It has grown dark and we are approaching Pittsburgh. A stop is made at East Liberty, and a delegation of brothers from R. B. Hawkins Division No. 114 of Pittsburgh get aboard and accompany us into Pittsburgh. The visitors kindly present each one of our party with a bouquet of roses. We arrive at Pittsburgh 8.12 P. M. and stop for eighteen minutes, leaving at 8.30 (7.30 Central) P. M. Time changes now from Eastern to Central, which makes us leave at 7.30 instead of 8.30. To some of us this is rather a perplexing thing, for we are leaving Pittsburgh forty-two minutes before we arrive there. A number of our party are setting their watches to Central time, I will allow mine to remain as it is, and will use Eastern time in my notes in connection with the Standard time of whatever locality we may be in.
Left Pittsburgh with P. C. C. & St. L. engine No. 183, Engineer A. F. Winchell, Fireman O. Brown, who runs us to Dennison, Ohio, 93 miles. Conductor L. E. Schull, Brakemen W. A. Chambers and E. S. Chambers go with us to Columbus, Ohio, 193 miles. We almost regret that it is night, for we desire to see the country. At 9.50 (8.50 Central) P. M. we arrive at Steubenville, 43 miles from Pittsburgh, and stop five minutes for water.
We are now on the Pittsburgh Division of the Pennsylvania lines, operated by the Pittsburgh, Cincinnati, Chicago and St. Louis Railway Company. The Pittsburgh Division extends from Pittsburgh, Pa., to Columbus, Ohio, a distance of 193 miles. Most of the party have turned in and at 11.30 (10.30 Central), just as our train stops at Dennison, Ohio, I prepare to undertake the novel experiment of trying to get a night’s sleep in the berth of a Pullman car. It is a new and strange experience to me, but I go at it to win. There is nobody in sight, but the presence of a carload of people is felt. The long, narrow aisle of the car is deserted, but I hesitate to exercise the privilege its deserted condition would seem to warrant. I desire to undress, but I wish to hide to do it, and with this end in view I crawl under the curtains that inclose our berth. As I do so the train starts on its way again. Mrs. S. has retired some time ago, and I think is asleep. There is not much room for me, but I determine to make the best of it. Balancing myself on the edge of the berth, I make a few changes in my apparel, and come very near being precipitated into the aisle while so doing by a sudden lurch of the car as the train struck a curve. In regaining my equilibrium I stepped upon the madam, who quietly inquired what I was trying to do. “Only coming to bed, my dear,” I answered. “Is that all,” she replied, “I have been watching you for some time and thought you either had a fit or else was practicing gymnastics and using the curtain pole for a horizontal bar.” I made no reply, I didn’t blame her, and lay down thankful that she was the only witness to the performance; and ours was not the only circus on the train that night; “there were others.”
SUNDAY, MAY 9th.
Got up early, after passing rather a restless night; did not sleep very well; finished dressing just as the train stops at Richmond, Ind., 5.55 (4.55 Central) A. M. Go outside and find it a lovely morning. Several of the boys are up. Have come 220 miles since I turned in last night as the train left Dennison, Ohio.
We are now on the Indianapolis Division of the Pittsburgh, Cincinnati, Chicago and St. Louis Railway, which runs from Columbus, Ohio, to Indianapolis, Ind., a distance of 188 miles. Upon inquiry I learn that from Dennison to Columbus we had P. C. C. & St. L. engine No. 59, Engineer Schultz. From Columbus to Indianapolis, P. C. C. & St. L. engine No. 102, Engineer John Cassell, Fireman W. Mason, Conductor J. E. Taylor, Brakemen Orvil Hyer and George Farmer. We arrive at Indianapolis 7.45 (6.45 Central) A. M., and leave there at 8.30 (7.30 Central) A. M. on the Main Line Division of the Vandalia Line, which extends from Indianapolis to St. Louis, a distance of 240 miles, and is controlled and operated by the Terre Haute and Indianapolis Railroad Company. T. H. & I. engine No. 34 is drawing us. It is called the World’s Fair engine, having been built at Pittsburgh and placed on exhibition at Chicago during the great exposition. It is a fine, large engine, and Engineer Fred. Wood, who runs it, says “she is a daisy.” The fireman is G. E. Hickman; conductor, A. J. Harshman; brakemen, J. G. McMahon and James Edmunds. Breakfast is announced as we leave Indianapolis, and no second invitation is required; our appetites are keen, and we thoroughly enjoy McDonald’s substantial and bountiful breakfast.
We pass through Terre Haute at 10.15 (9.15 Central) A. M., and cross the Wabash River a short distance west of the city. Ten minutes after passing through Terre Haute we cross the State line and enter Illinois. There is a delay of five minutes at Effingham by a hot box on engine 34. Just after leaving Effingham a stone was thrown by some one and broke an outside window in car “Milton,” section 4, occupied by Mr. and Mrs. L. E. Sheppard. A stop of five minutes is made at Greenville to oil and take water. Three strange men boarded the train at this point and were not noticed until after it had started, when they claimed they had made a mistake, thinking it a regular train. The train was stopped to leave them off. We partook of lunch at 1.15 (12.15 Central) P. M., being always ready to eat.
It is raining as we approach St. Louis, where we arrive at 2.30 (1.30 Central) P. M. The effects of last Summer’s terrible tornado can plainly be seen, as we cross the bridge from East St. Louis, in great piles of débris that have not as yet been cleared away. On account of the rain the prospect of seeing much of the city is very poor. A trolley ride of five miles through the city to Forrest Park was taken by a number of our party. It is too wet to take a walk in the park, and after spending a half hour in a large pavilion watching the pouring rain we return to the Union Depot, which we look through and find it to be a large and magnificent structure, exceeding in size and excelling in grandeur our own Broad Street Station at Philadelphia. It was built at an expense of $6,500,000, and covers an area of 424,200 square feet. The train shed contains thirty tracks, which are used by twenty-two different roads.
Several of us met Conductor W. Fetzer, of the Louisville and Nashville, and had a pleasant half hour with him. On account of a defective flange, a pair of new wheels were put under the dining car “Lafayette” this afternoon. Mrs. Shaw, Mrs. Dale, Mrs. Reilly, and Miss Post are on the sick list this afternoon. Called to dinner at 8.30 (7.30 Central) P. M., after which we were escorted through the magnificent station by Stationmaster J. J. Coakley and Conductor A. J. Harshman. The station is lighted with thousands of electric lights of many different hues and colors. Every light is burning to-night, the second time since the construction of the station, the first time at its dedication, September 1st, 1894, and this the second time in honor of the visit of the Pennsylvania Railroad conductors, May 9th, 1897. Our most sincere thanks are due the kind and courteous stationmaster, J. J. Coakley, for the favor and honor accorded us. May his shadow never grow less.
An itinerary souvenir of our train over the Iron Mountain Route, Texas and Pacific and Southern Pacific Railways, from St. Louis to Los Angeles, via Texarkana and El Paso, was presented to each member of our party by the Iron Mountain Route management through Mr. Coakley. It is a neat little affair, much appreciated, and will be highly prized as a souvenir of our trip.