
 
 25 
 
 Thos. Dyer 
 
 Fulton 
 
 
 July 
 August 
 
 27, 1854 
 
 25 
 
 Schenectady Locomotive Works 
 
 23, 1854 
 
 25 
 
 Nebraska 
 
 Eogers, Ketchum & Grosvenor 
 
 September 
 
 13, 1854 
 
 28 
 
 W.S. Hudson.. 
 
 Eogers, Ketchum & Grosvenor 
 
 October 
 
 16, 1854 
 
 28 
 
 Hercules 
 
 Eogers, Ketchum & Grosvenor 
 
 November 
 
 16, 1854 
 
 24 
 
 Samson 
 
 Eogers, Ketchum & Grosvenor 
 
 November 
 
 18, 1854 
 
 24 
 
 Achilles 
 
 Eogers, Ketchum & Grosvenor 
 
 November 
 
 18, 1854 
 
 24 
 
 Winnebago 
 
 Schenectady Locomotive Works 
 
 April 
 
 18, 1855 
 
 28 
 
 Como 
 
 Chicago Locomotive Works 
 
 Schenectady Locomotive Works 
 
 April 
 April 
 
 18, 1855 
 
 25 
 
 Sauganash 
 
 20, 1855 
 
 29 
 
 No. 1 
 
 Eogers, Ketchum & Grosvenor 
 
 August 
 
 18, 1855 
 
 25 
 
 Clinton 
 
 Schenectady Locomotive Works 
 
 August 
 
 20, 1855 
 
 28 
 
 Lyons 
 
 Schenectady Locomotive Works 
 
 August 
 
 27, 1855 
 
 28 
 
 Wayne 
 
 Schenectady Locomotive Works 
 
 September 
 
 24, 1855 
 
 28%; 
 
 Savannah 
 
 Schenectady Locomotive Works 
 
 October 
 
 8, 1855 
 
 SSVa 
 
 Franklin 
 
 Eogers, Ketchum & Grosvenor 
 
 October 
 
 15, 1855 
 
 28 
 
 Pecatonica 
 
 Schenectady Locomotive Works 
 
 November 
 
 1, 1855 
 
 26 
 
30 
 
 HISTORY OF THE CHICAGO & NORTH-WBSTBEN RAILWAY SYSTEM 
 
 NAME 
 
 BY WHOM BUILT 
 
 YEAR 
 
 TONS 
 
 Grey Hawk 
 
 Galena & Chicago Union Railroad Co. 
 
 December 5, 1855 
 
 26 
 
 Nevada 
 
 Manchester (N.H.) Locomotive Works 
 
 January 25, 1856 
 
 28 
 
 Malta 
 
 Manchester (N.H.) Locomotive Works 
 
 June 19, 1856 
 
 28 
 
 Nachusa 
 
 Schenectady Locomotive Works 
 
 August 4, 1856 
 
 29 
 
 Afton 
 
 Schenectady Locomotive Works 
 
 September 11, 1856 
 
 28 
 
 Madison 
 
 Schenectady Locomotive Works 
 
 September 18,1856 
 
 28 
 
 FoxEiver 
 
 Ghieaffo Locomotive Works 
 
 July 4, 1857 
 August 31, 1857 
 
 25 
 
 Treeport 
 
 Schenectady Locomotive Works 
 
 28 
 
 Caledonia 
 
 Schenectady Locomotive Works 
 
 September 30, 1857 
 
 28 
 
 Boscoe 
 
 Schenectady Locomotive Works 
 
 October 15, 1857 
 
 28 
 
 NAMES OF NOETH-WESTERN ENGINES 
 Names of the engines of the North-Westem before the consolidation 
 ■with the Galena company were as follows: 
 No. Name. No. Name. 
 
 201 Woodbine 
 
 202 St. John 
 
 203 Platte 
 
 204 Kearney 
 
 205 Denver 
 
 206 Crawford 
 
 207 Dane 
 
 208 Monona 
 
 209 Mendota 
 
 210 Wingra 
 
 211 Algonquin 
 
 212 Utah 
 
 213 Arizona 
 
 214 Wyoming 
 
 215 Washington 
 
 216 Santa Fe 
 
 217 Columbia 
 
 218 Sacramento 
 
 219 Laramie 
 
 220 Benton 
 
 221 Lander 
 
 222 Carson 
 
 223 Virginia 
 
 224 San Praneisco 
 
 225 Kennebec 
 
 226 Merrimac 
 
 227 Narraganset 
 
 228 Champlain 
 
 229 Hudson 
 
 230 Mohawk 
 
 231 Niagara 
 
 232 Delaware 
 
 233 Chesapeake 
 
 234 Potomac 
 
 No. Name. 
 
 235 Juniata 
 
 236 LoweU Holbrook 
 
 237 John M. Burke 
 
 238 Elephant 
 
 239 Leopard 
 
 240 Dragon 
 
 241 Tiger 
 
 242 Moose 
 
 243 Atlas 
 
 244 Prometheus 
 
 245 Cyclops 
 
 246 Sphynx 
 
 247 Jupiter 
 
 248 Hector 
 
 249 John B. Turner 
 
 250 Hornet 
 
 TWELFTH FISCAL YBAE^DECEMBER 31, 1858 
 In his report to the stockholders, of December 31, 1858, the president 
 reported the Chicago, Iowa & Nebraska Eailroad had been opened from Clin- 
 ton, Iowa, to Lisbon, Iowa, sixty-six miles. The resident engineer reports 
 that connection had been made at Bass Creek or Plymouth, Wis., with the 
 southwestern branch of the Milwaukee & Mississippi Eailroad, so that the 
 Galena road could, by its operation of the Beloit & Madison Eailroad, run 
 its trains from Chicago, via Beloit, to Janesville, Wis., 118 miles, and thus 
 have a rail connection to Milwaukee. The running of these trains began 
 on May 17, 1858. This year, for the first time, appears the name of H. H. 
 Porter in connection with this road, though he had been working for the 
 company since June, 1853. He was placed, without title, in charge of the 
 passenger business, and many years after became one of the gen- 
 eral managers of the North-Western road. As stated elsewhere this 
 year the Galena company built an extension of its line, east of Pulton, 1^ 
 miles westerly and southerly to the east end of the bridge across the east 
 channel of the Mississippi river that the Albany Bridge Company was con- 
 structing. 
 
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 June 
 2, 1858, the secretary of the corporation was ordered to print the names 
 and 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 many 
 years. Walter S. Newberry was elected president of the road on June 
 1, 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 was 
 used 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 and 
 the bar was driven upward and through the miner's head. It passed through 
 the 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 bom 
 mechanic" and quit the practice of medicine to follow his mechanical "bent." 
 He left the Galena and Chicago Union railroad and went into the shops 
 of the Pennsylvania Eailroad Company at Altoona, Pa., and afterwards 
 became the General Superintendent of that road. He ultimately became 
 the president of the Baldwin Locomotive works and as such visited every 
 part of the civilized world and introduced and sold his company's locomo- 
 tives, from Eussia to the Argentine Eepublie and Chili and Peru. Horatio 
 Anderson was appointed master mechanic this year, and was the first the 
 road had. 
 
 FOURTEENTH FISCAL YEAR— DECEMBER 31, 1860 
 In the annual report for this year the president announces the Albany 
 Bridge Company had completed "a bridge over the east channel of the Mis- 
 sissippi Eiver between the Illinois shore and Little Eock-Island." This was 
 the initial step that ultimately resulted in the construction of the second 
 railroad 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 RAILROAD 
 
 This year the Fox Eiver Valley Eailroad, the bankruptcy of which was 
 recently mentioned, was reorganized under the name of the "Elgin & State 
 Line Eailroad," and its operation was continued in the hands of the Galena 
 company as it had been under the bankruptcy. It had been operated for 
 some years to Eichmond, 111., a few miles south of the Wisconsin state line 
 under the name of the Wisconsin Central Eailroad. From Eichmond to 
 Lake Geneva there was "a sort of a strap railroad over which cars were 
 hauled 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 was 
 purchased by the Chicago & North-Western Eailway Company and is now 
 its 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 competing 
 lines 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 and 
 demolished. It was a Howe truss bridge about 200 feet long, resting on a pier and 
 two abutments. It was neither covered nor roofed, and yet the tremendous force of 
 the 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." 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 33 
 
 SIXTEENTH FISCAL YEAE— DECEMBER 31, 1862 
 In the sixteenth annual report, dated December 31, 1863, W. H. Brown 
 is announced as president, Orrington Lunt as vice-president, and G. M. 
 Wheeler as the first auditor of the road. 
 
 LEASE OF TWO IOWA ROADS 
 
 The often mentioned Chicago, Iowa & ISTebraska and the Cedar Eapids 
 & Missouri Eiver railroads were this year leased by the Galena company 
 and their operation began on August 1, 1862, by the leasing company. The 
 Cedar Eapids & Missouri Eiver road was then finished to Otter Creek (now 
 Chelsea 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 worked 
 almost 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 had 
 early 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 new 
 linea of road have been completed and put into use, and, consequently, the price of 
 this article has been affected by the unerring rule of demand and supply. It is now 
 evident that the country through which your roads pass can not longer be relied upon 
 for the supply of fuel. The coal used in engines fitted for its consumption has been 
 mainly purchased by the cargo at Erie, Pa. Its quality is excellent, but the expense 
 is large. The Illinois coal is much inferior, and its cost very considerably less per 
 ton. 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 Rock 
 Eiver, 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, and 
 the supply is said to be inexhaustible. A comparatively short and easy line would 
 connect Fulton with these coal beds, affording not only a supply of fuel for the 
 roads east and west of that point, but also a considerable traiBc in that article for 
 100 miles upon either side of the river. In addition, the introduction of a new 
 supply 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 cost 
 to its former standard." 
 
 The president tells the stockholders that he has "modified and enlarged 
 the buildings [the passenger depot] on the corner of Wells and North 
 Water streets" in Chicago, so that "it is now three stories in height, 45 
 feet on Wells Street and 75 feet on North Water Street," and that it was 
 large 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— WHY 
 
 Before the time arrived for making the eighteenth annual report the 
 great consolidation with the Chicago & North- Western Eailway had taken 
 
34 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 now 
 combined ownership, its earnings, etc. : 
 lOTAL Miles Owned: 
 
 Chicago to Preeport 120.0 
 
 Chicago to Clinton, Iowa 138.0 
 
 Belvidere 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 $ 6,028,400.00 
 
 The total bonds (funded debt) 3,506,000.00 
 
 The total book value of the property 10,952,115.36 
 
 The total operating receipts for the year 1863 2,193,295.46 
 
 Of this freight furnished $1,621,096.94 from 
 511,710 tons hauled; and passenger $496,316 
 from 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. A 
 second 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 MS 
 associates 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 and 
 1853 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 and 
 not far north of the main Chicago Eiver, and was named North Water 
 
 ■Street. 
 
 The second passenger depot was built by the Galena and Chicago Union 
 Eailroad 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 was 
 filled 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 be 
 referred 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 Dearborn 
 Street and south of Kinzie Street, a two-story building, the lower story 
 of which was intended for freight purposes, while in the upper rooms some 
 of 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 second 
 depots were used. The records of the company that were burned in the 
 great fire of 1871 doubtless contained a full explanation of these facts. That 
 this building was used as the road's passenger station is established beyond 
 any question. 
 
 The next passenger depot was built by the Chicago & North- Western 
 Eailway proper and was the one that was built on the then North Wells 
 Street in the late fall of 1871, to take the place of the one that was burned 
 in the great fire. It was a wooden structure, with an entrance from Wells 
 Street. 
 
 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. The 
 trains first ran into this depot on Monday, May 33, 1881. It will be men- 
 tioned in another place in this history. 
 
36 
 
 HISTORY OF THE CHICAGO & NOETH-WESTBRN RAILWAY SYSTEM 
 
 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 lumber 
 yard. 
 
 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 between 
 Chicago and Dubuque, Iowa. These trains ran between Chicago and 
 Freeport, 111., over the Galena & Chicago Union Eailroad, and between 
 Freeport and Dubuque over the Illinois Central Eailroad. Prom the lake 
 front of Chicago, at about what is now the east end of Sixteenth Street, 
 
HISTORY OF THE CHICAGO & NOETH-WESTERN RAILWAY SYSTEM 37 
 
 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 company 
 furnishing that company, in Chicago, with depot and baggage space, and 
 agents 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 RIVER 
 
 As 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 BAIUIOAD 
 
 The construction of this road was the outgrowth of a town-lot specula- 
 tion. In 1854 an attempt was made to build a railroad from Lyons 
 to 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 gentlemen 
 who had been interested in this railroad conceived the idea of laying out 
 a town at what was then called New York, two miles below Lyons, and 
 making money out of the sale of lots. In May, 1855, the Iowa Land 
 Company 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 company 
 called the Mississippi & Iowa Central Eailroad, and, to help the sale of 
 lots, graded about half a mile of track northwesterly from Clinton. This 
 new 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 through 
 his 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 belonging 
 to 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 North 
 Baston, 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, and 
 thereafter 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 January 
 36, 1856, and the work of construction began early in that year. Track- 
 laying was started at Clinton in October, 1856, and the track completed 
 to Cedar Eapids in June, 1859. Milo Smith was chief engineer during 
 the 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. The 
 first locomotive was set to work on this road in November, 1856. 
 
 THE LEASE OF THE CHICAGO, IOWA & NEBEASKA EAILEOAD 
 
 On July 3, 1863, the Chicago, Iowa & Nebraska Eailroad was leased to 
 the Galena & Chicago Union Eailroad, which company in 1865 completed 
 the bridge across the Mississippi from the island of Little Eock-Island 
 to the Iowa shore. From the execution of the lease the Galena & Chicago 
 Union Eailroad Company and its successor, the Chicago & North- Western 
 Eailway 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 Company 
 going out of existence. 
 
 ALBANY EAILEOAD BRIDGE COMPANY 
 
 This bridge company was incorporated by an act of the Illinois Legis- 
 lature on February 14, 1857, with the following stocldiolders : BarzilUa 
 Cottle, William Prothrow, William W. Durant, Thomas J. W. Long, George 
 H. Parker, Edward B. Warner, and Anthony J. Mattson, for the purpose 
 of building a bridge across the Mississippi Eiver between Illinois and Iowa. 
 
 Some of the stockholders of the Chicago, Iowa & Nebraska Eailroad 
 acquired 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 Cedar 
 Eapids, Iowa, 318 miles. 
 
v:.o 
 
 ^r 
 
 ,1, 
 
 %-: It :-^sSBtlKt^BKiKF- ■ .— .-'- T^^. 
 
 ^^^^^mhhMMI' % 
 
 jpWtell ||>-,||||| 
 
 
 THE GALENA & CHICAGO UXIOX DEPOT IN EOCKPOED, ILL. 
 
 This depot was built in 1856 and was used with some additions for 
 freight and passenger service. A new passenger station was erected in 
 its place in 1908. 
 
 FIEST DEPOT IN CHICAGO. SEE PAGES 18, 19 AND 34. 
 
 
 Hiji^ «« '~ ~ "^MiBBni^^s ^^^ '"^ 
 
 1 
 
 THE EIEST DEPOT ON THE NOETH SIDE IN CHICAGO. 
 
 For the history of this structure see pages 36 and 54. As is stated 
 elsewhere in this book, this old building is still in existence and still in 
 use, though it many years ago passed out of the possession of the rail- 
 road company. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 39 
 
 THE CORPORATE GENESIS OF THE BRIDGE 
 
 February 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 with 
 the 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 or 
 bridge company of that State to bridge the river, and Section 4 of same makes the 
 act applicable to corporations of the State of Illinois (and some other States). 
 
 Iowa Legislature — By Resolution No. 22, of 1866, requested Congress to declare 
 the Albany Bridge a "post route." 
 
 Congress — By act of February 27, 1867 (Book 14, page 412), declared the Albany 
 Bridge 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. The 
 Chicago & North-Western then built the new bridge across the entire river. 
 
 THE CEDAR RAPIDS & MISSOURI RIVER RAILROAD 
 
 In 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 from 
 Lyons City, thence "northwesterly to a point of intersection with the 
 main line of the Iowa Central Air Line Eailroad near Maquoketa, thence 
 on 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 the 
 State of Iowa, by an act approved July 14, 1856, granted the lands inuring 
 to the State for the construction of the line from Lyons City westwardly, 
 to the Iowa Central Air Line Company, upon certain conditions contained 
 ia said act. The Iowa Central Air Line Eailroad Company began construc- 
 tion in the year 1856 and did considerable grading at different points 
 as far west as Anamosa, but the panic of 1857 coming on, the work was 
 stopped and never again resumed by the Iowa Central Air Line Company. 
 
 For the purpose of obtaining the land grant before mentioned and 
 continuing 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 John 
 Bertram, L. B. Crocker, and Oakes Ames, and also John Weare and John 
 F. Ely of Cedar Eapids, and G. M. Woodbury of Marshalltown. John 
 I. Blair became interested in the enterprise in 1861 and was thereafter 
 prominently connected with the construction and completion of the road 
 and 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 Cedar 
 Eapids & Missouri Eiver Eailroad. Work was begun on the extension 
 west 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 LYONS 
 
 When 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-Western 
 Eailway 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, when 
 the Chicago & North-Western purchased the line and became the owner 
 in fee simple. 
 
 The total amount of bonds issued by the Cedar Eapids & Missouri Eiver 
 Eailroad was $3,614,000. 
 
 Common stock $6,850,400 
 
 7 per cent preferred stock 769,600 
 
 Total stock, common and preferred $7,620,000 
 
 THE IOWA EAILEOAD LAND COMPANY 
 In 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 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 41 
 
 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 RAILROAD 
 
 Under 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 a 
 connection with the Iowa branch of the Union Pacific Eailroad whenever 
 there should have been a line of railroad completed through Minnesota 
 or 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 and 
 subsidy bonds to the same extent as the Union Pacific Eailroad would have 
 acquired for the construction thereof under the act of 1862. It was 
 further provided that if a railroad should not be completed to Sioux City 
 across Iowa or Minnesota within eighteen months, then the company 
 which should have been so designated might commence, continue, and 
 complete, 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 money 
 for the construction of the road was subscribed by them and their associates. 
 
 Construction was begun in the spring of 1867. The 6% miles built by 
 the Cedar Eapids & Missouri Eiver Eailroad Company, connecting Mis- 
 souri Valley Junction with California Junction, was finished in August 
 of that year. Track-laying began at California Junction in September, 
 1867. Thirty-six miles were completed by the first day of December 
 of 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 were 
 ferried 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 
 
42 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 EIVER 
 
 In 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. The 
 money 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 interrupted 
 traffic until May of that year, when a temporary trestle was erected and 
 business resumed over the bridge, which has gone on uninterruptedly since 
 that date. Horace Williams was the president of the bridge company 
 during construction. The plans for the entire bridge and approaches, 
 together with the protection works, were made by George S. Morrison, under 
 whose direct charge and control the entire work of construction was 
 performed. 
 
 MAPLE EIVER RAILROAD 
 
 The 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. The 
 board of directors was made up of gentlemen holding similar positions on 
 the 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. The 
 line 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 bought 
 by the Chicago & North-Westem Eailway Company, in connection with 
 the purchase of the Chicago, Iowa & Nebraska and the Cedar Eapids & 
 Missouri Eiver Eailroads. In 1886 the main line was extended from 
 Mapleton to Onawa. The Sac City branch was extended from Kingsley 
 to Moville in 1887, and in 1901 from Moville to Sargeants Bluffs. 
 
 THE FREMONT, ELKHOEN & MISSOURI VALLEY RAILEOAD 
 
 This 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 100,000 
 acres. 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 the 
 Sioux City & Pacific Company, which company from that time on con- 
 tinued to operate under this lease the several extensions of the Elkhorn 
 road up to August, 1884. In 1871 the road was extended to Wisner, a 
 distance of fifty-one miles from Fremont, where the terminus remained 
 until 1879, when the main hne was built to Oakdale, and six miles of 
 track laid on the Creighton branch north of Norfolk. In 1880 the main 
 line was extended from Oakdale to Neligh, and the Creighton branch 
 finished to Plainview. In 1881 the main line was extended to Long 
 Pine, and the Creighton branch finished to Creighton. In 1882 the 
 main line was extended to Thatcher, and in 1883 to Valentine. In 
 July, 1884, at the time of the purchase of the Iowa roads by the 
 Chicago & North-Western, this last-named company acquired all the 
 stock in the Fremont, Elkhorn & Missouri Valley Eailroad, and there- 
 after the work of extension was pushed vigorously. In the fall of 1884 
 about 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 was 
 finished 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 Basin 
 mines 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 summer 
 of 1885. Track-laying was begun at Dakota Junction in April, 1886, and 
 completed to Douglas in August of that year. In 1887 a bridge was 
 built 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 South 
 Platte 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. The 
 bridge 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 from 
 Geneva to Superior. The Scribner branch was built from Scribner to 
 Lindsay in 1886, and from Lindsay to Oakdale in 1887. In 1887 the 
 Elkhorn system was connected with Omaha and the South Omaha Stock 
 Yards by a line built from Arlington Station, east of Fremont on the 
 Sioux City & Pacific road. The Creighton branch was extended from 
 Creighton 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 the 
 Mississippi River. It is certain that no other person now living could have furnished the 
 
 THE EXTINCTION OF THE GALENA COMPANY 
 We have now reached the point where we have to part company 
 with "The Pioneer Line." In the future it has not only to share the 
 fortunes of another corporation, but is to exist, be maintained and oper- 
 ated under another corporation's legal title. We have, in the preceding 
 pages, seen it grow from a mere name on paper until at last it became 
 a fact, and soon the leading railroad of the west. It was the leader 
 m nearly everj'thmg that belonged to railroad operation. In financial 
 standing and credit it was without a peer. It had the best, largest, and 
 most modern locomotive engines. Its cars were inferior to those of no 
 other 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 was 
 placed m service. 
 
 THE EAILEOAD POSTAL CAR 
 
 Until the mail or postal car was devised the distribution of the mail 
 matter was done m the postoffices and delays occurred at every postofBce 
 where this general distribution was done. The postal or mail car is snb- 
 stantially a traveling postoffice ("a postoffice on wheels") in which the 
 mail 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 ^""'f 1 ° ^* 1' ^?'^ destination. This plan worked a revolution, 
 Th^rhft nT^Q^^' *° ^^-1 °^i§i°^^o^« of it- The first railway car in 
 TvP. +T,??T -S f ^^,e%^^il ^as distributed was undoubtedly operated 
 ZZflt S T+'- A-^*- ^Tf?^ ^^'^'"^^ i^ ^^'"'"'^^^ a^d ^as desired to 
 St^ To Lb M ?''*'°''i°^i^' ™'^^ ^''^^''^ ^° 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. In 
 May, 1867, the first complete and original postal car was placed in service 
 west of Chicago. They ran between Boone and Council Bluffs, Iowa, and 
 carried 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 CABS 
 
 The 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 with 
 Benjamin Field for himself and associates by which they were to furnish 
 the road with sleeping cars to run between Chicago and Preeport and 
 Dubuque and also "between Lake Michigan and the Mississippi river," 
 George M. Pullman, then of Albion, IST. Y., and Norman J. Field, were 
 the "associates" of this contract, while Benjamin Field was merely their 
 attorney. The ears were placed in service as soon as the contract was 
 executed. 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 
 
46 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 engaged 
 me to do the work of remodeling the Chicago & Alton coaches into the first Pullman 
 sleeping 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, of 
 which there were 14 on a side, the glass in each sash being only a little over 1 foot 
 square. 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 — one 
 at each end. The wood used in the interior finish was cherry. Mr. PuUmau was 
 anxious to get hickory, to stand the hard usage which it was supposed the cars would 
 receive. I worked part of the summer of 1858, employing an assistant or two, and 
 the cars went into service in the fall of 1858. There were no blue prints or plans 
 made for the remodeling of these first two sleeping cars, and Mr. Pullman and I 
 worked out the details and measurements as we came to them. The two cars cost 
 Mr. Pullman not more than $2,000, or $1,000 each. They were upholstered in plush 
 lighted by oil lamps, heated with box stoves and mounted on 4-wheel trucks with iron 
 wheels. 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 was 
 pulled out of the shop, where it was gazed at in wonder by most of the 
 adult citizens of Bloomington who had been invited to the shops to see 
 the car. 
 
 THE GREAT CONSOLIDATION 
 
 The 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 frequent 
 occurrence, little is said or thought about it by the public. In 1864 
 it 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 was 
 talked about from the Atlantic to the slopes of the Missouri Eiver, and 
 opinions 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 that 
 had taken place in the United States. The directors of the consolidated 
 North-Western Company issued an explanatory circular on the question and 
 from it we quote as follows: 
 
 . , "-*-™pig tte reasons which influenced those who, on account of their large 
 interests in these roads, have given more particular attention to the subject and 
 advised this course, are the following: Much of the territory traversed by these roads 
 was so situated as to induce injurious competition between them. The union of both 
 gives greater strength and power, favoring more advantageous and extended con- 
 nections, and better relations with other raUroads built and to be built, and wiU aid 
 to prevent the construction of such roads as would only serve to create injurious 
 competition, without any adequate increase of the aggregate earnings of the roads 
 competing Decided economy, material reduction of expenses, and increased and 
 more profitable service of engines and cars will also be the result of cooperation in 
 the place of competition, and of one management of both roads. The basis and terms 
 of this consolidation are substantially as follows: For each share of Galena & Chicago 
 Union Railroad Company's stock the holder will receive one share of the preferred 
 S^iiwT^ n the 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!»t^o f for the stock of the Galena company is entitled to preferences to 
 one Zfr^^^t ff^^ °^ }^ ^^'- '""*■ ™ *^^ dividends which may be declared in any 
 one 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 of 
 books or blanks, and is sufficiently comprehensive to include the large territory now 
 penetrated by the united roads." 
 
 THE GALENA ROAD AT THE CONSOLIDATION 
 This map shows the Galena and Chicago Union Railroad as it was when it 
 was consolidated with the Chicago and North Western Railway in 1864. Its 
 mileage was only 294 miles. Its leased lines are referred to elsewhere. 
 
 WHAT FORMED THE CONSOLIDATED ROAD 
 
 In 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. . 121 
 
 2. 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 two 
 miles below Pulton 108 
 
 3. The Beloit Branch, from Belvidere to Beloit, about 21 
 
 4. The St. Charles Air Line, extending to Harlem, about ........'. 9 
 
 5. The Elgin & State Line Eailroad, extending from Elgin north to Kiehm'oiad, 
 
 about 33 
 
 The branch from the old line to Elgin, over 2 
 
 Making in aU 094 
 
48 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 junction 
 
 at Eockf ord 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 time 
 
 of consolidation 860 
 
 THE PRESIDENTS OF THE GALENA COMPANY 
 The 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 COMPANY 
 
 The 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 Eoekford 
 
 Edward K. Rogers Chicago William H. Ferry Utica, N. Y. 
 
 Mark Skinner Chicago Benj. W. Eaymond Chicago 
 
 Silas B. Cobb Chicago 
 
 OFFICERS 
 
 President William H. Brown Secretary William M. Larrabee 
 
 Vice-President Orrington Lunt Auditor George M. Wheeler 
 
 Acting Director William H. Ferry Attorney Elliott Anthony 
 
 General 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- 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 49 
 
 Western Eailway Company, before the consolidation and who were elected 
 June 4, 1863, were as follows: 
 
 DIEECTOES 
 
 William B. Ogden Chicago Lowell Holbrook New York 
 
 P. H. Smith Appleton, Wis C. S. Seyton New York 
 
 George L. Dunlap Chicago H. H. Boody New York 
 
 M. C. Darling Fond du Lac, Wis. J. D. Fish New York 
 
 A. 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 
 
 OPPICEES 
 
 William 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-WESTERN 
 
 COMPANY 
 
 HISTORICAL 
 
 We will now endeavor to show the origin, construction, growth, failures, 
 and ultimate destiny of the properties that finally came to be known 
 under 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, Edward 
 V. 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 
 
50 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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. The 
 following 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 amended 
 March 11, 1851. It gave the company authority to extend "The Eock 
 Eiver 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: 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 51 
 
 CHICAGO. ST. PAUL & FOND DU LAC R. R. 
 
 TIME TABLE No. 4 
 
 TAKES EFFECT THURSDAY, MARCH 19, 1857 
 
 FOR THE GOVERNMENT AND INFORMATION OF EMPLOYES ONLY 
 
 Trains Going Nobth Leave 
 
 
 Trains Going SotrTH Arrive 
 
 No. 1 
 
 No. 3 
 
 No. 5 
 
 1 a 1 
 
 
 
 No. 2 
 
 No. 4 
 
 No. 6 
 
 PASSNG'K 
 
 PASSNS'R 
 
 FRlIfiHT 
 
 1 i| 
 
 STATIONS 
 
 •a X. m 
 
 PASSKG'R 
 
 PASSSS'R 
 
 FRBIGII 
 
 TRAIS 
 
 TRIIII 
 
 TRAIS 
 
 S ° 
 
 
 a 5 
 
 TRAIN 
 
 TRAIN 
 
 TRAIN 
 
 A. M. 
 
 P. M. 
 
 A. M. 
 
 
 
 
 P. M. 
 
 P. M. 
 
 P. M. 
 
 7.00 
 
 2.05 
 
 8.00 
 
 2^ 
 
 Chicago 
 
 .... Junction. . . . 
 
 91 
 
 88^ 
 
 1.55 
 
 10.00 
 
 4.10 
 
 7.25 
 
 2.28 
 
 8.50 
 
 9 
 
 ...Plank Road... 
 
 82 
 
 1.30 
 
 9.30 
 
 3.30 
 
 7.35 
 
 2.38 
 
 9.10 
 
 12 
 
 Canfield 
 
 79 
 
 1.22 
 
 9.32 
 9.08 
 
 3.15 
 Leave 
 
 7.50 
 
 2.52 
 
 9.35 
 
 16^ 
 
 .DESPLAINES. 
 
 74^ 
 
 1.08 
 
 2.52 
 
 
 
 
 
 
 
 
 
 Arrive 
 
 
 
 
 
 
 
 
 2.39 
 
 8.06 
 
 3.07 
 
 10.10 
 
 22Ji 
 
 Dunton 
 
 68J^ 
 
 12.52 
 
 8.52 
 
 2.10 
 
 8.17 
 
 3.18 
 
 10.35 
 
 26 
 
 Palatine 
 
 65 
 
 12.40 
 
 8.40 
 
 1.53 
 
 8.35 
 
 3.35 
 3.55 
 
 11.06 
 Arrive 
 
 SlVi 
 
 . . . Harrington . . . 
 
 59y2 
 
 12.25 
 
 8.25 
 
 1.25 
 
 8.55 
 
 11.50 
 
 38 
 
 CAREY 
 
 53 
 
 12.05 
 
 8.05 
 
 12.52 
 
 
 
 Leave 
 
 
 
 
 p. M. 
 
 
 
 
 12.05 
 
 
 
 
 
 
 
 
 
 p. M. 
 
 
 
 
 
 
 
 9.08 
 
 4.08 
 
 12.30 
 
 43 
 
 CRYSTAL LAKE 
 
 48 
 
 11.52 
 
 7.52 
 
 12.30 
 
 9.16 
 
 4.16 
 
 12.46 
 
 45K 
 
 . . . . Ridgefield — 
 
 45J^ 
 
 11.43 
 
 7.43 
 7.25 
 
 12.15 
 Leave 
 
 9.32 
 
 4.32 
 
 1.20 
 
 51 
 
 .WOODSTOCK. 
 
 40 
 
 11.25 
 
 11.30 
 
 
 
 
 
 
 
 
 
 11.15 
 
 
 
 
 
 
 
 
 
 Arrive 
 
 
 
 
 
 
 
 
 
 Leave 
 
 10.05 
 
 5.05 
 
 2.20 
 
 62J^ 
 
 ...HARVARD... 
 
 283^ 
 
 10.52 
 
 6.53^ 
 
 10.05 
 
 Arrive 
 
 
 
 
 
 
 
 
 9.55 
 
 10.12 
 
 5.15 
 
 2.35 
 
 65 
 
 Lawrence 
 
 26 
 
 10.46 
 
 6.48 
 
 9.41 
 
 10.30 
 
 5.25 
 
 3.05 
 
 71 
 
 ...SHARON... 
 
 20 
 
 10.30 
 
 6.33 
 
 9.05 
 
 10.52 
 
 6.00 
 
 3.50 
 
 78J^ 
 
 ...CLINTON... 
 
 12}^ 
 
 10.06 
 
 6.00 
 
 8.17 
 
 11.05 
 
 6.11 
 
 4.15 
 
 83 
 
 Shopiere. . . . 
 
 8 
 
 9.53 
 
 5.50 
 
 7.50 
 
 11.30 
 
 6.30 
 
 4.50 
 
 91 
 
 Janesville 
 
 
 9.30 
 
 5.30 
 
 7.00 
 
 A. M. 
 
 p. M. 
 
 p. M. 
 
 
 
 
 A. M. 
 
 p. M. 
 
 A. M. 
 
 Tkai 
 
 MS Going Noeth Arrive 
 
 Trains Going South Leave 
 
52 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 minutes 
 of its time of leaving. 
 
 Freight trains will pass each other at Crystal Lake. 
 
 EEGTILATIONS 
 No 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. Conductors 
 and Enginemen must compare their time with said clock, daily. 
 
 2. Gravel and Extra Trains will, in all eases, keep at least fifteen minutes out 
 of the way of Passenger and Freight Trains. 
 
 3. Freight Trains rrmst in all cases Iceep fifteen minutes out of the way of 
 Passenger Trains. A brakeman must always be stationed on the rear car, and the 
 brakes of the car must be ascertained to be in good order. 
 
 4. Any Train following a Passenger or other Train, will proceed with great 
 caution, 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 that 
 a 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 such 
 notice 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, as 
 the case may be, to give warning. 
 
 8. One puff of the steam whistle is a signal to apply brakes — two puffs a 
 signal 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 is 
 passed. The whistle to be sounded at all road crossings. 
 
 10. On approaching stations, Brakemen will apply their brakes in sufficient 
 season to bring their Trains up without the signal of the whistle, as the whistle must 
 not be sounded on approaching or leaving Stations, except in case of danger; but 
 the bell must always be rung. 
 
 11- No person except tne Foremen of Eoad Eepairs on their ovra sections, or 
 the Conductor of the Train will be allowed to ride on the Engine or Tender, without 
 permission from the Superintendent or Master Mechanic. Every Engineman will be 
 held 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 where 
 the view IS long and clear, keeping signals out in such a position as to guard agamst 
 the possibility of collision with other Trains. Special care must also be taken, in 
 case 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 the 
 
 f OaQ, 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 far 
 enough in both directions to obviate any danger. 
 
 17. In aU cases, by day or by night, when repairing the track, so as to obstruct 
 or endanger the passing of a Train, a red flag or lantern, as the case may be, must 
 be placed m the track, so as to be seen from an approaching Train at least one-fcalf 
 of a mile each way from the place of danger. No notice whatever will in any case 
 be given of the passage of extra Trains. Station Agents and Trackmen will govern 
 themselves accordingly. ° 
 
 All former rules conflicting with the above are hereby repealed 
 George L. Dunlap, g. E. Johnson, 
 
 Assistant Superintendent. General Superintendent. 
 
HISTORY OP THE CHICAGO & NORTH-WESTBEN RAILWAY SYSTEM 53 
 
 THE ILLINOIS & WISCONSIN RAILROAD COMPANY 
 
 This corporation was chartered by the Legislature of Illinois by its 
 act of February 13, 1851, and under it the company was organized on 
 December 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 McHenry 
 CJounty, Illinois, to Woodstock, in the same county, and thence to a 
 point on the Chicago & Galena Eailroad in Cook [sic], Kane, and 
 McHenry Counties, and to connect with any railroad in Illinois or 
 Wisconsin, and within fifty years to build into Chicago, also to connect with 
 any 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 have 
 already 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 CHICAGO 
 
 A 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 been 
 brought 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 RUN 
 
 Below we give the advertisements in the Chicago newspapers of the 
 running time of trains on this road. 
 
 ILLINOIS & "WISCONSIN EAILROAD 
 One 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. 
 
54 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 BRANCH 
 
 It 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 COMPANY 
 
 On 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 northwest 
 via 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 Lake 
 Superior. ' ' 
 
 THROUGH TRAIN TO PRAIRIE DU CHIEN 
 
 In 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 company 
 so that trains ran from Chicago to Prairie du Chien, 227 miles, without 
 change of cars. It was also stated that this arrangement landed passen- 
 gers eighty miles higher up the Mississippi Eiver than ever done by any 
 other road. 
 
 The organization of and consolidation with the three roads named 
 allowed 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 & Fond 
 du 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 was 
 given 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, John 
 Bradley, 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 we 
 have already stated, the Wisconsin & Superior and the Chicago, St. Paul 
 & Fond du Lac Eailroad Companies were ultimately consolidated, and 
 thus the consolidated company secured the land grant of six sections 
 (3,840 acres) per mile along its line in Wisconsin, and in this way 
 defeated the plans of its rivals. The scandals connected with the efforts 
 made to wrest these lands from the Fond du Lac Company, that had 
 secured 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. Ogden 
 was 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 COMPANY 
 
 It 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 RAILWAY 
 
 Above, 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 OF 
 THREE 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 Bay 
 Shore 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. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 57 
 
 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; Andrew 
 E. 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 young 
 ladies. 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 when 
 we 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 many 
 months, 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 was 
 potent 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 become 
 one 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 arrangement 
 was 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 be 
 running to Fox Eiver early in the summer. We congratulate our Kenosha neighbors 
 on 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, Jesse 
 Blinn, Thomas Paul, John Bradley, David S. Penfield, Anson S. Miller, 
 and Seely Perry. The company was to build a railroad from "Hebron 
 or Eichmond, in McHenry County, * * * thence to Chemung, and 
 thence to Eockford." 
 
