Part 15

Here is located the pretty little mining town of Idaho Springs, at an elevation of 7543 feet. We make a stop of ten minutes and get out to look around. We run right along the edge of the creek and several of the boys look for gold in the sand of the shallow water, but I hear of none being found. It is cloudy, a light rain is falling, and having reached a pretty high altitude the wind is chilly. Leaving Idaho Springs the open observation car is almost deserted, the closed coaches being far more comfortable, the most of our people caring more for comfort than for scenery. Thirteen miles from Idaho Springs we pass through Georgetown, a mining town of considerable size. Here we commence the Great Loop ascension; the railway winding around the mountain crosses itself at one point, and looking down we see nearly 200 feet beneath us the track where we had been but a short time before. Thus we climb until we reach Silver Plume, at an elevation of 9176 feet, arriving there at 12.20 Mountain time.

Leaving the train, we visit the Victoria Tunnel and Mendota Mine. Under the escort of the mine boss the majority of the party enter the mine, each one bearing a lighted candle, for the tunnel is dark as a dungeon. This tunnel is hewn from the solid rock and extends for 2000 feet straight into the mountain side before the rich vein of silver ore is reached. When we reach the end of the tunnel we are almost directly under the centre of the peak, a thousand feet under the surface of the ground. After procuring a few small pieces of ore as souvenirs we retraced our steps and were glad to get out into open daylight once more. On our return to the train we encountered a light snow squall. We leave Silver Plume at 2.15 o’clock for return trip, with Brothers Maxwell, Reagan, and Agent Shaw on the cow-catcher. A donkey on the track sees us coming, flops his left ear, switches his tail, and wisely steps aside. We arrive safely in Denver at six o’clock and find dinner waiting in our dining car, to which we all ably respond, feeling that in McDonald and his worthy attachés we have valued friends. After dinner our people scattered over the city, amusing themselves in various ways, and not having furnished the writer with reports of their experience, he can but note, “unwritten history.”

Brother F. H. Conboy, of Division 44, has kindly made arrangements with the managers of the Overland Park races to admit members of our party at reduced rates, and a number talk of attending the races to-morrow should the weather prove favorable. We are not very highly impressed with this climate at the present time, for it is entirely too cold and damp to be agreeable.

SATURDAY, JUNE 5th.

According to our original itinerary this is the day we should arrive in Philadelphia, yet here we are at Denver, in the midst of as disagreeable a spell of weather, we are told, as ever was known here. Each afternoon since we have been here it has snowed on the mountains and rained in the valleys; heavy wraps and overcoats are worn by our people when they venture away from the train. “This is not a sample of Colorado weather,” I hear Charlie Hooper declare, and we are all very glad it isn’t, for the sake of the people who have to stay here; we are not going to remain much longer, and wouldn’t be here now, only for the irrepressible tantrums of the Rio Grande River. Our people scatter again to-day, and I cannot tell where they went or what they saw.

Mrs. Shaw and myself visited an old friend and former neighbor, David Cannon, on his beautiful Broadway dairy ranch, six miles south of Denver. An electric line runs within half a mile of his residence. We were very cordially received and spent a pleasant day. We also visited the splendid Windsor ranch, owned by Major Dubois, ex-mayor of Leadville, and operated by Messrs. Penrose and Cannon. We met the Major and Miss Dubois and were very kindly treated by them. The Windsor and Broadway dairy farms comprise a fine, beautiful, level tract of land, containing 1000 acres in a highly improved condition. It commenced to rain again about three o’clock and we returned to the city in a cold, beating storm. Mrs. Bicking, who was with us, remarked that in the four years of her residence in Colorado she had, heretofore, experienced no such weather as this.

