NE of the most important factors in the business development and prosperity of a city, county or State, is its railroad communications. A retrospection of the history of the South Platte Country since the advent of railroad facilities, will convince the careful observer of the immense benefit resulting from the introduction of this essential adjunct of commercial enterprise. The following brief sketches of the leading railroads of this section of the great commonwealth will form an interesting feature of this ALBUM. It may be remarked in this connection that the roads referred to are not only the important corporations of Kansas, but stand among the first in the Nation.

Nebraska, to compete in this growing State with its rapidly accumulating business. It was also among the pioneer roads in Kansas, and its many branches now traverse in different directions the most thickly settled portions of the State. It has contributed in a large measure, by its liberal and aggressive policy toward the rapid development of the great resources of Kansas. It is interesting to note briefly its history, as it was the first road built West from St. Louis, as early as 1850-51. The preliminary steps to build the road were taken, and it has since gradually extended its lines, like the arteries and veins of the human system, until it has encompassed in its range the best portions of Missouri, Kansas and Nebraska, and has even reached out and tapped the large commercial centers of Texas and Colorado. In Missouri its several lines and connections pierce the great coal and mineral fields of the State, enabling it to lay down in Kansas City, Topeka, Leavenworth, Atchison, Wichita, Omaha and Lincoln, cheaper than any other roads, these essential adjuncts so necessary in the development of commercial centers, and even the settlers in the outlying districts of Kansas and Nebraska have fuel laid down to them more cheaply on account of this road.

Its splendid and far-reaching management extends to its patrons, both in freight and passenger traffic, the best facilities for reaching the sea-board and the great Eastern marts of trade. The growth

and development of the Missouri Pacific system have been rapid and fully abreast of the times. Its local business is enormous and rapidly increasing. In respect to its through business no other road or system in the West is better equipped than this. Its steel rail tracks, well ballasted road-beds and superior passenger coaches constitute it one of the greatest railroad systems of the West. Its superb fast train between St. Louis and Denver via Kansas City and Pueblo, is unquestionably the most elegant and best equipped train of any road which enters the Peerless City of the Plains. It runs more passenger trains and finer coaches between St. Louis and Kansas City than any other road, and the volume of its freight traffic between the abovementioned emporiums of the State of Missouri, is vastly greater than any other line. It has contributed in a marked and wonderful degree toward the building up of the various cities along its numerous lines. Kansas City has felt its influence more than that of any other road centering there, largely on account of its lines that lead into the heart of the coal, iron and granite fields of Missouri, and the extensive timber districts of Arkansas, and by its connecting lines with the extensive and growing cattle interests of Texas and the Southwest.

It gives to its numerous and rapidly increasing patronage in Nebraska and Kansas, unsurpassed facilities for reaching the great health resorts of Arkansas and Texas over its line from Omaha to St. Louis, about five hundred miles in extent. It runs the finest trains between these two cities, passing through Weeping Water, where connection is made with the line from Lincoln, the State capital, thence to Nebraska City and Falls City, in Ne. braska, and St. Joseph, Atchison, Leavenworth, before reaching Kansas City. The length of its main line and branches is over 322 miles, its northern terminus being Omaha, where connections are made with all the roads centering in that metropolis. The line from Omaha to Falls is 115 miles, the Crete branch 58 miles, Lincoln to Auburn 76 miles, Warwick to Prosser and Hastings 73 miles. Various extensions and divisions are constantly being made in Nebraska. Thus it will be seen that this road already taps the two leading cities in the State,

Omaha and Lincoln, besides Nebraska City, rapidly growing into importance, and likewise Hastings.

Kansas is literally covered by the lines and branches of the Missouri Pacific Railway, which amount in mileage in the State to over three thous and. The Central Branch Division extends from St. Joseph and Atchison, through the northern portion of the State out toward the western line, giving the rich counties in these tiers and the flourishing cities and towns, direct outlet to Omaha, Kansas City and St. Louis.