 In March, 1857, the two Kenosha and Eockford railroads were con- 
 solidated under the name of the Kenosha, Eockford & Eock Island 
 Eailroad Company. In time this company became bankrupt, and was 
 reorganized and then consolidated with the Dixon, Eockford & State 
 Line 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 & Chicago 
 Union Eailroad. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 59 
 
 THE DIXON", KOCKFOED & KENOSHA RAILWAY 
 
 The 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 a 
 strife that began in 1853 and that did not end until 1864. During this 
 time eight or more corporations were formed to occupy the territory we 
 have 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 reached 
 and its relation to the Chicago & North- Western Eailway. 
 
 CONSTRUCTION AND OPERATION OF THE LINE 
 
 When 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 banquet 
 at 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 Kenosha 
 to Harvard. The Kenosha Telegraph of June 13, 1861, gave a glowing 
 account 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. Four 
 hundred 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, Cook 
 County, 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 Kenosha 
 Telegraph, and to Charles A. Church, of Eockford, and the Eockford 
 Register 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 was 
 purchased by the Chicago & North-Western Company, and paid for by 
 giving 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 Kenosha 
 division. 
 
 THE DIRECTORS AND OFFICERS OF THE COMPLETED ROAD 
 
 The board of directors and the principal officers of the Chicago & 
 North-Western Company the first year that saw the completion of the 
 
60 
 
 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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, New 
 York; David Dom's, New 
 York; C. S. Seyton, New 
 York; H. H. Boody, New 
 York ; Austin Baldwin, New 
 York, 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 GREEN 
 BAY. 
 
 In 1862 the Lake For- 
 warding Company (the 
 name afterward was 
 changed to the Green Bay 
 Transit Company) was in- 
 corporated to put steamers 
 on Green Bay and run be- 
 tween the city of Green 
 Bay 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 Van 
 Epps, the George L. Dun- 
 lap, and the Saginaw, and 
 continued 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 OF 
 THE CONSOLIDATION 
 
 This map shows the Chicago and North 
 Western Railway as it was when it was con- 
 solidated in 1864 with the Galena and Chicago 
 Union Railroad. The total mileage was only 
 315 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 no 
 report was issued. 
 
 THE PENINSULA RAILROAD 
 
 To 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 was 
 authorized by the Legislature of Michigan to build a railroad from 
 Escanaba, Mich., on Little Bay de Noquet, to Marquette, Mich., on Lake 
 Superior. 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 was 
 consolidated 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-WB STERN 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. To 
 prevent 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 BOAD 
 
 This 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, and 
 B. 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, and 
 H. 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 STATE 
 
 The 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. After 
 many trials and as many failures, D. N. Barney & Co. (the firm consisted 
 of D. N. Barney, Jesse Hoyt, Angus Smith, William G. Fargo, and 
 others) advanced money to build the first 105 miles of the road westward 
 from Winona. Ultimately the entire property passed into their hands. 
 On October 31, 1867, D. F. Barney & Co. sold all of their rights to the 
 Chicago & North-Western Eailway Company, and George L. Dunlap was 
 elected president of the corporation. 
 
 THE LA CROSSE, TREMPEALEAU & PRESCOTT RAILROAD 
 
 By 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 a 
 railroad 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 the 
 stock 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 branch 
 lines were soon built from the main line to various points in Minnesota 
 and Dakota. By the consolidation of the Winona & St. Peter Company 
 these became a part of the Chicago & ISTorth-Western Eailway property. 
 
 THE CHICAGO & MILWAUKEE EAILROAD 
 
 The 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 David 
 Ballantine, 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, and 
 to a point on the southern line of the State of Wisconsin, between the Fox 
 Eiver and Lake Michigan, and also from Milwaukee, via Grafton and 
 Cedarburg, or both, to Port Washington, Sheboygan, Manitowoc, and 
 Depere, to a convenient point at Green Bay in the county of Brown. James 
 H. 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 owner 
 or lessee of any road in Wisconsin. 
 
 THE MILWAUKEE & CHICAGO EAILEOAD 
 
 The 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 
 
64 HISTORY OF THE CHICAGO & NORTH-WESTE RN RAILWAY SYSTEM 
 
 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 Wauke^an 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 EAILEOAD 
 
 Our 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 and 
 parties are also laying south in Wisconsin. 
 
 It will be finished to Milwaukee during the present month and thus another 
 important trunk railroad will be opened for business to this city. 
 
 The first time card showing the operation of trains through between 
 Chicago and Milwaukee appeared in the Daily Democratic Press, Chicago, 
 Jime 9, 1855. The following is a copy: 
 
 CHICAGO & MH^WAUKEE EAILEOAD OPENED TO MILWAUKEE 
 Two 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 EAILEOAD 
 
 Trains 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 & MILWAUKEE 
 
 When 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 m 
 a 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 an 
 unwise and injurious competition as has previously existed between the Galena and 
 North-Western roads « * » * * » « 
 
 "Had this company failed in effecting this protection against undue competi- 
 tion, and had the undue competition apprehended with the Chicago & Milwaukee 
 road, in connection with the Milwaukee & St. Paul EaUroad, now forming with it 
 a continuous line to the Mississippi at La Crosse, occurred, this company might 
 have felt obliged, in self-defense and protection, and in order to secure a connection 
 with the Upper Mississippi, an object and end which in that case would have 
 become necessary and indispensable to their business and prosperity, to construct 
 a line of road, already carefully surveyed and estimated, from Madison to the 
 Mississippi 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 yet 
 fully equal to all the business of that region, and which roads, with proper running 
 relations 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 competition 
 was 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. 
 
68 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 BROTHEEHOOD OF THE FOOTBOARD STRIKE 
 
 In March and April, 1864, the Galena & Chicago Union Eailroad had 
 its first and only "labor strike." For some cause, now unknown (but 
 increase of pay is said not to have been involved), its locomotive engineers 
 decided to "strike" and fixed the day for its commencement as January 
 1, 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. The 
 strike ended in a compromise and Mr. Turner, the president, got much 
 credit from the stockholders, directors and the public for the satisfactory 
 way he caused it to end. 
 
 THE GREAT CONSOLIDATION AGAIN 
 
 We have now carried the original Chicago & North-Western Com- 
 pany down to the consolidation with the Galena company. Immediately 
 after this consolidation was perfected, on June 3, 1864, the following 
 persons 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, general 
 solicitor; C. B. Talcott, chief engineer; C. S. Tappan, general freight 
 agent; B. P. Patrick, general passenger agent. 
 
 THE OLDEST TELEGRAPH FOREMAN 
 
 In April, 1865, Edward Smith was appointed "telegraph foreman" for 
 the company's lines. He remained such for fortv-two years and until 
 May 1, 1907, when he was pensioned for life by the railroad company 
 At that time he was not only the oldest lineman in the employ of the 
 road, but was the oldest as to time of service in the United States. 
 THE ROAD AFTER THE CONSOLIDATION 
 
 The merging of the properties we have been describing entailed much 
 more work than the simple transfer of the capital stock. Everything 
 connected with the operation and management of the property had to 
 be brought under a uniform system. 
 
 THE ANNOUNCEMENT OF THE CONSOLIDATION 
 
 The 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 
 
 NOTICE Chicago, 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"?'"^' "''^" *'' ''^"''' "^'' ^""^ ''''' °' *^^ "^^i<=^g° * North West rn 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 69 
 
 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 comprising 
 the 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 one 
 Board of Directors and of the officers above named; the orders and instructions of 
 said officers will be observed and respected accordingly. 
 
 W. B. Ogden, 
 President Chicago & North- Western Eailway Co. 
 
 Chicago & North-Western Eailway 
 General Superintendent's Office 
 
 Chicago, June 10, 1864. 
 
 GBNEEAL CIECULAE 
 
 In 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 
 
70 HISTORY OF THE CHICAGO & NOETH-WESTERN RAILWAY SYSTEM 
 
 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 from 
 that 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 purchased 
 so that the North-Western Company could have a perfect and controll- 
 able connection between its Wisconsin and Peninsula divisions, and that 
 two more steamers had been bought and placed in service on Green Bay 
 to run between Green Bay City and Escanaba. 
 
 A GKEAT FBEIGHT HOUSE BUILT IN CHICAGO 
 
 In 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 the 
 directors were so proud of their work that they had published to the 
 world that they had appropriated ten thousand dollars therefor! 
 
 In this annual report of the North-Western road the stockholders were 
 advised of the construction, by other companies, of many lines of road 
 that it was hoped would prove valuable feeders to their road. One of 
 these was the "Sioux City Branch of the Union. Pacific Eailroad," which 
 was projected to be built from Sioux City, Iowa, "to some point on 
 the Union Pacific Eailroad west of Omaha." According to the plan that 
 had been adopted by its projectors, in place of building it according to 
 its original charter, it was now to be built along the east bank of the 
 Missouri 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 trade 
 from "Daeotah and the Upper Missouri Eiver," as well as from "Fort 
 Benton and the Montana region," as Sioux City was to be "the steamboat 
 point of departure" for these far-off regions ! 
 
 In this report the stockholders were told of the building of a railroad 
 southward 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 opened 
 to Council Bluffs, Iowa, 491 miles west of Chicago. This was the first 
 railroad 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 into 
 Council Bluffs over the Chicago & North-Westem Eailway The track of 
 the road was laid into Council Bluffs on January 17, 1867 and its first 
 through passenger train from Chicago reached there at 4-20 P M on 
 Friday, 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! 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 71 
 
 "The arrival of the first regular passenger train Tvas marked by a joyous 
 celebration. 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 prominent 
 citizens addressed the assembly between selections by the band and the salutes of 
 the 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, June 
 5, 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 January 
 18, 1870, and this train came in over the tracks of the Kansas City, St. 
 Joe & Council Bluffs Eailroad, as the track of the Burlington & Missouri 
 Eiver Eailroad was still thirty miles away. 
 
 A CAR FERRT ACROSS THE MISSOURI RIVER 
 
 A car ferry was placed in service by the North-Western Company 
 across the Missouri Eiver so that the construction material for the Union 
 Pacific 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 many 
 months, if not by many years, the completion of that road. Previous to 
 the formation of this connection all of the construction material had been 
 hauled 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 105 
 miles 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 1,154 
 miles. 
 
 THE FIRST BUSINESS CAR ON THE NORTH-WESTERN RAILWAY 
 
 Elsewhere 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 United 
 States. 
 
 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, and 
 J. L. Ten Have Frzn, of Amsterdam, Holland. 
 
 SUBUEBAN" TRAINS ON THE MILWAUKEE LINE 
 
 Here follows a copy of the suburban trains' time table that was in 
 force between Chicago and Waukegan in 1869. The curious can compare 
 this 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 CHICAGO 
 
 1:25 
 
 3:00 
 3:30 
 3:38 
 4:00 
 4:17 
 4:27 
 4:47 
 
 5:08 
 
 
 
 7:00 
 
 8:27 
 
 
 6:30 
 
 7:00 
 
 7:37 
 
 9:10 
 
 
 6:44 
 
 7:14 
 
 
 9:25 
 
 
 6:49 
 
 7:19 
 
 7:55 
 
 9:30 
 
 
 7:02 
 
 7:33 
 
 8:07 
 
 9:43 
 
 
 7:13 
 
 7:43 
 
 8:17 
 
 9:52 
 
 
 7:19 
 
 7:49 
 
 8:23 
 
 9:58 
 
 
 7:31 
 
 8:01 
 
 8:33 
 
 10 :10 . 
 
 !:20 
 
 7:36 
 
 8:05 
 
 
 10:17 . 
 
 ;:25 
 
 7:42 
 
 8:11 
 
 
 10 :23 , 
 
 1:33 
 
 7:47 
 
 8:16 
 
 8:46 
 
 
 ;:38 
 
 8:10 
 
 8:40 
 
 9:10 
 
 10 :45 ' 
 
 ::00 
 
 At 
 
 At 
 
 At 
 
 At 
 
 At 
 
 5:45 
 
 At 
 Old Bspot Wells St. Wells St. Wells St. Old Depot Old Depot 
 Where the figures are omitted trains do not stop. 
 
 CHICAGO & NORTH-WESTERN RAILWAY— MILWAUKEE DIVISION 
 
 TRAINS LEAVINO CHICAGO 
 
 Leaves Chicago 
 
 Arrives Ravenswood . . 
 
 " Rosehill 
 
 " Calvary 
 
 " Evanston 
 
 " Winnetka 
 
 " Glencoe 
 
 " Highland Park. 
 
 " Lake Forest. . . 
 
 " Rockland 
 
 " Waukegan . . . . 
 
 " Kenosha 
 
 9:45 
 
 10:11 
 10:17 
 10:21 
 10 :33 
 10:39 
 10:49 
 11:02 
 11:07 
 11:20 
 12:03 
 
 Where the figures are omitted trains do not stop. 
 
 1:30 
 
 4:15 
 
 5:00 
 
 5:25 
 
 6:10 
 
 1:52 
 
 4:38 
 
 .... 
 
 5:48 
 
 6:36 
 
 1:58 
 
 
 .... 
 
 5:53 
 
 6:41 
 
 2:05 
 
 4:50 
 
 
 6:01 
 
 6:48 
 
 2:10 
 
 4:55 
 
 5:34 
 
 6:05 
 
 6:55 
 
 • • . . 
 
 5:06 
 
 
 6:15 
 
 7:06 
 
 
 
 5:12 
 
 .... 
 
 6:20 
 
 7:12 
 
 
 
 5:22 
 
 
 6:29 
 
 7:21 
 
 
 
 5:34 
 
 6:06 
 
 6:42 
 
 7:32 
 
 
 
 5:39 
 
 
 6:47 
 
 7:37 
 
 
 
 5:54 
 
 6:2i 
 
 7:00 
 
 7:50 
 
 
 
 6:30 
 
 7:00 
 
 
 
 5:03 
 5:54 
 6:10 
 6:16 
 6:29 
 6:39 
 6:44 
 6:55 
 6:58 
 7:04 
 
 7':36 
 At 
 
 Old Depot 
 
 11:00 
 
 11:40 
 
 ii':55 
 
 12:18 
 
 12:28 
 
 12:47 
 
 1:10 
 
 1:20 
 
 1:45 
 
 3:17 
 
 The term "Old Depot" refers to a depot that at this time stood on the 
 north side of Kinzie Street, immediately west of the city bridge across 
 the north branch of the Chicago Eiver. "Wells Street" depot refers to 
 the location of the present passenger station at the corner of Wells and 
 Kinzie Streets. 
 
HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 73 
 
 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 from 
 Omaha, 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 on 
 May 10, 1869, the last rail was laid at that point, twenty-four miles west 
 of Ogden, where a junction was made with the Central Pacific Railroad 
 and an all-rail route, including the track of the Chicago & Forth-Western 
 between Chicago and Council Bluffs, was completed between the Atlantic 
 and 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 he 
 was appointed local treasurer he had in various capacities been connected 
 with 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 was 
 
 procured from the Legislature of Wisconsin to build a connecting road 
 
 between the northern end of the Beloit & Madison Eailroad at Madison, 
 
 and the eastern end of the La Crosse, Trempealeau & Prescott Eailroad. 
 
 BAEABOO AIR LINE EAILSOAB 
 
 The 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, Joseph 
 Mackey, 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 through 
 line 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 West 
 Wisconsin 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 was 
 also built from the main line into the city of Mankato. A short line, two 
 and 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 CONTRACT 
 As 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, from 
 Sabula 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 corporate 
 capacity. 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 road 
 has been profitably let, and will be commenced as soon as the surveys shall be 
 completed. It is thought the work will be opened about March 1st. Some doubts 
 were entertained that the required amount to put the work under contract could 
 be 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 shows 
 what confidence is entertained by eastern capitalists of the importance of the Iowa 
 Central Air Line. Something like $15,000 were subscribed in Maquoketa, on 
 Thursday 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 the 
 Mississippi, through the wealthiest and most productive counties in the State, it 
 
 forms one continuous 'Air Line' between the Great Lakes and the Missouri Eiver 
 
 for 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 Council 
 Bluffs will be surveyed, ready for contract. Thus a great feeder will be opened to 
 the road from Savannah to Chicago — one that will be the most important, because 
 the quickest, and one that brings the most trade. Linn County is probably one of 
 the wealthiest in the State, having taken $200,000 stock in this road, with the 
 assurance that $100,000 more could be raised if necessary. And all the country 
 from the Mississippi to the Missouri rivers will soon be as wealthy and populous 
 as this county. It only needs a few years' increase equal to that of the last two 
 years to insure it." 
 
 IOWA MIDLAND EAILWAY 
 
 Many years before the period about which we are now writing The 
 Iowa Central Air Line Eailroad Company had been chartered by the 
 State of Iowa to build a railroad from the Mississippi Eiver westward. 
 When it was found that money could not be secured to build the road 
 under the charter, the Mississippi, Maquoketa & North-Western Eailroad 
 Company was incorporated as its successor. Substantially nothing was 
 done under this second charter, but in 1870 the Iowa Midland Eailroad 
 Company was organized and obtained possession of rights and properties 
 of the Iowa Central Air Line and its immediate successor, and at once 
 began to build a railroad from Lyons, Iowa, to Anamosa, seventy-five 
 miles, where a junction was to be formed with the Dubuque & South- 
 western Eailway. It was thought best that the Chicago & North-Western 
 Eailway Company to control this property, and consequently it purchased 
 a majority of the capital stock of the company and then leased the completed 
 part of the road and opened it to Maquoketa in October, 1870, and to Ana- 
 mosa in December of the same year. 
 
 ELGIN & STATE LINE EAILROAD 
 
 In 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 
 
HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 75 
 
 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 power 
 in connection with the Galena companj^'s Elgin & State Line division. 
 "The rails were long since removed and the old grading and right of way 
 sufEered 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 name 
 of 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 Baraboo 
 Air line (the Madison extension) had been finished to Lodi, twenty 
 miles north of Madison; that the Lake Geneva line was completed, and 
 that 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. 
 
76 
 
 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 midsummer 
 of 1887, when he resigned and was succeeded as president by Mr. Marvin 
 Hughitt. Mr. Keep died in Chicago, May 12, 1907, aged 81 years. Under 
 the management of these two men it will be found the road advanced from 
 being 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 from 
 Fort Howard (Green Bay), 115 miles, was finished to Escanaba and opened 
 on December 31, 1872. The Stanwood & Tipton line, 81/^ miles, and the 
 St. Charles Branch, extending from Geneva to Batavia, were built and 
 opened for traffic this year. The crowded condition of the company's 
 shops 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- Western 
 Company, but under the corporate title of the 
 
 MILWAUKEE & NORTH-WESTERN RAILWAY 
 
 and 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, James 
 Coleman, James M. Gillett, Uriah D. Mihills, John S. McDonald, Paul 
 Hauser, William H. Reupping, J. C. Pettibone, Aaron Walters, Henry 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 77 
 
 Hayes, Charles D. Gage, Jacob Haesley, Mathias Altenhofen, Henry 
 Backhaus, Eobert R. Price, John Reisse, Albert Semler, Isaac N. Frisby, 
 Maxon Hirsch, L. P. Frisby, Angus Smith, John Plankinton, Guido 
 Pfister, 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 Bend 
 to the city of Fond du Lac, and "thence northwesterly to some point on 
 Lake 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 very 
 large 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 been 
 destroyed in the great Chicago fire. 
 
 THE WEST WISCONSIN RAILWAY 
 
 While 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 became 
 intimately connected, it seems fit that the history of that corporation should 
 have 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. Paul 
 to Elroy, and a through passenger and freight line formed, under the name 
 of 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 main 
 line 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 and 
 southwest, 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 growth 
 of 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 CONSTITUTING 
 
 THE 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 Eailroad 
 Company. It was authorized by acts of 1857 to receive a conveyance from 
 the La Crosse & Milwaukee Eailroad Company of the granted lands 
 applicable to its line. 
 
 1855 
 March 2d: The Boot Eiver & Southern Minnesota Eailroad Company 
 was incorporated under a special act of the Legislature of Minnesota, 
 with Edward Thompson, Samuel McPhail, James Smith, Edward Bell, Ole 
 Knudson, 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, David 
 Olmsted, Benjamin P. Brown, Joseph P. Hamelin, H. D. Huff, Thomas 
 Poster, 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 a 
 line from Sioux City toward St. Paul, to the State line between Iowa and 
 Minnesota Territory. 
 
 1856 
 
 Jime 3d: The United States granted lands to the State of Wisconsin 
 to aid in the construction of certain railroads, among them "a railroad 
 from Madison or Columbus, by the way of Portage City, to the St. Croix 
 Eiver or Lake, between townships 25 and 31, and from thence to the west 
 end of Lake Superior and to Bayfield, six sections in width on each side of 
 the road." Wisconsin accepted the grant by act of October 8, 1856. 
 
 November 4th: Wisconsin conferred on the La Crosse & Milwaukee 
 Eailroad Company the power to build a railroad from Madison or Colum- 
 bus, by way of Portage City, to the St. Croix Eiver or Lake, between 
 townships 25 and 31, and from thence to the west end of Lake Superior 
 and 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- 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 79 
 
 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 them 
 one 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, and 
 South 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 made 
 by the United States in aid of the line was conferred upon this company 
 by 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 on 
 which 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. Thorp 
 and 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. Humphrey 
 of 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. 
 
80 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 Company 
 and the Northern Pacific Air Line Eailway Company. 
 
 1865 
 The State of Wisconsin conferred upon the Tomah & Lake St. Croix 
 Company the lands applicable to its line from those granted to the State 
 in 1856 and 1864. The Legislature of Minnesota conferred upon Minnei 
 sota Valley Eailroad Company the lands granted to the State in 1857 
 and 1864, amounting to ten sections per mile. Minnesota Valley Com- 
 pany built from Mendota, Minn., to Shakopee, twenty-two miles. The 
 rights 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, by 
 authority 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 as 
 president, changed to The West Wisconsin Eailway Company. The Minne- 
 sota Valley was extended from Mendota to West St. Paul, six miles; and 
 from Shakopee to Belle Plaine, nineteen miles. The State of Iowa con- 
 ferred on the Sioux City & St. Paul Eailroad Company the lands granted 
 by the United States in aid of the line from Sioux City to south line of 
 Minnesota. 
 
 1867 
 The Minnesota Valley Eailroad Company was authorized by the Minne- 
 sota Legislature to construct a branch from its main line at Henderson to 
 the west line of the State; also a branch line from Mankato to the south 
 line of Faribault County (Elmore Branch). The Minnesota Valley was 
 extended 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 & Taylors 
 Palls Eailroad Company, a Minnesota corporation, was organized to buUd 
 a line of railroad from St. Paul to Taylors Falls bv way of Stillwater. 
 The name of the Minnesota Valley was changed to St. Paul & Sioux 
 City by action of the board of directors. The St. Paul & Sioux City 
 and the Minnesota Central united in bridging the Mississippi and building 
 into 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 by 
 the 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 such 
 other 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 Sioux 
 City & St. Paul Eailroad Company all the right, title, franchises, and 
 land 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 Tomah 
 to 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 between 
 Tomah and Warren's Mills. The St. Paul & Dakota Eailroad Company, 
 a Minnesota corporation, organized to build a road from some point on 
 line of St. Paul & Sioux City Eailroad in Nobles County, Minnesota, to 
 the west line of the State in Eock County. The name was changed to 
 The 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 the 
 laws of Wisconsin, under the name of Chicago, St. Paul & Minneapolis 
 Eailway Company. Chicago, St. Paul & Minneapolis Eailway Company 
 was 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 : David 
 Dows, 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 a 
 line from Hudson, Wis., to Eiver Falls. The Minnesota & Black Hills 
 Eailroad Company organized and incorporated to build a line from a 
 point on line of St. Paul & Sioux City Eailroad Company, in Jackson 
 County, Minnesota, northwesterly and westerly through Murray and Pipe- 
 stone counties to west line of State. The Omaha & Northern Nebraska 
 Eailway Company was organized and incorporated under the laws of 
 Nebraska to build a line from Omaha northwesterly to a point in Nebraska 
 east of the one hundredth degree of west longitude, and thence to Dead- 
 wood. The Worthington & Sioux Falls Eailroad Companv, authorized by 
 act of Congress to do so, extended its road to Sioux Palls, S. D. The 
 Omaha & Northwestern Eailroad sold under foreclosure sale to the Omaha 
 & Northern Nebraska Eailway Company. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 83 
 
 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 Menomonie 
 Eailway 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 & Northern 
 Nebraska its road in Nebraska. The Sioux City & St. Paul Company 
 conveyed 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 Nebraska 
 corporation, 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 from 
 Luveme, 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 
 
84 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 The 
 Eau 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 & Omaha 
 Eailway Company. Directors and principal officers at time of contract 
 covering sale to C, St. P., M. & 0. in 1880 (deed conveying property made 
 in 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's 
 railroad between Bloomer and Chicago Junction. The property of Cedar 
 Falls & Northern Eailway Company was conveyed to the Menomonie 
 Eailway 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 Wakefield 
 to Hartington, Neb. 
 
HISTORY OF THE CHICAGO & NOETH-WESTEEN RAILWAY SYSTEM 85 
 
 1885 
 The Chicago, St. Paul, Minneapolis & Omaha Railway Company 
 acquired 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 through 
 certain counties to Niobrara, Neb. The Fairchild & Mississippi Eailway 
 Company (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 was 
 changed 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, which 
 was 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 and 
 incorporated 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 had 
 been 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, 
 St. Paul, Minneapolis & Omaha Eailway Company. 
 
 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, 
 
86 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 Line 
 Eailway Company, and latter company conveyed all its lines to the Chicago, 
 St. Paul, Minneapolis & Omaha Eailway Company. 
 
 1899 
 The Watonwan Yalley Eailway Company was organized and incor- 
 porated for the purpose of building a line from Madelia, Minn., to a 
 point 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 Moines 
 Valley Eailway Company of Minnesota was organized and incorporated 
 to build a line from a point on the south line of the State at or near 
 the southwest corner of Township 101 N"., Eange 34 W., in a northerly 
 or 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 Lake 
 or Windom; thence in a northwesterly direction through the counties 
 of Cottonwood, Murray, and Pipestone to a point on the line bounding 
 the 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 railroad 
 from a point on the line of the Chicago, St. Paul, Minneapolis & Omaha 
 Eailway 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, and 
 Vilas, to a connection with the line of railroad of the Chicago & North- 
 western Eailway in either Iron or Vilas County. The stock of the 
 Minnesota & Wisconsin Eailroad Company, a line running from Emerald, 
 Wis., to Spring Valley, Wis., a distance of 20.65 miles, was acquired 
 by the Chicago, St. Paul, Minneapolis & Omaha Eailway Company, and 
 the 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 the 
 Chicago, St. Paul, Minneapolis & Omaha Eailway in or near Section 
 5-28-8 W., Chippewa County, Wisconsin, in a northeasterly direction to a 
 point 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 road 
 deeded 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 THE 
 PRESENT 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 m 
 1896, 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 completed 
 from Eadisson Junction to Winter, a distance of forty-six miles, and 
 the 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 control 
 of this property was purchased by the Chicago & North-Western Eailway 
 Company. 
 
 1905 
 
 Line extended from Winter to Draper, Wis., and placed in operation 
 December 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 and 
 twenty-two hundredths miles. 
 
 MaskeU to Wynot, Neb., placed in operation October 25. Eleven and 
 twenty-two hundredths miles. 
 
 1909 
 Draper to Kennedy, Wis., placed in operation January 1. Nine and 
 thirty-three hundredths miles. 
 
 OWNEESHIP IN OTHER PROPERTIES 
 
 In addition to the roads named above the company has interests in the 
 following corporations. 
 
 MINNESOTA EASTERN RAILWAY 
 
 This road began its corporate existence on June 18, 1878. Its incorpo- 
 rators were Joel B. Bassett, Correll T. Hobart, George W. Goodrich, Edwin 
 E. 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 COMPANY 
 
 This corporation was organized to build and built a railroad bridge 
 across the Missouri Eiver from Sioux City, Iowa, to the Nebraska shore. 
 
 MINNESOTA TRANSFER RAILWAY 
 This 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. 
 
88 HISTORY OF THE CHICAGO & NOETH-WESTBRN RAILWAY SYSTEM 
 
 LAKE SUPEEIOE TERMINAL & TRANSFER RAILWAY 
 
 This 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 COMPANY 
 
 This 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 Baraboo 
 Air Line was finished and connected with the La Crosse, Trempeleau 
 & Prescott road, and opened for business on September 14, 1873, through 
 to Winona, Minn. The ISTorth-Western Union road was finished between 
 Milwaukee 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. This 
 excursion train carried a large proportion of the leading business men 
 of Chicago. On its arrival at Winona, news was received of the failure 
 of Jay Cook & Co. This was the beginning of the great financial panic 
 of 1873. Filled as the train was with bankers, wholesale merchants, promi- 
 nent manufacturers, and the great grain dealers of the city of Chicago, one 
 can 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. Steps 
 were 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 party 
 has never been detected. It was found the message did not start from 
 Chicago, but was supposed to have been sent f-^om Milwaukee, Madison, 
 or St. Paul. It was found that it was read as it passed through many 
 of the telegraph ofiices north and west of Madison and before it reached 
 St. Peter, but beyond this nothing was ever learned. 
 
 The nex t 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 SHOPS 
 
 A 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 low 
 
 rates for carrying grain readily challenged comparison with the rates charged by 
 
 the roads stretching far out into the great grain-growing districts of the West, and 
 
 it was inferred that most of these railroads were exacting unreasonable or exorbitant 
 
 rates 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 Western 
 
 States 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 brought 
 
 against them by the State, because of this change of front on her part and the 
 
 exaction, by statute law, of different conditions for corporate immunity than were 
 
 befere enjoyed, or were stipulated by the State in the corporate acts creating the 
 
 companies. 
 
 ******* 
 
 "Wisconsin, whose railroads, more than all other enterprises combined, have 
 enriched the State and developed its resources, passed an act on the 11th of March 
 last, known as the ' Potter Act, ' which, if possible, exceeds in its oppressive provisions 
 toward railroads all the unjust legislation of other States. 
 
 ******* 
 
 "While the State of Wisconsin has made herself conspicuous by legislation 
 which would utterly subvert the rights of property, and deprive the owners of her 
 railroads of their beneficial use, yet it is due to her people to say that throughout 
 the controversy upon this Potter Act, with a very few annoying exceptions, they 
 have evinted the most friendly disposition, and generally concurred in condemning 
 the hasty legislation which has brought so much evil, without just provocation, 
 upon railway property within the State. It can not be possible that the business 
 community, or the farmers of Wisconsin, whose honesty and intelligence are equal 
 to those of the people of any State, can be fairly represented in the passage of this 
 act, and it is confidently believed that, when the present excitement shall subside 
 and 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 an 
 act upon the statute book would, under any circumstances, be a greater calamity 
 to the State than to the railways themselves. Its enforcement might despoil them 
 of their income and impair the value of their property, but the consequences would 
 paralyze the State, arrest the influx of capital, and destroy confidence in all species 
 of corporate property, as resting on the verge of confiscation." 
 
 He then quotes the opinion of an "eminent counsel and distinguished 
 jurist" who was engaged in the litigation, and who said: 
 
 "It is deeply to be regretted that such an act should be found upon the pages 
 of 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 thin 
 disguise. This spirit, born in the seething brain of Prance, has covered Europe with 
 its affiliated societies, and finally traversed the ocean and established itself upon 
 our shores. Its principles are openly professed by organized bodies in our cities, 
 and its doctrines are publicly taught. The famous saying of a French socialist 
 author, 'property is a robbery,' illustrates the beauty of its system. 
 
 "With a strange forgetfulness of the fact that all theories of legislation which 
 evolve an attack upon property rights wiU finally and most naturally reach the 
 ownership of land— that being, in fact, the mode in which the attack has commonly 
 been made, both in ancient and modern times — the agricultural classes of the 
 Northwest are banding themselves into societies, whose avowed object is seen in 
 legislation like the Wisconsin act. Never was there a greater blunder. Of all 
 Masses in the community, they are the persons most interested in the preservation 
 of vested rights, and the just administration of just laws. They own the real wealth 
 of the country in its land. They are restless and angry now, because the income 
 the land produces is comparatively small. They have suddenly awoke to the 
 wnsciousness that they possess a giant's strength, and they are ready to use it 
 with a giant's fury. They consider themselves oppressed by railway corporations, 
 and they make a blind attack upon corporate property. They forget in their frenzy 
 that 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 HILLS 
 Just before this fiscal year began adventurers from all parts of the world were 
 attracted by the constantly reiterated stories of marvelous "finds" of gold, "from 
 the 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 "the 
 hiUs." 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 Yankton 
 via 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. The 
 second class was for deck passage on the steamers and "bull teams" from Port 
 Pierre 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 
 
92 
 
 HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 began 
 to 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 by 
 the 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 SERVICE 
 
 This 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 in 
 June, 1877, and were run for many years. They left Chicago at 10:30 A. M. and 
 reached Omaha at 10:00 A. M. next day. They were eminently successful, and 
 attracted travelers to this road from all over the civilized world. 
 
 We copy, below, the standard bill of fare that was used on these unique 
 traveling hotels. 
 
 BILL or FAEE ON PULLMAN HOTEL CARS 
 
 AS THEY BAN WEST OF CHICAGO IN JUNE, 1877, ON THE 
 
 CHICAGO & NOETH-WESTEEN ET. 
 
 Tea 
 
 Coffee . . . 
 Chocolate 
 Iced Milk. 
 
 SOUP 
 
 Beef , 
 
 Mock Turtle 
 
 White Fish, Broiled. . 
 Broiled Mackerel . . . . 
 Boiled Trout, Cream 
 
 Sauce 
 
 Ksh Balls 
 
 BROILED 
 
 Sirloin Steak 
 
 Tenderloin Steak 
 
 Tenderloin Steak, with 
 
 Mushrooms 
 
 Porter House Steak. . . . 
 Porter House Steak, 
 
 with mushrooms 
 
 Venison Steak, with 
 
 Jelly 
 
 Broiled Pigeon 
 
 Mallard Duck 
 
 Widgeon 
 
 Canvas Back Duck. . . 
 
 Boiled Ham 
 
 Boiled Tongue 
 
 Chicken 
 
 Pressed Corned Beef . . . 
 
 Roast Beef 
 
 Sardines 
 
 Pork and Beans 
 
 Lobster 
 
 Turkey 
 
 Potted Game 
 
 ENTREES 
 
 Pork and Beans, Yankee 
 Style 
 
 Beef Pot Pie, Family 
 Style 
 
 Chicken Croquets 
 
 Buttered Toast. 
 Albert Biscuit. . 
 Dipped Toast . . 
 Corn Bread . . . . 
 
 EGGS 
 
 Boiled 
 
 Fried 
 
 Poached 
 
 Shirred 
 
 Omelet 
 
 Omelet, with Eum. . . 
 Omelet, with Ham . . . 
 Omelet, with Parsley. 
 Scrambled 
 
 PASTRY 
 
 Apple Pie 
 
 Peach Pie 
 
 Custard Pie 
 
 Lady Pudding. . . . 
 
 Cocoanut Pie 
 
 Blackberry Pie ... 
 
 Custard Pie 
 
 Indian Pudding . . 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 93 
 
 Mutton Chops, plain . . . 
 
 Mutton Chops, Tomato 
 Sauce 
 
 Lamb Chops, plain 
 
 Spring Chicken, whole. . 
 
 Spring Chicken, half. . . 
 
 Sweetbreads 
 
 Sweetbreads, with 
 French Peas 
 
 Sweetbreads, with Mush- 
 rooms 
 
 Breakfast Bacon 
 
 Ham 
 
 Veal Cutlets, Breaded . . 
 
 Sirloin Steak, with Fried 
 Onions 
 
 EOAST 
 
 Sirloin Beef 
 
 Turkey, Cranberry Sauce 
 Saddle South Down 
 
 Mutton 
 
 Lamb 
 
 Chicken, Brown Sauce . . 
 Loin of Veal, Stuffed. . 
 
 Leg of Mutton, Caper 
 
 Sauce 
 
 Ham, Champagne Sauce 
 
 GAME 
 
 Prairie Chicken 
 
 Pheasant 
 
 Snipe on Toast 
 
 Quail on Toast 
 
 Golden Plover on Toast 
 
 Blue Winged Teal 
 
 Woodcock on Toast. . . . 
 
 RELISHES 
 
 Picalilly 
 
 Queen Olives 
 
 Horseradish 
 
 Walnut Catsup 
 
 Mixed Pickles 
 
 Chow Chow 
 
 Worcestershire Sauce. 
 
 French Mustard 
 
 Tomato Catsup 
 
 Oliver Lettuce 
 
 Cucumbers 
 
 Currant Jelly 
 
 Celery 
 
 Sliced Tomatoes 
 
 Cheese 
 
 Cranberry Sauce 
 
 VEGETABLES 
 
 Green Corn 
 
 Stewed Potatoes 
 
 Stewed Tomatoes 
 
 Sweet Potatoes 
 
 Lima Beans 
 
 French Peas 
 
 Stewed Mushrooms. . . 
 
