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CHAPTER XVIII.

CINCINNATI RAILROADS.

THE: LITTLE MIAMI THE FIRST RAILROAD BUILT INTO CINCINNATI - ITS EARLY HISTORY AND STRUGGLES-THE, CINCINNATI, HAMILTON & DAYTON, AND THE "BIG FOUR" SYSTEMS- OTHER EARLY AND IMPORTANT LINES-THE "QUEEN & CRESCENT"- SUBURBAN STEAM RAILWAYS-STREET RAILWAY SERVICE OF CINCINNATI.

THE advent of the locomotive marked the beginning of a new epoch in the transportation business of Cincinnati, and gave an impetus to trade and commerce that has been productive of the grandest results. The first movement toward the establishment of railroads in Ohio was made February 23, 1830, by Representative William B. Hubbard, of Columbus, who submitted to the General Assembly " An act to incorporate the Ohio Canal and the Steubenville Railway Company." In this conglomerate act was the germ of the magnificent railway system of Ohio, to which Cincinnati and Hamilton county owe so much of their material prosperity and greatness. New charters were thereafter applied for in large numbers, and rarely failed to be granted. Among these early charters may be mentioned the one granted in 1832 to the Mad River, Lake Erie Railroad Company, and another in 1835 to the Monroeville & Sandusky City Railroad. The year 1836 was somewhat prolific in charters, among those granted being the organic acts of the Mansfield & New Haven, the Cleveland & Pittsburgh.

It was not until 1835, ten years after the success of the Liverpool railway, that it was seriously proposed to build a railway from Cincinnati. The line selected was the Little Miami, which received its charter from the State March 11, 1836. The agitation in behalf of. the building of this road had its beginning in Cincinnati from a pressing sense Of the need of a railroad connection with the north and east through a route to Sandusky, and as a more ready outlet for the increasing products of the Miami Valley than the river supplied.

Everything having been arranged, the work of survey was entrusted to the young scientist, O. M. Mitchell, then but twenty six years of age. He threw his best energies into the work, surveyed the route, and then sought aid for its construction from the East. Under the act Of March 24, 1837, the company secured a loan of State credit amounting to $11.5,000. The work of construction was slowly pushed, and on August 10, 1846 - more than a decade after obtaining the charter-the road was completed to Springfield. Thirty miles of the road, however, had been opened to public traffic in 1843. Everything was primitive and limited. The rolling stock was then confined to one eight-wheeled locomotive, two passenger coaches and eight freight cars. All of this equipment, including the locomotive, was built in Cincinnati. This achievement was something that the mechanics of a later day referred to with pride, and it was an accomplishment which gave the Queen City a proud standing.

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On the 17th of July, 1844, the road was opened to Xenia, sixty-eight miles, and the first train over the completed track to Springfield was run through, August 10, 1846, as stated above. The cost of the road up to this time was $1,232,000. When afterward leased to the Pennsylvania Company it represented a value of about five millions. The property of the road had to be assigned to trustees before reaching Springfield-yet a dividend on the capital stock hall been declared as early as 1845, and thereafter, up to the time of its lease, dividends were quite regularly declared to an average amount of ten per cent.., and it still under its lease pays a handsome revenue to its owners. It has been financially one of the most, successful railways in the world. The stock first calve to par in 1852, after that, of the Cleveland & Columbus, then reaching 125 before experiencing a fall. Its convertible bonds were rapidly turned into stock which is still largely held by the original parties or heirs. The only bonded indebtedness created was to the amount of $1,500,000, which was done for the purpose of meeting the expense of rebuilding and other improvements.

The original strap rail used on the road was, as soon as possible, displaced by Trail, the curves were straightened, the grades reduced, rolling stock increased, and other improvements made, which greatly facilitated the transportation business. It gave a fresh impetus to every branch of business, elevated the hopes of the people, and encouraged all from the merchant to the agriculturist.

On the 1st of May, 1849, one train per day, each way, commenced running between Cincinnati and Springfield. The connection far Sandusky was not completed until the latter part of 1848, when the Little Miami and the Mad River roads gave Cincinnati her first rail and water communication with the Atlantic coast. Connection for Columbus was made at Xenia by the Columbus & Xenia railroad, which was, however, not constructed until 1848-49, the first passenger train traversing it February 20, 1850. Soon afterward the members of the General Assembly wade an excursion over the road, and its connection, the Little Miami, to Cincinnati.' This is the first legislative excursion by rail known to history in Ohio.

In 1850 Jacob Strader was the president of the road, and took an active interest in promoting its welfare. That, year the whole number of passengers carried was 144,486, and the money received from theta amounted to $204,586.87. Of these. 52,283 were through passengers to Springfield, and vice versa. They paid $125,000 in fares. The passenger business of that year, contrasted with that of to-day, gives the reader a vivid idea of the great increase in travel in forty-three years.

On the 30th of November, 1853 , the two companies operating each its own road, entered into an agreement by which both were operated as a single line: January 1, 1865, they came into possession, by lease, of the Dayton & Western. and the Richmond & Miami, railways; and later in the sauce year by purchase of the divisions of the Dayton, Xenia & Belpre road, between the two places first pained. The partnership arrangement of 1853 was dissolved November 30, 1868. when the Little Miami Company took a lease for ninety-nine seats of the Columbus & Xenia road, and all the rights and interests of that corporation in the Dayton & Western, Xenia & Belpre, and Richmond & Miami roads. Just one year (1870) mid one day there-after the P., C. & St. L. (Pan Handle) leased, of the Little Miami Company, its own road, the branch owned by it from Xenia to Dayton and all its rights in the Columbus & Xenia and other roads, The lease is for ninety-nine years, renewable forever at, an annual rental of 8 per cent to the Little Miami Company on its capital, besides interest on the funded debt of 85,000 yearly for expenses of organization, and the fulfillment of lease obligations to its own leased lines. These lenses were effected in the palmy days of the celebrated Thomas A. Scott, when he was first; vice-president of the Pennsylvania Railroad Company. ant] just, before he succeeded Edgar Thomson as president of that great. corporation. For sagacity. executive ability, and power to foresee and calculate future railroad results, it is generally conceded that. he was the superior of any railroad president yet produced in this country.

