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 ENNSYLYANIA 
 
 Rand, McNally & Co., Pki.nteks a.nd ENGKAVEUt;. 
 
To the Traveling Public. 
 
 rri HIS pamphlet will be distributed through Ticket Agents at all the principal 
 I railroad stations in the United States gratuitously, and copies will be mailed, 
 
 free, to any address, on application to the undersigned. 
 All inquiries in relation to arrangements for transportation of visitors to the Cen- 
 tennial, addressed to the undersigned, will receive prompt attention, and every effort 
 will be made to accommodate and oblige the patrons of this line. 
 
 The following representatives of this department will furnish full information, 
 and make all arrangements desired for transportation from the several cities named : 
 J. R. Erringer, Jr., General Agent, 25|S Montgomery St., San Francisco, Cal. 
 W. D. Wetherell, Traveling Agent, St. Louis, Mo. 
 
 W. A. Warner, Passenger Agent, S. W. corner 4th and Jefferson Sts., Louisville, Ky. 
 W. M. Wallington, General Southern Agent, New Orleans, La. 
 E. Gallup, Western Passenger Agent, 121 Randoph St., Chicago, III. 
 J. B. Brown, Passenger Agent, Indiarui'polis, Ind. 
 S. B. -Tones. Oen. S. W. Pass. Agent, 155 West 4th St , Cincinnati, 0. 
 W. 1^. O'Brien, Gen. Pass, and Tkt. AgH, 219 N. High St., Columbus, 0. 
 C. H. Clough, Ticket Agent, Union Depot, Dayton, 0. 
 Through tickets, summer excursion routes, sleeping car accommodations, maps 
 and time schedules, can be obtained at the following ticket offices of the Company : 
 
 ST. LOXJIS. 
 
 Vandalia Office, S. E. Cor. 4tli and Chestnut. I Union Depot Ticket Office. 
 
 LOUISVILLE. 
 
 n| 
 
 J., M. and I. Dep. Office,cor.l4tli and Main Sts. 
 U.S. Mail Line Office, S . W. Cor. 4tli and Main 
 
 Streets. 
 W. A. Warner, Pass. Agt., S. W. Cor. 4th and 
 
 JeiFerson Sts. 
 
 .^ys*^ 
 
 Louisville, Cincinnati and Lexington Depot. 
 L., C. and L. Office, S. W. Coir. 4tli and Jeff- 
 erson Streets. 
 L. and N. Office, S. "W. Cor. 4th and Main Sts. 
 J., M. and I. Office, S. W. Cor 3d and Main Sts. 
 
 CHICAGO. 
 
 Depot, Cor. Clinton and Carroll, West Side. I City Office, 121 Randolph Street. 
 
 iivi>ijiL]VA.r»oLi©. 
 
 Union Depot Ticket Office. | City Office, Cor. Washington & Illinois Sts., 
 
 I Bates House Block. 
 
 d]V<CTIV>^^TI. 
 
 Little Miami Depot, East Front Street. j City Office, 131 Vine St., (next to Pest Office.) 
 
 General Office, 155 West 4tli Street. ' Grand Hotel Ticket Office. 
 
 COLXJ3II5XJS. 
 
 Union Depot Ticket Office. I Office Gen. Pass. Ag't., 219 N. High St. 
 
 r>j^YTO]V, o. 
 
 Union Depot Ticket Office. 
 
 ( '• And at principal Ticket Offices in the West, South and Southwest. 
 
 W. L. O'BRIEN, 
 
 General Passenger and Ticket Agent, 
 2 19 N. High St., Columbus,©. 
 
THE CENTENNIAL EXHIBITION. 
 
 World's Fairs are of modern origin, ana are 
 legitimate results of progress in tlie arts and sci- 
 ences. When Flanders made woolen cloth for 
 all Europe, when the Indies supplied that con- 
 tinent with silks, Persig, and Turkey furnished 
 it with carpets, Venice with glass, Saxony with 
 porcelain, andltaly with articles of bijouterie- 
 each of these nations enjoying a comparative 
 monopoly of its specialty — the products of all 
 could not, according to the sentiment of the age, 
 be concentrated, because the desire was to retain 
 the mystery of the art by which each profited. 
 But, one by one, the secrets of these and other 
 manufactures were obtained by the nations of 
 Western and Central Europe ; in some instances 
 the discoveries being made by artifices and sac- 
 rifices approximating the marvellous, and, once 
 gained, it was not long until those progressive 
 nationalities achieved a mastery in producing 
 the essentials of adornment and comfort which 
 the world's advancing refinement demanded. 
 Monopoly of production being no longer possi- 
 ble in any principal branch of industry, the pro- 
 ducers soon learned the advantage of bringing 
 together the fruits of their skill, so that the 
 progress each had made could be demonstrated, 
 and a stimulus thus be given to further improve- 
 ment, both in results obtained and in methods 
 of obtaining them. These gatherings served 
 the purpose not only of schools in mechanics 
 and manufactures, as well as in the higher 
 branches of art, but they acted as stimulants to 
 trade and commerce by demonstrating where 
 improvements had been greatest, and thus indi- 
 cating the best localities for procuring supplies. 
 
 The first of these general fairs of which any 
 authentic record is preserved was held in France 
 in 1798, at about the period when that nation 
 was entering upon its wonderful career of man- 
 uf actui'ing success. This was followed by simi- 
 lar exhibitions in 1801, 1802 and 1806. Then, 
 for thirteen years they were intermitted, while 
 industrial progress yielded to military ambition ; 
 but in 1819 they were revived, and were repeat- 
 ed in 1823,-1827, 1834, 1839, 1844 and 1849. 
 Belgium held one at Ghent, in 1820 ; Ireland, 
 at Dublin, in 1829 ; Prussia, at Berlin, in 1844 ; 
 Austria, at Vienna, in 1846 ; England, at Bir- 
 mingham, in 1849, and in succeeding years at 
 many other provincial cities ; Bavaria, at Mu- 
 nich, in 1854 ; Holland, at Amsterdam, in 1859; 
 and Russia, at Moscow, in 1872. These fairs 
 were at most only international — the products 
 exhibited being those of the nations holding 
 them, with limited contributions from outside 
 
 1 — P.H 
 
 communities with whom commercial inter- 
 course existed, and who were attracted by a 
 desire for increased trade. 
 
 The first exhibition deserving the name of 
 World's Fair was held in London, in 1851. This 
 was followed by one, designed on an approxi 
 mate scale, in New York, in 1853. Paris came 
 next, in 1855. London repeated its exhibition 
 on a grander scale, in 1862. Paris again follow- 
 ed by one more complete, in 1867; and Vienna 
 inaugurated the largest ever yet held, in 1873. 
 The South American Republic of Chili held 
 one at Santiago, in 1875. Next in order will 
 come that in Philadelphia, in 1876, designed to 
 commemorate the Centennial of the Indepen- 
 dence of the United States. As this will be the 
 most interesting of all similar exhibitions be- 
 cause of its commemorative character, as well 
 as the largest in area, the widest in scope, and, 
 in all probability, the most numerously attend- 
 ed, a notice of its inception and progress may 
 not be uninteresting. 
 
 In December, 1866, Professor J. L. Campbell, 
 of Wabash College, Indiana, wrote to Hon. 
 Morton McMichael, then Mayor of Philadelphia, 
 suggesting the holding of an International Ex- 
 hibition at that city in 1876, as the most suitable 
 method of observing the cor»pletion of the first 
 century of American national existence, and 
 presented many reasons why such Centennial 
 celebration should be held in Philadelphia. 
 Mayor McMichael, in reply, cordially endorsed 
 the proposition in his own behalf, as well as on 
 the part of many prominent citizens of the city, 
 and promised to take measures, at the proper 
 time, to secure its accomplishment. In Novem- 
 ber, 1868, Professor Campbell wrote a second 
 letter to Mayor McMichael, urging immediate 
 action, and to this received a reply concurring 
 in the opinion that the time had arrived when 
 an active effort should be made to carry out the 
 suggestions previously submitted and consid- 
 ered. 
 
 The agitation of this subject was continued 
 in various ways, and on the 20th of January, 
 1870, JohnL. Shoemaker, Esq., a member of the 
 Select Council of Philadelphia, introduced reso- 
 lutions, which were unanimously adopted in that 
 and in the Common Branch, endorsing the prop- 
 osition to hold an International Exhibition at 
 Philadelphia, in 1876. These resolutions were 
 the first official act relating to a Centennial cel- 
 ebration. The Legislature of Pennsylvania 
 and the Franklin Institute of Philadelphia 
 promptly endprsed the movement, and appoint- 
 
nil II 
 
 II I|III1I|II II I |l|||il M 
 
 
THE CENTENlSriAL EXHIBITIOlSr. 
 
 ed committees to unite with the joint commit- 
 tee of City Councils in presenting a memorial 
 to Congress, showing the design and scope of 
 the enterprise, and the importance of its being 
 held under the auspices of the Government of 
 the United States. 
 
 The memoria,! of these committees was pre- 
 sented to Congress in January, 1871, and in ac- 
 cordance therewith, Hon. D. J. Morrell, a rep- 
 resentative from Pennsylvania, and Chairman 
 of the House Committee on Manufactures, in- 
 troduced a bill creating the United States Cen- 
 tennial Commission, whose duty it was to pre- 
 pare and superintend the execution of a plan for 
 holding an Exhibition of American and Foreign 
 arts, products and manufactures, under the 
 auspices of the Government of the United States, 
 in the City of Philadelphia, in the year 1876, 
 which bill was enacted into a law on the 3rd of 
 March, 1871. 
 
 This legislation gave the proposed Exhibition 
 the prestige of a national enterprise, and the 
 commissioners authorized under it were prompt- 
 ly appointed by President Grant. On the 1st of 
 June following, an act was passed creating the 
 Centennial Board of Finance, and defining a 
 plan by which the funds necessary for the Ex- 
 hibition were to be raised. 
 
 The Commissioners met in Philadelphia on 
 the 4th of March, 1872, representatives being 
 present from twenty-six States and Territo- 
 ries. By-laws for the government of the Com- 
 mission were adopted; various committees nec- 
 essary were named, and Hon. Joseph R. Haw- 
 ley, of Connecticut, was elected President of the 
 Commission. The meetings of the Commission 
 were continued, with some interregnums, until 
 the end of May following, and during these 
 sessions a large amount of preliminary busi- 
 ness was transacted, such as defining a general 
 plan of the Exhibition, the establishment of a 
 financial scheme by which the requisite funds 
 were to be secured, and the calling for archi- 
 tectural designs for the principal buildings to be 
 erected. 
 
 The Commissioners being gentlemen of char- 
 acter and energy, the work entrusted to them 
 was steadily prosecuted, often in the face of 
 great obstacles and against unreasonable preju- 
 dices, until not onlj'^ the entire American Union, 
 but the whole civilized world, conceded its im- 
 portance and joined in carrying it to a success- 
 ful termination. At a session of the Commis- 
 sion, held subsequent to the dates given, Hon. 
 A. T. Goshorn was unanimously elected Direc- 
 tor-General of the Exhibition, and Prof. Jo^n 
 L. Campbell, of Indiana, permanent Secretary. 
 These gentlemen, together with Mr. Hawley, 
 the President, have been continued in their 
 positions to the present time, contributing large- 
 ly, by their zeal and ability, to the perfect suc- 
 cess of the enterprise. Mr. Goshorn took up his 
 residence in Philadelphia and gave himself 
 wholly to the work in October, 1873 ; Mr. 
 Campbell about the same time, and Gen. Haw- 
 ley early in June, 1875. A similar meed of praise 
 is due to Hon. Daniel J. Morrell, Chairman of 
 
 the Executive Committee of the Commission. 
 Avery great and very honorable work was done 
 by the associate corporation, the Centennial 
 Board of Finance, of whigh Hon. John Welsh 
 has always been President, Hon. Frederick 
 Fraley, Treasurer, and Hon. William Bigler, 
 Financial Agent — the calamitous financial crisis 
 that began in September, 1873, havingmade their 
 labors infinitely more arduous than, under ordi- 
 nary business conditions, they would have been. 
 
 A clause in the act creating the Centennial 
 Commission provided that the President should, 
 when informed by the Governor of the State of 
 Pennsylvania that provision had been made for 
 the erection of suitable buildings for the pur- 
 poses of the Exhibition, make proclamation of 
 the fact. Governor Hartranft, of Pennsylvania, 
 having informed President Grant on the 24th of 
 June, 1873, that these provisions had been com- 
 plied with, the required proclamation was made 
 on the 3rd of July following. In that procla- 
 mation the President defines the character of 
 the Exhibition, and declares that, " in the in- 
 terest of peace, civilization and domestic and 
 international friendship and intercourse, I com- 
 mend the celebration and Exhibition to the peo- 
 ple of the United States, and in behalf of this 
 Government and people, I cordially commend 
 them to all nations who may be pleased to take 
 part therein." 
 
 The details marking the progress and growth 
 of the Exhibition, from the permanent organi- 
 zation of the Commission down to the present 
 time, when its magnitude is assured and its un- 
 precedented interest as an event in the World's 
 history established, would, however interesting, 
 be too cumbersome for a sketch of this kind. 
 Those charged with its management have, by 
 constant and timely exertions, overcome preju- 
 dices, removed obstacles, inspired enthusiasm, 
 and secured co-operation, until a complete tri- 
 umph has been gained ; and when the doors of 
 the magnificent monumental structures erected 
 are opened to visitors, they will admit represen- 
 tatives from every land, who will come, not only 
 as contributors to the latest object-lesson in hu- 
 man progress, but as students of the wonderful 
 achievements of a century of national liberty. 
 
 Before leaving this branch of the subject, 
 simple justice demands that the liberality of the 
 State of Pennsylvania and the City of Philadel- 
 phia toward the Centennial Exhibition should 
 be acknowledged. The amount appropriated by 
 the State, directly for Centennial purposes, ag- 
 gregates one million and fifteen thousand dollars, 
 and by the Cit]'-, one million five hundred and 
 seventy-five thousand dollars, showing a total 
 contribution from these two sources of two mil- 
 lion five hundred and ninety thousand dollars. 
 In addition, the private subscriptions by citizens 
 of Pennsylvania amount in the aggregate to two 
 millions and a half more, making a total direct 
 contribution to the Centennial fund, from Penn- 
 sylvania alone, of more than five millions of 
 dollars. 
 
 The Exhibition will be held in Fairmount 
 Park, in the city of Philadelphia, and will be 
 
THE CENTENNIAL EXHIBITION. 
 
 opened to the public ou the 10th day of May, 
 1876, and closed OQ the 10th day of November 
 following. Articles in the Exhibition, except in 
 such collective exhibits as may receive special 
 sanction, are classified in seven departments, as 
 follows : I. Mining. II. Manufactures. III. 
 Education and Science. IV. Art. V. Ma- 
 chinery. VI. Agriculture. VII. Horticulture. 
 
 The Main Exhibition Building, in which 
 are grouped the departments of Mining, Manu- 
 factures, Education and Science, located by 
 countries geographically, in sections running 
 crosswise from north to south, is in the form of a 
 paiallelogram, extending east and west 1,880 
 feet, and north and south 464 feet. This building 
 stands upon six hundred and seventy-two stone 
 foundation piers, and embraces in its construc- 
 tion 3,928 tons of rolled iron, 237,646 square 
 feet of glass, and 1,075,000 square feet of roof- 
 ing tin, equal to twenty-four and five-eighths 
 acres. There are 672 wrought iron columns 
 used, varying in height from 23 to 125 feet, 
 and weighing in. the aggregate 2,200,000 pounds. 
 The weight of iron in the roof is 5,000,000 
 pounds. The larger portion of this structure 
 is one story in height, and shows the main cor- 
 nice on the outside, 45 feet above ground, the 
 interior height being 70 feet, 
 
 Tlie general arrangement of the ground plan 
 shows a central avenue or nave 120 feet in width, 
 and extending 1,832 feet in length. This is the 
 longest avenue of that width ever introduced 
 into an Exhibition Building. On each side of this 
 nave there is an avenue 100 feet in width by 1,832 
 feet in length. Between the nave and side ave- 
 nues are aisles 48 feet wide, and onthe outer sides 
 of the building smaller aisles 24 feet in width. 
 Upon the corners of the building there are four 
 towers, rising to a height of 75 feet._ In two of 
 these towers steam elevators are introduced, 
 which will carry visitors to platforms where a 
 complete view of the entire interior of the edi- 
 fice can be obtained. One of these elevators 
 will be exclusively devoted to the use of women, 
 the o'her to men. The area of Exhibition space 
 contained in this building is twenty-one and a 
 half acres. 
 
 The Machinery Building is located 542 
 feet from the west front of the Main Building, 
 and is upon the same line, the two buildings 
 presenting a frontage of 3,824 feet upon the 
 principal avenue w^ithin the Exhibition grounds. 
 The building consists of the Main Hall, 1,402 
 feet long by 360 feet wide, and an annex on the 
 south side of 208 by 210 feet. Like the Main 
 Building the principal portion of this structure 
 is one story, showing the main cornice on the 
 outside at a similar height of 40 feet from the 
 ground, the interior height varying from 40 to 
 70 feet. 
 
 The arrangement of the ground plan shows 
 two main avenues 90 feet wide by 1,360 feet 
 long, with a central aisle between and an aisle 
 on each side. Each aisle is 60 feet in width, 
 the two avenues and three aisles making the 
 total width of 360 feet. At the centre of the 
 building is a transept of 90 feet in width. 
 
 which at the south end is prolonged beyond the 
 Main Hall. This transept, beginning at 36 
 feet from the Main Hall and extending 208 
 feet, is flanked on each side by aisles of 60 
 feet in width, and forms the annex for hydraulic 
 machinery. The promenades in the avenues are 
 15 feet in width, in the transept 25 feet, and in 
 the aisles 10 feet. 
 
 The annex for hydraulic machines contains a 
 tank 30 feet by 160 feet, with depth of water of 
 10 feet. At the south end of this tank will be a 
 waterfall 35 feet high by 40 feet wide', supplied 
 from the tank by pumps upon exhibition. This 
 building embraces fourteen acres of floor space. 
 
 The Art Gallery is a permanent edifice, 
 erected at the joint expense of the State of Penn- 
 sylvania and the City of Philadelphia, and is to 
 be used in connection with the Exhibition, after 
 which it will remain as a free Art Museum and 
 Institute. It is constructed entirely of granite, 
 iron and glass, and is completely fire-proof. 
 This structure is 365 feet in length, 210 feet in 
 width, and 59 feet in height, rising from 
 a basement elevated 12 feet above the sur- 
 rounding plateau. It is crowned by a massive 
 dome, rising 150 feet from the ground, con- 
 structed of iron and glass, surmounted by a 
 colossal bell upon which stands a female statue, 
 emblematic of Columbia, twenty-three and a half 
 feet high, cast in zinc, and weighing three tons. 
 Four other smaller statues stand at the base of 
 the dome. This building occupies a command- 
 ing" situation, overlooking the Schuylkill river 
 and the city in the distance. In style it is mas- 
 sive and ornate, combining architectural eff'ects 
 noA^el in America but admirably adapted to an 
 edifice of this kind. The central hall is 287 feet 
 long and 85 feet wide, capable of holding 
 8,000 persons. In this edifice the fine arts alone 
 will be represented, embracing the richest gems 
 of painting and sculpture culled from the col- 
 lections of the Old and New Worlds. So great 
 has been the demand for space in which to 
 exhibit these art treasures, that it has been found 
 necessary to double the area originally provided, 
 and this has been done by the erection of fire- 
 proof temporary additions to the Art Gallery. 
 There can scarcely be a doubt that the display 
 mad: in this edifice, during the Centennial, will 
 equal, 12 not excel, in extent, variety and beauty, 
 any similar exhibition ever held. 
 
 The Horticultural Building is a crystal 
 palace of remarkable beauty, and, like the Art 
 Gallery, was erected at the cost of the City of 
 Philadelphia, as an adjunct to tlie Centennial 
 Exhibition and a permanent ornament to Fair- 
 motmt Park. It occupies a position command- 
 ing a wide view of park, river and city, and is 
 in the Moresque style of architecture of the 
 twelfth century, the materials used in its con- 
 struction being principally iron and glass. In 
 length it is 383 feet, in width 193 feet, and in 
 height, to the top of the lantern, 72 feet. 
 
 This edifice is devoted entirely to the exhibi- 
 tion of flowers, plants, shrubbery, and rare 
 botanical and horticultural specimens, collected 
 I from all quarters of the world. The artificial 
 
THE CENTENNIAL EXHIBITION. 
 
 temperature creat- 
 ed causes many 
 varieties of lofty 
 palms of the tropics 
 to grow as they are 
 seen in the lands of 
 their nativity, while 
 orange, lemon, and 
 other fruit-bearing 
 ti'ees of the sunny 
 South, show their 
 gleaming fruitage 
 through the redun- 
 dance of verdure 
 that clusters around 
 them. Surrounding 
 the edifice are par- 
 terres of flowers 
 and plants, artisti- 
 cally arranged, with 
 fountains playing 
 amidst them, vivi- 
 fying with their 
 moisture the luxuri- 
 ant growth. Prom- 
 enades extend in all 
 directions through 
 these beds of ver- 
 dure and perfume, 
 and the visitor can 
 ascend to galleries 
 inside the building 
 which overlook the 
 entire couservatory 
 bringing into view 
 a scene of loveliness 
 as entrancing as a 
 poet's dream. 
 
 The Agricultur- 
 al Building con- 
 sists of a long nave 
 crossed by three 
 transepts, both nave 
 and transepts being 
 composed of Howe 
 truss arches of Go- 
 thic form. The nave 
 is 820 feet in length 
 by 125 feet in width 
 with a height of 75 
 feet from the floor 
 to the point of the 
 arch. The central 
 transept is of the 
 same height, and 
 100 feet breadth.the 
 two end transepts 
 70 feet high and 80 
 feet wide. The four 
 courts enclosed be- 
 tween the nave and 
 transepts, and also 
 the four spaces at 
 the corners of the 
 bull ding.having the 
 nave and end tran- 
 septs for two of 
 
THE CENTENNIAL EXHIBITION. 
 
 their sides, are roofed and form spaces for exhi- 
 bits. Thus the ground plan of the building will 
 be a parallelogram of 540 by 820 feet, covering 
 a Bpace of above ten acres. 
 
 This building is admirably arranged and situ- 
 ated for exhibits representing ai'boriculture and 
 forest products; pomolog}'; agricultural prod- 
 ucts; land auimals; marine animals; fish culture 
 and apparatus; animal and vegetable products, 
 (used as food or as materials); textile substances 
 of vegetable or animal origin ; machines, imple- 
 ments, and processes of manufacture; agricul- 
 tural engineering and administration; and tillage 
 and general management. The display of these 
 articles will be unusually large, comprehending 
 all nations, and from this .fact cannot fail to 
 possess extraordinary interest to many vistors. 
 The exhibits will be arranged by classes, all arti- 
 cles of a similar kind, no matter from what country 
 or clime they come, being grouped together, thus 
 afiording superior opportunities for examination 
 and comparison. The grounds for the display of 
 live stock are outside the exhibition enclosure 
 but within convenient distance, and contain 
 every requisite for the care and comfort of the 
 animals on exhibition. In June and July the 
 triils of mowers and reapers will be made on 
 the extensive and beautiful farms secured for 
 the purpose in Bucks County, Pennsylvania, 
 immediately adjacent to Philadelphia. Trials 
 of steam plows and tillage implements will be 
 had on th« same farms in September and 
 October. The exhibition of horses, mules and 
 asses will take place from September 1st to 15th ; 
 of horned cattle from September 20th to October 
 5th; of sheep, swine, goats and dogs from Octo- 
 ber 10th to 25th, and of poultry from October 
 38th to November 10th. There are three first- 
 class driving parks in the near vicinity of Phila- 
 delphia, and arrangements h ive been made by 
 which the finest and most famous trotting and 
 running stock in the United States can, during 
 the six months of the Centennial Exhibition, 
 be seen in contests for superiority. 
 
 The buildings thus sketched embrace an exhi- 
 bition space of forty-eight and a half acres, while 
 other public and private edifices erected, directly 
 for the purposes of the Exhibition, increase this 
 space to sevent}'^-five acres. This exceeds the 
 area of the London Exhibition of 1862, fifty-one 
 acres; of the Paris Exhibition of 1867, thirty-four 
 and a half acres ; and of the Vienna Exhibition 
 of 1873, twenty-five acres. 
 
 Grand and imposing as these five Main Exhibi- 
 tion buildings are, (and the general verdict of all 
 who have seen them is that they are faultless in 
 design and perfect in construction,) they are j^et 
 but centres in which the principal features of 
 the Exhibition, classified under the five distinct- 
 ive headings of Manufactures, Machinery, Fine 
 Arts, Horticulture and Agriculture, will be 
 grouped. Five other edifices have been erected, 
 which are properly classified as public, to distin- 
 guish them from the numerous buildings con- 
 structed by nations, states and individuals for 
 special uses and special exhibits. Of these I 
 the United States Government Building, 
 
 erected by the General Government, is one of 
 the most striking within the Centennial enclos- 
 ure. It is 500 feet iu length by 360 feet in 
 width, covering an area of more than four acres, 
 while its immediately contiguous grounds, util- 
 ized for exhibition purposes, increase this 
 space to seven acres. The exhibits made by the 
 Government, in and around this edifice, are mul- 
 tifarious and peculiarly interesting, embracing, 
 among others, specimens of all kinds of coinage 
 and currency, -by the Treasury Department; of 
 rare and valuable papers and documents, by the 
 State Department; of all varieties of arms, old 
 and new, by the War and Navy Departments, 
 including the heaviest field, marine and fortifica- 
 tion ordnance ready for action; of countless 
 archaeological, geological and mineralogical curi- 
 osities, by the Smithsonian Institute; of a mod- 
 ern field hospital, 152 by 84 feet, with complete 
 equipment, by the Army Medical Bureau ; of 
 an encampment showing, in detail, the habits, 
 modes of life, and surroundings of the wild 
 American Indians on the Western prairies, by 
 the Interior Department; and of the means 
 used for recording and predicting climatic 
 changes, by the world-renowned Weather Bu- 
 reau. 
 
 The Women's Pavillion is a very neat 
 and tasteful edifice, in the form of a Maltese 
 cross, 208 feet by 208 feet. It is emphatically 
 what its name implies — a women's Pavillion — 
 originated and paid for by the women of 
 America, and devoted to the exclusive exhibi- 
 tion of the products of woman's art, skill and 
 industry. The peculiar characteristics of this 
 building, as well as its excellent arrangement, 
 will unquestionably make it one of the interest- 
 ing features of the Exhibition. The remaining 
 public edifices, all of which are tasteful speci- 
 mens of architecture, are the Judges' Pavillion, 
 152 by 113 feet, containing ten committee 
 rooms, four private rooms for the use of the 
 Exhibition Judges, and two large halls ; the 
 office of the Centennial Board of Finance, and 
 the office of the Centennial Commission. 
 
 The edifices erected in the grounds, and 
 classified as private, are over fifty in number, 
 and are dotted on all portions of the broad space, 
 presenting a variety of design that adds mate- 
 rially to the general attractiveness of the scene. 
 In this interesting collection the Kingdoms of 
 Great Britain, Spain, Portugal and Sweden, the 
 Republic of France, the Empires of Germany, 
 Brazil and Japan, and the Dominion of Canada, 
 are represented. Tiie States of Pennsylvania, 
 New Jersey, New York, Ohio, Indiana, Illinois, 
 Michigan, Wisconsin, ISTew Hampshire, Con- 
 necticut, California, Massachusetts, Arkansas, 
 Delaware, West Virginia, Kansas and Colorado, 
 each has its special building for the accommo- 
 dation of its citizens. Suitable edifices are 
 erected for the illustration and exhibition of 
 photography; for the Bible Society; for the 
 shoe and leather interest; for the wagon and 
 carriage interest; for the milk-dairy association; 
 for the brewery interest; and for the exhibition 
 of various schools in America and in Sweden. 
 