Another main stem extends through the central portion of the State, from Kansas City to Pueblo, over which through trains are run from St. Louis and Kansas City to Pueblo and Denver. Still farther to the south is the Ft. Scott, Wichita & Western Railway, extending from the eastern to the southwestern portion of the State, and giving a direct outlet from Hutchinson, Wichita, and the growing country in this part of this State, Kansas City and St. Louis. In the extreme south of the State, the Denver, Memphis and Atlantic Division, extends from Chetopa through Larned and the western part of the State, opening up the rich country tributary to Larned, Conway Springs, Winfield, Arkansas City and Coffeyville, and giving it a direct outlet also to St. Louis. A new division has already been surveyed, and work commenced from Ft. Scott through to Tipton in Missouri, on the Main Line, which will bring Central and Southern Kansas nearer than they have ever been before to St. Louis and the great centers of the East. Perhaps the most momentous event in the history of the road for the past year, has been the completion of the small portion amounting to about eightytwo miles, of the Kansas & Arkansas Valley Railway, extending from Ft. Smith up through the Indian Territory to Coffeyville. It is hardly realized as yet, what this means for the great country west and south of the Missouri River. This, it will readily be seen by a glance at the map, gives a direct line between the great cotton and iron producing country of the Southeast, and the corn, wheat, pork and beef producing region of the West, formed by the divisions of the Missouri Pacific Railway, south from Omaha, St. Joseph and KanCity-also from Denver, Pueblo and Wichita to

Coffeyville, the Kansas & Arkansas Valley Railway, extending from Coffeyville via Wagoner to Ft. Smith, a division of the great Iron Mountain Route, which, as is well known, forms a part of the Missouri Pacific System. From Ft. Smith, the Little Rock & Ft. Smith Railroad-another division of the Iron Mountain Route extends to Little Rock, connecting with other divisions there for Texarkana, Arkansas City, Hot Springs and Memphis. The Iron Mountain Route which has been before mentioned as a part of this system, extends from St. Louis to the South and West, to Memphis, Little Rock, Hot Springs and Texarkana, and runs through Pullman Buffet Sleeping Cars in connection with the various Texas Lines to Galveston on the Gulf of Mexico, and to Laredo and El Paso, on the Rio Grande River, connecting at those points for California and the City of Mexico, and the interior States of the Republic of Mexico. This constitutes largely the Railway System of the State of Arkansas, passing through it from northeast to southwest, from Poplar Bluff to Texarkana, and from east to west, connecting Memphis and Arkansas City with Ft. Smith. The total mileage of the Missouri Pacific System is five thousand and ninety-four miles. Hence the reader will readily observe that this great System is one of the most important which traverses the growing States west of the Mississippi River; on account of its exten. sive mileage and ramifications the System is destined to promote in a large degree, the development of the material interests of the country through which it passes.

Chicago, Rock Island & Pacific

good markets for the extensive coal and agricultural resources of that locality, likewise giving a rapid impetus to the commercial and manufacturing resources of Peoria. Moline (except Chicago), is probably the most important and extensive manufacturing city on the line, and through the enterprise of the great Rock Island Route it has been enabled to lay down its manufactured wares to the farmers of Southern Iowa, Northern Missouri and Kansas, cheaper than by any other road, and the vast lumber interests of the cities of Rock Island and Davenport have by means of this line been enabled to reach the most important, as well as the most remote, places in Kansas. The Rock Island has always been in the very van of railroad progress; while always solid and substantial, yet it has ever been steadily and constantly building new lines and extending its system until it now ramifies into the best regions of the Mississippi and Missouri Valleys. It lines extending to Denver, Colorado Springs, and other points in Colorado, offer unsurpassed facilities, to the tourist or man of business for elegant and comfortable traveling; its superb dining cars have among travelers made it renowned as among the best roads of the West. In brief the Rock Island Company has by a judicious system of permanent improvements, and by the introduction of all modern appliances which tend to the preservation of life and property, placed itself in such a condition, materially and physically, that its financial future cannot be affected by the contingencies which seriously affect other roads. Its success as one of the great highways of the West is an assured reality. It might be appropriately noted here that while much of this road's past success may be attributed to its admirable geographical location, embracing a very rich section of the country for local traffic, and with a termini on Lake Michigan, the Mississippi and Missouri Rivers and Denver, the heart of the Rocky Mountain egions, equally as much is due to the stability of the management, and to the fact that the property has never yet become the foot-ball of speculators. It is not surprising that the Chicago, Rock Island & Pacific has maintained a firm position as an investment in the moneyed centers of the world, and it