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The road is operated by the Pennsylvania Company, which was a party to the contract, and by whom its faithful performance was guaranteed. The track, several miles of which leading out of Cincinnati is double, is in splendid condition, and the rolling stock is abundant and first-class in every respect. There are few, if any, more profitable railroads in the United States than the Little Miami. A few years ago the operating company erected a costly and elegant union station at the corner of Butler and Pearl streets, which is one of the best railroad buildings of the kind in the city. The total length of its lines is 193 miles: 84 on the main line, Cincinnati to Springfield; 17 on the branch, Xenia to Dayton; 55 from Xenia to Columbus, and 37 from Dayton to Indiana State line.

The Little Miami forms a part of the Pennsylvania Company's Southwest system of railways, which extends from Pittsburgh to St. Louis and Chicago. The distances from Cincinnati to a few important. points are as follows: Columbus, 120 miles; Pittsburgh, 313; Indianapolis, via Richmond, Ind., 142; St. Louis, 382; Chicago, via Logansport, 298. George B. Roberts, Philadelphia, president; James McCrea, first vice-president, Pittsburgh; J. F. Miller, general superintendent, Columbus; E. A. Ford, general passenger agent, Pittsburgh; Samuel Moody, assistant general passenger agent, Cincinnati.

"THE C. H. & D."

The Chicago, Hamilton & Dayton, popularly known as the "C. H. & D.," was the second railroad to enter Cincinnati. It was chartered March 2, 1845, under the name of the "Cincinnati & Hamilton Railroad Company." An act passed March 15, 1849, to amend the several acts relating to the company, gave it its present corporate name. The road was built without the aid of township subscriptions to its, capital stock, and its bonds were sold at par. The construction of the road was pushed rapidly, and it was opened for business September 19, 1851, or a little more than a year after work was commenced. For several years the road paid fair dividends, and promptly met all obligations. On February 18, 1869, the Cincinnati, Richmond & Chicago Railroad Company leased its road and property to the " C. H. & D.," and assigned to that company also its lease of the Richmond & Miami railway. Previous to this, May 1, 1863, the railroad from Dayton to Toledo, belonging to the Dayton & Michigan Company, had been similarly leased, and a modification of said lease being made in the early part of 1870, gave it quite an extension and a number of important connections. In 1872 the company purchased the Cincinnati, Hamilton & Indianapolis railroad, and added it to its system. The road forms an excellent means of communication between Cincinnati and points north to Toledo and Michigan points beyond, and with its connection with the Louisville, New Albany & Chicago railway, between Cincinnati and Chicago. The main line extends from Cincinnati to Dayton, Ohio, 59.93 miles, and the total length of all lines leased and owned amounts to 651.60 miles. The train service between Cincinnati, Indianapolis and Chicago over the Monon route represents the latest improvements of railway passenger service, these trains being heated by steam and lighted by electricity and the Pintsch gas system, equipped throughout with Pullman's perfected safety vestibules. The depot is located at the corner of Fifth and Baymiller streets. The general offices are in the new Carew building, Fifth and Vine streets, whither they were removed from No. 200 West. Fourth street, on the 1st of September, 1893.

M. D. Woodford, the president of the "C. H. & D.," was born at Fredonia, N. Y., October 27, 1838. After leaving school he became connected with the Erie railway, and after continuous service with the Michigan Central, Great Western railway of Canada, Chicago & Michigan Lake Shore road, U. S. division of the Canada Southern railway, Fort Wayne &Jackson route, Toledo, Ann Arbor & Grand Trunk railway, Wheeling & Lake Erie railroad, Cleveland & Marietta railroad, Toledo Belt road, in June, 1889, became vice-president and general manager of the

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Cincinnati, Hamilton & Dayton railroad, becoming president June 17, 1890, In March, 1893, he also became president of the Cleveland, Lorain & Wheeling railroad.

Eugene Zimmerman, the vice-president, was born in 1845, at Vicksburg, Miss., and since 1878 has been prominent in railway interests as president of the Cincinnati & Green River, the Kentucky & South Atlantic roads and Dayton, Fort Wayne & Chicago railway, and since June, 1892, has held his present position, being also president of the Chesapeake & Nashville railway.

On the 1st of August, 1893, William M. Green was appointed to fill the responsible office of general manager. He is an experienced railroad man and accomplished gentleman.

C. G. Waldo was purchasing agent for the road previous to being promoted to the position of assistant to the president in August, 1892. The general superintendent, Charles Neilson, who was born at Hartford, Md., in July, 1819, has been actively engaged in railway service since 1809, assuming his present position in 1886 Frederick Henry Short, secretary and treasurer, was born in Middletown, Conn., in 1825, and has been actively identified with railway Service since 1848, having been with the Connecticut River railroad until 1852, when he became general clerk, paymaster, etc., of the Cincinnati, Hamilton & Dayton, becoming secretary and treasurer in May, 1857. In April, 1874, he became president of the road, holding that position until 1877, when he again became secretary and treasurer, thus having been over forty years continuously in its service The auditor, George W. Lishawa, was horn in 1848, in New York, came to Cincinnati in childhood, and in 1865 began his railway service as a newsboy OH the Ohio & Mississippi railroad, later becoming train and depot baggage master on time Cincinnati, Hamilton & Dayton; then clerk in the auditor's office, traveling auditor, chief clerk in auditor's office, and in 1887 he became auditor David G. Edwards, general passenger agent, succeeded E. O. McCormick in September, 1893, who resigned in August, 1893, to accept a higher position with the "Big Four." Alexander H. McLeod, general freight agent, was born at Point do Bute, N. B., in 1835, and has been identified with the freight departments of railways since 1861, having accepted his present position in October, 1875.

