Below are several letters to the editor, you might call them. But in reality they are a bit different that what we see today when writing to the editor of a magazine. I trust you'll enjoy these tidbits and might help your creativity. I tried to correct all the 'b's and 1 to 'I's but I may have missed a few. Enjoy!
LlNCOLN, NEB.
It has been more than a year since I have seen anything in the Journal from No. 8. So l will take the pleasure of writing a few lines in behalf of No. S and No. 170.
Several of the brothers have left here trying to better themselves, and we wish them all success in their new place of duty.
Brother Riggs is working out of Dodge City, Kansas; and Brother Thomas is working at St. Louis. Sister Riggs has gone to her hushand to see that he is taken care of and that his lunch hasket is well tilled with good things to eat. I think the railroad boys are the ones who need lots of good things to eat, for they work hard enough to get them. We miss Sister Riggs, for she has heen a faithful memher of our lodge. Sister Fifer has also left us; and we expect to see Sister Thomas leave here, to go to her hushand at St. Louis.
We had three applications to work on at our last meeting, and have the promise of several more.
No. 170 is getting new memhers right along, and that gives us a chance to get more memhers for our lodge.
Several of the boys have been on the sick list, but are daily reporting for work.
The brothers have rented another hall. I think it is as nice a hall as any of the B. R. T. hoys have. I hope that the hrothers will attend meetings more regularly than they have, for they cannot find a hetter place to go to spend Sunday afternoons. I like to see my hushand go to lodge. I also wish to say that all visiting brothers and sisters are welcome here, for one will not find a better set of members to entertain people than those of No. 8 and No. 170.
May the guiding angel watch over us all.
I remain yours in sisterly love,
Fireside Companion.
Mccook, Neb.
It is with pleasure I take this opportunity of writing to the Journal. I have been waiting for some time to see if some one would write a few lines in behalf of C. W. Bronson Lodge, No. 487, and as I have a few spare moments while waiting for the return of my hushand from his run, I will, for the first time, try and let its readers know that No. 487 is progressing nicely, they are taking in new memhers at nearly every meeting; and we have as fine a set of B. of R. T. hoys here as you will find am where, and I am proud to say that my hushand is one of the Order, and I think all trainmen ought to belong.
No. 487 gave its third annual ball New Year's eve., and it was a grand success both socially and financially.
There is no Auxiliary here, but I hope there will he soon. There has heen some talk ahout it, and if they should organize, I shall be a memher.
I will close, wishing the B. of R. T. boys a happy and prosperous New Year, and may God bless all the railroad boys, is my prayer.
A Trainman's Wife.
HERlNGTON, KANSAS.
I have been a reader of the Journal for a long time, but have not seen anything from No. 456, of which my hushand is a memher, so l felt it my duty to write a few lines. I enjoy reading the Journal, and am always anxious for the first of the month to come, so I can get it.
My hushand is a switchman and works very hard, like all the rest of the railroad men.
Bidding you all good-bye until some future date, I remain an interested reader of the Journal.
A Switchman's Wife.
TRENTON.
To the boys of Monett Lodge No. 513:—It is with much pleasure l take the opportunity of writing to the Journal, as I feel interested in the hoys and the grand Order to which they belong. Organization tends to hind the memhers together as one, and makes their interests identical.
Now, dear boys, you are exposed to danger every day; he watchful and prayerful and kind to one another. Be always on your guard and put your trust in Him, who doeth all things well.
Wishing you all prosperity, I am,
A Brakeman's Mother.
LOUlSVlLLE & NASHVlLLE R. R.
l have watched the pages of the Journal, hoping to find something interesting from the hoys of No. 436, hut find no one speaking its praise. l would like to say a few words in regard to the hoys. My hushand is a memher of this lodge, and he says they are getting along splendidly and have u good set of hoys. He don't get to attend lodge meeting very often, hut 1 hope things will he arranged soon, so he can attend regularly.
May God protect the railroad hoys, and may they learn to know it is His watchful care that guides them safelv home to their loved ones, who watch and wait their return, is the prayer of, MRs. E. B. D.
AUXlLlARY.
Having a few spare moments I will pleasantly employ them by writing to the Journal. I am a memher of the Auxiliary, and finding many letters from No. 4, I at last began to think it was my turn to let our sisters and the Brotherhood know that we are alive and doing nicely. We should write often and thus encourage others to do so.
We have twenty-nine members, all of them interested and working hard to increase the membership. We have not as many members as we ought to have, considering the numher of Brotherhood men in this vicinity. We shall have to throw out our net and see if we cannot make No. 4 the largest in the Auxiliary.
Wishing all the lodges a prosperous New Year, I remain, in S. L., - A Member.
TUSCUMBlA, ALA.
I will devote a few minutes to writing to the Journal, in behalf of the hoys of Lodge No. 411. This lodge has not heen organized more than two months, but it has a splendid start.
It is a new year, and let's welcome it with a cheerful heart.
I hope the boys will take an interest in their lodge and attend as often as possihle.
I hope those who have not joined will do so at their first opportunity. Only a short time ago l heard a man say he had never seen on any road, a set of men to surpass our hoys on the M. & C, for generosity; and, indeed, everything which goes toward making them a true set of God's noblemen.
With hest wishes and a happy New Year, I remain, your true friend, M. B. S.
FOR NO. 540.
My hushand is a memher of this lodge, and I thought it very proper to say a word or two in reference to the good work the lodge has heen doing. Everything appears to be going on very nicely with the memhers, and the lodge is in a very prosperous condition. I have read the Journal for the past four years, and am very much interested in it.
Hoping that the members of No. 540 will stand by their organization, and with best wishes to them, I am, A Brakeman's Wife.
Source: The Railroad Trainman
Showing posts with label railroad. Show all posts
Showing posts with label railroad. Show all posts
Friday, March 13, 2015
Friday, March 6, 2015
Interior of Gentlemen's Railroad Car, Ladies' Parlor Car & Dining Car
Once in a while I come upon an illustration and description that I find would be helpful for period information. Today's tidbit is just that. A description of a couple of cars along with an illustration of the Gentlemen's Car, Enjoy!
A model of railroad excellence is the Chicago & Alton's Sunset Limited, which runs hetween Chicago, lllinois, and San Francisco, California. The route is through the most heautiful part of the country into nature's own perfumed California. The train, interior views of which are given, is one of the finest in the world and is the finest train hetween Chicago and the Coast. The cars are of the highest type of the car huilder's art and demonstrate the excellence of the modern railroad system.
Following the locomotive the first car is appropriately called "composite," a small compartment in the forward end heing set apart for the storage of haggage, the center heing fitted with harher shop, hath rooms, toilet apartments and huffett, while the rear contains an ample apartment given up to men as a smoking, reading and writing room. Wide plate-glass windows light this particularly comfortahle apartment, which, with its sofas, hig easy chairs, etc., closely resemhles the lounging room of a metropolitan club. The finish of the composite car is in polished oak; the upholstering, fawn colored plush.