traveling and shipping public. Its steel rails and well ballasted road-bed have long since made it the favorite with shippers, and its freight traffic is immense and growing. At Council Bluffs and Omaha, connections are made with all roads centering there. It is the most direct and shortest route between Omaha and Chicago-and hence the favorite of shippers. At Davenport a branch diverges to the Southwest, and extends to Kansas City, Leav. enworth, Atchison and St. Joseph.

At St. Joseph the road crosses the Missouri and enters Kansas; at Horton the line diverges and extends up into Nebraska as far as Nelson; from Fairbury, Neb, the line extends through Northern Kansas to Denver, and Colorado Springs. From Horton the line leads in a southwesterly direction. through Topeka, the capital of the State; thence to Herington, Hutchinson and to Liberal, the latter place on the line of the Indian Territory. Farland a spur extends in a northwestern direction through Manhattan and Clay Center to Belleville, where a junction is made with the main line to Denver, Col.; at Herington a short branch goes to Abilene and Salina. From Herington the line. passes south through Wichita and Wellington to Caldwell, on the line of the Indian Territory.

At Mc

With its accustomed energy this road was the first to complete its line into the Oklahoma country, passing through Kingfisher, and having El Reno for its Southern terminus.

CHARACTERISTICS OF THE ROAD.

The whole number of miles operated by the Chicago, Rock Island & Pacific Railway at the present time, including second tracks and sidings, is about four thousand and ninety-three miles. The main track mileage in the following States is: Illinois, 236 miles; Iowa, 1,066.10; Missouri, 286.70; Kansas, 1,147.37; Nebraska, 140.97; Colorado, 376.06; and Indian Territory, 106.75—186.70 second track, and about 565.45 side track.

This company has a contract for joint use of track with the Hannibal & St. Joseph between Kansas City and Cameron Junction; with the Union Pacific Railway from Kansas City to North Topeka, also from Linion to Denver; and with the Denver & Rio Grande between Denver and Pueblo,

The principal shops of this company are located at Chicago, Ill.; Rock Island, Ill.; Stewart, Iowa; Trenton, Mo.; Horton and Goodland, Kan.; and Roswell, Colo. Solid trains, carrying all classes of passengers, are run through between Chicago, Denver, Pueblo, Colorado Springs, via St. Joseph, Kansas City and Topeka; through trains to Wichita, El Reno (Ft. Reno), Hutchinson, Dodge City, Salina and Abilene. The line is equipped with first-class baggage, mail, smoking cars and coaches; chair cars of the latest improved pattern of chairs, and Pullman Palace Sleeping Cars. Dining cars are now running on all through passenger trains between Colorado points and Chicago, and also between Council Bluffs and Chicago, and eatinghouses are located at convenient points on all divisions for the accommodation of local trains. It is contemplated to establish dining-car service on the whole line, in the near future. In regard to freight traffic, the management has a comprehensive sys tem of through cars and way-billing to all prominent points in the West, Northwest and Southwest. Having their own rails between Chicago, Peoria and Kansas City, St. Joseph, Omaha and Denver, no delays or transfers between Chicago and any of these points. Also run through cars to the Pacific Coast via all lines having terminals on the coast. Less than car-load shipments to all prominent points in through cars, thus avoiding transfers and delay. Special attention is paid to live stock from all points on the line. At present there is one hundred and eighty-seven miles of double track being operated, one hundred and eighty-one miles of which is located in Illinois, between Chicago and Rock Island; the balance in Iowa, from Davenport to what is known as Double Track Junetion, about six miles west of Davenport on the Council Bluff line.