The Board of Directors, in addition to President Woodford and Vice-President Zimmerman, includes W. M. Ramsey, of Cincinnati, C. W. Fairbanks, of Indianapolis, and Messrs. M. T. Martin, Alfred Sully and H. F. Shoemaker, of New York; E. T. Cole, of Marysville, Ohio, and George W. Davis, of Toledo, Ohio.

OHIO AND MISSISSIPPI.

This was the third line completed into Cincinnati. Its history dates back to 1848, the main line having been built by three companies--the Ohio & Mississippi Railroad Company, of Indiana, incorporated in 1848; the Ohio & Mississippi Rail road Company of Ohio, chartered in 1.849, and the Ohio & Mississippi Railroad Company of Illinois, chartered in 1851. It was completed and opened in May, 1857, from Cincinnati to East St. Louis, and the road has had many changes in ownership, and was reorganized under its present name in 1882. At the last meeting of the board, the road fell under the control of the Baltimore & Ohio Railroad Company, and the board of directors as now constituted is composed of John H. Davis, W. Mertens, W. D. Scads, W. L, Bull, E. R. Bell and E. R. Bacon, of New York; Gen. James H. Wilson, of Wilmington, Del. ; Edgar T, Welles, of New York; Julius S. Walsh, of St. Louis; B. S. Cunningham, of Cincinnati; Frank W. Tracy, of Springfield. Ill. ; J. P. Heseltine, of London, England, and R. Suydam Grant, of New York. The general officers now are Frank W. Tracy, president; Frank E. Tracy, assistant to president; Edward Bruce, New York, secretary; David Agnew, acting auditor; F. L. Jackson, treasurer pro tem; O. P. McCarty, general passenger agent, all
having their offices in Cincinnati; C. C. F. Bent, superintendent at Cincinnati; L. C.

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Fritch, engineer of maintenance of way, at Cincinnati; H. S. Hull, paymaster pro tem; A. Hayward, superintendent of telegraph at Cincinnati.

Frank W. Tracy, recently elected to succeed J. F. Barnard, has been interested in and a director of the road for a number of years, and is a prominent banker and capitalist of Springfield, Ill., while Frank E. Tracy, his assistant,, is his son. The general offices of the company are at the Grand Union depot at Third street and Central avenue, Cincinnati, and, under the new management, the interests of this road and that of the Baltimore & Ohio Southwestern are to be amalgamated, the financial arrangements of the stock and bondholders now being under way, and when they are completed large improvements will be made, and the equipment greatly improved.

This railroad is of great importance to Cincinnati in giving access in a direct way to western producing sections and markets. It comprises the main line from Cincinnati to St. Louis, the Louisville branch front North Vernon, Ind., to Louisville; the Springfield division from Beardstown, Ill., to Shawneetown, Ill., and the Bedford branch from Riverdale, Ind., to Bedford, Ind. The total length of all lines owned and operated is Got miles, and the system forms the most important connection between Cincinnati and the Southwest, both in the transportation of freight and passenger travel. It affords to travelers from Cincinnati access to St. Louis in less than ten hours; to Kansas City with less time on the cars than by any other line; with its connections it is the direct. and fast line to Omaha and the Northwest generally. There are three solid daily vestibule trains from Cincinnati to St. Louis, with day coaches, reclining chair cars, Pullman parlor cars and Pullman sleepers, and there is between these two terminal points no change of cars for passengers or baggage on any train or on any class of tickets. The company has recently had constructed, for its exclusive use, a line of elegant reclining chair cars, which are now in service on its evening trains, between Cincinnati and St. Louis, and Cincinnati to Springfield, Ill., both directions, which are free to passengers, and have also ordered 1,090 new freight cars. The distance between Cincinnati and St. Louis is 341 miles.

BALTIMORE AND OHIO SOUTHWESTERN COMPANY.

The Marietta & Cincinnati Railroad Company, which was originally incorporated as the Belpre & Cincinnati Railroad Company, March 8, 1845, forms a part of this line, and it was operated as the Marietta & Cincinnati Railroad Company until February, 1883, when it was reorganized as the Cincinnati, Washington & Baltimore, purchasing at that time the Cincinnati & Baltimore and the Baltimore Short Line railroads, which had previously been operated under lease. Two months after foreclosure sale of the property the present company was organized in December, 1889, and succeeded to the ownership of the road, the Baltimore & Ohio Railroad Company becoming owner of the common stock of this company, and guaranteeing the principal and interest of its first mortgage bonds.

The main line of the Baltimore & Ohio Southwestern extends from Cincinnati to Belpre, Ohio, 192.88 miles; and branches aggregating 87.95 miles, including the Hillsboro branch, from Blenchester, Ohio, to Hillsboro, Ohio; the Portsmouth branch, from Hamden, Ohio, to Portsmouth, Ohio. and the Marietta branch, from Belpre to Marietta, Ohio, arid it has a trackage arrangement over the Big Four line from Cincinnati Union depot to the I. & C. Transfer, giving its trains access to the Union depot in Cincinnati.

This road is also widely famed for its superior suburban service, extending forty miles out to Blanchester. The line follows :Mill creek, through the West End to Winton place, traverses Duck Creek Valley, passing through the villages of Bond Hill, Norwood, Oakley, and Madisonville to the Heights of Madeira; down the valley of the Little Miami to Allendale, Remington and Symmes, crossing the river at Loveland, and thence over the table land to Manchester. The company's management shows great liberality in promoting the settlement of these suburbs, and offers

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to each new resident, head of a family, building a permanent residence costing not less than $1,000 at any station on its line between Ludlow Grove and Loveland, free transportation for the first year between such station and Cincinnati, besides a specially low rate on the material used in construction of such residence.