COMBlNATlON LADlES' PARLOR AND COMPARTMENT CAR.
This, the second car in the train, is an innovation, heing the first time in the history of travel that a parlor, lihrary and reading room has heen especially provided for ladies. Here is given the same opportunity for restful existence which gentlemen enjoy in their smoking and lounging apartment. The lihrary is well selected, the dally papers, magazines and weekly periodicals are gratuitously furnished, and writing tahles with special stationery are installed. The apartment is really an expansive ladies' parlor and ohservation room, for the chairs, lounges, etc., are luxuriously comfortahle, and long plate-glass windows occupy most of the walls. An unohstructed view of the scenery on either side can he had. ln addition to the parlor there are seven private compartments, arranged to he occupied singly or en suite. Entrance is from an outside aisle, securing strict privacy, and each of the compartments has its own lavatory and toilet appurtenances. The ladies' parlor is finished in vermilion wood with slate-green plush upholstering, while the seven compartments are finished in woods of different colors — red and white mahogany, vermilion and walnut, with harmonizing tints of hlue and maroon plush, upholstering to match.
TWO DOUBLE DRAWlNG-ROOM SLEEPlNG CARS.
Two douhle drawing-room ten-section sleeping cars come next. The drawing rooms are finished in white mahogany, with red plush upholstery. Each has toilet room and lavatory. The hody of the cars, containing the standard sleeping car sections, is finished in vermilion wood, the upholstery heing fawn-colored plush.
THE DlNlNG CAR
Completes the train. lts woodwork is in quartered oak, stained to a fine color. ln alcoves along the sides are potted plants and ferns. lndividual chairs are at the mahogany tahles, and the sparkle of cut glass, the glitter of silver, and the sheen of snowy linen add charm to a perfect meal perfectly served.
Source: The Railroad Trainman ©1898
A model of railroad excellence is the Chicago & Alton's Sunset Limited, which runs hetween Chicago, lllinois, and San Francisco, California. The route is through the most heautiful part of the country into nature's own perfumed California. The train, interior views of which are given, is one of the finest in the world and is the finest train hetween Chicago and the Coast. The cars are of the highest type of the car huilder's art and demonstrate the excellence of the modern railroad system.
COMBlNATlON LADlES' PARLOR AND COMPARTMENT CAR.
This, the second car in the train, is an innovation, heing the first time in the history of travel that a parlor, lihrary and reading room has heen especially provided for ladies. Here is given the same opportunity for restful existence which gentlemen enjoy in their smoking and lounging apartment. The lihrary is well selected, the dally papers, magazines and weekly periodicals are gratuitously furnished, and writing tahles with special stationery are installed. The apartment is really an expansive ladies' parlor and ohservation room, for the chairs, lounges, etc., are luxuriously comfortahle, and long plate-glass windows occupy most of the walls. An unohstructed view of the scenery on either side can he had. ln addition to the parlor there are seven private compartments, arranged to he occupied singly or en suite. Entrance is from an outside aisle, securing strict privacy, and each of the compartments has its own lavatory and toilet appurtenances. The ladies' parlor is finished in vermilion wood with slate-green plush upholstering, while the seven compartments are finished in woods of different colors — red and white mahogany, vermilion and walnut, with harmonizing tints of hlue and maroon plush, upholstering to match.
TWO DOUBLE DRAWlNG-ROOM SLEEPlNG CARS.
Two douhle drawing-room ten-section sleeping cars come next. The drawing rooms are finished in white mahogany, with red plush upholstery. Each has toilet room and lavatory. The hody of the cars, containing the standard sleeping car sections, is finished in vermilion wood, the upholstery heing fawn-colored plush.
THE DlNlNG CAR
Completes the train. lts woodwork is in quartered oak, stained to a fine color. ln alcoves along the sides are potted plants and ferns. lndividual chairs are at the mahogany tahles, and the sparkle of cut glass, the glitter of silver, and the sheen of snowy linen add charm to a perfect meal perfectly served.
Tuesday, October 28, 2014
Railroad Approaches to Cincinnati, OH, 1875 Part three
This is the third of a three part series on the routes taken to Cincinnati via railroad.
APPROACH NO. 5.
All trains over the Pittsburg, Cincinnati, and St. Louis Railroad pass through the suburbs as follows:
Xenia—65 miles, with 8,000 inhabitants. A beautiful town. The train passes the town on the left. The Springfield Branch of the Little Miami joins the main line here, as does also the Dayton and Western Branch.
Morrow—36 miles, with 1,500 inhabitants. The train passes through the middle of the town. A very handsome place, surrounded by a beautifully picturesque country. The residence of many officials • of the Little Miami Railroad.
Loveland—Described under Approach No. 3.
Branch Hill—20 miles, with 500 inhabitants; adjoins Symmes Station on the Marietta and Cincinnati Railroad. The Little Miami River flows between the two places, and they are connected by a handsome suspension-bridge. The scenery in this vicinity is charming.
Miamiville—17 miles, with about 600 inhabitants. A purely rural village.
Camp Dennison—16 miles, with 400 inhabitants. \ A place well known as barracks and rendezvous during the war. The storehouses, hospitals, and dwellings built by the Government are now turned to business purposes.
Milford—14 miles, with 2,000 inhabitants. A handsome, lively suburb, situated on the left bank of the Little Miami River.
Gravelotte—13 miles. The whole distance between this place and Milford is dotted with handsome residences.
Plainville—9 miles, with about 200 inhabitants. Situated on the Little Miami River.
Linwood—6 miles, also the station for Mount Washington. The latter lies three miles to the east on the highlands, and boasts of many beautiful landscape views. An omnibus connects with the trains.
Columbia—4J miles. A station within the city, in the first ward, situate on the bank of the Ohio. The hills of Kentucky, with the villages of Dayton and Bellevue, on the opposite bank of the river, can be seen to the left. The train now passes through suburbs called Tusculum, Delta, and Pendleton, which form one continuous street to the depot. At the latter place, the high hills on the right mark the boundary of Eden Park. At Pendleton are situated the locomotive works, round-house, and general car-shops of the Little Miami Railroad. Just before entering the depot, the City Water Works Building is seen on the Jeft.
APPROACH NO. 6.
All trains over the Louisville, Cincinnati, and Lexington Railroad pass through the suburbs as follows:
Worthville—20 miles, with about 1,500 inhabitants. Settled in a thickly populated section of country.
South Covington—4 miles, with 1,000 inhabitants. A very beautiful suburb.
Newport—1 mile, with 26,000 inhabitants.
The train now crosses the Ohio River on an iron bridge 3,000 feet in length and 105 feet above low water level. To the left, while crossing the bridge, are seen on the Kentucky side the Newport Military Station, the mouth of the Licking River, and the palatial residence of Amos Shinkle, Esq. On the Cincinnati side a fine view of the levee or public landing, in the centre of which is seen the Union Bethel Building. Down the river a splendid view of the great Suspension Bridge. After crossing the bridge the train sweeps to the right on a curve, and goes down-grade at the rate of 105 feet to the mile, over a fine causeway or trestlework 800 feet in length. Passes the City "Water Works Building, and then backs into the depot.