THE CEISTTEISTNIAL EXHIBITION. 
 
 ART GALLERY. 
 
 Plans and models of the cities of Paris, Jeru- 
 salem and Mexico, on a grand scale, will be 
 shown. A Japanese dwelling, complete in all mi- 
 nutia — the material used in the construction of 
 which, as well as the workmen who constructed 
 it, all being brought from Japan — stands near 
 •one extremity of the enclosure, and a Vienna 
 bakery and coffee house are in operation near 
 another. Five restaurants are located at con- 
 venient intervals, all completely finished and 
 furnished. These will probably prove as inter- 
 esting as they will certainly be useful to visitors. 
 The Restaurant " Les Trois Freres Proven- 
 9eaux, " and " Sudreau's Restaurant," are not only 
 French but Parisian, their furniture and at- 
 tendants having been brought from that capital 
 of epicurean refinement, and in all essenlials 
 they will be exact counterparts of the famed 
 Cafes of the Boulevards. Lauber's "German 
 Restaurant and Garden " will reproduce at the 
 Exhibition the genial profusion and social pe- 
 culiarities of the Fatherland, the memory of 
 which no wanderer from the regions of the 
 Rhine and the Danube ever lets die. The two 
 Restaurants, "The American" and "The South," 
 represent both sections of the Union, and 
 compare favorably, in all respects, with those 
 modeled after the standards of the Old World, 
 while no dish peculiar to the taste of " Uncle 
 Sam" will be lacking from their larders. These 
 
 four establishments will comfortably accommo- 
 date fifty thousand guests each day; and so 
 careful have the Centennial authorities been to 
 guard against imposition upon the public, that 
 an attempt at extortion by any one of them will, 
 by the provisions of the concession granted,^ be 
 cause for the immediate closing of the offending 
 establishment. In addition to these, there are 
 eight other large restaurants in the immediate 
 vicinity, outside the Centennial enclosure, and 
 minor places of refreshment are multiplied 
 almost indefinitely. Scores of soda-water foun- 
 tains, distributed through the grounds, _ will 
 give forth refreshing drafts, and a fountain of 
 pure ice-water, maintained by the Temperance 
 organizations, will supply nature's beverage to 
 all, without stint or price. The magnificent 
 fountain, erected by the Catholic Total Absti- 
 nence Societies, stands near the west end of Ma- 
 chinery Hall, and close by is the Hebrew monu- 
 ment; while the statue of Dr. Witherspoon, the 
 Reverend patriot of the Revolution, rises not 
 far from the east end of the main Exhibition 
 Building. Several other monumental statues 
 are erected in other portions of the grounds. 
 Every nook and corner of the vast enclosure is 
 utilized or beautified, and wherever the visitor 
 may turn he will see something to study or ad- 
 mire. Above each entrance of the various build- 
 ings will be a numbered banner surmounted by 
 
THE CEISTTENNIAL EXHIBITION. 
 
 a small flag. The color of the flag will corre- 
 spond with the border of the banner, and indi- 
 cate the class of the building, viz : Blue— build- 
 ings erected by the Centennial Commission; 
 red — United States and State buildings; white — 
 foreign buildings; yellow — restaurants, places 
 of entertainment, etc. ; green — miscellaneous 
 buildings. 
 
 No opportunity such as this Exhibition affords 
 has ever been, or probably ever will be, pre- 
 sented to the American people for observing the 
 peculiarities of dress and manners of the nation- 
 alities of the world. Each department will be 
 attended by individuals in the costume of the 
 nation it represents; and thus the Egyptian, the 
 Turk, the Japanese, the Chinese, the Moor, 
 the Persian, the Spaniard, the Swiss, the Swede, 
 the Russian, the South American, and the Pacilic 
 Islander, will be seen as in his own land, pursu- 
 ing his home avocations. The various races will 
 be blended on a common ground, exemplifying 
 the distinctions of form and feature which sepa- 
 rate the human family into its dissimilar groups. 
 Soldiers in the uniforms of England, Spain, Ger- 
 many, France, Italy, Belgium, and the United 
 States, will illustrate the tastes and traits of those 
 powers. The domestic life of many lands will 
 be contrasted; and, in counCless ways, the kaleid- 
 oscope of the world, as it exists in the nine- 
 teenth century, will present itself to the Centen- 
 nial visitor. 
 
 The grounds on which the Exhibition is held 
 are enclosed within a close board fence, nine 
 feet high and sixteen- thousand feet, or near 
 three miles, in circuit, within which is an area 
 of two hundred and thirty-six acres. The walks 
 and drives through these grounds have a total 
 length of seven miles, while live and a half miles 
 of narrow-gauge railway, operated by steam, 
 surround and intersect them, aifording rapid and 
 cheap facilities of communication between the 
 principal buildings and points of attraction. 
 Two ornamental bridges are thrown across inter- 
 vening ravines, and a crystal lake of more than 
 three acres aff'ords facilities for the exhibition 
 of Venetian gondolas and other unique water- 
 craft. All the details of lighting, draining, 
 policing, etc. , have been carefully provided ; the 
 supply of pure water is abundant ; retiring rooms 
 are located in all the principal buildings, while 
 a " House of Public Comfort " contains separate 
 parlors for ladies and gentlemen, barber shops, 
 storage rooms and other conveniences. The 
 telegraph system includes a central office and 
 numerous sub-offices, with wires leading to all 
 parts of the country. Ticket offices are erected 
 where all arrangements for railway travel in any 
 direction can be made. A National Bank within 
 the enclosure will afford every facility for the 
 transaction of financial business. A select police 
 force of ample strength will insure protection 
 to person and property; and a special fire brigade 
 will guard the treasures collected from all danger 
 of conflagration. 
 
 The whole area of Fairmount Park, of which 
 the site of the Exhibition forms a part, immedi- 
 ately surrounds the Centennial grounds. This 
 
 park embraces three thousand acres, and is re- 
 nowned for its natural and artificial beauty. 
 The Schuylkill river — on which steamboats reg- 
 ularly ply, and over whose placid and pellucid 
 waters lighter craft compete for local or national 
 prizes — flows for miles through it ; the wild and 
 wooded Wissahickon contributes to its attract- 
 iveness ; the lovely cemetery of Laurel Hill 
 shows its wealth of monuments and loliage on 
 its borders, and a score of places memorable in 
 Revolutionary history are scatteied over its 
 grassy knolls or nestle among its grand old trees. 
 (Several observatories, rising to a height of two 
 hundred feet and upwards, stand in the near 
 vicinity of the Exhibition, to the top of which 
 visitors are elevated by steam power, and from 
 thence have a view for many miles in all 
 directions over the surrounding country. A 
 few hundred yards distant from the Exhibi- 
 tion enclosure are the Gardens of the Philadel- 
 phia Zoological Society, in which is the largest 
 and most varied collection of living curiosities 
 ever congregated in America. These gardens 
 are beautifully arranged, well shaded and care- 
 fully kept, and comprise every requisite for a 
 pleasant and interesting resort. They are open 
 at all hours of the day, and at small cost, to the 
 public. 
 
 All the States and Territories of the Union are 
 participants in the Exhibition, and the Nations of 
 the earth officially joining in the competitive and 
 commemorative display are the following: Ar- 
 gentine Confederation, Australia, Belgium, 
 Bolivia, Brazil, Canada, Chili, China, Denmark, 
 Ecuador, Egypt, France, Germany, Great Brit- 
 ain, Guatemala, Hawaii, Hayti, Honduras, Italy, 
 Japan, Liberia, Mexico, Netherlands, Nicaragua, 
 Norway, Orange Free States, Persia, Peru, Por- 
 tugal, Russia, Siam, Spain, Sweden, Tunis, Tur- 
 key, United States of Columbia and Venezuela. 
 Many of these participants have made liberal 
 appropriations for the purposes of the Exhibi- 
 tion, and among the individuals designated to 
 superintend and conduct their exhibits are some 
 of the most renowned savants of the Old and 
 New Worlds. Months, and even years, of careful 
 preparation have been given to the subject by 
 the various participants. The interesting natural 
 and artificial products of South America, col- 
 lected for the World's Exhibition lately held in 
 Chili, have been culled, and the choicest shipped 
 to Philadelphia. The same has been done in 
 Australia and the South Pacific Islands, where 
 the latest wonders in human progress have been 
 achieved. Indeed, it may be said that there is 
 not a portion of the world where art and science 
 have achieved triumphs — where curiosities and 
 treasures are controlled by civilized man — but 
 will swell the infinite attractions concentrated 
 in the Centennial Exhibition. 
 
 The price of admission to the Exhibition has 
 been fixed at fifty cents, and this fee must be 
 paid every time the visitor enters the grounds. 
 Once in, no additional charge is exacted for vis- 
 iting any portion of the grand display — the one 
 admission covering everything that the Centen- 
 nial has to show. The Exhibition will be open 
 
THE CENTENNIAL EXHIBITION, 
 
 from nine o'clock a. m. , until six o'clock p. m. 
 The number of entrance gates to the Exhibition 
 grounds is thirteen, so located as to facilitate 
 the ingress of visitors arriving from different 
 sections and by various modes of conveyance. 
 These entrances are each fitted with a self -regis- 
 tering turn stile, and th6ir arrangement is such 
 as to avoid all possibility of crowding or confu- 
 sion. 
 
 Naturally, the opening day of the Exhibition 
 and the Fourth of July will possess the greatest 
 popular interest, and be marked by the most 
 general ceremonial observance in Philadelphia. 
 The opening ceremonies on the 10th of May 
 will be simple and impressive, much like those 
 
 HORTICULTUEAL HALL. 
 
 observed in other International Ex- 
 hibitions. The Piesident, the Cab- 
 inet, the Supieme Court, the Con- 
 giess of the United States, the Gov- 
 einoisof the States, the Legislature 
 of Pennsylvania, the Authorities of 
 Philadelphia, the Centennial Commission and 
 Board of Finance, the Foreign Commissioners, 
 the Judges of the Exhibition, and many dis- 
 tinguished citizens, are expected to participate. 
 There will be a chorus of six hundred singers 
 and an orchestra of more than one hucdred for 
 the occasion, under the direction of Theodore 
 Thomas. The various national airs will be per- 
 formed, and also a hymn composed by Bayard 
 Taylor, an original cantata by Sidney Lanier, 
 the music by Dudley Buck, an oricinal grand 
 march by tlie great composer Wagner, and 
 brief addresses to President Grant, who will 
 be escorted to the grounds by Governor Har- 
 tranft, of Pennsylvania. The President will re- 
 spond, declaring the Exhibition open, upon 
 which announcement the flags will be unfurled, 
 artillery saUites fired, the chimes and other bells- 
 throughout the city rung, and the choir and 
 orchestra will perform the Hallelujah Chorus. 
 The President and his party will then pass 
 throush the main building, visiting each nation, 
 and enter the Machinery Hall, where, at the 
 President's signal, the great engine and thirteen 
 acres of machinery will be put in motion. 
 
10 
 
 THE CENTENNIAL EXHIBITION. 
 
 AGRTCULTURAL HALL. 
 
 The Centennial Fourth of July will be observed 
 Tay a variety of celebrations. The central exer- 
 cises, under the direction of the Commission, 
 will be of the old-fashioned order. A prayer, 
 vocal and instrumentil music, reading of the 
 Declaration by Richard Henry Lee, grandson of 
 the Richard Henry Lee who made the motion 
 for the Declaration in the Continental Congress, 
 an oration by William M. Evarts, and a poem 
 by Bayard Taylor, etc., etc. There will be 
 innumerable parades and reviews, salutes of 
 artillery, bell-ringing, fii'eworks, etc. Many 
 
 distinctive celebrations will be held in various 
 parts of the city, all concentrating in the alter- 
 noon in Fairmount Park for brief joint exercises 
 and ceremonies. 
 
 During the six months of the Exhibition there 
 will be innumerable civic and military parades. 
 Troops are coming from most of the States, Cali- 
 fornia and Texas included, and a great many 
 religious, benevolent, military, political, and 
 social societies will hold meetings in Philadel- 
 phia — concentrating there countless hosts of 
 participants. 
 
THE PAN HANDLE AND PENNSYLVANIA ROUTE. 
 
 No route of communication from the Central 
 lilississippi valley, the West and Southwest, to 
 the great International Exhibition at Philadel- 
 phia, can at all compare in directness, in com- 
 preh "'.siveness, in celerity, in excellence of 
 equipr- ent, and in facilities offered the travel- 
 ing public, with the Pittsburg, Cincinnati & 
 St. Louis system of railroads, popularly known 
 as the "Pan Handle Route." This railway 
 system aggregates 1,150 miles under a single 
 management, and traverses the most densely 
 populated portions of the States of Ohio, Indiana, 
 Illinois and Kentucky, reaching, either by 
 direct or connecting lines, every city and town 
 of any magnitude between Lake Michigan and 
 the Ohio river, and as far west as American en- 
 terprise has pushed its way. Being an integral 
 part of the highway combination controlled by 
 the Pennsylvania Railroad Company, all the 
 superior Eastern facilities of that corporation 
 are open to it, and hence its trains pass, without 
 interruption or detention, direct to the Centen- 
 nial Exhibition, as well as to the cities of New 
 York, Baltimore and Washington. 
 
 The extreme western point of this principal 
 liighway of the United States is at St. Louis, 
 the metropolitan city of the Mississippi valley. 
 There the initial line of the route — the "Van- 
 dalia" — has depot and terminal facilities 
 second to no other railway, and by this well- 
 known road the traveler departs on his Eastern 
 journey — crossing over the great steel bridge 
 spanning the " Father of Waters," and travers- 
 ing the wide and fertile prairies which make 
 Southern Illinois and Indiana gardens of 
 delight to agriculturists. Passing through Van- 
 DALiA, where the main line of the Illinois Cen- 
 tral Railroad is intersected ; Altamont, where 
 the Springfield Division of the Ohio & Missis- 
 sippi Railroad is crossed ; and Effingham, 
 where a junction is made with the Chicago 
 Branch of the Illinois Central, the road leaves 
 the State of Illinois and, at Terre Haute, 
 enters Indiana. This city is an important busi- 
 ness centre, containing a population, in 1870, of 
 16,103, and is the point of junction of the 
 Evansville & Crawfordsville Railroad, which 
 runs, via Vincennes, to Evansville, on 
 the Ohio river, a city of 21,830 inhabitants. 
 Continuing on in an air-line across Indiana, it 
 intersects, at Greencastle, the Louisville, 
 New Albany & Chicago Railroad, and reaches 
 Indianapolis, 338 miles from St. Louis. This 
 
 P.H. 11 
 
 link of the through route is admirably 
 constructed and excellently managed, rendering 
 it one of the most comfortable in the West, 
 while the time made by express trains over it is 
 unrivaled. 
 
 Indianapolis, where the "Pan Handle 
 Route " proper commences, is the capital and 
 principal city of Indiana. It is built on White 
 river, very nearly in the centre of the State, 
 and is surrounded in all directions by an ex- 
 tremely productive and highly improved coun- 
 try. The city is well planned and contains 
 many fine edifices, while as a business and man- 
 ufacturing centre, it enjoys a remarkable pros- 
 perity. It had a population in 1870 of 48,874, 
 and is now estimated to contain at least 100,000 
 inhabitants. As a point of railroad concentra- 
 tion, it is pre-eminent — no less than ten lines 
 having their termini here, all converging at the 
 Union Depot. These lines diverge from Indian- 
 apolis like the spokesfrorn the hub of a wagon 
 wheel, and run to all points of the compass. 
 
 Two of these diverging roads are included in 
 the Pan Handle system — the Indianapolis & 
 Vincennes, running Southwest to Vincennes, 
 Ind., a city of 5,440 inhabitants, where it con- 
 nects with the Cairo & Vincennes Railroad to 
 Cairo, forming a direct route to the Southwest 
 and South ; and the Jeffersonville, Madison & 
 Indianapolis, running to Jeffersonville, on 
 the Ohio river — a city with a population of 
 7,254 — from which it is carried across the Ohio 
 river to Louisville, Kentucky, on the magnifi- 
 cent bridge owned by the Pennsylvania Rail- 
 road Company and controlled by this road. 
 Branches of this road run to Madison, Ind., on 
 the Ohio river, population 10,709, and to Cam- 
 bridge Station, on the P., C. & St. L. route, 
 which branch, previous to the completion of 
 the " Short Line " road from Cincinnati, formed 
 the most direct route from the East to Louisville. 
 
 Richmond, distant from Indianapolis 68 
 miles, is soon reached, and here another im- 
 portant junction point in this railway system is 
 encountered. At Richmond one of the two 
 routes of the P., C. & St. L. Railroad from State 
 Line and from Logansport, unite with the main 
 road. Thirty-seven miles further on is Bradford 
 Junction, the connecting point of the other and 
 principal Western and Northwestern line, and 
 here it becomes necessary to pause while these 
 important routes of the Pan-Handle system are 
 I consid'ered. 
 
12 
 
 THE PAN HANDLE AND PENNSYLVANIA EOUTE. 
 
 1 
 
 The Pittsburg, Cincinnati & St. Louis Com- 
 pany control and operate a line from Richmond 
 to State Line, on the border of Illinois, where 
 it connects with the Toledo, Peoria & "Warsaw 
 Railroad. The company also operates a second 
 line, connecting at Brndfoid Junction, via Lo- 
 GANSPORT, Indiana, to Chicago. At Loeansport 
 this route crosses the Toledo, Wabash & Western 
 Railroad, and connects with the Logansport, 
 Crawford & Southwestern, and the Detroit, Eel 
 River & Illinois Raih'oads— the two last named 
 terminating here. Northwest of Logansport the 
 route intersects, at La Crosse, Ind., with the 
 Louisville, New Albany & Chicago Railroad. 
 A-t JoLiET Crossing crosses the Joliet Cut-off 
 division of the Michigan Central Railroad ; at 
 Dalton reaches the Chicago, Danville & Vin- 
 ceunes Railroad, whose trains run into the 
 Chicago depot of theP.,C. &St. L. road; crosses 
 the IlTinois Central at South Lynne ; crosses 
 the Chicago, Rock Island & Pacific at Wash- 
 ington Heights, and reaches its depot at the 
 corner of Clinton and Carroll streets, in Chicago. 
 This sketch of the Chicago and Western con- 
 nections of the Pittsburg, Cincinnati & St. Louis 
 Railroad, brief as it is, will sufficiently indicate 
 their du-ectness and importance as through routes 
 for thousands of Centennial visitors, who must 
 depart on their pilgrimages of patriotism and 
 affection from the States of Indiana, Illinois, 
 Iowa, Missouri, Wisconsin, Minnesota, Ne- 
 braska, and the Territories of the Northwest. 
 These visitors may rest assured that the most fa- 
 vorable rates will be offered them by this line, 
 and that every comfort and luxury known 
 to modern travel will be placed at their 
 command. Through express trains will be run 
 from all important points direct to the Centen- 
 nial Depot of the Pennsylvania Railroad Com- 
 pany, and also to Baltimore, Washington and 
 New York, and will return as direct from those 
 points, affording the maximum of enjoyment at 
 the minimum of expense. 
 
 Returning to Richmond, we find the Dayton & 
 Xenia and Dayton & Western roads forming a 
 junction wiih the main line. This route runs 
 "eastwardly to Xenia, intersecting at the splen- 
 did city of Dayton, population, 30,473, the 
 Cincinnati, Hamilton & Dayton, the Cleveland, 
 Columbus, Cincinnati & Indiana, and the Atlan- 
 tic & Great Western Railroads, and uniting, at 
 Xenia, with the direct line of the P., C. & St.L. 
 Railroad to Cincinnati. Connection is also 
 made at Richmond with the Cincinnati, Rich- 
 mond & Ft. Wayne, and the Cincinnati, Rich- 
 mond & Chicago Railroads. At Piqtja, another 
 fair city on the Miami river, with a population 
 of 5,967, the Dayton & Michigan Railroad is 
 intersected ; and atlJRBANA, population, 4,276, 
 the Atlantic & Great Western is crossed, and 
 the Cincinnati, Sandusky & Cleveland forms a 
 connection. Milford brings us again to the 
 Cleveland, Columbus, Cincinnati & Indiana 
 Railroad, and, in a short run, Columbus is 
 reached. 
 
 Columbus, the capital of Ohio, is centrally 
 located in the fertile and populous valley of the 
 
 Scioto, 188 miles from Indianapolis and 416 
 miles from St. Louis, by the "Pan Handle 
 Route." The city contains many handsome 
 buildings, prominent among which may be 
 mentioned the State Capitol. It enjoys a pros- 
 perous trade and has extensive manufactories. 
 The depot of the P., C. & St. L. Railroad is 
 a superior structure, containing, under one 
 roof, the ticket, baggage and waiting rooms, 
 and one of the most spacious and beautiful 
 dining halls in the United St;>.tes. The pop- 
 ulation of the city was, in 1870, 31,274. As , 
 a railroad centre it ranks among the most im- 
 portant in Ohio — the following lines either 
 terminating at or passing through it : " Pan 
 Handle," Baltimore & Ohio, Columbus & Hock- 
 ing Valley, Cleveland, Mt. Vernon & Columbus, 
 and the Cleveland, Columbus & Cincinnati. 
 Here the direct Cincinnati line of the P., C. & 
 St. L. Railroad, commonly known as the "Little 
 Miami, "unites with the great through route, and- 
 theretore it will be necessary to proceed to the 
 Southern initial point of that important con- 
 nection and trace it to its junction. 
 
 Louisville, the principal city of Kentucky, 
 is the limit to which the " Pan Handle " system 
 extends in the South. There it is connected 
 with the Louisville, Nashville & Great Southern 
 Railroad, by which all the principal cities in 
 Tennessee, Mississippi, Alabama and Louisiana 
 are directly reached. A connecting link 
 unites the Louisville & Cincinnati Short Line 
 Railroad with the Great Southern, over which, 
 through cars can be run to Nashville, Memphis, 
 and New Orleans. Louisville is the second 
 city in size on the Ohio river, containing, in 
 1870, a population of 100,753. It is built at 
 the head of the falls of the Ohio and of the 
 canal constructed around them. Since the intro- 
 duction of steamboats on the Western rivers it 
 has been a prominent centre of internal com- 
 merce, and now enjoys a marked degree of 
 prosperity. In many respects it is an interesting 
 and pleasant city. The Short Line Railroad, 
 which is a part of the Pan Handle system, was 
 constructed for the purpose of bringing this 
 metropolis of Southern trade in more direct 
 communication with the principal cities of the 
 North and East, and is as direct a route as could 
 well be built between Louisville and Cincinnati. 
 At Anchorage, on this route, 12 miles from 
 Louisville, connection is made with the branch 
 road to Shelbyville. At Lexington Junction 
 the branch to Lexington, the principal city in 
 the famed " blue-grass " region, population, 
 14,801, and to Frankfort, the capital of the 
 State, population, 5,396, connects. Passing 
 through some towns of minor importance, Cov- 
 ington and Newport, on the Ohio river opposite 
 Cincinnati, are reached. Covington has a 
 population of 24,505, and Newport 15,087. 
 From the last named city the road crosses a 
 magnificent bridge over the Ohio, owned by the 
 Pennsylvania Railroad Company, and its trains 
 run, on the Cincinnati side, into the depot of 
 the Little Miami Railroad, the second link in the 
 Southern Pan Handle system. 
 
THE PAN HANDLE AND PENNSYLVANIA EOUTE. 
 
 13 
 
 Cincinnati, -where these two links unite, in 
 the largest and most important city on the Ohio 
 river, containing, in 1870, a population of 
 216,239. Its manufactories are numerous and 
 extensive, and its general appearance is flour- 
 ishing and beautiful. Many of its buildings, 
 public and private, will compare favorably with 
 any in America, and a marked degree of enter- 
 prise characterizes its inhabitants. No tourist 
 in the United States should omit it from his 
 journeyings, and a visit here, brief or protracted, 
 will be found both pleasant and profitable. 
 
 At Morrow, thirty-six miles from Cincinnati 
 on the Little Miami, the Cincinnati & Musk- 
 ingum Valley branch of the P., C. & St. L. 
 Railroad, forms connection, and runs, by way 
 of Zanesville, a flourishing city of 10,011 
 inhabitants, situated on the Muskingum r"ver, 
 to Dresden Junction, where it again unites 
 with the " Pan Handle Route." At Xenia, 
 distant from Cincinnati sixty-five miles, a junc- 
 tion is formed with the Springfield branch of 
 the Little Miami, running to Springfield, an 
 important point of railroad concentration, situ- 
 ated on Mad river, and a prosperous city of 
 12,652 inhabitants. At London, ninety-five 
 miles, a town containing a population of 2,066, 
 the Columbus, Springfield & Cincinnati Divi- 
 sion of the Cincinnati, Sandusky & Cleveland 
 Railroad is reached; arjd at the distance of 120 
 miles from Cincinnati, the two branches are 
 united at Columbus. 
 
 Having gathered well in hand these manifold 
 and widely diverging lines, the great "Pan 
 Handle Route " is ready to start again from the 
 capital of Ohio on its course toward the cities 
 of the Atlantic seaboard, passing through 
 Newark, a city of 6,698 inhabitants, thirty-three 
 miles east of Columbus. 
 
 At Cadiz Junction, 125 miles from Columbus, 
 the branch road to Cadiz, with a population of 
 1,435, and distant 8 miles, connects with the 
 main line. Here the road begins to emerge 
 from the broad, alluvial plains and prairies it 
 has so long been traversing and enters among 
 the hills which border the Ohio river. Twenty- 
 five miles further on it reaches Steubenville, on 
 the "beautiful river," connecting, as it enters 
 the town, with the river division of the Cleve- 
 land & Pittsburg Railroad. 
 
 SteubenviIiLE is a city of 8,107 inhabitants, 
 and is widely celebrated for its beauty of loca- 
 tion as well as for its manufacturing industries, 
 Few points in the West can show more attrac- 
 tive scenery than is here presented, and the 
 finest views on the Ohio river can probably be 
 had from the great bridge of the " Pan, Handle 
 Route " which unites the shores of the Buckeye 
 State "with those of the daughter of the Old 
 Dominion. This bridge is a splendid specimen 
 of engineering skill, and is famous in -legal an- 
 nals as the first constructed across the Ohio. 
 Entering West Virginia, the road traverses the 
 narrow strip of that State wedged in between a 
 portion of the western boundary of Pennsylva- 
 nia and the river, known as the " Pan Handle," 
 and from this takes its popular title. This 
 
 neck is rugged in its aspect and is all underlaid 
 with bituminous coal, many mines of that pro- 
 duct being seen along Ihe line. 
 
 At Mansfield, 185 miles from Columbus, the 
 branch road to Washington, Pennsylvania, in- 
 tersects. This branch is 22 miles in length, 
 and has its southern terminus at Washington, 
 an old and beautiful town, population 3,571, the 
 seat of justice of the county of the same name. 
 A run of only eight miles further brings the 
 passenger to Pittsburg, but this brief distance 
 is probably unrivaled for its peculiar attractive- 
 ness in America. 
 
 As the road approaches the Smoky City, it is 
 carried along the blufl"s forming the southern 
 shore of the Ohio, at a considerable elevation 
 above the stream. Looking down from this 
 height, Pittsburg and 'Allegheny city are spread 
 before the gaze — their innumerable chimneys 
 belching forth dense clouds of smoke below the 
 observer, which at night is illuminated by the 
 lurid glare of countless furnaces. The Al- 
 legheny and Monongahela rivers, spanned by 
 handsome bridges, are seen stretching far away, 
 with fleets of steamboats and coal-barges 
 gliding upon their bosoms. Sweeping around 
 this really wonderful panorama, the road crosses 
 the Monongahela on an elevated bridge, plunges 
 into a dark tunnel cut underneath a portion of 
 Pittsburg, and suddenly emerges in the Union 
 Depot, where the great connecting lines from 
 all portions of the West meet the Pennsylvania 
 Railroad. 
 