 Boiled Potatoes 
 
 Fried Potatoes 
 
 Asparagus 
 
 Lyonnaise Potatoes. . 
 
 New Beets 
 
 Onions 
 
 Cabbage 
 
 BBEAD 
 
 French Loaf 
 
 Boston Brown Bread. 
 
 Hot Biscuit 
 
 Dry Toast 
 
 Milk Toast 
 
 Eice Pudding 
 
 Plum Pudding 
 
 DESSEKT 
 
 Assorted Cake 
 
 Strawberry Short Cake 
 Blackberries and Cream 
 
 Ice Cream 
 
 California Grapes 
 
 Delaware Grapes 
 
 California Pears 
 
 Oranges 
 
 Apples 
 
 Bananas 
 
 Strawberries & Cream. . 
 
 Preserved Fruits 
 
 Eaisins 
 
 Assorted Nuts 
 
 Other Fruits in Season 
 
 PKESERVED FRUITS 
 
 Peaches 
 
 Raspberries 
 
 Cherries 
 
 Currant Jelly 
 
 Canned Peaches 
 
 OYSTERS & CLAMS 
 
 In Season 
 
 Raw Oysters 
 
 Stewed Oysters 
 
 Broiled Oysters 
 
 Fried Oysters 
 
 Fancy Eoast Oysters . . . 
 
 Spiced Oysters 
 
 Pickled Oysters 
 
 Raw Clams on Shell. . . 
 
 Stewed Clams 
 
 Fried Clams 
 
 Fancy 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. 
 
94 HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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-Western 
 Railway, 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 & New 
 TJhn, 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. Simmons 
 became land commissioner of the company, owing to the death (June 13, 
 1878) of his predecessor, Mr. Geo. P. Goodwin. 
 
 DEATH OF W. B. OGDEN 
 
 W. 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, and 
 the 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. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 95 
 
 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 RAILWAY 
 
 The 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. 
 
96 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 branch 
 line "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 Treasury 
 of the United States, who became an original subscriber for 600 shares, 
 and paid $3,000 for preliminary expenses. Before any contracts were 
 made or actual work done, an unfortunate disagreement arose and 
 Messrs. Walker and Hobart withdrew their connection with the com- 
 pany. The project was revived in 1856 by A. P. Lyman, Baillie WilHams 
 of Sheboygan, Charles D. Cole of Sheboygan Falls, and H. IST. Smith of 
 Plymouth, and an agreement was made with the city of Fond du Lac 
 to 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. Eeed 
 as his assistant, and Harrison Barrett of Maine as financial agent, whose 
 especial duty was to dispose of the city and county bonds that had been 
 voted in aid of the project. The first actual survey was made in the 
 spring 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 two 
 gentlemen being the oldest residents of the city of Sheboygan. The 
 monetary panic of 1857 caused a suspension of all work in the fall of that 
 year. 
 
 In June, 1858, Amos Otis, Seth Crowell, and others from Barnstable 
 County, Massachusetts, visited Sheboygan and were induced to become 
 financially interested in the project, and in July, 1858, they sent J. 0. 
 Thayer to Sheboygan, who was made secretary and treasurer of the 
 company. The road was to be laid with rails made in England. Before 
 the panic came one cargo of English iron was landed in Sheboygan from 
 the schooner A. W. Lucky, and placed for unpaid duties in charge of 
 J. 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 from 
 Milwaukee. The road was opened for business to Sheboygan Falls, Janu- 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 97 
 
 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 opened 
 for 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 new 
 proprietors organized a new company called the Sheboygan & Western 
 Kailway 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. Emerson 
 was appointed superintendent, etc. On March 19, 1881, this and two 
 other 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 when 
 the 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 men 
 were hired to shovel snow. 
 
 OPSNINa UP THE ROAD 
 This 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. 
 
98 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 Central Minnesota and in what now is South Dakota. The snowstorms 
 were 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 snow 
 plows 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 and 
 far 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 not 
 occur until May 5, 1881. 
 
 OPENING OF THE NEW WELLS STREET DEPOT 
 
 The first regular trains ran into the just built Wells Street passenger 
 station 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 new 
 railroad 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 Dakota 
 Central, 87 miles. The following gives at a glance the growth of the road 
 in the last five years: 
 
 Miles operated in 1882 3,032 
 
 Gross earnings in 1882 $23,684,000 
 
 Miles operated in 1877 1,993 
 
 Gross earnings in 1877 $13,033,000 
 
 This shows an increase of road of 1,039 miles, or 52.15 per cent increase 
 in 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 Menominee 
 Eiver railroad companies of Michigan were consolidated with the Chicago 
 & North-Western Company. The Eock Eiver Eailway, having a line six 
 miles long between Janesville and Afton, Wis., and the Galesville & Missis- 
 sippi Eailroad Company, having a line 61/2 miles long, extending from 
 Galesville to Trempealeau, in Wisconsin, were transferred to the North- 
 Western Company. The consolidation of the Elgin & State Line Eailway 
 Company and the Chicago, Milwaukee & North-Western Eailway Company 
 was arranged for this year, and the consolidation took effect a few days 
 after this term closed. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 99 
 
 PUECHASE OF STOCK OF OMAHA EOAD 
 Of 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 Company 
 on the 16th of December last. The purchase consisted of 93,200 shares of common 
 stock, 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 Railway 
 Company 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 Lake 
 Superior; southwestwardly to Sioux City, Eastern Nebraska, Omaha, and the Union 
 Pacific 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 and 
 branches, as well as valuable land grants attaching to its Wisconsin lines, whose 
 future development in the lumber interest must afford a large accession to traffic. 
 The property of the Chicago, St. Paul, Minneapolis & Omaha Railway Company was 
 much improved and enlarged under its former management, and some of its lines had 
 become 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 Canadian 
 Pacific 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 from 
 their 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.; 
 
100 HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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, superintendent 
 of telegraph, St. Paul; E. L. Poole, general claim agent, St. Paul; Lyman 
 Sholes, 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-Western 
 road was made this year, viz., 126 miles between Hawarden, Iowa, and 
 Iroquois, S. D. ; 13 miles between Watertown and Castlewood, S. D. ; 6 
 miles between Batavia and Aurora, 111.; 41/2 miles between Sycamore and 
 Cortland, 111., and 27 miles of the Maple Eiver Eailroad, in Iowa, between 
 Holstein and Kingsley. These additions brought the total operated mileage 
 up to 3,764 miles. 
 
 PURCHASE OF THE IOWA LEASED EOADS AND THEIR TKIBTJTAEIES 
 
 This 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 important 
 purchase the president's report for this year said : 
 
 "Circulars and proxies were sent to the stockholders of the company, under 
 date of April 15th last, presenting the matter of purchase of the leased roada 
 operated 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 to 
 the Missouri Eiver at Council Bluffs, 274.01 miles — these two constituting the main 
 line across the State — and the Maple Eiver Eailroad, a Taluable connection running 
 into Northwestern Iowa, 131.02 miles— total, 487.97 miles — now held under perpetual 
 lease; together with their tributary and natural extensions, to-wit, the Sioux City 
 & Pacific Eailroad, from Sioux City to Missouri Eiver Junction, thence across the 
 Missouri Eiver to a connection with the Union Pacific Eailway at Fremont, Neb., 
 107.42 miles; the Missouri Valley and Blair Eailway & Bridge Company, owning 
 the 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, and 
 the Blair Bridge property. * * * At the annual meeting on the 5th 
 of June, 1884, the agreement of purchase was fully authorized and approved by 
 unanimous vote of all the stockholders present and represented. * * * 
 
 "The total cost of the properties is $27,875,100, subject to such slight changes 
 as 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 cent 
 25-_year debenture bonds, at par, $1,968,000; amount of Chicago & Northwestern 
 Eailway 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 per 
 mile m bonds and obligations and $16,281 per mile in common stock; total $30 753 
 per mile. * * * * k- »'»''» 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 101 
 
 "The annual charge to the Chicago & North- Western Railway Company, by 
 assuming the bonds and obligations of the purchased properties, and by paying 
 7 per cent on the new stock to be issued therefor, will be less than the amount of 
 rental now accruing under the leases, after deducting the net income derived from 
 the 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, from 
 Tipton 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 was 
 in the company's treasury. The funded debt amounted to $91,460,500, on 
 which 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) amounted 
 to $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 CHICAGO 
 
 A 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 and 
 practically rebuilt and converted into an office building for the use of 
 the 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 and 
 occupied by the company in January, 1887. 
 
 Mr. Marvin Hughitt was elected president on June 2, 1887, but signed 
 the annual report for this fiscal year, as it was not out of the printer's 
 hands 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. . 2,521.51 
 
 The Winona & St. Peter Eailroad Company 448.48 
 
 The Dakota Central Eailway Company 723.93 
 
 The Toledo & Northwestern Eailway Company 385.19 
 
 The Northern Illinois Railway Company 75.78 
 
 The Princeton & Western Eailway Company 16.06 
 
 The Sycamore, Courtland & Chicago Eailroad Company. . 4.64 
 
 The Iron Eiver Eailway Company 35.16 
 
 Total 4,210.75 
 
 The mileage added since last year (including a fractional correction 
 of distance) is 109 miles, made up of 41 miles from FauLkton, S. D., to 
 Gettysburg, S. D., and 14 miles from Verdon to Groton, S. D., both on 
 the Dakota Central line; 35 miles from Iron Eiver to' Watersmeet, on 
 the Iron Eiver Eailway in Michigan; 3 miles in Michigan to the Dunn 
 iron mines; 9 miles from Kingsley to Moville, on the Sioux Valley Branch, 
 Iowa, and 5 miles from Beverly to Otis, in Linn County, Iowa. The 
 three short lines last named, and the Boone Branch to the coal banks 
 m Iowa, heretofore called "The Iowa EaUway Coal & Manufacturing 
 Company," have been taken into the mileage of the Chicago & ISTorth- 
 Western Eailway Company since the last report. The 4,210.75 miles 
 of railroad are situated as follows: 586 miles, or 13.93 per cent in 
 Illinois; 940 miles, or 22.34 per cent, in Wisconsin; 347 miles, or 8 26' per 
 cent, m Michigan; 414 miles, or 9.85 per cent, in Minnesota; 1-,163 miles 
 or 27.62 per cent, m Iowa, and 758 miles, or 18 per cent, in Dakota 
 This does not include any of the trans-Missouri Eiver lines which had 
 increased their mileage by 354 miles and had brought their mileage 
 up to 1,154 miles. 
 
 THE INTEE-STATE COMMERCE LAW 
 
 On 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 aU 
 efficient control of the earning powers of their property and placed it 
 in the hands of a commission to be domiciled in Washington, D. C, and 
 made up of lawyers, politicians, and other non-ex^rt men. This law was 
 expected to do for mter-state shippers what the State Granger laws had 
 done lor the local state shippers. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 103 
 
 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 Eange 
 Eailroad 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 
 
104 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 the Supreme Court of the United States. It is hoped that they may be so advanced 
 as 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 charged 
 by railroad corporations and other common cariers, when, from the pleading, such 
 rates 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 Court 
 either of this State or of the United States, is one which must be met by the courts 
 and passed upon, the same as other questions of controverted rights between the 
 State and the individual." 
 
 THIETY-FIRST FISCAL YEAE,— JUNE 1, 1889, TO MAY 31, 1890 
 NEW 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 fronts 
 on Wisconsin Street 138 feet, on the lake front 154 feet, and with an 
 average width of 48 feet; also an iron train shed 450 by 85 feet, with 
 additional shed room 56 by 40 feet for express rooms; also' a baggage and 
 express building 176 by 24 feet, all equipped with steam heating and 
 electric lights. 
 
 No new road construction was undertaken by the North-Western 
 Company or its tributary roads this year, nor was the mileage of the 
 road extended. 
 
 THIETY-SECOND FISCAL YEAE— JUNE 1, 1890, TO MAY 31, 1891 
 The Junction Eailway, 7% miles long, in Cook County, Illinois, and 
 the Paint Eiver Eailway, 15 miles long, in Michigan, were added this 
 year. The first named completed a system of outside connections between 
 the three main lines of the company that enter the city of Chicago, and 
 enabled the company to transfer freight from one division to another 
 without bringing it into the crowded city yards. It also completed a 
 belt system, owned by the company, from North Evanston, on its Mil- 
 waukee Division, to a connection with the Illinois Central Eailroad at 
 Sixteenth Street, Chicago, on the south. The Paint Eiver road was 
 built as an extension on the Crystal Falls Branch, in the iron ore district 
 of Michigan, and especially to give transportation to the ores of the 
 Hemlock and other iron ore mines of that locality. Both these roads have 
 been consolidated with the North-Western Company, as also has been 
 the, Toledo & Northwestern Eailway in Iowa. The trans-Missouri lines 
 were, during this year, extended from Whitewood to Deadwood, about 10 
 miles; Whitewood to Belle Pourche, SI miles, and Buffalo Gap to Hot 
 Springs, 14 miles. 
 
 THIRTY-THIRD FISCAL YEAEr— JUNE 1, 1891, TO MAY 31, 1892 
 The purchase of the Milwaukee, Lake Shore & Western Eailway by 
 
 the North-Western Company, and the reasons therefor, are given by 
 
 the 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 the 
 
 geographical position of the two properties in Wisconsin and on the peninsula of 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 105 
 
 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 Wisconsin 
 by 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 a 
 readjustment 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 the 
 acquirement upon terms which were believed to be just to all parties concerned. 
 
 "The conditions were that the holders of Milwaukee, Lake Shore & Western 
 stock might exchange their stock for Chicago & North- Western common stock, in 
 the proportion of nine shares of Milwaukee, Lake Shore & Western preferred stock 
 for ten shares of Chicago & North- Western stock, and five shares of Milwaukee, Lake 
 Shore & 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 76,755 
 55-100 shares Chicago & North- Western common stock. 
 
 "The exchange, which began in December last, has been steadily pursued, and 
 up to the close of the fiscal year, on the 31st of May last, the entire capital stock 
 of the Milwaukee, Lake Shore & Western Company had been taken up excepting 122 
 shares, 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 and 
 advantages of both companies for the greater economy of service and dispatch of 
 business. 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 RAILWAY 
 
 This corporation was the outcome of several others that had been 
 incorporated in Wisconsin and Michigan and that had flourished, more 
 or 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 COMPANY 
 This 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 COMPANY 
 
 This 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, Lake 
 Shore & Western Eailroad Company. (This company was generally 
 
106 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 completed 
 to Milwaukee in December, 1872, Joseph Vilas being president, William 
 Elwell superintendent, and H. G. H. Eeed chief engineer. 
 
 The first regular train between Sheboygan and Milwaukee was run 
 January 1, 1873. The road was completed in 1873 to Manitowoc and 
 to a connection with the Manitowoc & Western, and the two roads were 
 united 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 COMPANY 
 
 This company was organized under the General Laws of Michigan, 
 September 28, 1881, and was consolidated with the Milwaukee, Lake 
 Shore & Western Eailway Company on February 13, 1883. 
 IV. THE WOLF RIVER RAILROAD COMPANY 
 
 This company was organized under the General Laws of Wisconsin, 
 August 29, 1885, and was sold to the Milwaukee, Lake Shore & Western 
 EaUway Company on Janiiary 15, 1889. 
 
 V. THE MILViTAUKEE, LAKE SHORE & WESTERN RAILWAY COMPANY 
 
 This 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 Eailway 
 Company. The Vieux Desert & Lake Shore Company was merged by 
 consolidation, February 13, 1883, and the Wolf & Wisconsin Eiver Eail- 
 road Company by purchase January 15, 1889. The whole property was 
 sold to the Chicago & North-Western Eailway Company, August 19, 1893. 
 
 The Milwaukee, Lake Shore & Western Eailway was mostly built in 
 advance of the settlement of the country it runs through, and principally 
 for the purpose of developing that country and making it accessible to 
 settlers. Mr. F. W. Ehinelander was the moving spirit in the building 
 and 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 be 
 pushed into what is now a very valuable iron-ore producing territory. 
 Many branches were built under Mr. Ehinelander from the main line to 
 mill and factory sites, and by this means many manufacturers were 
 induced to build plants on and at the terminals of these branches. Today 
 there are a vast number of manufactories along the line, and all, sub- 
 stantially, depend upon the great forests of timber that still cover the 
 country adjacent to the road. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 107 
 
 THE LAKE SHORE ROAD 
 
 In 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 a 
 charter from the legislature of Wisconsin for the construction of a road between 
 Milwaukee and Green Bay, I succeeded Judge Taylor of Sheboygan, soon after the 
 organization of the company, as General Counsel and Solicitor. The project was 
 purely 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 which 
 route 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 was 
 great 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 of 
 exhaustion. Stock subscriptions by the promoters were merely nominal; the roads 
 were 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 Milwaukee 
 a 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 anything 
 else 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 Eoad 
 was given to one Easton, who started the work vigorously from Milwaukee towards 
 Port 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 and 
 borrow $8,200 on my signature to pay off the laborers; Easton soon thereafter 
 absconded and the president of the company, Mr. Joseph Vilas, of Manitowoc, assumed 
 the continuance of the work. It was a great undertaking, but he succeeded and the 
 money was returned which I had advanced. The lake shore cities and counties helped 
 liberally by subscription to the capital stock, and all of them in course of time met 
 their obligations faithfully, except the Town of Port Washington, which repudiated 
 liability after the road was constructed, and squeezed out on a mere technicality. 
 
 "Under Mr. Vilas' management our railway was being built from Manitowoc 
 southward, and simultaneously continued from that city west by way of Kaukauna 
 to Appleton. When the grading had reached the Dillman farm in the Town of 
 Milwaukee, I was charged to negotiate vrith Mr. Alexander Mitchell, president of 
 the Milwaukee & St. Paul Eoad, for the joint use of the old Horicon depot on Third 
 street, 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 that 
 railway. However, my negotiations signally failed. Mr. Mitchell told me plainly 
 that a number of his friends were interested in the Milwaukee Northern Eoad (which 
 by that time was buUt as far as Cedarburg) and that he did not feel his company 
 ought to grant us any facilities adverse to their interest. 
 
 "What then to do under such circumstances? Time was precious and means 
 were limited. Efforts were continually made to prevent the negotiation of our bonds 
 in Eastern markets and to undermine our credit. However, our chief engineer, Leon 
 Soulerin, proved fully up to the emergency. He suggested to strike a line from the 
 Dillman farm towards the lake shore, coming down the bluff near North Point and 
 entering the Third Ward, where lands were then at low price. At first I was shocked 
 at the idea, because the expense of grading and protecting the track that must be 
 buOt right along the water of the lake against the encroachments of waves seemed 
 enormous. 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 route 
 would be contiguous to the business portions of the city; no street crossings to be 
 maintained; little danger of accidents; all of which considered, a survey was 
 
108 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 EAILWAY 
 
 The 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 merged 
 its 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 & Western 
 Railway 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 boards 
 of directors of the two companies for merging the Milwaukee, Lake Shore & Western 
 Railway Company into the Chicago & North-Western Eailway Company, and notice 
 of the same was piiblished in the calls of the last annual meetings. Agreements to 
 formally effect the merger were submitted to the stockholders of both companies at 
 their June meetings and were unanimously approved, and the directors and officers 
 were authorized and empowered to carry out the arrangement. The concluding steps 
 are 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, as 
 well as the duties and obligations of the Milwaukee, Lake Shore & Western Railway 
 Company, now practically assumed by the Chicago & North-Western in virtue of 
 ownership, will be formally transferred, taken over, and united by merger to the 
 Chicago & North-Western Railway Company, and become an integral part of the 
 property comprised in its system." 
 
 BIG LOSS IN MILWAUKEE FIEB 
 
 On 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. The 
 gross earnings for the year were $32,709,747.15, but this does not include 
 the earnings of the trans-Missouri lines. There was no increase in the 
 mileage 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 the 
 late Milwaukee, Lake Shore & Western Eailway were included, as that 
 road was absorbed into the Korth- Western corporation on September 1, 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 109 
 
 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, and 
 travel, 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 5,030.78 
 miles, 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; Madison 
 Division, 509.27 miles; Ashland Division, 757.71 miles ; Peninsula Division, 464.44 
 miles; Winona & St. Peter Division, 448.48 miles, and the Dakota Division, 723.93 
 miles. 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, 414.47 
 miles, 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 STOCK 
 
 The amount of capital stock on May 31, 1896, was $63,756,320.53 
 
 The 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 preferred 
 
 stock, issued of conversion for $30,000 Peninsula Bailroad of Michigan first mortgage 
 
 bonds. 
 
 DESCBIPTION OF CAPITAL STOCK OUTSTANDING, MAY 31, 1896 
 
 Common stock $39,069,257.92 
 
 Preferred stock 22,349,660.00 
 
 $61,418,917.12 
 STOCK OWNED BY THE COMPANY 
 
 Common stock $ 2,333,608.05 
 
 Preferred stock 3,794.56 
 
 2,337,402.61 
 
 Total $63,756,320.53 
 
 GBOSS EABNINGS 
 The gross earnings for the year were: 
 
 From passengers $ 7,408,827.15 
 
 From freight 24,354,621.96 
 
 From 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 CHICAGO 
 
 This year $310,968.65 was spent for track elevation on the Galena 
 Division in Chicago. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 111 
 
 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 consumed 
 on 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-Missouri 
 lines. 
 
 TRACK EI.EVATION IN CHICAGO 
 
 The 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 and 
 employed in this heavy reconstruction of roadway and track during the year, and the 
 sum 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 CHICAGO 
 
 Track 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 reference 
 was 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 21 
 subways at street crossings; on the Wisconsin Division from Clybourn Junction to 
 Mayfair, 4 60/100 mUes, with 25 subways and one footway; on the Galena Division 
 from California Avenue to Forty-second Avenue, 1 85/100 miles, with 7 subways, and 
 the Rockwell Street line, 1 66/100 miles, with 19 subways; or a total of 11 86/100 
 miles of main line within the city elevated above the street level, and a total of 73 
 subways 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 double 
 track railway, with 10,655 lineal feet of double track steel bridging, resting on stone 
 piers and abutments. 
 
 "A city ordinance has been passed and accepted by the Company, requiring the 
 elevation of the Company's tracks on the Wisconsin Division from Chicago Avenue 
 to 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 the 
 elevation of the tracks early in the year 1899." 
 
 THE WISCONSIN NORTHERN RAILWAY 
 
 The 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 merged 
 into the Chicago & North-Western Eailway. 
 
112 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 September 
 22, 1897, authorized the issue of $165,000,000 bonds, to be called 'general mortgage 
 gold bonds of 1897.' * * * Of the $165,000,000 bonds authorized $114,302,000 
 are 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 same 
 with the Chicago & North-Western Railway Company, making together an aggregate 
 of $131,645,000 of the bonds to be used and applied expressly for these purposes 
 upon 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 CHICAGO 
 
 Track elevation in Chicago was also pushed this year, so that the 
 president reported, "The tracks of the company in the city of Chicago 
 thus 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's 
 system of roads has stimulated and brought forward various schemes for the exten- 
 sion of other systems, by the construction or acquisition of additional railroads in 
 various localities, and the work of enlarging and establishing other lines has actively 
 progressed. To meet these conditions, this company has found it necessary for the 
 protection 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 of 
 minor corporations or proprietary railway companies in the States of Iowa and 
 Minnesota, for the construction of branch lines and extensions in its interest, as 
 against adverse interests and influences created by the several new lines of railway 
 under the control of other companies. 
 
 "In pursuance of this policy two railway companies have been incorporated in 
 these States, one, the Boyer Valley Railway Company, in the State of Iowa, for the 
 construction 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 miles 
 to a connection with the Chicago & North-Western Eailway, at or near Denison 
 Station, and also a line beginning at a point on said described line in Crawford 
 County, Iowa, and extending westerly and southwesterly to a point of connection 
 with the Sioux City & Pacific Railroad in Harrison County, Iowa, a distance of about 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 113 
 
 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 Eedwood 
 County, Minnesota, and running thence in a general southerly and southeasterly 
 direction, intersecting the Winona & St. Peter Railroad at or near the town of 
 Sanborn, 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 north 
 and south Iowa line of the Chicago & North- Western Eailway, at or near Burt 
 Station, a distance in the aggregate of about 119 miles. These roads are both under 
 construction 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 COMPANIES 
 
 On 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 EOADS 
 The 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 ADDED 
 
 Boyer Valley Eailway ^Q'^n 
 
 Minnesota & Iowa Eailway iSh ih 
 
 Iowa, Minnesota & North-Western Eailway (just being completed) iE 
 
 Boone 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 
 
114 HISTORY OF THE CHICAGO & NOETH-WESTBEN EAILWAY SYSTEM 
 
 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. » * * * in 
 accepting 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 and 
 administration 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 the 
 directors and stockholders of this company, that for a third of a century in the 
 handling of vast sums and the discharge of most important trusts, Mr. Sykes stands 
 as a conspicuous example of the best type of a financial officer. He carries with him 
 in his retirement our best wishes for a long life and health, and the enjoyment during 
 a serene old age of the joys of a well-spent and happy life.' " 
 
 THE PENSION SYSTEM 
 
 The pension system was adopted by the board of directors December 
 12, 1900, and was promulgated by the president by the issuance of the 
 following : 
 
 GENERAL NOTICE 
 
 For 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 at 
 the 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 Eailway 
 Company, 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 classes 
 are affected: 
 
 *(a) All employes who have attained the age of seventy years, and who have 
 been 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 who 
 have become permanently disabled, may be retired and pensioned. 
 
 * These clauses, as they now stand, were adopted by the board of directors on February 
 1, 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 a 
 minimum 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 Eailway 
 Company, or its proprietary or controlled companies, credit shall be given to such 
 persons 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 such 
 average 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 such 
 joint 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 such 
 person from this company shall bear to the total regular monthly pay received 
 from such joint employment at the time of retirement — provided, however, that the 
 annual pension disbursement of this company shall not exceed $200,000. Should 
 the aggregate pension allowances exceed this amount, in the absence of action by 
 the board of directors increasing the yearly amount usable for pensions, a new rate 
 shall be established proportionately reducing all allowances in excess of $12 per 
 month. 
 
 Notice of any change of rate shall be given retired employes before the beginning 
 of 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 month 
 thereafter. 
 
 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 and 
 until 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 into 
 the service of the company, provided, however, that in the discretion of the president 
 persons may be temporarily taken into the service, irrespective of age, for a period 
 not exceeding six months, and that this period may be extended, if necessary, to 
 complete 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 shall 
 not apply to persons who may be transferred to the service of this company from 
 the service of a proprietary or controlled company, or from the service of the 
 Chicago, St. Paul, Minneapolis & Omaha Eailway Company or its proprietary or 
 controlled companies. 
 
 Seo. 10. — Neither the action of the board of directors in establishing a system 
 of pensions, nor any other action now or hereafter taken by them or by the pension 
 board 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 be 
 retained in its service, or any right or claim to any pension allowance; and the 
 company 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 so 
 require, without liability for any claim for pension or other allowances other than 
 salary 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 general 
 manager, general superintendent, superintendent of motive power and machinery 
 chief engineer, and the auditor of expenditures. At a later date fuUer information 
 in 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 EOAED 
 
 As now organized, the pension board consists of the following persons • 
 W. A. Gardner, E. C. Carter, E. H. Aishton, W. H. Stennett, and Eobert 
 Quayle. W. P. Turner is the secretary of the board. 
 
 THE PENSIONED 
 Under 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 completion 
 of the double track from Chicago to the Missouri Eiver at Council Bluffs, 
 Iowa, 490 miles, and the completion of double tracking other parts of 
 the road, so that there were finished and in use 797 miles of double 
 track. 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, and 
 completed on January 10, 1902, on which date regular passenger and freight train 
 service was established between its termini. * « » » 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 117 
 
 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 near 
 Neshkora to Red Granite, Wis., in all 100.42 miles. The work of construction was 
 commenced in November, 1900, and the railway completed and opened for traffic as 
 follows : 
 
 Main Line, Princeton to Marshfield December 2, 1901 
 
 Red Granite Branch September 2, 1901 
 
 Nekoosa 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 Western 
 Railway (a railway under construction in the interest of this company), and the 
 officers of the company were authorized and empowered to acquire title to said 
 railway 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 westerly 
 direction through Redwood County to the town of Marshall, in Lyon County, a 
 distance 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 purchased 
 
 by the Chicago & North-Western Railway Company. This railroad is 127.42 miles 
 
 in length, and extends from Sioux City, Iowa, to Fremont, Neb., from California 
 
 Junction to Missouri Valley, Iowa, and from Sargent's Bluff to Moville, Iowa." 
 * # * * 
 
 M. L. SYKES' RESIGNATION 
 
 Mr. M. L. Sykes having resigned as one of the directors of the Chicago 
 & North-Western Eailway Company, the board of directors, at a meeting 
 on December 11, 1902, passed the following resolution: 
 
 "Sesolved, That in accepting the resignation of Mr. M. L. Sykes from the board 
 of directors of the Chicago & North-Western Railway Company, we direct that a 
 minute be entered upon the record expressing our regret that on account of age and 
 long 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 management 
 during all these years have been of the greatest assistance in our deliberations. He 
 has both witnessed and participated in the policy which has resulted in the growth 
 and continued prosperity of our company. He carries with him into his well-earned 
 retirement the friendship of his associates, and their best wishes for long years of 
 health and happiness." 
 
 M. L. SYKES' DEATH 
 
 Though it is chronologically an interpolation here, we will state Mr. 
 Sykes died on April 17, 1907, aged eighty-one years. The following was 
 published 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 had 
 been in poor health for a long time, and his death was really due to his advanced 
 age. 
 
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. Subsequently 
 he was in charge of the company's freight business at New Haven. His next post 
 was superintendent of the Connecticut Valley EaUroad, from which company he 
 went to the Morris & Essex Eailroad, in New Jersey, now a part of the Lackawanna 
 system, as superintendent. His shift to New Jersey took him out of New England 
 forever as a business man. He did not long remain with the New Jersey road, for 
 in 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 the 
 Chicago & 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 from 
 active business life." 
 
 TKAKS-MISSOUEI LINES 
 During 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 miles 
 of 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 becoming 
 practically 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 voting 
 bonds were represented, aflBrmative action was taken upon the question of increasing 
 the authorized capital stock of the company by an amount of common stock suflScient 
 to 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 to 
 issue its common stock from time to time and in such amounts as said board of 
 directors may determine and for any purpose allowed by law. Pursuant to the 
 authority thus conferred, the right to subscribe to such increased stock at par was 
 accorded to the stockholders of record at the close of business on the 18th day of 
 February, 1903, to the extent of 15 per cent of their respective holdings, and such 
 subscriptions have resulted in an increase, in this fiscal year, of $9,226,110, in the 
 amount of the company's outstanding common stock and scrip. 
 
 "At this special meeting of the stockholders and voting bondholders afSrmative 
 action was also taken upon the question of acquiring all the railroad, franchises, and 
 property 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 miles 
 in length; it begins at an intersection with this company's railway in the city of 
 Fremont, Neb., and extends in a general northwesterly and westerly direction through 
 the 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 
 
HISTORY OF THE CHICAGO & NOETH-WESTERN RAILWAY SYSTEM 119 
 
 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: 
 
120 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 Length Widith 
 
 in in 
 
 Feet Feet 
 
 Brick machine shop 552 x 120 
 
 Brick machine shop annex 150 x 100 
 
 Brick boiler shop 300 x 120 
 
 Brick brass foundry 200 x 80 
 
 Brick blacksmith shop 402 x 80 
 
 Brick Galena Division roundhouse 760 x 84 
 
 Brick Wisconsin Division roundhouse 456 
 
 Brick Wisconsin Division roundhouse 876 x 70 
 
 Wood Wisconsin Division coal chutes 208 x 31 
 
 Wood Galena Division coal chutes 208 x 33 
 
 Brick locomotive paint shop 200 x 66 
 
 Brick car shop 302 x 80 
 
 Brick car shop 802 x 80 
 
 Brick upholstering department 302 x 80 
 
 Brick planing mill 308 x 80 
 
 Brick blacksmith and machine shop 308 x 80 
 
 Brick lumber storage 140 x 40 
 
 Brick blacksmith shop 308 x 80 
 
 Wood dry lumber shed 126 x 38 
 
 Brick storehouse 300 x 50 
 
 Brick storehouse 300 x 60 
 
 Brick record building 200 x 50 
 
 Iron oil house 145 ^ 50 
 
 Brick paint mill ■ 38 j £8 
 
 Wood general storage 400 x 32 
 
 Brick car erecting shop 485 x 103 
 
 Locomotive machine shop extension 350 x 30 
 
 Laboratory and drawing room 82 x 50 
 
 Laboratory and storage room 50 x 36 
 
 Power station ^IZ x 100 
 
 Power station extension ]^j2 x 37 
 
 Boiler covering cement shed \\\ 34 x 24 
 
 Locomotive lumber shed ..'.'.'.'. 38 x 14 
 
 Extension locomotive tank and carpenter shop !l44 x 80 
 
 Locomotive tank and wheel shop ..!!!!!.!!!! 200 x 80 
 
 Extension locomotive tank and wheel shop '..'.'.'.'.". 144 x 80 
 
 Blacksmith shop supply storage \\ 4g 3. 25 
 
 Scale repairers ' shop ..............'. 40 x 20 
 
 Wisconsin Division machine shop 40 x 20 
 
 New roundhouse, Wisconsin division .'.'.'.'.' ." ....'".'.' 338 diameter 
 
 New roundhouse, Wisconsin Division '. ggg ^ 04 
 
 Coal shed, Wisconsin Division '.'.'.'.'. 420 x 30 
 
 Sand shed, Wisconsin Division I80 x 30 
 
 Sand storehouse, Wisconsin Division '.'..'.'.'..'.'.'.. 82 x 18 
 
 Supply house, Wisconsin Division ..".'..'.'. 408 x 16 
 
 Switchman's house, Wisconsin Division ......".". 8 x 6 
 
 Office and storerooms, Wisconsin Division 60 x 20 
 
 Office and storerooms, Wisconsin Division. . ^9'{ ^ ^ 
 
 Tan house for heating ducts 00 oa 
 
 Tan house for heating ducts ,n ^ 9^ 
 
 Office trainmaster freight terminals '. 7, it 
 
 Varnish 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 30 
 
 60 X 24 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 121 
 
 Length Width 
 
 in in 
 
 Feet Feet 
 
 Oil house 50 X 50 
 
 Bolt house 65 X 27 
 
 Storage building 100 x 18 
 
 Scrap paper storage building 60 x 10 
 
 Locomotive supply storage 40 x 18 
 
 Oil house 35 x 31 
 
 15 stall machine shops 362 x 188 
 
 Wheel and stripping shops 189 x 150 
 
 All of these shops are equipped with the most modern machinery and 
 are 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 MAKING 
 
 All 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 chemist 
 of the company in a specially arranged building on the Chicago shops 
 ground. 
 
 "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 done 
 in 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 by 
 the 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 directors 
 to close on June 30th instead of May 31st, * * * this report is made to include 
 the 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 $13,027,708.46 
 
 From 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 of 
 
 gross earnings) $35,389,303.96 
 
 Taxes 1,837,805.33 
 
 37,227,109.29 
 
 Interest on bonds and interest (including a 
 fuU 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 dividend 
 on 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 BAIIJKOAD 
 
 Miles, 
 
 The total number of miles of railroad owned June 20, 1904, was 7,310.25 
 
 In addition to which the company operated: 
 Under Lease — 
 
 St. Paul, Eastern Grand Trunk (Clintonville, Wis., to 
 
 Oconto, Wis., and branches) 60.02 
 
 DePue, Ladd & Eastern Eailway (Ladd, HI., to Seaton- 
 
 ville, 111.) 3.25 
 
 TJndek Trackage Eights — 
 
 Peoria & Pekin Union Eailway (in the city of Peoria, 111.) 2.02 
 Indiana, Illinois & Iowa Eailroad (ChurchiU, HI., to 
 
 Ladd, 111.) 2.80 
 
 Union Pacific Eailroad (Broadway Station, Council Bluffs, 
 
 Iowa, to South Omaha, Neb.) 8.73 
 
 Chicago, St. Paul, Minneapolis & Omaha Eailway (Blair, 
 
 Neb., to Omaha, Neb.) 24.70 
 
 63.27 
 
 38.25 
 
 Total number of miles operated June 30, 1904 7,411.77 
 
 The above mileage i» located as follows: 
 
 Miles. 
 
 In Illinois 685.02 
 
 In Wisconsin 1,778.65 
 
 In Michigan 521.19 
 
 In Iowa 1,581.24 
 
 In Minnesota 650.30 
 
 In South Dakota 948.36 
 
 In North Dakota 14.28 
 
 In Nebraska 1 102.27 
 
 In Wyoming 'l30.46 
 
 7,411.77 
 The 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 yard 
 tracks, making a total mileage of all tracks, both owned and operated, of 10,848.20 
 miles. 
 