The Little Miami Railroad Depot, Kilgour and Front Streets, is within 20 minutes' ride or 15 minutes' walk of the Post-office. Erected in 1851. Length, 450 feet; width, 60 feet. Has ladies' and gentlemen's waiting-rooms and dining-rooms and telegraph on second floor. Eating and news-stand stand on platiorm-floor. Sidings will accommodate 400 freight cars. Every twenty-four hours 13 passenger and 9 freight trains arrive, and the same number depart from the depot.
The Kentucky Central Depot is the terminus of the Kentucky Central Railroad. All trains over the Kentucky Central Railroad pass through the suburbs as follows:
Falmouth, Ky.—40 miles, with 1,000 inhabitants. Situated handsomely between the Licking River and its south fork.
Boston, Ky.—301 miles, with 200 inhabitants. Picturesquely situated on the west bank of the Licking River.
Butler, Ky.—28 miles, with about 300 inhabitants. A handsome village on the Licking.
Canton, Ky.—14 miles, with 100 inhabitants. A new place, pleasantly located on the Licking.
Covington, Ky.—1J miles, with 36,000 inhabitants. A line of omnibuses (fare 50 cents) and street cars (fare 10 cents) connect with the city.
The Kentucky Central Depot, Eighth and Washington Streets, is within 15 minutes' drive of the Post-office. The depot accommodations are rather limited, but there is a waiting-room, telegraph office, and lunch-counter. Every twenty-four hours 3 passenger and 2 freight trains arrive, and the same number depart from the depot. The round-house, which is a fine building, can house 30 locomotives. The siding will accommodate 500 freight cars. Offices in the second story of the depot.
Kentucky Central Depot
APPROACH NO. 5.
All trains over the Pittsburg, Cincinnati, and St. Louis Railroad pass through the suburbs as follows:
Xenia—65 miles, with 8,000 inhabitants. A beautiful town. The train passes the town on the left. The Springfield Branch of the Little Miami joins the main line here, as does also the Dayton and Western Branch.
Morrow—36 miles, with 1,500 inhabitants. The train passes through the middle of the town. A very handsome place, surrounded by a beautifully picturesque country. The residence of many officials • of the Little Miami Railroad.
Loveland—Described under Approach No. 3.
Branch Hill—20 miles, with 500 inhabitants; adjoins Symmes Station on the Marietta and Cincinnati Railroad. The Little Miami River flows between the two places, and they are connected by a handsome suspension-bridge. The scenery in this vicinity is charming.
Miamiville—17 miles, with about 600 inhabitants. A purely rural village.
Camp Dennison—16 miles, with 400 inhabitants. \ A place well known as barracks and rendezvous during the war. The storehouses, hospitals, and dwellings built by the Government are now turned to business purposes.
Milford—14 miles, with 2,000 inhabitants. A handsome, lively suburb, situated on the left bank of the Little Miami River.
Gravelotte—13 miles. The whole distance between this place and Milford is dotted with handsome residences.
Plainville—9 miles, with about 200 inhabitants. Situated on the Little Miami River.
Linwood—6 miles, also the station for Mount Washington. The latter lies three miles to the east on the highlands, and boasts of many beautiful landscape views. An omnibus connects with the trains.
Columbia—4J miles. A station within the city, in the first ward, situate on the bank of the Ohio. The hills of Kentucky, with the villages of Dayton and Bellevue, on the opposite bank of the river, can be seen to the left. The train now passes through suburbs called Tusculum, Delta, and Pendleton, which form one continuous street to the depot. At the latter place, the high hills on the right mark the boundary of Eden Park. At Pendleton are situated the locomotive works, round-house, and general car-shops of the Little Miami Railroad. Just before entering the depot, the City Water Works Building is seen on the Jeft.
APPROACH NO. 6.
All trains over the Louisville, Cincinnati, and Lexington Railroad pass through the suburbs as follows:
Worthville—20 miles, with about 1,500 inhabitants. Settled in a thickly populated section of country.
South Covington—4 miles, with 1,000 inhabitants. A very beautiful suburb.
Newport—1 mile, with 26,000 inhabitants.
The train now crosses the Ohio River on an iron bridge 3,000 feet in length and 105 feet above low water level. To the left, while crossing the bridge, are seen on the Kentucky side the Newport Military Station, the mouth of the Licking River, and the palatial residence of Amos Shinkle, Esq. On the Cincinnati side a fine view of the levee or public landing, in the centre of which is seen the Union Bethel Building. Down the river a splendid view of the great Suspension Bridge. After crossing the bridge the train sweeps to the right on a curve, and goes down-grade at the rate of 105 feet to the mile, over a fine causeway or trestlework 800 feet in length. Passes the City "Water Works Building, and then backs into the depot.
The Little Miami Railroad Depot, Kilgour and Front Streets, is within 20 minutes' ride or 15 minutes' walk of the Post-office. Erected in 1851. Length, 450 feet; width, 60 feet. Has ladies' and gentlemen's waiting-rooms and dining-rooms and telegraph on second floor. Eating and news-stand stand on platiorm-floor. Sidings will accommodate 400 freight cars. Every twenty-four hours 13 passenger and 9 freight trains arrive, and the same number depart from the depot.
The Kentucky Central Depot is the terminus of the Kentucky Central Railroad. All trains over the Kentucky Central Railroad pass through the suburbs as follows:
Falmouth, Ky.—40 miles, with 1,000 inhabitants. Situated handsomely between the Licking River and its south fork.
Boston, Ky.—301 miles, with 200 inhabitants. Picturesquely situated on the west bank of the Licking River.
Butler, Ky.—28 miles, with about 300 inhabitants. A handsome village on the Licking.
Canton, Ky.—14 miles, with 100 inhabitants. A new place, pleasantly located on the Licking.
Covington, Ky.—1J miles, with 36,000 inhabitants. A line of omnibuses (fare 50 cents) and street cars (fare 10 cents) connect with the city.
The Kentucky Central Depot, Eighth and Washington Streets, is within 15 minutes' drive of the Post-office. The depot accommodations are rather limited, but there is a waiting-room, telegraph office, and lunch-counter. Every twenty-four hours 3 passenger and 2 freight trains arrive, and the same number depart from the depot. The round-house, which is a fine building, can house 30 locomotives. The siding will accommodate 500 freight cars. Offices in the second story of the depot.
Friday, October 24, 2014
Railroad Timbers
Here are some interesting tidbits concerning wooden railroad timbers from a Report about the substitution of metal for wood in railroad ties. ©1890
The Grand Trunk Railway desires that a tree should average four ties, and says "it matters not whether they be hewn or sawn, so long as the upper and lower faces are flat and the sides uncut. Oak ties are taken when sawn on four faces, but no other kind." The ties used by the road—oak, tamarack, hemlock, and cedar—average six to seven years in duration.