The rain had ceased when we reached our train, about five o’clock. Found most of our company there and photo artists Stanton and Warren with their outfit, preparing to picture the train and party. We forthwith arrange ourselves in a group about the end of the train in a manner according to the instructions of the artists. Mrs. Bicking is requested to join the group and her little son, Austin, is placed upon the platform of the car. Our dinner this evening was an interesting and happy occasion. Brother Reagan’s friend, Conductor John Ryan, and his family were guests, and during the repast Mr. Ryan presented Brother Reagan with a handsome floral tribute, representing a keystone, composed of roses and carnations, with inscription in immortelles: “From Jack to John, who were Boys Together.” Below the inscription, artistically wrought with the same kind of flowers, is a representation of clasped hands. Brothers Reagan and Ryan were boys together, grew up and learned railroading together, but have been separated for about eighteen years. The event was a happy one and will be long remembered by those who participated. A few of our people attended the Overland Park races to-day, but the weather was unfavorable for the sport. Brother Crispin met an old schoolmate this afternoon, Mr. J. H. Harris, who is connected with the inspection department of the Denver and Rio Grande Road. Mr. Harris took charge of Brother Crispin and several others and showed them a good time.

We are scheduled to leave here at midnight, and conclude to remain up till we start. There is usually an entertaining time in the smoker and the hours pass quickly away. We start promptly at 2.01 A. M. Eastern (12.01 A. M. Mountain) time over the Burlington and Missouri River Railroad, known as the “Burlington Route,” with B. & M. engine 317, Engineer W. Fuller, Fireman C. Babcock, Conductor C. W. Bronson, Brakeman E. Q. Robie. As guests we have with us leaving Denver Trainmaster J. F. Kenyon and Traveling Engineer C. A. Dickson. It is now past midnight; we have said goodbye to the kind friends who remained with us till the start, and as we leave the great city of Denver behind us we feel both glad and sorry; glad that we are once more speeding toward our Eastern homes, but sorry to lose sight of the matchless Colorado scenery and part with our kind and generous Colorado friends. The efforts made to show us a good time by the kind people of Denver and by the railway officials of the various lines are highly appreciated by each member of the party. Charlie Hooper will be remembered so long as memory of the trip shall last; may his appetite never grow less nor his shadow ever shrink.

SUNDAY, JUNE 6th.

Got up this morning about seven o’clock and found we were approaching McCook, Neb., having crossed the line from Colorado into Nebraska during the night at a point about 80 miles west of McCook. Conductor Bronson and Brakeman Robie are members of Harvey Division No. 95, of McCook. They have intimated that we may expect a reception from the members of that division on our arrival at McCook; this information having been given out last evening, the most of our people are up when the train stops in McCook at ten minutes past seven, and we are met by a large delegation of brothers of Division 95 with their wives and daughters, who give us a cordial, happy greeting. The McCook Band is on hand and renders delightful music, and the hour allowed us here passes quickly away. B. & M. engine 232, in charge of Engineer J. E. Sanborn and fired by Charlie Williams, has been selected to draw us from McCook to Hastings, a distance of 132 miles. Engineer Sanborn is a member of Harvey Division 95, having at one time been a conductor, and has the 232 handsomely decorated with flags and flowers in honor of the occasion. On each side of the cab beneath the windows are the letters “O. R. C.,” surrounded by the emblem of the order. The engine is much admired by the members of our party, and snap-shots are taken by Brothers Restein and Foster.

Left McCook at 10.00 Eastern (9.00 Central) time. On leaving McCook time changes from Mountain to Central, and we now run one hour behind Eastern time. From McCook to Hastings we have with us as guests Brothers V. H. Halliday, F. Kendler, and C. E. Pope, who are members of the entertainment committee from Division 95, and the following ladies of McCook: Mrs. C. W. Bronson, Mrs. V. H. Halliday, Mrs. F. Kendler, Mrs. C. E. Pope, Mrs. Beyer, Miss Grace Sanborn, and Miss Mabel Jordon. We have a pleasant entertainment in the combined car, during which Mrs. Bronson and Miss Sanborn sing in a charming manner several choice selections. Arriving in Hastings at twelve o’clock, noon, we make a halt of five minutes to change engines, and bidding adieu to the kind friends of McCook who gave us such a royal greeting, we continue on our way with engine 227, Engineer H. L. Beaty, Fireman F. C. Parkerson, Conductor J. G. Chase, Brakeman Fred. Sharpe. Our guests are Brothers M. E. Shepard, of Claude Champion Division No. 227, of Lincoln, Neb., M. E. Crane, of Creston Division No. 21, of Creston, Iowa, and Trainmaster E. W. Carter.