 CAPITAL STOCK 
 
 The 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 $22,395 120.00 
 
 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 $48 336 062.92 ' ' 
 
 Common stock and scrip, owned by the company 2^338'413!o5 
 
 Total common stock and scrip gQ g^^ ^j^ qj 
 
 Total capital stock and scrip, June 30, 1904 $73'073'430 53 
 
 PASSENGER TEAFFIC 
 
 The details of passenger earnings and trafiBc for the twelve months ending June 
 30, 1904, compared with the preceding twelve months, were as follows: 
 
 1903 1904 
 
 Passenger earnings $12,161,997.00 $13,027,708.46 
 
 Passengers carri ed 20,258,553 21,395,312 
 
 Total number of passengers carried one mile 602 794 276 645 075 111 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 123 
 
 FEEIGHT TEATFIO 
 
 The 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 $1,443,531.00 
 
 Tons of freight carried 30,498,440 28,128,810 
 
 Tons of freight carried one mUe 4,042,788,811 4,066,140,935 
 
 TEACK ELEVATION IN CHICAGO 
 
 The 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, from 
 Ada 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 (West 
 Fortieth 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 passenger 
 station. * * » This work will make the elevation of the Galena Division tracks 
 continuous from Ada Street to West Eortieth Street. 
 
 TEACK ELEVATION IN IMILWAUKEE 
 
 An 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 completed 
 certain arrangements with the government for the change in the channel of the 
 Kinnickinnia Eiver. * • • 
 
 TEACK DEPEESSION IN MILWAUKEE 
 
 Under 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 of 
 La Payette Place to a point north of Polsom Place, a distance of 2.08 miles, the 
 maximum 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 of 
 three 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 Wisconsin 
 Street 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 the 
 difficulties heretofore experienced in entering and leaving the city on the north. 
 
 NEW EAILWAYS AND EXTENSIONS 
 
 The 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 and 
 fourth tracks for economical operation. A careful investigation of the problem 
 developed 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 of 
 trains on adjoining tracks while suburban trains were receiving and discharging 
 passengers, and also the risks incident to the numerous grade crossings in these 
 suburbs, which would be multiplied by the additional tracks. The third and fourth 
 tracks 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 the 
 main 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 been 
 marked, and will be greater in the future. * * * 
 
 The branch line from Eland Junction to Elderon has been extended from the 
 latter 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.ANT 
 
 A 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 location 
 being convenient to the sources of supply. It has a capacity for the treatment of one 
 million ties per year, and is provided with all the necessary storage and working tracks 
 required for economical operation. The increasing price of track ties, together with 
 their comparatively short life, has made this investment a necessity. 
 
 PURIFYING WATER FOE LOCOMOTIVES 
 
 Plants for treatment of water for locomotive use have been constructed at 
 Missouri VaUey, Iowa, and Spring Valley, 111., and elsewhere, and are in satisfactory 
 operation. 
 
 EQUIPMENT OF ENGINES AND CARS 
 The equipment owned and on hand June 30, 1904, is as follows: 
 Number of engines 1,307 
 
 First-class passenger cars 571 Milk cars 51 
 
 Parlor cars 32 Boarding cars for men 34 
 
 Chair cars 44 Box freight cars 27,402 
 
 Buffet and cafe cars 15 , Eefrigerator cars 1,209 
 
 Dining cars 14 Ballast cars 254 
 
 Second-class passenger cars 48 Gondola cars 8,894 
 
 Combination cars 130 Platform cars 4,538 
 
 Baggage and express cars 198 Live-stock cars 4,075 
 
 Mail cars 62 Ore cars 4,505 
 
 Officers and directors' cars 6 Pile-driving, excavator, etc., cars. . 54 
 
 Caboose 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 $13,339,713.94 
 
 From freight 39,292,830.47 
 
 From express, maU and miscellaneous 3,112,730.76 
 
 Total gross earnings $55,745,275.17 
 
 Operating 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 $17,095,963.52 
 
 Other Charges. 
 
 Interest on bonds and interest $7,006 576.36 
 
 (Note — This is the net amount after making 
 the usual deductions for dividends received on 
 C. St. P. M. & O. Ey. preferred and common 
 stock.) 
 
 Sinking funds 225,000.00 
 
 7,231,576.36 
 
 ■ „ T ' $9,864,387.16 
 
 Add Othee Income 5531435.00 
 
 Net income $10,417,822.16 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 125 
 
 Dividends (8 per cent on preferred stock and 7 per cent on common 
 
 stock) 5,174,924.00 
 
 Surplus net income $5,242,898.16 
 
 Less amount of expenditures for construction, improvements and per- 
 manent additions to the property deducted from the surplus net 
 income 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 $ 312,005.48 
 
 Freight earnings increased 2,038,291.59 
 
 Express, mail and miscellaneous earnings increased. . . 60,344.24 
 
 Increase in earnings $2,410,641.31 
 
 Operating expenses increased $1,070,030.95 
 
 Taxes increased 352,171.41 
 
 Increase in operating expenses and taxes .... 1,422,202.36 
 
 Increase in net earnings $988,438.95 
 
 MTT.TiS OF BAimOAD 
 
 Miles. 
 
 The total number of miles of railroad owned June 30, 1905, was 7,306.61 
 
 In addition to which the company operated: 
 TJinjER Lease — 
 
 St. Paul, Eastern Grand Trunk EaUway ( Clinton vUle, 
 
 Wis., to Oconto, Wis., and branches) 60.02 
 
 DePue, 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.) 24.70 
 
 38.25 
 
 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 521.19 
 
 In 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 
 
126 HISTORY OF THE CHICAGO & NORT H-WESTERN RAILWAY SYSTEM 
 
 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 Avenue 
 to Canal Street, a distance of 2.3 miles, work was initiated. 
 
 TRACK DEPRESSION IN THE CITY OF MILWAUKEE 
 
 The 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. 
 
HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 127 
 
 THE NEW GENERAL OFFICE BUILDING IN CHICAGO 
 
 The 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 and 
 equipment, 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 under 
 construction 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 EXTENSIONS 
 
 Three railway companies were organized during the year for the 
 purpose of building, in the interest of this company, the following new 
 lines of railway located in the States of Wyoming, Wisconsin and 
 Illinois, the construction of which was in progress. 
 
 WYOMING & NORTH-WESTERN RAILWAY 
 
 This 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 RAILWAY 
 
 Beginning 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 Duck 
 Creek 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 wiU 
 effect 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 
 
128 HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 be 
 much less than on the old lines. 
 
 MILWAUKEE & STATE LINE RAILWAY 
 
 This 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 the 
 Lake Bluff, 111., passenger station, in a northern direction through Lake 
 County, 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 of 
 this railway, and of the third and fourth main tracks between St. 
 Francis and Bay View, Wis., will provide a continuous four-track system 
 between the cities of Chicago and Milwaukee. 
 
 In further developing the timber resources of Northern Wisconsin, 
 the company has undertaken the construction of two branch railways 
 extending from points on its Ashland Division, one from Laona, Wis., 
 to an intersection with the Peninsula Division at Saunders, Mich., a 
 distance of 29.53 miles; the other from Mercer, Wis., to the Presque 
 Isle 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 Eailway 
 Company for the fiscal year ending June 30, 1906, were as follows: 
 
 Average number of miles operated, 7,428.77. 
 Geoss Earnings. 
 
 Prom passengers $14,441,415.07 
 
 From freight 45,80S,852.58 
 
 From express, mail and miscellaneous 3,237,310.33 
 
 Total gross earnings $63,481,577.98 
 
 Opebating 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 $21,265,302.13 
 
 Other 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. preferred 
 and common stock.) 
 Sinking funds 225,500.00 
 
 7,041,829.34 
 
 . „ ^ $14,223,472.79 
 
 Add 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 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 129 
 
 Less amount of expenditures for construction, improvements and per- 
 manent additions to the property deducted from the surplus net 
 income 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 $1,101,701.13 
 
 Freight earnings increased 6,510,022.11 
 
 Express, mail and miscellaneous earnings increased. . . . 124,579.57 
 
 Increase in earnings $7,736,302.81 
 
 Operating expenses increased $3,329,764.26 
 
 Taxes 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.ROAD 
 
 Miles. 
 
 The total number of raUes of railroad owned June 30, 1906, was 7,352.06 
 
 In addition to which the company operated: 
 Under Lease — 
 
 St. Paul, Eastern Grand Trunk Eailway (Clintonville, 
 
 Wis., to Oconto, Wis., and branches) 60.02 
 
 DePue, 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.) 2.02 
 
 Indiana, Illinois & Iowa Railroad (Churchill, lU., to 
 
 Ladd, m.) 2.80 
 
 Union 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 685.02 
 
 In Wisconsin 1,826.42 
 
 In Michigan 519.88 
 
 In Iowa 1,577.60 
 
 In Minnesota 650.30 
 
 In South Dakota 948.36 
 
 In North Dakota 14.28 
 
 In Nebraska 1,101.26 
 
 In Wyoming 130.46 
 
 7,453.58 
 CAPITAL STOCK 
 
 Tor 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 
 
130 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 15 
 
 per 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 million 
 dollars ($100,000,000), of which the following had been issued to 
 June 30, 1906: 
 
 Preferred stock and scrip outstanding $22,895,120.00 
 
 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 $75,182,742.92 
 
 Common stock and scrip owned by the company 2,334,003.05 
 
 Total common stock and scrip 77 516 745.97 
 
 Total capital stock and scrip, June 30, 1906 $99,915,700.53 
 
 FUNDED DEBT 
 The outstanding bonds of the company were decreased $3,862,000, and 
 the company's bonds in sinking funds $149,000, during the year ending 
 June 30, 1906. Of the total decrease, $133,000 was due to the operation 
 of the sinking funds and $3,878,000 was on account of the retirement 
 of bonds at maturity. 
 
 PASSENGEK TEATFIC 
 
 The 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 15 103 
 
 Bound trip and excursion '.'.'.'.'.'.'.'. 1,932'438 2,125491 
 
 Commutation 11,529,739 12,316,982 
 
 T°*al^ 21,516,303 22,977,335 
 
 FEEiaHT TRAFFIC 
 
 The 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 VICINITY 
 
 The elevation of the Galena Division main tracks in Kinzie Street, 
 from Ada Street to Kedzie Avenue, a distance of 2.4 miles, in progress 
 at the date of the last annual report to the shareholders, had been 
 completed. This work included the elevation of the main tracks to a 
 height of fourteen feet above their former level, the construction of nine 
 new subways and the reconstruction of one subway, the construction of 
 retaining wall, nearly continuous, on the north side, and in places on 
 
HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 131 
 
 the south side, of the company's right of way, the taking down of two 
 large 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 of 
 four interlocking plants and the extension of the automatic signal system. 
 The elevation of these tracks had resulted in the elimination of eight grade 
 crossings. 
 
 The elevated main tracks on the Galena Division were now continuous 
 from 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 4 
 
 From Western Avenue to Kedzie Avenue 9 
 
 From Kedzie Avenue to North 40th Avenue 5 
 
 From North 40th Avenue to North 46th Avenue 3 
 
 The elevation of the company's south branch tracks in Sixteenth 
 Street, Chicago, referred to in the last annual report, had been in 
 progress during the year. A large amount of the preliminary work, such 
 as tiie building of retaining walls, foundations for subways, etc., had been 
 completed. Two tracks had thus far been elevated between Wood and 
 Loomis 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 the 
 Milwaukee line from Balmoral Avenue to the northern city limits at 
 Howard Avenue, a distance of 2.74 miles. A similar ordinance had been 
 adopted 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 CONSTRUCTION 
 
 An 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 grade 
 crossings 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 the 
 Nebraska & Wyoming Division, was relocated for a distance of 1.97 miles, 
 resulting in a saving in distance of one mile, the elimination of 209 
 degrees 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 EXTENSIONS 
 
 Eeference 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 
 
132 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 RAILWAY 
 
 The 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. From 
 Shoshoni 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 RAILWAY 
 
 The 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 Pox 
 Eiver, 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, and 
 from 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 RAILWAY 
 
 The 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 main 
 tracks of that line, near St. Francis, Wis., a distance of 50.34 miles, was 
 near completion and, it was expected, would be opened for traffic during 
 the 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 Ashland 
 Division, in Wisconsin, to an intersection with the Peninsula Division 
 at 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 and 
 opened for traffic. 
 
 NEW ROADS PROJECTED 
 
 The president said: 
 
 ' ' Since the publication of the last annual report to the shareholders the company 
 has 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 an 
 interiection with the Pierre, Rapid City & North-Western Railway, hereafter referred 
 to, 0.2 miles north of Fort Pierre in Stanley County, South Dakota, a distance of 
 1.79 miles. The crossing of the Missouri Eiver will be effected by the construction 
 of a bridge between Pierre and Fort Pierre. The substructure of this bridge will 
 consist of seven masonry piers carrying the superstructure and one up-stream pro- 
 tection masonry pier for the draw span. The superstructure will consist of four 
 fixed spans, each 350 feet long, and a draw span 445 feet long, its total length from 
 center to center of end piers being 1,864 feet. The draw span provides for two clear 
 openings, 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 & Wyoming 
 Division of the Chicago & North-Western Railway at Rapid City, a distance of 
 165.47 mUes. The construction of this railway was well advanced and would be 
 completed in the early part of 1907. 
 
 "The company had also undertaken the construction of an extension from 
 Bonesteel, South Dakota, to Gregory, South Dakota, a distance of 25.93 miles, and 
 would be completed during the ensuing fiscal year. This extension will pass through 
 Gregory County, which embraces that portion of the Rosebud Indian Reservation 
 opened to settlement in 1904, and wiU terminate near the present eastern boundary 
 of that reservation. 
 
 EQUIPMENT 
 
 On June 30, 1906, the road had: 
 
 Locomotive engines : Milk cars 51 
 
 Number of engines 1,342 Box freight cars 30,010 
 
 Cars: Refrigerator cars 1,838 
 
 Krst-class passenger cars 619 Ballast cars 254 
 
 Parlor cars 37 Gondola cars 8,894 
 
 Chair cars 46 Platform cars 4,538 
 
 Buffet and cafe cars 19 Live stock cars 5,075 
 
 Dining cars 14 Ore cars 4,505 
 
 Second-class passenger cars 48 Boarding cars for men 34 
 
 Combination cars 130 Pile driving, excavator, etc., cars. . 60 
 
 Baggage and express cars 208 Rotary snow plows 4 
 
 Mail cars 62 
 
 Officers' and directors' cars 7 Total number of cars 57,155 
 
 Caboose 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: 
 
 Average number of miles operated, 7,550.64. 
 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 making 
 the usual deductions for dividends received on 
 C. St. P. M. & O. Ey. preferred and common stock.) 
 Sinking funds 225,000.00 
 
 6,586,186.39 
 
 $15,038,985.66 
 Add Otheb Income 701,580.00 
 
 Net income $15,740,565.66 
 
 Dividends (8% on preferred stock and 7% on common stock) . . . 7,910,177.50 
 
 Surplus for the year $7,830,388.16 
 
 MILES OF BAHAOAS 
 
 The 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 685.02 
 
 In Wisconsin , . 1,969.79 
 
 In Michigan 519.88 
 
 In Iowa 1,577.60 
 
 In Minnesota 650.30 
 
 In South Dakota 974.32 
 
 In North Dakota 14.28 
 
 In Nebraska 1,101.26 
 
 In Wyoming 130.46 
 
 7,622.91 
 
 FASSENOEB TRAFFIC 
 
 The 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 TRAFFIC 
 
 The 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 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 February 2, 1907, an amount equal to 
 
 25% 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 the 
 unissued 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 Northern 
 snow blockade of 1880-1 and as to the means taken to raise 
 it. See pages 97 and 98. 
 
 
 \ ---->-■ V- '■'■--^f^m^v^^^'^"'-"^-''^'''-"^::' 
 
 '(if^x^'-^^ v---^- 
 
 
 'n^^m 
 
 THE OLD AND THE NEW CLINTON BRIDGES. 
 
 This cut shows the new double track bridge that was recently 
 opened for r.rafEc over the Mississippi river between the Illinois shore 
 and Clinton, Iowa. The old bridge, that was opened for traffic March 
 3, 1887, has been demolished. The bridge to the right in the picture 
 is a highway over the river, but has no connection with the railroad. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 135 
 
 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 $22,395,120.00 
 
 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 $99,615,863.82 
 
 Common stock and scrip owned by the company 2,336,867.15 
 
 Total common stock and scrip 101,952,730.97 
 
 Total capital stock and scrip, June 30, 1907 $124,351,685.53 
 
 NEW PASSENGER TERMINAL IN THE CITY OF CHICAGO 
 
 The 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 delays 
 and interruptions to that traffic now incident to the crossing of the north branch of 
 the 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 new 
 passenger terminal in another location. The plans contemplate a terminal having 
 sixteen tracks elevated above the plane of the streets, and located on the three blocks 
 of land bounded by Lake street on the north, Madison street on the south, Canal 
 street 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 continue 
 eastwardly 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 northern 
 approach will leave the elevated tracks of the Wisconsin Division near Carpenter 
 street 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 an 
 intersection 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 of 
 South 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 of 
 15.8 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 of 
 sidings, yard tracks and industry tracks have also been elevated, and the yard at 
 Ashland avenue has been paved. Street viaducts have been removed from over the 
 tracks at Blue Island avenue. Center avenue and Halsted street. ' ' 
 
 The elevation of the company's main tracks on the Milwaukee line from 
 the end of the present elevation at Balmoral Avenue to the northern 
 limits 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 and 
 shelter at Kose Hill, and the raising of the brick and stone depot and 
 
136 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 platforms at Eogers Park. The elevation of the three main tracks and 
 the construction of the freight yard tracks and the retaining walls were 
 completed. 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 the 
 construction of freight terminal buildings, team tracks, etc., upon the 
 four blocks of land between Webster and Davenport Streets, acquired by 
 the company for that purpose during the previous fiscal year. 
 
 The facilities at the company's shop plant at Chicago were materially 
 increased by the enlargement of two of the machine shops and the 
 installation 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 395 
 feet by 36 feet, cheese house, engine house and boiler house, had been 
 constructed, 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 been 
 extended and the necessary new appliances installed. The extension of the 
 coal dock was 204 feet in length and 32 feet in width; the extension 
 of 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 the 
 accounts of the year, for the construction at that point, after the close of 
 navigation, of a new Iron Ore Dock, 1,404 feet long and 50 feet wide. The 
 new dock was to contain 334 ore pockets, each having a capacity of 195 
 tons, and would have a total working capacity of 45,630 tons. 
 
 At Milwaukee, Wis., the property heretofore owned and operated bv The 
 Angus Smith Elevator Company and adjoining the Company's terminal 
 in 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, and 
 91,890 square feet of land, with a dock frontage on the Milwaukee Eiver 
 of 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 been 
 constructed between Bartlett and Bradford Streets in the City of Mil- 
 waukee, AVis. 
 
 TRACK RAISING IN COUNCIL BLUFFS 
 
 In compliance with an ordinance adopted by the City of Council Bluffs, 
 Iowa, the tracks, bridges, platforms, streets and sidewalks in the vicinity 
 of the Broadway Station in that city, and the company's bridges over Indian 
 Creek had been raised from one to two feet in order to enable the city to 
 improve the drainage facilities in that locality. 
 
HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 137 
 
 NEW RAILWAYS AND EXTENSIONS 
 
 The 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 from 
 an intersection with the third and fourth main tracks of the Milwaukee line 
 of the Chicago & North-Western Eailway, near Lake Bluff, 111., to an 
 intersection 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 EAILWAY 
 
 This 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 from 
 Ft. 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 EAILWAY 
 
 This railway extends from an intersection with the Chicago & North- 
 Western Eailway at Pierre, S. D., to an intersection with the Pierre, Eapid 
 City & 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. The 
 construction of the metal superstructure, consisting of four fixed spans, each 
 350 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 opened 
 for traffic during the month of October, 1907. 
 
 EXTENSION FEOM BONESTEEL 
 
 The 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 from 
 Gregory to Dallas, S. D., a distance of 4.84 miles, had been undertaken and 
 would be completed during the ensuing fiscal year. 
 
 EXTENSION IN WISCONSIN 
 
 An 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. An 
 extension had also been completed from near Marathon City to Eib Falls, 
 Wis., a distance of 4.75 miles. 
 
 INCBBASB IN CAPITAL STOCK 
 
 At 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 an 
 amount of common stock, each share of the par value of one hundred dol- 
 lars, sufficient to make the aggregate capital stock of the company two 
 hundred million dollars ($200,000,000) par value, and of empowering the 
 Company's Board of Directors to issue its common stock from time to time 
 for any purpose allowed by law in such amounts (whether within the limit 
 authorized at such meeting or previously) as the Board of Directors may 
 determine. 
 
 ALBANY EAILWAY BRIDGE COMPANY 
 
 The 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 Company 
 had 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 the 
 comparisons herein, while approximate, will indicate in a general way the fluctuations 
 of the two years." 
 
 The results of the operations of the Chicago & North-Western Eailway 
 Company for the fiscal year ending June 30, 1908, were as follows : 
 
 Average number of miles operated, 7,630.84. 
 Opeeating Eevenues. 
 
 Freight revenue $41,949,629.54 
 
 Passenger revenue 15,734,607.31 
 
 Other transportation revenue 5,104,905.41 
 
 Nontransportation revenue 430,201.93 
 
 Total operating revenues $63,219,344.19 
 
 Opebating Expenses (65.87 per cent, of operating revenues) 41,641,313.63 
 
 Net operating revenue $21,578,030.56 
 
 Outside Opeeations — Net deficit* 38 998.6O 
 
 Total net revenue $21,539,031.96 
 
 Taxes Acceued 2 582 822 78 
 
 Operating income $18,956,209.18 
 
 * Operation of Dining Cars : heretofore included in Operating Expenses. 
 Othee Income. 
 
 Rents— Credits $ 120,940.88 
 
 Dividends on stocks owned 1 903 510.00 
 
 Interest on funded debt owned ' 3*150.00 
 
 Interest on other securities, loans and accounts.... 88l'962!78 
 
 Miscellaneous income '388 25 
 
 Total other income 2 909 951 91 
 
 Gross income $21,866,161.09 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 139 
 
 Deductions fkom Geoss Income. 
 
 Eents— Debits $ 460,159.39 
 
 Interest accrued on funded debt 7,502,172.00 
 
 Other interest 3,012.46 
 
 Sinking funds 225,500.00 
 
 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 
 
 Balance income for the year $4,874,419.47 
 
 MILES OF KAILBOAD 
 
 The 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 Wisconsin 1,974.47 
 
 In Michigan 519.88 
 
 In Iowa 1,577.60 
 
 In Minnesota 650.30 
 
 In South Dakota 978.96 
 
 In North Dakota .' 14.28 
 
 In Nebraska 1,101.26 
 
 In Wyoming 130.46 
 
 7,632.23 
 
 PASSENGER TRAFFIC 
 
 The 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 
 
 The earnings from freight traffic for the year ending June 30, 1908, 
 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 common stock and scrip 101,952,730.97 
 
 Total Capital stock and scrip, June 30, 1908 $124,351,685.53 
 
140 HISTORY OF THE CHICAGO & NORTH-WE STERN RAILWAY SYSTEM 
 
 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 Union 
 Streets ; 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) had 
 been constructed between Halsted and Union Streets. 
 
 With the exception of the subway superstructures and paving the work 
 of elevating the main tracks on the Milwaukee line from Balmoral Avenue 
 to 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 during 
 this 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 Western 
 limits 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 two 
 existing main tracks, the construction and elevation of four additional main 
 tracks, 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. The 
 concrete retaining wall on the south side of the elevation had been com- 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 141 
 
 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 CONSTEUCTION 
 
 Among 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. 
 
142 HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 MISSISSIPPI RIVER BRIDGE 
 
 A 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, was 
 under 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. The 
 superstructure 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 115 
 feet 7}i inches in length, and seven riveted lattice spans each 146 feet 51/4 
 inches in length. The superstructure across the west channel, between 
 Little Eock Island and the Iowa shore, consists of one riveted lattice span 
 146 feet 5% inches in length, one riveted Pratt truss span 182 feet 514 
 inches in length, one through pin connected swing span 460 feet in length 
 and one plate girder span 51 feet 2% inches in length. On the east approach 
 there 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 Island 
 there is an embankment for two tracks 580 feet in length." 
 
 NEW RAILWAYS AND EXTENSIONS 
 
 The following new lines of railway were completed and opened for traffic 
 during the year: 
 
 The Pierre, Eapid City & North-Western Eailway, extending from a 
 connection with the Pierre & Ft. Pierre Bridge Eailway .2 miles north of 
 Ft. Pierre, to Eapid City, S. D., a distance of 165.48 miles. 
 
 The Pierre & Ft. Pierre Bridge Eailway, extending from a connection 
 with the Chicago & North- Western Eailway at Pierre, S. D., to a connection 
 with 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 line 
 of the Dakota Division to a connection with the Pierre & Ft. Pierre Bridge 
 Eailway 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, 1909 
 
 The results of the operations of the Chicago and North-Western Eailway 
 Company for the fiscal year ending June 30, 1909, were as follows : 
 
 Average number of miles operated, 7,635.49. 
 Operating Eevendes. 
 
 Freight revenue $43,619,091.27 
 
 Passenger revenue 16,875,668.43 
 
 JNontransportation revenue 337 o89 84 
 
 Other transportation revenue 5 146621 49 
 
 Total operating revenues ±gg g^g 47 j^ Q3 
 
 Opekatino Expenses (65.46% of operating revenues) .' '. '. '. [ '. '.'.'.'.'.'..'. 43^l9l'239!41 
 
 Net operating revenue $22,787,231.62 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 143 
 
 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 $20,056,693.29 
 
 Other Income. 
 
 Eents— Credits $ 65,180.75 
 
 Dividends on stocks owned 1,886,192.00 
 
 Interest on funded debt owned 2,837.50 
 
 Interest on other securities, loans and accounts 549,421.42 
 
 Miscellaneous 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 
 
 Sinking funds 224,500.00 
 
 Other deductions 28,187.15 
 
 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 RAILBOAD 
 
 The 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 Van 
 
 Ostrand, 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) : • • • • ■ • • • ■ ■ • ^O.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 Wisconsin 1,976.85 
 
 In Michigan 519.88 
 
 In Iowa 1,579.71 
 
 In Minnesota 650.30 
 
 In South Dakota 978.96 
 
 In North Dakota 14.28 
 
 In Nebraska 1,102.51 
 
 In Wyoming 180.46 
 
 Total 7,637.97 
 
 FREIGHT TBAITIO 
 
 The earnings from freight traffic for the year ending June 30, 1909, 
 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 STOCK 
 
 During 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 $22,395,120.00 
 
 Preferred stock and scrip owned by the Company. . . . 3,834.56 
 
 Total preferred stock and scrip $ 22,398,954.56 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 145 
 
 Common stock ^nd scrip outstanding $99,618,838.82 
 
 Common stock and scrip owned by the Company. . . . 2,333,892.15 
 
 Total common stock and scrip 101,952,730.97 
 
 Total capital stock and scrip, June 30, 1909 $124,351,685.53 
 
 FUNDED DEBT 
 
 Bonds 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 CHICAGO 
 
 Satisfactory 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 and 
 Canal Streets, the caisson foundations for the new station building had 
 been completed and the granite and structural steel was in place to and 
 including 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 had 
 been 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 and 
 the erection of the steel viaducts and the sand filling for the roadway 
 embankment 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 
 
146 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 Avenue to the western limits of the City of Chicago at Austin Avenue, a 
 distance of 1.77 miles, to which reference was made in the last annual 
 report, had been substantially completed. An ordinance adopted by the Vil- 
 lage of Oak Park requires the continuation of this elevation through that 
 Village 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 a 
 maximum height of 12% feet, and carried over street crossings on tempo- 
 rary bridges from Austin Avenue to Oak Park Avenue, a distance of one 
 mile, 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 be 
 completed between Austin Avenue and Oak Park Avenue 8 permanent sub- 
 ways, the laying of t-wo additional main tracks and the construction of a 
 retaining wall on the south side of the elevation. 
 
 TRACK ELEVATION IN THE CITY OF MILWAUKEE 
 
 In 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 Barclay 
 Street and Chase yards, containing 6.55 miles of track, the reconstruction 
 of the Kinnickinnic Eiver draw bridge, the construction of subways at Kin- 
 nickinnic Avenue, Becher Street, Lincoln Avenue and Chicago Avenue, and 
 the construction of a brick freight station and team yard at Lincoln 
 Avenue. 
 
 SUNDEY CONSTRUCTION 
 
 Among 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 between 
 Tenth and Maple Streets, and the bridges over Ninth Street, the Boot 
 Elver, 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 City 
 of 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 a 
 point about three miles east of Fulton, 111., to the east end of the company's 
 new bridge across the Mississippi Eiver between East Clinton, 111., and 
 Chnton, Iowa. The construction of these tracks would serve as a cut-off and 
 result m a saving in distance of 1.19 miles and a material reduction in 
 curvature as compared with the company's present line between these points. 
 
 The main line of the Nebraska and Wyoming Division between Thatcher 
 and 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 these 
 points. This work involved the construction of a new bridge 1,300 feet in 
 length across the Niobrara Eiver, and would result in a material reduction 
 m grades at this point. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 147 
 
 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 was 
 completed, 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 from 
 near 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 now 
 been 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 
 
148 HISTORY OF THE CHICAGO & NOR TH-WESTERN RAILWAY SYSTEM 
 
 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 
 
 Sinking funds 225,500.00 
 
 Other deductions 20,649.23 
 
 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 
 
 Balance income for the year $2,466,459.36 
 
 * 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 $9,227,260.53 
 Net 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 $30,150,911.31 
 paid for labor as compared with $24,808,750.37 paid during the preceding 
 fiscal year, being an increase of $5,343,160.84 paid on account of labor. Of 
 this 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 the 
 amount paid on account of the United States Government Excise Tax. 
 
 FREIGHT TEAFFIC 
 
 The 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 TRAFFIC 
 
 The 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. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 149 
 
 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 bj 
 the 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 
 
150 HISTORY OF THE CHICAGO & NORTH-WE STERN RAILWAY SYSTEM 
 
 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 
 
 Total capital stock and scrip, June 30, 1910 $154,854,485.53 
 
 FUNDED DEBT 
 E"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 CHICAGO 
 
 Substantial 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 Madison 
 Street, 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 Lake 
 Street, 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 and 
 interlocking 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 VICINITY 
 
 Pursuant 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 Evanston 
 and 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 have 
 been 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 Harlem 
 Avenue freight yard, including the construction of a brick freight house, 
 has also been completed. 
 
 TRACK ELEVATION IN THE CITY OF MILWAUKEE 
 
 The 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 subway 
 bridges across Kinnickinnic Avenue, Beecher Street, Lincoln and Chicago 
 Avenues, and a brick freight station and team yard at Lincoln Avenue, 
 have been completed. 
 
 NEW RAILWAYS 
 
 The 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. 
 
152 HISTORY OF THE CHICAGO & NOETH-WESTBEN EAILWAY SYSTEM 
 
 James Eiver Valley & JSTorth-Western Eailway Company. Organized 
 under the laws of South Dakota to construct a railway in that state from 
 Gettysburg, 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 of 
 39.55 miles, is nearly completed, and substantially all of the right of way 
 for that portion of the railway between Onida and Hitchcock has been 
 acquired. 
 
 Sioux City, Dakota and North-Western Eailway Company. Organized 
 under the laws of Iowa to construct a railway in that state from Sioux 
 City to Hawarden. The construction of this railway from a connection 
 with the Illinois Central Eailroad near Hinton to a connection with the 
 Chicago & North-Western Eailway near Hawarden, a distance of 28.17 
 miles,_ is well advanced. An agreement has been entered into between the 
 Illinois Central Eailroad Company and the Chicago & North-Western 
 Eailway providing for perpetual trackage rights over the main line of the 
 Illinois Central Eailroad Company between Sioux City and Hinton, a 
 distance of 12.72 miles. 
 
 Des Plaines Valley Eailway Company. Organized under the laws of 
 Illinois. Substantially all of the right of way has been acquired for this 
 double-track railway, from a point between Northfield and Blodgett, on 
 the western division of the four-track system of the Chicago & North- 
 western Eailway between Chicago and Milwaukee, to a connection with 
 the Wisconsin Division near Des Plaines, and thence to a connection with 
 the 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 proposed 
 enlarged termiual yards at Proviso and enable that company to effect 
 important economies in the diversion and distribution of the large and 
 increasing traffic now passing through the terminals within that city. 
 
 Milwaukee, Sparta & North-Westem Eailway Company. Organized 
 under the laws of Wisconsin to construct a railway in that state from a 
 connection with the Chicago & North-Westem Eailway near Lindwurm 
 on the Wisconsin Division, about eight miles north of Milwaukee, north- 
 westerly to Sparta, on the Madison Division, a distance of 169.52 miles 
 and from a connection with the above line at a point about six miles west 
 ot Lindwurm southerly to a connection with the Milwaukee and Madison 
 line near West AUis, a distance of 8.16 miles. From Lindwurm to Clyman 
 and from the junction west of Lindwurm to near West Allis, in all about 
 61.78 miles, the construction of a double-track railway is in progress 
 From Clyman to Neeedah and from Wyeville to Sparta a considerable 
 portion of the right of way has been acquired and the construction of a 
 smgle-track railway has been commenced. Between Neeedah and Wyeville 
 an existing branch railway will be reconstructed and used as a part of 
 the main hne In the construction of this railway such provision as may 
 be economical will be made for the future construction of an additional 
 mam track from Clyman to Sparta. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 153 
 
 This railway will afford a direct route, with low grades, from Milwaukee 
 to connections with the Chicago, St. Paul, Minneapolis & Omaha Eailway 
 at Wyeville and with the Madison Division of the Chicago & North- Western 
 Eailway at Sparta, to which may be economically diverted a large volume 
 of traffic now passing over the existing routes and heavy grades via 
 Madison and Elroy. It will also provide a double-track belt line around 
 the 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 UP 
 
 We 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 $31,984,000 
 
 1861 720,705 1878 13,583,000 1895 28,108,000 
 
 1862 849,719 1879 13,420,000 1896 33,488,000 
 
 1863 1,083,054 1880 17,349,000 1897 30,977,000 
 
 1864 1,975,566 1881 19,334,000 1898 36,050,000 
 
 1865 6,820,749 1882 23,684,000 1899 38,016,000 
 
 1866 8,243,840 1883 24,081,000 1900 42,950,0(T0 
 
 1867 10,161,735 1884 25,020,000 1901 43,098,000 
 
 1868 12,614,846 1885 23,502,000 1902 46,644,000 
 
 1869 13,941,343 1886 24,279,000 1903 49,822,000 
 
 1870 12,535,428 1887 26,321,000 1904 53,334,633 
 
 1871 11,694,914 1888 26,697,000 1905 55,745,275 
 
 1872 11,402,161 1889 25,692,000 1906 63,481,577 
 
 1873 12,736,606 1890 27,164,000 1907 58,878,931 
 
 1874 14,351,523 1891 27,793,000 1908 63,219,344 
 
 1875 12,707,726 1892 31,422,000 1909 65,978,471 
 
 1876 12,773,000 1893 32,709,000 1910 74,175,684 
 
154 
 
 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 The Chicago & ISTorth-Western Eailway has paid the following dividends 
 
 since its consolidation with the Galena & Chicago Union Eailroad : 
 
 I Pref'd 
 
 7 
 
 Year 
 1864 
 
 ending May 31. 
 
 Pref'd 
 
 1%% 
 7 
 
 Com. 
 
 1865 
 
 
 
 1866 
 
 
 
 1867 
 
 Cstockl 
 
 7 
 10 
 10 
 
 7 
 10 
 
 7 
 
 7 
 
 
 1868 
 
 f stock") 
 
 10 
 
 1869 
 
 
 10 
 
 1870 
 
 
 4 
 
 1871 
 
 
 10 
 
 1872 
 
 
 
 1873 
 
 
 31/2 
 
 1874 
 
 
 1875 
 
 
 
 
 1876 
 
 
 
 
 1877 
 
 
 2y2 
 
 7 
 
 7 
 
 7 
 
 7 
 
 7% 
 
 8 
 
 8 
 
 8 
 
 7 
 
 7 
 
 
 1878 
 
 
 3 
 
 1879 
 
 
 4 
 
 1880 
 
 
 6 
 
 1881 
 
 
 6 
 
 1882 
 
 
 7 
 
 1883 
 
 
 1884 
 
 
 7 
 
 1885 
 
 
 7 
 
 1886 
 
 
 6 
 
 1887 
 
 
 6 
 
 1888 
 
 1889 
 
 1890 
 
 1891 
 
 1892 
 
 1893 
 
 1894 
 
 1895 
 
 1896 
 
 1897 
 
 1898 
 
 1899 
 
 1900 
 
 1901 
 
 1902 
 
 1903 
 
 Year ending June 30. 
 
 1904 
 
 1905 
 
 1906 
 
 1907 
 
 1908 
 
 1909 
 
 1910 
 
 7 
 7 
 7 
 7 
 7 
 7 
 7 
 7 
 7 
 7 
 7 
 7 
 7 
 8 
 8 
 
 8 
 8 
 8 
 8 
 8 
 
 Com. 
 6 
 6 
 6 
 6 
 6 
 6 
 6 
 4 
 5 
 5 
 5 
 5 
 
 EQUIPMENT OWNED JCTNE 30, 1910 
 Locomotive Engines: 
 
 Number of engines 1 520 
 
 Cars: 
 
 First-class passenger cars 778 
 
 Parlors cars 48 
 
 Chair cars 50 
 
 Buffet and eafe ears 18 
 
 Dining cars 25 
 
 Second-class passenger cars 18 
 
 Combination cars I4I 
 
 Motor cars 1 
 
 Baggage and express cars 261 
 
 Mail cars 58 
 
 OflScers ' and directors ' cars 7 
 
 Caboose cars g92 
 
 Milk cars 45 
 
 Box freight cars 33 927 
 
 Eefrigerator cars 2034 
 
 Ballast cars '742 
 
 Gondola cars H 4Q0 
 
 Platform cars 4'796 
 
 Live stock cars 5*213 
 
 ^'■e cars '.'.'.'.'.'.'.'.'.'.'.'.'.'.]'.'.[[[ 5)269 
 
 Boarding cars for men 303 
 
 Pile driving, excavator, etc., cars I4I 
 
 Eotary snow plows [ 4 
 
 Total number of cars g5 971 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 155 
 
 CHICAGO & NORTH-WESTERN RAILWAY PROPER 
 ALPHABETICAL LIST OF STATIONS 
 
 Aberdeen S. Dat. 
 