The Detroit, Lansing and Northern Railroad, using oak with a life of eight and hemlock with a life of fiv^e years, finds no difference between hewn and sawed ties, " if made of similar timber."
The Kansas City, Fort Scott and Gulf Railroad, using oak with a life of eight years, says: "If made from large timber, no preference is had between ties that are sawn and those that are hewn. Large timber is deemed best."
The preference is given to sawn ties, and from large trees, by the Oregon and California Railroad, using red fir of eight years life; by the Bangor and Piscataquis Railroad, with cedar of fourteen and tamarack of seven years' duration (put iu track when half seasoned, although full seasoning is recognized as preferable); by the Mobile and Northwestern Railroad in Mississippi, "if all heart can be obtaiued and large timber, as it has less sap-wood. The small trees along the lino of road do not make as good ties as the large timber."
The Arkansas Midland Railroad prefers sawed ties, although they are more costly. "Cypress ties should only be sawed from large trees, post oak and white oak ties from small trees are equally as good as from large ones."
The Alabama Great Southern makes a point that the ties should "not be cut through the heart of the tree," the philosophy of which is, probably, that the long-leaf pine ties are liable to have the heart break out and sliver. The significant statement is also made that the oak from the south end of the road is not as durable as that from the mountains on the north end. The difference is probably due to track conditions rather than to locality of growth.
Durability or life of ties.—The life of timber in use as ties is reduced by two causes, namely, a mechanical one, the breaking of the wood fiber by the flange of the rail and by the spikes, and a chemical or physiological one, the rot or decay which is due to fungus growth.0 These causes work either in combination or, more rarely, independently. A soft wood may be easily out into and made useless before rot takes place— as, for instance, in the case of such otherwise durable woods as redwood, chestnut, etc., but the breaking of the fibre iu most cases is only the antecedent and forms part of the favorable conditions for the fungus growth—other timbers may be attacked by rot first, which, of course, is followed soon by a breaking of the fiber.
The exterior conditions6favorable to decay have been discussed at length in Bulletin l; the controllable ones consist mainly in the drainage conditions of the road-bed. Rock ballast is best drained, and hence the best record comes from such road-beds; gravel is next best and clay or loam is about the worst; on the other hand, where soft-wood ties, like chestnut, are used, the hard rock ballast, while unfavorable to decay, reduces their life by pounding and cutting. Sand ballast seems to vary considerably; a sharp, coarse silicious (not calcareous) sand with good under-drain age should be next best to gravel, while some reports give a heavy black soil and loam as better than sand. The reason why sand, although offering good drainage, is favorable to decay, may be sought in its great capacity for heat, which induces fermentation.
Iu Louisiana " ties on black loamy soil rot out in one-third the time of those laid in a clay soil. Ties exposed to the sun all day rot out in less time than those which are shaded a part of the day. Shade and a free circulation of air are requisite to the best lasting of any timber in our climate."
From fifteen years' experience on the Cumberland and Pennsylvania Railroad it is stated that ties supported in stone ballast have 20 per cent. longer life, as far as rot is concerned. The Eastern Kentucky Railroad claims that with slag ballast oak ties will last two years longer than in sand, while on the Cleveland, Columbus, Cinncinnati, and Indianapolis Railway such ties were found to last two years less in slag ballast than in gravel. The nature of the slag, it should not be forgotten, is very varying, and hence its value for ballast. The East Tennessee, Virginia and Georgia Railroad allows in rock ballast eighteen months longer life than in a soil bed, and notes in sandy soil the most rapid decay.
Experience on the Hannibal and St. Joseph Railroad ranges the various kinds of ballast as follows: stone ballast best; next,coarse gravel; next, soil, and worst, cinder and sand ballast.
The New York, New Haven and Hartford Railroad, six years ago, ballasted its road with broken stone to a depth of 14 inches; stone of not more than 2 inches in size was used, and at the rate of 4,000 cubic yards to the mile. It was expected that ties in such a road bed would last two years longer than in gravel ballast. Yet now it is found that, with the heavy traffic, the high rate of speed, and weight of engines and trains and the use of chestnut ties, these do not last more than live years, the cutting of the rail on the upper aud of the stone on the lower side wearing the ties rapidly.
Even the oak tie will succumb to the pounding it receives from such ballast, as the report of the Erie Railroad shows, which, while admitting that ties are less liable to decay in broken stone ballast, finds this ballast "on the heavily used portions of the line hard on the ties, by cutting, so that the oak ties are worn out before they rot."
Thus the life of ties of the same timber varies.considerably, not only according to climate, and character of the timber, and the treatment the ties receive before being laid, but also according to the character of the road bed aud the traffic. From the reports of the283 companies in 1883—which, bythe-by, are now so consolidated that the 85 companies reporting to this year's inquiry represent almost 50 per cent, more mileage than the former 283—the following tabulation has been made, showing the range and average duration of ties of various timbers under present usage. The aim of well-managed roads, of course, should be so to combine conditions of road-bed, inspection, and handling of ties, that the highest average duration at least should be obtained.
The long life given to honey locust in the table on page 25 is probably due to a misnomer, black locust being meant, as honey' locust is probably not a very lasting timber. The duration of mesquite, if sound, is claimed to be interminable.
The Grand Trunk Railway desires that a tree should average four ties, and says "it matters not whether they be hewn or sawn, so long as the upper and lower faces are flat and the sides uncut. Oak ties are taken when sawn on four faces, but no other kind." The ties used by the road—oak, tamarack, hemlock, and cedar—average six to seven years in duration.
The Detroit, Lansing and Northern Railroad, using oak with a life of eight and hemlock with a life of fiv^e years, finds no difference between hewn and sawed ties, " if made of similar timber."
The Kansas City, Fort Scott and Gulf Railroad, using oak with a life of eight years, says: "If made from large timber, no preference is had between ties that are sawn and those that are hewn. Large timber is deemed best."
The preference is given to sawn ties, and from large trees, by the Oregon and California Railroad, using red fir of eight years life; by the Bangor and Piscataquis Railroad, with cedar of fourteen and tamarack of seven years' duration (put iu track when half seasoned, although full seasoning is recognized as preferable); by the Mobile and Northwestern Railroad in Mississippi, "if all heart can be obtaiued and large timber, as it has less sap-wood. The small trees along the lino of road do not make as good ties as the large timber."
The Arkansas Midland Railroad prefers sawed ties, although they are more costly. "Cypress ties should only be sawed from large trees, post oak and white oak ties from small trees are equally as good as from large ones."
The Alabama Great Southern makes a point that the ties should "not be cut through the heart of the tree," the philosophy of which is, probably, that the long-leaf pine ties are liable to have the heart break out and sliver. The significant statement is also made that the oak from the south end of the road is not as durable as that from the mountains on the north end. The difference is probably due to track conditions rather than to locality of growth.