The experience of the past has clearly demonstrated that whatever is undertaken by the managers of the Rock Island is not merely done, but done well, that they possess to an almost unlimited extent the confidence of Eastern and European capitalists, and that they are remarkably shrewd and far-seeing in anything which affects the present or the future interests of their property.

It will be observed that all the great leading

marts of trade in Kansas are tapped by this road, thereby giving to that portion of the West a strong and substantial competitive market with the great Eastern commercial centers.

Atchison, Topeka & Santa Fe Railway,

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OPULARLY known as the Santa Fe Route. The initial lines of this great system were first built from Atchison to Topeka, in 1869, and for many years the former city was the Eastern terminus of the road. The management of the Santa Fe, with wonderful energy, pushed out its lines in every direction, into the young and growing State of Kansas, and in the majority of instances preceding settlement and civilization. This road was the first to penetrate across the southern part of Colorado, via Pueblo and Trinidad into New Mexico, until its lines penetrated the old adobe town of Santa Fe, whose citizens were half Spanish and half Mexican. As its course penetrated the wilderness it sometimes followed the old Santa Fe Trail, and generally not far distant at any time from the "trail" which had been made famous years before by trappers and also by the Government freighters. The marvelous growth and development of the State of of Kansas is in a great measure due to the enterprise and public spirit of the managers of the Santa Fe System. Not only did they devote their energy to the upbuilding of the road, but at great expense they maintained emigration and Colonial agents in the various countries of Europe, as well as in the Eastern, Middle and Southern States, thereby advertising the State of Kansas as no other State has heretofore been done. Its climate, its soil and great advantages to the home seeker were at times fully portrayed by the enterprise of this road-every fostering care was given to the stock and ranch men, to the merchant, the mechanic and the manufacturer to settle in Kansas-as a result we have here a State in the center of the Union, of boundless agricultural resources, settled by a wideawake, enterprising and prosperous people. The Santa Fe owns and operates more miles of road in

Kansas than any other line, with its vast system of East and West, North and South lines reaching every important town in the State, and penetrating sixty-three counties in Kansas. The magnitude of its business is immense. Its lines beginning at the Missouri River towns in Kansas are St. Joseph, Atchison, Leavenworth and Kansas City; extends south to Coffeyville, Arkansas City, Hunnewell, Caldwell, New Kiowa (thence to the Pan Handle of Texas), and north to Superior, in Nebraska; Concordia, Clay Center Minneapolis, and other Northern Kansas cities. Its main lines and branches reach nearly every important city in the State. St. Joseph, on the Missouri side of the river, has a population of nearly one hundred thousand, and its wholesale trade is heavy throughout the West. Atchison is a growing city of about twenty thousand people; the Soldiers' Orphans Home of the State is located here. Leavenworth, with her thirty thousand people, is an important manufacturing center.

Leavenworth was the earliest famous city of Kansas, as it was the original outfitting point for travel and traffic across the plains. The Kansas system may be described as a main east and west line, over four hundred miles in length, with branch lines extending in every direction where an area of particularly rich country, or some other special advantages invited a line of rails.

The road from Topeka, after 1869, was extended west and south, and then east to Kansas City by purchase of a line built by another company. From Kansas City, in 1887-88 the line was extended to Chicago, under the name of the Chicago, Santa Fe & California Road; in 1887, also the purchase of the Gulf, Colorado & Santa Fe Road, and the extension of the Kansas lines through the Indian Territory to Texas, gave the company a line to the Gulf of Mexico. So that at the present time the Santa Fe System proper begins at Chicago, passes through Illinois, Iowa, Missouri, Kansas, Colorado, Indian Territory, Texas, New Mexico, Arizona and California, and has for its Southern terminals Galveston, on the Gulf of Mexico, and El Paso, on the Mexican frontier; and for its Western terminals San Diego and Los Angeles, on the Pacific Coast, (San Francisco being practically a Pacific-Coast terminal, as it is reached via Mojave, over the