At Fairmount, 43 miles from Hastings, we make a short stop to allow some guests to get aboard; they are Brothers W. B. Morledge, J. H. Burns, of Division 227,

W. J. Robinson, of Omaha Division 126, and Chief Dispatcher C. L. Eaton. Brother Burns is entitled to special mention, being introduced to us as “the largest conductor on the Burlington Route. He is 6 feet 1 inch tall and weighs 290 pounds.” “If we only had ‘Big Frank,’ of the New York Division, with us,” says Brother Denniston, “we could beat that by 1 inch and 10 pounds.”

“While we are not able to produce our largest conductor to compare him with yours,” spoke up Manager Wyman, “we have with us one who enjoys the distinction of being the smallest conductor on the Pennsylvania Railroad System, being but 5 feet 3 inches in height and weighing only 109 pounds. I take pleasure in introducing you to Brother Charles L. Springer.” Brother Springer took the joke good-naturedly and responds in a pleasant manner, telling the advantage of being small; that his size enables him to get through places with ease where large men dare not attempt to go. We notice that Conductor Chase is a great favorite with the ladies of our party, who are trying to rob his uniform coat of its pretty golden buttons, that they covet for souvenirs. A stop of half an hour is made at Lincoln, where we arrive at three o’clock. Conductor Chase, to save his coat, procures a number of uniform buttons and distributes them among the ladies. Division 227 adjourned meeting this afternoon to meet us at the station on our arrival, an action very much appreciated by our boys, and the half hour was spent in pleasant greetings. The “boys,” the cooks, waiters, and porters, and the ladies gave their yells in turn as the time came for us to leave, and the effort of the ladies was loudly applauded.

We leave Lincoln with the same engine and crew that brought us from Hastings, and they take us to Pacific Junction, a run of 177 miles. We feel that we are in good hands, for Conductor J. G. Chase was selected to take charge, from Pacific Junction to Hastings, of the Mayham Special, that on February 15th and 16th, 1897, broke the world’s record for long-distance running, having made the run from Chicago to Denver, a distance of 1025 miles, in 1047 minutes. Engine 227 that is now pulling us drew the special from Lincoln to Hastings, a distance of 96 miles, in 109 minutes, a speed of about 53 miles per hour. This did not quite reach the average rate of speed made on the trip, which was 58¾ miles per hour. Leaving Lincoln we have with us as additional guests Brothers W. C. McDermott and C. Kast, of Division 227, and Engineer F. B. Arnold. We arrive in Omaha at 5.15 P. M., and within ten minutes after our arrival we are speeding through the city on electric cars, under the escort of Brother W. J. Robinson and Superintendent of Street Car Service T. H. Todhunter, who has placed two fine open trolley cars at our service and personally directs their movements, switching us from one thoroughfare to another until almost the entire city is traversed. It is a pleasant afternoon and we greatly enjoy the delightful ride through this, one of the greatest cities of the West, noted for its rapid growth, having increased from a population of 30,518 in 1880 to 140,452 in 1890, and we are told that present indications point to the likelihood of it reaching 300,000 in time for the census of 1900.

Omaha is up to date in all that pertains to the health, comfort, and welfare of her citizens, and we are all favorably impressed with her clean streets, pleasant homes, and fine, substantial public buildings. Omaha has a curfew law, recently established, the beneficent effects of which are already noticed and highly recommended. It keeps off the streets after nine o’clock at night boys and girls under sixteen years of age, unless accompanied by parents or guardians.

We have consumed more time in doing the town of Omaha than was intended, and consequently, when we leave at 7.05 we are thirty-five minutes late on our schedule; but we are on a line noted for its “fast time,” and probably the delay will be made up. A number of the boys from Creston Division No. 21 and their ladies came up to Omaha to meet us this afternoon, and return with us to Creston.

