fidelity in the discharge of their respective duties, that this road has gained such an enviable reputation as it has long enjoyed. And without making any invidious distinctions, it is no more than an act of simple justice to say that the labors of Mr. H. W. Chittenden, the General Superintendent, and of Mr. Charles Hilton, the Chief Engineer, have made the road what it is one of the best constructed, best managed, and best paying roads in the United States. In November, 1867, the Stockholders of the Company became convinced that the interests of so vast a corporation required at its head a person of no ordinary abilities. They did not have to look outside of the circle of their own members to find the man they needed. Commodore Vanderbilt was already one of the largest stockholders. His remarkable administrative talents, and his great experience in the management of railroads, pointed him out as the man for the crisis. The stockholders holding thirteen millions of stock, therefore, placed their proxies in the hands of Commodore Vanderbilt, which enabled him to select such a board of directors as he deemed suitable. Mr. Vanderbilt accepted the trust; and the board of directors thus chosen, elected him as president. The following table exhibits in a condensed shape, the financial history of the road from the year 1853 to 1867: 1861 215 206 2,153,944 2,315,933 4,664,449 7,309,042 1862 229 229 2,276,977 2,389,724 6,607,331 9,356,827 7,498,508 8,543,371 12,997,890 32,879,251 4,674 2,368,798 8,776,028 13,975,524 33,701,920 4,986 1,609,363 9,671,920 14,596,786 34,133,911 4,959 2,039,014 31,524,226 2,820 1,484,121 The officers of the Company are C. Vanderbilt, President; R. M. Blatchford, Vice-President; E. D. Worcester, Treasurer; Harlow W. Chittenden, General Superintendent; Charles Hilton, Chief Engineer; Julius A. Spencer, Assistant Superintendent. The election of Commodore Vanderbilt as president of the Company, in December, 1867, marks the commencement of a new era in the history of this great road. With its well-constructed track and road-bed, its powerful and gigantic locomotives, and its superb passenger cars, fitted up with state-rooms and with every luxury and comfort, it would seem that the road was all that could be desired; while the steady increase of its passenger and freight business, during the last ten years, sufficiently indicates its popularity. But Commodore Vanderbilt and the new Board of Directors believe that the road and its management is susceptible of still further improvements-improvements that will greatly increase the comfort and safety of passengers, and that will greatly augment the revenues of the Company. These improvements will be immediately carried out; and when we consider the great experience of Mr. Vanderbilt in railroad matters, and the energetic character of the gentlemen composing the new Board of Directors, it cannot be doubted that the contemplated improvements will lead to the most happy results. CHAPTER XV. MICHIGAN CENTRAL RAILROAD; AND GREAT WESTERN RAILROAD OF CANADA. THE New York Central Railroad terminates at the famous iron Suspension Bridge, at Niagara Falls. This bridge crosses the Niagara River at a point two miles below the Falls, and was built in order to carry the New York Central Railroad across the river at this point. It is constructed of iron wires bound together, and presents an exceedingly light and graceful appearance. It is eight hundred and twenty-one feet long, and consists of two main passages, a roadway for horses and carriages, and a track for the railroad, the latter being uppermost. The elevation of the railway track above the water is two hundred and forty-five feet. This bridge was completed in 1855, and has been in daily use ever since. The heaviest trains have passed over it daily, yet it is, so far as the most scientific investigation can show, as strong now as when first constructed. Crossing this fine bridge, with the bottomless waters of the Niagara River two hundred and forty-five feet beneath our feet, we find ourselves on the GREAT WESTERN RAILROAD OF CANADA.-This road extends from Niagara Falls to Detroit, and is two hundred and thirty miles long. The total re ceipts of this road, since its completion have amounted to nearly twenty-six millions of dollars (namely, $25,843,906). The Company has recently completed and launched a new car ferry boat, on the Detroit River, by which trains of cars can be safely and speedily transported across the river to Detroit, without making it necessary for the passengers to leave their seats. MICHIGAN CENTRAL RAILROAD.-The Michigan Central Railroad extends from Chicago to Detroit, a distance of two hundred and eighty-four miles. It has a wide track, and has the reputation of being one of the best constructed roads in the United States. The passenger cars are certainly all that could be desired, being models of comfort and convenience. Four trains are run daily, from Chicago to Detroit, and four also from Detroit to Chicago. The trains from the east leave Detroit on the arrival of the cars on the Great Western Railroad of Canada from Niagara Falls, about 7 and 10.30 A. M., and 5.30 and 11 P. M., and arrive at Chicago at about 8 and 11 P. M., and 6 A. M., and 12.30 at noon; the running time being thirteen hours. Trains for the east leave the depot of the Illinois Central Railroad, at Chicago about 4 and 6 A. M., and 5.30 and 10 P. M., and arrive at Detroit in time to connect with the trains for Suspension Bridge. In May, 1849, the Michigan Central Railroad was completed and in operation from Detroit to New Buf falo. New Buffalo was a small village at the southern extremity of Lake Michigan, a few miles east of the |