 Abie Neb. 
 
 Ablemans Wis. 
 
 Afton " 
 
 Ainsworth Neb. 
 
 Ajax " 
 
 Akron 111. 
 
 Albion Neb. 
 
 Alcester S. Dak. 
 
 Alden 111. 
 
 Alflen Iowa 
 
 Alder Wis. 
 
 Alecto Mich. 
 
 Algona Iowa 
 
 Algonquin 111. 
 
 AUenville Wis. 
 
 Allis " 
 
 Almond " 
 
 Almont Iowa 
 
 Almora 111. 
 
 Altamont Minn. 
 
 Alton Iowa 
 
 Amasa Mich. 
 
 Amber Iowa 
 
 Ames " 
 
 Amiret Minn. 
 
 Anamosa Iowa 
 
 Anderson Mich. 
 
 Anderson Minn. 
 
 Anderson's Mills Wis. 
 
 Andover Iowa 
 
 Andrews Neb. 
 
 Aniwa Wis. 
 
 Ankeney Iowa 
 
 Anoka Neb. 
 
 Antigo Wis. 
 
 Anstou " 
 
 Antoine Mich. 
 
 Appleby S. Dak. 
 
 Appleton Wis. 
 
 Appleton Junction. " 
 
 Appleton Mine Mich. 
 
 Arabia Neb. 
 
 Arapahoe Wyo. 
 
 Arbor Neb. 
 
 Arcadia Iowa 
 
 Arcadia Siding Wis. 
 
 Arco Minn. 
 
 Aredale Iowa 
 
 Argyle 111. 
 
 Arion Iowa 
 
 Arlington S. Dak. 
 
 Arlington Neb. 
 
 Arlington Heights 111. 
 
 Armstrong Mich. 
 
 Arpin Wis. 
 
 Arthur Iowa 
 
 Ashland Wis. 
 
 Ashton 111. 
 
 Astoria S. Dak. 
 
 Athol " 
 
 Atkinson Mich. 
 
 Atwood Iowa 
 
 Auburn " 
 
 Audubon " 
 
 ■firora s. Dak. 
 
 Aurora 111. 
 
 Austin " 
 
 Austin Ayenue " 
 
 Ayondale " 
 
 Avenue " 
 
 gagley Mich. 
 
 Bain Junction Wis. 
 
 Balaton Minn. 
 
 Baldwin Iowa 
 
 Ballous Mich. 
 
 Balsam " 
 
 Bancroft Iowa 
 
 Bancroft Wis. 
 
 Bangor " 
 
 Baraboo " 
 
 Barclay Mich. 
 
 Bark River " 
 
 Barneveld Wis. 
 
 Barrington 111. 
 
 Bartel Wis. 
 
 Barton " 
 
 Bassett " 
 
 Bassetts Neb. 
 
 Basswood Mich. 
 
 Batavia 111. 
 
 Battle Creek Iowa 
 
 Battle Creek Neb. 
 
 Bay Siding Mich. 
 
 Bay View Wis. 
 
 Beach 111. 
 
 Beaman Iowa 
 
 Bear Creek Wis. 
 
 Bear Trap " 
 
 Beaver Iowa 
 
 Beaver Mich. 
 
 Beaver Crossing Neb. 
 
 Bee " 
 
 Beechwood Mich. 
 
 Beecher St., Milwaukee. Wis. 
 
 Beemer Neb. 
 
 Belgium Wis. 
 
 Belle Fourche S. Dak. 
 
 Belle Plaine Iowa 
 
 Belle Plaine Wis. 
 
 Bellevue Wis. 
 
 Beloit " 
 
 Belvidere 111. 
 
 Bennington Neb. 
 
 Benton Wis. 
 
 Beresf ord S. Dak. 
 
 Berne Iowa 
 
 Berryville Wis. 
 
 Bertram Iowa 
 
 Bessemer Mich. 
 
 Beverley Iowa 
 
 Big Muddy Wyo. 
 
 Big Suamico Wis. 
 
 Birch " 
 
 Birch Creek " 
 
 Birnamwood " 
 
 Black Hawk S. Dak. 
 
 Black Tall " 
 
 Blackwell Junction Wis. 
 
 Blair Neb. 
 
 Blairstown Iowa 
 
 Blemers Mich. 
 
 Blencoe Iowa 
 
 Blodgett 111. 
 
 Blue Earth Minn. 
 
 Blue Mounds Wis. 
 
 Bluff Siding Wis. 
 
 Blunt S. Dak. 
 
 Bolton Wis. 
 
 Bonduel " 
 
 Bonesteel S. Dak. 
 
 Boone Iowa 
 
 Bordeaux Neb. 
 
 Botna Iowa 
 
 Bowen Neb. 
 
 Bowler S. Dak. 
 
 Box Elder Wyo. 
 
 Boyer Iowa 
 
 Bradgate " 
 
 Bradish Neb. 
 
 Brainard " 
 
 Bramhall S. Dak. 
 
 Brampton Mich. 
 
 Branch Wis. 
 
 Breed ' 
 
 Breda Iowa 
 
 Brennan S. Dak. 
 
 Brlcelyn Minn. 
 
 Brillion Wis. 
 
 Bristol " 
 
 Bristow Neb. 
 
 Broadland S. Dak. 
 
 Broadmoor Iowa 
 
 Brock Neb. 
 
 Bronson Iowa 
 
 Brookings S. Dak. 
 
 Brooklyn Wis. 
 
 Brookside " 
 
 Bruce S. Dak. 
 
 Brule Wis. 
 
 Bruno Neb. 
 
 Bryant Iowa 
 
 Bryant Wis. 
 
 Buda 111. 
 
 Buckbee Wis. 
 
 Buckingham Iowa 
 
 Buffalo Gap S. Dak. 
 
 Buncombe Wis. 
 
 Burchard Minn. 
 
 Burkmere S. Dak. 
 
 Burnett Junction Wis. 
 
 Burnside •' 
 
 Burr Minn. 
 
 Burt Iowa 
 
 Butterfleld Minn. 
 
 Buxton Iowa 
 
 Byron Minn. 
 
 Bucknum S. Dak. 
 
 Burke " 
 
 Burke's Siding Wyo. 
 
 Cadams Neb. 
 
 Cadoma Wis. 
 
 Calamus Iowa 
 
 Caledonia 111. 
 
 Caledonia Mine Wis. 
 
 Calhoun " 
 
 California Junction. . . .Iowa 
 
 Callon Wis. 
 
 Calumet Yard Wis. 
 
 Calvary III. 
 
 Calvary Wis. 
 
 Cambria Minn. 
 
 Camanche Iowa 
 
 Campbell 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 Iowa 
 
 Carlisle Neb. 
 
 Carlton Ill- 
 
 Carney Mich. 
 
 Carnforth Iowa 
 
 Carnforth Crossing " 
 
 Carpentersvllle 111. 
 
 Carroll Iowa 
 
 CarroUvllIe Wis. 
 
 Carson 
 
 Carter's Siding Wis. 
 
156 
 
 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 Cai'tersville Iowa 
 
 Carthage S. Dak. 
 
 Caiy 111. 
 
 Cascade Junction Mich. 
 
 Casper Wyo. 
 
 Castana Iowa 
 
 Castlewood S. Dali 
 
 Cathoiican Springs " 
 
 Cato Wis. 
 
 Cavour S. Dak. 
 
 Cecil Wis. 
 
 Cedar Mich. 
 
 Cedar Wis. 
 
 Cedar Bluffs Neb. 
 
 Cedar Grove Wis. 
 
 Cedar Rapids Iowa 
 
 Central St., Evanston III. 
 
 Center Junction " 
 
 Central City Neb. 
 
 Centervilie S. Dak. 
 
 Ceresco Neb. 
 
 Ceylon Minn. 
 
 Chadron Neb. 
 
 Champion Mich. 
 
 Charleston Neb. 
 
 Cl'.arlotte Iowa 
 
 Chaison Mich. 
 
 Chatfleld Minn. 
 
 Chelsea Iowa 
 
 Chemung 111. 
 
 Cherry Valley " 
 
 Chester Minn. 
 
 Chester Wis. 
 
 Chautauqua Siding Neb. 
 
 Chicago 111. 
 
 Chicago Shops III. 
 
 Chittenden 111. 
 
 Chicago Highlands " 
 
 Choate Mich. 
 
 Oaremont Minn. 
 
 Clarence Iowa 
 
 Clark S. Dak. 
 
 Ciarkson Neb. 
 
 Clnywood Wis. 
 
 Clearwater Net). 
 
 Clceremans Mich. 
 
 Clements Minn. 
 
 Cleveland Wis. 
 
 Cliff House 
 
 (Devil's Lake) . . " 
 
 Clinton Iowa 
 
 Clinton Neb. 
 
 Clinton Junction Wis. 
 
 Clintonviiie 111. 
 
 Clintonville Wis. 
 
 Cloverdale " 
 
 Clowry Mich. 
 
 Clutier Iowa 
 
 Clybourn Jet. (Chi.) lU. 
 
 Clyman Wis. 
 
 Coffee Siding Neb. 
 
 Cobb " 
 
 Cohden MJnn. 
 
 Cody Neb. 
 
 College Avenue 111. 
 
 Colo Iowa 
 
 Colon Neb. 
 
 Columbia S. Dak. 
 
 Combined Locks Wis. 
 
 Comf rey Minn. 
 
 Commonwealth Wis. 
 
 Conde S. Dak. 
 
 Couover Wis. 
 
 Conrad Iowa 
 
 Cordova Neb. 
 
 Cornlea " 
 
 Correctionvllle Iowa 
 
 Cortland 111. 
 
 Cottage Grove Wis. 
 
 Council Bluffs Iowa 
 
 County Line Wis. 
 
 Courtland Minn. 
 
 Craigsmere Mich. 
 
 Cranberry Center Wis. 
 
 Crandon S. Dak. 
 
 Crandon Wis. 
 
 Crawford Neb. 
 
 Creigtiton " 
 
 Crescent Iowa 
 
 Creston 111. 
 
 Creston Neb. 
 
 Crocker Iowa 
 
 Crookston Neb. 
 
 Grossman's Wis. 
 
 Croweli Neh. 
 
 Crown Hill S. Dak. 
 
 Cottonwood S. Dak. 
 
 Co. Bluffs Transfer. .. .Iowa 
 
 Cragin (Chicago) 111. 
 
 Crawford Avenue " 
 
 Crozier's Mill Mich. 
 
 Crystal Falls " 
 
 Crystal Lake 111. 
 
 Cuba " 
 
 Cuba City Wis. 
 
 Cudahy " 
 
 Cushing Iowa 
 
 Cuyler 111. 
 
 Daggett Mich. 
 
 Dakota City Iowa 
 
 Dakota Junction . . . S. Dak. 
 
 Dale Neb. 
 
 Dallas S. Dak. 
 
 Dalzel 111. 
 
 Danbury Iowa 
 
 Dane Wis. 
 
 Darfur Minn. 
 
 Davey Neb. 
 
 Davenport " 
 
 David City " 
 
 Dayton Iowa 
 
 Dead wood S. Dak. 
 
 De Bolt Place Neh. 
 
 Declters Wis. 
 
 Deep River Iowa 
 
 Deerbrook Wis. 
 
 Deerfield " 
 
 Deering (Chicago) 111. 
 
 De Kalb 111. 
 
 Delaughery Mich. 
 
 Delmar Iowa 
 
 Deloit " 
 
 Dempster S. Dak. 
 
 Dempster St. (Evanston) .III. 
 
 Denison Iowa 
 
 Denmark Wis. 
 
 De Pere Wis. 
 
 De Smet S. Dak. 
 
 Des Moines Iowa 
 
 Desplaines 111. 
 
 Devil's Lake Wis. 
 
 De Witt Iowa 
 
 DifBn Mich. 
 
 Dike Iowa 
 
 Dillmans Wis. 
 
 Diorite Mich. 
 
 Dishno *• 
 
 Dixon 111. 
 
 Dodge Neb. 
 
 Dodge Center Minn. 
 
 Dodge St. (Omaha) Neb. 
 
 Dodgeville Wis. 
 
 Doland S. Dak. 
 
 Dolliver Iowa 
 
 Dotson Minn. 
 
 Doty " 
 
 Dougherty Iowa 
 
 Douglas Wyo. 
 
 Douglass Minn. 
 
 Dousman Wis. 
 
 Dover Minn. 
 
 Dow City Iowa 
 
 Drexel wig. 
 
 Dryads Mich. 
 
 Dudley Minn. 
 
 Duck Creek Wis. 
 
 Dundas " 
 
 Dundee 111. 
 
 Dunham Mich. 
 
 Duniap Iowa 
 
 Dumont " 
 
 Dwight Neb. 
 
 Bast End Neb. 
 
 East Side Mo. River... Iowa 
 
 Eddy III. 
 
 Elton Wis. 
 
 Emerson St., Evanston. ..111. 
 
 Eagle Grove Iowa 
 
 Eagle Lake Minn. 
 
 Eagle River Wis. 
 
 Eariviiie 111. 
 
 Early Iowa 
 
 Bast Elgin 111. 
 
 East Pierre S. Dak. 
 
 East Rapids Iowa 
 
 East Rockford III. 
 
 Edgar Wis. 
 
 Edison Park 111. 
 
 Eden Wis. 
 
 Edmund " 
 
 Eland Junction " 
 
 Elba " 
 
 Elberon Iowa 
 
 Elburn 111. 
 
 Elcho Wis. 
 
 Elderon Wis. 
 
 Bldora Iowa 
 
 Eldora Junction " 
 
 Eldorado Neb. 
 
 Eldorado Wis. 
 
 Eleanor Iowa 
 
 Elgin 111. 
 
 Elgin Minn. 
 
 Elgin Neb. 
 
 Eli " 
 
 Elkton S. Dak. 
 
 Ellsworth Iowa 
 
 Eimhurst 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 Iowa 
 
 Fairfax S. Dak. 
 
 Fairmont Minn. 
 
 Farnhamville Iowa 
 
 Paulkton S. Dak. 
 
 Faunus Mich. 
 
 Felch Jet " 
 
 Fellows Wis. 
 
 Fennimore " 
 
 Fenwood " 
 
 Fenton Iowa 
 
 Ferney S. Dak. 
 
 Fetterman Wyo. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 157 
 
 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 Iowa 
 
 Galena 111. 
 
 GalesvlUe Wis. 
 
 Galloway " 
 
 Gait 111. 
 
 Galva " 
 
 Garden Prairie " 
 
 Garvin Minn. 
 
 Garwln Iowa 
 
 Gary S. Dak. 
 
 Geneva 111. 
 
 Geneva Neb. 
 
 Genoa Junction Wis. 
 
 Gentian Mich. 
 
 Georgia Neb. 
 
 Gettysburg S. Dak. 
 
 Gerled Iowa 
 
 Ghent Minn. 
 
 Gifford Iowa 
 
 Gilbert " 
 
 Gilberts 111. 
 
 Gile Wis. 
 
 GilfiUan Minn. 
 
 Glllett Wis. 
 
 Gladbrook Iowa 
 
 Glen Neb. 
 
 Glenbeulah Wis. 
 
 Glencoe 111. 
 
 Glendale Wis. 
 
 Glen Ellyn 111. 
 
 Glen Rock Wyo. 
 
 Glidden Iowa 
 
 Goehner Neb. 
 
 Gogebic Mich. 
 
 Golden Reward S. Dak. 
 
 Goldfield Iowa 
 
 Goodwin , Minn. 
 
 Goose Lake Iowa 
 
 Goose Lake Mich. 
 
 Gordon Neb. 
 
 Gowrie Iowa 
 
 Grand Ave. (Chicago) .. .111. 
 
 Grant S. Dak. 
 
 Grand Crossing Wis. 
 
 Grand Junction Iowa 
 
 Grand Mound " 
 
 Grand Rapids Wis. 
 
 Granville Iowa 
 
 Granville Wis. 
 
 Gray Iowa 
 
 Green Bay Wis. 
 
 Green Lake " 
 
 Greenville " 
 
 Gresham Neb. 
 
 Gridley Iowa 
 
 Grimms Wis. 
 
 Groton S. Dak. 
 
 Guckeen Minn. 
 
 Guernsey Iowa 
 
 Green 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 Iowa 
 
 Haifa " 
 
 Hanford " 
 
 Hanlontown " 
 
 Hanover Wis. 
 
 Harcourt Iowa 
 
 Hardwood Mich. 
 
 Harlan Iowa 
 
 Harlem 111. 
 
 Harris Mich. 
 
 Harrison Neb. 
 
 Harrison Wis. 
 
 Harrold S. Dak. 
 
 Hartland 111. 
 
 Hartleys Mich. 
 
 Hartwlck Iowa 
 
 Harvard Neb. 
 
 Harvard Junction 111. 
 
 Hastings Neb. 
 
 Hatley Wis. 
 
 Havana Minn. 
 
 Havelock Iowa 
 
 Hawarden " 
 
 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 Iowa 
 
 Hetland S. Dak. 
 
 Highland Park 111. 
 
 Highmore S. Dak. 
 
 High Ridge HI. 
 
 Hi^hwood " 
 
 Hiles Jet Wis. 
 
 Hill Siding Neb. 
 
 Hillside Neb. 
 
 Hicks Iowa 
 
 Hitchcock S. Dak. 
 
 Holabird " 
 
 Holidays Wis. 
 
 Holsteln Iowa 
 
 Honey 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 Iowa 
 
 Humphreys Neb. 
 
 Hunting Wis. 
 
 Huntley 111. 
 
 Hurley S. Dak. 
 
 Hurley Wis. 
 
 Huron S. Dak. 
 
 Hylas Mich. 
 
 Interior Jet Mich. 
 
 Irving Park 111. 
 
 Ida Grove Iowa 
 
 Imogene 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 Iowa 
 
 Iron Mountain Mich. 
 
 Iron River " 
 
 Ironwood " 
 
 Iroquois S. Dak. 
 
 Iowa Falls Iowa 
 
 Irvine Wyo. 
 
 Irving Iowa 
 
 Irvington " 
 
 Irvington Neb. 
 
 Irwin Iowa 
 
 Irwin Neb. 
 
 Ishpemlng Mich. 
 
 Ivanhoe Minn. 
 
 Ives Wis. 
 
 Jackson Wis. 
 
 Janesville Minn. 
 
 Janesville Wis. 
 
 Jefferson Iowa 
 
 Jefferson Wis. 
 
 Jefferson Junction " 
 
 Jeffris " 
 
 Jeffrlg Junction " 
 
 Jewell Junction Iowa 
 
 Johnson's Creek Wis. 
 
 Johnstown Neb. 
 
 Joice Iowa 
 
 Jordan " 
 
 Judson Minn. 
 
 Juneau Wis. 
 
 Kampeska S. Dak. 
 
 Kamrar Iowa 
 
 Kasota Minn. 
 
 Kasson " 
 
 Kaukauna Wis. 
 
 Keeline Wyo. 
 
 Kelley Iowa 
 
 Kellner Wis. 
 
 Kelley " 
 
 Kempster ' 
 
 Kendalls " 
 
 Kenilworth HI. 
 
 Kennard Neb. 
 
158 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 Kenosha Wis. 
 
 Kesley Iowa 
 
 Kew Mich. 
 
 Kewaskum Wis. 
 
 Kiester Minn. 
 
 Kimball Wis. 
 
 Kimberly " 
 
 King Mieli. 
 
 Kingsley Iowa 
 
 Kingston 111. 
 
 Kirkman Iowa 
 
 Kirkwood Wis. 
 
 Kiron Iowa 
 
 Kleveuville 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 Iowa 
 
 Lake Elizabeth Wis. 
 
 Lake Forest 111. 
 
 Lake Geneva Wis. 
 
 Lake Mills " 
 
 Lake Mills Iowa 
 
 Lake Preston S. Dak. 
 
 Lake Shore Jet Wis. 
 
 Lakeside 111. 
 
 Lake View Iowa 
 
 Lambertou Minn. 
 
 Lakewood Wis. 
 
 Lakonta Iowa 
 
 La 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 Iowa 
 
 La Valle Wis. 
 
 Lawn Hill Iowa 
 
 Lawrence 111. 
 
 Lawton Iowa 
 
 Layton Ave. (Mllw'kee) .Wis. 
 
 Layton Park " 
 
 Lead S. Dak. 
 
 Leaper Mich. 
 
 Lebanon S. Dak. 
 
 Ledyard Iowa 
 
 Le Grand " 
 
 Leigh Neb. 
 
 Lena Minn. 
 
 Lenox Wis. 
 
 Leslie " 
 
 Lewiston Minn. 
 
 Leyden Wis. 
 
 Liberty Wis. 
 
 Lime Minn. 
 
 Lime Kilns Wis. 
 
 Lime Stone 111. 
 
 Linnberg Iowa 
 
 Lincoln Neb. 
 
 Lindsay " 
 
 Lindwerm Wis. 
 
 Linn Grove Iowa 
 
 Linwood Neb. 
 
 Lisbon Iowa 
 
 Little Chute Wis. 
 
 Little Lake Mich. 
 
 Little Rapids Wis. 
 
 Little Suamico Wis. 
 
 Livingston " 
 
 Lodi " 
 
 Logan Iowa 
 
 Lohrvllle " 
 
 Lombard 111. 
 
 London Wis. 
 
 Lone Bock Iowa 
 
 Long Lake Wis. 
 
 Long Pine Neb. 
 
 Long Point Iowa 
 
 Loop Line Jet Mich. 
 
 Loretto Neb. 
 
 Loretto Mich. 
 
 Lost Spring Wyo. 
 
 Lovelaud Iowa 
 
 Lowden " 
 
 Low Moor " 
 
 Lucan Minn. 
 
 Ludden N. Dak. 
 
 Lusk Wyo. 
 
 Luverne Iowa 
 
 Luzerne Iowa 
 
 Lynch Neb. 
 
 Lyndhurst Wis. 
 
 Lyons Iowa 
 
 Lytles Wis. 
 
 Madison Wis. 
 
 Magnolia " 
 
 Main Street (Evanston) .III. 
 
 Malcolm " 
 
 Malone Iowa 
 
 Malone Wis. 
 
 Malta 111. 
 
 Malvern Wis. 
 
 Manchester S. Dak. 
 
 Manitowlsh Wis. 
 
 Manitowoc *' 
 
 Manitowoc Jet Wis. 
 
 Mankato Minn. 
 
 Mankato Junction " 
 
 Manlius 111. 
 
 Manning Iowa 
 
 Mansfield S. Dak. 
 
 Mantorvllle Minn. 
 
 Manville Wyo. 
 
 Manyaska Minn. 
 
 Maple Park 111. 
 
 Maple Ridge Mich. 
 
 Maple River Junction .. Iowa 
 
 Mapleton " 
 
 Maplewood 111. 
 
 Maquoketa " 
 
 Marathon " 
 
 Marathon City Wis. 
 
 Marengo 111. 
 
 Marenisco Mich. 
 
 Maribel Wis. 
 
 Marinette Wis. 
 
 Marion " 
 
 Marna Mich. 
 
 Marshall Minn. 
 
 Marshall Jet Minn. 
 
 Marshalltown Iowa 
 
 Marshfleld Wis. 
 
 Marshland " 
 
 Martland Neb. 
 
 Mason City Iowa 
 
 Mastodon Mich. 
 
 Maurice Iowa 
 
 Mayfair 111. 
 
 Maywood " 
 
 McFarlands Mich. 
 
 McHenry m. 
 
 McMillan Wis. 
 
 McNaughton " 
 
 Meadow Grove Neb. 
 
 Mechanicsville Iowa 
 
 Medary 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. 
 
 Milf ord 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 Iowa 
 
 Modale " 
 
 Moingona " 
 
 Mondamin " 
 
 Moneta Wyo. 
 
 Monico Junction Wis. 
 
 Monmouth Iowa 
 
 Monowi Neb. 
 
 Monroe S. Dak. 
 
 Montfort Wis. 
 
 Montour Iowa 
 
 Moorehead " 
 
 Morgan Minn. 
 
 Moritz S. Dak. 
 
 Morrison Ill- 
 
 Morse 
 
 Morse Bluff Neb. 
 
 Mosel Wis. 
 
 Mosling " 
 
 Mount Horeb " 
 
 Mount Prospect " 
 
 Mount Vernon Iowa 
 
 Mountain Wis. 
 
 Moville Iowa 
 
 Mumfords Mich. 
 
 Montfort Jet Wis. 
 
 Montrose Jet Wis. 
 
 Montrose Siding Wis. 
 
 Nachusa Hi- 
 
 Nadeau Mich. 
 
 Narenta " 
 
 Nashville Iowa 
 
 Natrona Wyo. 
 
 Necedah Wis. 
 
 Necedah Junction " 
 
 Nekoosa '* 
 
 Nekoosa Junction " 
 
 Neenah " 
 
 Negaunee Mich. 
 
 Neligh Neb. 
 
 Nelson 111. 
 
 Nenzel Neb. 
 
 Neshkoro Wis. 
 
 Nevada Iowa 
 
 Nevada Gulch Wyo. 
 
 Newald Wis. 
 
 Newhold Wis. 
 
 New London " 
 
 New London Junction. . " 
 Newman's Grove Neb. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 159 
 
 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 Iowa 
 
 Norway 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 Iowa 
 
 Odin Minn. 
 
 Oelrichs S. Dak. 
 
 Ogden Iowa 
 
 Okee Wis. 
 
 Omaha Neb. 
 
 Omaha Heights " 
 
 Onalaska Wis. 
 
 Onawa Iowa 
 
 O'Neill Neb. 
 
 Onslow Iowa 
 
 Ontario '• 
 
 Oostburg Wis 
 
 Oral S. Dak. 
 
 Oralabor Iowa 
 
 Orange City " 
 
 Ordway g. Dak. 
 
 Ore Dock Junction Wis. 
 
 Oregon " 
 
 Orin Junction Wyo 
 
 Oro Mich. 
 
 Oronoco Minn. 
 
 Orson Iowa 
 
 Osborne Wis. 
 
 Oshawa Minn. 
 
 Oshkosh Wis. 
 
 Osier Mich. 
 
 Otis Iowa 
 
 Owauka S. Dak. 
 
 Owasa •' 
 
 Owatonna Minn. 
 
 Palatine 111. 
 
 Panola Mich. 
 
 Parker S. Dak. 
 
 Parkersburg Iowa 
 
 Park Ridge 111. 
 
 Parrlsh Wis. 
 
 Parrlsh Jet Wis. 
 
 Partridge Mich. 
 
 Patrick Siding Neb. 
 
 Paulding " 
 
 Paullina Iowa 
 
 Pecatonlca 111. 
 
 Peebles Wis. 
 
 Pelican " 
 
 Pence " 
 
 Pensaukee " 
 
 Pentoga Mich. 
 
 Peoria 111. 
 
 Perkins Mich. 
 
 PerrouTille " 
 
 Peshtigo Wis. 
 
 Petersburg Neb. 
 
 Peterson Iowa 
 
 Peterson Ave. 
 
 (Rose Hill)... 111. 
 
 PetersvlUe " 
 
 Peterson's Mich. 
 
 Philip S. Dak. 
 
 Piedmont S. Dak. 
 
 Pierce Neb. 
 
 Pierre S. Dak. 
 
 Plerson Iowa 
 
 Pilger Neb. 
 
 Pine Creek Wis. 
 
 Pine Grove " 
 
 Pine Island Minn. 
 
 Pine Ridge Mich. 
 
 Pisgah Iowa 
 
 Plains Mich. 
 
 Plalnview Minn. 
 
 Plainvlew Neb. 
 
 Planks Minn. 
 
 Plattevllle Wis. 
 
 Platte River Neb. 
 
 Pleasant Prairie Wis. 
 
 Plum Creek Iowa 
 
 Plymouth Wis. 
 
 Polk City Iowa 
 
 Poplar 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 Iowa 
 
 Preston Wis. 
 
 Princeton " 
 
 Proviso 111. 
 
 Pulaski Wis. 
 
 Quinn S. Dak. 
 
 Quarry Iowa 
 
 Quinnesec Mich. 
 
 Racine Wis. 
 
 Racine Junction " 
 
 RadclifEe Iowa 
 
 Radford Mich. 
 
 Radnor 111. 
 
 Ralston Iowa 
 
 Ramsey Mich. 
 
 Randall Iowa 
 
 Rapid 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 Iowa 
 
 Republic Mich. 
 
 Revere Minn. 
 
 Rewey Wis. 
 
 Rhinelander " 
 
 Rhodes " 
 
 Rib Palls " 
 
 Rib Falls Jet " 
 
 Rib River " 
 
 Richards Wyo. 
 
 Richmond 111. 
 
 Rlclietts Iowa 
 
 Rldgefleld Wis. 
 
 Ridgeland 111. 
 
 Ridgeway Wis. 
 
 Ridott 111. 
 
 Riley's Wis. 
 
 Ringle " 
 
 Ringwood 111. 
 
 Ringsted Iowa 
 
 Ripon Wis. 
 
 Ripon Jet Wis. 
 
 River Forest 111. 
 
 River Jet 111. 
 
 River Siding Mich. 
 
 River Sioux Iowa 
 
 Riverton 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 Iowa 
 
 RoUo 111. 
 
 Roscoe " 
 
 Rose Hill " 
 
 Rosendale Wis. 
 
 Eosholt " 
 
 Ross Iowa 
 
 Rosseau S. Dak. 
 
 Ross Minn. 
 
 Roth's Spur Wis. 
 
 Round Grove IlL 
 
 Rowena Minn. 
 
 Roxby Neb. 
 
 Rubens Iowa 
 
 Ruby Basin S. Dak. 
 
 Rudolph " 
 
 Rummeles Wis. 
 
 Rushville Neb. 
 
 Rutland Iowa 
 
 Sac City Iowa 
 
 Sac Junction Iowa 
 
 St. 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 Iowa 
 
 Sanborn Minn. 
 
 Sandhurst Mich. 
 
 Sand Pit Iowa 
 
 Sand Rock Wis. 
 
 Sands Mich. 
 
 Secora Iowa 
 
 Sargent's Blufts " 
 
 Satuit Wis. 
 
160 
 
 HISTOKT OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 Saunders Mich. 
 
 Sawyer Neb. 
 
 Saxon Wis. 
 
 Saylor Iowa 
 
 Schaller " 
 
 Schleswlg " 
 
 Scott Wis. 
 
 Scrantou Iowa 
 
 Scarville " 
 
 Scribner Neb. 
 
 Scribner Jet Neb. 
 
 Seaforth Minn. 
 
 SeatonvlUe 111. 
 
 Secora Iowa 
 
 Seneca 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 Iowa 
 
 Shenningtou Wis. 
 
 Shepley " 
 
 Sherry Jet " 
 
 Shickley Neb. 
 
 Shopiere Wis. 
 
 Shoshoni Wyo. 
 
 Siemens Mich. 
 
 Silica Wis. 
 
 Silver Springs " 
 
 Sioux City Iowa 
 
 Sioux Rapids " 
 
 Sioux Valley Jet S. Dak 
 
 Slater Iowa 
 
 Sleepy Eye Minn. 
 
 Sloan Iowa 
 
 Smith's Mill Minn. 
 
 Smithwick S. Dak. 
 
 Snells Wis. 
 
 Snyder Neb. 
 
 Soldier Iowa 
 
 Soudan 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 Mich 
 
 Stambaugh " 
 
 Stanhope Iowa 
 
 Stanton Neh. 
 
 Stanwood Iowa 
 
 Stark " 
 
 State Centre " 
 
 State Hospital Wis. 
 
 State Line " 
 
 State Line Iowa 
 
 Stephenson Mich. 
 
 Sterling 111. 
 
 Stiles Junction Wis. 
 
 Stitzer " 
 
 Stockhara Neb. 
 
 Stockton Minn. 
 
 Story Iowa 
 
 Stout " 
 
 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 Iowa 
 
 South 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 Iowa 
 
 Swanzy Mich. 
 
 Swedenburg Neb. 
 
 Sycamore 111. 
 
 Syene Wis. 
 
 Talbot Mich. 
 
 Tama Iowa 
 
 Tamarack Mich. 
 
 Taunton Minn. 
 
 Taylors Mich. 
 
 Terra Cotta 111. 
 
 Terry S. Dak. 
 
 Tesh Mich. 
 
 Teton S. Dak. 
 
 Thatcher Neb. 
 
 Thayer " 
 
 Thayer Mich. 
 
 Thor Iowa 
 
 Thornton Wis. 
 
 Thrall " 
 
 Three Lakes Wis. 
 
 Tigerton " 
 
 Tilden Neb. 
 
 Tilford S. Dak. 
 
 Tilton Iowa 
 
 Tioga " 
 
 Tipton " 
 
 Toledo " 
 
 Tomahawk Lake Wis. 
 
 Town Line " 
 
 Townsend " 
 
 Tracy Minn. 
 
 Traer Iowa 
 
 Traverse Minn. 
 
 Trempealeau Wis. 
 
 Triumph m. 
 
 Triumph Minn. 
 
 Trombly Mich. 
 
 Troy Grove lU. 
 
 Turin Iowa 
 
 Turton S. Dak. 
 
 Twin Lakes Wis. 
 
 Two Rivers " 
 
 Two Rivers Jet " 
 
 Tyler Minn. 
 
 Ulao Wis. 
 
 Underhlll " 
 
 Underwood S. Dak. 
 
 Union m 
 
 Union Center ^. . .Wis. 
 
 Union Grove 111. 
 
 Union Pacific Trans Iowa 
 
 Union Stock Yards 111. 
 
 Unityville S. Dak. 
 
 Upton 111. 
 
 Urban S. Dak. 
 
 Ute Iowa 
 
 Utica Minn. 
 
 Vail Iowa 
 
 Valentine 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 Iowa 
 
 Wales Wis. 
 
 Wall S. Dak. 
 
 Wallace Mich. 
 
 Wall Lake Iowa 
 
 Walnut Grove Minn. 
 
 Waltman Wyo. 
 
 Wanda " 
 
 Waseca " 
 
 Washington Neb. 
 
 Wasta S. Dak. 
 
 Watch Factory, Elgin. . . .111. 
 
 Waterman Siding Iowa 
 
 Watersmeet Mich. 
 
 Watertown S. Dak. 
 
 Watertown Wis. 
 
 Watkins Iowa 
 
 Waucedah Mich. 
 
 Waukegan 111. 
 
 Waukesha Wis. 
 
 Waunakee " 
 
 Wausau " 
 
 Wausau Jet Wis. 
 
 Wautoma " 
 
 Wayhurn Minn. 
 
 Wayne 111. 
 
 Wayside Neb. 
 
 Weber 111. 
 
 Webster City Iowa 
 
 Weedens 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. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 161 
 
 West Greenville Wis. 
 
 West Lawn Neb. 
 
 West Point Neb. 
 
 West Rapids Iowa 
 
 West Rosendale Wis. 
 
 West Salem Wis. 
 
 West Side Iowa 
 
 West Side Mo. River. . .Neb. 
 Western Ave. (Chicago) . .111. 
 
 What Cheer " 
 
 Wheatland " 
 
 Wheaton 111. 
 
 Wheelerwood Iowa 
 
 Whitcomb Wis. 
 
 White Fish Bay " 
 
 Whitelaw Wis. 
 
 Whltewood S. Dak. 
 
 Whiting Iowa 
 
 Whitney Mich. 
 
 Whitney Neb. 
 
 Whitsou Junction Wis. 
 
 Whitten Iowa 
 
 Wilcox Wis. 
 
 Wild Rose " 
 
 Willard " 
 
 Williams Bay " 
 
 Wilmette 111. 
 
 Wilson Mich. 
 
 Wilton Wis. 
 
 Winchester Wis. 
 
 Winde Mich. 
 
 Winfield Iowa 
 
 Winnebago 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 Iowa 
 
 Woodhull Wis. 
 
 Wood Lake Neb. 
 
 Woodman Wis. 
 
 Woodruff " 
 
 Wood St. (Chicago) 111. 
 
 Woodstock 111. 
 
 Woodworth Wis. 
 
 Woolstock Iowa 
 
 Wright " 
 
 Wrightstown Wis. 
 
 Wyeville Wis. 
 
 Yankton S. Dak. 
 
 York Neb. 
 
 Zachow Wis. 
 
 Zaneta Iowa 
 
 Zell S. Dak. 
 
 Ziou City 111. 
 
 Zumbrota Minn. 
 
 CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA RAILWAY 
 ALPHABETICAL LIST OF STATIONS 
 
 Adrian Minn. 
 
 Allouez Wis. 
 
 Alton Iowa 
 
 Altoona Wis. 
 
 Amboy Minn. 
 
 Angus Wis. 
 
 Anson " 
 
 Arnold " 
 
 Ash Creek Minn. 
 