 The "Pan Handle Route," as can readily be 
 iiferred from the hasty notes given, traverses, or 
 reaches by its connecting lines, not only the most 
 densely populated portions of Ohio, but all the 
 more beautiful and productive sections of that 
 great State. Being thus located, and having 
 gpined undisputed pre-eminence as the great 
 tnink line and fast mail route between all the 
 great cities of the East and of the Southwest by 
 means of its perfect connection with the Penn- 
 sylvania Railroad, its management have zeal- 
 ously labored to perfect, in all respects, its con- 
 struction, its equipment, and its working 
 efficiency. No road west of the Allegheny 
 mountains is better built — none offers superior 
 inducements to travelers, and none can show 
 greater expedition or certainty of trains. The 
 appliances for safety and comfort utilized on 
 this route are well known to observers of Ameri- 
 can railway progress, but a few details may not 
 be uninteresting to Centennial visitors. 
 
 An important adjunct to the safe and rapid 
 running of trains, which is exclusively used 
 on the Pennsylvania Railroad, is the Block 
 Signal System now in operation throughout its 
 endre length. By this system the road is divided 
 into sections, between telegraph stations, these 
 sections being technically known as " blocks." 
 The telegraph stations are ornamental towers, 
 two stories high — the second story, which is the 
 operating room, being surrounded by windows, 
 giving a clear outlook in all directions. The 
 signals, so arranged that the engineer of an ap- 
 proaching train in either direction cannot fail to 
 
14 
 
 THE PAN HANDLE AND PENKSYLVAlSriA ROUTE. 
 
 see them, are three in number ; red being the 
 danger signal, blue the caution signal, ?indtoJiite 
 the safety signal. These signals are illuminated 
 at night, and show the same colors as by day. 
 A train, say, approaches the station from either 
 direction, and the engineer sees the tcJiite signal 
 displayed. This indicates that the track before 
 him, to the next station, be it one mile or be it 
 ten miles, is clear, and the train dashes on. In- 
 stantly the operator lets go the cord (for he is 
 obliged to hold the red or danger signal out of 
 view by hand) and the red disk is displayed 
 again. Immediately on a train passing the 
 operator telegraphs the fact each way, and enters 
 on a record sheet the train number and the exact 
 time of its passing the station. The train having 
 passed, the block it has left is clear, while that 
 it has entered upon is closed. In a few minutes 
 the click of the telegraph tells that it has passed 
 the next station, and that block is also clear, 
 and so on throughout the line. 
 
 A freight train aiDproaches. The white signal 
 is again displayed, and the train passes without 
 stopping. Another freight train approaches. 
 The red signal is displayed, and the train stops. 
 In not less than five minutes after the first freight 
 has passed, the red is withdrawn and a blue disk 
 appears in its place. This permits the waiting 
 freight train to enter the block, but it must go 
 with caution so as not to run into the one in ad- 
 vance of it. 
 
 Thus train after train reaches and passes the 
 signal station ; sometimes brought to a full stop, 
 sometimes sent in under a cautionary signal, 
 sometimes allowed to proceed at full speed. The 
 principle of the system is to let no train into the 
 block in the rear of a passehger train, and to 
 allow other trains to proceed, only with a suffi- 
 cient time allowance, and under caution to keep 
 a good lookout for signals from the train ahead 
 of them. This system of signals renders it next 
 to impossible for accidents to occur, no matter 
 how many trains may be moving in the same 
 direction, or at how high a rate of speed they may 
 be run. As an additional safeguard, all passen- 
 ger trains on the entire route are equipped with 
 the Westinghouse Automatic Vacuum Brake, by 
 which the engineer himself can bring his train 
 to a stand still within the distance of its own 
 length. Track-tanks are also provided along 
 the route, from which the locomotive engines of 
 express trains take water as they go, thus being 
 enabled to make runs of ahundred miles or more 
 without pause or detention. 
 
 At Pittsburg, the journey over the "Pan 
 Handle Route" terminates, and that over the 
 Pennsylvania Railroad commences. The first 
 named system has brought its trains, without 
 break, from St. Louis, a distance of 606 miles ; 
 from Indianapolis, a distance of 381 miles; from 
 Louisville, a distance of 423 miles ; from Cin- 
 cinnati, a distance of 313 miles ; from Colum- 
 bus, a distan'je of 193 miles, and 354 miles more 
 remain to complete the journey to the Cen- 
 tennial City. This last stretch is spanned by the 
 Pennsylvania Railroad, the excellence of which 
 deserves special mention. The entire line is 
 
 double track, laid with steel rails weighing 67 
 pounds to the yard, secured to heavy oak ties 
 averaging 3,600 to the mile of single track, with 
 joints connected between ties by a process that 
 gives the effect of a continuous rail, on whick 
 there can be no unpleasant jarring. All bridges 
 on the line are of iron or stone. A large por- 
 tion of this distance is provided with a third 
 track, which enables freight trains to keep out 
 of the way of passenger travel, and permits 
 express trains to run extraordinary distances 
 without interruption. This third track has been 
 liberally increased within the last year to pro- 
 vide additional facilities for Centennial travel, 
 and near Philadelphia, and other important 
 terminal points, four tracks have, for consider- 
 able distances, been completed. 
 
 Not only is the "Pan Handle and Pennsylvania 
 route " the shortest, but it is also the only direct 
 line reaching the Centennial Exhibition. In 
 addition, it furnishes facilities superior to any 
 other route for visiting Washington City. 
 Through cars are run from all the principal 
 cities in the Southwest, to the National Capital, 
 by way of Baltimore, and excursion tickets 
 sold over it allow the purchaser ample time to 
 visit the attractions concentrated there. These 
 tickets permit the detour necessary to reach 
 Washington to be made, either going to or 
 returning from the Centennial Exhibition and 
 New York, by way of the Philadelphia, Wil- 
 mington & Baltimore Railroad, and render 
 unnecessary the duplication of the portion of 
 the journey between Philadelphia andBaltimore. 
 
 These explanations and commendations given 
 — no portion of which have been exaggerated 
 for effect, and no claim put forth that the past 
 has not and the future will not substantiate — 
 the Centennial visitor is invited to patronize the 
 " Pan Handle and Pennsylvania Route " as the 
 best in all respects from the West and South- 
 west to the Centennial Exhibition. Such vis- 
 itor will find the rates offered by this route 
 as low as by any other — the route itself the 
 shortest — the time made by it the quickest — and 
 the accommodations provided unequaled for 
 comfort, luxury and safety. They will find 
 careful agents on all trains who will arrange for 
 the prompt and cheap delivery of baggage 
 at hotels, boarding-houses, or private resi- 
 dences, and who will, for the low price 
 of fifty cents, sell a seat in a comfortable 
 carriage to any point in Philadelphia. 
 They wiU find other agents who will, if so 
 desired, direct them to comfortable quarters 
 where their accommodations will be good in 
 quality and reasonable in price ; and, -bove all, 
 these visitors will be landed in the beautiful 
 Centennial Depot of the Pennsylvania Railroad 
 Company, at the very doors of the Exhibition, 
 in immediate proximity to large and excellent 
 hotels and restaurants, from which they can, 
 without detention or unnecessary expense, enter 
 the enclosure containing the world's wonders, 
 and from which they may, when their visit is 
 over, depart promptly in through cars to their 
 homes, no matter where those may be. This 
 
THE PAN HANDLE AND PENNSYLVANIA ROUTE. 
 
 m 
 
 information will enable the reader to intelli- 
 gently select his route to the great International 
 Exhibition, and the splendid panorama of the 
 Pennsylvania Railroad proper is now presented 
 to him. 
 
 Pittsburg, the western terminus of the 
 Pennsylvania Railroad, and the point of junction 
 with the Port "Wayne & Chicago, the Cleveland & 
 Pittsburg, and the Pittsburg, Cincinnati & St. 
 Louis Railroads, was, in 1870, the sixteenth 
 city in the United States, and uniting with it 
 Allegheny City, which in fact forms part of the 
 same community, was the eleventh in the num- 
 ber of inhabitants, the two containing an aggre- 
 gate of 139,526 souls. It is built at the junction 
 of the Allegheny and Monongahela rivers, which 
 here unite and form the Ohio, and is particu- 
 larly distinguished for its iron and glass manu- 
 factories, in these two industries outranking any 
 other American center of industry. The capital 
 invested in iron manufactories in 1870, was 
 $26,962,686, and in the manufacture of glass, 
 $4,000,000. It is also the center of an immense 
 coal trade, aggregating over 5,000,000 tons a 
 year. The vast manufactories centered here 
 belch forth ceaseless clouds of smoke, and give it 
 the popular title of the "Smoky City." At night, 
 from the hills surrounding it, the view of these 
 ceaseless fires, bursting luridly through the 
 dense pall which overhangs the entire region, 
 gives it a grand and peculiar appearance, unlike 
 any other place in America. 
 
 Pittsburg was partly laid out as early as 1764, 
 but was not regularly surveyed and divided into 
 lots until 1784, when the heirs of Penn, who 
 owned a manor of 5,766 acres here, had the lots 
 placed on sale. From that period its growth 
 was rapid, and it soon became an important 
 town. The site it occupies is one of extraordi- 
 nary historical interest, being the scene of some 
 of the earliest struggles between the English 
 and French for supremacy in the Northwest — 
 the theatre of Washington's first diplomatic and 
 military exploits — the site of Fort Du Quesne, 
 erected by the French, and of Fort Pitt, subse- 
 quently built by the British — the center of opera- 
 tions of the whisky insurrectionists, and the 
 locality of many other events which crowd the 
 records of the past. 
 
 It was incorporated as a borough in 1804. In 
 1805 stages commenced running regularly be- 
 tween this place and Chambersburg, Pa. , and in 
 the following year the turnpike road over the 
 mountains was begun. A city charter was 
 granted it in 1816. In 1811 a new era opened 
 by the building here of the first steamboat on 
 the Western waters. On the 10th of December, 
 1852. the Pennsylvania Railroad was completed 
 to Pittsburg. 
 
 The country surrounding the city is pic- 
 turesque, characterized by rugged heights and 
 deep valleys. These natural beauties have been 
 enhanced by public and private improvements, 
 and if they are marred by the smoke which rises 
 from numerous; manufacturing industries, their 
 attractiveness is by no means obliterated or 
 destroyed. No more healthful city can be found 
 
 in America, and in some of the essentials of 
 comfort it has few rivals. Population of Pitts- 
 burg, 86,076 ; of Allegheny City, 53,180.* 
 
 WiLiciNSBTjRG, scven miles, is immediately 
 outside the corporate limits of the city of Pitts- 
 burg, in the midst of a rich agricultural region, 
 where market-gardening is an extensive indus- 
 try. The settlement contains a population of 
 about 1,100. Twenty- eight local accommoda- 
 tion trains run between this station and Pitts- 
 burg daily. 
 
 Braddock's, ten miles, is so named from its- 
 location on the spot where General Braddock 
 was defeated by the combined French and Indi- 
 ans, on the 9th day of July, 1755. No event in 
 ■colonial history was more disastrous in its con- 
 sequences, both to those engaged in it and to the- 
 settlers on the frontiers of Pennsylvania and 
 Virginia, and none has been the subject of more 
 historical comment, than this defeat. An expe- 
 dition was fitted out, under command of Major- 
 General Edward Braddock, to rnove against Fort 
 Du Quesne. It consisted of two regiments of 
 British regulars — the Forty-fourth and Forty- 
 eighth — and about 1,000 provincial troops, prin- 
 cipally Virginians, who rendezvoused at Fort 
 Cumberland, where Cumberland, Maryland, now 
 stands, and marched from there on the 8th of. 
 June. 
 
 On the day of the battle the advance brigade 
 of Braddock's army crossed, the Monongahela 
 river at the point directly opposite the railroad 
 station. At that time the river was shallow and. 
 easily fordable, the present volume of water be- 
 ing caused by a dam of the Monongahela Navi- 
 gation. No sooner had this brigade ascended 
 the low range of hills along which the railroad 
 is constructed, than they were attacked by an 
 unseen foe. They became panic-stricken, and 
 fell back in the wildest disorder upon those who 
 were hastening to their assistance. All soom 
 became a scene of inextricable confusion.. 
 Braddock and his officers did everything in their 
 power to rally the terror-stricken soldiers, but 
 all in vain. One after another these brave lead- 
 ers fell, until forty of them were either killed or 
 wounded. Braddock himself — who would not 
 order a retreat or permit his men to seek cover — 
 received a shot through his right arm, the ball 
 entering his lungs, and was carried from the 
 field. He had behaved with the greatest bravery, 
 having five horses killed under him. All the 
 superior officers being then dead or disabled,. 
 Washington, who was acting as aid-de-camp, 
 rallied the remnant of the army and retired with 
 them to the position occupied by Colonel Dun- 
 bar, who commanded the reserve brigade, anji 
 was some distance in the rear. A British officer, 
 who was wounded in the engagement, writing 
 to his friends at home, says: — " Mr. Washington 
 had two horses shot under him, and his clothes 
 shot through in several places, behaving the 
 whole time with the greatest courage and resolu- 
 tion." Colonel Dunbar, deeming it impossible 
 
 * The statistics of population given in this pamphlet are 
 from the census of 1870. 
 
THE PAN HANDLE AND PENNSYLVANIA EOUTE. 
 
 17 
 
 to continue the expedition in its then demoral- 
 ized condition, burned his superfluous provisions, 
 stores, and ammunition, buried some of his lieavy 
 cannon, and returned to Fort Cumberland. 
 Braddock was carried by his retreating soldiers 
 for four days, when he died from his wounds, 
 and was buried in the center of the road his ad- 
 vancing army had cut. To prevent the dis- 
 covery of his grave, and to save the body from 
 dislionor at the hands of the savages, soldiers, 
 horses and wagons passed over it. 
 
 During the " Whisky Insurrection" the mal- 
 contents, to the number of 7,000, assembled 
 where this station now stands, under arms, and 
 ma^-ched to Pittsburg. This demonstration was 
 made to show their strength and overawe the 
 authorities. No act of violence was perpetrated, 
 and the force quietly dispersed. 
 
 , Near this station the Bessemer Steel Company 
 lave erected a very extensive establishment, 
 aamed in honor of the late president of the Peun- 
 
 I sylvania Railroad, the ' ' Edgar Thomson Steel 
 Works." 
 
 [ Wall's, fourteen miles, is the limit for the 
 
 J ocal accommodation trains from Pittsburg, 
 eighteen of these passing daily between the two 
 points. 
 
 Irwin, twenty-one miles, is the center of im- 
 mense coal operations. Three companies — the 
 
 , Penn Gas, the Westmoreland, and the Shafton — 
 whose works are within a radius of ten miles, 
 fjmploy not less than 1,000 men, and ship annu- 
 
 . :tlly more than a million tons of coal. Popula- 
 ion, 883. 
 
 ' Penn, twenty-five miles. The business of this 
 .-.tation is principally mining and shipping coal. 
 Here the first works are reached, from the East, 
 "svhich, since the completion of the railroad, have 
 Tuainly supplied the eastern towns and cities with 
 the material for the manufacture of illuminating 
 gas. All the country surrounding this station is 
 underlaid with the finest quality of bituminous 
 coal, and the deposit extends west and south to 
 the valleys of the Monongahela and Allegheny 
 rivers. Mining is done by shafting, the coal be- 
 
 .ng lifted to the surface by steam-power, and 
 immediately loaded into cars for shipment. 
 Population, 830. 
 
 Gkeensbukg, thirty-one miles, named after 
 General Greene, of the Revolutionary army, is 
 the eounty seat of Westmoreland county, and is 
 built upon a hill, in the center of a rich and 
 beautiful limestone country. The court-house 
 and other prominent buildings occupy the sum- 
 mit of this hill, along which the main street is 
 carried. It was laid out soon after the burning 
 of Hanna's town, by the Indians, in 1782, and in- 
 corporated in 1789. Its population has long been 
 noted for intelligence and refinement, and some 
 of its citizens have deservedly ranked among the 
 most prominent men of the Commonwealth. 
 The town contains a population of 1,643. 
 
 Westmoreland county is noted in history for 
 the fact that on the 16th of May, 1775, its citi- 
 zens assembled in public meeting, and passed 
 resolutions denouncing the British ministry as 
 wicked, the parliament as corrupt, and pro- 
 2— P.H. 
 
 nouncing the acts against the colony of Massa- 
 chusetts Bay as " a system of tyranny and op- 
 pression," declaring that they "were ready to 
 oppose them with "their lives and fortunes." 
 This was the earliest public protest against the 
 course of the mother country. (Junction of 
 South W^st Pennsylvania Railroad, running tt) 
 Conneilsville, distance twenty-four miles, where 
 connection is made with the Pittsburg, Baltimore 
 and Washington Railroad.) 
 
 Latrobe, forty miles, is built upon Loyalhan- 
 na creek, a tributary of the Kiskiminetas river, in 
 the midst of a fertile and highly cultivated val- 
 ley. Recently the large deposits of coal in the 
 surrounding country have commanded much 
 attention, and several coal and coke companies 
 are now in operation — some of them un an ex- 
 tensive scale. Population, 1,127. 
 
 Hillside, forty-nine miles, is a rural sta- 
 tion, surrounded by a rich agricultural region, 
 underlaid with coal. Near this station, in Chest- 
 nut ridge, is [the "Great Bear Cave," a natural 
 curiosity which attracts many visitors. 
 
 Blaiksville Intersection, fifty-three miles. 
 Atthis point the PennsylvaniaRailroad enters the 
 Allegheny mountains, through which it winds 
 its way, by rivers and ravines, for a distance of 
 one hundred and ninety miles, emerging at Rock- 
 ville, where the great bridge carries it across the 
 Susquehanna river. Immediately after leaving 
 this station, the road enters the celebrated 
 " Pack-saddle " Narrows of the Conemaugh. 
 The scenery here is unsurpassed. Windtug 
 through the mountain ranges, with the sparkling 
 river below and the wooded heights above, the 
 gaze takes in picture after picture of nature's 
 beauty. In the autumn, when the leaves have 
 taken on the bright tints which, like the song of 
 the swan, presage their death, the whole land- 
 scape is a panorama of gorgeous loveliness. 
 Population about 200. (Junction of Western 
 Pennsylvania Railroad, running to Allegheny 
 City. This road is virtually a stem of the Penn- 
 sylvania Railroad, and furnishes a third track, 
 with its attendant xacilities, from its terminus 
 at Pittsburg, along the Allegheny and Cone- 
 maugh rivers. A branch from Blairsville runs 
 to Indiana, the county seat of Indiana county, 
 distance nineteen miles. ) 
 
 Boltv^ar, fiftj^-eight miles. The business of 
 this station is the manufacture of fire-brick. 
 Twenty thousand tons of clay are worked up 
 here annually, and some two thousand tons 
 shipped. Population, 308. 
 
 LocKPORT, sixty miles. At this point the 
 western division of the Pennsylvania canal 
 crossed the Conemaugh on a beautiful cut-stone 
 aqueduct, plainly seen from the railroad, stand- 
 ing as a monument to the enterprise of the 
 past — ^the canal itself being abandoned. Pop- 
 ulation about 150. 
 
 Johnstown, seventy-eight miles, is an impor- 
 tant and improving borough, occupying a beau- 
 tiful situation at the junction of btony creek 
 and the Conemaugh river. It is completely sur- 
 rounded by mountains and hills, which, from 
 the manner in which they are broken and carved 
 
18 
 
 THE PAN HANDLE AND PENNSYLVANIA KOUTE. 
 
THE PAN HANDLE AND PENNSYLYANIA KOUTE. 
 
 19 
 
 CONEMAUGH VIADUCT, NEAR CONEMAUGH STATION. 
 
 by streams flowing througli them, present scenes 
 of striking picturesqueness. It was settled 
 about 1791, by a German named Joseph Johns, 
 from whom the place derives its name, and oc- 
 cupies the site of an Indian town, called Kick- 
 enapawling, which, when the white men settled 
 here, was the head of the primitive navigation 
 on the Conemaugh. All the trade to the West 
 was transported from this place on arks or flat- 
 boats, which floated down the Conemaugh and 
 into the Allegheny river. On the eastern side 
 of the mountain the Juniata furnished the high- 
 way, and these two streams were united by a 
 portage over the Alleheny — at first consisting 
 of the Kittanning trail, then of the old Franks- 
 town road, then of a turnpike, and at last of a 
 railroad. The labor, the energy, the skill, and 
 the capital expended in facilitating transporta- 
 tion between the Juniata and the Conemaugh, 
 
 since the advent of white settlers, are beyond 
 estimate. 
 
 The country around Johnstown is rich in 
 minerals — coal, iron ore, fire-clay, and cement 
 being found in abundance. The development 
 of these resources has caused the rapid growth 
 of the town, and the erection here of the largest 
 iron works in America. These are the property 
 of the Cambria Iron Company, engaged princi- 
 pally in the manufacture of steel and iron rails. 
 Population, 6,028. 
 
 Conemaugh, eighty miles. This station may 
 properly be considered as the base of the west- 
 ern slope of the Allegheny mountain proper. 
 It is here that all trains are inspected before 
 they commence the passage of the barrier from 
 the west, and after they have overcome it from 
 the east they undergo a similar examination. 
 Large repair shops of the company are located 
 
THE PAN HANDLE AND PENNSYLVANIA ROUTE 
 
THE PAN HANDLE AND PENNSYLVANIA EOUTE. 
 
 21 
 
 ']aere. Population, 2,336 ; Franklin, an adjoin- 
 ing borough, 426 ; East Conemaugh, 381. 
 
 Cresson, 102 miles, is a popular summer re- 
 sort, presenting accommodations and attractions 
 of a superior order. The buildings are exten- 
 sive, well constructed, and provided with every 
 accessory of comfort, and the grounds are spa- 
 ■cious and beautifully shaded. Owing to the 
 altitude* of the place — some two thousand feet 
 :above the ocean level — cooling breezes are felt 
 in the warmest days of midsummer. Springs of 
 medicinal waters burst from the mountain in the 
 immediate vicinity, and pleasant drives lead 
 away through the almost unbroken forests of 
 hemlock, beech, and maple, with their dense 
 undergrowth of rhododendron. (Junction of 
 .J]bensburg and Cresson Eailroad, running to 
 JEbensburg, county seat of Cambria county, 
 distance eleven miles.) 
 
 Gallitzin, 104 miles, is immediately at the 
 •entrance to the great tunnel, which is three thou- 
 sand six hundred and twelve feet in length, and 
 .•securely arched throughout. The highestpoint 
 ■.attained by the Pennsylvania Railroad is at its 
 western end, where the elevation above tide- 
 water is twenty-one hundred and sixty-one feet. 
 'Gallitzin is named after Prince Gallitzin, who 
 vpas born in Muuster, Germany ; his father, 
 Prince Gallitzin, ranking among the highest no- 
 bility of Russia, and his mother being the 
 daughter of Field-Marshal de Schmeltan, an 
 •officer under Frederick tlie Great, of Prussia. 
 He came to America, landing in Baltimore in 
 1782. His mind, soon after, was impressed with 
 the obligations of religion, and he renounced 
 iorever his brilliant prospects, pursued a course 
 of ecclesiastical studies under Bishop Carroll, 
 and entered the Catholic priesthood. In the year 
 1789 he directed his, course to the Allegheny 
 mountains, and took up his residence in the set- 
 tlement of Loretto, about ten miles from this 
 station. Here, after incredible labor and hard- 
 .■ship, he founded a prosperous colony, estab- 
 lished schools, churches, and religious houses, 
 and created an influential center for the religion 
 lie* so much loved. His princely fortune was 
 ■expended on his colony, and he labored with a 
 35eal and industry that knew neither abatement 
 nor rest. He wrote several religious works, 
 and his "Defense of Catholic Principles" gained 
 celebrity in Europe and America. After a pas- 
 toral career of forty-two years he died at his 
 post, on the 6th of May, 1840, and he sleeps the 
 sleep of the righteous in the midst of the re- 
 ligious colonv he founded. Population about 
 1,000. 
 
 KiTTA:srNiNG Point, 111 miles, is in the very 
 lieart of the Allegheny range, where the giant 
 barrier begins to break into the numerous spurs 
 which lead away in long lines toward the East. 
 After leaving the magnificent summit at Alle- 
 grippus, the train descends rapidly and smoothly. 
 Approaching Kittanning Point the road is carried 
 around a curve which is a wonder of engineering 
 skill. The deep ravines it here reaches had to be 
 crossed, and engineering science proved equal 
 to the task. By a grand horseshoe-shaped curve. 
 
 the sides of which are parallel with each other — 
 giving trains traveling the same way the appear- 
 ance of moving in entirely difierent directions — 
 the road crosses two ravines on high embank- 
 ments, cuts away a point of the mountain and 
 sweeps on its descending course. The little danc- 
 ing rivulet seen in the valley as the train rolls 
 across it, is the stream from which Altoona derives 
 its supply of water. To the east, range after 
 range of mountains rise into view, until at last 
 they fade away in the azure of the horizon. 
 No limit but the power of vision bounds the 
 prospect. Isolated farms and fields look as if 
 they had wandered away from civilization and 
 been lost in the wilderness. Kittanning Point 
 is so named from the great Indian path or trail, 
 between Kittanning on the Allegheny river, and 
 the valley of the Delaware, which crossed the 
 mountain through this gorge. 
 
 Altoona, 116 miles, a city in Blair county, 
 and the location of the principal workshops of 
 the Pennsylvania Railroad Company, is the 
 creation of that enterprise — owing not only its 
 existence but its remarkable growth and pros- 
 perity to the business the road has here concen- 
 trated. When the railroad company commenced 
 its improvements here, the old Portage Road, 
 with its inclined planes, was used to unite the 
 eastern and western divisions, and the cars ran 
 to the " Mountain House," near HoUidaysburg, 
 where connection was made with the State road 
 over the mountain. This means of crossing was 
 used until 1854, when the great tunnel was fin- 
 ished, and trains then continued on from Altoona 
 without interruption. 
 
 On the 6th of February, 1854, Altoona was in- 
 corporated as a borough, and about the same 
 time the " Logan House," one of the finesthotels 
 in the United States, was opened by the railroad 
 company to accommodate the immense travel 
 over its line. This house has become. the model 
 for many similar institutions in all parts of the 
 country, and is famous for the excellence of its 
 table and the courtesy which marks its service. 
 
 The Pennsylvania Railroad Company has, 
 from the first, displayed a commendable spirit of 
 liberality toward this city of its creation. Its 
 management has been unremitting in endeavors 
 to makefile workmen comfortable and contented, 
 knowing that the best skilled labor can only in 
 this way be secured and held. It maintains a 
 school for children.which is kept open at all times. 
 It purchased the first steam fire-engine for the 
 town. It took the initiative in introducing a sup- 
 ply of water, and it largely contributed to the es- 
 tablishment of the mechanics' library and read- 
 ing-room — some of its officers making liberal 
 donations of books, and the company furnishing, 
 free of charge, a handsomely-appointed room 
 for the use of the association. 
 
 Immediately in front of the Logan House is 
 an open station, built entirely of iron elabo- 
 rately ornamented, and paved with slate fiag- 
 ging, under Avhich all passenger trains over the 
 road stop. From the veranda of the hotel a 
 view is had of the entire station, and probably 
 1 at no other place in America can such an ini- 
 
22 
 
 THE PAlSr HANDLE AND PEIST^SYLVAKIA ROUTE. 
 