The company is officered as follows: Edwin R. Bacon, of New York. president,; W. W. Peabody, vice-president; William E. Jones, treasurer, and W. W. Peabody, Jr., secretary, all three of Cincinnati; I. G. Rawn, general superintendent; O. P. McCarthy, general passenger agent, and Charles H. Koenig, district passenger agent. Mr. Peabody, who has active direction of the operations of the road, was born in Maine in 1836, and from 1852 to 1877 he served on the Marietta & Cincinnati road successively as assistant engineer, president's private secretary, paymaster, master of transportation, superintendent and general manager. From 1877 to 1880 he was superintendent and general manager of the Ohio & Mississippi railway; and from 1883 to November, 1886, was president and general manager of the Trans Ohio division of the Baltimore & Ohio railroad, at the latter date assuming his present position with this road. The treasurer, William E. Jones, was born in Frederick county, Maryland, in 1847. In 1805 he became a clerk in the president's office, and in 1867 vice-president's secretary, with the Baltimore & Ohio railroad. In November, 1869, he was appointed cashier and registrar of the Marietta & Cincinnati railroad, becoming treasurer of its successor, the Cincinnati, Washington & Baltimore railroad in 1883, remaining as such with the present company; and since October's, 1892, he has also been treasurer of the Continental Fast Freight line.

I. G. Rawn, general superintendent, is a native of Delaware, Ohio, became a telegraph operator on the " Bee Line " in 1870, later was train dispatcher and train master; became master of transportation on the Kentucky Central. October, 1887, and in January. 1889. division superintendent and superintendent of transportation on the Chesapeake & Ohio railway, leaving that position in January, 1890, to assume that which he now holds.

Orin P. McCarty began railroad service in 1864 as clerk in the general ticket office of the Cincinnati & Chicago Air Line railway; became assistant general ticket agent of the Union Pacific railway in 1881; chief rate clerk of the Trunk Line Passenger committee of New York, November 1, 1887; chief clerk in general passenger office Baltimore & Ohio railroad in May, 1888; assistant general passenger agent in August, 1889, and on March 1, 1890, also general passenger agent of the Baltimore & Ohio Southwestern.

"THE BIG FOUR."

There is no rail road of the many entering Cincinnati that enjoys greater popularity than the Cleveland, Cincinnati, Chicago & St. Louis. better known as the "Big Four," It is especially a Cincinnati enterprise, having its general offices in Cincinnati. Its magnificent Union depot is a credit to the company and the admiration of travelers. The road is a consolidation of numerous previously existing companies and lines, some dating back to the early history of railroading in the West,. The Rushville & Lawrenceburg Railroad Company was organized in 1848, and the following year the name was changed to the Lawrenceburg & Upper Mississippi Railroad Company. This company built the road from Lawrenceburg to Shelbyville, and the Shelbyville Railroad Company constructed it from Shelbyville to Indianapolis; the line being completed from Lawrenceburg to Indianapolis in November, 1853, trains being run into Cincinnati over a third rail on the Ohio & Mississippi railroad December 3, 1853, the two companies owning the road consolidated as the Indianapolis & Cincinnati Railroad Company. The Lafayette & Indianapolis Company was incorporated January 19, 1840, completing its road from Indianapolis to Lafayette in June, 1852. and in 1866 this road was purchased by the Indianapolis & Cincinnati, the consolidation becoming the Indianapolis, Cincinnati & Lafayette Railroad Com-

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pany. The same year the company acquired by perpetual lease the Cincinnati & Indiana, and in 1870 the property went into the hands of a receiver, and a new company, reorganized in 1873, operated it until 1876, when it again went into the hands of a receiver, thus continuing until foreclosure sale in February, 1880, when the bondholders purchased it and organized the Cincinnati, Indianapolis, St. Louis & Chicago Railway Company. The company has acquired the Kankakee line between Cincinnati and Chicago, Kankakee & Seneca road, owned jointly by this company and the Chicago, Rock Island & Pacific Company, with whose line it connects at Seneca, Ill.; the Columbus, Hope & Greensburg railroad from Columbus, Ind., to Greensburg, Ind.; the Lawrenceburg branch from Lawrenceburg to Lawrenceburg junction, Ind., all owned by the company, besides a number of leased lines, including the Harrison Branch railroad; Fairland, Franklin & Martinsville railroad; Cincinnati, Lafayette & Chicago railroad, and Vernon, Greensburg & Rushville railroad. On June 27, 1889, it acquired the entire system of the Cleveland, Columbus, Cincinnati & Indianapolis railroad, popularly known as the " Bee Line," when the name of the entire system was changed to the present style.

The properties thus acquired constituted one of the most important of Ohio roads, having been originally chartered March 12, 1845. The "Bee Line" became a popular connection between Cleveland, Columbus and Cincinnati, and between Cleveland, Indianapolis and St. Louis, and when acquired by the " Big Four," made of that a compact system, radiating from Cincinnati as its principal point, Northeast to Cleveland, Northwest to Indianapolis & Chicago with other lines to Peoria, St. Louis and Cairo, Ill.; the " Big Four " also controlling the White Water Valley; Cincinnati, Wabash & Michigan; Cairo & Vincennes; Ohio, Indiana & Western; Cincinnati, Sandusky& Cleveland; Columbus, Springfield & Cincinnati, and other lines. This system connects at the Central Union station in Cincinnati with the trains of the Chesapeake & Ohio; Queen and Crescent; Baltimore & Ohio Southwestern; Louisville & Nashville; and Kentucky Central railways for all the principal points in the East, Southeast and South. The total length of all lines owned, leased and operated in the " Big Four " system amounts to 2,336. 11 miles.

The board of directors is composed of Cornelius Vanderbilt, William K. Vanderbilt, Chauncey M. Depew. J. Pierpont Morgan, George Bliss, H. McK. Twombly and James B. Layng, of New York; S. J. Broadwell, Alexander McDonald, Melville E. Ingalls and William P. Anderson, of Cincinnati: Amos Townsend and James Barnett, of Cleveland; Benjamin S. Brown, of Columbus, George A. Farlow, of Boston.

The company is officered as follows: Melville E. Ingalls, president, J. D. Layng, vice-president, Oscar G. Murray. second vice-president. On the 1st of September, 1893. E. O. McCormick, for a long time general passenger agent of the "C. H. & D.," was appointed passenger traffic manager, a new office just created. The other offices are: E. F. Osborn, Secretary, Frank D. Comstock, treasurer, F. A. Hewitt, auditor, and D. B. Martin, general passenger and ticket agent.