 Ashland (Freight) Wis. 
 
 Ashland Junction " 
 
 Ashland (U. D) " 
 
 Ashton Iowa 
 
 Atwood 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 Iowa 
 
 Carroll 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. 
 
 Crof ton 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 Iowa 
 
 Doran 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 Iowa 
 
 Gillett Spur Wii 
 
 Glover 
 
 Gordon 
 
 Grandvlew 
 
 Granton 
 
 Gravel Pit 
 
 Grogan 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 Wis 
 
 Hawthorne " 
 
 Hayward " 
 
 Hazel Park Yard Minn. 
 
 Hemlock Wis. 
 
 Henderson Minn. 
 
 Herman Neb. 
 
 Heron Lake Minn. 
 
 Hersey Wis. 
 
 Hines " 
 
 Hinton Iowa 
 
 Holcombe Wis. 
 
 Hoskins Neb. 
 
 Hospers Iowa 
 
 Houghton 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 Iowa 
 
 Jeffers 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 Iowa 
 
 Lampson Wis. 
 
 Larson Spur " 
 
 Laurel Neb. 
 
 Le Mar (Freight) Iowa 
 
 Le 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 Iowa 
 
 MerrlUan Wis 
 
 Midvale 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 Iowa 
 
 River Falls Wis. 
 
 Riverside S. Dak. 
 
 Roberts Wis. 
 
 Eockmont " 
 
 Rock Rapids Iowa 
 
 Rodell Wis. 
 
 Rushmore Minn 
 
 Rusk Wis. 
 
 Rustone Spur " 
 
 St. Croix Spur Wis. 
 
 St. James Minn 
 
 St. 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 Iowa 
 
 Severance Wis. 
 
 Shakopee Minn. 
 
 Shaw Spur Wis. 
 
 Sheldon (Freight) Iowa 
 
 Sheldon (Ticket) " 
 
 Shell Lake Wis. 
 
 Sheppard " 
 
 Sholes Neb. 
 
 Sibley Iowa 
 
 Sioux Wis. 
 
 Sioux City (City) Iowa 
 
 Sioux 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 Iowa 
 
 Stone 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. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 163 
 
 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 passenger 
 fares have been made over the entire road. 
 
 •9 5S 
 
 Distance 
 
 from 
 Chicago 
 
 Between Chicago and 
 
 
 2 EH 
 
 0) • 
 
 as 
 
 ■§1 
 
 Si 
 
 A 
 
 3.0 
 
 3.4 
 
 5.3 
 
 5.4 
 
 5.8 
 
 6.2 
 
 6.6 
 
 7.1 
 
 7.6 
 
 7.8 
 
 9.1 
 
 9.4 
 
 10.2 
 
 10.4 
 
 10.8 
 
 11.0 
 
 11.8 
 
 12.0 
 
 13.1 
 
 13.3 
 
 14.0 
 
 14.3 
 
 16.5 
 
 16.8 
 
 17.5 
 
 17.8 
 
 18.9 
 
 19.2 
 
 21.3 
 
 21.6 
 
 22.9 
 
 23.2 
 
 24.2 
 
 24.5 
 
 28.0 
 
 28.3 
 
 30.0 
 
 30.2 
 
 35.6 
 
 35.9 
 
 39.9 
 
 39.9 
 
 51.4 
 
 51.6 
 
 61.7 
 
 61.9 
 
 85.0 
 
 S5.0 
 
 
 $ .10 
 .06 
 .16 
 .10 
 .18 
 .12 
 .20 
 .14 
 .23 
 .16 
 .28 
 .18 
 .31 
 .20 
 .33 
 .22 
 .36 
 .24 
 .40 
 .26 
 .42 
 .28 
 .50 
 .34 
 .53 
 .36 
 .57 
 .38 
 .64 
 .44 
 .69 
 .46 
 .73 
 .50 
 .84 
 .56 
 .90 
 .60 
 1.07 
 .72 
 1.20 
 .80 
 1.60 
 1.03 
 1.95 
 1.24 
 2.75 
 1.70 
 
 $ .80 
 .60 
 1.40 
 1.00 
 1.55 
 1.00 
 1.80 
 1.00 
 2.00 
 1.10 
 2.40 
 1.35 
 2.70 
 1.50 
 2.85 
 1.60 
 3.15 
 1.70 
 3.50 
 1.90 
 3.70 
 2.00 
 4.40 
 2.20 
 4.65 
 2.40 
 5.00 
 2.60 
 5.65 
 2.90 
 6.05 
 3.10 
 6.40 
 3.20 
 7.40 
 3.80 
 8.00 
 4.30 
 0.45 
 5.50 
 
 10.60 
 6.50 
 
 13.65 
 9.20 
 
 16.35 
 
 ■■■i;25' 
 ■■■i;75" 
 
 ■"iiso" 
 "'2!66' 
 
 '■■2!25' 
 
 ■■"2:75' 
 ■■'siio' 
 
 ■■■3!25' 
 
 '"3.95 
 
 "'4.'26' 
 "'i'.65' 
 
 "'s'.oo' 
 ■■'siso' 
 "'e.bb' 
 "'eiso' 
 
 ""s'.bo 
 '"b'.bo 
 "iiiso" 
 "isiso" 
 ■■19:25' 
 
 $ 1.80 
 
 ■■■3;26^ 
 
 "'h'.hb' 
 
 '"i'.bo 
 
 '"i'.bo 
 
 "■Sleio^ 
 
 ■"'eiio' 
 
 "'b'.hb' 
 
 "'T'.ib' 
 
 "'i'.bb' 
 
 ■■'slio' 
 
 "'b'.bb' 
 
 ■'ioiso' 
 
 "ii'.ib' 
 
 "ii'.ho 
 
 "ih'.sb' 
 
 ■■i4:66^ 
 
 "ieiso^ 
 
 "is.'io' 
 
 ■■2i;46' 
 
 ■■24!66" 
 
 "zb'.bb' 
 
 "sV.bo 
 37.00 
 
 51.00 
 51.00 
 
 $ 2.60 
 3 00 
 
 B 
 
 Deering 
 
 A 
 
 Cuyler 
 
 3 60 
 
 B 
 
 
 3 60 
 
 A 
 
 
 3 75 
 
 B 
 
 Ravenswood 
 
 3 65 
 
 A 
 
 Summerdale 
 
 4 10 
 
 B 
 
 
 4 00 
 
 A 
 
 Rosehill 
 
 4 65 
 
 B 
 
 Hosehill 
 
 4 50 
 
 A 
 
 Rogers Park 
 
 5 25 
 
 B 
 
 
 5 00 
 
 A 
 
 
 5 85 
 
 B 
 
 Calvary 
 
 5 60 
 
 A 
 B 
 A 
 B 
 A 
 B 
 A 
 
 Evanston (Main St.)... 
 Evanston (Main St.) . . . 
 Evanston (Davis St.) . . . 
 Evanston (Davis St.)... 
 Evanston (Central St.). 
 Evanston (Central St.). 
 Wilmette 
 
 6.20 
 5.90 
 6.35 
 6.00 
 6.45 
 6.10 
 6.60 
 
 B 
 
 Wilmette 
 
 6 25 
 
 A 
 
 Winnetka 
 
 6.70 
 
 B 
 
 Winnetka 
 
 6.35 
 
 A 
 B 
 
 A 
 
 Hubbard Woods 
 
 Hubbard Woods 
 
 Glencoe 
 
 6.85 
 6.50 
 7.00 
 
 B 
 
 Glencoe 
 
 6.65 
 
 A 
 
 Ravinia 
 
 7.30 
 
 B 
 
 
 6.90 
 
 A 
 
 Highland Park 
 
 7.45 
 
 B 
 
 Highland Park 
 
 7.10 
 
 A 
 
 Highwood 
 
 7.85 
 
 B 
 
 
 7.50 
 
 A 
 
 Lake Forest 
 
 8.35 
 
 B 
 
 Lake Forest 
 
 8.00 
 
 A 
 
 
 8.75 
 
 B 
 
 Lake Bluff 
 
 8.40 
 
 A 
 
 
 9.70 
 
 B 
 
 Waukegan 
 
 9.70 
 
 A 
 
 
 
 B 
 
 
 10.40 
 
 A 
 
 Kenosha 
 
 
 B 
 
 Kenosha 
 
 13.40 
 
 A 
 
 
 
 B 
 
 Racine 
 
 
 A 
 
 Milwaukee 
 
 
 
 
 B 
 
 Milwaukee 
 
 
 
 
164 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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. We 
 show 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 RAILWAY 
 
 The 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 CMeago 
 
 1849 Harlem 
 
 1852 Elgin 
 
 1853 Eockford 
 
 1853 Belvidere 
 
 1854 Turner June 
 
 1855 Dixon 
 
 1856 Chicago (2d track). 
 
 1862 Kenosha 
 
 1864 Eseanaba 
 
 1870 Winona June 
 
 1860 Beloit 
 
 1864 Magnolia 
 
 1854 Chicago 
 
 1854 Minnesota June .... 
 
 1855 Cary 
 
 1859 Janesville 
 
 1859 Fond du Lac 
 
 1861 Oshkosh 
 
 1862 Appleton 
 
 1879 Ext. to Appleton 
 
 1871 Ft. Howard 
 
 1872 Marinette 
 
 1870 Negaunee 
 
 .... Branches to , 
 
 1872 Chicago 
 
 1872 Geneva 
 
 1864 So. Branch June. . . . 
 
 1873 Madison 
 
 1883 Batavia 
 
 1886 Winona June 
 
 1857 Clinton 
 
 1858 Wheatland 
 
 1859 Lisbon 
 
 1860 East end of Bridge 
 
 1865 West end of Bridge . 
 
 1861 Cedar Eapids 
 
 1862 Chelsea 
 
 1864 Marshall 
 
 1865 Nevada 
 
 Harlem. 
 
 Elgin 
 
 Koekf ord 
 
 Freeport 
 
 Beloit 
 
 Dixon 
 
 Fulton 
 
 Turner Junction 
 
 Eockford 
 
 Negaunee 
 
 Winona 
 
 Magnolia 
 
 Madison 
 
 Gary 
 
 Fond du Lac. . . 
 
 Janesville 
 
 Minnesota June 
 
 Oshkosh 
 
 Appleton 
 
 Ft. Howard. . . . 
 Water Power. . . 
 
 Marinette 
 
 Eseanaba 
 
 Lake Angeline. . 
 
 Mines 
 
 Montrose 
 
 Batavia 
 
 Chicago Eiver. . 
 Winona June. . . 
 
 Aurora 
 
 La Crosse 
 
 Wheatland 
 
 Lisbon 
 
 Cedar Eapids. .. 
 over Miss. Eiver 
 over Miss. Eiver 
 
 Chelsea 
 
 Marshall 
 
 Nevada 
 
 Boone 
 
 10.00 
 
 33.00 
 
 50.00 
 
 28.00 
 
 20.10 
 
 68.00 
 
 39.00 
 
 30.00 
 
 72.10 
 
 62.00 
 
 29.00 
 
 17.00 
 
 31.80 
 
 38.50 
 
 29.00 
 
 52.30 
 
 57.00 
 
 17.00 
 
 20.00 
 
 28.40 
 
 3.63 
 
 49.45 
 
 64.65 
 
 4.58 
 
 42.27 
 
 5.20 
 
 3.20 
 
 4.50 
 
 129.10 
 
 6.20 
 
 3.96 
 
 44.00 
 
 20.00 
 
 17.30 
 
 1.10 
 
 41.00 
 29.00 
 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. 
 

 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 165 
 
 
 1 
 
 TERMINI 
 
 MILES 
 
 BUILT BY 
 
 
 e 
 v 
 
 s 
 
 FROM 
 
 TO 
 
 
 1867 
 1870 
 1877 
 1879 
 1883 
 1874 
 1878 
 1855 
 1855 
 1873 
 1859 
 1860 
 1868 
 1871 
 1874 
 1877 
 1878 
 1879 
 1880 
 1881 
 1882 
 1854 
 1871 
 1871 
 1877 
 1880 
 1882 
 1882 
 
 1880 
 1882 
 1882 
 1883 
 1880 
 1886 
 1872 
 1871 
 1881 
 1882 
 1884 
 1886 
 1887 
 1887 
 1874 
 1880 
 1880 
 1881 
 1882 
 1882 
 1881 
 1882 
 1881 
 1882 
 1886 
 1859 
 1885 
 1864 
 
 Boone 
 
 Clinton 
 
 Maple Eiver June . . . 
 
 Wall Lake 
 
 Sac City 
 
 Des Moines , 
 
 Ames 
 
 Chicago 
 
 Wis. State Line 
 
 Milwaukee 
 
 Sheboygan 
 
 Plymouth 
 
 Glenbeulah 
 
 FondduLae 
 
 Galena 
 
 Phillip's Corners. . . . 
 
 Woodman 
 
 DanclifE June 
 
 Montf ort 
 
 Madison 
 
 Milwaukee 
 
 Elgin 
 
 Genoa 
 
 Geneva 
 
 Powers 
 
 Quinnesee 
 
 Florence 
 
 Iron Biver June 
 
 Branches to Mines . . . 
 
 State Line 
 
 Narenta 
 
 Branches to Mines. . 
 
 Trempealeau 
 
 Janesville 
 
 Janesville 
 
 Stanwood 
 
 Lyons 
 
 Carroll 
 
 Manning , 
 
 BeUePlaine 
 
 Mapleton 
 
 Kingsley 
 
 Cut-off Cedar Eapids 
 
 Boone 
 
 Tama 
 
 Toledo 
 
 Webster City 
 
 Eagle Grove 
 
 Jewell June 
 
 Eagle Grove 
 
 Willow Glen 
 
 Jewell June 
 
 Stratford 
 
 Lake City 
 
 Cortland 
 
 Belvidere 
 
 Winona 
 
 Missouri Eiver. . . 
 
 Lyons 
 
 Mapleton 
 
 Sac City 
 
 Kingsley 
 
 Ames 
 
 Callanan 
 
 Wis. State Line.. 
 
 Milwaukee 
 
 Fond du Lac 
 
 Plymouth 
 
 Glenbeulah 
 
 Fond du Lac . . . . 
 
 Princeton 
 
 Plattevnie , 
 
 Conley , 
 
 Lancaster 
 
 Montf ort , 
 
 Conley 
 
 Montf ort 
 
 Madison , 
 
 Genoa 
 
 Lake Geneva.... 
 
 St. Charles , 
 
 Quinnesee , 
 
 State Line 
 
 Crystal Falls . . . , 
 Stambaugh 
 
 Florence . . . . 
 Metropolitan , 
 
 Galesville . . . . 
 
 Af ton 
 
 Evansville . . . 
 
 Tipton 
 
 Anamosa . . . . 
 Earkman . . . . 
 Audubon . . . . 
 Muchakinock 
 
 Onawa 
 
 Moville . . . • . 
 
 Coal Blanks 
 
 Toledo 
 
 Webster City 
 
 Eagle Grove 
 
 Elmore 
 
 Des M. & M. Con. 
 
 Willow Glen 
 
 Hawarden 
 
 Stratford 
 
 Lake City 
 
 Wall Lake June. . 
 
 Sycamore 
 
 Spring Valley . . . , 
 Rochester 
 
 149.60 
 
 2.60 
 
 60.15 
 
 12.76 
 
 58.11 
 
 37.00 
 
 20.34 
 
 44.60 
 
 40.40 
 
 62.63 
 
 13.90 
 
 5.70 
 
 23.40 
 
 35.40 
 
 31.50 
 
 8.50 
 
 31.38 
 
 13.50 
 
 8.00 
 
 60.84 
 
 80.04 
 
 36.34 
 
 8.70 
 
 2.40 
 
 24.71 
 
 6.37 
 
 16.69 
 
 19.50 
 
 36.13 
 
 11.00 
 
 34.86 
 
 8.44 
 
 6.71 
 
 6.10 
 
 15.68 
 
 8.50 
 
 70.9 
 
 34.81 
 
 17.00 
 
 60.36 
 
 20.70 
 
 9.00 
 
 5.96 
 
 3.25 
 
 3.00 
 
 80.39 
 
 14.76 
 
 66.41 
 
 1.75 
 
 29.81 
 
 115.39 
 
 15.03 
 
 43.27 
 
 15.38 
 
 4.64 
 
 75.78 
 
 49.50 
 
 Cedar Rapids & Mo. River R. R. 
 
 tc 
 
 Maple Kiver E. E. Co. 
 It 
 
 Des M. & Minneapolis E. E. Co. 
 {I 
 
 Chicago & Milwaukee E. E. Co. 
 Green Bay, Mil. & Chi. E. E. Co. 
 North- Western Union Ey. Co. 
 Sheboygan & Miss. E. E. Co. 
 
 Sheboygan & Fond du Lac E. E. 
 it 
 
 Galena & So. Wisconsin E. E. Co. 
 It 
 
 Chicago & Tomah E. E. Co. 
 
 Milwaukee & Madison Ey. Co. 
 Fox Eiver Valley E. K. Co. 
 State Line & Union E. E. Co. 
 St. Charles E. E. Co. 
 Menominee Eiver E. E. Co. 
 tt 
 
 Menominee Eiver E. E. Co. 
 
 Menominee Ey. Co. 
 
 Escanaba & Lake Sup. Ey. Co. 
 
 1 1 
 
 Galesville & Miss. E. Ey. Co. 
 
 Eock Eiver Ey. Co. 
 
 Janesville & Evansville Ey. Co. 
 
 Stanwood & Tipton Ey. 
 
 Iowa Midland Ey. Co. 
 
 Iowa South- West Ey. Co. 
 tt 
 
 Ott., Cedar Falls & St. P. Ey. Co. 
 Maple VaUey Ey. Co. 
 Sioux Valley Ey. Co. 
 Linn County Ey. Co. 
 Iowa Ey. Coal & Mfg. Co. 
 Toledo & North- Western Ey. 
 
 Sycamore & Cortland E. E. Co. 
 Northern Illinois Ey. Co. 
 Winona & St. Peter E. E. Co. 
 
166 
 
 HISTORY OP THE CHICAGO & NORTH-WESTBEN RAILWAY SYSTEM 
 
 
 
 TERMINI 
 
 MILES 
 
 BUILT BY 
 
 s 
 
 FROM 
 
 TO 
 
 1867 
 1870 
 1871 
 
 1872 
 1873 
 1870 
 1878 
 1878 
 1878 
 1878 
 1879 
 1879 
 1880 
 1881 
 1882 
 1882 
 1883 
 1883 
 1885 
 1886 
 1886 
 1886 
 1887 
 1887 
 1900 
 1900 
 1887 
 1888 
 1888 
 1888 
 1888 
 1889 
 1891 
 1872 
 1873 
 1871 
 1872 
 1874 
 
 Eochester 
 
 Waseca 
 
 JanesTiUe 
 
 St. Peter 
 
 New Ulm 
 
 Mankato June 
 
 Sleepy Eye 
 
 Eochester 
 
 Eyota 
 
 Eyota 
 
 Tracy 
 
 Dakota Line 
 
 Volga 
 
 Ordway June 
 
 Ordway , 
 
 Watertown 
 
 Castlewood June. . . 
 
 Iroquois 
 
 Ceuterville 
 
 Columbia 
 
 Eedfield 
 
 Doland 
 
 Faulkton 
 
 Verdon 
 
 Mankato 
 
 Tyler 
 
 Iron Eiver 
 
 Near Ishpeming. . . . 
 
 Clowry 
 
 Wabic 
 
 Lake Geneva 
 
 Montrose 
 
 Crystal Tails 
 
 L. S. June 
 
 Sheboygan 
 
 Manitowoc 
 
 Brillion 
 
 1 mile E.of Appleton 
 
 1876|Appleton. 
 
 1878 
 1879 
 1880 
 1880 
 1881 
 1882 
 1883 
 1883 
 1884 
 1885 
 1874 
 1879 
 1880 
 1880 
 1892 
 1882 
 1888 
 1889 
 
 New London 
 
 Clintonville 
 
 Tigerton 
 
 Eland June 
 
 Aniwa 
 
 Summit Lake 
 
 Three Lakes 
 
 Michigan State Line. 
 
 Gogebic 
 
 L. Montreal Eiver . . 
 
 Manitowoc 
 
 Hortouville 
 
 Lee 
 
 Eland June 
 
 Wausau 
 
 Monico 
 
 Ehinelander 
 
 Lake Flambeau 
 
 Waseca 
 
 Janesville 
 
 St. Peter 
 
 New Ulm 
 
 Watertown 
 
 Mankato 
 
 Eedwood Falls. . . . 
 
 Zumbrota 
 
 Plainview 
 
 Chatfield 
 
 Dakota Line 
 
 Volga 
 
 Pierre 
 
 Ordway 
 
 Columbia 
 
 Eedfield 
 
 Watertown 
 
 Hawarden 
 
 Yankton 
 
 Oakes 
 
 Faulkton 
 
 Verdon 
 
 Gettysburg 
 
 Groton 
 
 New Ulm 
 
 Astoria 
 
 Watersmeet 
 
 Eepublic 
 
 Michigamme 
 
 Champion 
 
 Williams Bay 
 
 No. Evanston 
 
 Hemlock Mine. ... 
 
 Sheboygan- 
 
 Manitowoc 
 
 Brillion 
 
 1 mile E. of Applt 
 
 Appleton 
 
 New London 
 
 Clintonville 
 
 Tigerton 
 
 Eland June 
 
 Aniwa 
 
 Summit Lake 
 
 Three Lakes 
 
 Michigan State L. 
 
 Gogebic 
 
 L. Montreal Eiver 
 
 Ashland 
 
 Two Elvers 
 
 Lee 
 
 Oshkosh 
 
 Wausau 
 
 Marshfield 
 
 Ehinelander 
 
 Lake Flambeau... 
 Hurley 
 
 55.50 
 11.00 
 23.00 
 30.00 
 153.98 
 3.75 
 24.40 
 24.48 
 15.01 
 11.46 
 46.40 
 24.51 
 184.75 
 87.95 
 5.47 
 71.00 
 43.83 
 125.49 
 28.46 
 38.53 
 32.54 
 24.38 
 42.71 
 14.46 
 25.58 
 32.20 
 35.16 
 21.96 
 10.44 
 1.23 
 6.00 
 7.69 
 15.00 
 48.50 
 25.20 
 21.30 
 20.00 
 1.00 
 19.90 
 16.20 
 1S.60 
 12.40 
 10.30 
 26.42 
 28.80 
 31.00 
 26.10 
 40.79 
 39.62 
 6.35 
 11.40 
 11.70 
 23.87 
 40.00 
 15.70 
 26.80 
 45.61 
 
 Winona & St. Peter E. E. Co. 
 
 Winona, Man. & N. Ulm Ey. Co. 
 Minn. Valley Ey. Co. 
 Eoch. & No. Minn. Ey. Co. 
 Plainview E. E. Co. 
 Chatfield E. E. Co. 
 Chicago & Dakota Ey. Co. 
 Dakota Central Ey. Co. 
 
 Mankato & New Ulm Ey. Co. 
 Minnesota & South Dakota E. 
 Iron Eiver Ey. Co. 
 Iron Eange Ey. Co. 
 
 Co. 
 
 Lake Geneva & State Line Ey. 
 
 Junction Ey. Co. 
 
 Paint Eiver Ey. Co. 
 
 Mil., Man. & Green Bay Co. 
 
 M. L. S. & W. E. E. Co. 
 
 Appleton & N. I. Ey. Co. 
 
 M. L. S. & W. Eailway Co. 
 II 
 ti 
 ti 
 (< 
 
 M. L. S. & W. Eailroad Co. 
 
 <( 
 << 
 

 HISTORY OP THE 
 
 CHICAGO & NORTH-WESTHKN RAILWAY SYSTEM 
 
 167 
 
 
 3 
 CQ 
 
 TERMINI 
 
 MILES 
 
 BUILT BY 
 
 
 C 
 
 FROM 
 
 TO 
 
 
 1882 
 1883 
 1888 
 1889 
 1887 
 1887 
 
 1891 
 1892 
 
 Antigo 
 
 Bryant 
 
 Pratt June. 
 
 Hurley 
 
 "Watersmeet . 
 
 Bryant 
 
 East B. Switch. 
 Westerly 
 
 Southwesterly 
 Northerly . . . . 
 
 Br'thes to mines ofE 
 Spurs to Mills off. . 
 Northern Jnnc 
 
 1897 Wall Lake , 
 
 1899 Boyer 
 
 1899 Kirkman 
 
 1899 Burt 
 
 1899 Sanborn 
 
 1899 Wabeno 
 
 1899 Blue Earth 
 
 1900 Mason City 
 
 1900 Blue Earth 
 
 1901 Stark 
 
 1901 Princeton , 
 
 1901 Red Granite June. . 
 
 1901 Nekoosa June 
 
 1901 Pelican 
 
 1901 Nelson 
 
 1902 Evan 
 
 1867 Mo. Valley 
 
 1867 California June 
 
 1868 Sloan 
 
 1869 California June. . . 
 
 1901Moville 
 
 1869 Fremont 
 
 1870 /Maple Creek 
 
 1871 West Point 
 
 1879 Wisner 
 
 1880 Oakdale 
 
 1880 Norfolk June 
 
 1881 Plainview 
 
 1881Neligh 
 
 1883 Thatcher 
 
 1882 Long Pine 
 
 1885 Valentine 
 
 1885 Chadron 
 
 1886 Buffalo Gap 
 
 1886 Dakota June 
 
 1886 Fremont 
 
 1886 Scribner 
 
 1887 Lindsay 
 
 1887 Eapid City 
 
 1887 Arlington 
 
 1887 J. Near Irvington. 
 1887PIatt Eiver June.. 
 1887Linwood 
 
 1888 Geneva 
 
 1888 Creighton 
 
 Ashland Div 
 
 Ashland Div 
 
 Wabeno, Wis... . 
 
 Denison 
 
 Mondamin 
 
 Harlan 
 
 Sanborn 
 
 Vesta 
 
 Laona 
 
 Mason City 
 
 Belle Plaine 
 
 Fox Lake 
 
 Buxton , 
 
 Marshfield 
 
 Bed Granite 
 
 Nekoosa , 
 
 Crandon 
 
 Peoria 
 
 Marshall 
 
 California June. . . 
 
 Sloan 
 
 Sioux City 
 
 Fremont 
 
 Sarg Bluffs 
 
 Maple Creek 
 
 West Point 
 
 Wisner 
 
 Oakdale 
 
 Neligh 
 
 Plainview 
 
 Creighton 
 
 Long Pine 
 
 Thatcher 
 
 Valentine 
 
 Chadron 
 
 Buffalo Gap 
 
 Eapid City 
 
 Wyoming State L. 
 
 Lincoln 
 
 Lindsay 
 
 Oakdale 
 
 Whitewood 
 
 Omaha 
 
 Stock Yds., So.Om. 
 D. & M., Hastings. 
 
 Geneva 
 
 Kansas State Line 
 Verdigree 
 
 5.00 
 
 2.27 
 
 13.08 
 
 8.99 
 
 16.91 
 
 10.36 
 
 12.76 
 2.56 
 34.22 
 21.44 
 46.11 
 24.80 
 61.30 
 6.30 
 9L86 
 26.40 
 14.92 
 59.12 
 106.88 
 29.00 
 21.55 
 85.69 
 7.85 
 6.88 
 17.84 
 82.98 
 45.82 
 5.84 
 49.81 
 20.00 
 31.77 
 20.00 
 10.00 
 25.03 
 17.04 
 58.56 
 5.33 
 31.76 
 10.30 
 97.64 
 48.71 
 6.28 
 136.75 
 55.79 
 48.11 
 58.02 
 52.11 
 60.79 
 53.12 
 36.43 
 27.76 
 10.36 
 120.26 
 77.53 
 46.61 
 11.98 
 
 M. L. S. & W. EaUway Co. 
 
 M. L. S. & W. Eailway Co. 
 
 M., L. S. & W. Eailway Co. 
 Wisconsin Northern Ey. Co. 
 Boyer Valley Ey. Co. 
 <( 
 
 Harlan & Kirkman Ey. Co. 
 Minn. & Iowa Ey. Co. 
 
 C. & N.-W. Ey. Co. 
 
 Iowa, Minn. & N. W. Ey. Co. 
 
 Southern Iowa Ey. Co. 
 Princeton & N. W. Ey. Co. 
 
 Chicago & N.-W. Ey. Co. 
 Peoria & N. W. Ey. Co. 
 Minnesota Western. 
 Sioux City & Pacific E. E. Co. 
 
 Moville Extension Ey. Co. 
 Fremont, Elkhorn & M. V.E.E.Co. 
 
168 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 TERMINI 
 
 FROM 
 
 TO 
 
 MILES 
 
 1890 
 1890 
 1890 
 1891 
 1891 
 1891 
 1891 
 
 1902 
 1902 
 1886 
 1887 
 1888 
 1884 
 1903 
 1905 
 1906 
 1906 
 1906 
 1907 
 1907 
 1907 
 1907 
 1907 
 1906 
 1906 
 1907 
 1908 
 
 Buffalo Gap 
 
 Whitewood 
 
 Whitewood 
 
 Deadwood Ft. Depot 
 Deadwood — Lee St . . 
 Deadwood — Pine St . 
 
 Portland June 
 
 Branches to Mines . . 
 Branches to Mines. 
 
 Gayville 
 
 Verdigree 
 
 Wyo. St. Line 
 
 Douglas 
 
 Glen Eoek 
 
 Eldora June 
 
 Eland June 
 
 Mercer 
 
 Laona 
 
 Conover 
 
 E. Bryant Switch . . 
 
 Marathon City 
 
 Elton 
 
 Bonesteel 
 
 Gregory 
 
 Millbrig 
 
 Manitowoc 
 
 Duek Creek 
 
 Pulaski 
 
 St. Francis Cut-oif . 
 
 Hot Springs 
 
 Deadwood 
 
 Stock Yds.,Belle F. 
 
 Lee St 
 
 Pine St 
 
 Ruby Basin 
 
 End of track 
 
 Kuby Basin 
 
 Portland Branch.. 
 
 Lead City 
 
 Bonesteel 
 
 Douglas 
 
 Glen Eoek 
 
 Casper 
 
 Alden June 
 
 Eosholt 
 
 Forestville 
 
 Saunders 
 
 Hackley 
 
 Elton 
 
 Eib Falls 
 
 Wolf Eiver Val.. . 
 
 Gregory 
 
 Dallas 
 
 Hazel Green 
 
 Green Bay 
 
 GiUett 
 
 Eland 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 
 
 24.70 
 
 26.40 
 
 19.74 
 
 19.49 
 
 29.51 
 
 9.33 
 
 9.01 
 
 4.75 
 
 6.60 
 
 25.96 
 
 4.49 
 
 2.70 
 
 36.25 
 
 29.74 
 
 47.69 
 
 2.38 
 
 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 
 
 TO 
 
 MILES 
 
 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 
 
 TERMINI 
 
 MILES 
 
 
 C 
 V 
 
 FROM 
 
 TO 
 
 BUILT BY 
 
 1882 
 1883 
 
 1884 
 
 1890 
 
 Oconto 
 
 Stiles June . . . 
 Oconto Falls. . 
 Spur Tracks . 
 
 
 Stiles June 
 
 Oconto Falls 
 
 Clintonville 
 
 10.00 
 5.00 
 
 41.00 
 4.02 
 3.25 
 
 St. p. E. G. T. Ey. Co. 
 ft 
 it 
 tt 
 
 Ladd 
 
 
 Seatonville 
 
 De Pue L. & E. E. R. Co. 
 
HISTOKT OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 169 
 
 KECAPITTJLATION 
 
 C. & N. W. Consolidated 
 
 Proprietary Lines 
 
 Leased Lines 
 
 Trackage Eights 
 
 Total Miles Operated 
 
 7515.05 
 18.04 
 63.27 
 41.61 
 
 7637.97 
 
 CONSTKUCTION 
 
 Chicago, St. Paul, Minneapolis & Omaha Railway 
 
 Ttis important railroad, the control of which by the Chicago & North-Western 
 Company is referred to on other pages, was built under various corporate names, and 
 these were finally consolidated under the title now in use. Owing to the changes in 
 ownership, loss of records by fire, etc., It is not possible to give an exact history of 
 the construction of the entire mileage, but the following is accurate as far as it goes. 
 
 WISCONSIN DIVISION 
 
 When 
 Built 
 
 TERMINI 
 
 From 
 
 To 
 
 Miles 
 
 1868 
 1869 
 1870 
 1871 
 1871 
 1872 
 1878 
 1880 
 1880 
 1880 
 1880 
 1881 
 1881 
 1885 
 1887 
 1891 
 1888 
 1889 
 1890 
 1901 
 •1901 
 1902 
 1902 
 1902 
 1903 
 1904 
 1906 
 1871 
 1874 
 1878 
 1879 
 1880 
 1881 
 1881 
 1881 
 1882 
 1882 
 1882 
 1881 
 1883 
 1883 
 1883 
 1883 
 1884 
 1884 
 
 1884 
 1884 
 1884 
 1886 
 1890 
 
 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, Chippewa 
 
 Falls " 
 
 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 " 
 
 Marshfleld 
 
 Osseo 1 
 
 Bleva }• Purchased In 1891 . 
 
 Mondovi J 
 
 Birchwood 
 
 Spring Valley 
 
 Weston 
 
 Radisson 
 
 Holconibe 
 
 Yellow River 
 
 Winter 
 
 Draper 
 
 New Richmond 
 
 Clayton 
 
 Cumberland 
 
 North of Chandler 
 
 Cable 
 
 Toward Bayfield 
 
 Bloomer 
 
 Toward Superior 
 
 North of Mason 
 
 South of Bear Creek 
 
 Chicago Junction 
 
 Itasca Street Switch 
 
 Bayfield 
 
 Chippewa Falls 
 
 North Of Bear Creek 
 
 Ashland 
 
 West Superior 
 
 St. P. & D. R. R. Connection. 
 Spooner 
 
 20.48 
 
 33.71 
 
 45.60 
 
 63.10 
 
 3.30 
 
 32.28 
 
 11.70 
 
 4.50 
 
 2.74 
 
 3.01 
 
 4.55 
 
 9.50 
 
 2.01 
 
 13.12 
 
 1.37 
 
 23.30 
 
 13.90 
 
 12.80 
 
 10.30 
 
 12.50 
 
 21.00 
 
 15.72 
 
 23.50 
 
 27.70 
 
 21.58 
 
 10.00 
 
 10.00 
 
 13.30 
 
 24.60 
 
 17.60 
 
 26.00 
 
 38.50 
 
 4.00 
 
 14.50 
 
 9.00 
 
 26.00 
 
 37.00 
 
 13.13 
 
 51.87 
 
 28.24 
 
 10.57 
 
 4.65 
 
 4.38 
 
 1.31 
 
 .77 
 6..30 
 
 .58 
 1.40 
 2.60 
 
 .89 
 
170 HISTOET OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 MINNESOTA AND IOWA DIVISION* 
 
 When 
 
 TERMINI 
 
 Miles 
 
 Built 
 
 From To 
 
 .Minu. Lake Crystal Minn. 
 
 . . " St. James 
 . - " West 
 
 Le Mars Iowa 
 
 Sioux Falls S. Dak. 
 
 Woodstock Minn. 
 
 Doon Iowa 
 
 I J-St. Paul 
 
 Lake Crystal 
 
 St. James 
 
 58 miles west of St. James. 
 
 Sioux Falls Junction 
 
 Heron Lake 
 
 Yuverne . 
 
 Sioux Falls S. Dak. Salem S. Dak. 
 
 Lake Crystal Minn. Elmore Minn. 
 
 Woodstock " Pipestone " 
 
 Salem S. Dak. Mitchell S. Dak. 
 
 Madelia " Fairmount Minn. 
 
 Bingliam Lake Minn. Jeffers " 
 
 Jeffers " Currie " 
 
 Extension Elmore Line " " 
 
 ClifE " St. Paul Junction " 
 
 • Note. — Portions of the Minnesota & Iowa and Nebraska Divisions were 
 from the St. Paul & Sioux City Railroad Company and we have no knowledge of 
 time built. 
 
 1864 
 
 to 
 1869 
 1870 
 1871 
 1872 
 1877-8 
 1878 
 1879 
 1880 
 1880-1 
 1884 
 1887 
 1899 
 1899 
 1900 
 1906 
 1906 
 
 98.52 
 
 22.50 
 
 58.00 
 
 64.74 
 
 58.40 
 
 44.20 
 
 28.00 
 
 39.60 
 
 43.48 
 
 10.90 
 
 32.73 
 
 29.38 
 
 13.90 
 
 24.73 
 
 .26 
 
 1.02 
 
 acquired 
 
 the exact 
 
 NEBRASKA DIVISION 
 
 When 
 Built 
 
 TERMINI 
 
 From 
 
 To 
 
 Miles 
 
 1871 
 to 
 1876 
 1877 
 1877 
 1879 
 1880 
 1880 
 1881 
 1882 
 1883 
 1886 
 1888 
 
 1890 
 1891 
 1893 
 1906 
 1907 
 
 > Omaha Neb. Tekamah 
 
 Coburn Junction 
 
 Coburn Junction 
 
 Tekamah 
 
 Oakland 
 
 Missouri Elver Transfer. 
 
 I Emerson Junction 
 
 Wayne 
 
 Wakefield 
 
 Wayne 
 
 Covington 
 
 .Neb. 
 