 SCENE AT ALLEGRIPPUS. 
 
 u^ww"'"^"'^-^^''i'S'': 
 
THE PAN HANDLE AND PENNSYLVANIA ROUTE. 
 
 23 
 
 mense amount of railroad travel and traffic be 
 seen. At almost every hour of the day and 
 night, trains are arriving and departing, carry- 
 ing passengers from all parts of the country, and 
 thousands of tons of freight go rushing by to the 
 marts of trade and commerce. 
 
 One hundred and twenty-two acres of ground 
 are occupied for business purposes in the city 
 of Altoona, by the Pennsylvania Railroad Com- 
 pany. On this are erected, in addition to the 
 "Logan House," the passenger station, freight 
 warehouse, otfices of the general superintendent, 
 the superintendent of motive power, the super- 
 intendent of transportation, with their appurte- 
 nances, and the following buildings : — Three 
 engine-houses, iron and brass foundry, machine- 
 shops, boiler-shop, paint-shop, blacksmith- 
 shop, coaling-platform, freighr-car works, pas- 
 senger-car shop, planing-mill, tin and cabinet 
 shop, upholstery-shop, storehouses, fire-engine 
 house, lumber-drier, and other structures, hav- 
 ing an aggregate frontage of fully two miles. 
 These buildings are of brick, substantially con- 
 structed on the most approved plans, and the 
 tools and machinery used in them are the best 
 that can be procured. As a consequence, the 
 work produced is of the highest standard, is 
 turned out at the minimum of cost, and with the 
 greatest rapidity. Population, 10,610. (Junc- 
 tion ofHollidaysburg, Morrison's Cove, Newry, 
 Williamsburg, and Springfield Branch Rail- 
 roads.) 
 
 Bell's Mills, 123 miles. The Bell's Gap 
 (narrow-gauge) Railroad intersects at this sta- 
 tion. This road runs to an extensive coal-field 
 in the Allegheny mountains, and is carried 
 through some rugged scenery by engineering 
 skill of the most daring kind, at a grade of 170 
 feet to the mile. 
 
 Tyrone, 131 miles, is, like Altoona, a crea- 
 tion of the Pennsylvania Railroad, and com- 
 menced its career as a town in 1849. Previous 
 to and during the Revolutionary war. Captain 
 Logan, (not the Mingo chief,) a noted Indian, 
 had his cabin at a large spring now within the 
 limits of Tyrone. He had been a chief of a 
 band of warriors — probably Delawares^on the 
 Susquehanna, and in an engagement with a hostile 
 tribe had an eye shot out by an arrow. This 
 disfigurement was considered by the Indians a 
 disgrace, and he was deposed from his chieftain- 
 ship. He then came with his family to the Ju- 
 niata valley. His friendship for the whites was 
 sincere, and he rendered them many and impor- 
 tant services. After the Revolution he was de- 
 prived of the lands on which Tyrone is built, 
 by some white men who purchased them in due 
 form — a proceeding the Indian, in his ignorance, 
 had omitted. He removed to the Indian town 
 of Chinklacamoose, (where Clearfield now 
 stands,) and died there, one of the very last 
 representatives of his race in Pennsylvania. 
 
 Some three miles east of Tyrone is a valley 
 which, for beauty of scenery, historic interest, and 
 natural curiosities, deserves to take rank among 
 the most interesting places in the United States. 
 This is Sinking Valley, formed by a rugged chain 
 
 of mountains on the east, called Canoe ridge, 
 and by Bald Eagle mountain on the west. It is 
 extensive and fertile, containing many well 
 improved farms, mills, iron works, and an intel- 
 ligent population. 
 
 This valley was settled as early as 1760, but 
 some years previous to that time the existence 
 of lead in it was known to the French, who then 
 held the western portion of Pennsylvania. The 
 settlers were acquainted with these galena de- 
 posits ^n 1768; and the proprietary family — with 
 that prudence which induced them to preserve 
 asprivate property many portions of the province 
 promising to be most valuable — reserved this 
 valley as a manor. During a portion of the 
 Revolutionary war these mines were worked, by 
 authority of the Continental Congress, to supply 
 the army with lead. 
 
 The great natural curiosity of the valley is 
 Sinking creek, from which it takes its name. 
 This creek emerges from what is known as the 
 Arch Spring, and then passes out of view, 
 again and again, as it flows onward. Some of 
 the pits through which the creek is visible are 
 several hundreds of feet in depth. Many of 
 these openings are seen along the sunken stream, 
 which at length appears upon the surface for a 
 shortdistance. Itthen enters alargecave, through 
 which it flows in a channel about twenty feet 
 wide for a distance of more than three hundred 
 yards, when the cave widens, the creek turns 
 and is plunged into a cavern where the waters 
 are whirled and churned with terrific force. 
 Sticks and large pieces of timber are immedi- 
 ately carried out of sight, but where they go has 
 never been ascertained, no outlet for the waters 
 having been discovered. A stream flowing 
 through the town of Tyrone has characteristics 
 somewhat similar to this Sinking creek — disap- 
 pearing and again reappearing as it flows on- 
 ward. 
 
 A few miles from the Arch Spring is a narrow 
 pass, in Tussey's mountain, which, for the dis- 
 tance of a mile, is cut, like a western canon, 
 through huge rocks rising almost perpendicular- 
 ly onbothsidesof itto a considerable height. The 
 early settlers named the pass Water Street, and 
 by this title it is often mentioned in the records 
 of colonial times. 
 
 Tyrone has a population of 1,840, and is the 
 point of junction of the Tyrcme and Clearfield 
 Railroad, running through the bituminous coal- 
 fields and lumber regions of Clearfield and Cen- 
 tre counties to Curwensville, distance forty- 
 seven miles ; of the Bald Eagle Valley Railroad, 
 running to the city of Lock Haven, distance 
 fifty-five miles, where connection is made with 
 the Philadelphia and Erie Railroad ; and of the 
 Lewisburg, Centre and Spruce Creek Railroad — 
 now in course of construction — running to Lew- 
 isburg, also on the Philadelphia and Erie Rail- 
 road. 
 
 Spruce Creek, 138 miles. A short tunnel 
 is here cut through a mountain spur — the ap- 
 proaches to which, particularly from the east, 
 are very picturesque. 
 
 Petersburg, 144 miles. Here the railroad 
 
THE PAN HANDLE AND PENNSYLVANIA KOUTE. 
 
 25 
 
 ALTOONA. 
 
 joins the canal owned by the same Company, 
 and the two improvements follow the Juniata 
 river to its mouth. 
 
 Huntingdon, 151 miles, was laid out as a 
 town in 1777, and named in honor of the Coun- 
 tess of Huntingdon. It occupies a spot well 
 known to pre-Revolutionary settlers and Indian 
 traders, and which had been an important point 
 to the savages from time immemorial. It was 
 known then, and for years afterward, as 
 *' Standing Stone," from the fact that a stone 
 column, described as being fourteen feet high 
 and six inches square, stood on the flat, below 
 the present town, where Stone creek enters the 
 Juniata river. This flat was an Indian cornfield 
 at the time the first white men visited it. How 
 long the stone had stood there, or who first 
 erected it, Indian tradition failed to tell. It 
 was covered with rude hieroglyphics, and was 
 probably a record of the tribe who lived near 
 
 and seemed to consider it sacred. It is asserted 
 by some authorities that the name "Oneida," 
 one of the great Six Nations, signifies in their 
 language "standing stone," and if this is correct 
 it is possible that the column at Huntingdon 
 contained, in its rude carvings, more of aborigi- 
 nal history than the most careful research has 
 yet been able to discover. All traces of this 
 stone are now gone, and it is believed that the 
 Indians carried it off with them when they left 
 the valley for the West, at the instigation of the 
 French, about 1755. I'his locality, and others 
 in the vicinity, were marked bj"- stirring and 
 startling events during the Revolutionary war. 
 Many of the beautiful scenes which the traveler 
 now gazes upon with delight, have been crim- 
 soned with the blood of murdered men, women, 
 and children ; and many humble and happy 
 homes were reduced to the ashes of desolation. 
 Population, 8,034 . (Junction of Huntingdon and 
 

 1 1 ^ ■ 
 
 1, 
 
 1 r,-*.;g 
 
 \\\i 
 
THE PAN HANDLE AND PENNSYLVANIA EOUTE. 
 
 27' 
 
 Broad Top Railroad, running south to Mount 
 Dallas, distance forty-five miles, where it unites 
 with the Bedford and Bridgeport Railroad to 
 Bedford Springs, eight miles further, and to 
 Cumberland, Maryland, forty-five miles.) 
 
 Mount Union, 162 miles, is at the eastern 
 entrance to Jack's Narrows, made by the Ju- 
 niata river forcing its way through Jack's moun- 
 tain. This gorge is wild and rugged in its ap- 
 pearance, the sides being almost destitute of 
 vegetation, exposing immense masses of gray 
 and sombre rock. The mountain receives its 
 name from a weird, mysterious hunter and In- 
 dian-slayer, who made his home in the valley 
 previous to the Revolutionary war. The nar- 
 rows were called, in early colonial records, 
 "Jack Anderson's Narrows," from the fact that 
 in them an Indian trader, named John Ander- 
 son, and his two servants, were murdered by 
 the savages. Population, 535. (Junction of East 
 Broad Top Railroad, running into the semi-bitu- 
 minous coal fields. ) 
 
 Newton ..Hamii.ton, 165 miles. The river, 
 west of this station, makes a horse-shoe bend, 
 across which the railroad is cut, crossing the 
 stream, where it first strikes it, on a bridge sev- 
 enty feet above the water. Population, 350. 
 
 McVettown, 175 miles.' This village is a 
 short distance from the railroad, and is noted for 
 the value of the iron ore deposits surrounding 
 it. Population, 685. 
 
 Lewistown, 188 miles, seat of justice of Miff- 
 lin county, occupies a beautiful position on the 
 left bank of the Juniata. The town is the most 
 populous on the river, and commands a large 
 trade. It was laid out in 1790, and incorpo- 
 rated in 1795. Population, 2,737. 
 
 Immediately east of the town, between it and 
 Mifflin, the railroad passes through the Lewis- 
 town Narrows, formed by the Black Log moun- 
 tain on the south, and the Shade mountain on 
 the north. These were formerlyknownas the 
 Long Narrows, and previous to the construction 
 of the railroad there was but one house in them 
 for a distance of ten miles. The mountains 
 rise abruptly from the river to the height, in 
 many places, of more than a thousand feet, and 
 their sides are generally covered with a dense 
 forest growth, giving an appearance of deep 
 gloom to the gorge. Here and there the chain 
 is partly broken, or its sides indented by ra- 
 vines, ana the rocks stand out in naked gran- 
 deur ; but as a rule, the walls of nature are in- 
 tact, and the foliage covers all. The water flows 
 peacefully through the channel it has carved, 
 reflecting on its bosom the shadows of the giants 
 it conquered in forming a passage. 
 
 The best known Indian who ever lived within 
 the limits of Pennsylvania, had his home, at the 
 time the whites entered the region, in the Kish- 
 icoquillas valley, not many miles above Lewis- 
 town, at what is still known as Logan's Spring. 
 This was Logan, the Mingo chief, whose name 
 is perpetuated in many localities, and whose 
 renown figures in history and romance. He was 
 the son of Shikellimy, a Cayuga chief, who 
 dwelt at Fort Augusta, where Sunbury, Pa., now 
 
 stands, about 1742, and was there converted to 
 Christianity by the Moravian missionaries. His 
 son was baptized by these missionaries, and 
 named by his father after James Logan, secre- 
 tary of the province of Pennsylvania. Mingo 
 was the name given by the Delaware Indians to 
 the Iroquois, or Six Nations, and the Cayugas 
 being one of them, the title of Mingo was con- 
 ferred upon Logan. When in the prime of man- 
 hood, he, with his family, migrated to the West, 
 where he led a venturesome and conspicuous 
 career, taking, for motives of revenge, an 
 active part in hostilities against the whites on 
 the Ohio, and was eventually killed, by a Shaw- 
 nee Indian, in a drunken quarrel. 
 
 Thus ended the life of a man who, savage 
 though he was, possessed some of the noblest 
 traits of humanity, and who, unquestionably, 
 was endowed with natural abilities of a high 
 order. While his adventures and achievements 
 are surpassed by many Indian heroes, yet a sin- 
 gular attraction has always clung to his history 
 and his name, and the latter is perpetuated by 
 the white men in counties, villages, townships, 
 streams, and many other connections. The trav- 
 eler over the Pennsylvania Railroad, as he enters 
 the excellent hotel of the company at Altoona, 
 will see — conspicuously painted. upon the wall 
 of the great dining room — a picture represent- 
 ing, in all the gorgeousness of savage dress, 
 Logan, the Mingo chief. (Junction of Sunbury 
 and Lewistown Railroad, running to Selinsgrove, 
 on the Northern Central Railway ; and of the 
 Mifflin and Centre County Railroad, to Milroy, 
 in Mifflin county.) 
 
 Mifflin, 199 miles. Seat of justice of Juniata 
 county. Population, 1,516. 
 
 Perryyille, 202 miles. Poptilation, 559. 
 
 MiLLERSTOWN, 215 milcs. Population, 533. 
 
 Newport, 221 miles. Population, 945. 
 
 Aqueduct, 231 miles. Here the canal crosses 
 the Juniata river on an aqueduct constructed of 
 wood. Until the completion of the Northern 
 Central Railway, in 1858, passengers for points 
 up the Susquehanna river took packet-boats on 
 the canal at this station. The Pennsylvania 
 Railroad hefe leaves the "Blue Juniata," which 
 it has followed in its course through mountains 
 and valleys from its sources amid the great Al- 
 ieghenies, and strikes the broad Susquehanna. 
 
 Massiveness, softness of outline, and variety, 
 are the distinguishing peculiarities of the Juni- 
 ata scenery. The miniature river, in its course 
 of a hundred miles through the numerous out- 
 lying mountains, has apparently overcome the 
 obstacles in its way by strategy as well as by 
 power. At many places it has dashed boldly 
 against the wall before it and torn it asunder; 
 at others it winds tortuously around the obstruc- 
 tion — creeping stealthily through secret valleys 
 and secluded glens. At some points the moun- 
 tains appear to have retired from the attacking 
 current, leaving numerous isolated hills stand- 
 ing, as sentinels, to watch its progress. But the 
 severed mountains, the towering embankments,, 
 and the sentinel-like hills, are all toned into form 
 and moulded into shape by the action of the 
 
I.EWISTOWN NABRQWS, 
 
THE PAN HANDLE AND PENNSYLVANIA ROUTE. 
 
 29 
 
 elements and the foliage of nature, leaving no 
 abrupt precipices and but few naked rocks to 
 mar the uniform beauty. Tlie valleys and many 
 of the hills are brought under cultivatioa, and 
 . some of the latter rise in the distance, present- 
 ing alternate squares of yellow, green, and 
 brown, showing the progress of agricultural in- 
 dustry, while their summits are crowned with 
 clumps of forest trees, indicating the luxuriance 
 of the growth before the march of civilization 
 invaded it. Every hour of the day — every change 
 of the season— gives new tints to these moun- 
 tains and valleys. The morning mist often 
 shrouds them beneath its veil; and as this is 
 penetrated and dispersed by the sun, cloud-like 
 forms sail away toward the sky, pausing at times 
 amid the higher summits as if to rest before 
 taking their final flight to join their sisters in the 
 illimitable firmament. The tints of evening 
 spread over them golden and purple halos, while 
 deep and dark shadows sink into the water and 
 creep up the wooded embankments. Spring 
 clothes the entire landscape in a tender green. 
 Summer deepens this into a darker tint, and in- 
 tersperses it with the yellow of the ripening 
 harvest. Autumn scatters its gems over all, 
 lighting up the forests with the many bright 
 hues of changing foliage ; and winter brings 
 its pure mantle of white, over which tower the 
 ever-verdant pines, or repose dark beds of rho- 
 dodendrons. 
 
 At some places the road passes through broad, 
 cultivated valleys, and at others it is built along 
 I'avines so narrow that its bed is carved out of 
 the overhanging rocks. Now a mountain spur 
 bars its way, and a tunnel is pierced through the 
 obstacle; and again the river is so tortuous that 
 engineering skill disdained to follow it, and nu- 
 merous bridges carr> the roadway from bank 
 to bank. Almost every mile of its course opens 
 up new scenes, which present themselves to 
 the traveler like the ever-changing pictures of a 
 kaleidoscope. 
 
 DxjNCANNON, 234 miles. Population, 960. 
 One mile above Duncannon is the mouth of the 
 Juniata, and the location of Duncan's Island, 
 a place noted in the early history of Pennsyl- 
 vania. According to the account of David 
 Brainerd — a missionary who traveled much 
 among the Indians of Pennsylvania about 1745 
 — this island contained a large Indian town, 
 and was a favorite point of concentration of the 
 tribes in the Susquehanna and Juniata valleys. 
 At a later period it became the scene of various 
 outrages on the part of the Indians, and of 
 daring adventures by the white settlers. In 
 1756 the settlers abandoned it, and in 1760 a 
 bloody fight took place upon it between the 
 whites and Indians. On one occasion the wife 
 of the owner of the island, with a child before 
 her, swam the Susquehanna river on a horse to 
 escape from the savages. When it is remem- 
 bered that the river here is fully a mile wide, and 
 that it was then swollen by the spring freshet, 
 the perilousness of the feat can be realized. 
 A large Indian mound was built upon the island, 
 and also an extensive burial-place, but the con- 
 
 struction of the canal destroyed both. In ex- 
 cavating this, many relics were found, such as 
 beads, stone hatchets, arrow-heads and the like. 
 The Pennsylvania canal here crosses the Susque- 
 hanna river— a dam being constructed for that 
 purpose, and a bridge whh a double towing-path. 
 The beauty of the Susquehanna river, as seen 
 from the Pennsylvania Railroad here, cannot 
 fail to attract admiration. 
 
 Marysville, 240 miles, is the point where 
 the Pennsylvania Railroad crosses the Northern 
 Central Railway, the latter forming the direct 
 route to Baltimore and Washington. Popula- 
 tion, 863. 
 
 RocKViLLE, 243 miles. At this point the rail- 
 road emerges from the Blue Ridge, or Kittatinny 
 mountain, the last of the great Allegheny range,, 
 after crossing the Susquehanna river on a bridge 
 3,670 feet in length. From this bridge, looking 
 both up and down the river,the views are magnifi- 
 cent. To the north are seen the gigantic moun- 
 tains, sundered by the water in its passage, leav- 
 ing numerous rocks in its channel to break it 
 into rapids and fret it into foam ; while the great, 
 bridge of the Northern Central Railway stands 
 out in bold relief, uniting the villages of Dauphin 
 and Marysville. To the south the broad river 
 sweeps away, studded with islands and bordered 
 by fertile farms, until the spires and domes of 
 Harrisburg are seen, and the blue hills of Cum- 
 berland and York close the prospect. Rockville 
 contains a population of 259. 
 
 Harrisburg, 240 miles, the capital of Penn- 
 sylvania, is beautifully located on the Susque- 
 hanna. North of it the Lebanon valley extends 
 through the county of that name and into Berks, 
 embracing an immense area of highly- cultivated, 
 rich territory, abounding in iron ore and dotted 
 with manufactories ; while to the touth runs the 
 Cumberland valley, forming the counties of 
 Cumberland and most of Franklin, and second 
 to no region in America, of the same extent, in 
 picturesqueness, fertility, and mineral wealth. 
 The scenery in all directions is fine, but particu- 
 larly lovely is that of the Susquehanna river. 
 
 The first settlement made at the site of Harris- 
 burg was about 1725, by John Harris, a native of 
 Yorkshire, England, who came here from the 
 Eastern part of Pennsylvania. At the time of 
 this settlement, Indian towns existed on the op- 
 posite side of the river, inhabitedv by members 
 of the Six Nations, and it was asserted that, by 
 a signal, several hundred warriors could be as- 
 sembled. John Harris fixed his habitation on. 
 the bank of the river, and here had a son born 
 in 1726, who is said to have been the first white 
 child born in Pennsylvania west of the Cone- 
 wago hills. This son was also named John 
 Harris, and became, in time, the proprietor of 
 the place and the founder of Harrisbitrg. 
 
 Many incidents are related connected with the 
 pioneer and his home, and one is worth repeat- 
 ing here. A baud of Indians came to his house, 
 all of whom were more or less intoxicated. 
 They wanted more rum — whisky was not thea 
 the common drink in Pennsylvania — but Harris, 
 seeing their condition and fearing mischief, re- 
 
:30 
 
 THE PAN- HANDLE AND PENNSYLVANIA EOUTE. 
 
 fused to supply them. They seized 'and bound 
 him to a mulberry tree iu front of his house, 
 determining to burn him. While they were 
 kindling the fire another band of Indians came 
 
 upon the scene, and, after a struggle, released 
 him uninjured. In remembrance of this event 
 he directed that, on his death, he be buried at 
 the foot of this tree ; and when he died, in 1748. 
 
THE PAN" HANDLE AND PENNSYLVANIA EOUTE. 
 
 31 
 
 EARLY MORNING ON THE SUSQUEHANNA. 
 
 tis direction was carried out, and Ms remains, 
 ■witli those of some of liis children, still repose 
 there. The tree itself has rotted away, but an 
 enclosure preserves the ground and its relics from 
 desecration. 
 
 John Harris, Jr., succeeded his father in busi- 
 ness, and inherited all his energy. He contin- 
 ued to trade with the Indians and to farm, and 
 in his time "Harris' Ferry" became a noted 
 place. Letters were sent from Europe directed 
 " to the care of John Harris, Harris' Ferry, 
 North America." He accumulated considerable 
 wealth, and when the Declaration of Indepen- 
 dence was promulgated, he loaned the Govern- 
 ment of the United States £3,000 — a goodly sum 
 for that day — taking treasury certificates for it. 
 He had strong faith in the advantageous position 
 of his property, and when the town of Harris- 
 burg was laid out, in 1785, he conveyed to certain 
 commissioners named, four acres of ground on 
 Capitol Hill, to the east of the present public 
 buildings, "in trust for public use, and such 
 public purposes as the legislature shall hereafter 
 direct." This was done because he believed 
 that, at some future period, the capital of Penn- 
 sylvania would be established here. 
 
 During the late Rebellion, when Pennsylva- 
 nia was invaded, the advance of Lee's army 
 reached the Susquehanna river opposite Harris- 
 burg, causing the most intense excitement in the 
 €it3^ The capital of the State was thought to 
 be the objective point of the rebel movement, 
 and an attack upon it was confidently antici- 
 pated. The archives of the Commonwealth 
 were hastily packed, and many of them shipped 
 to a point of safety. Troops assembled from all 
 quarters to resist the advance ; but a retrograde 
 movement was ordered by Lee — the tide of war 
 drifted to another scene, and the beautiful hills 
 of the Susquehanna were not drenched with 
 fraternal blood. ■ 
 
 The State capitol buildings are built of red 
 brick, without external ornament of any kind, 
 but they are well constructed, and occupy a 
 
 beautiful position in the midst of ornamental 
 grounds overlooking the majestic river. Interi- 
 orly these buildings present many attractions, 
 and a visit to them cannot fail to prove interest- 
 ing. The halls of the Senate and House are well 
 arranged. The State library is a splendid room, 
 well filled with books — many of them valuable. 
 In the Executive apartments a complete set of 
 the portraits of the governors of Pennsylvania 
 is preserved, and the walls and tables are deco- 
 rated with many quaint documents and curiosi- 
 ties, such as old English charters, treaties be- 
 tween the colonial authorities and the Indians, 
 signed by the latter with rude hieroglyphics, and 
 other mementoes of the State's early history. In 
 the arsenal a number of obsolete arms are 
 preserved, and near by a marble shaft, sur- 
 mounted by a winged angel, is erected in honor 
 of the Pennsylvania volunteers who fell in 
 Mexico. 
 
 The City of Harrisburg has a population of 
 23,104, and is the point of junction of the Leba- 
 non Valley Railroad, running to Reading, dis- 
 tance fifty-four miles; of the Cumberland Val- 
 ley Railroad, running to Martinsburg, Virginia, 
 ninety-four miles; and of the Schuylkill and 
 Susquehanna Railroad, running to Auburn, 
 Schuylkill county, Pennsylvania, distance fifty- 
 nine miles. Connections are also formed here 
 with the Northern Central Railway, south, to 
 Baltimore, eighty-four miles, and Washington, 
 134 miles; and north to Canandaigua, New York, 
 241 miles. By the Northern Central Railway, 
 connection is made with the Philadelphia and 
 Erie Railroad, at Sunbury, to Erie, Pennsylva- 
 nia, on the lake of that name ; with the Erie Rail- 
 way, at Elmira, and the New York Central 
 Railroad, at Canandaigua, for Rochester, Buf- 
 falo, and Niagara Falls. Of these roads the 
 Northern Central and the Cumberland Valley 
 are controlled, and the Philadelphia and Erie is 
 leased, by the Pennsylvania Railroad Company. 
 I MiDDLETOWN, 258 miles, is built at the junc- 
 I tion of the branch road via Columbia, and at 
 
32 
 
 THE PAN HAISTDLE AND P EN-NTSTu VV^C \. 33CrCE, 
 
THE PAN HANDLE AND PEN j>rSyLVANlA KOUTE. 
 
 33 
 
 the confluence of the Swatara with the Susque- 
 hanna river. The Emmaus Institute, "devoted to 
 the education of poor orphan children, who are 
 to be carefully trained in the doctrines of the 
 Evangelical Lutheran Church," is located here. 
 
 Middletown was laid out in 1755, the site 
 being that of an Indian village. It was named 
 Middletown because of its situation midway be- 
 tween Lancaster and Carlisle — the town of Har- 
 risburg not being laid out until thirty years later. 
 It soon acquired an active trade, and during 
 the Revolutionary war a commissary post was 
 established here, from which supplies were sent 
 up the Susquehanna for General Sullivan's expe- 
 dition against the Six Nations. During the time 
 the lead mines in Sinking valley were worked 
 by the Government to supply the Continental 
 army, the lead was refined and prepared for use 
 at Middletown. Population, 2,980. 
 
 Elizabethtown, 266 miles. Population, 858. 
 
 Mount Joy, 273 miles. Population, 1,896. A 
 Soldiers' Orphans' School is located here. 
 
 Lancaster, 285 miles. This city was laid 
 out in 1730, and soon became an important 
 point in the colony of Penn. It was a favorite 
 place for holding councils and making treaties 
 with the Indians, and the early colonial records 
 give accounts of many such conclaves. In 1748, 
 at a council held here, attended by commission- 
 ers from Virginia, Maryland, and Pennsylvania, 
 the first purchase of territory west of the Alle- 
 gheny mountains was effected. 
 
 At the time of Braddock's expedition against 
 Fort Du Quesne, Lancaster became the scene of 
 active military operations. Dr. Franklin took a 
 prominent part in fitting out this expedition, and 
 through his personal exertions two hundred and 
 fifty wagons and as many pack-horses were 
 raised, principally in Lancaster county, to carry 
 supplies and provide for the sick and wounded. 
 In 1758 General Forbes' celebrated expedition 
 against the same point was fitted out, consisting 
 of regulars and the provincial troops of Penn- 
 sylvania and Virginia, under Colonels Bouquet 
 and "Washington, and Lancaster again assumed a 
 military aspect. On the return of this expedition 
 barracks for five hundred men were erected here 
 for the protection of this portion of the province. 
 These barracks remained standing until a com- 
 paratively recent period, and during the Revo- 
 lutionary war were used as a prison in which to 
 confine captured British soldiers. 
 