We have the pleasure of having with us L. H. Wright, C. C. of No. 21, Mr. and Mrs. R. McCoy, Mr. and Mrs. J. W. Smelley, Mr. and Mrs. J. C. Felker, Mr. and Mrs. Nugent, Mr. and Miss Bradey, Mr. Donoven, Train Dispatcher Ed. Robeson, Master Mechanic G. L. Beckwith, J. W. Fedder and mother, Mr. and Mrs. Roberts, F. M. Price, Miss Galeger, Miss Thompson, Miss Gaul, Miss Gaven, Miss Obine. Leaving Omaha we do not cross the Missouri River and enter Iowa via Council Bluffs, but follow the river south for 26 miles to Plattsmouth, where we cross the turbid stream on a substantial bridge and enter Iowa at Pacific Junction, having traversed the southern border of the State of Nebraska for 366 miles. We saw a fine, level country, dotted with neat, substantial farm buildings, and judging from the many well-filled cribs of last year’s corn, it must be a country extremely rich in agricultural products.

At Pacific Junction a change of engines and crews is made, and bidding adieu to good-hearted, good-natured Captain Chase and his genial crew, we continue on our way with C. B. & Q. engine 318, in charge of Engineer George Goodrich and Fireman T. H. Hillis, conducted by M. Farrell, whose brakemen are T. A. McDonald and T. Munson, who will take us to Creston, a run of 86 miles. Thirty-five miles from Pacific Junction we make a short stop at Redwood, and receive additional guests in the persons of Division Superintendent J. H. Duggan, Mr. Frank Gillman, J. B. Kirsh, chief engineer of Creston Division No. 112, B. of L. E., and Conductor T. G. Snair. We have now about thirty-five guests aboard and our train is pretty well filled up. It seems to be an off Sunday with many of the good people along the line, and they have turned out to show us a good time, and they can never guess how much their efforts are appreciated. It is 10.15 P. M. when we arrive in Creston, and as we approach the station Superintendent Duggan, who has been watching the time, informs us that our train has covered the last 36 miles in forty-two minutes. A large bonfire is burning on an open lot near the station, and the juvenile band of Creston is playing a stirring piece when our train comes to a halt. There is a large crowd on hand to greet us, and the forty-five minutes we remain among them passes quickly and pleasantly away. We bid good-bye to our many new-found friends, and at 11.02 P. M. leave Creston with C. B. & Q. engine 232, with Engineer J. Consodine at the throttle, and conducted by G. W. Yetts. The brakemen are W. D. Willits and G. A. Bessey, which crew takes us to Burlington, 190 miles. The “232” was also on the famous Mayham Special from Creston to Red Oak, and made a record of 62½ miles per hour. Conductor Yetts had charge of the train from Burlington to Creston.

We have had a full day, and every one of the party feels that we have been honored by the demonstrations of good-fellowship that have marked our progress through the States of Nebraska and Iowa. We are all very tired to-night; this is the thirtieth day of our outing; each day a picnic and every night a circus. It is now drawing near the midnight hour, and as we steam away from the hospitable, wide-awake little town of Creston, with her bonfire and her band, our sincere wish is that the sun of prosperity may ever shine upon her. The combined car has been vacated and the refreshment corner is deserted; George H. Anderson, the hardest-worked man in the outfit, is making up his bed, Brother Sparks’ El Paso pup has ceased his whining and now is snoring, and Sister Matthews’ Denver magpie for once in its life is silent. These things I notice as I quietly leave the smoker and make my way to little No. 3, in the “Marco.”

MONDAY, JUNE 7th.

Getting up this morning about six o’clock, I find we are in Illinois, having crossed the Mississippi River during the night at Burlington, where a change of engines was made. We now have C. B. & Q. engine 511, handled by Engineer D. Sullivan and fired by J. Watson. Conductor W. L. Boydston, a member of Galesburg Division No. 83, has charge of our train, whose brakemen are J. M. Forsythe and T. G. White. This engine and crew will run us to Chicago, a distance of 206 miles. Illinois is a rich agricultural State, whose well-cultivated farms and fine buildings exhibit a high degree of prosperity and thrift. Arriving in Chicago at 8.45 our people scatter to take in the sights of the city as best suit their individual inclinations. I have no knowledge as to where they went or what they saw, but the inference is that everybody was busy, for it is a physical impossibility for a person to remain still in this town; such hustling, aggressive activity I never saw before. If you attempt to saunter or stop to look you are the victim of a hundred bumps a minute; you’ve got to get in the race and keep going, or climb a tree.