Durability or life of ties.—The life of timber in use as ties is reduced by two causes, namely, a mechanical one, the breaking of the wood fiber by the flange of the rail and by the spikes, and a chemical or physiological one, the rot or decay which is due to fungus growth.0 These causes work either in combination or, more rarely, independently. A soft wood may be easily out into and made useless before rot takes place— as, for instance, in the case of such otherwise durable woods as redwood, chestnut, etc., but the breaking of the fibre iu most cases is only the antecedent and forms part of the favorable conditions for the fungus growth—other timbers may be attacked by rot first, which, of course, is followed soon by a breaking of the fiber.
The exterior conditions6favorable to decay have been discussed at length in Bulletin l; the controllable ones consist mainly in the drainage conditions of the road-bed. Rock ballast is best drained, and hence the best record comes from such road-beds; gravel is next best and clay or loam is about the worst; on the other hand, where soft-wood ties, like chestnut, are used, the hard rock ballast, while unfavorable to decay, reduces their life by pounding and cutting. Sand ballast seems to vary considerably; a sharp, coarse silicious (not calcareous) sand with good under-drain age should be next best to gravel, while some reports give a heavy black soil and loam as better than sand. The reason why sand, although offering good drainage, is favorable to decay, may be sought in its great capacity for heat, which induces fermentation.
Iu Louisiana " ties on black loamy soil rot out in one-third the time of those laid in a clay soil. Ties exposed to the sun all day rot out in less time than those which are shaded a part of the day. Shade and a free circulation of air are requisite to the best lasting of any timber in our climate."
From fifteen years' experience on the Cumberland and Pennsylvania Railroad it is stated that ties supported in stone ballast have 20 per cent. longer life, as far as rot is concerned. The Eastern Kentucky Railroad claims that with slag ballast oak ties will last two years longer than in sand, while on the Cleveland, Columbus, Cinncinnati, and Indianapolis Railway such ties were found to last two years less in slag ballast than in gravel. The nature of the slag, it should not be forgotten, is very varying, and hence its value for ballast. The East Tennessee, Virginia and Georgia Railroad allows in rock ballast eighteen months longer life than in a soil bed, and notes in sandy soil the most rapid decay.
Experience on the Hannibal and St. Joseph Railroad ranges the various kinds of ballast as follows: stone ballast best; next,coarse gravel; next, soil, and worst, cinder and sand ballast.
The New York, New Haven and Hartford Railroad, six years ago, ballasted its road with broken stone to a depth of 14 inches; stone of not more than 2 inches in size was used, and at the rate of 4,000 cubic yards to the mile. It was expected that ties in such a road bed would last two years longer than in gravel ballast. Yet now it is found that, with the heavy traffic, the high rate of speed, and weight of engines and trains and the use of chestnut ties, these do not last more than live years, the cutting of the rail on the upper aud of the stone on the lower side wearing the ties rapidly.
Even the oak tie will succumb to the pounding it receives from such ballast, as the report of the Erie Railroad shows, which, while admitting that ties are less liable to decay in broken stone ballast, finds this ballast "on the heavily used portions of the line hard on the ties, by cutting, so that the oak ties are worn out before they rot."
Thus the life of ties of the same timber varies.considerably, not only according to climate, and character of the timber, and the treatment the ties receive before being laid, but also according to the character of the road bed aud the traffic. From the reports of the283 companies in 1883—which, bythe-by, are now so consolidated that the 85 companies reporting to this year's inquiry represent almost 50 per cent, more mileage than the former 283—the following tabulation has been made, showing the range and average duration of ties of various timbers under present usage. The aim of well-managed roads, of course, should be so to combine conditions of road-bed, inspection, and handling of ties, that the highest average duration at least should be obtained.
The long life given to honey locust in the table on page 25 is probably due to a misnomer, black locust being meant, as honey' locust is probably not a very lasting timber. The duration of mesquite, if sound, is claimed to be interminable.
Tuesday, October 21, 2014
Railroad Approaches to Cincinnati OH, 1875 Part two
This is the second of a three part series on the various rail routes to Cincinnati, OH.
APPROACH NO. 2.
All trains over the Indianapolis, Cincinnati and Lafayette Railroad, the Cincinnati and St. Louis Railroad, and the Cincinnati and Chicago Railroad, pass through the suburbs as follows:
Note.—The White Water Valley Railroad comes in by this approach at Valley Junction, Ind.
La-wrenceburg, Ind. — 25 miles, with 4,000 inhabitants. A pleasantly-situated town; the home of many Cincinnati merchants.
Cleves, Ind.—16 miles, with 500 inhabitants. A flourishing village. Possesses a Presbyterian and a Methodist church and good public-school.
After leaving this place the train passes through a tunnel 1,500 feet in length.
North Bend, Ind.—15 miles, with about 50 inhabitants. The old home of Wm. Henry Harrison, once President of the United States. The old house is yet to be seen, on a delightfully elevated spot. Here the ashes of the aged hero repose, with only a crumbling brick tomb to mark the spot.
Delhi—11 miles, with 50 inhabitants. Handsomely situated on the Ohio River. It has three churches, a Masonic hall, and some tasteful residences.
Trautman's, or South Bend—8 miles; a small village, with Post-office.
Riverside—4 miles, with 500 inhabitants. Naturally a beautiful locality, extending along the Ohio River, and divided into three stations—Riverside, Southside, and Anderson's Ferry. Possesses a few fine residences. It has also a substantial Protestant Episcopal church.
Street-cars connect Riverside with the city.
Sedamsville—2$ miles; a station within the city, in the 21st Ward.
APPROACH NO. 3.
All trains over the Marietta and Cincinnati Railroad pass through the suburbs as follows:
Loveland—26 miles, with 600 inhabitants. The crossing of the Marietta; and Cincinnati with the Little Miami Railroad. It is built on high ground, on the banks of the Little Miami River, and has some beautiful scenery. It possesses three churches, one school-house, a Masonic hall, and has an Agricultural and Horticultural Society that has been in existence twenty years.
Symmes Station—22 miles, with about 150 inhabitants. Adjoins Branch Hill on the Little Miami Railroad. The Little Miami River flows between the two places, and they are connected with a handsome suspension bridge. The scenery in this vicinity is charming.
Remington—20 miles, with about 100 inhabitants. A new suburb, picturesquely situated. About one mile west of this place is Montgomery, an old established village with 500 inhabitants. The place has three churches and a school-house. Omnibuses connect with the trains.
Madisonville—13 miles, with 1,000 inhabitants. An old town, settled in 1809. Possesses three churches and a commodious school house. Has a Literary and Musical Association, besides a Masonic and Odd-fellows' hall.
Oakley—12 miles, with 250 inhabitants. Only five miles from the Court-house by the Madisonville turnpike. Contains a few good residences.
Norwood—10} miles, with 150 inhabitants. A handsome suburb. The Norwood heights, seen on the right, reach the greatest elevation in Hamilton County. An Indian mound, from which there is a most extensive and beautiful prospect, is one of the features of the place. This suburb is becoming the home of many prominent city merchants.