CHESAPEAKE AND OHIO RAILWAY COMPANY.

Another valuable acquisition to the railroad interests of Cincinnati was the entrance of the Chesapeake & Ohio railway into the city. This company was reorganized in October, 1888, under its present management, and has been made a specially valuable feeder to the commerce of Cincinnati, besides being a convenient means of transportation for passengers to all Virginia points, Washington and the East. The company has a total mileage of 1,173.8 miles, and over this road runs the widely famed "F. F. V." or " Fast Flying Virginia" solid vestibule train, which is one of the finest and most complete trains ever built by the Pullman Company, affording Pullman sleeping cars to Washington, Philadelphia, New York, Richmond and Old Point Comfort with the "F. F. V." dining car running through

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to New York. It is also the short line to the Southeast, running from Cincinnati via Clifton Forge to Lynebburgh and Danville, Va., and Greensborough, Salisbury and Charlotte, N. C. It is the only direct line to Richmond and Old Point Comfort from Cincinnati, and affords the attractions of safety and luxury of travel, a first class road bed and equipments, through trains all vestibuled. lighted with electricity and heated with steam, while the route followed by the line is one of the finest as regards scenery in the country, and reaches more points of historic interest than any other line in America, being the only line extending through the Virginia battlefields. In every respect, that regards the convenience and comfort of the traveling public this road may compare with the best in the country, and all has been accomplished as the result: of the ability and enterprising management of M. L. Ingalls. who bas been president of the company since its reorganization in October,1888.

Previous to this the road had been for several years in the hands of a receiver, and was in bad shape both physically and financially; but it has been thoroughly rehabilitated and now with new road bed, 75-pound steel rails and first-class rolling stock has been put upon a substantial basis with earnings largely increased. Mr. Ingalls, who has also been for twenty years at the head of the "Big Four " system, is recognized as one of the most accomplished railway managers in America. In addition to President Ingalls, the officers of the executive department are George T. Bliss, of New York, first vice-president; Decatur Axtell, of Richmond, Va., second vice-president, and C. E. Wellford, also of Richmond, secretary. The headquarters of the operating department are at Richmond, George W. Stevens being general manager, while H. W. Fuller is general passenger agent, with headquarters at Washington, D. C., and C. B. Ryan is assistant general passenger agent at Cincinnati.

The company has twenty or more summer resorts of national reputation along their line, including the Natural bridge, reached by the James River division from Clifton; White Sulphur springs, W. Va., on the main line, and the Warm, Hot and Healing springs, reached by a trench road twenty-five miles from Covington, Va. This property is owned by a party of gentlemen, including M. E. Ingalls. Drexel, Morgan & Co., William H. Anderson and others, who have expended $1,000,000 in improvements during the last two years.

The Chesapeake & Ohio crosses the Ohio river at Cincinnati on a magnificent iron bridge, which, including its approaches, is 4,812 feet in length, 105 feet above low-water mark, and cost the enormous sum of $3,318,675.

LOUISVILLE AND NASHVILLE RAILROAD.

Another commercial factor of great value to Cincinnati is the Louisville & Nashville railway. Its northern terminus is at the Little Miami station, and the road provides excellent facilities for the extensive southern trade, which finds an outlet here.

Its headquarters are at Louisville, and its connections here include the Kentucky Central division and the Louisville, Cincinnati & Lexington division. On this road double daily trains are run between Cincinnati and Louisville, and New Orleans, Jacksonville and Tampa, Fla., and Memphis, Tenn. Over One or the other of its branches nearly every southern point is reached, and it reaches farther south than any other road out of Cincinnati. The company's Cincinnati offices are on the seventh floor of the Chamber of Commerce. Brent Arnold is superintendent of terminals, and general freight agent for the Kentucky Central division. He is a Kentuckian, but has resided in Cincinnati for twenty-six years, was for eighteen years general agent here for the Louisville, Cincinnati & Lexington railroad, becoming superintendent when that road was purchased by the Louisville & Nashville. Samuel F. B. Morse, division passenger agent of the company here, has been in railway service since 1874, became general passenger agent of the Kentucky Central in 1886, and assumed his present position in January, 1892.

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The Louisville division, which runs from Cincinnati, known its the " Short Line," has recently been entirely reconstructed. All the bridges have been renewed with iron and steel structures of the most approved style of construction, designed for the heaviest type of rolling stock; all the masonry has been repaired, old culverts have been rebuilt, and new ones constructed. so as to make the drainage of the roadbed perfect. Passengers have the choice Of departing from, or entering, Cincinnati at either the Central Union or L. & N, and Pennsylvania stations. Four daily trains in each direction are run between the two cities. The distance is 110 miles. The local officers are: Y, Van Den Berg, trade manager; J. G. Metcalfe, general manager; C. P. Atmore, general passenger agent.

CINCINNATI, PORTSMOUTH AND VIRGINIA.

Prominent among the well-managed railways that center in Cincinnati is that, conducted tinder the style of the Cincinnati, Portsmouth & Virginia Railroad Company. The main line of the road from Cincinnati to Portsmouth was formerly known as the Ohio & Northwestern, which was sold under foreclosure March 13, 1890, the present, company being organized to take over the property in June, 1891. Besides operating its own line between Cincinnati and Portsmouth, the company also operates the Columbus & Maysville railway between Sardinia and Hillsboro, and the company utilizes an ample equipment of rolling stock, its passenger service consisting of four trains each way daily. The general offices of the company are on the fifth floor of the United Bank building, at the corner of Third and Walnut streets, and its terminal in Cincinnati is at the Court. Street station, which is occupied jointly by this road and the Cincinnati, Lebanon & Northern railroad. The officers of the company are Samuel Hunt, president and general manager; Thomas Hunt, secretary and treasurer; W. D. Gray, auditor; E. F. Gray, general freight and passenger agent; J. C. Gleason, train master, and J. C. Homer, master mechanic, Mr. Hunt, the president, is an experienced railroad man, having formerly been division superintendent of the Missouri Pacific railway at Winfield, Kans., in February, 1888, becoming general superintendent of the Ohio & Northwestern road, and becoming president and general manager for the existing company upon its organization. Thomas Hunt, the secretary and treasurer, is a brother of the president, and William D. Gray, the auditor, has been in railway service since 1878, and connected with this road through its different Organizations. All of the other officers are gentlemen of. experience in the various duties belonging to their respective positions, and the road is run upon a practical basis, and forms a valuable feeder to the business interests of Cincinnati. The distance between Cincinnati and Portsmouth is 100 miles.