 Braddock's defeat may be said to have ter- 
 minated the peace which had existed for seventy 
 years between the settlers in Pennsylvania and 
 the Indians. In the language of a historian, 
 " the whole frontier, fronT the Delaware to the 
 Potomac, was now lighted with the blaze of 
 burning cottages, and the hamlets in the lovely 
 limestone coves west of the Susquehanna were 
 reduced to ashes." These outrages aggravated 
 beyond endurance the hot-blooded Scotch-Irish 
 settlers along the Susquehanna. They believed 
 a secret understanding existed between the hos- 
 tile tribes of the West and the Indian settle- 
 ments claiming to be Christianized among the 
 Moravians, and that information was conveyed 
 3— P.H. 
 
 by the latter to the former, which enabled the 
 savages to attack unprotected settlements and 
 escape punishment. A long-continued series of 
 murders — some of them horrible in details — 
 inspired these settlers with a blind fury, and on 
 the night of the 14th of December, 1763, a party 
 of them from the townships of Donegal and 
 Paxton, (near the present city of Harrisburg,) 
 known by the name of the "Paxton Boys," at- 
 tacked the Indian village of Conestoga, near 
 Lancaster, for the purpose, as they alleged, of 
 securing some hostile Indians who were harbored 
 there. The number of assailants is variously 
 e stim ated at from twenty tofifty. Fewof the In- 
 dians were at home. Dr. Franklin, in his nar- 
 rative, says there were only three men, two 
 women, and a boy, and these offered but a feeble 
 resistance. All that were found were massacred, 
 and their dwellings reduced to ashes. The citi- 
 zens and magistrates of Lancaster, shocked at 
 the horrible outrage, gathered the scattered in- 
 dividuals of the tribe who remained into the 
 stone workhouse, where, under bolts and bars, 
 they were considered safe until they could be 
 conveyed to Philadelphia for protection. But 
 the "Paxton Boys" were not satisfied with 
 anything short of the extennination of the tribe. 
 Concealing themselves at night, near Lancaster, 
 they waited until the next day, (Sunday, De- 
 cember 27th,) when the citizens were attending 
 religious services, and then dashing into the 
 town they seized the keeper of the workhouse, 
 and rushing into the building murdered every 
 Indian in it, some fourteen in number. Their 
 work was quickly done, and before the citizens 
 could assemble they were gone. 
 
 During the Revolutionaiy war Lancaster 
 played no insignificant part. While the tide of 
 toattle never reached the borders of the county, 
 nor the din of strife sounded in its streets, it 
 proved a city of refuge for the Continental Con- 
 gress, which fled here after the disastrous battle 
 of Brandy wine. Subsequently it became and 
 remained for some years the capital of the State. 
 Population, 20,233. 
 
 Kinzer's, 300 miles. Kear this station are 
 the American Nickel Mines, the only mines of 
 this mineral worked in the United States. 
 
 Gap, 302 miles, is the highest point on the 
 railroad between the Schuylkill and the Susque- 
 hanna rivers — the elevation being five hundred 
 and sixty feet above tide, while at Harrisburg 
 it is but three hundred and ten. The station is 
 so named from the opening in Mine hill, through 
 which the road pa«ses from the Chester val- 
 ley into the valley of Pequea creek. Popula- 
 tion, 168. 
 
 Christiana, 305 miles. This place, immedi- 
 ately within the eastern line of Lancaster coun- 
 ty, is known in history as the scene of certain 
 riots, in 1851, growing out of an attempt to 
 capture some fugitive slaves by their owners 
 from Maryland, assisted by local officers. In 
 these disturbances a Marylander was killed, 
 and several others, white and colored, were 
 wounded. For a time the occurrence caused 
 great excitement, and furnished a fruitful text 
 
34 
 
 THE PAN HANDLE AND PENNSYLVANIA ROUTE. 
 
 
 LANCASTER FARM. 
 
 for the newspapers of the country. Popula- 
 tion, 350. 
 
 Parkesbtjrg, 310 miles. This town, which 
 is in Chester county, owes its existence to the 
 old Columbia Railroad, for it was here that the 
 Stale built her machine-shops when that work 
 was constructed, and here the principal officers 
 of the road were located. The site was proba- 
 bly selected because of its position midway on 
 the line, and for twenty years it prospered as a 
 center of railroad industry and management. 
 Population, 600. 
 
 PoMEROT, 311 miles. Junction of Pennsyl- 
 vania and Delaware Branch to Delaware City. 
 Distance, 38 miles. 
 
 CoATESViLLE, 315 miles, is beautifully situat- 
 ed on the Brandywine, over which the railroad 
 is carried on a magnificent iron bridge, eight 
 hundred and thirty-six feet in length and sev- 
 enty-three feet above the water. In passing 
 over this structure, the traveler can gaze from 
 the car windows at furnace stacks belching forth 
 their smoke below him, while far down in the 
 valley a panorama of industry is seen. Popu- 
 lation, 2,035. , , 
 
 DowNiNGTOWN, 321 milcs, is pleasantly located 
 in the midst of the great Chester valley, on 
 
 the Big Brand5'wine. It was first settled about 
 1700, although a deed for a part of the ground on 
 which it stands is dated in 1682. It was origi- 
 nally called Milltown, from the fact of a mill 
 being erected on the Brandywine about 1735, 
 by Thomas Downing, and eventually the town 
 was named after that family, one of whom,. 
 Richard Downing, was a commissary during the 
 Revolutionary war, when the American troops 
 occupied the place as a military post. It had 
 then its stirring incidents and romantic events, 
 and suffered many of the hardships attendant, 
 upon tlie memorable conflict. Population, 1,077. 
 (Junction of branch road to Waynesburg, distant 
 
 18 miles.) „ -, -nr i. 
 
 Malvern, 332 miles. Junction of road to W est 
 Chester, the county seat of Chester county. 
 About half a mile southwest of this station the 
 treacherous and disastrous surprise of a detach- 
 ment of the American army, under General 
 Wayne, occurred, on the night of the 20th of 
 September, 1777, known in history as the "Paoll 
 massacre." After the battle of Brandywine, 
 Washington withdrew across the Schuylkill river, 
 and sent General Wayne, with a force of fifteen 
 hundred men, to join General Smallwood and 
 annoy the rear of the enemy, then advancftig. 
 
THE PA]Sr HANDLE AND PENNSYLVANIA KOUTE. 
 
 35 
 
 toward Philadelphia. Wayne, on the night of 
 the massacre, encamped his detachment in a 
 retired position, at some distance from the public 
 road. The British commander receiving infor- 
 mation from the tories of Wayne's position, 
 detached General Grey, a brave and desperate 
 officer, to cut him off. Piloted by these tories. 
 Grey stole his way through the woods, drove in 
 the American pickets, and rushed upon the 
 sleeping camp. Some volleys were fired by the 
 Americans, but they were soon overpowered. 
 General Grey, it is said, ordered his troops to 
 give no quarter ; and one hundred and fifty 
 American soldiers were killed, many of them in 
 cold blood, after all resistance was over. The 
 enemy set fire to the straw of the camp, and 
 some of the wounded, being unable to escape, 
 perished in the flames. The whole American 
 force must have been cut off and destroyed if 
 Wayne had not preserved his coolness. He ral- 
 lied a few detachments, who withstood the shock 
 of the enemy, and covered the retreat. 
 
 The bodies of fifty -three Americans killed in 
 this attack were found near the scene of action 
 and buried in one grave on the field. On the 
 30th of September, 1817, forty years after the 
 massacre, a monument, composed of a blue 
 marble base and white marble pyramid, the 
 whole being about eight feet high, was erected 
 over their remains. This monument bears upon 
 its four sides the following inscriptions: East 
 side — " This memorial, in honor of Revolution- 
 
 ' ary patriotism, was erected September 20th, 
 1817, by the Republican Artillerists of Chester 
 county, aided by the contributions of their fel- 
 low-citizens. " West side — "Sacred to the mem- 
 ory of the patriots who, on this spot, fell a sac- 
 rifice to British barbarity, during the struggle for 
 American independence, on the night of the 20th 
 September, 1777." North side — " The atrocious 
 massacre which this stone commemorates was 
 perpetrated by British troops, under the imme- 
 diate oommand of Major-Geyeral Grey." South 
 side — "Here repose the remains of fifty-three 
 American soldiers, who were the victims of 
 
 ., old-bH)oded cruelty in the well-known mas- 
 sacre at the Paoli, while under the command 
 of Gen. Anthony Wayne, an officer whose mil- 
 itary conduct, bravery and humanity were 
 equally conspicuous throughout the Revolution- 
 ary w/ar." 
 
 The monument is reached after a short walk 
 through the fields from Malvern station. It 
 stands on the center of the grave in which the 
 
 r slaughtered heroes were buried, in the southeast 
 corner of a large field owned and used by the 
 military organizations of Chester county for 
 parades and encampments. The grave itself is 
 about sixty feet long by twenty wide, is sur- 
 rounded by a stone wall some two feet high, 
 and is covered by a smooth green sward, im- 
 mediately adjacent to it, and encircling the field, 
 are some fine old oak, chestnut, and other trees, 
 
 I many of which must have been of good size 
 when the massacre occurred. The entire sciene 
 of the memorable confiict is probably the best 
 
 ; preserved of any that marked the progress of 
 
 the Revolutionary war, and will always remain a 
 sacred shrine to the citizens of a free country. 
 
 Paoli, 334 miles, is the point to which the 
 local accommodation trains are run, to and 
 from Philadelphia, over the Pennsylvania Rail- 
 road. It is an old settlement, and was a noted 
 point on the road leading to Lancaster before 
 and during the Revolutionary war. General 
 Anthony Wayne was born about one and a 
 quarter miles south of Paoli. The house in 
 which he was born, and where he spent most of 
 his life when not engaged in military cam- 
 paigns, is now owned and occupied by one of 
 his descendants, who preseiwes intact the mag- 
 nificent old homestead of five hundred acres, as 
 well as the apartments occupied by the general 
 during life, with all tlieir furniture unchanged. 
 
 Reeskville, 836 miles. 
 
 Eagle, 338 miles. 
 
 Wayne, 839 miles. In Delaware county. 
 
 Radnor, 341 miles. 
 
 Upton, 342 miles. 
 
 ViLLANOVA, 343 miles. Villanova College, in 
 charge of the Augustinian Fathers, is at this 
 station. 
 
 RosEMONT, 344 miles> 
 
 Bryn Mawr, 345 miles. This station, the 
 first reached in Montgomery county, may well 
 be cited as a model of taste and beauty. Occu- 
 pying a delightful position in the midst of a 
 fertile and well-watered country, the railroad 
 company saw its advantages and determined to 
 improve them. Beautiful and comfortable sta- 
 tion-buildings were built, and these were fol- 
 lowed by a superb hotel and other improve- 
 ments. Naturally these conveniences attracted 
 visitors and residents, and from a scattered ham- 
 let the place has, in a few years, grown into an 
 elegant suburban town. During the summer 
 months Bryn Mawr is a favorite residence for 
 Philadelphians., as well as for visitors from more 
 remote points. The accommodations provided, 
 both for permanent and transient guests, are of a 
 superior order. Population, 800. 
 
 Haverfokd, 345| miles. Haverford College, 
 controlled by the Society of Friends, is a short 
 distance south of this station. 
 
 Athensville, 346 miles. 
 
 Wynnewood, 347 miles. 
 
 Elm, 348 miles. The national encampment 
 of the "Patrons of Husbandry," established 
 for the accommodation of Centennial visitors, is 
 located here. A short distance north of the 
 station is "Belmont Park," an excellently ar- 
 ranged trial and exhibition ground for horses. 
 
 Merion, 349 miles. 
 
 OvERBROOK, 350 miles. The College of St. 
 Charles Borromeo, one of the largest edifices of 
 the kind in America, is near this station, which 
 is within the corporate limits of Philadelphia. 
 
 Hestonville, 351 miles. 
 
 Centennial Depot, 353 miles. A special 
 station, reached by circular tracks from the main 
 road, established by the Pennsylvania Railroad 
 Company for the accommodation of Centennial 
 visitors. This depot is accessible by trains 
 from all dipections. 
 
36 
 
 THE PAN HANDLE AND PENNSYLVANIA ROUTE. 
 
 BRYN MAWR HOTEL. 
 
 Manttta Junction, 353 miles. Point of con- ] 
 nection of main line and New York divisions 
 of the Pennsylvania Railroad. 
 
 Philadelphia, 354 miles, terminus of the 
 main line— the second city in the United States 
 in population, and the first in the number of its 
 buildings, territorial area and manufacturing im- 
 portance—is built upon the right bank of the 
 Delaware river, at the confluence of the Schuyl- 
 kill, ninety-six miles from the ocean. It was 
 laid out by direction of William Penn, the pro- 
 prietor and founder of Pennsylvania, in 1682. 
 
 The first colony for Pennsylvania left England 
 in August, 1681, in three ships, and the earliest 
 to arrive was the ship " John and Sarah," from 
 London, commanded by Captain Smith. These 
 colonists landed at the Swedish settlement of 
 Upland (now Chester) and remained there during 
 the first winter. At the time of their arrival 
 Philadelphia had not been located. Indeed, it 
 would seem that Penn was in no great hurry to 
 lay out his metropolis, being determined to select 
 the most available position for it. This was 
 finally accomplished, and in 1683 Penn writes, 
 saying, "Philadelphia is at last laid out, to the 
 great content of those here ;" and adds, ' ' of all the 
 many places I have seeh in the world, I remem- 
 ber not one better seated, so that it seems to me 
 to have been appointed for a town." The survey 
 was made by Thomas Holme, who had been in 
 England appointed surveyor general of the pro- 
 vince, and arrived here in the early part of the 
 summer of 1683. His plot of the city was com- 
 pleted about the end of that year, and copies of 
 
 his original map are still in existence. The ground j^ 
 embraced in his survey extended from Cedar 
 street on the south to Vine street on the north, 
 running through from the Delaware to the Schuyl- 
 kill, being about one mile in width and two 
 miles in length, and this continued to be the 
 limits of the " old city" up to the consolidation 
 of the districts, and, in fact, the entire county, in 
 1854. At the time this survey was made, there 
 were no improvements within its limits. The 
 Swedes had a settlement on its southern bor- 
 der, made as early as 1637, and it is. proba- ^ 
 ble that some lived north of it ; but its area was , 
 an unbroken wilderness, intersected by creeks 
 and streams, dotted with swamps and ponds, and 
 crossed at various places by Indian paths. The 
 forest trees were noted for their magnitude, and 
 gave to the place the Indian name of Coaqua- 
 nock, signifying " the place of tall pines." On 
 the Delaware front was a high bank, in which 
 the first settlers excavated caves, where they re- 
 sided while their new homes were being erected. :; 
 Philadelphia was organized as a borough, with a 
 mayor and six aldermen, in 1684 ; and on the 
 25th of October, 1701, Penn granted it a charter 
 as a city. From its foundation it may be said to 
 have had an uninterrupted career of prosperity. 
 Freed, as it was, from hostile Indians, and hav- 
 ing none of the calamities to contend with which 
 so harassed and impoverished the early settle- 
 ments in Virginia and New England, it increased 
 steadily in population and commerce, and soon 
 became the first city on the continent — a position i 
 it continued to hold until long after the Revolu- r 
 
THE PAK HANDLE AND PElSTlSTSYLVAlSriA EOUTE. 
 
 37 
 
 tionary "war, and in some respects still main- 
 tains. 
 
 Notwithstanding its rapid improvement and 
 growth, Philadelphia possesses more relics of the 
 past — more edifices around which hang ^ halo of 
 history — than any other city in the Union. The 
 oldest among these is a portion of Penn's cot- 
 tage, in Letitia court — a small street running 
 from Market to Chestnut, between Front and 
 Second. This was built for Penn's use before 
 his first arrival in the colony. It is a little two- 
 story brick house, and is now occupied as a 
 tavern. Near it is the Old London Coffee House, 
 on the corner of Front and Market streets, a 
 noted place in early colonial days, which is at 
 present a tobacco store. It was built in 1702. 
 The old Swedes' Church, which stands on Swan- 
 son street, (so named from the Swedish family 
 who once owned all the land in that part of the 
 city,) below Christian, is one of the most vener- 
 able edifices in America. The first church upon 
 the site was erected in 1677, and served both for 
 a place of worship and of defense, being con- 
 structed with loop-holes and other appliances of 
 defensive warfare. The present brick edifice 
 was built in 1700. Another sacred relic of colo- 
 nial times is Christ Church, on Second street, 
 north of Market. It was begun in 1727 and fin- 
 ished by the raising of the steeple in 1754. Its 
 chime of bells is among the oldest this side of 
 the Atlantic. On the tenor is inscribed, ' ' Christ 
 Church, Philadelphia. Thomas Lester and 
 Thomas Peck, of London, made us all." When 
 the British troops tookPhiladelphia, these bells, 
 like others in the city, were removed to prevent 
 them falling into the hands of the enemy and 
 being cast into cannon. They returned with the 
 patriots, and have remained to peal forth their 
 music ever since. In their time they have sum- 
 moned to worship some of the greatest men the 
 country has produced. Washington was a regu- 
 lar attendant at Christ Church when President 
 of the United States, and many of the heroes and 
 patriots of the "times that tried men's souls" 
 rest in its vaults. 
 
 " Independence Hall," the Mecca of American 
 freemen, stands on Chestnut street, between 
 Fifth and Sixth. It was commenced in 1729 and 
 completed in 1734. This building has been so 
 often described that almost every school-boy is 
 familiar with its history. It was in it that the 
 Declaration of Independence was considered 
 and adopted, and from its portals it was pro- 
 claimed. In it Washington read his farewell 
 address to the American people ; in it the Arti- 
 cles of Confederation were adopted in 1778 ; 
 and in it the Constitution of the United States 
 was framed in 1787. Almost every name and 
 every incident connected with the birth of the 
 nation is associated with this edifice. Another 
 edifice, scarcely less sacred, is " Carpenters' 
 Hall," which stands to the south of Chestnut 
 street, between Third and Fourth streets, and is 
 reached by a passage-way from the street first 
 named. It was built in 1770 by the Association 
 of House Carpenters, and is still owned by them. 
 The first Colonial Congress assembled in this 
 
 building September 5th, 1774 — that body which 
 Lord Chatham declared to Benjamin Franklin 
 to be "the most honorable assembly of men 
 that had ever been known," — and it was in it 
 that Patrick Henrji- poured forth those passionate 
 appeals for liberty which so electrified the colo- 
 nies. 
 
 More than three-quarters of a century passed 
 peacefully away while the colonists of Penn 
 and their descendants were building up the city, 
 founding a State, and firmly establishing those 
 principles of justice and liberty which induced 
 them to seek homes in the new world. But the 
 long reign of peace ended, and the colonies pre- 
 pared to resist oppressions on the part of the 
 mother country which they could no longer en- 
 dure. The first Colonial Congress met, and, after 
 declaring their determination to insist upon their 
 rights as men and as freemen, adjourned. The 
 second convened in Independence Hall, on the 
 10th of May, 1775. When it adjourned, the colo- 
 nists had girded on their armor, and pledged 
 their lives, their fortunes and their sacred honor 
 to be free and independent. Philadelphia then 
 became, more than ever, the center of the United 
 colonies, and for the next eight years its history 
 is a most stirring one. It was here that Washing- 
 ton was proclaimed commander-in-chief of all 
 the forces raised and to be raised for the achieve- 
 ment of independence. It was here that Mercer 
 and Wayne and Sullivan, and hundreds of other 
 heroes whose names are immortal, rallied around 
 the great chieftain, never to desert him while life 
 lasted and the cause he championed needed their 
 services. It was here that Robert Morris plann ed 
 and executed his financial schemes, which kept 
 the suffering band of patriots together through 
 the long struggle that so gloriously terminated 
 with the surrender of Cornwallis at Yorktown, 
 During this struggle the country around Phila- 
 delphia was made sacred by several battles. To 
 the west, and at the distance of but a few miles, 
 lies the field of Brandywine, where the Ameri- 
 cans, under Washington, so gallantly but fruit- 
 lessly contended for an entire day, on the 11th 
 of September, 1777, against the well-appointed 
 veterans of Great Britain, commanded by Gen- 
 eral Howe. Again, at Germ an town, within the 
 present city limits, the same forces met, on the 
 4th of October of the same year, and fought 
 with equal desperation but with a similar result. 
 It was at Red Bank, a month later, in sight of 
 the city, that the Hessians were so gallantly re- 
 pulsed by Colonel Greene, and Count Dunop, 
 their commander, fell and lies buried. It was 
 through the counties of Chester and Bucks that 
 " Mad Anthony Wayne " and Col. John Lacy 
 and their Pennsylvanians raided, with a daring 
 that no obstacles could check, for provisions to 
 feed Washington's starving army at Valley 
 Forge. It was through tl'.e streets of Philadel- 
 phia that the Hessians, captured at Trenton, 
 were marched by their tf.ttered guards. It was 
 through the same stree's that the entire Conti- 
 nental army paraded, headed by Washington, 
 when it became necessary to convince the doubt- 
 ing that the struggle against the power of Great 
 
38 
 
 THE TAN HANDLE AND PElSTlsrSYLVAlSriA EOUTE. 
 
 STATE HOUSE AMD INDEPENDENCE HALL. 
 
THE PAN HANDLE AND PENNSYLVANIA KOUTE, 
 
 39 
 
 Britain was not a hopeless one. And it was here 
 that Pennsylvania's committee of safety put forth 
 that unconquerable zeal and determination which 
 knew no shadow of f eai- and no abatement of hope 
 ■until the war had accomplished all they desired. 
 During the war the British forces had posses- 
 sion of Philadelphia about nine months, having 
 ■entered it on the 26th of September, 1777, and 
 evacuated it on the 19th of June, 1778. After 
 the evacuation, the American army retook pos- 
 session, and General Benedict Arnold was placed 
 in immediate command. His style of living 
 rivaled that of the English lords who had pre- 
 ceded him ; and it is believed that this extrava- 
 gance led to embarrassments which afterward 
 caused him to attempt the sale of his country. 
 The Continental Congress resumed its sessions 
 iere, and the invaders never again trod the 
 streets of the city. From- that time until the close 
 of the war Philadelphia continued to be the cen- 
 ter and capital of the struggling colonies. 
 
 When peace was proclaimed and the national 
 existence recognized. New York became, for a 
 time, the seat of government ; but in 1790 it was 
 removed to Philadelphia, where it remained for 
 ten years, and thijn was finally' fixed at Washing- 
 ton. The re-establishment of the national capi- 
 tal here brought with it Washington, who was 
 then President ; John Adams, Vice-President ; 
 and Thomas Jefferson, Alexander Hamilton, 
 General Knox, and others who were connected 
 wdth the cabinet. Not one of the mansions oc- 
 cupied by these men is now standing. Congress 
 held its sessions in the building at the southeast 
 corner of Sixth and Chestnut streets, which still 
 remains, externally, in the condition it tlien was, 
 the House of Eepresentatives occupying the first 
 floor and the Senate the second. The Supreme 
 ■Court of the United States sat on the second floor 
 of the building at the corner of Fifth and Chest- 
 nut streets, now occupied by the mayor. 
 
 After the removal of the seat of government 
 to Washington, Philadelphia lost much of its 
 political prestige, but none of its importance as 
 a place of business. The commerce of the city 
 ^rew rapidly during the early pai't of the nine- 
 teenth century, and its supremacy in this respect 
 over all American rivals was unquestioned. 
 Trade with the East and West Indies developed 
 into prominence, and the accumulation of wealth 
 by merchants was rapid and vast. Some of the 
 names connected with this commerce are famil- 
 iar to mos't readers, and one of them, by the 
 magnificent charity and wonderful foresight of 
 him vfho bore it, is so blendetl with Philadelphia 
 that no sketch of the city could be complete 
 without its mention. 
 
 Stephen Girard came to Philadelphia in his 
 youth, comparatively poor. He was a French- 
 man by birth, but at an early age went to sea 
 and followed it for many years. It was as cap- 
 tain of a ship that he first entered the Delaware, 
 and he continued to make his voyages for some 
 time after he had fixed upon this as his home. 
 Pinally he settled down in Philadelphia as a gen- 
 eral trader, and by his almost supernatural 
 sagacity and indomitable energy accumulated 
 
 the largest fortune ever, up to that period, gained 
 by an American. He died in 1832, leaving all 
 his property, with the exception of a few insig- 
 uilicant personal bequests, to the city. At that 
 time his estate, so bequeathed, was estimated at 
 s-everal millions of dollars, and now it is probably 
 worth more than fifty millions. A part of this 
 estate was, by his will, to be devoted to the foun- 
 dation of a college, which should accommodate 
 not less than three hundred children, who must 
 be poor, white male orphans, between the ages 
 of six and ten years, and who are to be sup- 
 ported and instructed until they aiTive at the age 
 of sixteen, when they must be apprenticed to 
 good trades or other useful avocations. To meet 
 this requirement the city erected, on the site 
 designated and bequeathed by Girard, consisting 
 of forty-five acres of ground on Ridge road, a 
 structure at a cost of two millions of dollars, 
 which is one of the most beautiful buildings in 
 America, and the truest specimen of Grecian 
 architecture of modern times. It now contains 
 five hundred and forty-six pupils, and the number 
 is from year to year increased. 
 
 As the city grew in population and extent it 
 was found that the divided authority which ex- 
 isted in it and its many suburbs, called districts, 
 was a serious obstacle to the preservation of 
 order. This led to the consolidation, in one 
 municipality and under one charter, of the entire 
 county oi. Philadelphia, ia 1854. By this act it 
 became the largest city in territorial area in Amer- 
 ica, and second only to London, in Europe. Its 
 limits now embrace one hundred and twenty 
 square miles, — the extreme length, north and 
 south, being twenty-three miles, and the width, 
 from east to west, averaging about five and a half 
 miles. Within this area are embraced a number of 
 suburban villages. Among these, Germantown, 
 Chestnut Hill, and Torresdale, are noted for their 
 elegant residences ; Roxborough, Manayunk, 
 Falls of Schuylkill, and Frankford, are cele- 
 brated for their manufactories ; and Byberry, 
 Holmesburg, and others, are raral villages. Each 
 of these places has its history as well as its 
 peculiarities — the first frequently being as ro- 
 mantic as the second is striking, but they are 
 all now parts of one grand and varied munici- 
 pality. 
 
 During the last few years the commerce of 
 Philadelphia, which had languished for a long 
 time, has been greatly stimulated, and it is 
 probable that within the next decade it will 
 grow to proportions greater than ever before. 
 The transportation system controlled by the 
 Pennsylvania Railroad Company is making 
 Philadelphia a principal outlet for the products 
 of the West, and the shipping interests of Eu- 
 rope are fast learning that freights can as cer- 
 tainly, conveniently and cheaply be obtained 
 here as at any American port. In consequence 
 of this, regular lines of steamers have already 
 been established, principally through the aid of 
 the Pennsylvania Railroad Company, to and 
 from Antwerp and Liverpo-1, and irregular 
 steamers are arriving from many other fiuro- 
 pean ports. Sailing vessels from India, China, 
 
THE PAN HANDLE AND PENNSYLVANIA KOUTE 
 
THE PAN HANDLE AND PENNSYLVANIA ROUTE. 
 
 41 
 
 the West India Islands, South America, and 
 Italy, can at all times he seen loading and un- 
 loading at the -wharves, and local lines of steam- 
 ships connect Philadelphia with Havana, New 
 Orleans, Savannah, Wilmington and Charleston. 
 With a history embracing so much that is 
 interesting to Americans — with resources which 
 have stimulated its manufactories to the highest 
 degree of proficiency and prominence — with su- 
 perior transportation connections binding it to 
 
 all portions of the United States — with a com- 
 paratively unlimited area open to its growth — 
 with a rich and vast territory tributary to its 
 markets — with its commerce resuscitated and 
 rapidly growing in importance — Philadelphia 
 can fairly claim a position among the great 
 cities of the world. 
 