 1 mile north of Randolph " 
 
 Bloomfleld " 
 
 Ponca " 
 
 Hartlngton " 
 
 Newcastle " 
 
 Grand total 
 
 * Purchased In 1901. 
 
 Covington 
 
 Ponca 
 
 Oakland 
 
 Coburn Junction 
 
 Wayne 
 
 Norfolk 
 
 Hartlngton 
 
 1 mile north of Randolph .... 
 Junction with Sioux City 
 
 Bridge Co.'s tracks 
 
 Bloomfleld 
 
 End of track 
 
 Newcastle 
 
 Crof ton 
 
 Wynot 
 
 42.02 
 
 7.74 
 16.33 
 15.76 
 63.51 
 
 2.25 
 18.70 
 27.80 
 33.76 
 21.68 
 
 1.79 
 21.08 
 .38 
 10.62 
 15.38 
 18.44 
 
 1.667.7S 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 171 
 
 THE MEN WHO MADE THE ROAD 
 
 A LIST OF THE DIBECTORS AND OFFICERS OF THE CORPORATION AND 
 
 THE MANAGING AND OPERATING STAFFS WITH 
 
 DATE OF EliiOTION OR APPOINTMENT. 
 
 From the organigation- of the company to June 30, 1910. 
 
 Fkom To 
 
 WilUam B. Ogden June 6, 1859 June 4, 1868 
 
 Perry H. Smith June 6, 1859 June 3, 1869 
 
 E. W. Hutchings June 6, 1859 June 7, 1860 
 
 Charles Butler June 6, 1859 June 6, 1861 
 
 Thomas H. Perkins June 6, 1859 June 7, 1860 
 
 Mahlon D. Ogden June 6, 1859 June 8, 1859 
 
 Alex C. Coventry June 6, 1859 June 8, 1859 
 
 Henry Smith June 6, 1859 June 8, 1859 
 
 James E. Young June 6, 1859 June 7, 1860 
 
 J. J. K. Pease June 6, 1859 Nov. 17, 1865 
 
 M. C. Darling June 6, 1859 Aug. 18, 1864 
 
 Albert Winslow June 6, 1859 June 6, 1861 
 
 George M. Bartholomevr June 6, 1859 June 2, 1864 
 
 H. H. Boody June 8, 1859 June 2, 1S64 
 
 William C. Langley June 8, 1859 June 7, 1860 
 
 James A. Edgar June 8, 1859 June 7, 1860 
 
 A. L. Pritehard June 7, 1860 June 3, 1864 
 
 L. M. Miller June 7, 1860 June 6, 1861 
 
 John Maxwell June 7, 1860 June 6, 1861 
 
 WilKam A. Booth June 7, 1860 June 2, 1864 
 
 T. H. Perkins June 7, 1860 Nov. 23, 1860 
 
 William H. Dyckman Nov. 23, 1860 June 6, 1861 
 
 David Dowes June 6, 1861 June 5, 1862 
 
 Lowell Holbrook June 6, 1861 June 2, 1864 
 
 C. S. Seyton June 6, 1861 Feb. 18, 1864 
 
 Austin Baldwin June 6, 1861 June 4, 1863 
 
 George Smith June 6, 1861 June 4, 1863 
 
 George L. Dunlap June 5, 1862 June 1, 1871 
 
 J. D. Pish June 4, 1863 June 1, 1865 
 
 Joseph A. Wood June 4, 1863 June 2, 1864 
 
 William B. Scott Feb. 18, 1864 June 1, 1865 
 
 James W. ElweU June 2, 1864 June 4, 1868 
 
 Samuel J. Tilden June 2, 1864 June 4, 1868 
 
 William H. Ferry June 2, 1864 June 3, 1869 
 
 John B. Turner June 2, 1864 Apr. 7, 1869 
 
 Thomas D. Eobertson June 2, 1864 June 6, 1867 
 
 H. H. Boody June 11, 1864 May 15, 1868 
 
 Lowell Holbrook June 11, 1864 June 4, 1868 
 
 William A. Booth June 11, 1864 June 4, 1868 
 
 George M. Bartholomew June 11, 1864 June 6, 1867 
 
 A. L. Pritehard June 11, 1864 June 4, 1868 
 
 John M. Burke Aug. 18, 1864 June 5, 1873 
 
 Benjamin Nathan June 1, 1865 June 2, 1870 
 
 Julien 8. Eumsey June 1, 1865 June 2, 1865 
 
 James D. Fish June 2, 1865 Nov. 25, 1867 
 
 William B. Seott Nov. 17, 1865 July 22, 1867 
 
 Samuel Sloan June 6, 1867 June 3, 1869 
 
 Adrien Islin June 6, 1867 June 4, 1868 
 
 M. L. Sykes, Jr July 22, 1867 Nov. 11, 1902 
 
 Henry Keep Nov. 25, 1867 July 11, 1869 
 
 H. H. Baxter May 15, 1868 Mar. 10, 1871 
 
 James H. Benedict June 4, 1868 Oct. 6, 1869 
 
172 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 Feom 
 
 George S. Scott June 4, 1868 
 
 Jobn Bloodgood June 4, 1868 
 
 F. P. James June 4, 1868 
 
 W. S. Gurnee June 4, 1868 
 
 Eussell Sage June 4, 1868 
 
 Alexander Mitchell June 4, 1868 
 
 Henry E. Pieraon Apr. 7, 1869 
 
 A. G. Dulman June 3, 1869 
 
 J. L. Ten Have June 3, 1869 
 
 John B. Turner June 3, 1869 
 
 John E. Williams Sept. 1, 1869 
 
 Alanson Eobinson Oct. 6, 1869 
 
 Charles E. Marvin June 2, 1870 
 
 Harvey Kennedy June 2, 1870 
 
 A. B. Baylis June 2, 1870" 
 
 W. L. Scott June 2, 1870 
 
 Milton Courtright June 2, 1870 
 
 E. P. Flower June 2, 1870 
 
 H. H. Porter June 2, 1870 
 
 John F. Tracy June 2, 1870 
 
 David Dowes June 1, 1871 
 
 P. H. Tows June 1, 1871 
 
 William H. Ferry June 1, 1871 
 
 B. F. Allen June 1, 1871 
 
 Albert Keep June 5, 1873 
 
 S. M. Mills June 3, 1875 
 
 James H. Howe June 3, 1875 
 
 John Bloodgood June 1, 1876 
 
 Jay Gould Mar. 3, 1877 
 
 William H. Ferry Mar. 3, 1877 
 
 Sidney Dillon Mar. 3, 1877 
 
 Oliver Ames Mar. 3, 1877 
 
 John M. Burke June 7, 1877 
 
 Marvin Hughitt June 7, 1877 
 
 David Jones June 6, 1878 
 
 Perry H. Smith June 6, 1878 
 
 Frank Work June 6, 1878 
 
 C. J. Osborn June 6, 1878 
 
 D. P. Morgan June 6, 1878 
 
 Augustus Schell June 5, 1879 
 
 Chauncey M. Depew June 5, 1879 
 
 Samuel F. Barger June 5, 1879 
 
 D. O. Mills June 3, 1880 
 
 Anson Stager June 2, 1881 
 
 F. W. Vanderbilt June 2, 1881 
 
 N. K. Fairbank June 7, 1883 
 
 H. McK. Twombly June 5, 1884 
 
 J. B. Eedfield June 5, 1884 
 
 W. K. Vanderbilt Sept. 27, 1884 
 
 Horace Williams Sept. 27, 1884 
 
 David P. Kimball Sept. 27, 1884 
 
 John I. Blair June 4, 1885 
 
 Percy E. Pyne June 3, 1886 
 
 Frederick L. Ames June 6, 1889 
 
 James C. Fargo June 4, 1891 
 
 Byron L. Smith June 2, 1892 
 
 Oliver Ames 2d June 7, 1894 
 
 Cyrus H. MoCorraick June 6, 1895 
 
 James Stillman June 6, 1895 
 
 Zenas Crane June 6, 1895 
 
 * Shows the position is still held by the party Indicated. 
 
 To 
 
 June 
 
 3, 
 
 June 
 
 2, 
 
 June 
 
 2, 
 
 June 
 
 2, 
 
 June 
 
 2, 
 
 June 
 
 2, 
 
 June 
 
 1, 
 
 Oct. 
 
 20, 
 
 June 
 
 5, 
 
 June 
 
 2, 
 
 Mar. 
 
 3, 
 
 June 
 
 6, 
 
 June 
 
 7, 
 
 Sept. 
 June 
 
 19, 
 1, 
 
 June 
 
 5, 
 
 June 
 
 6, 
 
 Mar. 
 
 3, 
 
 June 
 
 7, 
 
 Mar. 
 
 3, 
 
 Mar. 
 
 3, 
 
 June 
 
 3, 
 
 May 
 June 
 
 11, 
 6, 
 
 June 
 
 6, 
 
 June 
 
 6, 
 
 Sept. 
 June 
 
 27, 
 5, 
 
 Sept. 
 June 
 
 27, 
 7, 
 
 June 
 
 6, 
 
 June 
 
 3, 
 
 June 
 
 5, 
 
 June 
 
 2, 
 
 Nov. 
 
 11, 
 
 June 
 
 2, 
 
 Mar. 
 
 27, 
 
 Oct. 
 
 21, 
 
 June 
 
 6, 
 
 Nov. 
 
 * 
 
 11, 
 
 Jan. 
 
 11, 
 
 Sept. 
 
 27, 
 
 » 
 
 Aug. 
 
 14, 
 
 * 
 
 Dec. 
 
 2, 
 
 Feb. 
 
 14, 
 
 Sept. 
 
 13, 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 173 
 
 From To 
 
 MarshaU Keld Dec. 8, 1899 Jan. 16, 1906 
 
 Henry C. Prick Nov. 11, 1902 • 
 
 Frank Work Nov. 11, 1902 • 
 
 Chauneey Keep Feb. 19, 1906 • 
 
 E. E. Osborn Oct. 17, 1907 Oct. 21, 1909 
 
 John V. Farwell Oct. 21,1909 • 
 
 Homer A. Miller Oct. 21,1909 • 
 
 "W. A. Gardner Apr. 13, 1910 • 
 
 CHAIEMAN OF THE BOAED OF DIEECTOES 
 Albert Keep June 2, 1887Dec. 11, 1901 
 
 PEESIDENTS 
 
 William B. Ogden June 7, 1859 June 4, 1868 
 
 Henry Keep June 4, 1868 July 11, 1869 
 
 Alex. Mitchell Sept. 1, 1869 June 3, 1870 
 
 John F. Tracy June 3, 1870 June 19, 1873 
 
 Albert Keep June 19, 1873 June 2, 1887 
 
 Marvin Hughitt June 2,1887 * 
 
 VICE-PEBSIDENTS 
 
 Perry H. Smith June 7, 1859 April 7, 1869 
 
 Henry E. Pierson April 7, 1869 June 30, 1870 
 
 M. L. Sykes June 30, 1870 June 6, 1901 
 
 E. E. Osborn June 6, 1901 * 
 
 W. A. Gardner Jan. 23, 1906 * 
 
 H. E. McCullough Jan. 23, 1906 
 
 J. M. Whitman Jan. 23, 1906 * 
 
 M. M. Kirkman Jan. 23, 1906 April 30, 1910 
 
 SECOND nCE-PEESIDENTS 
 
 M. L. Sykes July 22, 1867 June 30, 1870 
 
 Marvin Hughitt June 3, 1880 June 2, 1887 
 
 M. M. Kirkman Nov. 1, 1889 Jan. 23, 1906 
 
 THIED VICE-PEESIDENTS 
 
 W. H. Newman Nov. 1, 1889 Sept. 12, 1896 
 
 H. G. Burt Oct. 1, 1896 Dec. 31, 1897 
 
 H. E. McCullough Jan. 1, 1898 Jan. 23, 1906 
 
 FOUETH VICE-PEESIDENTS 
 John M. Whitman Dec. 1, 1899 Jan. 23, 1906 
 
 VICE-PEESIDENTS AS TO MANAGEMENT 
 
 W. 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 
 
 SECEETAEIES 
 
 Charles Butler June 7, 1859 Aug. 25, 1859 
 
 James E. Young Aug. 25, 1859 Dec. 31, 1868 
 
 A. L. Pritchard Dec. 31, 1868 Oct. 31, 1872 
 
 Chas. E. Marvin Oct. 31, 1872 June 30, 1873 
 
 M. L. Sykes June 30, 1873 June 6, 1901 
 
 E. E. Osborn June 6, 1901 Jan. 12, 1909 
 
 J. D. CaldweU Jan. 12, 1909 • 
 
 • Shows the position is stili held by the party Indicated. 
 
174 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 ASSISTANT SECBETAEIES 
 
 J. 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 * 
 
 TEEASUEEES 
 
 E. 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 TEEASUEEES 
 
 Geo. 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 • 
 
 ATJDITOE 
 J. B. Eedfield June 7, 1859 April 30, 1910 
 
 AUDITOE OP EXPENDITUEES 
 W. H. Stennett Aug. 1,1887 • 
 
 ACCOUNTING DEPAETMENT 
 
 Comptroller M. M. Kirkman 1881-1889 
 
 Comptroller * L. A. Eobinson 1910 
 
 General Auditor * C. D. Brandriff 1910 
 
 Auditor of Freight Accounts • J. O. Clifford 1910 
 
 Asst. Auditor of Freight Accounts * E. J. Bloodgood 1910 
 
 And. Freight Overcharge Claims * J. C. Hunter 1910 
 
 Asst. Aud. Frt. Overcharge Claims • E. E. Smith 1910 
 
 Aud. of Disbursement Accounts * C. H. Westbrook 1910 
 
 Asst. Aud. of Disbursements Accounts. . . * B. A. McManus 1910 
 
 Auditor of Collection Accounts * J. W. Branch 1910 
 
 Asst. Aud. of Collection Accounts * J. A. WOliams 1910 
 
 Auditor Passenger Accounts * W. F. Van Bergen 1910 
 
 Asst. Aud. Passenger Accounts * H. W. McFarlane 1910 
 
 LOCAL TEEASUEEE AND ASSISTANT 
 * A. B. Jones 1910 *H. L. Armstrong, Assistant 1910 
 
 OPBEATING DEPAETMENT 
 GENEEAL MANAGEES 
 
 George L. Dunlap 
 
 James H. Howe 
 
 H. H. Porter 
 
 Marvin Hughitt Mar. 
 
 J. M. Whitman Aug. 
 
 W. A. Gardner Nov. 
 
 E. H. Aishton Jan. 
 
 • Shows the position Is still held by the party Indicated. 
 
 
 1870 
 
 
 1872 
 
 
 1872 
 
 
 1874 
 
 
 1874 Mar. 
 
 3, 
 
 1876 
 
 3, 
 
 1876 Aug. 
 
 
 1887 
 
 
 1887 Nov. 
 
 30, 
 
 1889 
 
 30, 
 
 1889 Jan. 
 
 24, 
 
 1906 
 
 24, 
 
 1906 
 
 • 
 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 175 
 
 GENEEAL MANAGERS WEST OF MISSOUEI RIVER 
 G. F. Bidwell 1903 F. Walters 1907 • 
 
 ASSISTANT GENEEAL MANAGERS AND ASSISTANTS TO GENERAL 
 MANAGERS EAST OP MISSOURI RIVER 
 
 C. C. Wheeler 1881 W. H. Stennett 1884 'W. D. Cantillon. . .1906 
 
 S. Sanborn 1898 R. H. Aishton 1902 
 
 GENERAL SUPERINTENDENTS 
 
 Geo. L. Dunlap 1864 J.S.Oliver 1880 S. Sanborn 1887 
 
 J. C. Gault 1870 J. D. Layng 1881 E. H. Aishton 1898 
 
 Marvin Hnghitt 1872 C. C. Wheeler 1883 W. D. Cantillon 1902 
 
 *8. M. Braden (west of Missouri River) 1907 *W. E. Morse 1906 
 
 ASSISTANT GENERAL SUPERINTENDENTS 
 
 J. C. Gault 1869 W. S. MeUen 1885 W. D. Cantillon 1902 
 
 S. Sanborn 1883 P. Hallenbeck 1887 T. A. Lawson 1902 
 
 W. B. Linsley 1883 W. A. Gardner 1896 *S. G. Strickland. . .1909 
 
 SUPBEINTENDENTS, ETC. 
 
 ASHLAND DIVISION. 
 
 G. F. Bidwell, Superintendent 1893 
 
 C. 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 AND 
 DAKOTA CENTEAL E. Es. 
 
 T. J. Nichols, Superintendent 1880 
 
 DAKOTA DIVISION 
 
 T. J. Nichols, Superintendent 1880 
 
 W. F. Pitch, Superintendent 1883 
 
 J. S. Oliver, Superintendent 1883 
 
 H. E. Sanborn, Superintendent 1902 
 
 0. H. McCarty, Superintendent 1903 
 
 *F. E. Moulton, Superintendent 1908 
 
 DES MOINES & MINNEAPOLIS R. E. 
 J. J. Smart, Superintendent 1879 
 
 GALENA DIVISION 
 
 E. H. Williams, Superintendent 1859 
 
 E. J. Cuyler, Superintendent 1864 
 
 Chas. Murray, Superintendent 1876 
 
 Otto Miller, Superintendent 1889 
 
 J. C. Stuart, Superintendent 1892 
 
 W. B. Morse, Superintendent 1898 
 
 S. M. Braden, Superintendent 1902 
 
 W. D. Beck, Superintendent 1902 
 
 *P. J. O 'Brien, Superintendent 1910 
 
 IOWA DIVISION 
 
 C. N. Bodfish, Superintendent 1861 
 
 Isaac B. Howe, Superintendent 1862 
 
 * Shows the position Is still held by the 
 
 J. A. Head, Superintendent 1870 
 
 J. B. Watkins, Superintendent 1870 
 
 J. S. Oliver, Superintendent 1874 
 
 J. M. Whitman, Superintendent. .. .1880 
 
 H. G. Burt, Superintendent 1883 
 
 M. Hopkins, Superintendent 1883 
 
 Peter Hallenbeck, Superintendent. . . 1893 
 
 R. H. Aishton, Superintendent 1897 
 
 H. J. Slifer, Superintendent 1899 
 
 W. H. Whalen, Superiatendent 1902 
 
 *r. H. HammiU, Superintendent 1907 
 
 IOWA AND MINNESOTA DIVISION 
 
 S. M. Braden, Superintendent 1900 
 
 E. G. ScheveneU, Superintendent. . .1902 
 *0. H. McCarty, Superintendent ... 1903 
 
 KENOSHA & EOCKFORD R. R. 
 
 O. Beardsley, Superintendent 1872 
 
 LAKE SHORE DIVISION 
 *C. E. Andrews, Superintendent. .. .1907 
 LINES WEST OF MISSOUEI EIVEE 
 
 P. E. Hall, Superintendent 1884 
 
 W. B. Linsley, Gen. Manager 1884 
 
 W. F. Fitch, Gen. Manager 1887- 
 
 H. G. Burt, Gen. Manager 1888 
 
 E. C. Harris, Div. Supt 1890 
 
 C. C. Hughes, General Supt 1889 
 
 *C. H. Reynolds, Div. Supt 1891 
 
 G. F. Bidwell, Gen. Manager 1896 
 
 F. A. Harmon, Div. Supt 1898 
 
 H. C. Mahana, Div. Supt 1893 
 
 *L. N. Costley, Div. Supt 1906 
 
 G. 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 DIVISION 
 C. A. Swineford, Superintendent ... 1874 
 
 G. F. Bidwell, Superintendent 1887 
 
 E. A. Cowan, Superintendent 1889 
 
 W. E. Morse, Superintendent 1905 
 
 P. J. O'Brien, Superintendent 1905 
 
 *G. B. Vilas, Superintendent 1910 
 
 MINNESOTA & DAKOTA DIVISION 
 W. D. Cantillon, Superintendent . . . 1900 
 
 E. H. Sanborn, Superintendent 1902 
 
 A. L. Goetzman, Superintendent. .. .1903 
 
 MINNESOTA DIVISION 
 
 W. D. Beck, Superintendent 1903 
 
 *Wm. Walliser, Superintendent 1909 
 
 NOKTHEKN IOWA DIVISION 
 
 H. G. Burt, Superintendent 1881 
 
 M. Hopkins, Superintendent 1883 
 
 H. H. Hughes, Superintendent 1888 
 
 W. D. Hodge, Superintendent 1897 
 
 F. B. Pechin, Superintendent 1902 
 
 W. D. Beck, Superintendent 1902 
 
 G. J. Quigley, Superintendent 1903 
 
 *E. E. Smith, Superintendent 1908 
 
 NOETHEEN WISCONSIN DIVISION 
 
 W. H. Whalen, Superintendent 1901 
 
 H. W. Battin, Superintendent 1902 
 
 W. E. Morse, Superintendent 1904 
 
 P. J. O'Brien, Superintendent 1908 
 
 *A. r. Eeiner, Superintendent 1908 
 
 PENINSULA DIVISION 
 
 S. C. Baldwin, Superintendent 1873 
 
 *W. B. Linsley, Supt 1874 and 1885 
 
 W. 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 DIVISION 
 
 H. E. Sanborn, Superintendent. .. .1901 
 
 W. D. Hodge, Superintendent 1902 
 
 F. Walters, Superintendent 1903 
 
 S. H. Brown, Superintendent 1907 
 
 *A. W. Towsley, Superintendent . . . 1910 
 
 WINONA & ST. PETEE E. E. 
 
 J. H. Stewart, Superintendent 1873 
 
 J. B. Mulliken, Superintendent 1874 
 
 S. Sanborn, Superintendent 1874 
 
 W. P. Cosgrave, Superintendent. .. .1883 
 W. D. Cantillon, Superintendent 1889 
 
 WESTERN IOWA DIVISION 
 
 S. M. Braden, Superintendent 1899 
 
 H. E. Sanborn, Superintendent 1900 
 
 WISCONSIN DIVISION 
 
 A. A. Hobart, Superintendent 1873 
 
 Chas. Gorham, Superintendent 1881 
 
 E. J. Cuyler, Superintendent 1883 
 
 W. A. Gardner, Superintendent .... 1890 
 
 T. A. Lawson, Superintendent 1896 
 
 H. W. Battin, Superintendent 1902 
 
 F. R. Pechin, Superintendent 1902 
 
 *G. W. Dailey, Superintendent 1908 
 
 WYOMING & NOETH-WESTEEN EY. 
 * J. P. Cantillon, Superintendent .... 1905 
 
 SUPEEINTENDENTS OF DINING CARS 
 
 I. H. Shattuck 1881 John Shearson 1891 E. A. Kellogg 1902 
 
 J. D. Heckman 1885 W. M. Wells 1899 *R. Matters 1902 
 
 SUPEEINTENDENTS OF TELEGEAPH 
 
 G. W. Dailey 1903 
 
 Geo. H. Bliss 1864 
 
 G. H. Thayer 1873 
 
 "William Bennett 1908 
 
 SUPEEINTENDENTS OF MOTIVE POWER AND MACHINEEYt 
 
 John Ebberta 1855 Horatio Anderson. . . 1861 William Smith 1890 
 
 P. S. Eberts 1858 G. W. Cushing *Eobt. Quayle 1894 
 
 Thomas Bergera 1859 G. W. Tilton 1886 
 
 SUPERINTENDENT OF TEANSPOETATION 
 
 *E. E. Betts. 
 
 .1910 
 
 GENERAL TRAFFIC MANAGERS 
 H. C. Wicker 1881 H. R. MeCullough 1896 
 
 FREIGHT TEAFFIC MANAGERS 
 
 H. C. Wicker 1880 *M. Hughitt, Jr 1900 
 
 •Shows the position is stiii held by the party Indicated. 
 fThe title varied up to 1886. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 177 
 
 ASSISTANT TEEIGHT TRAFFIC MANAGERS 
 *E. D. Brigham 1909 *F. P. Eyman 1909 
 
 PASSENGER TRAFFIC MANAGERS 
 W. B. Kniskem 1902 *A. C. Johnson 1910 
 
 GENERAL FREIGHT AGENTS 
 
 C. S. Tappan 1864 E. D. Brigham 1900 
 
 J. C. Gault 1869 *S. P. Miller (Neb. & Wyo. Div.) . .1907 
 
 C. C. Wheeler 1870 A. C. Johnson (P.R.C. & N.W.Ry.) . . 1907 
 
 H. C. Wicker 1875 *B. P. Parrell (P.R.C. & N.-W. Ry.) .1910 
 
 C. G. Eddy 1879 C. W. Cook (W. & N.-W. Ry.) 1906 
 
 W. 8. Mellen 1882 *J. Lever (W.& N.-W.Ry.) 1907 
 
 H. R. MeCuUough 1885 C. V. McKinley, of C. & T. R. R. . . . 1880 
 
 M. Hughitt, Jr 1896 
 
 ASSISTANT GENERAL FREIGHT AGENTS 
 
 C. M. Wicker 1873 M. Hughitt, Jr 1893 
 
 W. A. Carpenter 1873 E. D. Brigham 1893 
 
 C. G. Eddy 1876 *E. J. Seymour 1893 
 
 W. S. Mellen 1876 T. S. Rattle 1896 
 
 C. H. Knapp (W. & St. P.) 1878 F. P. Eyman 1900 
 
 C. V. McKinley 1879 S. F. Miller 1902 
 
 C. H. Knapp 1882 J. A. Kuhn (Neb. & Wyo. Div.) . . .1903 
 
 H. E. MeCullough 1882 *H. W. Beyers 1906 
 
 P. Hallenbeck (W. & St. P.) 1885 *J. S. Talbot 1906 
 
 E. J. Poster (W. & St. P.) 1886 *H. C. Cheyney 1907 
 
 B. Johnson 1887 *M. J. Golden 1907 
 
 C. L. Wellington 1893 
 
 DIVISION FREIGHT AGENTS 
 (Under various titles) 
 
 C. H. Knapp 1879 E. J. Foster 1883 
 
 C. v. McKinley 1879 Emmons Blaine 1883 
 
 H. R. MeCullough 1879 Burton Johnson 1885 
 
 E. H. Wyman 1880 M. Hughitt, Jr 1886 
 
 H. C. Barlow 1881 E. D. Brigham 1888 
 
 P. Hallenbeck. 1882 *W. H. Jones (Neb. & Wyo. Div.) ..1903 
 
 GENERAL TICKET AGENTS 
 E. Dewitt Robinson..l862 H. P. Stanwood 1869 W. A. Thrall 1872 
 
 GENERAL PASSENGER AGENTS 
 
 B. P. Patrick 1864 W. H. Stennett 1873 E. P. Wilson 1887 
 
 H. P. Stanwood 1869 Robert Hair 1884 
 
 GENERAL PASSENGER AND TICKET AGENTS 
 W. A. ThraU 1890 W. B. Kniskem 1895 *C. A. Cairns 1903 
 
 ASSISTANT GENERAL PASSENGER AND GENERAL TICKET AGENTS 
 
 J. S. Barrows, A. G. T.A 1888 *J. L. Ferguson, A. G. P. & T. A 1903 
 
 J. L. Ferguson, A. G. P.. A 1896 
 
 VARIOUS DEPARTMENTS. 
 
 GENERAL COUNSEL 
 
 James H. Howe 1864 W. C. Goudy 1886 *E. M. Hyzer 1909 
 
 Burton C. Cook 1871 L. W. Bowers 1893 
 
 • Shows the position is still held by the party Indicated. 
 
178 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 GENEEAL ATTORNEYS 
 
 A. 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 ENGINEERS 
 H. 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 ENGINEERS 
 E. H. Johnson 1887 J. E. Blunt 1899 
 
 ASSISTANT CHIEF ENGINEERS 
 
 H. G. Burt 1873 *W. H. Finley 1906 R. E. Farnham 1864 
 
 This position was vacant for many years after Mr. Farnham resigned. 
 
 DIVISION ENGINEERS 
 of 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 Engineer 
 
 E. H. Rummele Chief Engineer Mil., L. Shore & West. R. R. 
 
 *W. C. Armstrong Terminal Engineer 
 
 W. C. Armstrong Bridge Engineer 
 
 F. H. Bainbridge Chief Engineer P. F. P. & B. Ry., 1906 
 
 F. 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, 1909 
 
 W. H. Finley Engineer of Bridges, 1902 
 
 A. A. Schenck Chief Engineer F. E. & M. V. R. Ry., 1902 
 
 W. 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 1901 
 
 Beahan, W. (A), Wisconsin 1900 Dike, C. T. (D), Iowa 1902 
 
 Blunt, J. E. (D), G. & C. U. R. R. .18C2 Dike, C. T. (C), M.G.B. & N.-W.Ry..l904 
 
 Burt, H. G. (A), whole road 1873 Evans, L. H. (A), whole road 1887 
 
 Carter, E. C. (A), whole road 1887 Finley, W. H. (A), whole road 1902 
 
 Dike, 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. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 179 
 
 Hodges, W. D. (D), Nor. Iowa 1897 
 
 Loughnane, G. W. (D), I. & M 1903 
 
 Palmer, C. (B), Peninsula 1862 
 
 Eounsville, D. (D) 1879 
 
 Eounsville, D. (D), Ashland 1897 
 
 Eounsville, D. (D), Ashland 1907 
 
 Eohinson, J. S. (B) 1881 
 
 Eobinson, J. S. (D), Wisconsin 1899 
 
 Eedfield, J. A. S 
 
 Slifer, H. J. (D), Iowa 1899 
 
 Sweet, B. J. (D), Sioux City 
 
 Schenck, A. A. (D), Iowa 1899 
 
 Towne, W. J. (A), Iowa 1899 
 
 Towne, W. J. (D), Peninsula 1901 
 
 Towne, "W. J. (D), Wisconsin 1904 
 
 Winter, A. E. (D), Nor. Wis 1906 
 
 Armstrong, W. C. (D), Iowa 1894 
 
 Batten, H. W. (D), Ashland 
 
 Blunt, J. E. (D), W. & St. Peter. . .1878 
 Bainhridge, ¥. H. (A), whole road. . 
 Decker, H. H. (D), Minn. & Dak. . .1907 
 
 Dike, C. T. (D), Iowa & M 1900 
 
 Dike, C. T. (C), Verdigre line 1902 
 
 Dike, C. T. (D), Wisconsin 1903 
 
 Dike, C. T. (C), P.G.E. & N.-W.E.B..1905 
 
 Evans, L. H. (D), Galena 1899 
 
 Hall, C. S. (A) 1891 
 
 Hall, C. S. (C) 1899 
 
 Hurley, R. E. (C), Nor. Iowa 
 
 Lennox, H. G. (A), S.G.G.&N.-W.Ey.l909 
 
 Palmer, C. (D), Peninsula 1890 
 
 Eounsville, D. (A) 1895 
 
 Eounsville, D. (C), Ashland 1906 
 
 Eounsville, D. (C) 1907 
 
 Eobinson, J. S. (A) 1882 
 
 Eobinson, J. S. (D), Madison 1904 
 
 Slifer, H. J. (D), Ashland 
 
 Sweat, B. J. (D), Nor. Iowa 
 
 Schenck, A. A. (D), Madison 1899 
 
 Schenck, A. A. (C), N. & W 1903 
 
 Towne, W. J. (D), Ashland 1900 
 
 Towne, W. J. (D), Madison 1902 
 
 Winter, 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 AGENTS 
 
 Adin Thayer 1864 Jas. H. Carpenter. .. 1876 *L. S. Carroll..., 
 
 E. W. Hamer 1871 Chas. Hayward 1889 
 
 LAND COMMISSIONEES 
 G. P. Goodwin 1872 C. E. Simmons 1878 *J. P. Cleveland. . 
 
 GENEEAL CLAIM AGENTS 
 E. W. Winter 1873 W. P. Pitch 1876 *E. C. Eichards . . 
 
 GENEEAL BAGGAGE AGENTS 
 
 J. B. Qock 1873 N. A. Phillips 1874 P. D. Taylor 
 
 *H. G. Graves 1907 
 
 TICKET AUDITOES 
 
 N. M. Turner 1875 C. P. Convis 1880 W. i'. Van Bereen 1882 
 
 N. C. Valentine 1880 M. A. Buck 1881 
 
 .1886 
 .1901 
 
 .1897 
 .1882 
 .1901 
 
 PEEI6HT ATJDITOES 
 C. B. Schenk 1874 W. S. Hartwell 1880 J. O. Clifford. 
 
 CAE ACCOUNTANTS 
 P. 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. . . .1888 
 
 Hugh Gray 1864 William Campbell.. .1874 
 
 ♦Shows thepoBitioD is still held by the p»rty indicated. 
 
180 HISTORY OF THE CHICAGO & NORTH -WESTERN RAILWAY SYSTEM 
 
 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 from 
 their inception, but it is certain that the following is correct as far as it goes. These 
 roads were purchased by the Chicago and North- Western Eailway in 1883, and from 
 that time on we have the full roster of the officers and they can be found in the 
 proper places in this book. 
 
 EABLY OFFICERS OF THE "ELKHORN" ANU "SIOUX CITY." 
 
 1. John I. Blair, President 1864 
 
 1. P. E. Hall, General Manager 1877 
 
 1. J. E. Ainsworth, Chief Engineer 1878 
 
 1. K. C. Morehouse, General Freight Agent 1881 
 
 1. J. E. Buchanan, General Ticket Agent 1881 
 
 1. L. Burnett, Chief Engineer 1864 
 
 3. S. C. Anible, General Freight Agent 1869 
 
 3. Horace Williams, President 1871 
 
 3. Oliver Ames 11, President Ig77 
 
 1. Marvin Hughitt, President '. I8g4 
 
 2. W. B. Linsley, General Manager 1884 
 
 2. W. F. Fitch, General Manager 1886 
 
 2. J. B. Hawley, General Counsel 1886 
 
 2. H. G. Burt, General Manager Iggg 
 
 2. C. C. Hughes, General Superintendent Iggg 
 
 2. W. B. Sterling, General Counsel 1895 
 
 2. John B. Berry, Chief Engineer Iggg 
 
 2. G. F. Bidwell, General Manager Ig96 
 
 2. B. T. White, General Attorney ' ' *1897 
 
 2. W. C. Halsey, Division Superintendent '. . Igg5 
 
 2. E. T. Horn, Superintendent 1886 
 
 1. C. M. Lawler, General Superintendent 18g6 
 
 2. C. C. Hughes, Superintendent .1887 
 
 2. W. C. Halsey, General Superintendent !!!]!!*.! 1888 
 
 2. D. M. Philbin, Superintendent . . . 1888 
 
 2. CO. Hughes, General Superintendent ."..".'.'.'.'."." 1889 
 
 2. H. C. Mahanna, Division Superintendent '.".'. 1889 
 
 2. T. B. Seeley, Division Superintendent 1890 
 
 F. Walters, Assistant General Superintendent .".'.'!.'.'!." .1905 
 
 S. M. Braden, Assistant General Superintendent 1906 
 
 W. W. Walker, Superintendent .!.!!!!.!!!! 1869 
 
 L. Burnett, Superintendent 1870 
 
 P. C. Hills, Superintendent [ 1877 
 
 J. S. Wattles, Superintendent 1881 
 
 C. M. Lawler, Superintendent !!!.!!!! 1882 
 
 1. Both roads. 2. Elkhorn. 3. Sioux City & Pacific. 
 
 THE MEN WHO MADE AND MANAGED THE CHICAGO 
 ST. PAUL, MINNEAPOLIS & OMAHA RAILWAY 
 
 FROM ITS EARLIEST DAYS TO JUITE 30, 1910 
 DIEECTOES AND THEIE TERMS OF OFFICE 
 
 Name 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 
 
HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 181 
 
 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. 3,1880 
 
 E. E. Cable June 4,1881 Dee. 16,1882 
 
 H. 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, 1884 
 
 A. B. Baylis June 7, 1878 Mar. 3, 1880 
 
 A. E. Flower June 7, 1878 Mar. 3, 1880 
 
 W. H. Leonard June 7, 1879 Mar. 3, 1880 
 
 Augustus Kountze Mar. 3, 1880 Dec. 16, 1882 
 
 H. R. Bishop Mar. 3, 1880 Dec. 16, 1882 
 
 P. L. Cable Mar. 3,1880 June 4,1881 
 
 Benj. Brewster Mar. 3, 1880 Dec. 16, 1882 
 
 B. F. Drake Mar. 3, 1880 Dee. 16, 1882 
 
 J. L. Merriam Mar. 3, 1880 June 4, 1881 
 
 A. H. Wilder Mar. 3, 1880 June 6, 1885 
 
 J. M. Fiske Mar. 3,1880 Dec. 16,1882 
 
 Geo. I. Seney June 4, 1881 May 1, 1882 
 
 Henry T. Welles May 1, 1882 Dec. 16, 1882 
 
 W. D. Washburn May 1, 1882 June 4, 1887 
 
 Marvin Hughitt Dee. 16, 1882 * 
 
 W. K. Vanderbilt Dec. 16, 1882 * 
 
 Cornelius Vanderbilt Dec. 16, 1882 June 9, 1900 
 
 Augustus Schell Dec. 16, 1882 Mar. 27, 1884 
 
 Albert Keep Dec. 16, 1882 Oct. 18, 1907 
 
 M. L. Sykes Dec. 16,1882 June 6,1903 
 
 H. McK. Twombly Dec. 16, 1882 Jan. 11, 1910 
 
 Chauneey M. Depew Mar. 3, 1884 * 
 
 Wm. L. Scott Mar. 31, 1884 June 4, 1892 
 
 John M. Whitman June 7,1884 * 
 
 John D. Howe June 7, 1884 June 4, 1887 
 
 David P. Kimball June 4, 1887 * 
 
 John A. Humbird June 4, 1887 Oct. 22, 1909 
 
 Byron L. Smith June 4,1892 * 
 
 Thos. Wilson June 3, 1893 Oct. 22, 1909 
 
 Horace G. Burt June 5, 1897 Oct. 20, 1905 
 
 Fredk. 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. 
 