CINCINNATI, LEBANON AND NORTHERN.

The Cincinnati, Lebanon & Northern Railway Company was organized August 1, 1885, as successor to the Cincinnati Northern Railway Company, whose road was sold under foreclosure June 27, 1885. It is appropriately named the "Highland's route, for while the flood of 1884 reached the height of seventy-one feet above ordinary low-water (nark, this was the only railway line running into the city which was not submerged. It gives the best service to the people of Cincinnati, Norwood, Mason, Lebanon and intermediate points on its road, and with a fine service of twenty daily trains each way, affords special advantages to those who select residence along its route. The Board of Directors is composed of George Hafer, George Bullock, Theodore Cook, Thomas J. Emery, A. S. Winslow, Joseph B. Thomas and L. C. Weir. Mr. Hafer being president and treasurer. He was formerly receiver of the old Cincinnati Northern Railway Company, becoming president of the present company upon its organization. The other officers are Clay Rockwell, auditor, and John P. Winslow, secretary. Mr. Winslow is a well-known member of the Cincin-

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nati bar, while Mr. Rockwell, who has been with this company four years, was formerly employed by the Chicago & Erie railway as general bookkeeper. He also acts as general passenger agent for the road.

CINCINNATI AND WESTWOOD RAILROAD.

This road is an important suburban line, running from the depot of the "C., H. D.," to Glenmore, a distance of eight miles. Thirteen passenger trains are run daily, each way, to accommodate the travel. The officers are: J. N. Gamble, president; P. M. Williams, vice-president; A. D. Shockley, treasurer; N. G. Hildreth, secretary; M. H. Crawford, general traffic manager; J. K. Dimmick, assistant general traffic manager. The offices are in room No, 5, United Bank building, Cincinnati,

CINCINNATI, GEORGETOWN AND PORTSMOUTH.

This company owns and operates the line of narrow-gauge railway from Cincinnati to Georgetown, a distance of 42 miles. It sorts from Columbia, in the First Ward, where connection is made with the Little Miami railroad, and passes through Forestville, Bethel, and Hamersville, to its point of destination. Along its line there are unsurpassed inducements to home-seekers, and there are also fine picnic grounds at Shinn's Grove, Crane's Grove, and Berry's Grove, and a camp-meeting and picnic ground at Amelia.

The terminus proper of the narrow-gauge is at the station of the Little Miami railroad, Butler and Pearl streets. The president, Ralph Peters, is also division superintendent of the Cincinnati division of the Pan-Handle railroad. He has been president of the Cincinnati, Georgetown & Portsmouth railroad since 1888. The vice-president and general freight and passenger agent, E. W. White, who is a native of New Hampshire, is a gentleman of extended railway experience, was formerly in the general office of the "Big Four," but has held his present position since 1885. J. C. McQuiston, the superintendent of the road, was formerly roadmaster of the Indianapolis, Cincinnati and Lafayette division of the "Big Four" system, and is a thoroughly experienced man. H. G. Roelker serves the company as secretary and treasurer.

CINCINNATI SOUTHERN RAILWAY.

It was long the dream of Cincinnati to have direct railway communication with the extreme southern States, the seaboard and the Gulf, for the purpose of drawing trade hither; but owing to opposition and other drawbacks, many years rolled away before the dream was fully realized. As early as 1837 a charter was procured to build a railway from Charleston, S. C., to Cincinnati, the Palmetto City to become the terminal on the seaboard for the commerce of the Queen City. But Kentucky made objections to the line passing through her territory, and the project was reluctantly abandoned. In the meantime the Civil war put a stop to the project. On the restoration of peace, however, it was revived, and stronger efforts made to carry the scheme through. Under date of May 19, 1869, an act was secured from the legislature authorizing the city of Cincinnati to issue bonds to the amount of ten million dollars, to be used in the construction of a railroad to Chattanooga, which had been fixed upon as the objective point. Chattanooga being the gate city to the South, Now Orleans, Charleston and Memphis could easily be reached by other railroads from that terminal. Kentucky still looked upon the movement coldly because of the antagonism of the Louisville & Nashville Railroad Company, which was jealous of a great competing line passing through their territory. The permission by the legislature to issue bonds had to be endorsed by the taxpayers of Cincinnati, and there was strong opposition of course. After an exciting fight, however, the measure was endorsed by a majority vote, and the great enterprise

HISTORY OF CINCINNATI AND HAMILTON COUNTY. - 297

was put under way in December, 1873. After a short time it was found necessary to raise more money, and a second investment of six million dollars was voted in 1876, The work of construction was vigorously prosecuted, but before the road was completed it became necessary to raise more money by a third loan. And when the railroad was finished in 1881, Cincinnati found that she had twenty million dollars invested in the enterprise.

The completion of the road, popularly known as the " Queen and Crescent, " was hailed with delight by the people, and a great convention, at which all the officials of the Southern States were represented, was held in Music Hall in honor of the opening of this great southern thoroughfare. There was a banquet and speeches, and the meeting was closed by entering into a compact between the North and the South to perpetuate commercial harmony between the two sections of the country.