Bond Hill—9 miles, with about 100 inhabitants. A new place, settled in 1870.
Ludlow Grove—7J miles. Adjoins the village of St. Bernard, both with about 1,500 inhabitants. Less than twenty years ago this spot was covered with forest trees. It has now a large school-house, a post-office, and a number of handsome residences.
The Catholic cemetery and church of St. Bernard, with spire 170 feet, are seen from the cars.
Winton Place—(See Approach No. 1.)
APPROACH NO. 4.
All trains over the Cleveland, Columbus, Cincinnati and Indianapolis Railroad pass through the suburbs as follows:
Middletown—34 miles, with 4,000 inhabitants, situated pleasantly on the great Miami River. Possesses quite a number of tine residences.
Sharon—17 miles, with 500 inhabitants. A pleasantly situated village. Contains some handsome residences, the homes of Cincinnati merchants.
Newtown—10 miles, with about 600 inhabitants. A handsomely situated suburb. 'Lockland—See Approach No. 1.
Note—The Cincinnati, Cleveland, Columbus, and Indianapolis track joins the track of the Marietta and Cincinnati Railroad at Ludlow Grove.
The Plum Street Depot, Plum Street, corner of Pearl, is within four squares of the Post-office, erected in 1863. Length, 400 feet; width, 64 feet. Has a ladies' and gentlemen's waiting-rooms, an eating-stand, and telegraph office. Sidings will accommodate 1,000 freight cars. Every twenty-four hours 23 passenger and 12 freight trains arrive, and the same number depart from the depot. The officers of the Indianapolis, Cincinnati, and Louisville Railroad have their offices in the railroad building on Central Avenue and Pearl Streets. The round-house and shops of the different roads are down the track, about one mile from the depot.
The Ohio and Mississippi Depot is the terminus of the Ohio and Mississippi Railroad. All trains over the Ohio and Mississippi Road pass through the suburbs by the same route, as Approach No. 2.
Note—The trains of the Ohio and Mississippi stop only at Delhi.
[graphic][merged small]
The Ohio and Missisippi Depot, West Front Street, corner of Mill Street, is within fifteen minutes' walk of the Post-office. Erected in 1873. Has a ladies' and gentlemen's waiting-room, restaurant, and telegraph office. Every twenty-four hours 6 passenger and 5 freight trains arrive, and the same number depart from the depot. Head offices and shops in Saint Louis. Sidings will accommodate 600 freight cars.
The Little Miami Railroad Depot is the terminus of (he Pittsburg, Cincinnati, and St. Louis Railroad (commonly called the Little Miami, and nicknamed the Pan Handle route); the Louisville, Cincinnati and Lexington Railroad (called also the Louisville Short Line).
Note—The Cincinnati and Muskingum Valley Railroad joins this approach at Morrow.
Plum Street Depot
APPROACH NO. 2.
All trains over the Indianapolis, Cincinnati and Lafayette Railroad, the Cincinnati and St. Louis Railroad, and the Cincinnati and Chicago Railroad, pass through the suburbs as follows:
Note.—The White Water Valley Railroad comes in by this approach at Valley Junction, Ind.
La-wrenceburg, Ind. — 25 miles, with 4,000 inhabitants. A pleasantly-situated town; the home of many Cincinnati merchants.
Cleves, Ind.—16 miles, with 500 inhabitants. A flourishing village. Possesses a Presbyterian and a Methodist church and good public-school.
After leaving this place the train passes through a tunnel 1,500 feet in length.
North Bend, Ind.—15 miles, with about 50 inhabitants. The old home of Wm. Henry Harrison, once President of the United States. The old house is yet to be seen, on a delightfully elevated spot. Here the ashes of the aged hero repose, with only a crumbling brick tomb to mark the spot.
Delhi—11 miles, with 50 inhabitants. Handsomely situated on the Ohio River. It has three churches, a Masonic hall, and some tasteful residences.
Trautman's, or South Bend—8 miles; a small village, with Post-office.
Riverside—4 miles, with 500 inhabitants. Naturally a beautiful locality, extending along the Ohio River, and divided into three stations—Riverside, Southside, and Anderson's Ferry. Possesses a few fine residences. It has also a substantial Protestant Episcopal church.
Street-cars connect Riverside with the city.
Sedamsville—2$ miles; a station within the city, in the 21st Ward.
APPROACH NO. 3.
All trains over the Marietta and Cincinnati Railroad pass through the suburbs as follows:
Loveland—26 miles, with 600 inhabitants. The crossing of the Marietta; and Cincinnati with the Little Miami Railroad. It is built on high ground, on the banks of the Little Miami River, and has some beautiful scenery. It possesses three churches, one school-house, a Masonic hall, and has an Agricultural and Horticultural Society that has been in existence twenty years.
Symmes Station—22 miles, with about 150 inhabitants. Adjoins Branch Hill on the Little Miami Railroad. The Little Miami River flows between the two places, and they are connected with a handsome suspension bridge. The scenery in this vicinity is charming.
Remington—20 miles, with about 100 inhabitants. A new suburb, picturesquely situated. About one mile west of this place is Montgomery, an old established village with 500 inhabitants. The place has three churches and a school-house. Omnibuses connect with the trains.
Madisonville—13 miles, with 1,000 inhabitants. An old town, settled in 1809. Possesses three churches and a commodious school house. Has a Literary and Musical Association, besides a Masonic and Odd-fellows' hall.
Oakley—12 miles, with 250 inhabitants. Only five miles from the Court-house by the Madisonville turnpike. Contains a few good residences.
Norwood—10} miles, with 150 inhabitants. A handsome suburb. The Norwood heights, seen on the right, reach the greatest elevation in Hamilton County. An Indian mound, from which there is a most extensive and beautiful prospect, is one of the features of the place. This suburb is becoming the home of many prominent city merchants.
Bond Hill—9 miles, with about 100 inhabitants. A new place, settled in 1870.
Ludlow Grove—7J miles. Adjoins the village of St. Bernard, both with about 1,500 inhabitants. Less than twenty years ago this spot was covered with forest trees. It has now a large school-house, a post-office, and a number of handsome residences.
The Catholic cemetery and church of St. Bernard, with spire 170 feet, are seen from the cars.
Winton Place—(See Approach No. 1.)
APPROACH NO. 4.
All trains over the Cleveland, Columbus, Cincinnati and Indianapolis Railroad pass through the suburbs as follows:
Middletown—34 miles, with 4,000 inhabitants, situated pleasantly on the great Miami River. Possesses quite a number of tine residences.
Sharon—17 miles, with 500 inhabitants. A pleasantly situated village. Contains some handsome residences, the homes of Cincinnati merchants.
Newtown—10 miles, with about 600 inhabitants. A handsomely situated suburb. 'Lockland—See Approach No. 1.