 Population. — Aggregate, 674,022 — native, 
 490,398 ; foreign, 183,624. Irish, 96,698 ; Ger- 
 man, 50,746 ; colored, 22,147. 
 
 CAPE MAY. 
 
 ( See Illustration on back of Map.) 
 
 Cape May, eighty-one miles from Philadelphia, is a popular and in some respects the most 
 attractive seaside resort in America. More than half a century ago Cape May was visited by per- 
 sons in search of heialth and recreation. It was not, however, until the popularization of steam 
 navigation that it began to develop into the proportions it now presents. Watson, in his "An- 
 nals," describing a visit there in 1822, says, it "is a village of about twenty houses, and the 
 streets are very clean and grassy." Within the last quarter of a century its growth has been 
 steady, and it rises now into the grandeur of a city, with beautiful avenues lighted with gas, 
 and commodious hotels and cottages, rivaling the finest metropolitan edifices in magnifirence and 
 comfort. It is built upon the extreme point of the cape from which it takes its name, so called 
 after Cornelius Jacobus M^y, a navigator in the service of the Dutch West India Company, who 
 visited Delaware bay in 1623. The territory embraced in Cape May county was purchased from 
 the Indians in 1630, by a Dutch colony — the deed for the purchase being still preserved 
 among the archives of the State of New York, at Albany. This cape forms the eastern shore 
 of Delaware bay, and has the wide Atlantic on its east and south. The bathing-ground is the 
 finest and safest, probably, in the United States— the waves of the mighty ocean rolling in over 
 a wide, shelving shore of smooth sand, and breaking into ripples that chase each other far 
 up the beach. Here, during the season, thousands of bathers, of all ages and both sexes, sport 
 in the waters, while white sails and puffing steamers go gliding by, in plain sight of the 
 beach, to all parts of the world. The sands of the shore, packed into solidity by the ever- 
 recurring tides, form a beautiful drive extending for miles, and pleasure-carriages may be seen 
 rolling along it, so close to the water that the foam of the waves flecks their wheels. The 
 drives to Cold Spring and Diamond Beach, where those bright pebbles, known as "Cape 
 May diamonds," are found, are also popular. Cape May light-house stands within the limits 
 of the city, and away across the waters its twin light, at Cape Henlopen, in Delaware, may be 
 seen — the two marking the entrance into Delaware bay and river. The improvement of Cape 
 May is very rapid, and city lots now readily command prices that twenty years ago would 
 have been considered fabulous. Eveiy season many handsome private cottages are erected. 
 The hotels are numerous — some of them being immense structures, complete and elegant in all 
 their appointments. Every taste can be gratified, and all classes of visitors find satisfactory 
 accommodations. The facility with which Cape May is now reached has made it a popular re- 
 sort for excursionists, who go by thousands for a " day by the sea and a dip in the surf," and a 
 commodious building for their accommodation has been erected by the West Jersey Eailroad 
 Company. Regattas, concerts and balls mingle their delights with the natural attractions of the 
 place, and, during the season, life here is a continuous round of enjoyment and pleasure. The 
 time consumed by the trip between Philadelphia and this " city by the sea" is less than three 
 hours, and the accommodations afforded for the journey are equal to those provided on the best 
 American railroads. Fare, Philadelphia to Cape May, $2.50 ; Excursion Tickets for the round 
 trip, $4.00. Past Express trains will run between Philadelphia and Cape May during the Cen- 
 tennial Exhibition. For particulars see Philadelphia daily papers. 
 
APPENDIX. 
 
 LIST OF HOTELS IN PHILADELPHIA. 
 
 NAME OF HOTEL. 
 
 LOCATION. 
 
 CAPACITY. 
 
 BATE. 
 
 PKOPKIETOK. 
 
 
 517 and 519 Chestnut Street 
 
 650 
 300 
 
 •200 
 150 
 
 5,000 
 50 
 600 
 125 
 150 
 300 
 225 
 200 
 
 1,000 
 600 
 
 2,000 
 50 
 250 
 125 
 150 
 300 
 150 
 200 
 300 
 100 
 
 3,000 
 
 2,000 
 
 1,000 
 250 
 250 
 
 5,000 
 
 3,000 
 250 
 250 
 400 
 150 
 250 
 
 1,000 
 100 
 40 
 
 1,000 
 400 
 175 
 150 
 
 1,000 
 300 
 125 
 200 
 50 
 150 
 250 
 70 
 300 
 400 
 400 
 500 
 350 
 200 
 550 
 200 
 
 1,000 
 200 
 500 
 400 ■ 
 250 
 600 
 200 
 150 
 
 $4.00 
 3.00 
 3.00 
 2.50 
 
 European. 
 
 European. 
 4,00 
 2.50 
 2.50 
 2.50 
 2.50 
 2.50 
 5.00 
 5.00 
 
 European 
 
 European 
 3.00 
 2.50 
 2.50 
 
 European 
 2.50 
 
 European 
 2.50 
 
 European 
 5.00 
 
 European 
 5.00 
 
 European 
 2.50 
 
 European 
 
 European 
 5.00 
 
 European 
 5.00 
 2.50 
 
 European 
 
 European 
 
 Kuropean 
 
 Eur >pean 
 4.00 
 3.50 
 3.50 
 2.50 
 
 European 
 2.50 
 
 European 
 2.50 
 
 European 
 
 European 
 2.50 
 2.50 
 2.50 
 5.00 
 4.50 
 2.50 to 3. 
 5.00 
 2.50 
 
 European 
 2.50 
 5.00 
 3.00 
 4 00 
 4.00 
 
 European 
 
 S. M. Heulings. 
 
 
 812 and 814 Market Street 
 
 No. 1 Arch Street 
 
 A. Beck. 
 
 
 C. W. Locke. 
 
 Alleu House 
 
 1220 Market Street 
 
 Wm. Christian. 
 
 Centennial Grounds 
 
 John Crump. 
 
 
 South Penn Square and Broad Street. 
 Eleventh and Market Streets 
 
 Stephen G. Clark. 
 
 
 Curlis Davis. 
 
 Barfey Sheaf HoteL. 
 
 257 North Second Street 
 
 Pancost, Forsyth & Bro. 
 
 425 North Third Street 
 
 J. W. Kern & Bro. 
 
 
 335 and 327 North Second Street 
 
 413 North Second Street 
 
 Jacoby & Zetty. 
 
 Bald Eacle Hotel 
 
 Bederaur & Schmoyer. 
 
 Bull's Head Hotel 
 
 1025 and 1027 Market Street 
 
 Townsend & Taylor. 
 
 
 Chestnut Street, corner Ninth 
 
 Fifteenth and Chestnut Streets 
 
 Broad Street and Alleghany Avenue.. 
 Broad and Chestnut Streets 
 
 J. E. Kingsley & Co. 
 
 
 John Crump. 
 
 Centennial . Palace Hotel... 
 
 S. C. Altemus, Manager. 
 Mrs. Smith. 
 
 Central Avenue House 
 
 831 Market Sti-eet 
 
 0. H. Dash. 
 
 Broad and Arch Streets 
 
 Lewis H. Worman. 
 
 
 826 Market Street 
 
 Henry Schlichler. 
 
 
 115 South Eighth Street 
 
 Chas. Kleckner. 
 
 
 106 and 108 South Delaware Avenue.. 
 
 Richard Westoott. 
 
 Doyle's Hotel & Restaurant 
 Eao'le Hotfl 
 
 
 227 North Third Street... 
 
 H. H. Manderbach. 
 
 
 Corner Seventh and Chestnut Streets 
 Centennial Grounds 
 
 F. A. Miller. 
 
 Globe Hotel 
 
 John A. Rice, Manager. 
 
 
 Eleventh Street and Somerset Avenue 
 Ninth and Chestnut Streets 
 
 
 
 McKibben, Vosburg & Co, 
 
 
 Second and Spruce Streets 
 
 Gould & Co. 
 
 
 1313 Market Street - 
 
 Dillinger & Co. 
 
 Grand Exposition Hotel... 
 Hotel Aubry 
 
 Lancaster Aveaue, W. P 
 
 West Walnut and Thirty-third Streets 
 915 and 917 Walnut Street 
 
 M. Riley, Manager. 
 James T. Stover, Manager. 
 
 
 Woolman Stoke's Sons. 
 
 
 Broad and Ai'ch Streets 
 
 Geo. C. Ward. 
 
 
 Broad and Chestnut Streets 
 
 J. B. Butterworth. 
 
 
 Broad and Callowhill Streets 
 
 Lindemuth & Lawrence. 
 
 
 Chestnut Street above Ninth 
 
 H. M. Beidler. 
 
 
 Chestnut St. below Eighth St 
 
 S. M. Nash. 
 
 
 23 South Tenth Street 
 
 S. P. Parmley. 
 
 Marble Terrace Hotel.. 
 
 Thirty -third and Chestnut Streets ... 
 42— 52 North Fourth Street 
 
 John Crawford. 
 S. O. Case & Co. 
 
 
 413 and 415 Noith Third Street 
 
 413 and 415 North Sixth Street 
 
 621 and 623 Arch Street 
 
 Henry Spahn. 
 
 Montgomery Hotel 
 
 Geo. W. Jackson. 
 Gabel & Elias. 
 
 
 
 
 Penn Manor House 
 
 Petry Hotel 
 
 S.-W. Cor. Eighth and Spring Garden 
 Broad and Walnut Streets 
 
 John Pirn. 
 C. Petry. 
 
 Pennsylvania Farmer Hotel 
 
 346 and 348 North Third Street 
 
 813 Walnut Street 
 
 John Poulson. 
 
 
 923 Chestnut Street 
 
 W. Worman. 
 
 Red Lion Hotel 
 
 472 and 474 North Second Street 
 
 Front and Vine Streets 
 
 W. J. Barrett. 
 
 Raritan House . .. 
 
 H. C. Parsons . 
 
 
 No. 1 Market Street 
 
 J. B. Butterworth. 
 
 St. George Hotel 
 
 Broad and Walnut Streets 
 
 Ward Bros. 
 
 St. Stephen's Hotel 
 
 St. Elmo Hotel 
 
 1018 and 1020 Chestnut Street 
 
 317 and 319 Arch Street 
 
 Thomas Ashton. 
 Jos. M. Feger. 
 
 St. Cloud Hotel 
 
 Seventh and Arch Streets 
 
 Geo. W. Mullen. 
 
 St. James Hot 'I 
 
 310 Race Street. 
 
 Henry Leaman. 
 
 St. Charles Hotel 
 
 54 and 56 North Third Street 
 
 M. Schneck. 
 
 Smedley House 
 
 1227 Filbert Street 
 
 Col. T. S. Webb. 
 
 Trans-Continental Hotel... 
 
 
 J. E. Kingsley & Co. 
 
 Union House 
 
 1314 Arch Street 
 
 Col. T. S. Webb. 
 
 United States Hotel 
 
 Washington House 
 
 42d Street and Columbia Avenue 
 
 703 and 711 Chestnut Street 
 
 P. S. Boothby. 
 G. J. Bolton. 
 
 West End Hotel 
 
 1524 Chestnut Street 
 
 Jonei=, Manager. 
 
 Westminster 
 
 
 W. T. Caleb. 
 
 Wyoming House . 
 
 445 North Third Street 
 
 2.50 
 2.50 
 
 J. B. Gilliard. 
 
 Zeisse Hotel 
 
 820 and 822 Walnut Street 
 
 Zeisse & Co. 
 
 
 
 
 Total 
 
 40,185 
 
 
APPENDIX. 
 
 43 
 
 SUBURBAN HOTELS AND BOARDING HOUSES NEAR PHILADELPHIA. 
 
 CAPACITY. 
 
 Bryn Mawr Hotel, Bryn Mawr 500 
 
 Baum's House, Ardmore 75 
 
 White Hall Hotel, Bryn Mawr 80 
 
 Summit Grove House, Brjn Mawr 80 
 
 Old Back House, Bryn Mawr 40 
 
 Corbin House, Bryn Mawr 25 
 
 Brookfield House, Bryn Mawr 20 
 
 Shalliol House, Bryn Mawr 15 
 
 Bullock House, Bryn Mawr 25 
 
 Carr's Boardlna; House, Rosemont 50 
 
 Harman's Boarding House, Rosemont 40 
 
 Arthur's Boarding House, Rosemont 25 
 
 Warner's Boarding House, Rosemont 15 
 
 Eachus' Boarding House, Rosemont.. 25 
 
 McKee's Boarding House, Villa Nova 7 
 
 Deal's Boarding House, Villa Nova 5 
 
 Marsh's Boarding House, Wayne 12 
 
 Garrett's Boarding House, Wayne 85 
 
 Zeiss' Boarding House, Wayne 15 
 
 Jones' Boarding House, Overbrook 10 
 
 Maxwell's Boarding House, Overbrook 15 
 
 Smith's Boarding House, Overbrook 25 
 
 Duffield's Boarding House, Merion 7 
 
 Wild Wood Boarding House, Elm 10 
 
 Wayne Hotel, Elm.... 30 
 
 Ardmore Hotel, Ardmore 30 
 
 Morgan's House, Ardmore 8 
 
 Wildgoss House, Haverford College 20 
 
 CAPACITY. 
 
 Eagle Hotel, Eagle 20 
 
 Eagle Boarding House, Eagle 50 
 
 Rockwood House, Eagle 12 
 
 Wild's House, Eagle 10 
 
 Cleaver's House, Reeseville 35 
 
 Leeds' House, Reeseville.. 10 
 
 Stetson's House, Reeseville 20 
 
 Lobb's House, Reeseville 40 
 
 Paoli Hotel, Paoli 12 
 
 Eavenson's House, Paoli 20 
 
 Coates' House, Paoli 12 
 
 Thompson's House, Paoli 25 
 
 Ogden's House, Paoli 15 
 
 Beale's House, Green Tree 25 
 
 Thomas' House, Malvern 12 
 
 Williams' House, Malvern 10 
 
 Dunwoody House, Glen Loch.. 50 
 
 Stone's House, Glen Loch 15 
 
 Doan's House, Glen Loch 20 
 
 Barry's House, Glen Loch 15 
 
 Oakland Hotel, Oakland 40 
 
 Lionville Hotel, Lionville 20 
 
 Lionville Boarding House, Lionville 10 
 
 Pennsylvania Railroad Hotel, Downingtown 50 
 
 Hines' House 20 
 
 Roberts' House, Dovraingtown 12 
 
 Total 1,824 
 
 SUMMER RESORTS NEAR PHILADELPHIA. 
 
 Cape May (Seaside Resort) capacity, 
 
 Long Branch " " " 
 
 Ocean Grove " " " 
 
 Sea Grove " " 
 
 20.000 I Atlantic City (Seaside Resort) capacity, 
 
 20.000 1 Spring Lake " " .... " 
 
 5,000 1 Sea Girt " " " 
 
 1,200 I Delaware Water Gap (Mountain Resort).. •' 
 
 These resorts are within three hours, by rail, of the city. 
 
 DEPOT ACCOMMODATIONS FOR CENTENNIAL VISITORS. 
 
 20,000 
 1,500 
 1,500 
 3,000 
 
 Realizing the importance of providing suitable facilities 
 and accommodations for the immense number of travelers 
 to the Centennial Exhibition over the Pennsylvania Rail- 
 road and its connecting lines, the managers of that organi- 
 zation have constructed, immediately contiguous to the 
 main entrance to the Exhibition grounds, a depot for the 
 exclusive use of Centennial visitors. This depot stands 
 opposite the open space separating the Main Exhibition 
 Building from Machinery Hall, facing the principal 
 entrance gate and the Judge's Pavilion, and in close 
 proximity to several immense hotels and restaurants. It 
 is .340 feet in length by 100 in width, two stories high, 
 and surmounted by six towers. In design it is tasteful 
 and ornamental, comparing favorably with the many beau- 
 tiful structures erected for the purposes of the Exhibition. 
 The first or ground floor contains a general waiting room, 
 130 by 100 feet, a ladies' waiting room 81 by 100 feet, a 
 baggage room 49 by 100 feet, a ticket office 30 by 40 feet, a 
 package room 10 by 30 feet, and a number of retiring 
 rooms. All these rooms are handsomely finished, and 
 provide4 with every convenience. The rooms on the 
 
 second floor are for the use of the railroad officials and em- 
 ployees. 
 
 This depot is reached by a circl e of three tracks sweeping 
 from the main roadway. The length of these tracks is 
 four-fifths of a mile, and the diameter of the circle they 
 describe is 600 feet. All trains will enter this circle head- 
 ing west, and depart from the depot heading east. Three 
 trains can be landing or receiving passengers in front of 
 the depot at the same time, the entire tracks being floored 
 over, and no matter in what direction the trains may come 
 or go, they can be moved without confusion, delay or 
 danger. 
 
 Seventeen additional sidings have been constructed, 
 connected with this circle, of a length of 1,000 feet 
 each, upon which waiting trains can be run and remain 
 with engines attached, until the time arrives for them to 
 enter upon the circle, receive their passengers, and depart 
 for destination. This arrangement of tracks and sidings 
 is novel,' and affords facilities for the transaction, without 
 detention or confusion, of an almost unlimited passenger 
 business. 
 
 PATRONS OF HUSBANDRY— ENCAMPMENT NEAR PHILADELPHIA. 
 
 For the purpose of accommodating the large number of 
 agriculturists, as well as others, who desire to visit the 
 Centennial Exhibition, the National Grange of the Patrons 
 of Husbandry have established at Elm Station, on the 
 Pennsylvania Railroad, four miles from the Exhibition 
 grounds, an encampment, to remain during the continuance 
 of the great World's Fair. This encampment is beautifully 
 and conveniently located on high grouud, well watered and 
 drained. Buildings suitably arranged are now being con- 
 structed, to contain lodging rooms, restaurants, periodical, 
 drug and stationery stores, telegraph office, bowling alleys, 
 exhibition halls, etc., which will be completed by the first 
 of May. At that time twelve hundred lodging rooms, with 
 the necessary appurtenances, will be ready for occupancy, 
 and the number will be enlarged as the demand increases. 
 The large hall will be used for religious services ou Sun- 
 days, and rented for proper amusements during the remain- 
 ing days of the week. A special police will be on duty to 
 
 preserve order, and every arrangement provided for the 
 comfo< . and pleasure of visitors. The price charged will 
 be uniiorm, fifty cents for each of three meals, and fifty 
 cents for lodging, making for a full day's accommodations 
 two dollars, but the charges will only be made for meals 
 and lodging had by the visitor. 
 
 The Pennsylvania Railroad Company have made liberal 
 arrangements for the accommodation of this encampment. 
 Regular trains will stop at Elm Station, where an additional 
 siding 1,100 feet in length has been constructed, to land 
 and take on passengers, and special trains will be run at 
 suitable hours to convey passengers to and from the Exhi- 
 bition. Round trip tickets will be slod between the 
 encampment and the Exhibition at fifteen cents, and trip 
 tickets at ten cents. 
 
 Information in reference to this encampment can be 
 obtained by addressing R. H. Thomas, Secretary, Mechan- 
 icsburg. Pa. 
 
44 
 
 APPENDIX. 
 
 LODGING HOUSE AGENCY IN PHILADELPHIA. 
 
 An Agency has been established in Philadelphia for the 
 purpose of facilitating Centennial visitors in securing suit- 
 able accommodations at reasonable rates. This Agency- 
 is controlled by experienced and practical men, familiar 
 with the available household accommodations of Phila- 
 delphia, who some months ago submitted their plan of 
 operations to the Board of Finance of the Centennial 
 Exhibition, to the presidents of the great Kailways leading 
 from Philadelphia, and to the Mayor of the city, which 
 plan was approved and fully endorsed. Their arrange- 
 ments now completed will enable them, if necessary, to 
 provide daily for 30.000 strangers in clean, comfortable, 
 well-furnished houses, with two meals of a superior quali- 
 ty, at prices of about $2 50 per day. 
 
 The plan of operations of this Agency is as follows: 
 Tickets will be placed on sale at all the principal railway 
 offices in America and Canada, where excursion tickets 
 will be sold leading to Philadelphia, while like tickets will 
 be sold in Europe. Each of these tickets will provide for 
 one full day's accommodation, which day is to consist of a 
 breakfast, with meat or ham and eggs, tea or coflee, two 
 
 kinds of vegetables, etc. ; supper (or dinner) equally as 
 substantial as the breakfast ; and lodgings, in rooms well 
 furnished, and with clean bedding (the same linen nev6r 
 being used by different persons); parlor or sitting-rooms 
 for use of guests ; closets, etc., and in most cases bath- 
 rooms, all without additional cost,— the respectability of 
 the houses in all cases being vouched for. An intending 
 visitor to Philadelphia can purchase as many of these 
 tickets as he may need for one day or one hundred days. 
 Previous to his arrival in the city he will be met on the 
 train by a messenger of the association, who will locate 
 him in one of the rooms at the disposal of the agency, and 
 give him a card showing exactly how he will reach it, either 
 by street car or by special conveyance, and have his bag- 
 gage forwarded to him in the shortest possible time. 
 
 The tickets will be accepted by the proprietor of the 
 house in payment for his accommodations, and if the visi- 
 tor should have any unused tickets they will be redeemed 
 at the central office of the agency. For full information 
 and special arrangements or accommodations, apply to 
 Wm. Hamilton, General Superintendent, 1010 Walnut 
 Street, Philadelphia. 
 
 PLACES OF INTEREST IN PHILADELPHIA. 
 
 Academy of Fine Arts, Broad street above Arch. 
 
 Academy of Natural Science, S. W. cor. Nineteenth 
 and Race streets. Open Tuesdays and Fridays, p. m. 
 Admission, 10 cents. 
 
 American Philosophical Society, Fifth street below 
 Chestnut. 
 
 Athenaeum Library, Sixth street below Walnut. 
 
 Apprentices' Library, S. W. cor. Fifth and Arch streets. 
 
 Blind Asylum, Twentieth and Race streets. Concerts 
 Wednesday p. m. Admission, 15 cents. 
 
 Blockley Almshouse, West Philadelphia. Tickets pro- 
 cured at 42 North Seventh street. 
 
 Carpenters' Hall, built in 1770, Chestnut street below 
 Fourth, rear of bank building. In this building the first 
 Colonial Congress held its sessions. 
 
 Christ Church, built in 1753, Second street above Market. 
 
 County Prison, Eleventh street and Passyimk avenue. 
 
 Custom-Honse, Chestnut street below Fifth. 
 
 Beaf and Dumb Asylum, cor. of Broad and Pine streets. 
 
 Franklin Institute, Seventh street above Chestnut. Ad- 
 mission free. 
 
 Franklin's Grave, S. E. cor. Fifth and Arch streets. 
 
 Girard. College, Ridge avenue above Nineteenth street. 
 
 Historical Society's Library and Hall, Spruce street, be- 
 tween Eighth and Ninth. 
 
 House of Correction,near Holmesbnrg. Reached by 
 Pennsylvania R. R. from Kensington Depot. 
 
 House of Refuge, Twenty-third and Brown streets. 
 
 Insane Hospital (Kirkbride's), Haverford ave.. West 
 Philadelphia. 
 
 Independence Hall, Chestnut street below Sixth. Open 
 from 9 A. ji. to 4 p. m. In this building the Declaration 
 of Independence was enacted. 
 
 Masonic Temple, Broad Street below Arch. Visitors 
 admitted by card from resident members of the order on 
 Thursday from 10 a. m. to 2 p. m. 
 
 Mercantile Library, Tenth street above Chestnut. 
 
 Naval Asylum, Gray's Ferry Road. 
 
 National Museum, Independence Hall. Open from 9 
 A. M. to 3 p. M. Free. 
 
 Navy Yard, League Island, mouth of the Schuylkill 
 River. 
 
 Old Swedes' Church, oldest church in Philadelphia, built 
 in 1700, taking the place of Second Swedes' Church, built 
 in 1677. Swanson Street below Christian. 
 
 Pennsylvania Hospital, Eighth and Spruce streets. 
 
 Penn's Cottase, Letitia street near Market. Letitia street 
 is between Front and Second. 
 
 Penn Treaiy Monument, Beach and Hanover streets. 
 
 Penitentiary (Eastern), Fairmount avenue and Twenty- 
 first street. 
 
 Philadelphia Library, (founded by Benjamin Franklin), 
 Fifth street below Chestnut. 
 
 School of Design for Women, S. W. corner Merrick and 
 Filbert. 
 
 United States Mint, Chestnut street above Thirteenth. 
 Open from 9 A. M. to 12 noon. Free. 
 
 University of Pennsylvania, Thirty-sixth and Woodland 
 avenue, West Philadelphia. 
 
 Wagner Free Institute, cor. Seventeenth and Montgomery 
 avenue. 
 
 Wills Hospital for Eye Diseases, Race street between 
 Eighteenth and Nineteenth. 
 
 Young Men's Christian Association, S. E. cor. Fifteenth 
 and Chestnut streets. 
 
 Zoological Gardens, situated in a part of Fairmount 
 Park, on the Schuylkill river. The places of intei-est are 
 the Carnivora-house, the monkey-house, the aviary, the 
 fox-pens, the wolf-pens, the raccoon-house, the prairie dog 
 village, the elephant and rhinoceros houses, the rabbit- 
 house, the eagle aviary, the deer enclosure, the bison-sheds 
 and the bear-pits. The collection of birds and animals 
 is the finest in the United States. 
 
 PLACES OF AMUSEMENT IN PHILADELPHIA. 
 
 American Academy of Music, Broad and Locust streets. 
 Walnut Street Theatre, cor. Walnut and Ninth streets. 
 Chestnut Street Theatre, Chestnut street above Twelfth. 
 Arch Street Theatre, Arch street above Sixth. 
 Thomas' Garden, Broad and Master streets. 
 American Theatre, Chestnut street above Tenth. 
 Grand Central Variety Theatre, Walnut street above 
 Eighth. 
 
 New National Variety Theatre, Tenth and Callowhil 
 strGGts 
 
 Eleventh Street Opera House, (Ethiopian Minstrels) 
 Eleventh street above Chestnut. 
 
 Arch Street Opera House, (Ethiopian Minstrels) Arch 
 street above Tenth. 
 
 Wood's Museum, cor. Arch and Ninth streets. 
 
 Enoch's Varieties, Seventh street below Arch. 
 
CENTENNIAL EXCURSION TICKETS 
 
 TO PilUMLPHIi Al MTURI. 
 
 ROUTE No. 1. 
 
 (Going and Returning via Direct and 
 Most Expeditious Route— Pare Han- 
 dle and Pennsylvania Line.) 
 
 Pitts. Cin.& St.L.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . .to Pliiladelpliia. 
 
 Pennsylvania R.R. . . to Pittsburg. 
 
 Pitts, Cin.& St.L.Ry.to Starting Point. 
 
 ROUTE No. 8. 
 
 (Via Washington City, Returning via 
 
 Direct Route.) 
 Pitts.Cin.<fe StL.Ry.to Pittsburg. 
 Pennsylvania R.R. . .to Harrisburg. 
 Nortb'n Central Ry..to Baltimore. 
 Bal. & Potomac R.R. to Washington. 
 Bal. & Potomac R.R. to Baltimore. 
 Phil. ,Wil.&Bal.R.R. to Philadelphia. 
 Pennsylvania R.R. . .to Pittsburg. 
 Pitts. Cin.& StL.Ry.to Starting Point. 
 
 ROUTE No. 3. 
 
 (Via Direct Route, Returning via 
 
 Washington City.) 
 Pitts. Cin.& St.L.Ry.to Pittsburg. 
 Pennsylvania R.R. . . to Philadelphia. 
 Phil.,Wil.&Bal.R.R.to Baltimore. 
 Bal. & Potomac R.R. to Washington. 
 Bal. & Potomac R.R. to Baltimore. 
 North'n Central Ry..to Harrisburg. 
 Pennsylvania R.R. . .to Pittsburg. 
 Pitts. Cin.& St.L.Ry.to Starting Point. 
 