In the construction of this railroad Cincinnati enjoys the peculiar distinction of being the first city in the world to build a railway on its own account. When it was finished the road and all its properties were leased to a corporation known as the Cincinnati, New Orleans & Texas Pacific Railway Company, for twenty-five years from the 12th of October, 1881, upon a basis of an increasing rental, limited at the highest point to $1,250,000. Recently the East Tennessee, Virginia and Georgia Railroad Company secured a controlling interest in the lease, and assumed the management, but being unable to meet the interest due the city, the road passed into the hands of a receiver early in 1893.

To be exact, Cincinnati has invested in this railroad enterprise*:

Roods outstanding. $18,610,000 00

Net amount of interest to date 10,797,287 88

Total paid in for sinking fund 2,330,126 50

Total $31,737,414 38

Less sinking fund (estimated) 3,720,678 00

Total cost of the road to elate (April, 1893) $28,016,736 38

Mayor Mosby regards the railroad worth every dollar it cost the city, and in the hands or a strong company would become a dividend-paying property, and he therefore advocates its sale. In speaking of the resources of the city he says: "There is probably no city in the United States that possesses an asset that is entirely foreign to municipal government, the disposal of which would entirely pay its indebtedness, and therefore it is safe to say that Cincinnati is the richest municipal government in the United States."

It is believed by many, however, that, if the city retains control of this railway, in course of time the property will so appreciate in value that the interest on the investment will pay the taxes of the city. The interests of the city are looked after by a board of trustees, consisting of five members, appointed by the Superior Court. Under the terms of the lease, the company now operating the road does distinctly agree that a sum of $12,000 will be paid every year to maintain that board. The lessee company, in other words, pays each trustee $2,000, and the remaining $2,000 is to defray the salary of the secretary and off ca expenses.

The distance to Chattanooga from Cincinnati, via the "Queen and Crescent," is 338 miles; New Orleans, 830. On leaving Cincinnati, the Ohio river is crossed on a splendid trestle bridge from the foot of Horn street to Ludlow, Ky., about one mile in length (including its approaches), and 1021 feet above low-water level. It was commenced in 1875, and completed in December, 1877, at a cost, exclusive of the right of way, of $511,683. The route then lies through the rich farming lands of the famous "Blue Grass" section of Kentucky; the beautiful city of Lexington (eighty-two miles distant), the former capital of the State and home of the peerless

*See message of Mayor Mosby, April, 1893, p. 50. Also message, 1892, p.94.

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Henry Clay, whose monument is in plain view from the ear windows; High Bridge, where the road crosses the Kentucky river, one of the grandest scenes on the continent; thence through the foot-hills of the Cumberland range, and on amidst picturesque and charming scenery to Chattanooga, with Missionary Ridge and the battlefields in view.

The officers of the traffic department of the Cincinnati & Southern, with headquarters in Cincinnati, are as follows: S. M. Felton, receiver; D. Miller, traffic manager; D. G. Edwards, general passenger and ticket agent; U. P. Bites, assistant general freight agent. The offices are in the St. Paul building, West Fourth street.

CINCINNATI NORTHWESTERN RAILWAY.

This line, which affords great convenience to suburban passenger travel, runs from Cincinnati to lit,. Healthy, a distance of fourteen miles, passing through Cumminsville, College Hill, Belmont, Mt. Airy and Summit Grove, to point of destination. Nine passenger trains, each way, are run. The officers of the road are as follows: Robert Simpson, president and general manager: John R. Davey, vice-president; Henry Bohl, treasurer; W. T. Simpson, secretary: Arthur Waters, Superintendent. John E. Bruce, general counsel; F. H. Simpson, passenger agent. The general officers are in Cincinnati.

The foregoing railroads may be regarded its special Cincinnati enterprises, but altogether there are twenty railroads, either by direct lines or traffic arrangements, which converge upon the city, and give it direct communication with all points. Nearly all the foreign roads, thus entering the city, maintain offices in Cincinnati; for the purpose of soliciting business for their lines.

STREET RAILWAYS.

The street-railway system of Cincinnati is exceptionally fine, rendering it possible to reach all points, including the distant suburbs and towns on the Kentucky side of the river, quickly and cheaply, five cents being the universal rate of fare. In early times passengers desiring to ride to their homes were carried in omnibuses, stage coaches, and other slow-motion vehicles. This mode of transit was not only slow, but expensive, when compared with the speed and cost of the present day. Streetcar routes were first authorized by ordinance bearing date July 1, 1859, which prescribed the terms and conditions upon which they could be operated. Previous to starting the original companies Were compelled to buy out, at a valuation agreed upon by arbitration, the omnibus and stage lines running at that time, which, with other onerous exactions, resulted in bankrupting in a very few years every street railroad company organized at that tune.

Route No. 1 was established by ordinance passed July 13, 1859, and extended front Fourth and Main streets to Fifth, to Western row (now Central avenue), to the then "Brighton House," returning on Baymiller to Findlay, to John, and Fourth to Main. Subsequently authority was granted and the direction of the route reversed. July 25, 1879, an extension was granted from the "Brighton House" corner, by double track on Harrison avenue and Westwood avenue to the terminus of the latter, Subsequently an extension was made. The circuit length of the line is 8.3 7 miles. Horses are still used. Routes 2, 4. 5, and 7 were established under the same ordinance, all running in different directions, except route 7, which was not. authorized until January 25, 18(10. No. d was never constructed. On October 25, 1889, route 7 was extended over route 5. and electric motor power authorized. This route has since been extended over other lines.

* For the history in detail in which all the streets traversed by the various lines are named, see annual messages of Mayor John B. Mosby, April, 1893, pp. 33-48. In that elaborate report the writer is indebted for the facts contained in this condensed history of the railway System.

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No. 8 was established August 19, 1864. Subsequently it was extended, and the owners constructed, under the steam railroad law an inclined plane and obtained the right under ordinances passed December 1, 1871, and October 27, 1876, to extend existing tracks in such manner as to reach the incline, both top and bottom. By resolution of the Board of Public Works, passed September 24, 1886, the company was authorized to adopt electricity, and subsequently they were authorized to extend their line to Carthage. The length of the circuit is 17 miles, and the fare is five cents to the corporation line and tan cents beyond.