Note—The Cincinnati, Cleveland, Columbus, and Indianapolis track joins the track of the Marietta and Cincinnati Railroad at Ludlow Grove.
The Plum Street Depot, Plum Street, corner of Pearl, is within four squares of the Post-office, erected in 1863. Length, 400 feet; width, 64 feet. Has a ladies' and gentlemen's waiting-rooms, an eating-stand, and telegraph office. Sidings will accommodate 1,000 freight cars. Every twenty-four hours 23 passenger and 12 freight trains arrive, and the same number depart from the depot. The officers of the Indianapolis, Cincinnati, and Louisville Railroad have their offices in the railroad building on Central Avenue and Pearl Streets. The round-house and shops of the different roads are down the track, about one mile from the depot.
The Ohio and Mississippi Depot is the terminus of the Ohio and Mississippi Railroad. All trains over the Ohio and Mississippi Road pass through the suburbs by the same route, as Approach No. 2.
Note—The trains of the Ohio and Mississippi stop only at Delhi.
[graphic][merged small]
The Ohio and Missisippi Depot, West Front Street, corner of Mill Street, is within fifteen minutes' walk of the Post-office. Erected in 1873. Has a ladies' and gentlemen's waiting-room, restaurant, and telegraph office. Every twenty-four hours 6 passenger and 5 freight trains arrive, and the same number depart from the depot. Head offices and shops in Saint Louis. Sidings will accommodate 600 freight cars.
The Little Miami Railroad Depot is the terminus of (he Pittsburg, Cincinnati, and St. Louis Railroad (commonly called the Little Miami, and nicknamed the Pan Handle route); the Louisville, Cincinnati and Lexington Railroad (called also the Louisville Short Line).
Note—The Cincinnati and Muskingum Valley Railroad joins this approach at Morrow.
Tuesday, October 14, 2014
Railroad Approach to Cincinnati, OH 1875
This is the first of a three part series on how various railroads worked their way to Cincinnati, OH.
APPROACHES TO CINCINNATI BY RAIL.
There are five railroad depots, at either of which the traveler who 'approaches Cincinnati by rail is laid down. The Cincinnati, HamilTon And Dayton Depot, the Plum Street Depot, the Ohio And Mississippi Depot, and the Litte Miami Depot are in the city. The Kentucky Central Depot is in Covington.
The Cincinnati, Hamilton and Dayton Depot is the terminus of the Cincinnati, Hamilton and Dayton Railroad; the Atlantic and Great Western Railroad, or Erie Railway; the Cincinnati, Richmond and Chicago Railroad; the Dayton and Michigan Railroad; and the Cincinnati, Hamilton and Indianapolis Railroad.
APPROACH NO. 1.
All trains over the five roads named pass through the suburbs, as follows:
Hamilton—25 miles, with 13,000 inhabitants. Situated on the Great Miami Riven An important manufacturing town. Has many fine public buildings and extensive manufactories. The home of a large number of Cincinnati merchants.
Glendale—On the right, 15 miles, with 1,500 inhabitants. An incorporated village; laid out in 1851. Possesses several handsome churches and an extensive female college. One of the quietest, handsomest, and most retired suburbs of the city; the home of many of Cincinnati's wealthiest citizens. It is only eleven miles from here by the fine turnpike that leads to the city.
After leaving Glendale the line crosses Mill Creek four times before reaching the depot.
Lockland and Wyoming Station—12 miles; both incorporated villages. Lockland—On the left, with about 1,200 inhabitants. An old established place, situated on the Miami and Erie Canal; bounded on the east by the C, O, C. & I. R. R. (Dayton Short Line), with depot. A thriving place. Possesses some manufactories. Is joined on the east to the incorporated village of Reading, with 3,000 inhabitants. Wyoming—On the right, with about 800 inhabitants. A new place, situated on the Glendale turnpike. The hills of Wyoming, which are crowned with many handsome residences, command an extensive and wide-spread view of the beautiful Mill Creek Valley. The handsome church and most of the fine residences around it seen from the cars were dense woods only a few years ago.
Hartwell—On the left, lOf miles, with 300 inhabitants. Laid out in 1868 by the Hamilton County Building Association. The dwellings are all new, commodious, and of pleasing architecture. Is one of the most beautiful suburbs in the valley.
The large building on the right after leaving Hartwell is the City Infirmary; on the left, the Hamilton County fair grounds and the County Infirmary.
Carthage—On the left, 10 miles, with 1,000 inhabitants. An old established place. A favorite drive from the city by the Avenue road.
The extensive building on high ground to the left is the Longview Lunatic Asylum. The Miami and Erie Canal runs through the asylum grounds between the building and the railroad track. A double track on this line commences here to the city.
WintonPlace—On the right, 64 miles, with about 100inhabitants. A new village upon the borders of the celebrated Spring Grove Cemetery.
On the left is seen the Catholic church and the cemetery of St. Bernard.
The train now enters the beautiful grounds of Spring Grove Cemetery and passes through a line of stately monuments. On the right is visible the Dexter mausoleum, the finest tomb in the place. It is built on the borders of a, small lake, which is crossed by a rustic bridge. There are swans and numerous water-fowl around the lake; and in the Summer time the groves resound with the song of imported and domestic birds. The street-cars come out to the gate of the cemetery, a distance of 6J mile's.
After leaving the cemetery grounds the hills forming the western boundary of Clifton, the finest suburb of the city, become visible on the left, and before arriving at the next station the splendid mansions of Probasco, Shoenberger, and Mrs. Bowler are seen on their summits.
Cumminsville—5 miles, with 4,000 inhabitants. When the whistle sounds for this station the train passes through the exact site on which stood, in the year 1800, a fortification called Ludlow Station. It was the nearest secure military post north of Fort Washington at Cincinnati. The army of General St. Clair was encamped on this spot in 1791. This was the place of last resort by the Indians of the Miami Valley. General Mansfield lived here for a number of years. Cumminsville was founded in 1790. It was for many years an incorporated village, but is now a part of the 25th Ward of Cincinnati. It possesses seven churches of different denominations, some of which are fine buildings. There are two public-schools and a Catholic Orphan Asylum. A large number of beer gardens make it quite a resort for the city. The Marietta Railroad and the Dayton Short Line Railroad have a depot on the left.
From this point to the city the line runs close to Mill Creek, and a little further on at the base of the Western Hills.
The conspicuous red brick building with a turret rising from the roof, and situated on a hill to the right, was originally built as a Baptist educational establishment. It was afterward owned by the Cincinnati Schutzenfest Society as a Summer beer-garden and resort. It is now an Inebriate Asylum.
The large stone building on the left is the House of Refuge. The extensive brick building quite close to it is the city Work House.
After passing these buildings the stock-yards, or cattle market, with their Avenue Hotel, come into view on the left, as also the Avenue, along which, in favorable weather, many fast teams, driven by the sporting men of the city, may be seen from the cars.
Brighton—2 miles, on the left; another station within the city.