 ROUTE No. 4. 
 
 (Via Direct Route, Returning via Sun 
 
 bury, Erie and Cleveland.) 
 Pitts. Cin.& St.L.Ry.to Pittsburg. 
 Pennsylvania R. K. . . to Philadelphia. 
 Pennsylvania R.R. . . to Harrisburg. 
 North'n Central Ry..to Sunbury. 
 Phil. & Erie R. R .... to Erie . 
 LakeShore&M.S.Ry.to Cleveland. 
 C.Col.Cin.& Ind.Ry.to Starting Point. 
 
 ROUTE No. 5. 
 
 (Via Washington City, Returning via 
 
 Sunbury, Jirie and Cleveland.) 
 Pitts. Cin.& St.L. Ry.to Pittsburg. 
 Pennsylvania R.R. . .to Harrisburg. 
 North'n Central Ry..to Baltimore. 
 Bal. & Potomac R.R. to Washington. 
 Bal. &.Potomac R.R. to Baltimore. 
 Phil. Wil.& Bal.R.R.to Philadelphia. 
 Pennsylvania R.R. . .to Harrisburg. 
 North'n Central Ry..to Sunbury. 
 Phil. & Erie R.R. . to Erie. 
 LakeShore&M.S.Ry.to Cleveland. 
 C.Col.Cin.& Ind.Ry.to Starting Point. 
 
 ROUTE No. 6. 
 
 (Via Direct Route, Returning via Sun- 
 bury, Corry, and Atlantic & Great 
 Western R.R.) 
 
 Pitts.Cin.A St.L. Ry.to Pittsburg. 
 
 Pennsylvania R.R. . .to Philadelphia. 
 
 Pennsylvania R.R. . .to Han-isburg. 
 
 North'n Central Ry..to Sunbury. 
 
 Phil. & Erie R.R. . . .to Corry. 
 
 Atlantic&Gt.W.R.R.to Starting Point. 
 ROUTE No. 7. 
 
 (Via Washington City, Returning via 
 Sunbury, Corry and Atlantic & 
 Great Western R.R.I 
 
 Pitts.' ;in.& st.T,. Ry.to Pittsburg. 
 
 Pennsylvania R.R. . .to Harrisburg. 
 
 North'n Central Rv..to Baltimore. 
 
 Bal. ifc Potomac R.R.to Washington. 
 
 Bal. & Potomac R.R.to Baltimore. 
 
 Phil.Wil.& Bal. R.R.to Philadelphia. 
 
 Pennsylvania R.R. . .to Harrisburg. 
 
 North'n Central Ry..to Sunbury. 
 
 Phil. & Erie R.R. . . .to Corry. 
 
 Atlantic&Gt.W.R.R.to Starting Point. 
 P.H.— 45 
 
 ROUTE No. 8. 
 
 (Via Direct Route, Returning via Em- 
 porium, Niagara Falls and Cleve- 
 land.) 
 
 Pitts. Cin. & St.L.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to Philadelphia. 
 
 Pennsylvania R.R. . . to Harrisburg. 
 
 North'n Central Ry..to'Sunbury. 
 
 Phil. & ErieR.R to Emporium. 
 
 Buff.N.Y.& Phil.RR.to Buflalo. 
 
 N.Y.Cen.&H.R.R.R.to Niagara Falls. 
 
 N.Y.Cen.&H.R.R.R.to Buffalo. 
 
 LakeShore&M.S.Ry.to Cleveland. 
 
 C.Col.Cin.& Ind.Ry.to Starting Point. 
 
 ROUTE No. 9. 
 
 (Via Washington City, Returning via 
 Emporium, Niagara Falls and Cleve- 
 land.) 
 
 Pitts. Cin. & St.L.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to Harrisburg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R.R.to Washington. 
 
 Bal. & Potomac R.R.to Baltimore. 
 
 Phil.Wil. & Bal.R.R.to Philadelphia. 
 
 Pennsylvania R.R. . . to Harrisburg. 
 
 North'n Central Ry..to Sunbury. 
 
 Phil. & Erie R. R to Emporium. 
 
 Buff.N.Y.& Phil.RR.to Buffalo. 
 
 N.Y.Cen.&H.R.R.R.to Niagara Falls. 
 
 N.Y.Cen.&H.R.R.R.to Buflalo. 
 
 LakeShore&M.S.Ry.to Cleveland. 
 
 C.Col.Cin.& Ind.Ry.to Starting Point. 
 
 ROUTE No. 10. 
 
 (Vila Direct Route, Returning via Em- 
 porium, Niagara Falls and Lake 
 Chautauqua.) 
 
 Pitts. Cin. & St.L. Ry.toPittsburg. 
 
 Pennsylvania R.R. . .to Philadelphia. 
 
 Pennsylvania R.R. . .to Harrisburg. 
 
 North'n Central Ry..to Sunbury. 
 
 Phil. & Erie R.R to Emporium. 
 
 Buflf.N.Y.&Phil.RR.to Buffalo 
 
 N.Y.Cen.&H.R.R.R.to Niagara Falls. 
 
 N.Y.Cen.&H.R.R.R.to Buffalo. 
 
 B.&Jamestown R.R.to Jamestovra. 
 
 Atlantic&Gt.W.R.R.to Starting Point. 
 
 ROUTE No. 11. 
 
 (Via Washington City, Returning via 
 Empor.am, Niagara Falls and Lake 
 Chautauqua.) 
 
 Pitts. Cin.& St.L. Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to HaiTisburg. 
 
 North n Central Ry. .to Baltimore. 
 
 Bal. & Potomac R.R.to Washington. 
 
 Bal. & Potomac R.R.to Baltimore. 
 
 Phil.Wil. & Bal.R.R.to Philadelphia. 
 
 Pennsylvania R.R. . .to Harrisburg. 
 
 North'n Central Ry..to Sunbury. 
 
 Phil. & Erie R.R to Emporium. 
 
 Buff.N.Y.& Phil.RR.to Buffalo. 
 
 N.Y.Cen.&H.R.R.R.to Niagara Falls. 
 
 N.Y.Cen.&H.R.R.R.to Buffalo. 
 
 B.& Jamestov^n R.R.to Jamestovm. 
 
 Atlantic&Gt.W.R.R.to Starting Point. 
 ROUTE No. 13. 
 
 (Via Direct Route, Returning via Wat- 
 kins Glen, Niagara Falls and Cleve- 
 land.) 
 
 Pitts. Cin. & St.L. Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to Philadelphia. 
 
 Pennsylvania R.R. . . to Harrisburg. 
 
 North'n Central Ry..to Sunbury. 
 
 Phil. & Erie R.R. . . .to Williamsport. 
 
 North'n Central Ry..to Canandaigua. 
 
 N.Y.Cen.& H R.R R, K„ ■R„fi,„i„ 
 (gQodviaNia<r.F.)roE'^ffalo. 
 
 LakeShore&M.S.Ry.to Cleveland. 
 C.Col.Cin. & Ind.Ry.to Starting Point. 
 
 ROUTE No. 3 3. 
 (Via Washington City, Returning via 
 Watkins Glen, Niagara Falls and 
 Cleveland.) 
 Pitts.Cin.& St.L. Ry.to Pittsburg. 
 Pennsylvania R.R. . .to Harrisburg. 
 I North'n Central Ry..to Baltimore. 
 
 £oate 18 — Continued. 
 
 Bal. & Potomac R.R. to Washington. 
 Bal. & Potomac R.R.to Baltimore. 
 Phil.Wil. & Bal.R R.to Philadelphia. 
 Penn.sylvania R.R. . , to Harrisburg. 
 North'n Central Ry..to Sunburj*. 
 Phil. & Erie R.R . . .to Williamsport. 
 North'n Central Ry..to Canandaigua. 
 N.Y.Cen.&H.R.R.R. |.t„T>„«.„,„ 
 (good via Niag.F.)rO E"ff^'°- 
 LakeShore&M.S.Ry.to Cleveland. 
 C.Col.Cin.& Ind. Ry.to Starting Point. 
 
 ROUTE No. 14. 
 
 (Via Direct Route,. Returning via Wat- 
 kins Glen, Niagara Falls and Lake 
 Chautauqua.) 
 
 Pitts.Cin,& St.L. Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to Philadelphia. 
 
 Pennsylvania R.R. . to Harrisburg. 
 
 North'n Central Ry..to Sunbury.' 
 
 Phil. & Erie R.R. . . .to Williamsport. 
 
 North'n Central Ry..to Canandaigua. 
 
 N.Y.Cen.&H.R.RR. K„-R„ff-„i„ 
 (good via Niag.F.)r°^''^^'°- 
 
 B.&Jamestown R.R.to Jamestown. 
 
 Atlantic&Gt.W.R.R.to Starting Point. 
 
 ROUTE No. 15. 
 
 (Via Washington City. Returning via 
 Watkins Glen, Niagara Falls' and 
 Lake Chautauqua ) 
 
 Pitts. Cin.& St.L. Ry.to Pittsburg. 
 
 Pennsylvania R R. . . to Harrisburg. 
 
 North'n Central Ry..to Baltimore^ 
 
 Bal. & Potomac R.R.to Washington. 
 
 Bal. & Potomac R.R.to Baltimore. 
 
 Phil.Wil. & Bal.K.R.to Philadelphia. 
 
 Pennsylvania R.R. . to Harrisburg. 
 
 North'n Central Ry..to Sunburj'. 
 
 Phil. & Erie R.R. . . .to M^illiam sport. 
 
 North'n Central Ry..to Canandaigua. 
 
 N.Y.Cen.&H.R.R.R. ) tr,T?,iff«in 
 (good via Niag. F.) f *° Buffalo. 
 
 B.& Jamestown R.R.to Jamestovni. 
 
 Atlantic&Gt.W.R.R.to Starting Point. 
 
 ROUTE No. 16. 
 
 (Via Direct Route, Returning via Dela- 
 ware Water Gap, Binghamton, Ni- 
 agara Falls and Cleveland. ) 
 
 Pitts. Cin.& St. L.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . to Philadelphia. 
 
 Pennsylvania R.R. . .to Manunkn Ch'k, 
 
 Del. Lack. & W.R.R.to Binghamton. 
 
 Erie Ry., (good via K„ Tj„fl>„i„ 
 Niagara Falls) f'" J^uaaio. 
 
 LakeShore&M.S.Ry to Cleveland. 
 
 C.Col.Cin.& Ind.Ry.to Starting Point. 
 
 ROUTE No. 17. 
 
 (Via Direct Route, Returning via Dela- 
 ware Water Gap, Syracuse, Niagara 
 Falls and Cleveland.) 
 
 Pitts.Cin.& St.L. Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to Philadelphia. 
 
 Pennsylvania R.R. . .to Manunka Ch'k 
 
 Del. Lack. & W.R.R.to Syracuse. 
 
 N.Y.Cen.&H.R.R.R. 1 tn-R,,fl>„in 
 (good via Niag. F.) r°^^^^l°- 
 
 LakeShore&M.S.Ry.to Cleveland. 
 
 C.Col.Cin.& Ind.Ry.to Starting Point. 
 
 ROUTE No. 18. 
 
 (Via Washington City. Returning via 
 Delaware Water Gap, Binghamton, 
 Niagara Falls and Cleveland. 
 
 Pitts.Cin.& St.L. Ry.to Pittsburg. 
 
 Pennsylvania R R. . to Harrisburg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R.R.to Washington. 
 
 Bal. & Potomac R.R.to Baltimore. 
 
 Phil.Wil. & Bal.R.R.to Philadelphia. 
 
 Pennsylvania R.R. ...to Manunka Ch'k. 
 
 Del. Lack. & W.R.R.to Binghamton. 
 
 Erie Ry., (good via K„ ■R„fl'„j. 
 Niagara Falls.) . . . . r° Buffalo. 
 
 LakeShore&M.S.Ry.to Cleveland. 
 
 C.Col.Cin. & Ind.Ry.to Starting Point. 
 
46 
 
 CENTENNIAL EXCUESION TICKETS. 
 
 ROUTE No. 19. 
 
 (Via Washington City, Returning via 
 Delaware Water Gap, Syracuse, Ni- 
 agara Falls and Cleveland. ) 
 
 Pitts.Cin.& St.L. Ry.to Pittsburg. 
 
 Pennsylvania R.R. . .to Harrisburg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R.R. to Washington. 
 
 Bal. & Potomac R.R.to Baltimore. 
 
 Phil.Wil. & Bal. R.R. to Philadelphia. 
 
 Pennsylvania R. R. . . to Manunka Ch'k. 
 
 Del.Lack. & W. R.R.to Syracuse. 
 
 N.Y.Cen.&H.R.R.R. I .„ Buffalo 
 (good via Niag. P. ) f *^° Buflalo. 
 
 LakeShore&M.S. Ry.to Cleveland. 
 
 C.Col.Cin. & Ind. Ry.to Starting Point. 
 ROUTE No. 20. 
 
 (Via Direct Route, Returning via Bal- 
 timore. Cumberland and Pittsburg.) 
 
 Pitts. Gin. & St.L. Ry.to Pittsburg. 
 
 Pennsylvania R.R... to Philadelphia. 
 
 Phil.Wil. & Bal. R.R. to Baltimore. 
 
 Baltimore&OhioR K.to Cumberland. 
 
 Baltimore&Ohio RR.to Pittsburg. 
 
 Pitts. Cin. & St.L. Ry.to Starting Point. 
 ROUTE No. 31. 
 
 (Via Direct Route, Returning via Bal- 
 timore, Cumberland and Bellalre.) 
 
 Pitts. Cin. & St.L. Ry.to Pittsburg. 
 
 Pennsylvania R. R. . . to Philadelphia. 
 
 Phil.Wil. & Bal.R. R.to Baltimore. 
 
 Baltimore&UhioRR.to Bellaire. 
 
 Bal.&0.R.R.(C.O.D)to Columbus. 
 
 Pitts. Cin. & St. L. Ry.to Starting Point. 
 ROUTE No. 33. 
 
 (Via Direct Route, Returning via Bal- 
 timore and Bellaire. ) 
 Pitts. Cin. & St.L. Ry.to Pittsburg. 
 Pennsylvania R.R. . . to Philadelphia. 
 Phil. WO. & Bal.R. R.to Baltimore. 
 Baltimore&OhioRR.to Bellaire. 
 Bal.&O.R.R.(C.O.D)to Columbus. 
 ROUTE No. 33. 
 
 (Via Direct Route, Returning via Bal 
 timore and Parkersburg. ) 
 
 Pitts. Cin. & St. L. Ry.to Pittsburg. 
 
 Pennsylvania R.R. . .to Philadelphia, 
 
 Phil.Wil. & Bal. RR.to Baltimore. 
 
 Baltimore&OhioRR.to Parkersburg. 
 
 Marietta & Cin. R.R.to Cincinnati. 
 ROUTE No. 34. 
 
 (Via Direct Route, Returning via Bal- 
 timore. Parkersburg and Cincinnati.) 
 
 Pitts. Cin. & St.L. Ry.to Pittsburg. 
 
 Pennsylvania R.R. . , to Philadelphia. 
 
 Phil. VVil. & Bal. R.R. to Baltimore. 
 
 Baltimore* I )hioRR.to Parkersburg. 
 
 Marietta & Cin. R.R.to Cincinnati. 
 
 Ind. Cin. & Laf. R.R. to Indianapolis. 
 ROUTE No. 35. 
 
 (Via Direct Route, Returning via Bal- 
 timore, Parkersburg and Cincinnati.) 
 
 Pitts.Cin. & St.L. Ry.to Pittsburg. 
 
 Pennsylvania R. R. . to Philadelphia. 
 
 Phil.Wil. & Bal.R. R.to Baltimore. 
 
 Baltimore&O nio R R. to Parkersburg. 
 
 Marietta & Cin. R.R.to Cincinnati. 
 
 Cin.Ham.& Ind.R..H.to Indianapolis. 
 ROUTE No. 36. 
 
 (Via Direct Route, Returning via Wa- 
 verly, Salamanca and Lake Chau 
 tauqua.) 
 
 Pitts.Cin. & St.L. Ry.to Pittsburg. 
 
 Pennsylvania R.R. . to Pr iladolphia. 
 
 North Penn. RR.or | .„ Bethlehem or 
 Phil.&Read RR. f ^° Alleaitown. 
 
 Lehi2;U Valley R.R. to Waverly. 
 
 ErieRy to Salamanca. 
 
 Atlantic&Gt.W.R.R.to Starting Point. 
 ROUTE No. 3 7. 
 
 (Via Direct Route, Returning via Wa- 
 verly, Niagara Falls and Lake Chau- 
 tauqua.) 
 
 Pitts.Cin. & St.L. Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to Philadelphia. 
 
 Route 3? — Continued. 
 
 North Penn. RR.or I ^ Bethlehem or 
 Phil.&Read. RR. f "•" Alleniown. 
 
 Lehigh Valley R.R. .to Waverly. 
 
 Erie Ry., (good via I to Buffalo. 
 Niagara Palls.) — ) 
 
 LakeSnore&M.S. Ry.to Cleveland. 
 
 C.Col.Cin.&Ind.R.R.to Starting Point. 
 
 ROUTE No. 38. 
 
 (Via Direct Route, Returning via Wa- 
 verly, Niagara Palls and Lake Chau- 
 tauqua. ) 
 
 Pitts.Cin. &St.L.Ry. to Pittsburg. 
 
 Pennsylvania R.R. . .to Philadelphia. 
 
 North Penn. RR.or ). Bethlehem or 
 Phil.&Read. RR. P" Allentown. 
 
 Lehigh Valley R.R. . to Waverly. 
 
 Erie Ry., (good via I ,._ T>„fF-i- 
 Niagara Falls) ("to Buffalo. 
 
 B.&Jamestown R.R.to Jamestown. 
 
 Atlantic&Gt.W.R.R.to Starting Point. 
 
 TO NEWYORK and RETURN, 
 
 Via Fhiladelphia, 
 
 ROUTE No. 39. 
 
 (Going and Returning via Direct and 
 Most Expeditious Route— Paw. Han- 
 dle and Pennsylvania Line. ) 
 
 Pitts.Cin. & St.KRy.to Pittsburg. 
 
 Pennsylvania R.R. . . to New York. 
 
 Penn. R.R. Ferry to Jersey City; 
 
 Pennsylvania R.R. . .to Pittsburg. 
 
 Pitts.Cin. & St.L.Ry.to Starting Point. 
 
 ROUTE No. 30. 
 
 (Via Washington City and Philadel- 
 phia, returning via Direct Route.) 
 Pitts.Cin. & St. L. Ry.to Pittsburg. 
 Pennsylvania R.R. . . to Harrisburg. 
 North'n Central Ry..to Baltimore. 
 Bal. & Potomac R.R.to Washington. 
 Bal. & Potomac R.R.to Baltimore. 
 Phil.Wil. & Bal.R. R.to Philadelphia. 
 Pennsylvania R.R. . . to New York. 
 Penn. R.R. Perry.. . , to Jersey City. 
 Pennsylvania R.R. . to Pittsburg. 
 Pitts.Cin. & St.L.Ry.to Starting Point. 
 
 ROUTE No. 31. 
 
 (Via Direct Route and Philadelphia, 
 
 Returning via Washington City.) 
 Pitts. Cin> & St.L.Ry.to Pittsburg. 
 Pennsylvania R.R. . . to New York. 
 Penn. R.R. Ferry — to Jersey City. 
 Pennsylvania R.R. . . to Philadelphia. 
 Phil.Wil. & Bal.R.R.to Baltimore. 
 Bal. & Potomac R.R.to Washington, 
 Bal. & Potomac R.R.to Baltimore. 
 North'n Central Ry..to Harrisburg. 
 Pennsylvania R.R. . to Pittsburg. 
 Pitts.Cin. & St.L.Ry.to Starting Point. 
 ROUTE No. 33. 
 
 (Via Philadelphia and Long Branch, 
 
 Returning via Direct Route. ) 
 Pitts. Cin. & St.LRyto Pittsburg. 
 Pennsylvania R. R. . , to Sea Girt. 
 Cen.R.R.ofN.Jcrsey.to Long Branch. 
 N. J. Southern R.R.to New York. 
 Penn. R.R. Ferry — to Jersey City. 
 Pennsylvania R. R. . . to Pittsburg. 
 Pitts.Cin. & St.L.Ry.to Starting Point. 
 
 ROUTE No. 33. 
 (Via Direct Route, Returning via Bal- 
 timore, Cumberland and Pittsburg. ) 
 Pitts. Cin. & St.L.Ry.to Pittsburg. 
 Pennsylyania R.R. . .to New York. 
 
 Penn. R.R. Ferry to Jersey City 
 
 Pennsylvania R.R. ..to Pialadelphia. 
 Phil.Wil. & Bal.R. R. to Baltimore. 
 P.altiniore&Ohio RR.to Cumberhind. 
 Baltimore&OhioRR.to Pittsburg. 
 Pitts.Cin. & St.L.Ry.to Starting Point. 
 
 ROUTE No. 34- 
 
 (Via Direct Route. Returning via Bal- 
 timore. Bellaire and Columbus.) 
 Pitts.Cin. & St.L.Ry.to Pittsburg. 
 Pennsylvania R.R. . , to New York. 
 Penn. R.R. Ferry.. . .to Jersey City. 
 Pennsylvania R.R. to Philadelphia. 
 Phil.Wil. & Bal.R.R.to Baltimore. 
 Baltimore&OhioRR.to Bellaire. 
 B.& O.R.R. (C.O.D.)to Columbus. 
 Pitts.Cin. & St.L.Ry.to Starting Point. 
 
 ROUTE No. 35. 
 
 (Via Direct Route, Returning via Bal- 
 timore and Bellaire.) 
 Pitts.Cin. &8t.L.Ry.to Pittsburg. 
 Pennsylvania R.R. . , to New York. 
 Penn. R.R. Ferry.. . . to Jersey City. 
 Pennsylvania R.R. .. to Philadelphia. 
 Phil.Wil. & Bal.R.R.to Baltimore. 
 Baltimore&OhioRR.to Bellaire. 
 B. &O.R.R.(C.O.D.)to Columbus. 
 
 ROUTE No. 36. 
 
 (Via Direct Route, Returning via Bal- 
 timore and Parkersburg. ) 
 Pitts.Cin. & St.L.Ry.to Pittsburg. 
 Pennsylvania R.R. . . to New York. 
 Penn. R.R. Ferry.. . .to Jersey City. 
 Pennsylvania R.R. . . to Philadelphia. 
 Phil.Wil. & Bal.R.R.to Baltimore. 
 Baltimore&t'hioR R.to Parkersburg. 
 Marietta & Cin. R.R.to Cincinnati. 
 
 ROUTE No. 37. 
 
 (Via Direct Route, Returning via Bal- 
 timore, Parkersburg and Cincinnati.) 
 
 Pitts. Cin. & St.L. Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to New York. 
 
 Penn. R.R. Ferry to Jersey City. 
 
 Pennsylvania R. R. . . to Philadelphia. 
 
 Phil.Wil. & Bal.R.R.to Baltimore. 
 
 Baltimore&OhioRR.to Parkersburg. 
 
 Marietta & Cin. R.R.to Cincinnati. 
 
 Ind. Cin. &Laf ay. R R. to Indianapolis. 
 ROUTE No. 38. 
 
 (Via Direci Route, Returning via Bal- 
 timore, Parkersburg and Cincinnati) 
 
 Pitts.Cin. & St.L.Ry.to Pittsburg. 
 
 Pennsylvania R. R. . . to New York. 
 
 Penn. R.R. Ferry... .to Jersey City. 
 
 Pennsylvania R. R. . . to Philadelphia. 
 
 Phil.Wil. & Bal. RR.to Baltimore. 
 
 Baltimore&OhioRR.to Parkersburg. 
 
 Marietta & Cin. R.R.to Cincinnati. 
 
 Cin.Ham.& Ind.R.R.to Indianapolis. 
 ROUTE No. 39. 
 
 (Via Direct Route, Returning via Erie 
 Ry., Niagara Falls and Cleveland.) 
 
 P., Cin. & St. L. Ry.to Pittsburg. 
 
 Pennsylvania R. R . . to New York. 
 
 Pavonia i" erry to Jersey City. 
 
 Erie Ry to Buffalo. 
 
 LakeShore* M.S. Ry.to Cleveland. 
 
 C.Col.Cin.& Ind.Ry.to Starting Point. 
 ROUTE No. 40. 
 
 (Via Washington City and Philadel- 
 phia, Returning v'a Erie Ry.. Niagara 
 Falls and Cleveland.) 
 
 Pitts.Cin. & St.L.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to Harrisburg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R.R.to Washington. 
 
 Bal. & Potomac R.R.to Baltimore. 
 
 Phil.Wil. & Bal. RR.to Philadelphia. 
 
 Pennsylvania R. R. . . to New York. 
 
 Pavonia Ferry to Jersey City. 
 
 Erie Ry to Buffalo. 
 
 LakeShore&M.S.Es'. to Cleveland. 
 
 C. Col. Cin. & Ind.Ry.to Starting Point. 
 ROUTE No. 41. 
 
 (Via Direct Route, Returning via Erie 
 Ry., Niagara Falls and Lake Chau- 
 tauqua. ) 
 
 Pitts.Cin. & St.L.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to New York. 
 
 Pavenia Ferry to Jersey City. 
 
CENTENIS-IAL EXCUESION TICKETS. 
 
 47 
 
 Koute 41 — Continued. 
 
 Erie Ey., (good via | +„ ■o„fp„i„ 
 Niagara i'xUs).... [to Buffalo. 
 B.& Jamestown R.R.to Jamestown. 
 Atlantic&Gt.W.R.R.to Starting Point. 
 
 KOUTE No. 43. 
 
 (Via Washington City and Pliiladel- 
 phia, Returning via Erie Ry., Niagara 
 Falls & Lake Chautauqua.) 
 
 Pitts.Cin.& St.L.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . .to Harrisburg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R.R.to Washington. 
 
 Cal. & Potomac R.R. to Baltimore. 
 
 Phil.Wil. &Bal.R.R.to Philadelphia. 
 
 Pennsylvania R.R. . . to New York. 
 
 Pavonia Ferry to Jersey City. 
 
 ^taf/raffi?.:^n*°^"^^^- 
 B.& Jamestown R.R.to Jamestown. 
 Atlantic&GtW.R.R.to Starting Point. 
 
 KOTJTE No. 43. 
 
 (Via Direct Route, Returning via Erie 
 Ey., Salamanca and Lake Chautau- 
 qua.) 
 
 Pitts. Cin.& St.L.Ry.to Pittsburg. 
 Pennsylvania R.R. . . to New York. 
 
 Pavonia Ferry to Jersey City. 
 
 Erie Ry to Salamanca. 
 
 Atlantic&GtW.R.R.to Starting Point. 
 
 ROUTE No. 44. 
 
 (Via Washington City and Philadel- 
 phia, Returning via Erie Ry., Sala- 
 manca and Lake Chautauqua. ) 
 
 Pitts.Cin. & St.L.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to Harrisburg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R.R.to Washington. 
 
 Bal. & Potomac R.R. to Baltimore. 
 
 Phll.Wfl. &Bal.R.R.to Philadelphia. 
 
 Pennsylvania R.R. . . to New York. 
 
 Pavonia Ferry. to Jersey City. 
 
 Erie Ry to Salamanca. 
 
 Atlantic&Gt.W.R.R.to Starting Point. 
 
 KOUTE No. 45. 
 
 (Via Direct Route, Returning via Hud- 
 son River, Niagara Falls and Cleve- 
 land. ) 
 
 Pitts.Cin.& St.L.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . .to New York. 
 
 N.Y.C.RR.orH.R.St.to Albany. 
 
 N.Y.Cen.AH.R.R.R. U^-R„ff„i„ 
 (good via Niag. F. ) r° Buffalo. 
 