On our arrival Mrs. S. and I were met by Mrs. Ray Melchor, Mrs. Shaw’s sister, a resident of the city, who took charge of us, and I am glad she assumed the responsibility, for I never felt more in need of a guardian in my life than I did when in the heart of this mighty metropolis with its great sky-scraping buildings and tearing cyclone of humanity. Mrs. Melchor proved an excellent guide, and showed us more of this wonderful town than one would think possible in the few hours allotted us, besides giving us a delightful carriage ride along the lake front and through Jackson and Washington Parks. We also visited Lincoln Park and saw the famous Ferris Wheel. Mrs. Melchor returned with us to the train and accompanied us as far as the suburban station of Englewood, where the train was stopped to allow her to alight. We left Chicago at 5.40 P. M. on the Pittsburgh, Fort Wayne and Chicago Line, with P. Ft. W. & C. engine 147, Engineer Frank Higgins, Fireman Robt. Giffin, Conductor M. J. Prindiville, Brakeman H. B. Walton, and Flagman Geo. Roberts, who take us to Ft. Wayne, 148 miles. Near Whiting, a short distance beyond the limits of Chicago, we cross the line and enter Indiana, which also has the appearance of being a rich agricultural State.

In the evening an interesting meeting is held in the smoking car, and presided over by Brother Geo. Brown, for the purpose of effecting a permanent club, to be composed of the members of the Pennsylvania Railroad conductors’ excursion party. Selecting a name leads to considerable discussion, until Brother Denniston suggests the “Golden Gate Club,” which is unanimously adopted. The following brothers are elected officers of the club: President, C. E. Wyman; vice-president, L. E. Sheppard; secretary and treasurer, W. J. Maxwell. Pullman conductors Suter and McDonald are admitted as honorary members. The meeting, which lasted from 8.30 to 9.20 P. M., is succeeded by the admission to the car of a delegation of the ladies, led by Sister Reilly, who introduces an entertaining game called “The California Pets,” or “Dead Hand,” which consists of an outstretched sheet, around which sit as many as can conveniently do so, with their hands beneath the sheet, and guess the names of articles that they cannot see, which are passed from one to the other. The game continues for some time and produces a great deal of merriment, until an article is passed to Miss Ella that causes her to shriek with fright. She quickly passes it to Brother Reagan, who turns pale and shudders as though he had seen a ghost; he in turn tosses it to Brother Williams, who is thrown into a spasm when he grasps the nasty thing, and flings it into Brother McCarty’s lap, who clutches it, drops it, exclaims “Hell!” jumps up, all at the same time, and makes a break for the door. It was only a kid glove that Mrs. Reilly had filled with sand and soaked in ice water, that felt to the touch like the cold and clammy hand of a corpse.

The rear car “Orchis” was christened “Hogan’s Alley” in the early stages of our trip, because of the spirit of fun and frolic that at times ran rampant there. To-day, while Brother Houston was visiting his brother in Chicago, who is connected with a publishing house, he procured a number of large cards with “Hogan’s Alley” printed upon them, and hung them up through the car. There were also two swinging from the rear platform when the train left Chicago, much to the amusement of the people who were gathered at the station to see us off.

We reach Ft. Wayne at 9.30 P. M., and after a delay of a few minutes changing engines, start on our way again with P. Ft. W. & C. engine 272, Engineer M. Shea, Fireman E. Blanchard, Conductor T. J. Kanaga, Brakemen W. B. Kelley and A. C. Kyle, who take us to Crestline, Ohio, 132 miles. At the little station of Dixon, 20 miles east of Ft. Wayne, we cross the State line and enter Ohio. We are drawing nearer home and all feel very glad, although it will be like the breaking up of a large and happy family for us to separate. We expect to reach Pittsburgh early in the morning, and Brothers Haas and Schuler are saying goodbye, for Haas leaves us at Allegheny City and Schuler at Pittsburgh. It is approaching midnight, and as we skim across the State of Ohio we retire to our little beds and are soon fast asleep, lulled into repose by the soothing hum and motion of the train, that we have learned to regard as a great help to pleasant dreams and unbroken slumber.

TUESDAY, JUNE 8th.