Route No. 9 was originally established October 8, 1868; October 22, 1886, it became a cable line propelled by steam machinery. No. 10 was established as a horse line January 12, 1872: January 30, 1880, extensions were granted; December 20, 1881, further extensions were authorized, and a change to cable permitted.

Routes No. 11 and 12 were not built. No. 13 was established December 29, 1874. The Cincinnati Street Railway Company, which constructed this line to Avondale, purchased at an expense of $65,000 to $70,000 the Reading turnpike to the corporation line of Avondale, graded it down and operated it for some years as a horse-car line. October 18, 1889, electricity was authorized. The circuit length is 17.13 miles and the fare is five cents one way. No. 14 was laid out and an effort, made to establish it by council proceedings, which failed. It was called the "gridiron," as it jumped all over the city nearly, touching the foot of each of the inclined planes. No. 15 was established September 29, 1876, and ran between Fountain Square and the Mt. Adams incline. No. 16 was started November 16, 1877, and ran from the upper depot of Mt. Adams incline via Eden Park to the corporation line. On March 22. 1886, an ordinance was passed anthorizing routes 10 and 16 to use cable. The circuit length is 11.93 miles. No. 17 was established October 24, 1879, as an extension of the Mt. Auburn line (route No. 8), but it was never constructed except as a part of other routes.

Route No. 18, established by ordinance March 26, 1880, commenced on Colerain pike opposite entrance to the Wesleyan cemetery, and after passing through various streets meandered on down to Fountain Square. October 27, 1886, an extension was granted and authority granted to use electricity. This is the only instance in the city Where the flue has been actually increased, but it was likewise the first electric road constructed, and electricity was but an experiment. October 18, 1889, an extension was granted, and the circuit is 13.59 miles. No. 19 was established by ordinance, but has never been constructed. No. 20, known at the time of its establishment as the "grass-hopper," jumped about from one existing line to another so as to get a route by building; very little track from Fifth and Main streets to Dalton and Liberty, was authorized February 24, 1883, hut never constructed. No. 21 was established September 8, 1882, and runs from the top of Price-Hill incline to St. Peter's cemetery out in the country, and is operated as a horse line. Circuit length 3.13 miles. No. 22 was established June 25, 1886, and runs on Sycamore street from Fourth to Burnett avenue, thence through Avondale to Main avenue. It is a cable road, and the circuit is eight miles.

The ordinance awarding the contract for route No. 23 was passed May 25, 1892. It commences at Central and Colerain avenues, and after running some distance ascends on an incline and runs to North corporation line. No. 24 was authorized in 1892, but it was not constructed.

The Spring Grove avenue line originally ran from Harrison avenue along Spring Grove avenue to the cemetery of Spring Grove. On March 19, 1880, it was extended by ordinance to Fountain Square. In July of that year the road and its extensions were acquired by the Cincinnati Street Railway Company, and the circuit length of the route as now operated is 13.32 miles. The extension grants twenty-five years.

The Eighth street line was originally established as a line running from Sedamsville, along the Lower River road to Slop street, obtaining its grant from the

300 - HISTORY OF CINCINNATI AND HAMILTON COUNTY.

township trustees. On July 2, 1875, an ordinance was framed by the council of Cincinnati extending the route on Main to Evans, to Eighth, to Central avenue, to Sixth, to Walnut, to Fourth, to Elm, to Eighth, and returning to foot of Price-Hill incline. On August 23, 1876, an additional extension was granted, and still another March 2, 1877. The route is owned and operated by the Cincinnati Street Railway Company, and at this writing (August, 1893,) it is hard at work on an extension which will be of great service to the public. The original grant was perpetual the extension is for twenty-five years. The regular route is a five-mile circuit, and its branches 4.25 miles.

LINES ACROSS THE RIVER.

The Newport & Cincinnati Street railroad and the Cincinnati & Newport Street railroad grant, passed February 25, 1881, commencing at the Newport and Cincinnati bridge, running west on Pearl street to Broadway, Broadway to Fourth, Fourth to Walnut, Walnut to Fifth, east on Fifth to Broadway, south on Broadway to Pearl, east on Pearl to Newport and Cincinnati bridge, over which it passes to the city of Newport and Bellevue and Dayton.

The South Covington Street railway and the Newport, Covington & Cincinnati Street railway, under ordinances passed September 1, 1871, and November 2, 1877, were permitted to run cars from the Suspension bridge on Front to Walnut, Walnut to Fifth, thence to Vine, south on Vine to Front, east on Front to Suspension bridge, over which it passes to the city of Covington.

The South Covington & Cincinnati Street Railway Company has opened the York street line to Newport. This line has only a few hundred feet of construction within the city limits, as the cars are operated over the lines of the other railroads from the foot of Broadway to Fountain Square.

A line has recently been extended to Fort Thomas, in Kentucky, which affords easy and quick communication with that point from Fountain Square. A ride over this route is a charming one as a splendid view of the city and surrounding country is had from the hills of Kentucky.

A summary of the electric railways in the city shows a total of 255 miles of wire and 4,764 poles used to operate a total of 274 cars, equipped with about 8,640 horse-power in electric motors. There are at the present writing twenty-two separate street railway lines, but this number will soon be increased to meet the demands of the growing city and suburbs. In 1875 there were only forty-five miles of streetcar tracks; to-day there are nearly 200. In a short time all horse car lines will have disappeared from the streets, and only electricity and steam (cable) will be in use. The horse-car has had its day; let it give way to the greater power and more desirable improvement of modern times.

Nearly all the foregoing street-car lines start from, and return to, Fountain Square, that being the center, as it were, of the system. It is an interesting sight to stand, on a corner opposite this square and watch the numerous cars arriving from the four points of the compass, crossing each other's tracks in symmetrical curves, and departing to make their circuits. And as they move with clock-like precision, the scene is particularly animating to the observer who witnesses it for the first time. This radiating center enables a stranger to secure a car to any point in the city or suburbs without trouble, as all bear the names of the places to which they run.