 LakeShore&M.S.Ry.to Cleveland. 
 
 C.Col.Cin.& Ind.Ry.to Starting Point. 
 
 KOUTE No. 46. 
 
 (Via Washington City and Philadel- 
 phia, Returning via Hudson River, 
 Niagara Falls and Cleveland.) 
 
 Prtts.Cin. & St.L.Ry.to Pittsburg. 
 
 Pennsylvania R. R. . to Harrisburg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R.R.to Washington. 
 
 Bal. & Potomac R.R.to Baltimore. 
 
 Phil.Wil. & Bal. R.R.to Philadelphia. 
 
 Pennsylvania R. R. . . to New York. 
 
 N.Y.C.RR.orH.R.St.to Albany. 
 
 N.Y.Cen.&H.R.R.R. K„ x,,, -.„,„ 
 (good via Niag. F.)r°^^^'^^°- 
 
 LakeShore&M.S.Ry.to Cleveland. 
 
 C.Col.Cin.& Ind.Ry.to Starting Point. 
 
 KOUfTE No. 47. 
 
 ( Via Direct Route, Returning via Hud- 
 son River, Niagara Falls and Lake 
 Chautauqua. ) 
 
 Pitts.Cin.& St.L.Ry. to Pittsburg. 
 
 Pennsylv-ania R.R. . .to New Yoik. 
 
 N.Y.C.RR.orH.R.St.to Albany. 
 
 N.Y.Cen.&H.R.R.R. | . t>.,«'„,„ 
 (goodviaNiag.F,)ftoB"^alo- 
 
 B tfe Jamestown R.R.to Jamestown. 
 
 Atlantic&GtW.R.R.to Starting Point. 
 
 ROUTE No. 48. 
 
 (Via Washington City and Philadel- 
 phia, Returning via Hudson River, 
 Niagara Falls and LakeChautauqua. ) 
 
 Pitts.Cin.& St.L.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to Harrisburg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R.R.to Washington. 
 
 Bal. & Potomac R.R.to Baltimore. 
 
 Phil.Wil. & Bal. R.R. to Philadelphia. 
 
 Pennsylvania R. R. . . to New York. 
 
 N.Y.C.RR.orH.R.St.to Albany. 
 
 N.Y.Cen.&H.R.R.R. | ,„ ■o„fl-„i„ 
 (good via Niag. F. ) f '° Buffalo. 
 
 B.& Jamestown R.R.to Jamestown. 
 
 Atlantic* GtW.R.R. to Starting Point. 
 
 ROUTE No. 49. 
 
 (Via Direct Route, Returning via Sun- 
 bury, Erie and Cleveland.) 
 Pitt8.Cin.& St.L.Ry.to Pittsburg. 
 Pennsylvania R.R. . . to New York. 
 Penn. R.R. Ferry.. . . to Jersey City. 
 Pennsylvania R.R. . . to Harrisburg. 
 North'n Central Ry..to Sunbury. 
 Phil. & Erie R.R. . . .to Erie. 
 LakeShore&M.S.Ry.to Cleveland. 
 C.Col.Cin.& Ind.Ry.to Starting Point 
 
 ROUTE No. 50. 
 
 (Via Washington City and Philadel- 
 phia, Returning via Sunbury, Erie 
 and Cleveland.) 
 
 Pitts.Cin. & St.L.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to Harrisburg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R.R.to Washington. 
 
 Bal. & Potomac R.R.to Baltimore. 
 
 Phil.Wil. & Bal.RR.to Philadelphia. 
 
 Pennsylvania R. R. . . to New York. 
 
 Penn. R.R. Ferry.. . . to Jersey City. 
 
 Pennsylvania R.R. . . to Harrisburg, 
 
 North'n Central Ry..to Sunbury. 
 
 Phil. & Erie R.R. ... to Erie. 
 
 LakeShore&M.S.Ry.to Cleveland. 
 
 C.Col.Cin.&Ind.Ry.to Starting Point 
 
 ROUTE No. 51. 
 
 (Via Direct Route, Returning via Sun- 
 bury, Corryand At & 6t W. R.R.) 
 Pitts.Cin.& StL.Ry.to Pittsburg. 
 Pennsylvania R.R. . . to New York. 
 
 Penn. R.R. Ferry to Jersey City. 
 
 Penn>sylvania R. R. . . to Harrisburg. 
 North'n Central Ry..to Sunbury. 
 Phil. & Erie R.R. , . . to Corry. 
 Atlantic&GtW.R.R.to Starting Point 
 
 ROUTE No. 53. 
 
 (Via Washington City and Philadel- 
 phia, Returning via Sunbury, Corry, 
 and Atlantic & Gt Western R.R.) 
 
 Pitts.Cin. &StL.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to Harrisburg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R.R.to Washington. 
 
 Bal. & Potomac R.R.to Baltimore. 
 
 Phil.Wil. & Bal. R.R, to Philadelphia. 
 
 Pennsylvania R.R. . . to New York. 
 
 Penn. R.R.Ferry to Jersey City. 
 
 Pennsylvania R.R. . . to Harrisbui'g. 
 
 North'n Central Ry..to Sunbury. 
 
 Phil. & Erie R.R. ... to Corry. 
 
 Atlantic&GtW.R.R.to Starting Point. 
 ROUTE No. 53. 
 
 (Via Direct Route, Returning via Em- 
 porium, Niagara Falls and Cleve- 
 land. ) 
 
 Pitts.Cin. & StL.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to New York. 
 
 Penn. R.R. Ferry to Jersey City. 
 
 Pennsylvania R. R. . . to Harrisburg. 
 
 Nortli'n Central Ry..to Sunbury. 
 
 Phil. & Erie R.R . to Emporium. 
 
 Buft.N.Y. &Phil. R R. to Buffalo. 
 
 N.Y.Cen.&H.R.R.R. to Niagara Falls. 
 
 N.Y.Cen.&H.R.R.R. to Buffalo. 
 
 LakeShore&M.S.Ry.to Cleveland. 
 
 C.Col.Cin.& Ind.Ry.to Starting Point 
 
 ROUTE No. 54. 
 
 (Via Washington City and Philadel- 
 phia, Returning via Emporium, Ni- 
 agara Falls and Cleveland.) 
 Pitts. Cin.& St.L.Ry.to Pittsburg. 
 Pennsylvania R.R. . . to Harrisburg. 
 North'n Central Ry..to Baltimore. 
 Bal. & Potomac R.R.to M'ashington. 
 Bal. & Potomac R. R. to Baltimore. 
 Phil.Wil. & Bal. R.R. to Philadelphia. 
 Pennsylvania R.R. . . to New York. 
 Penn. R.R. Ferry.. . . to Jersey City. 
 Pennsylvania R.R. . . to Harrisburg. 
 North'n Central Ry..to Sunbury. 
 
 Phil. & Erie R.R to Emporium. 
 
 Buff.N.Y.&Phil.RR.to Buffalo. 
 
 N.Y.Cen. &H.R. R. R. to N iagara Falls. 
 
 N.Y.Cen.&H.R.E.R.to Buffalo. 
 
 LakeShore&M.S.Ry.to Cleveland. 
 
 C.Col.Cin.& Ind.Ry.to Starting Point. 
 ROUTE No. 55. 
 
 (Via Direct Route, Returning via Em- 
 porium, Nia.Falls & L. Chautauqua.)- 
 
 Pitts.Cin.& StL.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . to New York. 
 
 Penn. R.R. Ferry to Jersey City. 
 
 Pennsylvania R. R. . . to Hai risburg. 
 
 North'n Central Ry..to Sunbury. 
 
 Phil. & Erie R. R to Emporium. 
 
 Buff.N.Y.&Phil.RR.to Buffalo. 
 
 N. Y. Cen. &H. R. R. R. to Niagara Fall s. 
 
 N. Y. Cen. &H. R. R. R. to Buflalo. 
 
 B.&Jamestown R.R.to Jamestown. 
 
 Atlantic&GtW.R.R.to Starting Point. 
 ROUTE No. 56. 
 
 (Via Washington City and Philadel- 
 phia, Returning via Emporium, Ni- 
 agara Falls and Lake Chautauqua.) 
 
 Pitts.Cin. & StL.Ry.to Pittsburg. 
 
 Pennsylvania R.R. . . to Hanisbiirg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R. R.to Wa:^hington . • 
 
 Bal. & Potomac R.R.to Baltimore. 
 
 Phil.Wil. & Bal. R.R. to Philadelphia. 
 
 Pennsylvania R. R. . . to New Yoik. 
 
 Penu. R.R. Ferry to Jersey City. 
 
 Pennsylvania R.R. . . to Harrisburg. 
 
 North'n Central Ry..to Sunbury. 
 
 Phil. & Erie R. R .... to Emporium. 
 
 Buff.N.Y.&Phil.RR.to Buffalo. 
 
 N.Y.Cen.&H.R.R.R.to Niagara Falls. 
 
 N.Y.Cen.&H.R.R.R.to Buffalo. 
 
 B.& Jamestown R.R.to Jamestown. 
 
 Atlantic&GtW.R.R.to Starting Point. 
 ROUTE No. 57. 
 
 (Via Direct Route, Returning via Wat • 
 kins Glen, Nia. Falls and Cleveland.) 
 
 Pitts.Cin. & StL.Ry.to Pittsburg. 
 
 Pennsylvania R. R. . to New York. 
 
 Penn. R.R. FeiTy to Jersey City. 
 
 Pennsylvania R.R. . to Harrisburg. 
 
 North'n Central Ry..to Sunbury. 
 
 Phil. & Erie R. R. . . . to Williamsport. 
 
 North'n Central Ry..to Canandaigua. 
 
 N.Y.Cen.&H.R.R.R. (,„.p ,v i 
 (good viaNiag. F.) ('^0 buttalo. 
 
 LakeShore&M.S.Ry.to Cleveland. 
 
 C.Col.Cin.& Ind.Ry.to Starting Point. 
 ROUTE No. 58. 
 
 (Via Washington City and Philadel- 
 phia, Returning via Watkms Glen, 
 Niagara Falls and Cleveland.) 
 
 Pitts.Cin. & St.L.Ry.to Pittsburg. 
 
 Pennsylvania R. R. . . to Harrisburg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R.R.to Waehinaton. 
 
 Bal. & Potomac R.R.to Ealtinidre. 
 
 Phil.Wil. & Bal. R.R.to Philadelphia. 
 
 Penn.sylvania R. R. . . to New York. 
 
 Penn. R.R. Ferry.. .. to Jersey City. 
 
 Pennsylvania R.R. . to Harrisburg. 
 
 North'n Central Ry. . to Sunbury. 
 
 l^hil. & Erie R. R. . . . to Williamsport. 
 
 North'n Central Ry. .to Canandaigua. 
 
 N.Y.Cen.&H.R.R.R. ). _ ^ , 
 (wodviaNiag. P.) j-toLuttalo. 
 
 LakeShore&M.S.Ry.to Cleveland. 
 
 C,Col.Cin.& Ind.Ry.to Starting Point 
 
48 
 
 CENTENNIAL EXCUESION" TICKETS. 
 
 KOUTK No. 59. 
 
 (Via Direct Koute, Xteturning via Wat- 
 kins Glen, iN'iagara i^'alls and Lake 
 Cliauttiuqua. ) 
 
 Pitts.Cin.& St.L.Ky.to Pittsburg. 
 
 Pennsylvania R.K. . . to Ne w York. 
 
 Penn.K.R.Feny... to Jersey City. 
 
 Peuusj'lvania R.Pu . to Harrisburg. 
 
 Noi'th'n Central Ry..to Sunbury. 
 
 Phil. & Erie K. R . to Williamsport. 
 
 Nortli'n Central Ry..to Canandaigua. 
 
 N.i'.Cen.&H.R.R.R. U^-r.^oi^ 
 (goodviaNiig.F.) ^ to Buffalo. 
 
 li.& Jamestown R.K, to Jamestown. 
 
 Atlantic&Gt.W.R.R.to Starting Point. 
 ROUTE No. 60. 
 
 (Via Washington City and Philadel- 
 phia, Retiiiuiug via Watkins Glen, 
 Niagara Falls and Lake Chautau- 
 qua.) 
 
 Pitts. Cin. & St.L.Ky.to Pittsburg. 
 
 Pennsylvania K.R. . .to Harrisburg. 
 
 North'n Central Ry..to Baltimore. 
 
 Bal. & Potomac R.R. to Washington. 
 
 Bal & Potomac R. R.to Baltimore. 
 
 Phil.Wil. & Bal. R.R. to Philadelphia. 
 
 Pennsylvania R. R. . . to New York. 
 
 Penn. R. R Ferry to Jersey City. 
 
 Pennsylvania R.R. . . to Harrisburg. 
 
 North'n Central Ry..to S inbury. 
 
 Phil. & Erie R.R. . . .to Williamsport. 
 
 North'n Central Ry..to Canandaigua. 
 
 N.Y.Cen.&H.R.R.R. / +„Tj,ffai 
 (good via Niag.F.)r°^'i^al°- 
 
 B.& Jamestown R.R. to Jamestown. 
 
 Atlautic&Gt.W.R.R.to Starting Point. 
 ROUTE No. 61. 
 
 (Via Oil Regions, Niagara Falls and 
 Hudson River, Returning via Direct 
 Route. ) 
 
 Pitts.Cin. &St.L.Ry.to Pittsburg. 
 
 Alio jhany Valley RR. to Oil City. 
 
 Pitts. Titus.&B.R.R. to Corry. 
 
 Buflf. Corry & P.R.R.to Brocton. 
 
 LakeShore&.Vl.S.Ry.to Buffalo. 
 
 Erie Ry to Binghamton. 
 
 Albany & Susq. R.R. to Albany. 
 
 Hudson River Strs. .to New York. 
 
 Penn. R.R. Ferry.. . . to Jersey City. 
 
 Pennsylvania R.R. . .to Pittsburg. 
 
 Pitts. Cin. & St.L.Ry.to Starting Point. 
 KOUTE No. 63. 
 
 Pitts., Cin. & St.L. Ry..to Kokomo. 
 
 Ind.,Peru & Chic. Ry..to Indianapolis. 
 
 Pitts.,Cin. ^St. L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to Philadelphia. 
 
 Pennsylvania R. R to Pittsburg. 
 
 Pitts.Ft.W.&Chic.Ry..to Chicago. 
 ROUTE No. 63. 
 
 Pitts., Cin. & St.L. Ry..to Kokomo. 
 
 Ind.,Peru & Chic. Ry...to Indianapolis. 
 
 Pitts., Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to Philadelphia. 
 
 Pennsylvania R.R to Pittsburg. 
 
 Pitts., Cin. & St. L. Ry..to Chicago. 
 ROUTE No. 64. 
 
 Pitts., Cin. & St. L. Ry..to Richmond. 
 
 Cin.,Ham.& Day. R.R..to Cincinnati. 
 
 Mar. & Cin to Parkersburg. 
 
 Bait. & Ohio R. R to Baltimore. 
 
 Phila.,Wil.&Balt. R.R. to Philadelphia. 
 
 Pennsylvania R. R to Pittsburg. 
 
 Pitts., Ft. W.&ChicRy.to Chicago, v 
 ROUTE No. 65. 
 
 Pitts., Cin. & St. L. Ry..to Richmond. 
 
 Cin., Ham. & Day. R.R. to Cincinnati. 
 
 Mar. & Cin. R. R to Parkersburg. 
 
 Bait. & Ohio R. R to Baltimore. 
 
 Phila., Wu & Bait to Philadelphia. 
 
 Pennsylvania R. R. . . to Pittsburg. 
 
 Pitts., Cin. & St.L. Ry..to Chicago. 
 ROUTE No. 66. 
 
 Pitts., Cin. & St. L. Ry..to Richmond. 
 
 Cin.,Ham.& Day. R.R..to Cincinnati. 
 
 Pitts., Cin. & St.L. Ry..to Pittsburg. 
 
 Route 66— Continued. 
 
 Pennsylvania R. R to Philadelphia. 
 
 Pennsylvania R. R . . .to Pittsburg. 
 Pitts., Ft. W.& Chic.Ry.to Chicago. 
 
 ROUTE No. 67. 
 Pitts., Cin. & St. L. Ry..to Richmond. 
 Cin.,Ham.& Day. R.R..to Cincinnati. 
 Pitts. Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to Philadelphia. 
 
 Pennsylvania R. R to Pittsburg. 
 
 Pitts.,Cin. & St.L. Ry..to Chicago. 
 
 ROUTE No. 68. 
 
 Pitts., Cin. & St.L. Ry.. to Richmond. 
 Cin.,Ham.& Day. R.R..to Cincinnati. 
 Pitts., Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to Philadelphia. 
 
 Pennsylvania R. R to Harrisburg. 
 
 Northern Central Ry. .to Sunbury. 
 Pliila. & Erie R. R.. ..to Erie. 
 L.S. & Mich. So. Ry to Chicago. 
 
 ROUTE No. 69. 
 
 Pitts., Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to Philadelphia. 
 
 Phila., Wil.& Balt.R.R.to Baltimore. 
 Bait. & Potomac R. R..to Washington. 
 Bait. & Potomac R. R..to Baltimore. 
 Northern Central Ry. . .to Harrisburg. 
 Pennsylvania R. R. . . to Pittsburg. 
 Pitts., Cin. & St.L. Ry..to Cincinnati. 
 Cin.,Ham.& Day.R.R..to Richmond. 
 Pitts., Cin. & St.L. Ry..to Chicago. 
 
 ROUTE No. 70. 
 
 Pitts., Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to Philadelphia. 
 
 Pennsylvania R. R. . . .to Pittsburg. 
 Pitts., Cin. & St.L. Rv.to Cincinnati. 
 Cin.,Ham.& Dav.R.R..to Richmond. 
 Pitts., Cin. & St.L. Ry..to Chicago. 
 
 ROUTE No. 71. 
 
 Pitts., Cin. & St.L. Ry..to Kokomo. 
 Ind., Peru & Chic.Ry..to Indianapolis. 
 Pitts., Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to New York. 
 
 Penn. R. R. Ferry to Jersey City. 
 
 Pennsylvania R. R to Pittsburg. 
 
 Pitts.,Ft.W.&Chic.Ry.to Chicago. 
 
 ROUTE No. 73. 
 Pitts., Cin. & St.L. Ry..to Kokomo. 
 Ind., Peru & Chic. Ry...to Indianapolis. 
 Pitts., Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to New York. 
 
 Penn. R. R. Ferry. ... to Jersey City. 
 
 Pennsylvania R. R to Pittsburg. 
 
 Pitts.,Cin. & St.L. Ry..to Chicago. 
 
 ROUTE No. 73. 
 Pitts.. Cin. & St.L. Ry..to Richmond. 
 Cin., Ham. & Day.RR...to Cincinnati. 
 
 Mar. & Cin. R. R to Parkersburg. 
 
 Bait. & Ohio R. R to Baltimore. 
 
 Phila. ,Wil. & Bait. R. R. to Philadelphia. 
 
 Pennsylvania R. R to New York. 
 
 Penn. R. R. Ferry. . . .to Jersey City. 
 
 Pennsylvania R. R to Pittsburg. 
 
 Pitts., Ft. W.& Ch.R.R.to Chicago. 
 
 ROUTE No. 74. 
 Pitts., Cin. & St.L. Ry..to Richmond. 
 Cin. , Ham. & Day. R. R. . to Cincinnati. 
 
 Mar. & Cin. R. R to Parkersburg. 
 
 5fllt. & Ohio R. R to Baltimore. 
 
 Phila., Wil.& Balt.R.R.to Philadelphia. 
 Pennsylvania R. R. . . .to New York. 
 
 Penn. R. R. Ferry to Jersey City. 
 
 Pennsylvania R. R. . . .to Pittsburg. 
 Pitts., Cin. &St.L. Ry..to Chicago. 
 
 ROUTE No. 75. 
 Pitts., Cin. & St.L. Ry..to Richmond. 
 Cin., Ham. & Dav.R.R.to Cincinnati. 
 Pitts., Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to New York. 
 
 Penn. R. R. Ferry to Jersey City. 
 
 Pennsylvania R. R to Pittsburg. 
 
 Pitt8.,Ft.W.&Ch.Ry..to Chicago. 
 
 ROUTE No. 76. 
 
 Pitts., Cin. & St.L.Ry..to Richmond. 
 Cin.,Ham.& Day.R.R..to Cincinnati. 
 Pitts. Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to New York. 
 
 Penn. R. R. Ferry to Jersey City. 
 
 Pennsylvania R. R to Pittsburg. 
 
 Pitts., Cin. & St. L. Ry..to Chicago. 
 
 ROUTE No. 77. 
 
 Pitts., Cin. & St.L. Ry..to Richmond. 
 Cin.,Ham.& Day.R.R.to Cincinnati. 
 Pits., Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to New York. 
 
 Pavonia Ferry to Jersey City. 
 
 Brie Ry to Susp. Bridge. 
 
 Gt. Western of Canada to Detroit. 
 Michigan Central R.R. to Chicago. 
 
 ROUTE No. 78. 
 
 Pitts.,Cin. & St.L. Ry..to Richmond. 
 Cin., Ham. & Day.R.R..to Cincinnati. 
 Pitts. Cin. & St.L, Ry..to Pittsbure. 
 
 Pennsylvania R. R to New York. 
 
 N. Y. C. & Hud. Riv. or I .„ iivo„„ 
 
 H. R. Steamers r° Albany. 
 
 N.Y.C.&H.R.R.R to^™™ 
 
 Lake Shore &M. S.Ry.to Chicago. 
 
 ROUTE No. 79. 
 
 Pitts., Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to New York. 
 
 Penn. R. R. Ferry. . ,.to Jersey City. 
 
 Pennsylvania R.R to Pittsburg. 
 
 Pitts., Cin. & St.L. Ry..to Cincinnati. 
 Cin.,Ham.& Dav.R.R..to Richmond. 
 Pitts., Cin. & St.L. Ry..to Chicago. 
 
 ROUTE No. 80. 
 
 Pitts., Cin. & St.L..Ry..to Richmond. 
 
 Cin., Ham. & Day to Cincinnati. 
 
 Pitts., Cin. & St.L. Ry..to Pittsburg. 
 Penasylvania R. R. . . to New York. 
 
 Penn. R. R. Ferry to Jersey City. 
 
 Pennsylvania R. R to Harrisburg. 
 
 Northern Central Ry...to Sunbury. 
 
 Phila. & Erie Ry to Erie. 
 
 Lake Shore & M. S.Ry.to Chicago. 
 
 ROUTE No 81. 
 
 Pitts.,Cln. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R \o New York. 
 
 Pennsylvania R. R. . . .to Philadelphia. 
 Phila., Wil.& Balt.R.R.to Baltimore. 
 Bait. & Potomac R.R... to Washington. 
 Bait. & Potomac R.R... to Baltimore. 
 Northern Central Ry. ..to Harrisburg. 
 
 Pennsylvania R. R to Pittsburg. 
 
 Pitts., Cin. & St.L.Ry..to Cincinnati. 
 Cin.,Ham.&Day.R.R..to Richmond. 
 Pitts., Cin. & St.L. Ry..to Chicago. 
 
 ROUTE No. 83. 
 
 Pitts., Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to New York. 
 
 N.Y.C. & H. Riv. R.R. or I .^ ilbanv 
 
 H. R. Steamers r° ^'^^ny- 
 
 N.Y.C.&H.R.R.R to]|Vfg-l°J4^ 
 
 Lake Shore & M.S.Ry..to Sandusky. 
 Put-in Bay Steamer.. to Put-in Bay. 
 Put-in Bay Steamer. ..to Sandusky. 
 Cin.,Sand.& Cl'v.R.R.to Urbana. 
 Pitts., Cin. & St.L. Ry.. to StartingPoint 
 
 ROUTE No. 83. 
 
 Pitts., Cin. & St.L. Ry..to Pittsburg. 
 
 Pennsylvania R. R to New Yotk, 
 
 Pavonia Ferry to Jersey C ity. 
 
 T-, . -D +„ j Buffalo via 
 
 E"e Ry to JNiag. Falls. 
 
 Lake Shore &M.S.Ry. .to Sandusky. 
 Put-in Bay Steamer. ..to Put-in Bay. 
 Put-in Bay Steamer. . .to Sandusky. 
 Cin.,Sand. & Cl'v.R.R.to Springfield. 
 crv.Col.Cin.&Ind.Ry. to StartingPoint 
 
EXCURSION TICKETS, 
 
 Time Tables, Baggage Checks, and Information, may be obtained at tlie following 
 OIFiFICIBS OIF TTT-E 
 
 Depot Ticket Office, P. , C. & St. L. R'y, Anderson. Ind. 
 
 - -- Bunker Hill, Ind. 
 
 Cadiz, Ohio. 
 
 " " Cambridge City, Irjd. 
 
 City Ticket Office, 131 Randolph Street, ...Chicago, 111. 
 
 Depot Ticket Office, cor. Clinton St. and Carroll Av., W. Side, Chicago, III. 
 
 City Ticket Office, corner Vine and Baker Streets, Cincinnati, Ohio. 
 
 City Ticket Office, under Grand Hotel, _ . Cincinnati, Ohio. 
 
 City Ticket Office, 155 West Fourth Street, Cincinnati, Ohio. 
 
 Depot Ticket Office, Little Miami Depot, Cincinnati, Ohio. 
 
 Depot Ticket Office, P. , C. «& St. L. R'y, Circleville, Ohio. 
 
 " " .Coshocton, Ohio. 
 
 General Ticket Office, 219 North High Street, _ Columbus, Ohio. 
 
 Union Depot Ticket Office, .-_ Columbus, Ohio. 
 
 Union Depot Ticket Office, Dayton, Ohio. 
 
 Depot Ticket Office, P., C. & St. L. R'y,--- ..Dennison, Ohio. 
 
 " " --- - Greenville, Ohio. 
 
 " " - --.. Hagerstown, Ind. 
 
 " " Hartford, Ind. 
 
 Union Depot Ticket Office, -.. Indianapolis, Ind. 
 
 ■Jity Ticket Office, Bates House Block, -Indianapolis, Ind. 
 
 epot Ticket Office, P., C. & St. L. R'y, .-.Kokomo, Ind. 
 
 " " -. --Knightstown. Ind. 
 
 " " Lancaster, Ohio. 
 
 " " London, Ohio. 
 
 " " Logansport, Ind. 
 
 " " Marion, Ind. 
 
 " " : Morrow, Ohio. 
 
 " " .- Newark, Ohio. 
 
 " " --New Castle, Ind; 
 
 " " - ---Newcomerstown, P'ii/, 
 
 " ' " Piqua, Ohiq^ .'^-s '^ 
 
 " Richmond, 1S.^A 'p' >* 
 
 -Ridgeville, Ind."-''^^'' 
 
 Springfield, Ohio. 
 
 " C, S. &C. R. R. Springfield, Ohio. 
 
 P., C. & St. L. R'y,... Sieubeuville, Ohio. 
 
 " " Union City, Ind. 
 
 " " Urbana, Ohio. 
 
 Union Depot Ticket Office, Vincennes, Ind. 
 
 Depot Ticket Office, P. , C. & St. L. R'y, . . ; Washington, Ohio. 
 
 " " Washington, Pa. 
 
 " " ..Wilmington, Ohio. 
 
 Xenia, Ohio. 
 
 Zanesville, Ohio. 
 
 Baggage Oheckecl through to Baltimore, Washington, Philadelphia and New York. 
 
 Excursion Tickets via the PAN HANDLE AND PENNSYLVANIA 
 ROUTE will be sold by connecting railroad companies at principal 
 ticket offices in the West, Northwest and Southwest. 
 
 "W. L. O'BRIEN, 
 
 Columbus, O., April 20th, 1876. General Passenger end Ticket Agent. 
 
 i