From this point to the depot a view of the west end of the city and its surrounding high hills may be obtained. A large proportion of the streets seen to the left have been built within the last few years. The process of filling up the low ground at each side of the creek is being pushed forward very rapidly, and when accomplished the view from the cars in this direction will be less extensive.
The Cincinnati, Hamilton and Dayton Railroad Depot, corner of Fifth and Hoadley Streets, is within fifteen minutes' walk of the Postoffice. Erected in 1864; length 400 feet; width 60 feet. Has a ladies' and gentlemen's waiting room, a restaurant, and telegraph office. Sidings will accommodate 800 freight cars. Every twenty-four hours twelve passenger and five freight Cincinnati, Hamilton And Dayton Railroad Depot.
trains arrive, and the same number depart from the depot. The officers of the road have their offices in the second story of the building. A round-house, capable of housing twenty-five locomotives, and extensive machine shops, employing forty-five machinists in building and repairing, are located alongside the depot.
Cincinnati Hamilton & Dayton Railroad Depot
APPROACHES TO CINCINNATI BY RAIL.
There are five railroad depots, at either of which the traveler who 'approaches Cincinnati by rail is laid down. The Cincinnati, HamilTon And Dayton Depot, the Plum Street Depot, the Ohio And Mississippi Depot, and the Litte Miami Depot are in the city. The Kentucky Central Depot is in Covington.
The Cincinnati, Hamilton and Dayton Depot is the terminus of the Cincinnati, Hamilton and Dayton Railroad; the Atlantic and Great Western Railroad, or Erie Railway; the Cincinnati, Richmond and Chicago Railroad; the Dayton and Michigan Railroad; and the Cincinnati, Hamilton and Indianapolis Railroad.
APPROACH NO. 1.
All trains over the five roads named pass through the suburbs, as follows:
Hamilton—25 miles, with 13,000 inhabitants. Situated on the Great Miami Riven An important manufacturing town. Has many fine public buildings and extensive manufactories. The home of a large number of Cincinnati merchants.
Glendale—On the right, 15 miles, with 1,500 inhabitants. An incorporated village; laid out in 1851. Possesses several handsome churches and an extensive female college. One of the quietest, handsomest, and most retired suburbs of the city; the home of many of Cincinnati's wealthiest citizens. It is only eleven miles from here by the fine turnpike that leads to the city.
After leaving Glendale the line crosses Mill Creek four times before reaching the depot.
Lockland and Wyoming Station—12 miles; both incorporated villages. Lockland—On the left, with about 1,200 inhabitants. An old established place, situated on the Miami and Erie Canal; bounded on the east by the C, O, C. & I. R. R. (Dayton Short Line), with depot. A thriving place. Possesses some manufactories. Is joined on the east to the incorporated village of Reading, with 3,000 inhabitants. Wyoming—On the right, with about 800 inhabitants. A new place, situated on the Glendale turnpike. The hills of Wyoming, which are crowned with many handsome residences, command an extensive and wide-spread view of the beautiful Mill Creek Valley. The handsome church and most of the fine residences around it seen from the cars were dense woods only a few years ago.
Hartwell—On the left, lOf miles, with 300 inhabitants. Laid out in 1868 by the Hamilton County Building Association. The dwellings are all new, commodious, and of pleasing architecture. Is one of the most beautiful suburbs in the valley.
The large building on the right after leaving Hartwell is the City Infirmary; on the left, the Hamilton County fair grounds and the County Infirmary.
Carthage—On the left, 10 miles, with 1,000 inhabitants. An old established place. A favorite drive from the city by the Avenue road.
The extensive building on high ground to the left is the Longview Lunatic Asylum. The Miami and Erie Canal runs through the asylum grounds between the building and the railroad track. A double track on this line commences here to the city.
WintonPlace—On the right, 64 miles, with about 100inhabitants. A new village upon the borders of the celebrated Spring Grove Cemetery.
On the left is seen the Catholic church and the cemetery of St. Bernard.
The train now enters the beautiful grounds of Spring Grove Cemetery and passes through a line of stately monuments. On the right is visible the Dexter mausoleum, the finest tomb in the place. It is built on the borders of a, small lake, which is crossed by a rustic bridge. There are swans and numerous water-fowl around the lake; and in the Summer time the groves resound with the song of imported and domestic birds. The street-cars come out to the gate of the cemetery, a distance of 6J mile's.
After leaving the cemetery grounds the hills forming the western boundary of Clifton, the finest suburb of the city, become visible on the left, and before arriving at the next station the splendid mansions of Probasco, Shoenberger, and Mrs. Bowler are seen on their summits.
Cumminsville—5 miles, with 4,000 inhabitants. When the whistle sounds for this station the train passes through the exact site on which stood, in the year 1800, a fortification called Ludlow Station. It was the nearest secure military post north of Fort Washington at Cincinnati. The army of General St. Clair was encamped on this spot in 1791. This was the place of last resort by the Indians of the Miami Valley. General Mansfield lived here for a number of years. Cumminsville was founded in 1790. It was for many years an incorporated village, but is now a part of the 25th Ward of Cincinnati. It possesses seven churches of different denominations, some of which are fine buildings. There are two public-schools and a Catholic Orphan Asylum. A large number of beer gardens make it quite a resort for the city. The Marietta Railroad and the Dayton Short Line Railroad have a depot on the left.
From this point to the city the line runs close to Mill Creek, and a little further on at the base of the Western Hills.
The conspicuous red brick building with a turret rising from the roof, and situated on a hill to the right, was originally built as a Baptist educational establishment. It was afterward owned by the Cincinnati Schutzenfest Society as a Summer beer-garden and resort. It is now an Inebriate Asylum.
The large stone building on the left is the House of Refuge. The extensive brick building quite close to it is the city Work House.
After passing these buildings the stock-yards, or cattle market, with their Avenue Hotel, come into view on the left, as also the Avenue, along which, in favorable weather, many fast teams, driven by the sporting men of the city, may be seen from the cars.
Brighton—2 miles, on the left; another station within the city.
From this point to the depot a view of the west end of the city and its surrounding high hills may be obtained. A large proportion of the streets seen to the left have been built within the last few years. The process of filling up the low ground at each side of the creek is being pushed forward very rapidly, and when accomplished the view from the cars in this direction will be less extensive.
The Cincinnati, Hamilton and Dayton Railroad Depot, corner of Fifth and Hoadley Streets, is within fifteen minutes' walk of the Postoffice. Erected in 1864; length 400 feet; width 60 feet. Has a ladies' and gentlemen's waiting room, a restaurant, and telegraph office. Sidings will accommodate 800 freight cars. Every twenty-four hours twelve passenger and five freight Cincinnati, Hamilton And Dayton Railroad Depot.
trains arrive, and the same number depart from the depot. The officers of the road have their offices in the second story of the building. A round-house, capable of housing twenty-five locomotives, and extensive machine shops, employing forty-five machinists in building and repairing, are located alongside the depot.
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