182 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 OFFICEKS. 
 
 CHAIEMAISr EXECUTIVE COMMITTEE 
 Name From To 
 
 Marvin Hughitt Oct. 18, 1907 • 
 
 PEESIDBNTS 
 
 W. H. Ferry Apr. 30, 1878 July 1, 1878 
 
 H.H.Porter July 1,1878 Dee. 16,1882 
 
 Marvin Hughitt Dec. 16, 1882 Oct. 18, 1907 
 
 W. A. Gardner. Oct. 18,1907 • 
 
 ASSISTANTS TO THE PEBSIDENT 
 
 E. W. Winter Mar. 3, 1881 
 
 H. G. Burt Oct. 1, 1896 
 
 VICE PRESIDENTS 
 
 W. H. Perry July 1, 1878 Mar. 3, 1880 
 
 P. Sawyer Mar. 3, 1880 Dee. 16, 1882 
 
 A. R. Flower June 3, 1882 Dec. 16, 1882 
 
 M. L. Sykes Dec. 16, 1882 June 8, 1901 
 
 B. E. Osborn June 8, 1901 • 
 
 SECOND VICE PRESIDENT 
 Jas. T. Clark June 5, 1899 • 
 
 TEBASUEEES 
 
 E. P. Flower Apr. 30,1878 Dec. 16,1882 
 
 M. L. Sykes Dec. 16, 1882 June 4, 1898 
 
 S.O.Howe June 4,1898 Died 1906. 
 
 Eiehard H. Williams June 6, 1906 • 
 
 ASSISTANT TEEASUEEES 
 
 E. Egerton July 1, 1878 Dee. 16, 1882 
 
 S. O. Howe Dec. 16, 1882 June 4, 1898 
 
 E. H. Williams June 4,1898 June 6,1906 
 
 M. B. Van Zandt June 6,1906 • 
 
 SECEETAEIBS 
 
 H. H. Weakley Apr. 30, 1878 Oct. 28,1878 
 
 C. W. Porter Oct. 28, 1878 June 7, 1884 
 
 E. E. Woodman June 7, 1884 Oct. 18, 1907 
 
 Thos. A. PoUeys Oct. 18, 1907 • 
 
 ASSISTANT SECEETAEIBS 
 
 J. B. Eedfleld Apr. 30, 1878 Nov. 26, 1878 
 
 C. W. HiUard Nov. 26, 1878 Dec. 16, 1882 
 
 M. L. Sykes Dec. 16, 1882 June 8, 1901 
 
 E. E. Osborn June 8, 1901 * 
 
 T. A. Polleys May 28, 1907 Oct. 18, 1907 
 
 SECOND ASSISTANT SECEETAEIBS 
 
 S. O. Howe June 4, 1898 1906 
 
 E. H. Williami June 6, 1906 • 
 
 THIED ASSISTANT SECEETAEIBS 
 
 E. H. WilHams June 4, 1898 June 6, 1906 
 
 M. B. Van Zandt June 6,1906 • 
 
 GBNBEAL SOLICITOES 
 
 J. C. Spooner 1878 *Jas. B. Sheean 1910 
 
 J. D. Howe 1884 
 
 'Shows the potition still held by the party iodicated. 
 
HISTORY OF THE CHICAGO & NOETH-WESTBEN RAILWAY SYSTEM 183 
 
 GENERAL COUNSELS 
 Judge James H. Howe 1887 Judge Thos. Wilson 1892 
 
 GENERAL ATTORNEYS 
 
 L. K Luse 1895 James B. Sheean 1905 
 
 Pierce Butler 1899 *Riohard L. Kennedy 1910 
 
 AUDITOR OF EXPENDITURES 
 ♦W. H. Stennett 1896 
 
 OPEBATING DEPAETIVIENT. 
 
 GENERAL MANAGERS 
 
 J. W. Bishop 1880 "W. A. Scott 1896 
 
 E. W. Winter 1885 *A. W. Trenholm 1903 
 
 Horace G. Burt 1896 
 
 GENERAL SUPERINTENDENTS 
 
 E. W. Winter 1880 A. W. Trenholm 1900 
 
 C. P. Hatch 1881 W. C. Winter 1903 
 
 J. M. Whitman 1883 Samuel G. Strickland 1905 
 
 W. A. Scott 1887 *Frani R. Pechin 1908 
 
 J. C. Stuait 1898 
 
 DIVISION SUPERINTENDENTS 
 
 John F. Lincoln 1880 A. W. Trenholm 1892 
 
 Hugh Spencer 1880 *L. F. Slaker 1898 
 
 T. P. Gere 1880 W. C. Winter 1900 
 
 6. V. Morford. . .' 1881 S. G. Strickland 1900 
 
 Arthur A. Hobart 1882 Wm. Bennett 1901 
 
 T. E. Clarke 1882 *Thos. W. Kennedy 1905 
 
 James McCabe 1883 *Frank E. Nicoles 1905 
 
 Henry S. Jaynes 1886 
 
 SUPERINTENDENTS DINING CARS 
 I H. Shattuck 1899 *G. W. Steeu 1907 
 
 TRAFFIC DEPARTMENT. 
 
 GENERAL TRAFFIC MANAGERS 
 
 P. B. Qarke : 1881 F. B. Clarke 1883 
 
 J. H. Hiland 1882 Jas. T. Clark 1896 
 
 FREIGHT TRAFFIC MANAGER 
 *Hiram M. Pearce 1906 
 
 GENERAL FREIGHT AGENTS 
 
 J. H Hiland 1883 Hiram M. Pearce 1896 
 
 Jas. T, Clark 1884 *Edgar B. Ober 1906 
 
 ASSISTANT GENERAL FREIGHT AGENTS 
 
 Jas. T. Qark 1883 E. B. Ober 1890 
 
 M. P. Bagley 1886 Louis T. Jamme 1901 
 
 P. B. Whitney 1886 Edgar A. Gray 1904 
 
 H M. Pearce 1887 F. C. GifEord 1906 
 
 Stanley Proudfit 1888 *A. M. Fentou 1910 
 
 GENERAL PASSENGER AGENT 
 
 William James 1872 *T. W. Teasdale 1882 
 
 ASSISTANT GENERAL PASSENGER AGENTS 
 
 J. S. McCullough 1887 *Geo. H. MacRae 1897 
 
 •Shows the poBition still hold by the party Indicated. 
 
184 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 ACCOUNTING DEPARTMENT. 
 
 Auditor, C. D. W. Young 1878 
 
 Auditor, H. A. Gray 1882 
 
 Auditor, 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 1894 
 
 R. W. Clark 1889 
 
 MISCELLANEOUS. 
 
 SUPERINTENDENT TELEGBAPH 
 H. C. Hope 1880 *Gecrge Boyce 1909 
 
 CLAIM AGENT 
 
 H. 8. Jaynes 1883 »Edmond L. Poole 1886 
 
 GENERAL BAGGAGE AGENT 
 
 *E. F. Woode 1887 
 
 CHIEF ENGINEER 
 *C. W. Johnson 1881 
 
 PURCHASING AGENTS 
 
 W. H. S. Wright 1880 *L Seddon 1899 
 
 LAND COMMISSIONEES 
 W. H. Phipps 1881 *Geo. W. Bell 1894 
 
 CHEMIST AND ENGINEER OF TESTS 
 *G. M. Davidson 1898 
 
 EIGHT OF WAY AND TAX COMMISSIONERS 
 E. 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 1909 
 
 J. J. Ellis 1891 
 
 MASTER CAR BUILDERS 
 
 J. R. Reniff 1880 J. W. Muney 1901 
 
 M. B. Rice 1881 *Gustave Larson 1909 
 
 H. L. Preston 1883 
 
 "Shows the poeltion still held by the party indicated. 
 
 CHABTEBS AND ORGANIZATION 
 
 To 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's 
 auditor 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 from 
 time to time, as may be required, taking with him a feeling of respect and honor from 
 those 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 AND 
 
 COMPONENTS, 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 & Superior 
 
 R. 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) retained 
 the 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. 
 
186 
 
 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 in 
 certain 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, dated 
 April 6, 1857, by same Company to William A. Booth, James F. D. Lanier and 
 William B. Ogden, to secure Second Mortgage Bonds. 
 
 The purchasers, at each sale, were Samuel J. Tilden and Ossian D. Ashley, who 
 acquired 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. Lanier 
 
 to Trustee's Deed, June 2, 1859. 
 
 Tilden & Ashley. 
 William B. Ogden 
 
 to 
 
 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 of 
 that 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) June 
 2, 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. 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 187 
 
 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., 
 
 i^emont, 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., 
 
 PROPRIETARY 
 
 St. 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. 
 Organized Nov. 15, 1909. 
 
 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. 
 
 COMPANIES 
 
 Mil., 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 & Western 
 Ey. 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. Paul 
 Ey. 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. 
 Organized June 11, 1906. 
 
 Belle Fourche Valley Ey. Co. 
 
 South Dakota. 
 Organized May 24, 1909. 
 
188 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 COAL COMPANIES 
 
 Consolidation 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 COMPANIES 
 
 TOWN 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 COMPANIES 
 
 ALBANY BEIDGE. 
 Over Mississippi Eiver at Clinton. 
 
 February 14, 1857, the Albany Eail Eoad 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 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 an 
 annual 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 & North 
 Western Ey. Co., which last named Company, in 1865, built the west end of the 
 Bridge, having authority of legislation as follows: 
 
 IlliTwis—Bj Act of February 18, 1859, gave to the G. & C. U. E. E. Co. the 
 right to bridge the river at this point. 
 
 lowa—Bj Act of April 5, 1864 (Ch. 130), authorizes any E. E. Co. or Bridge 
 Co. of that State to bridge the river, and Section 4 of same makes the Act applicable 
 to corporations of the State of Illinois (and some other States). 
 
 Iowa Legislature— Bj Eesolution of No. 22, of 1866, requested Congress to 
 declare the Albany Bridge a "Post Eoute." 
 
 Congress— Bj Act of February 27, 1867 (Book 14, Page 412), declared the 
 Albany Bridge a "Post Eoute," and a "lawful structure." 
 
 Congress— By Act of February 6, 1907, authorized the Albany Eail Eoad 
 Bridge 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 Eailway 
 Organized in Iowa July 25, 1882. Company. 
 
 Articles filed in Nebraska Aug. 11, 1884. South Dakota 
 
 Acquued Bridge rights from the S. C. Organized Sept. 18, 1905. ' 
 
 ; f\ A .°-' ,r^ ' T ' 0^/ Congress, by Act May 17, 1886, gave to 
 
 granted by Act of Congress, June 27, the Dakota Central Ey. Co., i^ sue 
 
 „. . cessors or assigns, the right to buUd 
 
 Sioux City Bridge Co. the Bridge. 
 
 • , ^T n^°To,„ '^^'^ ^- ^ ^- ^- ^J- Co. (as successor to 
 
 Organized Nov. 14, 1872. the Dakota Central Co.) assigned the 
 
 Bridge 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 CORPORATIONS 
 
 Corporations 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 17 
 
 Coal 2 
 
 Town Lot 3 
 
 Bridge 4 
 
 26 
 
 Total to April 30, 1910 144 
 
 CHARTERS 
 
 Madison & 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. R 
 
 Chicago, St. Charles & Mississippi Air 
 
 Line E. R 
 
 Galena & Chicago Union 
 
 Amelnded. 
 
 Albany Bridge Co Illinois 
 
 Beloit & Madison Wisconsin 
 
 Baraboo Air Line " 
 
 " " " Amended " 
 
 La Crosse, Trempeleau & Prescott " 
 
 " " " Amended " 
 
 Fox River Valley Illinois. . 
 
 Elgin & State Line 
 
 State Line & Union W'^^^op^i^ 
 
 St. Charles R. E Illinois. . 
 
 " Amended 
 
 Illinois 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, 1848 
 February 4, 1850 
 9, 1850 
 9, 1850 
 March 11, 1851 
 April 1, 1852 
 February 12, 1851 
 
 17, 1851 
 
 14, 1853 
 March 31, 1856 
 
 6, 1857 
 9, 1857 
 October 11, 1856 
 13, 1856 
 13, 185G 
 February 15, 1855 
 January 20, 1857 
 28, 1857 
 March 4, 1853 
 " 10, 1853 
 February 2, 1854 
 March 13, 1855 
 " 20, 1856 
 February 14, 1857 
 March 2, 1857 
 February 15, 1851 
 , June 21, 1852 
 , February 8, 1853 
 28, 1854 
 , January 31, 1849 
 
 3, 1853 
 16, 1836 
 . March 4, 1837 
 , February 24, 1847 
 11, 1853 
 25, 1854 
 
 15, 1855 
 . February 14, 1857 
 
 18, 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 
 
190 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 Green Bay, Milwaukee & Chicago Wisconsin .. Marcli 13, 1851 
 
 " " " " Amended .. „ ^ '-,s2S 
 
 ti It t( t« '« " . . 4, lODO 
 
 " '..'.... " ..July 6, 1853 
 
 .< " . . " . . January 31, 1854 
 
 ;;;;;;;;;; •• " . . Marcti 6, isst 
 
 Milwaukee & North-Western Ry. 'Co .'.'!!.'! i , , ". • • ?^''™^^'y„?^',l§P 
 
 Galena & Southern Wisconsin R. R. Co '■■ Illinois. . . . January 26, 1853 
 
 " Amended " .... February 10, 1853 
 
 Wisconsin . . March 2, 1857 
 
 Sheboygan & Mississippi ;; • • " (.^u}^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 
 
 ACTS 
 
 Authorizing consolidation III. & Wis. with R. E. V. Union Wisconsin. . March 10, 1855 
 
 Wis. & Sup. with C, St. P. & F. du 
 Lac " • • Feb. 12, 1857 
 
 Amended " ■ • " 28, 1857 
 
 Authorizing 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, 1855 
 
 Authorizing G. & C. U. R. R. Co. to bridge Mississippi River. . " . . . . " 18, 1859 
 
 Authorizing purchasers of C, St. P. & V. du L. to form a cor- 
 poration " .... " 19, 1859 
 
 Authorizing purchasers of C, St. P. & P. du L. to form a cor- 
 poration Wisconsin . . March 14, 1859 
 
 C. & N. W. recognized and authorized to connect and extend 
 
 line r " . . April 10, 1861 
 
 Authorizing C. & N. W. to create and issue preferred stock and 
 
 to consolidate Illinois .... Feb. 13, 1863 
 
 To extend the powers of C. & N. W., to bridge Chicago river, 
 
 etc., and recognizing the consolidation " .... " 15, 1865 
 
 To enable C. & N. W., 111. Central, C. B. & Q. and Mich. Cen- 
 tral to own property jointly *' .... " 16, 1865 
 
 Authorizing to bridge Fox river, and to locate line north Wisconsin. .April 11, 1861 
 
 " construction of line, Neenah to Doty's Island, etc. " ..March 8, 1862 
 
 Confirming certain lands in Brown county " . . June 10, 1862 
 
 Authorizing 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 post 
 
 route Congress. . . Feb. 27, 1867 
 
 Authorizing C. & N. W. to own stock in other corporations. .. Wisconsin. . April 5, 1867 
 
 Classifying directors Illinois .... March 22, 1869 
 
 Wisconsin. . " 8, 1870 
 
 Authorizing consolidation C. & N. W. with Chicago & Milwau- 
 kee By " . . " 14, 1870 
 
 Authorizing C. &. N. W. to guarantee bonds of W. & St. Peter 
 
 and L. C. T. & P " .. " 15,1870 
 
 Authorizing 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 " .. " 25,1872 
 
 To confirm consolidation of Wisconsin Companies with Illinois 
 
 Companies " . . " 23, 1872 
 
 Authorizing W. & St. Peter R. E. to bridge Elver at Winona. . Congress. . . July 25, 1866 
 La C, T. & Prescott R. E. to bridge river at 
 Winona Minnesota. . Feb. 8, 1867 
 
 Authorizing La C, T. & Prescott R. R. to bridge river at 
 
 Winona Wisconsin. . March 15, 1867 
 
 Authorizing W. & St. Peter to purchase W. M. & N. Ulm Minnesota.. " 6, 1871 
 
 " W. & St. Peter to purchase sundry branch lines.. " ..Feb. 19, 1881 
 
 W. & St. Peter to purchase Plalnview E. R " ..March 3, 1881 
 
 " C. & N. W. Ry. to acquire, construct, maintain 
 and operate railways in Minnesota " . . " 7, 1881 
 
 Authorizing C. & N. W. Ry. to guarantee bonds and own stocks 
 
 of other corporations • ■ nisaoosjAV " 18, 1882 
 
 Authorizing Chicago & Milwaukee R. R. Co. — Bridge across 
 
 Kinnickiunick river " .. Jan. 25, 1868 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 191 
 
 HISTORY OP ACQUIRED CORPORATIONS 
 
 Components 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 THE 
 K. & 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 THE 
 
 EoOKFOED & Mississippi with the K., E. & E. I. E. E. Co., June 19, 1857. 
 
 Eetained the name of the 
 
 Kenosha, 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 THE 
 Dixon, Eockfoeb & St. Line with the Kenosha & State Line 
 formed the 
 Dixon, 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. 
 
192 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 same 
 Oct. 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 Company 
 Menominee River R. R. Co. Menominee Railway Co. 
 
 Michigan. Wisconsin. 
 
 Organized Feb. 9, 1875, under General Organized Nov. 20, 1879, under General 
 Laws of Michigan. Laws of Wisconsin. 
 
 The two (2) corporations last above were consolidated October 15, 1880, under 
 the name of "Menominee Eiveb E. E. Co.," which Company, together with the 
 Escanaba & Lake Superior Ey. Co. (by a 3-party agreement) was consolidated with 
 C. & N. W. Ey. Co., July 1, 1882. 
 
 Bscanaba & Lake Superior Railway Co. 
 Michigan. 
 Organized November 24, 1880, under General Law, and together with the 
 Menominee 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 "Elgin 
 
 Wisconsin. & 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 W 
 Ey. Co., June 7, 1883. 
 
HISTORY OP THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 193 
 
 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 Bail way Co." 
 
 Leased to C. & N. W. May 2, 1866, and 
 was 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, and 
 one in Wis., May 8, 1879), which 
 were consolidated Aug. 5, 1879, under 
 name of 
 "Galena and Wisconsin B. E. Co." 
 
 Consolidated with Chicago & Tomah E. 
 E. Aug. 31, 1880. 
 
 Sheboygan & IMiss. B. B. Co. 
 Wisconsin. 
 
 Chartered by Act of March 8, 1852. 
 
 Amended June 6, 1853. 
 
 Amended March 12, 1855. 
 
 Sold March 2, 1861, when the pur- 
 chasers formed a new company named 
 Sheboygan & 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 & Madison 
 By. Co., Nov. 30, 1880. 
 Milwaukee & Madison By. Co. 
 Wisconsin. 
 Organized May 15, 1880, under Gen'l 
 
 Law of Wis. 
 Consolidated with the Chicago & Tomah 
 Nov. 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. 
 
194 
 
 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 Maple Eiver E. E. Co. 
 Iowa. 
 Organized June 10, 1876, under Gen'l 
 Law. 
 
 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 Geni 
 
 Law. 
 Sold to C. & N. W. Eailway Co., Octo- 
 ber 24, 1884. 
 
 Iowa Midland Ey. Co. 
 
 Iowa. 
 
 Organized March 2, 1870, under Gen'l 
 
 Law. 
 Acquired the rights of Iowa Central Air 
 Line 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. Paul 
 Eailway 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'l 
 
 Law. 
 Sold to C. & N. "W. Eailway Co., Octo- 
 ber 24, 1884. 
 
 Iowa & Minnesota Ey. Co. 
 Iowa. 
 Organized Feb. 8, 1866, under Gen'l 
 Law of Iowa. 
 
 Des Moines & Minnesota E. E. Co. 
 Organized Aug. 1, 1870, under GenT 
 
 Law. 
 Purchased the Eight of Way, &c., of the 
 
 Iowa & Minnesota Ey. Co., and by 
 
 Amended 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'l 
 
 Law. 
 
 Sold to C. & N. W. Ey. Co., May 4, 1887. 
 
 Janesville & Evansville Ey. Co. 
 
 Wisconsin. 
 
 Organized April 15, 1886, under Gen'l 
 
 Law. 
 Sold to C. & N. W. Eailway Co., May 
 
 6, 1887. 
 
 Sioux Valley Ey. Co. 
 
 Iowa. 
 
 Organized Jan. 13, 1887, under Gen'l 
 
 Law. 
 Sold to C. & N. W. Eailway Co., Nov. 
 2, 1887. 
 
 Iowa Ey. Coal & Mfg. Co. 
 
 Iowa. 
 
 Organized Aug. 18, 1873, under Gen. 
 
 Law. 
 Sold to C. & N. W. Eailway Co., Nov. 
 2, 1887. 
 
 Linn County Ey. Co. 
 
 Iowa. 
 
 Organized Oct. 30, 1886, under Geni 
 
 Law. 
 Sold to C. & N. W. Eailway Co., Nov. 
 2, 1887. 
 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. ' ' 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 195 
 
 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, under 
 foreclosure. 
 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 Bay 
 E. E. Co. 
 
 Wisconsin. 
 
 Line, Milwaukee to Manitowoc and 
 Green 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 COMPANY 
 
 Wisconsin 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. 
 Chartered by Act of March 10, 1862. 
 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 Act 
 of Feb. 19, 1881. 
 
 Plainview E. E. Co. 
 
 Minnesota. 
 
 Organized Dec. 11, 1877, under Gen'l 
 
 Law. 
 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'l 
 
 Law. 
 Purchased by W. & St. Peter E. E. Co., 
 
 October 11, 1880, under authority of 
 
 Act of March 6, 1871. 
 
 Eochester & Northern Minn. Ey. Co. 
 
 Minnesota. 
 Organized Oct. 25, 1877, under Gen'l 
 
 Law. 
 Purchased by W. & St. Peter E. E. Co., 
 
 May 11, 1881, under authority of Act 
 
 of Feb. 19, 1881. 
 
 Chatfield E. E. Co. 
 
 Minnesota. 
 Organized April 27, 1878, under Gen'l 
 Law. 
 
196 
 
 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 Purchased by W. & St. Peter E. E. Co., 
 May 11, 1881, under authority of Act 
 of Feb. 19, 1881. 
 
 Mankato & New Ulm Ky. Co. 
 Minnesota. 
 Organized January 13, 1899. 
 
 Sold to W. & St. P., February 12, 1900. 
 
 Minnesota & South Dakota Ey. Co. 
 
 Minnesota. 
 
 Organized August 3, 1899. 
 
 Sold to W. & St. P., February 12, 1900. 
 
 Various Cobpobations 
 
 Minnesota & Iowa Ey. Co. 
 Minnesota. 
 Organized Nov. 11, 1898. 
 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. 
 Organized May 8, 1899. 
 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. 
 Organized January 16, 1899. 
 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. 
 Organized June 12, 1900. 
 Sold to C. & N. W. June 8, 1901. 
 Peoria & North-Western Ey. Co. 
 Illinois. 
 Organized Nov. 7, 1900. 
 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. 
 
 Organized June 7, 1867. 
 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 Line 
 by consolidation Sept. 15, 1868. 
 
 Acquired Branch from Mo. Valley to 
 California Junction (5.84 miles) by 
 purchase from the C, E. & Mo. Eiver 
 E. 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. 
 
 Organized January 20, 1869. 
 
 Eight of Way through Fort Eobinson 
 Eeservation by Act of Congress, 
 January 20, 1885; through Ft. Mead 
 reservation by Act of Congress, Feb- 
 ruary 28, 1887. 
 
 Acquired the Wyoming Central Ey. by 
 consolidation June 4, 1891. 
 
 Acquired the Eastern Wyoming by pur- 
 chase June 4, 1891. 
 
 Acquired the South Dakota Western by 
 purchase 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. 
 Organized August 23, 1902. 
 Sold to C. & N. W. Ey. Co., December 
 31, 1903. 
 
 Chicago & State Iiine By. Co. 
 
 Illinois. 
 Organized January 28, 1905. 
 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., January 
 
 30, 1909. 
 
 DIEECTOES, EXECUTIVE COMMITTEE AND PEINCIPAL OFFICEES OF 
 THE PEOPEIETAEY AND AUXELIAEY COIVIPANIES, JUNE 1, 1910. 
 
 THE ST. PAUI, EASTEEN GEAND 
 TEUNK 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 President 
 
 E. E. Osborn Vice-President 
 
 John D. Caldwell Secretary 
 
 L. 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 President 
 
 R. H. Aishton Vice-President 
 
 John D. Caldwell Secretary 
 
 WESTEEN TOWN LOT CO. 
 
 Directors. 
 
 Marvin Hughitt. J. F. Cleveland. 
 William A. Gardner. L. A. Robinson. 
 John D. Caldwell 
 Officers. 
 
 Marvin Hughitt President 
 
 William A. Gardner Vice-President 
 
 John 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 President 
 
 William A. Gardner Vice-President 
 
 John 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 President 
 
 William A. Gardner Vice-President 
 
 John 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. 
 
 Marvin Hughitt President 
 
 William A. Gardner Vice-President 
 
 John D. Caldwell Secretary 
 
 WOLF EIVER VALLEY EY. CO. 
 
 Directors. 
 
 Marvin Hughitt. William A. Gardner. 
 
 J. M. Whitman. L. A. Robinson. 
 
 John D. Caldwell. 
 
 Officers. 
 
 Marvin Hughitt President 
 
 J. M. Whitman Vice-President 
 
 John D. Caldwell Secretary 
 
198 
 
 HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 
 
 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 President 
 
 William A. Gardner Vice-President 
 
 John 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 President 
 
 R. H. Aishton "Vice-President 
 
 John D. Caldwell Secretary 
 
 WISCONSIN TOWN LOT CO. 
 Directors. 
 
 Marvin Hug-hitt. J. F. Cleveland. 
 William A. Gardner. L. A. Robinson. 
 John D. Caldwell. 
 Officers. 
 
 Marvin Hughitt President 
 
 William A. Gardner Vice-President 
 
 John D. Caldwell Secretary 
 
 THE DE PUB, LADD & EASTERN 
 BAILEOAD CO. 
 
 Directors. 
 
 William A. Gardner. Marvin Hughitt. 
 J. M. Whitman. J. B. Redfield. 
 
 L. A. Robinson. 
 Officers. 
 
 Marvin Hughitt President 
 
 William A. Gardner Vice-President 
 
 J. 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 President 
 
 E. E. Osborn Vice-President 
 
 H. R. McCullough V. P., Traffic Dept. 
 
 John D. Caldwell Secretary 
 
 PIERRE & FORT PIERRE BRIDGE 
 EY. CO. 
 
 Directors. 
 
 Marvin Hughitt. William A. Gardner. 
 E. E. Osborn. C. T. Dike. 
 
 J. B. Redfleld. 
 Officers. 
 
 William A. Gardner President 
 
 E. E. Osborn Vice-President 
 
 H. R. McCullough .... V. P., Traffic Dept. 
 John D. Caldwell Secretary 
 
 WYOMING & NORTH-WESTERN 
 RY. 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 President 
 
 E. E. Osborn Vice-President 
 
 H. R. McCullough V.P, Traffic Dept. 
 
 John D. Caldwell Secretary 
 
 WINONA & ST. PETER RAILROAD 
 COMPANY. 
 
 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 President 
 
 E. B. Osborn Vice-President 
 
 John D. Caldwell Secretary 
 
 PRINCETON & WESTERN EY. CO. 
 
 Directors. 
 
 Marvin Hughitt. J. F. Cleveland. 
 H. R. McCullough. J. B. Redfleld. 
 L. A. Robinson. 
 
 Officers. 
 
 Marvin Hughitt President 
 
 H. R. McCullough Vice-President 
 
 John D. Caldwell Secretary 
 
 MANITOWOC, GREEN BAY & NORTH 
 WESTERN EY CO. 
 
 Directors. 
 
 Marvin Hughitt. E. E. Osborn. 
 William A. Gardner. J. B. Redfleld. 
 L. A. Robinson. 
 Officers. 
 
 William A. Gardner President 
 
 E. E. Osborn Vice-President 
 
 John D. Caldwell Secretary 
 
 MILWAUKEE & STATE LINE 
 RY. CO. 
 
 Directors. 
 
 Marvin Hughitt. E. E. Osborn. 
 William A. Gardner. J. B. Redfield. 
 L. A. Robinson. 
 Officers. 
 
 William A. Gardner President 
 
 E. E. Osborn Vice-President 
 
 John 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 President 
 
 J. M. Whitman Vice-President 
 
 John 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 President 
 
 H. R. McCullough Vice-President 
 
 John D. Caldwell Secretary 
 
HISTORY OF THE CHICAGO & NORTH-WESTERN RAILWAY SYSTEM 199 
 
 DES PLAINES VALLEY EY. CO. 
 
 Directors. 
 
 J. F. Cleveland. William A. Gardner. 
 
 John D. Caldwell. R. H. Aishton. 
 Marvin Hughltt. 
 Officers. 
 
 Marvin Hughitt President 
 
 William A. Gardner Vice-President 
 
 John D. Caldwell Secretary 
 
 MILWAUKEE, SPAETA & NORTH 
 WESTERN RY. CO. 
 
 Directors. 
 
 Marvin Hughitt. R. H. Aishton. 
 William A. Gardner. L. A. Robinson. 
 J. M. Whitman. J. F. Cleveland. 
 
 W. H. Stennett. 
 Officers. 
 
 Marvin Hughitt President 
 
 William A. Gardner Vice-President 
 
 John D. Caldwell Secretary 
 
 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. 
 
 Marvin Hughitt President 
 
 William A. Gardner Vice-President 
 
 John D. Caldwell Secretary 
 
 JAMES EIVEE VAILEY & NORTH 
 WESTERN RY. CO. 
 
 Directors. 
 
 Marvin Hughitt. R. H. Aishton. 
 William A. Gardner. J. F. Cleveland. 
 J. M. Whitman. A. K. Gardner. 
 
 John D. Caldwell. 
 Officers. 
 
 Marvin Hughitt President 
 
 William A. Gardner Vice-President 
 
 John D. Caldwell Secretary 
 
 BOLAND & SOUTH EASTERN 
 RY. CO. 
 
 Directors. 
 Marvin Hughitt. R. H. Aishton. 
 William A. Gardner. J. F. Cleveland. 
 J. M. Whitman. A. K. Gardner. 
 
 John D. Caldwell. 
 
 Officers. 
 
 Marvin Hughitt President 
 
 William A. Gardner Vice-President 
 
 John D. Caldwell Secretary 
 
 SIOUX CITY, DAKOTA & NORTH 
 WESTERN KY. CO. 
 
 Directors. 
 
 Marvin Hughitt. R. H. Aishton. 
 William A. Gardner. J. M. Whitman. 
 J. F. Cleveland. 
 Officers. 
 
 Marvin Hughitt President 
 
 William A. Gardner Vice-President 
 
 John D. Caldwell Secretary 
 
 THE ALBANY RAIL ROAD BRIDGE 
 COMPANY. 
 
 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 President 
 
 R. H. Aishton Vice-President 
 
 John D. Caldwell Secretary 
 
 LEE COUNTY RY. CO. 
 
 Marvin Hughitt. J. b! Redfleld. 
 H. R. McCullough. William A. Gardner. 
 J. M. Whitman. 
 Officers. 
 
 Marvin Hughitt President 
 
 J. M. Whitman Vice-President 
 
 John 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 President 
 
 E. E. Osborn Vice-President 
 
 T. 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 .■ 5 
 
 Beginning of Chicago & North-Western Eailway 56 
 
 Bertram, Captain John 38, 39 
 
 Blair, John 1 41, 48, 172, 180 
 
 Blair bridge over Missouri Eiver 42 
 
 Blodgett, Judge H. W 65 
 
 Blunt, John E 10, 178 
 
 Bridge over Platte Eiver 32 
 
 Bridge, new, over Mississippi Eiver 142 
 
 Brotherhood strike 68 
 
 Construction, Chicago & North- Western Eailyway by years 164, 169 
 
 Construction, Chicago, St. Paul, Minneapolis & Omaha Eailway by years. .. .169, 170 
 
 Chicago & North- Western Eailway 1 
 
 Chicago & North-Western EaUway, mileage 2, 3 
 
 Chicago, St. Paul, Minneapolis & Omaha Eailway, mileage - 4, 5 
 
 Chicago, St. Paul, Minneapolis & Omaha Eailway, directors in office 6, 99 
 
 Chicago Terminal, new 135, 140, 145, 150 
 
 Charters, Underlying, of Chicago & North-Western Eailway 184 
 
 Chicago fire, losses 75 
 
 Cullom law 102 
 
 Chicago shops -. 119, 120 
 
 Chicago, St. Paul, Minneapolis & Omaha — Directors and oficers 78, 88 
 
 Chicago & North-Western Eailway general history 49 
 
 Connections with Union Pacific 70, 72 
 
 Crane, Zenas, director 5, 6 
 
 Clark, J. T., director 6 
 
 Caldwell, director 6 
 
 Depew, Ghauneey, director 5, 6 
 
 Depots in Chicago 33, 34, 35, 36 
 
 Directors, present board Chicago & North-Western Eailway 5 
 
 Directors, present board Chicago, St. Paul, Minneapolis & Omaha Eailway 6 
 
 Early time tables 21, 51 
 
 Elroy route 77 
 
 Equipment, list of, 1910 154 
 
 Excursion train to Dakota 88 
 
 EargO; Jas. C, director 5 
 
 Earwell, J. V., director 5 
 
 First railroad in Illinois 6 
 
 First engine north of Chicago 53 
 
 First depot on North Side in Chicago 54 
 
 First general freight and general ticket agent 26 
 
 First telegraph line 25 
 
 First depot in Chicago 34 
 
 First coal used 26 
 
 First Pullman sleeping cars 45 
 
 First postal cars 44 
 
 First train Chicago to Council Bluffs 70 
 
 First locomotive engine ig 
 
 First railroad building in Chicago 18 
 
 First passenger car jg 
 
 First business ear (directors ' car) 72 
 
 First hotel cars 92 
 
 First dining cars gg 
 
 First freight shipment to Chicago [[[ jg 
 
 First 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 27 
 
 Depots in Chicago 34, 35, 36, 37 
 
 First contract for building 1^ 
 
 Last directory before consolidation 48 
 
 Survies 9) 13 
 
 Extension of 44 
 
 Consolidation '16; 48 
 
 Presidents 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 5 
 
 Kimball, David P., director 5, 172 
 
 Lease of Iowa roads 33, 38 
 
 Locomotives, names and description 16, 30, 31 
 
 Map of Galena & Chicago Union Eailroad 47 
 
 Map of Chicago & North-Westem Bailway 60 
 
 Map of consolidated roads 67 
 
 McCormick, Cyrus H., director 5 
 
 MeCullough, H. E 173, 177 
 
 Miller, Homer A., director 5 
 
 Milwaukee, Lake Shore & Western Eailway — History 103 
 
 Morgan, E. P 10, 13, 14 
 
 Northwestern stations 155 to 161 
 
 Northern Cross Eailroad 6 
 
 Ogden, W. B 10, 13, 49, 94, 173 
 
 Omaha road stations 161 
 
 Osbom, E. E., director 6 
 
 Panic of 1857 and the Chicago, St. Paul & Fond du Lac Eailway 55 
 
 Paint plant and paint making 121 
 
 Pension system and board 114 
 
 Pieneei, the locomotive 16 
 
 Porter, H. H 30, 172, 174 
 
 Pottei' law in Wisconsin 91, 92 
 
 PuUman strike of 1904 109 
 
 Purchase of Omaha Eailroad stock 99 
 
 Purchase of Iowa roads 100 
 
 Eedfield, J. B 76, 164, 174, 185, 197 
 
 Eockf ord convention 11 
 
 Smith, Byron L., director 5, 6 
 
 Steamers on Green Bay, names of 60 
 
 StUlman, James, director 5 
 
 Strap railroad 15 
 
 Sykes, M. L 66, 114, 117, 171, 173 
 
 Thrall, W. A 26, 27 
 
 Turner (the station) 25, 27 
 
 Turner, John B 8, 10, 13, 21, 172 
 
 Union Pacific Eailroad finished 70, 72 
 
 Vanderbilt, W. K., director. . .• 5, 6 
 
 Vanderbilt, F. W., director 5, 6 
 
 Van Nortwiek, John 15, 16 
 
 Whitman, J. M., director 6 
 
 Williams, Horace 38, 43 
 
 Williams. Dr. E. H 31 
 
 Winter of 1880-1881, the deep snow 97 
 
 Work, Frank, director 5 
 
WINSHIP CO. 
 
 Printers and Binders 
 
 CHICAGO 
 
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 Leech Lake 
 
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 MILEAGE 
 
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 CUcaeo ft Sorth Western By 7,702.67 
 
 Chicago, St. Paul, Minneapolis & Omaha By 1,743.84 
 
 Pierre, Bapid City Sc Nortli Western By 167.87 
 
 Wyoming & North W^estem By 147.89 
 
 Xotal , 9.761.67